Power Transmission 3WG94

SB4341E00`
2008.8.29 1:18 PM
` 1
NO.3 HP LaserJet 4350 PCL 6 2540DPI 133LPI
SB4341E00
Jun. 2008
Power Train
Transmission - 3 Speed 3WG94
D50S-5, D60S-5, D70S-5
; PB-00301, P9-00501, RZ-00001, RW-00001
D80C-5, D90C-5
; PA-00701, S1-00001
Important Safety Information

Most accidents involving product operation, maintenance and repair are caused by failure to observe basic
safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous
situations before an accident occurs. A person must be alert to potential hazards. This person should also
have the necessary training, skills and tools to perform these functions properly.
Read and understand all safety precautions and warnings before operating or performing lubrication,
maintenance and repair on this product.
Basic safety precautions are listed in the Safety section of the Service or Technical Manual. Additional
safety precautions are listed in the Safety section of the owner/operation/maintenance publication.
Specific safety warnings for all these publications are provided in the description of operations where
hazards exist. WARNING labels have also been put on the product to provide instructions and to identify
specific hazards. If these hazard warnings are not heeded, bodily injury or death could occur to you or other
persons. Warnings in this publication and on the product labels are identified by the following symbol.
WARNING
Improper operation, lubrication, maintenance or repair of this product can be dangerous and could
result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Operations that may cause product damage are identified by NOTICE labels on the product and in this
publication.
DOOSAN cannot anticipate every possible circumstance that might involve a potential hazard. The warnings
in this publication and on the product are therefore not all inclusive. If a tool, procedure, work method or
operating technique not specifically recommended by DOOSAN is used, you must satisfy yourself that it is
safe for you and others. You should also ensure that the product will not be damaged or made unsafe by the
operation, lubrication, maintenance or repair procedures you choose.
The information, specifications, and illustrations in this publication are on the basis of information available
at the time it was written. The specifications, torques, pressures, measurements, adjustments, illustrations,
and other items can change at any time. These changes can affect the service given to the product. Obtain
the complete and most current information before starting any job. DOOSAN dealers have the most current
information available.
Index
Description
Operating mode of the converter.......................... 9
Powershift transmission..................................... 10
Transmission control.......................................... 10
Controller DW-3................................................. 11
Electronic control unit TCU ................................ 11
Electronic controls ............................................. 12
General ...................................................... 12
Description of basic functions ..................... 12
Automatic calibration of shifting elements
(AEB) ......................................................... 14
Electrical inching......................................... 15
Description of the fault codes for ERGO-Control
EST-65.............................................................. 15
Abbreviations.............................................. 15
Display ....................................................... 15
Display during operation ............................. 16
Display during AEB-Mode........................... 18
Display during Inchpedal Calibration ........... 19
Definition of operating modes ..................... 20
Operation
Driving preparation and maintenance................. 21
Driving and shifting ............................................ 21
Cold start........................................................... 22
Transmission control in "Automatic" driving range22
Stopping and parking......................................... 22
Towing .............................................................. 22
Oil temperature.................................................. 22
Maintenance
Oil grade ........................................................... 23
Oil level check (measurements only with running
engine) .............................................................. 23
Oil and filter change intervals............................. 24
Oil change and oil fill quantity ..................... 24
Filter change............................................... 24
Filter change............................................... 25
Annex
Power Train
Index
Annex
1
Configuration
Installation sheet of direct mount -front view
Installation sheet of direct mount rear view
Measuring points, valves and connections
Oil circuit diagram (1st speed forward)
Power flow of forward and reverse gears
Controller DW-3 (Sample)
Fully-automatic control EST-65 (Sample)
Fault code list
Power Train
Annex
Technical Data
Engine power:
max. KW*
............................................
90
Turbine torque:
max. Nm*
............................................
750
Engine speed:
max. min-1*
............................................
2,600
............................................
2.0
Nm
n
............................................
............................................
1x nTurbine
1x nEngine
kg approx.**
............................................
230
Stall torque ratio:

Engine-dependent PTOs:
Torque:
RPM:
Mass (without oil):
** = depending on vehicle type and application

** = depending on transmission version
Description
The ZF transmissions 3 WG-94 EC are composed of a hydrodynamic torque converter and a rear-mounted multispeed powershift transmission with integrated transfer box (see table 1). The torque converter is a wear-free startup device which, due to its continuously variable design, adapts itself to the required situations (necessary input
torque).
Input by direct mount via flexplate to the engine, or remote mount (input via U-joint shaft) with DIN, Mechanics or
Spicer input flange.
The transmission can be shifted manually or fully automatically by means of the electronic control unit EST-65.
Torque converter
Size W 280 with torque multiplication
Powershift transmission
3 forward gears and 3 reverse gears
Output
The powershift transmission has a center distance of 306 mm between input and output shaft and can be
equipped with output flanges towards the rear axle for various U-joint shafts.
PTO
For driving an external oil pressure pump, the system incorporates an engine-dependent, coaxial PTO which can
optionally be supplied in disconnectible version.
This PTO allows the attachment of pumps with SAE-C connection.
Power Train
Gear
Driving Direction
Ratio
forward
4.446
forward
2.341
forward
0.974
reverse
4.443
reverse
2.340
reverse
0.973
Technical Data
Labeling of Identification Plate

1
2
3
4
5
6
7
8
=
=
=
=
=
=
=
=
Transmission type
Transmission number
ZF parts list number
Overall transmission ratio
Oil filling (oil specification)
ZF List of Lubricants
Oil fill quantity
Customer number
Information on Spare Parts Ordering

Please indicate the following information when ordering genuine ZF spare parts
1
2
3
4
5
6
7
=
=
=
=
=
=
=
Transmission type
Unit number
ZF parts list number
Make and type of spare part
Denomination of spare part
Spare part number
Shipping mode
You will find this information on the identification plate!
Please indicate all the a.m. details to avoid any mistakes in the delivery of the ordered spare parts!
Power Train
Important Instructions
Oil level check (see 4.2):
In the cold-start phase, the engine must be running at idling speed for about 2 3 min. and the marking on the oil
dipstick must then be above the cold-start level. The oil level check in the transmission must be carried out at
engine idling speed and operating temperature of the transmission (80 to 90 C).
At shut-off engine, the oil level in the transmission is rising essentially, depending on the installation conditions !
The ZF filter must be replaced at every oil change. In addition, ZF recommends to start the automatic calibration
of the shifting elements (AEB).
The automatic calibration of shifting elements (AEB) must be started by the vehicle manufacturer after initial
installation of transmission and electronic system into the vehicle, and after every replacement of transmission
and TCU incase of a failure.
On vehicles with electronic inching, also the IPK (Inch Pedal Calibration-Inch Sensor Calibration) should be
initiated after each AEB start.
When starting the engine, always place the gear selector into neutral position.
At running engine and transmission in neutral, make sure that the parking brake has been engaged or the service
brake has been actuated, in order to prevent the vehicle from rolling away.
Loosen the parking brake prior to every start-off.
Engagement of the gear from neutral is only possible under the programmed transmission input speed (turbine
speed).
Gear selector in neutral position is not allowed at increased vehicle speeds (above walking speed). Promptly
engage a suitable gear, or slow down the vehicle immediately.
When the engine is shut off, there is no power flow between transmission and engine in spite of a preselected
speed on the gear selector, that means thetransmission is in idling position.
Therefore, the parking brake must be fully actuated!
When leaving the vehicle, secure it additionally by wheel chocks!
In any case, the towing speed must not exceed 10 km/h and the towing distance must not be longer than 10 km.
It is imperative to observe this instruction, since otherwise the transmission willbe damaged due to insufficient oil
supply!
For longer-distance transport of the defective vehicle we recommend to use a flatbed truck.
Operating temperature after the converter 65 C min. and 100 C in continuous operation; short-term increase up
to 120 C max. is permitted.
In case of irregularities on the transmission put the vehicle out of service and ask for specialists.
Protective measures for the ZF electronic system during electrical work on the vehicle:
At the following operations, the ignition must be shut off and the control unit plug must be pulled off the ZF
electronic system:
* during any kind of electrical operations on the vehicle
* during welding operations on the vehicle
* during insulation tests on the electric system
Power Train
Important Instructions
Description
Operating mode of the converter
Operating mode of a hydrodynamic torque converter (schematic view)

