Escolar Documentos
Profissional Documentos
Cultura Documentos
TE13 / TE17
Transmission
3 Speed
Short Drop
CD-ROM: 8100066
MANUAL: 8100067
Table of Contents
FOREWORD
SAFETY PRECAUTIONS
3 MAINTENANCE ............................................................................................................ 1
3.1 OIL SPECIFICATION ....................................................................................................................... 2
3.2 MAINTENANCE INTERVALS ............................................................................................................ 2
3.3 SERVICING MACHINE AFTER COMPONENTS OVERHAUL ........................................................... 3
4. INSTALLATION DETAILS............................................................................................ 1
4.1 CONVERTER DRIVE COUPLING ...................................................................................................... 2
4.2 TRANSMISSION TO ENGINE INSTALLATION PROCEDURE ........................................................... 3
4.3 EXTERNAL PLUMBING .................................................................................................................... 4
4.4 SPEED SENSOR INSTALLATION ..................................................................................................... 5
Before towing the vehicle, be sure to lift the rear wheels off the ground or disconnect the driveline to avoid
damage to the transmission during towing.
Note:
BECAUSE OF THE DESIGN OF THE HYDRAULIC SYSTEM, THE ENGINE CANNOT BE STARTED BY PUSHING OR
TOWING.
©
Copyright DANA CORPORATION 1990. Unpublished material.
All rights reserved. Limited Distribution.
No part of this work may be reproduced in any form under any means without direct written permission of the DANA CORPORATION
TE13/17 3 SD 02/2002
FOREWORD
This manual has been prepared to provide the customer and the maintenance personnel with information and
instructions on the maintenance and repair of the SPICER OFF-HIGWAY PRODUCTS product.
Extreme care has been exercised in the design, selection of materials, and manufacturing of these units.
The slight outlay in personal attention and cost required to provide regular and proper lubrication, inspection
at stated intervals, and such adjustments as may be indicated, will be reimbursed many times in low cost
operation and trouble-free service.
In order to become familiar with the various parts of the product, its principle of operation, troubleshooting
and adjustments, it is urged that the mechanic studies the instructions in this manual carefully and uses it
as a reference when performing maintenance and repair operations.
Whenever repair or replacement of component parts is required, only SPICER OFF-HIGHWAY PRODUCTS
approved parts as listed in the applicable parts manual should be used. Use of will-fit or non-approved parts
may endanger proper operation and performance of the equipment. SPICER OFF-HIGHWAY PRODUCTS
does not warrant repair or replacement parts, nor failures resulting from the use of parts which are not
supplied or approved by SPICER OFF-HIGHWAY PRODUCTS.
IMPORTANT
ALWAYS FURNISH THE DISTRIBUTOR WITH THE SERIAL AND MODEL NUMBER WHEN ORDERING PARTS.
TE13/17 3 SD 02/2002
SAFETY PRECAUTIONS
To reduce the chance of personal injury and/or property damage, the following instructions must be carefully
observed.
Proper service and repair are important to the safety of the service technician and the safe reliable operation
of the machine. if replacement parts are required, the parts must be replaced by spare parts which have the
same part number or with equivalent parts. DO NOT USE A SPARE PART OF LESSER QUALITY.
The service procedures recommended in this manual are effective methods for performing service and repair.
Some of these procedures require the use of tools specifically designed for the purpose.
Accordingly, anyone who intends to use a spare part, service procedure or tool, which is not recommended
by SPICER OFF-HIGHWAY PRODUCTS, must first determine that neither his safety nor the safe operation
of the machine will be jeopardised by the spare part, service procedure or tool selected.
IMPORTANT
IT IS IMPORTANT TO NOTE THAT THIS MANUAL CONTAINS VARIOUS CAUTIONS AND NOTICES THAT
MUST BE CAREFULLY OBSERVED IN ORDER TO REDUCE THE RISK OF PERSONAL INJURY DURING
SERVICE OR REPAIR, OR THE POSSIBILITY THAT IMPROPER SERVICE OR REPAIR MAY DAMAGE
THE UNIT OR RENDER IT UNSAFE.
IT IS ALSO IMPORTANT TO UNDERSTAND THAT THESE CAUTIONS AND NOTICES ARE NOT EXHAUS-
TIVE, BECAUSE IT IS IMPOSSIBLE TO WARN ABOUT ALL POSSIBLE HAZARDOUS CONSEQUENCES
THAT MIGHT RESULT FROM FAILURE TO FOLLOW THESE INSTRUCTIONS.
TE13/17 3 SD 02/2002
CLEANING AND INSPECTION
1.1 CLEANING
Clean all parts thoroughly using solvent type cleaning fluid. It is recommended that parts be immersed in
cleaning fluid and moved up and down slowly until all old lubricant and foreign material is dissolved and parts are
thoroughly cleaned.
CAUTION
CARE SHOULD BE EXERCISED TO AVOID SKIN RASHES, FIRE HAZARDS, AND INHALATION
OF VAPOURS WHEN USING SOLVENT TYPE CLEANERS.
