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36000 SD Service Manual AK) SPICER OFF-HIGHWAY COMPONENTS () nap peg ay 9) 10) TABLE OF CONTENTS Foreword Safety precautions, cleaning and inspection Technical specifications - identification of the unit - weight, oil capacity - pressure and temperature specifications Maintenance - oil specification - maintenance intervals - servicing machine after components overhaul Installation details - converter drive coupling - components to engine installation - external plumbing Operation of the unit - hydraulic diagram - power flows - electrical wiring Troubleshooting - stall procedure - check points - See page 5-3 Sectional views and parts identification Assembly instructions Disassembly and Reassembly of units FOREWORD This manual has been prepared to provide the customer and the maintenance personnel with information and instructions on the mainte- nance and repair of the SPICER CLARK-HURTH OFF-HIGHWAY COMPONENTS DIVISION product. Extreme care has been exercised in the design, selection of materials and manufacturing of these units. The slight outlay in personal attention and cost required to provide regular and proper lubrication, inspection at stated intervals, and such adjustments as may be indicated will be reimbursed many times in low cost operation and trouble free service. In order to become familiar with the various parts of the product, its prin- ciple of operation, trouble shooting and adjustments, it is urged that the mechanic study the instructions in this manual carefully and use it as a reference when performing maintenance and repair operations. Whenever repair or replacement of component parts is required, only Spicer Clark-Hurth Components-approved parts as listed in the applicable parts manual should be used. Use of “will-fit” or non- approved parts may endanger proper operation and performance of the equipment. Spicer Clark-Hurth Components does not warrant repair or replacement parts, nor failures resulting from the use of parts which are not supplied by or approved by Spicer Clark-Hurth Components. IMPORTANT: Always furnish the Distributor with the serial and model number when ordering parts. SAFETY PRECAUTIONS To reduce the chance of personal injury and/or property damage, the following instructions must be carefully observed. Proper service and repair are important to the safety of the service technician and the safe, reliable operation of the machine. If replace- ment parts are required the part must be replaced with one of the same part number or with an equivalent part. Do not use a replace- ment part of lesser quality. The service procedures recommended in this manual are effective methods of performing service and repair. Some of these procedures require the use of tools specifically designed for the purpose. Accordingly, anyone who intends to use a replacement part, service procedure or tool, which is not recommended by Spicer Clark-Hurth Components, must first determine that neither his safety nor the safe operation of the machine will be jeopardized by the replacement part, service procedure or tool selected. It is important to note that this manual contains various ‘Cautions’ and ‘Notices’ that must be carefully observed in order to reduce the risk of personal injury during service or repair, or the possibility that improper service or repair may damage the unit or render it unsafe. It is also important to understand that these ‘Cautions’ and “Notices’ are not inclusive, because it is impossible to warn of all the possible hazardous consequences that might result from failure to follow these instructions. 