TRAINING TIPS Transmissions -

Automatic
AND TACTICS

1
2
 Contents
General information I-Shift - Generation B - cont.
Automated vs. Automatic 12 Sensors 71
Epicyclic gearsets 15 Solenoid valves 73
Air supply 75
I-Shift - Generation B Electrical connectors 77
Designation 25 Selector lever 79
Construction 27 Gear display 89
Gear layout 29 Control system 93
Synchronisers 29 Data links 99
Power flow 31 Software packages &
Gear selection 41 features 102
Shaft speed sensors 43 Conversion kits 109
Intermediate shaft brake 45 Viewing software packages 111
Clutch 47 Testing - VCADSPro 113
Clutch cylinder 49 Calibration 114
Control housing 61 VCADS cylinder test 117
TECU 63 Air supply connection 121
Temperature sensor 65 Air paths in control housing 123
Air cylinders 67 Control housing -
Interlocks 69 remove & refit 124
Using a rolling road 127
3
I-Shift - Generation C
Designation 133
Identification plate 137
Gear ratios 138
Selection positions 139
Gen. C vs. Gen. B 141
Clutch 143
Clutch position sensor 149
X1 and X2 values 151
Range change gearset 153
TECU 155
Overdrive gearset 157
Selector lever 159
Lubrication 161
Oil cooling 165
Software packages 169
Package description 172
Feature description 174

4
 Contents

Powertronic Powertronic - cont.

General information 179 Lock-up clutch 231
Designation 179 Lock-up clutch teach-in 235
Generations 181 Retarder 243
Construction 183 Selector lever 249
Torque converter 185 Control system - Gen. 3 & 4 253
PTO & fluid pump drive 193 Transmission fluid 254
Clutches & brakes 195 Level check 255
Valve block 197 Fluid pressure test
Solenoid and relay valve Gen. 3 & 4 257
operation 201 Gen. 2 259
Power flow 203 Lock-up/retarder test 261
Powershift 219 Gear test 263
Gear shift control 220 Common faults 264
Sensor location 225
Input & turbine speed sensor 229

5
6
 Introduction
About this This guide is intended as a memory jogger for the
Pocket guide knowledge you have gained during your training course.

The guide includes a summary of the material covered in:

Transmissions - Automatic

7
 Danger, In this guide, risk of injury or damage is indicated by the
Warning, following headings:
Caution &
Note DANGER - indicates a risk of serious personal injury or
death.

WARNING - indicates a risk of personal injury, or severe

product damage.

CAUTION - indicates risk of product damage.

Note - draws attention to special methods or particular

features.

Read and implement all DANGER, WARNING and

CAUTION instructions.

8
Replacement When replacement parts are required, it is essential that
parts only Volvo genuine parts are fitted. If Volvo genuine parts
are not used:

- safety features embodied in the vehicle or components

may be impaired.

- performance and/or operation of the vehicle or

components may be adversely affected.

- Volvo warranty terms may be invalidated.

9
Specification Volvo are constantly seeking ways to improve their
products, and alterations take place accordingly.
Whilst every effort has been made to ensure the accuracy
of this guide, it should not be regarded as an infallible guide
to current specifications of any product.

Neither Volvo, nor the supplier of this guide shall, in

any circumstances, be held liable for inaccuracy or the
consequences thereof.

Copyright All rights reserved. No part of this publication may be

reproduced, stored in a retrieval system, transmitted or
copied without written permission from Volvo Truck & Bus
Ltd.

C Volvo Truck & Bus Ltd. 2006

10
General Information

11
 General Information
Automated vs. Automated transmissions are basically manual
Automatic transmissions that are controlled electronically, and
actuated pneumatically or hydraulically.
The gearsets are similar to those used in manual
transmissions, and are carried on input shaft, counter shaft
and output shaft. The gears are in constant mesh, and
ratios are changed by sliding dog clutches to couple one
gear to another.
Coupling between the engine and transmission is via a
conventional plate clutch, but this is also automated, and
disengaged only when the vehicle is stationary.
Because the electronic controls can synchronise shaft
speeds during gear shifts, the clutch does not need to be
disengaged.

I-SHIFT is an automated transmission.

12
General Information
Automatic Automatic transmissions use ʻplanetaryʼ gearsets -
transmission described later - carried on input and output shafts - there
is no countershaft.
All gears are in constant mesh, and ratios are changed by
using ʻbrakesʼ and ʻclutchesʼ to lock various components of
the gearsets in combination.

Coupling between the engine and transmission is via a

ʻfluid couplingʼ called a torque converter, which transmits
power whenever the engine is running.

Powertronic is an automatic transmission.

13
General Information

R P

PC S

14
General Information
Epicyclic Most automatic transmissions use a number of gear
gearsets arrangements called ʻepicyclicʼ or ʻplanetaryʼ gearsets.
The gearsets have four main components:

R - ring gear, or annulus

P - planet gear (orbits the sun)
S - sun gear
PC - planet carrier

Each of these components can be the input, the output, or

can be held stationery.
The role each component plays determines the gear ratio
for the gearset.
Locking any two components together locks up the gearset,
and gives a 1:1 ratio.

15
General Information

R P

PC S

16
General Information
Epicyclic In the single gearset above, the ring gear has 72 teeth,
gearsets - and the sun gear has 30 teeth. These combinations can
example produce the following ratios:
Input Output Stationary Gear ratio

Sun Planet Ring 3.4:1A

carrier

Planet Ring Sun 0.71:1B

carrier

Sun Ring Planet -2.4:1C

carrier

Calculations A 1 + R/S Reduction - output speed slower than input speed

B 1/(1 + S/R) Overdrive - output speed faster than input speed
C R/S Reduction - output direction reversed
17
General Information
Other combinations of this single gearset will produce other
ratios.
Multiple gearsets can be used to obtain even more ratios.

Note
With multiple gearsets, not all gears engage all other gears.
For example - planet gears may engage the sun gear, but
not the ring gear.
Planet gears can also be made different lengths so that
they engage one sun gear, but not another which may be a
different diameter.

When required, the components are locked stationary by

applying multiplate clutches, or brake bands.
The clutches and brake bands are normally applied by fluid
pressure.
18
19
General Information
PC

P R 1

2
20
General Information
Gearing R - ring gear, or annulus
examples P - planet gear (orbits the sun)
S - sun gear - input
PC - planet carrier - output

In the upper illustration, the ring gear is locked to the

housing (1) and gives ʻlowʼ ratio.

In the lower illustration, the planet carrier is locked to the

ring gear (2) and gives ʻhighʼ ratio.
Therefore, the whole gearset rotates as a unit at the same
speed as the input sun gear.
This gives direct drive ratio - 1:1.

21
22
I - Shift - Generation B

23
I - Shift - Gen. B

24
I - Shift - Gen. B
Designation The I-Shift transmission has the designation - VT2412B:

Volvo
Transmission
2400 Nm - max. input torque
12 forward gears
B generation

Note
Service information refers to this designation - not I-Shift.

25
I - Shift - Gen. B

1b

2
1a

1c 3
26
I - Shift - Gen. B
Construction The transmission is made up of two main gearsets:

1a. Input shaft

1b. Mainshaft
1c. Intermediate shaft

This set has constant mesh gears, and is similar to that

found in a conventional manual gearbox.
The splitter gears are incorporated in this gearset.
The reverse idler gear, and fluid pump drive gear (3) are
also driven from this gear set.

2. Range change unit and output shaft,

The range change unit is a planetary gearset.

3. Reverse idler gear.

27
I - Shift - Gen. B

LS HS 2 1 RE RA 28
 I - Shift - Gen. B
Gear layout LS. Low range splitter gears
HS. High range splitter gears
2. 2nd. gear
1. 1st. gear
RE. Reverse gear
RA. Range change gearset

By using various combinations of these gears and

gearsets, 12 forward ratios, and 4 reverse ratios can be
obtained.

Synchronisers Only the splitter gears and range change have

synchronisers.
The range change synchroniser is used with the sliding dog
clutch which locks/unlocks components of the planetary
gearset.

29
I - Shift - Gen. B

1st. 2nd.

3rd. 4th.
30
I - Shift - Gen. B
Power flow - 1st. Low range splitter > 1st. gear > range change low ratio
gears 1 to 4
2nd. High range splitter > 1st. gear > range change low
ratio

3rd. Low range splitter > 2nd. gear > range change low
ratio

4th. High range splitter > 2nd. gear > range change low
ratio

31
I - Shift - Gen. B

5th. 6th.

7th. 8th.
32
I - Shift - Gen. B
Power flow - 5th. Low range splitter > high range splitter > range change
gears 5 to 8 low ratio

6th. Direct: main shaft > range change low ratio

7th. Low range splitter > 1st. gear > range change high
ratio

8th. High range splitter > 1st. gear > range change high
ratio

33
I - Shift - Gen. B

9th. 10th.

11th. 12th.
34
I - Shift - Gen. B
Power flow - 9th. Low range splitter > 2nd gear > range change high
gears 9 to 12 ratio

10th. High range splitter > 2nd. gear > range change high
ratio

11th. Low range splitter > high range splitter > range
change high ratio

12th. Direct - mainshaft > > range change high ratio

35
I - Shift - Gen. B

R1. R2.

