45-26 series... · 2015-04-06 · groove in shaft. pressing bearing all the way into gear may...

Gear Ratio Group

•

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•3. Install clutch piston (C).

4. Install lube shutoff washer (0).

ASSEMBLE CLUTCH STAGE ASSEMBLY

2. Install new piston outer seal (8).

1. Install new O-ring (A).

YZ.CTM84,45,26 -19-'13JAN94

•

CTM84 (02SEP94) 45-26 OF Series 150 and 250090994

Gear Ratio Group

IMPORTANT: Install clutch return springs (A)correctly. Use the photograph as aguide.

5. Install clutch return springs (A).

6. Place press tool (8) over shaft.

7. Place snap ring retainer (C) and retaining ring (0) overshaft.


Gear Ratio Group

8. Compress clutch return springs.

9. Install retaining ring (E).

10. Release pressure on clutch return springs slowly, besure snap ring retainer is properly positioned.

NOTE: Clutch separator plates are all steel with externalspline teeth. Clutch plates have a lining materialon the face and internal spline teeth. Lubricateand install one plate at a time. First install aclutch separator plate then a clutch plate.Continue in this manor until all plates areinstalled.

11. Install clutch separator plate (A).

12. Install clutch plate (8).

Repeat steps 11 and 12 until all plates are installed.

CTM84 (02SEP94) 45-28YZ,CTM84,45,29 -19-13JAN94

OF Series 150 and 250090994

Gear Ratio Group

t 13. Install clutch plate retainer (A).

A CAUTI?N: Wear eye protection when installingsnap ring.

14. Install snap ring (8).


Gear Ratio Group

IMPORTANT: Clutch plate splines must be alignedbefore installing bearings on shaftassembly to avoid clutch plate damage.

15. Use gear and hub assembly to align clutch platesand separator plates.

16. After aligning clutch plates remove gear and hubassembly.

•IMPORTANT: Seal side of bearing goes toward the

clutch plates.

17. Install new bearing with seal side of bearing towardclutch plates.

•

•


Gear Ratio Group

18. Press bearing, seal side down, until bearing contactsshoulder of shaft.

19. Install hub and gear assembly (A).

20. Place new bearing (8) on shaft, start bearing into thegear and hub assembly.

• IMPORTANT: Start bearing into gear and hub. DO• NOT press bearing below snap ring

groove in shaft. Pressing bearing allthe way into gear may preload bearing.This will cause the bearing to fail.

21. PARTIALLY install bearing into gear and hubassembly.


Gear Ratio Group

22. Position snap ring (C) on top of bearing.

23. Place press tool on top of snap ring.

24. Press only on snap ring. Press until snap ring fitsinto its groove. •

•YZ,CTM84,45,33 -19-13JAN94

•


25. Install new outer bearing (D).

Gear Ratio Group

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YZ,CTM84,45,34 -19-13JAN94

CTM84 (02SEP94) 45-33 DF Series 150 and 250090994

Gear Ratio Group

IMPORTANT: Always use new seal rings. The sealrings must be sized to fit the shaftgroove tightly to avoid damage duringinstallation of front housing.

26. Twist seal ring into a tight circle, approximately 3/4inch in diameter.

27. Install three seal rings in the ring grooves in theshaft assembly.

YZ,CTM84,45,35 -19-13JAN94

ICTM84 (02SEP94) 45-34 DF Series 150 and 250

090994

Gear Ratio Group

INSTALL STAGE ASSEMBLIES INTO REAR HOUSING

DF150, 4 speeds forward, 4 reverse

A-First stage shaft assembleB-Third stage clutch assembleC-Second stage clutch assembleD-Fourth stage clutch assemblet E-Sixth stage shaft assemble

IMPORTANT: During assembly notice 4 holes inend of shafts on 2nd and 3rdstages. Three holes in end of 4thstage shaft. When working on a

DF-150 four speed forward and fourspeeds reverse transmission, besure second and third stage clutchassemblies are in properarrangement. These two clutchassemblies can be installedbackwards. Output shaft cannot berotated if 2nd and 3rd clutchassemblies are installed into thetransmission in a reverse order.

YZ,CTM84,45,50 -19-01JUN94


Gear Ratio Group

IMPORTANT: Do not damage seal rings wheninstalling lifting tool.

1. Arrange stage assemblies.

2, Install lifting tool. •YZ,CTM84,45,36 -19-23MAR94

•


090994

t 3. Secure all stage assemblies to lifting tool.

Gear Ratio Group

YZ,CTM84,45,14 -19-13JAN94


Gear Ratio Group

4. Install stage assemblies.

5. Move locks (8) away from shaft grooves andremove bolt (C) from lifting tool (A).

6. Remove lifting tool carefully from stage assembliesto avoid damage to seal rings.

•

•

•

CTM84 (02SEP94) 45-38YZ,CTM84,45,37 -19-13JAN94


Gear Ratio Group

NOTE: Be sure new bearing cup has been installed inmain case rear housing before installing seventhstage assembly. See group 50 (remove bearingcup).

8. Install seventh stage assembly into main case rearhousing.

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9. Install cap screws (A).

10. Tighten cap screws (A) to 25 N'm (18 Ib-ft) ,

CTM84 (02SEP94) 45-39YZ,CTM84,45,43 ·19·13JAN94


Group 50Main Case Rear Housing

tSPECIFICATIONS

Item Measurement Specification

lift Hanger and Cover-to-Main Case Torque 87 N'm (64 Ib-ft)Rear Housing Cap screw.

Bearing Retainer-to-Main Case Rear Torque 25 N'm (18 Ib-ft)Housing cap screws.

YOke-to-Output Shaft cap screw. Torque 240 N'm (175 Ib-ft)

Output Shaft. Endplay O± .051 mm (0 ± .002 inch)

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YZ,CTM84,50,SPC-19-13JAN94

FIRST STAGE COVER GROUP

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A-o-ring B-First stage cover C-Lift hanger O--cap screw (6 used)

YZ,CTM84,50,15 -19-24MAR94


Main Case Rear Housing

REMOVE FIRST STAGE COVER GROUP

1. Remove cap screws (C).

•

•

•A-Lift hangerB-Cover

C-Cap screw (5) ~i1seal E-Q-ring

2. Remove lift hanger (A), cover (8) and O-ring (E).

3. Remove oil seal (0).

CTM84 (02SEP94) 50-2YZ,CTM84,50,1 -19-13JAN94



INSTALL FIRST STAGE COVER GROUP

1. Install new oil seal (0).

2. Install new O-ring (E).

3. Align cover (8) with bolt hole pattern in rear housing.

4. Install cap screws (C).

5. Install lift hanger (A) over cover (8).

6. Tighten cap screws to 87 N'm (64 Ib-ft).

CTM84 (02SEP94) 50-3YZ.CTM84.50,2 -19-13JAN94 I



DISASSEMBLE AND ASSEMBLE BEARING RETAINER

•

•A-Q-ring8-.51 shim (as required)

C-.18 shim (as required)0-.13 shim (as required)

E-8earing retainerF-Cap screw (6 used)

G-Qil seal

YZ,CTM84,50,17 -19-13JAN94 •

CTM84 (02SEP94) 50·4 OF Series 150 and 250090994


_ 1. Position rear housing with bearing retainer up.

2. Remove cap screws (B) from bearing retainer (C).

YZ,CTM84,50,13 -19-14JAN94



IMPORTANT: Keep shims together for reassembly.

3. Remove bearing retainer and shims.

DISASSEMBLE BEARING RETAINER

• Remove oil seal (A) and O-ring (8).

YZ,CTM84,50,18 -19-14JAN94 •

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YZ,CTM84,50,6 ·19·13JAN94

ICTM84 (02SEP94) 50-6 OF Series 150 and 250

090994

ASSEMBLE BEARING RETAINER

1. Install new oil seal.

2. Install new O-ring (A).


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CTM84 (02SEP94) 50-7

YZ,CTM84,50,7 -19-13JAN94

DF Series 150 and 250090994


DISASSEMBLE AND ASSEMBLE REAR HOUSING

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A-Center housing gasketB-Cap screw (2 used)C-oil trough assemblyD-Rear housing

E-Expansion plugF-Bearing cupG-Pipe plugH-3/4 inch expansion plug

(2 used)

l-o-ringJ-Magnetic pickup sensorK-Magnetic pickup cover

L-Washer (2 used)M-Lock washer (2 used)N-Cap screw (2 used)

CTM84 (02SEP94) 50-8YZ,CTM84,50,14 -19-13JAN94



REMOVE AND INSTALL BEARING CUP(REAR HOUSING)

1. Remove bearing cup.

NOTE Install bearing cup 1/4 inch past rear housingbore surface. Rear housing bore is a light fit forsetting end play of the seventh stage assembly.

2. Install new bearing cup into rear housing 1/4 inchpast flush.

YZ,CTM84,50,5 -19·13JAN94



INSTALL BEARING RETAINER(PRELIMINARY INSTALLATION, PRIOR TOSETTING BEARING END PLAY OUTPUTSHAFT)

NOTE: Add an extra .010 shim onto bearing retainer forsetting end play of the output seventh stage.

1. Place shims on bearing retainer.

2. Install bearing retainer with shims.

3. Install cap screws (A) through bearing retainer (8) intorear housing.

4. Tighten cap screws but do not tighten to final torque.

NOTE: Refer to group 45 to install gear ratio group intorear housing.

NOTE: Refer to group 40 to install front housing to rearhousing.

