ZF Transmission Overview for C, D, & E Series Wheel Loaders

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“E” Series
Wheel Loaders
ZF Transmission
C, D, & E Series Wheel Loaders
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TABLE OF CONTENTS
Nomenclature 4
C & D Layout 6
E Series Layout 7
AIC LED display 8
General Information 9
Modes of Operation 10
Downshift Button 11
F/N/R switch 12
Transmission Enable switch / Declutch Switch 13
Component Location Transmission 14
Transmission Design 15
Power Flow 16
Transmission Hydraulic System / Torque Converter 21
General Information /Specifications 22
Transmission Charge Pump 23
Transmission Control Valve 24
Control valve: Section view 25
Hydraulic Circuit 26
Transmission Oil Flow 27
Solenoid Operation 28
Hydraulic circuit - Torque Converter 31
Transmission Electronic Control Module (TECM) 32
Sensors 33
Switches / Solenoids / Module 35
Declutch Pressure Adjustment – E Series 36
AIC Dash Display – E Series 37
EST Connection 37
Clutch Calibration – E Series 39
Troubleshooting Electrical Schematic (TECM) 42
Shifter Logic 43
Downshift button 44
Auto shift Switch 45
Declutch cab switch 45
Engine, Intermediate, and Turbine speed sensors 47
Temperature sensors, Filter restriction switch 48
Transmission solenoids 49
Pressure Testing and troubleshooting 50
Pressure testing form 53
Test port locations 54
Clutch Calibration (C & D series) 55
Fault code Readout And Diagnostics (C & D series) 56
Quick Troubleshooting Procedures 58
Advanced Programming Functions 60
Tire Calibration (C & D series) 65
Retrieving E Series Fault Codes 68
E Series Fault Codes 69

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ZF4WG TRANSMISSION
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C & D Series Layout
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1. Transmission 4WG
2. engine, intermediate, turbine speed sensors
3. Ground speed sensor
4. Filter restriction switch
5. Proportional solenoid valve and temperature sensor
6. AIC
7. Transmission shifter
8. Downshift switch (not shown)
9. Declutch switch
10. Auto mode switch
11. Parking brake released signal(to engage the drive line)
12. Electronic control module (EST37)
13. Power supply (fuse ECA F1 and ECD F1)
14. CAN BUS for information transfer
15. FNR switch
16. FNR enable switch
17. Declutch pressure switch
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AIC DASH LED DISPLAY IDENTIFICATION
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General Information
The “E”, “D” & “C” series wheel loaders utilize an Ergo-Power ZF transmission system. The respective Case
parts numbers and ZF model numbers are listed for the respective wheel loader models in the table below.
The transmissions were developed by Case and ZF engineers. The transmission incorporates an electronic
control module (TECM) which monitors all functions of the transmission during operation of the machine.
The TECM has the capability to detect system faults and store them in memory. The TECM allows for
smoother shifting capabilities between gears with greatly improved modulation. The improved mechanical
design of the transmission incorporates helical cut gears to reduce transmission noise and vibration. Gears
and bearings have been beefed up to handle the higher horsepower requirements of the 621 & 721. The
transmissions use paper base friction plates in the clutch packs. This is different than the previous metallic
bronze imbedded friction disc design.
The transmissions 4 forward and 3 reverse gear selections.
Transmission Model Numbers
Model # ZF Model #
521D 4 WG - 130
621C,D 4 WG – 160
721C,D,E 4 WG – 190
821C&E 4 WG – 210
921C&E 4 WG – 260
ZF Model # is found on the lower right rear of the transmission
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Modes of Operation
There are two modes of operation offered by the ZF transmission; Automatic Mode and Manual Mode. The
mode selector switch is found on the right hand console. The transmission is in automatic mode when the
top of the switch is depressed and in manual mode when the bottom of the switch is depressed.
The information center will

display an A when the
machine is in the automatic
mode.
AUTOSHIFT SWITCH
The indicator light on the bottom of the enable
switch will illuminate when activated
Transmission control lever

The C and D transmissions offers the capability to
start in either gear 1 or 2, forward or reverse (E
series 1,2,3,or 4) and allows the operator to set
the maximum gear selected to 2, 3, or 4, (E series
1,2,3,or 4) in the manual or automatic mode. This
is programmed into the controller through the
information center.
Up shifting in Manual Mode

In the manual mode, the transmission starts out in
the selected gear and stays in that gear until the
operator selects another gear or direction. The
transmission can be up shifted without reducing
engine speed or machine speed. If the gear
selected is two or more gears higher than the
present gear, the transmission will shift up
through the gears at 2.5-second intervals until the
selected gear has been reached.
Downshifting in Manual Mode

The transmission can be downshifted in manual
mode without reducing engine speed or machine
speed. If the gear selected is two or more gears
lower than the present gear, the transmission will
down shift at 1.2 second intervals.
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Up shifting in Automatic Mode

Up shifting is determined by machine speed and the torque on the transmission. It will shift from first or
second gear up to the highest gear selected as the accelerator is depressed, machine speed increases, and
required torque is reduced.
If the machine speed is increasing, and the operator is not depressing the accelerator (going down a hill) the
transmission will not up shift. As the operator depresses the accelerator and the torque on the transmission
is lowered, the transmission will up shift.
It does not matter what gear you select with the transmission control lever, the transmission will not shift
higher than the gear that was programmed in “Maximum gear selection” field or lower than the gear that was
programmed in “Minimum gear selection” field of the AIC.
Down Shifting in Automatic Mode

Downshifting is determined directly by machine speed and transmission torque. The transmission will down
shift to first or second gear as machine speed decreases and transmission torque increases. For example, if
the machine begins to climb a hill in fourth gear and the machine speed decreases, as the torque
requirement increases, the transmission will down shift into third, then second, then first gear if needed.
Transmission will not shift lower than the gear that was programmed in “Minimum gear selection” field of the
AIC.
Downshift Button
The transmission also features a down shift button, located on the joystick control lever on machines with
single lever configuration. On machines with dual lever configuration, the button is located above the loader
control levers.
DOWN-SHIFT BUTTON
Manual Mode
When the transmission is being operated in the Manual mode, the transmission will only shift down from 2nd
to 1st, but the shift lever must be in 2nd. The transmission will not shift up from 1st to 2nd if the shift lever is in
1st. With the shift lever in 2nd the downshift button, will only cycle between 1st and 2nd gear.
When the operator is in 2nd gear and pushes the down shift button the transmission will down shift to 1rst
gear. When the operator pushes the downshift button again, the transmission will up shift to 2nd gear.
The operator can also force the transmission to up shift by manually shifting the transmission up a gear.
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Automatic Mode
In the automatic mode, the down shift button only down shifts. The down shift button allows the operator to
downshift through the entire range of gears. Each time the button is pushed, the transmission will instantly
downshift one gear from 4th to 3rd then from 3rd to 2nd and then from 2nd to 1st.
Example: If the downshift button was used to shift from 4th to 3rd gear, the transmission will automatically
shift from 3rd down and then back up to 3rd again as needed. It will not shift back to 4th until one of the
following occurs.
Another gear is selected with the transmission control lever.

The shifter is moved into neutral and then back to forward or reverse
The auto/manual switch is cycled
F/N/R SWITCH
Duel Lever Hydraulic Controllers Single Lever Hydraulic Controller
A
B
A
B
A. Down shift Button

B. F/N/R Switch
The C,D, & E Series wheel loader are equipped with a new F/N/R and downshift buttons, located in the area
of the hydraulic control levers. (E Series shown above)
Machines Equipped with Duel Lever Hydraulic Controllers

Machines equipped with the two or three lever pilot controls will have the F/N/R switch (B) to the right of the
hydraulic control levers. In front left of the F/N/R switch, there will be the downshift button (A).
Machines Equipped with Single Lever Hydraulic Controller

Machines equipped with the single wobble stick pilot controls will have the F/N/R switch (B) located on the
top of the hydraulic control lever. The downshift button will be in the front of the control lever (A).
Operation
To control the machine with the F/N/R switch, the engine must be running, the park brake must be released
and transmission control lever in neutral. Press the momentary transmission enable rocker switch. At this
time, the transmission will respond to the F/N/R switch.
Note: If you cycle the transmission control lever out of the neutral position, the F/N/R switch will be
automatically disabled.
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Transmission Enable Switch

The transmission enable switch is located in the second row of the right hand console. It is the first switch
from the left and allows the machine to operated with the F/N/R switch as stated in the previously.
Enable Switch Declutch Switch
Enable the auxiliary F/N/R switch by pushing down on the top of the Enable Switch. The indicator light on the
bottom of the enable switch will illuminate when activated. By following the correct sequence and enabling
the auxiliary F/N/R, the operator may select FORWARD-NEUTRAL-REVERSE from the LOADER
CONTROL LEVER or the AUXIALIIARY F-N-R SWITCH.
Transmission Declutch
The transmission also has a declutch feature built into it. This is turned on by activating the declutch switch,
located on the right hand console. When activated, the transmission will declutch when the brake pedal is
pressed. This allows for increased engine power for the loader.
When the brake is activated, the transmission ECM lowers clutch pressure to either the forward or reverse
(Kv, K4, or KR) clutch. It does not completely release the pressure in the clutch packs. It maintains enough
pressure in the clutch to allow for smooth modulation when the transmission reengages.
The transmission never completely disengages from the engine when the declutch option is used. When the
operator releases the brake, the transmission ECM increases clutch pressure back up to normal operating
pressures.
An adjustable declutch switch will become available 1/20/07 in order to allow adjustable engagement psi.
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Components location transmission layout
1. reverse clutch shaft 9. transmission pump

2. implement hydraulic pump drive shaft 10. input shaft
3. forward clutch shaft 11. Torque converter
4. 2nd clutch shaft 12. engine speed sensor
5. 3rd clutch shaft 13. 4th clutch shaft
6. front drive yoke 14. converter inlet valve
7. rear drive yoke 15. 1st clutch shaft
8. output shaft 16. transmission control valve
17. transmission filter
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KR REVERSE CLUTCH
KV FORWARD CLUTCH
K3 3RD GEAR CLUTCH
K2 2ND GEAR CLUTCH
K1 1ST GEAR CLUTCH
K4 4TH GEAR CLUTCH
AN INPUT SHAFT
AB OUTPUT SHAFT
Transmission Design
The transmission consists of four forward speeds and three reverse speeds. The gears are in constant mesh
and all shafts and gears are pressure lubricated. The transmission is countershaft designed unit which can
be engaged and disengaged while under load by means of electrical over hydraulic actuation of multi disc
clutches. The transmission consists of 8 shafts, six of which have clutch packs assembled to them. The
other two are the input and the output shaft. In order to drive the machine, a combination of two clutch packs
must be engaged.
The transmission uses a control valve which consists of 6 solenoids and 12 spools used to control the flow
of oil into the required clutch to drive the transmission. The control valve is controlled by the Transmission
control module which bases its decision off of various inputs from sensors and switches.
The following table represents which clutch packs are locked up and which solenoid is used for each
desired speed:
Driving Direction Speed Clutch

