RENR5124-04

April 2007

Systems Operation
Testing and Adjusting
735 Articulated Truck Power Train
B1N1-Up (Machine)
AWR1-Up (Machine)
 i01658146

Important Safety Information

Most accidents that involve product operation, maintenance and repair are caused by failure to observe
basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous
situations before an accident occurs. A person must be alert to potential hazards. This person should also
have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings
are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as
“DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.

The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or pictorially
presented.
Operations that may cause product damage are identified by “NOTICE” labels on the product and in
this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard.
The warnings in this publication and on the product are, therefore, not all inclusive. If a tool,
procedure, work method or operating technique that is not specifically recommended by Caterpillar
is used, you must satisfy yourself that it is safe for you and for others. You should also ensure that
the product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before you
start any job. Caterpillar dealers have the most current information available.

When replacement parts are required for this

product Caterpillar recommends using Caterpil-
lar replacement parts or parts with equivalent
specifications including, but not limited to, phys-
ical dimensions, type, strength and material.

Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or
death.
RENR5124-04 3
Power Train
Table of Contents

Table of Contents Interaxle Differential - Test .................................. 126

Differential - Test ................................................. 127

Systems Operation Section Index Section

Graphic Color Codes .............................................. 4 Index ................................................................... 130

General Information ................................................ 5
General Information ................................................ 6
Power Train Hydraulic System ............................... 7
Power Train Hydraulic System .............................. 11
Power Train Electronic Control System ................ 16
Power Train Electronic Control System ................ 19
Torque Converter ................................................. 24
Torque Converter ................................................. 26
Modulating Valve (Torque Converter Lockup
Clutch) ................................................................. 28
Modulating Valve (Electronic Clutch Pressure
Control) ............................................................... 29
Modulating Valve (Electronic Clutch Pressure
Control) ............................................................... 31
Relief Valve (Transmission Hydraulic Control) ...... 32
Transmission Oil Pump ........................................ 33
Transmission Oil Cooler ....................................... 34
Output Transfer Gears Lubrication System .......... 34
Oil Filter (Transmission) ........................................ 36
Transmission Planetary ........................................ 37
Transmission Planetary ........................................ 39
Transmission Hydraulic Control ........................... 41
Transmission Hydraulic Control ........................... 45
Output Transfer Gears ......................................... 47
Output Transfer Gears ......................................... 48
Interaxle Differential .............................................. 49
Interaxle Differential .............................................. 51
Differential (Center Axle) ...................................... 53
Differential (Front and Rear Axle) ......................... 56
Final Drive ............................................................ 58

Testing and Adjusting Section

Troubleshooting
Machine Preparation for Troubleshooting ............. 59
General Troubleshooting Information ................... 59
Visual Inspection ................................................... 64
Operational Checks .............................................. 66
Torque Converter Troubleshooting ....................... 66
Transmission Planetary Troubleshooting .............. 68
Interaxle Differential Troubleshooting ................... 76
Differential Troubleshooting .................................. 77

Testing and Adjusting

Power Train Pressures ......................................... 79
Power Train Pressures ......................................... 89
Transmission Shift Points - Test .......................... 108
Transmission Shift Points - Test ........................... 110
Transmission Oil Supply ...................................... 112
Transmission - Calibrate ...................................... 114
Transmission Hydraulic Control - Test and
Adjust ................................................................. 115
Modulating Valve (Electronic Clutch Pressure
Control) - Test ................................................... 124
Modulating Valve (Torque Converter Lockup Clutch) -
Test ................................................................... 125
4 RENR5124-04
Power Train
Systems Operation Section

Systems Operation Section Note: The hydraulic system that is covered in this
manual may not require all of the colors in illustration
1.
i01597335

Graphic Color Codes

SMCS Code: 4000

g00771291
Illustration 1

(A) Red ............................ Pump discharge pressure

(B) Red Stripes and White

Stripes .......................... First pressure reduction

(C) Red Dots ................. Second pressure reduction

(D) Orange ............................. Pilot system pressure

(E) Orange Stripes and White

Stripes ............... Reduced pilot system pressure

(F) Blue ................................................... Blocked oil

(G) Green .. Suction oil, return oil, and case drain oil

(H) Yellow ...................................................... Moving

parts and activated valve sections

(I) Purple ........................................ Pressurized gas

(J) Gray ....................................... Cutaway sections,

and non-activated valve sections
RENR5124-04 5
Power Train
Systems Operation Section

i01515634

General Information
SMCS Code: 3030
S/N: B1N1-799
S/N: AWR1-Up

g00786479
Illustration 2
(1) Engine (7) Drive shaft (13) Wheel and final drive
(2) Torque converter (8) Through hitch drive shaft (14) Wheel and final drive
(3) Transmission planetary (9) Drive shaft (15) Differential
(4) Wheel and final drive (10) Differential and bevel gear (16) Front Drive Shaft
(5) Differential and bevel gear (11) Drive shaft (17) Main Drive Shaft
(6) Output transfer gears and case (12) Differential and bevel gear

Tractor Arrangement Main drive shaft (17) transmits torque to output

transfer gears and case (6). Differential (15) is
The engine flywheel drives torque converter (2) located in output transfer gears and case (6), which
through a flexible coupling. The torque converter has is connected to front drive shaft (16) and drive shaft
an integral lockup clutch. The lockup clutch for the (7). Front drive shaft (16) is connected to differential
torque converter allows the machine to operate in and bevel gear (5). Shaft (7) is connected hitch drive
torque converter drive or in direct drive. shaft (8).

Torque converter (2) is located within the housing Differential and bevel gear (5) transfers drive to wheel
for the transmission planetary, which is bolted and final drives (4) for the front axle.
directly to the engine. The transmission planetary (3)
contains six hydraulically actuated clutches. The six
hydraulically actuated clutches give eight forward
Trailer Arrangement
speeds and one reverse speed.
Through hitch drive shaft (8) transmits torque to
drive shaft (9). The drive shaft transmits torque to
differential and bevel gear (10).
6 RENR5124-04
Power Train
Systems Operation Section

Differential and bevel gear (10) transfers drive to

wheel and final drives (14) for the center axle and
drive shaft (11).

Drive shaft (11) transmits torque to differential and

bevel gear (12).

Differential and bevel gear (12) transfers drive to

wheel and final drives (13) for the rear axle.

i01563882

General Information
SMCS Code: 3030
S/N: B1N800-Up

g00791946
Illustration 3
(1) Engine (7) Drive shaft (13) Wheel and final drive
(2) Torque converter (8) Through hitch drive shaft (14) Wheel and final drive
(3) Transmission planetary (9) Drive shaft (15) Differential
(4) Wheel and final drive (10) Differential and bevel gear (16) Front drive shaft
(5) Differential and bevel gear (11) Drive shaft (17) Main drive shaft
(6) Output transfer gears and case (12) Differential and bevel gear

Tractor Arrangement Torque converter (2) is located within the housing for
the transmission planetary which is bolted directly
The engine flywheel drives torque converter (2). to the engine. Transmission planetary (3) contains
The torque converter has an integral lockup clutch. seven hydraulically actuated clutches. The seven
The lockup clutch for the torque converter allows hydraulically actuated clutches give seven forward
the machine to operate in torque converter drive or speeds and one reverse speed.
in direct drive.
RENR5124-04 7
Power Train
Systems Operation Section

Main drive shaft (17) transmits torque to output

transfer gears and case (6). Differential (15) is
located in output transfer gears and case (6), which
is connected to front drive shaft (16) and drive shaft
(7). Front drive shaft (16) is connected to differential
and bevel gear (5). Drive shaft (7) is connected hitch
drive shaft (8).

Differential and bevel gear (5) transfers drive to wheel

and final drives (4) for the front axle.

Trailer Arrangement
Through hitch drive shaft (8) transmits torque to drive
shaft (9). The drive shaft transfers drive to differential
and bevel gear (10).

Differential and bevel gear (10) transfers drive to

wheel and final drives (14) for the center axle and
drive shaft (11).

Drive shaft (11) transmits torque to differential and

bevel gear (12).

Differential and bevel gear (12) transfers drive to

wheel and final drives (13) for the rear axle.

i02713915

Power Train Hydraulic System

SMCS Code: 3000; 3100; 4000
S/N: B1N1-799
S/N: AWR1-Up

The hydraulic system for the power train consists of

two separate subsystems.

The first system supplies oil to the torque converter

and the planetary transmission.

The second system supplies oil to the output transfer

gears, the interaxle differential lock and the three
axle differential locks.
8 RENR5124-04
Power Train
Systems Operation Section

Transmission Hydraulic System

g00786997
Illustration 4
Transmission hydraulic system for AWR1-454
(1) Oil filter bypass valve (7) Transmission hydraulic control relief (13) Transmission lubrication
(2) Modulating valve (Torque converter valve (14) Transmission oil pump
lockup clutch) (8) Torque converter outlet relief valve (15) Modulating valves (Electronic clutch
(3) Torque converter lockup clutch (9) Oil cooler pressure control)
(4) Torque converter (10) Latching solenoid (16) Test Point for the latching rail
(5) Transmission oil filter (11) Torque converter inlet relief valve (17) Scavenge screen
(6) Transmission oil temperature sensor (12) Transmission oil temperature sensor (18) Sump
RENR5124-04 9
Power Train
Systems Operation Section

g01016154
Illustration 5
Transmission hydraulic control for AWR455-Up and B1N1-799
(1) Oil filter bypass valve (7) Transmission hydraulic control relief (14) Transmission oil pump
(2) Modulating valve (Torque converter valve (15) Modulating valves (Electronic clutch
lockup clutch) (8) Torque converter outlet relief valve pressure control)
(3) Torque converter lockup clutch (9) Oil cooler (17) Scavenge screen
(4) Torque converter (11) Torque converter inlet relief valve (18) Sump
(5) Transmission oil filter (12) Transmission oil temperature sensor
(6) Transmission oil temperature sensor (13) Transmission lubrication

The transmission is controlled, cooled and lubricated Test points for oil pressure and an oil temperature
by oil that is supplied from the sump (19) of the sensor are incorporated in the hydraulic system.
planetary transmission by transmission oil pump (15).
Control of the planetary transmission is achieved by
Oil is taken from the sump of the planetary electronically activated modulating valves (15) that
transmission by the transmission oil pump and oil allow oil to fill the various clutches in the planetary
is fed via transmission oil filter (5) to the following transmission. On earlier machines, latching solenoid
components: (10) provides retention of the gear that is selected
in the event of an electrical failure. The latching
• Modulating Valve (Torque Converter Lockup solenoid controls the oil pressure in the latching rail.
Clutch) The pressure of this oil can be measured by test
point (16). On later machines, the latching system
• Transmission Latching Solenoid has been removed.

• Modulating Valves (Electronic Clutch Pressure

Control)

• Transmission Hydraulic Control Relief Valve

10 RENR5124-04
Power Train
Systems Operation Section

Torque converter (4) allows the power to be

transmitted smoothly from the engine to the planetary
transmission. The torque converter allows the
speeds of the engine and the transmission to be
matched smoothly. Once the speeds are matched,
the modulating valve for the torque converter lockup
clutch (2) engages clutch (3) in the torque converter.
The torque converter provides direct drive from the
engine to the planetary transmission.

Oil is fed to the torque converter and the oil

transmits the drive from the engine to the planetary
transmission. Outlet oil from the torque converter
goes via check valve (8) to the oil cooler and forward
as lubricant for the transmission (13).

Output Transfer Gears and

Differentials

g01083209
Illustration 6

A second hydraulic circuit supplies lubrication for the Oil is drawn from the sump of output transfer gears
output transfer gears. The circuit also controls the (24) by gear pump (19). The gear pump charges
interaxle differential and the axle differentials. the output transfer gears and the differential locks.
The pump for the output transfer gears and the
differential locks is mounted on the top of the
planetary transmission.
RENR5124-04 11
Power Train
Systems Operation Section

The oil from the gear pump is fed via filter (20) to
oil cooler (21). From the oil cooler, the oil goes to
solenoid and relief valve (22) that is mounted on the
case of the output transfer gears. The solenoid and
relief valve controls the lock for interaxle differential
(23) and the locks for the axle differentials. The
solenoid and relief valve also provides lubrication oil
for the transfer gear (24).

Operation of the solenoid and relief valve applies

oil pressure to the lockup clutch in the interaxle
differential in order to engage the interaxle differential
lock. Within the solenoid and relief valve, a second
solenoid valve controls the axle differential locks
(25) in the three axles. The circuit allows the axle
differential locks to be engaged only when the
interaxle differential lock is engaged.

Engagement of the axle differential locks is achieved

when the solenoid valve allows pressurized oil from
the solenoid and relief valve to fill the clutches on the
differentials in each axle. When the axle differential
lock is unselected, the oil in the clutches of the axle
differentials is able to drain to the top of the case for
the output transfer gears as additional lubrication.

The oil enters the case for the output transfer gears
at the top. The oil drains down to the sump of the
case for the output transfer gears and the oil provides
lubrication to the gears and the bearings.

i02400691

Power Train Hydraulic System

SMCS Code: 3000; 3100; 4000
S/N: B1N800-Up

The hydraulic system for the power train consists of

two separate subsystems.

The first system supplies oil to the torque converter

and the planetary transmission.

The second system supplies oil to the output transfer

gear, the interaxle differential lock and the three axle
differential locks.
12 RENR5124-04
Power Train
Systems Operation Section

Torque Converter and

Transmission

g00809226
Illustration 7

The transmission hydraulic control system provides Selector spool (12) in selector and pressure control
pressurized oil to the clutches of the transmission valve (13) allows pilot oil to flow to individual valves
planetary. Pressurized oil is also supplied to the (8) on pressure control valve (9). The position of the
torque converter and to the torque converter lockup selector spool determines the path of the pilot oil to
clutch. the individual valves.

Oil from the sump (1) of the torque converter is drawn Each individual valve is a modulating valve which
through suction screen (2) by oil pump (3). controls the pressure of the oil that is supplied to the
clutches in the transmission planetary.
Oil from the pump is supplied through oil filter (4) to
downshift solenoid (5) and upshift solenoid (6). Oil is Oil from the selector and pressure control valve also
also supplied to selector and pressure control valve supplies the torque converter. The oil that is used
(13). Downshift solenoid (5) and upshift solenoid (6) by the torque converter is then sent through the
control the flow of pressurized oil to rotary actuator transmission oil cooler and back to the transmission
(7). Rotary actuator (7) determines the position of as lubricant.
selector spool (12) in selector and pressure control
valve (13).
RENR5124-04 13
Power Train
Systems Operation Section

Transmission Oil Pump and Suction The oil is drawn by the oil pump from the sump in
Screen the torque converter housing. The oil then passes
through suction screen (2) to port (14) in the oil
pump. The oil is then pumped from port (19) to the
system. Hose (18) receives oil from the system in
order to lubricate the pump drive group.

Transmission Oil Filter

g00792128
Illustration 8
(3) Oil pump (transmission)
(14) Port (inlet)
(15) Idler gear
(2) Suction screen
(16) Torque converter housing
(17) Gear g00792383
Illustration 10
(20) Transmission oil filter base
(21) Filter element
(22) Cavity (oil inlet)
(23) Spool (bypass valve)
(24) Cavity (oil outlet)
(25) Spring (bypass valve)

g00792091
Illustration 9
(3) Oil pump (transmission)
(14) Port (inlet)
(18) Hose (lubrication)
(19) Port (outlet)

Oil pump (15) for the transmission oil is located in the Illustration 11
g00792384
top of torque converter housing (16).
Location of transmission oil filter

The oil pump is splined to gear (17) which is driven by

The transmission oil filter is located on the right side
the input to the torque converter via idler gear (15).
of the engine.
14 RENR5124-04
Power Train
Systems Operation Section

The oil enters oil filter base (20) through cavity (22).
The oil flows from cavity (22) through filter element
(21) into cavity (24) and out of the filter base.

If there is a restriction in the filter element the oil

pressure in the filter increases. The increased oil
pressure shifts spool (23) to the right against spring
(25). When the spool is moved to the right, oil flows
directly from cavity (22) to cavity (24). The oil filter
element is now bypassed.

Transmission Oil Cooler

g00792759
Illustration 12
This is a view from below the transmission oil cooler.

The oil cooler for the transmission is located on the

right side of the engine below the oil cooler for the
brake system.

Oil from the torque converter is sent to the oil cooler

and the oil is cooled by engine coolant. Oil from the
oil cooler is then used to lubricate the transmission,
the pump drive group and the accessory drive group.
RENR5124-04 15
Power Train
Systems Operation Section

Output Transfer Gears and

Differentials

g01199130
Illustration 13

A second hydraulic circuit supplies lubrication for the Operation of the solenoid and relief valve applies
output transfer gears. The circuit also controls the oil pressure to the lockup clutch in the interaxle
interaxle differential and the axle differentials. differential in order to engage the interaxle differential
lock. Within the solenoid and relief valve, a second
Oil from the sump of the output transfer gears (31) solenoid valve controls the axle differential locks
is drawn by charging and scavenging pump (26) (33) in the three axles. The circuit allows the axle
through magnetic screen (32) (if equipped) in order to differential locks to be engaged only when the
remove any metallic particles that may be present in interaxle differential lock is engaged.
the oil. The charging and scavenging pump charges
the output transfer gears and the differential locks. Engagement of the axle differential locks is achieved
The charging and scavenging pump for the output when the solenoid valve allows pressurized oil from
transfer gears and the differential locks is mounted the solenoid and relief valve to fill the clutches on the
on the top of the flywheel housing to the left of the differentials in each axle. When the axle differential
engine. lock is unselected, the oil in the clutches of the axle
differentials is able to drain to the top of the output
The oil from the charging and scavenging pump is transfer gear case as additional lubrication.
fed via filter (27) and oil cooler (28) to solenoid and
relief valve (29) that is mounted on the output transfer The oil enters the output transfer gear case at the
gear case. The solenoid and relief valve controls the top. The oil drains down to the sump of the output
lock for interaxle differential (30) and the locks for transfer gear case and the oil provides lubrication to
the axle differentials. The solenoid and relief valve the gears and the bearings.
also provides lubrication oil for the output transfer
gear (31).
16 RENR5124-04
Power Train
Systems Operation Section

i02266960 • Transmission hold

Power Train Electronic Control • Overspeed control
System
• Directional shift management
SMCS Code: 4800
• Protection against abusive shifts
S/N: B1N1-799
• The ECM also carries out other functions which
S/N: AWR1-Up include control of the secondary steering system
and control of the hoist system. Default mode
Control of the power train is achieved by electronically operation in the event of electrical failure
controlled hydraulic actuation. Control of the power
train is maintained by the electronic control module. A service technician can use Caterpillar ET to
communicate with the ECM. The service technician
The electronic control module is also responsible can interrogate the ECM for details of faults and the
for controlling other systems that are used on the service technician can monitor operating conditions.
machine. ET also allows the service technician to carry out
calibration of various valves. An example is the
The ECM receives inputs from different sensors and electronic clutch pressure control valves.
from operator requests. The ECM sends electronic
signals in order to control transmission shifts and
other power train components.

The ECM receives the following inputs:

• Engine speed
• Transmission input speed
• Transmission output speed
• Power train oil temperature
• Selected gear
• Transmission control position
• Latching pressure sensor
• Hoist lever position
• Differential lock switch
• Transmission hold
• Key start switch
• High gear limit
• Status of the parking brake
• Status of the service brakes
• System faults
The following functions are carried out by the ECM:

• Automatic transmission shifts

• Direct drive (torque converter lockup)
RENR5124-04 17
Power Train
Systems Operation Section

Power Train Electronic Control

System

g00787708
Illustration 14
Block diagram of the power train electronic control system
(1) Service tool connector (7) Modulating valves (electronic clutch (13) Torque converter
(2) CAT Data Link pressure control )(six) (14) Torque converter output speed sensor
(3) Caterpillar Monitoring System (8) Transmission control (15) Transmission
(4) Caterpillar Monitoring System service (9) Engine (16) Transmission output speed sensors
connector (10) Transmission latching solenoid (S/N: (two)
(5) Electronic control module (ECM) AWR1-454) (17) Transmission oil temperature sensor
(6) Modulating Valve (torque converter (11) Engine speed sensor (18) Pressure sensor for the latching rail
lockup clutch) (12) Sensor for the oil filter bypass (S/N: AWR1-454)

Six hydraulically activated clutches in transmission The power train ECM uses input signals from the
(7) provide eight forward speeds and one reverse following components to ensure steady engagement
speed. Speed selections and direction selections are of the clutches: engine speed sensor (11), torque
made manually by using transmission control (8). converter output speed sensor (14), transmission
output speed sensors (16), and transmission oil
The power train electronic control system temperature sensor (17).
electronically controls transmission shifts. In order for
the transmission to be shifted to the desired speed The power train ECM also controls the following
and the desired direction, the ECM (5) receives functions: interaxle differential lock, axle differential
the operator input from transmission control (8). locks, hoist control, and secondary steering system.
The ECM sends a signal to the modulating valves
for the clutches that are selected. The output
signal energizes the solenoids of the clutches that
are selected. The output signal de-energizes the
solenoids of the clutches that need to be released.
The modulating valves electronically modulate the oil
pressure of the clutches that are selected.

A modulating valve is also used to control oil pressure

to the torque converter lockup clutch. The torque
converter lockup clutch provides direct drive between
the engine and the transmission planetary.
18 RENR5124-04
Power Train
Systems Operation Section

Electronic Control Module Sensors In The Power Train

The electronic control module (ECM) is located Sensors provide information to the power train
at the right rear side of the cab. The ECM shifts electronic control module (ECM) about changing
the transmission. The transmission control sends conditions. The sensor signal changes proportionally
the operator input to the ECM. The operator input to the changing conditions. The following type of
indicates the desired speed for the transmission sensor signals are recognized by the power train
and the desired direction for the transmission. The ECM.
ECM makes decisions that are based on the input
information and on the memory information. After • Frequency signals: The frequency (Hz) of the
the ECM receives the input information and the sensor signal varies as the condition changes.
memory information, the ECM sends a corresponding
response to the outputs. The inputs and the outputs • Pulse width modulated signals (PWM): The duty
are connected to the machine harness by two 40-pin cycle of the sensor signal varies as the condition
connectors. changes. The frequency of this signal is constant.

Inputs
The machine has several input devices. Input devices
inform the ECM of the operating conditions of the
machine. The machine has two types of inputs, switch
inputs and sensor inputs. The switch inputs of the
ECM are provided with the following signals from the
switches: an open, a ground, and a +battery. Sensors
provide a constantly changing signal to the ECM.

Outputs
The ECM responds to decisions by sending electrical
signals through the outputs. The outputs can create
an action or the outputs can provide information to
the ECM.

Input/Output
The CAT Data Link is used to communicate with the
other electronic control modules on the machine. The
CAT Data Link is bidirectional. The CAT Data Link
allows the sharing of information with other electronic
controls.

• The ECM receives the harness code input from the

Caterpillar Monitoring System. Illustration 15
g00288430

Pulse Width Modulated Signal

• The ECM sends the following information to the
Caterpillar Monitoring System: engine speed,
machine ground speed, parking brake switch
status, transmission speed selection, and service
code of the transmission.

• The monitoring system displays this information for

the operator or for service personnel.

• The ECM communicates with the engine ECM in

order to allow controlled throttle shifting.
RENR5124-04 19
Power Train
Systems Operation Section

Speed Sensors (Transmission, Engine, Temperature Sensor (Transmission Oil )

and Torque Converter Output)

g00329095
Illustration 17
g00288428 Transmission Oil Temperature Sensor
Illustration 16
Typical Speed Sensor
The transmission oil temperature sensor is a pulse
There are two transmission output speed sensors, width modulated sensor (PWM). The ECM measures
one engine output speed sensor and one torque transmission oil temperature with the transmission
converter output speed sensor on the machine. The oil temperature sensor. The ECM uses the oil
speed sensors are inputs of the ECM. These speed temperature reading in order to adjust the shift
sensors are frequency sensors. Frequency sensors times of the transmission. The ECM adjusts the shift
produce a signal (Hz) which varies as the condition times of the transmission in order to provide smooth
changes. The sensor generates a sine wave signal shifts over the various ranges of the transmission
from the gear teeth as the gear teeth pass the sensor. oil temperature. The transmission oil temperature
The sensor produces a signal that equals one pulse sensor requires an input voltage of 8 volts.
per gear tooth. This signal is sent to the ECM. The
ECM measures the frequency of the signal in order Reference: For more information on the operation of
to determine the speed of the condition. The ECM the machine, refer to the Operation and Maintenance
receives signals from the speed sensors. The ECM Manual.
uses the input from the speed sensors in order to
determine the speed of the system. The ECM uses Reference: For more information regarding the
the input from the speed sensors in order to regulate electronic control of the power train, refer to Systems
transmission shifts. Each speed sensor has two Operation, Troubleshooting, Testing and Adjusting,
connections to the ECM (+ and −). RENR3442, “Power Train Electronic Control System”.

For all of the speed sensors, connector contact 2 is i02301209

the signal line and connector contact 1 is the return
line. Two transmission speed sensors measure Power Train Electronic Control
transmission output speed in order to provide
protection against failure. System
Note: The speed sensors are used to diagnose each SMCS Code: 4800
other during normal operation. The ECM periodically S/N: B1N800-Up
checks the value from the speed sensor. If an
incorrect value is found, the ECM will log a service Control of the power train is achieved by electronically
code that indicates a fault for a speed sensor circuit. controlled hydraulic actuation. Control of the power
train is maintained by the electronic control module.

The electronic control module is also responsible for

controlling the other systems that are used on the
machine.

The ECM receives inputs from different sensors and

from operator requests. The ECM sends electronic
signals in order to control transmission shifts and
other power train components.

The ECM receives the following inputs:

20 RENR5124-04
Power Train
Systems Operation Section

• Engine output speed

• Transmission output speed
• Selected gear
• Position of the transmission control lever
• Position of the selector spool
• Position of the hoist lever
• Differential lock switch
• Position of the engine compression brake control
• Transmission hold
• Key start switch
• High gear limit
• Status of the parking brake
• Status of the service brakes
• System faults
The following functions are carried out by the ECM:

• Automatic transmission shifts

• Direct drive (torque converter lockup)
• Transmission hold
• Overspeed control
• Directional shift management
• Protection against abusive shifts
The ECM also carries out other functions which
include control of the secondary steering system and
control of the hoist system.

The ECM will also control default mode operation in

the event of electrical failure.

A service technician can use Caterpillar ET to

communicate with the ECM. The service technician
can interrogate the ECM for details of faults and the
service technician can monitor operating conditions.
RENR5124-04 21
Power Train
Systems Operation Section

Power Train Electronic Control

System

g00808163
Illustration 18
Block diagram of the power train electronic control system
(1) Service tool connector (6) Torque converter lockup clutch solenoid (12) Engine speed sensor
(2) CAT Data Link (7) Downshift solenoid (13) Torque converter
(3) Caterpillar Monitoring System (8) Upshift solenoid (14) Transmission
(4) Caterpillar Monitoring System service (9) Transmission gear sensor (15) Transmission output speed sensors
connector (10) Transmission control (two)
(5) Electronic control module (ECM) (11) Engine

Seven hydraulically activated clutches in transmission A modulating valve is also used to control oil
(14) provide seven forward speeds. Machines (S/N: pressure to the torque converter lockup clutch. Pilot
AWR), (S/N: AXM), and (S/N: AZZ) have one reverse oil is supplied to the modulating valve for the torque
speed. Machines (S/N: B1N), (S/N: B1P), and (S/N: converter lockup clutch by torque converter lockup
B1R) have two reverse speeds. Speed selections clutch solenoid (6). The torque converter lockup
and direction selections are made manually by using clutch provides direct drive between the engine and
transmission control (10). the transmission planetary.

The power train electronic control system The power train ECM uses input signals from the
electronically controls the shifting of the transmission. following components to ensure correct engagement
In order for the transmission to be shifted to the of the clutches: engine speed sensor (12) and
desired speed and the desired direction, the ECM (5) transmission output speed sensors (15).
receives the operator input from transmission control
(10). The ECM sends a signal to downshift solenoid The power train ECM also controls the following
(7) or upshift solenoid (8). The downshift solenoid functions: interaxle differential lock, axle differential
and the upshift solenoid turn the rotary actuator locks, hoist control, and secondary steering system.
which turns the selector spool in the selector and
pressure control valve. The modulating valves in the
pressure control valve modulate the oil pressure of
the clutches that are selected.
22 RENR5124-04
Power Train
Systems Operation Section

Electronic Control Module Sensors In The Power Train

The electronic control module (ECM) is located at Sensors provide information to the power train
the right rear side of the cab. The ECM controls the electronic control module (ECM) about changing
shifting of the transmission. The transmission control conditions. The sensor signal changes proportionally
sends the operator input to the ECM. The operator to the changing conditions. The following type of
input indicates the desired speed for the transmission sensor signals are recognized by the power train
and the desired direction for the transmission. The ECM.
ECM makes decisions that are based on the input
information and on the memory information. After • Frequency signals: The frequency (Hz) of the
the ECM receives the input information and the sensor signal varies as the condition changes.
memory information, the ECM sends a corresponding
response to the outputs. The inputs and the outputs Transmission Gear Sensor
are connected to the machine harness by two 40-pin
connectors.

Inputs
The machine has several input devices. Input devices
inform the ECM of the operating conditions of the
machine. The machine has two types of inputs, switch
inputs and sensor inputs. The switch inputs of the
ECM are provided with the following signals from the
switches: an open, a ground, and a +battery. Sensors
provide a constantly changing signal to the ECM.

Outputs
The ECM responds to decisions by sending electrical
signals through the outputs. The outputs can create
an action or the outputs can provide information to
the ECM.

Input/Output
The CAT Data Link is used to communicate with the
other electronic control modules on the machine. The
CAT Data Link is bidirectional. The CAT Data Link
allows the sharing of information with other electronic
controls.
g00616555
Illustration 19
• The ECM receives the harness code input from the
Transmission Gear Sensor
Caterpillar Monitoring System.
The transmission gear sensor is an input to the
• The ECM sends the following information to the Power Train ECM. The sensor tells the ECM the
Caterpillar Monitoring System: engine speed,
position of the rotary actuator and the selector spool.
machine ground speed, parking brake switch
The sensor is connected mechanically to the rotary
status, transmission speed selection, and service
actuator of the transmission.
code of the transmission.

• The monitoring system displays this information for

the operator or for service personnel.

• The ECM communicates with the engine ECM in

order to allow controlled throttle shifting.
RENR5124-04 23
Power Train
Systems Operation Section

Speed Sensors (Engine Output and

Transmission Output)

g00288428
Illustration 20
Typical Speed Sensor

There are two transmission output speed sensors and

one engine output speed sensor on the machine. The
speed sensors are inputs of the ECM. These speed
sensors are frequency sensors. Frequency sensors
produce a signal (Hz) which varies as the condition
changes. The sensor generates a sine wave signal
from the gear teeth as the gear teeth pass the sensor.
The sensor produces a signal that equals one pulse
per gear tooth. This signal is sent to the ECM. The
ECM measures the frequency of the signal in order
to determine the speed of the condition. The ECM
receives signals from the speed sensors. The ECM
uses the input from the speed sensors in order to
determine the speed of the system. The ECM uses
the input from the speed sensors in order to regulate
transmission shifts. Each speed sensor has two
connections to the ECM (+ and −).

For all of the speed sensors, connector contact 2 is

the signal line and connector contact 1 is the return
line. Two transmission speed sensors measure
transmission output speed in order to provide
protection against failure.

