793f Systems Operations

KENR8392-01
April 2010
Systems Operation
793F Off-Highway Truck Power Train
SSP1-Up (Machine)
SAFETY.CAT.COM
i03684547
Important Safety Information

Most accidents that involve product operation, maintenance and repair are caused by failure to observe
basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous
situations before an accident occurs. A person must be alert to potential hazards. This person should also
have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings
are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the Safety Alert Symbol and followed by a Signal Word such as
DANGER, WARNING or CAUTION. The Safety Alert WARNING label is shown below.
The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or pictorially
presented.
A non-exhaustive list of operations that may cause product damage are identified by NOTICE labels
on the product and in this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard.
The warnings in this publication and on the product are, therefore, not all inclusive. You must
not use this product in any manner different from that considered by this manual without first
satisfying yourself that you have considered all safety rules and precautions applicable to the
operation of the product in the location of use, including site-specific rules and precautions
applicable to the worksite. If a tool, procedure, work method or operating technique that is not
specifically recommended by Caterpillar is used, you must satisfy yourself that it is safe for you
and for others. You should also ensure that the product will not be damaged or become unsafe by
the operation, lubrication, maintenance or repair procedures that you intend to use.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before you
start any job. Caterpillar dealers have the most current information available.
When replacement parts are required for this

product Caterpillar recommends using Caterpillar replacement parts or parts with equivalent
specifications including, but not limited to, physical dimensions, type, strength and material.
Failure to heed this warning can lead to premature failures, product damage, personal injury or
death.
In the United States, the maintenance, replacement, or repair of the emission control devices and
systems may be performed by any repair establishment or individual of the owner's choosing.
KENR8392-01
3
Table of Contents
Table of Contents
Systems Operation Section
General Information ..............................................
Electronic Control Module (Power Train) ..............
Transmission Control ...........................................
Speedometer/Tachometer Module (Transmission
Gear Indicator) ....................................................
Position Sensor (Hoist Control) ............................
Position Sensor (Dump Body) ..............................
Speed Sensor (Transmission) ..............................
Modulating Valve (Transmission Hydraulic
Control) ...............................................................
Modulating Valve (Torque Converter Lockup
Clutch) .................................................................
Torque Converter Sump ........................................
Gear Pump (Torque Converter and
Transmission) ......................................................
Magnetic Screen (Transmission) ..........................
Oil Filter (Torque Converter) .................................
Oil Filter (Transmission Charging) ........................
Screen (Torque Converter) ...................................
Oil Cooler (Torque Converter and Transmission) ..
Torque Converter Inlet and Outlet Relief Valves ..
Torque Converter .................................................
Transfer Gears .....................................................
Transmission Hydraulic Control ...........................
Lubrication Relief Valve (Transmission) ................
Transmission Planetary ........................................
Pump Drive ..........................................................
Rear Axle and Final Drive System ........................
Gear Pump (Rear Axle Oil) ...................................
Oil Filter (Rear Axle Lubrication) ...........................
Temperature Sensor (Rear Axle Oil) .....................
Flow Control and Relief Valve (Rear Axle Oil) ......
Differential and Bevel Gear ..................................
Final Drive ............................................................
4
6
10
11
11
12
12
14
15
16
16
18
18
19
19
20
20
21
25
26
27
28
35
37
38
39
40
40
42
44
Index Section
Index ..................................................................... 45
4
KENR8392-01

i03605641
General Information
SMCS Code: 3000; 3100; 4000
Illustration 1
g01930555
Basic diagram for the power train systems
The power train is made up of four basic systems.

The following systems are the four systems:
Power Train Electronic Control Module

Torque Converter
Transfer Gears and Transmission
Differential and Final Drives
The four basic systems have a hydraulic connection,

an electrical connection, a magnetic connection, or a
mechanical connection.
KENR8392-01
The chassis electronic control module (chassis ECM)

matches the transmission speed to the selected
speed of the transmission shift lever. The chassis
ECM gets information of the selected speed of
operation through the electrical system. The chassis
ECM activates the transmission hydraulic system
and the torque converter hydraulic systems through
the modulating valve solenoids for the transmission,
and the modulating valve solenoid for the torque
converter lockup clutch.
The torque converter has a lockup clutch for direct
drive and a one-way clutch for torque converter
drive. The torque converter is fastened directly to the
flywheel of the engine.
The torque converter drives the transmission
hydraulically, unless the lockup clutch is activated.
When the lockup solenoid is activated, the lockup
clutch is hydraulically engaged. The torque converter
rotating housing is now mechanically connected to
the output shaft of the torque converter. The drive
shaft mechanically connects the torque converter to
the transfer gears. The transfer gears are fastened
directly to the transmission.
The modulating valve solenoids for the transmission
hydraulically activate the transmission hydraulic
control valves. The control valves activate the
transmission clutches which cause the mechanical
connection to the transmission output shaft. The
clutches in the transmission will not drive the
transmission output shaft unless the torque converter
is activated hydraulically or the torque converter is
activated mechanically.
The transmission has seven forward speeds and
one reverse speed. The selection of speed is done
manually in REVERSE, in NEUTRAL and in FIRST.
The selection of SECOND through SIXTH speeds is
done automatically.
Power is sent through the REVERSE gear in torque
converter drive only. FIRST has both a torque
converter drive and a direct drive. SECOND through
SIXTH speeds are direct drive only with a very short
time of converter drive during transmission clutch
engagement in order to enable smoother shifts. The
transmission is fastened directly to the differential
and bevel gear. The differential and bevel gear are
fastened directly to the rear axle housing.
After the transmission is connected to the torque
converter, power flows from the engine through
the torque converter and the transmission to the
differential. The rear axles mechanically connect the
differential to the final drives. The final drives are
connected to the rear wheels. Power is then sent to
the tires.
5
6
KENR8392-01
i03604701
Electronic Control Module

(Power Train)
SMCS Code: 3168; 4020; 4800
g00527172
Illustration 2
The Power Train Electronic Control Module (Power

Train ECM) is the main component in the power train
electrical system. The Power Train ECM is located
at the front of the cab. The Power Train ECM has
several input signals and output signals. Refer to
Illustration 2 for the input signals and the output
signals.
Illustration 3
Location of the Power Train Electronic Control Module
g01929798
The Power Train ECM receives current through a

fuse on the fuse block. This current is used to activate
the modulating valve (torque converter lockup clutch),
and the modulating valve (transmission hydraulic
control). These modulating valves control the option
of torque converter drive or the option of direct drive.
These modulating valves also control the direction
and the speed. The Power Train ECM also controls
the electrical system for the hoist.
KENR8392-01
The Cat Data Link is used to share information with

other systems such as the Brake Electronic Control
Module (Brake ECM), the Engine Electronic Control
Module (Engine ECM), and the Advisor panel.
Signals that are sent to the Engine ECM result in
reduced engine speed during upshifts and increased
engine speed during downshifts.
7
System Operation
Table 1
Operation of the Torque Converter For

Transmission Speed
Transmission
Speed
Torque
Converter Drive
Reverse
Neutral
First
The Brake ECM controls the following items:
Traction Control System (TCS)

Auto Retarder Control
Rear axle cooling
The Power train ECM controls the following items:
Top gear limit

Reverse
Load counter
Neutral coast
Body up gear limit
Protection for starter
Body hoist control
Speed limiter
Shift control
Neutral start
Backup alarm
Overspeed protection
Controlled Throttle Shift (CTS)
Engine prelube
Directional shift management
Autolube
Direct Drive
with an
Engaged
Lockup Clutch
Second
Third
Fourth
Fifth
Sixth
Neutral (Torque Converter Drive)

With the shift lever switch in the NEUTRAL position,
current flows from the Chassis ECM through the
shift lever switch to machine ground. The Chassis
ECM then sends a signal to the Transmission
ECM. The Transmission ECM uses this signal in
order to deactivate the supply solenoids for the
transmission clutches. This keeps the transmission in
the NEUTRAL position.
Note: The second transmission clutch remains
engaged while the transmission is in the NEUTRAL
position.
First (Torque Converter Drive or Direct

Drive)
When the transmission control is moved to the FIRST
position, the shift lever switch moves to the FIRST
position. Current then flows from the Chassis ECM
through the shift lever switch to machine ground.
The Chassis ECM analyzes this signal in order to
understand that the shift lever switch is in FIRST
position. The Chassis ECM sends a command for the
position of the shift lever to the Transmission ECM.
The Transmission ECM then sends a calibrated
current to the correct supply solenoids for the
transmission clutches. The transmission clutches for
FIRST gear are now engaged. The machine is now
in FIRST gear and the machine is in torque converter
drive.
8
FIRST gear is torque converter drive at lower ground

speeds. First gear is direct drive at higher ground
speed. There are two transmission speed sensors
that transmit a signal to the Transmission ECM.
There is also a torque converter output speed
sensor that transmits a signal to the Transmission
ECM. When the Transmission ECM is receiving a
valid signal from two of these three sensors, the
Transmission ECM will allow the transmission to
shift. These signals tell the Transmission ECM the
ground speed of the machine. When the ground
speed reaches approximately 6 km/h (4 mph), the
Transmission ECM sends a calibrated current to
the lockup clutch solenoid. When the lockup clutch
solenoid is activated, hydraulic oil pressure goes to
the lockup clutch. The machine is in FIRST gear and
the machine is in direct drive.
The lockup clutch will stay activated until there is an
upshift, a downshift, or a decrease in ground speed.
If there is a sufficient decrease in ground speed and
the machine is still in FIRST, the Transmission ECM
will stop current to the lockup solenoid. The lockup
solenoid will deactivate. Hydraulic oil pressure to the
lockup clutch will stop and the machine will return
to torque converter drive.
Second through Sixth (Direct Drive)

Note: FOURTH position will be used as an example.
When the transmission control is moved to the
FOURTH position, the shift lever switch is moved to
the FOURTH position. With the shift lever switch in
this position, current flows from the Chassis ECM
The Chassis ECM analyzes this signal in order
to understand that the shift lever switch is in the
FOURTH position. The Chassis ECM sends a
command for the position of the shift lever to the
Transmission ECM.
The Transmission ECM receives the command for
the position of the shift lever, and the Transmission
ECM determines that FOURTH gear is needed.
When the speed sensors on the transmission and
on the torque converter indicate the correct ground
speed, the Transmission ECM sends a calibrated
current to the correct supply solenoids in order to
engage the correct clutches. The machine is now in
FOURTH gear and the machine is in direct drive.
Fourth (Direct Drive)