Solenoid
Forward 1 Y5/Y3 KV/K1
2 Y5/Y6 KV/K2
3 Y5/Y4 KV/K3
4 Y1/Y4 K4/K3
Reverse 1 Y2/Y3 KR/K1
2 Y2/Y6 KR/K2
3 Y2/Y4 KR/K3
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Power Flow
The following diagrams represent the flow of power through the transmission for each given speed.
First Forward
In first forward, power is transmitted into the transmission input shaft and clutch packs KV and K1 are
engaged. The clutches are engaged once solenoids Y5 and Y3 are energized. Power flows from the input
shaft to shaft KV, which is locked up, to shaft K2, to shaft K4, to shaft K1, which is locked up, to shaft K3 to
the output shaft.
Color Legend:
Blue: input
Green: output
Red: connection
Purple: sensor
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Second Forward
In second forward, power is transmitted into the transmission input shaft and clutch packs KV and K2 are
shaft to shaft KV, which is locked up, to shaft K2, which is locked up, to shaft K3, to the output shaft.
Third Forward
In third forward power is transmitted into the transmission input shaft and clutch packs KV and K3 are
shaft to shaft KV, which is locked up, to shaft K2, to shaft K3, which is locked up, to the output shaft.
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Fourth Forward
In fourth forward, power is transmitted into the transmission input shaft and clutch packs K4 and K3 are
shaft to shaft K4, which is locked up, to shaft K2, to shaft K3, which is locked up, to the output shaft.
First Reverse
In first reverse, power is transmitted into the input shaft and clutch packs KR and K1 are engaged. The
clutches are engaged once solenoids Y2 and Y3 are energized. Power flows from the input shaft to shaft KR,
which is locked up, to shaft K4, to shaft K1, which is locked up, to shaft K3, to the output shaft.
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Second Reverse
In second reverse, power is transmitted into the input shaft and clutch packs KR and K2 are engaged. The
clutches are engaged once solenoids Y2 and Y6 are energized. Power flows from the input shaft to shaft
KR, which is locked up, to shaft K4, to shaft K2, which is locked up, to shaft K3, to the output shaft.
Third Reverse
In third reverse, power is transmitted into the input shaft and clutch packs KR and K3 are engaged. The
clutches are engaged once solenoids Y2 and Y4 are energized. Power flows from the input shaft to shaft KR,
which is locked up, to shaft K4, to shaft K2, to shaft K3, which is locked up, to the output shaft.
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Transmission Hydraulic System

General Information
Torque Converter
The torque converter provides a connection

between the engine and transmission by
means of hydraulic fluid, which enables the
drive to the wheel to be engaged smoothly,
and eliminates the need for a mechanically
operated clutch. A converter’s ability to
increase torque is rated as a ratio of input to
output torque. A stall ratio of 2.86 to 1 would
mean output is capable of reaching 2.86 times
input torque when the output speed from the
converter is at zero rpm. The torque converter
impeller (3) is part of the outer housing (4) and
is connected to the engine by means of a flex
plate (13). Therefore, whenever the engine is
running, the impeller is turning. The impeller
also provides a direct drive to the transmission
charge pump (2), which supplies oil to the
transmission, clutches, torque converter and
lubrication system. The impeller is the pump
portion of the converter and can be compared
to a centrifugal pump that picks up oil at its
center and discharges oil from its outer
diameter. The oil from the impeller is directed
toward the turbine (5), which is splined to the
transmission input shaft. High velocity oil from
the impeller strikes the fins of the turbine,
driving the input shaft of the transmission. Oil
entering the turbine follows the turbine fins to
the center of the turbine and enters the stator,
mounted between the impeller and turbine.
The stator directs oil back into the impeller at
increased velocity, producing an increase in
torque.
Caution: Changing or swapping converter ratio should not be

done. Converters are matched to specific machine supplications.
Changing ratio can drastically affect the vehicle performance.
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General Information
The hydraulic system for the transmission is its own independent operating hydraulic system separate from
the regular hydraulic system on the machine. The transmission case serves as the hydraulic reservoir. The
majority of Case wheel loaders use Case 15W/40 engine oil in the transmission. The 521 and 621 “D“ Series
use Hy-Tran Ultra (see bulletin NWL SB 002 06 for Lubricating Oil Information). The following table lists the
fill capacities for the individual model machines.
Transmission Refill Capacity (U.S. Gal) (with filter change)
521D 621C 621D 721C 721D&E 821C 821E 921C

2.0 4.5 5.0 6.9 6.75 6.9 10.5 9.0
Transmission Hydraulic System Specifications
Specification 5/621 D 721 C,D&E 821 C&E 921C

Oil Type Hy-Tran Case No. 1 SAE 15W40
Ultra
Pump Output (GPM) (@ idle) 14 21 21 30
Main (Regulated) Pressure PSI 230 to 265 230 to 265 230 to 265 230 to 265
Clutch Pilot Pressure PSI 130 to 160 130 to 160 130 to 160 130 to 160
Lube Pressure PSI 3 to 18 3 to 18 3 to 18 3 to 18
Converter In Pressure (Max) 154 154 154 154
Converter Out Pressure (Max) 51 to 96 51 to 96 51 to 96 51 to 96
Converter Out Pressure Within 20 - 25 PSI of Converter Pressure (In)
Clutch Pressure PSI 230 to 265 230 to 265 230 to 265 230 to 265
Min. Consumption (GPM)
[Neutral] 2 2 2 2
[3rd Forward] 2 2 2 2
[3rd Reverse] 2 2 2 2
Oil Operating Temperature oF 176 to 212 176 to 212 176 to 212 176 to 212
Oil Operating Temperature oC 80 to 100 80 to 100 80 to 100 80 to 100
Transmission Filter Transmission Cooler (19)
1. Control valve The Oil cooler is included in the mid-mount

2. 10 Micron Hydraulic Filter cooling box. The fan reverser system allows an
easy cleaning in severe operating conditions.
The transmission hydraulic filter is located on the front outside cover of the transmission. It filters the oil
down to a rating of 10 micron. Oil and filter change interval is set at every 1000 hours of operation or yearly.
If the machine is new, the first oil and filter change should occur after the first 100 hours of operation
The transmission incorporates a filter bypass that operates on pressure differential. It is located in the filter
base. The bypass will also function if the oil is cold.
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Transmission Charge Pump

The transmission charge pump is a gerotor type hydraulic pump. It is mounted in the rear of the
transmission housing and is driven by the converter. It is rated at 14 GPM on the 521D / 621C&D, 21 GPM
on the 721C, D & E and 821C, and 30 GPM on the 921C. These ratings are the minimum acceptable flow
ratings at low engine RPM’s. Flows below these ratings could cause the transmission to shift rough, have
poor modulation, and possibly fail to operate. The pump is rated high enough to supply enough oil to
operate the system even at engine idle. The pump draws oil out of the transmission sump through a suction
screen. The oil is then delivered to the next component in the system, the hydraulic oil filter.
Transmission Charge Pump Location
NOTE: To gain access to the transmission charge pump,

you must remove the torque converter.
Transmission Control Valve
The transmission control valve directs the flow of oil to the
appropriate clutches, when a signal is sent to the
solenoids. The valve is located on the rear of the
transmission on the 5, 6, 7, and 821 series wheel loaders.
On the 921C & E series wheel loaders, it is located on the
top of the transmission.
A. Transmission Control Valve
The transmission control valve consists of 6 solenoids and 12 spools used to control the flow of oil into the
required clutch to drive the transmission. The 6 large spools are control spools, directing the flow of oil into
each clutch pack. The 6 small spools are dampening spools, used to modulate the shifting of the main
control spools, to allow for smooth shifting between gears.
NOTE: The transmissions on the 5, 6, 7, and 821C no longer use hoses to port the oil to the end of the
shafts for clutch engagement. The flow of oil on these four units is now ported through internal pipes. The
control valve sits on the rear of the transmission. The 921C still uses external hoses
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Transmission Control Valve Location
The transmission control valve as found on the

top of the 921 transmission
Transmission control valve as found on the

front of the 5, 6, 7, and 821 series wheel loader.

The control valve also has 2 more spools located inside of the assembly. The largest spool in the control
valve is the Main Pressure Spool (system pressure valve). It sets the regulated pressure at 230 to 265 PSI.
Main regulated pressure is used to lock up the clutch packs inside the transmission. The second smaller
spool is the Pressure Reducing Valve. It reduces the main regulated pressure down to pilot pressure. The
pilot oil is used to shift the spools inside the transmission control valve to allow main regulated pressure to
go through the transmission control valve and lock up the clutch packs. The Clutch lock up pressure is the
same as the regulated pressure. There is no adjustment for either the main or pilot control spools. If it is not
within the specification limits, the spools and springs must be replaced.
SOLENOID CLUTCH PORT

PACK IDENTIFICATION
ON THE VALVE
Y-1 K-4 F = 4th
Y-2 K-R E = Reverse
Y-3 K-1 D = 1st
Y-4 K-3 C = 3rd
Y-5 K-V B = Forward
Y-6 K-2 A = 2nd
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Hydraulic Circuit
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TRANSMISSION OIL FLOW
TRANSMISSION OIL FLOW

1. Charge pump
2. Filter The charge pump picks up oil from the transmission sump.
3. Main relief valve The oil flow is then delivered to the transmission filter (2)
4. Pressure reducing valve and then to the transmission control valve. The first thing
5. Converter inlet relief valve the oil comes to inside the transmission control valve is the
6. Converter Main Relief (system pressure reducing) valve (3).
53. Forward clutch pressure (16-18bar)
56. 1st gear clutch pressure (16-18bar) Main Relief valve (3)
B. Orifice This system Pressure Valve (3) is a normally closed valve
D. Modulation Spool that is designed to open at a pressure of 230 to 265 (PSI). The
purpose of this valve is to maintain 230 to 265 (PSI) in the
control valve at all times which is called regulated pressure.
This oil is delivered to the six control spools (6) that are
normally closed, not allowing oil to the clutch packs for lock up.
Pressure Reducing Valve (4)
Pressure Reducing Valve (4) is a normally open valve which regulates system pressure down from 230 to
265 (PSI) to 130 to 160 (PSI). This reduced pressure is called Pilot Pressure. Pilot pressure will flow through
six screens and to six orifices on the large schematic. As system pressure crosses the pressure reducing
valve, it allows oil flow through, filling the passage way up-stream of the valve. When the passage up stream
of the pressure reducing valve reaches a pressure of 130 to 160 (PSI), the pressure reducing valve (3) will
close maintaining the pressure up-stream at 130 to 160 (PSI) to the six orifices.
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Solenoids (5) Deenergized

