Manual Tecnico ZF 4WG-260

Order-No.
: 5872 188 002
ZF – ERGOPOWER TRANSMISSION
4 WG-260
TECHNICAL DATA
DESCRIPTION
OPERATION
MAINTENANCE
DIAGNOSTIC SYSTEMS
ZF Passau GmbH
Donaustr. 25 - 71
D - 94034 Passau Edition: 2001/10
Subject to changes w/o notice !
Geschäftsbereich
ERGOPOWER Arbeitsmaschinen-Antriebe
und Achssysteme
2. Edition
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Preface
The present Documentation has been developped for skilled personnel which has been trained
by the ZF for the Maintenance and Repair operations on ZF-units.
However, because of technical development of the product, the Maintenance and Repair of the
unit in your hands may require differing steps as well as also different setting and test data.
This Manual is based on the technical state at the printing.

At the preparation, every possible care has been taken to avoid errors.
However, we are not liable for possible mistakes concerning the representation and the des-
cription.
We are reserving ourselves the right of modifications without previous information.
The responsibility lies with the owner and the user, to pay attention to the safety indications,
and to carry out the Maintenance operations according to the prescribed Specifications.
The ZF is not liable for faulty installation, incorrect treatment, insufficient Maintenance, im-
pro-perly and unskilled performed works, and for the subsequential damages resulting from it.
It is imperative to pay attention to the corresponding Specifications and Manuals of the Ve-
hicle Manufacturer.
Important Informations concerning the technical reliability and reliability in service are accen-
tuated by the following Symbols:
Valid for Instructions which must be observed at the Maintenance, the Perfor-
mance or the Operation of the vehicle !
Is inserted at working and operating procedures which have to be exactly res-

pected to avoid a damage or destruction of the unit or to exclude a danger to
persons !
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TABLE OF CONTENTS Page:
Summary of the TECHNICAL DATA 6-7

Indentification Plate 8
IMPORTANT INSTRUCTION 9 - 10
I. DESCRIPTION 11
1.1 Function of the Converter
1.2 Powershift transmission
1.3 Transmission control
1.4 Controllers
1.4.1 General
1.4.2 Controller DW-3
1.4.3 Controller ERGO II
1.5 Display
1.5.1 General
1.5.2 Possible Indications on the Display
1.5.3 Error code definition
1.6 Electronic control unit TCU
1.7 Electronic control for the ZF-Powershift transmission
1.7.1 General
1.7.2 Description of the Basic functions
1.7.3 AEB
1.7.4 Downshifting functions (Down-Shift Button)
1.7.5 Pressure cut-off
1.7.6 Inching device
1.7.7 Special functions
II. INSTALLATION SPECIFICATION 25
III. OPERATION 27
3.1 Driving preparation and Maintenance
3.2 Driving and Shifting
3.3 Cold start
3.4 Transmission control in the Driving range Automatic
3.5 Stopping and Parking
3.6 Towing
3.7 Oil temperature
IV. MAINTENANCE 31
4.1 Oil grade
4.2 Oil level check
4.3 Oil change and Filter replacement intervals
4.3.1 Oil change and Oil filling capacity
4.3.2 Filter replacement
V. DIAGNOSTIC SYSTEMS 35
5.1 General
5.2 MOBIDIG 2001
5.3 Laptop Version
5.4 Multi-System 5000
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APPENDIX, composed of:
Tables:
1 Layout 4 WG-260
Installation view 4 WG-260

2 Front view - Direct mounting
3 Front view - Separate installation
4 Side view
5 Rear view - with 3rd and 4rd power take-off
6 Rear view - with 3rd and 4rd power take-off and emergency steering pump
7 Rear view - with disc brake
8 Schedule of measuring points and Connections 4 WG-260
9 Oil circuit diagram 4 WG-260 (Forward 1st speed)
10 Electrohydraulic shift control with Proportional valves
11 Inductive transmitter and Speed sensor (setting values)
12 4 WG-260 Fully-automatic control EST-37 - Standard

Circuit diagram - 6029 717 040 –
13 Controller DW-3
14 Controller ERGO II
Abbreviations in the Text:
Code Description
EST-37 Ergocontrol
AEB Automated determination of the filling parameters
TCU Elektronic control unit
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TECHNICAL DATA
Engine power: max. KW ------------------------------ 260*
Turbine moment: max. Nm ------------------------------ 2 500*
Engine speed: max. min-1 ------------------------------ 2 500*
Starting torque multiplication: ------------------------------ 2,0 to 3,0
Engine-dependent Power take-offs:

Torque: Nm ------------------------------ 1 200
Speed: n ------------------------------ 1 x nEngine
Mass (without oil): kg about ------------------------------ 750**
* = dependent on Vehicle type and application

** = dependent on the Transmission version
Description:
The ZF-Transmissions 4 WG-260 are composed of a hydrodynamic torque converter and a
rear-mounted multi-speed powershift transmission with integrated transfer case (see Table-1).
The torque converter is a wear-free starting device which is infinitely variable adapting itself
to the required situations (necessary input torque).
Input by direct mounting via diaphragm on the engine, or separate installation (input via uni-
versal shaft) with DIN-, Mechanic- or Spicer-input flange.
The transmission can be shifted manually or fully-automatically by means of the Electronic
unit EST-37.
Torque converter:
Unit size W 370 with torque multiplication.
Powershift transmission:
4 Forward speeds and 3 Reverse speeds.
Output:
The powershift transmission has between input and output shaft a center distance of 575 mm,
and can be equipped with the following components:
- with output flanges to the front and rear axle for different universal shafts
- on the rear output (rear-side) with a disk brake as parking brake
- on the converter side with axle disconnection.
Power take-off:
For the drive of external hydraulic pressure pumps, up to four power take-offs are provided as
follows:
- 1st or 2nd engine-dependent power take-off which are arranged on the output side, and one
side-mounted engine-dependent power take-off with the connection for the 3rd and 4th po-
wer take-off on the front and the rear.
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Transmission accessories:
Upon request, the transmissions can be additionally equipped with the following components:
- Emergency steering pump with a feed rate of 16 cm 3/rev. or 32 cm 3/rev.
- Electronic speedometer signal, here the Electronic unit EST-37 offers a speedometer sig-
nal.
- Inching speed valve (Inching valve).
Transmission ratio (mechanical)*
SPEED DRIVING DIRECTION Ratio

1 Forward 5,350
2 Forward 2,206
3 Forward 0,969
4 Forward 0,624
1 Reverse 5,350
2 Reverse 2,206
3 Reverse 0,969
* = According to the Transmission version, other ratios are also possible.
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INSCRIPTIONS ON A ZF-MODEL INDENTIFICATION

PLATE FOR ZF-HYDROMEDIA-REVERSING -TRANSMISSION
1 = Gearbox type
2 = Gearbox-No.
3 = ZF-Parts List-No.
4 = Total ratio of the Gearbox
5 = Value for the control pressure
6 = ZF-Parts List-No. of the Torque Converter
7 = Type of the ZF-Torque Converter
1 2
3 4
5
6 7
NOTES REGARDING THE SPARE PARTS ORDERS:
When ordering genuine ZF-Spare Parts, please indicate:
1. = Gearbox type
See Model identification Plate!
2. = Serial-No.
3. = ZF-Parts List-No.
4. = Mark and type of vehicle
5. = Denomination of the spare part
6. = Spare parts-No.
7. = Way of transport
When all of the above required indications are considered, errors in the delivery of spa-
re parts Orders can be avoided!
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IMPORTANT INSTRUCTIONS
Oil level check (see 4.2):
In the cold start phase, the engine must be running about 2 – 3 minutes at idling
speed and the marking on the oil dipstick must then be lying above the cold start
mark. The oil level check in the transmission must be carried out at engine idling
speed and operating temperature of the transmission (80° to 90° C).
At stationary engine, the oil level in the transmission is rising essentially, accord-
ing to the installation conditions !
At every oil change, the ZF-Fine filter must be exchanged. In addition, ZF re-
commends to start the autonomous calibration of the shifting elements (AEB).
The independent calibration of the shifting elements (AEB) must be started after
the initial installation of the transmission and the Electronics in the vehicle at the
Vehicle Manufacturer and after every replacement of the transmission, the e-
lectrohydraulic control or the TCU in case of a failure.
Put the Controller at the starting of the engine always to the Neutral position.
At running engine and transmission in Neutral, the parking brake must be enga-
ged or the service brake be actuated, to prevent the vehicle from rolling.
Prior to every start off, loosen the parking brake.
The engagement of the speed out of Neutral is only possible under the program-
med transmission input speed (turbine speed).
Neutral position of the selector switch at higher vehicle speeds (above stepping
speed) is not admissible.
Either a suitable gear is to be shifted immediately, or the vehicle must
at once.
Reversing (Standard):
In the speeds, released for the direct reversing, as a rule in the speeds 1 F ⇔ 1 R
and 2 F ⇔ 2 R , it is possible to reverse directly at any time. Reversings in the
speeds 3 and 4 are realized dependent on the driving speed, the permitted rever-
sing speed is then normally the maximum speed of the 2nd speed.
- Beyond the programmed reversing limit, the vehicle will be braked down by
the Electronic unit EST-37 by downshiftings, and only then the reversing is
carried out into the correspondingly preselected gear.
- Below the permitted speed, the reversing will be carried out.
The programming is customized and can therefore be different from the stan-
dard. Therefore, the exact procedure must be taken from the Operating Instruc-
tions of the respective Vehicle Manufacturer !
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At stopped engine, there is on the Controller, despite a preselected gear, no po-

wer flow between transmission and engine, i.e. the transmission is in the idling
position.
The parking brake must therefore be completely actuated !
When leaving the vehicle, secure it additionally by brake blocks !
The towing speed must in no case be higher than 10 km/h, the towing distance
not longer than 10 km.
It is imperative to observe this Specification because otherwise the transmission
will be damaged due to insufficient oil supply !
At a longer distance, the best solution would be to transport the defective vehicle
with a Low loader.
Operating temperature behind the converter at least 65° and 100° C in continu-
ous operation, a short-time increase up to max. 120° C is permitted.
Temperature in the sump 60° - 90° C.
In case of irregularities on the transmission, put the vehicle out of service and
ask for Specialists.
Protective measures for the ZF-Electronics at electrical operations on the vehic-

le:
At the following operations, the ignition must be switched off and the control
unit plug must be pulled off from the ZF-Electronics:
∗ At any kind of electrical operations on the vehicle.

