HL770-7 ErrorCode

SECTION 3 POWER TRAIN SYSTEM
Group 1 Structure and Function 3-1

Group 2 Operational Checks and Troubleshooting 3-59
Group 3 Tests and Adjustments 3-70
Group 4 Disassembly and Assembly 3-73
SECTION 3 POWER TRAIN SYSTEM
GROUP 1 STRUCTURE AND FUNCTION
1. POWER TRAIN COMPONENT OVERVIEW
Transmission Engine
Front axle
Front drive shaft Center drive shaft Rear drive shaft Rear axle
7707PT01
The power train consists of the following components:

Transmission
Front, center and rear drive shafts
Front and rear axles
Engine power is transmitted to the transmission through the torque converter.
The transmission is a hydraulically engaged four speed forward, three speed reverse countershaft type
power shift transmission. A calliper-disc type parking brake is located on the front axle.
The transmission outputs through universal joints to three drive shaft assemblies. The front drive shaft
is a telescoping shaft which drives the front axle. The front axle is mounted directly to the loader frame.
The front axle is equipped with limited slip differential.
The rear axle is mounted on an oscillating pivot. The rear axle is equipped with limited slip differential.
The power transmitted to front axle and rear axle is reduced by the pinion gear and ring gear of
differential. It then passes from the differential to the sun gear shaft(Axle shaft) of final drive.
The power of the sun gear is reduced by a planetary mechanism and is transmitted through the
planetary hub to the wheel.
3-1
HYDRAULIC CIRCUIT
KR K4 K1 K3 KV K2
F 55 E 60 D 56 C 58 B 53 A 57
P1 P2 P3 P4 P5 P6
B D B D B D B D B D B D
Y1 Y2 NFS Y3 NFS Y4 NFS Y5 Y6 NFS

NFS NFS
Pressure
Temp reducing
sensor valve
9 bar
System
pressure
valve
Valve block control circuit 16+2 bar
Converter
Relief Filter
valve
8.5 bar
Oil cooler Pressure
holding Pump
valve 16+2 bar
Bypass 5 bar
valve
3 bar Coarse filter
Oil sump
Lubrication
Main oil circuit
7704PT01
NFS Follow-on slide P3 Proportional valve clutch K1

D Oscillation damper P4 Proportional valve clutch K3
B Orifice P5 Proportional valve clutch KV
P1 Proportional valve clutch KR P6 Proportional valve clutch K2
P2 Proportional valve clutch K4 Y1~Y6 Pressure regulator valve with filter
Current
Forward Reverse Engaged Positions No. of the
Speed Neutral clutch on the measuring
valve block points
1 2 3 4 1 2 3
Y1 X X X KR F 55
Y2 X K4 E 60
Y3 X X K1 D 56
Y4 X X X K3 C 58
Y5 X X X KV B 53
Y6 X X K2 A 57
Engaged
K1,KV KV,K2 KV,K3 K4,K3 KR,K1 KR,K2 KR, K3 - - -
clutch
X : Pressure regulator under voltage
3-2
2. TORQUE CONVERTER
5 1 2 3 4
7704PT03
1 Pump 3 Turbine 5 Input shaft

2 Stator 4 Transmission pump
The converter is working according to the Trilok-system, i.e. it assumes at high turbine speed the
characteristics, and with it the favorable efficiency of a fluid clutch.
The converter will be defined according to the engine power so that the most favorable operating
conditions for each installation case are given.
The Torque converter is composed of 3 main components :
Pump wheel - turbine wheel - stator(Reaction member)
These 3 impeller wheels are arranged in such a ring-shape system that the fluid is streaming through
the circuit components in the indicated order.
Pressure oil is constantly streaming out of the transmission pump through the converter. In this way, the
converter can fulfill its task to multiply the torque of the engine, and at the same time, the heat created in
the converter is dissipated through the escaping oil.
The oil, escaping out of the pump wheel, enters the turbine wheel and is there inversed in the direction
of flow.
According to the rate of inversion, the turbine wheel and with it also the output shaft, receive a more or
less high reaction moment. The stator(Reaction member), following the turbine, has the task to inverse
again the oil which is escaping out of the turbine and to delivery it under the suitable discharge direction
to the pump wheel.
Due to the inversion, the stator receives a reaction moment.
The relation turbine moment/pump moment is called torque conversion. This is the higher the greater
the speed difference of pump wheel and turbine wheel will be.
Therefore, the maximum conversion is created at standing turbine wheel.
With increasing output speed, the torque conversion is decreasing. The adaption of the output speed to
a certain required output moment is infinitely variable and automatically achieved by the torque
converter.
3-3
If the turbine speed is reaching about 80% of the pump speed, the conversion becomes 1.0 i.e. the
turbine moment becomes equal to that of the pump moment.
From this point on, the converter is working similar to a fluid clutch.
A stator freewheel serves to improve the efficiency in the upper driving range, it is backing up in the
conversion range the moment upon the housing, and is released in the coupling range.
In this way, the stator can rotate freely.
Function of a hydrodynamic torque converter(Schematic view)
TP = Torque of the pump wheel

TT = Torque of the turbine wheel
TR = Torque of the reaction member(Stator)
Pump wheel TR
Turbine wheel
From the engine
TT
TP
To the gearbox
Starting
condition 1 1.5 Reaction member 2.5
nT = 0
(Stator) Machine stopped
Intermediate
condition 1 <1.5 <2.5 nT < n engine
Condition shortly
before the converter 1 1 nT = 0.8n engine
clutch is closed. 0
Turbine wheel is running with

about the same speed as
pump wheel.
3-4 (770-3)
3-4
3. TRANSMISSION
1) LAYOUT
2 3 4 5
6
1
KV K1 7
16
9
15
KR K2
14
10
K4 K3
13
11
12
7704PT02
1 Engine connection 7 Converter change and 12 Output shaft

2 Torque converter control pressure pump 13 Lay shaft
3 Breather 8 1st clutch(K1) 14 4th clutch(K4)
4 Drive 9 2nd clutch(K2) 15 Reverse clutch(KR)
5 Electro-hydraulic shift control 10 3rd clutch(K3) 16 Forward clutch(KV)
6 1st power take off 11 Output shaft
3-5
2) INSTALLATION VIEW
2 4 11 1 3 13 16 17
K2 KR KV K4 K3
14 19
10 18
15
7 12
8
6 9
7707PT13
1 Lifting lugs 11 Converter

2 Breather 12 Emergency steering pump connection(Option)
3 Electro-hydraulic shift control 13 Engine driver
4 Engine connection 14 Pressure line clutch K2
5 Coarse filter 15 Pressure line clutch KR
6 Oil drain plug M22 1.5 16 Pressure line clutch KV
7 Output-rear axle 17 Pressure line clutch K4
8 Output-front axle 18 Pressure line clutch K3
9 Transmission suspension holes M20 19 Pressure line clutch K1
10 Mounting holes
3-6
3) OPERATION OF TRANSMISSION
(1) Forward
Forward 1st
In 1st forward, forward clutch and 1st clutch are engaged.
Forward clutch and 1st clutch are actuated by the hydraulic pressure applied to the clutch piston.
INPUT
KV K1
KR K2
K4 K3
OUTPUT OUTPUT
7704PT07
3-7
Forward 2nd
In 2nd forward, forward clutch and 2nd clutch are engaged.
Forward clutch and 2nd clutch are actuated by the hydraulic pressure applied to the clutch piston.
INPUT
KV K1
KR K2
K4 K3
OUTPUT OUTPUT
7704PT08
3-8
Forward 3rd
In 3rd forward, forward clutch and 3rd clutch are engage.
Forward clutch and 3rd clutch are actuated by the hydraulic pressure applied to the clutch piston.
INPUT
KV K1
KR K2
K4 K3
OUTPUT OUTPUT
7704PT09
3-9
Forward 4th
In 4th forward, 4th clutch and 3rd clutch are engaged.
4th clutch and 3rd clutch are actuated by the hydraulic pressure applied to the clutch piston.
INPUT
KV K1
KR K2
K4 K3
OUTPUT OUTPUT
7704PT10
3-10
(2) Reverse
Reverse 1st
In 1st reverse, reverse clutch and 1st clutch are engaged.
Reverse clutch and 1st clutch are actuated by the hydraulic pressure applied to the clutch piston.
INPUT
KV K1
KR K2
K4 K3
OUTPUT OUTPUT
7704PT11
3-11
Reverse 2nd
In 2nd reverse, reverse clutch and 2nd clutch are engaged.
Reverse clutch and 2nd clutch are actuated by the hydraulic pressure applied to the clutch piston.
INPUT
KV K1
KR K2
K4 K3
OUTPUT OUTPUT
7704PT12
3-12
Reverse 3rd
In 3rd reverse, reverse clutch and 3rd clutch are engaged.
Reverse clutch and 3rd clutch are actuated by the hydraulic pressure applied to the clutch piston.
INPUT
KV K1
KR K2
K4 K3
OUTPUT OUTPUT
7704PT13
3-13
4) ELECTRO-HYDRAULIC SHIFT CONTROL WITH PROPORTIONAL VALVE
2 1 3
A A
Y6 Y1
Y5 Y2
B
Y4 Y3
3 6
2 6 1 4 11 9 10
Y5
SECTION A-A SECTION B-B