R3. R4.
36
 I - Shift - Gen. B
Power flow - R1. Low range splitter > reverse gears > range change low
gears R1 to R4 ratio

R2. High range splitter > reverse gears > range change low
ratio

R3. Low range splitter > reverse gears > range change
high ratio

R4. High range splitter > reverse gears > range change
high ratio

37
 I - Shift - Gen. B
Gear selection Gears are selected by moving ʻsliding dog clutchesʼ forward
- main gearbox or backward.
The clutches are moved by selector forks, similar to those
found in a manual gearbox.

For gears 1 to 6, and R1 and R2, the range change gearset

is in low ratio.

For gears 7 to 12, and R3 and R4, the range change

gearset is in high ratio.

38
39
I - Shift - Gen. B
PC

P R 1

2
40
 I - Shift - Gen. B
Gear selection R - ring gear, or annulus
- range change P - planet gear (orbits the sun)
S - sun gear - input
PC - planet carrier - output

In the upper illustration, the ring gear is locked to the

housing (1) and gives ʻlowʼ ratio of 4.35:1.

In the lower illustration, the planet carrier is locked to the

ring gear (2) and gives ʻhighʼ ratio.
Therefore, the whole gearset rotates as a unit at the same
speed as the input sun gear.
This gives direct drive ratio - 1:1.

Synchronising To synchronise speeds for low range engagement, the

synchroniser cone slows down the speed of the ring gear.

To synchronise speeds for high range engagement, the

synchroniser cone accelerates the speed of
the ring gear. 41
 I - Shift - Gen. B
SR

LS HS 2 1 RE 2 42
I - Shift - Gen. B
Shaft speed To enable the control system to provide smooth
sensors fully automatic gear changes, shaft speeds must be
synchronised at the point of gear change.

A sensor ring (SR), attached to 1st.gear, provides a

mainshaft speed signal, which is measured by sensor (1).

A similar ring, attached to 2nd. gear on the intermediate

shaft, provides an intermediate shaft speed signal, which is
measured by sensor (2).

The sensors are attached to the underside of the control

housing.

43
I - Shift - Gen. B

1 2
44
I - Shift - Gen. B
Located at the front of the transmission case is an
Intermediate
intermediate shaft brake (1).
shaft brake
The cylinder contains a multi-plate disc bake with 2 friction
discs, and 3 steel discs.

To ensure smooth engagement of a starting gear, the

brake is automatically applied before a starting gear is
selected. When applied the brake stops rotation of the
shafts and gears.
When the highest level software is installed, the brake is
also used during performance up-shifting.

The brake is applied by air pressure supplied to an integral

air cylinder (2).
Air supply is controlled by a solenoid valve located in the
control housing cover.
45
I - Shift - Gen. B

46
I - Shift - Gen. B
The clutch is similar to a conventional clutch used with a
Clutch
manual gearbox.
Unlike the installation for a manual gearbox, there is no
clutch pedal, because the clutch is released and engaged
automatically.

The clutch is a single disc type, with the designation

CS43B-O:

C = Clutch
S = single disc
43 = 430 mm diameter
B = version
O = Organic material
Note: Version (B) has involute splines, which
means that the spline is cut with a slight curvature
from tip to root.

The splines must not be greased. 47

I - Shift - Gen. B

2
3

5
4 1
48
 I - Shift - Gen. B
Clutch cylinder The clutch cylinder (1) is attached to the RH side of the
transmission housing.

Adjustment, to compensate for wear of the clutch disc

linings, is automatic - no manual adjustment is needed.

Adjustment is controlled by the TECU.

Air is supplied to the cylinder via a one-way valve (2), and

filter (3).

CAUTION
To ensure that all air pressure is released, plug (4) should
be removed before removing the cylinder assembly.

A multi-pin plug, connected to connector (5), carries signals

to and from the solenoids and sensor.
49
I - Shift - Gen. B

1 2
50
 I - Shift - Gen. B
Clutch cylinder In addition to the main air cylinder and piston, the main
components of the clutch cylinder are:

1. Control solenoid valves.

The valves control air flow in and out of the cylinder:

VASE - Valve Air, Slow Engage - air exhaust

VAFE - Valve Air, Fast Engage - air exhaust
VASD - Valve Air, Slow Disengage - air supply
VAFD - Valve Air, Fast Disengage- air supply

The solenoids are controlled by Pulse Width Modulated

(PWM) signals from the TECU.
PWM signals are variable, which means that the valves can
be opened and closed progressively by varying amounts.
This allows close and precise control of clutch
disengagement and engagement.
51
I - Shift - Gen. B

1 2
52
 I - Shift - Gen. B
Clutch cylinder 2. Inductive sensor.
The sensor provides a signal representing the position of
the actuating piston, and lining wear.
The sensor is supplied with 5 V from the Transmission
Electronic Control Unit (TECU).

The output signal is between 1.1V - clutch engaged, and

1.8V - clutch disengaged.

53
I - Shift - Gen. B

54
 I - Shift - Gen. B
Clutch cylinder In the illustration above, the clutch is engaged.
operation - clutch This is the normal situation - e.g. after:
engaged
- When starting
- After PTO engagement of a gearbox mounted PTO
(if gearbox is in neutral, and vehicle is stationary).

Engagement normally takes place in three stages:

1. Rapid initial engagement with both VAFE and VASE
energised.

2. Synchronisation of clutch and engine speed, with VASE

energised.

3. Rapid final engagement, with VAFE and VASE energised.

Note: Factors such as engine speed/load, input shaft/output

shaft speeds, are constantly monitored, and the PWM signals
adjusted accordingly, to ensure the most rapid engagement,
consistent with optimum comfort and wear.
55
I - Shift - Gen. B

56
 I - Shift - Gen. B
Clutch cylinder In the illustration above, the clutch is disengaged.
- operation
The clutch will normally be disengaged when:
- The vehicle is stationary
- Engine speed falls below normal low idle speed.
- Engine speed drops too quickly.
- Driving wheels lock-up.

VASD and /or VAFD are energised.

VASE and VAFE are not energised.
Air enters the cylinder, and the piston and actuation rod are
pushed forward to disengage the clutch.

Note: During a gear shift, the clutch is not disengaged, but

the splitter gear is put into neutral.
This allows the control system to synchronise shaft speeds
for a smooth gear shift to occur.
57
 I - Shift - Gen. B

3
VASE VASD
4

1
2

Air supply
No air present VAFE VAFD
Air exhaust 58
 I - Shift - Gen. B
Clutch cylinder 1. One-way inlet valve.
- air circuit 2. Inlet air filter
3. Exhaust air filter - cylinder breathing
4. Piston.
VASE - Valve Air, Slow Engage - air exhaust
VAFE - Valve Air, Fast Engage - air exhaust
VASD - Valve Air, Slow Disengage - air supply
VAFD - Valve Air, Fast Disengage- air supply

The diagram above shows an example of solenoid valve

operation and air flow - in this example, the clutch is
disengaged.
Solenoids (VASD) and (VAFD) are energised, allowing
supply air to pass to the cylinder and push out the piston.

59
I - Shift - Gen. B

60
 I - Shift - Gen. B
Control housing The control housing includes the following parts:

Transmission Electronic Control Unit (TECU)

Inclination sensor.
Air pressure sensor.
Gearbox temperature sensor.
Fluid temperature sensor.
Four parallel air cylinders.
Four inductive position sensors.
Nine solenoid valves.
Two shaft speed sensors - one for each shaft.
Shift forks for main and splitter gearsets.
Air connections.
Electrical connections.

61
I - Shift - Gen. B

2
3
62
I - Shift - Gen. B
TECU The TECU (1) contains most of the electronic components
and circuits to control gearbox operation.
The TECU communicates with the Gear Selector ECU
(GSECU), and with other vehicle ECUʼs.

Inclination sensor (2) is filled with silicon, and senses the

inclination of the vehicle.
This information is used to determine which gear should be
selected for start off.

Note: There is a test for this sensor in VCADSPro.

Sensor operation is checked by raising and lowering the
suspension to tilt the vehicle fore and aft.

Air pressure sensor (3) measures supply air pressure.

63
 I - Shift - Gen. B

64
I - Shift - Gen. B
Temperature Temperature sensor (4) measures the temperature of the
sensor - transmission assembly.
transmission

65
I - Shift - Gen. B
2 3 4
1

5
6

66
I - Shift - Gen. B
Air cylinders Air pressure admitted to the cylinders moves the shift forks
to change gear.

1. Splitter gearset cylinder

2. 1st. and reverse cylinder
3. 2nd. and 3rd. cylinder
4. Range change cylinder
5. Interlock - 1st. and reverse
6. Interlock - splitter cylinder
7. Position sensor - splitter gearset

The range change cylinder is a two-position cylinder.

All other cylinders are three-position - e.g:

- cylinder (2) has positions - 1st. gear, neutral and reverse

gear.
67
I - Shift - Gen. B

3
1
2
68
I - Shift - Gen. B
Interlocks 1. 2nd. and 3rd. cylinder
2. One gear only interlock*
3. Splitter cylinder stroke limiting plate

Note* On later transmissions, this plate is replaced by a

plunger.

69
I - Shift - Gen. B
1

4 2
6 3
5 70
I - Shift - Gen. B
Sensors 1. Fluid temperature sensor
2. Position sensor - 1st. and reverse
3. Position sensor - 2nd. and 3rd.
4. Speed sensor - main shaft
5. Speed sensor - intermediate shaft
6. Position sensor - range change

71
 I - Shift - Gen. B
2 LR 3
HR

1
LS
B
HS R
HR B
LS HS R 1 2 3 LR

C5
C1 C2 C3 C4 72
 I - Shift - Gen. B
Solenoid valves The nine solenoid valves are located in the control housing
cover.

