A 810

Sheet 5: TransmissionYaleIndustrial Trucks

SINGLE-SPEED POWERSHIFT TRANSMISSION

The single-speed powersh itt transmission has Forward and Reverse clutch assemblies, a torque converter,transmission pump, a control valve and the differential.The transmission is a constant mesh type in that the gears are in contact with each other at all times. The clutchassemblies are actuated by hydraulic pressure and released by the force of a spring.

Figure 3-1TRANSMISSION

Legend for Figure 3-11. TRANSMISSION

HOUSING21. NUT

2. BEARING CAP 22. PLUG3. CAPSCREW 23. PLUG4. WASHER 24. CAPSCREW5. COVER 25. CHOKE6. COTTER PIN 26. BELLCRANK7. CAPSCREW 27. CONTROL VALVE8. GASKET 28. COLD RELIEF PISTON9. TORQUE

CONVERTERHOUSING

29. COLD RELIEF SPRING

10. PIN 30. REGULATOR PISTON11. CAPSCREW 31. REGULATOR SPRING12. LOCKWASHER 32. REGULATOR SPRING13. GEAR PUMP 33. PLUG14. DIPSTICK PIPE 34. SOLENOID VALVE15. BOLT 35. PLUG16. WASHER 36. PLUG

Sheet 5: Transmission17. TEMPERATURE

SENDER37. PLUG

18. BREATHER 38. CAPSCREW19. DIPSTICK 39. GASKET20. CAPSCREW 40. FITTING

TORQUE CONVERTER

Description (See Figure 3-2.)The torque converter hydraulically connects the engine to the transmission. There is no direct mechanicalcon-nection between the engine and the transmission.

The torque converter has an impeller, a turbine, and a stator with a stator clutch. The impeller is fastened to theflywheel and has a set of curved blades. The turbine also has blades, and is connected to the input shaft of thetransmission by splines. The stator is between the tur-bine and the impeller. The stator clutch is a single-direc-tionalclutch that permits the stator to turn freely in the directional of engine rotation, but locks to prevent rota-tion in theopposite directional from engine rotation. When the turbine is rotating at the same speed as the impeller, the statorclutch permits the stator to rotate as a unit with the impeller and turbine.

Operation (See Figure 3-3., Figure 3-4. and Figure 3-5.)The torque converter has two main functions. It operates as a fluid clutch to smoothly transfer power from the engineto the transmission. The torque converter will multiply the torque from the engine. When the engine works against aload, the torque converter can multiply the torque from the engine and send more torque to the transmission. Themaximum torque multiplication is available just before the torque converter stalls. If the need for torque multiplicationis not required, the torque converter operates as a fluid clutch.

The impeller has a set of curved blades that accelerates the oil from the center of the impeller when the impellerturns. The volume of the impeller decreases towards the outer circumference. This decreasing volume increases thespeed and energy of the oil as it leaves impeller and flows into the outer circumference of the turbine. The force fromthe high speed oil hitting the blades in the tur-bine transfers most of the energy to the turbine and causes it to movein the directional of the engine rota-tion. The oil then flows from the outer circumference to-wards the center of theturbine. The turbine blades change the directional of the oil flow so that the oil leav-ing the center of the turbine isgoing in the directional op-posite of engine rotation. This oil now has a lower veloc-ity because it has given most ofits energy to rotate the turbine.

Sheet 5: Transmission

Figure 3-2. Torque Converter Arrangement

Legend for Figure 3-2.

1. DRIVE PLATE2. FLYWHEEL3. ACCESS COVER4. HOUSING5. TORQUE CONVERTER6. OIL PUMP7. INPUT SHAFT

The stator is between the turbine and impeller in the cen-ter of the torque converter. When the oil hits the statorblades, the stator clutch prevents the stator from turning in the directional opposite of engine rotation.

The blades of the stator change the directional of the oil so that the oil enters the impeller in the directional of en-ginerotation. The energy that remains in the oil flow as it leaves the stator is added to the new energy being add-ed to theimpeller by the engine. This use of energy, con-trolled by the stator, permits the torque converter to mul-tiply thetorque of the engine.

Resistance to the flow of oil in the turbine, because of centrifugal force, increases as the speed of the turbineincreases. This resistance decreases the energy and amount of oil flow to the impeller from the stator. When theflow to the impeller decreases, the additional force added to the impeller decreases. Less torque is gener-ated whenless torque is needed.


Figure 3-3.Types of Flow

CLUTCH ASSEMBLIES Description (See Figure 3-6.)

The transmission has two clutch assemblies, a Forward clutch and a Reverse clutch. The Forward and Reverseclutch housings are on the input shaft. The input shaft is connected to the turbine of the torque converter. TheForward and Reverse hubs are always engaged with the output gear and the reverse shaft. Hydraulic pres-sure isused to apply one of the clutches so that power is transmitted from the engine through the transmission to the drivewheels.

Each clutch assembly has a housing, piston, friction discs and separator plates. The friction discs and sepa-ratorplates are installed in the housing in a sequence. Each friction disc is next to a separator plate. The sepa-rator plateshave a smooth metal surface. The friction discs have a friction material on the surface. The hub in each clutchassembly engages with the inner splines of the friction discs. The splines in the outer circumference of the separatorplates engage the splines in the clutch housing. A pressure plate holds the friction discs and separator plates in thehousing. A large return spring keeps the piston retracted against the housing. There is enough clearance in theclutch assembly to permit the friction discs to rotate when a clutch is not applied. When hydraulic pressure is appliedto the piston, the friction discs and separator plates are pressed together and the clutch assembly rotates as a singleunit. The hydraulic pressure for the clutches is 1075 to 1370 kPa (156 to 200 psi) measured at the test port for theclutch regula-tor.

An orifice in each clutch piston permits a small continu-ous oil flow from the pressure chamber in the clutch. Thisorifice makes sure that the clutch will completely re-lease. The orifice also makes sure oil does not stay in thepressure chamber of the clutch because of centrifu-gal force after the clutch is released.

The input shaft in the transmission has oil passages that connect the clutch assemblies to the control valve. Thereare also oil passages in the transmission housing and the clutch assemblies for the lubrication and cooling of theclutch assemblies. Seal rings on one end of the input shaft seal the oil passages so that oil can flow from thepassages in the transmission housing to the pas-sages in the input shaft.


Figure 3-6. Clutch Assembly

Legend for Figure 3-6.1. SNAPRING2. BEARING3. NEEDLE BEARING4. REVERSE HUB5. NEEDLE BEARING6. SNAP RING7. RETAINER8. SPRING9. RETAINER10. PRESSUREPLATE11. FICTION DISC12. SEPARATOR PLATE13. PISTON14. SEAL RING15. FORWARD HUB


Figure 3-7. Clutch Operation

Legend for Figure 3-7

1. INPUTSHAFT2. REVERSE CLUTCH AND HUB3. FORWARD CLUTCH AND HUB4. REVERSE GEAR5. REVERSE SHAFT6. OUTPUTGEAR7. PINION8. RING GEAR

Operation (See Figure 3-7.)