When the solenoid (Y6) is de-
energized, the oil that flows through
orifice (B) is able to flow straight
through the transmission solenoid
(Y6) and on to sump. At this time,
the pressure between the orifice (B)
and the transmission solenoids (Y6)
will be 0 (PSI). At this time, the
transmission control spools (5) will
stay in the closed position, not
allowing any oil to the clutch packs.
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Solenoids (5) energized

When the solenoid (Y6) becomes
energized, the sump port is closed,
trapping the oil flowing through orifice
(B). At this time pressure will start to
build between orifice (B) and the
solenoid (Y6). This oil pressure will
begin to push the transmission control
spool (5) over, allowing the regulated
pressure of 230 to 265 (PSI) to fill the
clutch pack. Also in line between
orifice (B) and the solenoid (Y6) is a
modulating spool. This spool (D) is to
dampen the movement of the
transmission control spool.
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Once the transmission is shifted into neutral, the solenoids will de-energized. This allows pilot pressure to
dump to the sump. Oil that flows through orifice (B) is able to flow straight through the transmission solenoids
(Y1–Y6) and on to sump. At this time, the pressure between the orifices (B) and the transmission solenoids
will be 0 (PSI). Any transmission control spools (5) that were used previously to engage a forward or reverse
gear will shift to a closed position, not allowing any oil to the clutch packs. Oil will be not flow to the clutch
packs since pilot pressure is dumped through the solenoid. Without pilot oil the transmission control spools
will not be able to shift and allow main line pressure to the determined clutch packs. Once a gear has been
selected, the appropriate solenoids will be energized and pilot pressure will be restricted at the solenoid and
begin to shift the appropriate control spools. The shifted control spools will now allow mainline pressure its
clutches which in turn, allows the vehicle to move. Two clutches are needed to apply any gear range.
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Hydraulic Circuit
Torque Converter
Excess oil dumping over the main pressure spool is ported through the transmission and supplies the torque
converter with oil. There is a Converter Relief valve (5) before the torque converter, set at 125 to 154 PSI, to
dump off any excess oil to the sump. It is located in the transmission housing back cover. Return oil from
the converter goes through a Converter back pressure valve (7) set at 51 to 96 PSI. It is located in the
housing that bolts the transmission to the engine. The purpose of this relief valve is to keep enough
backpressure on the converter to prevent excess oil runoff. Both of these pressure readings are the
maximum pressure readings for converter in and converter out. Under normal operating circumstances, the
torque converter out pressure should be within 20 to 25 PSI of torque converter in pressure.
From transmission control valve To transmission control valve
5 – Torque Converter Relief Valve Filter pressure switch and By-Pass: The transmission
7 – Torque Converter Back Pressure Valve includes a spool working as a differential by-pass (F). It
operates a mechanical switch (H) to inform the TECM.
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Transmission ECM Inputs & Outputs
Transmission Electronic Control Module (TECM)

The ZF transmissions incorporates a solid state Electronic Control Unit (TECM)
The TECM is located under the right hand access door of the cab. The TECM monitors system functions
and controls the shifting of the transmission. It carries out a variety of tasks in the overall system. These
tasks include:
• Works in collaboration with the IDC or AIC information center
• The TECM uses these information centers as communication mechanisms in order to communicate
to the operator or service technician
• The TECM acts as the computer and the AIC acts as a readout device
• Protects the engine and transmission turbine from over-speed conditions while downshifting
• Receives signals from the shifter, the automatic/manual rocker switch, the downshift button, the
parking brake control, the declutch control and the CAN interface. It uses these to determine control
under normal operating conditions
• Determining which clutches should be engaged and establishing the clutch modulation pressures
• Receives speed information from the engine speed sensor, the turbine speed sensor, the
intermediate clutch speed sensor and the transmission output speed sensor. These sensors are
checked to determine if normal sensor operation is present. This data is also used to control
modulation during shifting and determine appropriate shift patterns.
• Provides various diagnostic messages to the information center
• Provides communication to the AIC to inform the operator of engine speed, wheel speed, gear
shifter selection and actual gear selection
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Transmission Electronic Control Module (TECM) Cont:
• Provides a method to calibrate the transmission clutch control

• Sends an electrical signal to energize the ride control relay
• Sends an electrical signal by CAN BUS for engine torque curve selection in AUTO mode
• The TECM also reviews voltage from the shifter and the transmission solenoids to determine if there
are any short circuits or open circuits in the system. If the TECM detects a problem in the
transmission system, it will generate a service code in the information center and enter one of three
modes. These modes consist of; Clutch Modulation Substitute Mode, Limp-Home Mode and
Transmission/ Transmission ECM Shutdown Mode
TECM reads RPM’s from 4 sensors.
With this information, the transmission ECM can accurately shift the transmission and determine if any
clutches are slipping. The shifting is based on the amount of load that is placed on the machine
The TECM has the capability to find the optimal adjustment of clutch filling parameters for each individual
transmission. Clutch filling parameter calibration is done to each machine at the plant. This should also be
done at 250 and every 1000 hrs. The procedure takes around 4-5 minutes to complete.
SENSORS
Engine Speed Sensor:
• Is screwed into the rear housing of the torque converter pump housing
• Sends an input signal to the TECM so it can monitor the current engine
RPM’s to determine the load on the engine for shift points. This
information is then relayed to the information center for displaying
• Magnetic pickup
• Sensor resistance should be 945 to 1155 Ohms at 20 degrees Celsius
Note: The Engine speed, Turbine speed, and Intermediate

speed sensors have the same Part number.
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Turbine Speed Sensor (3)

• Magnetic pickup located on the upper left side of the transmission
• It is the front sensor
• Used to assist the engine speed sensor in determining the load
going into the transmission
• Helps determine the appropriate shift points
• Sensor resistance should be 945 to 1155 Ohms at 20 degrees
Celsius
Intermediate Speed Sensor (2):

• Magnetic pickup located on the upper left side of the transmission
• It is the front sensor
• Used to determine differential gear speed in the transmission
• Checks for clutch slippage
• Sensor resistance should be 945 to 1155 Ohms at 20 degrees
Celsius
Note: If any sensor fails, the transmission will operate in a

degraded mode and the operate will complain of rough
shifting characteristics
Output speed Sensor:
• Hall effect type sensor located on the front of the transmission right
behind the oil filter
• Used to monitor the trans output shaft speed to
help determine the load on the transmission
• Assists in determining the appropriate shift points
• Magnetic pickup designed to read Hz with a 24 volt supply
• Sensor will read 2 Hz to 5 Khz depending on output speed
Torque converter Temperature Sensor (30):
• Thermistor located in the cast housing that fastens the torque

converter to the transmission
• Used to monitor the oil temperature coming out of the converter
(hottest oil generated in the transmission)
• Prevents damage by monitoring oil temp of the transmission, the
TECM can light a warning light in the instrument cluster to warn the
operator of possible malfunctions
• If the warning light is illuminated, the operator should immediately
shift the transmission into neutral and rev the engine up to 1500
rpm’s until the warning light goes out
• Sensor resistance is 800 to 1500 Ohms
Oil Temperature Sensor (1):
• Thermistor located in the transmission control valve
• Sensor resistance is 1000 to 1500 Ohms
• The transmission has a cold start protection system
• When transmission sump temperature is below 14 degrees F, the
TECM will keep the trans in neutral
• At 14 degrees and above, the transmission will operate in all gears
• Once the temperature has been over 14 degrees, it will not go back
to a neutral state if the temperature decreases
34
TRANSMISSION
Switches / Solenoids / Module:

Filter Restriction Switch:
• Located behind the head of the filter base
• Notifies the operator if the transmission filter needs to be
changed
Transmission Solenoids PWM (2):

• Located in the control valve of the transmission
• Used to direct the flow of oil to the designated clutch packs as
gears are shifted
• Always supplied with 24 volts
• TECM varies the amount of current going to the solenoids to shift
the spools inside the solenoids and redirect the flow of oil into or out
of the clutch packs
• Current varies from 100 to 500 milliamps
• If TECM detects a fault, it will operate in degraded modes of
operation
• If a major fault arises, the transmission will go into a Shutdown
mode and system will be shut off to the solenoids by the TECM
• Solenoid resistance is 17 to 21 Ohms
Delayed Power In:

• Delayed power is sent into the transmission controller from the time
delay module
• Keeps power to the TECM for 10 seconds after the key switch is
turned off
• Power supplied through terminals 23 and 68
Declutch Brake Pressure Switch (38):
•
st nd rd
A pressure switch that allows clutch disengagement in 1 , 2 , 3
and 4th gears
• The Declutch is a NC pressure switch that opens the electrical
circuit once 350 or higher pressure is reached.
• Causes an open in the circuit to terminal 66 of the TECM
• Test port 11 (if equipped) can be used to verify operation
35
TRANSMISSION
E Series - Transmission Declutch Pressure Adjustment

1. Park the machine on a level surface.
2. Lower the loader bucket/attachment to
the floor.
3. Apply the parking brake and turn off the
engine.
NOTE: The figure shows the adjustable

transmission declutch pressure switch located
on the left hand side of the machine, towards
the front of the rear frame behind the hydraulic
filters (switch is inside the frame). The switched
is mounted in a rigid brake pressure tube.
4. Loosen the set screw (1) located near

the end of the adjustable transmission
declutch pressure switch.
5. Rotate the outer body (2) of the
adjustable transmission declutch
pressure switch in either the clockwise
(C.W.) or counter clockwise (C.C.W.) 1. Set Screw
direction. Turning the outer body C.W. 2. Outer Body
will increase the amount of brake
pressure required to activate the declutch function. Turning the outer body
C.C.W. will decrease the amount of brake pressure required to activate
the declutch function. Adjust the adjustable transmission declutch
pressure switch according to operator preference.
IMPORTANT: The adjustable declutch pressure switch is set to 150psi

(10.34bar) +/- 8psi (0.55bar) from the factory. For every ¼ turn of the outer body
there is a 15psi (1.03bar) pressure change in the switch. The pressure change is
the same in either the C.W. or C.C.W. direction.
6. Tighten the set screw (1) located near the end of the adjustable
transmission declutch pressure switch. Test the adjusted declutch function
for desired effect in a clear open area away from obstacles. Readjust as
desired.
NOTE: The transmission declutch function is activated by brake pressure. A

higher brake pressure to activate the declutch function is desirable when
operating on inclines. Higher brake pressure is the result of increasing brake
pedal travel. A lower brake pressure to activate the declutch function is desirable
when operating on firm flat/level terrain. Lower brake pressure is the result of
limited brake pedal travel.
LW.B, W, & WB Series Wheel Loaders

36
TRANSMISSION
Transmission Electronic Control Module (TECM) Cont:

Advanced Information Center (AIC):
• The information center is located in the instrument cluster
• Is used as a system monitoring tool for “E” series wheel loaders
• Also acts as a readout device for any information that the transmission controller needs to
communicate to the operator
The LCD is displayed in 3 zones:

Zone 1 shows Operator messages such as Machine
Hours, Engine RPM’s, or Travel speed.
Zone 2 is dedicated to transmission signals. For
example, zone 2 on the right shows the Directional
control Lever in Neutral with 1st gear, and automatic
transmission mode.
Zone 3 has 2 sections. It will show transmission
faults in the 1st section “A” and Optional
Information in the 2nd portion “B” of the display
CAN Bus Interface:

• Allows the TECM, AIC, Keypad, Engine ED7UC31 and the information center to communicate.
• Is located in the wiring between the controllers.
• The information center will generate error codes if the CAN bus is not functioning properly.
FAULT CODES
-4000—4999 are allocated to the Transmission
The 256 potential error have been mapped from 4096 to 4096 + 256 = 4342
(The fault codes are listed at the end of this section. See the Service Manual for
repair procedures)
EST Connection
380001464 EST
Connector adapter
37
TRANSMISSION
EST Connection Cont:
Clutch Modulation Substitute Mode, Limp-Home Mode and Transmission ECM

Shutdown Mode.
The TECM reviews voltage from the shifter and the transmission solenoids to determine if there are any
short circuits or open circuits in the system. If the TECM detects a problem, it will generate a service code in
the information center on line 2 of the LED and enter one of three modes:
Clutch Modulation Substitute Mode:

In this mode, the transmission clutch modulation is time dependant rather than load dependant. If
the output speed sensor is working and the transmission is in gear, the shifts points in auto mode will be
speed dependant but the modulation will be a predetermined amount of time. If the output speed sensor is
not working and the transmission is in gear, the shift points will still be load dependant but the modulation will
be a predetermined amount time. If the transmission is shifted from neutral into a direction while in
automatic, the transmission will shift into 4th gear and shift down until it gets the correct output speed from
the turbine. This mode is activated if any of the four speed sensors fail. This mode may also be
activated if Clutch Calibration was halted due to insufficient transmission oil temperature. If this happens, the
AIC will notify the operator in zone 2 of the LCD (E series) with an “S” and you will need to shut down and
restart the machine. Once this has been accomplished, the substitution mode will no longer be activated and
you will no longer see the “S”. You will not receive a code if this happens during Clutch Calibration due to low
transmission temperature.
Limp-Home Mode:
In this mode, the transmission will go into 2nd gear forward or reverse no matter which speed is selected. If
second gear is not obtainable, the TECM selects a series of prioritized gears until an operable gear is found.
This mode is activated if there is a fault with a clutch, clutch valve or speed sensor.
38
TRANSMISSION
Transmission / Transmission ECM Shutdown Mode:

In this mode, the transmission ECM has detected a severe failure that disables control of the transmission
system. The TECM will shut off all solenoid valves and the power supply. The transmission shifts to neutral
and stays in neutral. This mode will be activated if there is a fault in more that one clutch, a fault on
solenoid power supply, or invalid voltage. System voltage to the transmission solenoids is cut off by the
transmission ECM in this mode. If the TECM has an internal failure, it will produce a fault code of 4337
(General EEPROM fault), or 4339 (Application Error) which will be sent to the information center where it is
stored and the TECM will need to be replaced.
Transmission Clutch Calibration
Clutch Calibration
The transmission has the ability to adjust the clutch modulation between shifts, to allow for smooth shifting
between gears. This procedure should be done after the first 250 hours of operation and every 1000 hours
of operation after that.
Note:
The transmission oil temperature must also be heated above 100o C (110-120 C preferred) in the sump
before the test can be performed. If the transmission is not heated to the required temperature you will get
error message “Not Permitted. Oil Temp to Low” on the display. See next page.
39
TRANSMISSION
Step by Step Calibration
After the machine has started,

press and hold the ENTER key for
2 seconds to arrive at this screen.
This allows you to adjust machine
configurations, test components,
view faults, or select preferences.
Scroll by pressing the down arrow
until you reach the “Config” screen
Once here, push the Enter

(confirm) key again to confirm you
want to enter Gear box calibration
(Calib. G/B).
Once here, push the confirm key

again.
This screen will prompt the
operator or technician to confirm or
escape.
By pressing enter, you are starting
the Calibration process.
This is notifying the operator

that the transmission oil is not
up to temperature.
You must use the stall test

procedure to raise the oil
temperature above 100o C (110-
120 C preferred).
40
TRANSMISSION
There are 7 error messages

possible: Not Permitted:
1. Not in Neutral
2. Park Brake OFF
3. While moving
4. Oil Temp too High
5. Oil Temp too Low
6. Engine RPM Low
7. Engine RPM High
If conditions are correct, the technician will see 6 Calibration screens pass. They will display in this order:
• Adjust K1 • Adjust K4
• Adjust K2 • Adjust KV
• Adjust K3 • Adjust KR
Once the process is completed, the screen below will appear and direct you to shut the engine OFF and then
RESTART.
If the process is not completed, the bottom screen will appear and you will be directed to hit the ESCAPE key.
Note: The calibration sequence may

take up to 5 minutes to complete. It
will go through each clutch (K1, K2,
K3, K4, KV, and KR) automatically
until completion
If the Calibration did not work

correctly, you will receive a “Change
Interim Summary not done. Operation Failed. Please
Esc” message in the display. At this
point start the process over.
41
TRANSMISSION
Troubleshooting Electrical Schematic (TECM)

The TECM is supplied with 24 volts of key switch power through terminal 45. The same wire coming into
terminal 45 also supplies the output speed sensor and the diagnostic connector (which is not used). When
the key is turned to the on position the TECM is powered up.
The TECM is grounded to the cab negative stud through two wires coming to terminals 1 and 2 of the ECM.
The TECM communicates to the information center through a CAN Bus interface. The low signal information
enters and exits the transmission TECM at terminals 26 and 27. The high signal information enters and exits
the TECM at terminal 25.
Delay Power In
Delayed power is sent into the TECM from the time delay module. This keeps power to the TECM for 10
seconds after the key switch is turned off. This power is supplied at terminals 23 and 68.
Transmission Shifter
The transmission shifter lever is provided with 24 volts of power from the parking brake at terminal #2. When
the transmission lever is in neutral, a signal is sent to the controller into terminal 67. When the transmission
is shifted into forward, a 24-volt signal is sent into terminal 43 of the controller and when the transmission is
shifted into reverse, a 24-volt signal is sent into terminal 64 of the controller.
When the transmission shifter lever is placed in 1st gear, a 24-volt signal is sent into the controller terminal 63
to indicate 1st gear has been selected. In 2nd gear no signal is sent into the controller. In 3rd gear a signal is
sent into terminal 65 of the controller. In 4th gear a signal is sent into both terminals 63 and 65 of the controller.
Testing the Transmission Shifter
To test the transmission shifter with a DVM, use the following procedure:
• Disconnect the transmission shifter at connector 70 on the machine
Connect the positive and negative leads of the DVM to the appropriate test points and you should read the
following values: * If you do not get these readings, replace the transmission shifter.
Negative Lead Ohm Meter Reading

Positive Lead
4 WIRE CONNECTOR
Forward A B 0
A C OL
A D OL
Reverse A B 0L
A C O
A D OL
Neutral A B 0L
A C OL
A D O
42
TRANSMISSION
43
TRANSMISSION
Troubleshooting Electrical
Down Shift Button

When the operator request the down shift function by pushing the button a 24 volt signal is sent
into terminal 22 of the transmission controller through the down shift button.
To test the Down Shift Button:

• Disconnect the button from the wiring harness
• Place the positive lead of the DVM on wire Labeled (25Y) 0.8 and the negative lead of
the DVM on wire O (19A) 0.8
• Turn the DVM on to the ohms scale. You should read OL
• Push and hold the button. You should read continuity
• If you do not get these results, replace the down shift button.
44 Rev. 8/06
TRANSMISSION
Autoshift Switch
The autoshift switch is located on the right hand console and has an “A” with a gear symbol on it.
It is used to select the mode of operation for the transmission; Automatic or Semi-Automatic
(Manual). The switch also incorporates an LED in it to inform the operator when in the automatic
mode.
When operating in the manual mode with the switch off, a 24-volt signal is sent from the key
switch through the autoshift switch, out terminal 3, and into terminal 29 of the transmission
controller. When the autoshift is selected, the signal into the switch is sent out terminal 3 of the
switch, interrupting the signal from being sent to terminal 29 of the controller.
Declutch Cab Switch

The Declutch switch is located on the right hand console and has a picture of a clutch with two
arrows pointing away from it. It is used to select the declutch mode of operation. The switch has
an internal LED to inform the operator when operating in the declutch mode.
45
TRANSMISSION
Declutch Brake Switch

The Declutch brake switch is located under the floor of the cab, connected to the brake pedal.
When activated, it sends a signal to the TECM to declutch the transmission.
The Declutch switch never completely disengages the transmission.
Declutch and Declutch Brake Switch

When the switch is in the “off” position, a 24-volt signal is sent from the key switch, through the
declutch switch, out terminal 4, and into terminal 66 of the transmission controller. When the
switch is selected to the “on” position, the signal is sent out terminal 6 of the switch. However, a
signal is still supplied to the controller terminal 66 from the key switch, through the declutch brake
switch. When the operator steps on the brake, the signal is no longer supplied to terminal 66 of
the controller and the transmission goes into declutch mode. When the operator lets up on the
brake pedal, the signal is again supplied to terminal 66 and the transmission functions normally.
To test the Declutch Brake Switch Test:
• Disconnect the switch from the wiring harness

• Place the positive lead of the DVM on wire Labeled (25G) 1.0 and the negative lead of
the DVM on wire O (19A) 1.0
• Turn the DVM on to the ohms scale. You should read 0
• Push the brake pedal. You should read OL
• If you do not get these readings replace the switch.
To test the Declutch & Autoshift Switch:
• Disconnect the switch from the wiring harness

• Turn the DVM on to the ohms scale
• Place the positive lead of the DVM on the appropriate terminal illustrated by the table
below and the negative lead of the DVM on the other terminal illustrated by the table
• Turn the switch to the on or off position. You should read the appropriate value in the
table. If not, the switch is bad and needs to be replaced.
Positive Lead Negative Switch Switch

(Terminal) Lead On Off
(Terminal)
5 4 OL 0
5 6 0 OL
5 2 OL OL
5 1 1.3 M ohms OL
4 6 OL OL
4 2 OL OL
4 1 OL OL
6 2 OL OL
6 1 1.3 M ohms 1.3 M ohms
2 1 1.4 M ohms 1.4 M ohms
4 5 OL 0
6 5 0 OL
2 5 OL OL
1 5 OL OL
6 4 OL OL
2 4 OL OL
1 4 OL OL
2 6 OL OL
1 6 OL OL
1 2 OL OL
46 Rev. 8/06
TRANSMISSION
TECM
Engine Speed, Intermediate Speed, and Turbine Speed Sensors