YZ,CTM84,50,8 -19-13JAN94

INSTALL OUTPUT YOKE

1. Install yoke (8) with V-ring seal (A) onto splinedoutput shaft.

2. Install O-ring (C), washer (0) and cap screw (E).

3. Tighten cap screw 215 N'm (159 Ib-ft).

A-V-ring sealB-YokeC-o-ringD-Yoke washerE-Cap screw '"'"'"N

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CTM84 (02SEP94) 50-10YZ,CTM84,50,16 -19·01JUN94



SETTING END PLAY OF OUTPUT (SEVENTHSTAGE SHAFT) ASSEMBLY

Check and reset output shaft end play whenever newparts are installed. Set End play at a 0 ± .002.

Check end play

IMPORTANT: Check end play with dial indicator oncap screw.

1. Place dial indicator on cap screw.

t 2. Use pry bars under yoke to check end play.

YZ,CTM84,50,9 -19-13JAN94



3. Remove cap screw, washer and yoke from seventhstage shaft.

4. Remove bolts from bearing retainer.

5. Remove bearing retainer from rear housing.

6. Remove or install correct amount of shims to reach ao ± .002 amount of end play.

•

•

•YZ,CTM84,50,10 -19-13JAN94


090994


7. Align bearing retainer bolt holes with bolt hole circle inthe rear housing.

8. Install cap screws.

9. Tighten cap screws to 25 N'm (18 Ib-ft).

10. Install yoke, O-ring, washer and cap screw.

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11. Tighten cap screw to 240 N'm (175 Ib-ft).

YZ,CTM64,50,12 ·19-13JAN94


DISC BRAKE GROUP

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Group 55Brake Group

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A-Yoke flangeB-Yoke washerC-Cap screwD-V-ring seal

E-o-ringF-Brake discG-Cap screw (6 used)H-Hex nut (6 used)

I-Lockwasher (6 used)J-Cap screw (6 used)K-Caliper assembly

L--Brake bracketM--Mount pin (2 used)N-Cotter pin (4 used)

YZ,CTM84,55,1 -19-13JAN94


Brake Group

DISASSEMBLE DISC BRAKE

1. Remove Cotter pin (A) two places.

2. Remove two mount pins (B).

3. Remove caliper assembly (C) from brake bracket.

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4. Remove cap screw (A).

5. Remove yoke washer (B) and O-ring (C).

6. Remove yoke flange with brake disc (D) from outputshaft (F).

•

CTM84 (02SEP94) 55-2YZ,CTM84.55,3 -19-13JAN94


Brake Group

7. Remove cap screw (A), Hex nut (8) and lock washer(C) six places.

8. Remove brake disc (D) from yoke flange (E).

9. Inspect brake disc and yoke flange splines for wear ordamage.

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CTM84 (02SEP94) 55·3

YZ,CTM84,55,4 ·19·13JAN94


Brake Group

ASSEMBLE DISC BRAKE

1. Install brake disc (0) to yoke flange (E).

2. Install cap screw (A), Hex nut (8) and lock washer (C)six places.

3. Tighten cap screw to 87 N'm (64 Ib ft).

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4. Install yoke flange with brake disc (0) on output shaft.

5. Install O-ring (C) yoke washer (8) and cap screw (A).

6. Tighten cap screw to 215 N·m (159 Ib ft).

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CTM84 (02SEP94) 55-4

YZ,CTM84,55,5 -19-02JUN94

IOF Series 150 and 250

090994

7. Install caliper assembly (C) on brake bracket.

8. Tighten cap screws 87 N'm (64 Ib ft).

9. Install mount pins (8) two places.

10. Install cotter pins (A) two places.

Brake Group

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GROUP 99

IMPORTANT: The special tools listed below arerequired to properly service thetransmission.

SPECIAL TOOLS USED IN THIS MANUAL:

Clutch Stage Lifting tool.Bore Sleeve removal tool.Bore Sleeve installation tool.Transmission Stand Mounting Brackets.Sleeve installation tool (seventh stage outputDisconnect shaft).Clutch Return Spring Compression tool.Front Housing Lifting tool.Front Housing Relief Valve tool.

Contact FUNK Manufacturing for measured drawings orresource to purchase the special tools used in thismanual.

Funk Manufacturing CompanyIndustrial Park, Highway 169 NorthP.O. Box 577Coffeyville, Kansas 67337-0577Telephone: (316)-252-3400FAX: (316)-252-3252

Group 99Special Tools

YZ.CTM84,99,1 -19-13JAN94


ASSEMBLY STAND PLATE

Special Tools

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A-4X 17/32 Drill Through 5/8-11 UNC-2B TapthroughB-9.968 in. (253.187mm)C-4x 1/2 x 45·D-2.31 in. (58.67mm)E-5.984 in. (151.993mm)F-2.362 in. (59.994mm)G-8.79 in. (223.26mm)H-4.625 in. (117.475mm)

For use with OTC stand PIN 1735

1-13.875 in. (98.425mm)J-4.31 in. (109.47mm)K-3.52 in. (89.40mm)L-4.528 in. (115.011 mm)M-.75 in. (19.05mm)N-4.625 in. (117.475mm)0-7x 11/16 Drill ThroughP-.69 in. (17.52mm)0-3.77 in. (95.75mm)R- 2.992 in. (75.996mm)

YZ,CTM84,99,2 -19-Q1JUN94

•


t ASSEMBLY STAND PLATE

A-1.75 in. (44.45mm)8-9.96 in. (252.98mm)C-8X 11/16 Drill Through0-5.984 in. (151.993mm)E-.5 in. (12.7mm)F-1.500-1.505 in. (38.1-38.227mm)G-2.362 in. (59.994mm)H-6.48 in. (164.59mm)1-2.25 in. (57.15mm)

For use with OTe stand PIN 1735

Special Tools

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J-13.875 in. (352.425mm)K-4.528 in. (115.011 mm)L-5.84 in. (148.33mm)M-.5 in. (12.7mm)N-.25 (6.35) radius in corner0-17/64 Drill Through as ShownP-1.46 in. (37.08mm)0-2.992 in. (75.996mm)R- 3.00 in. (76.2mm)

YZ,CTM84,99,3 ·19-01JUN94


FRONT COVER LIFTING TOOL

Special Tools

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A-1.42 in. (36.05mm)B-4X .38 in. (9.52mm)C-17/32 Drill Through 5/8-11 UNC0-.75 in. maximum (19.05mm)E-4.99 in. (126.7mm)F-3.29 in. (83.6mm)G-1.44 in. (36.5mm)H-.47 in. (12mm)1-.71 in. (18.11 mm)J-2.88 in. (73.17mm)

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K-3.70 in. (94.01 mm)L-4.83 in. (122.78mm)M-3.29 in. (83.6mm)N-5.43 in. (138mm)0-.50 in. minimum (12.7mm)P-1.46 in. (37.08mm)0-2.992 in. (75.996mm)R- 3.00 in. (76.2mm)

NOTE: Used for lifting main case front housing.

YZ,CTM84,99,4 -19-20APR94

•


SUCTION LEAK TEST

Some indications of a suction leak includes:• Erratic oil pressure. Look for rapid fluctuation ofgauges.• Pump and filter hoses jumping.• Excessive air entrainment in the transmission oil.• A long prime time (time elapsed from engine startto an indication of pump pressure).

1. Fill to normal level with transmission fluid.

2. Install a 21 bar (2068 kPa) (300psi) pressuregauge in the pressure port.

3. Start the engine.

Group 100Test and Troubleshooting

4. See if there is an indication of erratic oil pressure.

5. If any of the above conditions are corrected by thisprocedure, a suction leak exists.

NOTE: Check suction tube fitting.

IMPORTANT: Drain the transmission to thecorrect level after the test. Failureto do so will result in poorperformance and over heating.

6. Drain the transmission to proper level.

YZ.CTM84.100,2 -19-28MAR94


Test and Troubleshooting

SOLENOID VALVE OPERATION

Before troubleshooting the electric circuit of the valve,the chart shows what solenoids are charged when thatgear is selected.

OF SERIES EIGHT SPEEDS FORWARD AND FOUR REVERSE

OF 8/4Gear Engage Solenoid ChargedF 8th 2 and DF 7th 1 and DF 6th 2 and BF 5th 1 and BF 4th 2 and CF 3rd 1 and CF 2nd 2 and AF 1st 1 and ANeutralR 1st 3 and AR 2nd 3 and CR 3rd 3 and BR 4th 3 and D

OF SERIES FOUR SPEEDS FORWARD AND FOUR REVERSE

OF 4/4Gear Engage Solenoid ChargedF 4th 2 and BF 3rd 1 and BF 2nd 2 and AF 1st 1 and ANeutralR 1st 3 and AR 2nd 4 and AR 3rd 3 and BR 4th 4 and B

I

•

•

•YZ,CTM84,100,4 ·19-13JAN94



CLUTCH SOLENOID VOLTAGE REQUIREMENTS

NOMINAL 12V 24V

VOLTAGE

ALLOWABLE 10-14V 20-28VVOLTAGE

CURRENT 1 AMPS .6 AMPDRAW

CURRENT 1.2 AMPS .7 AMPSDRAW MAX.

RESISTANCE 14 OHMS 53 OHMS± 3% ± 3%

• This coil must be used with a Funk approved electronic controlmodule.

t All checks must be made at the valve.

TEST SOLENOIDS

IMPORTANT: If a solenoid is removed from thevalve, it must be installed in thesame location.

NOTE: To determine the defective clutch is simply amatter of elimination. For example, if the gearselected uses solenoids 1 and A, and lowpressure is indicated, select another clutchthat uses one of those solenoids. If pressureis good, then the solenoid or clutch notselected is the one that is bad.