8 7
73033CV01
1 Pressure reducing valve(9bar) 7 Intermediate sheet

2 System pressure valve(16+2bar) 8 Duct plate
3 Housing 9 Oscillation damper
4 Cable harness 10 Follow-on slide
5 Cover 11 Pressure regulator
6 Valve block
Transmission control see schedule of measuring points, hydraulic schematic and electro-hydraulic
control unit at page 3-2, 3-14 and 3-71.
The six clutches of the transmission are selected through the 6 proportional valves P1 to P6. The
proportional valve(Pressure regulator-unit) consists of pressure regulator(e.g. Y1), booster valve
oscillation damper.
The pilot pressure of 9 bar for the control of the follow-on slides is created by the reducing valve.
The pressure oil (16+2bar) is directed through the follow-on slide to the corresponding clutch.
3 - 14
By the direct proportional selection with separate pressure modulation for each clutch, the
pressures to the clutches, taking part in the gear change, are controlled. In this way, a hydraulic
overlab of the clutches to be engaged and disengaged is achieved.
This is leading to fast shiftings without traction force interruption.
At the shifting, the following criteria are considered:
- Speed of engine, turbine, central gear train and output.
- Transmission temperature.
- Shifting mode(Up-, down-, reverse shifting and gear engaging from neutral).
- Load level(Full- and partial load, traction, coasting inclusive consideration of load cycles during the
shifting).
The system pressure valve is limiting the maximum control pressure to 16+2 bar and releases the
main stream to the converter and lubricating circuit.
A converter relief valve is installed in the converter inlet, which protects the converter against high
internal pressures(Opening pressure 9bar).
Within the converter, the oil transfers the power transmission according to the well-known
hydrodynamic principle(See torque converter, page 3-3).
In order to avoid cavitation, the converter must be always completely filled with oil.
This is achieved by a converter back pressure valve, following the converter, with an opening
pressure of about 3.5bar.
The oil, escaping from the converter, is directed to a oil cooler.
The oil is directed from the oil cooler to the transmission and from there to the lubricating-oil circuit
so that all lubricating points are supplied with cooled oil.
In the electro-hydraulic control unit there are 6 pressure regulators installed.
5) GEAR SELECTOR(DW-3)
The gear selector is designed for the
mounting on the left side of the steering
column. The positions(Speeds) 1 to 4 are
F
selected by a rotary motion, the driving 1
2
3
N
4
direction Forward(F)-Neutral(N)-Reverse(R) R
by tilting the gear selector lever.

The gear selector is also available with
integrated kickdown control knob.
A neutral lock is installed as protection
against inadvertent drive off.
N D
Position N - Gear selector lever blocked in
this position.
Position D - Driving. 73033TM17
3 - 15
6) LCD
Cluster 1( ) LCD
1
2( ) MENU
M 2 - Display main menu
MENU
- Return to the normal display

BACK
3
3( ) BACK
4
NEXT
Return to the previous menu
5
SELECT
4( ) NEXT
Move to the next selection
5( ) SELECT
77073CD72
Activate the currently chosen item
(1) Normal display
TYPE 1 TYPE 2
1
c
a e 3
2 d
b
6 4
5
77073CD73
No Symbol Meaning Remark
Forward, reverse, neutral LCD type 1, Display during AEB mode

F, R, N Forward, reverse, neutral LCD type 2, Display during AEB mode
1
1, 2, 3, 4 Actual gear -
P Parking brake mode active -
a Wiper motor intermittently operating -
2 When operating intermittently, it
b -
shows an operating time interval.
c, d Up and down shifting c : Forward, d : Reverse
3 Automatic mode
e Pre-selected gear -
HOUR
4 Hour meter Display the total operation hours of the machine

COOLANT
5 C Engine coolant temperature Display in accordance with selected items
AUT Ride control mode active Ride control switch AUTO position, see page 7-36
6 ON Ride control mode active Ride control switch ON position, see page 7-36
(Option)
OFF Ride control mode turn off Ride control switch MIDDLE position, see page 7-36
Both type1 and type2 are LCD modes and they can be changed each other by operator’s selection.
3 - 16
(2) Machine fault codes
When selecting the fault code menu, it shows all of the fault codes which mean abnormal
conditions of present time.
Press To go out from fault explanation window,

press button.
030 Er : 030 (Press , to go out to first menu.)
050 No error will be indicated in case that
025 there’s no fault.
046
Fuel level sensor open
or short to power
77073CD60
Description Code Meaning Remark
010 Power input voltage low Below 18V

011 Power input voltage high Above 38V
Electrical 012 Alternator voltage low Below 5V
system 013 Alternator voltage high Above 36V
014 Buzzer circuit open or short to ground
015 Buzzer circuit short to power
Hydraulic 020 Hydraulic oil temperature sensor open or short to power
system 021 Hydraulic oil temperature sensor short to ground
030 Fuel level sensor open or short to power
Engine 031 Fuel level sensor short to ground
system 034 Cooling fan driving valve open or short to ground
035 Cooling fan driving valve short to power
050 Auto select switch supply power open or short to power
051 Auto select switch supply power short to ground
T/M system
052 Clutch cutoff supply power open or short to power
053 Clutch cutoff supply power short to ground
Steering 060 Emergency steering relay open or short to ground Option
system 061 Emergency steering relay short to power Option
070 MCU communication error
Communication 071 TCU communication error
072 ECM communication error
MCU : Machine control unit TCU : Transmission control unit ECM : Engine control module
3 - 17
(3) Display during AEB mode
Symbol Meaning Remarks
K1~K4, KV, KR Calibrating clutch K1~K4, KV

or KR respectively
- And Kx Wait for start, initialization of
clutch Kx, x : 1, 2, 3, 4, V, R
And Kx Fast fill time determination of
clutch Kx
= And Kx Compensating pressure
determination of clutch Kx
OK Calibration for all clutches Transmission stays in neutral, you have to restart the
finished TCU(Ignition off/on) after removing AEB-Starter
STOP AEB cancled(Activation Transmission stays in neutral, you have to restart the
stopped) TCU(Ignition off/on)
STOP and Kx AEB stopped, clutch Kx can't Transmission stays in neutral, you have to restart the
be calibrated TCU(Ignition off/on)
Spanner and Kx Kx couldn't be calibrated, AEB Transmission stays in neutral, you have to restart the
finished TCU(Ignition off/on)
E Engine speed too low,
- Raise engine speed
E Engine speed too high,
- Lower engine speed
T Transmission oil temperature
too low,
- Heat up transmission
T Transmission oil temperature
too high,
- Cool down transmission
FT Transmission temperature not Transmission stays in neutral, you have to restart the
in defined range during TCU(Ignition off/on)
calibration
FB Operating mode not NORMAL Transmission stays in neutral, you have to restart the
or transmission temperature TCU(Ignition off/on)
sensor defective or storing of
calibrated values to EEPROM
has failed
FO Output speed not zero Transmission stays in neutral, you have to restart the
TCU(Ignition off/on)
FN Shift lever not in neutral Transmission stays in neutral, you have to restart the
position TCU(Ignition off/on)
FP Park brake not applied Transmission stays in neutral, you have to restart the
TCU(Ignition off/on)
STOP AEB-Starter was used incorrect Transmission stays in neutral, you have to restart the
or is defective. Wrong device TCU(Ignition off/on)
or wrong cable used
AEB mode : It controls the disk internal of the transmission, automatically.
Refer to page 7-29, 30.
3 - 18
(4) Engine fault codes
Fault code No. Reason Effect(only when fault code is active)