1.1.1 BEARINGS
Remove bearings from cleaning fluid and strike flat against a block of wood to dislodge solidified particles of
lubricant. Immerse again in cleaning fluid to flush out particles. repeat above operation until bearings are thor-
oughly clean. Dry bearings using moisture-free compressed air. Be careful to direct air stream across bearing
to avoid spinning. DO NOT SPIN BEARINGS WHEN DRYING. Bearings may be rotated slowly by hand to
facilitate drying process.
1.1.2 HOUSINGS
Clean interior and exterior of housings, bearing caps, etc... thoroughly. Cast parts may be cleaned in hot
solution tanks with mild alkali solutions providing these parts do not have ground or polished surfaces.
Parts should remain in solution long enough to be thoroughly cleaned and heated. This will aid the evaporation
of the cleaning solution and rinse water. Parts cleaned in solution tanks must be thoroughly rinsed with clean
water to remove all traces of alkali. Cast parts may also be cleaned with steam cleaner.
CAUTION
All parts cleaned must be thoroughly dried immediately by using moistere-free compressed air or soft lintless
absorbant wiping rags, free of abrasive materials such as metal fillings, contaminated oil or lapping compound.
1.2 INSPECTION
The importance of careful and thorough inspection of all parts cannot be overstressed. replacement of all parts
showing indication of wear or stress will eliminate costly and avoidable failures at a later date.
1.2.1 BEARINGS
Carefully inspect all rollers: cages and cups for wear, chipping, or nicks to determine fitness of bearings for
further use. DO NOT REPLACE A BEARING CONE OR CUP INDIVIDUALLY without replacing the mating cup
or cone at the same time. After inspection, dip bearings in Automatic Transmission Fluid and wrap in clean
lintless cloth or paper to protect them until installed.
Replacement of spring load oils seals, O rings, metal sealing rings, gaskets and snap rings is more economi-
cal when the unit is disassembled than premature overhaul to replace these parts at a future time.
Further loss of lubricant through a worn seal may result in failure of other more expensive parts of the assembly.
Sealing members should be handled carefully, particularly when being installed. Cutting, scratching or curling
under of lips of seals seriously impairs its efficiency.
When assembling new metal type sealing rings, these should be lubricated with a coat of chassis grease to
stabilise rings in their grooves for ease of assembly of mating members. Lubricate all O rings and seals with
recommended type Automatic Transmission Fluid before assembly.
If Magna-Flux process is available, use process to check parts. Examine teeth on all gears carefully for wear,
pitting, chipping, nicks, cracks or scores. If gear teeth show spots where case hardening is worn through or
cracked, replace with new gear. Small nicks may be removed with suitable hone. Inspect shafts and quills to
make certain they are not sprung, bent or spline-twisted, and that shafts are true.
Inspect housings, covers and bearing caps to ensure that they are thoroughly clean and that mating surfaces,
bearing bores, etc... are free from nicks or burrs. Check all parts carefully for evidence of cracks or conditions
which would cause subsequent oil leaks or failures.
Controllare regolare p.e. coppie, misure, pressione etc. Carricare riempire (olio - lubrificante)
Check - adjust e.g. torque, dimensions, pressures etc. Filling - topping up - refilling e.g. oil, cooling water, etc.
OFF-HIGHWAY
TEN BRIELE 3
B-8200
BELGIUM
MODEL
SERIAL
Oil capacity
THREAD SIZE LB - FT [N . m]
1" - 20 150 - 200 [203.4 - 271.1]
1 1/4" - 18 200 - 250 [271.2 - 338.9]
1 1/2" - 18 300 - 350 [406.8 - 474.5]
1 3/4" - 18 400 - 450 [542.4 - 610.1]
1/16 - 27 5-7 [7 - 9]
1/8 - 27 7 - 10 [9 - 14]
1/4 - 18 15 - 20 [20 - 27]
3/8 - 18 25 - 30 [34 - 41]
1/2 - 14 30 - 35 [41 - 47]
3/4 - 10 40 - 45 [54 - 61]
1 - 11 1/2 55 - 50 [68 - 75]
1 1/4 - 11 1/2 60 - 65 [81 - 88]
Normal operating temperature 70 - 120°C [158 - 248F] measured at temperature check port to cooler
(port 71 - **).
at 2200 RPM :
- 26 - 30 bar [377 - 435.1 PSI] clutch activated.
Lube pressure (*) (port 33) - 0.4 - 0.85 bar [5.8 - 12.3 PSI] at 35 l/min. [9.2 GPM] converter flow.
To cooler (converter out) pressure (*) (port 32) 3 bar min. (43.5 PSI) at 2200 RPM and max. 6.5 bar
(94.27 PSI) at no load governed speed).
(*) All pressures and flows to be measured with oil temperature of 82 - 93° C ( 180 - 200F).
(**) Refer to section troubleshooting for check port identification.
Speed sensor :
- type: magneto resistive sensor.
- sensing distance: 0 - 1,8 mm [0 - 0.07].
- Sensor signal: generates a square current with a fixed amplitude changing between 7 and 14 mA.
SUMP PREHEATERS
Preheat the transmission fluid to the mimimum temperature for the oil viscosity used before engine startup.
Drain and refill system every 1000 hrs for average environmental and duty cycle conditions. Severe or
sustained high operating temperature or very dusty atmospheric conditions will result in accelerated
detioration or contamination. Judgement must be used to determine the required change intervals for
extreme conditions.