To confirm that this is the faulty circuit, selectanother clutch that uses this solenoid, toassure that the discrepancy is actually in thissolenoid or clutch.

YZ,CTM84,100,6 -19-13JAN94

1. Select solenoids 1 and A.

If low pressure exists, then solenoid or clutch 1 or Ais defective.

2. Select solenoids 2 and A.

If pressure is OK, then solenoid or clutch 1 isdefective.

3. Select solenoids 1 and B.

If low pressure exists, then this confirms solenoid orclutch 1 is defective.

YZ,CTM84,100,3 -19-13JAN94



4-4 OF POWER FLOW FORWARD SPEEDS

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1st Gear - lA, 2nd Gear - 2A

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3rd Gear - lB, 4th Gear - 2B

YZ,CTM84,l 00,10-19-13JAN94

•



4-4 DF POWER FLOW REVERSE SPEEDS

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CTM84 (02SEP94)

R1 Gear - 3A, R2 Gear - 4A

100-5

R3 Gear - 38, R4 Gear - 48

YZ,CTM84,100,11-19-13JAN94



8-4 OF POWER FLOW FORWARD SPEEDS

1st Gear - 1A, 2nd Gear - 2A

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3rd Gear - 1C, 4th Gear - 2C

YZ,CTM84,100,12·19-13JAN94

•


090994


8·4 DF POWER FLOW FORWARD SPEEDS(CONTINUED)

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5th Gear - 18, 6th Gear - 28

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7th Gear - 1D, 8th Gear - 2D

YZ,CTM84,1 00,13-19-13JAN94



8-4 OF POWER FLOW REVERSE SPEEDS

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YZ,CTM84,1 00,14-19-13JAN94

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8-4 DF POWER FLOW REVERSE SPEEDS(CONTINUED)

R3 Gear - 38

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R4 Gear - 3D

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CTM84 (02SEP94) 100-9

YZ,CTM84,1 00,15-19-13JAN94



POWERSHIFT TROUBLESHOOTING

Symptom

Erratic oil pressure.

Problem

Low oil level.

Solution

Add oil to proper level.

Excessive oil pressure.

Low oil pressure in all gears.

Low pressure in one gear but allright in other gears.

Suction tube fitting Replace O-ring fitting.

Suction manifold O-ring not sealing. Replace O-ring.

Foreign object in suction port. Remove object and check for othercontamination.

Sticking main regulator valve. Replace main regulator valve. •Faulty spring. Replace main regulator.

Sticking main regulator valve. Replace main regulator valve.

Control valve body gasket leaking. Replace gaskets.

Charge pump defective. Replace pump.

Internal disconnect seal damage or Replace seal and install correctly.installed incorrectly.

Faulty main regulator valve. Replace regulator assembly. •Control valve body cracked. Replace control valve body.

Contaminated proportional solenoid. Replace proportional solenoid.*Check suction screen forcontamination.

Vehicle will not move.

Broken wire to one solenoid, ordirty connection.

Broken seal ring on input end ofclutch assembly.

Bore sleeve worn.

Outer or inner piston seal leaking.

Voltage to wrong solenoids oncontrol valve. (See schematic.)

Converter damage.

No voltage to all solenoids.

Repair wire.

Replace seal ring.

Replace bore sleeves.

Replace seals.

Check wiring and connecters.

Rebuild converter.

Check wiring, controller andconnecters.

Continued on next page

•


t Symptom


Problem Solution

Voltage to more than two solenoids. Check wiring and controller.

Converter hub seal ring not sealing. Replace seal ring.

Low or no converter pressure(Converter in pressure).

Proportional solenoid stuck.

Converter bypass valve defective.

Replace solenoid.

Replace converter bypass valve.

Check converter offset dimension. Correct offset dimension.

Filter or filter oil lines blowout.

Excessive noise.

Blows oil out of breather ordipstick tube.

t Transmission overheating.

CTM84 (02SEP94)

Hose bends too sharp.

Defective hose.

Main regulator valve faulty.

System plumbing incorrect.

Filter a-ring faulty.

Charge pump defective.

Excessive backlash in gear train.

Auxiliary driven pump bad.

Transmission over filled with oil.

Converter seal ring damaged.

Converter stalling.

Oil level too high.

Engine overheating.

Water lines defective on heatexchanger.

Heat exchanger dirty.

Clutch slipping.

100-11

Reroute hoses.

Replace hose.

Change valve and change filter andoil.

Correct plumbing.

Replace filter

Replace pump.

Replace bearings and inspect fordefective gears.

Remove pump and check for noise.

Establish proper oil level. Checkfront seal on auxiliary drivenhydraulic pump if equipped.

Remove transmission and installnew seal ring on converter hub.,Shift to lower gear.

Establish proper oil level. Checkfront seal on auxiliary drivenhydraulic pump if equipped.

Check engine coolant.

Replace lines.

Clean heat exchanger.

Check clutch pressure.

Continued on next page



Problem Solution

Converter sprag clutch damaged or Disassemble and inspect converter.installed wrong.

Symptom

Transmission pressure checksokay, but has no power andpossibly overheating.

Converter relief valve broken. Replace relief valve.

I

Oil leaking from engine flywheel Converter front cover seal leaking.and/or weep hole in transmissionbell housing.

Converter hub seal or a-ringdamaged.

Converter not properly positionedwithin bell housing, causingconverter and seal to leak.

POWERSHIFTTROUBLESHOOTING-INTERNALDISCONNECT MODELS ONLY

Symptom Problem

Four wheel drive will not engage. Solenoid stuck open. Voltageapplied all the time.

Damaged or missing disconnectretainer spring.

Bleed port blocked.

Replace seal.

Replace seal.

Check engine flywheel offsetdimensions and converter pilotbushing length against vehiclemanufacture standards.

YZ,CTM84,1 00, 1 -19-24MAR94

Solution

Repair or replace solenoid. Checkwiring diagram and connecters.

Replace or install disconnectretainer spring.

Check for proper installation ofgasket and solenoid cap orcontamination.

•

•Four wheel drive will notdisengage.

CTM84 (02SEP94)

No power to solenoid, solenoidinoperative.

Check valve installed backwards.

100-12

Check for electric power to solenoid •- check wiring and connecters ifO.K., replace solenoid.

Install check valve properly.

YZ,CTM84,100,9 -19-13JAN94


Group 105Electronic Control Unit

TROUBLE SHOOTING INTRODUCTION

This introduction is written to initiate an understandingof a strategy which can be used toward solvingproblems in the driveline system. The preferredtechnique used in solving problems is to exchangecomponents. However, a very important elementnecessary to the timely and successful conclusion ofthis activity is the selection of the malfunctioningcomponent. An understanding of the total system andan elimination process leading to the component isabsolutely necessary before starting the exchangeactivity.

• The DF transmission system as installed consists of• various components linked together to form a

functioning system.

• Cab shift handle.• Wiring harness.• Electronic control unit.• Transmission control valve.• Transmission hydraulic system (pump, relief

valves, lines, etc.)• Transmission mechanical system (clutches,

gears, shafts, seals, etc.)

The most desirable strategy in a trouble shootingplan is to reduce the random exchange ofcomponents by carefully analyzing the symptoms andthen conducting tests which will help determine whichof the elements in the system is likely to be theproblem. The technician should use the above list asa guide in locating the problem.

As a result of being a new component and unfamiliarto most people, the ECU is usually the firstcomponent which is targeted for exchange. However,the malfunction of an ECU is extremely rare andtherefore, it should be the last component consideredfor replacement. In fact the ECU has an internalability to diagnose itself and the connections whichare attached to it. This information can be veryhelpful in indicating the problem area. Therefore, ifthe ECU is responding to commands and not givingdiagnostics which indicate and internal problem, thelikelihood of the problem being internal to the ECU isvery remote.

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Electronic Control Unit

THEORY OF OPERATION

The purpose of the Funk DF150/250 ElectronicControl Unit (ECU) is to control the functions of thetransmission. Upshifting, downshifting, and control ofthe disconnect are the main functions. Otherfunctions are the ability to drive a speedometer, andthe capability to communicate with a panel mountedgear/ diagnostic indicator. The transmission'sperformance is determined by the various inputs tothe ECU. Based upon these inputs, the ECUcommands the transmission so that maximumperformance can be achieved under the presentoperating conditions. All functions of the ECU areunder software control. The Engagement OverrideValve (EOV) and the Park Brake Solenoid functionsare connected to the ECU, however these are notcontrolled by the ECU or software.

Operation begins when the vehicle's ignition isswithched to the on position, supplying electricalpower to the ECU and related system componentsfrom the vehicle's power source, through the transientvoltage protection (TVP) module. The ECU nowbegins monitoring all inputs and outputs. If a knownconflict in inputs or a fault condition is detected, theECU will command the transmission to stay in neutralregardless of the shift lever position. A flashing errorcode will be displayed on the gear/diagnosticindicator, and will remain displayed until the error hasbeen resolved and the shift lever cycled back throughthe neutral or park position. Whether the shift levermust cycle through the neutral position or the parkposition depends upon the shift lever that is in thesystem, and the vehicle manufacturer's specifications.

If no error conditions are detected, the ECU willcalculate a speed ratio between the engine RPM(derived from the engine speed MPU signal) and thetransmission output RPM (derived from thetransmission output speed MPU). Based upon thisspeed ratio and the combination of inputs from theshift lever and any other applicable inputs, the ECUwill select the proper transmission gear (notnecessarily the gear as indicated by the shift lever)and command the transmission to shift to this gear.The gear/diagnostic indicator will now show theactual transmission gear.

