Twin Disc Service Manual

TWIN DISC
INCORPORATED
INCORPORATED
Ser vice
Manual Power Shift
Transmission
Components:
TD-61-1180 Transmission
8-MLW-1755-1 Torque Converter
ETA28L Electronic Control
Document Number: 1019864

Document Number
1019864
April, 2000
Power Shift Transmission

System Service Manual
TWIN DISC, INCORPORATED
EXCLUSIVE LIMITED WARRANTY
TD61-1179 / TD61-1180 TRANSMISSION SYSTEM FOR
AIRPORT RESCUE FIRE FIGHTING VEHICLES
A. Twin Disc, Incorporated warrants all assembled products and parts, (except component products or parts on which written warranties
issued by the respective manufacturers thereof are furnished to the original customer, as to which Twin Disc, Incorporated makes no
warranty and assumes no liability) against defective materials or workmanship for a period of thirty (30) months from the date of original
shipment by Twin Disc, Incorporated to the original customer, but not to exceed twenty-four (24) months of service, whichever occurs first. This
is the only warranty made by Twin Disc, Incorporated and is in lieu of any and all other warranties, express or
implied, including the warranties of merchantability or fitness for a particular purpose and no other warranties
are implied or intended to be given by Twin Disc, Incorporated.
The original customer does not rely upon any tests or inspections by Twin Disc, Incorporated or on Twin Disc, Incorporated's
application engineering.
B. The exclusive remedy provided by Twin Disc, Incorporated whether arising out of warranty within the applicable
warranty period as specified, or otherwise (including tort liability), shall at the sole option of Twin Disc,
Incorporated be either the repair or replacement of any Twin Disc, Incorporated part or product found by Twin
Disc, Incorporated to be defective and the labor to perform that work and to remove and reinstall (or equivalent
credit). In this context, labor is defined as the flat rate labor hours established by Twin Disc, Incorporated in the
published Twin Disc Flat Rate Schedule, required to remove, disassemble, inspect, repair, reassemble, reinstall
and test the Twin Disc, Incorporated product only. Under no circumstances, including a failure of the exclusive
remedy, shall Twin Disc, Incorporated be liable for economic loss, consequential, Incidental or punitive damages.
The above warranty and remedy are subject to the following terms and conditions:
1. Complete parts or products upon request must be returned transportation prepaid and also the claims submitted to Twin Disc,
Incorporated within sixty (60) days after completion of the in warranty repair.
2. The warranty is void if, in the opinion of Twin Disc, Incorporated, the failure of the part or product resulted from abuse, neglect,
improper maintenance or accident.
3. The warranty is void if any modifications are made to any product or part without the prior written consent of Twin Disc,
Incorporated.
4. The warranty is void unless the product or part is properly transported, stored and cared for from the date of shipment to the
date placed in service.
5. The warranty is void unless the product or part is properly installed and maintained within the rated capacity of the product or
part with installations properly engineered and in accordance with the practices, methods and instructions approved or provided
by Twin Disc, Incorporated.
6. The warranty is void unless all required replacement parts or products are of Twin Disc origin or equal, and otherwise identical
with components of the original equipment. Replacement parts or products not of Twin Disc origin are not warranted by Twin
Disc, Incorporated.
C. As consideration for this warranty, the original customer and subsequent purchaser agree to indemnify and hold Twin Disc,
Incorporated harmless from and against all and any loss, liability, damages or expenses for injury to persons or property, including
without limitation, the original customer's and subsequent purchaser's employees and property, due to their acts or omissions or the
acts or omissions of their agents, and employees in the installation, transportation, maintenance, use and operation of said equipment.
D. Only a Twin Disc, Incorporated authorized factory representative shall have authority to assume any cost or expense in the service,
repair or replacement of any part or product within the warranty period, except when such cost or expense is authorized in advance
in writing by Twin Disc, Incorporated.
E. Twin Disc, Incorporated reserves the right to improve the product through changes in design or materials without being obligated to
incorporate such changes in products of prior manufacture. The original customer and subsequent purchasers will not use any such
changes as evidence of insufficiency or inadequacy of prior designs or materials.
F. If failure occurs within the warranty period, and constitutes a breach of warranty, repair or replacement parts will be furnished on a
no-charge basis and these parts will be covered by the remainder of the unexpired warranty which remains in effect on the complete
unit.
February 23, 2000 TDWP4013

TWIN DISC, INCORPORATED
FLAT RATE HOURS ALLOWANCE
(Hourly Labor Rates Must be Acceptable to Twin Disc, Incorporated)
TD61-1179 / TD61-1180 TRANSMISSION SYSTEM FOR

AIRPORT RESCUE FIRE FIGHTING VEHICLE POWER TRAIN INSTALLATION
Transmission , Torque Converter and Electronic Control

Hour
Allowed
A. Removal and Reinstallation or Reset Labor from Vehicle
1. Units, Torque Converter-20 Hrs., Transmission-12 Hrs., Test-4 Hrs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Includes R&R of both units or either unit, all necessary parts and equipment.
Drain and refill, clean and flush hoses and coolers, disconnect and connect
hydraulic lines, linkages, and drivelines and test.
2. External Assemblies
Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Modulating Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.5
Regulator Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Magnetic Pickup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.5
Electronic Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.5
Wiring Harness (checking) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
PTO Clutch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Lip Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
B. Repair Labor on Units

TRANSMISSION
1. Unit Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
(Includes pre-clean, disassemble, clean, inspect, assemble and test.)
2. Valve Assembly
(Disassemble, clean, inspect, assemble and test)
Modulating Valve (replace - do not open or repair) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0

Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.5
TORQUE CONVERTER
1. Unit Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
(Includes pre-clean, disassemble, clean, inspect, assemble and test.)
2. Valve Assembly
Modulating Valve (replace - do not open or repair) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
3. PTO Clutch Assembly with Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

(Disassemble, clean, inspect, assemble and test.)
February 23, 2000 TDWP4013

Twin Disc, Incorporated Table of Contents
Table of Contents
Introduction ............................................................9
General Information ............................................................................. 9
Replacement Parts ............................................................................... 9
Preventative Maintenance/Troubleshooting .................................... 10
Safety ................................................................................................... 11
Sources of Service Information ........................................................ 12
Warranty .............................................................................................. 12
Description and Specifications...........................13

General ................................................................................................ 13
Description .......................................................................................... 14
Sump .................................................................................................... 14
Pump .................................................................................................... 14
Regulator Valve Assembly ................................................................ 15
Range Selector Valve ......................................................................... 15
Clutch Applied Power Take Off ......................................................... 15
Special Features ................................................................................. 16
Specifications ..................................................................................... 16
Operation ..............................................................19
Basic System Description ................................................................. 19
Component Operation Summary ...................................................... 25
ETA 28-L Electronic Control Functions ............................................ 29
D.C. Power Supply .............................................................................. 32
ETA 28-L Electronic Control System Components ......................... 33
Hydraulic System ............................................................................... 38
Power Flow .......................................................................................... 40
Action of the Differential .................................................................... 42
System Operation ............................................................................... 43
Vehicle Operating Modes ................................................................... 43
Operational Problems ........................................................................ 48
Power Shift Transmission System Service Manual 7
Table of Contents Twin Disc, Incorporated
Preventative Maintenance ...................................49

General ................................................................................................ 49
Hydraulic System ............................................................................... 49
Periodic Visual Inspection ................................................................. 52
Hydraulic System Pressure Checks ................................................. 54
Troubleshooting ...................................................55
General ................................................................................................ 55
Pressure and Flow Test Kit ............................................................... 55
Troubleshooting Discussion ............................................................. 56
Diagnostic Test ................................................................................... 99
Engineering Drawings .......................................123
8 Power Shift Transmission System Service Manual

Twin Disc, Incorporated Introduction
Introduction
General Information
This publication provides the information necessary for the operation and
maintenance of the Twin Disc, Incorporated equipment specified on the cover
of this manual. Specific engineering details and performance characteristics
can be obtained from the Product Service Department of Twin Disc,
Incorporated, Racine, Wisconsin, USA.
Operation and maintenance personnel responsible for this equipment should

have this manual at their disposal and be familiar with its contents. Applying
the information in the manual will result in consistent performance from the
unit and help reduce downtime.
Special Tools
Engineering drawings are included for the fabrication of special tools that
should be used during disassembly and assembly of a unit. Repair of this
equipment should not be attempted without special tools. Twin Disc does
not manufacture these tools for general use.
Replacement Parts
Parts Lists
Engineering assembly drawings and bill of materials are provided in

appropriate sections of this manual to facilitate ordering spare or replacement
parts.

Introduction Twin Disc, Incorporated
Ordering Parts
All replacement parts or products (including hoses and fittings) must

be of Twin Disc origin or equal, and otherwise identical with components
of the original equipment. Use of any other parts or products will void
the warranty and may result in malfunction or accident, causing injury
to personnel and /or serious damage to the equipment.
Renewal parts and service parts kits may be obtained from any authorized
Twin Disc distributor or service dealer.
Parts Shipment
Furnish the complete shipping information and postal address. All parts
shipments made from the factory will be FOB factory location, USA. State
specifically whether the parts are to be shipped by freight, express, etc. If
shipping instructions are not specified, the equipment will be shipped the
best way, considering time and expense. Twin Disc, Incorporated will not
be responsible for any charges incurred by this procedure.
Twin Disc, Incorporated having stipulated the bill of material number on the
unit’s nameplate absolves itself of any responsibility resulting from any
external, internal or installation changes made in the field without the express
written approval of Twin Disc. All returned parts, new or old, emanating
from any of the above-stated changes will not be accepted for credit.
Furthermore, any equipment which has been subjected to such changes will
not be covered by a Twin Disc warranty.
Preventative Maintenance/Troubleshooting
Frequent reference to the information provided in this manual regarding daily

operation and limitations of this equipment will assist in obtaining trouble-
free operation. Schedules are provided for the recommended maintenance
of the equipment and, if observed, minimum repairs (aside from normal wear)
will result.
In the event a malfunction does occur, a troubleshooting table is provided to

help identify the problem area and lists information that will help determine
the extent of the repairs necessary to get a unit back into operation.

Twin Disc, Incorporated Introduction
Lifting Bolt Holes
Most Twin Disc products have provisions for attaching lifting bolts. The
holes provided are always of adequate size and number to safely lift the
Twin Disc product.
These lifting points must not be used to lift the complete power unit.
Lifting excessive loads at these points could cause failure at the lift
point (or points) and result in damage or personal injury.
Select lifting eyebolts to obtain maximum thread engagement with bolt

shoulder tight against housing. Bolts should be near but should not
contact bottom of bolt hole.
Safety
General
Safe practices must be employed by all personnel operating and servicing

this unit. Twin Disc, Incorporated will not be responsible for personal injury
resulting from careless use of hand tools, lifting equipment, power tools, or
unaccepted maintenance/operating practices.
Important Safety Notice
Because of the possible danger to person(s) or property from accidents which

may result from the use of manufactured products, it is important that correct
procedures be followed. Products must be used in accordance with the
engineering information specified. Proper installation, maintenance, and
operation procedures must be observed. Inspection should be made as
necessary to assure safe operations under prevailing conditions. Proper
guards and other suitable safety codes should be provided. These devices
are neither provided by Twin Disc, Incorporated nor are they the responsibility
of Twin Disc, Incorporated.

Introduction Twin Disc, Incorporated
Sources of Service Information
Each series of manuals issued by Twin Disc, Incorporated is current at the

time of printing. When required, changes are made to reflect advancing
technology and improvements in state-of-the-art.
Individual product service bulletins are issued to provide the field with
immediate notice of new service information.
For the latest service information on Twin Disc products, contact any Twin
Disc distributor, or contact the Product Service Department, Twin Disc,
Incorporated, Racine, Wisconsin 53405-3698, USA by e-mail at
service@twindisc.com.
Warranty
Equipment for which this manual was written has a limited warranty. For
details of the warranty, refer to the warranty statement at the front of this
manual.

Twin Disc, Incorporated Description and Specifications
Description and Specifications
General
(Reference - Twin Disc Application # AN4010)
The Twin Disc TD-61-1180 transmission is a hydraulically actuated power

shift transmission, providing six speeds forward and one reverse. Used with
this transmission is a Twin Disc torque converter model 8-MLW-1755-1.
The transmission and torque converter are electronically controlled by a
Twin Disc model ETA-28L control.
Model Identity Numbers and Letters
TD-61-1180, BOM 67328

T = Transmission
D = Drop box, output at different level than input
6 = Six speeds forward
1 = One speed reverse
11 = Transmission model series
80 = Basic model number (Assigned in consecutive sequence to identify
specific modifications or gear ratios)
8-MLW-1755-1, BOM 67290

8 = type 8 Twin Disc torque converter
M = modulated input clutch
L = with lockup clutch
W = with stator freewheel
175 = 17.5-inch converter circuit size
5 = specific model for application
1 = housing size to match SAE flywheel
ETA-28L Electronic control BOM 40781

E = electronic
T = transmission
A = automatic
28L = model variation

Description and Specifications Twin Disc, Incorporated
Description
The input section of the transmission consists of two geared-together clutch

shafts. Each shaft contains two 7-inch clutch packs of the orifice type. When
the clutch is engaged, output is from gear and drive rings on the clutch
shafts to and through gears on the compound shaft, and then to gears on
the 9-inch clutch shaft. This shaft contains two 9-inch clutch packs equipped
with individual feedback dump valves. The front 9-inch clutch is an LD type
clutch and the rear is an S type clutch. A spline-connected output gear on
the 9-inch clutch shaft is meshed with the input gear on the inter-axle
differential. The differential includes two independent output shafts connected
through the inter-axle differential. The differential has a clutch that when
applied, locks up the differential providing a solid drive through the differential
to the outputs.
The hydraulic torque converter is a single stage Type 8 design with a

modulated input clutch, integral lockup clutch, and stator freewheel. The
converter includes power take off mounting ports for the mounting of hydraulic
pumps. The lookup clutch and modulated input clutches are hydraulically
controlled in conjunction with the electronic control unit.
Sump
The bottom of the transmission housing serves as the sump for all oil used
in the transmission/ torque converter system. A suction strainer is installed
in the sump to prevent debris from being drawn into the pump inlet.
Pump
The system pump located on the rear of the torque converter is a positive
displacement gear-type and is driven directly by the engine. The pump inlet
draws oil through a suction strainer. Outlet from the pump is directed through
a filter and regulator valve and supplies pressure for clutch apply, torque
converter and lube. The pump runs at 1.28 times faster than engine speed.
A scavenge pump is attached to the back of the main system pump on the
converter. The scavenge pump draws oil from the bottom of the engine
flywheel and converter housings and returns the oil to the transmission sump.

Regulator Valve Assembly
Pressure regulating valves for controlling main and lube oil pressures are
contained in the regulator valve assembly on the transmission. Converter
pressure is controlled by a pressure regulator at the converter outlet and the
transmission lube regulator. The regulator valve on the transmission also
includes a cold oil relief for protection of the converter.
Range Selector Valve
Seven identical proportional valves, mounted on the rear of the transmission

housing, control the application of the transmission clutches. Five of these
valves are actuated by on-off electric signals, and are located in pairs in a
valve body on the end of each of the top two shafts, and one on the right rear
of the transmission housing. These are identified as 1, 2, 3, 4, and D. The
valve identified as D controls the clutch in the transmission differential. Two
valves are controlled by electronically modulated signals. This pair of valves
is located at the end of the lower clutch shaft and is labeled and referred to
as numbers 5 and 6. These solenoid numbers are referenced in the electronic
control system drawing to aid technicians in troubleshooting the system.
The lockup and modulated input clutches in the torque converter are controlled
by proportional valves that are mounted on the torque converter, and are
actuated by proportional electrical signals. A solenoid of a different type is
used to control the torque converter mounted PTO.
The control system, with associated solenoids, is powered by 12 volts dc.
Clutch Applied Power Take Off
Mounted on the torque converter is a hydraulically actuated power takeoff

unit which is driven by the engine. When the hydraulic clutch is disengaged
the PTO output does not turn and is held stationary with a single disc brake.
When the engaging solenoid is activated the hydraulic clutch engages and
drives the PTO output. The PTO output is driven at engine speed x 1.28. A
12 volt dc solenoid is used to engage the clutch.

Special Features
Clutches
Hardened steel plates and organic fiber friction plates are used on all clutches.
The 7-inch clutches are of the orifice type clutch. The rear 9-inch clutch is of
the S dump valve configuration. The front 9-inch clutch is of the LD dump
valve configuration. The clutches are hydraulically actuated, spring-released,
and oil cooled.
Bearings
The 7-inch clutch shafts are supported with tapered roller bearings. The end
play of the 9-inch clutch shaft is controlled by a double tapered roller bearing
set, and the other end of the shaft is supported by a straight roller bearing.
The output shafts and differential are supported with tapered roller bearings
and ball bearings. The output end gear and ring assemblies on the clutches
are supported with caged needle bearings, and located with needle thrust
bearings. The input end gear and ring assemblies are supported and located
by, and include, a matched set of double tapered roller bearing assemblies.
Specifications
Normal Temperature Range:

180-220 degrees F (82-104 degrees C)
Low Speed Pressures:

Run at 715 rpm
Main Pressure (X):

185 psi (1276 kPa) minimum at regulator.
Clutch Apply Pressure (CL):
180 psi (1241 kPa) minimum at end caps and within 5 psi (34 kPa) of each
other.
Transmission Lube Pressure:

5-15 psi (34-103 kPa) at lube regulator (G).
2 psi (14 kPa) minimum at shaft end caps(G,1-2), (G,3-4), (G,5-6).
2-8 psi (14-55 kPa) at differential clutch when disengaged.

Converter outlet pressure (W):

50 to 70 psi (345-483 kPa)
High Speed Pressures:

Run at 2150 rpm
Main Pressure (X):

228-235 psi (1572-1620 kPa) at main regulator.
Clutch Apply Pressure (CL):

Within 12 psi (83 kPa) of main at end caps.
Transmission Lube Pressures:

35-50 psi (241-345 kPa) at lube regulator (G).
15-35 psi (103-241 kPa) at 7-inch clutch shaft end caps (G,1-2)& (G,3-4).
15-35 psi (103-241 kPa) at 9-inch clutch shaft end cap (G,5-6).
15-35 psi (103-241 kPa) at differential clutch when disengaged.
Converter outlet pressure (W):

70 to 90 psi (483-621 kPa)
Differential Clutch Pressure:

Within 12 psi (83 kPa) of main pressure when engaged.
Engine speeds (approximate)

(Freightliner 6 X 6 ARFF vehicle with Detroit Diesel Series 60, 600 hp @
2300 rpm)
Full load 2300 rpm

No load 2425 rpm
Converter stall speed 2083 rpm
ETA-28L CONTROL
Furnished with the transmission is the ETA-28L electronic control. The control
provides automatic shifting for the transmission/converter system and is
necessary to coordinate the function of the vehicle, torque converter and
transmission in a truck application. The control operates on 12 volts dc
provided by the vehicle battery.


