Maintenance & Service Manual

TE27 / TE32
Powershift Transmission
4 Speed
Short Drop

SPICER OFF-HIGHWAY COMPONENTS

04/2005
CD-ROM: 8100101
MANUAL: 8100102
TOWING OR PUSHING

Before towing the vehicle, be sure to lift the rear wheels off the ground or disconnect the driveline to avoid damage
to the transmission during towing.

Note:

Because of the design of the hydraulic system, the engine cannot be started by pushing or towing.

©
Copyright DANA CORPORATION 1990. Unpublished material.
All rights reserved. Limited Distribution.
No part of this work may be reproduced in any form under any means without direct written permission of the DANA CORPORATION

TE27/32 4 SD 05/2004
FOREWORD

This manual has been prepared to provide the customer and the maintenance personnel with information and
instructions on the maintenance and repair of the SPICER OFF-HIGWAY PRODUCTS 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 principle of operation, troubleshooting and
adjustments, it is urged that the mechanic studies the instructions in this manual carefully and uses it as a refer-
ence when performing maintenance and repair operations.

Whenever repair or replacement of component parts is required, only SPICER OFF-HIGHWAY PRODUCTS ap-
proved 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 OFF-HIGHWAY PRODUCTS does not
warrant repair or replacement parts, nor failures resulting from the use of parts which are not supplied or ap-
proved by SPICER OFF-HIGHWAY PRODUCTS.

IMPORTANT

ALWAYS FURNISH THE DISTRIBUTOR WITH THE SERIAL AND MODEL NUMBER WHEN
ORDERING PARTS.

TE27/32 4 SD 05/2004
1 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 replacement parts are required, the parts must be replaced by spare parts which have the same
part number or with equivalent parts. DO NOT USE A SPARE PART OF LESSER QUALITY.

The service procedures recommended in this manual are effective methods for 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 spare part, service procedure or tool, which is not recommended by
SPICER OFF-HIGHWAY PRODUCTS, must first determine that neither his safety nor the safe operation of the
machine will be jeopardised by the spare part, service procedure or tool selected.

IMPORTANT

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 EXHAUS-
TIVE, BECAUSE IT IS IMPOSSIBLE TO WARN ABOUT ALL POSSIBLE HAZARDOUS CONSEQUENCES
THAT MIGHT RESULT FROM FAILURE TO FOLLOW THESE INSTRUCTIONS.

TE27/32 4 SD 05/2004 1-7

 2 CLEANING AND INSPECTION

TE27/32 4 SD 05/2004 2-8

Cleaning and Inspection & Legend symbols

2.1 CLEANING

Clean all parts thoroughly using solvent type cleaning fluid. It is recommended that parts be immersed in clean-
ing fluid and moved up and down slowly until all old lubricant and foreign material is dissolved and parts are
thoroughly cleaned.

CAUTION

CARE SHOULD BE EXERCISED TO AVOID SKIN RASHES, FIRE HAZARDS, AND INHALATION OF
VAPOURS WHEN USING SOLVENT TYPE CLEANERS.

2.1.1 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 thor-
oughly 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.

2.1.2 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 evaporation
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 cleaner.

CAUTION

CARE SHOULD BE EXERCISED TO AVOID INHALATION OF VAPOURS AND SKIN RASHES WHEN
USING ALKALI CLEANERS.

All parts cleaned must be thoroughly dried immediately by using moistere-free compressed air or soft lintless
absorbant wiping rags, free of abrasive materials such as metal fillings, contaminated oil or lapping compound.

2.2 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.

2.2.1 BEARINGS

Carefully inspect all rollers: cages and cups for wear, chipping, or nicks to determine fitness of bearings for fur-
ther 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.

TE27/32 4 SD 05/2004 2-9

Cleaning and Inspection & Legend symbols

2.2.2 OIL SEALS, GASKETS, etc.

Replacement of spring load oils seals, “O” rings, metal sealing rings, gaskets and snap rings is more economical
when the 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 lips of seals seriously impairs its efficiency.
When assembling new metal type sealing rings, these should be lubricated with a coat of chassis grease to
stabilise rings in their grooves for ease of assembly of mating members. Lubricate all “O” rings and seals with
recommended type Automatic Transmission Fluid before assembly.

2.2.3 GEARS & 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 spline-twisted, and that shafts are true.

2.2.4 HOUSINGS, COVERS, etc.

Inspect housings, covers and bearing caps to ensure that they are thoroughly clean and that mating surfaces,
bearing bores, etc... are free from nicks or burrs. Check all parts carefully for evidence of cracks or conditions
which would cause subsequent oil leaks or failures.

2.3 LEGEND SYMBOLS

TE27/32 4 SD 05/2004 2-10

 3 TECHNICAL SPECIFICATIONS

TE27/32 4 SD 04/2005 3-11

Technical specifications

3.1. IDENTIFICATION OF THE UNIT

1. Model and type of the unit

2. Serial number.

3.2. WEIGHT, DIMENSIONS, OIL CAPACITY

Weight (dry): 865 Kg [1903 lb]

Max. Length: 940 mm [37.0”]
Max. With: 665 mm [26.2”]
Max. Heigth: 970 mm [38.2”]

Oil capacity

60 liter [15.9 US Gallon] without cooler and hydraulic lines.