2-1 CLEANING AND INSPECTION CLEANING Clean all parts thoroughly using solvent type cleaning fluid. It is recommended that parts be immersed in cleaning fluid and moved up and down slowly until all old lubricant and foreign material is dissolved and parts are thoroughly cleaned. A CAUTION: Care should be exercised to avoid skin rashes, fire hazards, and inhalation of vapours BEARINGS Remove bearings from cleaning fluid and strike flat against a block of wood to dislodge solidified particles of lubricant. Immerse again in cleaning fluid to flush out particles. Repeat above operation until bearings are thoroughly clean. Dry bearings using moisture-free compressed air. Be careful to direct air stream across bearing to avoid spinning. Do not spin bearings when drying. Bearings may be rotated slowly by hand to facilitate drying process. HOUSINGS Clean interior and exterior of housings, bearing caps, etc., thoroughly. Cast parts may be cleaned in hot solution tanks with mild alkali solutions providing these parts do not have ground or polished surfaces. Parts should remain in solution long enough to be thoroughly cleaned and heated. This will aid the evap- oration of the cleaning solution and rinse water. Parts cleaned in solution tanks must be thoroughly rinsed with clean water to remove all traces of alkali. Cast parts may also be cleaned with steam cleaners. A CAUTION: Care should be exercised to avoid inhalation of vapours and skin rashes when using All parts cleaned must be thoroughly dried immediately by using moisture-free compressed air or soft, lint- less absorbent wiping rags free of abrasive materials such as metal filings, contaminated oil, or lapping compound. INSPECTION The importance of careful and thorough inspection of all parts cannot be overstressed. Replacement of all parts showing indication of wear or stress will eliminate costly and avoidable failures at a later date. BEARINGS Carefully inspect all rollers, cages and cups for wear, chipping, or nicks to determine fitness of bearings for further use. Do not replace a bearing cone or cup individually without replacing the mating cup or cone at the same time. After inspection, dip bearings in Automatic Transmission Fluid and wrap in clean lintless cloth or paper to protect them until installed. 2-2 OIL SEALS, GASKETS, ETC. Replacement of spring load oil seals, O-rings, metal sealing rings, gaskets, and snap rings is more eco- nomical when unit is disassembled than premature overhaul to replace these parts at a future time. Further loss of lubricant through a worn seal may result in failure of other more expensive parts of the assembly. Sealing members should be handled carefully, particularly when being installed. Cutting, scratching, or curling under of lip of seal seriously impairs its efficiency. When assembling new metal type sealing rings, same should be lubricated with coat of chassis grease to stabilize rings in their grooves for ease of assem- bly of mating members. Lubricate all O-rings and seals with recommended type Automatic Transmission Fluid before assembly. GEARS AND SHAFTS If magna-flux process is available, use process to check parts. Examine teeth on all gears carefully for wear, pitting, chipping, nicks, cracks, or scores. If gear teeth show spots where case hardening is worn through or cracked, replace with new gear. Small nicks may be removed with suitable hone. Inspect shafts and quills to make certain they are not sprung, bent, or splines twisted, and that shafts are true. HOUSING, COVERS, ETC. Inspect housings, covers and bearing caps to be certain they are thoroughly clean and that mating sur- faces, bearing bores, etc., are free from nicks or burrs. Check all parts carefully for evidence of cracks or condition which would cause subsequent oil leaks or failures. LEGEND SYMBOLS t. sy, Ly ‘] Disassembly of assembly groups ¢ ? Renew at each reassembly Reassemble to from assembly group wale Get eB ELS Dll) a) Remove obstruction parts Lock - adhere (liquid sealant) Reinstall - remount parts which had Guard against material damage, damage obstructed disassembly to parts Attention! Important notice Mark before disassembly, observe marks when reassembling Check - adjust e.g. torque, dimensions, Filling - topping up - refilling e.g. oil, cool- pressures etc. ing water, etc. T = Special tool P = Page Drain off oil, lubricant Note direction of installation eee ee ee eae device Visual inspection Apply pressure into hydraulic circuit Possibly still serviceable, renew if necessary To clean 2-3 TRANSMISSION IDENTIFICATION NAMEPLATE LOCATION ON REAR LEFT LOWER CORNER OF TRANSMISSION CASE A. IDENTIFICATION OF THE UNIT 1. Model and type of the unit 2. Serial number REAR VIEW TRANSMISSION DRY WEIGHT - LB [Kg] FEATURES FWD & REV CLUTCH PUMP BI-DIRECTIONAL LOCKUP MODULATION DISC PTO LB 1540 50 40 25 20 [Kg] [698.5] [23] [19] [12] [10] 