When the transmission control is moved to the
FOURTH position, the shift lever switch is moved to
the FOURTH position. With the shift lever switch in
this position, current flows from the Power Train ECM
KENR8392-01
The Power Train ECM determines that FOURTH gear

is needed. When the transmission gear switch is in
the FOURTH position, current flows from the Power
Train ECM through the transmission gear switch to
machine ground. The Power Train ECM determines
that the shift is complete. The machine is now in
FOURTH gear and the machine is in direct drive.
Shifting Procedures
The following sections will explain the operations
of automatic upshifts and downshifts. Except for
different electrical wires that must be grounded or
activated, the shifting sequence is basically identical
for all speeds.
Typical Automatic Upshift (SECOND to THIRD)
When the transmission control is put in THIRD speed
position, the shift lever switch is turned to the THIRD
speed position. Current goes from the Chassis ECM
The Chassis ECM analyzes this signal in order
to understand that the shift lever switch is in the
THIRD speed position. The Chassis ECM sends a
command for the position of the shift lever to the
Transmission ECM. The command for the shift lever
switch and a signal from the speed sensors for the
torque converter and for the transmission will inform
the Transmission ECM that an upshift is needed.
The upshift to THIRD speed position from SECOND
speed position is automatic when the correct ground
speed signal from the speed sensors for the torque
converter and for the transmission is sent to the
Transmission ECM. Also, the transmission control
must be in THIRD speed position or above THIRD
speed position.
The Transmission ECM stops current flow to the
lockup clutch solenoid when a shift is necessary. The
lockup clutch solenoid deactivates. Hydraulic oil to
the lockup clutch stops and the machine is in torque
converter drive for a moment. Also, the Transmission
ECM stops current flow to the two supply solenoids
for the transmission clutches that are engaged.
Hydraulic oil to the transmission clutches stops and
the clutches are now disengaged. At the same time,
the Transmission ECM sends a signal to the Engine
ECM. The Engine ECM will decrease the engine
speed during the upshift.
The Transmission ECM sends a calibrated current to
the first transmission clutch. Then, the Transmission
ECM sends a calibrated current to the sixth
transmission clutch. The sixth clutch is a larger clutch
than the first clutch. During an upshift, the larger
clutch is always engaged after the smaller clutch. The
calibrated current that is sent to the supply solenoids
allows oil pressure to move the clutch piston quickly
until the clutch piston touches the clutch. Then, the oil
pressure slowly engages the clutch. This procedure
allows smooth shifts to be made. The transmission is
now in THIRD gear.
KENR8392-01
9
The Transmission ECM sends a calibrated current

to the lockup clutch solenoid when the transmission
gear switch and the ground speed is in the operating
range for THIRD speed. The machine is now in direct
drive THIRD speed.
The Transmission ECM sends a calibrated current

to the lockup clutch solenoid when the transmission
gear switch and the ground speed is in the operating
range for THIRD speed. The machine is now in direct
drive THIRD speed.
Special Upshifts
Special Downshifts
During an upshift from NEUTRAL to REVERSE

or from NEUTRAL to FIRST, no signal is sent to
the lockup clutch solenoid. Both speeds are torque
converter drive and the lockup clutch is not used.
During a downshift from REVERSE to NEUTRAL

or from FIRST to NEUTRAL, no signal is sent to
the lockup clutch solenoid. Both speeds are torque
converter drive and the lockup clutch is not used.
An upshift from FIRST to SECOND is a typical

automatic upshift.
A downshift from SECOND to FIRST is a typical

automatic downshift.
Typical Automatic Downshift (FOURTH to THIRD)

When the transmission control is put in the THIRD
speed position, the shift lever switch is turned to
the THIRD speed position. Current goes from the
Chassis ECM through the shift lever switch to
machine ground. The Chassis ECM analyzes this
signal in order to understand that the shift lever
switch is in the THIRD speed position. The Chassis
ECM sends a command for the position of the shift
lever to the Transmission ECM. The command for
the shift lever and a signal from the speed sensors
for the torque converter and for the transmission
will inform the Transmission ECM that a downshift
is needed. The downshift to THIRD speed position
from FOURTH speed position is automatic when the
correct ground speed signal from the speed sensors
for the torque converter and the transmission is sent
to the Transmission ECM. Also, the transmission
control must be in the THIRD speed position or below
the THIRD speed position.
The transmission ECM stops the current flow to the
lockup clutch solenoid when a shift is necessary.
The lockup clutch solenoid deactivates. Hydraulic
oil to the lockup clutch stops and the machine is
in torque converter drive for a moment. Also, the
Transmission ECM stops the current flow to the
two supply solenoids for the transmission clutches
that are engaged. Hydraulic oil to the transmission
clutches stops and the clutches are now disengaged.
At the same time, the Transmission ECM sends a
signal to the Engine ECM. The Engine ECM will
decrease the engine speed during the downshift.
The Transmission ECM sends a calibrated current to
the first transmission clutch. Then, the Transmission
ECM sends a calibrated current to the sixth
transmission clutch. The sixth clutch is a larger clutch
than the first clutch. During a downshift, the larger
clutch is engaged last in order to absorb the inertia
of the shift. The calibrated current that is sent to the
supply solenoids allows the oil pressure to move the
clutch piston quickly until the clutch piston touches
the clutch. Then, the oil pressure slowly engages the
clutch. This procedure allows smooth shifts to be
made. The transmission is now in THIRD gear.
10
KENR8392-01
i03605970
Transmission Control
SMCS Code: 3065
Illustration 5
g01242392
Transmission control lever

(1) Transmission control lever
(6) Position sensor for the transmission shift lever
Transmission control lever (1) and hoist control lever

(2) are located on a console. The console is located
to the right of the operator's seat.
The transmission has seven forward speeds and one
reverse speed.
Lock (3) must be pressed before transmission control
lever (1) can be moved from P PARK position, R
REVERSE position, N NEUTRAL position, and from
D DRIVE position to N NEUTRAL position.
The parking brakes are engaged when transmission
control lever (1) is in the P Park position.
Illustration 4
Transmission control
(1)
(2)
(3)
(4)
(5)
Transmission control lever

Hoist control lever
Lock for the transmission control lever
Transmission upshift switch
Transmission downshift switch
g01931193
Placement of transmission control lever (1) in the

1 First gear position or 2 Second gear position
will engage only the indicated gear. Placing the
transmission control lever in the 1 First gear
position or 2 Second gear position will not allow
an automatic upshift or an automatic downshift of
the transmission. This feature will allow the operator
to hold the transmission in the lower gears when
operating in poor under foot conditions.
KENR8392-01
11
Placement of transmission shift lever (1) in the

D Drive position will enable automatic upshift
and downshift of the transmission. The top gear
is selected by the use of upshift switch (4) and
downshift switch (5) in the transmission shift lever.
Pressing the top gear upshift switch will shift the
maximum top gear selected to the next higher gear
through sixth gear. Pressing the top gear downshift
button will lower the maximum top gear selection to
the next lower gear through first gear. The selected
top gear and the actual gear will be displayed on the
transmission gear display.
i03603828
Position Sensor (Hoist Control)

SMCS Code: 1408-NS
Position sensor (6) provides the Chassis Electronic

Control Module (ECM) with information about the
position of transmission shift lever (1). The shift lever
switch is mechanically connected to the position
sensor inside the shift console.
Position sensor (6) is a Pulse Width Modulated
(PWM) sensor. The position sensor sends a (PWM)
signal to the Chassis (ECM). The Chassis (ECM)
determines the desired transmission gear and
energizes the solenoids for the transmission clutch
modulation valves in order to shift the transmission
speed up or down.
i03604082
Speedometer/Tachometer
Module (Transmission Gear
Indicator)
SMCS Code: 7459
Illustration 7
g01928655
Location of the hoist control position sensor
The position sensor for the hoist control is located

in the center operator's console. The hoist control
position sensor is a Pulse Width Modulation position
sensor. The hoist control postion sensor sends duty
cycle signals to the Power Train Electronic Control
Module (Power Train ECM).
The Power Train ECM uses these signals to energize
the appropriate hoist proportioning solenoid on
the hoist control valve. These hoist propertioning
solenoids will move the spool in the hoist control
valve. This will cause oil to be sent to the hoist
cylinders in order to move the dump body.
The signal from the hoist control position sensor is
also used to neutralize the transmission. The Power
Train ECM will allow only a forward speed position
or the NEUTRAL position when the hoist control
position sensor is in the RAISE position. The Power
Train ECM will not allow a shift to the REVERSE
position until the hoist control position sensor has
been moved from the RAISE position and the
transmission shift lever is in the NEUTRAL position.
Illustration 6
g01929146
Location of the transmission gear indicator
Regardless of the position of the transmission

control, the transmission gear indicator will display
the current operating gear of the transmission. The
indicator is located in the front instrument panel
under the tachometer.
Note: If the machine is in REVERSE and the hoist

position sensor is in the RAISE position the Power
Train ECM will shift the transmission to NEUTRAL.
The machine will remain in NEUTRAL until the
hoist control is moved into the HOLD or the FLOAT
position and the transmission control has been cycled
through NEUTRAL.
12
KENR8392-01
i01026277
Position Sensor (Dump Body)

SMCS Code: 1408-NS
The signal from dump body position sensor (2) is also

used to control the SNUB position of the hoist control
valve. The Power Train ECM will signal the hoist
proportioning solenoids to move the hoist control
valve to the SNUB position when the dump body
that is being lowered nears the frame. The speed in
FLOAT is reduced in the SNUB position in order to
prevent the dump body from contacting the frame
too hard.
The signal from the dump body position sensor (2) is
used to provide warnings to the operator when the
truck is moving with the dump body UP.
i02400702
Speed Sensor (Transmission)

Illustration 8
g00498361
SMCS Code: 3175
(1) Rod
(2) Dump body position sensor
Dump body position sensor (2) is located on the left

rear frame near the pivot pin for the dump body.
The rod (1) is connected between the dump body
position sensor (2) and the dump body. When the
dump body is raised, the rod (1) rotates the dump
body position sensor (2), which changes the Pulse
Width Modulated signal that is sent to the Power
Train Electronic Control Module (Power Train ECM).
The adjustment of the rod between the sensor and
the dump body is very important. The length of the
rod should be 360.0 3.0 mm (14.17 0.12 inch)
from the center of both rod ends.
Illustration 9
g01199151
(1) Location of the transmission speed sensors
After rod (1) has been adjusted, the Power Train

ECM will perform a calibration. The dump body
position sensor (2) is calibrated by the Power Train
ECM when all of the following conditions exist:
The engine is running for one minute with no

ground speed.
The hoist control is in the FLOAT position.

The signal from the dump body position sensor is 6
degrees different from the previous calibration.
The duty cycle output must be less than 20 percent.