The converter operates according to the Trilok system.
This means at high turbine speed itassumes the
characteristics and thus the favorable efficiency of a
fluid clutch.The converter is designed according to the
engine power so that the most favorable
operatingconditions are obtained for each installation
case.
Depending on the rate of reversal, a more or less high

reaction torque is applied to the turbine wheel and
thus to the output shaft.
The stator (reaction member) following the turbine has
the task to reverse the oil streamingout of the turbine
once more and to deliver it to the pump wheel under
the suitable discharge direction.
The torque converter consists of 3 main parts:
Due to the reversal, a reaction torque is applied to the

stator.
The relation turbine torque/pump torque is called
torque multiplication.
Its level depends on the extent of speed difference
between pump and turbine wheel.
Pump wheel turbine wheel stator (reaction

member)
The circular arrangement of these 3 impellers allows
the fluid to flow through the circuit components in the
indicated order.
Therefore, the max. torque multiplication is generated

at stationary turbine wheel.
The torque multiplication decreases with increasing
output speed.
Matching of the output speed to a certain required
output torque is achieved by the torqueconverter in a
continuously variable and automatic way.
Pressure oil from the transmission pump is constantly

streaming through the converter, thus allowing the
converter to fulfill its task of multiplying the engine
torque. At the same time, the heat produced in the
converter is dissipated via the dispersed oil.
The oil which is streaming out of the pump wheel
enters the turbine wheel and is there reversed in its
direction of flow.
Power Train
Description
When the turbine speed reaches about 80% of the

pump speed, the torque multiplicationbecomes 1.0, i.e.
the turbine torque gets equal to the pump torque.
From this point on, the converter is working similar to
a fluid clutch.
The 5 clutches of the transmission are controlled via

the 4 proportional valves Y1 to Y5
The direct proportional control with separate pressure
modulation for each clutch controls the pressures
towards the clutches which are involved in the gear
change.
This allows a hydraulic overlapping of the clutches to
be engaged and disengaged.
The pressure modulation to the respective clutch is
controlled by cup springs and proportional valves in
the clutch package.
A stator freewheel serves to improve the efficiency in

the upper driving range. It is backing upthe torque
upon the housing in the torque multiplication range,
and is released in the clutchrange.
In this way, the stator can rotate freely.
Powershift transmission
This creates spontaneous shiftings without tractive

effort interruption.
The multi-speed reversing transmission in

countershaft design is powershiftable byhydraulically
actuated multi-disk clutches.
All gears are in constant mesh and carried on
antifriction bearings.
The following criteria are considered during the

shifting operation:
- RPM of engine, turbine, gear chain and output
- Transmission temperature
- Shifting mode (upshifting, downshifting, reverse
shifting and gear engagement out of neutral)
- Load condition (full and partial load, drive, coast,
including consideration of load reversals during
shifting)
- Electronic inching
The gears, bearings and clutches are cooled and

lubricated with oil.
The 3-speed reversing transmission is equipped with 5
multi-disk clutches.
In shifting operation, the respective disk package is
compressed by a piston which is movablein axial
direction and pressurized by pressure oil.
A compression spring pushes the piston of clutches
KV, KR, KD, and KE back and thusreleases the disk
package.
A cup spring package pushes the piston of clutch KC
back
The main pressure valve limits the max. control

pressure to 16+3 bar and releases the main stream
towards the converter-and lubrication circuit.
The converter inlet incorporates a converter safety
valve which protects the converter from high internal
pressures (opening pressure 11+2 bar).
Within the converter, the oil serves for transmitting the
power according to the well-known hydrodynamic
principle (see Chapter torque converter 1.1).
To avoid cavitation, the converter must always be
completely filled with oil.
For the transmission configuration and information on

the closed clutches in the differentgears please refer
to Table 1 and 4.
Transmission control
Transmission control see measuring points and oil
circuit diagram Table 4 and 5.
The transmission pump which is necessary for the oil
supply of the converter and for the transmission
control is located within the transmission on the
engine-dependent input shaft.
The pump feed rate is Q = 45 l /min, at nengine
= 1 500 min. -1
This pump is sucking the oil out of the oil sump via the
coarse filter, and delivers it to the main pressure valve
via the ZF filter.
The oil coming out of the converter is directed to a

heat exchanger.
The selection and determination of the heat exchanger
must be carried out by the customer on his own
responsibility, according to our Installation Guidelines
for Hydrodynamic Powershift Transmissions.
The heat exchanger is not included in the delivery
scope of ZF Passau GmbH.
From the heat exchanger, the oil is directed to the
transmission and the lubricating oil circuit, so that all
lubricating points are supplied with cooled oil.
ZF filter:
Filtration ratio acc. to ISO 4572: 30 20 10 1.5
min. filter surface: 2780 cm2
min. dust capacity acc. to ISO 4572 : 19 g
ZF coarse filter (screen):
Mesh size: 0.800 mm
Power Train
10
Description
The installation of the TCU is optional.

Preferably, ZF recommends the version
shown in Figure No. 1.5 B1.
The TCU is to be installed in a protected place
in the driver's cab.
A flooding with water must be excluded.
Furthermore, the entry of water via the plug
connection must be prevented by appropriate
measures on the wiring harness.
Controller DW-3
- see Table-7 of Annex
The Controller is designed for the mounting on the
steering column left side. By a rotative motion, the
positions (speeds) 1 to 4 are selected by tilting the
lever, the driving direction (Forward (F)- Neutral (N)Reverse (R).
The DW-3 Controller is also available with integrated
Kickdown pushbutton.
TCU installation position
For the protection from unintended start off, a Neutral

interlock is installed:
Position .N - Controller lever blocked in this position
Position .D - Driving
Controller DW-3
Figure-No.: 1.5 B1
TCU installation dimensions
Figure-No.: 1.4
Electronic control unit TCU

The electro-hydraulic transmission control is governed
by connection to the electronic TCU.
The basic functions of the automatic system are the
automatic shifting of gears, matching of the optimum
shifting points as well as comprehensive safety
functions regarding operating errors and overloadings
of the power-transmitting components with an
extensive fault memory.
The control units allow a wide spectrum of customerand vehicle-specific programming.
Control parameters can be logically linked, and special
functions such as gear limitation and converter
functions can be integrated.
Figure-No.: 1.5 B2
Due to the great number of available TCUs,

the exact technical data are to be taken from
the respective installation drawing.
Power Train
11
Description
Electronic controls
Legend to Figure No. 1.6.2
General
1 = Inching pedal (option)

2 = Gear selector (option)
3 = Display (option)
4 = Acoustical / optical warning (option)
5 = Switch for driving program Manual/Automatic
(option)
6 = CAN connection
Due to the different configurations of

electronic transmission controls within the
various vehicles, please refer to the Operating
Instructions of the vehicle manufacturer or to
the Technical Data Sheet of the parts list
versions involved.
These also include the relating wiring diagram
(see example in Table 8). On request, this
information can also be obtained from ZFPassau.
Depending on the vehicle type, the wiring will
be implemented according to the cable routing
plans.
The corresponding electric circuit
diagrams(proposals) will be issued by ZF.
Upon request, the wiring can also be supplied
by ZF.
If the wiring is implemented by the vehicle
manufacturer, it must comply with the ZF
requirements (see Installation Guidelines).
7 = TCU
8 = Diagnostic Laptop with ZF diagnostic system
Testman/Pro
9 = Inductive sensor -speed of central gear chain
10 = Speed sensor -output
11 = Temperature measuring point after the
converter .No. 63
12 = Inductive sensor - turbine speed
13 = Inductive sensor . engine speed
14 = Temperature measuring point for the
converter .No. 64
15 = Proportional valve Y3 - KC clutch
16 = Proportional valve Y2 - KR clutch
17 = Proportional valve Y1 - KV clutch
18 = Proportional valve Y5 - KE clutch
19 = Proportional valve Y4 - KD clutch
17 = Ergopower transmission 3 WG-94 EC
Description of basic functions

The powershift transmission 3 WG-94 EC of series
WG-90 is equipped with the electronic transmission
control EST-65 specially developed for this purpose.
The system processes the driver command according
to the following criteria:
z
z
z
z
z
z
z
z
Gear determination depending on driving

speed and load condition
If required, protection against operating
errors is possible via electronic protection
(programming)
Protection against overspeeding (on the
basis of engine and turbine speed)
Pressure cut-off possible (vehicle-specific,
only after coordination with ZF)
Switch-over possibility for automatic /
manual operation
Downshifting functions possible
Electronic inching
Power Train
12
Description
Overall system of EST-65
Figure No.: 1.6.2
The EST-65 system reactions in case of error described in Table-9 of Annex are for information only. As
to the binding description and procedure for correcting the errors indicated on the vehicle fault code
display please refer to the operating instructions of the vehicle manufacturer.
Power Train
13
Description
Automatic calibration of shifting

elements (AEB)
1. AEB start by separate tools Part No. : A138759 which are connected to the diagnostic port of the
wiring.
The AEB compensates tolerances (disk clearance and

pressure level) which are influencing the filling
procedure of the clutches. For each clutch, the correct
filling parameters for
* duration of fast-filling time
* level of filling compensation pressure
are determined within a test cycle.
The filling parameters are stored in the transmission
electronics, together with the AEB program and the
driving program.
Since the electronic system is supplied separately, the
AEB cycle must not be started until both components
have been installed into the vehicle, in order to ensure
the correct pairing (transmission and electronics).
Figure No.: 1.6.3
2. AEB start by operating elements on the vehicle.