3-2 TYPE OF OIL CAPACITY CHECK PERIOD NORMAL * DRAIN PERIOD See Lube Chart. Consult Operator’s Manual on applicable machine model for system capacity. Torque Converter, Transmission and allied hydraulic system must be considered as a whole to determine capacity. Check oil level DAILY with engine running at 500-600 RPM and oil at 180° to 200° F. |82,2 -93,3° C]. Maintain oil level to FULL Mark. Every 500 hours, change oil filter element. Every 1000 hours, drain and refill system as follows: Drain with oil at 150° to 200° F. 165,6 -93,3° C]. NOTE: It is recommended that filter elements be changed after 50 and 100 hours of operation on new and rebuilt or repaired units. (a) Drain transmission and remove sump screen. Clean screen thoroughly and replace, using new gaskets. (b) Drain oil filters, remove and discard filter elements. Clean filter shells and install new elements. (c) Refill transmission to LOW mark. (d) Run engine at 500-600 RPM to prime converter and lines. (e) Recheck level with engine running at 500-600 RPM and add oil to bring level to LOW mark. When oil temperature is hot (180-200° F.) [82,2-93,3° C] make final oil level check. BRING OIL LEVEL TO FULL MARK. LUBRICATION RECOMMENDED LUBRICANTS FOR CLARK POWER SHIFTED TRANSMISSION AND TORQUE CONVERTERS Prevailing Ambient Temperature Temperature Range Range Temperature Range Temperature Range Temperature Range Fahrenheit Celsius *Dexron is a registered trademark of General Motors Corporation. Temperature (a) C-2 Grade 30 (b) C-3 Grade 30 “1 (c) Engine Oil:-Grade 30 API-CD/SE or CD/SF (d) MIL-L-2104C-Grade 30 (e) MIL-L-2104D-Grade 30 (a) MIL-L-2104C-Grade 10 (b) MIL-L-2104D-Grade 10 ine (C) C2 Grade 10 2” (a) C-3 Grade 10 (e) Engine Oil:-Grade 10 API-CD/SE or CD/SF (ft) Quintolubric 822-220 (Non Phosphate Ester Fire Resistant Fluid) ge (a) *Dexron (b) *Dexron II D - See Caution Below veg (8) MIL-L-46167 4” (b) MIL-L-46167 A gs. (a) Conoco High-Performance Synthetic Motor Oil — Spec. No. 6718 PREFERRED OIL VISCOSITY: Select highest oil viscosity compati- ble with prevailing ambient temperatures and oil application chart. Temperature ranges “2” and “3” may be used to lower ambient temperatures when sump preheaters are used. Temperature range “4” should be used only in ambient temp e range shown MODULATED SHIFT TRANSMISSIONS: 112000, 18000, 240. 28000 & 32000 series transmissions with modulated shift use only C-3 or temperature range 3 items (a) & (b) *Dexron or *“Dexron l) D. SEE CAUTION BELOW. 3000, 4000, 5000, 6000, 8000, 16000 & 34000 series transmissions with modulated shift use only C-3 or temperature range 3 item (a) only *Dexron. Do NOT use *Dexron Il D. SEE CAUTION BELOW. CAUTION: *Dexron II D is not compatible with graphitic clutch plate friction material UNLESS IT MEETS THE APPROVED C-3 SPECIFICATIONS. *Dexron II D cannot be used in the 3000, 4000, 5000, 6000, 8000, 16000 or 34000 series power shift transmissions, or the HR28000 & HR32000 series having con- verter lock-up, or the C270 series converter having lock-up UNLESS IT MEETS THE APPROVED C-3 SPECIFICATIONS. Any deviation from this chart must have written approval from the application department of the Clark-Hurth Components Engineering and Marketing Department. *Normal drain periods and filter change intervals are for average environmental and duty-cycle conditions. Severe or sustained high operating temperatures or very dusty atmospheric conditions will cause accelerated deterioration and contamination. For extreme conditions judgment must be used to determine the required change intervals. 4-4 SERVICING MACHINE AFTER TRANSMISSION OVERHAUL The transmission, torque converter, and its allied hydraulic system are important links in the drive line between the engine and the wheels. The proper operation of either unit depends greatly on the condition and operation of the other; therefore, whenever repair or overhaul of one unit is performed, the balance of the system must be considered before the job can be considered completed. After the overhaul or repaired transmission has been installed in the machine, the oil cooler, and connecting hydraulic system must be thoroughly cleaned. This can be accomplished in several manners and a degree of judgement must be exercised as to the method employed. The following are considered the minimum steps to be taken: 1. Drain entire system thoroughly. 