Note: The speed sensors are used to diagnose each

other during normal operation. The ECM periodically
checks the value from the speed sensor. If an
incorrect value is found, the ECM will log a service
code that indicates a fault for a speed sensor circuit.
24 RENR5124-04
Power Train
Systems Operation Section

i01954425

Torque Converter
SMCS Code: 3101
S/N: B1N1-799
S/N: AWR1-Up

g00786477
Illustration 21
(1) Housing (4) Output shaft (7) Lockup clutch
(2) Turbine (5) One-way clutch (8) Hub
(3) Stator (6) Impeller

The torque converter is driven by the engine through

a flexible drive coupling. The torque converter
consists of an impeller (6), a turbine (2), a lockup
clutch (7), and a stator (3) with a one-way clutch (5).
The lockup clutch permits the machine to operate
in direct drive in order to keep the power loss at a
minimum. The one-way clutch holds the stator when
the torque converter drive is used. The one-way
clutch allows the stator to turn freely when direct
drive is used.

The torque converter housing is fastened to the

flywheel housing for the engine. Output shaft (4)
connects the torque converter to the transmission
planetary group.

The flexible drive coupling turns rotating housing (1)

and impeller (6). The impeller directs oil onto the
blades of turbine (2). This causes the turbine to turn.
The turbine directs the oil onto stator (3).
RENR5124-04 25
Power Train
Systems Operation Section

Direct drive is provided in all the higher gears. The

lockup clutch is disengaged during transmission shifts
in order to allow a smooth transition between gears.

The input speed of the torque converter is measured

at the engine flywheel. This speed is the same speed
as the engine output speed. The output speed of
the torque converter is measured at the planetary
transmission. This speed is the same speed as the
transmission input speed.

g01016156
Illustration 22
(9) Race
(10) Cam
(11) Spring
(12) Slot
(13) Cam Surface
(14) Roller

Stator (3) is connected to cam (10) by the spline.

When the hydraulic oil tries to move the stator in
the opposite direction to the turbine, rollers (14)
are forced into the narrow end of the slot (12). This
prevents the cam and stator assembly from rotating
around the carrier. Since the cam is held stationary,
the stator cannot turn and the one-way clutch is
locked up.

The stator now directs most of the oil back to the

impeller. The remainder of the oil goes out of the
torque converter. The oil, that goes back to the
impeller from the stator, moves in the same direction
as the rotation of the impeller. Since this oil is moving
in the same direction as the impeller, the torque
output from the torque converter is multiplied.

Turbine (2) turns hub (8). The hub turns output shaft
(4). Power is sent through the output shaft to the
transmission planetary group.

Lockup clutch (7) is part of the torque converter.

The lockup clutch is located between the flexible
drive coupling and the turbine. The lockup clutch is
engaged under the following conditions: sufficient
input speed to the transmission and output speed
from the transmission, sufficient transmission oil
pressure, sufficient engine rpm, and engagement
of retarder. When the lockup clutch is engaged, the
impeller and the turbine turn at the same speed as
the engine and there is no loss of power in the torque
converter. The connection between the engine and
the transmission is now direct.

Torque converter drive is available in first gear,

second gear and reverse gear. The lockup clutch
provides direct drive once the transmission speed
and the engine speed are matched.
26 RENR5124-04
Power Train
Systems Operation Section

i02301218

Torque Converter
SMCS Code: 3101
S/N: B1N800-Up

g00791571
Illustration 23
(1) Housing (4) Shaft (7) Lockup Clutch
(2) Turbine (5) One-way clutch (8) Hub
(3) Stator (6) Impeller

The torque converter is driven by the engine flywheel. The engine flywheel turns rotating housing (1) and
The torque converter consists of impeller (6), impeller (6). The impeller directs oil onto the blades
turbine (2), lockup clutch (7), and stator (3) which of turbine (2). This causes the turbine to turn. The
incorporates one-way clutch (5). The lockup clutch turbine directs the oil onto stator (3). This causes
permits the machine to operate in direct drive in order the stator to try to turn in the opposite direction of
to keep the power loss at a minimum. The one-way the turbine. The movement of the stator causes
clutch holds the stator when torque converter drive the rollers of one-way clutch (5) to move between
is used. The one-way clutch allows the stator to turn stator (3) and the carrier for the stator. The action
freely when direct drive is used. of the one-way clutch keeps the stator from rotating
in the opposite direction to the turbine. The stator
The torque converter housing is fastened to the now directs most of the oil back to the impeller. The
flywheel housing for the engine. Shaft (4) connects remainder of the oil goes out of the torque converter.
the torque converter to the transmission planetary The oil, that goes back to the impeller from the stator,
group. moves in the same direction as the rotation of the
impeller. Since this oil is moving in the same direction
as the impeller, the torque output from the torque
converter is multiplied.

Turbine (2) turns hub (8). The hub turns shaft (4).
Power is sent through the shaft to the transmission
planetary group.
RENR5124-04 27
Power Train
Systems Operation Section

Lockup clutch (7) is part of the torque converter. The

lockup clutch is located between the engine flywheel
and the turbine. The lockup clutch is engaged under
the following conditions: sufficient input speed to the
transmission planetary group, sufficient oil pressure
in the transmission planetary group, and sufficient
engine rpm. When the lockup clutch is engaged, the
impeller and the turbine turn at the same speed as
the engine and there is no loss of power in the torque
converter. The connection between the engine and
the transmission planetary group is now direct.

Torque converter drive is available in first gear and

torque converter drive is also available when the
transmission control is in the REVERSE position.
The lockup clutch provides direct drive once the
transmission speed and the engine speed are
matched.

Direct drive is provided in all the higher gears. The

lockup clutch is disengaged during transmission shifts
in order to allow a smooth transition between gears.

The input speed of the torque converter is measured

at the engine flywheel. This speed is the same speed
as the engine output speed. The output speed of
the torque converter is measured at the planetary
transmission. This speed is the same speed as the
transmission input speed.
28 RENR5124-04
Power Train
Systems Operation Section

i01563887

Modulating Valve (Torque

Converter Lockup Clutch)
SMCS Code: 3139-VC
S/N: B1N1-799
S/N: AWR1-Up

g00761538
Illustration 24

Control of the torque converter lockup clutch is When solenoid (1) is de-energized, the pressure of
achieved by the use of a modulating valve that is the oil in chamber (4) unseats ball (2). The oil in
controlled by a solenoid. chamber (4) is allowed to drain to the sump through
orifice (3) and drain port (9). As the pressure in
Pressurized oil is supplied by the transmission pump chamber (4) drops, control spool (6) is moved back to
to the modulating valve through oil supply port (8). the left by spring (7). As the control spool is returned
Pilot pressure is allowed through control spool (6) to to the left, the supply of oil from oil supply port (8) is
chamber (4). The oil in chamber (4) is allowed to drain blocked and the oil in the clutch is allowed to flow to
to the sump through orifice (3) and drain port (9). the sump via drain port (9).

When solenoid (1) is energized, ball (2) is forced

against orifice (3). The pressure of the oil in chamber
(4) increases. The increased pressure moves
control spool (6) to the right against spring (7) and
pressurized oil is allowed to flow to the torque
converter lockup clutch through clutch fill port (5).
The clutch then engages direct drive through the
torque converter.
RENR5124-04 29
Power Train
Systems Operation Section

i01914768

Modulating Valve (Electronic

Clutch Pressure Control)
SMCS Code: 3139-EK2
S/N: AWR1-454

g00786478
Illustration 25

Control of the individual clutches in the planetary Solenoid (6) is controlled by the transmission
transmission is achieved by a combination of electronic control module. When a gear is selected,
modulating valve (8) and latching valve (4). The ball (5) is forced against orifice (7). The pressure
modulating valve operates in the same manner as of the oil in chamber (9) increases. The increased
the modulating valve that is used to control the torque pressure moves control spool (10) against a spring
converter. Refer to Systems Operation, Testing and and pressurized oil is allowed to flow to fill the
Adjusting, “Modulating Valve (Torque Converter transmission clutch.
Lockup Clutch)”.
30 RENR5124-04
Power Train
Systems Operation Section

If electrical power is lost, ball (5) will be unseated.

Pressure in the oil in chamber (9) will then be lost as
the oil is able to drain to the sump. As the pressure
of the oil in the chamber falls, control spool (10)
moves back. The flow of pressurized oil to the clutch
is blocked and the oil that is in the clutch drains to
the sump.

To prevent the transmission from coming out of gear

in the event of an electrical failure, a latching system
prevents the oil in chamber (9) from draining to the
sump. Retention of pressure in chamber (9) allows
the transmission to remain in the selected gear.

Latching of the system is achieved by the use of the

latching valve in conjunction with the modulating
valve.

Pressurized oil in latching rail (3) holds spool (1)

downward. The oil is assisted by spring (2). Oil from
chamber (9) can drain to the sump when solenoid
(6) is de-energized. This is the normal operating
condition.

If electrical power to solenoid (6) is lost, a latching

solenoid cuts off the pressure in latching rail (3).
Pressure that is stored in accumulator (12) moves
spool (1) upward against spring (2). Oil in chamber
(9) is prevented from draining to the sump. Oil
pressure is maintained in chamber (9). As a result,
control spool (10) continues to allow pressurized oil
(11) from the transmission pump to flow to the clutch
and the selected gear is held.
RENR5124-04 31
Power Train
Systems Operation Section

i01915631

Modulating Valve (Electronic

Clutch Pressure Control)
SMCS Code: 3139-EK2
S/N: B1N1-799
S/N: AWR455-Up

g00761538
Illustration 26

On later machines, the latching system has been When solenoid (1) is de-energized, the pressure of
removed. Control of the individual clutches in the the oil in chamber (4) unseats ball (2). The oil in
planetary transmission is achieved solely by the use chamber (4) is allowed to drain to the sump through
of a modulating valve that is controlled by a solenoid. orifice (3) and drain port (9). As the pressure in
chamber (4) drops, control spool (6) is moved back to
Pressurized oil is supplied by the transmission pump the left by spring (7). As the control spool is returned
to the modulating valve through oil supply port (8). to the left, the supply of oil from oil supply port (8) is
Pilot pressure is allowed through control spool (6) to blocked and the oil in the clutch is allowed to flow to
chamber (4). The oil in chamber (4) is allowed to drain the sump via drain port (9).
to the sump through orifice (3) and drain port (9).

When a gear is selected and solenoid (1) is

energized, ball (2) is forced against orifice (3). The
pressure of the oil in chamber (4) increases. The
increased pressure moves control spool (6) to the
right against spring (7) and pressurized oil is allowed
to flow to the clutch through clutch fill port (5).
32 RENR5124-04
Power Train
Systems Operation Section

i01468422

Relief Valve (Transmission

Hydraulic Control)
SMCS Code: 3167-PV
S/N: B1N1-799
S/N: AWR1-Up

g00766132
Illustration 27

The transmission hydraulic control relief valve is Oil enters the relief valve at oil supply port (1). The
used in order to regulate the pressure to the main pressure of the oil acts on spool (6). Spool (6) moves
components in the transmission. The transmission to the right when the pressure that is acting on the
hydraulic control relief valve also provides oil to the spool is greater than the force of spring (8). Oil flows
torque converter. to the chamber for the torque converter inlet (5).
When spool (6) moves to the right, oil enters chamber
(3) past check ball (4). Under normal operation, oil
in port (1) seeps past spool (6) at point (10) to the
torque converter. As the pressure of the oil to the
torque converter rises, relief valve (9) allows the oil to
escape to the sump. This controls the inlet pressure
of the oil in the torque converter.
RENR5124-04 33
Power Train
Systems Operation Section

If the oil supply to the transmission hydraulic control

relief valve is stopped, the oil in chamber (3) is
trapped by check ball (4). This oil can escape slowly
past slug (2) to the sump and this allows the spool
to return to the left. This prevents spool (6) from
returning to the left before the torque converter has
stopped rotating.

Adjustment screw (7) alters the preload on spring (8)

in order to adjust the relief pressure.

i01515366

Transmission Oil Pump

SMCS Code: 3066
S/N: B1N1-799
S/N: AWR1-Up

g00766547
Illustration 28

Transmission oil pump (1) is a gear pump which

is driven by the input to the torque converter.
The transmission oil pump is located inside the
transmission housing.

The transmission oil pump supplies oil to the

transmission hydraulic control system and the
torque converter. This oil supply also lubricates the
transmission.

The transmission oil pump draws oil from the sump

through port (3). The oil is discharged in to the
system through port (2).
34 RENR5124-04
Power Train
Systems Operation Section

i01515635

Transmission Oil Cooler

SMCS Code: 1375
S/N: B1N1-799
S/N: AWR1-Up

g00790117
Illustration 30
Oil pump for the output transfer gears and differential locks

Gear Pump (1) supplies oil for the lubrication of the

output transfer gears. The gear pump also supplies
oil for the control of the interaxle differential lock and
the axle differential locks. The gear pump is driven
from the input to the torque converter via an idler
Illustration 29
g00786481 gear.
Transmission Oil Cooler

The oil cooler for the transmission oil is located on

the right side of the engine below the oil cooler for the
brake system. Oil from the torque converter is sent to
the oil cooler and the oil is cooled by engine coolant.
Oil from the oil cooler is then used to lubricate the
transmission.

i02272775

Output Transfer Gears

Lubrication System
g00790144
Illustration 31
SMCS Code: 1300; 3159-OJ

The lubrication of the output transfer gears is Oil is supplied to oil filter (2) from port (3) on the gear
achieved by a separate hydraulic system from pump. The oil filter is located behind the cab on the
the hydraulic system that serves the planetary left of the machine. The base of the oil filter contains
transmission, the torque converter and the retarder. a bypass valve in order to allow the oil to continue to
The lubrication system for the output transfer gears the output transfer gears in the event of a blockage in
also provides oil for the axle differential locks and the oil filter. A switch notifies the operator in the event
for the interaxle differential lock that is located in the of a blockage in the oil filter.
case for the output transfer gears.
RENR5124-04 35
Power Train
Systems Operation Section

Oil from the solenoid and relief valve enters the case
for the output transfer gears at the top. The oil is fed
through the case for the output transfer gears by
gravity.

g00790137
Illustration 32

Oil from the oil filter then flows through oil cooler (4).
The oil cooler is located at the bottom of the radiator.
g00790122
Illustration 34

On machines AWR1-790, AXM1-1796, and

AZZ1-374, oil is scavenged from the case of the
output transfer gears through magnetic screen (6).

On all other machines that are covered in this manual,

the magnetic screen is not part of the system.

Note: On the earlier machines, the magnetic screen

may have been removed from the system.

g00790120
Illustration 33
Solenoid and relief valve

The cooled oil is then fed to solenoid and relief valve

(5) that is mounted on the case for the output transfer
gears.

The solenoid and relief valve provides oil to the

output transfer gears and the differential locks.

The solenoid and relief valve incorporates two

solenoid valves, a priority valve and a relief valve.

One solenoid in the solenoid and relief valve controls

the oil to the interaxle differential lock and the oil to
the solenoid valve for the axle differential locks.

A second solenoid controls the oil to the axle

differential locks.

The priority valve gives priority to the oil supply for

the differential locks over the oil supply to the output
transfer gears.

The relief valve regulates the maximum pressure

in the output transfer gears and the differential lock
system.
36 RENR5124-04
Power Train
Systems Operation Section

i01515641

Oil Filter (Transmission)

SMCS Code: 3004; 3067
S/N: B1N1-799
S/N: AWR1-Up

g00786483
Illustration 35

Oil filter (1) is located inside the transmission housing.

Oil flows from the transmission pump through

the oil filter. This ensures that contamination is
removed from the oil before the oil enters the system
components.

Bypass valve (2) is connected in parallel to the oil

filter. If the oil filter becomes blocked, the pressure
between the pump and the filter will rise. This
increased pressure opens a flow path through the
bypass valve to the system components. Movement
of the bypass valve moves a switch which sends a
signal to the ECM. The ECM illuminates an indicator
in the cab which informs the operator that the oil filter
is blocked.
RENR5124-04 37
Power Train
Systems Operation Section

i01515601

Transmission Planetary
SMCS Code: 3160
S/N: B1N1-799
S/N: AWR1-Up

g00786476
Illustration 36
(1) Input shaft (5) Clutch 6 (9) Clutch 2
(2) Sensor (input speed) (6) Clutch 5 (10) Clutch 1
(3) Sensor (output speed) (7) Clutch 4
(4) Output yoke (8) Clutch 3

The planetary transmission has eight forward speeds Table 1

and one reverse speed. REVERSE and NEUTRAL SPEED SELECTION
use only torque converter drive. At lower ground
speeds, FIRST speed and SECOND speed use SPEED ENGAGED CLUTCHES
torque converter drive. At higher ground speeds, REVERSE speed 3 & 6
FIRST speed and SECOND speed use direct drive.
As the ground speed increases in FIRST speed or NEUTRAL 6
in SECOND speed, the lockup clutch of the torque FIRST speed 4 & 6
converter engages. This provides FIRST speed
and SECOND speed with direct drive. The torque SECOND speed 1 & 6
converter is always in direct drive for speeds THIRD THIRD speed 1 & 4
through EIGHTH, but there is a short period of torque
converter drive when the clutches engage in the FOURTH speed 1 & 5
planetary transmission. The torque converter lockup
FIFTH speed 1 & 3
clutch is disengaged during transmission shifts in
order to provide smooth shifts. The table below SIXTH speed 1 & 2
shows the clutches that are engaged for each speed.
SEVENTH speed 2 & 3
EIGHTH speed 2 & 5
38 RENR5124-04
Power Train
Systems Operation Section

The planetary transmission consists of two rotating

clutches, four stationary clutches, and four planetary
units. This provides eight forward speeds and one
reverse speed. No. 1 clutch (10) and No. 2 clutch (9)
are the rotating clutches.

The planetary transmission is bolted to the housing

for the torque converter. Input shaft (1) for the
planetary transmission is bolted to the torque
converter output. Output yoke (4) from the planetary
transmission is bolted to the main drive shaft. The
main drive shaft connects the planetary transmission
with the transfer gears and case.

Sensor (2) measures the input speed for the planetary

transmission. The sensor sends the transmission
input speed to the ECM (Electronic Control Module).
Sensor (3) measures the output speed of the
planetary transmission. There are two output speed
sensors in order to provide a backup in the event of
a failure. The sensors send the transmission output
speed to the ECM (Electronic Control Module).
RENR5124-04 39
Power Train
Systems Operation Section

i02301231

Transmission Planetary
SMCS Code: 3160
S/N: B1N800-Up

g00791642
Illustration 37
(1) Clutch 1 (5) Clutch 5 (9) Output yoke
(2) Clutch 2 (6) Clutch 6 (10) Shaft (input from torque converter)
(3) Clutch 3 (7) Clutch 7
(4) Clutch 4 (8) Sensor (output speed)

The planetary transmission has seven forward Table 2

speeds and two reverse speeds. SPEED SELECTION(1)
Note: On machines AXM, AWR, and AZZ, only one SPEED ENGAGED CLUTCHES
reverse speed is utilized. NEUTRAL 1
At lower ground speeds, FIRST speed uses torque REVERSE speed 3 & 7
converter drive. At higher ground speeds, FIRST FIRST speed 2 & 6
speed uses direct drive. As the ground speed
increases in FIRST speed the lockup clutch of the SECOND speed 1 & 6
torque converter engages. This provides FIRST THIRD speed 3 & 6
speed with direct drive. The torque converter is
always in direct drive for speeds SECOND through FOURTH speed 1 & 5
SEVENTH, but there is a short period of torque
FIFTH speed 3 & 5
converter drive when the clutches engage in the
planetary transmission. Torque converter drive SIXTH speed 1 & 4
is used when REVERSE speed is selected. The
SEVENTH speed 3 & 4
torque converter lockup clutch is disengaged during
(1) This table contains information for AXM1-Up, AWR1-Up, and
transmission shifts in order to provide smooth shifts.
The following tables show the clutches that are AZZ1-Up.
engaged for each speed for each machine.
40 RENR5124-04
Power Train
Systems Operation Section

Table 3
SPEED SELECTION(2)
SPEED ENGAGED CLUTCHES
NEUTRAL 1
FIRST REVERSE speed 1 & 7
SECOND REVERSE 3 & 7
speed
FIRST speed 2 & 6
SECOND speed 1 & 6
THIRD speed 3 & 6
FOURTH speed 1 & 5
FIFTH speed 3 & 5
SIXTH speed 1 & 4
SEVENTH speed 3 & 4
(2) This table contains information for B1N1-Up, B1P1-Up, and
B1R1-Up.

The planetary transmission consists of two rotating

clutches, five stationary clutches, and five planetary
units. This provides seven forward speeds and one
reverse speed. No. 3 clutch (3) and No. 4 clutch (4)
are the rotating clutches.

The planetary transmission is bolted to the torque

converter housing. Shaft (10) is part of the torque
converter, and the shaft transmits the torque to the
planetary transmission. Output yoke (9) from the
planetary transmission is bolted to the main drive
shaft. The main drive shaft connects the planetary
transmission with the output transfer gear.

Sensor (8) measures the output speed of the

planetary transmission. There are two sensors in
order to provide a backup in the event of a failure.
The sensors send information about the transmission
output speed to the ECM (Electronic Control Module).
RENR5124-04 41
Power Train
Systems Operation Section

i02714014

Transmission Hydraulic
Control
SMCS Code: 3167
S/N: B1N1-799
S/N: AWR1-Up

g00787126
Illustration 38
Transmission Hydraulic Control for AWR1-454
42 RENR5124-04
Power Train
Systems Operation Section

g01016161
Illustration 39
Transmission Hydraulic Control for AWR455-Up and B1N1-799

Control of the transmission planetary is achieved by Shifting of the transmission gears involves the release
hydraulically actuated clutches that hold selected of one clutch and the subsequent engagement of the
components of the planetary group stationary in next clutch.
order to allow the transmission of drive through the
transmission. Each clutch is engaged by hydraulic oil pressure that
is supplied by the modulating valves. The modulating
Oil is supplied by the transmission pump through valves are controlled by pulse width modulated
a filter. The oil (1) is available to each modulating signals (PWM). The signals are sent by the ECM to
valve (8). On earlier machines, pressurized oil is also the individual solenoid (4) on each modulating valve
supplied to latching rail (3). (8).

Shifting of the transmission is controlled by the For details of the operation of the modulating valves,
electronic control module (ECM). The ECM acts in refer to Systems Operation, Testing and Adjusting,
response to a variety of inputs. “Modulating Valves (Electronic Clutch Pressure
Control)”.
Inputs to the ECM module include the following
information. The pressure of the oil in the clutches is approximately
proportional to the electrical current that is supplied
• Selected Gear to solenoid (4) that controls the clutch.

• Engine Speed
• Ground Speed
• High Gear Limit
The control of the transmission also accounts for
factors such as the temperature of the transmission
oil.
RENR5124-04 43
Power Train
Systems Operation Section

g00766511
Illustration 40

A high current input is made initially. This overcomes

the inertia of the valve and the clutch components
and this initiates filling of the clutch. The current is
reduced as the clutch is filled with oil and the plates
move toward engagement. The current is held at a
minimum value in order to allow the pressure of the
oil in the clutch to increase slowly. The clearances
between the plates and the disks are taken up
smoothly. This period is called touchup. Once the
plates and the disks are in contact, the current is
increased gradually in order to ensure that maximum
pressure is applied to the clutch in a smooth manner.

Electronic control of this process provides improved

quality of transmission shifts.

A combination of clutches engages each of the eight

forward gears and reverse gear.

On earlier machines, a latching system allows the

current gear selection to be maintained in the event of
a electrical failure. If there is a failure of the electrical
supply to the solenoids, latching solenoid (2) will cut
off the oil pressure to latching rail (3).
44 RENR5124-04
Power Train
Systems Operation Section

g00787119
Illustration 41

Drive to the planetary transmission is through torque Transmission shifts are dictated by operating
converter (12). The torque converter allows the conditions. Transmission shifting is automatic. The
speeds of the engine and the transmission to be appropriate gear ratio is selected for the speed of the
matched smoothly. Once the speed of the engine engine and the speed of the machine. Operator inputs
and the transmission is matched, torque converter can alter the shifting of the transmission. Examples
lockup clutch (11) engages in order to allow direct of operator inputs are the selection of a highest
drive between the engine and the transmission. The permissible gear or the selection of transmission
torque converter lockup clutch is controlled by the hold. Features such as overspeed protection and the
modulating valve (torque converter lockup clutch) application of the engine compression brake can also
(10) that is activated by the power train ECM. The alter the shifting of the transmission.
modulating valve for the torque converter lockup
clutch is similar to the modulating valves for the
planetary transmission clutches.

Oil is supplied to the torque converter by relief valve

(15).

Oil from the torque converter flows through torque

converter outlet relief valve (13) to oil cooler (14).
The torque converter outlet relief valve maintains a
required pressure in the torque converter. The oil
then goes from the oil cooler to the transmission as
lubricant.
RENR5124-04 45
Power Train
Systems Operation Section

i02301208

Transmission Hydraulic
Control
SMCS Code: 3167
S/N: B1N800-Up

g00798715
Illustration 42

Control of the torque converter and the planetary Selector and pressure control valve (13) regulates
transmission is achieved by a selector and pressure the oil pressure. The selector and pressure control
control valve that controls the supply of pressurized valve sends pressurized oil to pressure control valve
oil to the pressure control valve. The pressure control (7) for clutch actuation. The selector and pressure
valve contains individual valves that control the oil control valve also provides the pilot signal to the
pressure in each clutch and the oil pressure in the individual valves (6) in the pressure control valve.
torque converter lockup clutch.
The selector and pressure control valve also supplies
Oil is supplied by pump (1) through oil filter (2). The oil to the torque converter. The maximum pressure
pressurized oil is available to downshift solenoid of the oil to the torque converter is regulated by relief
(3), upshift solenoid (4) and torque converter lockup valve (11) in the selector and pressure control valve.
clutch solenoid (9). Pressurized oil is also supplied to
selector and pressure control valve (13). Rotary actuator (5) is controlled by downshift solenoid
(3) and upshift solenoid (4). The rotary actuator
turns selector spool (10) in the selector and pressure
control valve. The selector spool determines the path
of the pilot oil to the individual valves.
46 RENR5124-04
Power Train
Systems Operation Section

When the machine is in NEUTRAL, the downshift Table 5

solenoid is selected. This ensures that the rotary SPEED SELECTION(2)
actuator holds the selector spool in the correct
position. The selector and pressure control valve SPEED ENGAGED CLUTCHES
includes a neutralizer valve. Neutralizer valve (12) NEUTRAL 1
prevents pressurized oil from being supplied to the
selector spool unless the engine is started with the FIRST REVERSE speed 1 & 7
transmission control in the NEUTRAL position. SECOND REVERSE 3 & 7
speed
When the operator selects drive, the ECM for the
power train closes downshift solenoid (3) and opens FIRST speed 2 & 6
upshift solenoid (4). The upshift solenoid supplies SECOND speed 1 & 6
pressurized oil to the rotary actuator. This causes the
rotary actuator to rotate. This turns the selector spool THIRD speed 3 & 6
in the selector and pressure control valve. Pilot oil is FOURTH speed 1 & 5
directed by the selector spool to the individual valves
for clutch 2 and clutch 6. FIFTH speed 3 & 5
SIXTH speed 1 & 4
Solenoid valve (9) for the torque converter lockup
clutch is closed. This allows torque converter drive SEVENTH speed 3 & 4
as the machine accelerates. As the machine speed (2) This table contains information for B1N1-Up, B1P1-Up, and
matches the engine speed, the ECM for the power B1R1-Up.
train sends an electrical signal to the solenoid valve
for the torque converter lockup clutch. This allows
a pilot oil supply to the modulating valve (8) for the
torque converter lockup clutch. This causes the
torque converter lockup clutch to engage direct drive
between the engine and the planetary transmission.

The ECM reads the information from the engine

output speed sensor and from the transmission output
speed sensor. The ECM shifts the transmission at
predetermined speeds.

Table 4
SPEED SELECTION(1)
SPEED ENGAGED CLUTCHES
NEUTRAL 1
REVERSE speed 3 & 7
FIRST speed 2 & 6
SECOND speed 1 & 6
THIRD speed 3 & 6
FOURTH speed 1 & 5
FIFTH speed 3 & 5
SIXTH speed 1 & 4
SEVENTH speed 3 & 4
(1) This table contains information for AXM1-Up, AWR1-Up, and
AZZ1-Up.
RENR5124-04 47
Power Train
Systems Operation Section

i02266964

Output Transfer Gears

SMCS Code: 3075; 3159-OJ
S/N: B1N1-799
S/N: AWR1-Up

g01137026
Illustration 43
(1) Input Shaft (5) Idler Gear (9) Gear
(2) Differential (6) Gear (10) Gear
(3) Shaft (7) Output Yoke (11) Output Yoke
(4) Gear (8) Shaft (12) Solenoid and Relief Valve

Torque is transmitted to the output transfer gears from

the transmission planetary group via a drive shaft
to input shaft (1). The input shaft is splined to the
interaxle differential (2) that splits the torque between
the front and the rear of the machine. Torque for the
front axle is transmitted from the differential along
shaft (3) to gear (4). An idler gear (5) transmits this
torque to gear (6) in the bottom of the output transfer
gear case. Gear (6) is splined to the output yoke (7)
that drives the front axle via a drive shaft.

Torque for the rear axles is transmitted from the

differential along shaft (8) to gear (9). Gear (9) is
meshed with gear (10) which is splined to output
yoke (11). g00791610
Illustration 44

Solenoid and relief valve (12) controls the lubrication

oil for the output transfer gears. The solenoid and
relief valve also controls the interaxle differential lock
and the axle differential locks.
48 RENR5124-04
Power Train
Systems Operation Section

i01575760

Output Transfer Gears

SMCS Code: 3075; 3159-OJ
S/N: B1N800-Up

g00819173
Illustration 45
(1) Input Shaft (5) Idler Gear (9) Gear
(2) Differential (6) Gear (10) Gear
(3) Shaft (7) Output Yoke (11) Output Yoke
(4) Gear (8) Shaft (12) Solenoid and Relief Valve

Power is transmitted to the output transfer gears

from the transmission planetary group via a drive
shaft to input shaft (1). The input shaft is splined to
interaxle differential (2) that splits the torque between
the front and the rear axles. Torque for the front axle
is transmitted from the differential along shaft (3) to
gear (4). An idler gear (5) transfers this torque to gear
(6) in the bottom of the output transfer gear case.
Gear (6) is splined to the output yoke (7).