1. 1st. gear C1. Cylinder H/N/L Split

2. 2nd. gear C2. Cylinder 1st. /N/Rev
3. 3rd. gear shift
R. Reverse gear C3. Cylinder 3rd. /N/2nd.
B. Intermediate shaft brake shift
LR. Low range C4. Cylinder H-L range
HR. High range C5. Cylinder counter shaft
LS. Splitter - low brake
HS. Splitter - high

System pressure - 8.5 bar

Working pressure - 2 to 10 bar
Voltage range - 18 to 32 V
73
I - Shift - Gen. B
2
1

24

3
P24
74
I - Shift - Gen. B
Air supply A common air supply is fed to inlet channel (1) from port
(24) of multi-circuit protection valve (24).
The air pressure sensor - located under the inlet channel
- senses the pressure at this point.
The air filter is located at the entry to the channel.
From the inlet channel, air is fed to the clutch from port (2),
and to the intermediate shaft brake cylinder from port (3).

75
I - Shift - Gen. B

A B

3
2 2
1 1
76
 I - Shift - Gen. B
Electrical Two or three connectors are located on the control housing
connectors cover:

Without retarder 1. Communication TECU/VECU via chassis cable harness.

-A
Note: When the gearbox is removed from the vehicle,
VCADSPro is linked to this connector.

2. To clutch valves.

With retarder - B 1. Communication TECU/VECU via chassis cable harness.

2. To retarder.

3. To clutch valves.
77
I - Shift - Gen. B
1

2
6
1 5
R
N 3
4
A
M
L

78
 I - Shift - Gen. B
Selector lever The selector lever housing is attached to the side of the
driverʼs seat.
The lever can be folded down for access by pressing
button (1).

2. Selects ʻEconomyʼ or ʻPerformanceʼ mode.

3. Selects ʻLimp Homeʼ mode.
4. Selector lever positions.
5. Inhibitor - prevents accidental selection of gears.
6. This button can be pressed when either ʻmanualʼ or
ʻautomaticʼ mode is selected. Each press causes an up or
down shift.

Information from the gear lever is fed to the Gear Selector

ECU (GSECU).

79
I - Shift - Gen. B
1

2
6

5
R
N4 3
A
M
L

80
I - Shift - Gen. B
Economy/ ʻEconomyʼ mode is suitable for most road conditions.
Performance When ʻPerformanceʼ mode is selected, more acceleration is
mode available because upshifts are delayed until higher engine
and road speeds are reached.
The system will automatically switch to “Economyʼ mode
when performance is no longer needed.

ʻLimp Homeʼ If certain transmission or control faults occur, ʻLimp Homeʼ

mode mode can be selected.
In this mode, all sensor inputs are ignored.

To be able to select Limp Home mode, the following

components must be working as normal:
- all solenoid valves
- selector lever
- air supply
- clutch

81
 I - Shift - Gen. B
Selecting ʻLimp 1. Turn the ignition key to ʻONʼ.
Homeʼ mode 2. Press and hold button ʻLʼ - (3).
3. Select ʻAʼ.
4. Then either: select ʻMʼ for a forward gear, or ʻRʼ for a
reverse gear (only ʻR1ʼ available).
5. With ʻMʼ selected, and the vehicle stationary, +/- 1, 3, 5
can be used.

The vehicle can then be driven, but there will be no gear

shift.

Note: When the ignition is turned OFF for approx. 10 sec,

Limp Home mode is cancelled.

82
83
I - Shift - Gen. B

2
6

3
4

84
 I - Shift - Gen. B
Selector lever R = Reverse. When selected, the system engages the
positions lowest of the four reverse ratios (R1). Higher reverse ratios
can be selected using the +/- button.

N = Neutral

A = Automatic. The correct starting gear is engaged, and

up and down shifts occur automatically, according to
driving conditions.

Manual up/down M = Manual. Up and down shifts are controlled by the +/-
shifts button.

L = Low. When low is selected:

- D12, 4th. gear is selected.

- D9, 2nd. gear is selected.
85
I - Shift - Gen. B

MITNB
1
86
 I - Shift - Gen. B
Selector lever The selector lever for buses is similar to that for trucks.
- bus The main difference is - there is no ʻLʼ position for the
lever.

The label (1), for recording clutch calibration details, is

located inside the housing cover.

Note: For trucks, the label is located on the ʻBʼ pillar.

87
I - Shift - Gen. B
1 2 3 4 5

E A 11
E R R1 1
E+ N R2 2
P A R3 3
B M R4 4
5
L F N1 6
N2 7
8
9
10
11
12 88
I - Shift - Gen. B
Gear display 1. Driving program:
E = Economy
E+ = Economy with freewheel - Eco-Roll
P = Performance
B = Brake
L = Limp Home

2. Available gears down:

The number of gears available for manual down-shift is
indicated by the number of arrows displayed.

3. Gear lever position:

R = Reverse
N = Neutral
A = Automatic
M =Manual
F = Folded gear lever 89
I - Shift - Gen. B
1 2 3 4 5

E A 11
E R R1 1
E+ N R2 2
P A R3 3
B M R4 4
5
L F N1 6
N2 7
8
9
10
11
12 90
I - Shift - Gen. B
Gear display 4. Available gears up:
The number of gears available for manual up-shift is
indicated by the number of arrows displayed.

5. Selected gear:
Indicates the gear engaged.

1-12 = Forward gears

N1 - N2 = Neutral gears (High and low split)
R1 - R4 = reverse gears

91
I - Shift - Gen. B
J1939
J1708

MID130
MID223 MID144 MID140
MID222 J1939-5

7 8
9
3

5
1 2 4 10
11
92
 I - Shift - Gen. B
Control system The illustration above shows a part of the control system
- the continuation part is shown on the next page.

MID 130. Transmission Electronic Control Unit - TECU

MID 222. Retarder Electronic Control Unit - RECU
MID 223. Gear Selector Electronic Control Unit - GECU
MID 144. Vehicle Electronic Control Unit - VECU
MID 140. Central Instrument Control Unit

1. Gearbox
2. Retarder
3. Speed sensor - Tachograph/speedometer
4. Position switch - brake pedal
5. Sensor accelerator pedal
7. Gear selector
8. Cruise control
9. PTO switch
10. Engine brake switch
11. Aux. brake lever - retarder 93
 J1939
J1708

MID128 MID136 MID150 MID216

12

13 15 16
6

14
94
 I - Shift - Gen. B
Control system The illustration above shows the continuation part of the
control system.

MID 128. Engine Electronic Control Unit - EECU (EMS)

MID 136. EBS/ABS/ASR Electronic Control Unit
MID 150. ECS Electronic Control Unit
MID 216. Light Control Module (LCM) Electronic Control
Unit.

6. Speed sensor - road wheel

12. Speed sensor - engine
13. Solenoid valve block - engine brake/EPG
14. Solenoid valve block - VEB
15. Pressure sensor - air suspension

95
 I - Shift - Gen. B
Control system To enable the gearbox to operate correctly, the TECU
- communication receives and sends signals to several other ECUʼs:

MID 144 - VECU Via MID144, the TECU receives position signals for:
- cruise control switch (8)
- PTO switch (9)
- engine brake switch (10)
- auxiliary brake lever (11)
- brake pedal (4)
- accelerator pedal (5)
In addition to receiving shaft speed signals from the internal
sensors, the TECU also receives an output shaft speed
signal from sensor (3).

MID 140 - INST Via MID140, the TECU receives signals representing - gear
selector position - gear selected - possible gears - driving
program - time/date of faults (for diagnosis)
96
 I - Shift - Gen. B
MID 128 - EECU Via MID128, the TECU receives a signal representing
(EMS) engine crankshaft speed.
If engine speed needs to be reduced for a gearchange, the
TECU can send signals to VCB solenoid valve (13), and/or
to VEB solenoid valve (14).

MID 136 - EBS/ Via MID136, the TECU receives a road wheel speed signal.
ABS/ASR If a wheel starts to spin, and ABS/ESP are active, gear
changes will be inhibited.

MID 150 - ECS Via MID150, the TECU receives a signal representing air
bellows pressure. From this signal, total vehicle weight is
calculated.

MID 216 - LCM Via MID216, the VECU receives a signal which indicates if
a trailer is coupled.
97
 I - Shift - Gen. B
J1587

J1939-1

EECU
(EMS) VECU TECU

J1939-5
J1939-2

Tachograph GECU

= 120 Ohm terminating resistors

98
I - Shift - Gen. B

Data links The GECU is connected to the TECU via a dedicated link
- J1939-5.
It is also connected to link J1587.

The TECU is connected to the TECU to links - J1587,

J1939-1 and J1939-5.

99
 I - Shift - Gen. B
Basic Fuel Comfort Comfort & Economy &
economy fuel power
B FE C FEC EP
Automatic mode -
standard √
Automatic mode -
professional √ √ √ •
Eco-roll √ √ •
Brake mode √ √ √ •
Automatic engine
brake control √ √ √ •
Power √
Power professional √ √ √ •
100
 Basic Fuel Comfort Comfort & Economy &
economy fuel power
B FE C FEC EP

Kick down √ √ •
Oil temperature
gauge √ √ •
Service indicator √ √ •
VEB required No Yes Yes Yes Yes
NEW FEATURES
Smart cruise
control • • •
Performance shift • • • •
Smooth range shift • • •
High torque
direct gear •
Engine availability D12D420/460
101
 I - Shift - Gen. B
Software The chart on the previous pages shows the various
packages & software packages available.
features

Automatic mode Selects the correct starting gear according to road slope
- Pro and load.

