721F - 821F - 921F

6 - TRANSMISSION

CONTENT

Page

TRANSMISSION LAYOUT 2

DRIVE PATH 6

HYDRAULIC CIRCUIT & COMPONENTS 11

ELECTRONIC CONTROL 16

ELECTRICAL COMPONENTS 18

SHIFTING AND CALIBRATION PROCESS 20

ELECTRICAL CIRCUIT 22

TORQUE CONVERTER LOCKUP OPERATION 26

FRONT AXLE DIFFERENTIAL LOCKUP CIRCUIT 26

POWERINCH ( ICCO) 26

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6 - TRANSMISSION 721F - 821F - 921F
TRANSMISSION LAYOUT
4
921F

3
2
6

721F
1 5
821F
4

Item DESCRIPTION
1 Engine
2 Transmission
3 Torque converter
4 Transmission cooler
5 Rear Axle
6 Front Axle

The 3 models can be equipped with a 4 or 5 gears ZF transmission, and also with optional heavy duty axles for the
721F and 821F. The 721F and 821F axles get limited sleep differentials or as an option a differential lock on the
front axle and an open differential for the rear axle.
Transmission 721F 821F 921F
4 4F/3R Proportional with Electronic Control Module torque sensing autoshift/manual shift and modula-
Speeds tion. Gear with helical cut. Adjustable decluch by pressure switch.
Maker / type ZF / 4WG 190 ZF / 4WG 210 ZF / 4WG 210
Gear Forward Reverse Forward Reverse Forward Reverse
ratio 1st 3.745 3.551 3.754 3.551 4.152 3.937
2nd 2.184 2.071 2.184 2.071 2.184 2.071
3rd 1.072 1.017 1.072 1.017 1.072 1.017
4th 0.636 NA 0.636 NA 0.636 NA

Torque converter 2.845:1 2.283:1 2.283:1

Stall ratio (4 speeds)
5 5F/3R Proportional with Electronic Control Module torque sensing autoshift/manual shift and modula-
Speeds tion. Gear with helical cut. Variable declucth by potentiometer on the brake pedal.
Maker / type ZF / 5WG 190 ZF / 5WG 210 ZF / 5WG 210
Gear Forward Reverse Forward Reverse Forward Reverse
ratio 1st 3.921 3.718 3.921 3.718 3.921 3.718
2nd 2.255 2.138 2.255 2.138 2.255 2.138
3rd 1.466 0.894 1.466 0.894 1.466 0.894
4th 0.942 0.942 0.942
5th 0.613 0.613 0.613
Torque converter 2.315:1 2.315:1 2.240:1
Stall ratio (5 speeds)

STALLS Hydraulic, Transmission and Combined : see section1 page 5.

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721F - 821F - 921F 6 - TRANSMISSION
AXLES

Base Axles
Limited Slip – front/rear. Same feature as latest tier 3 models.

LS differential

Differential with lockup

Open differential

Optional Axles
Open differential – front/rear. Optional hydraulic
locking front differential.

Axles 721F 821F 921F

Front Rear Front Rear Front Rear
ZF model MT- L-3085-II L-3075-II L-3095-II L-3085-II L-3105-II L-3095-II
Diffl ratio 3.364 3.182 4.11 4.11 4.11 4.11
Planetary ratio 6.000 6.400 6.00 6.00 6.00 6.00
Final axle ratio 20.18 20.36 24.67 24.67 24.67 24.67
Differential (standard) Limited slip with 72.5 %, transfert on front and rear Open Open
Differential (option) Differential Open Differential Open Differential Open
lock lock lock
Planetary Outboard Outboard Outboard
Service Hydraulically actuated, maintenance-free multiple wet disc w/accumulator to all four wheels
Brakes
Brake surface area / hub 0.38 m2 0.38 m2 0.465 m2 0.38m2 0.542 m2 0.465 m2

Brake pressure (bar) 76 - 83 74 - 81 78 - 88 76 - 86 78 - 88 76 - 86

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6 - TRANSMISSION 721F - 821F - 921F

HYDRAULIC DIFFERENTIAL LOCK (option)

It is integrated into the drive line management

The automatic activation of the differential

lock (panel switch selection by the operator) is
based on transmission output speed, output tor-
que level and output speed and torque gradient.