This requires a CAN communication between
transmission and vehicle electronics.
In any case, the AEB cycle must be carried

out at the vehicle manufacturer prior to
shipment of the vehicles.
It is imperative to observe the following testing
conditions:
z
z
z
z
When the transmission is operated, the paper

friction linings installed in the Ergopower
transmissions are setting, i.e. the disk
clearance increases.
Since these setting phenomena may affect
the shifting quality, ZF recommends to repeat
the AEB cycle at the maintenance intervals.
"Neutral" shift position

engine in idling speed
parking brake actuated
transmission at operating temperature
If the shifting quality deteriorates, ZF also

recommends to repeat the AEB cycle as a
first measure.
After replacement of the transmission or the

TCU within the vehicle, the AEB cycle must
be restarted.
IPK (Inch Pedal Calibration -Inch Sensor

Calibration) shall also be carried out after
each AEB start.
The AEB cycle takes approx. 3 to 4 minutes. The

determined filling parameters are stored in
the EEProm of the electronic system. This also
deletes the fault message F6 shown on the
display in case of non-performed AEB.
There are two basic possibilities for starting
the AEB cycle:
Power Train
14
Description
Electrical inching
Description of the fault codes for

ERGO-Control EST-65
This function is especially suitable for lift trucks.

Without modifying the engine speed, it allows a
continuously variable reduction of the driving speed to
such a level that operation at a very low speed is
possible. In this way, the driver can move the vehicle
to a certain position with high accuracy.
At the same time, a large part of the engine power is
available for driving the hydraulic lifting system, due to
the high engine speed.
Abbreviations
o.c.
s.c.
OP-Mode
TCU
EEC
PTO
The electrical inching is operated via a separate

inching pedal fitted with an angle-of-rotation sensor.
By means of the proportional valve technology, the
TCU controls the pressure in the driving direction
clutch in such a way that the driving speed is adjusted
in accordance with the position of the inching angle-ofrotation sensor. Clutch overloading is prevented by the
electronic protection.
open circuit
short circuit
operating mode
transmission control unit
electronic engine controller
power take off
Display
If a fault is detected, the display shows a spanner
symbol (g) for a fault. The display shows the fault code,
if the gear selector is on neutral position.
If more than one fault is detected, each fault code is
shown for about 1 second.
Display
After each readjustment of the inching linkage,

the IPK (Inch Pedal Calibration -Inch
Sensor Calibration) must be carried out.
During the inching calibration mode, the
position of the inching pedal in neutral position
and at full actuation is determined by the
calibration process and stored in the TCU.
The inching function does not become active
until successful completion of AEB and IPK
start.
Figure No.: 1.7.2
Special symbols a -h
Power Train
15
Description
Display during operation

Symbol
meaning
remarks
1F, 1R
2F, 2R
3F, 3R
4F
5F
6F
LF, LR
actual gear and direction

left digit shows actual gear
right digit shows actual direction
F or R, no gear
Clutch Cutoff
F or R flashing
direction F or R selected while

turbine speed is too high
CAUTION gear will engage if turbine speed

drops
NN
not neutral, waiting for neutral after

power up or a severe fault
to engage a gear, first move shift selector to

neutral position and again to F or R position
**
oil temperature too low, no gear

available
warm up engine / transmission
*N
oil temperature low, only one gear

available
1 bar (special symbol)
manual mode 1st gear
2 bars
manual mode 2nd gear
3 bars
manual mode 3rd gear
4 bars
manual mode 4th gear and also 5th

and 6th gear in 6WG
4 bars and 2 arrows
automatic mode
Bars flashing
6 WG: converter lockup clutch open

4 WG: Downshift mode activ
difference of engine and turbine speed above

a certain limit and lockup clutch not activated
Spanner
at least one fault activ
select neutral to get fault code displayed
Fault code
see fault code list
WS
limp home gear
warning retarder temperature
WT
warning torque converter

temperature
Power Train
changes between actual gear/direction while

driving, in neutral only displayed if no fault is
detected (spanner)
warning sump temperature
WR
warm up engine / transmission

detected (spanner)

detected (spanner)
16
Description
Symbol
meaning
remarks
WE
warning high engine speed

detected (spanner)
WV
warning high output speed (velocity)

detected (spanner)
WL
warning high transmission input

torque (load)

detected (spanner)
WO
warning high transmission output

torque (load)

detected (spanner)
PN
direction F or R selected while

parking brake engaged
EE flashing
no communication with display
Power Train
17
transmission in neutral until parking brake is

released
CAUTION: vehicle starts to move after
release of parking brake
checked wiring from TCU to display
Description
Display during AEB-Mode

Symbol
meaning
remarks
PL
AEB -Starter is plugged at the

diagnostic plug
ST
AEB-Starter-button is pressed
KA..KE
KV, KR
Calibrating clutch KA..KE, KV or KR

resp.
_ and Kx
wait for start, initialization of clutch Kx,

x: 1, 2, 3, 4, V, R
and Kx
fast fill time determination of clutch Kx
= and Kx
compensating pressure determination

of clutch Kx
OK
calibration for all clutches finished
Transmissions stays in neutral, you have to

restart the TCU (ignition off/on) after
removing AEB-Starter
STOP
AEB canceled (activation stopped)

restart the TCU (ignition off/on)
STOP and Kx
AEB stopped, clutch Kx can't be

calibrated

Spanner and Kx
Kx couldn't be calibrated, AEB finished

engine speed too low,

raise engine speed
engine speed too high,

lower engine speed
T transmission oil temperature too low,

heat up transmission
T transmission oil temperature too high

cool down transmission
FT
transmission temperature not in

defined range during calibration

FB
operating mode not NORMAL or

transmission temperature sensor
defective or storing of Calibrated
values to EEPROM-has failed.

FO
Outputspeed_not_zero

FN
Shift lever not in Neutral position

FP
Parkbrake_not_applied

STOP
AEB -Starter was used incorrect or is

defective. Wrong device or wrong
cable used

Power Train
18
KA, KB for 2 gear transmission

KC, KD, KE for 3 gear transmission
Description
Display during Inchpedal Calibration

Symbol
meaning
remarks
IP
push down the pedal slowly until

endposition is reached and hold this
position
IP
Release the pedal slowly until

endposition is reached
IP blinkt
A problem occurred, release the pedal

slowly until endposition is reached
OK
Finished inchpedal calibration

successful
FN and Stop
Shift lever not in Neutral position
Calibration is aborted
FS and Stop
sensor supply voltage AU1 is out of the

specified range
FO and Stop
Outputspeed is not zero
SL and Stop
sensor voltage below specified rangel
SU and Stop
sensor voltage above specified rangel
IL and Stop
sensor position for released pedal out

of specified range
IU and Stop
sensor position for pressed pedal out

of specified range
TO and Stop
time-out calibration, pedal not moved

after calibration start
DL and Stop
angle between pedalpositions released

and pressed to small
DU and Stop
angle between pedalpositions released

and pressed to big
FI and Stop
sensor signal 1 and 2 don't match

together
Power Train
19
If the expected enposition could not be

reached, release the pedal and try again
Description
Definition of operating modes
TRANSMISSION-SHUTDOWN
NORMAL
There's no failure detected in the transmission-system
or the failure has no or slight effects on transmission
control. TCU will work without or in special cases with
little limitations. (see following table)
TCU has detected a severe failure that disables

control of the transmission.
TCU will shut off the solenoid valves for the clutches
and also the common power supply (VPS1).
Transmission shifts to Neutral. The park brake will
operate normally, also the other functions which use
ADM 1 to ADM 8.
SUBSTITUTE CLUTCH CONTROL