Eco-roll Puts the splitter gearset into neutral to disengage the drive
to allow free-wheel on a downhill run.
Engine speed will drop to low idle for improved fuel
economy.

Eco-roll Correct software installed. Selector lever in ʻAʼ. Auxiliary

activation brake stalk in ʻAʼ. Selected gear between 7 and 12. No
conditions foot braking. No demand for auxiliary brake (VEB or
retarder). Accelerator, foot OFF.

102
I - Shift - Gen. B
Eco-roll If cruise control is activated, the road speed must be
engagement greater than the setting for cruise control ʻoverspeedʼ
conditions margin.
The ʻoverspeedʼ margin is the road speed at which the
brakes begin to apply automatically.
Note:
- Factory ʻoverspeedʼ setting is 7km/h. this can be adjusted
between 3km/h and 15km/h.
- If ʻoverspeedʼ margin is set at less than 6km/h, Eco Roll
will not be activated.

Brake mode In conjunction with engine braking, automatic down shifts

occur to keep engine speed in black band for maximum
retardation.

Power Holds gears until higher engine and road speeds are
reached.

Power Pro. As ʻPowerʼ, but disengages when power mode is

no longer required. 103
I - Shift - Gen. B
Software Kick-down - pressing accelerator pedal right down causes
packages & down-shift for - e.g. overtaking.
features
Oil temperature gauge - temperature shown on display.

Service indicator - display indicates when clutch needs

renewing.

VEB - required on all versions except ʻBasicʼ.

Smart cruise control - controls engine torque downhill and

uphill. Prevents engagement of auxiliary brake during uphill
over-run.

Performance shift - actuates countershaft brake and

engine brake to provide smoother and quieter shifts.

104
I - Shift - Gen. B
Software Smooth range shift - using both range change solenoid
packages & valves to provide an ʻair cushionʼ ensures a smooth quiet
features range shift.

105
 I - Shift - Gen. B

Nm

8 10 12 14 16 18 20 rev/min x 100
= with ʻ High torqueʼ
= without ʻHigh torqueʼ 106
I - Shift - Gen. B
Software High torque direct gear - gives approx. 200 Nm torque
packages & increase in top - direct - gear:
features
- D12D420, normal 2000 Nm. With ʻhigh torqueʼ
2200 Nm at 1050 - 1300 rev/min. = normal 460 version.

- D12D460, normal 2200 Nm. With ʻhigh torqueʼ

2400 Nm at 1050 - 1300 rev/min. = normal 500 version.

This allows top gear to be held for longer, resulting in less

gear shifts and improved fuel economy.
Higher torque means that a higher rear axle ratio can be
used. This means that engine speed will be lower for a
given road speed. It also means that - e.g. at around
56 mile/hr in top gear - direct drive - engine speed will be in
the max. torque zone.
107
 I - Shift - Gen. B
Producing the The torque increase is produced by altering the fuelling
high torque characteristics.
When the transmission is in top gear, and engine speed
reaches a certain level, the TECU sends a signal to the
EMS, and fuelling is adjusted to produce the higher torque.

108
 I - Shift - Gen. B
Kit No.
Conversion kits Fuel
- all chargeable Basic 85103233
economy

Basic Comfort 85103234

Fuel
Basic
economy + Comfort 85103235

Fuel
Comfort Comfort + economy
85103235

Fuel Fuel
economy economy + Comfort 85103235

Fuel
Basic
economy
Comfort 85103236

All conversion kits are software upgrades, which

can be downloaded and programmed into the TECU
using VCADSPro. 109
 I - Shift - Gen. B
Gauge 1/7 Gauge 1/7 Gauge 1/7

B F N C F N FE F N
230C 11:45 230C 11:45 230C 11:45
AM AM AM
34587.6 km 34587.6 km 34587.6 km

Gauge 1/7 Gauge 1/7

FEC F N EP F N
230C 11:45 230C 11:45
AM AM
34587.6 km 34587.6 km

110
 I - Shift - Gen. B
Viewing software To view the software package on the display:
package
1. Turn the ignition key to ʻradioʼ or ʻdriveʼ position.
2. Select ʻGaugesʼ option to show gears on the display.
3. Ensure that the selector lever is in position ʻNʼ.
4. Press the ʻfoldʼ button.
5. With early version software only - press the ʻfoldʼ button,
and fold the lever down.

The software package will now be displayed as in the

examples above:

B - Basic
C - Comfort
FE - Fuel Economy
FEC - Fuel Economy and Comfort
EP - Economy Power
111
I - Shift - Gen. B

4 - Power transmission
> 40 - General
> 41 - Clutch
> 43 - Gearbox

112
I - Shift - Gen. B
Testing - Using VCADSPro, every part of the I-shift system can be
VCADSPro tested.
Most tests are carried out with the gearbox installed, and
VCADS connected to the on-vehicle connector.

Two tests can be done with the gearbox removed from

the vehicle, and VCADS connected to the gearbox VECU
connector:

- Gear Test
- Gearbox Calibration

113
 I - Shift - Gen. B
Calibration There are three calibrations which must be done when
clutch repairs have been carried out:

40084-2 Clutch stroke length and wear.

40104-2 Gearbox calibration
40053-2 Clutch engagement point

Calibration mode - Calibration mode (A) is for repairs when the original clutch
(A) plate is refitted.
Clutch wear data is entered manually - label on ʻBʼ pillar.

114
 I - Shift - Gen. B
Calibration mode - Calibration mode (B) to be used ONLY when a new clutch
(B) plate is fitted.

CAUTION
If calibration (B) is used when the clutch is part worn,
the system will assume a new clutch has been fitted and
assign a ʻnewʼ value for X1.
This will mean that system now has the wrong information,
so clutch wear warnings may not be displayed, which could
result in clutch slip and component damage.

For calibration modes (A) and (B) all three calibrations

must be done - and done in the order listed.

115
 I - Shift - Gen. B

Actual stroke length

N
LS HS
mm
15 8 0 9 15
OK

10 11 Not OK

= Acceptable tolerance band

= Not acceptable band
116
 I - Shift - Gen. B
VCADS cylinder There are gear cylinder tests for:
tests
- Splitter gear cylinder
- Range change cylinder
- 1st. / reverse gear cylinder
- 2nd. / 3rd. gear cylinder

The illustration above shows an example of the VCADS

screen display - in this case for the splitter gear.

117
 I - Shift - Gen. B

9990099

9998555
9808563

9808584
118
 I - Shift - Gen. B

VCADS 9998555 - Interface

connections -
gearbox removed 9998554 - Programming unit

9998563 - Power supply cable

9990099 - Test, programming cable

119
 I - Shift - Gen. B

P/N 1592924

9992976

P/N 969327 P/N 969263 P/N 1592924

120
I - Shift - Gen. B

Air supply The illustration above shows the components needed to

connection connect an external air supply to the gearbox, when it is
removed from the vehicle.

Note: Adaptor P/N 969327 screws into the air inlet channel.

121
I - Shift - Gen. B

HS
B 2
LR
LS
1 3
HR

122
 I - Shift - Gen. B
Air paths in If there is an electronic fault - e.g. TECU fault, or a
control housing mechanical fault - e.g. broken shaft, the appropriate gear
can be engaged by applying an external air supply to the
relevant holes:
HS. Splitter, high range
LS. Splitter, low range
HR. Range change , high
LR. Range change, low
1. 1st. gear
2. 2nd. gear
3. 3rd. gear

123
 I - Shift - Gen. B
Control housing CAUTION
- remove and refit When removing or refitting the control housing, the gear
selected in the gearset must be the same as that selected
in the control housing - e.g. if high ratio range change is
selected in the range change gearset, then high ratio must
also be selected in the control housing.

If you do not ensure matched selection, component

damage may occur.

Note: It should be possible to fit the housing without using

any force. If force is needed, there is something wrong
- recheck gear selection.

Before removing the control housing, select high ratio

splitter gear.
124
125
I - Shift - Gen. B

!
STOP

i CHECK

Gauges 1/7

TCS

11:45
<

E A 6 AM

CC 4234567.8
126
 I - Shift - Gen. B
Using a rolling CAUTION
road If a vehicle fitted with I-shift gearbox needs to be run on a
rolling road, certain procedures must be followed:

1. The coolant temperature must be over 700.

2. Auxiliary brake lever must be in OFF position.
3. Traction control (TCS) must be disabled - go to ʻvehicle
settingsʼ on the display, and disable TCS.
4. Start the engine.
5. Select ʼAʼ mode. Press the accelerator pedal lightly and
hold the road speed at min. 3km/h for 10 sec.
This will enable ʻtachoʼ mode, which is confirmed by display
of an upside-down ʻVʼ.
6. The engine can now be accelerated to cause the
gearbox to change up through the gears, until 12th. gear is
engaged.
127
I - Shift - Gen. B

!
STOP

i CHECK

Gauges 1/7

TCS

11:45
<

E A 6 AM

CC 4234567.8
128
 I - Shift - Gen. B
Using a rolling Note: If roller resistance prevents up-shift to 12th. gear -
road
7. Select ʻMʼ mode and 6th. gear.
Increase the road speed until all three shift upward arrows
are visible.
You will then be able to select 7th. - 12th. gear.