The automatic activation combines the advanta-

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

The manual activation is done by depressing a

floor switch.
The actuation during power transfer is possible.

LIMITED SLIPPED DIFFERENTIAL (stan-

dard)

Front and rear axles:

possible transfert of torque up to 72,5% of
available torque to wheel with traction.

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721F - 821F - 921F 6 - TRANSMISSION

TRANSMISSION LAYOUT

6
18
10 9
7 15 16

14
17

19

11 2

12
3

13

1 Transmission 4WG
2 Engine, intermadiate, turbine speed sensors
3 Ground speed sensor
4 Filter restriction switch
5 Proportionnal solenoid valve and temp. sender
6 AIC
7 Transmission shifter
8 Quick Down switch (not shown)
9 Declutch switch (4 gear transmission) or Torque convertor Lock up switch (5 gear transmission)
10 Auto mode switch
11 ICCO : Intelligent Clutch Cut Out done by a potentiometer on the brake pedal on 5 gear transmission
12 Electronic control module (EST37)
13 Power supply (fuse ECA F1 and fuse ECC F10)
14 CAN BUS for information transfert
15 FNR switch
16 FNR enable switch
17 Declutch pressure switch (on 4 gear transmission)
18 Front differential lockup (option)
19 Torque converter outlet temperature sensor (AIC menu info 3, first line)

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6 - TRANSMISSION 721F - 821F - 921F
4WG TRANSMISSION

12
1
11

10 KR

2
16
17
3

KV

9
4
K2

K1 K3

15 5

6
Optional Torque
Convertor lockup
14

K4
7
13 8

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

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

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

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4WG TRANSMISSION DRIVE PATH

K1

K4
E ng in e
sp ee d
se nso r

KR

KV

Inte rm .
sp ee d
se nso r
K2

T u rb ine
sp ee d
se nso r
K3

G ro un d
K1 sp ee d
se nso r

K4

KR

FW 1st

KV

K2

K3

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WG TRANSMISSION DRIVE PATH

RV 1st

K1

K4

KR

FW 2nd

KV

K2

K3

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721F - 821F - 921F 6 - TRANSMISSION
WG TRANSMISSION DRIVE PATH

K1

RV 2nd K4

KR

KV

K2

K3

K1

K4

KR

FW 3rd

KV

K2

K3

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6 - TRANSMISSION 721F - 821F - 921F
WG TRANSMISSION DRIVE PATH
K1

K4

RV 3rd

KR

KV

K2

K3

K1

K4

KR

FW 4th

KV

K2

K3

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HYDRAULIC CIRCUIT & COMPONENT

OIL TYPE AND SERVICE

The 4WG 190 & 210 transmissions receive Case AKCELA No 1 15W - 40, or Case NEXPLORE
If the machine is new or the transmission has been replaced or rebuilt, change the oil and replace the filter after the
first 100 hours of operation. After that change the oil and the filter every 1000 hours.
A clutch calibration procedure must be carried out at the first 250h and every 1000h.
TRANSMISSION HYDRAULIC PUMP (1)
The transmission hydraulic pump is a gerotor type hydraulic pump. It is mounted to the stator housing and spins
with the input shaft pump wheel drive assembly. It is rated at 80 l/mn (2000 RPM). These ratings are the mini-
mum acceptable flow ratings at low engine RPM’s. Flows below these ratings could cause the transmission to shift
rough, have poor modulation, and possibly fail to operate. The pump is rated high enough to supply enough oil to
operate the system even at lower idle engine speeds.
TRANSMISSION FILTER (2)
The transmission hydraulic filter is located on the rear outside cover of the transmission. It filters the oil down to a
rating of 10 micron. Oil and filter change interval is set at every 1000 hours of operation or yearly. If the machine is
new the first oil and filter change should occur after the first 100 hours of engine operation.
The transmission incorporates a filter bypass (F) that opens at 70 PSI of differential oil pressure. It is located in the
head of the filter base. The bypass will also function if the oil is cold.
TRANSMISSION CONTROL VALVE
The transmission control valve directs the flow of oil into the appropriate clutches at the appropriate time to drive
the machine. The valve is located on the back cover of the transmission.
The transmission control valve consists of six solenoids and 12 spools used to control the flow of oil into the requi-
red clutches to drive the transmission. The six large spools are control spools, directing the flow of oil into each
clutch pack. The six small spools are dampening spools, used to modulate the shifting of the main control spools
to allow for smooth shifting between gears.
The control valve also has two more spools located inside of the assembly. The largest spool in the control valve is
the Main Pressure Spool (system pressure valve). It sets the regulated pressure at 16 to 18 bars. Main regulated
pressure is used to lock up the clutch packs inside the transmission. The second smaller spool, is the Pressure
Reducing Valve. It reduces the main regulated pressure down to 9 bars . The pilot oil is used to shift the spools
inside the transmission control valve. There is no adjustment for either the main or pilot control spools. If it is not
within the specification limits the spools and springs must be replaced.