∗ At welding operations on the vehicle.
∗ At insulation tests on the electric system.
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I. DESCRIPTION
1.1 Function of the Converter:
Function of a hydrodynamic Torque converter

(Schematic view)
TP = Torque pump
Pump wheel Turbine wheel
wheel TT = Torque tur-
bine wheel
TT
TR = Torque reac-
tion member
From (Reaction
engine wheel)
TP
To
gearbox
Condition at the
time of starting TR NT = 0
1 1,5 2,5
Reaction element Vehicle standing still
Intermediate (Reaction wheel)
condition <n
nT = Mot
1 <1,5 <2,5
Condition in the
coupling point 1 0 1 nT = ≈ 0,8 n Mot
Figure-No. 1.1
The converter is working according to the Trilok-System, i.e. it assumes at high turbine speed
the characteristics, and with it the favourable efficiency of a fluid clutch.
The converter is designed according to the engine power so that the most favourable operating
conditions are obtained for each installation case.
The Torque converter is composed of 3 main components:

Impeller – Turbine wheel – Stator (Reaction member)
These 3 impellers are arranged in such a ring-shaped system that the fluid is streaming
through the circuit components in the indicated order.
Pressure oil from the transmission pump is constantly streaming through the converter. In this
way, the converter can fulfill its task to multiply the torque of the engine and at the same time,
the heat created in the converter is dissipated via the escaping oil.
The oil which is streaming out of the impeller, enters the turbine wheel and is there reversed
in the direction of flow.
According to the rate of reversion, the turbine wheel and with it also the output shaft is receiv-
ing a more or less high reaction torque.
The stator (reaction member), following the turbine, has the task to reverse the oil streaming
out of the turbine once more and to deliver it under the suitable discharge direction to the im-
peller.
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Due to the reversion, the stator is receiving a reaction torque.

The relation turbine torque/pump torque is called torque multiplication. This is the higher, the
greater the speed difference of impeller and turbine wheel will be.
Therefore, the maximum torque multiplication is created at stationary turbine wheel.

With increasing output speed, the torque multiplication is decreasing. The adaption of the
output speed to a certain required output torque will be infinitely variable and automatically
achieved by the torque converter.
When the turbine speed is reaching about 80% of the pump speed, the torque multiplication
becomes 1,0 i.e. the turbine torque becomes equal to that of the pump torque.
From this point on, the converter is working similar to a fluid clutch.
A stator freewheel serves to improve the efficiency in the upper driving range, in the torque
multiplication range it is backing-up the torque upon the housing, and is released in the clutch
range.
In this way, the stator can rotate freely.
1.2 Powershift transmission:
The multi-speed reversing transmission in countershaft design is power shiftable by hydrauli-cally actuated multi-
disk clutches.
All gears are constantly meshing and carried on antifriction bearings.
The gear wheels, bearings and clutches are cooled and lubricated with oil.
The 4-speed reversing transmission is equipped with 6 multi-disk clutches.
At the shifting, the actual plate pack is compressed by a piston, movable in axial direction,
which is pressurized by pressure oil.
A compression spring takes over the pushing back of the piston, thus the release of the plate
pack. As to the layout of the transmission as well as the specifications of the closed clutches
in the single speeds, see Table-1, 8 and 9.
1.3 Transmission control:

Transmission control, see Schedule of measuring points, Oil circuit diagram and Electro-
hydraulic control unit see Table-8, 9 and 10.
The transmission pump, necessary for the oil supply of the converter, and for the transmission
control, is sitting in the transmission on the engine-dependent input shaft.
The feed rate of the pump is Q = 115 l/min, at nEngine = 2000 min-1.
This pump is sucking the oil via the coarse filter out of the oil sump and delivers it via the ZF-
Fine filter – the filter is fitted externally from the transmission – to the main pressure valve.
If because of contamination, resp. damage, the through-flow through the ZF-Fine filter is not
ensured, the oil will be directly conducted via a filter differential pressure valve (bypass valve
∆p= 5,7 –0,5+1,5 bar) to the lubrication.
In this case, an error indication is shown on the ZF-Display.
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Coarse filter:
Mesh width: 450 µm
Screen surface: 1 000 cm2
ZF-Fine filter:
Filtration ratio according to ISO 4572: ß30 > 75 ß15 = 25 ß10 = 5.0
Filter surface at least: 2 x 6700 cm2 = 13 400 cm2
Dust capacity according to ISO 4572 at least: 17 g
The six clutches of the transmission are selected via the 6 proportional valves P1 to P6.
The proportional valve (pressure regulator unit) is composed of pressure regulator (e.g. Y6),
follow-on slide and vibration damper.
The control pressure of 9 bar for the actuation of the follow-on slides is created by the pressu-
re reducing valve. The pressure oil (16+2 bar) is directed via the follow-on slide to the
respective clutch.
Due to the direct proportional selection with separated pressure modulation for each clutch,
the pressures to the clutches, which are engaged in the gear change, will be controlled. In this
way, a hydraulic intersection of the clutches to be engaged and disengaged becomes possible.
This is creating spontaneous shiftings without traction force interruption.
At the shifting, the following criteria will be considered:

- Speed of engine, turbine, central gear train and output.
- Transmission temperature.
- Shifting mode (up-, down-, reverse shifting and speed engagement out of Neutral).
- Load condition (full and part load, traction, overrun inclusive consideration of load cycles
during the shifting).
The main pressure valve is limiting the max. control pressure to 16+2 bar and releases the
main stream to the converter and lubricating circuit.
In the inlet to the converter, a converter safety valve is installed which protects the converter
from high internal pressures (opening pressure 8,5 bar).
Within the converter, the oil serves to transmit the power according to the well-known hydro-
dynamic principle (see Chapter Torque converter 1.1).
To avoid cavitation, the converter must be always completely filled with oil.
This is achieved by a converter pressure back-up valve, rear-mounted to the converter, with an
opening pressure of at least 5 bar.
The oil, escaping out of the converter, is directed to a heat exchanger.
The selection and definition of the heat exchanger must be carried out according to our Instal-
lation specification for hydrodynamic powershift transmissions by the Customer on his own
responsibility.
The heat exchanger is not within the scope of supply of the ZF Passau GmbH.
From the heat exchanger, the oil is directed to the transmission and there to the lubricating oil
circuit, so that all lubricating points are supplied with cooled oil.
In the Electrohydraulic control unit are 6 pressure regulators installed - see Table-10.
The allocation of th pressure regulators to the single speeds can be seen on the Tables-8
and 9.
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1.4 Controller
1.4.1 General:
Due to the great number of the available Controllers, the precise Technical Data
must be taken from the respective installation drawing.
1.4.2 Controller DW-3

- see Table-13
The Controller is designed for the mounting on the steering column left side. By a rotative
motion, the positions (speeds) 1 to 4 are selected by tilting the lever, the driving direction
(Forward (F) – Neutral (N ) – Reverse (R).
The DW-3 Controller is also available with integrated Kickdown pushbutton.
For the protection from unintended start off, a Neutral interlock is installed:
Position „N“ – Controller lever blocked in this position
Position „D“ - Driving
Controller DW-3
Gear positions Type plate

F
F
N N D
N R
Figure-No.: 1.4.2
1.4.3 Controller ERGO II

- see Table-14
This lever will be installed in the Wheel loader instead of the operating lever for the hydraulic
system for implement operation.
By pushing the arrow button „Forward“ and „Reverse“, the driving direction will be selected,
the Buttons „+“ and „-„ are preselecting the driving range.
The indication for gear and driving direction is shown on the Display (see 1.5).
By means of the „N“-Button, the transmission is shifting to Neutral.
Gear limitation, if second cabin is activated an the all-wheel drive is engaged.
Another Button on the operating field allows the connection of an electric shovel-horizontal
Regulation (Shovel-Neutral). Another function button is installed on the back. It serves, ac-
cording to the programming, as Kickdown button, Down-shift button or Release button for the
start off.
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Controller ERGO II
+ -
N
Figure-No.:1.4.3
1.5 Display
1.5.1 General:
The Display can be used with all Controller types, e.g. with the DW-3 or ERGO II for Wheel
loaders, Lift trucks, RoRo trucks as well as with the VTS-3, SG-6 or D7 for Cranes, Dumpers,
Graders and Rail vehicles.
1.5.2 Possible Indications on the Display
Display
left central right

h f ed Side Side Side
a bc g
Figure-No.: 1.5.2
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Spec. charact. Display (see Figure-No.: 1.5.2)

a, f Automatic range (up- and downshifting)
b, c, d, e Preselected gear
g EST-37 has recognized an error, is flashing
h This special character is not used for the moment at the EST-37
Left Side For the moment still without function
Central and On the two alphanumeric 16-segment displays, the EST-37 issues the actu-
Right Side al state of gear and driving direction. Besides, a two-digit error code will
be indicated via these two segments.
Display of the Driving direction: V: Forward