The DF series of transmissions use electrohydraulicvalves to control the operation of the transmission.The solenoids controlling the transmission clutches(solenoids A through D & 1 through 4) are driven bya pulse width modulated (PWM) signal that producesproportional pressure/flow changes. This is achievedby pulsing the solenoid at a constant frequency andvarying the "on time" of each cycle. The ratio of "ontime" to cycle time is called duty cycle. Thesetransmission solenoids are driven with a maximumduty cycle of 95% when full on. During modulation,the solenoids are started out with a duty cycleconsiderably less than this and ramped up to full on.The initial duty cycle is dependent upon severalfactors and is not a preset value. The process ofmodulating these clutches greatly enhance shiftquality.

The solenoid controlling the disconnect function isnot of the PWM type, but is of an on/off type. Thissolenoid is not modulated, and is driven by a 95%duty cycle when energized.

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ENGAGEMENT OVERRIDE VALVE (EOV)OPERATION

The EOV is located on the transmission control valvebody, and is responsible for blocking hydraulic oil flowfrom reaching the electrohydraulic control valves until theshift lever has been cycled through neutral. Oncehydraulic pressure is present and the shift lever cycledthrough neutral, the EOV latches on hydraulically andremains on until hydraulic pressure is removed.

Electrical power is present to the EOV only when theshift lever is in the neutral position, and is absent in all

• other shift lever positions. It is supplied to the EOV by• the neutral signal from the shift lever.

SYSTEM COMPONENTS

The basic transmission control system consists of thetransmission along with the following requiredcomponents:

1. ECU2. TVP module3. Engine Speed MPU4. Transmission Output Speed MPU5. Shift Lever6. Wiring harness

Optional system components that may be found ondifferent applications are as follow:

1. Gear/diagnostic indicator2. Inching pedal or device3. Throttle Position Sensor (TPS)4. Speedometer5. Miscellaneous input function switches

a. Brake cutoffb. Auto/manual mode selectionc. Park brake

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COMPONENT FUNCTIONS

Basic Components

1. Electronic control unit (ECU)

The ECU is the "brain" of the system. It is responsiblefor the logic, computation, and decision makingprocesses and the control of the transmission based onthese calculations. How the ECU performs is determinedby software programmed into the ECU's memory. Thissoftware is developed to meet the requirements of thevehicle manufacturer, and is based on a vehicleperformance analysis. It is application specific, therefore •ECUs from different vehicles are not interchangeable.ECUs can only be interchanged on vehicles which areidentical in all ways (same engine/drivetrain combination,same wiring, same shift lever, same vehicle voltage, etc.)

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2. Transient voltage protection (TVP) module

The TVP Module is responsible for supplying electricalpower to the system and protecting the systemselectrical components. It provides 40 volt limiting duringan electrical load dump malfunction and protection fromreverse battery connection. Protection is provided onlywhile the ignition switch is on, thus energizing an internalrelay which provides an electrical connection betweenvehicle power and the protection device inside themodule. •

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3. Engine speed magnetic pickup (MPU)

The engine speed MPU is located in the input housing ofthe transmission. The MPU provides a signal to the ECUwhich represents engine speed. This signal is of asinusoidal nature, varying in amplitude and frequencyrelative to engine speed. The ECU conditions this signaland converts it into pulses. It then measures the width ofthese pulses in microseconds, and based on apreprogrammed value in the ECU which represents thenumber of pulses per revolution of the engine, calculatesthe engine RPM.

4. Transmission Output Speed MPU

The transmission output speed MPU is located in therear housing of the transmission. The MPU provides asignal to the ECU which represents transmission outputspeed. This signal is of a sinusoidal nature, varying inamplitude and frequency relative to output speed. TheECU conditions this signal and converts it into pulses. Itthen measures the width of these pulses inmicroseconds, and based on a preprogrammed value inthe ECU which represents the number of pulses perrevolution of the transmission output, calculates theoutput RPM.

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5. Shift Lever

The shift lever, also referred to as the handle orselector, provides the ECU with various inputsregarding the desired vehicles direction of movementand desired gear range as chosen by the operator.Based on these signals along with the calculatedspeed ratio (output speed divided by engine speed),and the state of other inputs, the ECU commands thetransmission to perform accordingly.

NOTE: The actual transmission gear is not always thesame gear as being commanded by the shiftlever position due to vehicle speed, enginespeed, and mode of operation as requestedby the vehicle manufacturer at the time ofsoftware development.

The shift lever also supplies a neutral signal outputfor interfacing with the vehicles starting circuit, and a

reverse signal output for interfacing with a reversewarning alarm.

The neutral output is used to energize a relay whichcompletes the vehicles starting circuit when the shiftlever is only in the neutral position, allowingneutral-only starting capability. The relay isde-energized when the shift lever is in any otherposition, thus preventing the engine from beingstarted by the key switch when in any out-of-neutralposition.

The reverse output is typically used to energize arelay which in turn drives the vehicles reversewarning device. This relay is energized in all reversepositions of the shift lever, and de-energized in allother positions. •

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6. Wiring Harness

The wiring harness consists of the various wires neededto provide electrical connections between thecomponents of the system. All connectors in the systemare sealed to protect the connections from theenvironment and to prevent corrosion of the contacts,which would eventually result in a failure.

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OPTIONAL COMPONENTS

1. Gear/diagnostic indicator

A dash mount gear/diagnostic indicator provides theoperator with information about the system. Undernormal operating conditions the indicator shows theactual forward or reverse transmission gear and thestate of the disconnect.

During calibration of the transmission clutches, theindicator shows the status of the calibration process.Displayed is the clutch being calibrated and whetherit is in the fill or hold stage of calibration. Whenclutch calibration has completed, "End" will bedisplayed.

When an error has occurred, the indicator will flashan error code indicating that a problem has beendetected in the system. This error code will continueto flash until the shift lever has been placed in theneutral or park positions, whichever is applicable forthe system. Once the ECU has detected a legalneutral or park condition, the error will clear and"NEU" or "-P-" will be displayed. Once the shift leveris moved out of neutral or park, the error will oncemore begin to flash. This condition will exist until theerror has been corrected and the shift lever cycledthrough neutral or park once again. If the error isrelated to the neutral or park signals making itimpossible for the ECU to see a legal neutral or parksignal, the error will continue to flash even in theneutral or park position until it is resolved.

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2. Inching Pedal

The inching pedal provides the operator with a devicefor controlling the modulation of the transmissionclutches when desired, With the pedal fullydepressed, the transmission remains in neutralregardless of shift lever position. With the shift leverin the appropriate out-of-neutral position, as the pedalis released the transmission begins to engage. The

• more the pedal is released, the more the clutches• engage causing the vehicle to 'inch'. When the pedal

is fully released, the transmission clutches are fullyengaged. This gives a 'foot clutch' type ofperformance to the vehicle.

The normally closed set of contacts of a switchmechanically linked to the pedal, provides the 'pedaldown' signal to the ECU. These contacts open whenthe pedal is fully depressed (input is passive), andare closed in all other positions of the pedal (input isactive).

The 'inching' signal is prOVided by a 5K ohmpotentiometer mechanically linked to the pedal. Asthe pedal is depressed and released, the combinationof the potentiometer and mechanical linkagetransforms pedal movement into a varying analogvoltage that the ECU measures. This voltagemeasurement tells the ECU the relative displacementof the inching pedal, and based upon this, apercentage of modulation is used to modulate thetransmission clutches.

A 5 volt D.C. reference voltage is supplied out to the5K ohm potentiometer by the ECU. It is this voltagethat the potentiometer alters, relative to pedalposition, and feeds back to the ECU. It is thencompared against the original reference to determinepedal displacement.

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3. Throttle Position Sensor

The TPS provides a signal to the ECU which isproportional to throttle position.This signal allows theECU to determine the loading of the vehicle, thusallowing it to adjust the transmission's operationalcharacteristics and adapt it to the current drivingconditions.

4. Speedometer

The ECU provides an output capable of driving aspeedometer. This signal is a square wave switchingbetween ground and vehicle voltage (12 or 24 volts).The frequency of the signal is dependent upon thespeed of the vehicle. Tire rolling radius and differentialratio determine the number of pulses the ECU will seefor one revolution of the tires. A preset value (derivedfrom data provided by the vehicle manufacturer) ispreprogrammed into the ECU and is used to determinethe proper pulse output to the speedometer for theproper calibration.

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5. Miscellaneous Input Function Switches

These switches provide an input to the ECU bysimply switching vehicle voltage on or off to thecorresponding ECU input. An input is active at itsrespective ECU pin when vehicle voltage is present(logic level 1), and is passive when no voltage ispresent (logic level 0).

a. Brake Cutoff

The brake cutoff input comes from a switch activatedby the brake pedal. This switch supplies a passiveinput to the ECU when the brake pedal is depressed,

• and an active input when released. As long as this• input is passive, the ECU commands the transmission

to shift to neutral, allowing high engine speedswithout torque converter losses.

b. Auto/manual

The auto/manual input is supplied by a panelmounted toggle switch. The mounting location isdependent upon the vehicle manufacturer'srequirements and may be located in various places.This input selects between the automatic mode of

• transmission operation and the manual mode of• operation.

SYSTEM REQUIREMENTS

t Voltage

The OF Series ECU and gear/diagnostic indicator aredual voltage in design, and will operate on either 12 or24 volt vehicle electrical systems. A minimum voltage of9 volts is required for reliable operation.

The TVP module, transmission solenoid valves, andstandard gear selector are voltage specific and are notinterchangable between a 12 and a 24 volt system.