3 Main pressure valve (16 + 2bars)

1 2
4 Pressure reducing vale (9bars)
11 PWM solenoid valve housing
12 Harness connector
13 Cover
14 Valve assembly
16 Intermediary plate
D Dumper spool
G Control spool 3 11
4
Y Proportionnal valve

12

G D

13

11
14

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6 - TRANSMISSION 721F - 821F - 921F
HYDRAULIC CIRCUIT
57

G
K2

65
Y6

2
D

4
B
53

G
KV

1
F
Y5
D

3
T

51
B

5
58

G
K3

9
Y4
D

52
7
B

16
56

T 63
G
K1

Y3
D
B

8
55

G
KR

Y2
D
B
60

G
K4

Y1
D
B
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721F - 821F - 921F 6 - TRANSMISSION
HYDRAULIC CIRCUIT
1 Pump 2 Filter (without internal bypass)
3 Main relief valve (16 + 2 bars) 4 Pressure reducing valve (9 bars)
5 Converter inlet relief valve 6 Torque converter
7 Converter outlet back pressure valve 8 Cooler
9 Transmission lubrication 15 Plug for output converter temperature
16 Plug for lubrication pressure test 51 Converter inlet pressure
52 Converter outlet pressure 53 Forward clutch pressure (16-18 bars)
55 Reverse clutch pressure (16 - 18 bars) 56 1st gear clutch pressure (16 - 18 bars)
57 2nd gear clutch pressure (16 -18 bars) 58 3rd gear clutch pressure (16 - 18 bars)
60 4th gear clutch pressure (16 - 18 bars) 63 Converter outlet temperature (maxi 120°C)
65 Main pressure (16 - 18 bars) 67 TC lockup pressure test port
G Clutch spool H TC lockup proportional valve
Y1 4th gear proportional solenoid valve Y2 RV gear proportional solenoid valve
Y3 1st gear proportionnal solenoid valve Y4 3rd gear proportional solenoid valve
Y5 FW gear proportional solenoid valve Y6 2nd gear proportional solenoid valve

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

F
Filter pressure switch and
by-pass
H
The transmission includes a
spool working as a differential
by-pass. P

The spool operates a mecani-

cal switch to inform the EST37.
J
M
F By-pass spool
H Switch L
J Filter inlet
K Filter outlet
L To main relief spool 16b K
M From main relief outlet
P To torque converter

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 6 - 14

6 - TRANSMISSION
K4 KR K1 K3 KV K2

B D B D B D B D B D B D
60 55 56 58 53 57

G G G G G G

Y1 Y2 Y3 Y4 Y5 Y6

4
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3
65

Torque converter lockup

proportional solenoid valve
63
supplied by the EST37 trans-
mission controller

WITH TORQUE CONVERTER LOCKUP

HYDRAULIC CIRCUIT
F 2
51
67 T
H
5

721F - 821F - 921F

8 7 52 6
1

9
16
721F - 821F - 921F 6 - TRANSMISSION

Thermal by pass of the transmission cooler:

A transmission cooler by pass valve is installed to
maintain oil temperature within optimal range.