Consult Operator’s manual on applicable machine for system capacity.

TE27/32 4 SD 04/2005 3-12

Technical specifications

3.3 TIGHTENING TORQUES

3.3.1 Torque specifications for lubricated or plated screw threads

TE27/32 4 SD 04/2005 3-13

Technical specifications
3.3.1 Torque specifications for lubricated or plated screw threads (continued)

TE27/32 4 SD 04/2005 3-14

Technical specifications

3.3.2 Elastic stop nut torque

3.3.3 Torque tables for plugs (“o”-ring ports)

3.3.4 Torque tables for pipe plugs

3.3.5 Permanent metric plug torque chart

TE27/32 4 SD 04/2005 3-15

Technical specifications
3.4 PRESSURE & TEMPERATURE SPECIFICATIONS

• Normal operating temperature 70 - 120°C [158 - 248F] measured at temperature check port to cooler
(port 71 or port 32 **).

• Maximum allowed transmission temperature 120°C [248 F].

• Transmission regulator pressure (*) - (neutral) - port 31 (**).

- at 600 RPM min. 17 bar [246.5 PSI] minimum.
- at 2650 RPM : 225.5 bar [369.8 PSI] maximum.

• Pump flow (*)

- System pump flow: 100.5 l/min [26.34 GPM] at 1973 RPM.
- Lube pump flow: 85.1 l/min [22.48 GPM] at 1973 RPM.

• Clutch pressures (*)

- 1st clutch: port 41 (**).
- 2nd clutch: port 42 (**).
- 3rd clutch: port 43 (**).
- forward clutch: port 45 (**).
- reverse clutch: port 46 (**).

at 2200 RPM :
- 21.5 - 25.5 bar [311.8 - 369.8 PSI] clutch activated.

• Filter bypass valve set at 4.1 to 4.5 bar(*) [59.4 to 65.2 PSI].

• Lube pressure (*) (port 34b) - 1.76 - 2.64 bar [25.5 - 38.2 PSI] at 73 l/min. [19.2 GPM] converter flow.

• Internal total leakage at 1000 engine RPM

Fwd/Rev: 4l/min. [1 GPM]
1st: 10.5l/min [2.7 GPM]
2nd-3rd-4th: 4l/min [1 GPM]

• Safety valve : cracking pressure (*) 9.0 bar [130.5 PSI].

• To cooler (converter out) pressure (*) (port 32) 5 bar min. (72.5 PSI) at 2000 RPM and max. 8.5 bar
(123.0 PSI) at no load governed speed).

(*) All pressures and flows to be measured with oil temperature of 82 - 93° C ( 180 - 200F).
(**) Refer to section troubleshooting for check port identification.

TE27/32 4 SD 04/2005 3-16

Technical specifications
3.5 ELECTRICAL SPECIFICATIONS

• Electronic controlled modulation valves:

VFS 2nd/4th - VFS 1st/3rd - VFS Fwd - VFS Rev.
coil resistance : 4.35 ± 0.35 Ω at 25°C [77°F].

• On/Off Solenoids:
Total neutral and 1st/3rd & 2nd/4th range solenoid:
coil resistance : 12V - 28 ± 2 Ω at 20°C [68°F].
coil resistance : 24V - 87 ± 2 Ω at 20°C [68°F].

• Speed sensor :
- type: magneto resistive sensor.
- sensing distance: 0 - 1,8 mm [0” - 0.07”].
- Sensor signal: generates a square current with a fixed amplitude changing between 7 and 14 mA.

3.6 HYDRAULIC COOLER LINES SPECIFICATIONS

• Minimum 32 mm [1.25”] internal diameter for lines and fittings.

• Suitable for operation from ambient to 120° C [248° F] continuous operating temperature.
• Must withstand 30 bar [435PSI] continuous pressure and with 45 bar [652PSI] intermittent surges.
• Conform SAE J1019 and SAE J517,100RI.

TE27/32 4 SD 04/2005 3-17

4 MAINTENANCE

T27/32 4 SD 05/04 4-18

Maintenance
4.1. OIL SPECIFICATION

4.1.1 RECOMMENDED LUBRICANTS

• Dexron* III, viscosity at 40° C [104° F]: 33 - 38 cSt

100° C [212° F]: 7 - 8 cSt

SUMP PREHEATERS

Preheat the transmission fluid to the mimimum temperature for the oil viscosity used before engine startup.

4.1.2 NORMAL OIL CHANGE INTERVAL

Drain and refill system every 1000 hrs for average environmental and duty cycle conditions. Severe or
sustained high operating temperature or very dusty atmospheric conditions will result in accelerated
detioration or contamination. Judgement must be used to determine the required change intervals for extreme
conditions.