Twin Disc, Incorporated Operation
Operation
This section covers operation of the transmission, torque converter, and the
associated hydraulic and electronic control system and their relationship to
the engine and vehicle. The following paragraph (prior to start-up) provides
information the vehicle operator needs to know to inspect the transmission
and start the engine.
After each use
1. Visually inspect the transmission, converter and drive line for security
of mounting. Inspect plumbing and electrical components for security
of attachment and/or leaks. Leakage must be corrected.
2. Oil level procedure: It is best to check the oil level after the truck has
been setting with the engine not running for at least 4 hours. The
truck should be parked on a level surface.
a. With the engine not running, both oil level sight glasses should
show full. Add oil if both glasses do not show full.
b. Set the vehicle brakes and start the engine. With the engine
at low idle, the transmission in neutral, and with cold oil (10 to
35 deg C) the oil level should be at the middle of the lower
sight glass.
c. Apply the foot brakes, shift to D6 and run the engine at 1500
RPM until the transmission oil reaches 100 deg C. Lower the
engine to low idle and shift to N. The oil level should show full
in the bottom sight glass and 1/2 to full in the upper sight glass.
Basic System Description
This section describes the function and relationship of the following major
components in your power transmission system.
! Electronic control system (ETA-28L)
! Engine mounted torque converter (8MLW-1755-1)
! Converter mounted power take off (PTO)
! Remote mounted transmission (TD61-1180)

Operation
20
SPEEDOMETER
LIQUID CRYSTAL
50
MISCELANIOUS DISPLAY 40 60 RANGE
70
SWITCH INPUTS 30 SELECTOR
20 80
10 90
POWER
SOURCE
MODE CHANGING
DIFFERENTIAL LOCK
ENGINE BR AKE
PTO
ACCELERATOR
PEDAL POSITION
POTENTIOMETER
HYDRAULIC
SYSTEM FILTER
DIFF. PRESS.
SWITCH
CONVERTER LOCKUP
ENGINE AND MODULATED TEMPERATURE
LOAD ENGINE CLUTCH VALVE COILS SENSOR
Power Shift Transmission System Service Manual
SIGNAL CONTROLLER
TRANSMISSION
PTO
RANGE CLUTCH
SOLENOID
TRANSMISSION VALVE COILS
INPUT AND
OUTPUT SPEED
SENSORS
ENGINE
Twin Disc, Incorporated

DIFFERENTIAL
LOCK SOLENOIDS
TRANSMISSION
TORQUE CONVERTER
WITH PTO, LOCK UP CLUTCH
AND MODULATING CLUTCH
Figure 1. Control System Diagram

Figure 2. Hydraulic Torque Converter
Operation Twin Disc, Incorporated
NOTE: Pressure test ports are SAE 7/16 - 20UNF - 2B.
Figure 3. Power Shift Transmission Engine Side

Figure 4. Power Shift Transmission Side View

NOTE: Pressure test ports are SAE 7/16 - 20UNF - 2B
PORT 1
PORT 2
G
G
MAGNETIC PICK-UP
(40 TEETH)
PORT 3
36T PER INPUT
REVOLUTION
X
X
MAIN PRESSURE CHECK
(3) PORTS MARKED "X"
PORT 4
PORT 6
X
DIFFERENTIAL
CONTROL VALVE
MAGNETIC PICK-UP
OUTPUT SPEED 53 TEETH
(OPTIONAL LOCATION)
MAGNETIC PICK-UP
PORT 5
OUTPUT SPEED 60 TEETH
G
LUBE PRESSURE CHECK
3 PORTS MARKED "G"
Figure 5. Power Shift Transmission Side Opposite Input

Component Operation Summary
Torque Converter
The torque converter is direct mounted to the engine flywheel housing, and
its input member rotates with the flywheel. The transmission system oil
pumps are geared to the input member, providing oil flow for transmission
system operation. Two pumps are mounted in tandem. One provides oil
flow for the operation of the transmission system, and the other one pumps
normal torque converter drainage back to the transmission oil sump
(scavenge pump).
There are two internal clutches in the torque converter. One is a modulated
input clutch that connects the flywheel driven member to the fluid circuit
impeller. The other is the lockup clutch that connects the fluid circuit impeller
to the fluid turbine or converter output shaft. Both of these clutches are
controlled by the electronic controller, based on conditions. There are
pressure testing ports located on the torque converter that can be used in
trouble shooting certain problems. See Figure 2 in Operation.
Power Take Off (PTO)
The power take off is mounted on the torque converter, and is used to connect
the engine flywheel power to operate a remotely mounted pump for the
vehicle.
Remote Mounted Transmission
The remote mounted transmission contains several clutches that are engaged
in combinations that determine the gear ratio that is used to drive the vehicle.
The input shaft is directly connected to the torque converter output shaft.
The transmission output shaft is directly connected to the axles of the vehicle.
Electric valves are mounted on the transmission that are energized in the
proper combination to engage the appropriate clutches. The transmission
housing is the oil sump for the transmission system. There are several oil
pressure test ports located on the transmission for use in troubleshooting
certain problems. See Figure 3, 4, and 5 in Operation.

Electronic Control System
The electronic control system coordinates functions of the vehicle, torque

converter, and transmission. Various external components are used to provide
inputs for the control as well as outputs for operation of the transmission/
converter system. Different operating characteristics are obtained through
the positioning of various input switches to the control system.
See Figure 1 in Operation.
The electronic control system consists of the following components:
Cables
The cables connect the components of the electronic control system to each
other, and also to the sensors, valves, and switches that are located on the
various components in the power transmission system.
Manual Override Switch

The manual override switch (two position) is used if normal automatic
operation is not possible because of certain control problems. It allows for
limited operation of the vehicle for emergency or come home operation.
Never actuate the manual override, except when in neutral with the
vehicle stopped, and the engine speed at idle. The use of this switch
allows vehicle power in 3rd range, neutral, or reverse.
Rotary Switch
The rotary switch (three position) allows selection of the drive mode, pump
and roll mode, or stationary mode. The stationary mode position is used to
engage the PTO, if needed, during the emergency or come home operation
and is used in conjunction with the manual override switch.
Transmission Range Selector

The transmission range selector is used to select the direction and maximum
gear obtainable during automatic operation. There is also a neutral start
switch and reverse alarm switch within the assembly.

Display Unit
The display unit provides information to the operator about what range the
transmission is in, and is also used while troubleshooting system problems.
This also displays status codes that may be generated by the control box
sensing abnormal conditions in the transmission system.
Control Box
The control box contains the computer and eprom that has been programmed
with the desired vehicle function parameters. The control box relies on
information provided by several input devices, and provides signals to several
outputs that result in the vehicle performing in the desired manner. The
inputs are:
! Range selector
! Transmission input speed sensor
! Transmission output speed sensor
! Throttle pedal position switch
! Engine torque signal
! Transmission oil temperature sensor
! Transmission filter differential pressure switch
! Stationary PTO switch
! Transmission differential lock switch
! Dedicated, fused (10 amp), +12 volt battery power (through a

switched relay)
! Dedicated ground connection to the battery negative
! Test mode connector
! Operating mode switch

Based on the signals obtained from these inputs, the control box sends
signals out to various devices that cause the vehicle operation. The outputs
are:
! Electrical current to the proportional solenoids used to engage

the proper clutches to provide the transmission range
desired
NOTE: Four of these are used as on/off

solenoids, and two are used as proportional
solenoids.
! Electrical current to the solenoid used to apply the transmission

differential clutch as needed
! Electrical current to the proportional solenoid used to apply

the modulated clutch as needed
! Electrical current to the proportional solenoid used to apply

the converter lookup clutch as needed
! Electrical current to energize the PTO solenoid as desired
! Signals to the display unit, indicating the transmission range

and direction
! Signal to engine conversion relay
! Pulsed signal proportional to output speed to drive a

speedometer

ETA 28-L Electronic Control Functions
The following is a description of system functions as various range selections

are made. Designations shown correspond to range selections available at
the range selector lever.
R--REVERSE Selected
Differential lock is allowed. Torque converter lockup clutch engagement is

controlled by software in the electronic controller. Reverse alarm circuit
activated by closure of reverse alarm switch (switch #6).
N--NEUTRAL Selected
Torque converter lockup clutch and transmission range clutches are

disengaged. Selector lever must be in N to enable engine start and during
power up of the electronic control system.
D6
Automatic range shifts from 2nd to 6th are permitted based on output shaft
speed and throttle position. Torque converter lockup clutch is automatically
applied in ranges 2nd through 6th based on turbine speed. When the
differential lock is selected, automatic shifts and torque converter lockup
include 1st range. The differential lock is available in range 1, 2, 3, and 4. D6
is used to select 3rd range when operating in manual override mode.
D5
Automatic range shifts and torque converter lockup clutch application are
allowed in 2nd through 5th ranges based on same criteria as in D6.
Differential lock is available in 1st through 4th ranges. When the differential
lock is selected, automatic shifts and torque converter lockup includes 1st
range.

D4
Automatic range changes and torque converter lockup clutch application

are allowed in 2nd through 4th ranges based on same criteria as in D6.
Differential lock is available in 1st through 4th ranges. When the differential
range.
D3
Automatic range changes and torque converter lockup clutch application

are allowed in 2nd and 3rd ranges based on same criteria as in D6.
Differential lock is available in 1st through 3rd ranges. When the differential
range.
D2
Transmission is held in 2nd range. Torque converter lockup is available based

on turbine speed. Differential lock is available in 1st and 2nd ranges. When
differential lock is selected, automatic shifts and torque converter lockup
includes 1st range.
D1
First range only is allowed. Lockup is available with engine brake selected.
Differential lock is available.
Differential Lock Switch
The differential lock switch is a normally open switch that when closed signals
the control to engage the inter-axle differential clutch. The differential clutch
is controlled by an on/off solenoid and will not be engaged if the differential
lock switch is open (not selected).

Differential Clutch
The function of the differential clutch is to lock the front and rear transmission
output shafts together to assure equal delivery of power to front and rear
axles of the vehicle. The differential clutch may be engaged in all ranges
except 5th and 6th. In neutral, reverse, 1st, 2nd or 3rd, the differential clutch
will be engaged when the differential lock switch is turned on.
In 4th range with the differential lock switch selected, operation of the
differential clutch is automatic. In this situation the differential clutch will be
engaged if slip exceeding 12% is detected. Slip is monitored continuously
when the clutch is off, and the clutch will remain off until slip exceeding 12%
is detected.
When slip conditions remain above 12% for a period of time, the clutch will
cycle 20 seconds engaged followed by 2 seconds or less disengaged. The
disengaged interval allows the release of any wind-up in the drive train before
speeds are checked for slip. If either the turbine or the transmission speed
sensors should fail, the differential clutch will respond directly to movement
of the differential lock switch, but will be restricted to 3rd range or below.
Pump and Roll Switch
This is used to select the vehicle pump and roll mode, and is available in all
transmission ranges and can be selected at any time by rotating the switch.
Stationary Mode Switch
This should only be engaged when the vehicle is stationary, the range selector
is in N, and the accelerator pedal is at idle.
Stationary PTO Switch
The stationary PTO switch is used to engage and disengage the PTO in the
stationary and manual override modes.

D.C. Power Supply
Input power to the electronic control is supplied by customer wiring and

components. Refer to drawing number 1018316 in Engineering Drawings.
The positive lead should be connected directly to the positive battery post
with no other loads. The circuit protection device must not exceed time/
current characteristics of an ATO type fuse. A relay is used to turn the
control power on and off. The relay is usually connected to the vehicle
switch so power is supplied to the control only when the vehicle switch is in
the on or run position. The system ground is through a single wire connected
directly to the battery negative. There are no other connections to the battery
negative or vehicle chassis . The electronic control is active when applied
voltage is between 9 and 14 volts DC.
NOTE: The 10 amp input power circuit protection device

must not exceed the time/current characteristics of an
ATO type fuse. If the installed device is larger or slower
responding than specified the control could be damaged
and made inoperable.
Interruption Of Power
1. Interruption of power to the electronic control for 100 milliseconds or

more will require resetting the input power to the electronic control
once the input voltage has been restored above the 9 volt DC level.
2. No outputs are enabled unless the selector lever is in N on power up.

This means that after regaining power from some power fault, the
selector lever must be returned to N even if the vehicle is moving.
Movement of the selector out of N will not be acknowledged unless
the selector lever has been in N for more than 0.25 seconds. This is
to ensure that the shift is intentional.
3. When the selector lever is moved out of N after a power

interruption, the control will select and engage a range based on
transmission output speed.
NOTE: If the vehicle is moving, the selector lever should

only be moved to engage a range in the direction the
vehicle is moving. For example, if the vehicle is rolling
forward move the selector lever to a forward position
only. Requesting a direction change following a power
interruption could cause serious damage to the
transmission or drive train.

ETA 28-L Electronic Control System Components
Electronic Control
Monitors and controls system through four wiring harnesses. The control
has no preferred mounting orientation.
Power Relay
(Vehicle manufacturer supplied) Usually connected to the vehicle switch to

supply power to the control only in the on or run position. Power may be
removed from the control during starter engagement (thus the control is turned
off and back on when the engine is started).
Range Selector
Six forward positions, neutral, and reverse are available on the range selector.
Range selector switches are shown in drawing number 1018316 in
Engineering Drawings. The selector position communicates to the control
the operator’s request for a desired operation. The control will respond when
conditions are correct for a change. For example, the vehicle may be moving
forward and the operator may move the selector to request R, but the control
will not engage reverse until the transmission output speed (forward direction)
is low enough so the power train will not be damaged.
The selector must be in N when the starter is engaged (so vehicle does not
lunge forward or reverse unexpectedly when the engine starts). The #7
switch in the selector closes in neutral to supply power to the start switch. If
the selector is not in N, no power is supplied to the start switch, and the
starter will not engage even if the operator turns or presses the start switch.
Note that electrical power is supplied directly to the switch in the selector,
and power goes from the neutral start switch to the start switch. The electrical
power for the start switch only passes through the switch in the selector.
The electronic control is not involved in the neutral start feature.

A neutral disconnect switch, #2 in the selector, is open when the selector is

in N so the electronic control is not able to energize most of the solenoids.
This provides a redundant neutral for safety - control cannot engage
transmission clutches when the selector is in N.
The reverse alarm is activated when the selector is placed in the R position.
Power is supplied to the reverse alarm #6 switch in the selector. When the
selector is in the R position, the switch closes and passes the power on to
activate the reverse alarm. Note that the electronic control is not involved in
operation of the reverse alarm, only the switch in the selector and the wires
connected to it. This switch is also used in manual override operation to
activate reverse range.
Differential Lock Switch
When the differential lock switch is closed it signals the control of the operators
request to turn on the differential lock clutch in the transmission (locks the
front and rear output shafts of the transmission together). The control will
turn the differential clutch solenoid on when conditions are appropriate. If
the control has reverse, 1st, 2nd, or 3rd range engaged, it turns on the
differential clutch solenoid. If the control has 4th range engaged, the
differential will be turned on only if a significant difference exists between
the expected and actual output speed (control knows transmission input
speed and gear ratio) indicating that the front or rear wheels are “spinning”.
The control will not turn the differential solenoid on if it has 5th or 6th range
engaged.
Work Mode Switch
When the work mode switch is selected and other vehicle conditions are
met, the electronic control converts vehicle operation to the work mode.
Diagnostics Test Switch and Connector
Normally closed push button switch used during diagnostic tests and an
integral plug that is used to enter diagnostics test mode.

Speed Sensors
Voltage signal is generated as each tooth of a gear moves past the sensor.
This results in an ac voltage signal with a frequency determined by the
frequency of a tooth passing the sensor. The control knows how many teeth
are on the gear under the sensor and converts the frequency of pulses to
determine gear/shaft RPM. Turbine speed sensor measures torque converter
output speed (equals transmission input speed). The sensor is mounted on
the upper part of the transmission. The output speed sensor measures
output speed of one of the output shafts on the transmission. The control
uses the input and output speed information when determining appropriate
transmission range, engagement of the lockup clutch, etc. Resistance of
the sensors is approximately 1100 ohms. The control does not measure the
voltage of the speed sensor signals, it only uses the frequency of the pulses.
The amplitude (voltage) of the signal is determined by the velocity of the
gear tooth as it passes the sensor and the gap between the gear tooth and
the end of the sensor. The sensor must be close to the gear to generate a
signal that is large enough to reach the control where the frequency is
measured. Measuring the voltage of the speed sensor signal would only be
useful for verifying that the sensor is generating a signal.
The control checks resistance of speed sensor circuits frequently. If value is

found to be out of range, a status code is shown on the display to alert the
operator. This could indicate a fault in a wire to the sensor or in the sensor
itself. The control also knows what range is engaged and the transmission
ratio. It alerts the operator if it does not receive a frequency signal from one
of the sensors when it expects to see one. For example, the control will
show a status code if it sees signal indicating output speed, a range is
engaged, and it sees no signal from the turbine/transmission input speed
sensor.
Accelerator Potentiometer
Potentiometer linked to the accelerator pedal mechanism which provides

the control a voltage signal varying from 0.5 volts dc (at the sensor) at idle
position to 3.6 volts dc (at the sensor) at full throttle position (control will alert
operator with a status code if voltage is out of this range). Throttle position
tells the control if the operator is trying to accelerate (pedal is partially
depressed) or if the throttle pedal is released indicating coasting or
deceleration. Shifts may be made at different points or may be quicker
(harsher) or slower (softer) depending on a variety of inputs the control is
monitoring.

Display
The liquid crystal display (LCD) is usually installed on the vehicle dash. It
indicates the transmission range that the control has engaged. It is also
used to inform the operator if the control has detected a fault in one of the
external circuits, and is used during the diagnostics test to communicate
with the operator.
Solenoid and Electric Modulating Valves
Solenoids (S1, S2, S3, S4, and SD), and electric modulating valves (M5,
M6, ML, MI) are used for controlling high pressure oil being directed to engage
clutches. They are all identical cartridge valves that are capable of being
used as proportional modulating valves. S1, S2, S3, S4, and SD are
controlled with an on/off signal. These pressures are either full on or full off.
M5, M6, ML, MI are controlled with a signal type that can control pressure
full off, full on, or at intermediate levels as needed for proper vehicle shifting
and control.
Resistance of these solenoids ranges approximately between 5 and 11 ohms

depending on temperature.
The electric modulating valves (M5, M6, ML, MI) are used to control the
engagement of a particular clutch. The control is able to turn these valves
on from 0 to 100 percent. The oil flow/pressure supplied to the clutch pack
can be more precisely controlled with these valves. This is especially
important when the control changes transmission ranges - turning some
clutches off and others on.
Solenoid SP is strictly an on/off solenoid, capable of full off or full on only.