Extended oil service life may result when using synthetic fluids. Appropriate change intervals should be
determined for each transmission by measuring oil oxidation and wear metals over time, to determine a
baseline. Wear metals analysis can provide useful inforamtion but a transmission should not be removed
from service based solely on this analysis.
FILTERS
Service oil filter element every 5000 hrs under normal envirronmental and duty cycle conditions.
3.2.1 DAILY
Check oil level daily with engine running at idle (600 RPM) and oil at 82 - 93 °C (180-200 F).
Maintain oil level at full mark.
Normal drain period and oil filter element change are for average environment and duty cycle condition.
Severe or sustained high operating temperature or very dusty atmospheric conditions will cause accelerated
deterioration and contamination.
For extreme conditions judgement must be used to determine the required change intervals.
Drain and refill system as follows (Drain with oil at 65 - 93 °C [150 - 200 F]):
1. Drain transmission.
2. Remove and discard filter. Install new filter.
3. Refill transmission to FULL mark.
Note
IT IS RECOMMENDED THAT OIL FILTER BE CHANGED AFTER 100 HOURS OF OPERATION ON NEW, REBUILT OR
REPAIRED UNIT.
4.The oil cooler must be thoroughly cleaned. The cooler should be back flushed with oil and compressed air
until all foreign material has been removed. Flushing in direction of normal oil flow will not adequately clean
the cooler. If necessary, cooler assembly should be removed from machine for cleaning, using oil,
compressed air, and steam cleaner for that purpose. DO NOT use flushing compounds for cleaning
purposes.
IMPORTANT
DO NOT USE FLUSHING COMPOUNDS FOR CLEANING PURPOSES.
5.Reassemble all components and use only type oil recommended for lubrication section.
Fill transmission through filler opening until fluid comes up to the oil level check port.
Run engine 2 minutes at 500+600 R.P.M. to prime torque converter and hydraulic lines.
Recheck level of fluid in transmission with engine running at idle (500-600 R.P.M.).
Add quantity necessary to bring fluid level to oil level check port.
6.Recheck all drain plugs, lines, connections, etc., for leaks and tighten where necessary.
Measure the A dimension (bolt circle diameter) and order drive plate kit listed below. Note two (2) kits have
two (2) intermediate drive plates and one (1) drive plate and weld nut assembly. Two (2) kits with three
intermediate drive plates.
ALIGNMENT HOLES
A
A
A Dimension (Bolt circle diameter) A Dimension (Bolt circle diameter)
13.125 (333.38 mm) diameter 13.125 (333.38 mm) diameter
Each kit will include the following parts: Each kit will include the following parts:
2 Intermediate drive plates. 3 Intermediate drive plates.
1 Drive plate and weld nut assembly. 1 Backing ring.
1 Backing ring. 6 Mounting screws.
6 Mounting screws. 6 Lockwashers.
6 Lockwashers. 1 Instruction sheet.
1 Instruction sheet.
Position drive plate and weld nut assembly on torque converter assembly with weld nuts toward converter.
Align intermediate drive plates and backing plate with holes in torque converter assembly.
Note
TWO DIMPLES 180° APART IN BACKING RING MUST BE OUT TOWARD ENGINE FLYWHEEL
(HOLLOW SIDE FACING TORQUE CONVERTER ASSEMBLY). INSTALL CAP SCREWS AND LOCKWASHERS.
TIGHTEN CAP SCREWS TORQUE 40 - 50 N.M. (30 - 37 LBF. FT.).
No. 3.
5. Rotate the transmission torque converter to align
the locating stud in the drive plate with the flywheel 4"STUD
7. Install drive plate attaching screw and washer. FLYWHEEL HOUSING BY ENGINE MANUFACTURER.
Teeth rotation
1.65
(42.0)
Screw
Tighten to 5.9 - 7.4 lbf-ft
Position sign (8 - 10 Nm) Plug Screw
Tighten to 5.9 - 7.4 lbf-ft
"O"-ring Support "O"-ring (8 - 10 Nm)
Position sign
Pin 2 ( - ) Pin 1 ( + )
The magneto resistive sensor generates a square wave current with a fixed amplitude changing
between 7 mA and 14 mA. The sensor has an integrated AMP superseal 2 pin connector.
The two pins are numbered 1 and 2.
Following table shows the relation between wire colour, pin number and connection.
Note
3RD FWD
Therefore we can say that as the turbine shaft is decreasing in speed, the torque multiplication is increasing.
The hydraulic pump is connected with the pump drive gear. This pump drive gear is driven by the impeller hub
gear. Since the impeller hub gear is connected with the impeller cover, the pump speed is in direct relation
with the engine speed.
3RD FWD
A back-up plate is then inserted and secured with a retainer ring. A hub with outer diameter splines is
inserted into the splines of discs with teeth on the inner diameter. The discs and hub are free to increase in
speed or rotate in the opposite direction as long as no pressure is present in that specific clutch.
To engage the clutch, the solenoid will direct oil under pressure through tubes and passages to the selected
clutch shafts.
Oil sealing rings are located on the clutch shafts. These rings direct the oil through a drilled passage in the
shaft to the desired clutch.
Pressure of the oil forces the piston and discs against the back-up plate. The discs with splines on the outer
diameter clamping against discs with teeth on the inner diameter enables the drum and hub to be locked
together and allows them to drive as one unit.