(right Side) N: Neutral
R: Reverse
Display of the engaged gear: Display 1, 2, 3, 4

(central Side)
Waiting for Controller-Neutral: Indication on the Display: NN (central and right Side).
In this condition, Neutral is pending on transmission.
To engage a gear, at first Neutral must be shifted on
the Controller before the electronics allows to engage a
gear again.
Preselected Driving range: The number of the lines indicates the driving range,
(Special characters b, c, d, e) resp. the gear preselection:
1 Bar: Manual Mode 1 speed
2 Bars: Manual Mode 2 speed
Display Manual/ Automatic: If the two Symbols a , f (Arrows) and the bars b, c, d, e
(Special characters a, f) are indicated, the system is in the Automatic mode
(automatic up- and downshiftings).
If the Arrows (a, f) are flashing, the KD (Kick-

Down) – Mode is activated.
Display of the Cold-start phase: Transmission remains in Neutral
Bars are flashing: Downshifting mode active
Error display: If the system is recognizing an error, the spanner (Spe-

cial symbol „g“) is flashing.
If Neutral is preselected on the Controller, a two-digit
error number appears on the two alphanumeric indica-
ting positions (central and right Side).
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If more than one error is pending, the different error

numbers will be indicated one after the other on the
Display in cycles (about 1 second).
The error code will be only then indicated if

the Controller is in Neutral !
Warning display: At exceeding the warning threshold Temperature –

Sump / behind the Converter and the warning thres-
hold Speed – Engine, changes the indication on the
Display to the actual gear and the corresponding war-
ning indicator.
If several warnings are simultaneously active,

only the warning with the highest priority will
be indicated.
Warning Warning Priority

code
WT Temperature behind Converter 1
WS Temperature in the Sump 2
WE Engine speed 3
Display PN Driving direction F or R selected whilst the parking

brake is actuated.
Transmission in Neutral until parking brake will be released.
After the release of the parking brake, the ve-
hicle begins to roll.
F or R flashing Driving direction F or R selected, whilst the turbine

speed is too high.
Speed will be engaged when the turbine speed

is
decreasing.
Display EE Indication on Display: EE (central and right side).

In this state, the Display has a timeout, i. e. it is recei-
ving no Data from the EST-37.
Main reasons:
- EST-37 is in TOTAL RESETTING MODE

(e.g. because of output train disconnection or exter-
nal power supply at the lines to the gear-solenoid
valves).
- EST-37 without supply
Data line not correctly connected, etc.
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1.5.3 Error code definition:
The error codes are composed of two hexadecimal numbers:

The first number indicates the kind of signal, the second number the signal and the kind of
error.
Since there are different Software versions for the Customers, the listing of the error
codes must be taken from the Documentation of the Vehicle Manufacturer.
First Number Meaning of the Number

1 hex Digital input signal
2 hex Analog input signal
3 hex Speed signal
4 hex CAN signal error
7 hex Analog current output signal
8 hex Analog current output signal
9 hex Digital output signal
A hex Digital output signal
B hex Transmission error, Clutch error
C hex Logical error
D hex Power supply
E hex Highspeed signal
F hex General error
For the EST-37, a general Diagnostic and Trouble shooting Specification is available,
for which the following Order-No. has been defined:
5872 993 025 GERMAN

5872 993 026 ENGLISH
This Diagnostic and Trouble shooting Specification can be requested under the follo-
wing address:
ZF Passau GmbH
Abt. ASI
Donaustr. 25 – 71
94034 Passau
1.6 Elektronic Control unit TCU
The electrohydraulic transmission control can be automated by connection on the electronic

TCU.
The basic functions of the automatic system are the automatic shifting of speeds, adaption of
the optimum shifting points, the comfortable kickdown function as well as comprehensive
safety functions in relation to operating errors and overloadings of the power-transmitting
components with a comprehensive fault storage.
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The Control units can be programmed customized and vehicle-specific in a large spectrum,
Control parameter can be logically chained, and also Special functions such as gear limitation,
Converter or Retarder functions can be integrated.
Because of the great number of available TCU, the precise Technical Data must be
taken from the corresponding Installation drawing.
Installation position of the TCU
90° 90° 90° 90°
Figure-No..: 1.6 B1
Installation position of the TCU
100
ZF-Type plate
50
209
100
Minimum Distance to disengage the plug
Figure-No.: 1.6 B2
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The installation position of the TCU can be at random. As an advantage, the ZF re-
commends the Version illustrated in the Figure-No.: 1.6 B1.
The installation of the TCU must be realized on a protected point in the cabin.
An overfloating with water must be excluded. Besides, the penetration of water via
the plug connection must be prevented by corresponding measures on the cable har-
ness.
1.7 Electronic Controls for ZF-Powershift transmissions:
1.7.1 General:
Because of the different configurations of the electronic transmission controls at the

various vehicles, the corresponding documentation must be taken from the operating
Instructions of the Vehicle Manufacturer or from the Technical Data sheet of the
concerned Parts List Versions. In these are also indicated the respective circuit dia-
gram (see Sample Table-12) - and the connection diagram (upon request, these In-
formations can be asked for at the ZF Passau).
According to the type of vehicle, the wiring will be performed according to the wi-
ring diagrams.
The corresponding electric circuit diagrams (proposals) will be realized by ZF.
Upon request, the wiring can be also supplied by ZF.
If the wiring will be realized by the Vehicle Manufacturer, it must be in accordance
with the ZF-Requirements (see Installation Specification).
1.7.2 Description of the Basic functions:
The Powershift transmission of the Ergopower-Series 4 WG-260 is equipped with the Elect-
ronic control unit EST-37, developped for it.
For Wheel loaders, Lift trucks and RoRo Trucks, the ZF has developped with the Controllers
DW-3 and ERGO II a special Controller configuration.
The system is processing the desire of the driver according to the following criteria:
• Gear determination depending on controller position, driving speed and load condition.
• Protection from operating error as far as necessary, is possible via electronic protection
(programming).
• Protection from over-speeds (on the base of engine and turbine speed).
• Automatic reversing (driving speed-dependent, depending on vehicle type).
• Pressure cut-off possible (vehicle-specific, only after contact with ZF).
• Change-over possibility for Auto- / Manual mode.
• Downshifting functions possible.
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1.7.3 Independent calibration of the Shifting elements (AEB)
The AEB has the task to compensate tolerances (plate clearance and pressure level) which are
influencing the filling procedure of the clutches. For each clutch, the correct filling parameters
are determined in one test cycle for:
• Period of the quick-filling time

• Level of the filling compensating pressure
The filling parameters are stored, together with the AEB-Program and the driving program in
the transmission electronics. Because the Electronics will be separately supplied, the AEB-
Cycle must be started only after the installation of both components in the vehicle, thus ensu-
ring the correct mating (Transmission and Electronics).
At any rate, the AEB-Cycle must be carried out at the Vehicle Manufacturer prior to the
commissioning of the vehicles.
It is imperative, to respect the following Test conditions:
- Shifting position Neutral
- Engine in idling speed
- Parking brake actuated
- Transmission in operating temperature
After a replacement of the transmission, the electrohydraulic control or the TCU in the
vehicle, the AEB-Cycle must be as well carried out again.
The AEB-Cycle continues for about 3 to 4 minutes. The determined filling parameters are
stored in the EEProm of the Electronics. In this way, the error message F6 shown on the Dis-
play will be cancelled also at non-performed AEB.
For the start of the AEB-Cycle, there are principally two possibilities:
1. Start of the AEB by separate Tools which are connected on the diagnostic port
of the wiring.
Following Tools for the AEB start will be offered by the ZF Service.:
- Mobidig 2001 (see Point 5.2 – Diagnostic systems)
- Testmann (see Point 5.3 – Diagnostic systems)
- AEB Starter
Order-No.: 0501 211 778
The Special Tool, developped by the ZF for it can be

used only for the starting of the AEB !
(see Figure-No.: 1.7.3 B1)
Figure-No.: 1.7.3 B1
2. Start of the AEB by operating elements on the vehicle.

For it, a CAN-Communication between transmission and vehicle electronics is
necessary.
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At the operating of the transmission, the paper friction linings, installed in the Ergopo-
wer transmissions are settling, i.e. the plate clearance becomes creater.
Because these settling appearances can affect the shifting quality, ZF recommends to
repeat the AEB-Cycle at the Maintenance intervals (see 4.3.1).
At a deterioration of the shifting quality, the ZF recommends likewise as first measure

to repeat the AEB-Cycle.
The AEB can be started from the following Software-No. on:
From the Version 7** on, the AEB can be

started with the Tools Laptop and MOBIDIG
2001.
(See Type plate Figure-No. 1.7.3 B2)
Figure-No.: 1.7.3 B2
From the Version 812 on, the AEB can be

started with the Tools Laptop, MOBIDIG
2001 and the AEB-Starter.
(See Type plate Figure-No.. 1.7.3 B3)
Figure-No..: 1.7.3 B3
1.7.4 Down-Shift functions (Down-Shift Button)
If necessary, it is possible to select from 3 different possibilities:
Down-Shift Button - 1
Function: The downshifting from the second speed (mode manual) into the first speed is
performed at the first actuation.
At a second actuation, the upshifting from the first speed into the second speed
follows again.
Down-Shift Button - 2 (Ouick-Shift Button)
Function: The range limitation on the actual speed will be performed at the first actuation,
after a second actuation, the full range is existing again.
Down-Shift Button - 3:
Function: Every actuation is leading to a downshifting for one speed.
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The Down-Shift Button (pushbutton) must be in all 3 possibilities provided by

the Customer-side, if as Controller the DW-3 or ERGO II with integrated
Down-Shift Button will not be used.
1.7.5 Pressure cut-off
In order to provide, e.g. at Shovel loaders, the full engine power for the hydraulic system, the
control can be enlarged for the function of a pressure cut-off in the 1st and 2nd speed. In this
way, the pressure in the powershift clutches will be cut-off, and the torque transmission in the
drive train will be eliminated by it. This function will be released at the actuation of a switch,
arranged on the brake pedal. For a soft restart, the pressure will be build-up via a freely pro-
grammable characteristic line.
1.7.6 Inching device
This function is especially suitable for Lift trucks. It allows to reduce the driving speed infini-
tely variable without modification of the engine speed in such a way that driving with a very
low speed will be possible. In this way, the driver can move the vehicle very exactly to a de-
termined position.
At the same time, an important part of the engine power for the output of the hydraulic system
is at disposal by the high engine speed. The operation is realized via a separate inching pedal.
With increasing pedal travel, the driver can reduce the driving speed. The special Software is
regulating the pressure in the driving direction clutch in such a way that the driving speed will
be adjusted on the inching pedal according to the setting. A clutch overload will be prevented
by an integrated protection.
1.7.7 Special functions
According to the desires of the Vehicle Manufacturer, further additional functions can be pro-
grammed. Functions such as can be realized:
* Selection of a Parking brake