The resistance of this solenoid is approximately 10 ohms. The on/off
solenoids are not polarity sensitive - current in either direction will energize
them.
The control knows the appropriate resistance of each of the valves and the
wires to/from the valve and checks the external circuits continuously. If it
detects a value that is out of range, it shows a status code on the display to
alert the operator to check the circuit and the valve. This will alert the operator
if a wire is cut or plug comes unplugged, etc.

Filter Sensor
Detects pressure across the oil filter (inlet pressure vs. outlet pressure).
When pressure reaches a high level (filter starting to plug) the control will
alert operator with a status code.
Output Signal to Speedometer
A pulsed output signal with a frequency equal to output speed sensor

frequency divided by 4 is provided by the control. Based on the 60 teeth on
the output shaft sprocket, the signal provides 15 pulses per output shaft
revolution.
Oil Temperature Sensor
This sensor is located in the transmission clutch oil supply circuit. It is used
to modify shift profiles to compensate for the affects of temperature. The
sensor is a variable resistance element that provides an analog signal to the
control. The sensor excitation is 8.6 volts via a 3K resistor.
Engine Conversion Relay
A set of normally open relay contacts close when the controller is in pump or
stationary mode. The customer supplied engine speed control sets the engine
speed for PTO operation when these contacts are closed. The contacts are
rated for a nominal one amp noninductive load and are isolated from other
controller circuitry.

Hydraulic System
See hydraulic system schematic and piping diagram in the drawing section
of this manual.
The hydraulic system provides oil at correct pressures and flows for operation
and lubrication of the transmission and torque converter. A cascading-type
system is used, wherein the demand for pressure and flow for transmission
functions are supplied in sequence from a single pump. Regulator valves
control and maintain the necessary pressures for each function. As the
demand for pressure and flow are met for one area of the system, oil is
cascaded to meet the demands of the next area. Hydraulic system
components and their functions are as follows:
Transmission Sump
The sump is located in the bottom of the transmission housing and serves
as a reservoir for all oil used in the system. Oil level is checked with two sight
glasses on the side of the transmission. Please refer to Preventative
Maintenance for oil level check and filling procedures. A suction screen
installed in the reservoir prevents debris from being drawn into the pump
inlet. This screen is not serviceable from the outside.
Pump
The pump is a positive displacement gear-type, rated at 32 gpm (121 L/min)

for the front element and 15.6 gpm (59 L/min) for the rear element at 2100
rpm engine speed.
Main Pressure Regulator Valve
The main pressure regulator valve maintains main system pressures for
application of clutches. Please refer to Description and Specifications for
designed pressure limits. Main system pressure, opposed by preset spring
tension on the back side of the regulator piston, causes the valve to open
and cascade excess oil into the torque converter circuit, thereby maintaining
system pressure at the desired value. As main pressure is building up, oil
passes through an orifice into lube to provide for lubrication during start-up.

Cold Oil Relief
A spring and ball located in the main regulator valve sense pressure at the
outlet port. Excessive pressure causes the ball to open and bypass oil to the
lube circuit which protects the converter.
Converter Regulator Valve
The torque converter circuit oil pressure is regulated by the converter regulator
valve that is located in the converter housing of the torque converter. This
regulates the converter circuit outlet pressure to the desired level, and the
oil is then discharged through the oil cooler and into the lube oil circuit of the
transmission.
Lube Regulator Valve
The lube regulator valve maintains lube system pressure at the desired level.
Please refer to Description and Specifications for pressure limits. Lube is
provided for lubrication of bearings and splines, and for lubricating and cooling
clutches. The maximum lube pressure is limited by cascading the excess oil
to the transmission sump.
Transmission Range Actuating Valves
Two proportional cartridge valves are housed in each of three valve bodies
that are also the clutch shaft end caps or collectors. When a range is selected,
the valve solenoids for that range are energized, permitting regulated main
pressure to apply the desired clutch packs. When another range is selected,
the solenoids for the new range are energized, and the solenoids for the
previous range are de-energized, allowing the passage of clutch apply oil to
the sump, thus releasing the clutch. Two of these valves are supplied with
signals that are capable of controlling the pressures at intermediate levels to
aid in shift profiles, and four are used as on/off solenoids.
Converter Lockup Clutch and Modulated Input Clutch Valve
Two proportional cartridge valves are mounted in the converter regulator

valve body to supply pressure to the lockup clutch and to the converter input
clutch. Main pressure is supplied to this valve from the main pressure
regulator on the transmission.

Differential Clutch Apply Valve
A proportional cartridge valve is located on the front of the transmission

housing, and is used by the control system to apply the differential clutch
when the operator has selected this option, and the control senses the proper
conditions.
PTO Actuation Valve
An on/off solenoid is located on the PTO clutch rate of rise valve located on
the PTO at the right rear of the torque converter. This solenoid supplies oil
to the pilot spool and rate of rise portion of the valve, resulting in a controlled
pressure rise to the clutch. The PTO solenoid is energized by the control
system or the operator, depending on the conditions that exist.
Power Flow
The torque converter driving ring bolts directly onto the engine flywheel.
The internal teeth of the driving ring mesh with the gear teeth on the rotating
housing. The rotating housing provides input power to the input clutch. The
output of this clutch is connected to the impeller wheel of the torque converter.
Power flow system components and their functions are as follows:
Converter Drive
When in converter drive, with the input clutch engaged, converter fluid is
moved by the impeller blades and directed against the turbine wheel blades,
driving the turbine wheel assembly. Since the turbine wheel assembly is
spline connected to the output shaft, the output shaft is driven.
After the fluid passes through the turbine wheel blades, it is redirected to the
impeller wheel blades by the stator blades. When output torque requirements
exceed input torque, the freewheel unit on the stator is locked up. However,
when output torque requirements are equal to, or less than, input torque, the
stator freewheels.
Disengaging the input clutch disconnects the impeller from the engine. The
pumps and power take off will still run at engine speed.

Lockup Clutch Drive
The lockup clutch is controlled automatically through the electronic control

system.
When the lockup clutch is engaged, power is transmitted from the rotating
housing, through the steel driving plates which are spline connected to the
rotating housing, and to the friction clutch plates by clamping action of the
engaged clutch. The friction clutch plates are spline connected to the turbine
hub. The turbine hub is spline connected to the output shaft. Thus, the
lockup clutch provides direct mechanical drive.
Freewheel Function
When the lockup clutch is engaged, the freewheel assembly allows the stator
to freewheel. This improves the unit efficiency. The freewheel assembly
locks the stator to the stator carrier during converter operation. This allows
the torque converter to multiply engine torque.
Transmission
Power flow is from the engine through the torque converter output shaft to
the input yoke on the front of the transmission input shaft. The three driver
gears, one on the rear of each of the two 7-inch clutch shafts and one on the
rear of the 9-inch clutch shaft, are connected to their shafts. The gears on
the two 7-inch clutch shafts are connected by a tapered interference fit, and
the gear on the 9-inch clutch shaft is connected by a spline. Whenever the
engine is running the input (7-inch clutch) shaft and its driver gear will turn
engine direction. The driven 7-inch clutch shaft is rotated by its interference
fit driven gear, which meshes with the input shaft driver gear, causing the
gear and shaft to rotate in anti-engine direction. If the transmission is in
neutral, the power flow stops at this point. In order to have power to the
wheels, one 7-inch clutch and one 9-inch clutch must be engaged.

Action of the Differential
In all ranges, input to the differential is through the driving gear on the 9-inch
clutch shaft to the driven gear bolted to the outside diameter of the differential
housing. The differential housing is bolted to the planet carrier. All output
torque from the range clutches passes through these driven gears turning
the differential housing and planet carrier. Within the differential are one
sun gear, one ring gear, a planet carrier, and a set of planet gears. There
are two output shafts. The sun gear is spline-connected to the rear output
shaft. The ring gear is spline-connected via the clutch spider and the
differential housing to the front output shaft.
Operation
When the planet carrier rotates, the front and rear output shafts are rotated
by the planet gear driving the sun and ring gears. If the rear output shaft
meets some resistance, the planet gears will rotate inside of the ring gear.
The sun gear, planet gears, and front output shaft will continue to rotate. If
the front shaft is stopped and the rear shaft is free, the planet gears walk
around the sun gear. The ring gear, planet gears and output shaft continue
to rotate. This principle can be applied when either shaft must rotate slower
than the other. When the differential clutch is applied, the differential is
locked and turns en masse with both output shafts turning at the same speed
as the differential housing. This clutch is applied when the proportional
cartridge valve is energized by the control system when the differential lock
switch is closed and specific conditions are met. See drawing number
1018205 in Engineering Drawings.

System Operation
Start Up
1. Selector lever must be in N. This closes the neutral start switch

#2 in the selector, which supplies power to the Start switch.
2. Activate the start switch to supply electrical power to the starter circuit.
A relay is normally used to remove electrical power from the control
during starter engagement.
3. When the operator releases the start switch, the switch returns to the
on or run position. The power relay will energize and again supply
electrical power to the ETA-28L electronic control.
Vehicle Operating Modes
The are five modes of operation: Drive mode, pump and roll mode, stationary
mode, manual override mode, and diagnostic mode.
Normal Operation in Drive Mode
Power is supplied to the control box when the vehicle switch is turned on.
The control box does a self test sequence, and upon passing this, looks at
the various input signals. If the range selector is in N, the operator is allowed
to start the engine. The control box continuously monitors the various inputs,
and outputs to prevent improper operation of the transmission system.

When the operator selects a maximum forward drive range (D1 through D6),
the control box monitors the transmission output speed to select the
appropriate transmission clutches to engage. If the vehicle is stopped, and
the transmission input speed is below a preset speed condition, the
transmission will go into 2nd range. Note that if the differential lock switch
has been selected, the transmission will go into 1st range. The transmission
will then upshift and downshift automatically, between the maximum gear
selected and 2nd based on the transmission input and output speeds, throttle
position, and engine torque signal level, and the converter lockup clutch will
be applied to obtain direct drive through the torque converter. If the differential
lock switch has been selected, the transmission will upshift and downshift
automatically between the maximum gear selected and 1st. The control box
monitors the throttle pedal position, and will not allow automatic upshifts if
the pedal is not applied. The display shows the letter D and the corresponding
range that the transmission is in while in forward, and the letter R1 when in
reverse.
Movement of the range selector lever from a forward range to N and back to
a forward range (i.e. D6 to N to D6) while the vehicle remains in motion will
cause the transmission to be engaged in a range corresponding with output
shaft speed. Subsequent automatic upshifts or downshifts will be made based
on selector lever position, output shaft speed and throttle position.
If the operator moves the transmission range selector into N while the vehicle
is moving forward, the transmission will shift into neutral, and the control box
will monitor the transmission output speed. If the selector is moved back
into a forward range, the control box will calculate the appropriate gear range,
and shift to it regardless of the maximum forward range selected. If the
operator moves the selector to the reverse direction while still moving forward,
the transmission will remain in neutral until the transmission output speed
slows to a predetermined speed to prevent damage to the transmission.
The differential lock may be applied in all ranges except 5th and 6th. In 1st,
2nd, 3rd, neutral, and reverse, the differential lock clutch will engage
immediately upon closure of the differential lock switch. Clutch operation in
4th range is automatic. When 4th range is engaged and the differential lock
switch is closed, the clutch will engage when 12% slip is detected.
The power take off (PTO) is never allowed to engage in the drive mode.

Examples of Operation
Basic: Vehicle is on a paved road. Differential lock is not selected. Operator
starts truck. Selector is placed in reverse. Control looks at all of the inputs
and decides it is appropriate to engage reverse range in the transmission.
Control energizes one solenoid valve and one modulating valve to engage
two clutch packs in the transmission. See drawing number 1018316 in
Engineering Drawings. Appropriate valves for reverse are #4 and #5. Two
clutch packs must be engaged in the transmission to transmit power to the
wheels. Operator releases vehicle brakes. Operator depresses accelerator,
engine provides power to the torque converter, output of torque converter
provides power to the transmission, output shaft provides power to the
driveshafts to move the vehicle in reverse direction. The vehicle speed will
respond to the operator moving the accelerator pedal or activating the brakes.
Operator stops the vehicle using vehicle brakes.
Operator moves selector to the D6 position. Control looks at inputs, and

energizes two valves to engage 2nd range. (1st range used in certain
conditions only - differential lock selected or selector placed in D1 position).
Control will respond to changes in the inputs. Operator depresses accelerator
pedal - power is provided to wheels. When vehicle speed (transmission
output speed) reaches an appropriate point, the control will engage 3rd range.
As the vehicle continues to accelerate (operator still pressing accelerator),
control will engage higher ranges as they become appropriate. With the
selector in the D6 position, the control may engage ranges up to 6th range.
Converter lockup clutch may also be engaged in all of the ranges when
conditions are appropriate. Converter lockup clutch connects the converter
output directly to the engine through the clutch pack, bypassing the use of
the torque converter circuit to transmit engine power directly to the
transmission. This is an efficient operating condition and the transmission
input RPM will equal engine RPM. Control will continue to respond to changes
in inputs. If control has 6th range engaged and the truck approaches a hill,
the vehicle may slow down. Control will engage 5th if output speed reaches
appropriate point.
If operator stops pressing the accelerator and presses the brakes, the control
will select appropriate transmission range as the output speed decreases,
all the way down to 2nd range if the vehicle slows that much. If operator
presses the accelerator, the control will continue to select the appropriate
transmission range as the speed changes. If the vehicle is rolling when the
operator depresses the accelerator, the control sees that the operator is
trying to accelerate (pedal depressed), and it may decide it is appropriate to
select a lower range to provide quicker acceleration.

NOTE: Operator interface consists of having the

selector in a forward position, pressing/releasing the
accelerator pedal, using vehicle brakes as needed. The
control will automatically select and engage appropriate
transmission ranges and engage the lockup clutch when
conditions are appropriate.
Normal Operation in Pump and Roll
The pump and roll mode is available in all transmission ranges, and can be
selected at any time. In this mode, the PTO clutch is engaged, and vehicle’s
engine speed is controlled independent of the throttle pedal. The vehicle
speed and tractive effort is controlled by the throttle pedal that is now
controlling the converter input modulated clutch, which is allowed to slip as
necessary to control the vehicle speed. The vehicle speed is controllable
from a stopped condition, up through a considerable speed, depending on
the transmission range selected and throttle pedal position.
The converter lockup clutch is not applied in the pump and roll mode.
The display shows the letter P and the corresponding range that the
transmission is in. Drive mode is available at any time while operating in the
pump and roll mode.
When the drive mode is selected, the control box monitors the vehicle output
speed, and if it is above a predetermined level, engine speed control is
immediately given back to the throttle pedal, and the transmission shifted
into the appropriate range for the vehicle speed. If the vehicle output speed
is below this level, engine control is immediately given back to the throttle
pedal, the display shows blank, and the transmission held in neutral for a
short period of time before shifting into the appropriate gear range based on
the output speed. As soon as the transmission is shifted into a gear, the
display will again show D and the corresponding range.
Normal Operation in Stationary Mode
Stationary mode should only be selected when the vehicle is stopped, and
the engine idling with the transmission in neutral. Electrical power is removed
from the transmission, except power will be supplied to the stationary PTO
switch. The power take off will then be controlled on or off by this switch.
The throttle pedal will not control anything in this mode, and the engine
speed will be controlled by external means.

Manual Override Mode
Manual override mode allows limited operation of the transmission in neutral,

3rd and reverse when difficulties with the controller occur. In manual override
mode, the controller is unpowered, the accelerator pedal controls engine
speed, and the modulated converter clutch is fully engaged.
To engage manual override: stop the vehicle, place the selector in N, and
rotate the override switch to the manual override position. To move the
vehicle forward, wait until the engine speed is at idle, then move the range
selector to D6. To move the vehicle backward, wait until the engine speed is
at idle, then move the range selector to R. To limit vehicle speed, apply
vehicle brakes. To increase vehicle speed, depress the accelerator pedal.
Moving the range selector to N, disengages the transmission clutches.
To engage the PTO, move the mode selector switch to the pump position.
Both vehicle speed and PTO speed are controlled by the vehicle accelerator
pedal position.
Operating the engine at high speed with the vehicle brakes applied,
stalls the torque converter and generates considerable heat in the
transmission hydraulic circuit.
If greater PTO (pump) speed is needed, place the selector in N while applying
vehicle brakes and use the vehicle accelerator pedal to increase engine
speed and pump flow.
To disengage manual override and return to normal controller operation,

stop the vehicle, place the selector in N, allow the engine speed to return to
idle, rotate the manual override mode switch to the normal operating position
and repower the controller.
No direction change inhibit occurs in manual override mode. Selected

ranges will be engaged immediately, regardless of engine speed or
vehicle direction of travel.
Selector changes should only be performed with the engine at idle and
the vehicle stopped. Failure to do so could cause harsh transmission
engagement or engagement in a direction opposite of vehicle travel,
either of which could cause injury to personnel or damage to equipment.

Diagnostics Mode
Diagnostics mode is available for controller system tests, and for ease in
certain troubleshooting procedures. These tests verify operation of the
controller, integrity and function of the external circuits, and provide a means
to energize clutches individually. Nine separate tests can be individually
selected and performed with the switch assembly and two character display.
Please refer to Troubleshooting for the correct troubleshooting procedures.
This mode is entered by separating the two sections of the flat connector
located in cable J1 and reconnecting them such that an electrical path is
completed through the connector. Electrical power must be removed from,
and re-applied to the control to enter this mode.
Operational Problems
If the normal operation of the vehicle is not occurring. Please refer to

Troubleshooting for the correct troubleshooting procedures. A clear
understanding of the normal operation of the vehicle systems is essential to
understand and troubleshoot any problems.

Twin Disc, Incorporated Preventative Maintenance
Preventative Maintenance
General
Lubrication
Lubrication for the TD-61-1180 transmission and the 8-MLW-1755-1 torque

converter is accomplished by a full pressure system utilizing oil in the
transmission sump. The transmission sump is the reservoir for all oil used in
the hydraulic and lubrication systems. No lubrication is required beyond a
daily check of the transmission oil level with the sight gauge.
Transmission/Converter Overhaul Interval
A complete overhaul of the transmission and converter should be

accomplished at the same time as a scheduled engine overhaul. This is to
minimize down time. Parts indicating wear, or damage should be replaced
at this time.
Hydraulic System
Checking Oil Level
The oil level in the transmission must be checked after each use. Procedure
for checking oil is as follows:
1. Visually inspect the transmission, converter and drive line for security
of mounting. Inspect plumbing and electrical components for security
of attachment and/or leaks. Leakage must be corrected.