When the clutch is released, a return spring will push the piston back and oil will drain back via the shift
spool, the bleed valve or holes in the clutch piston into the transmission sump.
These bleed valves will only allow quick escape of oil when the pressure to the piston is released.
(The engagement of all range and directional clutches is modulated and electronically controlled.). This
means that clutch pressure is built up gradually. This will enable the unit to make forward, reverse shifts
while the vehicle is still moving and will allow smooth engagement of drive.
3RD FWD
3RD FWD
3RD FWD
The transmission is controlled by an APC200 box. This unit has a microprocessor that receives certain
inputs (gear selector position, speed senors,...), which are processed and will give output signals to the
control valve.
When activated the electronic controlled modulation valves will give an output pressure curve from 0 to 6 bar
[0-87PSI]. The pressure intensifiers with a ratio of 5:1 will multiply this pressure curve so that a curve from 0
to 30 bar [435 PSI] is available for each directional and range clutches. Between each electronic controlled
modulation valve and pressure intensifier is placed an accumulator to dampen any hydraulic vibration.
In neutral position, the total neutral solenoid is not activated and no pressure is supplied to the electronic
controlled modulation valves and to the pressure intensifiers. Total neutral solenoid will be activated only
when forward or reverse direction is requested.
When forward is selected, total neutral solenoid and forward electronic modulation valve are activated. The
forward clutch is fed with modulated pressure supplied through the forward pressure intensifier.
When reverse is selected, total neutral solenoid and reverse electronic modulation valve are activated. The
reverse clutch is fed with modulated pressure supplied through the reverse pressure intensifier.
Range selection
1st and 2nd clutch are fed with modulated pressure supplied through their respective pressure intensifiers
and electronic controlled modulation valves.
3rd clutch is selected when 1st/3rd electronic controlled modulation valve and 1st/3rd solenoid are activated.
The pilot pressure of the 1st/3rd solenoid will move the shift spool so that 3rd clutch can be fed with modu-
lated pressure.
Pressure switch
The control valve also has a pressure switch installed between the total neutral shift spool and the pressure
intensifiers supply. This switch will verify that pressure to the various pressure intensifiers is supplied only
when the total neutral solenoid is activated. This information is an input of the APC200 box.
Neutral
TE13/17 3 SD
C
TORQUE
5.4.1 Neutral Selected
CONVERTER
34 71 32 COOLER AA
bar C bar C
Transmission Operation
HOSE HOSE
LUBRICATION
Safety valve RANGE
8,5 bar Torque converter by-pass valve CLUTCHES
pressure difference 4 bar
Total neutral
02/2002
Pressure regulator A A A A
valve 25-29 bar
Pressure reducer
12 bar
B B B B
5.4 POWERFLOWS, ACTIVATED SOLENOIDS AND HYDRAULIC CIRCUIT
31 3RD / 1ST
bar
FILTER
3 2
1
BY-PASS VALVE
Pressure difference
3,9 bar
Pump flow
PUMP MIN 92,1 l/min at 2420 RPM
Max 137,1 at 2916 RPM
45 42 46 41 43
bar bar bar bar bar
AIR
BREATHER
5-7
SCREEN
3RD FWD
TE13/17 3 SD
C
TORQUE
CONVERTER
5.4.2 Forward 1st speed
34 71 32 COOLER AA
bar C bar C
Transmission Operation
HOSE HOSE
LUBRICATION
Safety valve RANGE
8,5 bar Torque converter by-pass valve CLUTCHES
pressure difference 4 bar
02/2002
Pressure regulator A A A A
valve 25-29 bar
Total neutral
Pressure reducer
12 bar
B B B B
31 3RD / 1ST
bar
FILTER
3 2
1
BY-PASS VALVE
Pressure difference
3,9 bar
Pump flow
PUMP MIN 92,1 l/min at 2420 RPM
Max 137,1 at 2916 RPM
45 42 46 41 43
bar bar bar bar bar
AIR
5-9
BREATHER
SCREEN
1ST
2ND REV
FORWARD 1st (POWERFLOW)
3RD FWD
TE13/17 3 SD
C
TORQUE
CONVERTER
5.4.3 Forward 2nd speed
34 71 32 COOLER AA
bar C bar C
Transmission Operation
HOSE HOSE
LUBRICATION
Safety valve RANGE
8,5 bar Torque converter by-pass valve CLUTCHES
pressure difference 4 bar
02/2002
Pressure regulator A A A A
valve 25-29 bar
Total neutral
Pressure reducer
12 bar
B B B B
31 3RD / 1ST
bar
FILTER
3 2
1
BY-PASS VALVE
Pressure difference
3,9 bar
Pump flow
PUMP MIN 92,1 l/min at 2420 RPM
Max 137,1 at 2916 RPM
45 42 46 41 43
bar bar bar bar bar
AIR
5-11
BREATHER
SCREEN
2ND REV
1ST
FORWARD 2nd (POWERFLOW)
3RD FWD
TE13/17 3 SD
C
TORQUE
CONVERTER
5.4.4 Forward 3rd speed
34 71 32 COOLER AA
bar C bar C