When the engine is running, the input shaft is turning in the directional of engine rotation. When the Forward clutch isengaged, the power from the engine is sent from the input shaft and Forward clutch assembly to the output pinion.The flow of power is from the input shaft through the applied clutch to the Forward hub. The gear on the Forward hubis engaged with the output gear on the pinion of the differential.

HYDRAULIC SYSTEM

The powersh itt transmission has a hydraulic system for control and lubrication of the transmission. The oil pump forthe transmission is driven by the torque converter. (See Figure 3-2.) The transmission pump turns with the torqueconverter when the engine is running. The oil supply for the system is kept in the sump of the transmis-sion. Ascreen in the suction line to the transmission pump prevents large particles from entering the hydrau-lic system ofthe transmission. The oil flows through the screen in the sump, through the transmission pump, by the relief valve,and then through the filter. (See Figure 3-9.) The pressure, controlled by the relief valve for the transmission pump,is 1170 to 1470 kPa (170 to 213 psi). From the filter, the oil flows through passages in the transmission housing tothe control valve.

CONTROL VALVE (See Figure 3-8.)

The control valve is installed on the top of the transmis-sion. The inching spool, modulator circuit, regulator for clutchpressure and the regulator for the torque convert-er are part of the control valve. The position of the inch-ing spool iscontrolled by the inching/brake pedal.


A solenoid valve is installed at the side of the control valve. The solenoid valve is actuated by the shift lever. Thesolenoid valve controls the position of the direction-al spool.

Figure 3-8. Control Valve


1. VALVE BODY2. CHECK PORT PLUG3. PISTON4. SPRING5. STOPPER6. GASKET7. PIN8. STOPPER9. COVER10. INCHING SPOOL11. STOPPER12. SNAP RING13. OIL SEAL

Regulator for Clutch Pressure

The regulator for clutch pressure controls the oil pres-sure for applying the clutches to engage the transmis-sion.The control pressure of the regulator is 1075 to 1370 kPa (156 to 200 psi). Oil that flows to the regulator for clutchpressure flows to the torque converter circuit and oil lubrication circuit.

Inching Spool Assembly

Inching is the slow movement of a lift truck while a high engine speed is used for faster operation of the hydrau-licsystem. The inching function is normally used for fine movements of the lift truck when handling a load. Opera-tion ofthe inching pedal decreases the oil pressure to a clutch so that the clutch is not completely applied.

The inching spool assembly has an inching spool, an inching spool plunger, and two springs. Oil flows to the inchingspool from the transmission pump. The inching spool controls the oil flow and pressure to the directional spool(solenoid valve). When the inching function is not used, the oil flows through the inching spool to the direc-tionalspool. Operation of the inching function causes a restriction of the oil flow to the directional spool and the clutch. Thisoperation decreases the oil pressure to the directional spool (and clutch) as the inching spool plung-er is extended.When the inching spool plunger is com-pletely extended, the oil pressure to the directional spool (and clutch) isapproximately zero. The clutch is then re-leased and the transmission is in NEUTRAL.


Direction Spool

The direction spool is inside the solenoid valve and con-trols the oil flow from the inching spool to the directionclutches. The direction spool has three positions: FOR-WARD, NEUTRAL, and REVERSE. When the direction spoolis in its FORWARD position, oil flow and pressure is sent to apply the forward clutch. When the directional spool is inits REVERSE position, oil flow and pressure is sent to apply the reverse clutch. When the direction spool is in itsNEUTRAL position, oil pressure to both of the clutches is reduced to approximately zero. When the direction spool ismoved to control a direction of travel, oil flows to and from the clutch assemblies and also to the modulator circuit.

Electric switches in the direction control lever energize and deenergize the solenoid valve. When the directionsolenoid is energized the direction spool changes posi-tion to change the flow of oil.

Modulator Circuit

A modulator circuit is used to control the rate of applica-tion of the clutches. When the directional spool is moved toselect a directional of travel, the modulator circuit con-trols the application of the clutch during a 1.50 to 2.0 se-condperiod. The modulator circuit controls the pressure increase to apply the clutch smoothly. This delay and smoothapplication of pressure reduces the shock and stress to the drive train when engaging the transmission or changingdirections.

Regulator for the Torque Converter

When the engine speed is low, the oil flows to the torque converter through an orifice in the bore in the clutchpressure regulator. The pressure regulator for the torque converter stays closed until the pressure to the torqueconverter increases to 296 to 685 kPa (43 to 100 psi). When the pressure regulator for the torque convert-er opens,the oil that does not go to the torque converter flows directly to the passage to cool and lubricate of the parts of thetransmission. The oil that flows to the torque converter goes through the oil cooler before entering the passage tocool and lubricate the clutches.

Figure 3-9. Hydraulic Schematic

Legend for Figure 3-9.1. STRAINER2. PUMP3. CLUTCH PRESSURE REGULATOR4. TORQUE CONVERTER REGULATOR5. TORQUE CONVERTER6. OIL COOLER7. OIL FILTER8. CLUTCH

Sheet 5: Transmission9. DIRECTION SPOOL (SOLENOID VALVE)10. ACCUMULATOR11. INCHING SPOOL12. CHECK PORT

SHIFT LEVER (See Figure 3-24.)

The shift lever is used to control the operation of the directional spool. There are two switches, one for FOR-WARDand one for REVERSE, in the shift lever assem-bly that actuate the solenoid valve. In the NEUTRAL position, both ofthe switches are closed.

FOOT DIRECTIONAL CONTROL PEDAL(See Figure 3-10.)

The foot directional control pedal controls the speed of the engine and the operation of the directional sole-noids.The pedal pad is held to the pedal frame by a pivot shaft. The pedal pad rotates on the shaft and is held in theforward or reverse position by magnets in the pedal frame. There are two switches in the foot directional controlpedal assembly. When the foot directional con-trol pedal is in the forward position, both pedal switch buttons areactuated. Battery power flows through both pedal switches to energize the forward solenoid. When the footdirectional control pedal is in the reverse posi-tion, both pedal switch buttons are released. Battery power flowsthrough both pedal switches to energize the reverse solenoid.

Start Circuit, Foot Directional Control Pedal

A switch in the hand lever for the parking brake supplies electrical power to the foot directional control pedal. Thefoot directional control pedal energizes the solenoid valves. When the hand lever for the parking brake is in thereleased position, the switch in the hand lever is closed so that electrical power is supplied to the foot directionalcontrol pedal. The forward and reverse sole-noid valves are controlled by the foot directional control pedal. When thehand lever for the parking brake is in the applied position, the switch is open so that both of the solenoid valvesclose. When both of the solenoid valves close (deenergized), the centering spring moves the directional spool to theNEUTRAL position.