129
130
I-Shift - Generation C
131
I-Shift - Gen. C

132
I - Shift - Gen. C
Designation Generation C I-Shift transmissions are available in FM/FH
trucks, with D9 and D13 engines.
There are three versions:

AT2412C, AT2512C, ATO2512C

Automatic
Transmission
Overdrive
2x Nm - max. input torque
12 forward gears
C generation

Note
Service information refers to these designations - not
ʻI-Shiftʼ.
All versions are available with different types of PTO, oil
cooler and retarder.
133
I - Shift - Gen. C

134
I - Shift - Gen. C
Designation AT2412C
Max. torque: 2400 Nm
Forward gears: 12
GCW: 44t (Specific markets with mainly flat road operation
can be allowed up to 50t).

AT2512C
Max. torque: 2500 Nm
Forward gears: 12
GCW: 60t (Specific markets with mainly flat road operation
can be allowed up to 130t, with limited warranty).

ATO2512C
Max. torque: 2400 Nm
Forward gears: 12
GCW: 60t (Specific markets with mainly flat road operation
can be allowed up to 130t, with limited warranty).
135
I - Shift - Gen. C

SWEDEN
COMPONENT AT2412C
(SP3190245)
SERVICE CATEGORY A
COMP. ID 2423455
SERIAL NO. 2005402123

136
I - Shift - Gen. C
Identification COMPONENT: Component designation
plate
(DSP3190245): Spare part number

SERVICE CATEGORY: Oil quality and change intervals

- see IMPACT

COMP. ID: Factory part number

SERIAL NO. Year of manufacture/week/day/consecutive

number

137
I - Shift - Gen. C
AT2512C ATO2512C
Gear ratios AT2412C

1 14.94 11.73
2 11.73 9.21
3 9.04 7.09
4 7.09 5.57
5 5,54 4.35
6 4.35 3.41
7 3.44 2.70
8 2.70 2.12
9 2.08 1.63
10 1.63 1.28
11 1.27 1.00
12 1.00 0.78

R1 -17.48 -13.73
R2 - 13.73 - 10.78
R3 - 4.02 - 3.16
R4 - 3.16 - 2.48 138
 I - Shift - Gen. C
Gear Splitter Main Range
Selection 1 LS 1 LR
positions - 2 HS 1 LR
splitter, main and 3 LS 2 LR
range change 4 HS 2 LR
5 LS 3 LR
6 HS 3 LR
7 LS 1 HR
8 HS 1 HR
9 LS 2 HR
10 HS 2 HR
11 LS 3 HR
12 HS 3 HR

R1 LS R LR
R2 HS R LR
R3 LS R HR
R4 HS R HR

N1 LS N -
N2 HS N - 139
I - Shift - Gen. C

2 140
 I - Shift - Gen. C
Gen. C vs. Gen. B The main differences between Generation C and
Generation B transmissions are:

1. Clutch actuation cylinder and valve/solenoid block.

2. Range change gear assembly

3. Lubrication oil pump

These changes have resulted in a shorter and lighter

weight transmission, which has lower internal losses and
quieter operation.

141
I - Shift - Gen. C

2
1
142
I - Shift - Gen. C
Clutch The clutch is a single plate type, which is disengaged by
pressure pushing against spring plate (1).

The actuation cylinder (2) is concentric with the input shaft

143
I - Shift - Gen. C
VASE VASD

VAFE VAFD

1
144
 I - Shift - Gen. C
Clutch cylinder Clutch actuation valve block (1) is attached to the side of
operation the clutch housing.

The valve block houses four solenoid valves which control

air flow in and out of the cylinder:

VASE - Valve Air, Slow Engage - air exhaust

VAFE - Valve Air, Fast Engage - air exhaust
VASD - Valve Air, Slow Disengage - air supply
VAFD - Valve Air, Fast Disengage- air supply

145
I - Shift - Gen. C
VASE VASD

VAFE VAFD

1
146
I - Shift - Gen. C

The solenoids are controlled by Pulse Width Modulated

(PWM) signals from the TECU.
PWM signals are variable, which means that the valves can
be opened and closed progressively by varying amounts.
This allows close and precise control of clutch
disengagement and engagement.

Note that, in certain circumstances, the fast and slow

valves may be energised together - e.g. for rapid
disengagement, VASD and VAFD can both be energised.

147
I - Shift - Gen. C

148
 I - Shift - Gen. C
Clutch position A sensor (1) is used to detect the position of the actuation
sensor piston and, also, clutch plate wear.
The sensor is a type referred to as ʻ Permanent magnet
Linear Contactless Displacementʼ (PLCD).
As the name suggests, this type of sensor detects the
linear displacement of one component in relation to
another, without contact.

The sensor works on the principle of electro- magnetic

induction, where a permanent magnet (2) - attached to the
actuator piston - moves in relation to a coil (3) - attached to
the clutch housing.
The position of the magnet in relation to the coil determines
the amount of induced voltage.
The sensor has two analogue output signals: one
representing piston position, and an inverted signal used
during diagnostics.
149
I - Shift - Gen. C

A B

X1 X2

150
 I - Shift - Gen. C
X1 and X2 values The illustration above shows the position of the actuating
piston with a new plate (A), and a worn plate (B).

X1 is the stroke start position with a new clutch plate.

X2 is the stroke start position with a worn clutch plate.

Note: The stroke of the actuating piston - i.e. the distance

it moves from engaged position to disengaged position - is
always the same: it is the stroke start position which alters
with wear.

CAUTION
When a new clutch plate is fitted, the X1 value must be
measured and stored using VCADS.
If this is not done, the system will have the wrong
information, so clutch wear warnings may not be displayed,
which could result in clutch slip and
component damage. 151
I - Shift - Gen. C

152
 I - Shift - Gen. C
Range change In common with I-Shift Gen. B, the Gen. C range change
gearset gearset is a planetary gearset, with two ratios - low and
high.

Gen. C differences are:

- gear teeth are helical cut. - gears are stronger and run
more quietly.

- a new, more efficient, type of synchroniser is fitted.

153
I - Shift - Gen. C
1

154
I - Shift - Gen. C
TECU The Transmission Electronic Control Unit (TECU) has been
upgraded:

- memory increase x 3

- computing power increase x 5

CAUTION
If the TECU circuit board must be handled;

- handle with extreme care.

- take precautions to ensure that static electricity cannot be

discharged into board components.

155
I - Shift - Gen. C

AT2512C ATO2512C

156
 I - Shift - Gen. C
Overdrive gearset To provide the overdrive ratio a larger diameter input shaft
gear is used with a smaller diameter countershaft gear.

When fitted with an overdrive gearset, top gear ratio is

0.78:1.

Without overdrive, top gear ratio is 1:1.

157
I - Shift - Gen. C

R
N
A
M

158
 I - Shift - Gen. C
Selector lever The selector lever is similar to that used with I-Shift Gen. B.

A significant difference is that there is no ʻLʼ (Low) lever

position.

159
I - Shift - Gen. C

160
I - Shift - Gen. C
Lubrication The transmission components are lubricated by a
combination of oil splash and pressure feed.

161
I - Shift - Gen. C

162
I - Shift - Gen. C
Oil pump I-Shift Gen. C has a new type of oil pump located in front of
the reverse idler gear.

163
I - Shift - Gen. C

UTCOOL TC-MWO

TC-MWOH2 TC-MAOH2 164

 I - Shift - Gen. C
Oil cooling - no UTCOOL - no oil cooling.
retarder
TC-MWO - Small oil cooler mounted on the oil filter.
URETARD
TC-MWOH2 - Separate larger oil cooler mounted on LH
side of gearbox.

TC-MAOH2 - Separate larger oil cooler mounted on LH

side of gearbox, plus extra cooler mounted at the front of
the cab.

165
I - Shift - Gen. C

UTCOOL
TC-MWO

TC-MWOH2 TC-MAOH2

166
 I - Shift - Gen. C
Oil cooling - with UTCOOL - no oil cooling.
retarder
TC-MWO - Small oil cooler mounted on the oil filter.
RET-TH
TC-MWOH2 - Separate larger oil cooler mounted on LH
side of gearbox.

TC-MAOH2 - Separate larger oil cooler mounted on LH

side of gearbox, plus extra cooler mounted at the front of
the cab.

167
I - Shift - Gen. C
Time/Distance

Time/Distance
B F N1

Time/Distance DC F N1

FE F N1
168
I - Shift - Gen. C
Software Four main software packages are available:
packages
B - Basic

DC - Distribution and Construction

FE - Fuel and Economy

Heavy haulage

Other options can be added to these main packages.

The package installed is displayed when the gear selector

lever is folded forward.

169
 I - Shift - Gen. C
Basic
Distribution Long haul Heavy
& construction Fuel & Haulage
Economy
TP-BAS TP-DICON TP-FUEC TP-HEAVY
Transmission types All All All V2512AT only
Features
Basic shift strategy x
Enhanced shift
strategy -
(GCW up to 60t) x x x
Heavy GCW control
(GCW 61-130t) x
EcoRoll x x
Launch control x x x
Basic gearshift
adjustments x x x x
Kick-down x x x x
Gearbox oil temp.
monitor x x x x 170
 I - Shift - Gen. C
Basic Distribution Long haul Heavy
& construction Fuel & Haulage
Economy
TP-BAS TP-DICON TP-FUEC TP-HEAVY
Transmission types All All All V2512AT only
Features

Smart cruise
control x x
Performance shift x x x x

Options (Extra cost)

Gear selection
adjustment
in automatic
+ kick-down x x x

Enhanced PTO
functions x x x x 171
I - Shift - Gen. C
Package TP-BAS - The standard supplied package providing the
description basic I-Shift functions.