Transmission Operation
HOSE HOSE
LUBRICATION
Safety valve RANGE
8,5 bar Torque converter by-pass valve CLUTCHES
pressure difference 4 bar
02/2002
Pressure regulator A A A A
valve 25-29 bar
Total neutral
Pressure reducer
12 bar
B B B B
31 3RD / 1ST
bar
FILTER
3 2
1
BY-PASS VALVE
Pressure difference
3,9 bar
Pump flow
PUMP MIN 92,1 l/min at 2420 RPM
Max 137,1 at 2916 RPM
45 42 46 41 43
bar bar bar bar bar
AIR
5-13
BREATHER
SCREEN
1ST
2ND REV
FORWARD 3rd (POWERFLOW)
3RD FWD
TE13/17 3 SD
C
TORQUE
5.4.5 Reverse 1st speed
CONVERTER
34 71 32 COOLER AA
bar C bar C
Transmission Operation
HOSE HOSE
LUBRICATION
Safety valve RANGE
8,5 bar Torque converter by-pass valve CLUTCHES
pressure difference 4 bar
02/2002
Pressure regulator A A A A
valve 25-29 bar
Total neutral
Pressure reducer
12 bar
B B B B
31 3RD / 1ST
bar
FILTER
3 2
1
BY-PASS VALVE
Pressure difference
3,9 bar
Pump flow
PUMP MIN 92,1 l/min at 2420 RPM
Max 137,1 at 2916 RPM
45 42 46 41 43
bar bar bar bar bar
AIR
5-15
BREATHER
SCREEN
1ST
2ND REV
REVERSE 1st (POWERFLOW)
3RD FWD
TE13/17 3 SD
C
TORQUE
CONVERTER
5.4.6 Reverse 2nd speed
34 71 32 COOLER AA
bar C bar C
Transmission Operation
HOSE HOSE
LUBRICATION
Safety valve RANGE
8,5 bar Torque converter by-pass valve CLUTCHES
pressure difference 4 bar
02/2002
Pressure regulator A A A A
valve 25-29 bar
Total neutral
Pressure reducer
12 bar
B B B B
31 3RD / 1ST
bar
FILTER
3 2
1
BY-PASS VALVE
Pressure difference
3,9 bar
Pump flow
PUMP MIN 92,1 l/min at 2420 RPM
Max 137,1 at 2916 RPM
45 42 46 41 43
bar bar bar bar bar
AIR
5-17
BREATHER
SCREEN
2ND REV
1ST
REVERSE 2nd (POWERFLOW)
3RD FWD
TE13/17 3 SD
C
TORQUE
CONVERTER
5.4.6 Reverse 3rd speed
34 71 32 COOLER AA
bar C bar C
Transmission Operation
HOSE HOSE
LUBRICATION
Safety valve RANGE
8,5 bar Torque converter by-pass valve CLUTCHES
pressure difference 4 bar
02/2002
Pressure regulator A A A A
valve 25-29 bar
Total neutral
Pressure reducer B
12 bar
B B B
31 3RD / 1ST
bar
FILTER
3 2
1
BY-PASS VALVE
Pressure difference
3,9 bar
Pump flow
PUMP MIN 92,1 l/min at 2420 RPM
Max 137,1 at 2916 RPM
45 42 46 41 43
bar bar bar bar bar
AIR
BREATHER
5-19
SCREEN
3RD FWD
tput
Ou
ut
Inp
Output shaft
When troubleshooting a transmission problem, it should be kept in mind that the transmission is only the
central unit of a group of related powertrain components. Proper operation of the transmission depends on
the condition and correct functioning of the other components of the group.
Therfore, to properly diagnose a suspected problem in the transmission, it is necessary to consider the
transmission fluid, charging pump, torque converter, transmission assembly, oil cooler, filter, connecting lines
and controls, including the engine as a complete system.
By analysing the principles of operation together with the information in this section, it should be possible to
identify and correct any malfunction which may occur in the system.
In addition to the mechanical and electrical components, all of which must be in proper condition and
functioning correctly, the correct functioning of the hydraulic circuit is most important. Transmission fluid is
the life blood of the transmission. It must be supplied in an adequate quantity and delivered to the system
at the correct pressures to ensure converter operation, to engage and hold the clutches from slipping, and to
cool and lubricate the working components.
1. Put the vehicle against a solid barrier, such as a wall and/or apply the parking brake, block the wheels.
2. Put the directional control lever in FORWARD (or REVERSE, as applicable).
3. Select the highest speed.
With the engine running, slowly increase engine speed to approximately one-half throttle and hold
until transmission (converter outlet) oil temperature reaches the operating range. 70°C [158° F]
4. Once the oil temperature reaches 70° C [158° F] check max. stall speed at full throttle in all gears. The
figure obtained should be within 50 RPM as mentioned in the vehicle handbook and should be equal in all
gears. Between gears allow the converter outlet temperature to cool down. to 70° C [158° F] by
selecting neutral.
If max. stall speed measured is below specifications, it could indicate an engine or converter problem.
If max. stall speed measured is above specifications, it could indicate slipping clutches.
CAUTION
DO NOT OPERATE THE CONVERTER AT STALL CONDITION LONGER THAN 30 SECONDS AT ONE TIME, SHIFT TO NEUTRAL
FOR 15 SECONDS AND REPEAT THE PROCEDURE UNTIL DESIRED TEMPERATURE IS REACHED.