A switch in the hand lever for the parking brake ener-gizes and deenergizes the start circuit on the ignition switch.When the hand lever for the parking brake is in the applied position, the start circuit can be energized so that the lifttruck can be started. When the hand lever for the parking brake is in the released position, the start cir-cuit isdeenergized and the engine cannot be started.

When the inching/brake pedal is fully pushed down, the service brakes are applied and a disc on the end of theinching spool actuates the neutral start switch. The neu-tral start switch is in series electrically with a pressure switchin the brake system. The disc actuates the neutral start switch and the pressure in the brake system closes thebrake switch. The pressure switch in the brake sys-tem makes sure that the brakes are applied. When the neutralstart switch and the brake switch are both closed, the start circuit, controlled by the ignition switch, can be energized.When the inching/brake pedal is fully pushed down, oil pressure to the clutch pack is reduced to zero. This operationmakes sure that the transmission clutch is disengaged and the brakes are applied when the engine is started.


Figure 3-10. Foot Directional Control Pedal


1. PEDALPAD2. PEDAL FRAME3. MAGNET4. PIVOT SHAFT5. SPRING6. MAGNET PLATE7. SWITCH

DIFFERENTIAL

The ring and pinion gears transfer power to the axle shafts at right angles to the transmission. The ring and pinion isalso a gear reduction which increases the torque to the drive wheels. The differential assembly permits the two drivewheels to turn at different speeds when the lift truck is turning a corner.

The ring and pinion gears are held in position in the transmission case by the differential housing. The hous-ing forthe drive axle is fastened to the differential hous-ing. The output gear for the transmission is installed on the pinionshaft. The output gear is in constant mesh with the gears of the Forward clutch hub and the Rever-se shaft.

TORQUE CONVERTER AND TRANSMISSION PUMP

NOTE: The torque converter cannot be repaired.

Removal And Disassembly(See Figure 3-11. and Figure 3-12.)

CAUTION

Be careful that you do not damage parts of the torque converter or transmission when the trans-mission is separatedfrom the engine. Keep the transmission and engine in alignment until they are completely separated so that parts ofthe trans-mission are not damaged. Use a crane or lifting de-vice to separate the transmission from the engine.

1. Remove the access cover from the top of the torque converter housing.

Sheet 5: Transmission2. Remove the capscrews that hold the drive plate to the flywheel.

3. Remove the capscrews that hold the torque converter housing to the engine. Remove the starter. Carefullyseparate the transmission from the engine. Make sure the torque converter stays with the transmission.

4. Install the pump on the housing. Use a thread locking adhesive and install the capscrews. Tighten thecap-screws to 20 Nm (177 lbf in). Check that the drive gear rotates freely in the body.5. Install the torque converter, making sure the notches align with the gear in the oil pump.

Figure 3-11. Torque Converter And Housing

Legend for Figure 3-11.1. TORQUE CONVERTER ASSEMBLY2. CONVERTER3. DRIVE PLATE4. CAPSCREW5. WASHER6. WASHER7. FLYWHEEL ASSEMBLY8. BOLT9. BACKPLATE10. FLANGE11. LOCKWASHER12. BOLT13. WASHER


Figure 3-12. Transmission Pump


1. SHAFT2. BOLT3. OIL SEAL4. 0-RING

CLUTCH ASSEMBLIES

Removal And Disassembly (See Figure 3-13. and Figure 3-15.)1. Remove the torque converter housing.

2. Remove the capscrews for the bearing retainer for the reverse shaft. Remove the reverse shaft from thetrans-mission.

3. Remove the input shaft and clutch assembly from the transmission.

4. Remove the seal rings from both ends of the input shaft.

5. Remove the snap ring for the ball bearing. Use a puller to remove the bearing carrier and the ball bearing.

6. Remove the spacer and reverse clutch hub.

7. Remove the retaining ring and pressure plate from the reverse clutch. Remove the friction discs and separatorplates.

8. Remove the piston only if there is a problem with the piston or seals. Use two punches to push the spring re-tainerdown. See Figure 3-13. Remove the snap ring for the retainer. Remove the retainer, spring and piston. Pull thepiston from the clutch housing. Remove the seal from the circumference of the piston and the 0-ring from the shaft.

WARNING

The spring for the piston is compressed. Make sure the spring and spring retainer can not cause iniury when thesnap ring is removed.

NOTE: Some service people make a special bracket so that the spring and retainer can be compressed and heldwith a press to remove the snap ring.

9. Remove the snap ring for the ball bearing for the for-ward clutch. Use a puller to remove the forward clutch hub,spacer and the ball bearing.

10. Remove the remaining clutch parts as described in Steps 7 and 8.

Sheet 5: TransmissionInspection

Inspect the gears and all splines for wear or damage. Repair or replace parts as needed.

Assembly And Installation (See Figure 3-11. and Figure 3-12.)

1. Apply a silicone gasket material to the mounting sur-face of the transmission housing. Install the torque con-verterhousing on the transmission housing. Be sure to align the holes in the torque converter housing with the holes in thebearing carrier. When the holes are aligned, install the housings together.

2. Use a thread locking adhesive and install the socket head capscrews for the bearing retainer. See item 16, Figure3-1 5.Tighten the capscrews to 10 Nm (89 lbf in). Install the capscrews that hold the housings together and tightenthem to 41 Nm (30 lbf ft).

3. Assemble the transmission pump as follows:

a. Lubricate the parts of the pump with clean trans-mission oil.

b. Install a new oil seal in the pump body.

c. Install the gears and stator shaft on the pump body. Make sure the side of the drive gear with grooves istoward the torque converter. Use a gasket sealant on both sides of the washers and install the two capscrews.Tighten the capscrews to9to 16 Nm (8Otol42lbfin).

d. Install a new 0-ring on the pump body.

4. Remove the torque converter from the transmission.

5. Remove the transmission pump from the housing. Disassemble the pump as follows:

a. Remove the capscrews that hold the pump body to the stator shaft.

b. Remove the gears from the pump. Remove the seal and 0-ring from the pump.

Figure 3-13. Piston Return Spring


1. PUNCH2. SNAP RING3. SPRING RETAINER

Sheet 5: Transmission4. PISTON

Inspection

1. Inspect the gears for the clutch assemblies and the differential gears for wear or damage.

2. Check all parts that have splines for damage to the splines. Check for notches worn in the splines.

3. Inspect the friction discs for burned lining or bent sur-faces. Check for small holes in the lining. Replace the frictiondiscs if one-half the depth of the oil grooves are worn away or the discs are damaged. Discard a friction disc that hasa thickness less than 1.70 mm (0.067 in).