Preventative Maintenance Twin Disc, Incorporated
2. Oil level procedure: It is best to check the oil level after the truck has
been setting with the engine not running for at least 4 hours. The
truck should be parked on a level surface.
a. With the engine not running, both oil level sight glasses should
show full. Add oil if both glasses do not show full.
b. Set the vehicle brakes and start the engine. With the engine
at low idle, the transmission in neutral, and with cold oil (10 to
35 deg C) the oil level should be at the middle of the lower
sight glass.
c. Apply the foot brakes, shift to D6 and run the engine at 1500
RPM until the transmission oil reaches 100 deg C. Lower the
engine to low idle and shift to N. The oil level should show full
in the bottom sight glass and 1/2 to full in the upper sight glass.
Adding Oil
The oil fill plug is located on the rear face of the transmission. Refer to
Figure 3 in Operation. Add or remove oil as needed to set proper level.
Do not operate the transmission with oil levels above or below the
recommended settings. Either condition can result in overheating or
loss of power and damage to the equipment. When following this oil
check procedure be sure the vehicle parking brakes are on. The vehicle
wheels should also be blocked or the truck parked up against an
immovable object.

Oil/Filter Change Interval
Change the transmission oil after every 1200 hours of operation. Change
the oil filter after each 300 hours of operation or sooner if the filter pressure
indicator shows FP in the display.
Note: The FP code is triggered by a switch that senses

pressure drop across the filter. As the filter fills with
contamination the pressure drop increases. A filter may
show an FP code under cold oil conditions at high engine
speeds even though the filter is still usable. With oil
temperature between 0 and 35 deg C at low idle engine
speed and with oil at 80 to 100 deg C at any engine
speed the FP code should not appear. If it does come
on under these conditions, the oil filter must be changed
as soon as possible.
When changing the oil in the transmission system drain the transmission
sump and the engine flywheel housing. Change the oil filter.
When installing new units or newly rebuilt units it may be necessary to replace
the oil filter after a few hours of operation. Monitor the filter pressure indicator
for the FP code.
Recommended Oil
Oil Classification
Use specified engine oil viscosity grade that meets one of the API service
classification: CF, CF-2, CG-4, or CH-4 per SAE J138a and the requirements
of Caterpillar TO-2 and Allison C4 specifications or the requirements of MIL-
L-2104E.
Oil Viscosity
The approved viscosity for this application is SAE 10W. Some multi-viscosity
oils (SAE 15W40) have also been approved in this transmission. Contact
Twin Disc for approval.
Filter Requirement
A filter is to be installed between the main pump outlet and pressure regulating
valve. Provision is made for the filter and it is shown on the hydraulic
schematic. The Twin Disc part number for replacement filter elements is
1016502.

The Twin Disc filter or equivalent must be used to assure transmission

warranty consideration.
Periodic Visual Inspection
Periodically, inspect all transmission and converter mounting points for

security and/or damage. Re-torque any loose mounting bolts and replace
any damaged parts. Check the drive line fasteners at the converter and
transmission yokes.
Check all electrical wiring components (switches, magnetic pickups, etc.)

and connections for security, chafing and/or other damage. Tighten loose
connections and replace any damaged parts. Reroute or otherwise secure
wiring to prevent chafing damage.
Control Cables and Wiring
Inspect and care for control cables and harnesses as follows:
1. The connector end of the control cable or harness must be secured

to its own support six inches back from each connector. The cable or
harness must be secured at 18-inch intervals to its own frame supports
between the cable or harness ends.
2. Keep cable or harness away from hot surfaces, moving parts and
oil locations.
3. Attach cable or harness to machine, making the connector the

highest point of the cable. If not possible, install cable or harness with
drip loop.
4. Protect cable or harness with grommet, loom or flex guard at any

rub point, particularly when passing a sheet metal hole.
5. Locate cable or harness away from potential hazards. For example:

a screw cutting through the jacket and shorting a conductor to the
chassis, welding, drilling, etc.
6. Prevent the cable from becoming a step or hand rail.

7. When mating connectors, make sure they will mate properly. Coat
pins and sockets only with dielectric compound to seal out moisture
and corrosive substances (Twin Disc part number MA890 or Dow 4
Compound.) Locate and use the connector orientation key.
8. Circular connectors must be hand tightened.
9. Cable or harness bend radius must not be less than twenty times the
cable diameter.
10. Avoid twisting or winding cable along its axis during installation or
removal.
11. Whenever mating connectors, always inspect each for damage or

defects. For example: bent pins, pushed-back sockets, broken keys,
etc.
12. Check that sure-seal connectors have clip/clamps in place.
13. Check the cable or harness tie downs. Keep cable securely fastened
to machine frame.
14. Check the condition of the cable or harness at any rub point and
wherever the cable passes through a sheet metal hole.
15. Check cable or harness for cracks, effects of vibration, abrasion,

brittleness or abuse.
Hydraulic Lines, Flexible Hoses and Connectors
Inspect all hydraulic lines, hoses, etc. for damage, sponginess, loose
connections, chafing, etc. Correct leaks and replace damaged parts. Lines,
hoses, etc. which show evidence of chafing should be replaced, rerouted,
and/or otherwise protected to prevent further damage.
Externally Mounted Components
Periodically inspect split lines between housing halves and between externally
mounted components such as valves and covers for leakage or damage.
Repair leaks and/or replace damaged parts as required.

Hydraulic System Pressure Checks
At the time of each transmission oil change the main and lube pressure of
the transmission should be checked. See Figures 2, 3, 4, and 5 in Operation
for pressure test point locations.
Prior to making pressure checks, ensure that the transmission is filled with
oil of the correct type.
Pressures should be measured with gages or instrumentation that

allows the technician to be at a safe distance from the vehicle tires.
Gages must be installed while the engine is not running. Pressure
checks are made with the engine running, the transmission in neutral,
and the vehicle parking brakes on. No one must be allowed in front of,
nor behind the vehicle nor near the vehicle tires.
Check main and lube system pressures as follows:
1. Select desired check point and install 0-300 psi (0-2000 kPa) pressure
gauge to check main and clutch apply pressures, and 0-100 psi (0-
800 kPa) pressure gauge for lube system.
2. Apply the vehicle parking brakes and start the engine. Shift to D6
and bring the engine up to 1500 rpm. Allow the transmission oil to
heat to 80 to 100 deg C.
3. Refer to pressure requirements in Description and Specifications.

Twin Disc, Incorporated Troubleshooting
Troubleshooting
General
This section of the maintenance manual has been prepared to assist

maintenance personnel in troubleshooting the power shift transmission and
control. When troubleshooting the equipment, always remember to consider
the entire power package of the vehicle. Interaction between the transmission,
the engine, and the vehicle functions are all part of the troubleshooting
process. It is suggested that you take some time to understand the operational
characteristics of the transmission power system to more accurately diagnose
the problem at hand. See Figures 1, 2, 3, 4, and 5 in Operation.
Pressure and Flow Test Kit
A portable pressure and flow test kit NU 2451 is available and contains the
necessary equipment to accurately test and troubleshoot the hydraulic system
of this Twin Disc unit. The kit contains pressure gauges, hoses, adapters,
and flow meters. Contact the Twin Disc Service Department, Racine
Wisconsin for specific information concerning this test kit.
One principle of troubleshooting is to start with the simple and move to the
more difficult. Check the simple items first. Run the simple test first. Then
move to the more difficult.

Troubleshooting Twin Disc, Incorporated
Troubleshooting Discussion
The troubleshooting discussion includes the following topics:
! Problems that do not produce a status code in the display
! Problems that do produce a status code in the display
! Pressure testing for troubleshooting
! Recommended testing following field service repairs
This should be performed after the installation of any major

components such as transmission or torque converter.
Problems that Show No Status Codes in the Display
See the troubleshooting flow charts, Figures 6 through 13, in Troubleshooting.
1. Display is blank with the vehicle ignition in the on position
Possible causes:
No dc Power to Control
Verify that the proper dc voltage (12 volts) is supplied to the
transmission control. Check the circuit breaker, relay or fuse in the
electrical power supply to the transmission control box.
Repair or replace the fuse, relay, or circuit breaker.
Loose Cables
If proper voltage is being supplied to the control but the display is
blank, check the cable connections between the display and the
transmission control unit.
Tighten all loose connections.

Failed Control
If the cable connections are tight but the display is still blank, either
the display or the control box are defective. If the vehicle will still drive
as it should, then the control unit is functioning properly.
Replace the display unit.
If the display is blank and the vehicle will not move, replace the control
unit.
2. Vehicle will not move in forward or reverse when the

shift lever is moved out of N
NOTE: If the display is blank, follow the procedures in

Step 1 above.
NOTE: If the display shows N when the shift lever is in

the N position, and shows either R or D2 when the
selector is moved out of the N position, then the display
and control unit are functioning properly.
Possible causes
Low Transmission Oil Level

With the engine not running the oil level should be above the top
sight level gauge. Start the engine and with the transmission in neutral,
the engine at low idle and the vehicle brakes locked, watch the
transmission oil level. The oil level should drop to the normal operating
range within 10 to 15 seconds.
If the oil level is low, add oil to bring to proper operating level. If
vehicle now drives properly, low oil level was the cause of malfunction.
If oil level is high and does not drop when the engine is running,
either the oil level was set over full or the main pump is not supplying
oil.
Failed Main Pump

Since the vehicle will not move, it is possible that the pump is not
supplying oil. Check main pressure with a pressure gage at the
transmission main pressure test port “X”. At low idle, while in neutral,
main pressure should be 170 to 190 psi. If main pressure is at or near
0 psi, the pump is not supplying oil to the transmission.

Pump Suction Leak

Check for leaks in the suction hose between the pump inlet and the
transmission. Suction leaks can be difficult to find. They may not
leak oil out but they may allow air into the pump causing the pump to
loose the ability to pump oil. Look for loose hose clamps, loose
hydraulic fittings, or worn spots in the suction hose. If no pump suction
leaks are found, remove and replace the main transmission pump
mounted on the torque converter.
Failed Clutch Solenoid

If there is partial or full pressure on a clutch that is not selected even
when the opposite clutch on the same shaft is not selected, then
remove and inspect the selector valve assembly. Check for a valve
spool that may be stuck in the “engaged” position. If the solenoid is
good, remove the shaft end cover and check for damaged or worn
seal rings near the end of the shaft.
Failed Clutch Pack
DO NOT GET UNDER THE VEHICLE FOR THIS TEST!
If the oil level is correct but the vehicle will not move, start the
engine and while at low idle and with all vehicle brakes on, shift
out of N into D6, and then R. With the vehicle operator still in
the cab, an assistant should stand off to the side of the vehicle
in a position where the drive shaft between the converter and
transmission can be seen. Use a mirror under the vehicle if
necessary.
When the range selector is in the N position the drive shaft between
the converter and the transmission should be rotating. If the drive
shaft is not rotating when in the N position, the transmission is locked-
up internally or the torque converter is not transmitting power. When
the range selector is shifted out of N the drive shaft should come to a
stop quickly. If the drive shaft stops but the vehicle does not move,
the transmission may be locked-up internally. If the drive shaft does
not come to a stop when shifted out of N, one or more of the
transmission clutches are not engaged properly. Further testing is
required to identify the problem.

Install pressure test fittings at each clutch pressure test port. See the
test port locations in Operation. Go into the test modes T7 and T8.
With the engine running, verify that the pressure at each clutch is at
full pressure when selected and at zero pressure when not selected.
On the transmission the solenoid valves 1,2,3, and 4 (S1,S2,S3,S4),
are used as on/off valves and T7 is used to test these. Proportional
valves 5 and 6 (M5,M6) on the transmission and the proportional
valves on the torque converter (MI,ML) are tested with T8 for a check
of pressure versus percent of full current.
If there is partial pressure on a clutch that is not selected only when

the opposite clutch on the same shaft is selected, remove the shaft
end cover and check for damaged or worn seal rings on the shaft.
For this reason, it is important to observe pressure on the clutch when
the opposite clutch on the same shaft is engaged.
If no problems are found during the clutch pressure test, it is likely

that a clutch pack has failed. Dark or burnt smelling oil is an indication
of a failed clutch. A clutch pack may be seized, causing the clutch to
be locked up. Or, the clutch pack may be worn out causing it to slip.
The transmission must be removed to repair either condition.
Locked Axle or Brakes

If no problems are detected during the clutch pressure tests, remove
the front and rear output drive shafts from the transmission to verify
that the vehicle brakes and/or axles are not the cause of the problem.
With the transmission output drive shafts removed the transmission
input shaft should spin regardless of shift selector position. The
transmission output flanges should spin when the selector is not in N.

3. Vehicle only moves in forward
Possible causes:
Failed Reverse Solenoid Valve

If the display indicates R but the vehicle will not move in reverse, run
test T7 and check pressure to the reverse clutch pack.
If no reverse clutch pressure when engaged, then inspect, repair or

replace the reverse clutch solenoid.
Failed Reverse Clutch

If reverse clutch pressure is good when engaged but the transmission
input drive shaft does not stop rotating when R is selected, then the
reverse clutch pack is slipping internally. Dark or burnt oil is
confirmation of clutch damage. Remove the transmission to repair.
If reverse clutch pressure is good when engaged and the drive shaft
into the transmission does stop when R is selected, but the vehicle
does not move, it is possible that the opposite clutch on the same
shaft is seized causing the transmission to stall. Remove the
transmission to repair.
4. Vehicle only moves in reverse
Possible causes:
Failed 2nd/5th Range Solenoid Valve

If the display indicates D2 but the vehicle will not move in forward, run
test T7 and check pressure to the 2nd and 5th range clutch pack.
If no pressure when engaged, then inspect, repair or replace the

clutch solenoid.
Failed 2nd/5th Range Clutch

If the 2nd/5th clutch pressure is good when engaged but the drive
shaft into the transmission does not stop when D6 is selected, then
the 2nd/5th clutch pack is slipping internally. Dark or burnt oil is
confirmation of clutch damage. Remove the transmission for repair.
If the 2nd/5th clutch pressure is good when engaged and the drive
shaft into the transmission does stop when D6 is selected, but the
vehicle does not move, it is possible that the opposite clutch on the
same shaft is seized causing the transmission to stall. Remove the

As additional troubleshooting methods, try other selector positions or

operating modes. This process of elimination will help to identify a
failed clutch pack.
Select D1 Rather Than D6 On the Selector.

D6 starts the truck moving in 2nd range but D1 starts the truck moving
in 1st range. If the truck will drive in 1st but not 2nd range, then the
low range 9" clutch is good and the 2nd/5th range clutch is likely bad.
If the truck will not move in 1st, 2nd, or reverse, the low range 9" pack
is failed. Check pressure on the low range 9" pack.
Go Into Test Mode T9 and Select D6 On the Selector.

This puts the transmission in 5th range. If the vehicle drives in 5th
but not reverse, 1st or 2nd, then it is likely that the low range 9" pack
has failed. Check pressure on the low range 9" pack.
Do not drive the vehicle more than a few feet in test mode T8.
Connect the manual override mode and select D6 or R.

This will put the transmission in either 3rd forward or reverse. This
will determine if the low range 9", reverse or 3rd range packs are
good.
5. Vehicle will not upshift into the upper ranges
Possible Causes:
Low Engine Power

With the selector in N and the vehicle brakes on, fully press the throttle
pedal. Maximum engine speed should agree with manufactures no-
load engine specification.
With the transmission in test mode and T9 selected, apply the vehicle
parking brakes and the foot brakes. Shift the selector to D6
(transmission will be in 5th range) and fully depress the throttle pedal.
The loaded engine speed (loaded against the torque converter) should
agree with engine application specifications.
If the engine speeds do not agree with engine specifications it is

possible that the engine is not performing as expected.

Poor Engine Flywheel Scavenge

Another possibility is that the engine flywheel housing is running with
too much residual oil. The lube oil and normal leakage from the torque
converter must be removed (scavenged) from the flywheel housing
and returned to the transmission sump. This is done with the scavenge
pump mounted on the torque converter. If the oil is not completely
scavenged from the flywheel housing, the excess oil will cause drag
on the engine. This will create both heat and loss of power.
Poor flywheel housing scavenging can be detected by looking for

heat discolored paint on the torque converter housing or on the
transmission at the scavenge oil return port area. Or, after running
the engine at low idle for a few minutes, shut the engine off, set the
parking brakes on and feel the transmission housing in the area of
the scavenge oil return port. If this area is much hotter than the other
areas of the transmission, the scavenge return system is not working
properly.
Inspect and clean the strainer screen at the inlet side of the scavenge
pump.
Disconnect the hose at the outlet side of the scavenge pump and
direct it to a bucket. Start the engine and observe if oil is coming from
the pump. Initially the hose should run full until the oil from the flywheel
housing is evacuated. While the hose is running full, catch the oil in
a 2 liter or ½ gallon container and measure the time to fill the container.
At 700 RPM, the pump should deliver 19.9 liter/minute (5.25Gal/
minute) or fill the container in about 6 seconds. When the flywheel
housing is evacuated, the hose should flow a mixture of air and oil. If
the pump outlet is below the expected value, check for damaged or
loose hose or fittings in the suction side of the scavenge pump. Also,
check the drain port at the bottom of the engine flywheel housing for
obstructions. Replace the scavenge pump if necessary.
Failed Converter
If the pump continues to deliver a solid stream of oil and the pump is
delivering as expected , it is likely that the leakage from the torque
converter is greater than normal and the scavenge pump can not
keep up. The torque converter must be removed for repair. Raise
engine rpm to approximately 1000 rpm and run for several minutes.
Repeat the oil flow measurement at this engine rpm. A solid oil stream
at this rpm supports the decision to remove the torque converter
because of excessive leakage.