ECM internal hardware error. Possible no effect or engine may run rough or not
111 start.
No engine speed or position signal detected at Engine power derate.
115
pin 17 of the engine harness. Possible white smoke.
No engine speed or position signal detected at No engine speed and position backup for main
121
pin 9 of the engine harness speed/position sensor.
High voltage detected at the boost pressure Engine will derate to no-boost fueling.
122
sensor signal pin 45 of the engine harness.
Low voltage detected at boost pressure sensor Engine will derate to no-boost fueling.
123
signal pin 45 of the engine harness.
High voltage detected at throttle position signal Engine idles when idle validation switch indicates
131 pin 30 of the machine harness. idle and ramps up to a default set speed when
the idle validation switch indicates off-idle.
Low voltage detected at throttle position signal Engine idles when idle validation switch indicates
132 pin 30 of the machine harness. idle and ramps up to a default set speed when
the idle validation switch indicates off-idle.
High voltage detected at remote throttle position Engine will not respond to remote throttle input.
133
signal pin 9 of the machine harness.
Low voltage detected at remote throttle position Engine will not respond to remote throttle input.
134
signal pin 9 of the machine harness.
High voltage detected at oil pressure signal pin Default value used for oil pressure.
135
33 of the engine harness. No engine protection for oil pressure.
Low voltage detected at oil pressure signal pin 33 Default value used for oil pressure.
141
of the engine harness. No engine protection for oil pressure.
Oil pressure signal indicates oil pressure below Power and/or speed derate and possible engine
143 the low engine protection limit. shutdown if engine protection shutdown feature
is enabled.
High voltage detected at coolant temperature Default value used for coolant temperature.
144
signal pin 23 of the engine harness. No engine protection for coolant temperature.
Low voltage detected at coolant temperature Default value used for coolant temperature.
145
signal pin 23 of the engine harness. No engine protection for coolant temperature.
Coolant temperature signal indicates coolant Power derate and possible engine shutdown
146 temperature has exceeded the minimum engine feature is enabled.
protection limit.
A frequency below a calibrated value has been Engine will not espond to changes in frequency
147 detectected at the frequency throttle signal pin 4 throttle. Engine will go to low idle.
of the engine harness.
A frequency below a calibrated value has been Engine will not respond to changes in frequency
148 detectected at the frequency throttle signal pin 4 throttle. Engine will go to low idle.
of the engine harness.
Coolant temperature signal indicates coolant Speed derate and possible engine shutdown if
151 temperature has exceeded the maximum engine engine protection shutdown feature is enabled.
protection limit.
High voltage detected at intake manifold Default value used for intake manifold temperature.
153
temperature signal pin 34 of the engine harness. No engine protection for intake manifold temperature.
Low voltage detected at intake manifold temper- Default value used for intake manifold temperature.
154
ature signal pin 34 of the engine harness. No engine protection for intake manifold temperature.
Intake manifold air temperature signal indicates Speed derate and possible engine shutdown if
155 intake manifold air temperature is above the engine protection shutdown feature is enabled.
maximum engine protection limit.
Error detected in the control synchronization of Multiple unit synchronization will be disable.
184
multiple engines. Engine will only idle.
Air conditioner clutch driver signal indicates a Air conditioner clutch will not operate.
191
short to ground when commanded on.
3 - 18-1
211 Machine specific fault code has occurred. No effect on engine performance.
High voltage detected at ambient air pressure Engine power derate.
221 signal pin 32 of the engine harness.
Low voltage detected at ambient air pressure Engine power derate.
222
Engine speed signal indicates engine speed has Fuel to injectors disabled until engine speed falls
234
exceeded the overspeed limit. below the overspeed limit.
Coolant level signal at pin 37 of the engine Power and/or speed derate and possible engine
235 harness indicates coolant level is low. shutdown if engine protection shutdown feature
is enabled.
Vehicle speed signal on pins 8 and 18 of the EEngine speed limited to "Max. Engine Speed
machine harness has been lost. without VSS". Cruise control, gear-down
241 protection and the road speed governor will not
work. Trip information data that is based on
mileage will be incorrect.
Possible tampering has been detected on the Engine speed limited to " Max. Engine Speed
vehicle speed circuit pins 8 and 18 of the mach- without VSS". Cruise control, gear-down
242 ine harness protection and the road speed governor will not
work. Trip information data that is based on
mileage will be incorrect.
Error detected in the exhaust brake relay enable Exhaust brake will not work.
243 circuit at pin 42 of the engine harness.
Error detected in fan clutch relay enable circuit at Electronic control; module(ECM) can not control
245 pin 41 of the engine harness. the engine cooling fan. Fan will remain on or off.
High voltage detected at the fuel temperature Default value used for fuel temperature.
263
sensor signal pin 35 of the engine harness. Possible low power.
Low voltage detected at the fuel temperature Default value used for fuel temperature.
265
sensor signal pin 35 of the engine harness. Possible low power.
Fuel pressure in the accumulator is not changing Power derate.
268
with engine operating conditions. Engine may run rough.
Low or no current detected on front pumping Low power or poor performance.
271 control valve return pin 21.(Set only during
control valve click test)
High current detected on front pumping control Low power or poor performance.
272
valve retum pin 21. Possible damage to the ECM.
Low or no current detected on rear pumping Low power or poor performance.
273 control valve return pin 15.(Set only during
control valve click test)
High current detected on rear pumping control Low power or poor performance.
274
valve return pin 15. Possible damage to the ECM.
Engine ECM has detected a failure in the front Low power or poor performance.
275
pumping element.
High current detected on injection control valve Injection Control Valve is shutdown and engine
276
return pin 7. will not run. Possible ECM damage.
Engine ECM has detected a failure in the Low power. Engine may not run.
277
injection control valve.
Error detected in lift pump circuit at pin 11 of the Possible low power, engine may die, run rough
278
engine harness. or be difficult to start.
Low or no current detected on injection control Low power. Engine may not run.
279 valve return pin 7.(Set only during control valve
click test)
Engine ECM has detected a failure in the front Possible no effect or engine power derate.
281 pumping element.
Engine ECM has detected a failure in the rear Possible no effect or engine power derate.
282 pumping element.
3 -18-2
High voltage detected at main engine speed/ ECM will use the engine position signal as a
283 position sensor voltage supply pin 8 of the engine backup. Possible white smoke and power loss.
harness.
Low voltage detected at main engine speed/ po- ECM will use the engine position signal as a
284 sition sensor voltage supply pin 8 of the engine backup.
harness. Possible white smoke and power loss.
The ECM expected information from a At least one multiplexed device will not operate
285 multiplexed device but did not receive it soon properly.
enough or did not receive it at all.
The ECM expected info from a multiplexed At least on multiplexed device will not operate
286 device but only received a portion of the properly.
necessary information
The machine vehicle electronic control unit The engine will only idle.
287
(VECU) detected a fault with its throttle pedal.
The machine vehicle electronic control unit The engine will not respond to the remote
288
(VECU) detected a fault with its remote throttle. throttle.
OEM pressure signal at pin 48 of the OEM Speed derate and possible engine shutdown if
296 harness indicates pressure outside the engine engine protection shutdown feature is enabled.
protection limit.
High voltage detected at machine pressure Default value used for machine pressure. Lose
297
signal pin 48 of the machine harness. ability to control machine pressure.
Low voltage detected at machine pressure signal Default value used for machine pressure. Lose
298
pin 48 of the machine harness. ability to control machine pressure.
Engine shutdown by device other than key switch No action taken by the ECM.
before proper engine cool down resulting in
299
filtered load factor above maximum shutdown
threshold.
Power to the real time clock has been interrupted Time stamp in ECM powerdown data will be
319
and its setting is no longer valid incorrect.
Engine ECM has detected a failure in the rear Low power. Engine may not run.
328
pumping element.
Engine ECM has detected an overpumping Engine power derate, engine may die.
329
failure in the CAPS pump.
Auxiliary speed signal frequency indicates the Engine will go to idle and lose ability to control
349
frequency is above a calibrated threshold value.speed of the auxiliary device.
Low voltage detected at engine position sensor Default value used for sensors connected to this
+5 VDC supply, pin 10 of the engine harness. +5 VDC supply. Engine will derate to no-boost
352 fueling and loss of engine protection for oil
pressure, intake manifold pressure, and ambient
air pressure.
Error detected in cold start aid relay 1 enable Intake air heater can not be fully energized by the
381 circuit at pin 41 of the machine harness. ECM.
Possible white smoke and/or hard starting.
Error detected in cold start aid relay 2 enable Intake air heater can not be fully energized by the
382 circuit at pin 31 of the machine harness. ECM.
Possible white smoke and/or hard starting.
385 High voltage detected at machine harness sens- Sensors connected to this +5 VDC supply(i.e.
or +5 VDC supply pin 10 of the machine harness. remote throttle position sensor) will not function.
High voltage detected at the engine harness Default value used for sensors connected to this
sensor +5 VDC supply pin 10 of the engine +5 volts supply. Engine will derate to no-boost
386 harness. fueling and loss of engine protection for oil
pressure, intake manifold temperature, and
coolant temperature.
High voltage detected at the throttle position Engine idles when idle validation switch indicates
387 sensor +5 VDC supply pin 29 of the machine idle and ramps up to a default set speed when
harness. idle validation switch indicates off-idle.
3 -18-3
Oil pressure signal indicates oil pressure elow the Speed derate and possible engine shutdown if
415 very low engine protection limit. engine protection shutdown feature is enagled.
Water-in-fuel signal indicates the water in the fuel Excessive water in the fuel can lead to severe
418 filter needs to be drained. fuel sysm damage.
Voltage detected simultaneously on both the No engine protection for coolant level.
coolant level high and low signal pins 27 and 37
422 of the engine harness or no voltage detected on
either pin.(Fault is active for switch type coolant
level sensors only)
Low voltage detected at water-in-fuel signal pin No water-in-fuel protection.
429 40 of the machine harness.
Idle validation signals on pins 25 and 26 of the No effect on performance, but loss of idle
machine harness indicate voltage detected validation.
431 simultaneously on both pins or no voltage
detected on either pin.
Idle validation signal at pin 26 of the machine Engine will only idle.
harness indicates the throttle is at the idle
position when the throttle position signal at pin 30
of the machine harness indicates the throttle is
432 not at the idle position...OR...idle validation signal
at pin 26 of the machine harness indicates the
throttle is not at the idle position when the throttle
position signal at pin 30 of the machine harness
indicates the throttle is at the idle position.
Boost pressure signal indicates boost pressure is Possible overfueling during acceleration.
high when other engine parameters(i.e. speed Increase in black smoke.
433 and load) indicate boost pressure should be
low...OR...boost pressure is low when other
engine parameters indicate it should be high.
All data gathered by the ECM since the last key None on performance. Fault code table, trip
on(i.e.faults, trip information data. etc.)was notinformation data, maintenance monitor data,
434 stored to permanent memory at the last key off. trending data and user activated datalogger data
may be inaccurate.
Voltage detected at ECM power supply pins 38, Engine will die or run rough.
441 39, 40 and 50 of the engine harness indicates the
ECM supply voltage fell below 6 VDC.
Voltage detected at ECM power supply pins 38, None on performance.
39, 40 and 50 of the engine harness indicates the
442
ECM supply voltage is above the maximum
system voltage level.
Low voltage detected at throttle position sensor Engine idles when idle validation switch indicates
443 +5 VDC supply pin 29 of the machine harness. idle and ramps up to a default set speed when
idle validation switch indicates off-idle.
Low voltage detected at machine harness sensor Sensors connected to this +5 VDC supply (i.e.
444
+5 VDC supply pin 10 of the machine harness. remote throttle position sensor) will not function.
Fuel pressure signal indicates that fuel pressure Fuel pumping is stopped until pressure returns to
449 has exceeded the maximum limit for the given normal. Possible fuel pump damage may result.
engine rating.
High voltage detected at fuel pressure sensor Low power, reduced performance.
451
Low voltage detected at fuel pressure sensor Low power, reduced performance.
452
Fuel pressure in the accumulator is not changing Power and/or speed derate;
456
with engine operating conditions. engine will possibly run rough.
3 -18-4
Intake manifold temperature signal indicates Power derate and possible engine shutdown if
488 intake manifold temperature is above the minm- engine protection shutdown feature is enabled.
um engine protection limit.
Auxiliary device speed signal on pins 8 and 18 of Lose ability to control the speed of the auxiliary
489 the OEM harness is out of range of the ECM device.
threshold.
ECM has detected a circuit failure on the injection Slight loww of performance.
493 control valve certifier circuit.
Error detected in the multiple unit synchronizat- Multiple unit synchronization feature will be
497 ion control switch input, pins 24 and 38 of the disabled.
OEM harness.
High voltage detected at the auxiliary +5 VDC Auxiliary device will not function.
515 sensor supply voltage pin 49 of the engine
harness.
Low voltage detected at the auxiliary +5 VDC Auxiliary device will not function.
516 sensor supply voltage pin 49 of the engine
harness.
Error detected on the high speed governor droop Operator can not select alternate high speed
524 selection switch in put pin 24 of the engine governor droop. Normal droop is used.
harness.
Error detected in the dual output driver "A" circuit The device being controlled by the dual output
527 pin 5 of the machine harness. driver "A"signal will not function properly.
Error detected on the torque curve selection Operator can not select alternate torque curves.
528 switch input pin 39 of the machine harness. Normal torque curve is used.
Error detected in the dual output driver "B" circuit The device being controlled by the dual output
529 pin 1 of the engine harness. driver "B" signal will not function properly.
Open circuit failure of the injection control valve Low power, possible ECM damage.
539 transorb pin 6 of the engine harness.
Idle validation signals on pins 25 and 26 of the Engine will only idle.
551 machine harness indicate voltage detected
simultaneously on both pins.
Software has initiated an engine shutdown based Engine will shutdown.
599
on machine sensor inputs
Error detected in the output device driver(VGT or Can not control the VGT or transmission, depend-
768 transmission shift modulation signal) signal pin ing on application.
21 of the machine harness.
OEM switch signal at pin 16 of the engine harness Power derate and possible engine shutdown if
779
indicates engine protection condition. engine protection shutdown feature is enabled.
Some fault codes are not applied to this machine.
3 - 18-5
(5) DEFINITION OF OPERATING MODES
Normal
There's no failure detected in the transmission system or the failure has no or slight effects on
transmission control. TCU will work without or in special cases with little limitations.(See
following table)
Substitute clutch control
TCU can't change the gears or the direction under the control of the normal clutch modulation.
TCU uses the substitute strategy for clutch control. All modulations are only time controlled.
(Comparable with EST 25)
Limp-home
The detected failure in the system has strong limitations to transmission control. TCU can
engage only one gear in each direction. In some cases only one direction will be possible.
TCU will shift the transmission into neutral at the first occurrence of the failure. First, the operator
must shift the gear selector into neutral position.
If output speed is less than a threshold for neutral to gear and the operator shifts the gear
selector into forward or reverse, the TCU will select the limp-home gear.
If output speed is less than a threshold for reversal speed and TCU has changed into the limp-
home gear and the operator selects a shuttle shift, TCU will shift immediately into the limp-home
gear of the selected direction.
If output speed is greater than the threshold, TCU will shift the transmission into neutral. The
operator has to slow down the vehicle and must shift the gear selector into neutral position.
Transmission-shutdown
TCU has detected a severe failure that disables control of the transmission.
TCU will shut off the solenoid valves for the clutches and also the common power supply(VPS1).
Transmission shifts to neutral. The park brake will operate normally, also the other functions
which use ADM1 to ADM8.
The operator has to slow down the vehicle. The transmission will stay in neutral.
TCU-shutdown
TCU has detected a severe failure that disables control of system.
TCU will shut off all solenoid valves and also both common power supplies(VPS1, VPS2). The
park brake will engage, also functions are disabled which use ADM 1 to ADM 8.
The transmission will stay in neutral.
Abbreviations
OC : Open circuit
SC : Short circuit
OP mode : Operating mode
TCU : Transmission control unit
EEC : Electronic engine controller
PTO : Power take off
3 -19
(6) Transmission fault codes
Fault code Int. code Meaning of the fault code
(Hex) (Dec) possible reason for fault detection Reaction of the TCU Possible steps to repair Remarks
11 48 Logical error at gear range signal TCU shifts transmission to Check the cables from TCU to Failure cannot be detected in
TCU detected a wrong signal combination neutral shift lever systems with DW2/DW3 shift
for the gear range OP-mode : Transmission Check signal combinations of lever
Cable from shift lever to TCU is broken shutdown shift lever positions for gear Fault is taken back if TCU
Cable is defective and is contacted to range detects a valid signal for the
battery voltage or vehicle ground position
Shift lever is defective
12 46 Logical error at direction select signal TCU shifts transmission to Check the cables from TCU to Fault is taken back if TCU
TCU detected a wrong signal combination neutral shift lever detects a valid signal for the
for the direction direction at the shift lever
Cable from shift lever to TCU is broken OP-Mode : Transmission Check signal combinations of
Cable is defective and is contacted to shutdown shift lever positions F-N-R
battery voltage or vehicle ground
13 95 Logical error at engine derating device After selecting neutral, TCU Check engine derating device This fault is reset after power
TCU detected no reaction of engine while change to OP mode limp home up of TCU
derating device active
15 176 Logical error at direction select signal 2 shift TCU shifts transmission to Check the cables from TCU to Fault is taken back if TCU
lever neutral if selector active shift lever 2 detects a valid neutral signal
TCU detected a wrong signal combination OP mode : Transmission Check signal combinations of for the direction at the shift
for the direction shutdown if selector shift lever positions F-N-R lever
Cable from shift lever 2 to TCU is broken active
Cable is defective and is contacted to
battery voltage or vehicle ground
16 178 Logical error at axle connection OP mode : Normal Check the cables from TCU to
Feedback axle connection measured by TCU feedback axle connection switch
and output signal axle connection don't fit Check signals of the feedback
Axle can't be connected or disconnected axle connection switch
due to mechanical problem
One of the cables from feedback axle
connection switch to TCU is broken
3-20
21 32 S.C. to battery voltage at clutch cut off input Clutch cut off function is disabled Check the cable from TCU to
The measured voltage is too high: OP mode : Normal the sensor
Cable is defective and is contacted to Check the connectors
battery voltage Check the clutch cut off sensor
Clutch cut off sensor has an internal defect
Connector pin is contacted to battery voltage
22 29 S.C. to ground or O.C. at clutch cut off input Clutch cut off function is disabled Check the cable from TCU to
The measured voltage is too low: OP mode : Normal the sensor
Cable is defective and is contacted to Check the connectors
vehicle ground Check the clutch cut off sensor
Cable has no connection to TCU
Clutch cut off sensor has an internal
defect
Connector pin is contacted to vehicle
ground or is broken
23 S.C. to battery voltage at load sensor input Retarder function is affected Check the cable from TCU to Availability of retarder
The measured voltage is too high: TCU uses default load the sensor depends on default load
Cable is defective and is contacted to OP mode : Normal Check the connectors
battery voltage Check the load sensor
Load sensor has an internal defect Check the assembly tolerances
Connector pin is contacted to battery voltage of load sensor
24 S.C. to ground or O.C. at load sensor input Retarder function is affected Check the cable from TCU to Availability of retarder
The measured voltage is too low: TCU use default load the sensor depends on default load
Cable is defective and is contacted to OP mode : Normal Check the connectors
vehicle ground Check the load sensor
Cable has no connection to TCU Check the assembly tolerances
Load sensor has as internal defect of load sensor
ground or is broken
3-21
25 33 S.C. to battery voltage or O.C. at transmission No reaction, TCU use default Check the cable from TCU to
sump temperature sensor input temperature the sensor
The measured voltage is too high: OP mode : Normal Check the connectors
Cable is defective and is contacted to Check the temperature sensor
battery voltage
Temperature sensor has an internal defect
Connector pin is contacted to battery
voltage or is broken
26 30 S.C. to battery voltage or O.C. at transmission No reaction, TCU uses default Check the cable from TCU to
sump temperature sensor input temperature the sensor
The measured voltage is too low: OP mode : Normal Check the connectors
vehicle ground
ground
27 76 S.C. to battery voltage or O.C. at retarder No reaction, TCU uses default Check the cable from TCU to
temperature sensor input temperature the sensor
battery voltage
28 74 S.C. to ground at retarder temperature No reaction, TCU uses default Check the cable from TCU to
sensor input temperature the sensor
vehicle ground
Connector pin is contacted to vehicle ground
3-22
27 76 S.C. to battery voltage or O.C. at converter No reaction, TCU uses default Check the cable from TCU to
output temperature sensor input temperature the sensor
battery voltage
28 74 S.C. to ground at converter output No reaction, TCU uses default Check the cable from TCU to
temperature sensor input temperature the sensor
vehicle ground
31 38 S.C. to battery voltage or O.C. at engine OP mode : Substitute clutch control Check the cable from TCU to
speed input the sensor
TCU measures a voltage higher than 7.00V Check the connectors
at speed input pin Check the speed sensor
battery voltage
Speed sensor has an internal defect
voltage or has no contact
32 34 S.C. to ground at engine speed input OP mode : Substitute clutch control Check the cable from TCU to
TCU measures a voltage less than 0.45V at the sensor
speed input pin Check the connectors
Cable/connector is defective and is Check the speed sensor
contacted to vehicle ground
3-23
33 42 Logical error at engine speed input OP mode : Substitute clutch control Check the cable from TCU to This fault is reset after power
TCU measures a engine speed over a the sensor up of TCU
threshold and the next moment the Check the connectors
measured speed is zero Check the speed sensor
Cable/connector is defective and has bad Check the sensor gap
contact
Sensor gap has the wrong size
34 39 S.C. to battery voltage or O.C. at turbine OP mode : Substitute clutch control Check the cable from TCU to
speed input If a failure is existing at output the sensor
TCU measures a voltage higher than 7.00V speed, Check the connectors
at speed input pin TCU shifts to neutral Check the speed sensor
Cable is defective and is contacted to OP mode : Limp home
vehicle battery voltage
35 35 S.C. to ground at turbine speed input OP mode : Substitute clutch control Check the cable from TCU to This fault is reset after power
TCU measures a voltage less than 0.45V at If a failure is existing at output the sensor up of TCU
speed input pin speed, Check the connectors
Cable/connector is defective and is TCU shifts to neutral Check the speed sensor
contacted to vehicle ground OP mode : Limp home
36 43 Logical error at turbine speed input OP mode : Substitute clutch control Check the cable from TCU to
TCU measures a turbine speed over a If a failure is existing at output the sensor
threshold and at the next moment the speed, Check the connectors
measured speed is zero TCU shifts to neutral Check the speed sensor
Cable/connector is defective and has bad OP mode : Limp home Check the sensor gap
contact
3-24
37 40 S.C. to battery voltage or O.C. at internal OP mode : Substitute clutch control Check the cable from TCU to
speed input the sensor
TCU measures a voltage higher than 7.00V Check the connectors
at speed input pin Check the speed sensor
vehicle battery voltage
38 36 S.C. to ground at turbine speed input OP mode : Substitute clutch control Check the cable from TCU to
TCU measures a voltage less than 0.45V at the sensor
speed input pin Check the connectors
Cable/connector is defective and is Check the speed sensor
39 44 Logical error at internal speed input OP mode : Substitute clutch control Check the cable from TCU to This fault is reset after power
TCU measures a internal speed over a the sensor up of TCU
threshold and at the next moment the Check the connectors
measured speed is zero Check the speed sensor
Cable/connector is defective and has bad Check the sensor gap
contact
3A 41 S.C. to battery voltage or O.C. at output Special mode for gear selection Check the cable from TCU to
speed input OP mode : Substitute clutch control the sensor
TCU measures a voltage higher than 12.5V If a failure is existing at turbine Check the connectors
at speed input pin speed, Check the speed sensor
Cable is defective and is contacted to TCU shifts to neutral
battery voltage OP mode : lamp home
3-25
3B 37 S.C. to ground at output speed input Special mode for gear selection Check the cable from TCU to
TCU measures a voltage less than 1.00V at OP mode : Substitute clutch control the sensor
speed input pin If a failure is existing at turbine Check the connectors
Cable/connector is defective and is speed, Check the speed sensor
contacted to vehicle ground TCU shifts to neutral
Speed sensor has an internal defect OP mode : lamp home
3C 45 Logical error at output speed input Special mode for gear selection Check the cable from TCU to This fault is reset after power
TCU measures a turbine speed over a OP mode : Substitute clutch control the sensor up of TCU
threshold and at the next moment the If a failure is existing at turbine Check the connectors
measured speed is zero speed, Check the speed sensor
Cable/connector is defective and has bad TCU shifts to neutral Check the sensor gap
contact OP mode : lamp home
3D 71 Turbine speed zero doesn't fit to other speed - - Not used