TCU can't change the gears or the direction under the
control of the normal clutch modulation.
TCU uses the substitute strategy for clutch control. All
modulations are only time controlled.
The operator has to slow down the vehicle. The

transmission will stay in neutral.
TCU-SHUTDOWN
LIMP-HOME
TCU has detected a severe failure that disables
control of system.
The detected failure in the system has strong

limitations to transmission control. TCU can engage
only one gear in each direction. In some cases only
one direction will be possible.
TCU will shift the transmission into neutral at the first
occurrence of the failure. First, the operator must shift
the gear selector into neutral position.
TCU will shut off all solenoid valves and also both
common power supplies (VPS1, VPS2).
The park brake will engage, also all functions are
disabled which use ADM 1 to ADM 8.
The transmission will stay in neutral.
If output speed is less than a threshold for neutral to

gear and the operator shifts the gear selector into
forward or reverse, the TCU will select the limp-home
gear .
If output speed is less than a threshold for reversal
speed and TCU has changed into the limp-home gear
and the operator selects a shuttle shift, TCU will shift
immediately into the limp-home gear of the selected
direction.
If output speed is greater than the threshold, TCU will
shift the transmission into neutral. The operator has to
slow down the vehicle and must shift the gear selector
into neutral position.
Power Train
20
Operation
Operation
Driving and shifting
Driving preparation and

maintenance
Neutral position
The neutral position is chosen via the gear selector.
After ignition ON, the electronics remain in waiting
mode. With the gear selector in NEUTRAL position or
by pressing the pushbutton NEUTRAL, the EST-65
gets ready for operation.
Now you can engage a gear.
Prior to putting the transmission into operation, take

care that the correct quantity of the specified oil grade
is filled in. At the initial filling of the transmission
special care is to be taken that the oil cooler, the
pressure filter and the pipes are getting filled with oil.
Due to these hollow spaces, the quantity of oil to be
filled in is larger than during later oil fillings in the
course of the usual maintenance service.
Starting
When starting the engine, the gear selector must
always be in NEUTRAL POSITION.
For safety reasons, we recommend to always securely
brake the vehicle with the parking brake prior to
starting the engine.
After engine start-off and preselection of driving
direction and gear, the vehicle can be moved by
accelerating.
At the start-off, the converter takes over the function of
a main clutch.
On flat terrain, start-off in higher gears is also possible.
Since the converter, the heat exchanger

which is installed into the vehicle, as well as
the pipes can empty into the transmission at
standstill, the oil level check must be
carried out at engine idling and
transmission at operating temperature
(see Chapter oil level check).
Upshifting under load

Upshifting under load is done when this enables the
vehicle to further accelerate.
For the oil level check, strict observance of

z the mandatory safety regulations
according to 6 of the Regulations
for the Prevention of Accidents for
Transmissions in Germany
z the respective national regulations in
all other countries
is imperative.
Downshifting under load

Downshifting under load is done when additional
tractive effort is required.
Upshifting in overrun condition
In the overrunning mode, the upshifting is suppressed
by accelerator pedal idling position if the speed of the
vehicle on a downhill gradient shall not be further
increased.
For example:
- The vehicle is to be secured against rolling
away by means of wheel chocks.
- Articulated vehicles are to be secured
additionally against unintentional turning-in.
Downshifting in overrun condition

Downshiftings in the overrun mode are done when the
vehicle shall be decelerated.
When the vehicle is stopped and is standing with
running engine and switched-on transmission, the
engine cannot be stalled. On level and horizontal
roadway the vehicle may start to crawl since the
engine generates a low drag torque via the converter
in idle position.
We recommend to securely brake the vehicle with the
parking brake at each stoppage.
In case of longer stops, shift the gear selector to
NEUTRAL POSITION.
Power Train
21
Operation
Release the parking brake when starting off. Our

experience with converter transmissions showed that
the omission of this quite normal operating step might
not be immediately noted since, due to its high ratio, a
converter can easily overcome the brake torque of the
parking brake.
Temperature increases in the converter oil and
overheated brakes will be the consequences which
can be detected at a later date only.
Towing
See Important Instructions on page 9.
Oil temperature
When the system is trouble-free and the vehicle is
operated properly, there will be no increased
temperatures. If the temperature rises above 120 C,
stop the vehicle, check for external oil loss and run the
engine at a speed of 1200 1500 min-1 in
transmission NEUTRAL POSITION.
During this process, the temperature must quickly
(within approx. 2 -3 minutes) drop to normal values.
If this is not the case, there is a trouble which must be
eliminated prior to continue working.
Gear selector in neutral position is not allowed at

increased vehicle speeds (above walking speed).
Promptly engage a suitable gear, or slow down the
vehicle immediately.
Cold start
At an oil temperature in the shifting circuit of < -12 C,
the transmission must be warmed up for some
minutes.
In addition, the oil temperature after the converter is

monitored by an indicator on the display or
analogously in the INFOCENTER.
This must be carried out in NEUTRAL at increased

engine speed (approx. 1500 min-1).
The electronics remain in NEUTRAL until this oil
temperature has been reached.
Operating temperature after the converter 65 C min.

and 100 C in continuous operation, short-term
increase up to 120 C max. is permissible.
The temperature is measured at the
measuring point 63
(see measuring points Table 4 of Annex)!
The display shows the symbol of the cold start

phase.
Displayed symbol :
You have the option to additionally install a

temperature sensor for monitoring the
operating temperature in the oil sump.
This temperature is indicated on the ZF
display or analogously in the INFOCENTER
(see Table 5 of Annex).
After the symbol on the display has extinguished, the

full driving program can be utilized out of "NEUTRAL":
Transmission control in
"Automatic" driving range
For detailed information on the design of the
gear selectors as well as the gears shifted in
the different driving ranges please refer to the
relating Vehicle Operating Instructions.
A manual intervention into the automatic shift
sequence only makes sense if this is required by the
roadway condition or the terrain configuration.
Stopping and parking

Due to the converter, there is no rigid connection from
the engine to the axle. When the driver wants to leave
the vehicle, we therefore recommend to secure the
vehicle against unintentional rolling away on uphill and
downhill gradients not only by pulling the parking
brake but additionally by means of a wheel chock.
Power Train
22
Operation
Maintenance
Oil grade
See Operation and Maintenance Manual.
Oil level check (measurements

only with running engine)
For the oil level check, strict observance of
z the mandatory safety regulations
according to 6 of the Regulations
for the Prevention of Accidents for
Transmissions in Germany
z the respective national regulations in
all other countries
is imperative.
For example
- The vehicle is to be secured against rolling
away by means of wheel chocks.
- Articulated vehicles are to be secured
additionally against unintentional turning-in.
The oil level check must be carried out as follows:
- Oil level check (weekly)
- Vehicle in horizontal position
- Transmission in neutral position N
- In the cold-start phase, the engine must be running
at idling speed for about 2 - 3 min. and the marking
on the oil dipstick must then be above the cold-start
level .COLD (see Figure No.: 4.2 B2).
- At operating temperature of the transmission (approx.
80C - 90C)
Figure No.: 4.2 B1
at engine idling,
all measurements are to be done at low
engine idling speed.
- Loosen oil dipstick by counterclockwise rotation,
remove and clean it.
- Insert oil dipstick slowly into the oil level tube until
contact is obtained and pull it out again.
- On the oil dipstick, the oil level must be within the
"HOT" range (see Figure No: 4.2 B2).
- Insert the dipstick once again and tighten it by
clockwise rotation.
Legend
1 = Oil filler tube with oil dipstick
2 = Mounting provision for oil filler tube with oil dipstick
(option)
3 = Oil drain plug 7/8 14 UNF 2B
4 = ZF filter
Oil dipstick
If, in operating temperature condition, the oil

level has dropped below the "HOT" range, it is
imperative to refill oil.
An oil level above the "HOT" marking leads to
an excessive oil temperature.
The oil dipstick and the oil filler tube can have
different lengths and shapes, depending on
the transmission version.
Power Train
Figure No.: 4.2 B2
23
Maintenance
Filter change
Oil and filter change intervals
When changing the ZF filter in the main oil stream,

pay attention that no dirt or oil sludge enters the circuit.
Furthermore, cover/protect the parking brake against
oil fouling.
Avoid any application of force when installing the filter.
The ZF filter must be replaced at every oil

change.
Oil change and oil fill quantity

The oil change must be carried out as follows:
- With the transmission at operating temperature and
the vehicle in horizontal position, open the oil drain
plug and drain the used oil.
- Clean the oil drain plug with magnetic insert as well
as the sealing surface on the housing and reinstall
plug with new O-ring.
- Fill in oil (approx. 24 liters).
The filter can be installed into the vehicle

remotely-mounted from the transmission!
Carefully treat the filter during installation,
transport and storage!
Damaged filters must not be reinstalled!
The filter has to be installed as follows:
- Slightly oil the seal
- Turn in the filter until contact with the sealing surface
is obtained, and then tighten it by hand with approx.
1/3 to 1/2 rotation.
- Fill in oil (approx. 17 liters).
Absolute cleanliness of oil and filter is

imperative!
In any case, the marking on the oil dipstick
is binding!
- Start the engine, idling speed
- Transmission in neutral position .N
- Refill oil up to .COLD marking
- Securely brake the vehicle and heat up the
transmission
- Shift through all gear selector positions
- Check the oil level once again and refill oil if required
- The oil level on the dipstick must be within
the .HOT range (see Figure No.: 4.2 B2)
clockwise rotation.
Absolute cleanliness of oil and filter is imperative!