Torque for the rear axles is transmitted from the

differential along shaft (8) to gear (9). Gear (9) is
meshed with gear (10) which is splined to output
yoke (11).
g00791610
Illustration 46
This is a view of the solenoid and relief valve from below the
machine.
RENR5124-04 49
Power Train
Systems Operation Section

Solenoid and relief valve (12) controls the lubrication

oil for the output transfer gears. The solenoid and
relief valve also controls the interaxle differential and
the axle differentials.

i01515356

Interaxle Differential
SMCS Code: 3287
S/N: B1N1-799
S/N: AWR1-Up

g00786324
Illustration 47
(1) Input Shaft (6) Piston (11) Gear
(2) Shaft (7) Rotating Housing (12) Sun Gear
(3) Planetary Gear (8) Shaft (13) Planetary Gear
(4) Housing (9) Shaft (14) Sun Gear
(5) Clutch Pack (10) Gear (15) Hub

Torque from the transmission planetary enters the The distance from the axis of rotation of housing (4)
output transfer gear and flows directly to housing (4) to the axis of planetary gears (3) is greater than the
of the interaxle differential. The torque is transmitted distance to the axis of planetary gears (13).
through the interaxle differential to output shaft (8)
and output shaft (9). Planetary gears (3) transfer the torque from housing
(4) to output shaft (9) and planetary gears (13)
The interaxle differential allows the torque from the transfer the torque from housing (4) to output shaft
transmission planetary to be divided between the (8).
front axle and the two rear axles.
The torque that is transmitted to output shaft (9) is
The front axle receives a smaller proportion of the greater than the torque that is transmitted to output
torque than the center and rear axles. This prevents shaft (8).
excess torque from being transmitted to the front
axle.
50 RENR5124-04
Power Train
Systems Operation Section

Output shaft (9) transmits the torque to the two rear If wheel spin occurs at the front of the machine, drive
axles and output shaft (8) transmits the torque to to the center axle and drive to the rear axle would be
the front axle. reduced to a degree that would stop the machine.
In this event, engaging the interaxle differential lock
The torque that is transmitted to the two rear axles would restore drive to all axles. The differential effect
is greater than the torque that is transmitted to the is cancelled by locking the differential housing to the
front axle. 40% of the torque is transmitted to the output shafts.
front axle and 60% of the torque is transmitted to the
center and the rear axle. When the operator engages the differential lock, oil
pressure is transmitted by the solenoid and relief
If the machine was operated on a hard surface with valve to rotating housing (7). The oil pressure inside
equal traction at each wheel, turning the machine rotating housing (7) acts on piston (6) which forces
would cause torsional stresses in the power train. the piston against clutch pack (5). Hub (15) and
This could reduce the service life of components in housing (4) are then connected. Both planetary gear
the power train. sets and both sun gears are locked in position. The
differential effect is cancelled. Shaft (8) and shaft (9)
The interaxle differential transmits drive to the front will rotate at the same speed.
and rear axles at equal speeds when the machine
is travelling straight. The interaxle differential also When the operator disengages the differential lock,
transmits drive to the front and rear axles at different oil pressure is relieved at piston (6). This allows
speeds when the machine is turning. Torque input is clutch pack (5) to disengage. Housing (4) and hub
maintained at each axle throughout each operation. (15) are disconnected and the interaxle differential
effect is restored.
The interaxle differential responds to the difference in
resistance between the front wheels and the center
and rear wheels in a similar manner to the response
of the axle differentials to the speed differences
between inner and outer wheels.

The interaxle differential is equipped with a lockup

clutch. The lockup clutch is activated by a floor
mounted switch. The lockup clutch will neutralize
normal interaxle differential operation and transfer
drive to all three axles regardless of the ground
conditions or the rolling resistance at each wheel.

The interaxle differential consists of an input shaft

(1) which is connected to differential housing (4).
Differential housing (4) contains two pairs of three
evenly spaced shafts (2). The shafts are used to
support two planetary gear sets (3) and (13). Both
planetary gear sets are in constant mesh with each
other and each of the gears is free to rotate around
shafts (2).

Planetary gear set (3) is in constant mesh with sun

gear (14) which is installed onto shaft (9) for the
output drive to the trailer. Planetary gear set (13) is in
constant mesh with sun gear (12) which is installed
onto shaft (8) for the output drive to the tractor.

When the machine is moving in a straight direction

with equal ground resistance at each wheel the
differential housing (4), planetary gears (3) and
planetary gears (13) rotate as a unit.

When the machine is turning, the turning radius

changes at the front wheels and at the rear wheels.
Planetary gears (3) and (13) rotate around shafts
(2) as sun gear (12) for the drive to the trailer slows
down.
RENR5124-04 51
Power Train
Systems Operation Section

i01524199

Interaxle Differential
SMCS Code: 3287
S/N: B1N800-Up

g00791767
Illustration 48
(1) Input shaft (6) Piston (11) Gear
(2) Shaft (7) Rotating housing (12) Sun gear
(3) Planetary gear (8) Output shaft (13) Planetary gear
(4) Differential housing (9) Output shaft (14) Sun gear
(5) Clutch pack (10) Gear (15) Hub

Torque from the transmission planetary enters the Planetary gears (3) transfer the torque from
output transfer gears, and flows directly to differential differential housing (4) to output shaft (9) and
housing (4). The torque is transmitted through the planetary gears (13) transfer the torque from
interaxle differential to output shaft (8) and output differential housing (4) to output shaft (8).
shaft (9).
The torque that is transmitted to output shaft (9) is
The interaxle differential allows the torque from the greater than the torque that is transmitted to output
transmission planetary to be divided between the shaft (8).
front axle and the two rear axles.
Output shaft (9) transmits the torque to the two rear
The front axle receives a smaller proportion of the axles and output shaft (8) transmits the torque to
torque than the center and rear axles. This prevents the front axle.
excess torque from being transmitted to the front
axle. The torque that is transmitted to the two rear axles
is greater than the torque that is transmitted to the
The distance from the axis of rotation of differential front axle. 40% of the torque is transmitted to the
housing (4) to the axis of planetary gears (3) is front axle and 60% of the torque is transmitted to the
greater than the distance to the axis of planetary center and the rear axle.
gears (13).
52 RENR5124-04
Power Train
Systems Operation Section

If the machine was operated on a hard surface with When the operator engages the differential lock, oil
equal traction at each wheel, turning the machine pressure is transmitted by the solenoid and relief
would cause torsional stresses in the power train. valve to rotating housing (7). The oil pressure inside
This could reduce the service life of components in rotating housing (7) acts on piston (6) which forces
the power train. the piston against clutch pack (5). Hub (15) and
differential housing (4) are then connected. Both
The interaxle differential transmits drive to the front planetary gear sets and both sun gears are locked in
and rear axles at equal speeds when the machine position. The differential effect is cancelled. Shaft (8)
is travelling straight. The interaxle differential also and shaft (9) will rotate at the same speed.
transmits drive to the front and rear axles at different
speeds when the machine is turning. Torque input is When the operator disengages the differential lock,
maintained at each axle throughout each operation. oil pressure is relieved at piston (6). This allows
clutch pack (5) to disengage. Differential housing
The interaxle differential responds to the difference in (4) and hub (15) are disconnected and the interaxle
resistance between the front wheels and the center differential effect is restored.
and rear wheels. This is carried out in a similar
manner to the response of the axle differentials to
the speed difference between the inner wheels and
the outer wheels.

The interaxle differential is equipped with a lockup

clutch. The lockup clutch is activated by a floor
mounted switch. The lockup clutch will neutralize
normal interaxle differential operation and transfer
drive to all three axles regardless of the ground
conditions or the rolling resistance at each wheel.

The interaxle differential consists of an input shaft

(1) which is connected to differential housing (4).
Differential housing (4) contains two pairs of three
evenly spaced shafts (2). The shafts are used to
support two planetary gear sets (3) and (13). Both
planetary gear sets are in constant mesh with each
other and each of the gears is free to rotate around
shafts (2).

Planetary gear set (3) is in constant mesh with sun

gear (14) which is installed onto output shaft (9) for
the output drive to the trailer. Planetary gear set
(13) is in constant mesh with sun gear (12) which is
installed onto output shaft (8) for the output drive to
the tractor.

When the machine is moving in a straight direction

with equal ground resistance at each wheel the
differential housing (4), planetary gears (3) and
planetary gears (13) rotate as a unit.

When the machine is turning, the turning radius

changes at the front wheels and at the rear wheels.
Planetary gears (3) and (13) rotate around shafts
(2) as sun gear (14) for the drive to the trailer slows
down.

If wheel spin occurs at the front of the machine, drive

to the center axle and drive to the rear axle would be
reduced to a degree that would stop the machine.
In this event, engaging the interaxle differential lock
would restore drive to all axles. The differential effect
is cancelled by locking the differential housing to the
output shafts.
RENR5124-04 53
Power Train
Systems Operation Section

i01515596

Differential (Center Axle)

SMCS Code: 3258-CE

g00786475
Illustration 49
Differential
(1) Bevel pinion shaft (7) Rotating plate (13) Spider
(2) Gear (8) Friction disc (14) Pinion gear
(3) Oil supply tube (9) Hub assembly (15) Axle shaft
(4) Chamber (10) Axle shaft (16) Side gear
(5) Piston (11) Side gear (17) Bevel gear
(6) Pressure plate (12) Differential case (18) Differential carrier

A differential is an arrangement of gears which In adverse ground conditions, one or more of the
enables one shaft to drive two shafts with equal wheels may lose traction. The action of the differential
torque. The differential also allows the two shafts to will result in a loss of drive as the differential allows
rotate at different speeds. the torque to be transmitted along the path of least
resistance, which will be the wheel that is slipping.
The differential in an axle enables drive to be
maintained to both wheels through separate axle The differential in each axle can be locked in adverse
shafts when the machine is turning. The wheel on the conditions. Locking the differential provides direct
inside of the turn will travel a shorter distance than drive to all the wheels at the same speed regardless
the wheel on the outside of the turn. This causes the of the resistance due to traction.
wheel on the inside of the turn to slow down while the
wheel on the outside of the turn speeds up.
54 RENR5124-04
Power Train
Systems Operation Section

A differential divides the power that is sent to the Differential Lock Operation
machine wheels. During a turn, the inside wheel
turns at a slower rate than the outside wheel. The The axle differential lock should be engaged when
differential still sends the same amount of torque to the machine is being operated on a loose surface
each wheel. Each differential has a differential lock. or a soft surface. The axle differential lock should
The main component of the differential lock is the also be engaged if wheel spin is experienced and
clutch pack. When the differential lock switches are additional traction is required. Damage can occur to
engaged, the clutch pack connects one axle shaft to drive line components through a buildup of torsional
the differential case. Both axle shafts are connected stress, if operating the machine on a hard surface
in order to form a solid axle with no differential effect. with the axle differential lock engaged. The machine
should only be driven in a straight line when the axle
The inside components of the differential receive differential lock is engaged.
lubrication from the oil that is inside the axle housing.
When the differential lock switches are operated, oil
Bevel pinion shaft (1) is in constant mesh with bevel pressure is transmitted through oil supply tube (3)
gear (17). The bevel pinion shaft and the bevel into chamber (4). Piston (5) is offset against pressure
gear provide a gear reduction and a change in the plate (6) which forces rotating plates (7) and friction
direction of drive by 90°. discs (8) together, locking axle shaft (10) to hub
assembly (9). This prevents side gear (11) from
Differential case (12) is attached to bevel gear (17). rotating inside differential case (12). Pinion gears (14)
The differential case holds spiders (13). Four pinion stop revolving and this causes side gear (16) and axle
gears (14) are free to rotate around the spiders. Side shaft (15) to lock. Both axle shafts now rotate at the
gears (11) and (16) are mounted in the differential same speed as the bevel gear and differential case.
case. The side gears are meshed with the pinion
gears. Axle shafts (10) and (15) are splined into the Center Axle Through Drive
side gears.

When the bevel gear (17) is turned by bevel pinion

shaft (1), differential case (12) is also turned. If the
resistance between each of the road wheels is equal,
pinion gears (14) will not rotate around spiders (13).
The pinion gears will turn with the spiders. The pinion
gears will turn the side gears with equal speed and
equal torque.

When the machine is turning, the wheel that is on the

inside of the turn will travel a shorter distance than
the wheel on the outside of the turn. This causes the
wheel on the inside of the turn to slow down while the
wheel on the outside of the turn speeds up.
g00807502
Illustration 50
The axle shaft on the inside of the turn and the side
gears on the inside of the turn slow down. This The center axle on the 740 features a through drive
causes the pinion gears to rotate on the spiders. in order to transmit drive to the rear axle.

The wheel, the axle shaft and the side gear on the
inside will slow down as the machine turns. The
wheel, the axle shaft and the side gear on the outside
will speed up in proportion to the inside wheel. The
differential between the speed of the two wheels is
taken up by the rotation of the bevel gears around
the spiders. Both wheels are driven with equal force,
but at different speeds.

When one wheel has more traction than the other

wheel, the torque travels by the path of least
resistance to the wheel that has less traction. The
wheel with less traction will spin and the wheel that
has traction will be stationary. In this condition, the
machine will lose drive. A differential lock is provided
in order to prevent loss of drive in adverse conditions.
RENR5124-04 55
Power Train
Systems Operation Section

g00807440
Illustration 51
(1) Bevel pinion shaft (17) Bevel gear
(2) Gear (19) Gear assembly

Drive is input to the axle from the drive shaft to gear

assembly (19). Gear assembly (19) is meshed with
gear (2) on bevel pinion shaft (1). This provides the
drive to bevel gear (17).

Drive to the rear axle is carried by gear assembly

(19) to an output shaft that connects to the drive shaft
to the rear axle via a universal joint.
56 RENR5124-04
Power Train
Systems Operation Section

i01551675

Differential (Front and Rear

Axle)
SMCS Code: 3258-FR; 3258-RE

g00766546
Illustration 52
Differential
(1) Bevel pinion shaft (7) Friction disc (13) Pinion gear
(2) Oil supply tube (8) Hub assembly (14) Axle shaft
(3) Chamber (9) Axle shaft (15) Side gear
(4) Piston (10) Side gear (16) Bevel gear
(5) Pressure plate (11) Differential case
(6) Rotating plate (12) Spider

A differential is an arrangement of gears which In adverse ground conditions, one or more of the
enables one shaft to drive two shafts with equal wheels may lose traction. The action of the differential
torque. The differential also allows the two shafts to will result in a loss of drive as the differential allows
rotate at different speeds. the torque to be transmitted along the path of least
resistance, which will be the wheel that is slipping.
The differential in an axle enables drive to be
maintained to both wheels through separate axle The differential in each axle can be locked in adverse
shafts when the machine is turning. The wheel on the conditions. Locking the differential provides direct
inside of the turn will travel a shorter distance than drive to all the wheels at the same speed regardless
the wheel on the outside of the turn. This causes the of the resistance due to traction.
wheel on the inside of the turn to slow down while the
wheel on the outside of the turn speeds up.
RENR5124-04 57
Power Train
Systems Operation Section

A differential divides the power that is sent to the The axle differential lock should be engaged when
machine wheels. During a turn, the inside wheel the machine is being operated on a loose surface
turns at a slower rate than the outside wheel. The or a soft surface. The axle differential lock should
differential still sends the same amount of torque to also be engaged if wheel spin is experienced and
each wheel. Each differential has a differential lock. additional traction is required. Damage can occur to
The main component of the differential lock is the drive line components through a buildup of torsional
clutch pack. When the differential lock switches are stress, if operating the machine on a hard surface
engaged, the clutch pack connects one axle shaft to with the axle differential lock engaged. The machine
the differential case. Both axle shafts are connected should only be driven in a straight line when the axle
in order to form a solid axle with no differential effect. differential lock is engaged.

The inside components of the differential receive When the differential lock switches are operated,
lubrication from the oil that is inside the axle housing. oil pressure is transmitted through oil supply tube
(2) into chamber (3). Piston (4) is offset against
Bevel pinion shaft (1) is in constant mesh with bevel pressure plate (5) which forces rotating plates (6)
gear (16). The bevel pinion shaft and the bevel and friction discs (7) together, locking axle shaft (9) to
gear provide a gear reduction and a change in the hub assembly (8). This prevents side gear (10) from
direction of drive by 90°. rotating inside differential case (11). Pinion gears (13)
stop revolving and this causes side gear (15) and axle
Differential case (11) is attached to bevel gear (16). shaft (14) to lock. Both axle shafts now rotate at the
The differential case holds spiders (12). Four pinion same speed as the bevel gear and differential case.
gears (13) are free to rotate around the spiders. Side
gears (10) and (15) are mounted in the differential
case. The side gears are meshed with the pinion
gears. Axle shafts (9) and (14) are splined into the
side gears.

When the bevel gear (16) is turned by bevel pinion

shaft (1), differential case (11) is also turned. If the
resistance between each of the road wheels is equal,
pinion gears (13) will not rotate around spiders (12).
The pinion gears will turn with the spiders. The pinion
gears will turn the side gears with equal speed and
equal torque.

When the machine is turning, the wheel that is on the

inside of the turn will travel a shorter distance than
the wheel on the outside of the turn. This causes the
wheel on the inside of the turn to slow down while the
wheel on the outside of the turn speeds up.

The axle shaft on the inside of the turn and the side
gears on the inside of the turn slow down. This
causes the pinion gears to rotate on the spiders.

The wheel, the axle shaft and the side gear on the
inside will slow down as the machine turns. The
wheel, the axle shaft and the side gear on the outside
will speed up in proportion to the inside wheel. The
differential between the speed of the two wheels is
taken up by the rotation of the bevel gears around
the spiders. Both wheels are driven with equal force,
but at different speeds.

When one wheel has more traction than the other

wheel, the torque travels by the path of least
resistance to the wheel that has less traction. The
wheel with less traction will spin and the wheel that
has traction will be stationary. In this condition, the
machine will lose drive. A differential lock is provided
in order to prevent loss of drive in adverse conditions.

Differential Lock Operation

58 RENR5124-04
Power Train
Systems Operation Section

i01515331

Final Drive
SMCS Code: 4050

g00807179
Illustration 54
Final Drive (Rear Axle)
(1) Wheel
(2) Ring gear
(3) Planetary carrier
g00786313
Illustration 53 (4) Spindle
Final Drive (Front and Center Axle) (5) Axle shaft
(6) Sun gear
(1) Wheel (7) Hub
(2) Ring gear (8) Gear
(3) Planetary carrier (9) Wheel bearings
(4) Spindle (10) Seals
(5) Axle shaft
(6) Sun gear
(7) Hub Planetary final drives are used on all axles.
(8) Gear
(9) Wheel bearings Ring gear (2) is mounted on hub (7). The hub is
(10) Seals splined onto spindle (4). Spindle (4) is bolted to the
(11) Brake (Front axle and center axle)
axle housing. Ring gear (2) is held stationary.

Gears (8) are mounted upon planetary carrier (3)

which is bolted to wheel (1). Sun gear (6) is splined
to axle shaft (5).

Drive comes to sun gear (6) through axle shaft (5).

Ring gear (2) is held stationary, so the planetary
carrier is driven in the same direction as the sun gear
at a reduced speed. The carrier is bolted to the wheel
and the wheel rotates on bearings (9).

The final drive is lubricated by oil from the axle. Seals

(10) allow the oil to be sealed in the final drive and
the axle.
RENR5124-04 59
Power Train
Testing and Adjusting Section

Testing and Adjusting 6. Place blocks in front of the wheels and behind the
wheels.
Section
7. Make sure that all oil pressure is released before
any fittings, hoses or components are worked on.

Troubleshooting 8. Push on the brake pedal many times until there

is no brake oil pressure.
i01515680 Visual checks are the first steps in order to
Machine Preparation for troubleshoot a problem. The visual checks find the
problems that can be quickly corrected. If the visual
Troubleshooting checks do not show any problems, the operational
checks are the next steps. The operational checks
SMCS Code: 3000-035 permit the identification of possible problems with the
machine during operation.

i02567565
When testing and adjusting the transmission and
power train, move the machine to an area clear of General Troubleshooting
obstructions, with safe exhaust ventilation for the
exhausts. Sudden movement of the machine or re-
Information
lease of oil under pressure can cause injury to per-
SMCS Code: 3000-035
sons on or near the machine. To prevent possible
injury, do the procedure that follows before testing
When you are attempting to define a problem with the
and adjusting the transmission and power train.
power train, it is necessary to perform the procedures
that are contained in this section.
1. Move the machine to a smooth horizontal location.
Move away from any machines that are working If a problem is encountered with the planetary
and any personnel. transmission, recalibrate the transmission prior to
proceeding with investigations.

A visual inspection of the system must be carried

out in order to eliminate many of the less complex
problems.

Upon completion of a visual inspection, if the cause

of the problem has not been diagnosed, carry out
operational checks of the system.

If both visual inspection and operational checks have

been carried out and there is still no clear indication
of the cause of the problem then it will be necessary
to refer to the troubleshooting procedures and the
test procedures that are contained in this manual.
g00789972
Illustration 55
Dump body prop Troubleshooting a system such as the power
train is a complex operation. Refer to the various
2. Raise the dump body of the truck. Install the dump troubleshooting sections in this manual for specific
body prop in order to support the dump body. routines for troubleshooting.

3. Ensure that the transmission control is in the This list of possible problems and possible corrections
NEUTRAL position. Move the parking brake will only provide an indication of the location of
control to the ENGAGED position and stop the a problem and the repairs that are required. It
engine. is important to remember that a problem is not
necessarily caused by a single part, but by the
4. Permit only one operator on the machine. Either relation of one part to a number of other parts. This
keep other personnel away from the machine, or information cannot provide all the possible problems
keep other personnel in the sight of the operator. and corrections. It is necessary for service personnel
to define the problem. Any repairs may then be
5. Install the steering frame lock. Refer to Operation carried out.
and Maintenance Manual, SEBU7497.
60 RENR5124-04
Power Train
Testing and Adjusting Section

Test Points and Locations When you have completed testing the hydraulic
system on the machine, ensure that all of the
735 (S/N: AWR1-Up; B1N1-535) test lines are disconnected before returning the
machine to normal operation.

g01243213
Illustration 56 g01286056
Illustration 58
The panel for the test points is located at the rear left side of the
front chassis. The panel for the test points is located at the rear left side of the
front chassis.

g01242889
Illustration 57 g01242889
Illustration 59
(A) Test point for the hoist system
(B) Test point for secondary steering system
(C) Test point for the front brake pressure Refer to Illustration 58, Illustration 59 and Table 6
(D) Test point for the piston pump (Brake) for the position of the remote test points on the test
(E) Test point for output transfer gear and differentials panel and the purpose of the test points on the 735
(F) Test point for the load sensing pressure for the steering system
(G) Test point for the steering system
Articulated Trucks.
(H) Test point for fan drive system
(J) Test point for pilot pressure for the hoist system
(K) Test point for the center brake pressure

735 (S/N: B1N536-Up)

On 735 (S/N: B1N536-Up), all the test lines from the
test panel are disconnected from the various test
points on the machine.

When you test any part of the hydraulic systems on

the listed machines, first check the test procedure
for the test lines that are required and ensure that
the required test lines are connected before you
conduct the test procedure. In order to help identify
the correct test line for a specific test point, both ends
of the test line is identified with a colored ring.
RENR5124-04 61
Power Train
Testing and Adjusting Section

Table 6
Test Points
Position on 735 (S/N:
Color Code
Panel B1N536-Up)
A Unused
Secondary
B Yellow
Steering System
Front Brake
C Orange
Pressure
Piston Pump
D Red
Brake
Output Transfer
E Gear and Light Green
Differentials
Steering
F Load Sensing Dark Green
Pressure
G Steering System Light Blue
Fan Drive
H Dark Blue
System
Hoist System
J Gray
Pilot Pressure
Center Brake
K White
Pressure

Refer to Illustration 60 and Table 6 for the purpose

of the test points and positions of the test points on
the Machine.
62 RENR5124-04
Power Train
Testing and Adjusting Section

g01243227
Illustration 60
RENR5124-04 63
Power Train
Testing and Adjusting Section

(B) (Color Code: Yellow) Test point for the (F) (Color Code: Dark Green) Test point (K) (Color Code: White) Test point for the
Secondary Steering System for the Load Sensing Pressure for the Center Brake Pressure
(C) (Color Code: Orange) Test point for the Steering
Front Brake Pressure (G) (Color Code: Light Blue) Test point for
(D) (Color Code: Red) Test point for the the Steering System
Piston Pump (Brake) (H) (Color Code: Dark Blue) Test point for
(E) (Color Code: Light Green) Test point the Fan Drive System
for the Output Transfer Gear and (J) (Color Code: Gray) Test point for the Pilot
Differentials Pressure for the Hoist System

Locations of Test Points

g01243568
Illustration 63
g01243566
Illustration 61 The underside of the cab on the right hand side
The cab raised for photographic clarity. The test point is above The cover on the right hand side of the cab is removed for
the hoist control valve. photographic clarity.
Test point for the Hoist System (C) (Color Code: Orange) Test point for the Front Brake Pressure
(K) (Color Code: White) Test point for the Center Brake Pressure

g01243567
Illustration 62
g01243570
The underside of the cab and on the right hand side next to the Illustration 64
hydraulic tank View from the left hand side steering cylinder and looking at the
(B) (Color Code: Yellow) Test point for the Secondary Steering area of the rear of the transmission
System (D) (Color Code: Red) Test point for the Piston Pump (Brake)
(G) (Color Code: Light Blue) Test point for the Steering System (J) (Color Code: Gray) Test point for the Pilot Pressure for the
Hoist System
64 RENR5124-04
Power Train
Testing and Adjusting Section

g01243576 g01243609
Illustration 65 Illustration 68
View from the underside of the machine and looking at the area The rear of the cab on the right hand side
of the rear of the transmission The cover to the radiator is removed for photographic clarity.
(D) (Color Code: Red) Test point for the Piston Pump (Brake)
(H) (Color Code: Dark Blue) Test point for the Fan Drive System
(J) (Color Code: Gray) Test point for the Pilot Pressure for the
Hoist System
i02267039

Visual Inspection
SMCS Code: 3000-035

Perform a visual inspection at the beginning of

troubleshooting a problem. Perform the inspection
while the engine is turned off. Put the transmission
control in the NEUTRAL position and engage the
parking brake.

Illustration 66
g01243603 Do not check for leaks with your hands. Pin hole
View from the underside of the machine in the area at the rear of
(very small) leaks can result in a high velocity oil
the output transfer gear stream that will be invisible close to the hose. This
(E) (Color Code: Light Green) Test point for the Output Transfer
oil can penetrate the skin and cause personal in-
Gear and Differentials jury. Use cardboard or paper to locate pin hole
leaks.

1. Check the oil levels for the various components

of the power train.

Check the oil levels for the differentials and final

drives. Refer to Operation and Maintenance
Manual, “Differential and Final Drive Oil Level -
Check”.

Check the oil level for the torque converter and the
transmission. Refer to Operation and Maintenance
Manual, “Torque Converter and Transmission Oil
Level - Check”.
g01243606
Illustration 67
Check the oil level for the transfer gear. Refer to
The underside of the cab on the right hand side next to the
hydraulic tank
Operation and Maintenance Manual, “Transfer
Gear Oil Level - Check”.
(F) (Color Code: Dark Green) Test point for the Load Sensing
Pressure for the Steering
RENR5124-04 65
Power Train
Testing and Adjusting Section

Note: Many problems in the power train are caused Inspect the transmission oil filter. Refer to
by low oil levels or by air in the oil. If the engine has Operation and Maintenance Manual, “Torque
not been started for several minutes, this oil level Converter and Transmission Oil Filter - Replace”
check will ensure that oil is in the transmission and and Operation and Maintenance Manual, “Oil
that the engine can be started. If the machine has Filter - Inspect”.
not been moved overnight or an extended period of
time and the engine has not been started, the oil Inspect the torque converter scavenge screen
level will be high. An accurate oil level check can be and clean the torque converter scavenge screen.
performed when the oil is at operating temperature. Refer to Operation and Maintenance Manual,
“Torque Converter Scavenge Screen - Clean”.
2. Check the level of the coolant in the engine cooling
system. Refer to Operation and Maintenance Inspect the filter for the transfer gear. Inspect the
Manual, “Cooling System Level - Check”. magnetic screen for the transfer gear. Refer to
Operation and Maintenance Manual, “Transfer
Note: Cooling of the transmission oil is achieved by Gear Oil Filter - Replace”.
exchanging heat with the engine coolant.
Remove some of the oil from the housing of
3. Check for leaks. the transmission oil filter. Remove the filter. Cut
apart the filter and inspect the filter element for
Inspect all oil lines, hoses, and connections for foreign materials. Also, inspect the transmission
damage or for leaks. Look for oil on the ground scavenge screen and the transmission magnetic
under the machine. screen. A magnet separates the ferrous particles
from the nonferrous particles.
Note: If oil can leak out of a fitting or a connection,
air can leak into the system. Air in the system can be This is a list of some of the particles that may be
as bad as a low amount of oil. found in the filter element:

4. Check the electrical system. • Aluminum particles give the indication of torque
converter failure or sleeve bearing failure.
Inspect the harnesses, the electrical connectors
and the fuse for the ECM. Refer to Electrical • Bronze particles give the indication of sleeve
Schematic, RENR5135 orElectrical Schematic, bearing failure.
RENR6734 .
• Rubber particles give the indication of rubber
With the engine start switch and the battery seal or hose failure.
disconnect switch in the OFF position, check the
20 ampere fuse for the Electronic Control Module. • Shiny steel particles give the indication of pump
If the fuse is open, replace the fuse. failure.

Inspect the electrical harnesses for damaged wires • Iron chips, steel chips or plastic particles
or for broken wires. Disconnect each connector give the indication of broken components in
and look for pins and sockets that have been bent, transmission or transfer gears.
broken, or removed. Look for any foreign material
inside the connectors. The connectors must be Note: The transmission oil filter has a bypass valve.
tightened with normal force. The connectors must A bypass valve allows oil to bypass the oil filter
be disconnected with the same amount of force. elements when the inlet pressure to the oil filter rises
due to a blockage in the oil filter. Any oil that does
Check the Electronic Control Module. Refer to not go through the filter elements goes directly in the
Systems Operation, Troubleshooting, Testing hydraulic circuit. Dirty oil causes restrictions in the
and Adjusting, RENR3442, “Power Train valve orifices, the sticking valves, etc.
Electronic Control System” or Systems Operation,
Troubleshooting, Testing and Adjusting, If any contamination is found in the filter elements
RENR8035, “Power Train Electronic Control or the screens, all the components of the
System”. transmission hydraulic system must be cleaned.
Do not use any damaged parts. Any damaged
5. Check the batteries. parts must be removed and new parts must be
installed.
Check the batteries. Turn the battery disconnect
switch to the ON position.

6. Check the filters and the screens.

66 RENR5124-04
Power Train
Testing and Adjusting Section

i01556743 Prior to carrying out troubleshooting on the torque

converter, use Caterpillar ET in order to diagnose any
Operational Checks fault codes that may be present. Refer to Systems
Operation, Troubleshooting,Testing and Adjusting ,
SMCS Code: 3000-035 RENR3442, “Power Train Electronic Control System”
or Systems Operation, Troubleshooting,Testing and
Operate the machine in each direction and in all Adjusting , RENR8035, “Power Train Electronic
speeds. Operate the interaxle differential and operate Control System”.
the axle differentials. Check that the power train is
operating correctly in all functions. If the power train If fault codes are present, repair the cause of the
is not operating correctly refer to the troubleshooting fault code.
information that is contained in this manual. Use the
troubleshooting information in order to investigate
the problem. The Torque Converter or the
Transmission is Overheating
The checks for troubleshooting that are included in
this manual are designed to guide service personnel Possible Cause
in a correct troubleshooting procedure. The checks
and procedures are set in sequence in order to find 1. The machine may have been operated incorrectly.
problems and causes quickly.
• Operate the machine in the correct manner.
The checks for troubleshooting should be carried out Refer to the Operation and Maintenance
in order. Do not proceed to the next check until the Manual.
current check has been carried out fully. If the correct
result for the check is found, go directly to the next 2. The temperature sensors in the transmission
check. hydraulic control system may not be functioning
correctly.
Take note of all warnings and notices in these checks.
You must read all the warnings and the notices before • Use ET in order to determine whether there are
you start a check. Before carrying out a procedure, it any faults with the temperature sensors.
is important to read the procedure thoroughly.
3. The level of the engine coolant is lower than the
The checks that follow can be used to find many of specification.
the problems that may occur during the operation of
the machine. The checks that follow can also give • Check the engine coolant level. Refer to
an indication of the part of the system that has the Systems Operation, Testing and Adjusting,
problem. “Visual Inspection”.