signals
3E 72 Output speed zero doesn't fit to other speed Special mode for gear selection Check the sensor signal of This fault is reset after power
signals OP mode : Substitute clutch control output speed sensor up of TCU
If transmission is not neutral and the shifting If a failure is existing at turbine Check the sensor gap of
has finished, speed, output speed sensor
TCU measures output speed zero and TCU shifts to neutral Check the cable from TCU to
turbine speed or internal speed not equal to OP mode : lamp home the sensor
zero.
3-26
71 22 S.C. to battery voltage at clutch K1 TCU shifts to neutral Check the cable from TCU to
The measured resistance value of the valve is OP mode : Limp home the gearbox
out of limit, the voltage at K1 valve is too high If failure at another clutch is Check the connectors from
Cable/connector is defective and has pending TCU to the gearbox
contact to battery voltage TCU shifts to neutral Check the regulator resistance* * See Chapter (7)
Cable/connector is defective and has OP mode : TCU shutdown Check internal wire harness of
contact to another regulator output of the the gearbox
TCU
Regulator has an internal defect
72 10 S.C. to ground at clutch K1 TCU shifts to neutral Check the cable from TCU to
out of limit, the voltage at K1 valve is too low If failure at another clutch is Check the connectors from
Cable/connector is defective and has pending gearbox to TCU
contact to vehicle ground TCU shifts to neutral Check the regulator resistance* * See Chapter (7)
Regulator has an internal defect OP mode : TCU shutdown Check internal wire harness of
the gearbox
73 16 O.C. at clutch K1 TCU shifts to neutral Check the cable from TCU to
The measured resistance value of the valve OP mode : Limp home the gearbox
is out of limit If failure at another clutch is Check the connectors from
Cable/connector is defective and has no pending gearbox to TCU
contact to TCU TCU shifts to neutral Check the regulator resistance* * See Chapter (7)
the gearbox
is out of limit, the voltage at K2 valve is too If failure at another clutch is Check the connectors from
high pending gearbox to TCU
Cable/connector is defective and has TCU shifts to neutral Check the regulator resistance* * See Chapter (7)
contact to battery voltage OP mode : TCU shutdown Check internal wire harness of
Cable/connector is defective and has the gearbox
contact to another regulator output of the
TCU
3-27
the gearbox
the gearbox
TCU
the gearbox
3-28
the gearbox
7A 78 S.C. to battery voltage at converter clutch - -
7B 79 S.C. to ground at converter clutch - -
7C 80 O.C. at converter clutch - - Not used
7D 166 S.C. ground at engine derating device Engine derating will be on until Check the cable from TCU to Not used
Cable is defective and is contacted to TCU power down even if fault the engine derating device
vehicle ground vanishes(Loose connection) Check the connectors from Not used
Engine derating device has an internal defect OP mode : Normal engine derating device to TCU
Connector pin is contacted to vehicle ground Check the resistance* of engine * See Chapter (7)
derating device
7E 168 S.C. battery voltage at engine derating No reaction Check the cable from TCU to
device OP mode : Normal the engine derating device
Cable/connector is defective and is Check the connectors from
contacted to battery voltage backup alarm device to TCU
Engine derating device has an internal Check the resistance* of * See Chapter (7)
defect backup alarm device
7F 167 O.C. at engine derating device No reaction Check the cable from TCU to
TCU detected a wrong voltage at the output OP mode : Normal the engine derating device
pin, that looks like a O.C. for this output pin Check the connectors from
Cable is defective and has no connection engine derating device to TCU
to TCU Check the resistance* of * See Chapter (7)
Engine derating device has an internal engine derating device
defect
Connector has no connection to TCU
3-29
TCU
The measured resistance value of the valve is OP mode : Limp home the engine derating device
the gearbox
the gearbox
TCU
3-30
85 14 S.C. to ground at clutch KV TCU shifts to neutral Check the cable from TCU to
the gearbox
86 20 O.C. at clutch KV TCU shifts to neutral Check the cable from TCU to
the gearbox
87 27 S.C. to battery voltage at clutch KR TCU shifts to neutral Check the cable from TCU to
is out of limit, the voltage at KR valve is too high If failure at another clutch is Check the connectors from
contact to battery voltage TCU shifts to neutral Check the regulator resistance* * See Chapter (7)
Cable/connector is defective and has contact OP mode : TCU shutdown Check internal wire harness of
to another regulator output of the TCU the gearbox
88 15 S.C. to ground at clutch KR TCU shifts to neutral Check the cable from TCU to
out of limit, the voltage at KR valve is too low If failure at another clutch is Check the connectors from
the gearbox
89 21 O.C. at clutch KR TCU shifts to neutral Check the cable from TCU to
the gearbox
3-31
91 1 S.C. to ground at relay reverse warning Backup alarm will be on until Check the cable from TCU to
alarm TCU power down even if fault the backup alarm device
TCU detected a wrong voltage at the output vanishes(Loose connection) Check the connectors from
pin, that looks like a S.C. to vehicle ground OP mode : Normal backup alarm device to TCU
Cable is defective and is contact to vehicle Check the resistance* of * See Chapter (7)
ground backup alarm device
Backup alarm device has an internal defect
92 3 S.C. to battery voltage at relay reverse No reaction Check the cable from TCU to
warning alarm OP mode : Normal the backup alarm device
TCU detected a wrong voltage at the output Check the connectors from
pin, that looks like a S.C. to battery voltage backup alarm device to TCU
Cable is defective and is contacted to Check the resistance* of * See Chapter (7)
battery voltage backup alarm device
Backup alarm device has an internal
defect
voltage
93 2 O.C. at relay reverse warning alarm No reaction Check the cable from TCU to
TCU detected a wrong voltage at the output OP mode : Normal the backup alarm device
Cable is defective and has no connection backup alarm device to TCU
Backup alarm device has an internal defect backup alarm device
94 4 S.C. to ground at relay starter interlock No reaction Check the cable from TCU to
TCU detected a wrong voltage at the output OP mode : Normal the stater interlock relay
pin, that looks like a S.C. to vehicle ground Check the connectors from
Cable is defective and is connection to starter interlock relay to TCU
vehicle ground Check the resistance* of * See Chapter (7)
Starter interlock relay has an internal defect starter interlock relay
ground
3-32
95 6 S.C. to battery voltage at relay starter No reaction Check the cable from TCU to
interlock OP mode : Normal the starter interlock relay
pin, that looks like a S.C. to battery voltage starter interlock relay to TCU
Cable is defective and has no connection Check the resistance* of * See Chapter (7)
to battery voltage starter interlock relay
Starter interlock relay has an internal defect
96 5 O.C. at relay starter interlock No reaction Check the cable from TCU to
TCU detected a wrong voltage at the output OP mode : Normal the starter interlock relay
Cable is defective and has no connection starter interlock relay to TCU
Starter interlock relay has an internal defect starter interlock relay
97 7 S.C. to ground at park brake solenoid No reaction Check the cable from TCU to
TCU detected a wrong voltage at the output OP mode : Normal the park brake solenoid
Cable is defective and is connection to park brake solenoid to TCU
vehicle ground Check the resistance* of park * See Chapter (7)
Park brake solenoid has an internal defect brake solenoid
ground
98 9 S.C. to battery voltage at park brake No reaction Check the cable from TCU to
solenoid Optional : (Some customers) the park brake solenoid
TCU detected a wrong voltage at the output TCU shifts to neutral caused by Check the connectors from
pin, that looks like a S.C. to battery voltage park brake feed back park brake solenoid to TCU
Cable is defective and is connection to OP mode : Normal Check the resistance* of park * See Chapter (7)
battery voltage brake solenoid
Park brake solenoid has an internal defect
voltage
3-33
99 8 O.C. at park brake solenoid No reaction Check the cable from TCU to
TCU detected a wrong voltage at the output Optional : Some customers the park brake solenoid
pin, that looks like a O.C. for this output pin TCU shifts to neutral caused by Check the connectors from
Cable is defective and has no connection park brake feed back park brake solenoid to TCU
to TCU OP mode : Normal Check the resistance* of park * See Chapter (7)
Park brake solenoid has an internal defect brake solenoid
9A 66 S.C. to ground at converter lock up clutch No reaction Check the cable from TCU to
solenoid OP mode : Normal the converter clutch solenoid
pin, that looks like a S.C. to vehicle ground converter clutch solenoid to
Cable is defective and is contacted to TCU
vehicle ground Check the resistance* of park * See Chapter (7)
Converter clutch solenoid has an internal brake solenoid
defect
9B 67 O.C. at converter lock up clutch solenoid Converter clutch always open, Check the cable from TCU to
TCU detected a wrong voltage at the output retarder not available the converter clutch solenoid
pin, that looks like a O.C. for this output pin OP mode : Normal Check the connectors from
Cable is defective and has no connection converter clutch solenoid to
to TCU TCU
Converter clutch solenoid has an internal Check the resistance* of park * See Chapter (7)
defect brake solenoid
9C 68 S.C. to battery voltage at converter lock up No reaction Check the cable from TCU to
clutch solenoid OP mode : Normal the converter clutch solenoid
pin, that looks like a S.C. to battery voltage converter clutch solenoid to
Cable is defective and has no contacted TCU
to battery voltage Check the resistance* of * See Chapter (7)
Converter clutch solenoid has an internal converter clutch solenoid
defect
3-34
9D 81 S.C. to ground at retarder solenoid No reaction Check the cable from TCU to
TCU detected a wrong voltage at the output OP mode : Normal the retarder solenoid
Cable is defective and is contacted to retarder solenoid to TCU
Retarder solenoid has an internal defect retarder solenoid
ground
9E 82 O.C. at retarder solenoid No reaction Check the cable from TCU to