4. The separator plates must not be bent, have dam-aged surfaces, or have large blue areas from too much heat.

5. Inspect the bearings for wear or damage.

6. Inspect the piston for damage. Make sure that the sealing surfaces are good. Make sure the orifice is clean.

7. Check for grooves or other damage on the machined surfaces of the shaft. Check the seal rings for damage andwear. Check the seal ring surfaces in the housing for damage.Assembly (See Figure 3-13. and Figure 3-15.)

NOTE: Lubricate the parts of the clutch assemblies with clean transmission oil.

1. Use the following procedures for either the forward or reverse clutch:

a. Install the seals on the piston and on the shaft. Install the piston in the housing.

WARNINGThe spring for the clutch must be compressed.

Make sure the spring and spring retainer can not cause injury when the snap ring is installed.

NOTE: Some service people make a special bracket so that the spring and retainer can be compressed and heldwith a press to install the snap ring.

b. Install the piston spring and retainer. See Figure 3-13. Use two punches to push the spring retainer down.Install the snap ring for the retain-er.

c. Install the friction discs and separator plates in an alternate sequence. Start with a separator plate againstthe piston. Install the pressure plate and retaining ring.

d. Install the thrust washer and clutch hub. Make sure the inner chamfer on the thrust washer is to-ward theclutch pack.

2. On the Forward clutch, install the thrust washer and ball bearing on the shaft. Make sure the inner chamfer on thethrust washer is toward the clutch assembly. Install the snap ring. Install the seal rings on the shaft.

3. On the Reverse clutch, install the thrust washer so that the inner chamfer on the thrust washer is toward the clutchpack. Apply Loctite242 in the area of the bear-ing carrier for the bearing. Install the bearing, making sure theadhesive does not get into the bearing. After the adhesive is dry, install the bearing on the shaft. Install the snap ring.Install the seal ring.

Installation (See Figure 3-15.)

1. Lubricate the seal rings and install the clutch assem-bly in the housing.

2. Install the reverse shaft and bearing. Use a thread locking adhesive and install the capscrews for the bear-ingretainer. Tighten the capscrews to 20 Nm (177 lbf in).


Figure 3-14. Transmission Arrangement


1. SHIMS 11. BEARING2. ROLLER BEARING 12. BEARING3. OIL SEAL 13. GEAR4. BEARING 14. WASHER5. OUTPUT GEAR 15. RETAINING RING6. LOCKNUT 16. RETAINING RING7. NUT 17. HYDRAULIC CLUTCH

8. LOCKWASHER 18. SCREW9. REVERSE SHAFT 19. LOCKWASHER10. PLUG 20. RING GEAR AND PINION


Figure 3-15. Clutch Assemblies

Legend for Figure 3-15.1. SEAL RING2. SNAP RING3. BEARING4. SPACER5. FORWARD HUB6. THRUST WASHER7. RETAINER8. SPRING

9. RETAINING RING10. PRESSURE PLATE11. FRICTION DISC12. SEPARATOR PLATE13. PISTON14. PISTON SEAL

Sheet 5: Transmission15. CLUTCH HOUSING16. BEARING RETAINER17. REVERSE HUB

DIFFERENTIAL

Removal And Disassembly(See Figure 3-16. and Figure 3-17.)

1. Disassemble only the parts of the differential that must be repaired. If the ring gear and pinion are not to bereplaced, check the contact pattern before disassembly The pattern and gear clearance are used as references forassembly. See the Differential, Assembly And Instal-lation section for the procedures.

2. Before removing the differential assembly, measure the outside diameter of the case as shown in Figure 3-16.This dimension is necessary when the parts are assembled.

Figure 3-16. Measure The Differential Case

3. Make a note of the positions of the adjusting nuts for the ring gear. Remove the bearing caps, adjusting nuts andthe differential assembly.

4. Remove the nuts and lock washer from the pinion shaft. Remove the output gear. Push the pinion shaft from thebearings.

5. Remove the outer bearing cup and shims. Make a note of the shim arrangement. If the pinion will not bere-placed, the shim arrangement will be approximately the same when the differential is assembled again. Removethe inner bearing cup and oil seal.

6. Disassemble the differential as needed to make re-pairs. Remove the ring gear from the differential case.Remove the roll pin and shaft. Remove the differential pinions, side gears and thrust washers.

Inspection

1. Check the pinion and ring gear for wear. Inspect the side gears and differential pinions for worn teeth. In-spect theshaft for wear where the gears turn. The shaft and the holes for the shaft in the differential case must fit tightly.

2. Check all bearings for wear and damage. Replace a worn or damaged part.

Assembly And Installation (See Figure 3-17.)

NOTE: When the ring gear and pinion are worn or dam-aged, they must be replaced as a set. Always check that thegears are a matched set.

NOTE: The pinion variation number, which is indicated in millimeters, is located on the end of the pinion. Thenumber is used to adjust the the depth of the pinion in the housing (for example,+.01 or -.02). This procedure isdescribed in the following paragraphs.

When a new ring and pinion assembly is installed:

1. The pinion and ring gear are made in sets. Both the ring gear and pinion must have the same numbers.

Sheet 5: TransmissionWhen pinion bearings are replaced or the ring gear and pinion are replaced, the shim ar-rangement must beadjusted for the new parts. Most service people do not have the equipment used by the manufacturer to find theshim ar-rangement before the differential is assembled. Service people must often make more than one adjustmentbefore the clearances are correct. The differential must be disassembled for adjust-ment and assembled again forchecks. The ad-justments are correct when the gear clearance and the contact pattern between the pinion and ringgear are correct and the preload on the pin-ion bearings is correct.

2. Look at the pinion variation number on the pinion that is being replaced.

The dimension on the end of the pinion is the vari-ation from the standard Gauge Distance. The Gauge Distance isthe distance from the center of the ring gear to the bearing shoulder behind the pinion. (See Figure 3-19.) Shimsmust beadded, or removed from, between the outer bearing cup and the housing to adjust for manufacturingtoler-ances.

3. Look at the number on the pinion that was re-moved. Subtract variation number that is on the new pinion.The remainder is the amount of shim thickness that must be adjusted from the shim set on the pinion that wasremoved. For examples, see Figure 3-18. In examples 3 and 4 you can see that a negative number shows thatshims must be removed. Examples 1 and 2 show that shims must be added to the original shim set. Use this shimset as a reference. The final adjustment of the shim set is according to the contact pattern on the ring gear teeth.See Figure 3-21.

Figure 3-17. Differential Assembly


1. THRUSTWASHER2. SIDE GEAR3. DIFFERENTIAL PINION4. ADJUSTING NUT5. BEARING ASSEMBLY6. SHAFT7. DIFFERENTIAL CASE8. ROLL PIN9. RING GEAR10. PINION

Installation of the pinion assembly:(See Figure 3-19.)