Dump body position sensor (2) is used to limit the top
gear while the dump body is up. The Power Train
ECM comes from the factory with the top gear value
that is set to FIRST gear. The transmission will not
shift past FIRST gear until the dump body is down.
The top gear value is programmable by utilizing the
Electronic Control Analyzer Programmer (ECAP) or
the Electronic Technician (ET). The top gear value
can be changed to SECOND gear, THIRD gear, or
FOURTH gear.
Illustration 10
(1) Transmission speed sensors
(2) Gear
g01199160
KENR8392-01
There are two speed sensors (1) for the transmission.

Each transmission speed sensor (1) receives power
from the Power Train Electronic Control Module
(Power Train ECM). Transmission speed sensor
(1) uses this current and power in order to send
a signal to the Power Train ECM. Gear (2) for
transmission speed sensors (1) has 30 teeth. Gear
(2) for transmission speed sensors (1) is connected
to the transmission output shaft.
The speed of the gear teeth will determine the signals
that are sent by transmission speed sensors (1)
to the Power Train ECM. This informs the Power
Train ECM of the ground speed of the machine. This
information and the information from the shift lever
switch allow the transmission to automatically shift
while the ground speed changes. The transmission
will automatically shift until the information from the
transmission gear switch signals the Power Train
ECM to stop automatic shifts.
Usually, the transmission will not shift into a higher
speed than the speed that is selected on the
transmission control. During overspeed conditions,
the transmission will upshift by one gear or the
transmission will unlock the torque converter.
When the signals from transmission speed sensors
(1) indicate a downshift, the Power Train ECM will
automatically downshift.
13
14
KENR8392-01
i03606920
Modulating Valve
(Transmission Hydraulic
Control)
SMCS Code: 3073; 3139
g01931954
Illustration 11
Location of the Modulating Valves (Transmission Clutch)
(1) Number 1 clutch modulating valve

The transmission clutch solenoid modulating valves

are mounted on the top of the transmission. There
is one modulating valve for each of the seven
transmission clutches.

KENR8392-01
The modulating valves are outputs of the Chassis

Electronic Control Module (ECM). The transmission
clutch solenoid modulating valves are proportional
solenoid valves. The modulating valves are used
by the Chassis (ECM) to directly modulate the
oil pressure that is sent to each individual clutch.
When the operator selects a direction or when the
operator selects a speed the power train ECM sends
a pulse width modulated (PWM) signal in order to
vary the current to the clutch solenoid. The distance
that is travelled by the solenoid plunger (valve) is
proportional to the electrical current of the solenoid.
The position of the solenoid plunger (valve) controls
the oil pressure of the selected clutch. The amount of
current that is sent to the modulating valve regulates
the amount of oil pressure that is supplied to the
selected clutch. When the Chassis (ECM) sends
the maximum current to the modulating valve, the
oil pressure in the clutch is at the maximum. When
no current is sent to the modulating valve, the oil
pressure in the clutch is at the minimum.
15
i03606705
Modulating Valve (Torque

Converter Lockup Clutch)
SMCS Code: 3139-VC
Illustration 12
The Chassis (ECM) will activate the modulating

valves that are selected by the operator. Modulating
valves supply oil to the clutches. In order for the
machine to move, two clutch solenoids must be
energized. When the transmission is in neutral, only
one modulating valve is energized.
Note: The solenoid coils are not designed to be
operated at 24 DCV directly. The power train ECM
sends a 24 volt PWM signal at a duty cycle which
provides an average voltage of about 12 volts to the
solenoid coils. Do not energize the solenoid coils
with 24 DCV (+battery). The life of the solenoid coils
will be drastically reduced if the solenoid coils are
energized with 24 DCV (+battery). If the solenoid
coils must be energized by a source that is different
from the power train ECM, use 12 DCV to energize
the solenoid coils.
g01931556
(1) Modulating valve (torque converter lockup clutch)
The modulating valve for the torque converter lockup

clutch (1) is mounted to the rear of the torque
converter housing.
The modulating valve is an output of the chassis
electronic control module (ECM). The modulating
valve for the torque converter lockup clutch is a
proportional solenoid valve. The modulating valve
is used by the chassis ECM to directly modulate
the oil pressure that is sent to the torque converter
lockup clutch. When the operator selects a direction
or when the operator selects a speed the chassis
ECM sends a pulse width modulated (PWM) signal
in order to vary the current to the clutch solenoid.
The distance that is travelled by the solenoid plunger
(valve) is proportional to the electrical current of the
solenoid. The position of the solenoid plunger (valve)
controls the oil pressure of the selected clutch. The
amount of current that is sent to the modulating valve
regulates the amount of oil pressure that is supplied
to the selected clutch. When the chassis ECM sends
the maximum current to the modulating valve, the
oil pressure in the clutch is at the maximum. When
no current is sent to the modulating valve, the oil
pressure in the clutch is at the minimum.
Note: The solenoid coil is not designed to be
operated at 24 DCV directly. The chassis ECM sends
a 24 volt PWM signal at a duty cycle which provides
an average voltage of about 12 volts to the solenoid
coil. Do not energize the solenoid coil with 24
DCV (+battery). The life of the solenoid coil will be
drastically reduced if the solenoid coil is energized
with 24 DCV (+battery). If the solenoid coil must
be energized by a source that is different from the
chassis ECM, use 12 DCV to energize the solenoid
coil.
16
KENR8392-01
i02399827
Torque Converter Sump
i02403917
Gear Pump (Torque Converter

and Transmission)
SMCS Code: 3101; 3105
SMCS Code: 3115; 5073
Illustration 13
g01198659
Torque converter sump
Illustration 14
The torque converter sump is located behind the

engine. Oil for the torque converter system and for
the transmission hydraulic system is supplied by the
torque converter sump.
Location of the torque converter and transmission gear pump
The torque converter sump has two sight gauges.

When the oil is cold, use the bottom sight gauge
to check the oil level. When the oil is at operating
temperature, use the top sight gauge to check the oil
level. See the Operation and Maintenance Manual
for lubricant viscosities and for refill capacities.
The torque converter sump, the transmission case
reservoir, and the pump drive are vented to an air
breather. The air breather is located on the vertical
frame member on the right side of the truck.
(1)
(2)
(3)
(4)
Transmission lubrication section

Transmission charge pump section
Torque converter charge pump section
Transmission scavenge pump section
g01200476
KENR8392-01
17
Note: Each section of the gear pump receives oil that

is shown in Illustration 15. All of the oil flows from
torque converter sump (10) to the sections of the
gear pump. The passages in the torque converter
sump allow the sections to receive oil in the order that
is shown. The purpose for this order does not allow
air that is trapped in the torque converter at engine
start-up to be purged through transmission charge
pump section (3). The air will be purged through
torque converter charge pump section (3).
Oil from oil cooler (11) flows through torque converter
sump (10) to transmission lubrication section (1). Oil
from oil cooler (11) for the torque converter and for the
transmission is the only oil that supplies transmission
lubrication section (1). Transmission lubrication
section (1) sends oil for the lubrication of the transfer
gears and of the transmission. The excess oil leaks
to the bottom of the transmission case.
Oil from torque converter sump (10) through
scavenge screen (8) supplies all of the oil for
transmission charge pump section (2). Transmission
charge pump section (2) sends oil to the hydraulic
filter for the transmission charging. Some of the oil
from the transmission charging hydraulic filter flows
to the lockup clutch and synchronizing valve. The
rest of the oil flows to the transmission hydraulic
control. The oil is used to activate the transmission
clutches. Pump prime orifice (5) allows any air in the
oil to escape to the circuit for transmission lubrication.
Illustration 15
g01200500
(1) Transmission lubrication section

(2) Transmission charge pump section
(3) Torque converter charge pump section
(4) Transmission scavenge pump section
(5) Pump prime orifice
(6) Transmission charging hydraulic filter
(7) Oil filter for Torque converter charge pump
(8) Scavenge screen
(9) Baffle
(10) Torque converter sump
(11) Oil cooler for the torque converter and for the transmission
The gear pump for the torque converter and for

the transmission has four sections. The following
sections are the four sections of the oil pump:
Transmission lubrication section (1)

Transmission charge pump section (2)
Torque converter charge pump section (3)
Transmission scavenge pump section (4)
The gear pump is driven by a gear on the torque
converter.
Supply oil for torque converter charge pump section

(3) comes from two places. The supply oil from
oil cooler (11) is more than the requirement for
transmission lubrication section (1). The oil that is not
used by transmission lubrication section (1) supplies
torque converter charge pump section (3). The rest
of the oil that is required for torque converter charge
pump section (3) comes through scavenge screen
(8). Torque converter charge pump section (3) sends
the oil to torque converter oil filter (7). The oil then
flows to the torque converter inlet relief valve. The oil
then flows to the torque converter. A small amount of
this oil lubricates the pump drive.
Transmission scavenge pump section (4) is located
on the drive end. This pump section removes oil from
the bottom of the transmission case. The oil flows
through a magnetic screen to transmission scavenge
pump section (4). The oil that is pulled in by the
transmission scavenge pump section returns to the
torque converter sump (10).
18
KENR8392-01
i03582365
Magnetic Screen
(Transmission)
SMCS Code: 3067; 5068
The magnetic screen is fastened to the transmission

case reservoir. Oil from the bottom of the transmission
case goes through the inlet at the bottom. As the oil
is drawn up through tube assembly (8), the oil flows
through the openings that are between magnets (6).
The magnets are installed on the tube assembly so
that the same magnetic ends are next to each other.
As the oil flows over the magnets, metal particles
are stopped by the magnets. The oil then flows
through screen (7) to outlet (5). Other foreign
particles are stopped as the oil flows through the
screen. The particles are not allowed to go into the
hydraulic system. The oil flows from outlet (5) to the
transmission scavenge pump section.
i03582164
Oil Filter (Torque Converter)

SMCS Code: 5068
Illustration 16
g01911314
Construction of the magnetic screen

(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
Cover
O-ring seal
Wave washer
Housing
Outlet
Magnets
Screen
Tube assembly
O-ring seal
Illustration 18
g01910836
Location of torque converter hydraulic filter (1)
Torque converter hydraulic filter (1) is fastened to the

inside part of the main frame. Oil from the torque
converter sump goes to the gear pump for the torque
converter and the transmission. The torque converter
charge pump section sends oil to torque converter
hydraulic filter (1).
Illustration 17
Location of the magnetic screen
(5) Outlet
g01911016
If the filter elements become full of debris, the

restriction to the flow of oil causes a pressure
increase inside the filter. The pressure oil causes the
bypass valve to open. The oil then flows past the
open bypass valve to the remainder of the hydraulic
system. When the oil does not go through the filter
elements, the debris in the oil will cause damage to
other components in the hydraulic system.
Correct maintenance must be used to be certain that
the elements do not become full of debris. Debris
in the elements will stop the flow of clean oil to the
hydraulic system.
KENR8392-01
19
i03581541
Oil Filter (Transmission