The specific characteristics of the transmission'soperation in both the automatic mode and manualmode can vary from one application to another. Thisis determined by the vehicle manufacturer'sspecifications at the time of software development.

c. Park brake

Two types of park brakes are available with the OFseries of transmissions, a 'wet brake' or a 'discbrake'. The park brake input to the ECU is optionalwith transmissions using either type of brake.

The input to the ECU is supplied by a switch that islinked to the park brake function. On transmissionsequipped with a wet brake, this input is supplied by apressure switch mounted in the park brake housing.On transmissions equipped with a disc brake, theswitch location and operation is determined andinstalled by the vehicle manufacturer. When used, thepark brake input allows the ECU to detect when thepark brake is applied, and prohibits the transmissionfrom engaging in any gear. Driving through the parkbrake is prevented by this means.

Normally the park brake switch supplies an activeinput to the ECU when then park brake is released,and a passive input when the brake is applied.

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Wiring

Input signals supplied to the ECU via connectors J1& J2 are very low in current. Due to this, all switchcontacts and connections in the wiring associatedwith inputs on ECU connectors J1 & J2 must usegold plated contact surfaces and all switches must bemoisture-proof. This is to prevent corrosion of thecontact surfaces which results in a poor connection,and an eventual failure. The use of Packard WeatherPack or equivalent connectors is an exception to thegold plating requirement as they have been designedand tested for this type of application.

Connections in the wiring associated with ECUconnector J3, as well as any power and groundconnections associated with connectors J1 & J2, canuse silver or tin plated contacts due to the highercurrent levels.

Splicing should be held to a minimum. When splicingis required, AMP Inc. Solistrand terminals and splices,or their equivalent, must be used. Splices must notbe made within 50mm of any connector, clampingarea, or harness branch. They must not be madewithin 25mm of any other splice, and not made inany dynamic areas (Le. where the harness flexes inthe application).

Vehicle wiring used in ECU connectors J1, J2, & J3is limited to a maximum of 16 gauge and a minimumof 20 gauge wire, with a cable diameter range of.080" to .095". Packard Metri-pack part numbers are12034398 for J1, 12040921 for J2, and 12048455 forJ3. Plated pins for these connectors are Packardnumber 12047680, and the crimp tool is Packardnumber 12039500. These special connectors do not

require gold plated pins. Unused pin cavities in theseconnectors must be filled with Packard Metri-pack150 Series seal plugs, number 12034413.

Wire sizes for the Packard Weather Pack connectorsdepend upon the pins used. Pins 12010182 and12089305 take 14 or 16 gauge wire, while pins12089188 and 12089040 are limited to 18 or 20gauge wire. Wiring seals for these connectors are12015323 for cable diameters of .087" to .110",12010293 for cable diameters of .111" to .137", and12015193 for cable diameters of .138" to .166".Unused pin cavities in these connectors must befilled with Packard Weather Pack cavity plugs number12010300.

Wiring for ECU power, main power, solenoid valves,and ECU ground must be no smaller than 18 gaugedue to the high current carried in these lines.Excessive runs of the main power line (greater than10 feet), no smaller than 16 gauge wire must beused. Wiring for the digital inputs and magneticpickups can be of the smaller size wire, if desired,since they carry only low current signals.

Wiring from the mag pickups to the ECU must betwisted shielded cable to avoid false triggering ofthese inputs by electrical noise. The cable shieldsmust be grounded at the ECU.

ECU and main power must come from the TVPmodule to protect against severe voltage transients.These two lines must be separate. A ground wire isrequired from battery negative to the ECU. Groundingthe ECU through the vehicle chassis only is notacceptable. In general, all wiring must be kept closeto or inside of shields or other metallic structures.

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ECU Mounting

The ECU must be mounted inside the vehicle cab orother enclosed area that will not exceed ambienttemperature range (-40 to +85 C). It must be mountedto ensure good electrical grounding between the ECUand the vehicle chassis, although a ground wire frombattery negative to the ECU is required. It must not bemounted by any method that would isolate the ECU fromthe vehicle chassis. If rubber mounted for shockprotection, a grounding strap must be utilized to ensureproper grounding.

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GLOSSARY

Active: The high voltage (+ 12V / + 24V) state of adigital input. Dependent upon vehicle system voltage.

Actual Gear: The actual physical gear of thetransmission, regardless of shift lever position orcontroller operation.

Bus: Serial communications link which interconnectsintelligent electronic modules.

Come-Home: A hardware function which allowslimited vehicle motion in the event of failure of certaincomponents.

Commanded Gear: The gear selected by thecombination of the shift lever position and the stateof the Forward, Reverse, Neutral, and Not Neutralinputs. The 'destination' gear.

Current Gear: The gear the controller is currentlyattempting to drive the transmission into by theapplication of commands to the valves.

Downshift Inhibit: The prohibiting of downshifting, bythe ECU, to prevent harsh and abrupt shifts orpossible over speed conditions of the engine. Thedownshift will be inhibited until the current speed ratiowill permit the shift to take place.

Fault: An abnormal condition which results in aperceived performance change or in a loss offunction which may result in performance loss orsystem damage.

Intershift Pause Time: The minimum time delaybetween shifts. A value preprogrammed into the ECU.

Neutral Recoverable: The process where a detectedfault is maintained and displayed by the ECU until theshift lever is cycled to neutral (park on somesystems) and the ECU detects the propercombination of inputs for a legal neutral (park)condition, at which time the diplayed fault will becleared. The fault code will still be maintained in ECUmemory for future recall.

Next Gear: The next gear the controller plans toenter. The next gear will become the current gear if

no faults are detected and all conditions for enteringthe neat gear are met.

Nonvolatile Memory: Memory that retains its dataeven though power to the system has been removed.

Passive: The low voltage (OV) state of a digital input.

Preselecting: The act of moving the shift lever in alateral motion to signal an upshift or a downshiftwhile still in the neutral position, thus selecting thedesired gear to which the transmission will shiftdirectly once the shift lever is moved out of neutral.(Bump shift lever only.)

Previous Direction: The direction of vehicle motionbefore a shuttle shift is initiated.

Previous Gear: The previous current gear.

Sequence Shift: The type of shift which consists ofshifting from a gear to an adjacent gear.

Sequential Shifting: Multiple sequence shifts with nodelay between shifts other than the programmedintershift pause time.

Shift Sequence: The execution of a shift commandplus any "wait" time after which another shiftcommand may be executed.

Shuttle Shift: A shift to a gear in the oppositedirection of vehicle travel made by moving the shiftlever between the Forward and Reverse positionswithout hesitation in the Neutral position long enoughfor the controller to obtain a legal neutral condition.

Speedmatch: The process where the ECUdetermines the proper gear to shift to based upon thecurrent speed ratio.

Speed Ratio: The ratio of the vehicles engine speedto that of the transmission output speed (vehiclespeed indirectly) as calculated by the ECU from theengine speed MPU signal and the transmission outputspeed MPU signal. Speed ratio equals output speeddivided by engine speed.

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SYSTEM ERRORS

The ECU has the ability to detect variousdiscrepancies in the system. These discrepancies areclassified as one of three types of errors: mismatch,solenoid, and decode.

Mismatch errors occur when the ECU detects adisagreement between inputs. Example: The neutralinput active at the same time the not neutral input isactive. The ECU detects this condition and knowsthat only one of these inputs should be active at anygiven time, so an error is generated.

• Solenoid errors occur when a solenoid circuit has• failed. This can be either a short or an open in the

circuit. Some possible causes of these errors arepinched or broken wiring, shorted or open coils, badconnections, and shorted wiring (to either ground orvehicle voltage.) Errors 176 -178 are internal ECUerrors (related to the solenoid circuitry) which may begenerated by software, hardware, or a combination ofboth.

Decode errors occur from mag pickup sensor failures,temperature or engine/output speed discrepancies

• that occur while attempting to calibrate, and internal• ECU errors. Decode errors occurring from internal

ECU errors, are illegal values for program variables

generated during software execution. All errors areneutral recoverable, unless the condition causing theerror prevents the ECU from detecting a legal neutralcondition (park on some systems). After a neutralrecovery, the shift lever may be placed back into alegal forward or reverse position. If the conditioncausing the error still exist, the error will again bedetected and displayed. If not, the ECU will continueoperating in a normal manner.

How the ECU handles errors depends upon whattype and which error has occurred. In general, theECU will immediately shift the transmission to neutralin the event of an error. The transmission will thenremain in neutral until the error has been resolvedand the shift lever cycled to neutral and back to thedesired position.

The ECU retains the last eight non-repeating errorcodes in nonvolatile memory in the order in whichthey have occurred. These codes are available forfuture retrieval to aid in the diagnosing of the system.

Following is a list of the errors that are detectable,their type and description, and any condition(s) whichcan cause the error. Not all errors listed pertain toeach and every system.

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ERROR CODES

NOTE: Not all error codes pertain to each and everyapplication.

Diagnostic code: ECU

Error type: Special (Gear/diagnostic indicator only)

Error: ECU not communicating with indicator.

Conditions:

• The communications link between the ECU andthe indicator has been broken.

• The ECU has lost power to pin J1-a1.• The ECU has lost ground to pin J1-a3.• The programming input at pin J1-h3 is active.• The ECU is defective.

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Diagnostic code: 16

Error type: Mismatch

Error: Handle signal is out of tolerance.


Diagnostic code: 21


Error: Handle signal is park, but forward input isactive.

Conditions: The ECU has detected a signal fromthe shift lever that is not a legal pulse width, or hasdetected no signal at all.