In any case, the marking on the oil dipstick is binding!
- Start the engine, idling speed
- Transmission in neutral position N
- Refill oil up to COLD marking
- Securely brake the vehicle and heat up the
transmission
- Shift through all gear selector positions
- Check the oil level once again and refill oil if required
- The oil level on the dipstick must be within the
HOT range (see Figure No.: 4.2 B2)
clockwise rotation.
At the initial filling of the transmission special

care is to be taken that the oil cooler, the
pressure filter and the pipes are getting filled
with oil.
Due to these hollow spaces, the quantity of oil
to be filled in is larger than during later oil
fillings in the course of the usual maintenance
service.
At the initial filling of the transmission special

care is to be taken that the oil cooler, the
pressure filter and the pipes are getting filled
with oil.
Due to these hollow spaces, the quantity of oil
to be filled in is larger than during later oil
fillings in the course of the usual maintenance
service.
ZF recommends to start the AEB at each

oil change (see 1.5.3).
ZF recommends to start the AEB at each

oil change.
Power Train
24
Maintenance
Filter change
When changing the ZF filter in the main oil stream,
pay attention that no dirt or oil sludge enters the circuit.
Furthermore, cover/protect the parking brake against
oil fouling.
Avoid any application of force when installing the filter.
The filter can be installed into the vehicle
remotely-mounted from the transmission!
Carefully treat the filter during installation,
transport and storage!
Damaged filters must not be reinstalled!
The filter has to be installed as follows:
- Slightly oil the seal
- Turn in the filter until contact with the sealing surface
is obtained, and then tighten it by hand with approx.
1/3 to 1/2 rotation.
Power Train
25
Maintenance
Annex
1
Configuration
Installation sheet of direct mount -front view
Installation sheet of direct mount rear view
Measuring points, valves and connections
Oil circuit diagram (1st speed forward)
Power flow of forward and reverse gears
Controller DW-3 (Sample)
Fully-automatic control EST-65 (Sample)
Fault code list
Power Train
26
Annex
Table-1: Configuration
1. Flex plate for direct mount 2. Converter 3. Converter bell housing 4. Transmission pump
5. Clutch shaft KV 6. Input shaft / clutch shaft KR 7. Central shaft / input shaft PTO
8. Connection, PTO; coaxial, engine-dependent 9. Clutch shaft KD 10. Clutch shaft KE
11. Clutch shaft KC 12. Transmission housing - rear part 13. Transmission housing - front part
14. Output flange 15. Output shaft 16. Screen sheet
Power Train
27
Annex
Installation position of clutches
Transmission schematics
1. Flex plate for direct mount 2. Converter 3. Converter bell housing 4. Transmission pump
5. Clutch shaft KV 6. Input shaft / clutch shaft KR 7. Central shaft / input shaft PTO
8. Connection, PTO; coaxial, engine-dependent 9. Clutch shaft KD 10. Clutch shaft KE
11. Clutch shaft KC 12. Transmission housing - rear part 13. Transmission housing - front part
14. Output flange 15. Output shaft 16. Screen sheet
Power Train
28
Annex
Table-2: Installation Sheet of Direct Mount - Front View
1. Converter 2. Direct mount via flex plate 3. Converter bell housing 4. Transmission housing - front part
5. Transport bracket 6. Transmission housing - rear part 7. Filter head 8. Filter
9. Transmission mounting holes M16x15 10. Oil filler tube with oil dipstick
Power Train
29
Annex
Table-3: Installation Sheet of Direct Moun - Rear View
1. Filter head 2. Transport bracket 3. Oil filler tube with oil dipstick 4. Converter bell housing
5. Direct mount via flex plate 6. Transmission mounting holes M16x15 7. Oil drain plug 7/8 14 UNF 2B
8. Output flange MECH 6C 9. Identification plate 10. Connection PTO; coaxial, engine-dependent 11. Filter
Power Train
30
Annex
Table-4: Measuring Points, Valves and Connections

The marked items (eg 53) correspond with the items on Table-5!
Take measurements when the transmission has reached operating temperature (approx 80 -90 C)!
No
Denomination of item
Connection
Measuring points for pressure oil and temperature:

51
Before the converter - opening pressure
11+2 bar
M10x1
53
Reverse clutch
KR
16+3 bar
M10x1
55
Forward clutch KV
KV
16+3 bar
M10x1
56
Clutch
KD
16+3 bar
M10x1
57
Clutch
KE
16+3 bar
M10x1
58
Clutch
KC
16+3 bar
M10x1
63
Temperature after the converter 100 C; short-term 120 C
M14x1.5
64
Temperature sensor
M12x1.5
67
System pressure
16+3 bar
M10x1
Valves and connections:

10
Breather
10x1
15
Connection to wards heat exchanger
7/8 14 UNF
16
Connection from heat exchanger
7/8 14 UNF
68
Connection after ZF filter
9/16-18 UNF-2B
69
Connection before ZF filter
7/8 14 UN 2A
70
Converter safety valve (WSV)
71
Main pressure valve (HDV)

Inductive transmitters and speed sensor:
11
= Inductive transmitter
n Engine
M18x1.5
21
Inductive transmitter
n Turbine
M18x1.5
34
Speed sensor
n Output
47
Inductive transmitter
n Central gear train
Power Train
31
M18x1.5
Annex
Transmission schematics
Power Train
32
Annex
The following markings are cast in raised

characters on the rear side of the transmission
housing:
Denomination
Y1
Proportional valve Y1
Y2
Y3
Y4
Y5
AN / KR
Input / Clutch reverse
KV
Clutch forward
KC
Clutch KC
KD
Clutch KD
KE
Clutch KE
AB
Output
Encoding
Proportional valve under current
Driving direction
Forward
Reverse
Gear
Y1
Y2
Y3
Y4
Y5
KV
KC
KV
KD
KV
KE
Engaged clutch
KV
KR
KC
KD
KE
Curr No of meas points
55
53
58
56
57
Power Train
Engaged clutches
33
Annex
Table-5: Oil Circuit Diagram (1st Gear Forward)

The marked items (e.g. 53) correspond with the items on Table-4!
GF
GP
Q
FT
=
=
=
HVD
WSV
SKR
WT
Y1
Y2
Y3
Y4
Y5
KV
KR
KC
KD
KE
TCU
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
Coarse filter mesh size 800 mm

Transmission pump
45 l/min, at n engine = 1500 min-1;16+3 bar
Filter
Filtration ratio acc to ISO 4572:
30 20 10 15
Min filter surface:
2780 cm2
Min dust capacity acc to ISO 4572 :
19g
Main pressure valve (control pressure valve) 16+3 bar
Converter safety valve
11+2 bar
Lubrication of KR clutch
Heat exchanger (not included in ZF's delivery scope)
Proportional valve Y1 clutch KV
Proportional valve Y2 clutch KR
Proportional valve Y2 clutch KC
Proportional valve Y4 clutch KD
Proportional valve Y5 clutch KE
KV clutch - forward
KR clutch - reverse
KC clutch - 1st gear
KD clutch - 2nd gear
KE clutch - 3rd gear
Transmission control unit
Encoding
Druckregler unter Spannung
Driving direction
Gear
Y1
Vorwarts
Ruckwarts
Y2
Y3
Y4
Y5
Geschaltete Kupplung
KV
KR
KC
KD
KE
Lfd.-Nr.: der Messstellen
55
53
58
56
57
Power Train
34
Geschaltete
Kupplungen
KV
KC
KV
KD
KV
KE
KR
KC
KR
KD
KR
KE
Annex
Power Train
35
Annex
Table-6: Power Flow of Forward/Reverse Gears