Drain and refill system as follows (drain with oil at 65 - 93° C [150 - 200 F°])
1. Drain transmission.
2. Remove and discard filter. Install new filter.
3. Refill transmission to FULL mark.
4. Run engine at 500 - 600 RPM to prime convertor and lines.
5. Recheck level with engine running at 500 - 600 RPM and add oil to bring level to LOW mark.
When oil temperature is hot 82.2 - 93.3 °C (180- 200 F) make final oil level check and adjust if
necessary to bring oil level to FULL mark.

Note

IT IS RECOMMENDED THAT OIL FILTER BE CHANGED AFTER 100 HOURS OF OPERATION ON NEW, REBUILT OR
REPAIRED UNIT.

EXTENDED OIL CHANGE INTERVAL

Extended oil service life may result when using synthetic fluids. Appropriate change intervals should be
determined for each transmission by measuring oil oxidation and wear metals over time, to determine a
baseline. Wear metals analysis can provide useful inforamtion but a transmission should not be removed from
service based solely on this analysis.

FILTERS

Service oil filter element intervals

100hrs first time
Then every 1000 hrs under normal envirronmental and duty cycle conditions.

4.2 MAINTENANCE INTERVALS

4.2.1 DAILY

Check oil level daily with engine running at idle (600 RPM) and oil at 82 - 93 °C (180-200 F).
Maintain oil level at full mark.

* DEXRON is a registered trademark of GENERAL MOTORS CORPORATION

T27/32 4 SD 05/04 4-19
Maintenance
4.2.2 CLUTCH CALIBRATION

EVERY 2000HRS PERFORM AUTOMATIC CLUTCH CALIBRATION

4.3 SERVICING MACHINE AFTER COMPONENTS OVERHAUL

The transmission, torque converter, and its allied hydraulic system are important links in the driveline 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 complete.
After the overhauled 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 element.

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.

IMPORTANT
DO NOT USE FLUSHING COMPOUNDS FOR CLEANING PURPOSES.

5. Reassemble all components and use only type oil recommended for lubrication section.
Fill transmission through filler opening until fluid comes up to the oil level check port.

Run engine 2 minutes at 500+600 R.P.M. to prime torque converter and hydraulic lines.
Recheck level of fluid in transmission with engine running at idle (500-600 R.P.M.).

Add quantity necessary to bring fluid level to oil level check port.

Recheck with hot oil (180-200 F) 82-93° C.

6. Recheck all drain plugs, lines, connections, etc., for leaks and tighten where necessary.

T27/32 4 SD 05/04 4-20

5 INSTALLATION DETAILS

TE27/32 4 SD 05/2004 5-26

Installation details

5.1 CONVERTER DRIVE COUPLING

Measure the “A” dimension (bolt circle diameter) and order drive plate kit listed below.

Note three (3) kits have (2) intermediate drive plates and one (1) drive plate and weld nut assembly.
Three (3) kits with three intermediate drive plates.

 $2)6%0,!4%!.$
7%,$.54!33%-",9

A
A
"/,4#)2#,%$)! "/,4#)2#,%$)!
"!#+).'2).'  ).4%2-%$)!4%$2)6%0,!4%3 "!#+).'2).'  ).4%2-%$)!4%$2)6%0,!4%3

“A” Dimension (Bolt circle diameter) “A” Dimension (Bolt circle diameter)

• 15” (381.0 mm) diameter • 15” (381.0 mm) diameter

• 16” (406.4 mm) diameter • 16” (406.4 mm) diameter

• 17” (431.8 mm) diameter • 17” (431.8 mm) diameter

Each kit will include the following parts: Each kit will include the following parts:
• 2 Intermediate drive plates • 3 Intermediate drive plates
• 1 Drive plate and weld nut assembly • 1 Backing ring
• 1 Backing ring • 6 Mounting screws
• 6 Mounting screws • 6 Lock washers
• 6 Lock washers • 1 Instruction sheet
• 1 Instruction sheet

Position drive plate and weld nut assembly on torque converter assembly with welded nuts toward converter.
Align intermediate drive plates and backing ring with holes in torque converter assembly.

Note:

TWO DIMPLES 180° APART IN BACKING RING MUST BE OUT (TOWARD THE ENGINE FLYWHEEL).
Install cap screws and washers. Tighten 40 - 50 Nm [30 to 37 lbft] torque.