Cable is defective and has no connection retarder solenoid to TCU
9F 83 S.C. to battery voltage at retarder solenoid No reaction Check the cable from TCU to
pin, that looks like a S.C. to battery voltage Check the connectors from
Cable is defective and has no connection retarder solenoid to TCU
to battery voltage Check the resistance* of * See Chapter (7)
3-35
A1 84 S.C. to ground at difflock or axle connection No reaction Check the cable from TCU to
solenoid OP mode : Normal the difflock solenoid
pin, that looks like a S.C. to vehicle ground difflock solenoid to TCU
Cable is defective and is contacted to Check the resistance* of * See Chapter (7)
vehicle ground difflock solenoid
Difflock solenoid has an internal defect
A2 85 S.C. to battery voltage at difflock or axle No reaction Check the cable from TCU to
connection solenoid OP mode : Normal the difflock solenoid
pin, that looks like a S.C. to battery voltage difflock solenoid to TCU
Cable is defective and has no connection Check the resistance* of * See Chapter (7)
to battery voltage difflock solenoid
Difflock solenoid has an internal defect
A3 86 O.C. at difflock or axle connection solenoid No reaction Check the cable from TCU to
TCU detected a wrong voltage at the output OP mode : Normal the difflock solenoid
Cable is defective and has no connection difflock solenoid to TCU
Difflock solenoid has an internal defect difflock solenoid
A4 96 S.C. to ground at warning signal output No reaction Check the cable from TCU to
TCU detected a wrong voltage at the output OP mode : Normal the warning device
Cable is defective and is contacted to warning device to TCU
Warning device has an internal defect warning device
3-36
A5 97 O.C. voltage at warning signal output No reaction Check the cable from TCU to
TCU detected a wrong voltage at the output OP mode : Normal the warning device
Cable is defective and has no connection warning device to TCU
Warning device has an internal defect warning device
A6 98 S.C. to battery voltage at warning signal No reaction Check the cable from TCU to
output OP mode : Normal the warning device
pin, that looks like a S.C. to battery voltage warning device to TCU
Cable is defective and has is contacted to Check the resistance* of * See Chapter (7)
battery voltage warning device
Warning device has an internal defect
voltage
3-37
B1 60 Slippage at clutch K1 TCU shifts to neutral Check pressure at clutch K1