1. Install the oil seal in the housing. Install the inner bearing cup in the housing. Install the shims and the outerbearing cup.

Sheet 5: Transmission2. Install the pinion in the transmission housing. Install the inner bearing cone on the pinion. Install the outputgear.

3. Install and tighten the pinion nut. Measure the gauge distance and add or remove shims until themeasurement is within 126.9 to 127.1 mm (4.996 to 5.004 in).4. When the measurement in Step 3 is correct, ad-just the preload on the pinion bearings. Tighten the nut onthe pinion shaft until the rotating torque is 5.4 to 5.9 Nm (47.8 to 52.2 lbf in). When the pre-load is correct, install thelock washer and lock nut. Lubricate the lock washer with grease before installation. Bend the tabs on the lockwasher to keep the nuts in position.

EXAMPLES 1 2Number on OLD PINION minus the

number on the NEW PINION+0.31-(+0.26) +0.31-(-0.26)

SHIMS to be REMOVED FROM orADDED TO theOLDSET

+0.05 mmAdd

+0.57 mmAdd

EXAMPLES 3 4Number on OLD PINION minus the

number on the NEW PINION+0.26-(+0.31) -0.26-(+0.31)

SHIMS to be REMOVED FROM orADDED TO the OLD SET

-0.05mm Remove -0.57 mm Remove

Figure 3-18. Adlustment Of The Shims For ThePinion Assembly

Assemble the differential and ring gear assembly:

1. If the ring gear was removed from the differential case, put the ring gear in hot water that is 82 to 1 050C(180 to 2200F) for approximately ten min-utes. Remove the ring gear from the water and put it on the differentialcase. Do not use a press or a hammer to install the ring gear. Tighten the special capscrews to 152 to 167 Nm (112to 123 lbfft).2. Lubricate and install the side gears and thrust washer in the differential case.

3. Install the differential pinions and the shaft. Install the roll pin that holds the shaft in the case.

4. Install the bearing cones on the differential case.

5. Apply axle lubricant on the inner diameter of the bearing cups and on both bearing cones that are installedon the differential. Do not permit lubri-cant on the outer diameter of the bearing cups or the bearing bores of thedifferential housing.

6. Install the differential assembly into the transmis-sion housing. Install the bearing cups, adjusting nuts andbearing caps.

7. Install the capscrews for the bearing caps and tighten them to approximately 68 Nm (50 lbf ft). Use yourhand to tighten each adjusting nut against the bearing cup.


Figure 3-19. Ring Gear And Pinion Arrangement

Legend for Figure 3-19.1. BALLBEARING2. LOCKNUT3. LOCKWASHER4. NUT

5. WASHER6. OUTPUT GEAR7. BEARING ASSEMBLY8. OIL SEAL

9. SHIMS10. CASE11. PINION12. BEARING CAP13. GAUGE DISTANCE = 127 mm (4.99 in)

8. Tighten the adjusting nuts to remove the clear-ance between the adjusting nuts and the bear-ings. Makesure there is clearance between the ring gear and pinion. Loosen the adjusting nut only until there is zero clearancebetween the bearings and the adjusting nuts. Tighten one ad-justing nut four notches more than zero clearance toput a preload on the bearings. The correct ro-tating torque of the differential assembly is 2.9 to 3.4 Nm (25.7 to 30.1lbf in).9. Check the clearance between the ring gear and pinion. The ring gear and pinion must have a clearance of0.18 to 0.23 mm (0.007 to 0.009 in). (See Figure 3-20.) Move the ring gear towards the pinion to decrease theclearance. Move the ring gear away from the pinion to increase the clearance. Loosen one adjusting nut the sameamount as the other adjusting nut is tightened to adjust the clearance between the ring gear and pinion. When theclearance is correct, apply a thread locking adhesive to the capscrews for the bearing caps. Tighten the capscrewsto 263 to 314 Nm (194to2321bfft).10. Check the pattern on the teeth of the ring gear by applying grease to the teeth. Put a prybar be-tween thering gear and the housing to keep the ring gear from turning freely. Turn the pinion shaft. Compare the pattern on thering gear teeth with the patterns shown in Figure 3-21. Adjust the gear clearances as necessary. An adjustment ofthe pinion to move the contact pattern also nor-mally requires an adjustment of the ring gear clearance as describedin step m.

11. Measure the outside diameter of the case as shown in Figure 3-16. Compare the dimension with themeasurement made during disassembly. They will be approximately the same. The inside diameter of the support inthe axle housing for the case is 254.0 to 254.1 mm (9.99 to 10.00 in).12. When all adjustments are complete, install the cotter pins for the adjusting nuts.


Figure 3-20. Check The Clearance Between The Ring Gear And Pinion

STEP 1. Apply a colored dye or grease to approximately 12 of the ring gear teeth.

STEP 2. Apply a small friction load to the edge ol the ring gear so that the ring gear does not turn easily.Rotate the ring gear one revolution by turning the pinion.

STEP 3. Check the tooth contact pattern on the ring gear. Make sure that the pattern is checked on the sideof the tooth where the pinion applies the force.

CORRECT TOOTH CONTACT


Figure 3-21. Adjust The Ring Gear And Pinion Tooth ContactADJUSTMENT

The contact area is the center between the top and the bottom of the tooth. The contact area is toward the innercircumference of the ring gear.

The contact area is the center between the top and the bottom of the tooth. The contact area will bealmost the full length of the tooth.

The pinion is too far away from the center of the ring gear.Move the ring gear away from the pinion or, add shims to move pinion toward ring gear. Check that the gearclearance is correct. Remember, moving the pinion will change the gauge distance.

The pinion is too close to the center of the ring gear.Move the ring gear toward the pinion, or remove shims to move pinion away from the ring gear. Check that the gearclearance is correct. Remember, moving the pinion will change the gauge distance.

CONTROL VALVE (See Figure 3-22.) Disassembly RemovalWARNING

1. Clean the area around the control valve.

Sheet 5: Transmission2. Disconnect the inching spool from the crank. Discon-nect the wires from the solenoid valve.

3. Remove the capscrews that hold the control valve to the transmission. Remove the control valve. Put acover on top of the transmission to keep dirt from inside of the transmission.

4. Remove the solenoid valve from the control valve. Disassemble the solenoid valve as necessary. Only the0-rings and solenoid coil can be replaced. See Figure 3-23.

5. Remove the stop (10) for the modulator. Remove the modulator and springs.

6. Remove the pin from the inching spool. Remove the spring seat, spring and plunger (9).There are compressed springs in the control valve. Carefully remove the covers so that the com-pressed springs donot cause in~ury.

1. Remove the cover (9). Remove the clutch pressure regulator piston, the springs, and stopper (5). Keep thesprings with the regulator.