* Automatic Neutral shifting at vehicle standstill
* Gear range limitation depending on determined Input signals
* Blocking of the speed engagement beyond a determined Engine speed
* Upshifting prevention in the overrunning range
Further available Special function upon request after contact with the ZF.
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Off-Road Transmissions
ERGOPOWER and Axle Systems
Division
II. INSTALLATION SPECIFICATION
This Specification for the installation of hydrodynamic Powershift transmissions of the Ergo-
power-Series is the basis for the technically faultless installation of these transmissions in the
vehicle. The Installation Specification is part of the Transmission Documentation and must be
absolutely respected.
A faulty installation of the transmission into the vehicle, can
* affect the operating quality,

* cause malfunctions of the transmission,
* lead to transmission damages, resp. transmission failures.
Responsible for the correct installation of the transmission is the Vehicle Manufacturer.
ZF does not admit any guarantee or warranty claims for damages
which has been caused by a faulty installation.
In order to assist the Customer in case of new, resp. initial applications, the ZF carries out by
authorized personnel a transmission installation check. On this occasion, all transmission-
specific installation features are examined and the Vehicle Manufacturer, resp. the Equipment
Manufacturer will be informed about the encountered defects.
At improperly installation, ZF reserves itself the right to acknowledge no guarantee for the
installed ZF-Products.
For damages, caused by defects for which the Vehicle Manufacturer is responsible, and could
not be discovered at the installation examination by ZF-Personnel, the Vehicle Manufacturer
alone is liable.
This Installation Specification
0000 702 270 DEUTSCH

0000 702 271 ENGLISCH
can be requested under the following address:
ZF Passau GmbH
Abt. ACETS
e-mail: stefan.altmann@zf.com
Donaustr. 25 – 71
94034 Passau
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III. OPERATION
3.1 Driving preparation and Maintenance:
Prior to the commissioning of the transmission, take care that the prescribed oil grade will be
filled in with the correct quantity. At the initial filling of the transmission has to be considered
that the oil cooler, the pressure filter as well as the pipes must get filled with oil.
According to these cavities, the quantity of oil to be filled in, is greater than at the later oil fil-
lings in the course of the usual Maintenance service.
Because the converter and also the heat exchanger, installed in the vehicle, as well as
the pipes can empty at standstill into the transmission, the
Oil level check must be carried out at engine idling speed and operating
Temperature of the transmission (see Chapter Oil level check 4.2).
At the oil level check, the prescribed safety directions according to § 6 of the
regulations for the prevention of accidents for power plants in Germany, and in
all other countries, the respective national regulations have to be absolutely
observed.
For example, the vehicle has to be secured against rolling by blocks, articulated
vehicles additionally against unintended turning-in.
3.2 Driving and Shifting:
Which control lamps in the INFOCENTER (dashboard) are illuminated for the
functional control, can be different from Vehicle Manufacturer to Vehicle Manufac-
turer.
Control elements and displays can be from the ZF, however can be also customer-
specific products; the precise specifications must therefore be taken from the Opera-
ting Instructions of the respective Vehicle Manufacturer.
- Neutral position:
Neutral position will be selected via the Controller.
After the ignition is switched on, the electronics remains in the waiting state. By the
position
NEUTRAL of the Controller, resp. by pressing the pushbutton NEUTRAL, the EST-37
becomes ready for operation.
Now, a gear can be engaged.
- Starting:
The starting of the engine has always to be carried out in the NEUTRAL POSITION of the
Controller.
For safety reasons it is to recommend to brake the vehicle securely in position with the par-
king brake prior to start the engine.
After the starting of the engine and the preselection of the driving direction and the gear, the
vehicle can be set in motion by acceleration.
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At the start off, the converter takes over the function of a master clutch.
On a level road it is possible to start off also in higher gears.
- Upshifting under load.
Upshifting under load will be then realized if the vehicle can continue to accelerate by it.
- Downshifting under load.
Downshifting under load will be then realized if more traction force is needed.
- Upshifting in overrunning condition.
In the overrunning mode, the upshifting will be suppressed by accelerator pedal idling po-
sition , if the speed of the vehicle on a downgrade should not be further increased.
- Downshifting in overrunning condition.
Downshifting in overrunning mode will be then carried out if the vehicle should be
retaded.
- Reversing
See important Note – Page 9.
If the vehicle will be stopped and is standing with running engine and engaged transmission,
the engine cannot be stalled. On a level and horizontal roadway it is possible that the vehicle
begins to crawl, because the engine is creating at idling speed a slight drag torque via the con-
verter.
It is convenient to brake the vehicle at every stop securely in position with the parking brake.
At longer stops, the Controller has to be shifted to the NEUTRAL POSITION.
At the start off, the parking brake has to be released. We know from experience that at a con-
verter transmission it might not immediately be noted to have forgotten this quite normal ope-
rating step because a converter, due to its high ratio, can easily overcome the braking torque of
the parking brake.
Temperature increases in the converter oil as well as overheated brakes will be the consequen-
ces to be find out later.
Neutral position of the selector switch at higher vehicle speeds (above stepping speed) is not
admissible.
Either a suitable gear is to be shifted immediately, or the vehicle must be stopped at once.
3.3 Cold start:
At an oil temperature in the shifting circuit < -12° C, the transmission must be warmed-up for
some minutes.
This must be carried out in Neutral with an increased engine speed (about 1500 min-1).
Until this oil temperature is reached, the Electronics remains in Neutral, and the symbol of the
cold start phase will be indicated on the ZF-Display.
Indication on the Display :
After the indication on the ZF-Display is extinguished, the full driving programm can be utili-
zed out of „NEUTRAL“.
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3.4 Transmission control in the Driving mode Automatic:
Precise Informations about the design of the Controllers as well as the speeds shifted
in the single driving ranges, must be taken from the Operating Instructions belon-
ging to the vehicle.
A manual intervention into the automatic shift sequence is only then practical if the roadway
condition or the configuration of the ground is suitable.
3.5 Stopping and Parking:
Since due to the converter there is no rigid connection existing from the engine to the axle, it
is recommended to secure the vehicle on upgrades, resp. downgrades against unintended rol-
ling not only by applying the parking brake but additionally by a block on the wheel, if the
driver has the intention to leave the vehicle.
3.6 Towing:
See Important Instructions – Page 10.
3.7 Oil temperature:

The oil temperature in the transmission sump is monitored by a temperature sensor in the e-
lectrohydraulic control unit.
The service temperature in the sump of 60° - 90° C must not be exceeded (indication appears
on the Display in the cabine) !
At a trouble-free unit and an adequate driving mode, a higher temperature will not occour. If
the temperature is rising above 90° C, the vehicle has to be stopped and controlled for external
oil loss and the engine must run with a speed of 1200 – 1500 min-1 at NEUTRAL POSITION
of the transmission.
Now, the temperature must drop quickly (in about 2 – 3 minutes) to normal values. If this is
not the case, there is a trouble pending, which must be eliminated prior to continue working.
The monitoring of the oil temperature is additionally realized behind the converter with an
indication on the ZF-Display or analog in the INFOCENTER.
Operating temperature behind the converter at least 65° C and 100° C in continuous operation,
a short-time increase up to max. 120° C is permitted.
The temperature is measured on the measuring point „63“

(see Schedule of measuring points – Table-8) !
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IV. MAINTENANCE
4.1. Oil grade:
Permitted for the Powershift transmissions 4 WG-260 are oils according to ZF-List
of lubricants TE-ML 03.
The list of lubricants is being continuously updated and can be obtained or viewed as
follows:
- At all ZF-Plants
- At all ZF-Service Stations
- Internet http://www.zf.com/ Information/Technical Information
4.2 Oil level check (measurements only with running engine):
At the oil level check, the prescribed safety directions according to § 6 of the
rules for accident prevention for power plants in Germany, and in all other
countries the respective national regulations have to be absolutely respected.
For example, the vehicle has to be secured against rolling with blocks, articu-
lated vehicles additionally against unintended turning-in.
The oil level check must be carried out as follows:

- Oil level check (weekly)
- At horizontally standing vehicle
- Transmission in Neutral position „N“
- In the cold start phase, the engine must be running about 2 – 3 minutes at idling speed, and
the marking on the oil dipstick must then be lying above the cold start mark „COLD“
(see Figure-No. 4.2 B2)
- At operating temperature of the transmission (about 80° - 90° C)
With engine idling speed
all measurements must be carried out with low engine idling speed.
- Loosen oil dipstick by counterclock rotation, remove and clean it
- Insert oil dipstick slowly into the oil level tube until contact is obtained, and pull it out
again.
- On the oil dipstick, the oil level must be lying in the zone „HOT“ (see Figure-No.: 4.2 B2)
- Insert the oil dipstick again, and tighten it by clockwise rotation
If the oil level has dropped in operating temperature condition below the „HOT“
Zone, it is absolutely necessary to replenish oil according to the ZF-List of lubricants
TE-ML-03.
An oil level above the „HOT“ marking, is leading to a too high oil temperature.
The oil dipstick and the oil filler tube can have different lengths and shapes, accord-
ing to the Transmission version. Besides, the mounting on the transmission can be
optionally realized on the converter side or on the output side.(In this Illustration, the
mounting of the oil dipstick is illustrated on the output side).
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K1
KV
K2
KR
K3
K4
2
4
1
Figure-No.: 4.2 B1
Legend:
1 = Oil filler tube with oil dipstick

2 = Oil drain plug M38x1,5
3 = Oil filler hole M42x2
4 = Coarse filter
Oil dipstick
MIEASURED AT LOW HOT COLD

IDLING-NEUTRAL
ZONE
„HOT“
Figure-No.: 4.2 B2
4.3 Oil change and Filter replacement intervals:
In this connection refer to specification in the ZF List of Lubricants TE-ML 03.