6. Converter/transmission does not go into converter

lockup
Repeat the engine performance and flywheel housing scavenge

checks as in step 5.
Other possible causes:
Lockup Clutch Solenoid

With the engine running at low idle go into test T8, and select ML to
verify that the converter lockup clutch pressure is following the pressure
versus current %. Observe main pressure at the same time. Follow
the instructions as outlined in the electronic test mode section.
If lockup clutch pressure is low but main pressure remains normal,

replace the proportional valve on the converter.
Lockup Clutch
If lockup pressure is low and main pressure drops significantly as
lockup is applied, then an internal leak in the lockup clutch apply
section is likely. The converter must be removed for repair.
7. Shifts harsh into certain ranges
Possible causes:
Improper Main Pressure
Improper Speed Signal
Throttle Position Sensor Out of Adjustment

Worn Clutch Pack

Check for dark or burnt smelling oil.
Defective Temperature Sensor

Go into test mode and select T4 to verify proper display voltage from
the throttle position sensor and the temperature sensor. Adjust the
throttle sensor if necessary. Replace the temperature sensor if
necessary.
Slow Response from Solenoid Valve

Select T7 and T8 to verify full pressure to each clutch pack and proper
pressure versus % current for clutches M5, M6, MI, and ML. Watch
main pressure at the same time. If main pressure drops and stays
low when a clutch is engaged, there is an internal leak to the clutch.
Remove shaft end cover and inspect piston rings. If main pressure
drops only for a split second and then recovers to full, but the clutch
pressure is still low, check or replace clutch solenoid valves.
8. Transmission and/or torque converter oil runs hot
Possible causes:
Too Much Oil in Transmission

Adjust the transmission oil to the proper fill level.
Poor Scavenge from Engine Flywheel

Follow engine flywheel scavenge checks as outlined in step 5.
Low Oil Flow Through the Converter and Cooler

Measure transmission main and lube pressures and converter outlet
pressure. Low pressure, especially low lube pressure is an indication
of low oil flow through the torque converter. Replace the transmission
main pump on the torque converter.
Cooler Not Working Properly

Check vehicle cooling system.

9. Vehicle is poor in performance, lacks power
Possible causes:
Poor Engine Flywheel Scavenge

Run flywheel scavenge checks and engine performance checks as
outlined in step 5.
Engine Not Performing Properly
Too Much Oil in Transmission

Adjust transmission oil level.
Low Converter Outlet Pressure

Measure converter outlet pressure. With the transmission in neutral
and the vehicle parking brakes applied, measure converter outlet
pressure at low engine idle speed and at 2100 RPM. Converter outlet
pressure should be 50 to 70 psi (345 to 483 kPa) at low idle and 70 to
90 psi (483 to 621 kPa) at 2100 RPM. Values will vary somewhat with
oil temperature. Pressure well below specification will produce poor
converter performance. Check the converter pressure regulator for a
broken spring or stuck spool.
Check the transmission lube pressure as well. Low lube pressure is

an indication of low transmission main pump flow. Replace the main
pump.
10. Transmission system loses oil
Possible causes:
Leaks in Hoses and Fittings

Check all hoses and fittings for leaks. Repair as needed.
Seal Leak Between Engine and Torque Converter

Check the engine oil. If the transmission continues to lose oil and the
engine gains oil, it is likely that the engine crankshaft oil seal at the
rear of the engine is leaking. The converter must be removed from
the truck and the engine crankshaft oil seal replaced.

11. Inter-axle differential action not present
Possible causes:
Differential Seized
Remove the output shaft driveline from either end of the transmission
with the engine off. The transmission output yoke should be free to
turn when a torque of 50 lb. ft. is applied. If it will not turn, the differential
has internal damage such as the clutch. Remove the transmission to
repair. If the differential is free to turn, but does not turn when the
engine is running, clutch may be applied due to a faulty solenoid
valve.
12. Inter-axle differential not locking up when selected
Possible causes:
No Pressure to Differential Clutch, Failed Differential Clutch

Pack
Disconnect the output shaft driveline from one of the ends of the
transmission. Completely remove the input driveline between the
torque converter and transmission. With engine running, the vehicle
brakes applied, and the differential clutch applied in test mode T7,
measure pressure in differential test port as shown in Figures 3 and 4
in Operation. With correct pressure, the transmission output yoke
should not be able to be rotated when torque is applied. If the yoke
can be rotated while the differential clutch is pressurized, remove the
13. No vehicle ground speed in work mode
Possible causes:
Converter Modulated Clutch Pressure Incorrect

It may be necessary to monitor the clutch apply pressure to Clutch 5
and Clutch 6 to ascertain release of Clutch 6 when throttle is applied
while in the work mode. Refer to Pressure Test of System in
Troubleshooting.

Modulated Clutch Failed

Run test T8, as identified in Troubleshooting, to determine if the
problem is caused by the solenoid or due to an internal mechanical
failure within the torque converter.
Internal Braking Action of Transmission Not Releasing.
14. Vibrations in vehicle
Possible causes:
Unbalanced or Bent Drive Shafts

Inspect input and output drive shafts of the transmission. Look for
bad universal joint assemblies. Verify that the drive shafts are phased
properly (universal joint yokes at each end of the center section must
be parallel with each other).
Inspect cross and bearing journals for brinelling or other damage.
With the selector in the N position, run the engine speed up slowly. If
there is vibration present in the speed range, the source is likely the
drive shaft between the torque converter and transmission. Repair or
replace the drive line.
Tire Damage

IGNITION SWITCH ON, DISPLAY IS BLANK
Possible causes: No D.C. power to control, loose cables, failed control
IS FUSE OR CIRCUIT No
REPLACE FUSE OR
BREAKER CLOSED? RESET BREAKER
Yes
12 VOLTS PIN F TO G ON
CHECK POWER
CABLE P3 AT CONTROL No
RELAY
BOX?
Yes
ARE CABLES CONNECTED No CONNECT AND TIGHTEN

AND TIGHT
Yes
DOES VEHICLE DRIVE No REPLACE CONTROL

BOX
Yes
REPLACE DISPLAY UNIT
Figure 6. Troubleshooting Flowchart

ENGINE RUNNING, VEHICLE WILL NOT MOVE IN FWD OR REV

DISPLAY SHOWS D OR R
Possible causes: low oil level, failed main pump, pump suction leak, failed clutch solenoid, failed clutch pack, locked axle or brakes
ARE BRAKES APPLIED? Yes RELEASE BRAKES
No
WITH ENGINE OFF, IS OIL LEVEL ADD OIL FOLLOWING

No
ABOVE TOP SIGHT GAUGE? FILL PROCEDURE
Yes
ENGINE AT IDLE, IS OIL LEVEL

ABOVE BOTTOM OF LOWER No
ADD OIL FOLLOWING
SIGHT GAUGE? FILL PROCEDURE
Yes
CHECK MAIN PRESSURE PORT X.

ENGINE AT IDLE, IS OIL LEVEL
ABOVE TOP OF UPPER SIGHT
170 TO 190
GAUGE?
BELOW 170 PSI
CHECK FOR OIL PUMP REMOVE OIL TO PROPER

SUCTION LEAKS (See LEVEL
Trouble Shooting Discussion) No
Yes
REPAIR REPLACE TRANSMISSION IN NEUTRAL, IS

SUCTION OIL PUMP DRIVESHAFT TURNING
LEAKS
Yes
ENGINE OFF, DOES No
TRANSMISSION INPUT PUT SELECTOR IN RANGE, IS
Yes
DRIVESHAFT TURN EASILY DRIVESHAFT TURNING
No
RUN PRESSURE
No Yes TEST TO
DIAGNOSE TRANSMISSION IS
TRANSMISSION IS DAMAGED HYDRAULICLY LOCKED
INTERNALLY AND MUST BE UP, RUN PRESSURE
REMOVED TEST TO DIAGNOSE

VEHICLE MOVES IN FORWARD BUT NOT REVERSE
Possible Causes: Failed reverse clutch, failed reverse solenoid
DOES DISPLAY INDICATE R? No DIAGNOSE SELECTOR
Yes
ENGINE AT IDLE, DOES RUN PRESSURE TEST -

TRANSMISSION DRIVESHAFT STOP Yes EXTRA CLUTCH MAY BE
IN REVERSE? APPLIED
No
RUN TEST T7 AND CHECK

MAIN - NORMAL REPAIR OR REPLACE
MAIN AND REVERSE REVERSE - ZERO REVERSE SOLENOID VALVE
PRESSURE
MAIN - NORMAL
REVERSE - LOW
MAIN - NORMAL
REVERSE - NORMAL
SWAP REVERSE
IF ALL PRESSURES ARE
SOLENOID WITH # 2
NORMAL, REVERSE CLUTCH
SOLENOID
IS SLIPPING - REMOVE
TRANSMISSION
NO CHANGE
REMOVE AND REPAIR

TRANSMISSION

VEHICLE MOVES IN REVERSE BUT NOT FORWARD
DOES DISPLAY INDICATE D2? No DIAGNOSE SELECTOR
Yes
ENGINE AT IDLE, DOES RUN PRESSURE TEST -

TRANSMISSION DRIVESHAFT STOP Yes EXTRA CLUTCH MAY BE
IN D2? APPLIED
No
SELECT D1 AND NOTE IF

TRANSMISSION DRIVESHAFT
STOPS
RUN TEST T7 AND CHECK MAIN MAIN - NORMAL REPAIR OR REPLACE # 2-5
AND 2-5 CLUTCH PRESSURE REVERSE - ZERO CLUTCH SOLENOID VALVE
MAIN - NORMAL
MAIN - NORMAL REVERSE - LOW
REVERSE - NORMAL
SWAP # 2-5 CLUTCH

IF ALL PRESSURES ARE
SOLENOID WITH
NORMAL, REVERSE CLUTCH
REVERSE SOLENOID
IS SLIPPING - REMOVE
TRANSMISSION
NO CHANGE
REMOVE AND REPAIR

TRANSMISSION

VEHICLE WILL NOT UPSHIFT INTO UPPER RANGES

CONVERTER DOES NOT GO INTO LOCK-UP
POOR VEHICLE PERFORMANCE, LACKS POWER
Possible causes: Low engine power, poor engine flywheel scavenge, Improper oil level, Converter Input or Lock-up clutch or
solenoid, improper pressures
CHECK OIL LEVEL
SELECTOR IN NEUTRAL, BRAKES

ON, OPEN THROTTLE FULLY. INVESTIGATE CAUSE OF
No
ENGINE RPM MATCHES NO LOAD ENGINE MALFUNCTION
SPECIFICATION ( A P P R O X I M A T E L Y 2 4 2 5 R P M )
Yes
BRAKES ON, SELECT TEST MODE

T9, SHIFT TO D6, FULLY DEPRESS RUN DIAGNOSTIC TEST ON
THROTTLE. ENGINE RPM SHOULD Yes LOCK-UP CLUTCH AND
AGREE WITH ENGINE STALL SOLENOID T8
TORQUE SPECIFICATION
(EXPECT 2000 TO 2150 RPM)
No
PRESSURE TEST CONVERTER AND RUN DIAGNOSTIC TEST

INPUT CLUTCH (MODULATED No ON INPUT CLUTCH AND
CLUTCH) >180 PSI; T8 SOLENOID
Yes
IDENTIFY AND CORRECT

PERFORM CONVERTER SCAVENGE
Fail PROBLEM WITH TORQUE
PUMP TEST
CONVERTER
SERVICE Pass
ENGINE Test Mode T8, 95%,
move selector N to D6,
Lock-up pressure low MEASURE LOCKUP AND MAIN Both pressures normal
Main pressure normal PRESSURE IN TEST MODE T8 no evidence of slight engine
lug down when lock-up
is applied
Lock-up pressure low LOCK-UP CLUTCH IS FAILED,

REPLACE PROPORTIONAL Main pressure drops
when lock-up clutch REMOVE AND REPAIR
VALVE ON CONVERTER
is applied CONVERTER
INTERNAL LEAKAGE, REMOVE AND

REPAIR CONVERTER

HARSH SHIFTING INTO SOME RANGES
Possible causes: Worn clutch pack, slow solenoid valve, improper pressure, improper speed signal, throttle
position sensor out of adjustment, defective temperature sensor
RUN TEST MODE T4 AND

VERIFY INTEGRITY OF
CHECK FOR DARK OR TEMPERATURE SENSOR
BURNED SMELLING OIL AND THROTTLE SENSOR
ADJUSTMENT
PERFORM PRESSURE
TEST

TRANSMISSION / TORQUE CONVERTER RUNS HOT
Possible causes: Too much oil in transmission, poor scavenge from engine flywheel, low oil flow thru
converter and cooler, cooler not working properly
PERFORM TORQUE
ADJUST TRANSMISSION CONVERTER SCAVENGE
OIL TO PROPER LEVEL TEST
INSPECT AND REPAIR

PERFORM PRESSURE
VEHICLE COOLING
TEST
SYSTEM

TORQUE CONVERTER SCAVENGE PUMP TEST
Possible causes: Excessive Torque Converter leakage, obstructed pump inlet, suction leak
ENGINE OFF, DISCONNECT IDLE ENGINE AT 1000 RPM

SCAVENGE PUMP HOSE FROM AND MEASURE OIL FLOW
TRANSMISSION. DIRECT TOWARD RATE BY MEASURMENT AND
BUCKET TIME. NOTE FLOW RATE.
AFTER A SHORT TIME, OIL

OIL FLOW REMAINS STEADY AT FLOW SHOULD INCLUDE
PUMP RATED CAPACITY SOME AIR, AND MEASURED
(APPROXIMATELY 7.4 GPM @ 1000 RPM)
FLOW RATE SHOULD SLOW
Low Flow but converter getting hot

CONVERTER LEAKAGE
EXCESSIVE, REMOVE AND
REPAIR CONVERTER
CLEAN PUMP INLET SCREEN
AND EXAMINE DEBRIS FOR
POSSIBLE ORIGIN
CHECK FOR PUMP SUCTION

LEAKS
REPLACE PUMP

Problems that Show Status Codes in the Display
The purpose of this section is to help troubleshoot the ETA-28L control

system. This section is divided into component groups and/or specific status
codes. Turn to the part covering the problem area for specific troubleshooting
information. The diagnostics test in Troubleshooting may be used to perform
the initial tests. A volt-ohm multi-meter will be required to complete the
troubleshooting.
NOTE: Problems are usually caused by wiring faults or

other parts of the system rather than the control itself.
Voltage and resistance measurements will be required
throughout the troubleshooting section. When making
resistance measurements, the power to the control must
be off. DO NOT use a test light to check for voltage.
Control damage can result.
Status Code Definitions
General
The control system is designed to maintain safe operation in all modes of
operation. The system also runs special software routines in conjunction
with the main program to check system integrity. For example, if a range is
engaged, a test routine checks that the correct solenoids are turned on and
that all others are off. If not, the system reacts by going to neutral. At the
instant such faults are detected the operator is notified by a status code on
the display. Only status codes that are listed on the following page should
be displayed. If unusual codes are displayed, use diagnostics Test 1 in
Troubleshooting to check the operation of the display.

Code Definition
PP Low input voltage to controller

LN Neutral not seen on power up
I2 RAM error
I3 Check sum error
T2 Invalid switch combination detected from range selector

T4 Accelerator pedal position sensor or Transmission oil
temperature sensor signal out of range
TA No turbine speed sensor signal

TX Turbine Speed sensor circuit open or shorted
1A No output speed sensor signal
1X Output speed sensor circuit open or shorted
S1 Transmission solenoid 1
M5 Transmission solenoid 5
M6 Transmission solenoid 6
ML Converter lockup solenoid

MI Converter modulating clutch solenoid
SP PTO clutch solenoid

SD Transmission differential lock solenoid
FP Hydraulic system filter differential pressure switch circuit

open
BT Bad torque (load) signal from engine (signal out of range)
If a malfunction occurs that puts the transmission into neutral, a status

code appears and the operator must apply the brakes to slow the
vehicle.

1. Engine cranking problems
Vehicle engine cranking system and power supply is discussed here,

as the transmission control system contains a neutral start switch
and vehicle circuitry supplies input power to the transmission control.
Engine Won’t Crank (Selector in N)

Disconnect the harness at the range selector. With vehicle switch in
the run position, measure voltage being supplied to the neutral start
switch. Voltage between pins N and F of the harness should be 12
volts dc.
A. If less than 12 volts is measured, check vehicle wiring diagram

for neutral start switch power source. Electrical power must
be supplied to the switch before the starter can be activated.
B. If 12 volts is measured, measure resistance of the neutral start

switch. With the selector in N, resistance between sockets K
and N of the selector should be less than 10 ohms.
a. If resistance is larger than 10 ohms, either the neutral

start switch or the wires to it are the cause of the fault;
range selector will need to be replaced or repaired.
b. If resistance is less than 10 ohms, check vehicle wiring

diagram for vehicle start circuit. Typically, power from
the neutral start switch continues to the start switch
on the dash, and then the starter relay. Verify that
power is being supplied to the starter relay itself when
the start switch is activated.

Engine Cranks with Selector In Gear

Disconnect the harness at the range selector. Measure resistance
between sockets K and N of the selector. There should be no
connection between the two sockets when the selector is not in N.
Resistance should be less than 10 ohms when the selector is in N.
A. If a connection is found when the selector is not in N, the neutral

start switch or the wires to it are the cause of the fault. The
range selector will need to be repaired or replaced.
B. If there is no connection when the selector is not in N, check

the vehicle wiring diagram for the start circuit. Continue
troubleshooting by looking for a possible short in the wiring
after the neutral start switch that would supply electrical
power to the start switch on the dash or to the starter circuit.
Display Faults
Possible display faults include segments that don’t come on, stay on
when they should not, or a blank display. Common causes of these
faults include control not seeing any power, display not receiving signal
from control, or a faulty display. It should be noted that display
problems are usually caused by wiring faults rather than a faulty display
or control.
Possible solutions:
A. Make sure J3 connector is properly connected to the control.
B. With the input power on, measure the voltage across positive
socket F and negative socket G at the P3 wiring harness.
The meter should read 9-14 volts dc. If it doesn’t, check the
following:
a. Wiring from the switch to the power relay.

b. Power relay.
c. Wiring from the power relay to ground.
d. Wiring from the battery to the 10 amp fuse.
e. 10 amp fuse.
f. Wiring from the 10 amp fuse to the power relay.
g. Wiring from the power relay to socket F of the P3
wiring harness connector.
h. Battery ground to socket G of the P3 wiring harness
connector.

C. Measure the voltage across positive pin M and negative

socket L at the J1 connector on the control. If 9-14 volts dc is
measured at the P3 wiring harness but not at the J1 control
connector:
a. Bad connection between the P3 wiring harness and the

control.
b. Replace the electronic control.
NOTE: The 10 amp input power circuit protection device

must not exceed the time/current characteristics of an
ATO type fuse. If the installed device is larger than
specified it is possible that the control could be damaged
and made inoperable.
D. If 9-14 volts dc is measured at the P3 wiring harness and the

J1 control connector:
a. Bad connection between the P1 wiring harness and the

electronic control.
b. Bad connection between the P1 wiring harness and the

display.
c. The P1 wiring harness is defective.
d. Replace the display.
E. If some of the display segments do not light up as required or

light up when not required:
a. The P1 wiring harness is defective.
b. Replace the display.
c. Replace the control.