In cold weater operation it causes oil temperature

to raise quickly and be mainted above the lower
recommended oil temperature range. This allows
a good lubrication of the clutches at the top of the
transmission.(Forward and Reverse clutches)

SPECIFICATION AND TEST POINTS

SPECIFICATIONS
Recommanded oil: Case Nexplore
Main Pressure 16 to 18 bars
Pilot pressure (no test point) 9 to 11 bars
Lub pressure 0 to 1.8 bar
Converter inlet pressure (maximum acceptable reading) 9 bars (be increased at 11bar)
Converter outlet pressure(maximum acceptable reading) 3.5 bars (be increased at 4.3 bar)
Difference between inlet and outlet in normal operating conditions 1.2 to 1.8 bar
Clutch lockup pressure 16 to 18 bars
Oil operating temperature 80 to 100 °C

Items test point Diam

65 Main pressure M10 65 51
53 KV FW M10
55 KR RV M10
56 K1 1st M10
57 K2 2nd M10 69
58 K3 3rd M10
60 K4 4th M10
51 Converter inlet M10 57
52 Converter outlet M14 60
69 Not installed
15 Cooler inlet 1- 5/16
16 Cooler outlet 1 5/16 53 55

58 56

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6 - TRANSMISSION 721F - 821F - 921F
GENERAL ELECTRIC INFORMATION

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

Engine speed Auto / Manual

sensor mode switch

Turbine speed Declutch

sensor switch
TRANSMISSION
ELECTRONIC
Intermediate CONTROL Declutch brake
speed sensor MODULE switch
EST37

Filter restric- Brake pedal

tion switch potentiometer
(5 speed)

Valve oil tem- Torque conver-

perature ter tempera-
ture

Differential Differential
lock switch lock switch

Differential
CAN BUS
lock solenoid

Torque conver-
Transmission ZF Diagnostic Ride control Backup alarm
ter lockup
PWM solenoid connector relay relaiy
solenoid

The ZF transmissions incorporates a solid state Electronic Control Module (ECM). The ECM monitors system
functions and controls the shifting of the transmission. The diagram on this page is a system flow chart illustra-
ting inputs and outputs to and from the transmission ECM.

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

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721F - 821F - 921F 6 - TRANSMISSION
TRANSMISSION CONTROL MODULE

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

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

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

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

DECLUTCH BRAKE PRESSURE 38

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

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

The turbine speed sensor (28) is

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

The intermediate speed sensor (27) 26 27 28

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

The resistance of these three speed

sensors should be 945 to 1155 OHMS
at 20 degrees Celsius

The output speed sensor (25) is lo-

cated on the back of the transmission
right behind the oil filter. It is used to
monitor the transmission output shaft
speed to help determine the load on
the transmission and assist in deter-
mining the appropriate shift points.
This information is then relayed to the
information center where the machine
MPH/KPM are displayed on the ins-
trument cluster. The transmission out
put sensor was designed to read Hz
with a 24 volt supply the sensor would
25
read 2hz to 5 Khz depending on the
transmission out put speed.

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

Torque Converter Temperature Sensor (30)

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

Oil Temperature Sensor (1)

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

Filter Restriction Switch (29)

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

Transmission Solenoids PWM. (2)

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

Torque converter lockup solenoid (21)

On machine equipped with torque converter lockup.
The solenoid is installed on the cover of the ttransmission valve
Resistance: unknown
21

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6 - TRANSMISSION 721F - 821F - 921F

PROPORTIONAL VALVE

Cu rren t Co n n ectio n
C lu tch N e u tra l : at 100 m A
C lu tch A ctive : at 500 m A

S E C TIO N B - B (N F S, BO O ST ER Valv e)

P re ssu re re g u la to r p a rt

S cre e n Filte r
(to Ta n k)

EXAM PLE O F F ILL PR ESSU R E AN D C U R R EN T AS F U N C T IO N O F T IM E

S cre e n Filte r

(TO N FS )

K 1 (p ress)
(9 b a r)
K 2 (p ress)

9 bar
Am p2 Am p1
O p e ra tin g p re ssu re
(TO N FS )

SHIFT MANAGEMENT DOWN-SHIFT

Input speed

Offgoing clutch
Pressure

Oncoming clutch

Fast filling
Fill compensation Slipping phase Take over New gear

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721F - 821F - 921F 6 - TRANSMISSION