4. The power train oil level is lower than the

i02267712
specification.
Torque Converter
• Check the power train oil level. Refer to
Troubleshooting Systems Operation, Testing and Adjusting,
“Visual Inspection”.
SMCS Code: 3101-035
5. The engine cooling system and the fan drive
Note: The troubleshooting information is intended system may not be functioning correctly.
to aid in diagnosing a given problem. The possible
causes are ordered from the most probable cause to • Refer to Systems Operation, Testing and
the least probable cause. The possible causes should Adjusting, RENR5126, “Hoist, Steering,
be examined in order until the problem is resolved. Suspension, and Fan Drive Systems” for further
information regarding the fan drive system.
Refer to Systems Operation, Testing and Adjusting,
“Machine Preparation for Troubleshooting” before you • Refer to Systems Operation, Testing and
perform any testing and adjusting or troubleshooting. Adjusting, SENR1363 or Systems Operation,
Testing and Adjusting, SENR9832 for more
information on the engines for the 735.

6. There is debris and damaged components in the

power train.
RENR5124-04 67
Power Train
Testing and Adjusting Section

• Inspect the oil filter for debris. • Inspect the oil filter for debris. Refer to Systems
Operation, Testing and Adjusting, “Visual
• Determine the origin of the debris and repair the Inspection”.
damaged component.
• Determine the origin of the debris and repair the
• Change the oil in the power train and install a damaged component.
new oil filter.
• Change the oil in the power train and install a
7. The coolant flow through the transmission oil new oil filter.
cooler is below the specification.
2. The solenoid on the modulating valve (torque
8. The oil flow through the transmission oil cooler is converter lockup clutch) does not function
below the specification. correctly.

• Check the oil pressure to the transmission oil • Check the operation of the solenoid before
cooler. Refer to Systems Operation, Testing and the engine start switch is turned off. Refer to
Adjusting, “Power Train Pressures”. Systems Operation, Testing and Adjusting,
“Modulating Valve (Torque Converter Lockup
9. The torque converter inlet pressure is outside Clutch) - Test”.
specifications.
3. The shuttle valve in the modulating valve (torque
• Check the torque converter inlet pressure. Refer converter lockup clutch) may be sticking.
to Systems Operation, Testing and Adjusting,
“Power Train Pressures”. • Check the operation of the modulating valve
(torque converter lockup clutch). Systems
• Check the torque converter inlet relief valve. Operation, Testing and Adjusting, “Modulating
Refer to Systems Operation, Testing and Valve (Torque Converter Lockup Clutch) - Test”.
Adjusting, “Transmission Oil Supply”.
4. There may be insufficient oil pressure in the
10. The torque converter outlet pressure is outside torque converter in order to return the piston for
specifications. the torque converter lockup clutch to the open
position.
• Check the torque converter outlet pressure.
Refer to Systems Operation, Testing and • Check the relief pressures of the oil in the torque
Adjusting, “Power Train Pressures”. converter. Refer to Systems Operation, Testing
and Adjusting, “Power Train Pressures - Test”.
• Refer to Systems Operation, Testing and
Adjusting, “Transmission Oil Supply”. 5. The piston in the torque converter lockup clutch
may be sticking.
11. The torque converter is worn or damaged.
• Check the oil pressure in the torque converter
• Inspect the components of the torque converter lockup clutch. Refer to Systems Operation,
for wear or damage. Refer to Disassembly and Testing and Adjusting, “Power Train Pressures
Assembly, RENR5138, “Torque Converter - - Test”.
Disassemble and Assemble”.
• Check the condition of the piston in the torque
12. The torque converter lockup clutch is not converter lockup clutch. Refer to Disassembly
functioning. and Assembly, RENR5138, “Torque Converter -
Disassemble and Assemble”.
• Test the correct function of the torque converter
lockup clutch. Refer to Systems Operation,
Testing and Adjusting, “Transmission Oil
The Torque Converter Lockup
Supply”. Clutch Does Not Engage
Possible Cause
The Torque Converter Lockup
Clutch Does Not Disengage and 1. The wiring harness for the power train may be
damaged.
the Engine Dies at Low Speed
Possible Cause • Check the wiring and check the connectors for
damage. Refer to Systems Operation, Testing
and Adjusting, “Visual Inspection”.
1. There is debris and damaged components in the
power train.
68 RENR5124-04
Power Train
Testing and Adjusting Section

• Repair any damage that is found in the wiring The Machine Will Not Move With A
harness or replace any loose connections that
are found.
Full Load
Possible Cause
2. The power train oil level is below the specification.
1. There is a fault with the freewheel clutch in
• Check the power train oil level. Refer to the torque converter or the freewheel clutch is
Systems Operation, Testing and Adjusting,
incorrectly assembled.
“Visual Inspection”.

3. There is debris and damaged components in the • Check that the freewheel clutch is correctly
installed.
power train.

• Inspect the oil filter for debris. i02270220

• Determine the origin of the debris and repair the Transmission Planetary
damaged component. Troubleshooting
• Change the oil in the power train and install a SMCS Code: 3160-035
new oil filter.
Note: The troubleshooting information is given to aid
4. The pressure of the oil in the transmission in diagnosing a given problem. The possible causes
hydraulic control system may not be within the are ordered from the most probable cause to the
specification. least probable cause. The possible causes should be
examined in order until the problem is resolved.
• Test the pressures of the oil in the transmission
hydraulic control system. Make any necessary Refer to Systems Operation, Testing and Adjusting,
repairs or adjustments. Refer to Systems “Machine Preparation for Troubleshooting” before you
Operation, Testing and Adjusting, “Transmission perform any testing and adjusting or troubleshooting.
Oil Supply”.
Prior to carrying out troubleshooting on the
5. The solenoid on the modulating valve (torque transmission planetary group, use Caterpillar
converter lockup clutch) does not function ET in order to diagnose any fault codes that
correctly. may be present. Refer to Systems Operation,
Troubleshooting, Testing and Adjusting, RENR3442,
• Check the operation of the solenoid before “Power Train Electronic Control System” or Systems
the engine start switch is turned off. Refer to Operation, Troubleshooting, Testing and Adjusting,
Systems Operation, Testing and Adjusting, RENR8035, “Power Train Electronic Control System”.
“Modulating Valve (Torque Converter Lockup
Clutch) - Test”. Calibrate the transmission if any of the following
conditions occur:
6. The shuttle valve in the modulating valve (torque
converter lockup clutch) may be sticking.
• The quality of transmission shifts has degraded.
• Check the operation of the modulating valve • Modulating valves for the electronic clutch pressure
(torque converter lockup clutch). Systems control have been replaced.
Operation, Testing and Adjusting, “Modulating
Valve (Torque Converter Lockup Clutch) - Test”.
• A new ECM has been installed.
7. The components in the torque converter lockup
clutch may be worn.
• A new wiring harness has been installed.
• A repair has been carried out to a wire to the
• Check the oil pressure in the torque converter modulating valves for the electronic clutch pressure
lockup clutch. Refer to Systems Operation, control.
Testing and Adjusting, “Power Train Pressures
- Test”.
• The transmission has been rebuilt with new
clutches.
• Check the condition of the piston in the
torque converter lockup clutch. Refer to
Disassembly and Assembly, “Torque Converter
- Disassemble and Assemble”.
RENR5124-04 69
Power Train
Testing and Adjusting Section

If any transmission components have been replaced, • Test the modulating valves for the electronic
operate the component at least 12 times prior to clutch pressure control. Refer to Systems
calibration. Operation, Testing and Adjusting, “Modulating
Valves (Electronic Clutch Pressure Control) -
Refer to Systems Operation, Testing and Adjusting, Test”.
“Transmission - Calibrate”.
7. The wiring harness for the power train may be
damaged.
Troubleshooting the Transmission
• Check the wiring and check the connectors for
The Machine Will Not Move damage. Refer to Systems Operation, Testing
and Adjusting, “Visual Inspection”.
Possible Cause
• Repair any damage that is found in the wiring
1. The parking brake may still be engaged. harness or replace any loose connections that
are found.
• Disengage the parking brake. Refer to
Operation and Maintenance Manual, “Parking 8. There is debris and damaged components in the
Brake Control”. power train.
2. The service brakes may not be released fully. • Inspect the oil filter for debris. Refer to Systems
Operation, Testing and Adjusting, “Visual
• Check the correct operation of the service Inspection”.
brakes. Refer to Systems Operation, Testing
and Adjusting, RENR5129, “Braking System”. • Determine the origin of the debris and repair the
damaged components.
3. The transmission control may be faulty or the
transmission control may require calibration. • Change the oil in the power train and install a
new oil filter.
• Test the transmission control for correct
operation and recalibrate the transmission
control. Refer to Systems Operation,
The Transmission Stays in One Gear or
Troubleshooting, Testing and Adjusting, The Transmission Will Not Shift Correctly
RENR3442, “Transmission Control (Shift
Lever) - Calibrate” or Systems Operation, Possible Cause
Troubleshooting, Testing and Adjusting,
RENR8035, “Transmission Control (Shift Lever) 1. The wiring harness for the power train may be
- Calibrate”. damaged.

4. The power train oil level is lower than the • Check the wiring and check the connectors for
specification. damage. Refer to Systems Operation, Testing
and Adjusting, “Visual Inspection”.
• Check the power train oil level. Refer to
Systems Operation, Testing and Adjusting, • Repair any damage that is found in the wiring
“Visual Inspection”. harness or replace any loose connections that
are found.
5. The pressure of the oil in the transmission
hydraulic control system may not be within the 2. The transmission hold switch may be engaged.
specification.
• Release the transmission hold switch. Refer
• Test the pressures of the oil in the transmission to Operation and Maintenance Manual,
hydraulic control system. Make any necessary “Transmission Control”.
repairs or adjustments. Refer to Systems
Operation, Testing and Adjusting, “Power Train 3. The high gear limit for the transmission may have
Pressures”. been selected.

6. One or more modulating valves for the electronic • Check if a high gear limit has been selected.
clutch pressure control may not be functioning Refer to Operation and Maintenance Manual,
correctly. “Changing Speed and Direction”.

4. The power supply to the latching solenoid has

failed or there may be a fault with the latching
valve or the latching solenoid AWR1-454.
70 RENR5124-04
Power Train
Testing and Adjusting Section

• Check the connection of the latching solenoid. 11. The torque converter output speed sensor or the
Refer to Systems Operation, Testing and transmission output speed sensors may be faulty.
Adjusting, “Visual Inspection”.
• Check the connections on the torque converter
• Test the pressure of the oil in the latching output speed sensor and on the transmission
rail. Refer to Systems Operation, Testing and output speed sensor. Refer to Systems
Adjusting, “Modulating Valves (Electronic Clutch Operation, Testing and Adjusting, “Visual
Presure Control) - Test”. Inspection”.

5. The transmission oil may be cold. • Test the transmission speed sensors. Refer
to Systems Operation, Troubleshooting,
• Check the temperature of the transmission oil. Testing and Adjusting, RENR3442, “Power
Train Electronic Control System”or Systems
• Allow the oil in the transmission to warm up fully. Operation, Troubleshooting, Testing and
Adjusting, RENR8035, “Power Train Electronic
6. There may be a fault in the transmission ECM. Control System”.

• Refer to Systems Operation, Troubleshooting, 12. There is debris and damaged components in the
Testing and Adjusting, RENR3442, “Power power train.
Train Electronic Control System” or Systems
Operation, Troubleshooting, Testing and • Inspect the oil filter for debris. Refer to Systems
Adjusting, RENR8035, “Power Train Electronic Operation, Testing and Adjusting, “Visual
Control System”. Inspection”.

7. The transmission may be operating in an elevated • Determine the origin of the debris and repair the
shift mode due to a fault in the circuits for the damaged components.
service brakes, the engine compression brake or
the transmission hold. • Change the oil in the power train and install a
new oil filter.
• Check the wiring harness for damage or
for possible short circuits. Refer to Systems 13. The pressure of the oil in the transmission
Operation, Troubleshooting, Testing and hydraulic control system may not be within the
Adjusting, “Visual Inspection”. specification.

• Use ET in order to check for faults in • Test the pressures of the oil in the transmission
the electrical circuits. Refer to Systems hydraulic control system. Make any necessary
Operation, Troubleshooting, Testing and repairs or adjustments. Refer to Systems
Adjusting, RENR3442, “Power Train Electronic Operation, Testing and Adjusting, “Power Train
Control System” or Systems Operation, Pressures”.
Troubleshooting, Testing and Adjusting,
RENR3442, “Power Train Electronic Control 14. One or more modulating valves for the electronic
System”. clutch pressure control may not be functioning
correctly.
8. The power train oil level is lower than the
specification. • Test the modulating valves for the electronic
clutch pressure control. Refer to Systems
• Check the power train oil level. Refer to Operation, Testing and Adjusting, “Modulating
Systems Operation, Testing and Adjusting, Valves (Electronic Clutch Pressure Control) -
“Visual Inspection”. Test”.

9. The service brakes may not be released fully. 15. The seals on the piston in the transmission clutch
may be leaking.
• Check the correct operation of the service
brakes. Refer to Systems Operation, Testing • Check the pressure of the oil in the clutch under
and Adjusting, RENR5129, “Braking System”. full engagement. Refer to Systems Operation,
Testing and Adjusting, “Modulating Valves
10. The transmission may require recalibrating. (Electronic Clutch Pressure Control) - Test”.

• Carry out a calibration of the transmission. Refer 16. There may be damaged components in the
to Systems Operation, Testing and Adjusting, clutches for the transmission.
“Transmission - Calibrate”.
RENR5124-04 71
Power Train
Testing and Adjusting Section

• Inspect the oil for debris. Refer to Systems • Inspect the clutches for damage. Refer to
Operation, Testing and Adjusting, “Visual Disassembly and Assembly, RENR5138,
Inspection”. “Transmission Planetary - Disassemble and
Assemble”.
• Inspect the clutches for damage. Refer to
Disassembly and Assembly, RENR5138, • Check that the disks and the plates are within
“Transmission Planetary - Disassemble and the specified dimensions. Refer to Disassembly
Assemble”. and Assembly, RENR5138, “Transmission
Planetary - Disassemble and Assemble”.
• Check that the disks and the plates are within
the specified dimensions. Refer to Disassembly • Check the springs in the clutches. Refer to
and Assembly, RENR5138, “Transmission Specifications, RENR5123 or Specifications,
Planetary - Disassemble and Assemble”. RENR6733 for the correct specifications for the
springs in the transmission clutches.
• Check the springs in the clutches. Refer to
Specifications, RENR5123 or Specifications, 5. There is debris and damaged components in the
RENR6733 for the correct specifications for the power train.
springs in the transmission clutches.
• Inspect the oil filter for debris. Refer to Systems
The Transmission Slips In One or More Operation, Testing and Adjusting, “Visual
Inspection”.
Gears
Possible Cause • Determine the origin of the debris and repair the
damaged components.
1. The power train oil level is lower than the
specification. • Change the oil in the power train and install a
new oil filter.
• Check the power train oil level. Refer to
Operation and Maintenance Manual, “Torque The Transmission Is Overheating
Converter and Transmission Oil Level - Check”.
Possible Cause
2. One or more modulating valves for the electronic
clutch pressure control may not be functioning 1. The power train oil level is lower than the
correctly. specification.

• Test the oil pressure in the clutches for the • Check the power train oil level. Refer to
transmission. Refer to Systems Operation, Operation and Maintenance Manual, “Torque
Testing and Adjusting, “Power Train Pressures”. Converter and Transmission Oil Level - Check”.

• Test the modulating valves for the electronic 2. The machine may have been operated incorrectly.
clutch pressure control. Refer to Systems
Operation, Testing and Adjusting, “Modulating • Operate the machine in the correct manner.
Valves (Electronic Clutch Pressure Control) - Refer to Operation and Maintenance Manual.
Test”.
3. The temperature sensors in the transmission
3. The seals on the piston in the transmission clutch hydraulic control system may not be functioning
may be leaking. correctly.

• Check the pressure of the oil in the clutch under • Use ET in order to determine whether there are
full engagement. Refer to Systems Operation, any faults with the temperature sensors.
Testing and Adjusting, “Modulating Valve
(Electronic Clutch Pressure Control) - Test”. 4. The level of the engine coolant is lower than the
specification.
4. There may be damaged components in the
clutches for the transmission. • Check the engine coolant level. Refer to
Systems Operation, Testing and Adjusting,
• Inspect the oil for debris. Refer to Systems “Visual Inspection”.
Operation, Testing and Adjusting, “Visual
Inspection”. 5. The engine cooling system and the fan drive
system may not be functioning correctly.
72 RENR5124-04
Power Train
Testing and Adjusting Section

• Refer to Systems Operation, Testing and The Transmission Does Not Shift
Adjusting, RENR5126, “Hoist, Steering, Smoothly
Suspension, and Fan Drive Systems” for further
information regarding the fan drive system. Possible Cause

• Refer to Systems Operation, Testing and 1. The power train oil level is lower than the
Adjusting, RENR1363 or Systems Operation, specification.
Testing and Adjusting, RENR9832.
• Check the power train oil level. Refer to
6. The coolant flow through the transmission oil Operation and Maintenance Manual, “Torque
cooler is below the specification. Converter and Transmission Oil Level - Check”.
7. The oil flow through the transmission oil cooler is 2. The transmission may require recalibration. Refer
below the specification. to Systems Operation, Testing and Adjusting,
“Transmission - Calibrate”.
• Check the oil pressure to the transmission oil
cooler. Refer to Systems Operation, Testing and • Calibrate the transmission.
Adjusting, “Power Train Pressures”.
3. There is debris and damaged components in the
8. There may be a fault in the torque converter power train.
lockup clutch that prevents direct drive through
the torque converter. • Inspect the oil filter for debris. Refer to Systems
Operation, Testing and Adjusting, “Visual
• Test the function of the torque converter lockup Inspection”.
clutch. Refer to Systems Operation, Testing and
Adjusting, “Modulating Valve (Torque Converter • Determine the origin of the debris and repair the
Lockup Clutch) - Test”. damaged components.
9. The torque converter inlet pressure is outside • Change the oil in the power train and install a
specifications. new oil filter.

• Check the torque converter inlet pressure. Refer 4. The pressure of the oil in the transmission
to Systems Operation, Testing and Adjusting, hydraulic control system may not be within the
“Power Train Pressures”. specification.

• Replace the torque converter inlet relief • Test the pressures of the oil in the transmission
valve. Refer to Disassembly and Assembly, hydraulic control system. Make any necessary
RENR5138, “Power Train”. repairs or adjustments. Refer to Systems
Operation, Testing and Adjusting, “Power Train
10. The torque converter outlet pressure is outside Pressures”.
specifications.
The Transmission Hesitates During
• Check the torque converter outlet pressure.
Refer to Systems Operation, Testing and Shifting
Adjusting, “Power Train Pressures”.
Possible Cause
• Refer to Systems Operation, Testing and
Adjusting, “Transmission Oil Supply”. 1. The wiring harness for the power train may be
damaged.
11. There is debris and damaged components in the
power train. • Check the wiring and check the connectors for
damage. Refer to Systems Operation, Testing
• Inspect the oil filter for debris. Refer to Systems and Adjusting, “Visual Inspection”.
Operation, Testing and Adjusting, “Visual
Inspection”. • Repair any damage that is found in the wiring
harness or replace any loose connections that
• Determine the origin of the debris and repair the are found.
damaged component.
2. One or more modulating valves for the electronic
• Change the oil in the power train and install a clutch pressure control may not be functioning
new oil filter. correctly.
RENR5124-04 73
Power Train
Testing and Adjusting Section

• Test the modulating valves for the electronic • Check the springs in the clutches. Refer to
clutch pressure control. Refer to Systems Service Manual, RENR5123, “Power Train
Operation, Testing and Adjusting, “Modulating Specifications” or Service Manual, RENR6733,
Valves (Electronic Clutch Pressure Control) - “Power Train Specifications”for the correct
Test”. specifications for the springs in the transmission
clutches.
3. The pressure of the oil in the transmission
hydraulic control system may not be within the
specification.
Troubleshooting The Transmission
Calibration
• Test the pressures of the oil in the transmission
hydraulic control system. Make any necessary Ensure that the following conditions are met when
repairs or adjustments. Refer to Systems calibration of the transmission is attempted.
Operation, Testing and Adjusting, “Power Train
Pressures”. • The parking brake is engaged.
4. There is debris and damaged components in the • The transmission is in neutral.
power train.
• The engine is running at low idle.
• Inspect the oil filter for debris. Refer to Systems
Operation, Testing and Adjusting, “Visual • The transmission oil is at a temperature that is
Inspection”. between 65 °C (150 °F) and 80 °C (175 °F).

• Determine the origin of the debris and repair the The Clutch Pulse Time Hits a High Limit
damaged components.
Possible Cause
• Change the oil in the power train and install a
new oil filter. 1. The transmission oil level is lower than the
specification.
5. The power train oil level is outside the specification.
• Check the transmission oil level. Refer to
• Check the power train oil level. Refer to Systems Operation, Testing and Adjusting,
Systems Operation, Testing and Adjusting, “Visual Inspection”.
“Visual Inspection”.
• Add oil to the transmission if the oil level is lower
6. The seals on the piston in the transmission clutch than the specification. Refer to Operation and
may be leaking. Maintenance Manual, “Torque Converter and
Transmission Oil Level - Check”.
• Check the pressure of the oil in the clutch under
full engagement. Refer to Systems Operation, 2. The transmission oil pressure may be outside the
Testing and Adjusting, “Modulating Valve specification.
(Electronic Clutch Pressure Control) - Test”.
• Check the pressure of the oil from the
7. There may be damaged components in the transmission pump. Refer to Systems
clutches for the transmission. Operation, Testing and Adjusting, “Power Train
Pressure”.
• Inspect the oil for debris. Refer to Systems
Operation, Testing and Adjusting, “Visual • Adjust the pressure of the system if it is
Inspection”. necessary. Refer to Systems Operation, Testing
and Adjusting, “Transmission Oil Supply”.
• Inspect the clutches for damage. Refer to
Disassembly and Assembly, RENR5138, 3. The software in the ECM is not the latest version.
“Transmission Planetary - Disassemble and
Assemble”. • Flash the latest software release. Refer to
Systems Operation, Testing and Adjusting,
• Check that the disks and the plates are within RENR3442, “Power Train Electronic Control
the specified dimensions. Refer to Disassembly System” or Systems Operation, Testing and
and Assembly, RENR5138, “Transmission Adjusting, RENR8035, “Power Train Electronic
Planetary - Disassemble and Assemble”. Control System”.

4. There may be a leakage around the modulating

valve for the electronic clutch pressure control.
74 RENR5124-04
Power Train
Testing and Adjusting Section

• Check the area around the modulating valve • Refer to Systems Operation, Troubleshooting,
for the electronic clutch pressure control for Testing and Adjusting, RENR3442, “Power
leakage. Refer to Systems Operation, Testing Train Electronic Control System” or Systems
and Adjusting, “Visual Inspection”. Operation, Testing and Adjusting, RENR8035,
“Power Train Electronic Control System”.
• Check the pressure in the clutch when the clutch
is selected. Refer to Systems Operation, Testing 10. The viscosity of the oil in the transmission may
and Adjusting, “Modulating Valve (Electronic not be correct.
Clutch Pressure Control) - Test”.
• Fill the transmission with the correct grade of oil.
5. The transmission oil temperature may be outside Refer to Operation and Maintenance Manual,
the specified level. “Lubricant Viscosities”.

• Check the temperature of the oil. 11. The seals on the piston in the transmission clutch
may be leaking.
6. The transmission oil temperature sensor may not
function correctly. • Check the pressure of the oil in the clutch under
full engagement. Refer to Systems Operation,
• Test the transmission oil temperature sensor. Testing and Adjusting, “Modulating Valves
Refer to Systems Operation, Troubleshooting, (Electronic Clutch Pressure Control) - Test”.
Testing and Adjusting, RENR3442, “Power
Train Electronic Control System” or Systems 12. There may be damaged plates or disks in the
Operation, Testing and Adjusting, RENR8035, clutches for the transmission.
“Power Train Electronic Control System”.
• Inspect the oil for debris. Refer to Systems
• Check the connections on the transmission Operation, Testing and Adjusting, “Visual
oil temperature sensor. Refer to Systems Inspection”.
Operation, Testing and Adjusting, “Visual
Inspection”. • Inspect the clutches for damage. Refer to
Disassembly and Assembly, RENR5138,
7. The speed sensors for the transmission may not “Transmission Planetary - Disassemble and
function correctly at low idle. Assemble”.

• Check the connections on the torque converter • Check that the disks and the plates are within
output speed sensor and on the transmission the specified dimensions. Refer to Disassembly
output speed sensors. Refer to Systems and Assembly, RENR5138, “Transmission
Operation, Testing and Adjusting, “Visual Planetary - Disassemble and Assemble”.
Inspection”.
The Clutch Pulse Time Hits a Low Limit
• Test the transmission speed sensors. Refer
to Systems Operation, Troubleshooting, Possible Cause
Testing and Adjusting, RENR3442, “Power
Train Electronic Control System” or Systems 1. The transmission oil pressure may be outside the
Operation, Testing and Adjusting, RENR8035, specification.
“Power Train Electronic Control System”.
• Check the pressure of the oil from the
8. The solenoid on the modulating valve for the transmission pump. Refer to Systems
electronic clutch pressure control is not functioning Operation, Testing and Adjusting, “Power Train
correctly. Pressure”.

• Test the solenoid for correct operation. Refer • Adjust the pressure of the system if it is
to Systems Operation, Testing and Adjusting, necessary. Refer to Systems Operation, Testing
“Modulating Valves (Electronic Clutch Pressure and Adjusting, “Transmission Oil Supply”.
Control) - Test”.
2. The software in the ECM is not the latest version.
9. There may be a fault in the transmission ECM.
RENR5124-04 75
Power Train
Testing and Adjusting Section

• Flash the latest software release. Refer to • Flash the latest software release. Refer to
Systems Operation, Testing and Adjusting, Systems Operation, Testing and Adjusting,
RENR3442, “Power Train Electronic Control RENR3442, “Power Train Electronic Control
System” or Systems Operation, Testing and System” or Systems Operation, Testing and
Adjusting, RENR8035, “Power Train Electronic Adjusting, RENR8035, “Power Train Electronic
Control System”. Control System”.

3. The viscosity of the transmission oil may be 4. The speed sensor for the torque converter output
incorrect. may not function correctly at low idle.

• Fill the transmission with the correct grade of oil. • Check the connections on the torque converter
Refer to Operation and Maintenance Manual, output speed sensor. Refer to Systems
“Lubricant Viscosities”. Operation, Testing and Adjusting, “Visual
Inspection”.
4. The temperature of the transmission oil may be
too high. • Test the transmission speed sensors for low
speed drop out. Refer to Systems Operation,
• Check the temperature of the transmission oil. Troubleshooting, Testing and Adjusting,
If the temperature is higher than 80 degree RENR3442, “Power Train Electronic Control
Celsius, allow the oil to cool to 65 °C (150 °F) System” or Systems Operation, Testing and
and recalibrate the transmission. Refer to Adjusting, RENR8035, “Power Train Electronic
Systems Operation, Testing and Adjusting, Control System”. Repair the faulty speed sensor
“Transmission - Calibrate”. or replace the faulty speed sensor.

The Clutch I1 Value Hits a High Limit 5. The transmission oil temperature sensor may not
function correctly.
Refer to Systems Operation, Testing and Adjusting,
RENR3442, “Power Train Electronic Control System” • Test the transmission oil temperature sensor.
or Systems Operation, Testing and Adjusting, Refer to Systems Operation, Troubleshooting,
RENR8035, “Power Train Electronic Control System” Testing and Adjusting, RENR3442, “Power
for details of the faults that may be encountered Train Electronic Control System” or Systems
during calibration of the transmission. Operation, Testing and Adjusting, RENR8035,
“Power Train Electronic Control System”.
Possible Cause
• Check the connections on the transmission
1. The transmission oil level is lower than the oil temperature sensor. Refer to Systems
specification. Operation, Testing and Adjusting, “Visual
Inspection”.
• Check the transmission oil level. Refer to
Systems Operation, Testing and Adjusting, 6. There may be a leakage around the modulating
“Visual Inspection”. valve for the electronic clutch pressure control.

• Add oil to the transmission if the oil level is lower • Check the area around the modulating valve
than the specification. Refer to Operation and for the electronic clutch pressure control for
Maintenance Manual, “Torque Converter and leakage. Refer to Systems Operation, Testing
Transmission Oil Level - Check”. and Adjusting, “Visual Inspection”.

2. The transmission oil pressure may not be within • Check the pressure in the clutch when the clutch
the specification. is selected. Refer to Systems Operation, Testing
and Adjusting, “Modulating Valve (Electronic
• Check the pressure of the oil from the Clutch Pressure Control) - Test”.
transmission pump. Refer to Systems
Operation, Testing and Adjusting, “Power Train 7. The solenoid on the modulating valve for the
Pressure”. electronic clutch pressure control is not functioning
correctly.
• Adjust the system pressure if it is necessary.
Refer to Systems Operation, Testing and • Test the solenoid for correct operation. Refer
Adjusting, “Transmission Oil Supply”. to Systems Operation, Testing and Adjusting,
“Modulating Valves (Electronic Clutch Pressure
3. The software in the ECM is not the latest version. Control) - Test”.

8. The viscosity of the transmission oil may be

incorrect.
76 RENR5124-04
Power Train
Testing and Adjusting Section

• Fill the transmission with the correct grade of oil. Prior to carrying out troubleshooting on the interaxle
Refer to Operation and Maintenance Manual, differential lock, use Caterpillar ET in order to
“Lubricant Viscosities”. diagnose any fault codes that may be present.
Refer to Systems Operation, Troubleshooting,
9. The seals on the piston in the transmission clutch Testing and Adjusting, RENR3442, “Power Train
may be leaking. Electronic Control System” orSystems Operation,
Troubleshooting, Testing and Adjusting, RENR8035,
• Check the pressure of the oil in the clutch under “Power Train Electronic Control System”.
full engagement. Refer to Systems Operation,
Testing and Adjusting, “Modulating Valves If fault codes are present, repair the source of the
(Electronic clutch Pressure Control) - Test”. fault code.

10. There may be damaged components in the

clutches for the transmission.
The Interaxle Differential Does Not
Engage
• Inspect the oil for debris. Refer to Systems
Operation, Testing and Adjusting, “Visual Possible Cause
Inspection”.
1. The hoses or the lines in the hydraulic system for
• Inspect the clutches for damage. Refer to the transfer gear and the differential locks may
Disassembly and Assembly, RENR5138, be damaged.
“Transmission Planetary - Disassemble and
Assemble”. • Inspect the condition of the lines. Refer to
Systems Operation, Testing and Adjusting,
• Check that the disks and the plates are within “Visual Inspection”.
the specified dimensions. Refer to Disassembly
and Assembly, RENR5138, “Transmission 2. The electrical circuit for the interaxle differential
Planetary - Disassemble and Assemble”. lock may have a blown fuse.

• Check the springs in the clutches. Refer to • Check the circuit. If there is a blown fuse,
Service Manual, RENR5123, “Power Train replace the blown fuse. Refer to Operation
Specifications” or Service Manual, RENR6733, and Maintenance Manual, “Fuses - Replace” .
“Power Train Specifications” for the correct Also refer to Schematic, RENR5135, “Electrical
specifications for the springs in the transmission Systems” or Schematic, RENR6734, “Electrical
clutches. Systems”.

3. There may be a fault in the wiring harness for the

i02270522 interaxle differential or there may be a fault with
Interaxle Differential the switch.

Troubleshooting • Check the wiring and check the connectors for

damage. Refer to Systems Operation, Testing
SMCS Code: 3287-035 and Adjusting, “Visual Inspection”.