PP Status Code
This status code indicates that the supply voltage for the control has
dropped and stayed below 9 volts dc for more than 0.1 second. The
9 volts dc is necessary to sustain the outputs. The electronic control
will go to computer neutral. Manual override is not allowed. The voltage
levels are not sufficient to sustain the outputs.
NOTE: Voltage dropping below 9 volts dc for longer

than 0.1 seconds followed by restoration of voltage
above 9 volts dc will cause the electronic control to
repower (act as if the power was turned off, then on). If
the selector is in a D position, or R, an LN code will
appear.
Possible causes:
A. The code may appear briefly when electrical power is removed

from the control during activation of the starter or when the
run switch is turned off. This is a normal response to input
power dropping off.
B. Battery voltage low. Power is supplied to the control through

sockets F (positive) and G (negative) of the P3 wiring harness.
Disconnect the P3 harness form the control and measure
voltage between these sockets with the vehicle run switch on.
Voltage should be greater than 9 volts dc. Other loads on the
battery may reduce the amount ofpower that is available to
the control during vehicle operation.
C. Loose or poor connection between the control and the power

source or ground. Poor connection may briefly remove power
or limit the amount of current being supplied to the electronic
control.
D. Charging system of the vehicle not functioning properly,

resulting in low supply voltage during operation.
E. Run relay contacts are not disconnecting during the start cycle.

2. T4 status code
If the accelerator pedal position sensor signal, or temperature signal

is out of range, the T4 status code will be displayed until the fault is
corrected and the controller is repowered.
Accelerator Pedal
An out of range accelerator pedal signal results in the following:
Drive Mode: Range changes are made from a fixed load zone (P5).
Work Mode: The modulating clutch is disengaged and the

transmission brake is not applied.
Accelerator Pedal Potentiometer

Use diagnostics test 4 to check the accelerator potentiometer signal
voltage to the control. The display should show 1.5 ± 0.5 (pedal at
idle) and 3.5 ± 0.1 at full throttle. (Actual voltage at the potentiometer
wiper is approximately 1.8 times the reading on the display in Test 4.)
A. If the display shows 0.0 through the entire accelerator pedal

travel:
a. The wire from P2 socket G to pin B at the

potentiometer connection is open or shorted to the
chassis.
b. Poor connection between P2 and the control or from

the harness to the potentiometer.
c. The potentiometer is defective.
B. If the display shows some constant value through the entire

accelerator pedal travel:
a. The wire from P2 socket G to pin B at the

potentiometer connector is shorted to a power source.
b. The potentiometer is defective.

C. If a variable voltage is read, but it doesn’t coincide with the

voltages listed above:
a. Refer to accelerator potentiometer calibration on the

previous page.
b. The potentiometer is defective.
8.6 Volts dc is Supplied to the Potentiometer.

This can be verified by placing voltmeter leads on pin A (positive) and
pin C (negative) of the cable that connects to the potentiometer.
A. If the voltage read is zero (0) volts:
a. The wire from P2 socket E to pin A at the

potentiometer connector is open or shorted to the
chassis.
b. The wire from P2 socket H to pin C at the

potentiometer connector is open.
c. Replace the control.
B. If voltage read is not approximately 8.6 volts dc:
a. Low supply voltage to the control.
b. Bad connection between P2 harness and the control.
c. Bad connections in the wiring harness.
d. Replace the control.
Transmission Oil Temperature Signal

A T4 status code will be displayed if the signal from the temperature
sensor is out of range. An unacceptable temperature sensor signal
will cause range changes from a fixed setting.
Refer to test T4 in Troubleshooting.

3. Speed sensor problems
This section deals with status codes associated with turbine and output
speed sensor circuits.
TA Status Code: Turbine Speed Signal Absent

This status code indicates that there is a fault with the turbine speed
sensor SIGNAL. The TA code indicates the electronic control is not
sensing a signal from the turbine speed sensor when conditions
indicate it should be. The vehicle will continue to shift through all of
the ranges. The status code will be displayed and torque converter
lockup clutch engagement will be inhibited. The differential lock clutch
will be limited to use in R, N, 1st, 2nd, and 3rd. The display will
alternately flash TA and the transmission range.
The status code will clear when the signal is present.
Possible causes:
Turbine speed sensor out of adjustment or damaged. Sensor is at

the upper part of the transmission.
A. Remove the turbine speed sensor.
B. Thoroughly clean the turbine speed sensor or replace if

damaged.
C. Align the gear seen through the turbine speed sensor hole so
the gear tooth is in the middle of the hole.
D. Screw the turbine speed sensor into the hole until it just contacts
the gear tooth.
E. Back out the turbine speed sensor 1/4 turn. *
F. Use jam nut to lock the turbine speed sensor in place (50 in-
lbs, 5.7 Nm).
Refer to Test 5 in Troubleshooting.
* Turbine and Output Speed Sensor.

1/4 a turn gap corresponds to approximately .016 in. air gap
between the speed pickup tip and the top of the gear tooth.

1A Status Code: Speed Sensor #1 Signal Absent

This status code indicates that there is a fault with the output speed
sensor signal. The code indicates the controller is not sensing a
signal from the output speed sensor when conditions indicate it should
be. The turbine speed sensor will be used to determine the proper
shift points for all shifts including lockup. Shifts from neutral to forward
will engage the highest transmission range, then shift based on the
turbine speed sensor signal. Shifts from neutral to reverse will be
inhibited above a predetermined turbine speed. The differential lock
clutch would then be limited to use in R, N, 1st, 2nd, and 3rd. After
the fault is corrected, the controller must be repowered to clear the
code.
Possible causes:
A. Output speed sensor out of adjustment or damaged.

Transmission output speed sensor is at the rear output shaft.
a. Remove the speed sensor.
b. Thoroughly clean the sensor or replace if damaged.
c. Align the gear seen through the transmission sensor

hole so the gear tooth is in the middle of the hole.
d. Screw sensor into the hole until it just bottoms out on

the gear tooth.
e. Back out the sensor 1/4 turn. *
f. Use jam nut to lock the sensor in place (50 in-lbs, 5.7
Nm).
B. Mechanical fault in the transmission.

Pulses from the OUTPUT speed pickup may be much less
than expected if a transmission clutch is slipping, speed
pickup gear is not turning as fast as the shaft or is not directly
under the sensor. Verify transmission operation, noting certain
ranges where the code occurs, etc.
* Turbine and Output Speed Sensor.

1/4 a turn gap corresponds to approximately .016 in. air gap
between the speed pickup tip and the top of the gear tooth.

TX Status Code: Turbine Speed Fault

The TX code indicates the controller is sensing a short or an open in
the turbine speed sensor or circuit. The status code will be displayed
and the output speed sensor will be used to determine the engagement
of the torque converter lockup clutch. The differential lock clutch will
be limited to use in R, N, 1st, 2nd, and 3rd. After the fault is corrected,
the controller must be repowered to clear the status code. Note the
differences from the TA status code.
An intermittent status code may be caused by an intermittent or a

temperature sensitive fault in the sensor or the wires between the
control and the sensor. Look for any trends in occurrence of the
status code. Try to check sensor and harnesses immediately after
an intermittent code occurs.
Use diagnostic test 5, to further identify fault.
Possible solutions:
A. If the “+” symbol appears indicating an open circuit:
a. Check the speed sensor for an internal open across the

terminals. A proper value measure using an ohmmeter
should be 1000 to 1300 ohms.
b. Unplug J4 harness from the control. Resistance

between sockets L and T of the harness should be
approximately equal to sensor resistance measured
above (sensor must be plugged into harness). If open
circuit is measured - poor connection or fault in
harnesses between the control and the sensor.
c. Unplug J4 harness from the control. There should be

no connection between socket L and the chassis,
the harness end, or to any of the other sockets except
T (value measured above). If a connection is found, a
fault exists in the harness between the control and the
sensor.

d. Measure resistance between J4 pin T and J3 pin G

into the control itself. Resistance should be close to 0
ohms. If open circuit is found, internal ground fuse in
the control may be blown. Voltage may have been
supplied to the control through socket T of the harness.
The control must be replaced if the internal ground fuse
is damaged.
Verify that no voltage is being supplied to the sensor

ground before installing another control (voltage will
damage the replacement control also).
B. If the “-” symbol appears indicating a short circuit:
a. Measure resistance between the pins of the sensor

pigtail. Proper value should be 1000 to 1300 ohms.
Small value would indicate an internal short in the sensor
or the pigtail.

between sockets L and T of the harness should be
above (sensor must be plugged into harness). If small
value is measured - fault in harnesses between the
control and the sensor.

no connection between socket L and the chassis, to
T (value measured above). If a connection is found, a
sensor.

1X Status Code: Speed Sensor #1 Fault

This status code indicates a short or an open in the transmission
output speed sensor or in the cable to the sensor. The vehicle will
continue to shift through all of the gears, including the converter lockup.
The display will alternately flash 1X and the transmission gear.
Use diagnostics Test 5, in Troubleshooting, to check the rear

transmission speed sensor.
Possible solutions:
A. If the “+” symbol appears indicating an open circuit:
a. Check the speed sensor for an internal open across the

terminals. A proper value measure using an ohmmeter
should be 1000 to 1300 ohms.

between sockets M and S of the harness should be
above (sensor must be plugged into harness). If open
circuit is measured - poor connection or fault in
harnesses between the control and the sensor.

no connection between socket M and the chassis, to
“S” (value measured above). If a connection is found, a
sensor.
d. Measure resistance between J4 pin S and J3 pin G

into the control itself. Resistance should be close to 0
ohms. If open circuit is found, internal ground fuse in
the control may be blown. Voltage may have been
supplied to the control through socket T of the harness.
The control must be replaced if the internal ground fuse
is damaged.
Verify that no voltage is being supplied to the sensor

ground before installing another control (voltage will
damage the replacement control also).

B. If the “-” symbol appears indicating a short circuit:
a. Measure resistance between the pins of the sensor

pigtail. Proper value should be 1000 to 1300 ohms.
Small value would indicate an internal short in the sensor
or the pigtail.

between sockets M and S of the harness should be
above (sensor must be plugged into harness). If small
value is measured - fault in harnesses between the
control and the sensor.

no connection between socket M and the chassis,
to the harness end, or to any of the other sockets except
S (value measured above). If a connection is found, a
sensor.

4. Input switch problems
This section deals with status codes associated with input switching
devices.
Separate switching devices are used to control the operation of the

vehicle. These devices are the range selector, differential lock switch,
pump and roll mode switch, and filter sensor switch. As discussed
below, each device activates various contacts in different positions.
The key to troubleshooting the switching systems is to know which
contacts are to be closed or open at the various switch positions.
Two status codes are available to indicate switching faults:
LN Status Code: Looking for Neutral

The control is not seeing the neutral disconnect contacts open at
power up. This status code indicates that the selector lever is in forward
or reverse during power up. The LN status code will be displayed
and the electronic control will remain in computer neutral. This status
code may be cleared by moving the selector lever to the N position.
Also see note under PP code in Troubleshooting.
T2 Status Code: Range Selector Switches

This status code indicates the control has sensed an incorrect
combination of switch closures from the range selector. A range will
be maintained based on the last valid combination of selector switch
closures. The status code will flash alternately with the range engaged
until a proper combination of range selector switch closures is seen
by the control.
Another indication of a switch malfunction would be the inability to

obtain various modes of operation although no status codes are
displayed. Diagnostics test 2 and 3 can be used to test the opening
and closing of individual contacts along with actually measuring
resistance of a switch with an ohmmeter.
A closed switch has approximately 0 OHMS of resistance.
An open switch has resistance too large to be measured.

Range Selector
Perform diagnostics Test 2 to verify selector lever position as seen
by the control.
Table 1. Range Selector Contacts
M eter Placement M eter Placement

Selector Positions with Switch
Switch Points Points at
Closed
( at Selector Cable P3
1. A to E S to C Rev, D5, D6, D1
2. G to H E to H Rev, D5, D6, D5, D4, D3, D2, D1
3. B to E N to C Rev, D5, D4, D3
4. P to E L to C Rev, D3, D2, D1
5. Not Used Not Used Not Used
6. L to M At Range Selector Reverse
(Rev. Alarm & M anual O verride)
7. K to N At Range Selector Neutral
( Pow er to Start Sw itch only in
Ne utral)
8. J to M At Range Selector D6
(f or M anual O verride Fw d.)

A. If a switch measures open on the ohm meter when the

chart indicates it should read closed:
a. The switch is electrically opened, or
b. The switch wiring is opened between the control and

the switch.
c. Check all the connectors for proper attachment.
B. If the switch measures closed on the ohmmeter when the chart

indicates it should read open:
a. The switch is electrically shorted, or
b. The switch wiring is shorted together.
C. The mechanical actuation of the switches could be faulty.
Individual Switches
These switches are: differential lock switch, pump and roll mode
switch, and the transmission oil filter differential pressure switch. The
switches can be tested by placing an ohmmeter across the connections
and opening and closing the switch.
A. If the switch measures open on the ohmmeter when the chart

indicates it should read closed:
a. The switch is electrically opened, or

b. The switch wiring is opened between the control and
the switch.
c. Check all the connectors for proper attachment.
B. If the switch measures closed on the ohmmeter when the chart

indicates it should read open:
a. The switch is electrically shorted, or

b. The switch wiring is shorted together.
C. The mechanical actuation of the switches could be faulty.

5. S_ or M_ status codes: Solenoid or modulating

solenoid fault
S1, S2, S3, S4, M5, and M6

This status code indicates there is a short or an open in the applicable
solenoid circuit. The S or M will be located on the left digit of the
display and a number in the right digit of the display will correspond to
transmission solenoids 1, 2, 3, 4 and low range, high range electric
modulating valves 5 and 6.
Upon identification of a short or an open in one of these solenoid

circuits, the corresponding code is displayed and computer neutral is
maintained. No more computer controlled shifts are allowed. Manual
override may not function if the S3(Fwd), S3(Rev), MI, or M5 solenoids
are not able to be energized due to an electrical fault. Manual override
may not function if one of the other solenoids is shorted to a power
source or one of these solenoids, causing an extra clutch to be
engaged. Possible transmission lockup could occur from two clutches
being engaged and trying to drive the output at different speeds. After
the fault is fixed, the control must be repowered to clear these codes.
SD Status Code: Solenoid Differential Lock

This status code indicates a fault in the differential lock solenoid circuit.
Vehicle operation will continue, but differential lock is unavailable.
After the fault is fixed, repower the control to clear the status code.
SP Status Code: Solenoid PTO

This status code indicates a fault in the PTO solenoid circuit. The
PTO solenoid will not be activated. Vehicle operation in drive mode
will continue uninterrupted. The pump and roll mode will not function
properly since there will be no engagement of the PTO. After the fault
is fixed, repower the control to clear the status code.

ML Status Code: Modulated Lockup Clutch Solenoid

This status code indicates a fault in the electric modulating valve circuit
for the lockup clutch in the torque converter:
A. If the lockup electric modulating valve or circuit is shorted to

the chassis or is internally shorted, control will continue vehicle
operation using alternate shift tables with lockup clutch
engagement not allowed.
B. If the lockup modulating valve or circuit is open or shorted to

an electrical power source, the control disengages the solenoids
and computer neutral is maintained. This is done because a
short to an electrical power source could cause the lockup
clutch to be engaged at all times, possibly causing damage to
the lockup clutch or stalling the engine.
After the fault is fixed, the control must be repowered to clear the
status code.
MI Status Code: Modulated Input Clutch Solenoid

This status code indicates a fault in the electric modulating valve circuit
for the input clutch in the torque converter:
A. If the input clutch electric modulating valve or circuit is shorted

to positive power and unable to disengage, normal operation
can continue while in the drive mode and no status code will
be displayed. When the work mode is entered, the status code
will be displayed and computer neutral will be implemented
B. If the modulating valve or circuit is internally shorted or shorted

to the vehicle chassis while in any operating mode, the control
disengages the solenoids and computer neutral is maintained.
C. If the input clutch modulating valve or circuit is open, vehicle

operation will continue, but the clutch will not be engaged.
Some vehicle movement can occur due to normal viscous drag
within the torque converter, but the vehicle will not accelerate.
After the fault is fixed, the control must be repowered to clear the
status code.

Table 2. Transmission Solenoid Listing
Diagnostic Approximate
Solenoid Integrity
Display Connector Contacts Resistance
Energized Code
Code Ohms
S1 1 S1 P4 X and E 5 to 11
S2 2 S2 P4 W and E 5 to 11
S3 3 S3 P4 Y and E 5 to 11
S4 4 S4 P4 U and E 5 to 11
SP PTO SP P4 K and E 10
M5 5, HIGH M5 P4 D and J 5 to 11
M6 6, LOW M6 P4 P and Q 5 to 11
Differential
SD SD P4 R and E 5 to 11
Lock
Modulated
ML ML P4 B and Z 5 to 11
Lockup CL
Modulated
MI MI P4 C and V 5 to 11
Input CL
An intermittent status code may be caused by an intermittent or a

temperature sensitive fault in the valve or the wires between the control
and the valve. Look for any trends in occurrence of the status code,
such as only when transmission oil is cold or hot. Try to check valve
and harnesses immediately after an intermittent code occurs.
If several solenoid status codes occur at the same time, verify that
the #2 switch in the range selector is closing properly. The switch
must close to indicate the operator has moved the selector out of N
before the solenoids may be engaged. For safety reasons, the control
cannot energize any solenoids if the selector is in N. If the #2 switch
or the cables to it have high resistance, the solenoid circuits will all be
affected, and several status codes may occur.

Possible Solutions for Solenoid Status Codes:
Unplug the pigtail of the indicated valve and measure the resistance
of the solenoid valve itself. Expected resistance values are listed in
the chart. Place ohmmeter leads on the two sockets corresponding
to the solenoid in question. See Table 2 in Troubleshooting. A proper
ohmmeter reading for the solenoid is shown in the chart. Also verify
that the solenoid leads are not shorted to the chassis by measuring
resistance between the connector and the transmission housing, there
should be no connection.
A. If an incorrect resistance is measured at the valve pigtail, the

fault is in the pigtail wires or in the internal coil of the valve.
Valve may need to be replaced.
B. If correct resistance is measured into the valve and there is no

connection to the chassis, reconnect the harness to the valve.
a. Unplug the J4 cable from the electronic control.
b. Measure the resistance between the contacts shown.