Diagnostic code: 17


• Error: Handle signal is park, but park input is• passive.

Conditions: The ECU has detected a legal parkposition from the shift lever, but cannot detect thepark input at pin J1-f2.

Diagnostic code: 18


Error: Handle signal is park, but not park input ist active.

Conditions: The ECU has detected a legal parkposition from the shift lever, and has also detectedthe not park input at pin J1-b2.

Diagnostic code: 19


Error: Handle signal is park, but neutral input ispassive.

t Conditions: The ECU has detected a legal parkposition from the shift lever, but cannot detect theneutral input at pin J2-a2.

Diagnostic code: 20


Error: Handle signal is park, but not neutral input isactive.

Conditions: The ECU has detected a legal parkposition from the shift lever, and has also detectedthe not neutral input at pin J1-f1.

Conditions: The ECU has detected a legal parkposition from the shift lever, and has also detectedthe forward input at pin J1-d3.

Diagnostic code: 22


Error: Handle signal is park, but reverse input isactive.

Conditions: The ECU has detected a legal parkposition from the shift lever, and has also detectedthe reverse input at pin J1-d2.

Diagnostic code: 23


Error: Handle signal is neutral, but park input isactive.

Conditions: The ECU has detected a legal neutralposition from the shift lever, and has also detectedthe park input at pin J1-f2.

Diagnostic code: 24


Error: Handle signal is neutral, but not park input ispassive.

Conditions: The ECU has detected a legal neutralposition from the shift lever, but cannot detect thenot park input at pin J1-b2.

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Diagnostic code: 25



Diagnostic code: 30


Error: Handle signal is neutral, but neutral input ispassive.

Conditions: The ECU has detected a legal neutralposition from the shift lever, but cannot detect theneutral input at pin J2-a2.

Diagnostic code: 26


Error: Handle signal is neutral, but not neutral inputis active.

Conditions: The ECU has detected a legal neutralposition from the shift lever, and has also detectedthe not neutral input at pin J1-f1.

Diagnostic code: 27


Error: Handle signal is neutral, but forward input isactive.

Conditions: The ECU has detected a legal neutralposition from the shift lever, and has also detectedthe forward input at pin J1-d3.

Diagnostic code: 28


Error: Handle signal is neutral, but reverse input isactive.

Conditions: The ECU has detected a legal neutralposition from the shift lever, and has also detectedthe reverse input at pin J1-d2.

Diagnostic code: 29


Error: Handle signal is not neutral or not park, butpark input is active.

Conditions: The ECU has detected a legal forwardor reverse selector position from the shift lever, andhas also detected the park input at pin J1-f2.

Error: Handle signal is not neutral or not park, butnot park input is passive.

Conditions: The ECU has detected a legal forwardor reverse selector position from the shift lever, butcannot detect the not park input at pin J1-b2.

Diagnostic code: 31


Error: Handle signal is not neutral or not park, butneutral input is active.

Conditions: The ECU has detected a legal forwardor reverse selector position from the shift lever, andhas also detected the neutral input at pin J2-a2.

Diagnostic code: 32


Error: Handle signal is not neutral or not park, butnot neutral input is passive.

Conditions: The ECU has detected a legal forwardor reverse selector position from the shift lever, butcannot detect the not neutral input at pin J1-f1.

Diagnostic code: 33


Error: Both forward and reverse inputs are active.

Conditions: The ECU has detected the forwardinput on pin J1-d3, and the reverse input on pinJ1-d2.

Diagnostic code: 34


Error: Handle signal is not neutral or not park, butboth forward and reverse inputs are passive.

Conditions: The ECU has detected a legal forwardor reverse selector position from the shift lever, butcannot detect either the forward input on pin J1-d3 orthe reverse input on pin J1-d2.

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Diagnostic code: 35


Error: Internal ECU error.

Diagnostic code: 36



Diagnostic code: 40


Error: Park and not park inputs are both active.

Conditions: The ECU has detected the park input atpin J1-f2, and has also detected the not park input atpin J1-b2.

Error: Handle signal is not neutral or not park, butvalve power is less than 18 volts.

Conditions: The ECU has detected a legal forward• or reverse selector position, and has also detected• that valve power is below the normal operating range

due to probable low system voltage at pin J3-a1.

Diagnostic code: 37


Error: Handle signal is not neutral or not park, butvalve power is greater than 30 volts.

Conditions: The ECU has detected a legal forward• or reverse selector position, and has also detected• that valve power is above the normal operating range

due to probable high system voltage at pin J3-a1.

Diagnostic code: 38


Error: Handle signal is park, but park brake solenoidis energized. (Energizing solenoid releases brake.)

Conditions: The ECU has detected a legal parkposition from the shift lever, and has also detectedthat the park brake pressure switch input at pin J1-j3is passive.

Diagnostic code: 39


Error: Handle signal is not park, but park brakesolenoid is not energized. (De-energizing solenoidsets brake.)

Conditions: The ECU has detected a legal forward,neutral, or reverse selector position from the shiftlever, and has also detected that the park brakepressure switch input at pin J1-j3 is active.

Diagnostic code: 41


Error: Park input is active, but neutral input ispassive.

Conditions: The ECU has detected the park input atpin J1-f2, but cannot detect the neutral input at pinJ2-a2.

Diagnostic code: 42


Error: Park and not neutral inputs are both active.

Conditions: The ECU has detected the park input atpin J1-f2, and has also detected the not neutral inputat pin J1-f1.

Diagnostic code: 43


Error: Park and forward inputs are both active.

Conditions: The ECU has detected the park input atpin J1-f2, and has also detected the forward input atpin J1-d3.

Diagnostic code: 44


Error: Park and reverse inputs are both active.

Conditions: The ECU has detected the park input atpin J1-f2, and has also detected the reverse input atpin J1-d2.

YZ,CTM84,105,24-19-D9SEP94


Diagnostic code: 45



Diagnostic code: 50


Error: Park and not park inputs are both passive.

Conditions: The ECU cannot detect either the parkinput at pin J1-f2 or the not park input at pin j1-b2.

Diagnostic code: 46


Error: Neutral and not neutral inputs are both active.

Conditions: The ECU has detected the neutral inputat pin J2-a2, and has also detected the not neutralinput at pin J1-f1.

Diagnostic code: 47


Error: Neutral and forward inputs are both active.

Conditions: The ECU has detected the neutral inputat pin J2-a2, and has also detected the forward inputat pin J1-d3.

Diagnostic code: 48


Error: Neutral and reverse inputs are both active.

Conditions: The ECU has detected the neutral inputat pin J2-a2, and has also detected the reverse inputat pin J1-d2.

Diagnostic code: 49


Error: Neutral and not neutral inputs are bothpassive.

Conditions: The ECU cannot detect either theneutral input at pin J2-a2, or the not neutral input atpin J1-f1.

Error: Not neutral input is active, but both forwardand reverse inputs are also active.

Conditions: The ECU has detected the not neutralinput at pin J1-f1, and has also detected both theforward input at pin J1-d3 and the reverse input atpin J1-d2.

Diagnostic code: 51


Error: Not neutral input is active, but both forwardand reverse inputs are passive.

Conditions: The ECU has detected the not neutralinput at pin J1-f1, but cannot detect either theforward input at pin J1-d3 or the reverse input at pinJ1-d2.

Diagnostic code: 52


Error: Upshift and downshift inputs are both active.

Conditions: The ECU has detected the upshift inputat pin J1-g2, and has also detected the downshiftinput at pin J1-e3.

Diagnostic code: 53


Error: Handle signal is not neutral or not park, butvalve power is less than 9 volts.

Conditions: The ECU has detected a legal forwardor reverse selector position, and has also detectedthat valve power is below the normal operating rangedue to probable low system voltage at pin J3-a1.

YZ,CTM84,105,25-19-09SEP94

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Diagnostic code: 54



Diagnostic code: 59


Error: Handle signal is not neutral or not park, andvalve power is greater than 16 volts.

Conditions: The ECU has detected a legal forwardor reverse selector position, and has also detectedthat valve power is above the normal operating rangedue to probable high system voltage at pin J3-a1.

Diagnostic code: 55


Error: Inching pedal signal is not inching, but pedaldown input is active.

Conditions: The ECU has detected the inchingpedal down input at pin J1-k2, but cannot detect anyinching signal at pin J2-f1.

Diagnostic code: 56


t Error: Analog inching voltage is too low.

Conditions: The ECU has detected an inchingvoltage that is less than the normal operating rangefor inching at pin J2-f1.

Diagnostic code: 57


Error: Analog inching voltage is too high.

Conditions: The ECU has detected an inchingvoltage that is greater than the normal operatingrange for inching at pin J2-f1.

Diagnostic code: 58


Error: Calibration in progress, but front wheel drive isturned on.

Conditions: The ECU has detected that thecalibration input on pin J1-k3 is active, and has alsodetected that the front wheel drive input on pin J1-h1is active.

Diagnostic code: 60


Error: Auto and manual inputs are both active.

Conditions: The ECU has detected the auto input atpin J1-g3, and has also detected the manual input atpin J1-e2.

Diagnostic code: 61


Error: Auto and manual inputs are both passive.

Conditions: The ECU cannot detect either the autoinput at pin J1-g3 or the manual input at pin J1-e2.

Diagnostic code: 62


Error: Illegal 5 bit selector code.

Conditions: The ECU has detected an illegal 5 bitselector code from the shift lever.

Diagnostic code: 63


Error: 5 bit selector code is neutral, but forward inputis active.

Error: Calibration in progress, but park brake is notapplied.