EXCESSIVE TEMPERATURE 120° C [250° F] MAXIMUM WILL CAUSE DAMAGE TO TRANSMISSION CLUTCHES, FLUID,
CONVERTER AND SEALS.
Check oil level in the transmission. The transmission fluid must be at the correct (full level).
All clutches and the converter and its fluid circuit lines must be fully charged (filled) at all times.
Note:
THE TRANSMISSION FLUID MUST BE AT OPERATING TEMPERATURE OF 82 - 93° C [180 - 200° F] TO OBTAIN
CORRECT FLUID LEVEL AND PRESSURE READINGS.
To raise the oil temperature to this specification it is necessary to either operate (work) the vehicle or run the
engine with converter at stall (refer to 6.2.1 stall test).
Caution:
BE CAREFULL THAT THE VEHICLE DOES NOT MOVE UNEXPECTEDLY WHEN OPERATING THE ENGINE AND
CONVERTER AT STALLRPM.
Cause Remedy
Cause Remedy
6.3.3 Overheating
Cause Remedy
Cause Remedy
Cause Remedy
FRONT VIEW
Port 12B
M10 x 1.5 THD
Port 34
Port 42
Port 36
Temperature Checkport
¼ - 18 NPFT
Port 31
Port 41
Port 43
8 Mounting holes
M20 x 2.5 THD Plug - Magnetic drain
30mm DEEP M22 x 1.5 UNI
REAR VIEW
Speed Sensor
Port 11
Turbine Speed
Speed Sensor
Output Speed
Port 37
Split Flange
for Dipstick
Dia 25 mm
4 Mounting holes
M20 x 2.5 THD
RIGHT VIEW 30mm DEEP
Speed Sensor
Pump Driven Gear
Speed Sensor
Clutch Drum Gear
4 Mounting holes
M20 x 2.5 THD
30mm DEEP
LEFT VIEW
Temp Sensor
Lifting Eye Inching Rev.
Location
Port 46
Port 46
Port 35
Temp Sensor
Inching Fwd
Filler Hole
TOP VIEW
4 Mounting holes
Port 32 M20 x 2.5 THD
30mm DEEP
BOTTOM VIEW
Port 12B
From cooler
Port 34
Lube pressure
Port 41
1st clutch pressure
Port 43
3rd clutch pressure
Port 36
Solenoid pressure
Port 42
2nd clucth pressure
Port 31
Regulator pressure
VFS 3
Fwd
4 7
VFS
14 Rev 8
Pressure
switch VFS
1
15 2nd
2
9 VFS
VFS
Fwd 3rd / 1st 5
10
6
Solenoid
3rd / 1st
13
14
12 - -
The idea is to connect the sensor to an external power source and measure the DC voltage across the
series resistor.
The voltage reading should be either 1.2V (from the 7mA ± 1mA current level) or 2.6 - 3.0V (for the 14mA ±
1mA current level).
If the teeth can be moved slowly, distinct toggling between the two levels should be noticed.
1
2
5
4
5 4
3
1
2
4
3
1
9
5
6
5
7
3
8
9
6
5
7
8
11
10
4
6
12 5
10
8 7
12
10
11
10
2
4 R EV
D&
2N
T T
1S T PU
OU 5
7
9 8
F WD
D&
3R
9 11
10
5
6 12
3
4
1 7
8
2
14
13
14 14 15
15
14
8
6
27 24
25
15
2 14
20
28 6
26 8
23
3 22
1 4
5
8 6
7 13
23 21
17
16 18
12 11
24
19
9
10
27
11 1 16
9 15
10 2
12 3
8
3 8
2
4
2
13
14
3
3
3 2 2
2
23 24 18
19
21
22 6
20 26 21 7
25
17
14 15
12
10
8 13
7
6 11
9
32
9
2 11
5
18
19
1 3 17
16
12
14
25
23
3
5 24
22
21
20 4
29
27
31
30
9
28
26
6 4
7
5 5
3 7
8
6
4
2 13
12
10
1 14
11
9 25
23
4
19
24
22
21
19 20 2
17
15 29 31
18 29
16 11 30
2
2
9 34
32
35
33
27
26
11
10
9
4 6
3 8
28
7
2 27
5
25
24
23
26
21
19 22
22
1 35
17
20
22
30
18
15 32
16 34
29
13 31
31 33
29
14 32
12
30
22
7
8
4
5
4
15
16
13
14
10
12
5
6
7
7
6
5
10
8
4 9
10
3
2
2
11 10
1
25
20 26
15
16
23
24
27
4 1
2 3
22
3 19 18 17
2 4 20
10 5
6 8
14
9
12
13 21 11
20
6
7
10
5
13
3 4 7
9
9 6
16
2
9
15
11 10 8
2
14
1
12
All lead in chamfers for oil seals, piston rings and O rings must be smooth and free from burs.
Inspect at assembly.
Apply a thin coating of grease between seal lips on lip type seals prior to assembly.
Use only precoated pipe plugs. On uncoated pipe plugs apply a light coat of Loctite® 592.
After assembly of parts using Loctite®, there must not be any free or excess material which might enter
the oil circuit.