TP-DICON - Incorporates features to suit distribution

and construction work. Includes e.g. - features to aid
manoeuvrability in confined spaces, and when starting off
from standstill.

TP-FUEC - Incorporates features to minimise fuel

consumption - particularly suitable for long haul work.

TP-HD - Includes features to optimise performance with

heavy GCW - >60 tonne.

172
 I - Shift - Gen. C
Feature Basic Shift Strategy - Automatic selection of the correct
descriptions starting gear (1st. - 6th. gear) to take account of gross
vehicle weight and road gradient.

* EBS-MED/ Enhanced Shift Strategy* - I-Shift interacts with ECS and

EBS-HIG required EBS to aid manoeuvrability in confined spaces, and when
starting off from standstill.
Shifts during engine braking are made smoother by
applying the wheel brakes, to increase braking power.

** Available Heavy GCW Control** - Optimises gear shifts for GCW 60

only with - 180 tonne operation.
certain engine/
transmission EcoRoll - Reduced fuel consumption by automatic
activation and deactivation of free-wheel function when
combinations
neither engine power nor braking is needed
- e.g. on level roads.
173
 I - Shift - Gen. C

Feature Launch Control*** - I-Shift interacts with EBS to optimise

descriptions gear selection when manoeuvring at low speed.
Also includes enhanced hill start control.

Basic Gear Selection Adjustment - allows gear selection

using the +/- buttons on the gear selector lever, during
engine braking in automatic mode.

Gearbox Oil Temperature Monitor - temperature shown

on display.

*** EBS and ECS Smart Cruise Control - I-Shift interacts with EBS to
required ensure that auxiliary brakes are not applied unnecessarily,
allowing more frequent activation of Eco-Roll.

174
I - Shift - Gen. C
Feature Performance Shift - by intelligent control of the engine
descriptions compression brake - VCB/VEB - countershaft brake, and
clutch, gear shifts can be made faster and smoother.

Option Enhanced PTO functions - includes features to make

descriptions PTO operation easier - e.g. limitation of engine speed.

Enhanced Gear Selection Adjustment - allows gear

selection using the +/- buttons on the gear selector lever,
when starting off and driving in automatic mode.
Also includes a ʻkick-downʼ function. Pressing accelerator
pedal right down causes down-shift for - e.g. overtaking.

175
176
Powertronic

177
Powertronic

178
Powertronic
General The Powertronic transmission was originally fitted to
information dumper trucks manufactured by the construction equipment
division of Volvo Corporation.
The transmission was first introduced by Volvo Truck in
1996, and fitted to FL10 trucks for use as refuse collection
vehicles. These were mainly 8x4 vehicles.

Designations Volvo
Transmission
16 (17) (19) (22) Nm - max. input torque
05 (06) forward gears
PT Powertronic

179
Powertronic

180
Powertronic
Since first being introduced, the Powertronic transmission
Generations
has evolved through four generations. The significant
features are:

Gen.1 - One fluid filter. Two connectors on ECU (FL10,

FL12)

Gen. 2 - Two fluid filters. Turbine speed sensor. S13

solenoid, Pulse Width Modulated (PWM) signal for brake
pressure. Three connectors on ECU (FL10, FL12)

Gen. 3 - Truck Electronic Architecture (TEA). Transmission

Electronic Control Unit (TECU). Transmission Electronic
Control Unit (TECU). Gear Selector Electronic Control Unit
(GECU). S14 PWM signal for lock-up pressure (FM)

Gen.4 - I-Shift type selector lever. PWM valve and pressure

sensor for retarder control 181
Powertronic
K1 K2 B1 B2 B3 B4 B5

A B C D E 182
Powertronic
Construction Powertronic is a fully automatic transmission, using
planetary gearsets and a torque convertor.
The main sections of the transmission are:

A. Torque convertor
B. Fluid pump
C. Retarder (Optional)
D. Forward and reverse clutch
E. Planetary gearsets

K1 and K2 are multi-plate clutches.

B1 - B5 are multi-plate brakes.

These are used to lock components of the gearsets in
various combinations to obtain the available gear ratios.

183
Powertronic
5
6

1
2 184
 Powertronic
Torque A torque convertor is a special type of fluid coupling, which
convertor - main has the ability to multiply torque from the engine.
components It takes the place of the clutch used with a manual gearbox.

The main components are:

Impeller 1. Impeller - or pump - wheel, which is attached to the

engine flywheel and is, therefore, the input member.
Turbine 2. Turbine wheel, which is attached to the turbine shaft (3)
and is, therefore, the output member.
Stator 4. Stator, which is attached to the transmission casing via a
one-way clutch.
The clutch prevents the stator spinning with the fluid - it
can spin only in the opposite direction.
On the inner faces of impeller (1) and turbine (2) are
formed several radial vanes.
The stator (4) also has a series of vanes.
185
Powertronic

2 4 1
186
 Powertronic
Torque convertor When the engine is running, the space between these
- operation three components is filled with fluid.
When the impeller (1) is rotating and, because of the
Fluid circulation special shape of the impeller and turbine vanes, a
and force circulation of fluid is created. The impeller imparts a force
to the fluid, which is thrown from the impeller vanes onto
the turbine vanes. The force is applied to the turbine vanes,
and the turbine (2) also starts to rotate.
As the impeller speeds up, so does the turbine.

However, fluid leaving the turbine still has some residual

Residual force force. Again, due to the relative rotation and shape of
the vanes, fluid is directed against the stator vanes (4).
Because the one-way clutch locks the stator against the
direction of fluid impact, the fluid is forced to change
direction.
187
Powertronic
5
6

1
2 188
 Powertronic
Torque convertor The stator vanes throw the fluid back onto the impeller vanes,
- operation in a direction which aids rotation.
The residual force of the circulating fluid is added to the torque
provided by the engine - hence the termʼ torque convertorʼ.
Torque multiplication is highest - typically 2:1 - when the
impeller speed is high, and the turbine speed is low.

Eventually, the turbine speed approaches that of the impeller.

However, because of circulation losses, the speeds can
never actually match 100%. There will always be some ʻslipʼ
meaning that the turbine rotates slightly slower than the
impeller.
Efficiency loss This slip is a loss of efficiency, which has a bearing on
performance and fuel economy.
To eliminate slip, once the relative speeds of the impeller and
turbine reach a certain point, lock-up clutch (5) is engaged.

For more information, see Lock-up clutch.

189
 Powertronic
Smooth torque The pure hydraulic coupling of engine to transmission,
transmission before the lock-up clutch is engaged, gives a fluid coupling
a valuable characteristic - the ability to transfer torque from
the engine to the transmission very smoothly.

No wear Unlike a conventional clutch, a fluid coupling suffers

virtually no wear. This is the reason that, in conjunction
with an automatic transmission, these couplings are ideal
for use in ʻstop/startʼ conditions - e.g. buses and refuse
collection vehicles.

Torque drag However, hydraulic coupling does have a slight drawback.

Because torque is being transferred all the time the engine
is running - even when it is idling - there is always a slight
tendency for the vehicle to creep slowly forwards.
Unless there is an automatic feature in the brake system
to counteract this tendency, the vehicle must be held
stationary by applying the foot brake or park brake. 190
Powertronic

191
Powertronic

1
2

4
3

192
Powertronic
PTO and fluid The PTO drive gear (1) is driven from intermediate gear
pump drive (2).

The transmission fluid pump (3) is driven from drive sleeve

(4).

193
Powertronic

B1
K1 K2

B2 B3 B4 B5

2
1

3 194
Powertronic
The available gear ratios are obtained using multi-plate
Clutches and
clutches (K1 and K2) and brakes
brakes
(B1 - B5). The number of brakes depends on the number of
gear ratios available in the transmission.

The clutch and brake packs consist of interleaved metal

plates and friction plates.
The clutch or brake is applied by hydraulic pressure acting
on a piston.

When applied, clutch (K1) connects turbine shaft (1) to

mainshaft (2). Clutch (K2) connects turbine shaft (1) to
tubular shaft (3).
Brakes (B1 - B5) lock either the planetary gears, the gear
carrier, or the sun gear to the transmission housing in
various combinations to provide the available gear ratios.

195
Powertronic
RV5 S13
RV4 RV1
RV2 RV3 TV1
RV
LRV S11 S4
S3 S5

S1

S2
RV9
RV7

MPV S7 S8
S14 CRV 196
CHV
Powertronic
The valve block, attached to the underside of the
Valve block transmission, contains all the solenoids and valves which
control gear changes.
CHV. Safety valve
CRV. Control valve - torque converter pressure
LRV. Control valve - lubrication pressure
MPV. Control valve - main pressure
RV. Relay valve - reserve
RV1- RV5. Relay valves - brakes
RV7. Relay valve - forward clutch
RV8. Relay valve - reverse clutch
RV9. Relay valve - lock-up clutch
S1-S5. Solenoid valves - brakes
S7. Solenoid valve - forward clutch
S8. Solenoid valve - reverse clutch
S11. PWM valve - main pressure
S13. PWM valve - brake pressure
* Not fitted to *S14. PWM valve - lock-up
Gen. 2 TV1. Control valve - brake pressure
197
 Powertronic
LRV

RV2
NRV2
RV
RV4
RV3
NRV3 RV5

RV1

TV1
198
Powertronic
Valve block LRV. Control valve - lubrication pressure
NRV2. Non-return valve - RV2 and RV4
NRV3. Non-return valve - RV1, RV3 and RV5
RV. Relay valve - reserve
RV1- RV5. Relay valves - brakes
TV1. Control valve - brake pressure

199
Powertronic

RV2 RV2

-
BR BR +

S2 S2

A B
200
 Powertronic
Solenoid and
relay valve The illustration above shows an example of solenoid
operation and relay valve operation for solenoid valve (S2) and
A - S2 not corresponding relay valve (R2).
energised

B - S2 energised When a gear change takes place, solenoid valve (S2) is

energised by a signal from the TECU.
The valve opens and allows fluid at a low control pressure
to flow to relay valve (R2).
The relay valve opens and allows fluid at full pressure to
act on the appropriate brake control piston.