1st gear forward
View -sense of rotation
KV
KV
AN
KR/PTO
AN/KR
KD
KD
KC
KE
KE
AB
KC
AB
2nd gear forward
3rd gear forward
KV
KV
AN/KR
AN/KR
KD
Power Train
KD
KC
KC
KE
KE
AB
AB
36
Annex
1st gear reverse
2nd gear reverse
KV
KV
AN/KR
AN/KR
KD
KD
KC
KC
KE
KE
AB
AB
3rd gear reverse
KV
AN/KR
KD
KC
KE
AB
Legend:
Drivingdirection
KV
KR
KC
KD
KE
AN
AB
=
=
=
=
=
=
=
Forwardclutch
Reverseclutch
1stgearclutch
2ndgearclutch
2rdgearclutch
Input
Output
Power Train
Forward
Reverse
37
Gear
Clutch
KV/KC
KV/KD
KV/KE
KR/KC
KR/KD
KR/KE
Annex
Table-7: Controller DW-3
Circuit Diagram Controller
S6
1 S4
1S5
2
SW
GN
BL
VI
AD3 (B3)
AD2 (B2)
AD1 (B1)
AD7 (KD)
X1
S1
3
S2
3
S3
RT
GR
GE
ED1 (+/VP)
1
2
1
2
RS
AD6 (N)
AD4 (VORWAERTS)
AD5 (RUECKWAERTS)
X2
Connection Diagram Controller
(+)
X2 : A
(+)
A2
B1
B2
B3
V
R
AS
X1 : C
X1 : B
X1 : A
X1 : B
X1 : C
X1 : D
K1
A1
K2
(-)
Coding Controller
AUSGABE
GANG
VORWAERTS
1
AD1 B1
AD2 B2
RUECKW
1
K1 = Relay starter interlock

K2 = Relay reversing lights
A1 = Electronic unit EST-37
A2 = Controller
KD
NEUTRAL
4
Legend:
AD3 B3
AD4
AD5
F
N
R
D
1
2
3
4
AD6 AS
AD7
Power Train
38
=
=
=
=
=
=
=
=
Forward
Neutral
Reverse
Mechanical neutral interlock
1stspeed
2ndspeed
3rdspeed
4thspeed
Annex
Table-8: Fully Automatic Control EST-65 (Sample)

ITEM
LEGEND
A1
Electric control unit EST-65
A2
Shift lever DW-3
A5
Diagnostics (interface)
A6
Display (optional)
A7
CAN interface (connector)
B1
Speed sensor -engine
B2
Speed sensor -turbine
B3
Speed sensor -central gear chain
B4
Speed sensor -output
B5
Hall angle sensor for inch pedal
F1
Fuse 75 A
F2
Fuse 75 A
S2
Switch enable clutch cut of
S3
Switch select Automatic/Manual
S31
Switch feedback parking brake
T1
After converter temperature sensor
Y1
Proportional valve KV
Y2
Proportional valve KR
Y3
Proportional valve KC
Y4
Proportional valve KD
Y5
Proportional valve KE
Power Train
39
Annex
<Sample>
Power Train
40
Annex
Table-9: Fault Code List

Fault
Code
(hex)
11
MEANING OF THE FAULT CODE

possible reason for fault detection
reaction of the TCU
possible steps to
repair
LOGICAL ERROR AT GEAR

RANGE SIGNAL
TCU detected a wrong signal
combination for the gear range
cable from shift lever to TCU is
broken
cable is defective and is contacted
to battery voltage or vehicle ground
shift lever is defective
TCU shifts
transmission to
neutral
OP-Mode:
transmission
shutdown
12
LOGICAL ERROR AT DIRECTION

SELECT SIGNAL
TCU detected a wrong signal
combination
for the direction
cable from shift lever to TCU is
broken
to battery voltage or vehicle ground
shift lever is defective
TCU shifts
transmission to
neutral
OP-Mode:
transmission
shutdown
check the cables from

TCU to shift lever
check signal
combinations of shift
lever positions F-N-R
25
S.C. TO BATTERY VOLTAGE OR

OC AT TRANSMISSION SUMP
TEMPERATURE
SENSOR INPUT
the measured voltage is too high:
to battery voltage
cable has no connection to TCU
temperature sensor has an internal
defect
connector pin is contacted to
battery voltage or is broken
no reaction,
TCU uses default
temperature
OP-Mode: normal
check the cable from

TCU to the sensor
check the connectors
check the
temperature sensor
26
S.C. TO GROUND AT
TRANSMISSION SUMP
TEMPERATURE SENSOR INPUT
the measured voltage is too low:
to vehicle ground
defect
vehicle ground
no reaction,
TCU uses default
temperature
OP-Mode: normal

TCU to the sensor
check the
temperature sensor
Power Train
check the cables from

TCU to shift lever
check signal
combinations of shift
lever positions for
gear range
remarks
failure cannot be
detected in
systems with
DW2/DW3 shift
lever
fault is taken back
if
TCU detects a
valid signal for the
position
41
fault is taken back

if TCU detects a
valid signal for the
direction at the
shift lever
Annex
Fault
Code
(hex)

reaction of the TCU
possible steps to
repair
27

OC AT RETARDER /
TORQUECONVERTER
the measured voltage is too high:
to battery voltage
defect
battery voltage or is broken
no reaction,
TCU uses default
temperature
OP-Mode: normal

TCU to the sensor
check the
temperature sensor
28
S.C. TO GROUND AT RETARDER /

TORQUECONVERTER
the measured voltage is too low:
to vehicle ground
defect
vehicle ground
no reaction,
TCU uses default
temperature
OP-Mode: normal

TCU to the sensor
check the
temperature sensor
2B
INCHSENSOR-SIGNAL MISMATCH
the measured voltage from CCO and
CCO2 signal dont match:
cable is defective
sensor has an internal defect
During inching
mode: TCU shifts to
neutral
While not inching:
no change
OP-Mode: normal

TCU to the sensor
check sensor
31

OC AT ENGINE SPEED INPUT
TCU measures a voltage higher than
7.00V at speed input pin
to battery voltage
speed sensor has an internal defect
battery voltage or has no contact
OP-Mode: substitute
clutch control

TCU to the sensor
check the speed
sensor
32
S.C. TO GROUND AT ENGINE

SPEED INPUT TCU measures a
voltage less than 0.45V at speed
input pin
cable / connector is defective and is
contacted to vehicle ground
OP-Mode: substitute
clutch control

TCU to the sensor
check the speed
sensor
Power Train
42
remarks
Annex
Fault
Code
(hex)

reaction of the TCU
possible steps to
repair
33
LOGICAL ERROR AT ENGINE

SPEED INPUT TCU measures a
engine speed over a threshold and
the next moment the measured
speed is zero
cable / connector is defective and
has bad contact
sensor gap has the wrong size
OP-Mode: substitute
clutch control

TCU to the sensor
check the speed
sensor
check the sensor gap
34

OC AT TURBINE SPEED INPUT
to battery voltage
OP-Mode: substitute
clutch control
if a failure is existing
at output speed,
TCU shifts to neutral
OP-Mode: limp
home

TCU to the sensor
check the speed
sensor
35
S.C. TO GROUND AT TURBINE

SPEED INPUT
TCU measures a voltage less than
OP-Mode: substitute
clutch control
at output speed,
OP-Mode: limp
home

TCU to the sensor
check the speed
sensor
36
LOGICAL ERROR AT TURBINE

SPEED INPUT
TCU measures a turbine speed over
a threshold and at the next moment
the measured speed is zero
has bad contact
OP-Mode: substitute
clutch control
at output speed,
OP-Mode: limp
home

TCU to the sensor
check the speed
sensor
37

OC AT INTERNAL SPEED INPUT
to battery voltage
OP-Mode: substitute
clutch control

TCU to the sensor
check the speed
sensor
Power Train
43
remarks
This fault is reset

after power up of
TCU
This fault is reset

after power up of
TCU
Annex
Fault
Code
(hex)

reaction of the TCU
possible steps to
repair
38
S.C. TO GROUND AT INTERNAL

SPEED INPUT
OP-Mode: substitute
clutch control

TCU to the sensor
check the speed
sensor
39
LOGICAL ERROR AT INTERNAL

SPEED INPUT
TCU measures a internal speed over
has bad contact
OP-Mode: substitute
clutch control

TCU to the sensor
check the speed
sensor
3A

O.C. AT OUTPUT SPEED INPUT
to battery voltage
special mode for

gear selection
OP-Mode: substitute
clutch control
at turbine speed,
OP-Mode: limp
home

TCU to the sensor
check the speed
sensor
3B
S.C. TO GROUND AT OUTPUT

SPEED INPUT
special mode for

gear selection
OP-Mode: substitute
clutch control
at turbine speed,
OP-Mode: limp
home

TCU to the sensor
check the speed
sensor
3C
LOGICAL ERROR AT OUTPUT

SPEED INPUT
TCU measures a output speed over
has bad contact
special mode for

gear selection
OP-Mode: substitute
clutch control
at turbine speed,
OP-Mode: limp
home

TCU to the sensor
check the speed
sensor
Power Train
44
remarks
This fault is reset

after power up of
TCU
This fault is reset

after power up of
TCU
Annex
Fault
Code
(hex)

reaction of the TCU
3E
OUTPUT SPEED ZERO DOESNT

FIT TO OTHER SPEED SIGNALS
if transmission is not neutral and the
shifting has finished,
TCU measures outputspeed zero
and turbine speed or internal speed
not equal to zero.
special mode for

gear selection
OP-Mode: substitute
clutch control
at turbine speed,
OP-Mode: limp
home
check the sensor

signal of output
speed sensor
of output speed
sensor
TCU to the sensor
54
VEHICLE1 TIMEOUT
Timeout of CAN-message Vehicle1
from display computer
interference on CAN-Bus
CAN wire/connector is broken
CAN wire/connector is defective
and has contact to vehicle ground
or battery voltage