Note: The troubleshooting information is intended • Check the switch for correct operation. Refer
to aid in diagnosing a given problem. The possible to Systems Operation, Testing and Adjusting,
causes are ordered from the most probable cause to RENR3442, “Pwoer Train Electronic Control
the least probable cause. The possible causes should System” or Systems Operation, Testing and
be examined in order until the problem is resolved. Adjusting, RENR8035, “Pwoer Train Electronic
Control System”.
Refer to Systems Operation, Testing and Adjusting,
“Machine Preparation for Troubleshooting” before you 4. The oil supply to the solenoid and relief valve
perform any testing and adjusting or troubleshooting. group may not be sufficient.

• Test the oil supply to the solenoid and relief

valve group. Refer to Systems Operation,
Testing and Adjusting, “Interaxle Differential -
Test”.

5. The solenoid in the solenoid and relief valve is not

functioning correctly.
RENR5124-04 77
Power Train
Testing and Adjusting Section

• Test the solenoid for correct operation. Refer 3. The piston in the interaxle differential may be
to Systems Operation, Testing and Adjusting, sticking.
“Interaxle Differential - Test”.
• Check the oil pressure in the interaxle differential
6. The seals on the piston in the interaxle differential when the interaxle differential is unselected.
may be leaking. Refer to Systems Operation, Testing and
Adjusting, “Power Train Pressures ”. If the oil
• The pressure of the oil in the interaxle differential pressure is normal, the piston may be sticking.
may be lower than the specification. Check the Inspect the lockup clutch for correct operation.
pressure of the oil when the interaxle differential Refer to Disassembly and Assembly, “Interaxle
is selected. Refer to Systems Operation, Testing Differential - Disassemble ”.
and Adjusting, “Power Train Pressures”.
i02270819
7. There is debris or damaged components in the
interaxle differential or in the transfer gear. Differential Troubleshooting
• Inspect the oil filter and inspect the magnetic SMCS Code: 3258-035
screen for debris.
Note: The troubleshooting information is intended
• Determine the origin of the debris and repair or to aid in diagnosing a given problem. The possible
replace the damaged component. causes are ordered from the most probable cause to
the least probable cause. The possible causes should
• Change the oil. Clean the magnetic screen and be examined in order until the problem is resolved.
install a new oil filter.
Refer to Systems Operation, Testing and Adjusting,
8. The disks or plates of the interaxle differential may “Machine Preparation for Troubleshooting” before you
be worn or damaged. perform any testing and adjusting or troubleshooting.
• Inspect the condition of the plates and disks in Prior to carrying out troubleshooting on the axle
the interaxle differential. Replace the plates or differential locks, use Caterpillar ET in order to
the disks if the plates or the disks are damaged diagnose any fault codes that may be present.
or worn. Refer to Disassembly and Assembly. Refer to Systems Operation, Troubleshooting,
Testing and Adjusting, RENR3442, “Power Train
The Interaxle Differential Does Not Electronic Control System” or Systems Operation,
Troubleshooting, Testing and Adjusting, RENR8035,
Disengage “Power Train Electronic Control System”.
Possible Cause
The Axle Differentials Will Not Lock
1. The solenoid in the solenoid and relief valve group When The Axle Differential Locks
may be sticking.
Are Engaged
• Check the operation of the solenoid. Refer to
Systems Operation, Testing and Adjusting, Possible Causes
“Interaxle Differetial - Test”.
1. There may be a fault in the wiring harness for the
• Check the pressure of the oil for the interaxle axle differential locks or there may be a fault with
differential when the interaxle differential is the switch.
unselected. Refer to Systems Operation,
Testing and Adjusting, “Interaxle Differential - • Check the wiring and check the connectors for
Test”. damage. Refer to Systems Operation, Testing
and Adjusting, “Visual Inspection”.
2. There is debris or damaged components in the
interaxle differential or in the transfer gear. • Check the switch for correct operation. Refer
to Systems Operation, Testing and Adjusting,
• Inspect the oil filter and inspect the magnetic RENR3442, “Power Train Electronic Control
screen for debris. System” or Systems Operation, Testing and
Adjusting, RENR8035, “Power Train Electronic
• Determine the origin of the debris and repair or Control System”.
replace the damaged component.
2. The oil supply to the solenoid and relief valve
• Change the oil. Clean the magnetic screen and group on the transfer gear may not be sufficient.
install an new oil filter.
78 RENR5124-04
Power Train
Testing and Adjusting Section

• Test the oil supply to the solenoid and relief 2. The seals on the piston in the differential lock
valve group. Refer to Systems Operation, may be leaking. An oil line inside the axle may be
Testing and Adjusting, “Interaxle Differential - leaking.
Test”.
• Check the level of the oil in the axle. Refer to
3. The oil supply to the solenoid valve for the axle Testing and Adjusting, “Visual Inspection”.
differential may not be sufficient.
3. The disks or plates of the clutch on the differential
• Test the solenoid for the interaxle differential lock may be worn or damaged.
lock in the solenoid and relief valve for correct
operation. Refer to Systems Operation, Testing • Inspect the condition of the plates and disks
and Adjusting, “Interaxle Differential - Test”. in the differential. Replace the plates or the
disks if the plates or the disks are damaged
4. The solenoid for the axle differential locks in or worn. Refer to Disassembly and Assembly,
the solenoid and relief valve is not functioning RENR5138, “Differential - Disassemble and
correctly. Assemble”.

• Test the solenoid for correct operation. Refer 4. An axle shaft may be damaged or broken.
to Systems Operation, Testing and Adjusting,
“Differential - Test”. • Check the condition of the axle shaft on the axle
that will not lock. Replace the axle shaft if the
5. There may be leaks in the oil lines to the axle shaft is not within the specification. Refer to
differentials. Disassembly and Assembly, RENR5138, “Axle
Shaft - Remove and Replace”.
• Visually inspect the lines to the differential.
Refer to Systems Operation, Testing and
Adjusting, “Visual Inspection”.

6. The seals on the piston in the differential locks

may be leaking. An oil line inside the axle may be
leaking.

• Check the level of the oil in the axle. Refer to

Testing and Adjusting, “Visual Inspection”.

7. The disks or plates of the clutch on the differential

locks may be worn or damaged.

• Inspect the condition of the plates and disks

in the differential. Replace the plates or the
disks if the plates or the disks are damaged
or worn. Refer to Disassembly and Assembly,
RENR5138, “Differential - Disassemble and
Assemble”.

The Axle Differential On One Or

More Axles Will Not Lock When The
Differential Lock Switch Is Engaged
Possible Causes

1. There may be leaks in the oil lines to the

differential.

• Visually inspect the lines to the differential.

Refer to Systems Operation, Testing and
Adjusting, “Visual Inspection”.
RENR5124-04 79
Power Train
Testing and Adjusting Section

Testing and Adjusting

i02588328

Power Train Pressures

SMCS Code: 3000-PX
S/N: B1N1-799
S/N: AWR1-Up

Personal injury or death can result from sudden

machine movement.

Sudden movement of the machine can cause in-

jury to persons on or near the machine.

Prevent possible injury by performing the proce-

dure that follows before working on the machine.

NOTICE
Do not connect or disconnect hose fittings to or from
the quick disconnect nipples when there is pressure
in the system. This will prevent damage to the seals
that are in the fitting.

Refer to Systems Operation, Testing and Adjusting,

“Machine Preparation For Troubleshooting”
before you perform any testing and adjusting or
troubleshooting.

Before you carry out any testing, ensure that

you have read the procedure and that you have
understood the procedure.
80 RENR5124-04
Power Train
Testing and Adjusting Section

g00790400
Illustration 69
Components and test points for the transmission
(1) Modulating valve (Torque converter (11) Test point for the pressure in clutch 6 (21) Test point for the pressure in clutch 1
lockup clutch) (12) Modulating valve (Electronic clutch (22) Transmission hydraulic control relief
(2) Engine output speed sensor pressure control)(clutch 5) valve
(3) Torque converter output speed sensor (13) Test point for the pressure in clutch 5 (23) Test point for the pressure in the
(4) Transmission output speed sensor (14) Modulating valve (Electronic clutch transmission hydraulic control relief
(5) Test point for the pressure in the torque pressure control)(clutch 4) valve
converter lockup clutch (15) Test point for the pressure in clutch 4 (24) Test point for the pressure in the inlet to
(6) Test point for the transmission lubrication (16) Modulating valve (Electronic clutch the torque converter
(7) Test point for the pressure in the oil cooler pressure control)(clutch 3) (25) Oil filter bypass valve
inlet and the torque converter outlet (17) Test point for the pressure in clutch 3 (26) Test point for the pressure at the inlet
(8) Latching solenoid (18) Modulating valve (Electronic clutch for the oil filter
(9) Test point for the pressure in the latching pressure control)(clutch 2)
rail (19) Test point for the pressure in clutch 2
(10) Modulating valve (Electronic clutch (20) Modulating valve (Electronic clutch
pressure control)(clutch 6) pressure control)(clutch 1)

Table 7
Required Tools
Part
Description Qty
Number
1U-5481 Pressure Gauge Group 1
1U-5482 Pressure Adapter Group 1

It is necessary to raise the cab in order to gain access

to the various pressure test points for the power train.
The guards beneath the engine and the transmission
will also require lowering.
RENR5124-04 81
Power Train
Testing and Adjusting Section

Oil Pressures For The Torque The pressure for the torque converter outlet and the
oil cooler inlet can be measured at test point (7) on
Converter the right side of the planetary transmission.

1. Install the correct hose assembly from the

1U-5482 Pressure Adapter Group on test point
(7). Attach the opposite end of the hose assembly
to the 0 to 4000 kPa (0 to 580 psi) pressure gauge
in the 1U-5481 Pressure Gauge Group.

2. Start the engine and operate the engine at low

idle. Observe the pressure gauge. With the oil
at normal operating temperature, the torque
converter outlet pressure must be within the
values that are shown in Table 9.

3. Operate the engine at high idle. Observe the

Illustration 70
g00790402 pressure gauge. With the oil at normal operating
Test point for the pressure in the torque converter inlet
temperature, the torque converter outlet pressure
must be within the values that are shown in Table
The relief pressure of the torque converter inlet can 9.
be measured at test point (24). Test point (24) is
located on the transmission hydraulic control relief Shut off the engine.
valve.

1. Install the correct hose assembly from the

1U-5482 Pressure Adapter Group on test point
(24). Attach the opposite end of the hose assembly
to the 0 to 4000 kPa (0 to 580 psi) pressure gauge
in the 1U-5481 Pressure Gauge Group.

2. Start the engine and operate the engine at low

idle. Observe the pressure gauge. With the oil
at normal operating temperature, the torque
converter inlet pressure must be within the values
that are shown in Table 9.

3. Operate the engine at high idle. Observe the g00790413

Illustration 72
pressure gauge. With the oil at normal operating
temperature, the torque converter inlet pressure
The pressure in the torque converter lockup
must be within the values that are shown in Table
clutch can be measured at test point (5) on the
9.
modulating valve (torque converter lockup clutch).
The modulating valve can be found under the cab.
Shut off the engine.
The lockup clutch for the torque converter will be
engaged at high engine speeds.

1. Raise the cab. Refer to Operation and

Maintenance Manual, “Cab - Tilt”.

2. Install the correct hose assembly from the

1U-5482 Pressure Adapter Group on test point
(5). Attach the opposite end of the hose assembly
to the 0 to 4000 kPa (0 to 580 psi) pressure gauge
in the 1U-5481 Pressure Gauge Group.

3. Lower the cab. Refer to Operation and

Maintenance Manual, “Cab - Tilt”. Take care to
Illustration 71
g00790407 ensure that the hose assembly is not trapped
when the cab is lowered.
Test point for the pressure at the torque converter outlet and the
oil cooler inlet
82 RENR5124-04
Power Train
Testing and Adjusting Section

4. Ensure that the transmission control is in the 4. Stop the engine and allow the pressure to drop to
NEUTRAL position and that the parking brake is zero. Disconnect the pressure gauge.
engaged.

5. Start the engine. With the aid of a capable

Pressures For The Transmission
operator, place the transmission control into the Hydraulic Control System
FIRST gear position. Disengage the parking brake
and drive the machine forward. As the engine
RPM and road speed increases the lockup clutch
will engage. Observe the pressure gauge. With the
oil at normal operating temperature, the pressure
for the oil in the torque converter lockup clutch
must be within the values in Table 9.

6. Stop the machine. Place the transmission control

in the NEUTRAL position and engage the parking
brake.

7. Stop the engine and raise the cab. Disconnect the

hose from the modulating valve. Lower the cab.
Refer to steps 1 and 3.
g00790404
Illustration 74

Pressure for Transmission Test point for the pressure at the transmission hydraulic control
relief valve
Lubrication
The relief pressure for the transmission hydraulic
control system can be measured at test point (23) on
the transmission hydraulic control relief valve.

1. Install the correct hose assembly from the

1U-5482 Pressure Adapter Group on test point
(23). Attach the opposite end of the hose assembly
to the 0 to 4000 kPa (0 to 580 psi) pressure gauge
in the 1U-5481 Pressure Gauge Group.

2. Start the engine and operate the engine at low

idle. Observe the pressure gauge. With the oil at
normal operating temperature, the relief pressure
for the transmission hydraulic control must be
g01017707
within the values that are shown in Table 9.
Illustration 73
Test point for transmission lubrication 3. Operate the engine at high idle. Observe
the pressure gauge. With the oil at normal
1. Install the correct hose assembly from the operating temperature, the relief pressure for the
1U-5482 Pressure Adapter Group on test point transmission hydraulic control must be within the
(6). Attach the opposite end of the hose assembly values that are shown in Table 9.
to the 0 to 400 kPa (0 to 58 psi) in the 1U-5481
Pressure Gauge Group. Shut off the engine.

2. Start the engine and operate the engine at low

idle. Observe the pressure gauge. With the oil at
normal operating temperature, the pressure of
the transmission lubrication oil must be greater
than 28 kPa (4 psi). Stop the engine if you do not
measure this pressure.

3. Operate the engine at high idle. Observe the

pressure gauge. With the oil at normal operating
temperature, the pressure of the transmission
lubrication oil must be greater than 210 kPa
(30 psi).
RENR5124-04 83
Power Train
Testing and Adjusting Section

The individual clutch pressures for the planetary

transmission can be measured at test points (11),
(13), (15), (17), (19) and (21). The test points are
located on each modulating valve.

Table 8
SPEED SELECTION
SPEED ENGAGED CLUTCHES
REVERSE Speed 3 and 6
NEUTRAL 6
FIRST Speed 4 and 6
SECOND Speed 1 and 6
g00790759
Illustration 75
THIRD Speed 1 and 4
Test point for the pressure at transmission pump
FOURTH Speed 1 and 5
The pressure for the transmission pump can be FIFTH Speed 1 and 3
measured at test point (26). Test point (26) is located
on the bypass valve for the transmission oil filter. SIXTH Speed 1 and 2
SEVENTH Speed 2 and 3
1. Install the correct hose assembly from the
1U-5482 Pressure Adapter Group on test point EIGHTH Speed 2 and 5
(27). Attach the opposite end of the hose assembly
to the 0 to 4000 kPa (0 to 580 psi) pressure gauge 1. Raise the cab. Refer to Operation and
in the 1U-5481 Pressure Gauge Group. Maintenance Manual, “Cab - Tilt”.
2. Start the engine and operate the engine at low
idle. Observe the pressure gauge. With the oil at
normal operating temperature, the pressure of the
oil at the inlet to the transmission oil filter must be
within the values that are shown in Table 9.

3. Operate the engine at high idle. Observe the

pressure gauge. With the oil at normal operating
temperature, the pressure of the oil at the inlet to
the transmission oil filter must be within the values
that are shown in Table 9.

Shut off the engine. Ensure that the engine start

switch is left in the OFF position.
g00812499
Illustration 77

2. Disconnect the wiring harness from torque

converter lockup clutch solenoid (1).

Note: This will allow the testing of transmission

clutch pressures in torque converter drive without
disconnecting the drive shaft from the transmission
planetary.

g00790428
Illustration 76
Test points for the pressures in the planetary transmission clutches
84 RENR5124-04
Power Train
Testing and Adjusting Section

11. Move the transmission control to the DRIVE

position.

Note: The engine will be turning against the torque

converter, so there may be some small movement
and vibration of the machine.

12. Raise the engine speed to high idle.

13. Observe the gauges for the transmission clutches

that are used in FIRST gear. Refer to Table 8.
With the oil at normal operating temperature, the
pressure for the oil in the transmission clutches
must be within the values that are shown in Table
g00790428
9.
Illustration 78
Installation of the test gauges for pressure 14. Lower the engine speed to low idle.
(11) Test Point for Clutch 6
(13) Test Point for Clutch 5 15. Start the signal generator. Refer to Special
(15) Test Point for Clutch 4 Instruction, SEHS8579, “Use of 8T-5200 Signal
(17) Test Point for Clutch 3
(19) Test Point for Clutch 2 Generator / Counter Group”.
(21) Test Point for Clutch 1
16. Increase the frequency of the signal from the
3. Install the correct hose assemblies from the signal generator until the transmission shifts from
1U-5482 Pressure Adapter Group to test points FIRST gear to SECOND gear.
(11), (13), (15), (17), (19) and (21). Attach
the opposite end of the hose assemblies to 17. Raise the engine speed to high idle.
0 to 4000 kPa (0 to 580 psi) pressure gauges in
the 1U-5481 Pressure Gauge Group. 18. Observe the gauges for the transmission clutches
that are used in SECOND gear. Refer to Table 8.
4. Remove the wiring harness from the two With the oil at normal operating temperature, the
transmission output speed sensors (4). Connect a maximum pressure for the oil in the transmission
8T-5200 Signal Generator to the speed sensors. clutches must be within the values that are shown
Use a FT-2796 Connector Harness. Ensure that in Table 9.
the signal generator is switched OFF. If the
signal generator is generating a signal and the 19. Lower the engine speed to low idle.
engine start switch is in the ON position, the
secondary steering pump will start. 20. Increase the frequency of the signal from the
signal generator and observe the pressures for
5. Route the FT-2796 Connector Harness so that each transmission gear at high idle.
the signal generator can be mounted in the cab.
21. Once the transmission is in EIGHTH gear and the
6. Lower the cab. Ensure that the hoses to the pressures have been obtained for each clutch,
gauges and the connector harness is not trapped. reduce the frequency of the signal from the signal
generator until the output is zero.
7. Ensure that the parking brake control is in the
ENGAGED position. 22. Move the transmission control to the REVERSE
position. Raise the engine speed to high idle and
8. Start the engine and operate the engine at low observe the clutch pressures.
idle. Move the hoist control to the FLOAT position.
If the hoist control lever is not in the FLOAT 23. Move the transmission control to the NEUTRAL
position, the transmission will not be able to position and stop the engine.
shift gears.
24. Compare the actual clutch pressures that were
9. Observe the pressure gauges for the transmission recorded with the pressures that are provided in
clutch that is used in NEUTRAL. Refer to Table 8. Table 9.
With the oil at normal operating temperature, the
pressure for the oil in the transmission clutch must 25. After the pressures are recorded, remove the test
be within the values in Table 9. equipment.

10. Press and hold the service brakes.

RENR5124-04 85
Power Train
Testing and Adjusting Section

Pressure for the Latching Rail (S/N: Output Transfer Gears and
AWR1-454) Differential Lock Pressures
Pressure for the Output Transfer Gears

g00790443
Illustration 79
Test point for the pressure in the latching rail
g00790452
Illustration 80
The pressure in the latching rail for the transmission
Pressure test point for the oil to the output transfer gears
can be measured at test point (9).
The supply pressure for the output transfer gears can
1. Install the correct hose assembly from the
be measured at test point (27).
1U-5482 Pressure Adapter Group on test point
(9). Attach the opposite end of the hose assembly
Note: The pressure for the differential locks can
to the 0 to 4000 kPa (0 to 580 psi) pressure gauge
also be measured at test point (27). Ensure that the
in the 1U-5481 Pressure Gauge Group.
interaxle differential lock and the axle differential
locks are not selected. This may cause damage to the
2. Start the engine and operate the engine at low
gauge that is used to measure the pressure of the oil.
idle idle. Observe the pressure gauge. With the oil
at normal operating temperature, the pressure of
Note: For some 735 Articulated Trucks, the test
the oil in the latching rail must be within the values
lines are disconnected from the test points on the
that are shown in Table 9.
machine. Refer to Testing and Adjusting, “General
Troubleshooting Information” for information about
3. Operate the engine at high idle. Observe the
disconnected test lines. Test lines on machines
pressure gauge. With the oil at normal operating
that have test lines that are disconnected as
temperature, the pressure in the latching rail must
standard need to have the test lines returned to
be within the values that are shown in Table 9.
the disconnected condition on completion of the
test procedure.
Shut off the engine.
1. Install the correct hose assembly from the
1U-5482 Pressure Adapter Group on test point
(27). Attach the opposite end of the hose assembly
to the 0 to 1000 kPa (0 to 145 psi) pressure gauge
in the 1U-5481 Pressure Gauge Group.

2. Start the engine and operate the engine at low

idle. Observe the pressure gauge. With the oil at
normal operating temperature, the pressure of the
lubrication oil for the transfer gears must be within
the values that are shown in Table 9.

3. Operate the engine at high idle. Observe the

pressure gauge. With the oil at normal operating
temperature, the pressure of the lubrication oil for
the transfer gears must be within the values that
are shown in Table 9.

Shut off the engine.

86 RENR5124-04
Power Train
Testing and Adjusting Section

The clutch pressure for the interaxle differential lock Decrease the engine speed to low idle and shut
can be measured at test point (27). off the engine.

Pressure for the Interaxle Differential The pressures in the individual axle differentials can
be measured.

Front Axle Differential

g00790452
Illustration 81
Pressure test point for the oil to the interaxle differentials

g00790451
The clutch pressure for the interaxle differential lock Illustration 82
can be measured at test point (27). Line for the differential locks on the trailer

1. Install the correct hose assembly from the 1. Disconnect line (28) to the rear axles and insert
1U-5482 Pressure Adapter Group on test points 6V-9508 Face Seal Plug into the line. Plug
(27) and (30). Attach the opposite end of the hose the line on the chassis in order to prevent
assembly to the 0 to 4000 kPa (0 to 580 psi) contamination of the oil.
pressure gauge in the 1U-5481 Pressure Gauge
Group.

Note: For some 735 Articulated Trucks, the test

lines are disconnected from the test points on the
machine. Refer to Testing and Adjusting, “General
Troubleshooting Information” for information about
disconnected test lines. Test lines on machines
that have test lines that are disconnected as
standard need to have the test lines returned to
the disconnected condition on completion of the
test procedure.

2. Start the engine and operate the engine at low

idle. Select the interaxle differential lock. Refer to g00790449
Operation and Maintenance Manual, “Differential Illustration 83
Lock Control”. Increase the engine speed to high Line for the front axle differential lock
idle. Observe the pressure gauge. With the oil at
normal operating temperature, the pressure of the 2. Disconnect line (29) from the elbow in the front
oil in the lockup clutch of the interaxle differential axle. Insert 8T-8902 Tee between the line and
must be within the values that are shown in Table the elbow in the front axle.
9. Decrease the engine speed to low idle.
3. Install the correct hose assembly from the
3. Select the axle differential locks. Refer to 1U-5482 Pressure Adapter Group on the
Operation and Maintenance Manual, “Differential 8T-8902 Tee. Attach the opposite end of the
Lock Control”. Increase the engine speed to high hose assembly to the 0 to 4000 kPa (0 to 580 psi)
idle. Observe the pressure gauge. With the oil at pressure gauge in the 1U-5481 Pressure Gauge
normal operating temperature, the pressure of the Group.
oil in the lockup clutches of the axle differentials
must be within the values that are shown in Table 4. Start the engine and run the engine at low idle.
9.
RENR5124-04 87
Power Train
Testing and Adjusting Section

5. Select the interaxle differential lock and select the

axle differential lock.

6. Increase the engine speed to high idle. Observe

the pressure gauge. With the oil at normal
operating temperature, the oil pressure in the
clutch for the front axle differential must be within
the values that are shown in Table 9.

Decrease the engine speed to low idle and shut

off the engine.

Center Axle Differential

g00790448
Illustration 86
Line for the center axle differential lock

3. Disconnect line (31) from the elbow in the center

axle and insert 8T-8902 Tee between the line
and the elbow in the front axle.

4. Install the correct hose assembly from the

1U-5482 Pressure Adapter Group on the
8T-8902 Tee. Attach the opposite end of the
hose assembly to the 0 to 4000 kPa (0 to 580 psi)
pressure gauge in the 1U-5481 Pressure Gauge
Group.
g00790449
Illustration 84
Line for the front axle differential lock 5. Start the engine and run the engine at low idle.

1. Disconnect line (29) from the elbow in the front 6. Select the interaxle differential lock and select the
axle and insert 6V-9508 Face Seal Plug into the axle differential lock.
line. Plug the fitting on the front axle in order to
prevent contamination of the oil. 7. Increase the engine speed to high idle. Observe
the pressure gauge. With the oil at normal
operating temperature, the oil pressure in the
clutch for the center axle differential must be within
the values that are shown in Table 9.

Decrease the engine speed to low idle and shut

off the engine.

Rear Axle Differential Lock

g00790450
Illustration 85
Line for the rear axle differential lock

2. Disconnect line (33) from the elbow in the rear

axle and insert 6V-9508 Face Seal Plug into the
line. Plug the fitting on the rear axle in order to
prevent contamination of the oil.

g00790449
Illustration 87
Line for the front axle differential lock
88 RENR5124-04
Power Train
Testing and Adjusting Section

1. Disconnect line (29) from the elbow in the front 7. Increase the engine speed to high idle. Observe
axle and insert 6V-9508 Face Seal Plug into the the pressure gauge. With the oil at normal
line. Plug the fitting on the front axle in order to operating temperature, the oil pressure in the
prevent contamination of the oil. clutch for the rear axle differential must be within
the values that are shown in Table 9.

Decrease the engine speed to low idle and shut

off the engine.

Specifications For The Oil

Pressures In The Power Train
Table 9
Test Point Description Specified Value
Relief Pressure
For The Torque 125 ± 35 kPa
24
Converter Inlet (18 ± 5 psi)
g00790448 (Low Idle)
Illustration 88
Line for the center axle differential lock Relief Pressure
For The Torque 550 ± 35 kPa
24
2. Disconnect line (34) from the elbow in the center Converter Inlet (80 ± 5 psi)
(High Idle)
axle and insert 6V-9508 Face Seal Plug into the
line. Plug the fitting on the center axle in order to Relief Pressure
prevent contamination of the oil. For The Torque
20 ± 7 kPa
7 Converter Outlet
(3 ± 1 psi)
And Oil Cooler
Inlet (Low Idle)
Relief Pressure
For The Torque
250 ± 35 kPa
7 Converter Outlet
(36 ± 5 psi)
And Oil Cooler
Inlet (High Idle)
Pressure For
The Torque
2550 ± 140 kPa
5 Converter
(370 ± 20 psi)
Lockup Clutch
(High Idle)
Pressure for
g00790450 Transmission 20 ± 14 kPa
Illustration 89 6
Lubrication (low (3 ± 2 psi)
Line for the rear axle differential lock Idle)
Pressure for
3. Disconnect line (31) from the elbow in the rear
Transmission 195± 35 kPa
axle and insert 8T-8902 Tee between the line 6
Lubrication (High (28 ± 5 psi)
and the elbow in the front axle. Idle)

4. Install the correct hose assembly from the Relief Pressure

1U-5482 Pressure Adapter Group on the For The
2345± 140 kPa
8T-8902 Tee. Attach the opposite end of the 23 Transmission
(340 ± 20 psi)
Hydraulic Control
hose assembly to the 0 to 4000 kPa (0 to 580 psi)
(Low Idle)
pressure gauge in the 1U-5481 Pressure Gauge
Group. Relief Pressure
For The
2550 ± 140 kPa
5. Start the engine and run the engine at low idle. 23 Transmission
(370 ± 20 psi)
Hydraulic Control
6. Select the interaxle differential lock and select the (High Idle)
axle differential lock. (continued)
RENR5124-04 89
Power Train
Testing and Adjusting Section

(Table 9, contd) Refer to Systems Operation, Testing and Adjusting,

Test Point Description Specified Value “Machine Preparation For Troubleshooting”
before you perform any testing and adjusting or
Pressure At The troubleshooting.
2550 ± 140 kPa
26 Transmission
(370 ± 20 psi)
Pump (High Idle) Before you carry out any testing, ensure that
Pressure At The you have read the procedure and that you have
2345± 140 kPa understood the procedure.
26 Transmission
(340 ± 20 psi)
Pump (Low Idle)
Note: Make sure that the filters and the screens are
Pressure At
The Planetary clean before you test any pressures. Make sure that
11,13,15 2550 ± 140 kPa the oil is at operating temperature before you perform
Transmission
17,19,21 (370 ± 20 psi) these tests.
Clutches (High
Idle)
Table 10
Pressure In The
Latching Rail Required Tools
2345± 140 kPa
9 (Low Idle) Part
(340 ± 20 psi) Description Qty
(S/N: AWR1- Number
454)
1U-5481 Pressure Gauge Group 1
Pressure In The
Latching Rail 1U-5482 Pressure Adapter Group 1
2550 ± 140 kPa
9 (High Idle)
(370 ± 20 psi) Generator and Counter
(S/N: AWR1- 8T-5200 1
454) Signal Group

Transfer Gear FT-2796 Connector Harness 1

Lubrication and 240 ± 105 kPa
27
Differential Locks (35 ± 15 psi) It will be necessary to raise the cab in order to gain
(High Idle)
access to the various pressure test points for the
Supply for the power train. The guards beneath the engine and the
27
Transfer Gear 3445 ± 690 kPa transmission may require lowering.
and Differential (500 ± 100 psi)
Locks (High Idle)
Torque Converter Pressures
Axle Differential 3445 ± 690 kPa
28,29,30,31
Lock (High Idle) (500 ± 100 psi)
Testing the Pilot Pressure for the Torque
Converter Lockup Clutch
i02683796
1. Ensure that the engine is stopped and that the
Power Train Pressures parking brake control is in the ENGAGED position.

SMCS Code: 3000-PX 2. Raise the cab. Refer to Operation and

Maintenance Manual, “Cab - Tilt”.
S/N: B1N800-Up

Personal injury or death can result from sudden

machine movement.

Sudden movement of the machine can cause in-

jury to persons on or near the machine.

Prevent possible injury by performing the proce-

dure that follows before working on the machine.

NOTICE g00893411
Do not connect or disconnect hose fittings to or from Illustration 90
the quick disconnect nipples when there is pressure
in the system. This will prevent damage to the seals
that are in the fitting.
90 RENR5124-04
Power Train
Testing and Adjusting Section

3. Remove the plug from test point (1). Install the 1. Ensure that the engine is stopped and that the
correct fitting and the correct hose assembly from parking brake control is in the ENGAGED position.
the 1U-5482 Pressure Adapter Group into test
point (1). Attach the opposite end of the hose 2. Raise the cab. Refer to Operation and
assembly to the 0 to 4000 kPa (0 to 580 psi) Maintenance Manual, “Cab - Tilt”.
pressure gauge in the 1U-5481 Pressure Gauge
Group. 3. Remove the transmission cover from the top of
the transmission.

g00804806
Illustration 91
g00804801
Illustration 92
4. Disconnect the wiring harness from upshift Modulating Valve for the Torque Converter Lockup Clutch
solenoid (2), downshift solenoid (3) and torque
converter lockup clutch solenoid (4). 4. Remove load piston plug (5).

5. Connect the wiring harness from the downshift Note: Care must be taken in order to ensure that the
solenoid to the torque converter lockup clutch plug is not dropped into the transmission.
solenoid.