201
Powertronic

B5

K1

1
2

P5
202
 Powertronic
Power flow - 1st. Clutch (K1) is closed, and connects turbine shaft (1) to
gear mainshaft (2).
Brake (B5) is closed, and locks the planet carrier of gearset
(P5) to the transmission housing.

203
Powertronic

B4

K1

1
2

P4
204
 Powertronic
Power flow - 2nd. Clutch (K1) is closed, and connects turbine shaft (1) to
gear mainshaft (2).
Brake (B4) is closed, and locks the ring gear of gearset
(P4) to the transmission housing.

205
Powertronic

B3

K1

1
2

P2
206
 Powertronic
Power flow - 3rd. Clutch (K1) is closed, and connects turbine shaft (1) to
gear mainshaft (2).
Brake (B3) is closed, and locks the planet gear carrier of
gearset (2) to the transmission housing.

207
Powertronic
B1

K1

1
2

P1

208
 Powertronic
Power flow - 4th. Clutch (K1) is closed, and connects turbine shaft (1) to
gear mainshaft (2).
Brake (B1) is closed, and locks the planet gear carrier of
gearset (P1) to the transmission housing.

209
Powertronic
B1

K1

1
2

P1

210
 Powertronic
Power flow - 5th. Clutch (K1) is closed, and connects turbine shaft (1) to
gear mainshaft (2).
Brake (B2) is closed, and locks the sun gear of gearset
(P1) to the transmission housing.

211
Powertronic

K1 K2

1
2

212
 Powertronic
Power flow - 6th. Clutch (K1) is closed, and connects turbine shaft (1) to
gear mainshaft (2).
Clutch (K2) is closed, and connects turbine shaft (1) to
tubular shaft (3).

Closure of the two clutches effectively locks the planetary

gears together, so that they rotate as one unit, providing a
direct 1:1 gear ratio.

213
 Powertronic
B5
K2

1
2

P1 3 P2 P3 P5

214
 Powertronic
Clutch (K2) is closed, and connects turbine shaft (1) to
Power flow
tubular shaft (3), which carries the sun gear of gearset
- reverse gear R1
(P2), and the planetary gear carrier of gearset (P1).
- low
The carrier of gearset (P2) transmits torque to the ring gear
of gearset (P3).

The planet gears of gearset (P3) act as intermediate gears,

and reverse the direction of rotation of mainshaft (2).

Brake (B5) is closed, and locks the carrier of gearset (P5)

to the transmission housing.

215
 Powertronic
B4
K2

1
2

P1 3 P2 P3 P5

216
 Powertronic
Clutch (K2) is closed, and connects turbine shaft (1) to
Power flow
tubular shaft (3), which carries the sun gear of gearset
- reverse gear R2
(P2), and the planetary gear carrier of gearset (P1).
- high
The planet gears of gearset (P3) act as intermediate gears,
and reverse the direction of rotation of mainshaft (2).

Brake (B4) is closed, and locks the carrier of gearset (P3)

to the transmission housing.

217
Powertronic
1
B5
rev/min

bar B4
1

2
B4

2 B5
sec.
1 2
218
Powertronic
Powershift The illustration above shows that the release and
application of brakes and clutches is overlapped.
Overlapping ensures that there is no loss of power during
the shift.

The upper curve shows engine speed during the shift -

from 1st. to 2nd. gear.

The lower curve shows the hydraulic pressure acting on

brake (B4) and (B5).
Notice the overlap of pressure decrease in (B5) and
pressure increase in (B4).
Modulated Notice also, that pressures are not changed abruptly.
pressures To ensure a smooth shift - and to apply clamping pressures
which are proportional to engine torque - the pressures are
modulated - varied - by the PWM controlled valves.

219
 Powertronic
With a manual transmission, the driverʼs decision on when
Gear shift control
to make a gear shift is primarily dependent the combination
of road speed and engine speed - which is determined by
the vehicle load.
The tachometer helps with the decision by indicating when
the engine speed is in the best working range.

With an automatic transmission, the same factors apply.

The TECU is supplied with signals representing:
- road speed, from the output shaft speed sensor.
- engine speed, from the EMS, via VECU.

The TECU is also supplied with a signal representing

Acceleration
accelerator pedal position from the pedal potentiometer, via
demand
EMS and VECU.
This signal is an indication of acceleration demand.
220
 Powertronic
When the accelerator pedal is pressed well down -
indicating greater acceleration demand - gear shifts are
delayed until higher road speeds are reached.

When ʻDʼ is selected, first gear is engaged. When the

accelerator pedal is pressed, the vehicle moves off and
road speed increases.
Comparison with By comparing incoming signals with pre-programmed data,
pre-programmed the TECU can calculate when a shift to the next higher is
data suitable for the combination of road speed, engine speed
and accelerator pedal position.
At this point, signals are sent to the appropriate solenoid
valves.
A brake on one planetary gearset is released, and another
is applied - and so on.

221
 Powertronic
5 speed 6 speed Solenoid energised Clutch Brake

R R2 S2 S4 S8 K2 B4
R1 S1 S5 S8 K2 B5
N N S2 S4 B4
N(/1) S1 S5 B5
F1 S1 S5 S7 K1 B5
F1 F2 S2 S4 S7 K1 B4
F2 F3 S1 S3 S7 K1 B3
F3 F4 S2 S7 K1 B1
F4 F5 S1 S7 K1 B2
F5 F6 S7 S8 K1+K2

222
 Powertronic
Gear shift control The chart above shows which solenoid valves, brakes and
clutches are in use for each gear.

223
Powertronic
7076 767
7052

758

7070

761 762/763 224

 Powertronic
Sensor location 758. Output shaft speed
761. Gearbox fluid pressure
762. Gearbox fluid temperature
763. Gearbox fluid level
767. Retarder fluid temperature
7052. Tachograph speed signal
7070. Input shaft (engine) speed
7076. Turbine speed

225
Powertronic
7076 767
7052

758

7070

761 763/763 226

 Powertronic
Sensor location 758. Output shaft speed - to TECU
761. Gearbox fluid pressure
762. Gearbox fluid temperature
763. Gearbox fluid level
767. Retarder fluid temperature
7052. Output shaft speed - to tachograph
7070. Input shaft (engine) speed
7076. Turbine speed

227
Powertronic

7070

7076

228
 Powertronic
Input and turbine 7070. Input shaft (engine) speed
speed sensors
- located behind the torque converter

7076. Turbine speed

- located behind the cannon connector housing

229
Powertronic
7052

758

7070
1 7076
230
 Powertronic
Lock-up clutch Once the speeds of the impeller and turbine are similar,
the fluid coupling function, and the torque multiplication
function, of the torque converter are no longer required.

To eliminate the slip in the coupling, the lock-up clutch (1)

is engaged.
The turbine is now locked to the impeller, and the whole
assembly becomes a solid mechanical drive, rotating as
one unit.

Note: To allow engagement of the clutch, the speed

difference between the impeller and turbine - detected by
sensors (7070) and (7076) - must be less than 30%.

Provided that relative speeds are within range, the clutch

can be engaged in all gears.

231
Powertronic
RV5 S13
RV4 RV1
RV2 RV3 TV1
RV
LRV S11 S4
S3 S5

S1

S2
RV9
RV7

MPV S7 S8
S14 CRV 232
CHV
 Powertronic
Lock-up clutch When the sensors signal to the TECU that the relative
- control speeds of the impeller and turbine are within 30%, the
TECU sends a PWM signal from pin (43) to solenoid valve
(S14).

Solenoid (S14) activates relay valve (RV9), which allows

fluid to fill the cavity behind the lock-up clutch piston, and
engage the clutch.

Because solenoid (S14) is controlled by a PWM -

modulated - signal, clutch engagement is progressive,
and automatically adapts to compensate for wear and
production tolerances.

233
Powertronic

0 C3
M
! INFO ! STOP - +

234
 Powertronic
Lock-up clutch - If any new software is downloaded, the lock-up parameters
fill time ʻteach-inʼ are in ʻNovisʼ mode.
(Gen. 3 and 4) This mode is indicated in the display by ʻCʼ - converter
mode - and ʻ0ʼ which is displayed instead of the drive
program. The ʻ0ʼ indicates the number of test fills that have
occurred.
In this situation, the lock-up filling time must be
recalculated, and parameters reset.

1. Drive the vehicle until the transmission temperature is at

least 700.
ʻTeach-inʼ can only take place between 700 and 950C.