2. Disconnect and clean all hydraulic lines. Where feasible, hydraulic lines should be removed from machine for cleaning. 3. Replace oil filter elements, cleaning out filter cases thoroughly. 4. The oil cooler must be thoroughly cleaned. The cooler should be “back flushed” with oil and compressed air until all foreign material has been removed. Flushing in direction of normal oil flow will not adequately clean the cooler. If necessary, cooler assembly should be removed from machine for cleaning, using oil, compressed air and steam cleaner for that purpose. Do not use flushing compounds for cleaning purposes. 5. Reassemble all components and use only type oil recommended in lubrication section. Fill transmission through filter opening until fluid comes up to LOW mark on NOTE: If the dipstick is not accessible. Oil level check plugs are provided. Remove LOWER check plug, fill until oil runs from LOWER oil hole. Replace filler and level plug. Run engine two minutes at idle to prime torque converter and hydraulic lines. Recheck level of fluid in transmission with engine run- ning at idle. Add quantity necessary to bring fluid level to LOW mark on dipstick or runs freely from LOWER oil level check plug hole. Install oil level plug or dipstick. Recheck with hot oil (180 - 200 degrees F) [82,2 - 93,3 degrees C]. See hydraulic checks for warm up procedure. 6. Recheck all drain plugs, lines, connections, etc., for leaks and tighten where necessary. HR 36000 Series Transmission Converter Drive Plate INSTALLATION INSTRUCTIONS Proper Identification by Bolt Circle Diameter Measure the “A” dimension (Bolt Circle diameter) and order Drive Plate Kit listed below ‘ ea Nenctana RING INTERMEDIATE ORIVE PLATES (5) “A" Dimension (Bolt Circle Diameter) 15.00* [381,000 mm] diameter Kit No. 802587-10mm 16.00" [406,400 mm] diameter Kit No. 802558-10mm 16.00" [406,400 mm] diameter Kit No. 802590-7/16-20 16.875" [428,625 mm] diameter ** Kit No. 802609-7/16-20 17.00" [431,800 mm] diameter Kit No. 802593-10mm 17.00" [431,800 mm] diameter Kit No. 802562-7/16-20 Each kit will include the following parts: 5 Intermediate Drive Plates 1 Drive Plate Assembly 1 Backing Plate 14 Drive Plate Mounting Capscrews Instruction Sheet ** 1 pc. Drive Plate Mounting Spaceris included in Kit No. 802609. ~ A DRIVE PLATE AND ELD NUT ASSEMBLY (1) et Nescina RING (INTERMEDIATE DRIVE PLATES (6) “A*" Dimension (Bolt Circle Diameter) 16.00" [406,400 mm] diameter Kit No. 802594 W/O Nuts Each kit will include the following parts: 6 Intermediate Drive Pilates 1 Backing Piate 14 Drive Plate Mounting Capscrews Instruction Sheet NOTE: Assembly of flexplates must be completed within a 15 minute period from start of screw installation. If the screw is removed for any reason it must be replaced. The adhesive left in the tapped holes must be removed with the proper tap and cleaned with solvent. Dry the hole thoroughly and use a new screw for reinstallation. Position drive plate and weld nut assembly on Impeller cover with weld nuts toward cover. Align intermediate drive plate and backing ring with holes in impeller cover. NOTE: Two dimples 180° apart in backing ring must be out (toward engine flywheel). Install capscrews. Tighten cap- screws 52 - 57 ft-lbs torque [70.4 - 77.1 N-m]. 5-1 TRANSMISSION TO ENGINE INSTALLATION PROCEDURE . Remove all burrs from flywheel mounting face and nose pilot bore. Clean drive plate surface with solvent. Dry thoroughly. . Check engine flywheel and housing for conformance to standard S.A.E. #3 - S.A.E. J-927 and J-1033 tolerance specifications for pilot bore size, pilot bore runout and mounting face flatness. Measure and record engine crank- shaft end play. . Install two 3.50 [88,90 mm] long converter to flywheel hous- ing guide studs in the engine flywheel housing as shown. Rotate the engine flywheel to align a drive plate mounting screw hole with the flywheel housing access hole. . Install a 4.00 [101,60 mm] long drive plate locating stud ina drive plate nut. Align the locating stud in the drive plate with the flywheel drive plate mounting screw hole positioned in Step No. 3. . Locate converter on flywheel housing