2. Remove the inching spool assembly.

3. Remove the pin from the inching spool (10). Remove the stopper (8), the springs, and piston (3).

Inspection

1. Make sure there are no scratches or damage on the spools or in the bores.

2. Check that the springs are not bent or damaged.

3. Make sure the spools move freely in their bores.

Figure 3-22. Control Valve


1. VALVE BODY2. CHECK PORT PLUG3. PISTON4. SPRING5. STOPPER6. GASKET7. PIN8. STOPPER

Sheet 5: Transmission9. COVER10. INCHING SPOOL11. STOPPER12. SNAP RING13. OILSEAL

Assembly

NOTE: Lubricate the parts of the control valve with clean transmission oil during assembly.

1. Install the piston (3) on the inching spool. Install the spring, stopper (8), and the pin.

2. Install the clutch pressure regulator piston, the springs, and stopper (5). Install the inching spool as-sembly,the spring, and a new oil seal (13).

3. Install a new gasket (7) on the cover (6). Install the cover and tighten the capscrews to 12 to 15 Nm (9 to 11lbfft).Installation

1. Assemble the solenoid valve as shown in Figure 3-23. Use new 0-rings and install the solenoid valve.

2. Use a new gasket and install the control valve on the transmission. Tighten the capscrews for the controlvalve 61 Nm (45 lbf ft). Connect the wires at the solenoid valve.

3. Connect the inching spool to the crank.

Figure 3-23. Solenoid Valve


1. VALVE BODY2. 0-RING3. COVER4. SOLENOID COIL5. TUBE6. PLUG

SHIFT LEVER

Removal and Disassembly (See Figure 3-24.)

Sheet 5: Transmission1. Remove the cover for the steering column.

2. Disconnect the wires at the switches for the shift lever. Make sure the wires have identification marks forcor-rect installation.

3. Remove the capscrews that hold the mount for the shift lever to the steering housing. Remove the shift le-verassembly.

4. Disassemble the shift lever assembly as necessary.

Assembly and Installation (See Figure 3-24.)

1. Install the switches, stops and jam nuts in the mount.

2. Lubricate the pins (7) and actuators (8) with grease.Install the pins, actuators and spacers in the mount.Install the clips in the pins. Make sure the actuators fit ontop of the switches.

3. Install the spring and detent ball in the shift lever. Install the shift lever in the mount. Install the bracket on the shiftlever. Install the capscrews for the bracket. Lu-bricate the detent ball the the bottom surface of the detent pins withgrease.

4. Adjust the height of the stops to 26 mm (1.02 in). Tight-en the jam nuts. See Figure 3-25.

5. Install the mount on the steering housing. Connect thewires to the switches. The brown wire goes to the FOR-WARD switch. The light green wire goes to the RE-VERSE

switch.

6. Adjust the height of the switches. See Figure 3-25. Adjust the FORWARD switch so that it is actuated at apoint half-way between the detent positions for NEU-TRAL and FORWARD. After the adjustment is correct, rotatethe switch clockwise approximately 1/2 turn. Tight-en the jam nut. The height of the nut on the switch will beapproximately 10 mm (0.4 in). Adjust the REVERSE switch so that it is actuated at a point half-way between thedetent positions for NEUTRAL and REVERSE. After the adjustment is correct, rotate the switch clockwiseapproximately 1/2 turn. Tighten the jam nut. The height of the nut on the switch will be approximately 10 mm (0.4 in).

7. Start the engine and check that the shift lever oper-ates the transmission correctly.

NOTE: THE SHIFT LEVER CAN EXTEND FROM THE RIGHT SIDE, LEFT SIDE ORBOTH SIDES OF THE STEERING COLUMN.


Figure 3-24. Shift Lever ArrangementLegend for Figure 3-24.

1. SHIFT LEVER 8. ACTUATOR2. KNOB 9. SPACER3. BUSHING 10. SWITCH4. SPRING 11. MOUNT5. DETENT BALL 12. BRACKET6. CLIP 13. STOP7. PIVOT PIN 14. JAM NUT

Figure 3-25. Shift Lever Adlustment


Sheet 5: Transmission1. SHIFT LEVER2. STOP

3. JAM NUT4. REVERSE SWITCH5. FORWARD SWITCH6. ACTUATOR7. MOUNT

FOOT DIRECTIONAL CONTROL PEDALRemoval and Disassembly (See Figure 3-26.)

1. Disconnect the wires at the transmission. Note the position of the throttle cable and link before removal to aid ininstallation. Disconnect the throttle cable. Remove the capscrew that holds the pedal to the bracket, then remove thepedal.

2. Remove the straps that hold the wires to the pedal. Loosen the set screws in the pedal pad 3 to 4 turns andremove the pivot pin. Remove the pedal pad and spring.

3. Remove the retainer for the wires. Loosen the screws for the switches, then remove the switches and wires.

4. If necessary, remove the lock nuts for the magnets, then remove the magnets from the pedal frame. Make surethe screws are tight in the magnets. Use a thread locking compound on the screws if they are loose in the magnets.



1. PEDALPAD2. PEDAL FRAME3. MAGNET

4. PIVOT SHAFT5. SPRING6. MAGNET PLATE7. SWITCH

Assembly and Installation(See Figure 3-26. Through Figure 3-30.)


1. Install the switches and wires in the pedal pad. Align the surface of the switches with the machined surface of themount in the pedal pad. The switches must be even with or below the alignment surface as shown in Figure 3-27.Install the retainer for the wires.

Figure 3-27. Foot Directional Control Pedal Switches


1. PEDALPAD2. SWITCH3. ALIGNMENT SURFACE4. SURFACE OF SWITCH

NOTE: These sealed switches can only be repaired as an assembly.

2. Put the wires through the hole in the pedal frame. In-stall the spring and pedal pad on the pedal frame. Install thepivot pin. Apply athread locking compound to the set screws. Install and tighten the set screws. Use straps to holdthe wires to the pedal frame.