TE27/32 4 SD 05/2004 5-27

Installation details

5.2 TRANSMISSION TO ENGINE INSTALLATION )/<:+((/+286,1* 02817

',$/,1',&$725
PROCEDURE +(5(

1. Remove all burrs from flywheel mounting face and nose

pilot bore. Clean drive plate surface with solvent. (1*,1(

2. Check engine flywheel & housing for conformance to

standard SAE No. 3 per SAE J927 and J1033 tolerance )/<:+((/
specifications for pilot bore size, pilot bore runout and 3,/27%25(

mounting face flatness. Measure and record engine

crankshaft end play (Fig. 1).
)/<:+((/
3. Install two 63,50 mm (2.50”) long transmission to
flywheel housing 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 (Fig. 2). )/<:+((/+286,1* &219(57(5+286,1*

*4. Install a 101,60 mm (4.00”) long drive plate locating

stud .3750-24 fine thread in a drive plate nut. Align the
locating stud in the drive plate with the flywheel drive plate
mounting screw hole positioned in step No. 3. 678'

5. Rotate the transmission torque converter to align the

locating stud in the drive plate with the flywheel drive plate
mounting screw hole positioned in step No. 3. Locate $/,*1,1*
678'6
transmission on flywheel housing.
)/<:+((/ '5,9(
Aligning drive plate to flywheel and transmission to 3/$7(

flywheel housing guide studs. Install transmission to

flywheel housing screws. Tighten screws to specified ),*
torque. Remove transmission to engine guide studs.
Install remaining screws and tighten to specified torque. 63(&,$/678':$6+(5$1'
6(/)/2&.187)851,6+('
*6. Remove drive plate locating stud. )/<:+((/+286,1* %<(1*,1(0$18)$&785(5

7. Install drive plate attaching screw and washer. Snug

screw but do not tighten. Some engine flywheel
housings have a hole located on the flywheel housing )/<:+((/
circumference in line with the drive plate screw access
hole. A screwdriver or pry bar used to hold the drive ,03(//(5
plate against the flywheel will facilitate installation of &29(5

the drive plate screws. Rotate the engine flywheel and

install the remaining seven (7) flywheel to drive plate ,17(50(',$7(
attaching screws. Snug screws but do not tighten. '5,9(3/$7(6

After all eight (8) screws are installed.

Torque each one according to torque specifications. This
will require tightening each screw and rotating the engine ),* ),*
flywheel until the full amount of eight (8) screws have been
tightened to specified torque.
3/$7(672%(,167$//('
8. Measure engine crankshaft end play after transmission :,7+&21&$9(6,'(
72:$5'(1*,1()/<:+((/
has been completely installed on engine flywheel. This
value must be within 0,025 mm (0.001”) of the end play
recorded in step No. 2.
* Does not apply to units having 3 intermediate drive plates.
See Fig.4.
),*

TE27/32 4 SD 05/2004 5-28

Installation details

5.3 EXTERNAL PLUMBING

to remote filter 1
remote filter 1

from pump 1

from remote filter 1

from transmission to cooler
remote filter 2
cooler

from cooler to
transmission

from remote filter 2

5.3.1 Cooler & filter lines specifications

• Minimum 25.4 mm [1.0 inch] internal diameter for lines and fittings.
• Suitable for operation from ambient to 120° C [248° F] continuous operating temperature.
• Must withstand 30 bar [435psi] continuous pressure and with 40 bar [652 psi] intermittent surges.
• Conform SAE J1019 and SAE J517,100RI.

TE27/32 4 SD 05/2004 5-29

 Ä

TE27/32 4 SD
Installation details

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5.4 SPEED SENSOR INSTALLATION

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5-30
Installation details
5.4 SPEED SENSOR INSTALLATION (CONTINUED)

Pin 2 Pin 1

The magneto resistive sensor generates a square wave current with a fixed amplitude changing between 7 mA
and 14 mA. The sensor has an integrated AMP superseal 2 pin connector. The two pins are numbered 1 and 2.
Following table shows the relation between wire colour, pin number and connection.

COLOUR PIN NUMBER FUNCTION CONNECTION

BROWN 1 Current input Hot wire

BLUE 2 Current output Ground wire

Pin 3 Pin 1

Pin 2

The magneto resistive sensor generates a square wave current with a fixed amplitude changing between 7 mA
and 14 mA. The sensor has an integrated AMP superseal 3 pin connector. The pins are numbered 1,2 and 3.
Following table shows the relation between wire colour, pin number and connection.
COLOUR PIN NUMBER FUNCTION CONNECTION

RED 1 Current input Hot wire

BLUE 2 Current output Ground wire
GREEN 3 Temp. input Hotwire

Note

THE SENSOR WIRES HAVE A POLARITY.

BE SURE TO CORRECTLY OBSERVE SENSOR POLARITIES, AS WRONG CONNECTIONS WILL DEACTIVATE THE SENSOR !

TE27/32 4 SD 05/2004 5-31

6 TRANSMISSION OPERATION

TE27/32 4 SD 05/2004 6-6-32

Transmission Operation
6.1 THE TRANSMISSION ASSEMBLY

Basically the transmission is composed of five main assemblies:

1. The converter, pump drive section and pressure regulating valve.
2. The input shaft and directional clutches.
3. The range clutches.
4. The output section.
5. The transmission control valve.

FWD 3RD

REV 2ND 1ST

4TH

TE27/32 4 SD 04/2005 6-6-33

Transmission Operation
6.1.1 The converter, pump drive section and pressure regulating valve

Engine power is transmitted from the engine flywheel to the impeller 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, that picks up fluid at its centre and discharges it at the outer diameter.
The torque converter turbine is mounted opposite the impeller and is connected to the turbine shaft of the torque
converter. This element receives fluid at its outer diameter and discharges it at its centre.
The reaction member of the torque converter is located between and at the centre of the inner diameters of the
impeller and turbine elements. Its function is to take the 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.