SHIFT MANAGEMENT UP - SHIFT

Input speed

O ffg oin g c lu tc h
Pressure

Oncoming clutch

Fast filling
Fill compensation Take over Slipping phase New gear

CLUTCH CALIBRATION FILL

Fast fill time

Clutch Filling depending on
- Size of clutch
Fills Clutch
Cham ber - Clutch gap
Pressure

Compensating Time
Compensating pressure
Fast Fill Time
depending on tolerances in
M oves P iston - Pressure regulator
Tow ards Discs - Booster valve
- Clutch spring
- Clutch seal ring
Fill Fast
Pressure

Time

Compensating pressure

AEB Calibration; Correct Filling Volume and Pressure

Racine / Monthyon Training centers 6 - 21

6 - TRANSMISSION 721F - 821F - 921F
TRANSMISSION ELECTRICAL CIRCUIT

CAB SIDE TRANSMISSION CONTROLS (4 speed transmission)

Codes 4292 4293 4294 are for a faulty

circuit of the indicator (lamp) located
inside the FNR enable switch

IUNSWITCH EDPOWER

IGN POWER

ILLUM POWER

A A
ECA F1 ECC - F10
7.5 AMP
10 Amp
TRANS ECM
TRANS ECM
-

B B 49_R S-0.8
0_B17 Bk-0.8

19T_A Or-0.8
10
7 7
8 8
9
TECM TRANS
6
FUSED BATTERY PWR 23 5
10 10 19A_E Or-0.8 FUSED BATTERY PWR 68 1
1
8 8 49_H S-0.8
4
7 7 0_DAP S-0.8 3
3
1 57 2
GND_CAB 2
6 8 (not used with

25G_B LU-0.8
5 4 gear transmission) DECLUTCH SWITCH
4 TC LOCKUP SWITCH 21 22A DU -0.8
9 9 32J_C Y-0.8 5 TRANS_ENABLE_LIGHT
3 3 26E LU-0.8 31 TRANS_ENABLE_SIGNAL DECLUTCH
2 2 19A_D Or-0.8 DECLUTCH_SWITCH 66

B A
B A
PRESSURE
TRANSMISSION ENABLE SWITCH SWITCH

JOYSTICK

KICK
DOWN
R PINK
BROWN 5 32J_E Y-0.8
5
6 6 25Y_B LU-0.8 22 TRANS_KICKDOWN_SIG
N 1 1 19A_C Or-0.8
YELLOW 2 26F_B LU-0.8
2 20 FNR_FORWARD_SIGNAL
4 4 26R_B LU-0.8 30 FNR_REVERSE_SIGNAL
F PURPLE 3 3 26N_B LU-0.8 44 FNR_NEUTRAL_SIGNAL
CAN_H 25 CAN_HD Y-0.8 49S S-0.8
F-N-R SWITCH CAN_L 26 CAN_LD G-0.8 0_B17 Bk-0.8
BLACK A A
GREEN B B 25W LU-0.8 65 3RD_AND_4TH_GEAR_SIGNAL 10
BLUE C C 25Z LU-0.8 63 1ST_AND_4TH_GEAR_SIGNAL 7
7
D D 25Y LU-0.8 8 8
TRANS. SHIFTER
9
RED A A 19A_H Or-0.8 45 CAB_SWITCHED_PWR 6
YELLOW B B 25F LU-0.8 43 FORWARD_SIGNAL 5
PINK C C 25R LU-0.8 64 REVERSE_SIGNAL 4
GREY D D 25T_B LU-0.8 67 NEUTRAL_SIGNAL 1
TRANS_AUTO_SIGNAL 29 25H LU-0.8 3 3
19A Or-0.8 2 2
DIAG_TECM_GRND 1 0_DP Bk-0.8
DIAG_TECM_GRND 2 0_DQ Bk-0.8 TRANSMISSION/AUTO SWITCH
GND_CAB
SHIFTER GND_CAB

6 - 22 Racine / Monthyon Training centers

721F - 821F - 921F 6 - TRANSMISSION
TRANSMISSION ELECTRICAL CIRCUIT

MACHINE SIDE TRANSMISSION CONTROLS (4 speed transmission)