The ZF filter must be replaced at every oil change.
4.3.1 Oil change and Oil filling capacity:
The oil change has to be carried out as follows:

- At operating temperature of the transmission, horizontally standing vehicle open the oil
drain plug and drain the used oil.
- Clean oil drain plug with magnetic insert and surface on the housing and install again
along with O-ring.
- Fill in oil (about 38 liters) according to ZF-List of lubricants TE-ML 03.
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(Sump capacity, external oil capacities e.g. in the heat exchanger, in the lines etc. are
dependent on the vehicle).
The indicated value is a guide value.
It is imperative to pay attention to absolute cleanliness of oil and filter !

Binding is in any case the marking on the oil dipstick !
- Start the engine – idling speed

- Transmission in Neutral position „N“
- Top up oil up to the marking „COLD“
- Brake the vehicle securely in position and warm up the transmission
- Shift all Controller positions through
- Check the oil level once more and top up oil once more if necessary
- On the oil dipstick, the oil level must be lying in the Zone „HOT“ (see Figure-No.: 4.2 B2)
- Insert the oil dipstick again and tighten it by clockwise rotation.
At the initial filling of the transmission has to be considered that the heat exchanger,
the pressure filter as well as the pipes must get filled with oil.
According to these cavities, the oil capacity to be filled in is greater than at the later
oil fillings in the course of the usual Maintenance service.
ZF recommends, to start the AEB at every oil change (see 1.7.3).
4.3.2 Filter replacement:
At the replacement of the ZF-Filter in the main oil stream, pay attention that no dirt or oil
sludge can penetrate into the circuit. Besides, the parking brake has to be covered, resp. pro-
tected from oil wetting.
At the mounting of the filter, any exertion of force has to be avoided.
The filters are installed separately from the transmission in the vehicle !
Treat the filter carefully at the installation, the transport and the storage !
Damaged filters must no more be installed !
The filter differential pressure valve (bypass valve) is equipped with a maintenance-
switch (opening switch) which is informing the driver about the contamination of
the ZF-Fine filter.
At the lighting up of the symbol, the ZF-Fine filter must be replaced.
The mounting of the filter must be carried out as follows:

- Cover the gasket with a small amount of oil.
- Screw the filter in until contact with the sealing surface is obtained and tighten it now by
hand about 1/3 to 1/2 turn.
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V. ZF-DIAGNOSTIC SYSTEMS
5.1 General:
The Control electronics EST-37 for the Transmission Series Ergopower is equipped with a
diagnostic package, which makes the Trouble shouting and the Repair of damages easier for
the Service.
The Electronics is able to monitor the states of certain inputs and outputs.
If the Electronics recognizes at it an error, it stores an error code in the fault storage
(EEPROM) and is transmitting the error code also to the vehicle controller of the Vehicle Ma-
nufacturer.
The ZF-Diagnostic and Programming systems MOBIDIG-2001 (see 5.2) and LAPTOP-
Version (see 5.3) are needed for the following applications:
Diagnosis -
-
Read actual errors
Read fault storage
- Cancel fault storage
AEB - Independent calibration of the shifting elements
Testing Inputs and Outputs - Check Outputs
- Check Inputs
- Check systems downtime
- System test drive
Additionally for the Diagnosis can be used the Multi-System 5000 (see 5.4) with correspon-
ding sensor system for pressure, temperature, speed, through-flow, current transformer etc.
5.2 ZF - MOBIDIG 2001
The ZF-Diagnostic system MOBIDIG 2001 is only reserved to ZF-Service Stations.

All necessary, transmission-specific Data for a quick and comprehensive Diagnosis
can be retrieved with this Diagnostic system.
The Data are stored on CD-Rom and will be updated 2 – 3 times a year.
It is universally to be used for all diagnosis-capable ZF-Vehicle systems.
MOBIDIG 2001 with 6008 307 001

ZF-Diagnostic Software
Diagnostic Software with Operator

guidance
Terminal tester 68-pin
6008 304 038
For the test of single control signals, line
connections etc.
Figure-No.: 5.2
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5.3 Laptop Version:
Specialized Dealers Pentium Laptop min. 90 MHz
Windows 95/98 or NT
Basic-Software
Testman WIN 95/98 or NT
6008 308 901
RS-232 Connecting cable

Laptop ⇔ DPA-04I
Diagnostic set
6008 308 601 5870 221 179
WIN 95/98
Programming adapter or
DPA-04I NT
6008 308 600
Adapter cable
DPA-04I ⇔ EST-37
6029 017 005
Diagnostic Software WG-260/310
6008 308 007 GERMAN
6008 308 107 ENGLISH
6008 308 207 FRENCH
Terminal Tester 68-pin 6008 304 038

For the test of single control
signals, line interruptions etc.
Figure-No.:5.3
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5.4 ZF-Multi-System 5000:
Multi- System 5000
Measuring box with corresponding sensor sys-

tem for pressure, temperature and speed without
printer.
5870 221 280
Multi- System 5000
Measuring box with corresponding sensor sys-

tem for pressure, temperature and speed with
printer.
5870 221 281

Multi - System 5000
Portable measuring instrument without accesso-

ries.
5870 221 250
Accessories:
Sensor system for through-flow, current transformer etc.
Current transformer: Turbine – Metering tubes:
5870 221 284 15 – 300 l/min = 5870 221 133

25 – 600 l/min = 5870 221 134
Figure-No.: 5.4
37
L A Y O U T 4 W G -2 6 0 1 2 3
T A B L E -1 4
1 = C o n v e rte r w ith D ia p h ra g m D ire c t m o u n tin g

2 = B re a th e r
3 = E le c tro h y d ra u lic c o n tro l u n it 5
4 = T ra n s m is s io n p u m p
5 = 1 st P o w e r ta k e -o ff 6
6 = C lu tc h a x le K V /K 1
7 = C lu tc h a x le K R /K 2
8 = C lu tc h a x le K 4 /K 3
9 = O u tp u t fla n g e (re a r-s id e )
1 0 = O u tp u t s h a ft 7
1 1 = O u tp u t fla n g e (c o n v e rte r-s id e )
1 2 = C o u n te rs h a ft
1 2
9
1 1
1 0
IN S T A L L A T IO N V IE W 4 W G -2 6 0 - D IR E C T M O U N T IN G
F R O N T V IE W 1 2 3 4 5
T A B L E -2
1 = L iftin g lu g s
2 = B re a th e r
3 = E le c tro h y d ra u lic s h ift c o n tro l 6
4 = D ia p h ra g m s D ire c t m o u n tin g
5 = 4 th P o w e r t a k e - o f f
6 = C o n v e rte r
7 = O u tp u t fla n g e (c o n v e rte r-s id e )
8 = C o a rs e filte r
9 = O il d ra in p lu g
1 0 = A tta c h m e n t p o s s ib ility fo r O il fille r tu b e w ith O il d ip s tic k (c o n v e rte r-s id e )
1 1 = O il fille r tu b e w ith O il d ip s tic k (re a r-s id e )
1 1
7
1 0 9
IN S T A L L A T IO N V IE W 4 W G -2 6 0 S E P A R A T E IN S T A L L A T IO N
F R O N T V IE W 1 2 3 4 5
T A B L E -3
1 = L iftin g lu g
2 = B re a th e r
3 = E le c tro h y d ra u lic s h ift c o n tro l
4 = In p u t fla n g e In p u t v ia U n iv e rs a l s h a ft
6 6
th
5 = 4 P o w e r ta k e -o ff
6 = T ra n s m is s io n s u s p e n s io n M 2 0
7 = O u tp u t fla n g e (c o n v e rte r-s id e )
8 = C o a rs e filte r
9 = O il d ra in p lu g
1 0 = A tta c h m e n t p o s s ib ility fo r a n O il fille r tu b e w ith O il d ip s tic k (c o n v e rte r-s id e )
1 0 9
IN S T A L L A T IO N V IE W 4 W G -2 6 0 S E P A R A T E IN S T A L L A T IO N
S ID E V IE W 1 2 3 4 5 6
T A B L E -4
1 = In p u t fla n g e (In p u t v ia U n iv e rs a l s h a ft)
2 = C o v e r
7
3 = C o n v e rte r b e ll
4 = L iftin g lu g 1 6
5 = B re a th e r
6 = E le c tro h y d ra u lic s h ift c o n tro l 8
7 = M o u n tin g f a c e 3 rd . P o w e r ta k e - o f f
8 = L u b r i c a t i n g o i l l i n e 3 rd a n d 4 th P o w e r t a k e - o f f
9 = O u tp u t fla n g e (re a r-s id e )
1 0 = O il fille r tu b e w ith O il d ip s tic k (re a r-s id e ) 1 5
1 1 = C o v e r
1 2 = G e a rb o x h o u s in g
1 3 = O u tp u t fla n g e (c o n v e rte r-s id e )
1 4 = T ra n s m is s io n s u s p e n s io n M 2 0
1 5 = A s s e m b ly o p e n in g
1 6 = M o u n t i n g f a c e 4 th P o w e r t a k e - o f f
9
1 4
1 0
1 3 1 2 1 1
IN S T A L L A T IO N V IE W 4 W G -2 6 0 W IT H 3 R D
A N D 4 R D
P O W E R
T A K E -O F F - R E A R V IE W 1 2 3 4
T A B L E -5
st
5
n d
3 = 2 . P o w e r ta k e -o ff 6
4 = L iftin g lu g
5 = P re s s u re o il lin e C lu tc h K 1
6 = P re s s u re o il lin e C lu tc h K 2 1 7 7
K 1
8 = P re s s u re o il lin e C lu tc h K R 1 6 K V
8
K 2
1 0 = O il fille r tu b e w ith O il d ip s tic k