6. Lower the cab. Take care to ensure that the hose

assembly is not trapped when the cab is lowered.

7. Ensure that the transmission control is in the

NEUTRAL position and that the parking brake is
engaged. Press and hold the service brake pedal.

8. Start the engine and run the engine at low idle.

9. Observe the pressure gauge. With the oil at normal

operating temperature, the pilot oil pressure for
the torque converter lockup clutch must be within
the values that are shown in Table 14.
g00805199
Illustration 93
10. Stop the engine and raise the cab. Remove the
fitting and the hose from test point (1) and replace 5. Remove the small cover from the transmission
the plug. cover.

11. Reconnect the wiring harness correctly to the

upshift solenoid, the downshift solenoid and the
torque converter lockup clutch solenoid.

Testing the Initial Pressure for the Torque

Converter Lockup Clutch
The pressure in the torque converter lockup clutch
can be measured at test point (D) on the transmission
pressure control valve.
RENR5124-04 91
Power Train
Testing and Adjusting Section

g00811590 g00804806
Illustration 94 Illustration 96
6V-6064 Transmission Test Cover
9. Disconnect the wiring harness from upshift
6. Install the 6V-6064 Transmission Test Cover in solenoid (2), downshift solenoid (3) and torque
the place of the small cover. Use four bolts to hold converter lockup clutch solenoid (4).
the test cover in position.
10. Connect the wiring harness for the downshift
7. Replace the transmission cover on the top of the solenoid to the torque converter lockup clutch
transmission. Use four bolts to hold the test cover solenoid.
in position.
11. Lower the cab. Take care to ensure that the hose
assembly is not trapped when the cab is lowered.

12. Ensure that the transmission control is in the

NEUTRAL position and that the parking brake is
engaged. Press the service brake pedal and hold
the service brake pedal.

13. Start the engine and run the engine at low idle.

14. Observe the pressure gauge. With the oil at

normal operating temperature, the initial oil
pressure for the torque converter lockup clutch
must be within the values that are shown in Table
14.
g00804800
Illustration 95
15. Stop the engine and raise the cab. Remove the
8. Install the correct hose assembly from the fitting and the hose from test point (D).
1U-5482 Pressure Adapter Group to test point
(D). Use a suitable 90° fitting. Attach the opposite 16. Remove the transmission cover with the 6V-6064
end of the hose assembly to the 4000 kPa Transmission Test Cover from the top of the
(580 psi) pressure gauge in the 1U-5481 transmission.
Pressure Gauge Group.
17. Replace load piston plug (5).
92 RENR5124-04
Power Train
Testing and Adjusting Section

g00805199 g00811590
Illustration 97 Illustration 99
6V-6064 Transmission Test Cover
18. Remove the 6V-6064 Transmission Test Cover
from the transmission cover and install the small 4. Install the 6V-6064 Transmission Test Cover in
cover to the transmission cover. the place of the small cover. Use four bolts to hold
the test cover in position.
19. Replace the transmission cover.

20. Reconnect the wiring harness correctly to the

upshift solenoid, the downshift solenoid and the
torque converter lockup clutch solenoid.

Testing the Torque Converter Lockup

Clutch Pressure
The pressure in the torque converter lockup clutch
can be measured at test point (D) on the transmission
pressure control valve.

1. Ensure that the engine is stopped and that the

parking brake control is in the ENGAGED position. g00804800
Illustration 100

2. Raise the cab. Refer to Operation and

5. Install the correct hose assembly from the
Maintenance Manual, “Cab - Tilt”.
1U-5482 Pressure Adapter Group to test point
(D) on the pressure control valve. Use a suitable
90° fitting. Attach the opposite end of the hose
assembly to the 0 to 4000 kPa (0 to 580 psi)
pressure gauge in the 1U-5481 Pressure Gauge
Group.

g00805199
Illustration 98

3. Remove the small cover from the transmission

cover on the top of the transmission planetary.

g00804806
Illustration 101
RENR5124-04 93
Power Train
Testing and Adjusting Section

6. Disconnect the wiring harness from upshift 2. Raise the cab. Refer to Operation and
solenoid (2), downshift solenoid (3) and torque Maintenance Manual, “Cab - Tilt”.
converter lockup clutch solenoid (4).
3. Disconnect the fitting (6). Install a suitable
7. Connect the wiring harness for the downshift swivel tee between fitting (6) and the line to the
solenoid to the torque converter lockup clutch transmission pump drive housing. Install the
solenoid. correct fitting and the correct hose assembly from
the 1U-5482 Pressure Adapter Group to the
8. Lower the cab. Take care to ensure that the hose swivel tee. Attach the opposite end of the hose
assembly is not trapped when the cab is lowered. assembly to the 0 to 4000 kPa (0 to 580 psi)
pressure gauge in the 1U-5481 Pressure Gauge
9. Ensure that the transmission control is in the Group.
NEUTRAL position and that the parking brake is
engaged. Press the service brake pedal and hold 4. Lower the cab. Take care to ensure that the hose
the service brake pedal. assembly is not trapped when the cab is lowered.

10. Start the engine and run the engine at low idle. 5. Ensure that the transmission control is in the
NEUTRAL position and that the parking brake is
11. Observe the pressure gauge. With the oil at engaged. Press and hold the service brake pedal.
normal operating temperature, the maximum oil
pressure for the torque converter lockup clutch 6. Start the engine and operate the engine at low
must be within the values that are shown in Table idle. Observe the pressure gauge. With the oil
14. at normal operating temperature, the main relief
pressure must be within the values that are shown
12. Stop the engine and raise the cab. Remove the in Table 14.
fitting and the hose from test point (D).
7. Operate the engine at high idle. Observe the
13. Remove the 6V-6064 Transmission Test Cover. pressure gauge. With the oil at normal operating
temperature, the torque converter inlet pressure
14. Replace the small cover on the top of the must be within the values in Table 14.
transmission.
8. Stop the engine and raise the cab. Remove
15. Reconnect the wiring harness correctly to the the fitting and the hose from the swivel tee and
upshift solenoid, the downshift solenoid and the remove the swivel tee from fitting (6). Reconnect
torque converter lockup clutch solenoid. the line to fitting (6).

Relief Pressure for the Torque Converter Pressures For The Transmission
Inlet Hydraulic Control System

g00811233
Illustration 102 g00811858
Illustration 103
The relief pressure of the torque converter inlet can
be measured at test point (6). Test point (6) is located
on the left side of the transmission.

1. Ensure that the engine is stopped and that the

parking brake control is in the ENGAGED position.
94 RENR5124-04
Power Train
Testing and Adjusting Section

Testing the Pressure for the Transmission Testing the Pilot Pressure for the
Oil Pump Transmission Hydraulic Control System

g00804803 g00811592
Illustration 104 Illustration 105

The pressure of the oil from the transmission oil The pilot oil pressure for the transmission hydraulic
pump is regulated by the main relief valve in the control can be measured at test point (8) on the
transmission selector and pressure control valve. The selector and pressure control valve.
main relief pressure for the transmission hydraulic
control can be measured at test point (7) on the right 1. Ensure that the engine is stopped and that the
side of the transmission. parking brake control is in the ENGAGED position.

1. Ensure that the engine is stopped and that the 2. Raise the cab. Refer to Operation and
parking brake control is in the ENGAGED position. Maintenance Manual.

2. Raise the cab. Refer to Operation and 3. Remove the transmission cover from the top of
Maintenance Manual, “Cab - Tilt”. the transmission.

3. Install the correct hose assembly from the

1U-5482 Pressure Adapter Group on test point
(7). Attach the opposite end of the hose assembly
to the 0 to 4000 kPa (0 to 580 psi) pressure gauge
in the 1U-5481 Pressure Gauge Group.

4. Lower the cab. Take care to ensure that the hose

assembly is not trapped when the cab is lowered.

5. Start the engine and operate the engine at low

idle. Observe the pressure gauge. With the oil at
normal operating temperature, the relief pressure
for the transmission hydraulic control must be
within the values that are shown in Table 14. g00805199
Illustration 106
6. Operate the engine at high idle. Observe
the pressure gauge. With the oil at normal 4. Remove the small cover from the transmission
operating temperature, the relief pressure for the cover.
transmission hydraulic control must be within the
values that are shown in Table 14.

7. Stop the engine and raise the cab. Remove the

hose from test point (7).
RENR5124-04 95
Power Train
Testing and Adjusting Section

g00811590 g00805199
Illustration 107 Illustration 108
6V-6064 Transmission Test Cover
16. Remove the 6V-6064 Transmission Test Cover
5. Install the 6V-6064 Transmission Test Cover to from the transmission cover and install the small
the transmission cover in the place of the small cover to the transmission cover.
cover. Use four bolts to hold the test cover in
position. 17. Replace the transmission cover.

6. Remove the plug from test point (8). Install the Testing the Initial Pressures for the
correct fitting and the correct hose assembly from Individual Transmission Clutches
the 1U-5482 Pressure Adapter Group on test
point (8). 1. Ensure that the engine is stopped and that the
parking brake control is in the ENGAGED position.
7. Feed the hose through an opening in the 6V-6064 Ensure that the engine start switch is left in
Transmission Test Cover. To prevent the spraying the OFF position.
of oil, use a piece of plastic or use a piece of paper
with the cover. Attach the opposite end of the 2. Raise the cab. Refer to Operation and
hose assembly to the 0 to 4000 kPa (0 to 580 psi) Maintenance Manual, “Cab - Tilt”.
pressure gauge in the 1U-5481 Pressure Gauge
Group.

8. Replace the transmission cover on the top of the

transmission.

9. Lower the cab. Take care to ensure that the hose

assembly is not trapped when the cab is lowered.

10. Ensure that the transmission control is in the

NEUTRAL position and that the parking brake is
engaged. Press the service brake pedal and hold
the service brake pedal.

11. Start the engine and run the engine at low idle.
g00805205
Illustration 109
12. Observe the pressure gauge. With the oil
at normal operating temperature, the pilot oil 3. Remove the transmission cover from the top of
pressure for the transmission hydraulic control the transmission.
system must be within the values that are shown
in Table 14. 4. Remove seven load piston plugs (9) from the
individual valves.
13. Stop the engine and raise the cab.
Note: Ensure that the plugs are not dropped into the
14. Remove the transmission cover with the 6V-6064 transmission.
Transmission Test Cover from the top of the
transmission.

15. Remove the fitting and the hose from test point
(8) and replace the plug.
96 RENR5124-04
Power Train
Testing and Adjusting Section

g00805199 g00804800
Illustration 110 Illustration 112
Installation of the test gauges for pressure
5. Remove the small cover from the transmission (A) Test Point for Clutch 3
cover. (B) Test Point for Clutch 1
(C) Test Point for Clutch 2
(D) This pressure tap is used for the torque converter lockup clutch.
(E) Test Point for Clutch 5
(F) Test Point for Clutch 4
(G) Test Point for Clutch 6
(H) Test Point for Clutch 7

7. Install 6V-4143 Coupler, 3B-6552 Elbow,

6V-3079 Hose, 6V-4142 Fitting, 6V-4144
Coupler and 8T-0855 Pressure Gauge to test
points (A), (B), (C), (E), (F), (G), and (H).

8. Disconnect the drive shaft to the front axle from

the output yoke of the output transfer gear. Refer
to Disassembly and Assembly, RENR5139,
g00811590 “Power Train”. Retract the drive shaft away from
Illustration 111 the output yoke and secure the drive shaft.
6V-6064 Transmission Test Cover
9. Disconnect the drive shaft between the output
6. Install the 6V-6064 Transmission Test Cover in transfer gear and the hitch from the output yoke
the place of the small cover. Use four bolts to hold of the output transfer gear. Refer to Disassembly
the test cover in position. and Assembly, RENR5139, “Power Train”. Retract
the drive shaft away from the output yoke and
secure the drive shaft.

10. Remove the wiring harness from the two

transmission output speed sensors. Connect a
8T-5200 Signal Generator to the speed sensors.
Use a FT-2796 Connector Harness. Ensure that
the signal generator is switched OFF. If the
signal generator is generating a signal and the
engine start switch is in the ON position, the
secondary steering pump will start.

11. Route the FT-2796 Connector Harness so that

the signal generator can be mounted in the cab.

12. Lower the cab. Ensure that the hoses to the

gauges and the connector harness is not trapped.

13. Ensure that the parking brake control is in the

ENGAGED position.
RENR5124-04 97
Power Train
Testing and Adjusting Section

14. Start the engine and operate the engine at low 30. Decrease the engine speed to low idle.
idle. Move the hoist control to the FLOAT position.
If the hoist control lever is not in the FLOAT 31. Move the transmission control to the NEUTRAL
position, the transmission will not be able to position and stop the engine.
shift gears.
32. Compare the actual initial pressures that were
15. Increase the engine speed to high idle. recorded with the pressures that are provided in
Table 15.
16. Observe the pressure gauges for the transmission
clutches that are used in NEUTRAL. Refer to 33. After the pressures are recorded, remove the test
Table 11 or Table 12, and refer to Table 13. With equipment and remove the transmission cover
the oil at normal operating temperature, the from the top of the transmission.
primary pressure for the oil in the transmission
clutches must be within the values that are shown 34. Replace load piston plugs (9).
in Table 15.

17. Decrease the engine speed to low idle.

18. Move the transmission control to the DRIVE

position.

19. Increase the engine speed to high idle.

20. Observe the gauges for the transmission clutch

that is used in FIRST gear. Refer to Table 11 or
Table 12, and refer to Table 13. With the oil at
normal operating temperature, the initial pressure
for the oil in the transmission clutch must be within
the values that are shown in Table 15.
g00805199
Illustration 113
21. Decrease the engine speed to low idle.
35. Remove the 6V-6064 Transmission Test Cover
22. Start the signal generator. Refer to Special from the transmission cover and install the small
Instruction, SEHS8579, “Use of 8T-5200 Signal cover to the transmission cover.
Generator/Counter Group”.
36. Replace the transmission cover.
23. Increase the frequency of the signal from the
signal generator until the transmission shifts from 37. Replace the drive shafts to the machine. Refer to
first gear to second gear. Disassembly and Assembly, RENR5139, “Power
Train”.
24. Increase the engine speed to high idle.
Testing the Maximum Pressures for the
25. Observe the gauges for the transmission clutches
that are used in SECOND gear. Refer to Table 11
Transmission Clutches
or Table 12, and refer to Table 13. With the oil at
1. Raise the cab. Refer to Operation and
normal operating temperature, the initial pressure
Maintenance Manual, “Cab - Tilt”.
for the oil in the transmission clutches must be
within the values that are shown in Table 15.

26. Decrease the engine speed to low idle.

27. Increase the frequency of the signal from the

signal generator and observe the initial pressures
for each transmission gear.

28. Once the transmission is in SEVENTH gear and

the pressures have been obtained for each clutch,
reduce the frequency of the signal from the signal
generator until the output is zero.

29. Move the transmission control to the REVERSE

position. Increase the engine speed to high idle Illustration 114
g00805199
and observe the clutch pressures.
98 RENR5124-04
Power Train
Testing and Adjusting Section

2. Remove the small cover from the large cover.

g00804806
Illustration 117
g00811590
Illustration 115
6V-6064 Transmission Test Cover
5. Disconnect the wiring harness from torque
converter lockup clutch solenoid (4).
3. Install the 6V-6064 Transmission Test Cover in
the place of the small cover. Use four bolts to hold Note: This will allow the testing of transmission
the test cover in position. clutch pressures in torque converter drive without
disconnecting the drive shaft from the transmission
planetary.

6. Remove the wiring harness from the two

transmission output speed sensors. Connect a
8T-5200 Signal Generator to the speed sensors.
Use a FT-2796 Connector Harness.

7. Route the FT-2796 Connector Harness so that

the signal generator can be mounted in the cab.

8. Lower the cab. Ensure that the hoses to the

gauges and the connector harness is not trapped.

9. Ensure that the parking brake control is in the

Illustration 116
g00804800 ENGAGED.
Installation of the test gauges for pressure
10. Start the engine and run the engine at low idle.
(A) Test Point for Clutch 3
(B) Test Point for Clutch 1
(C) Test Point for Clutch 2 11. Increase the engine speed to high idle.
(D) This pressure tap is used for the torque converter lockup clutch.
(E) Test Point for Clutch 5 12. Observe the pressure gauges for the transmission
(F) Test Point for Clutch 4 clutches that are used in NEUTRAL. Refer to
(G) Test Point for Clutch 6
(H) Test Point for Clutch 7
Table 11 or Table 12, and refer to Table 13. With
the oil at normal operating temperature, the
4. Install 6V-4143 Coupler, 3B-6552 Elbow, maximum pressure for the oil in the transmission
6V-3079 Hose, 6V-4142 Fitting, 6V-4144 clutches must be within the values that are shown
Coupler and 8T-0855 Pressure Gauge to test in Table 16.
points (A), (B), (C), (E), (F), (G), and (H).
13. Decrease the engine speed to low idle.

14. Press and hold the service brakes.

15. Move the transmission control to the DRIVE

position.

Note: The engine will be turning against the torque

converter, so there may be some small movement
and vibration of the machine.
RENR5124-04 99
Power Train
Testing and Adjusting Section

16. Increase the engine speed to high idle.

17. Observe the gauges for the transmission clutch

that is used in FIRST gear. Refer to Table 11
or Table 12, and refer to Table 13. With the oil
at normal operating temperature, the maximum
pressure for the oil in the transmission clutch must
be within the values that are shown in Table 16.

18. Decrease the engine speed to low idle.

19. Start the signal generator. Refer to Special

Instruction, SEHS8579, “Use of 8T-5200 Signal
Generator/Counter Group”.
g00805199
20. Increase the frequency of the signal from the Illustration 118
signal generator until the transmission shifts from
first gear to second gear. 32. Remove the 6V-6064 Transmission Test Cover
from the transmission cover and install the small
21. Increase the engine speed to high idle. cover to the transmission cover.

22. Observe the gauges for the transmission clutches 33. Reconnect the wiring harness to the torque
that are used in SECOND gear. Refer to Table 11 converter lockup clutch solenoid.
or Table 12, and refer to Table 13. With the oil
at normal operating temperature, the maximum Testing the Upshift Pressure
pressure for the oil in the transmission clutches
must be within the values that are shown in Table
16.

23. Decrease the engine speed to low idle.

24. Increase the frequency of the signal from the

signal generator and observe the maximum
pressures for each transmission gear at high idle.

25. Once the transmission is in SEVENTH gear and

the pressures have been obtained for each clutch,
reduce the frequency of the signal from the signal
generator until the output is zero.
g00811379
26. Move the transmission control to the REVERSE Illustration 119
position.
The upshift pressure can be measured at test point
27. Increase the engine speed to high idle and (10) on the right side of the transmission.
observe the clutch pressures.
1. Raise the cab. Refer to Operation and
28. Decrease the engine speed to low idle. Maintenance Manual, “Cab - Tilt”.

29. Move the transmission control to the NEUTRAL 2. Install the correct hose assembly from the
position and stop the engine. 1U-5482 Pressure Adapter Group on test point
(10). Attach the opposite end of the hose assembly
30. Compare the actual clutch pressures that were to the 0 to 1000 kPa (0 to 145 psi) pressure gauge
recorded with the pressures that are provided in in the 1U-5481 Pressure Gauge Group.
Table 16.
3. Ensure that the transmission shift lever is in the
31. After the pressures are recorded, remove the test NEUTRAL position.
equipment.
100 RENR5124-04
Power Train
Testing and Adjusting Section

Testing the Downshift Pressure

g00804806
Illustration 120
g00811379
Illustration 121
4. Disconnect the wiring harness from upshift
solenoid (2), downshift solenoid (3) and torque The downshift pressure can be measured at test
converter lockup clutch solenoid (4). point (11) on the right side of the transmission.
5. Connect the wiring harness for upshift solenoid 1. Raise the cab. Refer to Operation and
(2) to the downshift solenoid (3) and connect the Maintenance Manual, “Cab - Tilt”.
wiring harness for the downshift solenoid to the
upshift solenoid. 2. Install the correct hose assembly from the
1U-5482 Pressure Adapter Group on test point
6. Lower the cab and start the engine. Ensure that (11). Attach the opposite end of the hose assembly
the parking brake is engaged. to the 0 to 1000 kPa (0 to 145 psi) pressure gauge
in the 1U-5481 Pressure Gauge Group.
7. Press and hold the service brakes.
3. Start the engine and operate the engine at low
8. Start the engine and operate the engine at low idle. Observe the pressure gauge. With the oil at
idle. The transmission will upshift through the normal operating temperature, the pressure of the
gears to SEVENTH gear. downshift oil must be within the values that are
shown in Table 14.
9. Observe the pressure gauge. With the oil at
normal operating temperature, the pressure of 4. Stop the engine and raise the cab.
the upshift oil must be within the values that are
shown in Table 14. 5. Remove the hose and the gauges from test point
(11).
10. Stop the engine and raise the cab.

11. Reconnect the wiring harness correctly to the

Testing the Transmission Lubrication
upshift solenoid, the downshift solenoid and the Pressure
torque converter lockup clutch solenoid.

12. Remove the hose and the gauges from test point
(10).

g00812105
Illustration 122
RENR5124-04 101
Power Train
Testing and Adjusting Section

The pressure of the lubrication oil for the transmission Note: The pressure for the differential locks
planetary can be measured at test point (12). can also be measured at test point (13). Ensure
that the interaxle differential lock and the axle
1. Raise the cab. Refer to Operation and differential locks are not selected. This may
Maintenance Manual, “Cab - Tilt”. cause damage to the gauge that is used to
measure the pressure of the oil.
2. Install the correct hose assembly from the
1U-5482 Pressure Adapter Group on test point 1. Install the correct hose assembly from the
(12). Attach the opposite end of the hose assembly 1U-5482 Pressure Adapter Group on test point
to the 0 to 400 kPa (0 to 58 psi) pressure gauge in (13). Attach the opposite end of the hose assembly
the 1U-5481 Pressure Gauge Group. to the 0 to 1000 kPa (0 to 145 psi) pressure gauge
in the 1U-5481 Pressure Gauge Group.
3. Lower the cab. Take care to ensure that the hose
assembly is not trapped when the cab is lowered. Note: For some 740 and 740 EJECTOR Articulated
Trucks, the test lines are disconnected from the
4. Start the engine. test points on the machine. Refer to Testing and
Adjusting, “General Troubleshooting Information”
5. With the transmission in NEUTRAL, run the for information about disconnected test lines. Test
engine at low idle. Record the pressure that is lines on machines that have test lines that are
displayed on the gauge. disconnected as standard need to have the test
lines returned to the disconnected condition on
6. Run the engine at high idle and record the completion of the test procedure.
pressure that is displayed on the gauge. With the
oil at normal operating temperature, the pressure 2. Operate the engine at high idle. Observe the
for the lubrication oil for the transmission planetary pressure gauge. With the oil at normal operating
must be within the values that are shown in Table temperature, the pressure of the lubrication oil
14. for the transfer gears must be within the values
in Table 14.
7. Stop the engine.
Shut off the engine.
8. Raise the cab and remove the hose from test
point (12). The clutch pressure for the interaxle differential lock
can be measured at test point (13).
Output Transfer Gears and 1. Install the correct hose assembly from the
Differential Lock Pressures 1U-5482 Pressure Adapter Group on test point
(13). Attach the opposite end of the hose assembly
to the 0 to 4000 kPa (0 to 580 psi) pressure gauge
in the 1U-5481 Pressure Gauge Group.

2. Start the engine and operate the engine at low

idle. Select the interaxle differential lock. Refer to
Operation and Maintenance Manual, “Differential
Lock Control”. Observe the pressure gauge.
With the oil at normal operating temperature,
the pressure of the oil in the lockup clutch of the
interaxle differential must be within the values in
Table 14.

3. Select the axle differential locks. Refer to

g00811680 Operation and Maintenance Manual, “Differential
Illustration 123 Lock Control”. Observe the pressure gauge.
Pressure test point for the oil to the output transfer gear and the With the oil at normal operating temperature, the
differentials pressure of the oil in the lockup clutches of the
axle differentials must be within the values in
The supply pressure for the output transfer gear can Table 14.
be measured at test point (13).
Shut off the engine.

The pressures in the individual axle differentials can

be measured.
102 RENR5124-04
Power Train
Testing and Adjusting Section

Front Axle Differential Shut off the engine.

Center Axle Differential

g00811250
Illustration 124
Line for the differential locks on the trailer
g00811254
Illustration 126
1. Disconnect line (14) to the rear axles and insert Line for the front axle differential lock
6V-9508 Face Seal Plug into the line. Plug the
line in order to prevent contamination of the oil. 1. Disconnect line (15) from the elbow in the front
axle and insert 6V-9508 Face Seal Plug into the
line. Plug the fitting on the front axle in order to
prevent contamination of the oil.

g00811254
Illustration 125
Line for the front axle differential lock

2. Disconnect line (15) from the elbow in the front g00811260

Illustration 127
axle. Insert 8T-8902 Tee between the line and Line for the rear axle differential lock
the elbow in the front axle.
2. Disconnect line (16) from the elbow in the rear
3. Install the correct hose assembly from the axle and insert 6V-9508 Face Seal Plug into the
1U-5482 Pressure Adapter Group on the line. Plug the fitting on the center axle in order to
8T-8902 Tee. Attach the opposite end of the prevent contamination of the oil.
hose assembly to the 0 to 4000 kPa (0 to 580 psi)
pressure gauge in the 1U-5481 Pressure Gauge
Group.

4. Start the engine and run the engine at low idle.

5. Select the interaxle differential lock and select the

axle differential lock.

6. Observe the pressure gauge. With the oil at

normal operating temperature, the oil pressure in
the clutch for the front axle differential must be
within the values that are shown in Table 14.
RENR5124-04 103
Power Train
Testing and Adjusting Section

1. Disconnect line (15) from the elbow in the front

axle and insert 6V-9508 Face Seal Plug into the
line. Plug the fitting on the front axle in order to
prevent contamination of the oil.

g00811261
Illustration 128
Line for the center axle differential lock

3. Disconnect line (17) from the elbow in the center

g00811261
axle and insert 8T-8902 Tee between the line Illustration 130
and the elbow in the front axle. Line for the center axle differential lock

4. Install the correct hose assembly from the 2. Disconnect line (17) from the elbow in the center
1U-5482 Pressure Adapter Group on the axle and insert 6V-9508 Face Seal Plug into the
8T-8902 Tee. Attach the opposite end of the line. Plug the fitting on the center axle in order to
hose assembly to the 0 to 4000 kPa (0 to 580 psi) prevent contamination of the oil.
pressure gauge in the 1U-5481 Pressure Gauge
Group.

5. Start the engine and run the engine at low idle.

6. Select the interaxle differential lock and select the

axle differential lock.

7. Observe the pressure gauge. With the oil at

normal operating temperature, the oil pressure in
the clutch for the center axle differential must be
within the values that are shown in Table 14.

Shut off the engine.

g00811260
Rear Axle Differential Lock Illustration 131
Line for the rear axle differential lock

3. Disconnect line (16) from the elbow in the rear

axle and insert 8T-8902 Tee between the line
and the elbow in the front axle.

4. Install the correct hose assembly from the

1U-5482 Pressure Adapter Group on the
8T-8902 Tee. Attach the opposite end of the
hose assembly to the 0 to 4000 kPa (0 to 580 psi)
pressure gauge in the 1U-5481 Pressure Gauge
Group.

5. Start the engine and run the engine at low idle.

g00811254
Illustration 129 6. Select the interaxle differential lock and select the
Line for the front axle differential lock axle differential lock.
104 RENR5124-04
Power Train
Testing and Adjusting Section

7. Observe the pressure gauge. With the oil at Table 13

normal operating temperature, the oil pressure in Individual Valves for Transmission Clutches
the clutch for the rear axle differential must be
within the values that are shown in Table 14. Clutch Station
1 B
Shut off the engine.
2 C
Specifications For The Oil 3 A
Pressures In The Power Train 4 F

Table 11 5 E

SPEED SELECTION(1) 6 G

SPEED ENGAGED CLUTCHES 7 H

NEUTRAL 1
REVERSE speed 3 & 7
FIRST speed 2 & 6
SECOND speed 1 & 6
THIRD speed 3 & 6
FOURTH speed 1 & 5
FIFTH speed 3 & 5
SIXTH speed 1 & 4
SEVENTH speed 3 & 4
(1) This table contains information for (S/N: AXM1-Up), (S/N:
AWR1-Up), and (S/N: AZZ1-Up).