TCU calculates a differential speed at closed OP mode : Limp home Check main pressure in the
clutch K1. If this calculated value is out of If failure at another clutch is system
range, TCU interprets this as slipping clutch pending Check sensor gap at internal
Low pressure at clutch K1 TCU shifts to neutral speed sensor
Low main pressure OP mode : TCU shutdown Check sensor gap at output
Wrong signal at internal speed sensor speed sensor
Wrong signal at output speed sensor Check signal at internal speed
Wrong size of the sensor gap sensor
Clutch is defective Check signal at output speed
sensor
Replace clutch

sensor
Replace clutch

sensor
Replace clutch
3-38

Low main pressure OP mode : TCU shutdown Check sensor gap at turbine
Wrong signal at turbine speed sensor Check signal at internal speed
Clutch is defective Check signal at turbine speed
sensor
Replace clutch
B5 64 Slippage at clutch KV TCU shifts to neutral Check pressure at clutch KV

clutch KV. If this calculated value is out of If failure at another clutch is system
Low pressure at clutch KV TCU shifts to neutral speed sensor
sensor
Replace clutch
B6 65 Slippage at clutch KR TCU shifts to neutral Check pressure at clutch KR

clutch KR. If this calculated value is out of If failure at another clutch is system
Low pressure at clutch KR TCU shifts to neutral speed sensor
sensor
Replace clutch
3-39
B7 87 Overtemp sump No reaction Cool down machine

TCU measured a temperature in the oil OP mode : Normal Check oil level
sump that is over the allowed threshold. Check temperature sensor
B8 88 Overtemp retarder TCU disables retarder Cool down machine

TCU measured a temperature in the retarder OP mode : Normal Check oil level
oil that is over the allowed threshold Check temperature sensor
B9 89 Overspend engine Retarder applies -

OP mode : Normal
BA 90 Differential pressure oil filter No reaction Check oil filter

TCU measured a voltage at differential OP mode : Normal Check wiring from TCU to
pressure switch out of the allowed range differential pressure switch
Oil filter is polluted Check differential pressure
Cable/connector is broken or cable/ switch(Measure resistance)
connector is contacted to battery voltage
or vehicle ground
Differential pressure switch is defective
BB 172 Slippage at converter lockup clutch Check pressure at converter

TCU calculates a differential speed at closed lockup clutch
converter lockup clutch. If this calculated Check main pressure in the
value is out of range, TCU interprets this as system
slipping clutch Check sensor gap at engine
Low pressure at converter lockup clutch speed sensor
Low main pressure Check sensor gap at turbine
Wrong signal at engine speed sensor speed sensor
Wrong signal at turbine speed sensor Check signal at engine speed
sensor
Replace clutch
3-40
BD 169 S.C. to ground at engine brake solenoid No reaction Check the cable from TCU to
TCU detected a wrong voltage at the output OP mode : Normal engine brake solenoid
Cable is defective and is contacted to engine brake solenoid to TCU
vehicle ground Check the resistance* of engine * See Chapter (7)
Engine brake solenoid has an internal brake solenoid
defect
BE 171 S.C. to battery voltage at engine brake No reaction Check the cable from TCU to
TCU detected a wrong voltage at the output OP mode : Normal the engine brake solenoid
pin, that looks like a S.C. to battery voltage Check the connectors from
Cable is defective and is contacted to engine brake solenoid to TCU
battery voltage Check the resistance* of engine * See Chapter (7)
Engine brake solenoid has an internal defect brake solenoid
BF 170 O.C. at engine brake No reaction Check the cable from TCU to
TCU detected a wrong voltage at the output OP mode : Normal the engine brake solenoid
Cable is defective and has no connection engine brake solenoid to TCU
to TCU Check the resistance* of engine * See Chapter (7)
Engine brake solenoid has an internal brake solenoid
defect
3-41
C3 91 Overtemp converter output No reaction Cool down machine