Charging)
i03580382
Screen (Torque Converter)

SMCS Code: 3101; 5068
SMCS Code: 3067
Illustration 20
Illustration 19
g01910255
Location of transmission charging hydraulic filter (1)
Transmission charging hydraulic filter (1) is fastened

to the inside part of the main frame. Transmission
charging hydraulic filter (1) is located in front of the
transmission. Oil from the torque converter sump
goes to the gear pump for the torque converter and
for the transmission. The transmission charge pump
section sends oil through the inlet line to transmission
charging hydraulic filter (1).
g01909033
(1) Torque converter screen
The torque converter screen is fastened to the right

side of the torque converter sump.
If the filter element becomes full of debris, the

increase inside the filter. The pressure increase
causes the bypass valve to open. The oil then goes
past the open bypass valve to the remainder of the
hydraulic system. When the oil does not go through
the filter element, the debris that is in the oil will cause
damage to other components in the hydraulic system.
Correct maintenance must be used in order to be
certain that the element does not become full of
debris. If the element is full of debris, the flow of clean
oil to the hydraulic system will be stopped.
Illustration 21
g01197082
Components of the torque converter screen

(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
Spring
Bypass switch
Outlet passage
Spring
Nut
Filter element
Housing
Inlet passage
Oil from the torque converter outlet relief valve flows

to torque converter screen (1).
20
KENR8392-01
Oil flows through inlet passage (9). The oil fills the
space between the inside of housing (8) and element
(7). During normal operation, the oil flows through
element (7). The oil then passes through outlet
passage (4) to the remainder of the hydraulic system.
Element (7) stops any debris that is in the oil.
i03429720
Torque Converter Inlet and

Outlet Relief Valves
SMCS Code: 3133; 3182
If the filter elements become full of debris, the

increase inside the filter. The pressure oil causes
bypass switch (3) to move against the force of spring
(2).
The oil then flows past the open bypass switch to
the remainder of the hydraulic system. When the oil
does not go through the filter element, the debris in
the oil will cause damage to other components in the
hydraulic system.
Correct maintenance must be used in order to ensure
that element (7) does not become full of debris.
This would stop the flow of clean oil to the hydraulic
system.
i03581300
Illustration 23
g01781655
Location of torque converter relief valves

(1) Torque converter inlet relief valve
(2) Torque converter outlet relief valve
Oil Cooler (Torque Converter

and Transmission)
SMCS Code: 1374; 1375
Illustration 24
Torque converter inlet relief valve
Illustration 22
g01909814
Location of the torque converter and transmission oil cooler

(1) Passage for inlet oil
(2) Torque converter and transmission oil cooler
The oil cooler for the torque converter and for the
transmission is located on the right hand side of the
chassis. Engine coolant from the water pump goes
through oil cooler (2).
Oil from the torque converter screen comes through
passage (1) in order to be cooled. The oil is then
returned to the torque converter sump.
(1)
(3)
(4)
(5)
(6)
Torque converter inlet relief valve

Spool
Shims
Passage to torque converter sump
Inlet passage
g01781713
KENR8392-01
21
i03429583
Torque Converter
SMCS Code: 3101; 3102; 3129; 3130; 3131; 3134;
3135; 3136
Illustration 25
g01781674
Torque converter outlet relief valve

(7) Shims
(8) Inlet passage
(9) Outlet passage to torque converter screen
(10) Spool
Torque converter inlet relief valve (1) and torque

converter outlet relief valve (2) are installed on
the outside of the torque converter housing. The
operation of both relief valves is identical.
Torque converter inlet relief valve (1) controls the
maximum pressure of the oil that is flowing into the
torque converter. Supply oil comes from the torque
converter charge pump section. The oil flows through
the torque converter hydraulic filter. Before this oil
flows into the torque converter, the oil is open to
torque converter inlet relief valve (1) at inlet passage
(6). Spool (3) will open when the pressure is above
the relief pressure. When spool (3) is shifted, oil will
flow through passage (5) to the torque converter
sump. The relief pressure can be adjusted with shims
(7).
Torque converter outlet relief valve (2) controls the
minimum pressure of the oil that is inside the torque
converter. Oil exits the torque converter through
passage (8). If the oil is above the pressure setting of
the torque converter outlet relief valve, spool (10) will
be shifted. This allows the oil to exit through passage
(9). Then, the outlet oil goes through the torque
converter screen to the remainder of the circuit. The
relief pressure can be adjusted with shims (7).
The torque converter is driven by the engine flywheel.

The torque converter consists of an impeller, a
turbine, a modulating valve (torque converter lockup
clutch), and a stator with a one-way clutch. The
lockup clutch permits the machine to operate in direct
drive in order to keep the power loss at a minimum.
The one-way clutch holds the stator when the torque
converter drive is used. The one-way clutch allows
the stator to turn freely when the torque converter
drive is not used.
The torque converter housing is fastened to the
flywheel housing. The torque converter housing
provides the oil reservoir for the transmission
hydraulics and the torque converter hydraulics. Also,
a pump and three valves are attached to the torque
converter housing. The flange of the output shaft of
the torque converter is connected to the drive shaft.
The transmission is driven by the torque converter in
NEUTRAL and in REVERSE. In FIRST speed, torque
converter drive is used at lower ground speeds. In
FIRST speed, direct drive is used at higher ground
speeds. The lockup clutch is activated in FIRST
speed when the machine reaches a certain ground
speed. During shifts from FIRST speed through
SIXTH speed, torque converter drive is momentarily
activated in order to provide smoother shifts. When
the transmission clutches are engaged, the lockup
clutch engages and the transmission is in direct drive.
Table 2
Operation of the Torque Converter For

Transmission Speed
Transmission
Speed
Torque
Converter Drive
Reverse
Neutral
First
Direct Drive
with an
Engaged
Lockup Clutch
Second
Third
Fourth
Fifth
Sixth
22
KENR8392-01
Torque Converter Drive
g01781575
Illustration 26
Torque converter that is in torque converter drive
(1)
(2)
(3)
(4)
Rotating housing
Turbine
Impeller
Drive gear for the torque converter and
transmission gear pump
(5) Outlet passage for torque converter oil

(6) Output shaft
(7) Carrier
(8) Inlet passage for torque converter oil
(9) One-way clutch
The engine flywheel turns rotating housing (1) which

turns impeller (3). The impeller directs the oil to the
blades of turbine (2). This will cause the turbine
to turn. The turbine directs the oil to stator (12).
This causes the stator to try to turn in the opposite
direction of the turbine. The movement of the stator
causes the rollers of one-way clutch (9) to move
between stator (12) and the carrier for the stator. The
action of the one-way clutch keeps the stator from
rotation. The stator now directs most of the oil back to
impeller (3). The remainder of the oil goes out of the
torque converter through outlet passage (5). The oil,
that goes back to impeller (3) from stator (12), moves
in the same direction as the rotation of the impeller.
Turbine (2) turns hub (11). Hub (11) turns output shaft
(6). Power is sent through the output yoke to the drive
shaft and the transfer gears of the transmission.
(10) Lockup clutch

(11) Hub
(12) Stator
KENR8392-01
23
One-Way Clutch
Illustration 27
(12)
(13)
(14)
(15)
(16)
(17)
(18)
(19)
g01197368
Stator
Race
Cam for the one-way clutch
Rollers
Cage
Springs
Slot
Cam surface
The one-way clutch functions in order to keep the

stator stationary up to higher torque converter output
speeds. Stator (12) is connected to the cam (14)
through splines. As a result, stator (12) rotates with
cam (14), and race (13) is stationary. Roller cage (16)
is located between cam (14) and race (13). Spring
(17) is partially inserted in a tab at the top and at the
bottom of cage (16). At lower turbine speeds, spring
(17) forces the tab of cage (16) to the right in slot
(18). This forces roller cage (16) to rotate clockwise.
Then, rollers (15) move against the surfaces (19)
of cam (14). The rollers wedge between cam (14)
and race (13). This action locks stator (12) to race
(13) which is stationary. The stator then returns oil
to the impeller which multiplies the torque output of
the torque converter.
As the speed of turbine (2) approaches the speed
of impeller (3), the force of hydraulic oil overcomes
the force of the rollers (15) that are wedged. The
hydraulic oil acts in a clockwise direction on stator
(12). The stator (12) then free wheels in the same
direction as the impeller (3) and turbine (2). The stator
(12) also free wheels when the speed of turbine (2)
exceeds the speed of impeller (3). This occurs during
downhill coasting when the transmission is engaged.
24
KENR8392-01
Direct Drive
g01781576
Illustration 28
Torque converter that is in direct drive
(1)
(2)
(3)
(4)
Rotating housing
Turbine
Impeller
Drive gear for the torque converter and
transmission gear pump
(5) Inlet passage for lockup clutch oil

(6) Output shaft
(7) Distributor
(8) One-way clutch
(9) Discs
Modulating Valve (Torque Converter

Lockup Clutch)
Lockup clutch (11) is part of the torque converter.
The lockup clutch (11) is located between the engine
flywheel and the turbine (2). The lockup clutch is
engaged when the transmission is in SECOND
through SIXTH speeds. The lockup clutch will
engage in FIRST speed as the output speed of the
transmission increases. When the lockup clutch is
engaged, impeller (3) and turbine (2) turn at the same
speed as the engine and there is no loss of power in
the torque converter. The connection between the
engine and the transmission is now direct.
The main components of lockup clutch (11) are piston
(12), plates (10), and discs (9).
(10) Plates
(11) Lockup clutch
(12) Piston
(13) Hub
(14) Stator
Operation
Rotating housing (1) is connected to the engine
flywheel by splines. Rotating housing (1) is fastened
to impeller (3) by bolts. Piston (12) and plates (10)
are also connected to rotating housing (1) by splines.
Discs (9) and output shaft (6) are connected to hub
(13) by splines. Turbine (2) is fastened to hub (13).
KENR8392-01
25
When the lockup clutch solenoid is activated,

the lockup clutch and synchronizing valve sends
pressure oil through inlet passage (5) in distributor
(7). The oil goes through a passage in the center of
output shaft (6). The oil then goes through a passage
in rotating housing (1) to piston (12). The pressure
of the oil causes piston (12) to move toward disc
(9). This causes plates (10) and discs (9) to be held
together. Plates (10) and discs (9) will now turn at the
same speed. The clutch becomes a direct connection
between rotating housing (1) through hub (13) to
output shaft (6).
The transfer gears are in the transfer gear case that

is fastened to the front of the transmission case. The
drive shaft connects the torque converter to yoke (3).
This causes turbine (2) and impeller (3) to turn at the

same speed. Stator (14) turns freely. At this time, the
torque converter is not in operation and the machine
is in direct drive.
Shims (1) are used to make adjustments to the end

play of drive gear (2). Shims (6) are used to make
adjustments to the end play of driven gear (4).
The flow of power is from rotating housing (1),

through lockup clutch (11), hub (13), output shaft
(6), and the yoke . The power goes directly through
the torque converter to the drive shaft. The drive
shaft sends the power to the transfer gears of the
transmission.
When the lockup clutch is not engaged, the operation
of the torque converter is normal.
i03429495
Transfer Gears
SMCS Code: 3159
Illustration 29
Components of the transfer gears
(1)
(2)
(3)
(4)
(5)
(6)
Shims
Drive gear
Yoke
Driven gear
Case
Shims
g01781453
Yoke (3) is connected to drive gear (2) by splines.