2. Find a stretch of road where it is possible to safely drive

for at least 500 metres at a steady speed of approx. 30
km/h.
235
Powertronic

0 C3
M
! INFO ! STOP - +

236
 Powertronic
Lock-up clutch - 3. Drive the vehicle with the gear selector in ʻMʼ position
fill time ʻteach-inʼ - gear 2 for 5-speed transmission, and gear 3 for 6-speed
(Gen. 3 and 4) transmission.

4. When a plus or minus character is displayed beside the

zero - ʻ0ʼ, the teach-in phase can start.
Plus means that the road speed is too high for teach-in.
Minus means that the road speed is too low for teach-in.

5. Press the accelerator and brake simultaneously so that

the converter slips.
Keep the engine speed at a constant 1500+/- 50 rev/min.

6. Watch the plus and minus characters.

If plus is displayed, press the brake harder.
If minus is displayed, release the brake a little.

237
Powertronic

0 C3
M
! INFO ! STOP - +

238
 Powertronic
Lock-up clutch - 7. A test fill will occur when the road speed and engine
fill time ʻteach-inʼ speed are in the correct ratio - i.e. when neither a plus or
(Gen. 3 and 4) minus character is displayed.
After the first test fill, ʻ0ʼ - at top left of the display - will
change to ʻ1ʼ.

8. If the number does not change, the test fill has not been
successful. This may be because the engine speed was
incorrect or not stable, or acceleration was too high.
Repeat the test run keeping the engine speed more stable.

CAUTION
If the fluid temperature exceeds 950C, test runs must be
stopped. Drive the vehicle normally until the temperature is
down to 700C.
Allow a short time between test runs to allow the brakes to
cool.
239
Powertronic

4 C3
M
! INFO ! STOP - +

240
 Powertronic
Lock-up clutch - 9. Repeat the test run until the test fill number has been
fill time ʻteach-inʼ increased to ʻ4ʼ.
(Gen. 3 and 4) Note that two seconds must pass between each test fill.

10. When the third test fill is complete, the program has
calculated a new lock-up filling time.

11. More test fills may be needed to calculate the lock-up

disconnection time.
Continue until the test fill number at top left disappears.
Teach-in is now complete.
This will be confirmed by the lock-up clutch engaging, and
ʻCʼ disappearing from the display.

Note: If it has not been possible to calculate the fill and

disconnect times after 6 test fillings, the test fill number
returns to ʻ0ʼ. The procedure must then be repeated.
241
Powertronic

A B 242
Powertronic
Retarder The retarder is an option and, when fitted, is located
between the torque converter and the planetary gearsets.

A. shows a cross-section of the transmission with retarder

fitted.

B. is without retarder.

243
Powertronic

1 2 3 4

244
Powertronic
The main components of the retarder are:
Retarder 1. Stator - which is attached to the transmission housing,
and cannot rotate.

2. Piston

3. Rotor - which is attached to, and rotates with, clutch

(K1).

4. Backing plate - acts as a support for the rotor.

When the piston is activated, the space between the rotor

and stator is filled with fluid.
The vanes, formed in the rotor, throw the fluid against the
vanes of the stator.
Because the stator cannot rotate, the impeded flow of
fluid causes retardation of the rotor, the geartrain, and the
drivetrain. 245
Powertronic

1
3

VECU 2

TECU

246
 Powertronic
Retarder operation is controlled by a multi-position control
Retarder - control stalk (1).
Moving the stalk sends signals to electro magnetic valve
(2) S-RET. On pre. Gen. 4 systems, valve (2) is a simple
solenoid valve.
On Gen. 4 systems valve (2) is a PWM valve.

Valve (2) controls air flow to and from retarder valve

(3) - RRV.
Air pressure acting on valve (3) controls the fluid pressure
which operates the retarder actuation piston.

Increasing fluid pressure between the rotor and stator

results in greater retardation.

Heat generated when the retarder is working is dissipated

through a heat exchanger linked into the
engine cooling system.
247
Powertronic
3
5
2

4 1

248
Powertronic
Selector lever 1. Selector lever positions.
- Gen. 1 - 3 2. Selects ʻEconomyʼ or ʻPerformanceʼ mode.
3. Selects 1st. gear or 2nd. gear start - 6-speed
transmission only.
4. Inhibitor - prevents accidental selection of gears.
5. Press for up/down gear shifts.

Selector lever With Gen. 4 systems, an ʻI-SHIFTʼ type selector is used,

- Gen. 4 but there is no ʻLʼ position, or ʻLimp Homeʼ button.

249
Powertronic
3
5
2

4 1

250
 Powertronic
Gear selector R = reverse.
positions- Gen. N = Neutral
1-3 A = Automatic mode. The correct starting gear is engaged,
and up and down shifts occur automatically, according to
driving conditions.
M = Manual mode. up and down shifts are activated using
buttons (5).

Economy/ ʻEconomyʼ mode is suitable for most road conditions.

Performance When ʻPerformanceʼ mode is selected, more acceleration is
available because upshifts are delayed until higher engine
mode
and road speeds are reached.

1st./2nd. start Pressing this button selects either 1st. gear or 2nd. gear for
gear - 6 speed
the start gear.
only

251
 Powertronic
MID 140 / 171

MID 144

MID 128

MID 150

MID 136

MID 223

MID 130

MID 232

MID 163
MID XXX
SAE J1939 SAE J1939 252
 Powertronic
Control system For Gen. 3 and Gen. 4 systems, the GECU and TECU are
- Gen. 3 and 4 connected to data links J1939 and J1587.

Note: with Gen. 1 and Gen. 2 systems, Truck Electronic

Architecture (TEA) was not in use.

253
Powertronic
Transmission Specification : Dexron III, Alison C4.
fluid
Quantity: 35 litres

Fluid change Warranty check 10,000 km or 4 weeks.

Then every 90,000 km or 12 months.

Renew breather every 24 months

254
Powertronic
Level check CAUTION
The fluid level must be neither too high nor too low.
Too high a level may cause churning and overheating.
Too low a level may cause incorrect operation of hydraulic
components and brake or clutch slip, and may cause burning
of the fluid.

Emergency check - transmission cold

1. Apply the parking brake, and start the engine.
2. Select Neutral.
3. Press the accelerator pedal and hold the engine speed at
1000 rev./min.
4. Remove the dipstick, and wipe with lint free paper.
5. Refit and withdraw the dipstick - check the fluid level.
6. The level should be between the marks on the dipstick.
7. Add or drain fluid to bring the level between the marks.

Normal check - transmission hot - 700-900C

8. Follow the above sequence. 255
Powertronic

PR1

PC2

PR2

B5 PS
B4

B3 B2 K2
B1 256
 Powertronic
Fluid pressure REF. FUNCTION BAR approx.
test
Gen. 3 & 4 B1 Brake 4th. gear 10-12 (LU)* 15-18 (NLU)**
B2 Brake 5th. gear 10-12 (LU) 15-18 (NLU)
Measured B3 Brake 3rd. gear 10-12 (LU) 15-18 (NLU)
when fluid is at B4 Brake 2nd. gear 10-12 (LU) 15-18 (NLU)
normal operating B5 Brake 1st. gear 10-12 (LU) 15-18 (NLU)
temperature K2 Clutch - forward 10-12 (LU) 15-18 (NLU)
PS Lub. fluid pressure 3 - in Neutral

* = with lock-up
** = without lock-up

257
Powertronic

P1

K1

PC2

PLU

258
 Powertronic
Fluid pressure REF. FUNCTION BAR approx.
test
Gen. 3 & 4 P1 Main pressure 20
Measured K1 Clutch - forward 10-12 (LU)* 15-18 (NLU)**
when fluid is at PC1 Converter pressure - in 5 - in Neutral
normal operating
temperature * = with lock-up
** = without lock-up

Fluid pressure GEAR. P1 bar PC1 bar PS bar

test N 15 5 3
Gen. 2 U* 14
Measured R 20
when fluid is at
normal operating * Torque converter operating
temperature
Engine speed
1500 rev/min. 259
260
Powertronic
Lock-up and The efficiency of the lock-up clutch - lack of slip - and
retarder test efficiency of the retarder - drag - is determined by
measuring the engine torque during each of the test levels.

The test is done in stages, with the engine speed at 1800

rev/min:

1. Activate lock-up (PWM valve S14) and retarder (PWM

valve SRET) together at each of the % levels.
Check efficiency. If efficiency is below specification further
checks can be done to narrow down the fault area.

2. Activate lock-up separately.

3. Activate retarder separately.

261
262
Powertronic
The prop. shaft must be removed to perform this test.
Gear test
The engine speed for the test is 1000 rev/min.

During the test, each clutch is engaged one at time.

The efficiency of the clutches - lack of slip and free
disengagement - is determined by measuring the engine
torque during each clutch application.

All clutches should produce approx. the same result.

If one produces a torque change considerably less than
others - typically < 100 Nm, it can be assumed that clutch
is slipping.

A torque typically > 100 Nm, may indicate that a multi-

plate clutch is sticking. This may be due to oil leakage or a
mechanical fault.
263
 Powertronic
Common faults The most common causes of faults are:

- Incorrect fluid level

CAUTION
The level must be neither too high nor too low.
Too high a level may cause churning and overheating.
Too low a level may cause incorrect operation of hydraulic
components and brake or clutch slip, and may cause
burning of the fluid.

- Incorrect fluid type or grade

- Corroded connectors - e.g. cannon connector.

Faulty gear shifts For faulty gear shifts - refer to ʻInspection List, faulty gear
shiftingʼ . (Diagnostics 437).

264
265