TCU measured a oil temperature at the OP mode : Normal Check oil level
converter output that is the allowed threshold Check temperature sensor
C4 129 S.C. to ground at joystick status indicator No reaction Check the cable from TCU to
TCU detected a wrong voltage at the output OP mode : Normal joystick status indicator
Cable is defective and is contacted to joystick status indicator to TCU
vehicle ground Check the resistance* of *See chapter (7)
Joystick status indicator has an internal joystick status indicator
defect
C5 131 S.C. to battery voltage at joystick status No reaction Check the cable from TCU to
indicator OP mode : Normal joystick status indicator
pin, that looks like a S.C. to battery voltage joystick status indicator to TCU
Cable is defective and is contacted to Check the resistance* of *See chapter (7)
battery voltage joystick status indicator
Joystick status indicator has an internal
defect
C6 130 O.C. at joystick status indicator No reaction Check the cable from TCU to
TCU detected a wrong voltage at the output OP mode : Normal joystick status indicator
Cable is defective and has no connection joystick status indicator to TCU
to TCU Check the resistance* of *See chapter (7)
Joystick status indicator has an internal joystick status indicator
defect
Connector pin has no connection to TCU
3-42
D1 54 S.C. to battery voltage at power supply for See fault codes No.21 to 2C Check cables and connectors Fault codes No.21 to No.2C
sensors to sensors, which are supplied may be reaction of this fault
TCU measures more than 6V at the pin AU1 from AU1
(5V sensor supply) Check the power supply at the
pin AU1(Should be appx. 5V)
D2 55 S.C. to ground at power supply for sensors See fault codes No.21 to 2C Check cables and connectors Fault codes No.21 to No.2C
TCU measures less than 4V at the pin AU1 to sensors, which are supplied may be reaction of this fault
(5V sensor supply) from AU1
Check the power supply at the
pin AU1(Should be appx. 5V)
Low voltage at battery
D3 53 Measured voltage at power supply is lower Shift to neutral Check power supply battery
than 18V(24V device) OP mode : TCU shutdown Check cables from batteries to
TCU
Check connectors from
batteries to TCU
High voltage at battery
D4 52 Measured voltage at power supply is higher Shift to neutral Check power supply battery
than 32.5V(24V device) OP mode : TCU shutdown Check cables from batteries to
TCU
Check connectors from
batteries to TCU
Error at valve power supply VPS1
D5 57 TCU switched on VPS1 and measured Shift to neutral Check fuse
VPS1 is off or TCU switched off VPS1 and OP mode : TCU shutdown Check cables from gearbox to
measured VPS1 is still on TCU
Cable or connectors are defect and are Check connectors from
contacted to battery voltage gearbox to TCU
Cable or connectors are defect and are Replace TCU
Permanent power supply KL30 missing
TCU has an internal defect
3-43
D6 58 Error at valve power supply VPS2 Shift to neutral Check fuse

TCU switched on VPS2 and measured OP mode : TCU shutdown Check cables from gearbox to
VPS2 is off or TCU switched off VPS2 and TCU
measured VPS2 is still on Check connectors from
Cable or connectors are defect and are gearbox to TCU
contacted to battery voltage Replace TCU
Cable or connectors are defect and are
Permanent power supply KL30 missing
TCU has an internal defect
3-44
E1 91 S.C. battery voltage at speedometer output - - Not used
S.C. to ground or O.C at speedometer

E2 92 output - - Not used
S.C. to battery voltage at display output

E3 TCU sends data to the display and No reaction Check the cable from TCU to
measures always a high voltage level on the OP mode : Normal the display
connector Check the connectors at the
Cable or connectors are defective and are display
contacted to battery voltage Change display
Display has an internal defect
S.C. to ground at display output

E4 TCU sends data to the display and No reaction Check the cable from TCU to
measures always a high voltage level on the OP mode : Normal the display
connector Check the connectors at the
Cable or connectors are defective and are display
contacted to battery voltage Change display
Display has an internal defect
Communication failure on DeviceNet

E5 93, 104 Shift to neutral Check Omron master
OP mode : TCU shutdown Check wire of DeviceNet-Bus
Check cable to Omron master
DISPID1 timeout
E5 104 Timeout of CAN-massage DISPID1 from TCU select parameter set with Check display controller
display controller ID0 Check wire of CAN-Bus
Interference on CAN-Bus OP mode : Limp home Check cable display controller
CAN wire/connector is defective
Can wire/connector is defective and has
contact to vehicle ground or battery voltage
3-45
F1 51 General EEPROM fault No reaction Replace TCU Often shown together with
TCU can't read non volatile memory OP mode : Normal fault code F2
TCU is defective
F2 56 Configuration lost Transmission stay neutral Reprogram the correct

TCU has lost the correct configuration and OP mode : TCU shutdown configuration for the vehicle
can't control the transmission (e.g. with cluster controller,...)
Interference during saving data on non
volatile memory
TCU is brand new or from another vehicle
F3 59 Application error Transmission stay neutral Replace TCU This fault occurs only if an test
Something of this application is wrong OP mode : TCU shutdown engineer did something wrong
in the application of the vehicle
F5 173 Clutch failure Transmission stay neutral Check clutch TCU shows also the affected
AEB was not able to adjust clutch filling OP mode : TCU shutdown clutch on the display
parameters
One of the AEB-Values is out of limit
F6 174 Clutch adjustment data lost No reaction, Execute AEB

TCU was not able to read correct clutch Default values : 0 for AEB
adjustment parameters Offsets used
Interference during saving data on non OP mode : Normal
volatile memory
TCU is brand new
3-46
(7) Measuring of resistance at actuator/sensor and cable
Actuator
2 G 76043PT19
Open circuit R12 = R1G = R2G =

Short cut to ground R12 = R; R1G = 0, R2G = R or R1G = R, R2G = 0
(For S.C. to ground, G is connected to vehicle ground)
Short cut to battery R12 = R; R1G = 0, R2G = R or R1G = R, R2G = 0
(For S.C. to battery, G is connected to battery voltage)
Cable
UBat
P(Power supply)
TCU
1 Actuator/
2 Sensor
C(Chassis)
Ground 76043PT20
Open circuit R12 = R1P = R1C = R2P = R2C=

Short cut to ground R12 = 0; R1C = R2C = 0, R1P = R2P =
Short cut to battery R12 = 0; R1C = R2C = 0, R1P = R2P = 0
3 - 47
7) ELECTRIC CONTROL UNIT
(1) Complete system
2
1
4 10
3 9
A
7
11
2
6
13
12
14
8
7707PT03
1 Control unit(EST-37A)
2 Kickdown switch
3 Clutch cut off switch
4 Full automatic switch
5 LCD
6 Gear selector(DW-3) with integrated kickdown switch
7 Supply-system connection
8 Transmission
9 Cable to inductive transmitter - speed central gear train
10 Cable to inductive transmitter - speed turbine
11 Cable to inductive transmitter - speed engine
12 Cable to speed sensor output and speedometer
13 Cable to plug connection on the electro - hydraulic control unit
14 Brake pressure sensor/load sensor
(2) Description of the basic functions
The powershift-reversing transmissions will be equipped with the electronic transmission control
unit(EST-37A), developed for them.
The system is processing the wishes of the driver according to the following criteria.
Speed definition as a function of gear selector position, driving speed and load level.
3 - 48
Protection against operating errors, as far as possible and practical.
Protection against overspeeds(On the basis of engine and turbine speed).
Reversing-automatic system(Driving speed-dependent).
Pressure cut off(Disconnecting of the drive train for maximum power on the power take-off).
Switch for manual or automatic operation.
Reversing function button, respectively kickdown function.
(3) Gearshifts
The control unit(EST-37A) is shifts the required speeds fully-automatically under consideration of
the following criteria.
Gear selector position
Driving speed
Load level
At the same time, the following speeds are picked up by the control unit(EST-37A).
n Engine
n Turbine
n Central gear train
n Output
- Neutral position
Neutral position is selected through the gear selector.
After the ignition is turned on, the electronics remains in the waiting state; By the position neutral
of the gear selector, respectively by pressing on the key neutral, the control unit(EST-37A)
becomes ready for operation.
Now, a speed can be engaged.
- Speed engagement
In principle, the speed, adapted to the driving speed(At standing, or rolling machine), will be
engaged. The engagement is realized in dependence on load and rotational speed.
- Upshifting under load
Upshifting under load will be then realized if the machine can still accelerate by it.
- Downshifting under load
Downshifting under load will be realized if more traction force is needed.
- Upshifting in coasting condition
In the coasting condition, the upshifting will be suppressed if the speed of the machine on a slope
shall not be further increased.
- Downshifting in coasting condition
Downshiftings in the coasting condition will be realized if the machine shall be retarded.
- Reversing
At speeds below the reversing limit, direct reversing can be carried out at any time in the speeds
1F 1R and 2F 2R(As a rule, this is the maximum driving speed of the 2nd speed).
3 - 49
Reversings in the speeds 3 and 4 are realized dependent on the driving speed.
- Above the programmed reversing limit, the machine is braked down by downshifts of the
electronic control unit(EST-37A) to the permitted driving speed, and only then, the reversing into
the correspondingly preselected speed will be carried out.
- Below the permitted driving speed, the reversing is carried out immediately.
(4) Specific kickdown function
By means of the kickdown-button, integrated in the gear selector, it is at any time possible to select
in the speeds 2F and 2R(i.e. position 2 of the gear selector, at automatic mode also in the 2nd
speed of the automatic range) the 1st speed by a short touch. This kickdown state can be
cancelled by :
1. Pressing the kickdown-button again
2. Realization of a reversal operation
3. Change of the gear selector position by the following modification
Gear selector(DW-3) - (Rotation) of the driving position 1...4.
The kickdown function will be always terminated by shifting to neutral.
(5) Clutch cut off
Especially at wheel loaders, the clutch cut off can be activated through a switch signal. It is
interrupting the power flow in the transmission as long as this signal is active. Besides, this
function can be used for the transmission-neutral shifting at applied hand brake or as emergency-
stop(In this case, a restarting is only possible through the gear selector-neutral position).
3 - 50
5. AXLE
1) OPERATION
The power from the engine passes through torque converter, transmission and drive shafts, and is
then sent to the front and rear axles.
Inside the axles, the power passes from the bevel pinion to the bevel gear and is sent at right
angles. At the same time, the speed is reduced and passes through the both differentials to the
axle shafts. The power of the axle shafts is further reduced by planetary-gear-type final drives and
is sent to the wheels.
(1) Front axle
2
3
5
1
4
7707PT04
1 Final drive 3 Housing 5 Wheel nut