1 1 = A tta c h m e n t p o s s ib ility fo r E m e rg e n c y s te e rin g p u m p K R
9
1 2 = O u tp u t fla n g e (re a r-s id e ) K 3
1 3 = M o d e l Id e n tific a tio n P la te 1 5
1 4 = L u b ric a tin g o il lin e S 1 C lu tc h K R /K 2
K 4
1 5 = L u b ric a tin g o il lin e S 2 C lu tc h K 4 /K 3
1 6 = P re s s u re o il lin e C lu tc h K V 1 4
1 7 = L u b r i c a t i n g o i l l i n e 3 rd a n d 4 th P o w e r ta k e -o ff 1 0
1 1
1 2
1 3
IN S T A L L A T IO N V IE W 4 W G -2 6 0 W IT H 3 RD A N D 4 R D
P O W E R
T A K E -O F F A N D E M E R G E N C Y S T E E R IN G P U M P
R E A R V IE W 1 2 3 4
T A B L E - 6 1 6
5
2 = P re s s u re o il lin e C lu tc h K V
3 = 2 n d
P o w e r ta k e -o ff 1 5 6
4 = L iftin g lu g
5 = P re s s u re o il lin e C lu tc h K 1 K 1
6 = P re s s u re o il lin e C lu tc h K 4 K V
8 = L u b ric a tin g o il lin e S 1 C lu tc h K R /K 2 1 4 K 2
7
9 = E m e rg e n c y s te e rin g p u m p
D = C o n n e c tio n P re s s u re lin e M 2 2 x 1 ,5 K R
S = C o n n e c tio n S u c tio n lin e M 3 3 x 2 K 3
1 0 = A tta c h m e n t p o s s ib ility fo r O il fille r tu b e w ith O il d ip s tic k (re a r-s id e ) 1 3 8

1 1 = M o d e l Id e n tific a tio n P la te K 4
1 2 = O u tp u t fla n g e (re a r-s id e )

1 4 = P re s s u re o il lin e C lu tc h K R D 9
1 5 = P re s s u re o il lin e C lu tc h K 2 1 2 S
rd
1 6 = 3 P o w e r ta k e -o ff
1 0
1 1
IN S T A L L A T IO N V IE W 4 W G -2 6 0 W IT H D IS C B R A K E
R E A R V IE W 1 2 3 4
T A B L E -7
2 = P re s s u re o il lin e C lu tc h K 2 5
3 = P re s s u re o il lin e C lu tc h K R
4 = L iftin g lu g
5 = P re s s u re o il lin e C lu tc h K 1 6
7 = P re s s u re o il lin e C lu tc h K 4 1 5 K 1
8 = P re s s u re o il lin e C lu tc h K V
9 = B ra k e d is c K V
7
1 0 = A tta c h m e n t p o s s ib ility fo r O il fille r tu b e w ith O il d ip s tic k (re a r-s id e )
1 1 = M o d e l Id e n tific a tio n P la te K 3
1 2 = O u tp u t fla n g e (re a r-s id e ) 1 4 K 2
1 3 = D is c b ra k e K R
1 4 = L u b ric a tin g o il lin e S 1 C lu tc h K R /K 2 K 4

8
1 3
9
1 2
1 0
1 1
S C H E D U L E O F M E A S U R IN G P O IN T S A N D C O N N E C T IO N S 4 W G -2 6 0
T A B L E -8
T h e m a r k e d p o s itio n s (e .g . 5 3 ) c o r r e s p o n d w ith th e p o s itio n s o n th e ta b le - 9 !
T h e m e a s u re m e n ts h a v e to b e c a rrie d o u t a t h o t tra n s m is s io n (a b o u t 8 0 ° - 9 5 ° C ) !
N o . D e n o m in a tio n o f th e p o s itio n C o n n e c tio n M a r k in g o n th e
v a lv e b lo c k
M e a s u r in g p o in ts fo r h y d r a u lic o il a n d te m p e r a tu r e : 2 8 2 9
5 1 = In fro n t o f th e c o n v e rte r o p e n in g p re s s u re 8 ,5 b a r M 1 0 x 1 H Y
5 2 = B e h in d th e c o n v e rte r o p e n in g p re s s u re 5 ,0 b a r M 1 0 x 1
5 3 = C lu tc h F o rw a rd 1 6 + 2 b a r K V M 1 0 x 1 B
5 5 = C lu tc h R e v e rs e 1 6 + 2 b a r K R M 1 0 x 1 E
5 6 = C lu tc h 1 6 + 2 b a r K 1 M 1 0 x 1 D
5 7 = C lu tc h 1 6 + 2 b a r K 2 M 1 0 x 1 A
5 8 = C lu tc h 1 6 + 2 b a r K 3 M 1 0 x 1 C
6 0 = C lu tc h 1 6 + 2 b a r K 4 M 1 0 x 1 F
6 3 = B e h in d th e c o n v e rte r M 1 4 x 1 ,5 K 1
T e m p e ra tu re 1 0 0 ° C ; s h o rt-tim e 1 2 0 ° C
6 5 = S y s te m p re s s u re 1 6 + 2 b a r M 1 0 x 1 K 3 1 K 2
K V
1 6
C o n n e c tio n s
1 0 = B re a th e r M 1 0 x 1
1 5 = C o n n e c tio n to th e h e a t e x c h a n g e r ---- --- ----
K R K 3
1 3
1 6 = C o n n e c tio n fro m th e h e a t e x c h a n g e r ---- --- ---- K 4
2 8 = T o file r M 4 2 x 2
2 9 = F ro m filte r M 4 2 x 2
3 0 = F ro m filte r p re s s u re d iffe re n tia l v a lv e (O p tio n ) M 4 2 x 2
3 1 = T o b ra k e v a lv e (O p tio n ) M 1 6 x 1 ,5
3 2 = R e tu rn p ip e fro m b ra k e v a lv e M 2 6 x 1 ,5
3 6 = O il fille r p lu g M 4 2 x 2
4 9 = P lu g c o n n e c tio n o n th e e le c tro -h y d ra u lic c o n tro l u n it
6 8 = S y s te m p re s s u re (O p tio n ) M 1 6 x 1 ,5 G
6 9 = C o n tro l (O p tio n ) M 1 6 x 1 ,5 J
I n d u c tiv e tr a n s m itte r s a n d s p e e d s e n s o r
5 = In d u c tiv e tra n s m itte r n C e n tra l g e a r tra in M 1 8 x 1 ,5
9 = In d u c tiv e tra n s m itte r n E n g in e M 1 8 x 1 ,5
1 3 = S p e e d se n so r n O u p u t a n d S p e e d o m e te r ---- --- ----
1 4 = In d u c tiv e tra n s m itte r n T u rb in e M 1 8 x 1 ,5 P a g e 1 fro m 2
VIEW X X
28
56
60 58
D C
53
10
E B 31
55 57
F
G
A
9
30 J H K
69
49 14
29
32
68 51 36 65 28
CODING
GEARBOX DIAGRAM VIEW Y
· PRESSURE REGULATOR ACTIVE ENGAGED CLUTCHES
4th power take-off 3th power take-off
DRIVING DIRECTION SPEED Y1 Y2 Y3 Y4 Y5 Y6