The teeth on drive gear (2) are engaged with the
teeth on driven gear (4). Driven gear (4) is connected
by splines to the input shaft of the transmission.
Yoke (3) turns drive gear (2). Drive gear (2) turns
driven gear (4). Driven gear (4) turns the input shaft
of the transmission.
Oil for the lubrication of the transfer gears comes

from the transmission lubrication circuit. The oil
comes through a passage in the transmission case
to a passage in transfer gear case (5). Some of this
oil goes into a tube assembly. The tube assembly
sprays oil on drive gear (2) and on driven gear (4).
The gears throw the oil around inside transfer gear
case (5). This provides lubrication for the bearings in
the transfer gear case. The extra oil in the bottom of
transfer gear case (5) goes through a drain passage
into the transmission case.
26
KENR8392-01
i03880362
Transmission Hydraulic
Control
SMCS Code: 3073
g01931293
Illustration 30
Transmission Control

(7) Transmission hydraulic control relief

valve
(8) Transmission lubrication relief valve
KENR8392-01
27
i02400880
Lubrication Relief Valve

(Transmission)
SMCS Code: 3182
Illustration 31
g01931465
Torque converter
(9) Modulating valve (torque converter)
(11) Torque converter inlet relief valve
The transmission hydraulic control controls the oil

pressure to the torque converter, to the transmission
clutches, and to the lubrication circuits. The
transmission hydraulic control also controls the flow
of oil to the clutches. The transmission hydraulic
control is installed on the top of the transmission
planetary group and on the side of the torque
converter housing. The transmission hydraulic control
consists of the following components:relief valve for
the transmission hydraulic control (7), six modulating
valves (1) through modulating valve (6), torque
converter inlet relief valve (11), and torque converter
outlet relief valve (10).
Pressurized oil for the operation of the transmission
hydraulic control flows from the transmission oil pump
to the transmission oil filter. The oil flows through a
hose to the oil inlet in the torque converter housing.
The oil flows through internal passages in the torque
converter housing in order to supply transmission
hydraulic control relief valve (8) with oil. The oil also
flows through internal passages in the transmission
housing in order to supply the seven modulating
valves with oil.
The seven modulating valves are mounted on the top
of the transmission. The seven transmission clutches
have an individual modulating valve. In order to move
the machine, two clutch solenoids must be energized.
The modulating valves are used to directly modulate
the oil pressure that is sent to each individual clutch.
Transmission hydraulic control relief valve (7) controls
the pressure of the oil that is supplied to modulating
valves . The oil pressure overcomes the spring force
of the transmission hydraulic control relief valve.
Reference: For additional information on the
operation of the modulating valves, refer to the
Service Manual module for Systems Operation,
Power Train Electronic Control System for the
machine that is being serviced.
Illustration 32
(1)
(2)
(3)
(4)
(5)
g01199263
Transmission lubrication relief valve

Spool
Spring
Passage to the transmission case
Passage from the transmission lubrication circuit
Transmission lubrication relief valve (1) controls

the maximum pressure of the oil that is flowing to
the transmission lubrication circuit. The oil from the
transmission lubrication section of the gear pump
combines with the signal oil from the lockup clutch
and synchronizing valve. If the pressure of the oil in
passage (5) achieves the relief pressure, spool (2)
will compress spring (3). Passage (4) will allow the oil
to drain into the transmission case.
28
KENR8392-01
i03429182
Transmission Planetary
SMCS Code: 3030; 3064; 3155; 3160; 3169; 3190
g01781180
Illustration 33
Components of the transmission
(1) Input shaft
(2) Rotating housing
(3) Sun gear
(4) Planetary gears
(5) No. 1 clutch
(6) No. 2 clutch
(7) Center shaft
(8) Rotating housing of No. 3 clutch
(9) No. 3 clutch
(10) Sun gear
(11) Ring gear

(12) No. 4 clutch
(13) Ring gear
(14) No. 5 clutch
(15) Sun gear
(16) No. 6 clutch
(17) Hub
(18) Sun gear
(19) Planetary carrier
(20) Planetary carrier and output shaft
Table 3
Engagement of Transmission Clutches

Transmission Speed
Engaged Clutches in
the Transmission
NEUTRAL-1
NEUTRAL-2
REVERSE
1 and 6
FIRST speed
1 and 5
SECOND speed
2 and 5
THIRD speed
1 and 4
FOURTH speed
2 and 4
FIFTH speed
1 and 3
SIXTH speed
2 and 3
(21)
(22)
(23)
(24)
(25)
(26)
(27)
(28)
(29)
Planetary gears
Ring gear
Planetary gears
Planetary gears
Planetary carrier
Coupling hub
Coupling ring gear
Ring gear
Planetary carrier
Power from the engine goes to the torque converter.

The power then goes through the drive shaft to
the transfer gears. The transfer gears are fastened
directly to the front of the transmission case. The
power then goes through the planetary transmission
to the differential.
KENR8392-01
The transmission has six forward speeds and one

reverse speed. REVERSE and NEUTRAL use only
torque converter drive. At lower ground speeds,
FIRST speed uses torque converter drive. At higher
ground speeds, FIRST speed uses direct drive.
As the ground speed increases in FIRST speed,
the lockup clutch of the torque converter engages.
This provides FIRST speed with direct drive. The
torque converter is always in direct drive for speeds
SECOND through SIXTH, but there is a short
period of torque converter drive when the clutches
engage in the transmission. This provides smooth,
automatic upshifting from SECOND through SIXTH
and smooth, automatic downshifting from SIXTH
through SECOND.
The transmission has a combination of three rotating
clutches, three stationary clutches, and four planetary
units. This provides six forward speeds and one
reverse speed. No. 1 clutch (5), No. 2 clutch (6), and
No. 3 clutch (9) are the rotating clutches.
Input torque goes from the transfer gears to input
shaft (1). Input shaft (1) drives the rotating housing
and the transmission input clutch arrangement.
Center shaft (7) connects the input section to
the output section. Center shaft (7) also carries
the sun gears that drive the output section of the
transmission. Center shaft (7) and input shaft (1) turn
the same direction.
29
30
KENR8392-01
Power Flow in NEUTRAL-1
g01781235
Illustration 34
Power flow in NEUTRAL-1
(1) Input shaft
(3) Sun gear
(4) Planetary gears
(5) No. 1 clutch
(6) No. 2 clutch
(7) Center shaft
(9) No. 3 clutch
(10) Sun gear
(11) Ring gear

(12) No. 4 clutch
(13) Ring gear
(14) No. 5 clutch
(15) Sun gear
(16) No. 6 clutch
(17) Hub
(18) Sun gear
Only No. 3 clutch (9) is engaged in NEUTRAL-1. No

input clutches are engaged. Torque is transferred
from the transfer gears to input shaft (1). Rotating
housing (2) is splined to input shaft (1). Rotating
housing (2) turns with input shaft (1). Rotating
housing (2) spins the plates of No. 1 clutch (5).
Because No. 1 clutch (5) is not engaged, ring gear
(28) is not held. Rotating housing (2) spins the plates
of No. 2 clutch (6). Because No. 2 clutch (6) is not
engaged, coupling ring gear (27) is not held.
Ring gear (28) and coupling ring gear (27) are not
held. Torque is not transferred to planetary carrier
(29) and center shaft (7) is not driven.
No. 3 clutch (9) is engaged. The discs of the No.
3 clutch hold coupling hub (26). Sun gear (10) is
splined to center shaft (7). Because no input torque
has been transferred to center shaft (7), there is no
output torque.
(21)
(22)
(23)
(24)
(25)
(26)
(27)
(28)
(29)
Planetary gears
Ring gear
Planetary gears
Planetary gears
Planetary carrier
Coupling hub
Coupling ring gear
Ring gear
Planetary carrier
Power Flow in NEUTRAL-2

No. 1 clutch (5) is engaged in NEUTRAL-2. Torque
is transferred from the transfer gears to input shaft
(1). Rotating housing (2) is splined to input shaft
(1). Rotating housing (2) turns with input shaft (1).
Rotating housing (2) spins the plates of No. 1 clutch
(5). Because No. 1 clutch (5) is engaged, the discs of
the No. 1 clutch hold ring gear (28).
Ring gear (28) turns with rotating housing (2) and
input shaft (1). Sun gear (3) is splined to a stationary
shaft. Sun gear (3) does not turn. Planetary gears (4)
move around the outside of sun gear (3). This drives
planetary carrier (29). Planetary carrier (29) turns in
the same direction as input shaft (1), but at a different
speed. Planetary carrier (29) is splined to center shaft
(7). Center shaft (7) and planetary carrier (29) are
driven in the same direction and at the same speed.
KENR8392-01
No output clutches are engaged. The torque is lost

through spinning clutch discs and plates. Torque
does not flow to the output shaft.
Power Flow in FIRST Speed

No. 1 clutch (5) and No. 5 clutch (14) are engaged in
FIRST speed. Torque is transferred from the transfer
gears to input shaft (1). Rotating housing (2) is
splined to input shaft (1). Rotating housing (2) turns
with input shaft (1). Rotating housing (2) spins the
plates of No. 1 clutch (5). Because No. 1 clutch (5)
is engaged, the discs of the No. 1 clutch hold ring
gear (28).
Sun gear (15) is splined to center shaft (7). Sun
gear (15) turns planetary gears (23). No. 5 clutch
(14) is engaged. The discs of No. 5 clutch (14) hold
ring gear (13) stationary. Planetary gears (23) move
around the inside of ring gear (13). This drives the
planetary carrier and output shaft (20).
The output shaft turns in the same direction as input
shaft (1), but at a different speed.
31
32
KENR8392-01
Power Flow in FOURTH Speed
g01781254
Illustration 35
Power flow in FOURTH speed
(1) Input shaft
(3) Sun gear
(4) Planetary gears
(5) No. 1 clutch
(6) No. 2 clutch
(7) Center shaft
(9) No. 3 clutch
(10) Sun gear
(11) Ring gear