These three sensors have a high and a low side signal. When a gear tooth moves in front of
them, a pulse is generated and flows back into the transmission controller. All three sensors
share a common low signal which is terminal 3. The high side for the engine speed sensor is
terminal 19. The high side for the intermediate speed sensor is terminal 42. The high side signal
for the turbine sensor is terminal 41.
To test the Engine Speed, Turbine Speed, & Intermediate Speed Sensors:
• Disconnect the sensor from the wiring harness
• Place the positive lead of the DVM on one of the pins going to the sensor and the
negative lead of the DVM on the other pin
• Turn the DVM on to the ohms scales. You should read 1050 + 10% ohms at 20 C(68 F)
o 0
• If you do not get these readings, remove the old sensor and replace it with a new one.
TECM
Output Speed Sensor
The output speed sensor is used to monitor output shaft speed, to help determine the load on the
transmission and assist in determining the appropriate shift points. This information is then
relayed to the information center where the machine MPH is displayed. The output sensor was
designed to read Hz with a 24-volt supply (from the key switch). The sensor should read 2 kHz to
5 kHz, depending on the output speed. When a tooth moves in front of the sensor, the signal
returning, changes from high to low. The signal returns to the controller through terminal 62.
Based on how frequently this occurs, this is how the controller knows how fast the output shaft is
turning.
To test the Output Speed Sensor:

• Disconnect the sensor from the wiring harness
• Place the positive lead of the DVM on the pin where the orange wire goes into the sensor
and the negative lead on the pin where the black wire goes into the sensor
• Turn the DVM on to the ohms scale. You should read OL
• Place the positive lead of the DVM on the pin where the orange wire goes into the sensor
and the negative lead on the pin where the blue wire goes into the sensor. You should
read OL
• Place the positive lead of the DVM on the pin where the blue wire goes into the sensor
and the negative lead on the pin where the black wire goes into the sensor. You should
read approximately 18,000 ohms
• If you do not get these readings, remove the old sensor and replace it with a new one.
Tighten to the appropriate torque value per the service manual.
47
TRANSMISSION
TECM
Temperature Sensor, Torque Converter Temperature Sensor, and Filter Restriction Switch
All three are sent a signal from the TECM. The temperature sensor signal is sent out terminal 39
of the controller, the torque converter temperature sensor signal is sent out terminal 49 of the
controller, and the filter restriction switch signal is sent out terminal 17 of the controller. All three
share a common ground through terminal 46 of the controller. As the temperature changes the
signal coming back to the controller is changed. If the temperature gets too high or too low the
controller will sense the signal voltage change and the controller will send a signal to the
information center to warn the operator.
If the filter restriction switch opens, the signal is no longer sent back to the controller and it knows
that it is time to change the filter, the appropriate light is illuminated to warn the operator.
To test the Torque Converter Temperature Sensor:

• Disconnect the connector going to the sensor
• Place the positive lead of the DVM on one wire, and the negative lead on the other wire
coming out of the switch
• You should read 800 to 1500 ohms resistance depending on the temperature of the
sensor.
To test the Transmission Oil Temperature Sensor:

• Disconnect the connector going to the sensor
• Place the positive lead of the DVM on one wire, and the negative lead on the other wire
coming out of the switch
• You should read 1000 to 1500 ohms resistance depending on the temperature of the
sensor
• If you do not get these readings, remove the sensor and replace it with a new one.
48 Rev. 8/06
TRANSMISSION
TECM
Transmission Solenoids Shift Solenoids

All shifts solenoids are supplied with 24 volts of power at all times. The controller varies the
current going to each solenoid to activate the solenoids and redirect the flow of oil. They are sent
a 24-volt power supply through the following designated terminals:
SOLENOID CLUTCH CONNECTOR CONNECTOR CONNECTOR

PACK 19 22 102
TERMINAL TERMINAL TERMINAL
Y-1 K-4 56 16 1
Y-2 K-R 10 17 2
Y-3 K-1 32 18 3
Y-4 K-3 55 19 4
Y-5 K-V 9 20 5
Y-6 K-2 51 21 6
GROUND PATH 12 AND 13 22 7
NOTE: On the 921 solenoids Y-1 & Y-2 are reversed.
To test the Transmission Solenoids:
• Disconnect the solenoid from the wiring harness

• Place the positive lead of the DVM on one wire going to the solenoid and the negative
lead of the DVM on the other wire
• Turn the DVM on to the ohms scale. You should read 19 + 10% ohms at 20oC
• If you do not get the reading you should, replace the solenoid.
49
TRANSMISSION
Pressure Testing and Troubleshooting

General Troubleshooting Guidelines
Before starting to troubleshoot the transmission hydraulic system for problems, make sure the
following have been checked:
• Check the oil level of the transmission
• Check to make sure that the oil type and grade are correct
• Check high and low engine idle
• Perform the stall tests according to the 2002 section of the service manual to isolate if the
problem exists in the engine, hydraulics, or transmission
• Check the information center for stored fault codes.
Flow Rating the Transmission Hydraulic Pump
Before performing this test, perform the clutch calibration test. You would perform this test if the operator
complained of low power or poor modulation in all gears. For testing, (you will need special tool CAS –
2011A) follow this procedure:
• Block the machine tires and apply the parking brake
• Engage the steering lockout bar
• Remove the oil filter
• Install special tool CAS – 2011A in place of the oil filter
• Connect the inlet of the flow meter to the inlet side of special tool CAS – 2011A, connect
the outlet of the flow meter to the outlet side of the special tool CAS – 2011A.
• MAKE SURE THE FLOW RESTRICTION VALVE IS COMPLETELY OPEN ON THE
FLOW METER. Placing a load on the transmission pump will result in damage and require
possible pump replacement
• Add enough oil to the sump of the transmission to account for lost oil that was in the filter
and to fill the flow meter
• Start the engine and run it at rated engine RPM's
• Heat the oil temperature to 80o C (176o F)
• Read the flow coming out of the transmission pump on the flow meter at low idle
• Compare the reading with the specifications listed in the service manual.
Pressure Testing the Transmission
If you are confident that there are no problems with the engine, machine hydraulic system, and
there are no electrical problems, it will be necessary to pressure test the transmission. The
pressure test would normally be performed if the customer complains of low power
characteristics in certain gears. There are two tests that can be performed to diagnose the
transmission. The Primary Test can identify major leaks in the transmission very quickly. If
there are minor system leaks that are causing a clutch to drag, it is possible that this test will not
identify where the problem exists and it will be necessary to pressure test the transmission using
the Secondary Test procedure. This pressure test will take a snap shot of the entire
transmission hydraulic system. To do the test ,it is important that all safety precautions are
followed.
Primary Test
To perform the test, use the following procedure.
• Block the machines tires
• Install the steering lockout bar
• Install a pressure gauge in test port # 65 (regulated pressure)
• Disengage the parking brake
• Run the engine at rated engine RPM’s
• Apply the service brake and make sure the transmission is in the manual mode of
operation, shift the transmission into forward
50 Rev. 8/06
TRANSMISSION
Primary Test Cont:

• Shift up through all gears taking pressure readings
• Shift the transmission into reverse
• Place the transmission into neutral and reapply the parking brake
• Perform the same test with the engine at idle.
Test Results
You should see the regulated pressure fall off momentarily then jump to within the specification
limits for each gear that is engaged. If it falls off drastically in certain gear that tells you that there
is a leak somewhere in the system. To isolate where the leak is, use the chart on page 54. For
example, if the regulated pressure falls off drastically in 1st, 2nd, and 3rd forward, then the problem
exists somewhere in the KV clutch circuit because it is the only clutch that is common to all three
gears.
Secondary Test
To perform this test, use the following procedure.
• Block the machines tires and Install the steering lockout bar
• Install necessary pressure hoses, and gauges (Refer to the test port diagram for the
locations)
• Disengage the parking brake
• Apply the service brake and make sure the transmission is in the manual mode of
operation, shift the transmission into forward
• Shift the transmission into reverse
• Place the transmission in neutral and reapply the parking brake
• Fill out the pressure test form on the following page
• Perform the same test with the engine at idle.
Test Results
You should see the regulated pressure, pilot pressure, and clutch lock up pressure fall off briefly
then jump to within the specification limits for each gear that is engaged. If the pressure is lower
in certain gears and remains consistent in other gears, there is a leak somewhere in that system.
To isolate where the leak is, use the chart on page 54. For example, if the pressures fall off in 1st,
2nd, and 3rd forward, then the problem exists somewhere in the KV clutch circuit because it is the
only clutch that is common to all three gears.
51
TRANSMISSION
Testing System Torque Converter In and Out Pressures

This test verifies the pressure setting of the bypass valve (torque converter in) and the inline relief
valve (torque converter out). The transmission does not operate at maximum pressure at all
times. The pressures fluctuate, based on engine RPM’s and hydraulic flow. At maximum engine
RPM’s with adequate hydraulic flow, it is possible to see the maximum pressure settings. This
will be much lower; however, at lower engine RPM’s and lower hydraulic flow. The key to this
test is to compare the torque converter in and out pressures. Refer to the specification sheet for
the correct reading. To perform the test, do the following:
• Block the machine tires and apply the parking brake

• Install necessary hoses and gauges, install one in test port # 51 (converter in) and one in
test port # 52 (converter out)
• Take the necessary pressure readings.
Test Results
The pressure readings must be within the specification limits or it is an indicator of a leak in the
system. The leak may exist anywhere in the torque converter circuit. The transmission lube
pressure reading would also be low if there was a leak in the torque converter hydraulic circuit. If
the pressure reading exceeds the maximum values, it could be an indicator that either the bypass
or the relief valves are sticking. There is no adjustment for setting the converter in and out
pressure. If the pressure readings are not within specification limits, you must replace the
springs and valves.
Consumption Flow Test

This test will determine the amount of leakage that is taking place in the system. To perform the
test, do the following:
• Block the machine tires

• Apply the parking brake
• Connect the inlet of the flow meter to the port for the hose coming from the transmission,
going to the oil cooler, connect the outlet side of the flow meter to the hose going to the
oil cooler (Refer to the test port diagram for the appropriate locations)
• MAKE SURE THE FLOW RESTRICTION VALVE IS COMPLETELY OPEN ON THE
FLOW METER. Placing a load on the transmission pump will result in damage and
possible replacement of the transmission pump
• Start the engine and run it at rated engine RPM’s.
• Read the flow on the flow meter with the transmission in neutral
• Place the transmission into 3rd forward, WITH SERVICE BRAKE APPLIED, and take the
flow reading with the engine running at rated RPM’s
• Place the transmission into 3rd reverse, WITH SERVICE BRAKE APPLIED, and take the
flow reading with the engine running at rated RPM’s
• Shut down the machine, and disconnect the flow meter and reinstall all hoses to their
original position
• Compare the reading with the specifications listed in the service manual.
If the results are not with in specification, then there is excess leakage somewhere in the system
and it must be repaired.
52 Rev. 8/06
TRANSMISSION
ZF Transmission Pressure Testing Form