Resistance value should be the same as measured at
the valve itself. If the resistance is very high, there is a
fault in one of the harnesses from the control to the
valve or there is a poor connection in one of the cable
connections.
c. If the resistance measured is very low, the two wires

going to the valve are shorted together in the harnesses
between the control and the valve.

d. If the correct resistance is measured between the

connections shown, check for connections between the
solenoid wires and other wires in the harness or
connections to the chassis. Place the ohmmeter on the
first contact shown in the chart for the valve indicated.
Measure the resistance to each of the other contacts in
the P4 harness and also to the chassis.
Modulating valve (status codes with an M followed 5,

6, L, or I ) circuits should have no connection to any
other connections or to the chassis. If a connection is
found to another contact or to the chassis, there is a
fault in one of the harnesses or connectors.
On/Off solenoid (status codes with an S followed by

the solenoid number) circuits all connect to a common
ground contact (E). A resistance value approximately
double the value measured for the solenoid itself will be
measured to the first contact listed for each of the
other on/off solenoids. There should be no connection
to any of the modulated valve contacts or to the chassis.
If a connection is found, there is a fault in one of the
harnesses or connectors between the control and the
valve itself.
6. Internal control problems
This section deals with status codes associated with internal circuitry
in the control box.
I2 or I3 Status Code
These status codes are caused by an internal problem in the control.
They indicate an internal defect in the control circuitry. The status
code will be displayed and the control will maintain computer neutral.
No further computer controlled shifts are allowed. The control should
be replaced. Manual override mode is possible.

CONTROL SYSTEM STATUS CODES

PP, LN, I2, I3, T2, T4, TA, TX, 1A, 1X,
S1, S2, S3, S4, M5, M6, ML, MI, SP, SD, FP, BT
PP CAN LN I2 I3 FP
CAUSE
INPUT POWER IN GEAR WHEN INTERNAL RAM INTERNAL OIL FILTER

HAS DROPPED POWER APPLIED ERROR EPROM ERROR PRESSURE
BELOW 9 VOLTS DROP HIGH
FOR MORE THAN
0.1 SECONDS NEUTRAL
TO CLEAR CODE ALTERNATES WITH NORMAL
REPLACE CONTROL DISPLAY. CIRCUIT MUST BE OPEN
OVERRIDE ALLOWED >37 SECONDS TO DISPLAY, AND
- LOW BATTERY VOLTAGE REMAIN CLOSED >5 SECONDS TO
- LOOSE CONNECTION CLEAR
- BAD GROUND - COLD OIL OPERATION IS NOT AFFECTED
- BAD POWER RELAY CONTACTS - PLUGGED FILTER
- OPEN LEAD
BT T2 T4 TA
ENGINE LOAD RANGE SELECTOR SWITCH ACCELERATOR PEDAL

SIGNAL BAD TURBINE SPEED SIGNAL
COMBINATION INVALID OUT OF RANGE OR OIL
SHIFT COMFORT OR MISSING
OPERATION CONTINUED TEMP SENSOR CIRCUIT
FEEL AFFECTED LOCK-UP NOT ALLOWED
FOLLOWING LAST DRIVE MODE - SHIFT FEEL
DIFFERENTIAL LOCK
RECOGNIZED SELECTION AFFECTED
RESTRICTED TO BELOW
WORK MODE - NO MOD
4TH RANGE
CLUTCH ACTION
- SHORTED WIRE
- OPEN WIRE - OPEN WIRES
- OPEN WIRE - SENSOR GAP TOO
-ENGINE PROBLEM - SHORTED WIRES
- SHORTED WIRE LARGE (> 1/4 turn)
- BAD POTENTIOMETER
- BAD SWITCH - SENSOR DEFECTIVE
- BAD OIL TEMP SENSOR
>>PERFORM T2 TEST<< - INTERNAL PROBLEM
>>PERFORM T4 TEST<<
MUST
SELF SELF REPOWER SELF
CLEARING CLEARING TO CLEAR CLEARING
TX 1A 1X S1 S2 M5 M6
S3 S4 MI ML
TURBINE SPEED SENSOR OUTPUT SPEED SENSOR
- OUTPUT SPEED SIGNAL
CIRCUIT SHORTED OR
MISSING
CIRCUIT SHORTED OR SD SP
O P E N - LOCK-UP O P E N - LOCK-UP
- LOCK-UP ALLOWED
ALLOWED -DIFFERENTIAL ALLOWED -DIFFERENTIAL
- DIFFERENTIAL LOCK DESIGNATED SOLENOID
LOCK RESTRICTED TO LOCK RESTRICTED TO
RESTRICTED TO BELOW SHORTED OR OPEN
BELOW 4TH RANGE BELOW 4TH RANGE
4TH RANGE COMPUTER NEUTRAL
>>PERFORM T5 TEST<< >>PERFORM T5 TEST<<
NO SHIFTS ALLOWED
- OPEN WIRE - OPEN WIRE PERFORM T6 TEST
- SENSOR GAP TOO
- SHORTED WIRE LARGE (> 1/4 turn) - SHORTED WIRE
- BAD SENSOR -- - SENSOR DEFECTIVE - BAD SENSOR -- OPEN SOLENOID SHORTED
-- R = 1000 TO 1300 OHMS - INTERNAL PROBLEM -- R = 1000 TO 1300 OHMS SOLENOID OPEN WIRE
--SAME FOR J4 PIN L TO T >>PERFORM T5 TEST<< -SAME FOR J4 PIN M TO S. SHORTED WIRE SEE
AT CONTROL -- J4 PIN T AT CONTROL -- J4 PIN S TO TROUBLESHOOTING
TO J3 PIN G = 0. IF OPEN, J3 PIN G = 0. IF OPEN, TABLE # 2 FOR CABLE PINS
INTERNAL FUSE BAD INTERNAL FUSE BAD TO TEST
MUST
REPOWER
MUST TO CLEAR MUST MUST
REPOWER REPOWER REPOWER
TO CLEAR TO CLEAR TO CLEAR
Figure 14. Control System Status Codes Flowchart

Diagnostic Test
General
See Figure 15 in Troubleshooting.
A test routine is included within the control to aid in troubleshooting the

external components of the control system. It is also helpful in calibrating
the foot pedal system and troubleshooting the transmission and torque
converter.
Electrical power must be removed from the control (turn off power switch)
before entering the diagnostics test mode. The diagnostics test mode is
entered by connecting two wires in the test mode cable by means of a
connector. The diagnostics test connector is located in the Twin Disc J1
cable. Consult the manufacturer’s vehicle manual for the specific locations.
Entering the Diagnostics Test Mode
The procedure for entering the test mode is:
1. Turn the control system electrical power off.
2. Place the test connector plug in test mode position. The plug is in
the J1 harness of the control, one wire comes into each half of the
plug. Unplug the connector, and realign the pin and socket so the
two wires will be connected when the halves are plugged together
(this completes the circuit). This can be done by only connecting one
pin and one socket of the two plug halves.
3. If test 7, 8, or 9 will be performed with the engine running, the engine

will need to be started. This is necessary to provide system hydraulic
pressure. Note that the power to the control is interrupted when the
key switch is moved to the start position, so the test mode cycle is
reinitiated. As a safety precaution, it is suggested that the output
shafts may be disconnected from the transmission or the vehicle
parking brakes engaged to keep the vehicle from moving in tests 7
and 8.

4. Turn the system power “On”. A check of the EPROM will be performed
at power up and a code will be displayed that indicates the software
program that is loaded in the chip. The software identification code is
four characters long. Two characters are displayed at a time on the
two character display. If there is an internal fault, the status code I2
or I3 is displayed. If there are no internal faults, Test 1 will be
entered to test the display.
Display will show 2 digits (for example F6)
(pause) Display will show 2 digits (for example 27)
(pause) Display will show T1, indicating the first test is being
started.
Test 1. Display Test
On power-up into the diagnostics test, the display test will be entered
automatically. The purpose of this test is to verify the function of the display,
as it is used as a readout device in all of the following tests. T1 for test 1 is
first displayed. After 2 seconds, the display will indicate the following
sequence at 0.5 second intervals: “XX”, “++”, “0.0”, “**”. This sequence will
continue repeating until the test is exited.
To exit test 1, momentarily depress the diagnostics test push button. The
control will return to the main menu, described below.
Main Menu
The main menu is a list of all the diagnostics tests in symbolic form. To enter
the main menu from the display test (Test 1) depress the diagnostics test
push button. The display will begin to cycle from T2 through T9 and then
start again at T2. To select the desired test, wait until the symbol for the
desired test appears in the display and then momentarily depress the
diagnostics test push button. The desired test will now be entered. Refer to
the section covering the selected diagnostics test for information on how to
exit to the main menu. Once in the main menu, a new diagnostics test can
be entered.

Test 2. Range Selector Test
To enter the range selector test, momentarily depress the diagnostics test
push button when T2 is indicated in the display.
During this test, the display will indicate the position of the range selector
lever as seen by the control.
The following positions can be tested:
! R
! N
! 6
! 5
! 4
! 3
! 2
! 1
If the selector lever is between positions or a switch is defective such that it

will not close during activation a “ — “ code will appear.
To exit Test 2, momentarily depress the diagnostics test push button. The
electronic control will return to the main menu.

Test 3. Input Switch Test
To enter the input switch test, momentarily depress the diagnostics test push
button when T3 is indicated in the display.
During this test, the status of the pump and roll mode, differential lock, filter
pressure, and stationary PTO switches will be indicated on the display,
followed by XX to allow exiting of the test loop. The test will start out by
cycling through the selections within T3.
T3 Sub Menu Selections
! P = Pump and roll mode switch
! D = Differential lock switch
! F = Filter sensor switch
! W = Stationary PTO switch
! XX = Return to main menu
Any of the five choices can be selected by momentarily depressing the

diagnostics test push button when the desired choice is indicated on the
display. Once a choice is made within T3 for a switch, the display will indicate
the status of that switch as follows.
! PX Pump and roll mode (PTO) not selected (switch open)
! PS Pump and roll mode (PTO) selected (switch closed)
! DX Differential lock not selected (switch open)
! DS Differential lock selected (switch closed)
! FX Filter differential pressure switch (switch open)
! FS Filter differential pressure switch (switch closed)
! WX Stationary PTO not selected (switch open)
! WS Stationary PTO selected (switch closed)

The control will continue to display the status of the switch until the diagnostics
test push button is momentarily depressed which will cause the control to go
back to the sub menu listing the four selections. A new switch may be selected
by momentarily depressing the diagnostics test push button when the choice
is displayed.
To exit test 3, momentarily depress the diagnostics test push button when
the XX appears in the sub menu display. The electronic control will return to
the main menu.
Test 4. Accelerator Pedal and Temperature Sensor Test
To enter this test, momentarily depress the diagnostics test push button
when T4 is displayed. During this test, the display indicates a value, relative
to the voltage received by the controller, from the accelerator pedal position
potentiometer, and temperature sensors.
The test will start out by cycling through the selections within T4.
The T4 Sub Menu Selections are as follows.
! T = Accelerator pedal (throttle) potentiometer
! S = Temperature sensor
! XX = Return to Main Menu
Any of the choices can be selected by momentarily depressing the diagnostics

test push button when the desired choice is displayed.
The display range is 0.0 to 4.0 volts. Normal accelerator pedal and values
are 1.0 to 3.5 volts. When the accelerator pedal is at the idle position, the
display must read 1.0 ± 0.5. When the accelerator is fully depressed (full
throttle position), the display must read 3.5 ± 0.1 volts.
The temperature sensor should read about 2.1 at 70 deg F and will read
<0.8 or >3.7 if out of range (<-40 deg F or >320 deg F).
NOTE: The resistance of the temperature sensor should

be between 800 and 1800 ohms, and should measure
approximately 1000 ohms at 77 deg F.
To exit test 4 and return to the main menu, momentarily depress the
diagnostics test push button when the XX appears in the sub menu display.

Test 5. Speed Sensor Integrity Test
To enter the speed sensor integrity test, momentarily depress the diagnostics
test push button when T5 is indicated in the display.
The control will cycle through the selections available in T5. To choose which
speed sensor is to be checked, momentarily depress the diagnostics test
push button when the correct speed sensor symbol is displayed.
T5 Sub Menu Selections:

! T = Turbine speed sensor
! 1 = Number 1 output speed sensor (transmission rear)
! XX = Return to main menu
Once a speed sensor is chosen, the condition of the speed sensor will be
displayed. Both segments of the display will be used. The left segment will
indicate the condition of the speed sensor. The right segment will indicate
which speed sensor is being tested. The possible conditions of the speed
sensors are as follows.
! +1 = an open in the output #1 speed sensor or circuit
! +T = an open in the turbine speed sensor or circuit
! -1 = a short in the output #1 speed sensor or circuit
! -T = a short in the turbine speed sensor or circuit
! TT = a valid turbine speed sensor impedance
! 11 = a valid output #1 speed sensor impedance
The electronic control will continue to display the status of the speed sensor
until the diagnostics test push button is momentarily depressed which will
cause the electronic control to go back to the sub menu listing the three
selections. A new speed sensor may be selected by momentarily depressing
the diagnostics test push button when the correct symbol is displayed.
To exit the sub menu and return to the main menu, momentarily depress the
diagnostic test push button when XX appears in the display. The electronic
control will return to the main menu.

Test 6. Solenoid Integrity Test
To enter the solenoid integrity test, momentarily depress the diagnostics

test push button when T6 is indicated in the display. During this test, all
solenoids will be briefly energized one at a time in a continuous, rapid
sequence. The control will test the integrity of each of the solenoid circuits.
The selector must be moved out of N to allow the solenoids to be energized.
(The display will show N if the selector is not moved out of the N position.)
When all solenoids have the proper impedance, the display will show oK.
If a fault is found in a solenoid circuit, it will be indicated on the display.

Solenoid number with a fault will be indicated in the right digit of the display.
The left digit of the display will indicate the following
! “-” circuit is open or shorted to a positive power source
! “+” circuit is internally shorted or shorted to the chassis
Table 3. Solenoid Chart
Right Display Character Solenoid

1 1
2 2
3 3
4 4
5 5
6 6
P P TO
L Co n ve rte r lo ckup clu tch
M Co nve rte r mo d ula ting clutch
D T ra nsmissio n d iffe re ntia l lo ck

To return to the main menu, move the selector lever to N and momentarily
depress the diagnostics test push button. The electronic control will return
to the main menu.
NOTE: Tests 7 and 8 may be used to verify torque

converter and transmission clutch engagement. The
engine must be running to perform the hydraulic tests.
If the engine was not running when the test mode was
entered, the control will have to be repowered into the
diagnostics test mode (Turn the control off, start the
engine, turn the control on with the J1 plug in test mode).
As a safety precaution it is suggested that the output
shafts be disconnected from the transmission or the
vehicle parking brakes engaged to keep the vehicle from
moving during tests 7 and 8.
Pressure gauges will be required to verify that each clutch is engaging to its
proper value. Connect the pressure gauges to the pressure ports indicated.
The correct pressures are given in Description and Specifications. The display
shows the identifier of the solenoid or electric modulating valve currently
energized.

Test 7. Solenoid Powered Test
To enter the solenoid powered test, momentarily depress the diagnostics

test push button when T7 is indicated in the display. The selector lever must
be moved out of N with the engine running to allow the solenoids to be
energized. Pressure gauges should be connected to transmission ports
indicated. During this test, the control will cycle through a sub menu of
solenoids.
! S1 = Transmission solenoid 1
! SP = PTO solenoid
! SD = Transmission differential lock solenoid
! R1 = Engine conversion relay (select pump and roll)
! XX = Exit to main menu
To select any solenoid, momentarily depress the diagnostics test push button
when the desired solenoid symbol is in the display. Once selected, the
desired solenoid will be energized. The electronic control will continue to
display the symbol for the energized solenoid until the diagnostics test push
button is momentarily depressed which will cause the electronic control to
go back to the sub menu listing the choices. A new solenoid may be selected
by momentarily depressing the diagnostics test push button when the desired
symbol is in the display.
To exit the sub menu and return to the main menu, move the selector lever
to N and momentarily depress the diagnostics test push button when the XX
appears in the display.

Test 8. Modulated Solenoid Powered Test
To enter the modulated solenoid powered test, momentarily depress the

diagnostics test push button when T8 is indicated in the display. The selector
lever must be moved out of the N position with the engine running to allow
the electric modulating valve to be energized. See note in Test 6. During this
test, the electronic control will cycle through a sub menu of the electric
modulating valves.
! M5 = Modulated solenoid, 5 (ranges 1,2,3 and rev)
! M6 = Modulated solenoid, 6 (ranges 4,5, &6)
! ML = Modulated solenoid, lockup clutch
! MI = Modulated solenoid, input clutch
! XX = Exit to main menu
To select any electric modulating valve, momentarily depress the diagnostics

test push button when the desired electric modulating valve symbol is in the
display. The selected modulating valve will be energized. Depressing the
diagnostics test push button a second time and holding it down will cause
the electric modulating valve current to increase in 5% increments until the
diagnostics test push button is released. Table 4 in Troubleshooting lists the
expected clutch pressures. To reinstate the stepping of the current level,
depress the diagnostics test push button and hold until the next desired
level is achieved. This can be repeated as often as desired until the display
shows 95 which indicates full current has been achieved. After this point,
XX will appear in the display. To return to the sub menu, momentarily depress
the diagnostics test push button.
To exit the sub menu and return to the main menu, move the selector lever
to N and depress the diagnostics test push button when the XX appears in
the display. The electronic control will return to the main menu.