Conditions: The ECU has detected that thecalibration input on pin J1-k3 is active, and hasdetected that the park brake pressure switch input onpin J1-j3 is passive.

Conditions: The ECU has detected a legal 5 bitselector code for the neutral shift lever position, andhas also detected the forward input at pin J1-d3.

YZ,CTM84, 105,26-19-09SEP94


Diagnostic code: 80

Error type: Decode


Diagnostic code: 81

Error type: Decode


Diagnostic code: 82

Error type: Decode


Diagnostic code: 83

Error type: Decode


Diagnostic code: 84

Error type: Decode


Diagnostic code: 85

Error type: Decode


Diagnostic code: 86

Error type: Decode


Diagnostic code: 87

Error type: Decode



Diagnostic code: 88

Error type: Decode


Diagnostic code: 89

Error type: Decode

Error: Engine speed MPU signal missing or frequencyis too low.

Conditions: The ECU cannot detect any signal fromthe engine speed mag pickup.

Diagnostic code: 90

Error type:

Error: Transmission output speed MPU signal missingor frequency is too low.

Conditions: The ECU cannot detect any signal fromthe transmission output speed mag pickup.

Diagnostic code: 91

Error type: Decode


Diagnostic code: 92

Error type: Decode

Error: No load engine speed too high duringcalibration.

Conditions: The ECU has detected a signal fromthe engine speed mag pickup indicating that no loadengine speed was too high during calibration.

Diagnostic code: 94

Error type: Decode

Error: Output speed present during calibration.

Conditions: The ECU has detected a signal fromthe transmission output speed mag pickup whileattempting to perform the calibration.

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CTM84 (02SEP94) 105-20YZ,CTM84,1 05,27-19-09SEP94


Diagnostic code: 95

Error type: Decode


Diagnostic code: 100

Error type: Decode

Error: Engine speed too low during calibration.

Conditions: The ECU has detected a signal fromthe engine speed mag pickup indicating that loadedengine speed was pulled too low during calibration.

Diagnostic code: 96

Error type: Decode

Error: No load engine speed too low duringcalibration.

Conditions: The ECU has detected a signal fromthe engine speed mag pickup indicating that no loadengine speed was too low during calibration.

Diagnostic code: 97

Error type: Decode

Error type: Decode


Diagnostic code: 99

Error type: Decode

Error: Transmission temperature too high fort calibration.

Conditions: The ECU has detected a transmissiontemperature in excess of 195 degrees Fahrenheit.Temperature must be below 195 degrees to performcalibration of the transmission clutches.




Error: Inching is not available. Input on J1-k2 ispassive. This input must be jumpered to J3-d1 at theECU, or a jumper installed between pins E & F atconnector T11.

Conditions: The ECU has determined that theinching function is not available with this ECU, butcannot detect an active input at pin J1-k2. This inputmust be tied to vehicle voltage on applications notutilizing the inching function.



Error: Brake cutoff is not available. Input on J1-f3 ispassive. This input must be jumpered to J3-b2 at theECU, or a jumper installed between pins A & B atconnector T10.

Conditions: The ECU has determined that the brakecutoff function is not available with this ECU, butcannot detect an active input at pin J1-f3. This inputmust be tied to vehicle voltage on applications notutilizing the brake cutoff function.



Error: 5-bit selector code is neutral, but reverse inputis active.

Conditions: The ECU has detected a legal 5 bitselector code for the neutral shift lever position, andhas also detected the reverse input at pin J1-d2.

YZ,CTM84,105,28-19-09SEP94






Error type: Mismatch IError: 5-bit selector code is neutral, but neutral inputis passive.

Conditions: The ECU has detected a legal 5 bitselector code for the neutral shift lever position, butcannot detect the neutral input at pin J2-a2.



Error: 5-bit selector code is neutral, but not neutralinput is active.

Conditions: The ECU has detected a legal 5 bitselector code for the neutral shift lever position, andhas also detected the not neutral input at pin J1-f1.



Error: 5-bit selector code is not neutral, but neutralinput is active.

Conditions: The ECU has detected a legal 5 bitselector code for a forward or reverse shift leverposition, and has also detected the neutral input atpin J2-a2.

Error: 5-bit selector code is not neutral, but notneutral input is passive.

Conditions: The ECU has detected a legal 5 bitselector code for a forward or reverse shift leverposition, but cannot detect the not neutral input at pinJ1-f1.



Error: 5-bit selector code is not neutral, but forwardand reverse inputs are both active.

Conditions: The ECU has detected a legal 5 bitselector code for a forward or reverse shift leverposition, and has also detected the forward input atpin J1-d3 and the reverse input at pin J1-d2.

YZ,CTM84,105,29-19-09SEP94

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090994






Error: Selector code is not neutral, but park brakeinput is active.

Conditions: The ECU has detected a legal forwardor reverse selector position from the shift lever, andhas also detected the park input at pin J1-f2.



Error: Carrier cab and upper cab inputs are bothactive.

Conditions: The ECU has detected the carrier cabinput at pin J1-h2, and has also detected the uppercab input at pin J1-j1.



Error: Carrier cab and upper cab inputs are bothpassive.

Conditions: The ECU cannot detected either thecarrier cab input at pin J1-h2, or the upper cab inputat pin J1-j1.



• Error: Handle code not neutral while switching cab• modes.

Conditions: The ECU cannot detected a not neutralhandle condition from one of the cab selectorhandles while changing between carrier cab andupper cab modes.

Error: Upper cab mode selected, but transmissiongear is not a legal gear range for upper cab mode.

Conditions: The ECU has detected the upper cabmode input active at pin J1-j1, and has determinedthe transmission gear range is not a legal gear forthe upper cab mode. Legal gear ranges for upper cabmode are neutral, forward first, and reverse first.


Error type: Solenoid

Error: Open circuit or short to positive vehicle voltageon ECU pin J3-j1. Transmission solenoid associatedwith this circuit is Solenoid 4.



Error: Open circuit or short to positive vehicle voltageon ECU pin J3-g1. Transmission solenoid associatedwith this circuit is Solenoid 3.



Error: Open circuit or short to positive vehicle voltageon ECU pin J3-h1. Transmission solenoid associatedwith this circuit is Solenoid 2.



Error: Open circuit or short to positive vehicle voltageon ECU pin J3-f1. Transmission solenoid associatedwith this circuit is Solenoid 1.



Error: Open circuit or short to positive vehicle voltageon ECU pin J3-k1. Transmission solenoid associatedwith this circuit is Solenoid A.

YZ,CTM84,105,30-19-09SEP94






Error type: Solenoid IError: Open circuit or short to positive vehicle voltageon ECU pin J3-f2. Transmission solenoid associatedwith this circuit is Solenoid B.



Error: Open circuit or short to positive vehicle voltageon ECU pin J3-g2. Transmission solenoid associatedwith this circuit is Solenoid C.


Error: Open circuit or short to positive vehicle voltageon ECU pin J3-k2.



Error: Open circuit or short to positive vehicle voltageon ECU pin J3-f3.

Diagnostic code: 155 •



Error: Open circuit or short to positive vehicle voltageon ECU pin J3-h2. Transmission solenoid associatedwith this circuit is Solenoid D.



Error: Open circuit or short to positive vehicle voltageon ECU pin J3-j2.

Error: Open circuit or short to positive vehicle voltageon ECU pin J3-g3.



Error: Open circuit or short to positive vehicle voltageon ECU pin J3-h3.



Error: Open circuit or short to positive vehicle voltageon ECU pin J3-j3.

YZ.CTM84.105.31-19-09SEP94

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CTM84 (02SEP94) 105·24 DF Series 150 and 250090994






Error: Output shorted to ground on ECU pin J3-j1.Transmission solenoid associated with this circuit isSolenoid 4.



Error: Output shorted to ground on ECU pin J3-g1.Transmission solenoid associated with this circuit isSolenoid 3.



Error: Output shorted to ground on ECU pin J3-h1.Transmission solenoid associated with this circuit isSolenoid 2.


t Error type: Solenoid

Error: Output shorted to ground on ECU pin J3-f1.Transmission solenoid associated with this circuit isSolenoid 1.



Error: Output shorted to ground on ECU pin J3-k1.Transmission solenoid associated with this circuit isSolenoid A.

Error: Output shorted to ground on ECU pin J3-f2.Transmission solenoid associated with this circuit isSolenoid B.



Error: Output shorted to ground on ECU pin J3-g2.Transmission solenoid associated with this circuit isSolenoid C.



Error: Output shorted to ground on ECU pin J3-h2.Transmission solenoid associated with this circuit isSolenoid o.



Error: Output shorted to ground on ECU pin J3-j2.



Error: Output shorted to ground on ECU pin J3-k2.

YZ,CTM84,105,32-19-09SEP94







Error: Output shorted to ground on ECU pin J3-f3.



Error: Output shorted to ground on ECU pin J3-g3.



Error: Output shorted to ground on ECU pin J3-h3.



Error: Output shorted to ground on ECU pin J3-j3.