IGN POWER
A
ECA F 1
7.5 AMP
TRANS ECM
-

TECM TRANS EST37

OUTPUT C 3 19A Or-1.0 29 29 19A_M Or-0.8
SPEED B 2 25D LU-1.0 10 10 25D_A LU-0.8 62 62 OUTPUT_SPEED_SIGNAL
SENSOR A 1 0_HE Bk-1.0 28 28 0_DN Bk-0.8 4 4 OUTPUT_SPEED_SENSOR_GRND

TRC TRANS_CONTROL CLUTCH # 15 15

1 TRANS_SOL_VALVE_Y1 K4 25K LU-0.8 16 16 25K_A LU-0.8 56 56 TRANS_SOL_VALVE_Y1
2 TRANS_SOL_VALVE_Y2 KR 25L LU-0.8 17 17 25L_A LU-0.8 10 10 TRANS_SOL_VALVE_Y2
3 TRANS_SOL_VALVE_Y3 K1 25M LU-0.8 18 18 25M_A LU-0.8 32 32 TRANS_SOL_VALVE_Y3
4 TRANS_SOL_VALVE_Y4 K3 25N LU-0.8 19 19 25N_A LU-0.8 55 55 TRANS_SOL_VALVE_Y4
5 TRANS_SOL_VALVE_Y5 KV 25P LU-0.8 20 20 25P_A LU-0.8 9 9 TRANS_SOL_VALVE_Y5
6 TRANS_SOL_VALVE_Y6 K2 25J LU-0.8 21 21 25J_A LU-0.8 51 51 TRANS_SOL_VALVE_Y6
7 OUTPUT_SW_PWR_VPS1 25S LU-0.8 22 22 25S_A LU-0.8 12 12 OUTPUT_SW_PWR_VPS1
8 VALVE_BODY_TEMP_SIG 36T P-0.8 5 5 36T_A P-0.8 13 13 OUTPUT_SW_PWR_VPS1
9 VALVE_BODY_TEMP_RET 36R_C P-0.8 39 39 VALVE_BODY_TEMP_SEND

FILTER A 1 32F Y-1.0 31 31 32F_A Y-0.8 17 17 XMSN_FILTER_MAINT_SW

MAINTENANCE B 2 36R_B P-1.0
SWITCH 510

TORQUE CONV
A 2 36R_D P-1.0
OUTPUT TEMP B 1
SENDER
3521 AT 20°C 36R_A P-1.0 12 12 36R_E P-0.8 46 46 TEMP/FILTER_RETURN
36G P-1.0 13 13 36G_A P-0.8 49 49 TCO_TEMP_SENDER
ENGINE 25A W-0.8 25A_A LU-0.8
A 1 7 7 19 19 ENGINE_SPEED_SIGNAL
SPEED B 2 0_HF BK-0.8
SENSOR
INTERMEDIATE 0_DM Bk-0.8 3 3
A 2 0_HG BK-0.8 0_HD Bk-1.0 11 11 SPEED_SENSOR_GRND
SPEED 42 42 INTERMEDIATE_SPEED
B 1 25B W-0.8 9 9 25B_A LU-0.8
SENSOR
TURBINE 0_HH BK-0.8
A 2
SPEED B 1 25C W-0.8 8 8 25C_A LU-0.8 41 41 TURBINE_SPEED_SIGNAL
SENSOR 58H_A W-0.8 8 8 RIDE_CNTL_SW_PWR_VPS2