Apply a light coat of Loctite® 262 or 270 to all thru hole stud holes.
2 Teflon seals must be sized prior to assembly. Add some grease to seal diameter of clutch hub before
assembly.
CAUTION:
THE FRICTION AND SEPARATOR PLATES FOR FWD, REV AND 1ST, 2ND AND 3RD ARE
NOT THE SAME.DO NOT MIX PLATES WITH PLATES FROM OTHER CLUTCHES.
Start with one side-friction plate, metal against piston. Then alternately separator and friction
plates. End with a one-sided friction plate, metal against the end plate.
Use one of the 3 different thickness end-plates available to obtain this clearance.
CAUTION:
THE FRICTION AND SEPARATOR PLATES FOR FWD, REV AND 1ST, 2ND AND 3RD ARE
NOT THE SAME.DO NOT MIX PLATES WITH PLATES FROM OTHER CLUTCHES.
Start with one side-friction plate, metal against piston. Then alternately separator and friction
plates. End with a one-sided friction plate, metal against the end plate.
Use one of the 3 different thickness end-plates available to obtain this clearance.
CAUTION:
THE FRICTION AND SEPARATOR PLATES FOR FWD, REV AND 1ST, 2ND AND 3RD ARE
NOT THE SAME.DO NOT MIX PLATES WITH PLATES FROM OTHER CLUTCHES.
Start with one side-friction plate, metal against piston. Then alternately separator and friction
plates. End with a one-sided friction plate, metal against the end plate.
Use one of the 3 different thickness end-plates available to obtain this clearance.
CAUTION:
THE FRICTION AND SEPARATOR PLATES FOR FWD, REV AND 1ST, 2ND AND 3RD ARE
NOT THE SAME.DO NOT MIX PLATES WITH PLATES FROM OTHER CLUTCHES.
Start with one separator plate.Then alternately separator and friction plates.
End with friction plate against end plate.
Use one of the 3 different thickness end-plates available to obtain this clearance.
CAUTION:
THE FRICTION AND SEPARATOR PLATES FOR FWD, REV AND 1ST, 2ND AND 3RD ARE
NOT THE SAME. DO NOT MIX PLATES WITH PLATES FROM OTHER CLUTCHES.
Start with separator plate, metal against piston. Then alternately separator and friction
plates. End with friction plate against the end plate.
Use one of the 3 different thickness end-plates available to obtain this clearance.
CAUTION:
9
INSTALLATION FORCE OF COIL SPRING IS 1420 NM.
11 3rd clutch spring discs concave side of first spring disc to be placed against clutch piston wear sleeve.
Remaining 5 springs to be stacked alternately reversed as shown in fig 222.
12 Seals must be pressed in perpendicular upon shaft axis from bearing side.
16 Seals must be pressed in perpendicular upon shaft axis from converter side.
Figure 2 Figure 5
Remove drive plate mounting bolts and washers. Remove filter adapter bolts and lockwashers.
Figure 3 Figure 6
Drive plate and backing ring removed. Remove filter adapter and gasket.
Figure 7 Figure 10
Remove oil baffle retaining ring. Remove torque converter gear snap ring.
Figure 8 Figure 11
Use special tool to lift converter and oil baffle Torque converter gear removed.
from converter housing as an assembly.
(See Chapter 10 - Special Tools)
Figure 9 Figure 12
Converter housing, oil baffle and sealing ring removed. Remove torque converter gear lower snap ring.
Figure 13 Figure 16
Remove stator support bearing retaining ring. Remove stator support capscrews and lockwashers.
Figure 14 Figure 17
Pry stator support bearing from converter assembly as Torque converter sleeve and gasket removed.
shown.
Figure 15 Figure 18
Stator support bearing removed. Oil baffle and sealing ring removed.
Figure 19 Figure 22
Remove charging pump cover bolts and lockwashers. Remove charging pump adaptor and gasket.
Figure 20 Figure 23
Remove charging pump cover and gasket. Remove pump cap screws and lockwashers.
Figure 21 Figure 24
Remove charging pump adaptor cap screws and Remove pump assembly and gasket.
lockwashers.
Figure 25 Figure 28
Remove aux pump drive cover plate bolts and Support converter housing with a chain hoist and using
lockwashers. a soft hammer, tap converter housing from
transmission case.
Figure 26 Figure 29
Remove aux pump drive cover plate and gasket. Remove pump drive idler gear bolts and lockwashers.
Figure 27 Figure 30
Remove converter housing to transmission case bolts Remove pump drive idler gear, washer and
and lockwashers. bearing as an assembly.
Figure 31 Figure 34
Remove pump drive idler gear bolts and lockwashers. Remove pump drive gear, washer and bearing
as an assembly.
Figure 32 Figure 35
Remove pump drive idler gear, washer and Remove pump drive gear bolts and lockwashers.
bearing as an assembly.
Figure 33 Figure 36
Remove pump drive gear bolts and lockwashers. Remove pump drive gear, washer and bearing
as an assembly.
Figure 37 Figure 40
Remove stator support bolts and lockwashers. Remove lock nut from forward and 3rd shaft assembly.
Figure 38 Figure 41
Stator support and gasket removed. Fit special tool to prevent gear from dropping when
transmission is turned.