Date: __________
Unit PIN Number: ____________
Unit Hours: __________
Engine RPM’s: __________
NOTE: Do not take readings for the shaded boxes. Oil temperature must be 80o C (176o F)
minimum.
Clutch Pack Pressure

Clutch KV K1 K2 K3 K4 KR Main Lube
Port B/53 D/56 A/57 C/58 F/60 E/55 K/65 16
Neutral
1
2
3
4
Rev 1
Rev 2
Rev 3
Check the system pressure readings with the specifications listed in the service manual. If there
are discrepancies, diagnose where problem exists and repair the system malfunction. There is
no adjustment for the regulated (main) or pilot pressure settings. If they are not with in
specification, the valves and springs must be replaced.
53
TRANSMISSION
Test Port Locations
TEST PORT PRESSURE BEING TESTED TEST FITTING SIZE

51/ H Before the converter M10
52/63 After the converter M14
53/ B KV clutch M10
55/ E KR clutch M10
56/ D K1 clutch M10
57/ A K2 clutch M10
58/ C K3 clutch M10
60/ F K4 clutch M10
65/ K Regulated M10
15 To Oil Cooler 1 5/16
16 From Oil Cooler 1 5/16
54 Rev. 8/06
TRANSMISSION
Transmission Clutch Calibration (C & D Series Only)
Clutch Calibration
Before starting with adjusting the clutch calibration, it is important to understand how the
controller communicates to you while the calibration is taking place. In the Information Center
display window, there are five digits that will be displayed to the operator. They are numbered 1
through 5, starting at the right with the 1st position and continuing left to the 5th position. The
calibration “Main Code” status will be displayed in the 3rd and 4th digits and the “Sub Code” ”
status will be displayed in the 1st and 2nd digits.
NOTE: While in the calibration mode, a 2 will be displayed as the 5th digit
X XX XX
| | | | |
th
5 4 3rd
th
2 1st
nd
The calibration Main Code will inform you where the machine is in the process of calibration, or
where the machine was in the process when the calibration was aborted due to a malfunction.
The calibration Sub Code will inform you why the process was aborted. For more information on
why and how this occurs, refer to the Information Center section of this manual.
Note: The transmission oil temperature must also be heated above 100o C (110 -120 C preferred) in the
sump before the test can be performed. If the transmission is not heated to the required
temperature you will get 2 00 05 in the display. The 05 sub code is telling you that the
transmission oil is not up to temperature. You must use the stall test procedure to raise the oil
temperature above 100o C.
When the calibration procedure is completed, you will see 2 07 00 in the display.
The calibration sequence may take up to 5 minutes to complete.
The meanings of the Main and Sub Codes are listed in the tables in the Information Center
section of this manual.
QUICK TROUBLESHOOTING PROCEDURES

Fault Code Status
The 21 “C & D” series wheel loaders have the capability of storing error codes in memory.
Display field numbers 071 – 090 have been reserved for this feature. The machine has the
capability of storing ten error codes and logging the engine hours where the malfunction
occurred. The odd numbered locations are for error codes numbers and the even numbered
locations are for engine hour locations. The hour reading for a given error code will directly follow
the error code reading. For example, If location 071 is displaying a fault code then location 72
will show the hours that fault occurred. The fault codes and diagnostics will be covered in greater
detail in the following pages of this manual.
To view the fault codes and hours they occurred:

1. Turn the key switch to the on position. Do not start the machine.
2. Advance to display field number 071 - 090, using the programming entry procedure listed
previously.
3. Press the Program/Reset switch back to the center position. The error code stored or engine
hours reading will show in the display window.
4. Press the Program/Reset switch to the Reset position to exit the monitoring mode.
5. Turn the key switch to the off position.
55
TRANSMISSION
Fault Code Readout and Diagnostics
Diagnostics Codes
The information center on the 21 “C & D” series wheel loaders has built -in diagnostic features.
The diagnostics will help service technicians diagnose and repair system malfunctions with
greater ease and speed.
Fault codes in the “C & D” series wheel loaders consist of a five-digit number. Each number has
been assigned a specific fault through the software programming of the information center. The
five-digit code has a specific definition associated with it.
1st Digit
The first digit from the left will show machine location:
2nd Digit
The second digit from the left shows the type of fault:
3rd 4th & 5th Digits
The 3rd, 4th, and 5th digits, displayed from the left, represent the actual pressure, temperature, %
of full or volts reading that the information center is measuring.
1st Digit 2nd Digit 3rd 4th & 5th Digits

1. Engine Coolant 1. Pressure (kPa) Actual Values
2. Engine Lubricant 2. Temperature (oC)
3. Engine Air or Fuel 3. Level (% full)
4. Transmission 4. Voltage (volts)
5. Steering 5. Filter Restriction
6. Brakes 6. Malfunction
7. Hydraulic 7. CAN Interface Data
8. Electrical 9. Accessories (A/C etc.)
When a fault is recorded in memory, the display center will also show an open book with a
wrench in the middle. This will be shown on the display for 10 minutes. After ten minutes, the
wrench symbol disappears until another fault is logged into the memory of the controller.
Because the wrench symbol disappears does not mean that the error is gone. It is still stored in
the memory of the controller. The symbol will reappear for ten minutes again if another fault is
detected by the information center. This cycle will repeat every time another error code is
logged. The information center will continue to log duplicate codes once every hour.
The information center has the ability to store ten faults in memory. If an eleventh fault is
detected, the last fault stored in memory will be erased and the new one will be logged at the
beginning of the fault stack.
56 Rev. 8/06
TRANSMISSION
Erasing Fault Codes

There are two locations for fault code storage in the information center. How to gain access
to these locations and read error codes and engine hours when the error occurred was discussed
earlier in this section of the manual. The first set of fault codes, stored in locations 071 – 090, will
be stored in memory until the operator or service technician erases them. The second sets of
fault codes, stored in locations 171-190, are erased every time the key switch is turned to the off
position. You should erase the error codes stored in memory after you have written all fault
codes down on a piece of paper. This will tell you whether or not you have any new codes
occurring while you are trying to fix the machine. To erase the fault codes stored in locations 071
– 090, do the following:
2. Advance to display field number 055 using the programming entry procedure listed
previously.
3. Press the Program/Reset switch back to the center position.
4. Press the Up/Down Count switch to the up position until the display reads 21.
5. Press the Program/Reset switch to the reset position. This clears the error stack.
Fault Codes
The table lists some of the possible fault codes that could be displayed can be found in
the Information Center section of this manual.
NOTE
Fault codes 61900, 61901, 66900, and 66901 are timed fault codes. They
will be logged into memory if the switch has not cycled within the given
time window. It is possible to see these fault codes if the machine is
operated for several hours in a row without letting the hydraulic system
pressure bleed off.
57
TRANSMISSION

Transmission Filter Restriction Switch Check
This check will check the wiring from the information center to the transmission filter
restriction switch in the head of the filter base, to make sure that it is functioning properly. The
information center monitors the temperature of the transmission oil, and if the temperature is
below 20o C, it will not activate the warning indicator. This same check will also check to see that
the transmission filter restriction switch indicator light is functioning.
2. Advance to display field number 026 using the programming entry procedure listed
previously. The transmission hydraulic filter restriction light will flash intermittently.
3. Press the Program/Reset switch back to the center position. You should see a 00 in the
display. This is indicating that the switch is not being activated. If you see a 01 in the display
with the machine off, this indicates a short in the wiring. If the test is performed with the
machine running, the reading on the display will depend on if the filter is bypassing.
Requested Gear Check

This test is designed to test the FNR shift lever, to see that it is functioning normally. It tests to
see that the information center is reading the same gear that the lever is requesting.
2. Advance to display field number 028, (Changing) using the programming entry procedure
listed previously.
3. Press the Program/Reset switch back to the center position. You should see the appropriate
code in the table below for the requested gear. The display should also flash the appropriate
direction selected and gear number in the transmission display window.
4. Cycle through all gears in all directions (FNR) using the shifter lever and make sure the
appropriate code is shown on the display for each gear requested. The correct codes are
listed in the table below.
NOTE: There is a delay while shifting from “F” or "R" to “N” where you will see 201, 202, or
101,102. This delay will only be for a short time, then the display will read correctly.
Forward Neutral Reverse

1 - Code 101 1 – Code 200 1 – Code 301
2 - Code 102 2 – Code 200 2 – Code 302
3 - Code 103 3 – Code 200 3 – Code 303
4 - Code 104 4 – Code 200
58 Rev. 8/06
TRANSMISSION
Actual Gear Status

This test will check to determine that the actual gear the transmission is in, is the same as the
gear that the information center is reading. It does not test the readings that the information
center is receiving from the FNR shift lever. To perform this test, the operator must have the
transmission in the manual mode and the declutch switch turned off. Apply the service brakes
while performing the test.
1. Start the machine.

2. Advance to display field number 030, using the programming entry procedure listed
previously.
3. Press the Program/Reset switch back to the center position. You should see the appropriate
code in the table below, for the requested gear the transmission is in. The display should
also flash the appropriate direction selected and gear number in the transmission display
window.
4. Cycle through all gears in all directions (FNR), using the shifter lever while driving the
machine. Make sure the appropriate code is shown on the display for each gear requested.
The correct codes are listed in the table below.
Forward Neutral Reverse
1 - Code 101 1 – Code 200 1 – Code 301
2 - Code 102 2 – Code 200 2 – Code 302
3 - Code 103 3 – Code 200 3 – Code 303
4 - Code 104 4 – Code 200
Limp Home Mode – 115 Limp Home Mode – 215 Limp Home Mode - 315
6. Stop the machine, place it in neutral and apply the park brake.
Minimum Gear Selection
The 21 “C & D” series wheel loaders have the option to start out in either 1st or 2nd gear
when operating in the automatic mode. The gear that is selected will be the gear that the
transmission is in when the machine begins to move. Machines coming from the factory will be
programmed to begin in 1st gear. If the machine is programmed to start in 2nd gear and the load
under which the unit is operated becomes too great, the machine will automatically down shift to
1st gear.
To change the minimum gear selection:

previously.
3. Press the Program/Reset switch back to the center position. There will be either a 1 or 2 in
the display window. This represents which gear you wish the transmission to start in.
4. Press the Up/Down Count switch to the up count position until the desired gear is selected.
5. Press the Program/Reset switch to the Reset position holding it for 0.25 seconds, to save the
desired setting.
59
TRANSMISSION
Maximum Gear Selection