This recirculation will make the converter to multiply torque.

The torque multiplication is function of the blading (impeller, turbine and reaction member) and the converter out-
put speed (turbine speed). The converter will multiply engine torque to its designed maximum multiplication ratio
when the turbine shaft is at zero RPM (stall).

Therefore we can say that as the turbine shaft is decreasing in speed, the torque multiplication is increasing.

The hydraulic pump is connected with the pump drive gear. This pump drive gear is driven by the impeller hub
gear. Since the impeller hub gear is connected with the impeller cover, the pump speed is in direct relation with
the engine speed.

FWD 3RD

REV 2ND 1ST

4TH

CONVERTER SECTION CONTROL VALVE

TE27/32 4 SD 04/2005 6-6-34

Transmission Operation
6.1.2 The input shaft and directional clutches
The turbine shaft driven from the turbine transmits power to the directional clutches (fwd/rev.).
These clutches consist of a drum with internal splines and a bore to receive a hydraulic actuated piston.
The piston is oil tight by the use of sealing rings. The steel discs with internal splines, and friction discs with
external splines, are alternated until the required total is achieved.

A back-up plate is then inserted and secured with a retainer ring. A hub with outer diameter splines is inserted
into the splines of discs with teeth on the inner diameter. The discs and hub are free to increase in speed or
rotate in the opposite direction as long as no pressure is present in that specific clutch.
To engage the clutch, the solenoid will direct oil under pressure through tubes and passages to the selected
clutch shafts.

Oil sealing rings are located on the clutch shafts. These rings direct the oil through a drilled passage in the shaft
to the desired clutch.

Pressure of the oil forces the piston and discs against the back-up plate. The discs with splines on the outer
diameter clamping against discs with teeth on the inner diameter enables the drum and hub to be locked
together and allows them to drive as one unit.

When the clutch is released, a return spring will push the piston back and oil will drain back via the shift spool,
the bleed valve or holes in the clutch piston into the transmission sump.

These bleed valves will only allow quick escape of oil when the pressure to the piston is released.

(The engagement of all range and directional clutches is modulated and electronically controlled.). This means
that clutch pressure is built up gradually. This will enable the unit to make forward, reverse shifts while the
vehicle is still moving and will allow smooth engagement of drive.

3RD
FWD

REV 2ND 1ST

4TH

INPUT SECTION

TE27/32 4 SD 04/2005 6-6-35

Transmission Operation
6.1.3 The range clutches
Once a directional clutch is engaged power is transmitted to the range clutches.
Operation and actuation of the directional clutches is similar to the range clutches.
The engagement of the directional clutches is modulated.

3RD
FWD

REV 2ND 1ST

4TH

RANGE CLUTCH-
6.1.4 The output section
With a range clutch engaged, power is finally transmitted to the output shaft.
Output rotation is the opposite to input rotation when the forward clutch is engaged.

3RD
FWD

REV 2ND 1ST

4TH

OUTPUT SECTION

TE27/32 4 SD 04/2005 6-6-36

Transmission Operation
6.2 THE TRANSMISSION CONTROLS (REFER TO HYDRAULIC DIAGRAM)

The transmission is controlled by an APC200 box. This unit has a microprocessor that receives certain inputs
(gear selector position, speed senors,...), which are processed and will give output signals to the control valve.

Operation of the valve

Regulated pressure 22.5 - 25.5 bar [326 - 370 PSI] is directed to the total neutral shift spool and the pressure
reducer that will decrease the pressure to 10 bar [145 psi].
This reduced pressure will be used to supply the variable force solenoids (VFS), total neutral solenoid, 3rd/1st
solenoid and 4th/2nd solenoid.

When activated the VFS will give an output pressure curve from 0 to 6 bar [0-87PSI] proportional to a current
from 1000mA to 0 mA. The pressure intensifiers with a ratio of 3.5:1 will multiply this pressure curve so that
a curve from 0 to 20 bar [290 PSI] is available for each directional and range clutches. Between each VFS a
pressure intensifier is placed and an accumulator to dampen any hydraulic vibration.

Directional selection
When a direction (forward or reverse) is selected, the total neutral solenoid is activated and the required
directional VFS will provide a pressure rise from 0 to 6 bar. The directional clutch is then fed with modulated
pressure supplied through the pressure intensifier.

Range selection
When 1st clutch is selected, the 3rd/1st and 4th/2nd solenoids are activated. The 1st/3rd VFS will provide a
pressure curve from 0 to 6 bar. The pressure intensifier will multiply this pressure and will feed 1st clutch via the
activated 3rd/1st spool.