NN (because of
shifting lever)
check vehicle
controller
check wire of CANBus
check cable to
vehicle controller
57
EEC1 TIMEOUT
Timeout of CAN-message EEC1
from EEC controller
interference on CAN-Bus
CAN wire/connector is broken
CAN wire/connector is defective
and has contact to vehicle ground
or battery voltage
OP-Mode: substitute
clutch control
check EEC controller

check wire of CANBus
check cable to EEC
controller
71
S.C. TO BATTERY VOLTAGE AT

CLUTCH KC the measured
resistance value of the valve is out of
limit, the voltage at KC valve is too
high
has contact to battery voltage
regulator has an internal defect

OP-Mode: limp
home
if failure at another
clutch is pending
OP-Mode: TCU
shutdown

TCU to the gearbox
from TCU to the
gearbox
check the regulator
resistance 1)
check internal wire
harness of the
gearbox
1)
72
S.C. TO GROUND AT CLUTCH KC

the measured resistance value of the
valve is out of limit, the voltage at KC
valve is too low
has contact to vehicle ground
has contact to another regulator
output of the TCU

OP-Mode: limp
home if failure at
another clutch is
pending
OP-Mode: TCU
shutdown

TCU to the gearbox
from gearbox to TCU
check the regulator
resistance 1)
check internal wire
harness of the
gearbox
1)
Power Train
45
possible steps to
repair
remarks
This fault is reset

after power up of
TCU
see chapter
Error! Reference
source not
found.
see chapter
Error! Reference
source not
found.
Annex
Fault
Code
(hex)

reaction of the TCU
possible steps to
repair
remarks
73
O.C. AT CLUTCH KC
valve is out of limit
has no contact to TCU

OP-Mode: limp
home
clutch is pending
OP-Mode: TCU
shutdown

TCU to the gearbox
from gearbox to TCU
check the regulator
resistance 1)
check internal wire
harness of the
gearbox
1)
74

CLUTCH KD/KA
valve is out of limit, the voltage at
KA/KD valve is too high.

OP-Mode: limp
home
clutch is pending
OP-Mode: TCU
shutdown

TCU to the gearbox
from gearbox to TCU
check the regulator
resistance 1)
check internal wire
harness of the
gearbox
1)
75
S.C. TO GROUND AT CLUTCH

KD/KA
KD/KA valve is too low.
output of the TCU

OP-Mode: limp
home
clutch is pending
OP-Mode: TCU
shutdown

TCU to the gearbox
from gearbox to TCU
check the regulator
resistance 1)
check internal wire
harness of the
gearbox
1)
76
O.C. AT CLUTCH KD/KA

valve is out of limit.

OP-Mode: limp
home
clutch is pending
OP-Mode: TCU
shutdown

TCU to the gearbox
from gearbox to TCU
check the regulator
resistance 1)
check internal wire
harness of the
gearbox
1)
77

CLUTCH KE/KB
KE/KB valve is too high.

OP-Mode: limp
home
clutch is pending
OP-Mode: TCU
shutdown

TCU to the gearbox
from gearbox to TCU
check the regulator
resistance 1)
check internal wire
harness of the
gearbox
1)
Power Train
46
see chapter
Error! Reference
source not
found.
see chapter
Error! Reference
source not
found.
see chapter
Error! Reference
source not
found.
see chapter
Error! Reference
source not
found.
see chapter
Error! Reference
source not
found.
Annex
Fault
Code
(hex)

reaction of the TCU
possible steps to
repair
remarks
78
S.C. TO GROUND AT CLUTCH

KE/KB
KE/KB valve is too low.
output of the TCU

OP-Mode: limp
home
clutch is pending
OP-Mode: TCU
shutdown

TCU to the gearbox
from gearbox to TCU
check the regulator
resistance 1)
check internal wire
harness of the
gearbox
1)
79
O.C. AT CLUTCH KE/KB

valve is out of limit

OP-Mode: limp
home
clutch is pending
OP-Mode: TCU
shutdown

TCU to the gearbox
from gearbox to TCU
check the regulator
resistance 1)
check internal wire
harness of the
gearbox
1)
84

CLUTCH KV
valve is out of limit, the voltage at KV
valve is too high.

OP-Mode: limp
home
clutch is pending
OP-Mode: TCU
shutdown

TCU to the gearbox
from gearbox to TCU
check the regulator
resistance 1)
check internal wire
harness of the
gearbox
1)
85
S.C. TO GROUND AT CLUTCH KV

valve is out of limit, the voltage at KV
valve is too low.
output of the TCU

OP-Mode: limp
home
clutch is pending
OP-Mode: TCU
shutdown

TCU to the gearbox
from gearbox to TCU
check the regulator
resistance 1)
check internal wire
harness of the
gearbox
1)
86
O.C. AT CLUTCH KV

OP-Mode: limp
home
clutch is pending
OP-Mode: TCU
shutdown

TCU to the gearbox
from gearbox to TCU
check the regulator
resistance 1)
check internal wire
harness of the
gearbox
1)
Power Train
47
see chapter
Error! Reference
source not
found.
see chapter
Error! Reference
source not
found.
see chapter
Error! Reference
source not
found.
see chapter
Error! Reference
source not
found.
see chapter
Error! Reference
source not
found.
Annex
Fault
Code
(hex)

reaction of the TCU
87

CLUTCH KR
valve is out of limit, the voltage at KR
valve is too high.

OP-Mode: limp
home
clutch is pending
OP-Mode: TCU
shutdown

TCU to the gearbox
from gearbox to TCU
check the regulator
resistance 1)
check internal wire
harness of the
gearbox
1)
88
S.C. TO GROUND AT CLUTCH KR

valve is out of limit, the voltage at KR
valve is too low.
output of the TCU

OP-Mode: limp
home
clutch is pending
OP-Mode: TCU
shutdown

TCU to the gearbox
from gearbox to TCU
check the regulator
resistance 1)
check internal wire
harness of the
gearbox
1)
89
O.C. AT CLUTCH KR

OP-Mode: limp
home
clutch is pending
OP-Mode: TCU
shutdown

TCU to the gearbox
from gearbox to TCU
check the regulator
resistance 1)
check internal wire
harness of the
gearbox
1)
B1
SLIPPAGE AT CLUTCH KC
TCU calculates a differential speed
at closed clutch KA If this calculated
value is out of range, TCU interprets
this as slipping clutch.
low pressure at clutch KC
low main pressure
wrong signal at internal speed
sensor
wrong signal at output speed
sensor
wrong size of the sensor gap
clutch is defective

OP-Mode: limp
home
clutch is pending
OP-Mode: TCU
shutdown
check pressure at
clutch KC
check main pressure
in the system
check sensor gap at
internal speed sensor
check sensor gap at
output speed sensor
check signal at
check signal at output
speed sensor
replace clutch
Power Train
48
possible steps to
repair
remarks
see chapter
Error! Reference
source not found.
see chapter
Error! Reference
source not found.
see chapter
Error! Reference
source not found.
Annex
Fault
Code
(hex)

reaction of the TCU
possible steps to
repair
B2
SLIPPAGE AT CLUTCH KD/KA

at closed clutch KB If this calculated
low pressure at clutch KD/KA
low main pressure
sensor
sensor
clutch is defective

OP-Mode: limp
home
clutch is pending
OP-Mode: TCU
shutdown
check pressure at
clutch KD/KA
check main pressure
in the system
check sensor gap at
check sensor gap at
output speed sensor
check signal at
speed sensor
replace clutch
B3
SLIPPAGE AT CLUTCH KE/KB

at closed clutch KE/KB If this
calculated value is out of range, TCU
interprets this as slipping clutch.
low pressure at clutch KE/KB
low main pressure
sensor
sensor
clutch is defective

OP-Mode: limp
home
clutch is pending
OP-Mode: TCU
shutdown
check pressure at
clutch KE/KB
check main pressure
in the system
check sensor gap at
check sensor gap at
output speed sensor
check signal at
speed sensor
replace clutch
B5
SLIPPAGE AT CLUTCH KV
at closed clutch KV If this calculated
low pressure at clutch KV
low main pressure
sensor
wrong signal at turbine speed
sensor
clutch is defective