52 63
Converter
2 th power take-off FORWARD 1 · · K1 KV
KV K1 9
2 · · KV K2
Pump 3 · · K3 KV
Input 4 · · K4 K3
KR K2 1th power take-off REVERSE 1 · · KR K1
2 · · KR K2
14 13 3 · · KR K3
K4 K3 Emergency NEUTRAL
steering pump ENGAGED CLUTCH KR K4 K1 K3 KV K2
5 Output Output POSITION ON THE VALVE F E D C B A
BLOCK
CONSECUT. No. of Measuring points 55 60 56 58 53 57 15 Page 2 from 2
OIL CIRCUIT DIAGRAM 4 WG-260
FORWARD 1st SPEED
TABLE-9
The marked positons (e.g. 53) correspond with the positions on the table-8!
Legend:
WT = Heat exchanger
WGV = Converter back pressure valve 5,0 bar CODING
WSV = Converter safety valve 8,5 bar
HDV = Main pressure valve 16+2 bar
• PRESSURE REGULATOR ACTIVE ENGAGED CLUTCHES
RV-9 = Pressure reducing valve 9 bar
NFS = Follow-on slide DRIVING DIRECTION SPEED Y1 Y2 Y3 Y4 Y5 Y6
D = Vibration damper FORWARD 1 • • K1 KV
2 • • KV K2
B = Orifice 3 • • K3 KV
P1 = Proportional valve KR 4 • • K4 K3
P2 = Proportional valve K4 REVERSE 1 • • KR K1
2 • • KR K2
P3 = Proportional valve K1 3 • • KR K3
P4 = Proportional valve K3 NEUTRAL
P5 = Proportional valve KV ENGAGED CLUTCH KR K4 K1 K3 KV K2
POSITION ON THE VALVE F E D C B A
P6 = Proportional valve K2 BLOCK
Y1...Y6 = Pressure regulators CONSECUT. No. of Measuring points 55 60 56 58 53 57
TEMP = Temperature sensor
FDV = Filter pressure differential valve (Bypass-valve) ∆p=5,7 +1,5
- 0,5 bar
K R K 4 K 1 K 3 K V K 2
F 5 5 E 6 0 D 5 6 C 5 8 B 5 3 A 5 7
P 1 P 2 P 3 P 4 P 5 P 6
D D D D D D
B B B B B B
Y 1 Y 2 N F S Y 3 N F S Y 4 Y 5 Y 6
N F S N F S N F S N F S
R V -9
T E M P
H D V K 6 5
V a lv e b lo c k c o n tro l c irc u it
C o n v e rte r 2 9 Z F fin e filte r:

5 1 3 0
F ilte r g ra d e a c c o rd in g IS O 4 5 7 2 :
ß 30 ³ 7 5 ß 15 = 2 5 ß 1 0 = 5 .0
L e g e n d : D u s t c a p a c ity a c c o rd in g IS O 4 5 7 2 : m in . 1 7 g
H F ilte r s c re e n s u rfa c e c m 2 : 2 x 6 7 0 0 = 1 3 4 0 0
= M a in p re s s u re F D V
= R e g u la te d m a in p re ss u re 6 3 5 2 W S V
= P ilo t p re s s u re W G V 2 8
= C o n v e rte r in p u t p re ss u re W T T o p a rk b ra k e c o n tro l (O p tio n )
(S c o p e o f s u p p ly c u s to m b e r) W S
= C o n v e rte r o u tp u t p re ssu re 1 5 T ra n s m is s io n p u m p :
= L u b ric a tio n p = 1 6 + 2 b a r Q p = 1 1 5 l/m in b e i
= R e tu rn in to th e s u m p 3 1
n = E n g i n e 2 0 0 0 m i n -1
B y p a s s v a lv e 1 6
D p = 2 + 3 b a r C o a rs e filte r:
L u b ric a tio n
M e s h w id th m m : 4 5 0
P a g e 2 / 2 M a in o il c irc u it O il s u m p S c re e n s u rfa c e c m 2: 1 0 0 0
E L E C T R O -H Y D R A U L IC C O N T R O L W IT H P R O P O R T IO N A L V A L V E S
T A B L E -1 0
M a in p re s s u re v a lv e 1 6 + 2 b a r P re s s u re re d u c in g v a lv e 9 b a r
H o u s in g
P lu g (C a b le h a rn e s s )
A Y 6 Y 1 A
Y 5 Y 2
B B
Y 4 Y 3
C o v e r C o v e r
H o u s in g V a lv e b lo c k
S E C T IO N A - A
M a in p re s s u re v a lv e 1 6 + 2 b a r V a lv e b lo c k P re s s u re re d u c in g v a lv e 9 b a r
P lu g (C a b le h a rn e s s )
D u c tp la te In te rm e d ia te p la te
S E C T IO N B - B
P ro p o rtio n a l v a lv e P 5
Y 5
V ib ra tio n d a m p e r
P re s s u re re g u la to r
F o llo w -o n s lid e
IN D U C T IV E T R A N S M IT T E R A N D S P E E D S E N S O R (H A L L S E N S O R )
T A B L E -1 1
IN D U C T IV E T R A N S M IT T E R
H o u s in g
T h e s p e e d s re q u ire d fo r th e E le c tro n ic c o n tro l E S T -3 7
w ill b e p ic k e d -u p b y th e fo llo w in g s e n s o rs :
In d u c tiv e tra n s m itte r
5 = In d u c tiv e tra n s m itte r n C e n tra l g e a r tra in S
9 = In d u c tiv e tra n s m itte r n E n g in e
1 3 = S p e e d se n so r n O u tp u t a n d S p e e d o m e te r G e a r w h e e l
1 4 = In d u c tiv e tra n s m itte r n T u rb in e
O n th e S c h e d u le o f m e a s u rin g p o in ts , T a b le -8 ,
th e in s ta lla tio n p o s itio n s o f th e s e n s o rs a re illu s tra te d .
A tte n tio n :
F o r th e in d u c tiv e tra n s m itte rs , th e fo llo w in g d iffe re n t