Table 12
SPEED SELECTION(2)
SPEED ENGAGED CLUTCHES
NEUTRAL 1
FIRST REVERSE speed 1 & 7
SECOND REVERSE
3 & 7
speed
FIRST speed 2 & 6
SECOND speed 1 & 6
THIRD speed 3 & 6
FOURTH speed 1 & 5
FIFTH speed 3 & 5
SIXTH speed 1 & 4
SEVENTH speed 3 & 4
(2) This table contains information for (S/N: B1N1-Up), (S/N:
B1P1-Up), and (S/N: B1R1-Up).
RENR5124-04 105
Power Train
Testing and Adjusting Section

Table 14
Test Point Description Specified Value
Pilot Pressure for the Torque Converter
1 2827 ± 138 kPa (410 ± 20 psi)
Lockup Clutch
Primary Pressure For The Torque
D 965 ± 35 kPa (140 ± 5 psi)
Converter Lockup Clutch
Pressure For The Torque Converter
D 1862 ± 70 kPa (270 ± 10 psi)
Lockup Clutch
Relief Pressure for The Torque
6 530 ± 35 kPa (77 ± 5 psi)
Converter Inlet (High Idle)
Relief Pressure For The Torque
6 115 ± 20 kPa (17 ± 3 psi)
Converter Inlet (Low Idle)
Relief Pressure For The Transmission
7 3100 ± 70 kPa (450 ± 10 psi)
Hydraulic Control (High Idle)
Relief Pressure For The Transmission
7 2725 ± 70 kPa (395 ± 10 psi)
Hydraulic Control (Low Idle)
Pilot Pressure For The Transmission
8 1655 ± 135 kPa (240 ± 20 psi)
Hydraulic Control
10 Upshift Pressure 2690 ± 70 kPa (390 ± 10 psi)
11 Downshift Pressure 2690 ± 70 kPa (390 ± 10 psi)
12 Transmission Lubrication Oil (Low Idle) 32 ± 10 kPa (4.5 ± 1.5 psi)
12 Transmission Lubrication Oil (High Idle) 270 ± 15 kPa (39 ± 2 psi)
Output Transfer Gear Lubrication and
13 Minimum 28 kPa (4 psi)
Differential Locks (Low Idle)
Output Transfer Gear Lubrication and
13 Minimum 410 kPa (60 psi)
Differential Locks (High Idle)
Interaxle Differential Gear and
13 2755 ± 345 kPa (400 ± 50 psi)
Differential Locks
14,15, 16,17 Axle Differential Locks 2755 ± 345 kPa (400 ± 50 psi)
106 RENR5124-04
Power Train
Testing and Adjusting Section

Table 15
Initial Clutch Pressure
Station(1) “A” “B” “C” “E” “F” “G” “H”
Clutch No. 3 No. 1 No. 2 No. 5 No. 4 No. 6 No. 7

Speed Engaged
Pressure Pressure Pressure Pressure Pressure Pressure Pressure
Position Clutches
345 + 50
- 35 kPa
N 1 0 0 0 0 0 0
(50 + 7 -
5 psi)
515 + 50 - 345 + 50 -
R2 3 and 7 35 kPa (75 0 0 0 0 0 35 kPa (50
+ 7 - 5 psi) + 7 - 5 psi)
345 + 50
345 + 50 -
- 35 kPa
R1 1 and 7 35 kPa (50
(50 + 7 -
+ 7 - 5 psi)
5 psi)
460 + 50 - 345 + 50 -
1 2 and 6 0 0 35 kPa (67 0 0 35 kPa (50 0
+ 7 - 5 psi) + 7 - 5 psi)
345 + 50
345 + 50 -
- 35 kPa
2 1 and 6 0 0 0 0 35 kPa (50 0
(50 + 7 -
+ 7 - 5 psi)
5 psi)
515 + 50 - 345 + 50 -
3 3 and 6 35 kPa (75 0 0 0 0 35 kPa (50 0
+ 7 - 5 psi) + 7 - 5 psi)
345 + 50
420 + 50 -
- 35 kPa
4 1 and 5 0 0 35 kPa (67 0 0 0
(50 + 7 -
+ 7 - 5 psi)
5 psi)
515 + 50 - 420 + 50 -
5 3 and 5 35 kPa (75 0 0 35 kPa (67 0 0 0
+ 7 - 5 psi) + 7 - 5 psi)
345 + 50
380 + 50 -
- 35 kPa
6 1 and 4 0 0 0 35 kPa (55 0 0
(50 + 7 -
+ 7 - 5 psi)
5 psi)
515 + 50 - 380 + 50 -
7 3 and 4 35 kPa (75 0 0 0 35 kPa (55 0 0
+ 7 - 5 psi) + 7 - 5 psi)
(1) Station “D” is not used.
RENR5124-04 107
Power Train
Testing and Adjusting Section

Table 16
Maximum Clutch Pressure
Station(1) “A” “B” “C” “E” “F” “G” “H”
Clutch No. 3 No. 1 No. 2 No. 5 No. 4 No. 6 No. 7

Speed Engaged
Pressure Pressure Pressure Pressure Pressure Pressure Pressure
Position Clutches
2895 +
240 -
N 1 0 100 kPa 0 0 0 0 0
(420 + 35
- 15 psi)
1755 + 240
2930 ±
- 100 kPa
R2 3 and 7 0 0 0 0 0 280 kPa
(255 + 35
(425 ± 41 psi)
- 15 psi)
2895 +
240 - 2930 ±
R1 1 and 7 100 kPa 280 kPa
(420 + 35 (425 ± 41 psi)
- 15 psi)
1975 + 240
2930 ±
- 100 kPa
1 2 and 6 0 0 0 0 280 kPa 0
(287 + 35
(425 ± 41 psi)
- 15 psi)
2895 +
240 - 2930 ±
2 1 and 6 0 100 kPa 0 0 0 280 kPa 0
(420 + 35 (425 ± 41 psi)
- 15 psi)
1755 + 240
2930 ±
- 100 kPa
3 3 and 6 0 0 0 0 280 kPa 0
(255 + 35
(425 ± 41 psi)
- 15 psi)
2895 +
1970 + 240
240 -
- 100 kPa
4 1 and 5 0 100 kPa 0 0 0 0
(286 + 35
(420 + 35
- 15 psi)
- 15 psi)
1755 + 240 1970 + 240
- 100 kPa - 100 kPa
5 3 and 5 0 0 0 0 0
(255 + 35 (286 + 35
- 15 psi) - 15 psi)
2895 +
1445 + 240
240 -
- 100 kPa
6 1 and 4 0 100 kPa 0 0 0 0
(210 + 35
(420 + 35
- 15 psi)
- 15 psi)
1755 + 240 1445 + 240
- 100 kPa - 100 kPa
7 3 and 4 0 0 0 0 0
(255 + 35 (210 + 35
- 15 psi) - 15 psi)
(1) Station “D” is not used.
108 RENR5124-04
Power Train
Testing and Adjusting Section

i02726276 6. Ensure that the parking brake control is in the

ENGAGED position.
Transmission Shift Points -
Test
SMCS Code: 3030-081
S/N: B1N1-799
S/N: AWR1-Up

Table 17
Tools Needed Qty
Generator and
8T-5200 Counter Signal 1
Group
Connector g00764819
FT-2796(1) 1 Illustration 133
Harness 735 (S/N: AWR)
(1) This tooling has been updated. Older versions of this tooling
may need to be updated to work with newer machines.

1. Raise the cab. Refer to Operation and

Maintenance Manual, “Cab - Tilt”.

g01196432
Illustration 134
735 (S/N: B1N)

7. Connect a computer with ET software to the socket

g00813199 connector for ET by using the communications
Illustration 132
adapter. The socket connector for ET is located at
the right side of the seat for the operator.
2. Disconnect the wiring harness from the torque
converter lockup clutch solenoid (1). 8. Turn the engine start switch to the ON. Start the
engine.
Note: This will allow testing of the shift points for the
transmission without disconnecting the drive shaft Switch on the computer and open up the ET
from the transmission planetary. software.
3. Remove the wiring harness from the two 9. Check that the computer detects the three
transmission output speed sensors. Connect a electronic control modules.
8T-5200 Signal Generator to the two transmission
output speed sensors. Use a FT-2796 Connector 10. Select “Transmission”.
Harness.
11. Use the Status Mode of ET in order to check
4. Route the FT-2796 Connector Harness so that that the service brakes and the parking brake are
the signal generator can be mounted in the cab. functioning correctly.
5. Lower the cab. Ensure that the connector harness 12. When you have ensured that the service brakes
is not trapped. and the parking brake are functioning correctly,
set ET to monitor the engine output speed, the
transmission output speed and the actual gear.
RENR5124-04 109
Power Train
Testing and Adjusting Section

13. Press and hold the service brakes. Table 18

Modified Shift Points At Nominal Engine Speed
14. With the engine at low idle, move the transmission
control to the DRIVE position. Upshift Transmission Output Speed in ET
1C to 1L 244
Note: The engine will be turning against the torque
converter, so there may be some small movement 1 to 2 393
and vibration of the machine. 2 to 3 700
15. Start the signal generator. Refer to Special 3 to 4 920
Instruction, REHS8579, “Use of 8T-5200 Signal 4 to 5 1283
Generator / Counter Group”.
5 to 6 1750
16. Observe the actual gear indicator. 6 to 7 2500
17. Observe the computer and increase the frequency 7 to 8 3401
of the signal from the signal generator until Downshift Transmission Output Speed in ET
the torque converter lockup clutch attempts to
engage. As the solenoid is not connected this will 8 to 7 2448
not occur. It will be possible to observe the attempt 7 to 6 1933
of the ECM to engage the torque converter lockup
clutch by using ET. Record the transmission output 6 to 5 1359
speed from ET as the ECM attempts to engage 5 to 4 992
the torque converter lockup clutch. Refer to Table
18 and Table 19 for the correct shift points. 4 to 3 713
3 to 2 538
18. Increase the frequency of the signal from the
signal generator until the transmission shifts to 2 to1 358
second gear. Record the transmission output 1L to 1C 218
speed from ET as the transmission shifts to
second gear. Refer to Table 18 and Table 19 for
the correct shift points. Table 19
Shift Point At Nominal Engine Speed(1)
19. Increase the frequency of the signal from the
signal generator and observe the shift points for Upshift Transmission Output Speed in ET
each of the transmission gears. 1C to 1L 244

20. Once the transmission is in SEVENTH gear, 1 to 2 340

reduce the frequency of the signal from the signal 2 to 3 531
generator. Record the transmission output speed
from ET as the transmission moves from EIGHTH 3 to 4 699
gear to SEVENTH gear. 4 to 5 975

21. Repeat this procedure for each gear until the 5 to 6 1330
transmission is in FIRST gear. 6 to 7 1900

22. Move the transmission control to the NEUTRAL 7 to 8 2400

position and stop the engine. Downshift Transmission Output Speed in ET

23. Compare the shift points that were recorded with 8 to 7 2077
the shift points that are provided in Table 18 and 7 to 6 1677
Table 19.
6 to 5 1150
The shift points for the transmission are modified 5 to 4 863
when certain actions are carried out. Engaging
the brakes will result in the modification of the 4 to 3 613
transmission shift points. Table 18 contains these 3 to 2 472
modified shift points.
2 to1 308
Use the information in Table 18 for this procedure. 1L to 1C 218
(1) The service brakes cannot be engaged in order to reference
Table 19 provides the normal transmission shift the values in this Table. The values in this Table can be
points. referenced during normal truck operation.
110 RENR5124-04
Power Train
Testing and Adjusting Section

24. Once the test has been completed, remove the

connector harness from the transmission and
replace the wiring harness for the transmission
output speed sensors. Replace the wiring harness
for the torque converter lockup clutch solenoid.

i02718306

Transmission Shift Points -

Test
SMCS Code: 3030-081
S/N: B1N800-Up
g00810031
Illustration 136
Table 20
Tools Needed Qty 3. Remove the wiring harness from the two
transmission output speed sensors (2). Connect a
Generator and 8T-5200 Signal Generator to the two transmission
8T-5200 Counter Signal 1 output speed sensors. Use a FT-2796 Connector
Group
Harness.
Connector
FT-2796(1) 1
Harness 4. Route the FT-2796 Connector Harness so that
(1) This tooling has been updated. Older versions of this tooling the signal generator can be mounted in the cab.
may need to be updated to work with newer machines.
5. Lower the cab. Ensure that the connector harness
1. Raise the cab. Refer to Operation and is not trapped.
Maintenance Manual, “Cab - Tilt”.
6. Ensure that the parking brake control is in the
ENGAGED position.

g00810044
Illustration 135

g00764819
2. Disconnect the wiring harness from the torque Illustration 137
converter lockup clutch solenoid (1). 740 (S/N: AXM1-Up; B1P1-621) and 740 EJECTOR (S/N:
AZZ1-Up; B1R1-193)
Note: This will allow testing of the shift points for the
transmission without disconnecting the drive shaft
from the transmission planetary.
RENR5124-04 111
Power Train
Testing and Adjusting Section

17. Observe the computer and increase the frequency

of the signal from the signal generator until
the torque converter lockup clutch attempts to
engage. As the solenoid is not connected this will
not occur. It will be possible to observe the attempt
of the ECM to engage the torque converter lockup
clutch by using ET. Record the transmission
output speed from the ET screen as the ECM
attempts to engage the torque converter lockup
clutch. Refer to Table 21 and Table 22 for the
correct shift points.

18. Increase the frequency of the signal from the

signal generator until the transmission shifts to
g01196432
second gear. Record the transmission output
Illustration 138 speed from the ET screen as the transmission
735 (S/N: B1N321-Up), 740 (S/N: B1P622-Up) and 740 EJECTOR shifts to second gear. Refer to Table 21 and Table
(S/N: B1R194-Up) 22 for the correct shift points.
7. Connect a computer with ET software to the socket 19. Increase the frequency of the signal from the
connector for ET by using the communications signal generator and observe the shift points for
adapter. The socket connector for ET is located at each of the transmission gears.
the right side of the seat for the operator.
20. Once the transmission is in SEVENTH gear,
8. Turn the engine start switch to the ON. Start the reduce the frequency of the signal from the signal
engine. generator. Record the transmission output speed
from the ET screen as the transmission moves
Switch on the computer and open up the ET from SEVENTH gear to SIXTH gear.
software.
21. Repeat this procedure for each gear until the
9. Check that the computer detects the three transmission is in FIRST gear.
electronic control modules.
22. Move the transmission control to the NEUTRAL
10. Select “Transmission”. position and stop the engine.
11. Use ET in order to check that the service brakes 23. Compare the shift points that were recorded with
and the parking brake are functioning correctly. the shift points that are provided in Table 21 and
Table 22.
12. When you have ensured that the service brakes
and the parking brake are functioning correctly, The shift points for the transmission are modified
set ET to monitor the engine output speed, the when certain actions are carried out. Engaging
transmission output speed and the actual gear. the brakes will result in the modification of the
transmission shift points. Table 21 contains these
13. Press and hold the service brakes. modified shift points.
14. With the engine at low idle, move the transmission Use the information in Table 21 for this procedure.
control to the DRIVE position.
Table 22 provides the normal transmission shift
Note: The engine will be turning against the torque points.
converter, so there may be some small movement
and vibration of the machine.

15. Start the signal generator. Refer to Special

Instruction, SEHS8579, “8T-5200 Signal
Generator”.

16. Observe the actual gear indicator.

112 RENR5124-04
Power Train
Testing and Adjusting Section

Table 21 Table 22
Modified Shift Points At Nominal Engine Speed Shift Point At Nominal Engine Speed(1)
Upshift Transmission Output Upshift Transmission Output
Speed in ET Speed in ET
1C to 1L 218 1C to 1L 218
1 to 2 404 1 to 2 315
2 to 3 553 2 to 3 430
3 to 4 750 3 to 4 583
4 to 5 1008 4 to 5 784
5 to 6 1367 5 to 6 1063
6 to 7 1843 6 to 7 1431

Downshift Transmission Output Downshift Transmission Output

Speed in ET Speed in ET
7 to 6 1422 7 to 6 1317
6 to 5 1056 6 to 5 978
5 to 4 779 5 to 4 721
4 to 3 580 4 to 3 537
3 to 2 427 3 to 2 396
2 to1 312 2 to1 289
1L to 1C 194 1L to 1C 194
(1) The service brakes cannot be engaged in order to reference
the values in this Table. The values in this Table can be
referenced during normal truck operation.

24. Once the test has been completed, remove the

connector harness from the transmission and
replace the wiring harness for the transmission
output speed sensors. Replace the wiring harness
for the torque converter lockup clutch solenoid.

i01521802

Transmission Oil Supply

SMCS Code: 3080-UU
S/N: B1N1-799
S/N: AWR1-Up

Refer to Systems Operation, Testing and Adjusting,

“Machine Preparation for Troubleshooting” before you
perform any testing and adjusting or troubleshooting.

Pressure In The Transmission

Hydraulic Control System
The oil supply for the transmission can be tested
at various points around the transmission hydraulic
system.
RENR5124-04 113
Power Train
Testing and Adjusting Section

A number of important components of the power If the pressure is outside the specifications, it is
train are supplied and controlled by oil from the necessary to adjust the transmission hydraulic control
transmission pump. The pressure in the system relief valve.
is regulated by the transmission hydraulic control
relief valve. This valve serves the dual purpose of
regulating the system pressure and supplying the
correct pressure of oil to the torque converter.

Tests may be carried out in order to determine

whether the transmission pump is supplying the
correct amount of oil for each of the components in
the system.

The following pressures can be tested in order to

determine whether the oil that is supplied is sufficient.

• Transmission Pump Pressure

g00765574
Illustration 139
• Transmission Hydraulic Control Relief Valve
• Torque Converter Lockup Clutch The transmission hydraulic control relief valve can be
adjusted by increasing or by decreasing the preload
• Transmission Latching Rail on spring (1).

• Planetary Transmission Clutches

• Relief Pressure For The Torque Converter Inlet
Transmission Pump
If insufficient oil pressure is measured anywhere
in the transmission hydraulic control system, test
the pressure of the oil at the oil filter bypass valve.
Refer to Systems Operation, Testing and Adjusting,
“Power Train Pressures”. If the pressure at the oil
filter bypass valve is within specifications, test the
pressure at the transmission hydraulic control relief
valve. Illustration 140 g00765548

If the pressure at the transmission hydraulic control 1. Remove cap (2) from the end of the transmission
relief valve is below the specification, the oil filter hydraulic control relief valve.
may be blocked and the oil filter bypass valve is not
functioning. Remove the oil filter bypass valve and
inspect the oil filter bypass valve for wear or damage.

If the pressure of the oil at the oil filter bypass valve

is below the specification, the transmission oil pump
is damaged or broken. The transmission oil pump is
not serviceable and the transmission oil pump must
be replaced.

Transmission Hydraulic Control Relief

Valve
The transmission hydraulic control relief valve
regulates the pressure of the oil that is used to control g00765545
the transmission system and the oil that is used for Illustration 141
the torque converter.
2. Turn adjustment screw (3) in the appropriate
Test the relief pressure of the transmission hydraulic direction.
control relief valve. Refer to Systems Operation,
Testing and Adjusting, “Power Train Pressures”.
114 RENR5124-04
Power Train
Testing and Adjusting Section

Turning the adjustment screw clockwise increases • A repair has been carried out to a wire to the
the pressure. Turning the adjustment screw modulating valves for the electronic clutch pressure
counterclockwise decreases the pressure. control.

Oil Supply To The Torque Converter • The transmission has been rebuilt with new
clutches.
The oil supply to the torque converter is determined
by the torque converter inlet relief valve. The torque If any transmission components have been replaced,
converter inlet relief valve is used to supply a constant operate the component at least 12 times prior to
pressure of oil to the torque converter. This allows calibration.
the torque converter to transmit torque between the
engine and the planetary transmission. The torque Calibration of the Transmission
converter inlet relief valve is located beneath the
transmission hydraulic control relief valve on the left Planetary Clutches
side of the transmission. The torque converter inlet
relief valve is nonadjustable. Before initiating the calibration of the transmission,
check that the parking brake and the service brakes
Test the relief pressure for the torque converter inlet. function correctly.
Refer to Systems Operation, Testing and Adjusting,
“Power Train Pressures”. If the pressure is outside the Note: Pressing the service brakes at any time during
specifications, test the pump supply pressure on the the calibration procedure will abort the calibration
oil filter bypass valve. Refer to Systems Operation, procedure.
Testing and Adjusting, “Power Train Pressures”. If the
pump supply pressure is correct, it will be necessary
to replace the torque converter inlet relief valve.

i02395610

Transmission - Calibrate
SMCS Code: 3030-524
S/N: B1N1-799
S/N: AWR1-Up

Calibration of the transmission on the 735 Articulated g00764819

Truck is carried out by using Caterpillar Electronic Illustration 142
Technician. 735 (S/N: AWR1-Up; B1N1-320)

Caterpillar Electronic Technician (ET) is a software

program that runs on a personal computer. ET
communicates with the electronic control module
through the data link.

The calibration procedure calibrates the control of the

modulating valves that are used to fill the clutches in
the planetary transmission.

Calibrate the transmission if any of the following

conditions occur:

• The quality of transmission shifts has degraded.

g01196432
• Modulating valves for the electronic clutch pressure Illustration 143
control have been replaced. 735 (S/N: B1N321-Up)

• A new ECM has been installed. 1. Connect the computer to the socket connector for
ET by using the communications adapter. The
• A new wiring harness has been installed. socket connector for ET is located at the right side
of the seat for the operator.
RENR5124-04 115
Power Train
Testing and Adjusting Section

2. Turn the engine start switch to the ON. Start the b. If the calibration procedure has reached a
engine. limit, repeat the calibration procedure. If the
calibration procedure is still unsuccessful, refer
Switch on the computer and open up the ET to Systems Operation, Testing and Adjusting,
software. “Transmission Calibration Troubleshooting”.

3. Check that the computer detects the three

i02302295
electronic control modules.

4. Select “Transmission”.
Transmission Hydraulic
Control - Test and Adjust
5. Use the Status Mode of ET in order to check that
the service brakes and the parking brake are SMCS Code: 3073-025; 3073-081
functioning correctly.
S/N: B1N800-Up
6. When you have ensured that the parking brake
and service brakes are functioning correctly, Transmission Hydraulic Control
select “Service” on the top menu bar. Select
“Calibration”. Select “Transmission”. The screen System
for the calibration of the transmission planetary
clutches will appear. Main Relief Pressure
7. The following conditions must be satisfied: Oil is supplied by the transmission oil pump that is
mounted on the torque converter housing.
• The parking brake must be engaged.
The oil from the pump passes through the
• The transmission must be in neutral. transmission oil filter that is mounted on the right side
of the engine.
• The engine must be running at low idle.
The pressure of the oil that is supplied by the
• The temperature of the transmission oil must be transmission oil pump is controlled by the main relief
above 65 °C (150 °F). valve that is located in the transmission selector and
pressure control valve.
If necessary, perform a torque stall of the machine
in order to heat the transmission oil to the required Test the pressure of the oil from the transmission
temperature. oil pump. Refer to Systems Operation, Testing and
Adjusting, “Power Train Pressures”. If the pressure
8. Once all the above conditions are satisfied, select of the oil from the transmission oil pump is lower
“Next” in the bottom left corner of the screen. The than the specification at both low idle and at high
calibration of the transmission planetary clutches idle, there may be a failure of the transmission oil
will begin automatically. pump. Alternatively, there may be damage to one or
more of the seals in the transmission clutches. Test
Note: The engine speed will fluctuate automatically the individual clutches. Refer to Systems Operation,
for approximately 5 minutes. This is normal as the Testing and Adjusting, “Power Train Pressures”.
transmission planetary clutches are being calibrated.
The transmission oil pump cannot be serviced. It is
9. Once the calibration procedure for the necessary to replace the transmission oil pump.
transmission planetary clutches has been
completed, a message will appear on the screen. If the pressure of the oil from the transmission oil
The message will state: pump is too low at low idle but correct at high idle, the
setting of the relief valve may be too low.
• (a) the calibration procedure has been
successful. or If the pressure of the oil from the transmission oil
pump is too high, the setting of the relief valve is too
• (b) the calibration has reached a limit. high.

a. If the calibration procedure has been

successful, select “Finish”.
116 RENR5124-04
Power Train
Testing and Adjusting Section

Pilot Pressure for the Transmission

Hydraulic Control Valve

g00804541
Illustration 144

Adjustment of relief valve (1) is achieved by the g00804588

Illustration 145
addition or removal of spacers (2).
The pilot pressure for the transmission hydraulic
The addition of spacers will increase the setting of
control valve is determined by priority reduction valve
the relief valve. The removal of spacers will decrease
(3).
the setting of the relief valve. Refer to Table 23 for the
correct selection of spacers.
Test the pilot pressure for the transmission hydraulic
Table 23 control. Refer to Systems Operation, Testing and
Adjusting, “Power Train Pressures”.
Chart of Spacers for Adjustment of the Relief Valve(1)
Spacer Thickness Change in If the pressure is lower than the specification, the
Pressure setting of the priority reduction valve is too low.
145-0105 0.25 mm 41 kPa (6.0 psi) If the pressure is higher than the specification, the
Spacer (0.010 inch)
setting of the priority reduction valve is too high.
145-0106 0.90 mm 145 kPa
Spacer (0.035 inch) (21.0 psi) Adjustment of priority reduction valve (3) is achieved
145-0107 1.60 mm 261 kPa
by the addition or removal of spacers (4).
Spacer (0.063 inch) (37.9 psi)
The addition of spacers will increase the setting of
(1) Before an adjustment is made, ensure that the valve spring the relief valve. The removal of spacers will decrease
is not weak or broken. Refer to Specifications, RENR5133,
“Power Train” or Specifications, RENR6733, “Power Train”. the setting of the relief valve. Refer to table 23 for the
correct selection of spacers.
RENR5124-04 117
Power Train
Testing and Adjusting Section

Table 24 Note: There is approximately 30 degrees of rotation

Chart of Spacers for the Adjustment of the
between each detent of the rotary selector spool.
Priority Reduction Valve(1)
6. Rotate the selector spool to the FIRST speed
Spacer Thickness Change in position.
Pressure
5M-3492 Spacer 0.25 mm 17 kPa (2.5 psi) 7. Lower the cab and start the engine. Ensure that
(0.010 inch) the service brakes are engaged.
7M-1397 Spacer 0.91 mm 60 kPa (8.7 psi) 8. Correct operation of the neutralizer valve will
(0.036 inch)
prevent the engagement of the clutches for FIRST
(1) Before an adjustment is made, ensure that the valve spring speed regardless of the position of the selector
is not weak or broken. Refer to Specifications, RENR5133, spool.
“Power Train” or Specifications, RENR6733, “Power Train”.

9. Stop the engine and raise the cab.

Testing the Function of the Neutralizer
Valve 10. Return the selector spool to the NEUTRAL
position and replace the wiring harness to the
The neutralizer valve prevents the transmission from upshift and downshift solenoids and from the
selecting a gear if the engine is started and the torque converter lockup clutch solenoid.
selector spool is not in the NEUTRAL position. The
following procedure may be used to test the function 11. Replace the plug for the selector spool.
of the neutralizer valve.
Torque Converter
1. Stop the engine and engage the parking brake.
Raise the cab. The Torque converter is supplied with oil on two
levels. The torque converter is supplied with oil in
2. Ensure that the transmission shift lever is in the order to allow the transfer of power through the
NEUTRAL position. torque converter. A separate circuit exists for the
control of the lockup function of the torque converter
3. Disconnect the wiring harness from the upshift in order to provide direct drive from the engine to the
and downshift solenoids and from the torque transmission.
converter lockup clutch solenoid.

g00810209
Illustration 146

4. Remove the plug for the selector spool from the

left side of the transmission case while the engine
is stopped.

5. Use a 9S-1721 Extension (1/4 inch square drive)

and a 9U-6635 Reversible Ratchet to turn the
transmission rotary selector spool. When the
ratchet is fully turned in a clockwise direction, the
rotary selector spool is in the NEUTRAL position.
The order of the detent positions is NEUTRAL,
REVERSE 1, REVERSE 2, and FIRST speed
through SEVENTH speed.
118 RENR5124-04
Power Train
Testing and Adjusting Section

Torque Converter Inlet Relief Pressure Torque Converter Lockup Clutch

Testing and Adjusting
The torque converter lockup clutch is controlled by a
modulating valve that is mounted on the pressure
control valve for the transmission.

The correct pressure for the torque converter lockup

clutch is dependent upon the correct adjustment and
the correct operation of the modulating valve for the
torque converter lockup clutch.

The modulating valve for the torque converter

lockup clutch is controlled by a pilot oil supply that
is controlled by the torque converter lockup clutch
solenoid.

To test the function of the solenoid valve for the

torque converter lockup clutch, test the pressure of
the pilot oil from the solenoid valve. Refer to Systems
Operation, Testing and Adjusting, “Power Train
Pressures”. If the pressure of the pilot oil from the
torque converter lockup clutch solenoid is outside the
specifications, there may be a fault with the supply of
oil to the solenoid.

Measure the main relief pressure for the transmission

hydraulic control.

If the main relief pressure for the transmission

hydraulic control is correct, there is a problem with
Illustration 147
g00808310 the torque converter lockup clutch solenoid.

The oil for the torque converter is supplied by the Testing the Torque Converter Lockup Clutch
transmission selector and pressure control valve. Solenoid
The pressure of this oil is regulated by the torque
converter inlet relief valve (6). 1. Ensure that the machine is parked on a level
surface and that the parking brake control is
Test the inlet relief pressure for the torque converter. engaged.
Refer to Systems Operation, Testing and Adjusting,
“Power Train Pressures”. If the inlet relief pressure 2. Move the key start switch to the ON position. Do
for the torque converter is incorrect , bench test the not start the engine.
torque converter inlet relief valve. If the setting of
the torque converter inlet relief valve is incorrect, 3. Raise the cab.
5M-9622 Shims can be added or removed from
behind the spring in the relief valve. 4. Disconnect the wires from the upshift solenoid,
the downshift solenoid and the torque converter
If the setting of the torque converter inlet relief valve lockup clutch solenoid.
is correct, but the pressure of the oil in the torque
converter is lower than the specification, there may 5. Connect the harness from the downshift solenoid
be an incorrect supply of oil to the torque converter to the torque converter lockup clutch solenoid.
inlet relief valve. Test the setting of the main relief
valve for the transmission hydraulic control system. 6. Use a tag wire to check that the solenoid coil
is energized. If the tag wire is attracted to the
If the supply of oil to the torque converter inlet solenoid coil, this indicates that the solenoid coil
relief valve is satisfactory, there may be a problem is energized. If the tag wire does not indicate that
with the torque converter that allows oil to be lost. the solenoid coil is energized, the problem may be
Remove the torque converter from the machine and in the electrical circuit.
investigate possible damage. Refer to Disassembly
and Assembly, RENR5139, “Power Train”.
RENR5124-04 119
Power Train
Testing and Adjusting Section

7. If the solenoid does not appear to function, If the solenoid is functioning correctly and the
disconnect the connector for the solenoid valve. pilot supply to the modulating valve is within the
Check the resistance of the windings of the coil in specifications, load piston (8) or selector piston (9)
the solenoid. may be sticking, or load piston spring (10) may be
weak or broken. Remove the modulating valve and
The resistance of the windings in the solenoid inspect the modulating valve for damage. Refer to
should be 32.6Ω ± 1.6Ω. Disassembly and Assembly, RENR5139, “Power
Train”.
If the resistance of the windings is outside the
specifications replace the solenoid. If the pressure in the torque converter lockup clutch
is lower than the specification, there are a number
If the solenoid coil is energized, the problem may lie of possible causes.
with the solenoid cartridge. The problem could be a
bent solenoid stem, a spring that is weak or broken, • The initial pressure for the torque converter lockup
or a screen that is dirty or plugged. clutch may be incorrect.

If the torque converter lockup clutch solenoid is • Load piston plug (11) may not be installed.
functioning correctly and the pilot oil supply to the
modulating valve is correct, there is a problem with • Load piston orifice (12) may be blocked.
the modulating valve for the torque converter lockup
clutch. • Load piston (8) may be sticking within selector
piston (9).
Testing and Adjusting of the Modulating Valve for
the Torque Converter Lockup Clutch • Load piston spring (10) may be broken or weak.
The following tests are required in order to determine Test the initial pressure for the torque converter
the correct function of the modulating valve for the lockup clutch. Refer to Systems Operation, Testing
torque converter lockup clutch: and Adjusting, “Power Train Pressures”.

• Maximum pressure in the torque converter lockup While the cover of the transmission is removed,
clutch check that load piston plug (11) is installed correctly.

• Initial pressure in the torque converter lockup clutch If the initial pressure is correct and the load
piston plug is installed correctly, the load piston
• Correct decay time of pressure in the clutch orifice could be blocked. it will be necessary to
remove the modulating valve in order to inspect the
Test the maximum pressure of the oil in the torque internal components for damage or for blockages.
converter lockup clutch. Refer to Systems Operation, Disassembly and Assembly, RENR5139, “Power
Testing and Adjusting, “Power Train Pressures”. Train”

If there is no pressure in the torque converter lockup Testing and Adjusting the Initial Pressure for the
clutch, there may be a problem with the pilot supply to Torque Converter Lockup Clutch
the modulating valve for the torque converter lockup
clutch. Test the function of the torque converter The problems that are listed above may also
lockup clutch solenoid. contribute to providing an incorrect initial pressure.

If the initial pressure is too low, the load piston

spring or the setting of the modulating valve may be
incorrect.

g00808385
Illustration 148
120 RENR5124-04
Power Train
Testing and Adjusting Section

Testing the Transmission Clutches

Before testing and adjusting the individual valves for
the transmission clutches, it is important to determine
that the various components of the selector and
pressure control valve are functioning correctly.
Perform the procedures that are provided earlier in
this section in order to determine that the main relief
pressure and the pilot pressure for the transmission
hydraulic control are correct.

Testing the Upshift and the Downshift

Solenoids
g00811113 The upshift solenoid and the downshift solenoids are
Illustration 149
supplied with oil by the transmission oil pump. Use
If the initial pressure is too high, it is probable that the following procedure in order to test the function of
there is an incorrect load piston spring, or that the the upshift solenoid and the downshift solenoid.
setting of the modulating valve is incorrect.
1. Connect suitable test gauges to the test points
Remove the modulating valve and inspect the in order to test the upshift pressure and the
spring. Measure the rate of the spring. Refer downshift pressure. Refer to Systems Operation,
to Specifications, RENR5133, “Power Train” or Testing and Adjusting, “Power Train Pressures”.
Specifications, RENR6733, “Power Train”.
2. Connect a suitable gauge to the test point for the
If the rate of the spring is correct, shims (13) must transmission oil pump pressure. Refer to Systems
be added or removed from behind the load piston Operation, Testing and Adjusting, “Power Train
spring. Refer to Table 25 for the correct shims to use Pressures”.
in order to adjust the initial pressure setting of the
modulating valve.