(12) No. 4 clutch
(13) Ring gear
(14) No. 5 clutch
(15) Sun gear
(16) No. 6 clutch
(17) Hub
(18) Sun gear
No. 2 clutch (6) and No. 4 clutch (12) are engaged

in FOURTH speed. Torque is transferred from the
transfer gears to input shaft (1). Rotating housing
(2) is splined to input shaft (1). Rotating housing (2)
turns with input shaft (1). Rotating housing (2) spins
the plates of No. 2 clutch (6). Because No. 2 clutch
(6) is engaged, the discs of the No. 2 clutch hold
coupling ring gear (27).
Coupling ring gear (27) turns with rotating housing (2)
and input shaft (1). Coupling ring gear (27) is splined
to planetary carrier (29). Planetary carrier (29) turns
with coupling ring gear (27). The planetary carrier
is splined to center shaft (7). Center shaft (7) and
input shaft (1) are driven in the same direction and
at the same speed.
(21)
(22)
(23)
(24)
(25)
(26)
(27)
(28)
(29)
Planetary gears
Ring gear
Planetary gears
Planetary gears
Planetary carrier
Coupling hub
Coupling ring gear
Ring gear
Planetary carrier
Sun gear (10) is splined to center shaft (7). Sun gear

(10) turns planetary gears (24). No. 4 clutch (12) is
engaged. The discs of No. 4 clutch (12) hold ring gear
(11) stationary. Planetary gears (24) move around the
inside of ring gear (11). This drives planetary carrier
(25) in the same direction as center shaft (7), but at a
different speed.
Planetary carrier (25) is splined to ring gear (13).
Because No. 5 clutch (14) is not engaged, ring gear
(13) turns with planetary carrier (25). Sun gear (15) is
splined to center shaft (7). Sun gear (15) turns with
center shaft (7). Sun gear (15) and ring gear (13)
turn in the same direction but at different speeds.
Planetary gears (23) move around the inside of ring
gear (13). This drives the planetary carrier and output
shaft (20).
shaft (1), but at a different speed.
KENR8392-01
Power Flow in FIFTH Speed

FIFTH speed. Torque is transferred from the transfer
plates of No. 1 clutch (5). Because No. 1 clutch (5)
is engaged, the discs of the No. 1 clutch hold ring
gear (28).
gear (10) is also splined to coupling hub (26). No. 3
clutch (9) is engaged. The discs of No. 3 clutch (9)
hold coupling hub (26). No. 3 clutch (9) is a rotating
clutch. Rotating housing (8) of the No. 3 clutch and
center shaft (7) turn in the same direction and at the
same speed. Rotating housing (8) of the No. 3 clutch
is fastened to planetary carrier (25). Planetary carrier
(25) is splined to ring gear (13). Ring gear (13) and
same speed.
(15) and ring gear (13) turn in the same direction and
at the same speed. This holds planetary gears (23).
The planetary carrier and output shaft (20) are driven
in the same direction as center shaft (7) and at the
same speed as center shaft (7).
Power Flow in SIXTH Speed

SIXTH speed. Torque is transferred from the transfer
plates of No. 2 clutch (6). Because No. 2 clutch (6) is
engaged, the discs of the No. 2 clutch hold coupling
ring gear (27).
Coupling ring gear (27) turns with rotating housing (2)
and input shaft (1). Coupling ring gear (27) is splined
to planetary carrier (29). Planetary carrier (29) turns
with coupling ring gear (27). The planetary carrier
is splined to center shaft (7). Center shaft (7) and
input shaft (1) are driven in the same direction and
at the same speed.
33

gear (10) is also splined to coupling hub (26). No. 3
clutch (9) is engaged. The discs of No. 3 clutch (9)
hold coupling hub (26). No. 3 clutch (9) is a rotating
clutch. Rotating housing (8) of the No. 3 clutch and
same speed. Rotating housing (8) of the No. 3 clutch
is fastened to planetary carrier (25). Planetary carrier
(25) is splined to ring gear (13). Ring gear (13) and
same speed.
(15) and ring gear (13) turn in the same direction and
at the same speed. This holds planetary gears (23).
The planetary carrier and output shaft (20) are driven
in the same direction as center shaft (7) and at the
same speed as center shaft (7).
shaft (1) and at the same speed.
Power Flow in REVERSE

No. 1 clutch (5) and No. 6 clutch (16) are engaged
in REVERSE speed. Torque is transferred from the
transfer gears to input shaft (1). Rotating housing
(2) is splined to input shaft (1). Rotating housing (2)
turns with input shaft (1). Rotating housing (2) spins
the plates of No. 1 clutch (5). Because No. 1 clutch
(5) is engaged, the discs of the No. 1 clutch hold
ring gear (28).
(15) spins planetary gears (23). No. 5 clutch (14) is
not engaged. Planetary gears (23) spin ring gear
(13). Ring gear (13) turns in the opposite direction
of sun gear (15). Hub (17) is splined to ring gear
(13) and to sun gear (18). Sun gear (18) turns in the
same direction as ring gear (13). Sun gear (18) turns
planetary gears (21). No. 6 clutch (16) is engaged.
The discs of No. 6 clutch (16) hold ring gear (22).
Planetary gears (21) move around the inside of ring
gear (22). This drives planetary carrier (19). Planetary
carrier (19) is splined to the planetary carrier and
output shaft (20). The planetary carrier (19) is driven
at the same speed and direction as the planetary
carrier and output shaft (20).
The output shaft is driven in the opposite direction of
center shaft (7) and input shaft (1) and at a different
speed.
34
KENR8392-01
Lubrication of the Transmission
g01781333
Illustration 36
Lubrication of the transmission
(1) Balance piston of No. 1 clutch
(2) Planetary gears
(3) No. 1 clutch
(4) No. 2 clutch
(5) Center shaft
(6) Passage
(7) No. 3 clutch
(8) Sun gear
(9) Ring gear
(10) No. 4 clutch
(11) Ring gear

(12) No. 5 clutch
(13) No. 6 clutch
(14) Slinger
(17) Planetary gears
(18) Ring gear
Oil for the lubrication of the transmission comes

from the torque converter sump. The transmission
lubrication section of the oil pump pulls oil through
the suction screen. If the lockup clutch solenoid is
activated, the oil combines with the signal oil that
is flowing from the lockup clutch and synchronizing
valve. The combined oil flows to the transfer case
and the oil divides. Some of the oil remains in
the transfer case and some of the oil flows to the
transmission. Pressure is controlled by a relief valve
in the transmission case.
Oil that remains in the transfer case lubricates the
transfer gears and the bearings. Some of this oil
flows through passage (30) to the back of balance
piston (1) for the No. 1 clutch. This oil then goes
through passage (29) and through passages in ring
gear (27). This oil lubricates No. 1 clutch (3).
(21)
(22)
(23)
(24)
(25)
(26)
(27)
(28)
(29)
(30)
Planetary carrier
Passage
Coupling hub
Balance piston of No. 3 clutch
Balance piston of No. 2 clutch
Coupling ring gear
Ring gear
Planetary carrier
Passage
Passage
The oil that flows to the transmission flows through

passage (6) to center shaft (5). Some of the oil flows
forward and some of the oil flows toward the output
end. Part of the oil that flows forward goes to the back
of balance piston (25) for the No. 2 clutch. Some of
this oil lubricates ring gear (26) and No. 2 clutch (4).
Some of the oil that flows forward from passage (6)
flows through passages to planetary carrier (28) for
the lubrication of planetary gears (2). The remainder
of the oil that flows forward from passage (6) flows
around center shaft (5) and into the center of center
shaft (5).
KENR8392-01
35
Part of the oil that flows toward the output end from
passage (6) goes behind balance piston (24) for the
No. 3 clutch. Some of this oil lubricates coupling hub
(23) and No. 3 clutch (7). The remainder of the oil
that flows toward the output end from passage (6)
lubricates sun gear (8). Some of the oil flows from
sun gear (8) through planetary carrier (21) for the
lubrication of planetary gears (20). Some of the oil
flows from sun gear (8) for the lubrication of ring gear
(11) and No. 5 clutch (12). Some of the oil flows from
the sun gear (8) through the planetary carrier and
output shaft (16) for the lubrication of planetary gears
(19). The remainder of the oil lubricates ring gear (9)
and No. 4 clutch (10).
The remainder of the oil that enters the transmission
through passage (6) flows into passage (22). This
oil helps lubricate No. 4 clutch (10), No. 5 clutch
(12), and No. 6 clutch (13). This oil then flows into
slinger (14). The oil is directed to passages that are
in planetary carrier (15). This oil lubricates planetary
gears (17), ring gear (18), and No. 6 clutch (13).
Operation of the Balance Pistons in the

Rotating Clutches
The oil that flows to balance piston (1) of the No.
1 clutch, to balance piston (25) of the No. 2 clutch,
and to balance piston (24) of the No. 3 clutch is
used to balance the centrifugal force of the oil. The
centrifugal force of the oil is caused by the rotation
of the No. 1 clutch, the No. 2 clutch, and the No. 3
clutch. The centrifugal force of the oil that is behind
the clutch piston in the rotating clutches causes a
small amount of clutch engagement in the rotating
clutch. The centrifugal force of the oil that is behind
the balance piston balances the centrifugal force of
the oil that is on the clutch piston.
i03429060
Illustration 38
g01781014
(3) Yoke assembly

(4) Housing
(5) Bearings
(6) Shims
(7) Drive gear
(8) Cage
(9) Idler gear
(10) Shaft
(11) Shims
(12) Cage
(13) Shims
(14) Bearings
(15) Driven gear
(16) Bearings
Pump Drive
SMCS Code: 3108
Illustration 39
Illustration 37
(1) Pump drive
(2) Pump drive shaft which is located under the guard
g01781013
(1) Pump drive

(3) Yoke assembly
(17) Piston pump for fan drive
(18) Gear pump for the hoist and brake retract
g01781015
36
Pump drive (1) is fastened to the inner right side of

the main frame directly behind the flywheel housing
of the engine. The accessory drive gear in the
flywheel housing drives pump drive shaft (2). Pump
drive shaft (2) is connected to yoke assembly (3).
Splines connect yoke assembly (3) to drive gear (7).
Drive gear (7) turns idler gear (9) which turns driven
gear (15).
Shims (6) are used to adjust the end play of drive
gear (7). Shims (11) are used to adjust the end play
of idler gear (9). Shims (13) are used to adjust the
end play of driven gear (15).
Two pumps are driven by the pump drive. The gear
pump for the hoist and brake retract (18) is fastened
to cage (12). The piston pump for the fan drive (17)
is fastened directly to housing (4). The piston pump
for the fan drive (17) is located across from the gear
pump for the hoist and brake retract (18). Driven gear
(15) drives both the piston pump for fan drive (17) and
the gear pump for the hoist and brake retract (18).
Lubrication of the pump drive is provided by oil from
the torque converter charge pump section. The oil
is sprayed on drive gear (6). Holes in housing (4)
will send oil to each bearing. An oil level is kept in
housing (4) so that the teeth on driven gear (15) are
in oil. The gears will throw oil in the housing. Extra oil
in housing (4) goes to the torque converter housing.
KENR8392-01
KENR8392-01
37
i03429020
Rear Axle and Final Drive