When 2nd clutch is selected, the 3rd/1st VFS will decrease pressure from 6 to0 bar, thus releasing the 1st clutch
in a controlled fashion. At the same time the 4th/2nd VFS will provide a pressure curve from 0 to 6 bar. This
pressure is fed to the 2nd clutch via the pressure intensifier, which will provide clutch overlap.
When the shift is finalized the 3rd/1st solenoid is deactivated.

When 3rd clutch is selected the 3rd/1st solenoid is not activated. The 1st/3rd VFS will provide a pressure curve
from 0 to 6 bar and will feed the 3rd clutch via a pressure intensifier and the deactivated 3rd/1st spool. At the
same time the 4th/2nd VFS will decrease pressure from 6 to 0 bar providing clutch overlap.
When the shift is finalized the 4th/2nd solenoid is deactivated.

When 4th clutch is selected, the 4th/2nd VFS will provide a pressure curve from 0 to 6 bar and will feed 4th
clutch via a pressure intensifier and the deactivated 4th/2nd spool. At the same time the 3rd/1st VFS will de-
crease pressure from 6 to 0 bar providing the clutch overlap.

Neutral selection
When neutral is selected (1st, 2nd, 3rd or 4th) the total neutral solenoid is activated and the VFS's for forward
and reverse are fed by a 1000mA current which will result in a 0 bar output. Thus providing 0 bar pressure to the
forward and reverse clutch. The range clutches 1st, 2nd, 3rd or 4th remain activated by their respective VFS.

Total neutral selection

Total neutral is only selected by the APC200 in case a severe error is detected which will cause a shutdown.
When total neutral is selected, the total neutral solenoid is not activated and as a result no pressure is supplied
to the pressure intensifiers.

TE27/32 4 SD 04/2005 6-6-37

Transmission Operation
Pressure switch
The control valve also has a pressure switch installed between the total neutral shift spool and the pressure
intensifiers supply. This switch has 2 functions:

1 It will verify that a minimum pressure of 12 bar to the various pressure intensifiers is supplied only
when the total neutral solenoid is activated. This information is an input of the APC200 box and if pressure is
detected below 12 bar the controller will put the transmission in total neutral which causes a shutdown.

2 It will verify if only 1 direction clutch and 1 range clutch is activated when the shift is finalized. I
detection is made that 2 direction clutches or 2 range clutches are hydraulically activated, it will provide an input
signal to the APC200 which will put the transmission in total neutral which causes a shutdown.

6.3 ELECTRIC SOLENOID CONTROLS

Transmission gear Activated On/Off Activated VFS's Activated clutches
Solenoids Full Current)
Forward 4 Neutral Reverse, 1st/3rd Forward, 4th
Forward 3 Neutral Reverse, 2nd/4th Forward, 3rd
Forward 2 Neutral, 2nd/4th Reverse, 1st/3rd Forward, 2nd
Forward 1 Neutral, 1st/3rd, 2nd/4th Reverse, 2nd/4th Forward, 1st

Neutral 4 Neutral Forward, Reverse, 1st/3rd 4th

Neutral 3 Neutral Forward, Reverse, 2nd/4th 3rd
Neutral 2 Neutral, 2nd/4th Forward, Reverse, 1st/3rd 2nd
Neutral 1 Neutral, 1st/3rd Forward, Reverse, 2nd/4th 1st

Reverse 4 Neutral Forward, 1st/3rd Reverse, 4th

Reverse 3 Neutral Forward, 2nd/4th Reverse, 3nd
Reverse 2 Neutral, 2nd/4th Forward, 1st/3rd Reverse, 2nd
Reverse 1 Neutral, 1st/3rd, 2nd/4th Forward, 2nd/4th Reverse, 1st

TE27/32 4 SD 04/2005 6-6-38

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6.5 GEAR AND CLUTCH LAY-OUT

ut
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TE27/32 4 SD 04/2005 6-6-57

7 TROUBLESHOOTING GUIDE

TE27/32 4 SD 04/2005 7-58

Troubleshooting guide
The following information is presented as an aid to isolate and determine the specific problem area in a
transmission that is not functioning correctly.

When troubleshooting a “transmission” problem, it should be kept in mind that the transmission is only the
central unit of a group of related powertrain components. Proper operation of the transmission depends on the
condition and correct functioning of the other components of the group.

Therfore, to properly diagnose a suspected problem in the transmission, it is necessary to consider the
transmission fluid, charging pump, torque converter, transmission assembly, oil cooler, filter, connecting lines
and controls, including the engine as a complete system.

By analysing the principles of operation together with the information in this section, it should be possible to
identify and correct any malfunction which may occur in the system.

7.1 THE TRANSMISSION

TE27/32 powershift transmission with torque converter troubles fall into four general categories:
1. Mechanical problems
2. Hydraulical problems
3. Electrical problems
4. Controller problems

In addition to the mechanical and electrical components, all of which must be in proper condition and functioning
correctly, the correct functioning of the hydraulic circuit is most important. Transmission fluid is the “life blood”
of the transmission. It must be supplied in an adequate quantity and delivered to the system at the correct
pressures to ensure converter operation, to engage and hold the clutches from slipping, and to cool and
lubricate the working components.