Table 25
Chart of Shims for the Modulating Valve for the
Torque Converter Lockup Clutch(1)
Pt. No. for Thickness Change in Initial
Shims Pressure
8J-4452 Shim 0.12 mm 10 kPa (1.5 psi)
(0.005 inch)
2S-0675 Spacer 0.40 mm 32 kPa (4.7 psi)
(0.016 inch)
9J-1330 Shim 0.79 mm 62 kPa (9.0 psi) g00810205
(0.031 inch) Illustration 150
(1) Before an adjustment is performed, be certain that the valve
springs are not weak or broken. 3. Disconnect the wires from torque converter lockup
clutch solenoid (14).
Carry out the adjustment of the modulating valve and
repeat the tests for initial pressure and for maximum 4. Lower the cab. Take care to ensure that the
pressure. hose assemblies are not trapped when the cab
is lowered.

5. Start the engine. Run the engine at low idle in

NEUTRAL.

6. Ensure that the parking brake is engaged and

press the service brake pedal.
RENR5124-04 121
Power Train
Testing and Adjusting Section

7. Observe the gauges. The gauge for the If the gauge for the upshift solenoid does not read
transmission oil pump pressure and for downshift the same value as the gauge for the transmission
solenoid (16) must read the same value. The oil pump pressure, there is a fault with the upshift
gauge for upshift solenoid (15) must read 0 kPa solenoid valve.
(0 psi).
If the gauge for the downshift solenoid is reading
If the gauge for the downshift solenoid does not the same value as the gauge for the transmission
read the same value as the gauge for the pressure oil pump pressure, there is a fault with the
at the transmission oil pump, there is a fault with downshift solenoid valve.
the downshift solenoid valve.
16. Stop the engine.
If the gauge for the upshift solenoid is reading
the same value as the gauge for the transmission 17. Raise the cab.
oil pump pressure, then there is a fault with the
upshift solenoid valve. 18. With the key start switch in the ON position, use
a tag wire to check that the solenoid coil of the
8. If the solenoid does not appear to function, upshift solenoid is energized. If the tag wire is
disconnect the connector for the solenoid valve. attracted to the solenoid coil, this indicates that
Check the resistance of the windings of the coil in the solenoid coil is energized.
the solenoid.
19. If the solenoid does not appear to function,
The resistance of the windings in the solenoid disconnect the connector for the solenoid valve.
should be 32.6Ω ± 1.6Ω. Check the resistance of the windings of the coil in
the solenoid.
If the resistance of the windings is outside the
specifications replace the solenoid. The resistance of the windings in the solenoid
should be 32.6Ω ± 1.6Ω.
9. Stop the engine and raise the cab.
If the resistance of the windings is outside the
10. With the key start switch in the ON position, use specifications replace the solenoid.
a tag wire to check that the solenoid coil of the
downshift solenoid is energized. If the tag wire is 20. Return the wiring harness to the correct solenoids.
attracted to the solenoid coil, this indicates that Disconnect the test gauges and lower the cab.
the solenoid coil is energized. If the tag wire does
not indicate that the solenoid coil is energized, the Testing and Adjusting the Individual
problem may be in the electrical circuit.
Valves for Clutch Engagement
11. Connect the wiring for the upshift solenoid to the
The correct engagement of the clutches in the
downshift solenoid and connect the wiring for the
transmission planetary is dependent upon the correct
downshift solenoid to the upshift solenoid.
operation and adjustment of the individual valve
in the pressure control valve of the transmission
12. Lower the cab. Take care to ensure that the
hydraulic control system.
hose assemblies are not trapped when the cab
is lowered.
Clutch engagement is dependent upon two factors,
the supply of pilot oil to the individual valves in the
13. Ensure that the parking brake is engaged and
pressure control valve and the supply of pressurized
press the service brake pedal.
oil for clutch engagement.
14. Start the engine. Run the engine at low idle in
The supply of pilot oil to the individual valves is
NEUTRAL.
controlled by the selector spool in the selector and
pressure control valve.
Note: The engine will be turning against the torque
converter and the transmission will shift to SEVENTH
The following tests are required in order to determine
gear.
the correct function of the individual valves for the
transmission clutches:
15. Observe the gauges. The gauge for the
transmission oil pump pressure and for the upshift
solenoid must read the same value. The gauge for • Maximum pressure in the transmission clutches
the downshift solenoid must read 0 kPa (0 psi).
• Initial pressure in the transmission clutches
• Pilot pressure to the individual valves
122 RENR5124-04
Power Train
Testing and Adjusting Section

Test the maximum pressure of the oil in the

transmission clutches. Refer to Systems Operation,
Testing and Adjusting, “Power Train Pressures”.

If there is no pressure in the transmission clutches,

there may be a problem with the pilot supply to the
pressure control valve.

Testing the Pilot Supply for Transmission

Clutches

Test the pressure of the pilot supply to the individual

valves. Refer to Systems Operation, Testing and
Adjusting, “Power Train Pressures”.

If there is no pilot supply pressure to the individual

valves, the neutralizer valve may not be functioning
correctly. Test the function of the neutralizer valve. If
the neutralizer valve is functioning correctly, there
may be a problem with the downshift solenoid or the
upshift solenoid.
g00808493
Illustration 152
If the neutralizer valve, the upshift solenoid and the
downshift solenoid are functioning correctly, there • The initial pressure for the transmission clutches
may be a blockage in the screen that is inside the may be incorrect.
selector spool.
• Load piston plug (20) may not be installed.
• Load piston orifice (21) may be blocked.
• Load piston (17) may be sticking within selector
piston (18).

• Load piston spring (19) may be broken or weak.

If problems occur with the engagement of
transmission clutches, it is first necessary to test the
primary pressures in the clutches. Refer to Systems
Operation, Testing and Adjusting, “Power Train
Pressures”.
g00810977
Illustration 151 If the initial pressures are correct and the load
piston plugs are installed correctly, the load piston
Remove the selector spool and clean the screen. orifice could be blocked. it will be necessary to
remove the modulating valve in order to inspect the
If the pilot supply to the individual valves is within internal components for damage or for blockages.
the specifications, load piston (17) or selector piston Disassembly and Assembly, RENR5139, “Power
(18) may be sticking, or load piston spring (19) may Train”
be weak or broken. Remove the individual valve
and inspect the components for damage. Refer to Testing and Adjusting the Initial Pressure For The
Disassembly and Assembly, RENR5139, “Power Transmission Clutches
Train”.
The problems that are listed above may also
If the pressure in the transmission clutch is lower contribute to providing an incorrect initial pressure.
than the specification, there are a number of possible
causes. If the initial pressure is too low, the load piston springs
may be incorrect, or the setting of the modulating
valve may be incorrect.
RENR5124-04 123
Power Train
Testing and Adjusting Section

If the initial pressure is too high, it is probable that

there is an incorrect load piston spring, or that the
setting of the modulating valve is incorrect.

Remove the modulating valve and inspect load

piston springs (19). Measure the rate of the springs.
Refer to Specifications, RENR5133, “Power Train” or
Specifications, RENR6733, “Power Train”.

If the rates of the springs are correct, shims (22) must

be added or removed from behind the load piston
spring. Refer to Table 26 for the correct shims to use
in order to adjust the initial pressure setting of the
modulating valve.

Table 26
Shims for the Pressure Control Valve
Pressure Change per Shim
Station (1) A B C E F G H
Engaged Clutch 3 1 2 5 4 6 7
Thickness of Shim Pressure Pressure Pressure Pressure Pressure Pressure Pressure
change change change change change change change
5J-2721 Shim
0.13 mm (0.005 inch) 16 kPa 14 kPa 20 kPa 17 kPa 14 kPa 17 kPa 17 kPa
(2.3 psi) (2.0 psi) ( 2.9 psi) (2.5 psi) (2.0 psi) (2.5 psi) (2.5 psi)
6J-3993 Shim
0.25 mm (0.01 inch) 32 kPa 28 kPa 41 kPa 35 kPa 28 kPa 33 kPa 33 kPa
(4.6 psi) (4.1 psi) (5.9 psi) (5.1 psi) (4.1 psi) (4.8 psi) (4.8 psi)
4M-1751 Spacer
0.41 mm (0.016 inch) 50 kPa 45 kPa 65 kPa 56 kPa 45 kPa 53 kPa 53 kPa
(7.3 psi) (6.5 psi) (9.4 psi) (8.1 psi) (6.5 psi) (7.7 psi) (7.7 psi)
5J-1036 Shim
0.80 mm (0.031 inch) 98 kPa 87 kPa 125 kPa 109 kPa 87 kPa 103 kPa 103 kPa
(14.2 psi) (12.6 psi) (18.2 psi) (15.8 psi) (12.6 psi) (14.9 psi) (14.9 psi)
(1) Station “D”is not used.

Table 27
Specifications and Identification of the Components of the Pressure Control Valve
Location of the Load A B C E F G H
Piston Body (1)
Thickness Of The 4.58 mm 2.54 mm 4.58 mm 4.58 mm 2.54 mm 4.58 mm 4.58 mm
Load Piston Orifice (0.180 inch) (0.100 inch) (0.180 inch) (0.180 inch) (0.100 inch) (0.180 (0.180
inch) inch)
Color of the Outer Light blue Light green Yellow color Light blue Light blue Light blue Light blue
Spring Of the Load color color color color color color
Piston
Color of the Inner Light green Light blue Light blue Yellow color Orange Light blue Light blue
Spring Of the Load color color color color color color
Piston
Size of the Decay 1.57 mm 1.98 mm 1.57 mm 1.98 mm 1.98 mm 1.57 mm
Orifice (0.062 inch) (0.078 inch) (0.062 inch) (0.078 inch) (0.078 inch) (0.062 -
inch)
Color of the Decay Green color Red color Green color Red color Red color Green -
Orifice color
(1) The location of the load piston body is identical to the location for the valve.
124 RENR5124-04
Power Train
Testing and Adjusting Section

Carry out the adjustment of the modulating valve and Table 28

repeat the tests for initial pressure and for maximum Engaged Clutches
pressure. Speed Range and Direction and Energized
Solenoids
i02270859 Eighth Speed Forward 2 and 5

Modulating Valve (Electronic Seventh Speed Forward 2 and 3

Clutch Pressure Control) - Test Sixth Speed Forward 1 and 2

Fifth Speed Forward 1 and 3
SMCS Code: 3139-081-EK2
Fourth Speed Forward 1 and 5
S/N: B1N1-799
Third Speed Forward 1 and 4
S/N: AWR1-Up Second Speed Forward 1 and 6
Refer to Systems Operation, Testing and Adjusting, First Speed Forward 4 and 6
“Machine Preparation for Troubleshooting” before you Neutral 6
perform any testing and adjusting or troubleshooting.
Reverse 3 and 6
Prior to starting with checks on the electronic clutch
pressure control valves, use Caterpillar ET in order The pressure test points for the transmission
to diagnose any fault codes that may be present. clutches are installed in the modulating valves for the
Refer to Systems Operation, Troubleshooting, electronic clutch pressure control. The modulating
Testing and Adjusting, RENR3442, “Power Train valves for the electronic clutch pressure control are
Electronic Control System” or Systems Operation, located on the lower left side of the transmission.
Troubleshooting, Testing and Adjusting, RENR8035,
“Power Train Electronic Control System”. Test the pressure of the oil in the transmission
clutches. Refer to Systems Operation, Testing and
After checking for fault codes, run a calibration of the Adjusting, “Power Train Pressures” for the correct
transmission. Refer to Systems Operation, Testing procedure to test the pressures in the transmission
and Adjusting, “Transmission - Calibrate”. clutches.

Testing The Modulating Valves If the transmission is observed to slip in one gear, a
transmission clutch may not be functioning correctly.
Use Table 28 in order to determine the transmission
clutch that may not be functioning correctly.

Testing The Solenoid Coil

Assembly
The function of the solenoids can be tested by
running a calibration of the transmission. It is
possible to monitor pressures in the clutches when a
calibration sequence is being run. The calibration will
also alert the operator to any faults that are detected
with the transmission clutches.

Illustration 153
g00790088 Note: The pressures that can be observed during
Modulating Valves (Electronic Clutch Pressure Control) a calibration are not the full pressures of a clutch
engagement. Use a 0 to 400 kPa (0 to 58 psi) gauge
to measure the pressures. From the pressures
that are observed, it is possible to determine if the
solenoid is functioning correctly, and if the solenoid is
allowing the clutches to fill with oil.
RENR5124-04 125
Power Train
Testing and Adjusting Section

Run a calibration of the planetary transmission and Transmission Latching Solenoid

observe the pressures of the oil in the clutches. Refer
to Systems Operation, Testing and Adjusting, “Power
AWR1-454
Train Pressures” and Systems Operation, Testing
and Adjusting, “Transmission - Calibrate”.

Note: The machine may attempt to lurch suddenly

during a calibration of the transmission. This is
normal. Ensure that the parking brake is engaged.
All persons except the operator must be clear of the
machine.

Observe the pressure for each clutch. If a pressure

rise is noted, the solenoid and the related electrical
circuit are functioning.

If a pressure rise is not noted, there may be a fault

with the solenoid or with the modulating valve. Illustration 154
g00790090

This test is carried out in order to determine if the 1. Start the engine and test the pressure in the
solenoid coil on the modulating valve is energized. latching rail for the transmission. Refer to Systems
Operation, Testing and Adjusting, “Power Train
If a pressure rise is not noted, use a tag wire to Pressures”.
check that the solenoid coil is energized. If the tag
wire is attracted to the solenoid coil, this indicates 2. Stop the engine. Remove the connector from the
that the solenoid coil is energized. The problem is in transmission latching solenoid.
the solenoid cartridge. The problem could be a bent
solenoid stem, a screen that is dirty or plugged, or a 3. Start the engine and observe the pressure. The
spring that is weak or broken. Repair the electronic pressure should have dropped to tank pressure. If
clutch pressure control modulating valve or replace the pressure has dropped, the solenoid is working
electronic clutch pressure control modulating valve. correctly. Shut off the engine.
If the tag wire does not indicate that the solenoid coil If the pressure in the latching rail does not change,
is energized, the problem is in the electrical circuit. the solenoid is not functioning correctly. Replace the
solenoid.
If the solenoid does not appear to function, disconnect
the connector for the solenoid. Check the resistance
of the windings of the coil in the solenoid. i02270846

The resistance of the windings in the solenoid should Modulating Valve (Torque
be 8.7Ω ± 0.4Ω. Converter Lockup Clutch) -
If the resistance of the windings is outside the Test
specifications replace the solenoid.
SMCS Code: 3139-081-VC
Reference: For additional information about the S/N: B1N1-799
electronic clutch pressure control valves, refer
to Systems Operation, Testing and Adjusting, S/N: AWR1-Up
“Modulating Valves (Electronic Clutch Pressure
Control)”. Refer to Systems Operation, Testing and Adjusting,
“Machine Preparation for Troubleshooting” before you
Reference: For additional information about perform any testing and adjusting or troubleshooting.
calibrating the transmission clutch solenoid
modulating valves, refer to Systems Operation, Prior to starting checks on the modulating valve for
Testing and Adjusting, “Transmission - Calibrate”. the torque converter lockup clutch, use Caterpillar
ET in order to diagnose any fault codes that
Reference: For additional information about electrical may be present. Refer to Systems Operation,
system troubleshooting, refer to Systems Operation, Troubleshooting, Testing and Adjusting, RENR3442,
Troubleshooting, Testing and Adjusting, RENR3442, “Power Train Electronic Control System” or Systems
“Power Train Electronic Contol System” or Systems Operation, Troubleshooting, Testing and Adjusting,
Operation, Troubleshooting, Testing and Adjusting, RENR8035, “Power Train Electronic Control System”.
RENR8035, “Power Train Electronic Control System”.
126 RENR5124-04
Power Train
Testing and Adjusting Section

Testing The Modulating Valve Reference: For additional information about the
modulating valve for the torque converter lockup
Test the pressure of the oil in the torque converter clutch, refer to Systems Operation, Testing and
lockup clutch. Refer to Systems Operation, Testing Adjusting, “Modulating Valves (Torque Converter
and Adjusting, “Power Train Pressures” for the Lockup Clutch)”.
correct procedure to test the pressure in the torque
converter lockup clutch. Inspect the area around the
i02567569
modulating valve for leakage.

The pressure test point for the torque converter

Interaxle Differential - Test
lockup clutch is installed in the modulating valve for SMCS Code: 3287-081
the torque converter lockup clutch. The modulating
valve for the torque converter lockup clutch is located The interaxle differential lock is controlled by the
on the upper left side of the transmission. solenoid and relief valve group that is mounted
on the transfer gear. The solenoid and relief valve
If the pressure in the torque converter lockup clutch group features a solenoid valve that controls the oil
is insufficient, or there is no pressure in the torque pressure to the interaxle differential lock and to the
converter lockup clutch, it will be necessary to check solenoid valve that controls the oil pressure to the
the operation of the solenoid coil. axle differential locks. A relief valve is also included in
the solenoid and relief valve group in order to regulate
Testing The Solenoid Coil the maximum oil pressure to the differential locks.
Assembly Refer to Systems Operation, Testing and Adjusting,
“Machine Preparation for Troubleshooting” before you
This test is carried out in order to determine if the
perform any testing and adjusting or troubleshooting.
solenoid coil on the modulating valve for the torque
converter lockup clutch is energized.
Prior to starting with checks on the interaxle
differential, use Caterpillar ET in order to diagnose
Test for a rise in the pressure of the oil in the torque
any fault codes that may be present. Refer to Systems
converter lockup clutch when the clutch is selected.
Operation, Troubleshooting, Testing and Adjusting,
Refer to Systems Operation, Testing and Adjusting,
RENR3442, “Power Train Electronic Control System”
“Power Train Pressures”.
or Systems Operation, Troubleshooting, Testing
and Adjusting, RENR8035, “Power Train Electronic
If a pressure rise is noted, the solenoid and the
Control System”.
related electrical circuit are functioning.

If a pressure rise is not noted, use a tag wire to Testing The Oil Supply To the
check that the solenoid coil is energized. If the tag Interaxle Differential
wire is attracted to the solenoid coil, this indicates
that the solenoid coil is energized. The problem is in
the solenoid cartridge. The problem could be a bent
solenoid stem, a screen that is dirty or plugged, or a
spring that is weak or broken.

If the tag wire does not indicate that the solenoid coil
is energized, the problem is in the electrical circuit.

If the solenoid does not appear to function, disconnect

the connector for the solenoid valve. Check the
resistance of the windings of the coil in the solenoid.

The resistance of the windings in the solenoid should

be 8.7Ω ± 0.4Ω.
g00790900
Illustration 155
If the resistance of the windings is outside the
specifications replace the solenoid. Test the supply pressure for the transfer gear at test
point (1). Refer to Systems Operation, Testing and
Adjusting, “Power Train Pressures”.
RENR5124-04 127
Power Train
Testing and Adjusting Section

Note: For some 735 Articulated Trucks, the test If the tag wire does not indicate that the solenoid coil
lines are disconnected from the test points on the is energized, the problem may be in the electrical
machine. Refer to Testing and Adjusting, “General circuit.
Troubleshooting Information” for information about
disconnected test lines. Test lines on machines Test the interaxle differential lock. If the solenoid
that have test lines that are disconnected as does not function correctly, the problem may lie with
standard need to have the test lines returned to the switch for the interaxle differential lock or with the
the disconnected condition on completion of the wiring harness of the machine.
test procedure.
If the solenoid does not appear to function, disconnect
Select the interaxle differential lock and test the the connector for the solenoid valve. Check the
pressure of the oil at test point (1). Refer to Systems resistance of the windings of the coil in the solenoid.
Operation, Testing and Adjusting, “Power Train
Pressures”. The resistance of the windings in the solenoid should
be 32.6Ω ± 1.6Ω.
If both pressures are below the specification, it
is possible that relief valve (3) is not functioning If the resistance of the windings is outside the
correctly. Replace the relief valve and test the oil specifications replace the solenoid.
pressures again.
Pressure In The Interaxle
Testing The Solenoid Differential Lock
If the solenoid and relief valve group is functioning
correctly and the pressure to the interaxle differential
is correct, a failure of the interaxle differential to lock
could be due to leakage past the seals of the clutch.
A failure could also be a result of damage to the
internal components of the interaxle differential.

Inspect the oil filter and the magnetic screen for

debris that may indicate damage to the internal
components of the clutch for the interaxle differential.
Refer to Systems Operation, Testing and Adjusting,
“Visual Inspection”.

g00790937
Illustration 156 i02567570

To test the function of solenoid (2) in the solenoid Differential - Test

and relief valve group, run the engine at low idle
and test the pressure at test point (1). Refer to SMCS Code: 3258-081
Systems Operation, Testing and Adjusting, “Power
Train Pressures”. Observe the gauge and select the
interaxle differential lock.

If a rise in the pressure is noted, then the solenoid is

allowing oil to the interaxle differential lock.

If a pressure rise is noted, the solenoid and the

related electrical circuit are functioning correctly.

If there is no rise in the pressure, then the solenoid

plunger is not moving.

If a pressure rise is not noted, use a tag wire to

check that the solenoid coil is energized. If the tag g00791564
Illustration 157
wire is attracted to the solenoid coil, this indicates
that the solenoid coil is energized. The problem is in
the solenoid cartridge. The problem could be a bent
solenoid stem, a screen that is dirty or plugged, or a
spring that is weak or broken.
128 RENR5124-04
Power Train
Testing and Adjusting Section

The axle differential locks are controlled by solenoid

valve (1) that is mounted on solenoid and relief valve
group (2). The solenoid valve controls the flow of
the oil from the solenoid and relief valve group to
the clutches for the axle differential locks when the
solenoid is activated.

Refer to Systems Operation, Testing and Adjusting,

“Machine Preparation for Troubleshooting” before you
perform any testing and adjusting or troubleshooting.

Prior to starting with checks on the axle differentials,

use Caterpillar ET in order to diagnose any fault
codes that may be present. Refer to Systems
Operation, Troubleshooting, Testing and Adjusting, g00791640
RENR3442, “Power Train Electronic Control System” Illustration 158
or Systems Operation, Troubleshooting, Testing
and Adjusting, RENR8035, “Power Train Electronic 1. Disconnect line (3) from the elbow in the front axle
Control System”. and insert 6V-9508 Face Seal Plug into the line.

Visually inspect the lines to the axle differentials

and inspect the components of the control system.
Inspect the oil in the system for the transfer gear and
the differential locks. Refer to Systems Operation,
Testing and Adjusting, “Visual Inspection”.

Testing The Oil Supply To The Axle

Differentials
The axle differential locks can only be selected if
the interaxle differential lock is also selected. Oil
to the solenoid valve for the axle differential locks
is supplied by the solenoid valve for the interaxle g00791644
differential lock. Both the solenoid valves are located Illustration 159
in the solenoid and relief valve group that is mounted
on the transfer gear. 2. Disconnect line (4) and insert a suitable
adapter and a suitable hose from the 1U-5482
Test the supply pressure to the solenoid and relief Pressure Adapter Group into the line. Attach the
valve group. Refer to Systems Operation, Testing opposite end of the hose assembly to one of the
and Adjusting, “Interaxle Differential - Test”. 0 to 3400 kPa (0 to 580 psi) pressure gauges in
the 1U-5481 Pressure Gauge Group.
Test the operation of the solenoid in the solenoid
and relief valve group. Refer to Systems Operation,
Testing and Adjusting, “Interaxle Differential - Test”.

If oil is being supplied to the solenoid valve, test the

solenoid valve for correct operation.

Testing the Solenoid

To test the solenoid valve that controls the axle
differentials, test the pressure of the oil supply to the
solenoid valve and test the pressure of the oil supply
from the solenoid valve to the axle differentials.

The solenoid valve for the axle differentials is located Illustration 160
g00791651
above the oil filter for the transfer gear on the inside
of the front frame assembly.
RENR5124-04 129
Power Train
Testing and Adjusting Section

3. Install the correct hose assembly from the If the resistance of the solenoid windings is within the
1U-5482 Pressure Adapter Group on test point specifications, the problem may lie with the switch for
(5). Attach the opposite end of the hose assembly the axle differential locks or with the wiring harness
to one of the 0 to 3400 kPa (0 to 580 psi) pressure of the machine.
gauges in the 1U-5481 Pressure Gauge Group.

Note: For some 735 Articulated Trucks, the test

Testing The Pressure In The Axle
lines are disconnected from the test points on the Differential Locks
machine. Refer to Testing and Adjusting, “General
Troubleshooting Information” for information about Test the pressures for the individual axle differential
disconnected test lines. Test lines on machines locks. Refer to Systems Operation, Testing and
that have test lines that are disconnected as Adjusting, “Power Train Pressures”.
standard need to have the test lines returned to
the disconnected condition on completion of the If the pressure in an individual axle differential lock
test procedure. is observed to be lower than the specification, there
may be an internal leak in the axle. Check the level
4. Start the engine and operate the engine at low of the oil in the axle. Refer to the Operation and
idle. Select the interaxle differential lock. Observe Maintenance Manual. If the level of the oil in the axle
the pressure gauges. The gauge that is connected is higher than the specification, there may be a leak
to line (4) should not read a pressure. With the in the seals on the piston of the axle differential lock
oil at normal operating temperature, the correct or there is a leak in the lines for the axle differential
pressure must be displayed on the gauge that lock that are inside the axle. Repair the seals or
is connected to test point (5). Refer to Systems repair the damaged line.
Operation, Testing and Adjusting, “Power Train
Pressures”. If the pressure in an individual axle differential lock
is observed to be within the specification, the piston
5. Select the axle differential locks. The pressure in the axle differential lock clutch may be sticking
that is displayed on the gauge that is connected or there may be damage to the plates and to the
to the line (4) must rise to the same value as the disks in the axle differential lock. Inspect the oil in
pressure that is displayed on the gauge that is the axle for debris that may indicate damage to the
connected to test point (5). axle differential lock. Refer to Systems Operation,
Testing and Adjusting, “Visual Inspection”. Debris in
If the same pressure is displayed on both gauges, the oil may indicate damage to the axle differential.
the solenoid valve is functioning correctly. Remove the axle differential and inspect the axle
differential for damage. Refer to Disassembly and
The solenoid valve is not functioning correctly if Assembly, RENR5138, “Differential - Disassemble
a pressure is not displayed on the gauge that is and Assemble”.
connected to the solenoid valve.

If a pressure rise is not noted, use a tag wire to check

that the solenoid coil is energized. If the tag wire is
attracted to the solenoid coil, this indicates that the
solenoid coil is energized. The problem is in the
solenoid valve. The problem could be a bent solenoid
stem, a screen that is dirty or plugged, or a spring
that is weak or broken.

If the tag wire does not indicate that the solenoid coil
is energized, the problem may be in the electrical
circuit.

If the solenoid does not appear to function, disconnect

the connector for the solenoid valve. Check the
resistance of the windings of the coil in the solenoid.

The resistance of the windings in the solenoid should

be 32.6Ω ± 1.6Ω.

If the resistance of the solenoid windings is outside

the specifications replace the solenoid.
130 RENR5124-04
Power Train
Index Section

Index
D Modulating Valve (Torque Converter Lockup
Clutch) ................................................................. 28
Differential - Test.................................................. 127 Modulating Valve (Torque Converter Lockup Clutch) -
Testing The Oil Supply To The Axle Test .................................................................... 125
Differentials .................................................... 128 Testing The Modulating Valve .......................... 126
Testing The Pressure In The Axle Differential Testing The Solenoid Coil Assembly................ 126
Locks.............................................................. 129
Testing the Solenoid......................................... 128
Differential (Center Axle) ....................................... 53 O
Differential (Front and Rear Axle).......................... 56
Differential Troubleshooting................................... 77 Oil Filter (Transmission) ........................................ 36
The Axle Differential On One Or More Axles Will Operational Checks ............................................... 66
Not Lock When The Differential Lock Switch Is Output Transfer Gears..................................... 47–48
Engaged........................................................... 78 Output Transfer Gears Lubrication System ........... 34
The Axle Differentials Will Not Lock When The Axle
Differential Locks Are Engaged........................ 77
P

F Power Train Electronic Control System ........... 16, 19

Electronic Control Module............................ 18, 22
Final Drive ............................................................. 58 Power Train Electronic Control System ....... 17, 21
Sensors In The Power Train ........................ 18, 22
Power Train Hydraulic System ........................... 7, 11
G Output Transfer Gears and Differentials ...... 10, 15
Torque Converter and Transmission .................. 12
General Information............................................. 5–6 Transmission Hydraulic System........................... 8
Tractor Arrangement........................................ 5–6 Power Train Pressures .................................... 79, 89
Trailer Arrangement ......................................... 5, 7 Oil Pressures For The Torque Converter ........... 81
General Troubleshooting Information .................... 59 Output Transfer Gears and Differential Lock
Test Points and Locations .................................. 60 Pressures ................................................. 85, 101
Graphic Color Codes ............................................... 4 Pressure for Transmission Lubrication .............. 82
Pressures For The Transmission Hydraulic Control
System ....................................................... 82, 93
I Specifications For The Oil Pressures In The Power
Train ......................................................... 88, 104
Important Safety Information ................................... 2 Torque Converter Pressures .............................. 89
Interaxle Differential......................................... 49, 51
Interaxle Differential - Test................................... 126
Pressure In The Interaxle Differential Lock...... 127 R
Testing The Oil Supply To the Interaxle
Differential ...................................................... 126 Relief Valve (Transmission Hydraulic Control) ...... 32
Testing The Solenoid ....................................... 127
Interaxle Differential Troubleshooting .................... 76
The Interaxle Differential Does Not Disengage.. 77 S
The Interaxle Differential Does Not Engage ...... 76
Systems Operation Section ..................................... 4

M
T
Machine Preparation for Troubleshooting ............. 59
Modulating Valve (Electronic Clutch Pressure Table of Contents..................................................... 3
Control) .......................................................... 29, 31 Testing and Adjusting ............................................ 79
Modulating Valve (Electronic Clutch Pressure Testing and Adjusting Section ............................... 59
Control) - Test .................................................... 124 Torque Converter............................................. 24, 26
Testing The Modulating Valves ........................ 124
Testing The Solenoid Coil Assembly................ 124
Transmission Latching Solenoid AWR1-454.... 125
RENR5124-04 131
Power Train
Index Section

Torque Converter Troubleshooting ........................ 66

The Machine Will Not Move With A Full Load.... 68
The Torque Converter Lockup Clutch Does
Not Disengage and the Engine Dies at Low
Speed............................................................... 67
The Torque Converter Lockup Clutch Does Not
Engage............................................................. 67
The Torque Converter or the Transmission is
Overheating...................................................... 66
Transmission - Calibrate....................................... 114
Calibration of the Transmission Planetary
Clutches .......................................................... 114
Transmission Hydraulic Control....................... 41, 45
Transmission Hydraulic Control - Test and
Adjust.................................................................. 115
Testing the Transmission Clutches .................. 120
Torque Converter .............................................. 117
Transmission Hydraulic Control System ........... 115
Transmission Oil Cooler ........................................ 34
Transmission Oil Pump ......................................... 33
Transmission Oil Supply ....................................... 112
Pressure In The Transmission Hydraulic Control
System ............................................................ 112
Transmission Planetary ................................... 37, 39
Transmission Planetary Troubleshooting .............. 68
Troubleshooting the Transmission ..................... 69
Troubleshooting The Transmission Calibration.. 73
Transmission Shift Points - Test ................... 108, 110
Troubleshooting..................................................... 59

Visual Inspection ................................................... 64

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