(See chapter 10 - Special Tools page 2)
Figure 39 Figure 42
Remove temperature sensor from housing. Remove control valve assembly bolts (15) and
lockwashers and capscrews (20) and lockwashers.
See figure 43 for bolts to be removed.
Figure 43
Remove only marked bolts.
Figure 44 Figure 47
Use a chain hoist to lift valve assembly from Flange, O ring, washer and nut removed.
transmission.
Figure 45 Figure 48
Remove separator plate and upper and lower gaskets. Remove bolts and lockwashers from rear cover.
Figure 46 Figure 49
Remove rear output flange, nut, O ring and washer. Using external snap ring pliers, open snap ring on
2nd/REV shaft and using a hoist remove rear cover.
Figure 50 Figure 53
Rear cover removed. Remove bearing retaining ring.
Figure 51 Figure 54
Remove rear cover gasket. Use a bearing puller to remove bearing, gear and
washer.
Figure 52 Figure 55
Remove seal rings from FWD/3rd shaft. Bearing, gear and washer removed.
Figure 56 Figure 59
Remove seal rings from 2nd/REV shaft. Bearing washer and gear removed.
Figure 57 Figure 60
Remove rear bearing retaining ring. Using special tool lift shaft assembly from
case.
Figure 58 Figure 61
Remove gear, washer and bearing from 2nd/REV shaft. Using special tool lift shaft assembly from
case.
Figure 62 Figure 65
Remove pilot bearing. Remove 2nd gear from transmission case.
Figure 63 Figure 66
Remove 2nd speed gear retaining ring. Remove oil baffle bolts and lockwashers.
Figure 64 Figure 67
Pull up 2nd gear slightly to allow FWD/3rd Remove oil baffle (front side).
clutch drum and shaft assembly to be removed.
Figure 68 Figure 71
Remove oil baffle spacers. Remove suction tube.
Note:
Middle spacers is longer.
Figure 69 Figure 72
Remove bolts and lockwashers from lower oil baffle. Remove special tool.
Figure 70 Figure 73
Remove lower oil baffle plate. Remove 1st clutch drum and turbine shaft as an
assembly.
Figure 74
Remove gear.
Figure 75
Remove 1st clutch drum retaining ring.
Figure 76 Figure 78
Remove rear oil baffle bolts and lockwashers. Install rear oil baffle.
Figure 77 Figure 79
Remove rear oil baffle. Install oil baffle bolts and lockwashers and
tighten to specified torque.
Figure 80 Figure 83
Use a bearing puller to remove bearing from Remove clutch gear.
shaft.
Figure 81 Figure 84
Remove snap ring. Remove needle bearings and spacer.
Figure 82 Figure 85
Remove upper thrust bearing, washer and Remove lower thrust bearing, washer and
plate. plate.
Figure 86 Figure 89
Remove retaining snap ring. Remove 1 (one) outer half disc.
Figure 87 Figure 90
Remove backing plate retaining ring. Remove inner and outer clutch discs.
CAUTION:
Figure 88 Figure 91
Remove clutch disc backing plate. Remove 1 (one) outer half disc.
Figure 92 Figure 95
Compress piston return spring and remove Remove clutch piston assembly.
spring retainer snap ring.
Figure 93 Figure 96
Remove spring retainer and spring. Remove inner piston ring from shaft.
Figure 94 Figure 97
Remove return spring spacer. Remove upper sealing ring from turbine shaft.
Figure 98
Remove lower sealing ring from turbine shaft.
Figure 99
Use a press bench to remove bearing from shaft.
Note:
Ring must be sized before installing in clutch
drum. Sizing is best accomplished by rotating
piston while holding a round object against the
new sealing ring.
Rotate piston until seal is flush with outer
diameter of piston.
Figure 102
Install upper seal ring on shaft.
Figure 117
Install outer thrust bearing and spacers.
Figure 118
Install outer thrust bearing retaining snap ring.
Figure 119
Warm bearing to 120°C [248°F] and install bearing on
shaft.
Figure 132
Remove piston wear plate.
Figure 133
Remove clutch piston assembly.
Figure 134
Remove clutch piston inner seal.
Figure 143
Remove clucth piston assembly.
Figure 171
Install clutch gear outer bearing.
Figure 172
Tap bearing into place.
Figure 188
Remove piston wear sleeve.
Figure 202
Remove clutch piston inner seal.
Figure 215
Install outer bearing.
Figure 216
Tap bearing into place.
Figure 217
Install outer bearing retaining ring.
Shaft
Piston
Wear
sleeve
Figure 236
Install Install outer thrust bearing retaining snap ring.
Figure 237
Warm bering to 120° C [248° F] and install bearing.
Figure 238
Install bearing retaining ring.
Figure 239
Use a bearing puller as shown to remove
speed sensor gear and bearing.
Be careful not to damage teeth on speed
sensor gear.
Figure 240
Gear, bearing and spacer removed.
Figure 241
Use bearing puller
Figure 243
Turn shaft and Install speed sensor gear.
Figure 244
Install spacer.
Figure 321
Install drive plate bolts and lockwashers.
Tighten to specified torque.
Figure 322
Install speed sensor in converter housing. (See
assembly instructions.)
Special Tool for holding drum in place during disassembly and reassembly.