3. See Figure 3-28. Do the following procedure to check and adjust the pedal assembly:

a. Put the pedal assembly in a vise. Use a dial indi-cator to measure the movement of the pedal pad.

b. Push the REVERSE side of the pedal. Put the dial indicator on the Reverse side of the pedal pad as shown.Loosen the lock nut and rotate the screw for the magnet counterclockwise until it stops. Set the dial indicator to zero.Rotate the screw for the magnet clockwise until the gauge needle moves 0.25 mm (0.01 in) from zero. Thisadjustment makes sure the magnet is in contact with the plate in the pedal pad. Rotate the screw for the magnetcounterclockwise until the gauge needle indi-cates zero. Rotate the screw for the magnet clockwise until the gaugeneedle indicates 0.05 mm (0.002 in) movement. Tighten the lock nut to 5.2 Nm (46 lbf in) torque without changingthe ad-justment.c. Push on the FORWARD side of the pedal. Put the dial indicator on the Forward side of the pedal pad asshown. Loosen the lock nut and rotate the screw for the magnet counterclockwise until it stops. Set the dial indicatorto zero. Rotate the screw for the magnet clockwise until the gauge needle moves 0.25 mm (0.01 in) from zero. Thisadjustment makes sure the magnet is in contact with the plate in the pedal pad. Rotate the screw for the magnetcounterclockwise until the gauge needle indicates zero. Rotate the screw for the magnet clockwise until the gaugeneedle indi-cates 0.05 mm (0.002 in) movement. Tighten the lock nut to 5.2 Nm (46 lbf in) torque without changingthe adjustment.d. Use an ohmmeter to check the operation of the switches. When the FORWARD side of the pedal isdepressed, there must be a complete circuit between the red (battery) and black (forward so-lenoid) wires. When theREVERSE side of the pedal is depressed, there must be a complete cir-cuit between the red (battery) and yellow(reverse solenoid) wires.e. Push on the FORWARD side of the pedal. Put the dial indicator on the FORWARD side of the pedal pad asshown. Connect an ohmmeter between the red and black wires. Check that there is a complete circuit between thewires. Push on the REVERSE side of the pedal. The pedal must move 1.00 mm (0.039 in) minimum from theFORWARD position before the circuit is discon-nected.


Figure 3-28. Adlustment Of The Foot Directional Control Pedal


1. LOCKNUT2. MAGNET3. PLATE4. DIAL INDICATOR5. PEDAL FRAME6. PEDAL PAD

NOTE: For the correct operation of the foot directional control pedal, the magnets must have the correct strength.

4. See Figure 3-29. Test the strength of the magnets as follows:

a. Put the pedal assembly in a vise. Use a spring scale to change the pedal from the FORWARD andREVERSE positions as shown in Figure 3-29.

b. When pushing on the spring scale, it must take 13.3 to 31.1 N (3.6 to 7.0 lb) to change from FOR-WARD toREVERSE and REVERSE to FOR-WARD positions. If the force is not within the specifications, replace themagnet(s).

Figure 3-29. Check The Magnets For The FootDirectional Control Pedal


1. PEDALPAD2. SPRING SCALE

5. With the pad located in either FORWARD or RE-VERSE check to assure a minimum of 2.0 mm (0.079 in) totalpad travel when changed to the opposite position. If 2.0 mm (0.079 in) is not obtained do the adjustment again. If the2.0 mm (0.079 in) is still not obtained re-place the pedal pad.

Sheet 5: Transmission6. Install the capscrew, washers, tube and nut that hold the pedal assembly to the bracket. Connect the linkbe-tween the pedal and the crank noted during removal.

7. Install the pedal return springs. Make sure the throttle cable is connected to the correct position as noteddur-ing removal.

1. Operate the lift truck until the engine and transmission are at normal operating temperatures. Connect atachometer to the engine. When the engine is at the nor-mal operating temperature, make sure the engine willoperate at the governor speed limit.

2. Start the engine and tilt the mast backward. Put blocks under the outer mast channels. Tilt the mast forwardto raise the drive wheels from the surface.

3. All oil pressures are checked with the engine operat-ing at 2000 rpm. The operating temperature of thetrans-mission oil is 65 to 700C (150 to 1600F).Check The Transmission Pump Pressure,TEST PORT NO.1

Apply the parking brake. Put the shift lever in NEUTRAL. If the pressure from the transmission is not 1170 to 1470kPa (170 to 213 psi), see the TROUBLESHOOTING procedures.Check The Torque Converter Inlet Pressure,TEST PORT NO.2

Apply the parking brake. Put the shift lever in NEUTRAL. If the pressure from the transmission is not 296 to 685 kPa(43 to 100 psi), see the TROUBLESHOOTING pro-cedures.Check The Clutch Pressure, TEST PORT NO.3



1. PEDALPAD2. LINK3. CRANK4. PEDAL FRAME5. FORWARD SOLENOID (BLACK WIRE)6. BATTERY (RED WIRE)7. REVERSE SOLENOID (YELLOW WIRE)


TRANSMISSION PRESSURE TESTS

See the TROUBLESHOOTING table for reasons that cause pressures that do not meet the specifications. TestPorts 1 to 3 are shown in Figure 3-31. These test ports are normally used to check the operation of the transmission.Install three 0 to 2000 kPa (0 to 300 psi) pressure gauges in the test ports shown in Figure 3-31. The regulators inthis transmission are adjustable. The pressure tests are for troubleshooting. Before checking the oil pressures, dothe following:

1. Put the transmission in FORWARD. If the pressure is not 1075 to 1370 kPa (156 to 200 psi), see theTROUBLESHOOTING procedures.

2. Run the engine at 2000 rpm and push the inching ped-al down. The clutch pressure must decrease toapproxi-mately zero pressure when the inching pedal is fully pushed down.

3. Put the transmission in REVERSE. If the pressure is not 1075 to 1370 kPa (156 to 200 psi), see theTROUBLESHOOTING procedures.

4. Run the engine at 2000 rpm and push the inching ped-al down. The clutch pressure must decrease toapproxi-mately zero pressure when the inching pedal is fully pushed down.

5. The difference in the Forward and Reverse clutch pressures can not be more than 100 kPa (15 psi). Alarg-er difference in clutch pressures indicates a problem.

TRANSMISSION PRESSURES

ITEM SPECIFICATIONTest Port No.1 1170-1470 kPa (170-213 psi)Test Port No.2 296-685 kPa (43-100 psi)Test Port No.3 1075-1370 kPa (156-200 psi)

TORQUE CONVERTER STALL SPEEDS

Figure 3-31. Pressure Test Ports, Torque Converter Housing and Control Valve


1. TEST PORT NO.1 PUMP PRESSURE2. TEST PORT NO.2 TORQUE CONVERTER INLET3. TEST PORT NO.3 CLUTCH PRESSURE

TROUBLESHOOTINGPROBLEM POSSIBLE CAUSE PROCEDURE OR ACTIONEngine will not start. the transmission is not in

NEUTRAL.Apply parking brake and puttransmission control lever inNEUTRAL

Sheet 5: TransmissionThe parking brake is applied butthe switch in the parking brakelever is not operating correctly

Check and adjust switch. Installnewswitch.

The neutral start switches at thedirection control lever are notconnected, out of adjustment orhavedamage.

Check connections and adjustswitches. Install new switches orpartsas necessary

Transmission is toohot

Operator slipping clutches.Excessive inching and trying topush or move loads greater thancapacity.

Train the operator. Evaluateapplication. Handle only loadswithin rated capacity.