RIDE CONTROL 86 85 58L Bk-0.8 57 57 RIDE_CNTRL_RELAY_SINK

RELAY 87A
(ECD K4) 30 87

BACK-UP ALARM 86 85 35C Y-0.8 7 7 BACK-UP ALARM PULL DOWN

RELAY
30 87
(ECD F9/F10)
19A_P Bk-1.0

Racine / Monthyon Training centers 6 - 23

6 - TRANSMISSION 721F - 821F - 921F
TRANSMISSION ELECTRICAL CIRCUIT

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

Codes 4292 4293 4294 are for a faulty

circuit of the indicator (lamp) located
inside the FNR enable switch

UNSWITCHED POWER

IGN POWER

ILLUM POWER

A A
ECA F 1 ECC - F10
7.5 AMP 10 A
10 Amp
TRANS ECM 7 7
TRANS ECM 8 8
- ECA - F6
9 5 Amp
B B 6
5
4

19T_A Or-0.8
1 B
3 3
2 2
DIFF LOCK SWITCH
TECM TRANS DIFF LOCK FOOT SWITCH 34A Or-0.8
23 FUSED BATTERY PWR
10 10 19A_E Or-0.8 68 FUSED BATTERY PWR
8 8 49_H S-0.8
7 7 0_DAP S-0.8 DIFF LOCK MANUAL 59 34D LU 0.8
1 DIFF LOCK SWITCH 35 34B LU 0.8
6 GND_CAB PEDAL SENSOR + 5 Volt 37
5 PEDAL POSITIVE SIGNAL 38
4 PEDAL SENSOR GROUND 24
9 9 32J_C Y-0.8 5 TRANS_ENABLE_LIGHT
3 3 26E LU-0.8 31 TRANS_ENABLE_SIGNAL
2 2 19A_D Or-0.8
TRANSMISSION ENABLE SWITCH BRAKE PEDAL SENSOR
49_R S-0.8
JOYSTICK 0_B17 Bk-0.8

10
7 7
8 8
KICK
DOWN 9
PINK 6
R
BROWN 5
5 5 32J_E Y-0.8 1 1
6 6 25Y_B LU-0.8 22 TRANS_KICKDOWN_SIG 4
N 1 1 19A_C Or-0.8 3
YELLOW
TC LOCKUP SWITCH 21 22A DU -0.8 3
2 2 26F_B LU-0.8 20 FNR_FORWARD_SIGNAL 2 2
4 4 26R_B LU-0.8 30 FNR_REVERSE_SIGNAL
F PURPLE TC LOCKUP SWITCH
3 3 26N_B LU-0.8 44 FNR_NEUTRAL_SIGNAL
CAN_H 25 CAN_HD Y-0.8
CAN_LD G-0.8
49S S-0.8
F-N-R SWITCH CAN_L 26 0_B17 Bk-0.8
BLACK A A
GREEN B B 25W LU-0.8 65 3RD_AND_4TH_GEAR_SIGNAL 10
BLUE C C 25Z LU-0.8 63 1ST_AND_4TH_GEAR_SIGNAL 7
7
D D 25Y LU-0.8 8 8
TRANS. SHIFTER
9
RED A A 19A_H Or-0.8 45 CAB_SWITCHED_PWR 6
YELLOW B B 25F LU-0.8 43 FORWARD_SIGNAL 5
PINK C C 25R LU-0.8 64 REVERSE_SIGNAL 4
GREY D D 25T_B LU-0.8 67 NEUTRAL_SIGNAL 1
TRANS_AUTO_SIGNAL 29 25H LU-0.8 3 3
19A Or-0.8 2 2
DIAG_TECM_GRND 1 0_DP Bk-0.8
DIAG_TECM_GRND 2 0_DQ Bk-0.8 TRANSMISSION/AUTO SWITCH
GND_CAB
SHIFTER GND_CAB

6 - 24 Racine / Monthyon Training centers

721F - 821F - 921F 6 - TRANSMISSION
TRANSMISSION ELECTRICAL CIRCUIT

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

IGN POWER
A
ECA F 1
7.5 AMP
TRANS ECM
ECA -

TECM TRANS EST37

OUTPUT C 3 19A Or-1.0 29 29 19A_M Or-0.8
SPEED B 2 25D LU-1.0 10 10 25D_A LU-0.8 62 62 OUTPUT_SPEED_SIGNAL
SENSOR A 1 0_HE Bk-1.0 28 28 0_DN Bk-0.8 4 4 OUTPUT_SPEED_SENSOR_GRND