YZ,CTM84,105,33-19-09SEP94

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CTM84 (02SEP94) 105-26

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I Index

Electronic Control UnitComponent Functions . . . . . . . . . . . . . . . 105-4ECU Mounting 105-11Engine Speed MPU 105-5EOV Operation . . . . . . . . . . . . . . . . . . . . 105-3Error Codes . . . . . . . . . . . . . . . . . . . . . 105-14Glossary 105-12Inching Pedal 105-7Input Function Switches 105-9Optional Components 105-7Shift Lever . . . . . . . . . . . . . . . . . . . . . 105-6Speedometer . . . . . . . . . . . . . . . . . . . . . 105-8System Components . . . . . . . . . . . . . . . . 105-3System Errors 105-13System Requirements .. . . . . . . . . . . . 105-9Throttle Position Sensor 105-8Transmission Output Speed MPU . . 105-5TVP Module . . . . . . . . . . . . . . . . . . . . 105-4Wiring .... . . . . . . . . . . . . . . . . . . . . . 105-10Wiring Harness . . . . . . . . . . . . . . . . . . . . 105-6

Page

AAuxiliary pump drive disconnect

Assemble 25-10Disassemble . . . . . . . . . . . . . . . . . . . . .. 25-9

cCharge pump

Install pump to front cover 25-12Assemble pump drive disconnect 25-10Assemble suction tube group . . . . . . . . .. 25-4Auxiliary pump drive disconnect 25-8Charge pump group drawing 25-6Disassemble pump drive disconnect 25-9Disassemble suction tube drawing 25-2Driven gear assembly 25-7Install driven gear assembly 25-12Install suction tube 25-5Remove charge pump group .. 25-7Remove suction tube 25-3Suction tube drawing . . . . . . . . . . . .. 25-4

Clutch stage assemblyAssemble 45-26Disassemble 45-18Install stage assemblies 45-35

Control valveCap screw tightening sequence ..... 35-5Control valve group drawing . . . . . . . . . .. 35-4Direction and speed ports 35-8Disassemble and assemble 35-3Disassembly and assembly notes . . . . . .. 35-3Piping diagram 35-6Pressure and temperature ports . . . .. 35-7Remove control valve group 35-2Remove wiring harness . . . . . . . . . . . . .. 35-1

DDrive plate

Assemble drive plate group 20-2Disassemble drive plate group 20-2Drive plate assembly drawing . . . . . . . . .. 20-2

E

FFree stator

Free stator assembly drawing .Front Cover

drawing, lifting tool .Front Cover group

Assemble driven gear and bearings .Assemble idler gears .Assemble input assembly .

Front cover groupAssemble input shaft & stator tube .Disassemble front cover .

Front Cover groupDisassemble input assembly drawing .Drawing .Drawing, front cover group .

Front cover groupInstall driven gear assembly .

Front Cover groupInstall idler gears assemblies .Install idler shafts .

Front cover groupInstall magnetic pickup .Install oil seal and bearing .,;emove and disassemble .

Front Cover groupRemove bearings from driven gears .Remove driven gears .

Page

· . 20-11

99-4

30-9· . 30-10· . 30-11

· . 30-2030-7

30-630-2

· . 30-19

· . 30-16

· . 30-13· . 30-14

· . 30-18· . 30-12

30-3

30-830-8

Index-1

Index I

Page

Input assemblyAssemble 30-11Assemble driven gear and bearings 30-9Assemble idler gears 30-10Assemble input shaft & stator tube 30-20Disassemble . . . . . . . . . . . . . . . . . . . . .. 30-6Disassemble front cover 30-7Drawing, front cover group 30-19Front cover group drawing . . . . . . . . . . .. 30-2Install driven gear assembly 30-16Install idler gears assemblies 30-13Install idler shafts 30-14Install magnetic pickup 30-18Install oil seal and bearing 30-12Install on transmission _.. 30-22Remove and disassemble 30-3Remove bearings from driven gears 30-8Remove driven gears 30-8Remove idler gears and disassemble 30-9Remove magnetic pickup 30-10

Page

Front cover groupRemove idler gears and disassemble .... 30-9

Front Cover groupRemove magnetic pickup 30-1~.

Front housingAssemble 40-15Disassemble 40-14Disassemble and assemble drawing 40-12Disassemble front housing 40-19Disassemble Ground Driven Pump 40-13Install 40-16Install bearing cup 40-23Install bore sleeves 40-21Install disconnect 40-8Install front housing/rear housing 40-24Install Lube relief valve 40-22Install oil seal 40-23Lifting tool, front housing 40-18Remove . . . . . . . . . . . . . . . . . . . . .. 40-14Remove bearing cup 40-22Remove bore sleeves 40-20Remove disconnect 40-3Remove front housing 40-17Remove lube relief valve 40-22Remove oil seal 40-23Remove output yokes " 40-3

Front housing groupInstall input housing assembly 30-22

Lubricant, transmission

L

M

10-6

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I090994

o

Magnetic pickupInput assembly 30-10Output assembly . . . . . . . . . . . . . . . . . .. 45-1

Metric torque values 10-17

OilCheck and service 10-8Cold weather startup . . . . . . . . . . . . . . . . 10-11Fill with oil . . . . . . . . . . . . . . . . . . . . . .. 10-7Oil analysis 10-10Oil and filter change intervals . . . . . . . . .. 10-9Oil drain location _. . . . . . . . 10-10Oil fill location 10-10Oil level check location . . . . . . . . . . . . . . 10-10Oil specifications 10-6Oil temp warning signal . . . . . . . . . . . . . . 10-12

Oil filter bypassCold weather startup . . . . . . . . . . . . . . . . 10-11Filter bypass indication 10-9

II

---..----.--.----- ----~_. ..._._..__~ __.JIndex-2

10-410-18

GGear ratio group

Assemble clutch stage assembly 45-26Disassemble clutch stage assembly 45-18First stage shaft assembly 45-13Remove 45-11Remove seventh stage output 45-2Second stage shaft assembly 45-14

Ground Driven PumpAssemble 40-15Disassemble 40-14Disassemble and assemble drawing 40-13Install 40-16Remove 40-14

Identification plateID plate location

Inch torque values

1810-17

_______ I

Torque converter 12.75-ContinuedFixed stator assembly drawing 20-7

Fixed stator converter drawing . . . . . . . 20-4Free stator assembly drawing . . . . . . . . . . 20-11Free stator converter drawing . . . . . . . . .. 20-5

Front cover 20-6Install drive plate 20-3

Remove and install bearing .. 20-6Remove drive plate group .. 20-2

Remove from transmission . . . . . . . . . . .. 20-1Remove stator . . . . . . . . . . . . . . . 20-7Remove turbine 20-6Stator identification . . . . . . . . . . . . . . . 20-9

Torque valuesInch .Metric .

TowingTowing the vehicle 10-12

TransmissionCheck and service 10-8Cold weather startup . . . . . . . . . . . . . . . . 10-11DF Identification .. . . . . . . . . . . . . . . . .. 10-5Dipstick gage location . . . . . . . . . . . . . 10-10Drawing, rear housing .. 50-8Fill with oil . . . . . . . . . . . . . . . . . . . . . .. 10-7Front housing drawing 40-12Ground Driven Pump 40-13ID plate location . . . . . . . . . . . . . . . . . .. 10-4Install output yokes 50-10Install transmission to engine . . . . . . . . 10-14Installation Warning notice 10-14Oil analysis 10-10Oil and filter change intervals . . . . . . . . .. 10-9Oil drain location 10-10Oil specifications 10-6Oil temp warning signal 10-12Remove and install dipstick tube 40-2

Remove output yokes . . . . . . . . . . . . . .. 40-3Repair stand 15-1Safety precautions 15-2Stalling torque converter 10-11Storing the transmission 10-13Towing the vehicle 10-12Troubleshooting 100-10

Transmission Standdrawing, assembly stand plate ..... 99-2, 99-3

TroubleshootingTransmission 100-10

Index

Page

T

s

R

Seventh stageAssemble 45-39

SolenoidTest 100-3Valve operation 100-2Voltage requirements 100-3

Special toolsClutch stage lift tool 45-11

Suction leak test 100-1Suction tube

Disassemble . . . . . . . . . . . . . . . . . . . . .. 25-2Drawing . . . . . . . . . . . . . . . . . . . . . . . .. 25-4Install suction tube 25-5Remove suction tube 25-3

Rear housingAssemble bearing retainer . . . . . . . . . . .. 50-7Disassemble and assemble 50-8Disassemble and assemble retainer 50-4Disassemble bearing retainer . . . . . . . . .. 50-6Install first stage cover group . . . . . . . . .. 50-3Install output yokes 50-10Remove / install magnetic pickup . . . . . .. 45-1Remove and install bearing cup . . . . . . .. 50-9Remove first stage cover group 50-2Setting end play 50-11

t TestSolenoids . . . . . . . . . . . . . . . . . . . . . . . . 100-3Suction leak . . . . . . . . . . . . . . . . . . . . . . 100-1

Torque converter 12.75Assemble cover/turbine/impeller 20-21Assemble fixed stator 20-10Assemble free stator 20-13Assemble free stator clutch 20-14Assemble impeller 20-17Assemble stator/impeller 20-19Assemble turbine/stator 20-20

_Disassemble fixed stator assembly '" . .. 20-8Disassemble free stator 20-12Disassemble impeller 20-16

l~Drive plate assembly drawing . . . . . . . . .. 20-2

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Index-3 090!J94

Index

Page

vValve

Solenoid, operation . . . . . . . . . . . . . . . . . 100-2Solenoid, voltage requirements 100-3

Valve, controlCap screw tightening sequence 35-5Control valve group drawing . . . . . . . . . .. 35-4Direction and speed ports 35-8Disassemble and assemble 35-3Disassembly and assembly notes . . . . . .. 35-3Piping diagram .... . . . . . . . . . . . . . . .. 35-6Pressure and temperature ports . . . . . . .. 35-7Remove and install wiring harness 35-1Remove control valve group 35-2

wWiring harness

Remove and install . . . . . . . . . . . . . . . .. 35-1

Index-4

II

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090994

45-26 series... · 2015-04-06 · groove in shaft. pressing bearing all the way into gear may...

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