ETA-28L Electric Modulating Valves

Table 4 shows expected pressure values for the electric modulating valves
tested in diagnostics test 8. Note that the oil temperature is between 100
deg F and 180 deg F, and the system main pressure is 250 psi or less, and
SAE 10W oil is used. If the main pressure is lower, the pressure will be
limited to that value, but pressures below main should not be affected much
at any given setting. The important things to consider when testing a valve
are that there should not be any pressure at zero current, and full pressure
when 95 is displayed. A plot of pressure vs. current should result in a
reasonably smooth line from minimum current to maximum current.
NOTE: The value shown in the display indicates the

percent of full current sent to the electric modulating
valve. The range of values will be from 0 - 95 percent in
5 percent increments.
Table 4. Proportional Valve Pressure Chart
Current Pressure Valve M coil end down Pressure Valve 5 (c oil end up)
and L and 6
% of full min max min max
0 0 0 0 0
5 0 0 0 0
10 0 0 0 0
15 0 0 0 0
20 0 0 0 0
25 0 0 0 0
30 0 0 0 15
35 3 12 8 29
40 10 31 25 46
45 30 50 46 70
50 52 71 69 90
55 74 92 90 110
60 93 112 109 129
65 112 132 130 148
70 135 152 150 170
75 155 172 172 189
80 177 192 192 210
85 195 210 212 226
90 215 225 227 230
95 223 230 227 230

Test 9. Stall Check
Test 9 may be used to verify proper operation of the torque converter. The
engine must be running to perform the stall check. If the output shafts were
disconnected to perform other tests, they must be reconnected. If the engine
was not running before entering the test mode, the control will have to be
repowered into the diagnostics test mode (Turn power off, start engine, turn
power on with the J1 plug in test mode). Test 9 should be entered with the
selector lever in N. The vehicle brakes must be applied in this test.
During the operation of test 9, it is necessary to have all personnel and

any obstacles clear of the vehicle. If vehicle brake failure occurs, the
transmission will accelerate in 5th range. Operation can be stopped by
any of the following.
! Selecting N
! Turning the vehicle power off
! Depressing the diagnostics test push button
To enter the stall test, momentarily depress the diagnostic test push button
when T9 is indicated in the display. Depress the selection button when the
desired sub menu selection is displayed.
! 5 5th gear will be engaged when range selector is in D
! XX Return to main menu
Selection of 5th allows the engine to be loaded. Engine speed is manually

controlled by the foot throttle. High amounts of energy will be transferred to
the transmission oil during this test. This test should only be performed for
short periods of time to allow the oil temperature to diminish. Failure to
allow the oil to sufficiently cool may cause system damage.
To exit test 9, move the selector lever to N and momentarily depress the
diagnostics test push button. The electronic control will return to the main
menu.

Exiting the Test Mode
1. Turn system power off.
2. Return plug connection to normal position (no connection between

yellow and green wires).
3. Turn system power on.

Troubleshooting
112
CONTROL SYSTEM DIAGNOSTICS

START DIAGNOSTICS BY TURNING POWER OFF, AND CONNECTING PLUG IN J1 HARNESS TO CONNECT WIRES
START TURN POWER ON, AND THE DIAGNOSTICS DOES AN INTERNAL TEST. IF PASSED, IT WILL THEN DISPLAY T1, FOLLOWED BY THE
TEST D I S P L A Y T E S T C H A R A C T E R S . (XX, ++, . , ** ) P R E S S TEST M E A N S T O D E P R E S S T H E TEST B U T T O N O N T H E V E H I C L E
.
EXIT DIAGNOSTICS BY TURNING POWER OFF, AND RECONNECTING PLUG IN J1 HARNESS TO OPEN CIRCUIT POSITION
XX XX XX
T1 T3 T4
T2 T5 T6
DISPLAY INPUT SWITCH ACCELERATOR T7 T8 T9
RANGE SPEED SENSOR SOLENOID
SELECTOR P, D, F, W, XX TEMPERATURE T, 1, XX INTEGRITY TEST SOLENOID MODULATED CONVERTER
(EPROM PRESS TEST TO
CHECKSUM WILL PRESS TEST TO T, S, XX PRESS PRESS TEST TO SELECT NEUTRAL POWER VALVE STALL TEST
SELECT DESIRED
ENTER AND EXIT TEST TO ENTER ENTER OR EXIT PRESS TEST TO EXIT
DISPLAY ONCE ) SWITCH
1 T
APPLY
WORK MODE (PTO) TURBINE MOVE BRAKES, APPLY
SENSOR XX BRAKES,
XX, ++, . , PX - N O T S E L E C T E D P SELECTOR OUT ENGINE IDLE,
** PS - S E L E C T E D TT : GOOD OF NEUTRAL APPLY SHIFT FROM ENGINE
+T : OPEN BRAKES, NEUTRAL IDLE,
-T : S H O R T E D ENGINE SHIFT FROM
CONTROL AND PRESS TEST TO XX NEUTRAL
IDLE,
DISPLAY GOOD DIFFERENTIAL LOCK EXIT 5, XX
D SHIFT FROM PRESS TEST TO
PRESS TEST DX - N O T S E L E C T E D "-" A N D S O L NEUTRAL ENERGIZE WHEN
TO EXIT DS - S E L E C T E D 1,2,3,4,5,6,P, L,
OUTPUT DISPLAYED
SENSOR M, O R D
M5, M6, ML, MI,
11 : G O O D INDICATES XX 5
FILTER DELTA XX
+1 : O P E N OPEN SOLENOID
PRESSURE
F -1: S H O R T E D
DISPLAY WILL FX - OPEN SHIFT TO
FS - C L O S E D PRESS TEST TO PRESS PRESS
CONTINUALLY NEUTRAL
EXIT TEST T O XX TEST
CYCLE T2 T H R U ANY TIME
Power Shift Transmission System Service Manual
ENERGIZE
T9. PRESS T E S T STATIONARY PTO TO EXIT CAUTION!
WHEN
TO ENTER WX - NOT SELECTED W TRANSMISSION
"+" A N D S O L DISPLAYED
DISPLAYED WS - S E L E C T E D SHIFTS INTO
1,2,3,4,5,6,P, L, S1, S2, S3, PRESS TEST TO
TEST NUMBER 5TH RANGE
M, O R D S4, SP, SD, STEP - %
MOVE VEHICLE MAY
INDICATES R1, XX C U R R E N T - 00,
SELECTOR TO ADJUST MOVE
THROTTLE SHORTED 05, 10, 15.....90,
ALL LOCATIONS T 95, XX
IDLE: 1.0+0.5 SOLENOID
I2 O R I3
FULL: 3.5+0.1
PRESSURE SHIFT TO
RECORD TEST OPTIONAL NEUTRAL
"--" IN "R,N,6,5
MAIN AND
DETENT ,4,3,2,1"
CLUTCH
CONTROL TEMP SENSOR PRESSURE RECORD
DEFECTIVE oK INDICATES NEUTRAL
70 F (21C) = 2.1 PRESS CLUTCH
Twin Disc, Incorporated

ALL WITH MOD
BAD WIRES GOOD 0.8 TO 3.7 F O R S TEST TO PRESSURE
SOLENOIDS ARE CLUTCH
OR SWITCH IN SELECTOR -40F TO 320F TURN OFF AND % OF
GOOD ENGAGED
SELECTOR (-40C TO 160C) CURRENT
Figure 15. Control System Diagnostics Flowchart

Pressure Test of System
NOTE: Measurement and recording of all of the

pressures listed can be very helpful in determining the
cause of and a solution to a problem. A shortcut taken
here to only measure the pressure that is of concern
can result in erroneous conclusions.
Install quick connect fittings on the following ports. Refer to Figures 2 through
5 in Operation.
! Main pressure
! Converter outlet
! Lube
! Lockup clutch
! Modulated input clutch
! Clutch 1
! Clutch 2
! Clutch 3
! Clutch 4
! Clutch 5
! Clutch 6
! Differential clutch
! Pto clutch
Multiple gauges should be used, otherwise fewer gauges must be moved to

accomplish the test. One fitting with a short open ended hose should be
used to vent the suggested port. The measurement of leakage from the
vented port will aid in determining if internal leakages could be causing partial
application of the opposing clutch on the same shaft. It is normal that a few
drips will be present from the vented location when the opposing clutch is
engaged. A steady stream may be an indication of excessive leakage due
to seal ring damage.

Refer to Troubleshooting for instructions for test 7 and test 8 procedures.
Engine speed should be held at approximately 715 rpm during test if possible.
If not possible, run complete test at consistent engine rpm.
Oil temperature should be warmed to operating temperatures if possible. If

not, this must be taken into consideration during the analysis of the results.
Use Test 7 to select solenoids for clutches 1, 2, 3, 4, differential, and pto.
Use Test 8 to select solenoids for clutches 5, 6, lockup, and modulated input
clutch. Use the value at 95% of full current when recording pressures in
Table 5 in Troubleshooting. Troubleshooting the proportional effects of the
shift profiles requires that pressure versus current be measured and recorded
in Table 6 in Troubleshooting. The charts that follow will aid in determining if
a possible problem may exist
NOTE: All of the solenoids with the exception of the

PTO clutch solenoid are interchangeable, and two of
them could be swapped to aid in trouble shooting.
Refer to Description and Specifications for expected pressures. Note that

these values may differ somewhat with temperature and engine speed
variations. An analysis of the measured results will aid in determining the
cause of potential problems. Significant variations from the specifications
and differences among the individual clutches are indications of problem
areas.

Table 5. Pressure Data
Solenoid energized
Record none 1 2 3 4 5 6 Lock up Mod In Diff Pto
Pressure
Main
Converter
Lube
Lock-up -- -- -- -- -- -- -- -- -- --
Mod. Cl -- -- -- -- -- -- -- -- -- --
Diff. Cl -- -- -- -- -- -- -- -- -- --
Pto Cl -- -- -- -- -- -- -- -- -- --
Clutch 1 -- V E NT -- -- -- -- -- -- -- --
Clutch 2 -- V ENT -- -- -- -- -- -- -- --
Clutch 3 -- -- -- V EN T -- -- -- -- -- --
Clutch 4 -- -- -- V ENT -- -- -- -- -- --
Clutch 5 -- -- -- -- -- V ENT -- -- -- --
Clutch 6 -- -- -- -- -- V ENT -- -- -- --
Flow -- -- -- --
from --
vented
port

Table 6. Proportional Valve Pressure
Pressure, PSI
Coils up Coils down
Current min Clutch Clutch max min Lock Mod. max
% of full 5 6 up Conv
0 0 0 0 0
5 0 0 0 0
10 0 0 0 0
15 0 0 0 0
20 0 0 0 0
25 0 0 0 0
30 0 15 0 0
35 8 29 3 12
40 25 46 10 31
45 46 70 30 50
50 69 90 52 71
55 90 110 74 92
60 109 129 93 112
65 130 148 112 132
70 150 170 135 152
75 172 189 155 172
80 192 210 177 192
85 212 226 195 210
90 227 230 215 225
95 227 230 223 230
100 227 230 223 230
Main -- -- -- --
Pressure
Lub e -- -- -- --
P ressure

Transmission In Vehicle Test
Following the installation of any major components such as the transmission

or torque converter, it is important that certain tests be performed to insure
proper installation and function of the components.
This vehicle is equipped with an oil filtering system with a bypass warning
indicator. During the following engine running tests, monitor the bypass
warning that will be displayed in the transmission system display unit. If the
filter bypass (FP code) is indicated, and the engine is at idle, it is important
to change oil filter elements. Repeat this as necessary to clean up the oil of
contaminants that may have been trapped in various locations in the
transmission hydraulic system.
A data sheet and procedure guide are on the following pages.

Data Sheet: In Vehicle Testing
Chassis# ________ Hour Meter __________ Km __________

Serial #’s:
Transmission________ Converter __________ Control __________
Date: ________ Tested By __________ Location __________
Electronic Diagnostic Tests

Engine not running (See diagnostic test in the troubleshooting section of this
manual)
Table 7. Diagnostic Test
T est Description Results

T1 Display check
T2 Range Selector Check
T3 I np ut Sw itches
T4 Throttle Pedal, (0.5/1.5 to 3.4/ 3.5 Volts)
T5 Speed sensors
T6 Solenoid integrity
Start engine for the following tests:
Check Oil Level

Oil level should be in the middle of the upper glass when in neutral with
engine at low idle, with oil at operating temperature.
Low Idle Pressure Check

Check with the engine speed at low idle, the transmission in neutral, and the
oil temperature still cold:
Engine rpm ____________________ (600 to 700 rpm)
Main pressure ____________________ (185 psi minimum)
Converter outlet pressure ____________________ (50 to 70 psi)
Lube regulator ____________________ ( 5 to 15 psi)

High Speed Pressure Test

Test with warm oil to 100 deg C by shifting to D6 with vehicle parking brakes
on and engine speed up to about 1200 to 1500 RPM. When oil is hot shift to
N and set engine speed at 2150 RPM.
Engine RPM ____________________ ( 2100 to 2200 RPM)
Oil temp ____________________ Deg C
Main pressure ____________________ (228 to 235 psi)
Converter outlet pressure ____________________ (70 to 90 psi)
Lube regulator ____________________ (35 to 50 psi)
Clutch Pressure Test - Test T7

While in test mode start engine and select T7, and set engine at 2100 to
2200 RPM, selector must be in D6 position.
Table 8. Solenoid Pressures
Solenoid Main Clutch Apply Lube Lube

Engaged Pressure Pressure Psi. Pressure at Pressure
Psi. (within 12 psi Shaft Cover, M easured
(228/235psi) of main) Psi at this
(15-35psi) Shaft
(G)
S1 1-2
S2 1-2
S3 3-4
S4 3-4
SD (dif)
NOTE: Clutch apply pressures on disengaged clutch

packs should be 0 psi. Shaft lube pressures should not
change when solenoids are on or off.

Test T8 - Modulated Clutches

Select test T8, set engine at 2100 to 2200 RPM, selector must be in D6
position. Increase % engagement to modulated clutch and record clutch
pressure.
Table 9. Modulated Pressures
Pressure, PSI
Coils up Coils dow n
Current Clutch Clutch Lock Mod.

% of full m in 5 6 m ax m in up Conv m ax
0 0 0 0 0
5 0 0 0 0
10 0 0 0 0
15 0 0 0 0
20 0 0 0 0
25 0 0 0 0
30 0 15 0 0
35 8 29 3 12
40 25 46 10 31
45 46 70 30 50
50 69 90 52 71
55 90 110 74 92
60 109 129 93 112
65 130 148 112 132
70 150 170 135 152
75 172 189 155 172
80 192 210 177 192
85 212 226 195 210
90 227 230 215 225
95 227 230 223 230
Main
-- -- -- --
@95%
Lube
-- -- -- --
@95%

Range Engagement Test

This verifies that the truck is shifting properly. Keep the engine at low idle,
and vehicle brakes on, pressure gages still connected.
Table 10. Shift Results
Selected T est Pressu re

C o m m en ts
R an ge Port Psi
1 T ruck should m ove forw ard in
T9 ______
6 5th r ange
Apply brakes. Engine at full
1 Stall throttle;
T9
6 C heck R ecord converter stall R PM
___________.
D1 ______
5 1st range
D2 ______
5 2nd ra nge
4
R ______ T ruck s hould m ove in reverse
5
m anual 3 Select ed
______
override 5 R an ge
Final Drive Test

Drive truck, verify proper operation in all ranges and lockup. Look for leaks.
Recheck oil level.

PRESSURE VS CURRENT COIL up

280 Main Pressure 230
240
Pressure, PSI
200
160
120
80
40
0
0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
Current, Amps
Figure 16. Pressure vs. Current Coil Up Graph
PRESSURE VS CURRENT COIL down

280 Main pressure 230
240
Pressure, PSI
200
160
120
80
40
0
0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
Current, Amps
Figure 17. Pressure vs. Current Coil Down Graph

Twin Disc, Incorporated Engineering Drawings
Engineering Drawings
The following pages include the engineering drawings that are specific to
this model. The engineering drawings included are listed below.
! 1018316 (System, Elect. Control)
! 1017753 (Schematic, Hydraulic)
! 1017754 (Diagram, Piping)
! 1018601A (page 1 of 3) (Transmission Parts)
! 1018601A (page 2 of 3) (Transmission Parts)
! 1018601A (page 3 of 3) (Transmission Installation)
! 1018068A (Clutch Assembly, 2-5, Reverse)
! 1018065A (Clutch Assembly, 1-4, 3-6)
! 1017956B (Clutch Assembly, 1-2-3, 4-5-6)
! 1018205 (Differential Assembly)
! 1018460 (Valve Assembly, Differential)
! 1017752 (Valve Assembly, Main Regulator)
! 1018465 (page 1 of 2) (Torque Converter Installation)
! 1018465 (page 2 of 2) (Torque Converter Parts)
! 1018360 (partial) (Valve Assembly, Solenoid)
! 1017261 (Power Take Off Assembly)

Engineering Drawings Twin Disc, Incorporated

#1019864 04/00
TWIN DISC, INCORPORATED RACINE, WISCONSIN 53403, U.S.A. 262-638-4000/262-638-4482 (FAX) WWW.TWINDISC.COM

Twin Disc Service Manual

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Document Number: 1019864

Power Shift Transmission

February 23, 2000 TDWP4013

TD61-1179 / TD61-1180 TRANSMISSION SYSTEM FOR

Transmission , Torque Converter and Electronic Control

1. Units, Torque Converter-20 Hrs., Transmission-12 Hrs., Test-4 Hrs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

B. Repair Labor on Units

Modulating Valve (replace - do not open or repair) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0

Modulating Valve (replace - do not open or repair) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0

3. PTO Clutch Assembly with Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

February 23, 2000 TDWP4013

Description and Specifications...........................13

Preventative Maintenance ...................................49

Engineering Drawings .......................................123

8 Power Shift Transmission System Service Manual

Operation and maintenance personnel responsible for this equipment should

Engineering assembly drawings and bill of materials are provided in

Power Shift Transmission System Service Manual 9

All replacement parts or products (including hoses and fittings) must

Frequent reference to the information provided in this manual regarding daily

In the event a malfunction does occur, a troubleshooting table is provided to

10 Power Shift Transmission System Service Manual

Lifting Bolt Holes

Select lifting eyebolts to obtain maximum thread engagement with bolt

Safe practices must be employed by all personnel operating and servicing

Important Safety Notice

Because of the possible danger to person(s) or property from accidents which

Power Shift Transmission System Service Manual 11

Sources of Service Information

Each series of manuals issued by Twin Disc, Incorporated is current at the

12 Power Shift Transmission System Service Manual

Description and Specifications

(Reference - Twin Disc Application # AN4010)

The Twin Disc TD-61-1180 transmission is a hydraulically actuated power

Model Identity Numbers and Letters

TD-61-1180, BOM 67328

8-MLW-1755-1, BOM 67290

ETA-28L Electronic control BOM 40781

Power Shift Transmission System Service Manual 13

The input section of the transmission consists of two geared-together clutch

The hydraulic torque converter is a single stage Type 8 design with a

14 Power Shift Transmission System Service Manual

Regulator Valve Assembly

Range Selector Valve

Seven identical proportional valves, mounted on the rear of the transmission

The control system, with associated solenoids, is powered by 12 volts dc.

Clutch Applied Power Take Off

Mounted on the torque converter is a hydraulically actuated power takeoff

Power Shift Transmission System Service Manual 15

Normal Temperature Range:

Low Speed Pressures:

Main Pressure (X):

Transmission Lube Pressure:

16 Power Shift Transmission System Service Manual

Converter outlet pressure (W):

High Speed Pressures:

Main Pressure (X):

Clutch Apply Pressure (CL):

Transmission Lube Pressures:

Converter outlet pressure (W):

Differential Clutch Pressure:

Engine speeds (approximate)