TRC TRANS_CONTROL CLUTCH # 15 15

1 TRANS_SOL_VALVE_Y1 K4 25K LU-0.8 16 16 25K_A LU-0.8 56 56 TRANS_SOL_VALVE_Y1
2 TRANS_SOL_VALVE_Y2 KR 25L LU-0.8 17 17 25L_A LU-0.8 10 10 TRANS_SOL_VALVE_Y2
3 TRANS_SOL_VALVE_Y3 K1 25M LU-0.8 18 18 25M_A LU-0.8 32 32 TRANS_SOL_VALVE_Y3
4 TRANS_SOL_VALVE_Y4 K3 25N LU-0.8 19 19 25N_A LU-0.8 55 55 TRANS_SOL_VALVE_Y4
5 TRANS_SOL_VALVE_Y5 KV 25P LU-0.8 20 20 25P_A LU-0.8 9 9 TRANS_SOL_VALVE_Y5
6 TRANS_SOL_VALVE_Y6 K2 25J LU-0.8 21 21 25J_A LU-0.8 51 51 TRANS_SOL_VALVE_Y6
7 OUTPUT_SW_PWR_VPS1 25S LU-0.8 22 22 25S_A LU-0.8 12 12 OUTPUT_SW_PWR_VPS1
8 VALVE_BODY_TEMP_SIG 36T P-0.8 5 5 36T_A P-0.8 13 13 OUTPUT_SW_PWR_VPS1
9 VALVE_BODY_TEMP_RET 36R_C P-0.8 39 39 VALVE_BODY_TEMP_SEND

FILTER A 1 32F Y-1.0 31 31 32F_A Y-0.8 17 17 XMSN_FILTER_MAINT_SW

MAINTENANCE B 2 36R_B P-1.0
SWITCH 510

TORQUE CONV
A 2 36R_D P-1.0
OUTPUT TEMP B 1
SENDER
3521 AT 20°C 36R_A P-1.0 12 12 36R_E P-0.8 46 46 TEMP/FILTER_RETURN
36G P-1.0 13 13 36G_A P-0.8 49 49 TCO_TEMP_SENDER
ENGINE 25A W-0.8 25A_A LU-0.8
A 1 7 7 19 19 ENGINE_SPEED_SIGNAL
SPEED B 2 0_HF BK-0.8
SENSOR
INTERMEDIATE 0_DM Bk-0.8 3 3
A 2 0_HG BK-0.8 0_HD Bk-1.0 11 11 SPEED_SENSOR_GRND
SPEED 42 42 INTERMEDIATE_SPEED_SIGNAL
B 1 25B W-0.8 9 9 25B_A LU-0.8
SENSOR
TURBINE 0_HH BK-0.8
A 2
SPEED B 1 25C W-0.8 8 8 25C_A LU-0.8 41 41 TURBINE_SPEED_SIGNAL
SENSOR 8 8 PWR_VPS2
TC LOCKUP SOLENOID 53 53 PWR_VPSL

25 LU -1.0 15 15 25 LU -1.0 50 50 TC LOCKUP SOLENOID

24 LU -1.0 25 25 24 LU -1.0

34 LU -1.0 27 27 34 LU -0.8 11 11 DIFF LOCK SOLENOID

34 Or -0.8 2 2 34 W -0.8
DIFF LOCK SOLENOID
58H_A W-0.8
RIDE CONTROL 86 85 58L Bk-0.8 57 57 RIDE_CNTRL_RELAY_SINK
RELAY 87A
(ECD K4) 30 87

BACK-UP ALARM 86 85 35C Y-0.8 7 7 BACK-UP ALARM PULL DOWN

RELAY
30 87
(ECD F9/F10)
19A_P Bk-1.0

Racine / Monthyon Training centers 6 - 25

6 - TRANSMISSION 721F - 821F - 921F

TORQUE CONVERTER LOCKUP (5 gear transmission)

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

Proportional
Solenoid

FRONT AXLE DIFFERENTIAL LOCKUP (Optional)

T R A N S M IS S IO N C O N T R Ô L E V A L V E Foot switch

To PW M 10

T o B o o ste r T
7
8
7
8

sp o o ls G 9
6
A
5 ECA - F6
4
5 Amp
3
1
3 3
2 2

65 34A Or-0.8
B

Diff. switch

63
T R A N S M IS S IO N
P 16 to 18 bar
2
51
T 3 1
5

7 52 6 2 2 1
1 3 Front axle Differential

Differential lockup solenoid

POWERINCH (Intelligent Clutch Cut Out)

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

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

6 - 26 Racine / Monthyon Training centers