7.2 THE INPUT SHAFT AND DIRECTIONAL CLUTCHES

7.2.1 Stall test

A stall test identifies transmission, converter or engine problems.

Use the following procedure:

1. Put the vehicle against a solid barrier, such as a wall and/or apply the parking brake, block the wheels.
2. Put the directional control lever in FORWARD (or REVERSE, as applicable).
3. Select the highest speed.
With the engine running, slowly increase engine speed to approximately one-half throttle and hold
until transmission (converter outlet) oil temperature reaches the operating range. 70°C [158° F]
4. Once the oil temperature reaches 70° C [158° F] check max. stall speed at full throttle in all gears. The
figure obtained should be within 50 RPM as mentioned in the vehicle handbook and should be equal in all
gears. Between gears allow the converter outlet temperature to cool down. to 70° C [158° F] by selecting
neutral.
If max. stall speed measured is below specifications, it could indicate an engine or converter problem.
If max. stall speed measured is above specifications, it could indicate slipping clutches.

CAUTION
DO NOT OPERATE THE CONVERTER AT STALL CONDITION LONGER THAN 30 SECONDS AT ONE TIME, SHIFT TO
NEUTRAL FOR 15 SECONDS AND REPEAT THE PROCEDURE UNTIL DESIRED TEMPERATURE IS REACHED.

EXCESSIVE TEMPERATURE 120° C [250° F] MAXIMUM WILL CAUSE DAMAGE TO TRANSMISSION CLUTCHES, FLUID,
CONVERTER AND SEALS.

TE27/32 4 SD 04/2005 7-59

Transmission Operation

7.2.2 Transmission pressure checks

Transmission problems can be isolated by the use of pressure tests. When the stall test indicates slipping
clutches, then measure clutch pack pressure to determine if the slippage is due to low pressure or clutch
plate friction material failure.
In addition, converter charging pressure and transmission lubrication pressure can also be measured.

7.2.3 Mechanical and electrical checks

Prior to checking any part of the system for hydraulic function (pressure testing), the following mechanical
and electrical checks should be made:
• Check the parking brake and inching pedal for correct adjustment.
• Be sure all lever linkage is properly connected and adjusted in each segment and at all con-
necting points.
• The controls are actuated electrically. Check the wiring and electrical components.
• Be sure that all components of the cooling system are in good condition and operating correctly.
The radiator must be clean to maintain proper cooling and operating temperatures for the engine and
transmission. Air clean the radiator, if necessary.

7.2.4 Hydraulic checks

Also, before checking the transmission clutches, torque converter, charging pump and hydraulic circuit for
pressure and rate of flow, it is imporatant to make the following transmission fluid check:

• Check oil level in the transmission. The transmission fluid must be at the correct (full level).

• All clutches and the converter and its fluid circuit lines must be fully charged (filled) at all times.

Note:

THE TRANSMISSION FLUID MUST BE AT OPERATING TEMPERATURE OF 82 - 93° C [180 - 200° F] TO

OBTAIN CORRECT FLUID LEVEL AND PRESSURE READINGS.

DO NOT ATTEMPT TO MAKE THESE CHECKS WITH COLD OIL.

To raise the oil temperature to this specification it is necessary to either operate (work) the vehicle or run
the engine with converter at “stall” (refer to 6.2.1 “stall test”).

Caution:

BE CAREFULL THAT THE VEHICLE DOES NOT MOVE UNEXPECTEDLY WHEN OPERATING THE ENGINE AND
CONVERTER AT STALL RPM.

7.2.5 Controller (APC200): Please refer to functional description

TE27/32 4 SD 04/2005 7-60

Transmission Operation

7.3 TROUBLESHOOTING GUIDE

Refer to the following troubleshooting guide for the diagnosis of typical transmission troubles

7.3.1 Low clutch pressure

Cause Remedy

1. Low oil level. 1. Fill to proper level.

2. Clutch pressure regulating valve stuck open. 2. Clean valve spool and housing.
3. Faulty charging pump. 3. Replace pump.
4. Broken or worn clutch shaft or piston sealing rings. 4. Replace sealing rings.
5. Clutch piston bleed valve stuck open. 5. Clean bleed valve thoroughly.
6.3.2 Low charging pump output flow

Cause Remedy

1. Low oil level. 1. Fill to proper oil level.

2. Suction screen clogged. 2. Clean suction screen.
3. Defective charging pump. 3. Replace charging pump.

7.3.3 Overheating

Cause Remedy

1. Worn oil sealing rings 1. Remove, disassemble and rebuild converter

assy.
2. Worn charging pump. 2. Replace charging pump.
3. Low oil level. 3. Fill to proper level.
4. Dirty oil cooler. 4. Clean cooler.
5. Restriction in cooler lines. 5. Change cooler lines.