aligning drive plate to flywheel and converter to flywheel housing. Install converter to flywheel housing screws. Tighten screws to specified torque. Remove converter to engine guide studs. Install remaining screws and tighten to specified torque. . Remove drive plate locating stud. . Install drive plate attaching screw. Snug screw but do not tighten. Some engine flywheel housings have a hole locat- ed on the flywheel housing circumference in line with the drive plate screw access hole. A screwdriver or pry bar used to hold the drive plate against the flywheel will facilitate installation of the drive plate screws. Rotate the engine fly- wheel and install the remaining seven (7) flywheel to drive plate attaching screws. Snug screws but do not tighten. After all eight (8) screws are installed, tighten each cap- screw to the following torque: M-10 capscrews 48 ft-lbs torque [60.65 N-m.] This will required rotating the engine flywheel until the full amount of eight (8) screws have been tightened. . Measure crankshaft end play after converter has been completely installed on engine flywheel. This value must be within .001 [0,025 mm] of the end play recorded in Step No. 2. 5-2 Plates To Be Installed - With Concave Side Toward Engine Flywheel. HR 36000 6 SPEED FULL POWER SHIFT SHORT DROP - PLUMBING Checkpoint ‘‘C-C’”” Heat Exchanger Outlet Temperature, a Checkpoint ‘‘B-B”’ a Heat Exchanger l So Oulet Pressure : te a8 Patty 11 Checkpoint “‘A-A” Port “AR Port “‘S 1 | Port “H” Heat Exchanger Converter Inlet —_Clutch Pressure 7 Oil Fill Inlet Pressure Heat Exchanger J Breather I Port “AQ” Converter Outlet \ INL | t N ~—— Port “AH” Port “F” @) Lube Pressure CLUTCH PRESSURE Port “‘K’’ CLUTCH PRESSURE FWD-3 speed FWD-2nd, 4th & 6th-6 speed ones FWD-4 speed “py FWD-tst, 3rd, 5th CLUTCH PRESSURE oor vel -6 speed 3rd-3 speed FRONT VIEW Paiete eee SIDE VIEW Check 5th, 6th-6 speed PORT SIZE a ectric (- .4375-20 SAE “0” RING PORT Port “AC” Port “AB” ©@) - 5625-18 SAE “0” RING PORT @ - 1.3125-12 SAE “O”RING PORT @-veNPT. LIN Port “R” Pressure Pickup Converter Outlet Port “AQ” Port ‘‘U” ®@ Temperature Pickup Converter Outlet @ CLUTCH PRESSURE 1st-3 speed 1st-4 speed 1st, 2nd-6 speed CLUTCH PRESSURE (1) 3rd-4 speed Port “‘G’’ Drain Plug REAR VIEW 5-3 Port “J” - Converter Outlet Temperature Ports “R”, “J”, “S” and “AR” are used for field Port is to be used for Converter Outlet “Trouble Shooting” or Production Tests. Temperature Pick-up. Gauge is to be located in the Operator Compartment. See Oil Temperature Clutch Pressure Gauge Specification. Recommend that the clutch pressure be monitored Port “J” - Converter Outlet Pressure by a gauge having an indicator dial range of 0-400 [0,2758 kPa]. Gauge is to be located in the operators Test Conditions: _ ; compartment. Clutch pressure range 240-310 PSI Warm Transmission to normal operating temp- [1655-2137 kPal. erature and stabilize Converter Outlet Oil Temperature at 180° - 200°F [82,2° - 93,3°C]. Operating Specifications: 25 PSI [172.4 kPa] minimum pressure at 2000 RPM engine speed and a maximum of 70 PSI [482,6 kPa] outlet pressure with engine at no load governed speed. PORT CHART FROM TO PORT PORT REMARKS FILTER TO na | ecrce | HEAT CONVERTER OUT TO EXCHANGE HEAT EXCHANGER HEAT AH HEAT EXCHANGER TO EXCHANGE TRANSMISSION LUBE FILTER PART NO. CARTRIDGE 234777 SPIN-ON 246787 OIL TEMPERATURE GAUGE SPECIFICATIONS Normal Operating Temp. Range: 180° to 250°F [82,2° to 121,1°C] Red Lined Temp.: 250°F [121,1°CV] Maximum Operating Temp.: 300°F [148,9°C] . Chart - Oil Temp. Gauge: “x” DIM. PART NO. Be. . 144.00 [3657,6] 234033 Port “J” Ref. 48.00 [1219,2] 234034 | “Xx” Dim ROMs 5-4 HOW THE UNITS OPERATE With the engine running, the converter charging pump draws oil from the transmission sump through the removable oil suction screen and directs it through the pressure regulating valve and oil filter. The pressure regulating valve maintains pressure to the transmission control cover for actuating the direction and speed clutches. This requires a small portion of the total volume of oil used in the system. The remaining volume of oil is directed through the torque converter circuit to the oil cooler and returns to the transmission for positive lubrication. This regulator valve