The 21 “C & D” series wheel loaders have the option to limit the highest attainable gear
while operating the machine. The lowest gear that can be selected is 2nd gear. Machines coming
from the factory will have the maximum gear set at 4th gear.
To change the maximum gear selection:
previously.
3. Press the Program/Reset switch back to the center position. There will be a 2, 3 or 4 in the
display window. This represents the maximum gear currently selected.
4. Press the Up/Down Count switch to the up count position until the desired gear is selected.
5. Press the Program/Reset switch to the Reset position holding it for 0.25 seconds, to save the
desired setting.
6. Turn the key switch to the off position
Advanced Programming Functions
The 21 “C & D” series wheel loaders have advanced programming functions built into the
information center. The advanced functions are reserved for Display Field Numbers 098 – 199.
The advanced programming features, they are password protected. To enter into the advanced
programming functions, the service technician will use the Program/Reset and Up/Down Count
switch.
To enter into the advanced programming mode, the service technician must utilize Display
Field Numbers 098 and 099. The technician must enter 21 in both locations to get the
information center to go above location 99. To do this:
2. Press the Program/Reset switch to the program position.
3. Press the Up/Down Count switch to the down position until location 098 is reached.
4. Press the Program/Reset switch to the center position.
5. Press the Up/Down Count switch to the up position until 21 is in the display.
7. Press the Up/Down Count switch to the up position until location 099 is reached.
8. Press the Program/Reset switch to the center position.
11. Press the Up/Down Count switch to the up position to continue past location 099.
12. The following table lists the software logic that has been assigned to positions 100 – 199.
60 Rev. 8/06
TRANSMISSION
Display Field Numbers and Descriptions
Field Item Status

Number
100 Transmission ECM (EST 37) Machine ID:
Identification numbers 62101
72101
82101
92101
101 Transmission ECM (EST 37) Machine ID:
Identification Numbers 62101
72101
82101
92101
102 Transmission ECM Identification 000 = Locations 100 and 101 are
Lock and Reprogram Set the same and are locked.
001 = Locations 100 and 101 are
unlocked and may be
changed.
010 = Reprogram the Transmission
ECM.
1 - - = A 1 in the third location
means Location 100 and
101 are not the same.
103 Transmission ECM Identification 0 - - = No data received from
Reprogramming process Transmission ECM.
1 - - = Data received from
Transmission ECM
100 = Transmission ECM
Identification Numbers are
the same.
Identification Numbers are
different
Identification Numbers have
been successfully
reprogrammed.
Identification Numbers not
present as received.
61
TRANSMISSION
104-113 Reserved for future machine information

114 Beginning numbers of Case Cluster Part Number
115 Remaining numbers of Case Cluster Part Number
116 Cluster Date Code Cluster production date code (yr –
day) Example: 96 135
117-120 Reserved for future use.
130 Tire Size Calibration for speedometer
131-139 Dedicated to tire calibration numbers
140-160 Reserved for future use
171, 173, Resettable Fault Code #1 Through
175, 177, Fault Code #10
179, 181,
183, 185,
187, 189
172, 174, Hour Code #1 Through Hour Code
176, 178, #10. Hour Codes Follow Resettable
180, 182, Fault Codes Respectively.
184, 186, I.e.: Hour Code #1 (172)
188, 190 Corresponds with Fault Code #1
(171)
197 Input analogue data read by the When “13” is entered in this
microprocessor. Voltages read by location, the analogue data inputs
the microprocessor will not exceed 5 to the microprocessor will be
volts. displayed in location 000 to
location 015. It is read as 0 = 0
volts and 1023 = 5 volts. When
the Information Center is turned
off, location 197 will reset back to
0 and normal gauge indications
will be read in the display center
in location 000 to location 015.
62 Rev. 8/06
TRANSMISSION
Programming Transmission Identification Numbers

Locations 100 and 101 will display the transmission electronic control module (ECM)
identification numbers. These numbers should match the machine model that the transmission
ECM is installed in. Both locations must have the same numbers in them for the machine to
function properly.
It is possible that a service technician may have to set these identification numbers if a
new ECM is installed on a machine. The actual storage of the codes is stored in positions 100
and 101, however, you must use positions 102 and 103 to make the changes kept in 100 and
101.
You must also have the park brake (switch) engaged to change the transmission identification
numbers.
NOTE: Locations 098 and 099 must be set to 21 before position 102 can be
accessed
The first step is done in position 102, and it is to unlock positions 100 and 101
so that they can be changed.
1. Press the Up/Down Count switch to the up position until 102 is shown in the display.
The next step is to change the transmission ECM numbers.
4. Press the Program/Reset switch back to the program position.
5. Press the Up/Down Count switch to the down position to display location 101.
7. Press the Up/Down Count switch to the up position until the appropriate code is in the
display.
9. Press the Up/Down Count switch to the down position to display location 100.
11. Press the Up/Down Count switch to the up position until the appropriate code is in the
display.
The next step is to instruct the information center to reprogram the
transmission controller.
18. Press the Program/Reset switch back to the center position. If the transmission ECM was
successfully programmed, you should see a 110 in the display. If it was not successfully
programmed, refer to the table below for interpretation of the code that is displayed and go
back and fix the problem.
63
TRANSMISSION
Programming Transmission Identification Numbers CONT:

The next step in the process is to lock the program numbers so that they
cannot be changed.
20. Press the Up/Down Count switch to the down position until 102 is shown in the display.
22. Press the Up/Down Count switch to the up position until 000 is in the display. This locks
locations 100 and 101.
23. Press the Program/Reset switch to the reset position and hold for 0.25 seconds.
24. Turn the key switch to the off position and restart the machine within 10 seconds or the
programming will not be saved in the memory of the information center.
Transmission ECM Unsuccessfully Programmed
Display Field Number 102

If you have changed the Machine ID in Field Code 100 and/or 101 when you get to step
15, your looking for a code 010. If you end up with a code of 100 and/or 101 instead of 010, it
means there is a mistake in one of those fields, they do not match. To change the fields so they
will match, have code 100 displayed in field code 102. Then put the Program/Reset switch in the
Program position and Down count to field Code 100. Put the Program/Reset switch in the center
and correct the code in Field Code 100. Now go back to Field Code 102 and do the same thing
for code 101. This is what the 1 - - refers to (1 - - = A 1 in the third location means Location 100
and 101 are not the same.)
Display Field Number 103

When you get to step 18, you are in Field Code 103 and looking for code 110. If you do
not get that code, make sure the Park Brake SWITCH is in the on position.
Resettable Fault Codes

The information center has two locations where error codes are stored in memory. The
first of which are locations 071 – 090, the second is in the advanced programming function in
field display locations 171 – 190. The second set of error codes is set up exactly like the first set,
except that they will clear whenever the key switch is turned off. The odd numbered locations are
for error code numbers and the even numbered locations are for engine hours, at which the error
occurred.
To view the fault codes and hours they occurred:
1. Advance to display field number 171 - 190, using the programming entry procedure listed
previously.
NOTE: Locations 098 and 099 must be set to 21 before position 171 - 190 can be
accessed.
2. Press the Program/Reset switch back to the center position. The error code stored or engine
hours reading will show in the display window.
3. Press the Program/Reset switch to the Reset position, to exit the monitoring mode.
4. Turn the key switch to the off position
64
TRANSMISSION
Tire Calibration
If a dealer or customer changes the tire sizes, the new tire calibration will have to be
changed to match the information center and transmission ECM to the new tires. If the tire code
is not changed, then the speedometer reading will not be accurate. The operator does not have
access to be able to change the tire calibration on the machines since this is an advanced
programming function. This feature was made an advanced programming function because most
customers do not change tire sizes frequently by themselves.
To select the appropriate code, refer to the table below for the given tire size.
Tire Calibration Codes

D Series Machines
Calibration
Machine/Tire Size 521 D Number
521 D w/15.5 x 25 L2, L3, XTLA, XHA 4992
521 D w/ 17.5 x 25 L2, L3, XTLA, XHA 4723
Calibration
Machine/Tire Size 621 D Number
621 D w/17.5 x 25 L2, L3, XTLA, XHA or 20.5 x 25 XLD 70 5009
621 D w/20.5 x 25 L2, L3, XTLA, XHA 4520
C Series Machines
Calibration
Machine/Tire Size 621, 721, 821, 921 C Number
621 w/17.5 x 25 L2, L3, XTLA, XHA or 20.5 x 25 XLD 70 5382
621 w/20.5 x 25 L2, L3, XTLA, XHA 4868
721 w/20.5 x 25 L2, L3, XTLA, XHA 4755
821 w/23.5 x 25 L2, L3, XTLA, XHA 4820
921 w/26.5 x 25 L2, L3, XHA 4330
921 w/26.5 x 25 L4, L5, XRD 4218
921 w/26.5 x 25 XLD 70 4684
65 Rev. 8/06
TRANSMISSION
To change the tire size calibration:

NOTE: Locations 098 and 099 must be set to 21 before position 130 can be
accessed.
3. Press the Up/Down Count switch to the up position until the correct tire code is in the display.
(count by 1 until 10, then by 10’s until 100, then by 100’s)
4. Press the Program/Reset switch to the reset position.
Figure Tire Calibration Code For Tires Not Listed

There may be instances when the customer chooses a tire size that is not listed in the table. If
this is the case, you will have to figure the Dynamic Rolling Radius for the tire and use that figure.
To do this, you must find out what the revolutions per kilometer is for the respective tire, and
multiply it by the axle ratio for the model of the machine. This information is usually available
from the tire manufacturer. If it is not, do the following:
Place a mark on the bottom side of the tire.
Drive the machine until the tire makes ten full revolutions.
Measure the distance traveled in meters. This gives you a value X.
Divide 1000 by the distance traveled X (m) to obtain a value Y.
1000 = Y
X
Multiply Y times 10 to obtain the number of tire revolutions in 1 km. This will be value Z.
Y x 10 = Z
Multiply Z times the axle ratio for the given model machine.
Z x (Axle Ratio) = Tire Calibration Code
Enter this code during the programming procedure listed above. (Field number 130 will cover
Tire Calibration Codes from 3800-6600)
66
TRANSMISSION
NOTES
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67
TRANSMISSION
4005-14

RETRIEVING E SERIES FAULT CODES
General Fault Code Identification Fault Code Grouping

1. Press and hold the escape key and up arrow key 1. 1000 to 1999 vehicle errors.
for more than 2 seconds to access the fault
2. 2000 to 2999 not used.
codes.
3. 3000 to 3999 engine errors.
4. 4000 to 4999 transmission errors.
A 5. 5000 to 5999 eltro-hydraulic system errors.

C
6. 6000 to 6999 reserved.
7. 7000 to 7999 reserved.
8. 8000 to 8999 optional equipment IE: GPS.
9. 9000 to 9999 internal AIC errors.
B D
BD06F186
A. ESCAPE KEY
B. ENTER KEY
C. UP KEY
D. DOWN KEY
2. White Faults:
A. Operator can acknowledge it by pressing the
enter key.
B. The message will disappear.
C. The fault will remain in White list as long as
active.
D. It will be recorded in Memory when closed.
3. Yellow Faults, buzzer will beep once every 2
seconds:
enter key.
B. The message will disappear.
C. Buzzer will not beep anymore.
D. Yellow lamp will stay ON.
E. Fault will remain in Yellow list until it is closed.
4. Red Faults, buzzer will be continuous,
alternating sounds:
enter key.
B. Buzzer will change to a less stressing sound,
but will remain.
C. Message will remain on display with indication
of URGENT STOP.