2 Differential 4 Parking brake
(2) Rear axle
2
3
4
1
7707PT05
1 Final drive 2 Differential 3 Housing 4 Wheel nut
3 - 51
2) FRONT AXLE DIFFERENTIAL SECTION
10 9 6 7
4
3
2
7707PT14
1 Roller bearing 6 Side gear

2 Input flange 7 Clutch
3 Bevel gear set 8 Planetary gear
4 Differential housing 9 Spider
5 Adjusting screw 10 Bevel thrust washer of side gear
3 - 52
3) REAR AXLE DIFFERENTIAL SECTION
9 8 5 6
3 4
7707PT15
1 Roller bearing 6 Clutch

2 Input flange 7 Planetary gear
3 Bevel gear set 8 Spider
4 Difterential housing 9 Bevel thrust washer of side gear
5 Side gear
3 - 53
4) DIFFERENTIAL
(1) Description
3
When the machine makes a turn, the
2 4
outside wheel must rotate faster than the
inside wheel. A differential is a device
which continuously transmits power to the
right and left wheels while allowing them
to turn a different speeds, during a turn.
The power from the drive shaft passes
through bevel pinion(1) and is transmitted
to the bevel gear(2). The bevel gear
changes the direction of the motive force
by 90 degree, and at the same time
reduces the speed. 1
It then transmits the motive force through
the differential(3) to the axle gear shaft(4). 770-3 [3-26(1)]
(2) When driving straight forward

Pinion gear
When the machine is being driven straight
forward and the right and left wheels are Side gear Side gear
rotating at the same speed, so the pinion Axle gear shaft
gear inside the differential assembly do not
rotate. The motive force of the carrier is
send through the pinion gear and the side
gear, therefore the power is equally Carrier
transmitted to the left and right axle gear Pinion gear
shaft.
770-3 [3-26(2)]
(3) When turning

Swing
When turning, the rotating speed of the
Pinion gear
left and right wheels is different, so the
Side gear Side gear
pinion gear and side gear inside the
differential assembly rotate in accordance
with the difference between the rotating
speed of the left and right wheels.
The power of the carrier is then
transmitted to the axle gear shafts. Carrier
Pinion gear Ring gear
770-3 [3-26(3)]
3 - 54
5) TORQUE PROPORTIONING DIFFERENTIAL
(1) Function
Because of the nature of their work, 4-
wheel-drive loaders have to work in
places where the road surface is bad.
In such places, if the tires slip, the ability
to work as a loader is reduced, and also
the life of the tire is reduced.
The torque proportioning differential is
installed to overcome this problem.
In structure it resembles the differential of
an automobile, but the differential pinion
gear has an odd number of teeth.
Because of the difference in the
resistance from the road surface, the
position of meshing of the pinion gear
and side gear changes, and this changes
the traction of the left and right tires.
(2) Operation Spider rotating

When traveling straight direction
(Equal resistance from road surface to
left and right tires)
Under this condition, the distances
involving the engaging points between FL
FR
right and left side gears and pinion-a and Engaging a b Engaging
point point
b-are equal and the pinion is balanced as
FL a=FR b. Thus, FL=FR, and the
right and left side gears are driven with Left side gear Right side gear
the same force. Pinion
770-3 (3-27)
3 - 55
When traveling on soft ground
(Resistance from road surface to left and
right tires is different)
If the road resistance to the left wheel is
Spider rotating
smaller, the left side gear tends to rotate direction
forward, and this rotation changes the
engaging points between the side gears
and pinion. As a result, the distances
involving the engaging points becomes FL
Small road FR Large road
a>b. The pinion now is balanced as FL resistance a b resistance
a=FR b, where FL>FR. The right Engaging Engaging
side gear is driven with a greater force point point
than the left side gear. The torque can
Left side gear Right side gear
be increased by up to about 30% for Pinion
either side gear.
The pinion therefore does not run idle
and driving power is transmitted to both
side gears until the difference between
road resistance to the right and left
770-3 (3-27)
wheels reaches about 30%.
3 - 56
6) FINAL DRIVE SECTION(Front & rear)
6 7 8 9
10 11
5
19
18
12
13
17 16 15 14
7707PT16
1 Sun gear 8 Pressure plate 14 Lug disc

2 Side gear(Planetary gear) 9 Bevel gear support 15 Brake disc(Friction plate)
3 Side gear carrier pin 10 Pin(Push rod) 16 Piston return spring
4 Final drive cover 11 Spindle 17 Retaining spring ring
5 Side gear carrier support(Hub drum) 12 Half shaft 18 Ring nut
6 Wheel hub 13 Brake drive piston 19 Disc carrier hub
7 Bevel gear(Ring gear)
(1) To gain a large drive force, the final drive uses a planetary gear system to reduce the speed and
send drive force to the tires.
(2) The power transmitted from the differential through axle shaft(12) to sun gear(1) is transmitted to
planetary gear(2). The planetary gear rotates around the inside of a fixed ring gear(7) and in this
way transmits rotation at a reduced speed to the planetary carrier.
This power is then sent to the wheels which are installed to the planetary carriers.
3 - 57
6. TIRE AND WHEEL
770-3 (3-30)
1 Wheel rim 3 O-ring 5 Side ring

2 Tire 4 Lock ring 6 Valve assembly
1) The tire acts to absorb the shock from the ground surface to the machine, and at the same time
they must rotate in contact with the ground to gain the power which drives the machine.
2) Various types of tires are available to suit the purpose. Therefore it is very important to select the
correct tires for the type of work and bucket capacity.
3 - 58

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SECTION 3 POWER TRAIN SYSTEM

Group 1 Structure and Function 3-1

1. POWER TRAIN COMPONENT OVERVIEW

The power train consists of the following components:

Y1 Y2 NFS Y3 NFS Y4 NFS Y5 Y6 NFS

NFS Follow-on slide P3 Proportional valve clutch K1

1 Pump 3 Turbine 5 Input shaft

Function of a hydrodynamic torque converter(Schematic view)

TP = Torque of the pump wheel

Turbine wheel is running with

1 Engine connection 7 Converter change and 12 Output shaft

1 Lifting lugs 11 Converter

SECTION A-A SECTION B-B

1 Pressure reducing valve(9bar) 7 Intermediate sheet

by tilting the gear selector lever.

- Return to the normal display

(1) Normal display

No Symbol Meaning Remark

Forward, reverse, neutral LCD type 1, Display during AEB mode

4 Hour meter Display the total operation hours of the machine

Press To go out from fault explanation window,

Description Code Meaning Remark

010 Power input voltage low Below 18V

Symbol Meaning Remarks

K1~K4, KV, KR Calibrating clutch K1~K4, KV

Fault code No. Reason Effect(only when fault code is active)

3D 71 Turbine speed zero doesn't fit to other speed - - Not used

7A 78 S.C. to battery voltage at converter clutch - -

7B 79 S.C. to ground at converter clutch - -

7C 80 O.C. at converter clutch - - Not used

9E 82 O.C. at retarder solenoid No reaction Check the cable from TCU to

B1 60 Slippage at clutch K1 TCU shifts to neutral Check pressure at clutch K1

B2 61 Slippage at clutch K2 TCU shifts to neutral Check pressure at clutch K2

B3 62 Slippage at clutch K3 TCU shifts to neutral Check pressure at clutch K3

B4 63 Slippage at clutch K4 TCU shifts to neutral Check pressure at clutch K4

B5 64 Slippage at clutch KV TCU shifts to neutral Check pressure at clutch KV

B6 65 Slippage at clutch KR TCU shifts to neutral Check pressure at clutch KR

B7 87 Overtemp sump No reaction Cool down machine

B8 88 Overtemp retarder TCU disables retarder Cool down machine

B9 89 Overspend engine Retarder applies -

BA 90 Differential pressure oil filter No reaction Check oil filter

BB 172 Slippage at converter lockup clutch Check pressure at converter

C3 91 Overtemp converter output No reaction Cool down machine

D6 58 Error at valve power supply VPS2 Shift to neutral Check fuse

E1 91 S.C. battery voltage at speedometer output - - Not used

S.C. to ground or O.C at speedometer

S.C. to battery voltage at display output

S.C. to ground at display output

Communication failure on DeviceNet

F2 56 Configuration lost Transmission stay neutral Reprogram the correct

F6 174 Clutch adjustment data lost No reaction, Execute AEB

Open circuit R12 = R1G = R2G =

Open circuit R12 = R1P = R1C = R2P = R2C=

1 Final drive 3 Housing 5 Wheel nut

(2) Rear axle

1 Final drive 2 Differential 3 Housing 4 Wheel nut

1 Roller bearing 6 Side gear

1 Roller bearing 6 Clutch

(2) When driving straight forward