consists of a hardened valve spool operating in a closely fitting bore. The valve spool is spring loaded to hold the valve in a closed position. When a specific pressure is achieved, the valve spool works against the spring until port is exposed along the side of the bore. This sequence of events provides the proper system pressure. After entering the converter housing the oil is directed through the stator support to the converter blade cavity and exits in the passage between the turbine shaft and converter support. The oil then flows out of the converter to the oil cooler. After leaving the cooler, the oil is directed to a fitting on the transmission. The oil then gravity drains to the transmission sump. The hydraulic torque converter consists basically of three elements and their related parts to multiply engine torque. The engine power is transmitted from the engine flywheel to the impeller elements through the impeller cover. This element is the pump portion of the hydraulic torque converter and is the primary component which starts the oil flowing to the other components which results in torque multiplication. This element can be compared to a centrifugal pump in that it picks up fluid at its center and discharges at its outer diameter. The torque converter turbine is mounted opposite the impeller and is connected to the output shaft of the torque converter. This element receives fluid t its outer diameter and discharges at its center. Fluid directed by the impeller out into the particular design of blading in the turbine and the reaction member is the means by which the hydraulic torque converter multiplies torque. The reaction member of the torque converter is located between and at the center or inner diameters of the impeller and turbine elements. Its function is to take fluid which is exhausting from the inner portion of the turbine and change its direction to allow correct entry for recirculation into the impeller element. The torque converter will multiply engine torque to its designated maximum multiplication ratio when the output shaft is at zero RPM. Therefore, we can say that as the output shaft is decreasing in speed the torque multiplication is increasing. The shift control valve assembly consists of a valve body with spool type solenoid cartridge valves which are controlled electronically. 6-1 With the engine running and the directional control lever in neutral position, oil pressure from the regulating valve is blocked at the control valve, and the transmission is in neutral. Selection of forward or reverse will direct oil, under pressure to either the forward or reverse directional clutch as desired. When either directional clutch is selected the opposite clutch is relieved of pressure and vents back through the direction selectional spool. The same procedure is sued in the speed selector. the direction or speed clutch assembly consists of a drum with internal splines and a bore to receive a hydraulically actuated piston. the piston is “oil tight” by the use of sealing rings. A steel disc with external splines is inserted into the drum and rests against the piston. Next, a friction disc with splines at the inner diameter is inserted. Discs are alternated until the required total is achieved. A heavy back-up plate is then inserted and secured with a snap ring. A hub with O.D. splines is inserted into the splines of disc with teeth on the inner diameter. The disc and hub are free to increase in speed or rotate in the opposite direction as long as no pressure is present in theat specific clutch. To engage the clutch, as previously stated, the control valve is placed in the desired position. This allows oil under pressure to flow from the control valve, through a tubed, to the chosen clutch shaft. Oil pressure sealing rings located on the clutch shaft direct oil under pressure to pass thru a drilled passageway in the clutch shaft to enter the piston cavity. Pressure of the oil forces the piston and disc against the heavy back-up plate. The disc, with teeth on the outer diameter, clamping against disc with teeth on the inner diameter, enables the hub and clutch shaft to be locked together and allows them to drive as a unit. 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