s e ttin g d im e n s io n s b e tw e e n c o n ta c t fa c e in d u c tiv e tra n s - S P E E D S E N S O R
m itte r a n d to o th tip m u s t b e re s p e c te d : (H A L L S E N S O R )
S = 1 .0 - 1 ,5 m m
± 0 ,1 S p e e d se n so r
n C e n tra l g e a r tra in (5 ) S = 0 ,3 m m
n E n g in e (9 ) S = 0 ,5 + 0 ,3
m m
(H a ll s e n s o r)
n T u rb in e (1 4 ) S = 0 ,5 + 0 ,3
m m S P U R G E A R K 3
H o u s in g
C lu tc h a x le K 4 /K 3
4 W G -2 6 0 F U L L Y -A U T O M A T IC C O N T R O L E S T -3 7
C IR C U IT D IA G R A M S T A N D A R D (6 0 2 9 7 1 7 0 4 0 )
T A B L E -1 2
IT E M L E G E N D IT E M L E G E N D
A 1 E L E C T R O N IC C O N T R O L U N IT T C U S 2 S W IT C H P R E S S U R E C U T -O F F
A 2 C O N T R O L L E R D W -3 S 3 S W IT C H D R IV IN G P R O G R A M A U T O M A T IC /M A N U A L
A 3 E L E C T R O H Y D R A U L IC C O N T R O L U N IT 4 W G -2 6 0 S 9 S W IT C H P A R K IN G B R A K E R E L E A S E (O P T IO N )
A 5 D IA G N O S IS IN T E R F A C E (P L U G ) S 1 0 S W IT C H F IL T E R C O N T A M IN A T IO N
A 6 D IS P L A Y S 3 1 S W IT C H A C H N O W L E D G M E N T P A R K IN G B R A K E
A 7 C A N -IN T E R F A C E (P L U G ) S 3 4 S W IT C H D IS P L A Y IL L U M IN A T IO N *
K 1 R E L A IY S T A R T E R IN T E R L O C K *
B 1 S P E E D S E N S O R n E N G IN E K 2 R E L A IY R E V E R S E D R IV E *
B 2 S P E E D S E N S O R n T U R B I N E
B 3 S P E E D S E N S O R n C E N T R A L G E A R T R A IN
B 4 S P E E D S E N S O R n O U T P U T
B 1 5 S E N S O R T E M P E R A T U R E B E H I N D C O N V E R T E R
F 1 F U S E 7 ,5 A *
F 2 F U S E 7 ,5 A *
H 3 A C O U S T IC - / O P T IC A L W A R N IN G *
F 1
K l.3 0 /1 .1 2 K l.3 0 /1 .1
K l.1 5 /1 .1 2 K l.1 5 /1 .1
F 2
L E
P 1 1 1
8 6
D 2
M
P P
2 2 2 6 3
K 2
A
8 5
S 2 S 3 S 9 S 3 1 H 3
5 2
4 1
S 3
2 6 2
4 5 2 3 6 8
V P I V P E 1 V P E 2
6 6
E D 8 E D 9
4 4 2 9 2 1 3 0 3 1 5 2
E D 1 1 E D 1 0 E D 1 2 E D 1 3 A D M 1 A D M 2
7
1 5
M N L 6 -p in
6 0 2 9 1 9 9 0 7 4
2
1 8
6
4
2
7
5
3
1
B 4 E F 4 S D D K
A 5 A M P J P T 8 -p in
1 8 4 6 0 2 9 1 9 9 1 0 8
E U P R
1 2 3 1 0 4
V M G 2 4 6
1
0 6
S u p e rs e a l 3 -p in
2 4
2 A D M 3
A D M 4 0 5 3 8 A 6
6 0 2 9 1 9 9 0 7 1 A D M 8 3 3 4 1
V P S D 1
1 4
K D 2 2 E D 7
4 3 6
F
N 6 4
E D 4
E D 6
S 3 4
A 2 B 1
R 6 4
6 3
E D 5
E D 1 0 1
B 2 6 5 E D 2 A IP 1 5 6 Y 1 = K R
2 0 1 0 0 2
B 3 E D 3 A 1 A IP
A IP
3
2
3 2 0 3 Y 2 =
Y 3 =
K 4
K 1
8 6 5 5 0 4
A IP 4 0 5 Y 4 = K 3
1 1 9 A IP 5 0 9
D 1 B 1 2 0 3
E F 1
V M G 1 A IP 6 5 1 0 6
0 7
Y 5 =
Y 6 =
K V
K 2 A 3
V P S 1 1 2
K 1 8 5
1 V P S 1 1 3
0 8
V P S 1 (+ )
4 1 E R 1 3 9
E F 2 T E M P
B 2 2
6 8
4 5
2 3
2 2
V M G A 2 4 6 0 9
T E M P
E R 2 4 9 1 B 1 5 2
1
B 3 2 4 2 E F 3
6 8 -p in
6 0 2 9 1 9 9 0 6 3 1 2 1 2
E R 3 1 7 3 4 5
C A N _ H C A N _ L C A N _ T V G S 6 7 8 9
V M 1 V M 2 V P S 2 V P S 2 A D M 5 A D M 6 A D M 7 M in i T im e r 2 -p in
M in i T im e r
2 -p in 2 5 2 6 2 7 2 8 1 2 8 5 3 5 7 1 1 3 4
S 1 0 6 0 2 9 1 9 9 0 1 1 1 0 1 1 1 2 1 3
1 2 1 4 1 5 1 6
6 0 2 9 1 9 9 0 1 1 S u p e rse a l
2 -p in 1 2
6 0 2 9 1 9 9 0 4 5 K o s ta l 1 6 -p in
6 0 2 9 1 9 9 0 7 2
1 2 4
4
2
3
1 A 7
J P T 4 -p in
6 0 2 9 1 9 9 0 7 6
K l.3 1 K l.3 1 /1 .6
P o lb ild e r e n ts p re c h e n d e n S te c k e rn a n d e r V e rk a b e lu n g !
V E R D R IL L T E L E IT U N G E N (3 0 S C H L Ä G E /M ) A B L > 2 M
A L L E R E L A IS M IT S C H U T Z D IO D E N 1 A /4 0 0 V
B U S A B S C H L U S S W E N N P IN 2 6 U N D 2 7 V E R B U N D E N .
C O N T R O L L E R D W -3
T A B L E -1 3
L E V E R F O R M E C H A N IC A L C O N N E C T IO N D IA G R A M C O N T R O L L E R
N E U T R A L IN T E R L O C K C O D IN G C O N T R O L L E R
(+ )
O U T P U T K D
S P E E D F O R W A R D R E V E R S E N E U T R A L
X 2 : A
1 2 3 4 1 2 3 4 1 2 3 4
N D (+ )
A D 1 B 1
B 1 X 1 :C
A D 2 B 2
A 2 B 2
B 3 X 1
X 1 : B
: A A 1
A D 3 B 3 X 1 : B
IN P O S IT IO N (N E U T R A L ), V
A D 4 X 1 : C
F -R N O T S W IT C H A B L E V R
X 1 : D
A S
A D 5 R
A D 6 A S
A D 7
E K 1 K 2
L
P
(-)
A B C D
M
A B C D
X 2 X 1 K 1 = R E L A Y S T A R T E R IN T E R L O C K
A
K 2 = R E L A Y R E V E R S IN G L IG H T S
S
F G E A R P O S IT IO N S T Y P E N S C H IL D A 1 = E L E C T R O N IC U N IT E S T -3 7
C IR C U IT D IA G R A M C O N T R O L L E R A 2 = C O N T R O L L E R
F
S W A
A D 3 (B 3 )
N N N D
S 6 1 S 4 1 1 S 5
R 2 2 2 G N B
A D 2 (B 2 )
B L C
A D 1 (B 1 )
V I D
A D 7 (K D )
R X 1
R T A
E D 1 (+ /V P )
F = F O R W A R D S 1 1
N = N E U T R A L 3 2 G R D
A D 6 (N )
R = R E V E R S E T Y P E P L A T E
S 2 1
D = M E C H A N IC A L N E U T R A L IN T E R L O C K C O N T R O L D W - 3
3 2 G E B
A D 4 (F O R W A R D )
1 = 1 st S P E E D V 1 2 / 2 4 N R .
S 3 1
2 = 2 n d S P E E D
3 2 R S C
3 = 3 rd S P E E D S T U E C K L . 0 5 0 1 2 1 0 1 4 8 A D 5 (R E V E R S E )
4 = 4 th S P E E D X 2
C O N T R O L L E R E R G O II
T A B L E -1 4 C O D IN G C O N T R O L E R C O N N E C T IO N D IA G R A M C O N T R O L L E R
O U T P U T
V R N T + T - K D / S N
+ E
-
N A D 1 B 1 (+ ) V P (+ )
A D 2 B 2 K D /E (A D 8 ) E D 7
A D 3 B 3 T + (A D 1 ) E D 1 A 1
T - (A D 2 ) E D 2
A D 5 V
A 2 C (A
(A
D 3 )
D 5 )
E D 3
E D 4
A D 6 R A D 7
K D (A D 6 ) E D 5
A D 7 N N (A D 7 ) E D 6 A D 9
S N (A D 9 )
A D 8 K D
V M (-)
A D 9 S N (-)
K 3 K 1 K 2
: = U O U T P U T = O V (A C T IV E L O W )
: = U S E R V IC E - 0 ,3 V
K 1 = R E L A Y S T A R T E R IN T E R L O C K
K 2 = R E L A Y R E V E R S IN G L IG H T S
K 3 = R E L A Y S H O V E L N E U T R A L (C U S T O M IZ E D )
A 1 = E L E C T R O N IC U N IT E S T -1 7 T /E S T -2 5
A 2 = C O N T R O L L E R E R G O II
C IR C U IT D IA G R A M C O N T R O L L E R
R T + /V P
2
M E A N IN G O F P U S H B U T T O N S
S 1 G E
4
A D 5 V (F O R W A R D ) P O S L E G E N D
W S
S 2 A D 3 B 3 /C (C O N T R O L -S IG N A L )
R S 9
A D 6 R (R E V E R S E ) S 1 P U S H B U T T O N D R IV IN G D I R E C T I O N
6
= D R IV IN G D IR E C T IO N F O R W A R D S 1 '
( ) V ' S 2
F O R
P U S
W A R D
H B U T T O N
A N D C -S IG N
D R IV IN G
A L
D I
F O
R E
R W
C T I
A R D
O N
= D R IV IN G D IR E C T IO N R E V E R S E S 2 '
( ) R '
S 3
R E V
P U S
E R S E A
H B U T T O N
N D C -S IG N A
N E U T R A L
L R E V E R S E
N = N E U T R A L S 3
S 4
B R
5
A D 7 A S /N S 4 P U S H B U T T O N U P S H IF T IN G
B L S 5 P U S H B U T T O N D O W N S H IF T IN G
+ = U P S H IF T IN G S 5 O G
7
A D 1 B 1 /T +
S 6 P U S H B U T T O N K IC K D O W N /R E L E A S E
A D 2 B 2 /T - P U S H B U T T O N S H O V E L N E U T R A L
- = D O W N S H IF T IN G 8 S 7
:
S 6
(S N ) = S H O V E L -N E U T R A L V I
1 0
A D 8 K D /E
(S H O V E L H O R IZ O N T A L ) S 7 S W
1 1
A D 9 S N
K D /E = K IC K D O W N C O N T R O L A N D (1 )
V M (-)
S A F E T Y R E L E A S E X 1

Manual Tecnico ZF 4WG-260

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Manual Tecnico ZF 4WG-260

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Order-No.

: 5872 188 002

This Manual is based on the technical state at the printing.

We are reserving ourselves the right of modifications without previous information.

Is inserted at working and operating procedures which have to be exactly res-

TABLE OF CONTENTS Page:

Summary of the TECHNICAL DATA 6-7

II. INSTALLATION SPECIFICATION 25

APPENDIX, composed of:

Installation view 4 WG-260

8 Schedule of measuring points and Connections 4 WG-260

9 Oil circuit diagram 4 WG-260 (Forward 1st speed)

10 Electrohydraulic shift control with Proportional valves

11 Inductive transmitter and Speed sensor (setting values)

12 4 WG-260 Fully-automatic control EST-37 - Standard

Abbreviations in the Text:

Turbine moment: max. Nm ------------------------------ 2 500*

Engine speed: max. min-1 ------------------------------ 2 500*

Starting torque multiplication: ------------------------------ 2,0 to 3,0

Engine-dependent Power take-offs:

Mass (without oil): kg about ------------------------------ 750**

* = dependent on Vehicle type and application

Transmission ratio (mechanical)*

SPEED DRIVING DIRECTION Ratio

* = According to the Transmission version, other ratios are also possible.

INSCRIPTIONS ON A ZF-MODEL INDENTIFICATION

NOTES REGARDING THE SPARE PARTS ORDERS:

When ordering genuine ZF-Spare Parts, please indicate:

Prior to every start off, loosen the parking brake.

At stopped engine, there is on the Controller, despite a preselected gear, no po-

Protective measures for the ZF-Electronics at electrical operations on the vehic-

∗ At any kind of electrical operations on the vehicle.

1.1 Function of the Converter:

Function of a hydrodynamic Torque converter

The Torque converter is composed of 3 main components:

Due to the reversion, the stator is receiving a reaction torque.

Therefore, the maximum torque multiplication is created at stationary turbine wheel.

1.2 Powershift transmission:

1.3 Transmission control:

In this case, an error indication is shown on the ZF-Display.

At the shifting, the following criteria will be considered:

1.4.2 Controller DW-3

Gear positions Type plate

1.4.3 Controller ERGO II

1.5.2 Possible Indications on the Display

left central right

Spec. charact. Display (see Figure-No.: 1.5.2)

Display of the Driving direction: V: Forward

Display of the engaged gear: Display 1, 2, 3, 4

If the Arrows (a, f) are flashing, the KD (Kick-

Display of the Cold-start phase: Transmission remains in Neutral

Bars are flashing: Downshifting mode active

Error display: If the system is recognizing an error, the spanner (Spe-

If more than one error is pending, the different error

The error code will be only then indicated if

Warning display: At exceeding the warning threshold Temperature –

If several warnings are simultaneously active,

Warning Warning Priority

Display PN Driving direction F or R selected whilst the parking

F or R flashing Driving direction F or R selected, whilst the turbine

Speed will be engaged when the turbine speed

Display EE Indication on Display: EE (central and right side).

- EST-37 is in TOTAL RESETTING MODE