System
SMCS Code: 3260; 3268; 4003; 4050; 4059; 4077;
4084
g01780973
Illustration 40
(1)
(2)
(3)
(4)
(5)
(6)
Priority Valve
Outlet to brake cooling motor
Oil filter
Pressure sensor
Auxiliary cooler
Rear axle cooling fan motor
(7) Outlet to differential lube

(8) Bypass valve
(9) Final drive bypass manifold
(10) Right final drive oil
(11) Left final drive oil
(12) Rear axle housing sump
The 793F has a continuous lubrication system for the

rear axle. This system does not require the truck to
be in motion in order to provide oil flow. This hydraulic
system lubricates the bearings for the differential
and bevel gear group and the bearings for the rear
wheels. This hydraulic system also cools the bearings
for the differential and bevel gear group and the
bearings for the rear wheels. For the correct oil that
should be used in the system, refer to the Operation
and Maintenance Manual for your machine.
(13)
(14)
(15)
(16)
(17)
(18)
Rear axle oil pump

Pump motor
Steering tank
Steering accumulator
Steering pump
Supply valve
The steering pump (17) supplies oil to the priority

valve (1). The brake ECM controls the supply valve
(18) that is based on a temperature sensor that is
mounted in the rear axle housing (12). Oil flow is
directed to the pump motor (14) when the supply
solenoid valve (18) is OFF. Oil flow is blocked to the
pump motor (14) when the supply solenoid valve
(18) is ON.
38
KENR8392-01
The pump motor (14) drives the rear axle oil pump
(13). The rear axle oil pump (13) sends oil to the rear
axle oil filter (3) and to the final drive bypass manifold
(9). If the machine is equipped with an auxiliary
cooler (5) oil will flow through the cooler before the
bypass valve. The auxiliary cooler (5) reduces the
temperature of the oil.
The bypass solenoid valve (8) sends oil to the final
drive and to the differential gear (7) or the bypass
solenoid valve (8) will bypass the right final drive
(10) and the left final drive (11). This prevents the
final drives from receiving too much oil under certain
conditions.
Table 4
Rear Axle Lubrication Strategy

Bypass solenoid valve
Supply solenoid valve

Rear Axle Oil
Temperature
Cold
< 4 C (< 25 F)
Cool
4 C to 40 C
(25 F to 102
F)
Hot
> 40 C
(> 102 F)
Cold
< 4 C
(< 25 F)
Cool
4 C to 40 C
(25 F to 102
F)
Hot
> 40 C
(> 102 F)
Not Moving
0 km/h (0 mph)
OFF
ON after 5 min
OFF
ON after 5 min
OFF
ON
ON
OFF
Moving
0 to 35 km/h
(0 to 22 mph)
ON
OFF
OFF
ON
ON
OFF
Moving Fast
> 35 km/h
(> 22 mph)
ON
OFF
OFF
ON
ON
5 min ON
1 min OFF
Gear Limit
3rd
4th
No
Note: When the supply solenoid is OFF, oil flow is

directed to the rear axle lubrication pump motor.
When the supply solenoid is OFF, the system is ON.
When the supply solenoid is ON, oil flow is blocked
to the rear axle lubrication pump motor. When the
supply solenoid is ON the system is OFF.
The brake ECM controls the system for the rear axle
oil. The temperature sensor is located in the rear axle
housing. The temperature sensor is the main control
for the supply solenoid valve (18) and the bypass
solenoid valve (8). During start-up, the system is
turned ON in order to charge the lube system. The
system is turned OFF if the lube oil is cold. If the
machine goes faster than 35 km/h (22 mph) the lube
system is cycled. When the lube system is cycled,
the system turns ON and the system turns OFF. This
prevents the final drives from filling with excessive
oil. The gear limit is used to prevent the machine
from running at high speed until the differential oil
has warmed up.
i03427839
Gear Pump (Rear Axle Oil)

SMCS Code: 4060; 5073
Illustration 41
Location of the gear pump for the rear axle
(1) Gear pump
(2) Motor
(3) Suction housing
g01779856
KENR8392-01
39
i03427586
Oil Filter (Rear Axle

Lubrication)
SMCS Code: 5068
Illustration 42
g01779857
Illustration 43
Section view of the gear pump for the rear axle
Rear axle housing
(3)
(4)
(5)
(6)
(1)
(2)
(3)
(4)
(5)
(6)
Suction housing
Adapter
Coupling
Suction screen
Gear pump (1) which provides lubrication oil to the

rear axle is driven by hydraulic motor (2). The motor
and the pump are connected by coupling (5) that is
located in adapter (4). Hydraulic motor (2) is driven
by fluid from the steering pump. This means that the
rear axle can receive oil if the vehicle is at a stop or
if the vehicle is moving. Oil flow is directed to pump
motor (1) when the supply solenoid is OFF. Oil flow is
blocked to gear pump (1) when the supply solenoid
is ON.
Gear pump (1) pulls oil from the bottom of the rear
axle housing through suction screen (6). The oil flows
through the oil filter for the rear axle. Then, the oil
flows through the final drive bypass manifold. The
oil is directed to the final drives and the bevel gear.
The oil is also distributed to the bearings of the rear
wheels.
g01779735
Inlet line
Pressure sensor
Filter bypass switch
Rear axle power train filter
Level switch for the rear axle
Outlet line
Illustration 44
g01779801
Section view of the rear axle power train filter

(7) Bypass valve
(8) Spring
(9) Inlet passage
(10) Outlet passage
(11) Housing
(12) Element
Rear axle power train filter (4) is mounted to the back

of the rear axle housing. Oil from the rear axle oil
pump flows through inlet line (1) to rear axle power
train filter (4). Oil then flows through outlet line (6) to
final drive bypass manifold.
Filter bypass switch (3) and level switch (5) for
the rear axle send input signal to the panel for the
Advisor. Pressure sensor (2) also sends an input
signal to the Advisor.
40
KENR8392-01
Oil from inlet line (1) flows into inlet passage (9). This
oil fills the space that is between element (12) and
the inside of housing (11). During normal operation,
the oil flows through element (12). The oil then flows
through outlet passage (10). Element (12) stops any
debris that is in the oil.
The machine may be equipped with a cooling fan for

the rear axle. If the machine has this cooling fan, the
Advisor panel will activate the cooling fan according
to the information that is supplied by the input signals
from the sensor.
If the filter element becomes full of debris, the

increase inside the filter. If the pressure of the oil
achieves the bypass pressure, the pressure oil
causes bypass valve (7) to move against the force of
spring (8). The oil then goes through open bypass
valve (7). This oil flows through the bypass passage
and to the final drive bypass manifold. Filter bypass
switch (3) notifies the VIMS of this occurrence. When
the oil does not go through the filter element, the
debris that is in the oil may cause damage to the
other components in the system.
i03423920
Flow Control and Relief Valve

(Rear Axle Oil)
SMCS Code: 4060
Correct maintenance must be used to ensure that

element (12) does not become full of debris and that
the flow of clean oil is not stopped.
i03427541
Temperature Sensor (Rear

Axle Oil)
SMCS Code: 1408; 3290
Illustration 46
g01777114
Location of flow control and relief valve for rear axle oil
(1) Flow control and relief valve
(2) Inlet line
(3) Outlet line
The control valve and relief valve (1) for the rear axle
are located on the front of the rear axle housing and
connected to the oil filter. Oil is pumped from the oil
pump through inlet line (2) and into the control valve.
Oil is sent to the final drives and oil is sent to the
differential bevel gear through outlet line (3).
Illustration 45
g01779714
(1) Rear axle oil temperature sensor
Rear axle oil temperature sensor (1) is located in the

rear axle housing near the rear axle oil pump. Rear
axle oil temperature sensor (1) sends input signals
to the Advisor panel. The Advisor panel warns the
operator of a high temperature in the rear axle. Rear
axle oil temperature sensor (1) is the main input that
is used by the brake ECM in order to control the
lubrication system for the rear axle. This data allows
the brake ECM to turn the lube system ON or OFF.
Illustration 47
Flow control and relief valve
(1)
(4)
(5)
(6)
(7)
Flow control solenoid valve

Filter outlet
Cavity plug
Filter inlet
Inlet passage
g01777376
KENR8392-01
Illustration 48
41
g01777374
Flow control and relief valve with filter housing

(8) Bypass valve passage
Illustration 49
g01777375
Flow control and relief valve

(9) Relief valve
(10) Outlet Passage
Control valve (1) and relief valve (9) make up the

bypass manifold. The bypass manifold directs the
flow of oil to the final drive and the differential bevel
gear. Inlet passage (7) receives oil from the oil pump
for the rear axle. The oil is then sent through filter
inlet (6). If the relief valve pressure in the filter has
been exceeded the oil will bypass the filter with
bypass valve (8). The oil is then sent through the
passage for filter outlet (4).
Solenoid valve (1) controls the flow of the oil.
Solenoid valve (1) will send the oil to the final drives
and to the differential bevel gear, or solenoid valve
(1) will bypass the final drives. Solenoid valve (1)
will bypass the final drives in order to prevent the
final drives from receiving too much oil. Solenoid
valve (1) is controlled by the brake ECM. The brake
ECM receives oil temperature readings from the oil
temperature sensor that is located in the rear axle
housing. The oil is then sent through outlet passage
(10) to the final drives and differential bevel gear.
If the final drive is bypassed the oil is sent to the
differential bevel gear and to the rear axle housing.
Cavity plug (5) is used only with an optional oil cooler.
42
KENR8392-01
i03423426
Differential and Bevel Gear

SMCS Code: 3256; 3258; 3270
g01776881
Illustration 50
Differential and bevel gear
(1) Shims
(2) Spider
(3) Differential housing
(4) Differential bevel pinions (four)
(5) Shims
(6) Retainer
(7) Bearing
(8) Thrust pin