Bur 5-27
68
TRANSMISSION
4005-33

TRANSMISSION FAULT CODES
CODE DEFINITION POSSIBLE STEPS FOR REPAIR
1. Check the cables from the TCU to the FNR

switch.
4113 Logical error at FNR switch 2. Check the connectors from the TCU to the FNR
switch.
3. Check the FNR switch.
switch.
4114 Logical error at direction select signal 2. Check the connectors from the TCU to the FNR
switch.
3. Check the FNR switch signal combinations.
1. Check the cables from the TCU to the
4116 Logic error at park brake status instrument cluster connector 2 pin 6.
2. Check park brake switch.
switch.
4117 Logic error at direction select signal 2 2. Check the connectors from the TCU to the FNR
switch.
3. Check the FNR switch signal combinations.
4119 Short circuit to ground at ride control 1. Check the cables from the TCU to the ride
control relay.
4120 Short circuit to battery voltage at ride control 2. Check the connectors from the TCU to the ride
control relay.
4121 Open circuit at ride control 3. Check the ride control relay.
Short circuit to battery voltage or open circuit 1. Check the connectors.
4133
at temperature sensor 2. Check the temperature sensor.
4134 Short circuit to ground at temperature sensor
Short circuit to battery voltage or open circuit 1. Check the cables from TCU to the sensor.
4135
at converter output temperature sensor 2. Check the connectors.
3. Check the temperature sensor.
4136 Short circuit to ground at converter output
temperature sensor
Short circuit to battery voltage or open circuit 1. Check the cables from TCU to the sensor.
4145
at engine speed sensor 2. Check the connectors.
4146 3. Check the speed sensor.
Short circuit to ground at engine speed sensor
1. Check the cables from TCU to the sensor.
2. Check the connectors.
3. Check the speed sensor.
4147 Logical error at engine speed sensor input
NOTE: This fault code is reset after power up of the
TCU. It is also reset if the signal is above zero
speed threshold.
Short circuit to battery voltage or open circuit
4148 1. Check the cables from TCU to the sensor.
at turbine speed sensor input
Short circuit to ground at turbine speed sensor 3. Check the speed sensor.
4149
input

Bur 5-2760
69
TRANSMISSION
4005-34


4150 Logical error at turbine speed sensor input 3. Check the speed sensor.
TCU.
Short circuit to battery voltage or open circuit
4151 1. Check the cables from TCU to the sensor.
at intermediate speed sensor input
Short circuit to ground at intermediate speed 3. Check the speed sensor.
4152
input
4153 Logical error at intermediate speed sensor 3. Check the speed sensor.
input
TCU.
4154 Short circuit to battery voltage or open circuit 1. Check the cables from TCU to the sensor.
at output speed sensor 2. Check the connectors.
4155 Short circuit to ground at output speed sensor 3. Check the speed sensor.

4156 Logical error at output speed sensor 3. Check the speed sensor.
TCU.
1. Check the sensor signal of the output speed
sensor.
2. Check the connector connected to the output
Output speed zero, does not match other speed.
4158
speeds. 3. Check the cable from the TCU to the sensor.
TCU.
1. Check the cluster controller.
4160 Invalid gear range restriction (CAN) 2. Check wire of CAN-Bus.
3. Check the cable to the cluster controller.
4180 Vehicle controller time-out (CAN)
1. Check the cluster controller.
4185 Invalid test mode signal (CAN) 2. Check wire of CAN-Bus.
3. Check the cable to the cluster controller.
4186 Invalid park brake status (CAN)

Bur 5-2760.
70
TRANSMISSION
4005-35

4209 Short circuit to battery voltage at clutch K1

4210 Short circuit to ground at clutch K1
4211 Open circuit at clutch K1
4213 Short circuit to ground at clutch K2
1. Check the cable from the TCU to the
4216 Short circuit to ground at clutch K3 transmission control valve.
4217 Open circuit at clutch K3 2. Check the connectors from the TCU to the
transmission control valve.
4225 Short circuit to battery voltage at clutch K4 3. Check the regulator resistance.
4226 4. Check internal wire harness of the transmission
Short circuit to ground at clutch K4
control valve.
4228 Short circuit to battery voltage at clutch KV
4229 Short circuit to ground at clutch KV
4230 Open circuit at clutch KV
4231 Short circuit to battery voltage at clutch KR
4232 Short circuit to ground at clutch KR
4233 Open circuit at clutch KR
4241 Short circuit to ground at backup alarm relay 1. Check the cable from the TCU to the backup.
alarm relay.
Short circuit to battery voltage at backup alarm 2. Check the connectors from the backup alarm
4242
relay relay to TCU.
3. Check the resistance of backup alarm relay
4243 Open circuit at backup alarm relay circuit.
1. Check pressure at clutch K1.
2. Check main pressure in the system.
4273 Slippage at clutch K1 3. Check signal at internal speed sensor.
4. Check signal at output speed sensor.
5. Replace clutch.
5. Replace clutch.
5. Replace clutch.

Bur 5-2760.
71
TRANSMISSION
4005-36


5. Replace clutch.
1. Check pressure at clutch KV.
4277 Slippage at clutch KV 3. Check signal at internal speed sensor.
5. Replace clutch.
1. Check pressure at clutch KR.
4278 Slippage at clutch KR 3. Check signal at internal speed sensor.
5. Replace clutch.
1. A critical stop function warning has occurred.
2. Red stop indicator comes on and continuous
buzzer sounds.
3. Stop machine and perform required service on
4279 Oil temperature at valve body is above limit the critical area.
4. Cool down machine.
5. Check oil level.
6. Check temperature sensor.
Engine speed is measured above 5,000 rpm 1. Check engine speed sensor
4281
for 0.2 seconds
1. Check oil filter.
2. Check wiring from TCU to filter maintenance
TCU sensed a voltage at oil filter maintenance switch.
4282
switch out of the allowed range (dirty filter) 3. Check filter maintenance switch (measure
resistance).
4284 Overspeed output No information available at time of print.
4288 Engine torque or engine power overload No information available at time of print.
4289 Transmission output torque overload No information available at time of print.
4290 Transmission input torque overload No information available at time of print.
1. A critical stop function warning has occurred.
2. Red stop indicator comes on and continuous
buzzer sounds.
Oil temperature at converter output is above 3. Stop machine and perform required service on
4291
limit the critical area.
4. Cool down machine.
5. Check oil level.
6. Check temperature sensor.
1. Check the cables from the TCU to the joystick.
2. Check the connectors from the TCU to the
4292 Joystick status indicator short-circuit to ground joystick.
3. Check the resistance of the joystick.

Bur 5-2760.
72
TRANSMISSION
4005-37


Joystick status indicator short-circuit to battery 2. Check the connectors from the TCU to the
4293
voltage joystick.
2. Check the connectors from the TCU to the
4294 Joystick status indicator over current joystick.
Power supply for sensors short-circuit to 1. Check the cables from the sensors TCU.
4305 2. Check the connectors from the sensors to the
battery voltage
TCU.
Power supply for sensors short-circuit to
4306
ground
4307 Low voltage at battery 1. Check batteries.
2. Check B+ wires from batteries to TCU.
4308 High voltage at battery 3. Check voltage at TCU connector pin 45.
4309 Error at VPS 1 for solenoid power supply 1. Check fuse A2.
2. Check cable from control valve to TCU.
4310 3. Check connectors from control valve to TCU.
Error at VPS 2 for solenoid power supply
4. Replace TCU.
4326 Undefined VIN request via CAN. No information available at time of print.
4337 General EEPROM fault Replace the TCU.
Reprogram the correct configuration for the
4338 Configuration error
vehicle.
4339 Application error (ZF internal) Replace the TCU.
4341 Clutch calibration fault
Do the transmission clutch calibration procedure.
4342 Clutch adjustment data lost

Bur 5-2760
73
TRANSMISSION
NOTES
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74

ZF Transmission Overview for C, D, & E Series Wheel Loaders

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ZF Transmission Overview for C, D, & E Series Wheel Loaders

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TRANSMISSION

C, D, & E Series Wheel Loaders

C, D, & E Series Wheel Loaders

C, D, & E Series Wheel Loaders

C, D, & E Series Wheel Loaders

C, D, & E Series Wheel Loaders

C & D Series Layout

C, D, & E Series Wheel Loaders

C, D, & E Series Wheel Loaders

AIC DASH LED DISPLAY IDENTIFICATION

C, D, & E Series Wheel Loaders

The transmissions 4 forward and 3 reverse gear selections.

Transmission Model Numbers

ZF Model # is found on the lower right rear of the transmission

C, D, & E Series Wheel Loaders

The information center will

Transmission control lever

Up shifting in Manual Mode

Downshifting in Manual Mode

C, D, & E Series Wheel Loaders

Up shifting in Automatic Mode

Down Shifting in Automatic Mode

C, D, & E Series Wheel Loaders

Another gear is selected with the transmission control lever.

A. Down shift Button

Machines Equipped with Duel Lever Hydraulic Controllers

Machines Equipped with Single Lever Hydraulic Controller

C, D, & E Series Wheel Loaders

Transmission Enable Switch

Enable Switch Declutch Switch

C, D, & E Series Wheel Loaders

Components location transmission layout

1. reverse clutch shaft 9. transmission pump

C, D, & E Series Wheel Loaders

Driving Direction Speed Clutch

C, D, & E Series Wheel Loaders

C, D, & E Series Wheel Loaders

C, D, & E Series Wheel Loaders

C, D, & E Series Wheel Loaders

C, D, & E Series Wheel Loaders

Transmission Hydraulic System

The torque converter provides a connection

Caution: Changing or swapping converter ratio should not be

C, D, & E Series Wheel Loaders

Transmission Refill Capacity (U.S. Gal) (with filter change)

521D 621C 621D 721C 721D&E 821C 821E 921C

Transmission Hydraulic System Specifications

Specification 5/621 D 721 C,D&E 821 C&E 921C

Transmission Filter Transmission Cooler (19)

1. Control valve The Oil cooler is included in the mid-mount

C, D, & E Series Wheel Loaders

Transmission Charge Pump

Transmission Charge Pump Location

NOTE: To gain access to the transmission charge pump,

A. Transmission Control Valve

Transmission Control Valve

C, D, & E Series Wheel Loaders

Transmission Control Valve Location

The transmission control valve as found on the

Transmission control valve as found on the

Transmission Control Valve

SOLENOID CLUTCH PORT

C, D, & E Series Wheel Loaders