OP-Mode: limp
home
clutch is pending
OP-Mode: TCU
shutdown
check pressure at
clutch KV
check main pressure
in the system
check sensor gap at
check sensor gap at
turbine speed sensor
check signal at
check signal at
replace clutch
Power Train
49
remarks
Annex
Fault
Code
(hex)

reaction of the TCU
possible steps to
repair
B6
SLIPPAGE AT CLUTCH KR
at closed clutch KR. If this calculated
low pressure at clutch KR
low main pressure
sensor
wrong signal at turbine speed
sensor
clutch is defective

OP-Mode: limp
home
clutch is pending
OP-Mode: TCU
shutdown
check pressure at
clutch KR
check main pressure
in the system
check sensor gap at
check sensor gap at
check signal at
check signal at
replace clutch
B7
OVERTEMP SUMP
TCU measured a temperature in the
oil sump that is over the allowed
threshold.
no reaction
OP-Mode: normal
cool down machine

check oil level
check temperature
sensor
B8
OVERTEMP CONVERTER
TCU measured a temperature in the
retarder oil that is over the allowed
threshold.
no reaction
OP-Mode: normal
cool down machine

check oil level
check temperature
sensor
B9
OVERSPEED ENGINE
retarder applies if
configured
OP-Mode: normal
BC
OVERSPEED OUTPUT
TCU messures an transmission
output speed above the defined
threshold
No reaction
OP-Mode: normal
C0
ENGINE TORQUE OR ENGINE

POWER OVERLOAD
TCU calculates an engine torque or
engine power above the defined
thresholds
OP-Mode: normal
C1
TRANSMISSION OUTPUT
TORQUE OVERLOAD
TCU calculates an transmission
output torque above the defined
threshold
OP-Mode: normal
C2
TRANSMISSION INPUT TORQUE

OVERLOAD
TCU calculates an transmission input
torque above the defined threshold
programmable :No
reaction or shift to
neutral
OP-Mode: normal
Power Train
50
remarks
Annex
Fault
Code
(hex)

reaction of the TCU
possible steps to
repair
remarks
C3
OVERTEMP CONVERTER
OUTPUT
TCU measured a oil temperature at
the converter ouput that is over the
allowed threshold.
no reaction
OP-Mode: normal
cool down machine

check oil level
check temperature
sensor
D1

POWER SUPPLY FOR SENSORS
TCU measures more than 6V at the
pin AU1 (5V sensor supply)
see fault codes no.

21 to 2C
check cables and

connectors to
sensors, which are
supplied from AU1
check the power
supply at the pin AU1
(should be appx. 5V)
fault codes no 21
to no. 2C may be
a reaction of this
fault
D2
S.C. TO GROUND AT POWER

SUPPLY FOR SENSORS
TCU measures less than 4V at the
pin AU1 (5V sensor supply)
see fault codes no.

21 to 2C
check cables and

connectors to
sensors, which are
supplied from AU1
check the power
supply at the pin AU1
(should be appx. 5V)
fault codes no 21
to no. 2C may be
a reaction of this
fault
D3
LOW VOLTAGE AT BATTERY

measured voltage at power supply is
lower than 10 V (12V device)
lower than 18 V (24V device)
shift to neutral
OP-Mode: TCU
shutdown
check power supply

battery
check cables from
batteries to TCU
check connectors
from batteries to TCU
D4
HIGH VOLTAGE AT BATTERY

measured voltage at power supply is
higher than 18 V (12V device)
higher than 325 V (24V device)
shift to neutral
OP-Mode: TCU
shutdown
check power supply

battery
check cables from
batteries to TCU
check connectors
from batteries to TCU
D5
ERROR AT VALVE POWER

SUPPLY VPS1
TCU switched on VPS1 and
measured
VPS1 is off or TCU switched off
VPS1 and measured VPS1 is still on
cable or connectors are defect and
are contacted to battery voltage
are contacted to vehicle ground
permanent power supply KL30
missing
TCU has an internal defect
shift to neutral
OP-Mode: TCU
shutdown
check fuse
check cables from
gearbox to TCU
check connectors
from gearbox to TCU
replace TCU
Power Train
51
Annex
Fault
Code
(hex)

reaction of the TCU
possible steps to
repair
D6
ERROR VALVE POWER SUPPLY

VPS2
TCU switched on VPS2 and
measured
VPS2 is off or TCU switched off
VPS2 and measured VPS2 is still on
are contacted to battery voltage
are contacted to vehicle ground
permanent power supply KL30
missing
TCU has an internal defect
shift to neutral
OP-Mode: TCU
shutdown
check fuse
check cables from
gearbox to TCU
check connectors
from gearbox to TCU
replace TCU
E3

DISPLAY OUTPUT
TCU sends data to the display and
measures allways a high voltage
level on the connector
cable or connectors are defective
and are contacted to battery
voltage
display has an internal defect
no reaction
OP-Mode: normal

TCU to the display
at the display
change display
E4
S.C. TO GROUND AT DISPLAY

OUTPUT
TCU sends data to the display and
measures allways a high voltage
level on the connector
cable or connectors are defective
and are contacted to vehicle
ground
display has an internal defect
no reaction
OP-Mode: normal

TCU to the display
at the display
change display
F1
GENERAL EEPROM FAULT

TCU can't read non volantile memoy
TCU is defective
no reaction
OP-Mode: normal
replace TCU often
F2
CONFIGURATION LOST
TCU has lost the correct
configuration and can't control the
transmission.
interference during saving data on
non volatile memory
TCU is brand new or from another
vehicle
transmission stay
neutral
OP-Mode: TCU
shutdown
Reprogramm the
correct configuration
for the vehicle (e.g.
with cluster
controller,)
F3
APPLICATION ERROR
something of this application is
wrong
transmission stay
neutral
OP-Mode: TCU
shutdown
replace TCU !!
Power Train
52
remarks
shown together
with fault code F2
This fault occurs

only if an test
engineer did
something wrong
in the application
of the vehicle
Annex
Fault
Code
(hex)

reaction of the TCU
possible steps to
repair
F5
CLUTCH FAILURE
AEB was not able to adjust clutch
filling parameters
One of the AEB-Values is out of
limit
transmission stay
neutral
OP-Mode: TCU
shutdown
check clutch
F6
CLUTCH ADJUSTMENT DATA

LOST OR INCHPEDAL
CALIBRATION DATA LOST
TCU was not able to read correct
clutch adjustment parameters
interference during saving data on
non volatile memory
TCU is brand new
default values = 0
for AEB
offsets used
OP-Mode: normal
no Inchmode
available
execute AEB
Power Train
53
remarks
TCU shows also

the affected clutch
on the Display
Annex

Power Transmission 3WG94

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Important Safety Information

Installation sheet of direct mount -front view

Installation sheet of direct mount rear view

Measuring points, valves and connections

Oil circuit diagram (1st speed forward)

Power flow of forward and reverse gears

Controller DW-3 (Sample)

Fully-automatic control EST-65 (Sample)

Fault code list

Stall torque ratio:

** = depending on vehicle type and application

Labeling of Identification Plate

Information on Spare Parts Ordering

You will find this information on the identification plate!

Operating mode of a hydrodynamic torque converter (schematic view)

Depending on the rate of reversal, a more or less high

The torque converter consists of 3 main parts:

Due to the reversal, a reaction torque is applied to the

Pump wheel turbine wheel stator (reaction

Therefore, the max. torque multiplication is generated

Pressure oil from the transmission pump is constantly

When the turbine speed reaches about 80% of the

The 5 clutches of the transmission are controlled via

A stator freewheel serves to improve the efficiency in

This creates spontaneous shiftings without tractive

The multi-speed reversing transmission in

The following criteria are considered during the

The gears, bearings and clutches are cooled and

The main pressure valve limits the max. control

For the transmission configuration and information on

The oil coming out of the converter is directed to a

The installation of the TCU is optional.

TCU installation position

For the protection from unintended start off, a Neutral

TCU installation dimensions

Electronic control unit TCU

Due to the great number of available TCUs,

Legend to Figure No. 1.6.2

1 = Inching pedal (option)

Due to the different configurations of

Description of basic functions

Gear determination depending on driving

Overall system of EST-65

Figure No.: 1.6.2

Automatic calibration of shifting

The AEB compensates tolerances (disk clearance and

Figure No.: 1.6.3

2. AEB start by operating elements on the vehicle.

In any case, the AEB cycle must be carried

When the transmission is operated, the paper

"Neutral" shift position

If the shifting quality deteriorates, ZF also

After replacement of the transmission or the

IPK (Inch Pedal Calibration -Inch Sensor

The AEB cycle takes approx. 3 to 4 minutes. The

Description of the fault codes for

This function is especially suitable for lift trucks.

The electrical inching is operated via a separate

After each readjustment of the inching linkage,

Figure No.: 1.7.2

Display during operation