Oil level is not correct. Check oil level. Fill as required.Check for leaks.

Clutch does not engagecompletely.

Install new parts as required.

Clutch pressure is too low. Check and adjustpressure(s).Repair or install newpressure regulator valve(s). Repairor install new charge pump.

Worn or wrong friction discs orseparator plates.

Install new discs and plates.

Engine coolant level low. Radiatorcore dirty. Cooling systempressure not to specification

Check and fill cooling system.Clean radiator core. Check systempressure. Install new radiator cap.

Oil cooler in radiator has arestriction.

Flush oil cooler. If problem notcorrected, install new oil cooler orradiator.

The torque converter is worn orhas damage.

Preform stall test. Repair or installnew torque converter

Clutch discs are bent, releasesprings are weak or clutch is notfully releasing.

Repair and install new parts.Overhaul transmission.

Charge pump is worn or damaged Repair or install new charge pump.Clutch assembly will not disengagecompletely because orifice inpiston has a restriction

Remove restriction. Clean system.Fill with correct clean oil

Bubbles in the oil filltube.

Air leak on the suction side of thetransmission charge pump.

Repair leak. Install new parts asrequired.

Oil level is not correct. Check and adjust oil to the correctlevel.

Water in the oil. Check oil supply and storage. Oilcooler has damage. Install new oilcooler or radiator. Drain systemand fill with clean oil.

Oil is too hot. See 'Transmission is too hot.'The torque converter is damaged. Preform stall test. Repair or install

new torque converter.

Lift truck will notmove in eitherdirection. Engine isrunning, directioncontrol lever is inposition for travel,and parking brake isreleased.

Switches at direction control lever.have damage or are not connected.

Check wiring and adjust switchesInstall new switches.

Transmission oil level is too low Check and fill to correct level.Check for leaks.

Sheet 5: Transmission.

Axle shaft(s) ortransmission/differential isdamaged.

Repair or install new parts.

Brakes are not released. Check operation of parking andservice brakes. Repair as required.

Forward and Reverse solenoids donot operate.

Check switches at control lever.Check wiring to solenoids. Checksolenoids. Install new parts asrequired.

Transmission pump is damaged. Check pressures at the controlvalve. Install new pump.

Pressure regulator(s) is in the openposition.

Check operation of pressureregulators. Repair or install newparts.

Direction spool will not move. Check operation of directionalspool. Repair or install new spool.

Torque converter is disconnectedfrom the flywheel.

Check torque converter mountinghardware. Repair as required.

Tube to direction spool is damagedor disconnected.

Check tube. Connect or install newtube.

Control valve gasket is damaged. Remove control valve and checkgasket. Install new gasket.

Control valve is damaged. Check operation of control valve.Install new control valve.

Lift truck moves inone direction only.

Clutch parts are damaged. Check clutch pressure. Checkoperation of control valve.

Clutch for the direction selected notengaged.

Check pressure for clutch thatis not operating at the controlvalve

Clutch for opposite direction is notreleasing.

Make sure directional spool incontrol valve is operatingcorrectly. Check to make surethe clutch pressure goes tozero when opposite direction isselected.

Control valve gasket is damaged Remove control valve andcheck gasket. Install newgasket.

Control valve is damaged. Check operation of controlvalve. Install new control valve.

Inching operation isnot smooth.

Brakes are not correctly adjusted. Adjust brakes.

Inching spool or plunger does notmove freely.

Repair or install new parts.

Broken spring(s) for inching spool orplunger.

Install new springs.

Clutch piston does not move freely. Repair or install new parts.Control valve has leaks. Repair or install new control

valve.Clutch discs are bent or burned. Repair or install new clutch

discs.Inching linkage is not adjustedcorrectly.

Adjust linkage.

Clutches do notengage. (Clutchoperating pressuresare not correct)

Transmission pump is damaged. Check pressures at the controlvalve. Install new pump.

Control valve gasket is damaged. Remove control valve. Installnew gasket.

Sheet 5: TransmissionClutch piston does not move. Check the operation of the

modulator valve to determine ifthe piston moves. Disassembletransmission and repair clutchpiston.

Clutch piston seal has a leak. Check for correct pressure.Disassemble transmission andinstall new clutch piston seal.

Modulator valve has a leak. Check operation of modulatorvalve. Repair modulator valve.Install new control valve.

Direction spool does not move freely. Check operation of directionspool. Repair or install newcontrol valve.

Friction discs are bent or damaged. Repair and install new parts.Overhaul transmission.

Regulator valves are damaged. Check pressures. Repair orinstall new regulator valves.

0-ring on clutch shaft is damaged. Check clutch pressure.Disassemble transmission andinstall new 0-ring on clutchshaft.

0-rings for solenoid valve stems in Check operation of solenoidvalves.

the control valve are damaged. Install new 0-rings or newsolenoid valve.

Parts in the control valve are damaged. Check operation and pressuresof control valve. Repair orinstall new control valve.

Pressure at the torque The pressure for the relief valve of thetransmission pump is not correct.

Check and adjust the pressurerelief valve for the transmissionpump

Spring or spool for the torqueconverter regulator is damaged.

Check, clean, and install newparts as required. Adjust thetorque converter pressure.

There is a leak or restriction in thecircuit for the torque converter.

Check, clean, repair, and installnew parts as required

The oil cooler circuit has a leak orrestriction.

Check, clean, repair, and installnew parts as required.

All pressures are toolow.


Pressure at the relief valve for thetransmission pump is not correct.

See next problem,'~Pressure atthe relief valve for thetransmission pump is notcorrect'.

Worn transmission oil pump. Install new pump.Pressure regulators are stuck open. Check operation of the

regulator valves. Install newparts as required.

Leaks inside the transmission. Check the operation of eachspool in the control valve.

Pressure at the reliefvalve for thetransmission pump isnot correct.


Worn transmission oil pump. Install new pump.Oil filter has a restriction. Install new filter.Spring for pump relief valve is Check, clean, and install new

parts

Sheet 5: Transmissiondamaged. Spool does not move. as required.

Clutch pressure is notcorrect.

The pressure for the relief valve of thetransmission pump is not correct.

Check and adjust torqueconverter relief pressure.

Clutch regulator is not operatingcorrectly or has damage.

Check, clean, and install newparts as required.

Linkage for the inching spool is notadjusted correctly.

Check and adjust linkage forthe inching spool.

Inching spool and/or direction spoolare not operating correctly.

Check, clean, repair, and installnew parts as required.

Forward and Reverse solenoids do notoperate correctly.

Check switches at controllever. Check wiring tosolenoids. Check solenoids.Install new parts as required.

Seals for clutch piston leak. Verify that clutch piston sealsare leaking by checking thepressure during the operationof the modulator valve.Disassemble transmission andinstall new piston seals.

A 810

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Transcript of A 810