(9) Bevel gear
(10) Side gears (two)
(11) Differential housing
(12) Thrust washers
(13) Bearings
(14) Adjusting nut
The power that is sent to the wheels is divided by the

differential. The amount of power that is sent to each
wheel is balanced by the differential. During a turn,
the differential allows the inner wheel to rotate at a
slower rate than the outer wheel. The differential still
sends the same amount of torque to each wheel.
(15)
(16)
(17)
(18)
(19)
Carrier assembly
Bevel pinion
Shims
Bearing cage
Bearings
KENR8392-01
The differential and bevel gear are fastened to the

rear axle housing. The differential and bevel gear
connect the output shaft of the transmission to the
drive axles. The output shaft of the transmission
is connected to bevel pinion (16) by splines. Bevel
pinion (16) turns bevel gear (9). Bevel gear (9) is
fastened to differential housing (3). There are four
differential bevel pinions (4). Differential bevel pinions
(4) turn freely on spider (2). Each differential bevel
pinion (4) has a double bearing assembly in order to
carry the drive load of the differential bevel pinion.
Differential housing (3) and differential housing
(11) are bolted together in order to hold spider (2).
Differential housing (3) and differential housing (11)
rotate together with bevel gear (9). The housings are
driven by bevel gear (9). The housings are supported
by bearings.
Differential bevel pinions (4) are engaged at a 90
degree angle with two straight side gears (10).
The side gears are connected to the drive axles by
splines.
When the machine is moving in a straight direction
and each drive wheel has the same amount of
traction, both wheels receive the same amount of
load. The same amount of torque is felt on each axle.
This torque holds differential bevel pinions (4) so that
the differential bevel pinions do not turn on spider
(2). This will provide the same effect as if both drive
wheels are fastened to the same drive axle.
When different loads are put on the drive wheels,
differential bevel pinions (4) will turn because
the forces are different on the opposite sides of
the differential. During a turn, the rotation of the
differential bevel pinions will allow a slower rotation of
the inside wheel and a faster rotation of the outside
wheel. The machine is driven with full power in a turn.
Side gears (10) turn against thrust washers (12). The
end thrust of the differential bevel pinions (4) against
the differential case is taken by a double bearing
assembly. The bearing assemblies must be changed
in sets of two.
Thrust pin (7) in the rear housing provides support for
carrier assembly (15). Carrier assembly (15) carries
a high thrust load.
Shims (17) are located under bearing cage (18).
When bearing cage (18) is installed, the shims
determine the end play of bearings (19) for bevel
pinion (16).
Shims (1) affect the tooth contact between bevel gear
(9) and bevel pinion (16). Changing the shims would
also affect the pinion bearing preload. Shims (5) and
retainer (6) affect the backlash of the gears.
43
Adjusting nut (17) and adjusting nut (5) are used to

make an adjustment between bevel pinion (14) and
bevel gear (8). The nuts are also used to make an
adjustment to the bearing preload of bearing (16)
and bearing (6).
The differential receives lubrication from the oil in
the axle housing. The gear pump for the rear axle
provides lubrication oil through the final drive bypass
manifold. As the parts rotate, the oil is thrown around
the inside of the housing. Spiral grooves in thrust
washers (12) allow the lubricant to flow between the
thrust washers and side gears (10).
Note: Correct adjustment of all of the bearings in
the differential is very important. For the correct
adjustment procedures, refer to the Power Train
Testing and Adjusting, Differential and Bevel Gear Adjust and the Power Train Testing and Adjusting,
Differential Pinion Bearing - Adjust.
44
KENR8392-01
i03423308
Final Drive
SMCS Code: 4003; 4050; 4059; 4084
g01776794
Illustration 51
(1)
(2)
(3)
(4)
(5)
Brake
Bearing
Bearing
Hub
Ring gear
(6) Planetary gears

(7) Ring gear
(9) Planetary gears
Each of the two final drives has the same

components. A final drive causes the last speed
reduction in the power train and the last torque
increase in the power train.
Spindle housing (14) is fastened to the axle housing.
Hub (4) is splined to spindle housing (14) and to ring
gear (5). Ring gear (5) is splined to ring gear (7). Ring
gear (7), ring gear (5), hub (4), and spindle housing
(14) are stationary.
The axle shaft is connected to the differential by
spindles in sun gear (12). Sun gear (12) is engaged
with planetary gears (6). Planetary gears (6) are
held in planetary carrier (8). Planetary carrier (8) is
connected to sun gear (11) by splines. Sun gear (11)
is engaged with planetary gears (9). Planetary gears
(9) are held in planetary carrier (10). Planetary carrier
(10) is connected to wheel (13).
(11) Sun gear

(12) Sun gear
(13) Wheel
(14) Spindle housing
Power from the differential turns the axle shaft. The

axle shaft turns sun gear (12). Sun gear (12) turns
planetary gear (6). Because ring gear (5) is held
stationary by hub (4), the planetary gears move
around the inside of ring gear (5). The movement of
the planetary gears causes planetary carrier (8) to
turn. Carrier (8) is turned in the same direction as
sun gear (12), but at a slower speed. Carrier (8) turns
sun gear (11). Sun gear (11) turns planetary gear (9).
Because ring gear (7) is held stationary by ring gear
(5), the planetary gears move around the inside of
ring gear (7). The movement of the planetary gears
causes planetary carrier (10) to turn. Carrier (10) is
turned in the same direction as sun gear (11), but at
a slower speed. Carrier (10) drives wheel (13).
The final drives receive lubrication by the rotation
of the gears in the oil. The differential and the final
drives use the same lubricant.
KENR8392-01
45
Index Section
Index
D
Differential and Bevel Gear ................................... 42
Rear Axle and Final Drive System......................... 37
Electronic Control Module (Power Train)............... 6

System Operation .............................................. 7
F
Screen (Torque Converter) ....................................

Speed Sensor (Transmission) ...............................
Speedometer/Tachometer Module (Transmission
Gear Indicator).....................................................
Systems Operation Section ...................................
Final Drive ............................................................. 44

Flow Control and Relief Valve (Rear Axle Oil)....... 40
G
Gear Pump (Rear Axle Oil).................................... 38
Gear Pump (Torque Converter and
Transmission) ...................................................... 16
General Information............................................... 4
I
Important Safety Information ................................. 2
L
Lubrication Relief Valve (Transmission) ................ 27
M
Magnetic Screen (Transmission) ........................... 18
Modulating Valve (Torque Converter Lockup
Clutch) ................................................................. 15
Modulating Valve (Transmission Hydraulic
Control) ................................................................ 14
O
Oil Cooler (Torque Converter and Transmission) ..
Oil Filter (Rear Axle Lubrication) ...........................
Oil Filter (Torque Converter) ..................................
Oil Filter (Transmission Charging) .........................
20
39
18
19
P
Position Sensor (Dump Body) ............................... 12
Position Sensor (Hoist Control) ............................. 11
Pump Drive............................................................ 35
Table of Contents...................................................
Temperature Sensor (Rear Axle Oil) .....................
Torque Converter...................................................
Direct Drive ........................................................
Torque Converter Drive......................................
Torque Converter Inlet and Outlet Relief Valves....
Torque Converter Sump ........................................
Transfer Gears ......................................................
Transmission Control.............................................
Transmission Hydraulic Control.............................
Transmission Planetary .........................................
Lubrication of the Transmission .........................
Power Flow in FIFTH Speed..............................
Power Flow in FIRST Speed..............................
Power Flow in FOURTH Speed .........................
Power Flow in NEUTRAL-1 ...............................
Power Flow in NEUTRAL-2 ...............................
Power Flow in REVERSE ..................................
Power Flow in SIXTH Speed .............................
19
12
11
4
3
40
21
24
22
20
16
25
10
26
28
34
33
31
32
30
30
33
33
46
Index Section
KENR8392-01
KENR8392-01
47
Index Section
2010 Caterpillar
All Rights Reserved
Cat, Caterpillar, their respective logos, Caterpillar Yellow and the Power edge
trade dress, as well as corporate and product identity used herein, are trademarks
of Caterpillar and may not be used without permission.
Printed in U.S.A.

793f Systems Operations

Enviado por

Dados do documento

Direitos autorais

Formatos disponíveis

Compartilhar este documento

Compartilhar ou incorporar documento

Opções de compartilhamento

Você considera este documento útil?

Este conteúdo é inapropriado?

Direitos autorais:

Formatos disponíveis

793f Systems Operations

Enviado por

Direitos autorais:

Formatos disponíveis

KENR8392-01

Important Safety Information

The meaning of this safety alert symbol is as follows:

When replacement parts are required for this

Systems Operation Section

Basic diagram for the power train systems

The power train is made up of four basic systems.

Power Train Electronic Control Module

The four basic systems have a hydraulic connection,

The chassis electronic control module (chassis ECM)

Electronic Control Module

The Power Train Electronic Control Module (Power

The Power Train ECM receives current through a

The Cat Data Link is used to share information with

Operation of the Torque Converter For

The Brake ECM controls the following items:

Traction Control System (TCS)

Top gear limit

Neutral (Torque Converter Drive)

First (Torque Converter Drive or Direct

FIRST gear is torque converter drive at lower ground

Second through Sixth (Direct Drive)

Fourth (Direct Drive)

The Power Train ECM determines that FOURTH gear

The Transmission ECM sends a calibrated current

The Transmission ECM sends a calibrated current

During an upshift from NEUTRAL to REVERSE

During a downshift from REVERSE to NEUTRAL

An upshift from FIRST to SECOND is a typical

A downshift from SECOND to FIRST is a typical

Typical Automatic Downshift (FOURTH to THIRD)

Transmission control lever

Transmission control lever (1) and hoist control lever

Transmission control lever

Placement of transmission control lever (1) in the

Placement of transmission shift lever (1) in the

Position Sensor (Hoist Control)

Position sensor (6) provides the Chassis Electronic

Location of the hoist control position sensor

The position sensor for the hoist control is located

Location of the transmission gear indicator

Regardless of the position of the transmission

Note: If the machine is in REVERSE and the hoist

Position Sensor (Dump Body)

The signal from dump body position sensor (2) is also

Speed Sensor (Transmission)

SMCS Code: 3175

Dump body position sensor (2) is located on the left

(1) Location of the transmission speed sensors

After rod (1) has been adjusted, the Power Train

The engine is running for one minute with no

The hoist control is in the FLOAT position.

The duty cycle output must be less than 20 percent.

There are two speed sensors (1) for the transmission.

(3) Number 3 clutch modulating valve

The transmission clutch solenoid modulating valves

(5) Number 5 clutch modulating valve

The modulating valves are outputs of the Chassis

Modulating Valve (Torque

The Chassis (ECM) will activate the modulating

(1) Modulating valve (torque converter lockup clutch)

The modulating valve for the torque converter lockup

Torque Converter Sump

Gear Pump (Torque Converter