7.3.4 Noisy converter

Cause Remedy

1. Worn charging pump. 1. Replace charging pump.

2. Worn or damaged bearings. 2. A complete disassembly will be necassary to
determine which bearing is faulty.

7.3.5 Lack of power

Cause Remedy

1. Low engine RPM at converter stall. 1. Tune engine, check governor.

2. See “Overheating” and make same checks. 2. Make corrections as explained in “Overheating”.

TE27/32 4 SD 04/2005 7-61

Transmission Operation
7.4 CHECK POINTS

Port 42
Pressure check port
2nd clutch

Port 46
Pressure check port
Rev. clutch

Port 34b Port 44

Pressure check port Pressure check port
Lube 4th. clutch

FRONT VIEW Plug - Magnetic drain

M22 x 1.5 UNI

Port 16b
From remote filter 1

Port 32
Pressure check port
To cooler

Temperature switch

Port 43
Pressure check port
3rd clutch

REAR VIEW

TE27/32 4 SD 04/2005 7-62

Transmission Operation

7.4 CHECK POINTS (continued)

Port 11
Port 31
To cooler
Pressure check port
Regulator
Port 37
Pressure check port
Convertor in Engine speed
sensor

Port 45
Pressure check port
Fwd clutch
Clutch drum
gear
speed sensor Port 12
Output speed sensor From cooler

Turbine speed sensor

Metric flange for dip-

stick dia 25.4mm 4 Mounting holes
M20 x 2.5 THD
RIGHT VIEW 30mm DEEP

Port 41
Pressure check port
1st clutch

Oil level check port

¼ NPT
LEFT VIEW

TE27/32 4 SD 04/2005 7-63

Transmission Operation
7.4 CHECK POINTS (continued)

Port 13b Port 13a

To remote filter To remote filter
from pump 2 from pump 1

Oil fill hole

¾-14NPTF

TOP VIEW

TE27/32 4 SD 04/2005 7-64

Transmission Operation
7.4 CHECK POINTS (continued)

Checkpoint 31b ............. System pressure (before Total Neutral)

Checkpoint 53/51 .......... VFS 4th/2nd
Checkpoint 52/50 .......... VFS 3rd/1st
Checkpoint 54 ............... VFS FWD
Checkpoint 55 ............... VFS REV
Checkpoint 56 ............... System pressure (After Total Neutral)
Checkpoint 57 ............... Pilot pressure
Checkpoint 58 ............... Pressure check range clutches
Checkpoint 59 ............... Pressure check direction clutches
Checkpoint 66/61 .......... Pressure Intensifier 4th/2nd
Checkpoint 60/62 .......... Pressure Intensifier 1st/3rd
Checkpoint 64 ............... Pressure Intensifier FWD
Checkpoint 65 ............... Pressure Intensifier REV






 











E


TE27/32 4 SD 04/2005 7-65

TE 27/32 Assembly instructions

20 21
19

17 18

15 16

2 1 3

5 4

7
6

10
8 11

12 9 13

14

TE27/32 4 SD 12/2002 9-6

TE 27/32 Assembly instructions

Disassembly of the control valve.

Make sure that the aera oround the valve is clean and that no foreign material can enter the control
valve during disassembly. Refer to "Cleaning and Inspection" pages.

Unscrew the 4 hex bolts (marked red with white numbers on the drawing) until you feel that the bolts is
loose. Do not remove the bolt.

Unscrew the 17 other hex bolts until all hex bolts are handloose. You should be able to move the valve
slightly.
Remove 2 hex bolts and replace with aligning studs.
Now remove the remaining loose bolts and remove the valve.

Reinstalling the valve

Using aligning studs install valve and a new gasket. Handtighten all bolts (21 pieces) in the sequence as
on the drawing (page 8-6).
9
Torque all bolts in the same sequence to 20-25 Nm [14.7-18-5Lbs.ft.]

TE27/32 4 SD 12/2002 9-7

TE32 16 pin circular connector wiring color code and solenoid locations

Note: Pin 14 – common ground for speed selector solenoids.

Pin 16 – not used.
TE 27/32 troubleshooting guide
7.6 SPEED SENSOR - STATIC STANDALONE TEST

In order to be able to sense the currents, a series resistor of e.g. 200 Ω must be used. This resistor is
integrated in the controller, but when the sensor is to be used, it must be connected externally.

The idea is to connect the sensor to an external power source and measure the DC voltage across the
series resistor.

The voltage reading should be either 1.2V (from the 7mA ± 1mA current level) or 2.6 - 3.0V (for the
14mA ± 1mA current level).

If the teeth can be moved slowly, distinct toggling between the two levels should be noticed.

TE27/32-4-SD 12/2002 7-9

 793 Controller Pin Assignments

Wire No. Pin Function Description Fault No. Mode Trans cable
A01 1 A1 PPWR Permanent Battery Plus 30
A02 2 B1 VFS0+ / ANO0 Fwd VSF Hi side out 70 3 green
A03 3 C1 VFS0- / ANO0 Fwd VSF Lo side in 70 Limp Home 4 green
A04 4 D1 VFS1+ / ANO1 2nd/4th VFS Hi side out 71 1 blue
A05 5 E1 VFS1- / ANO1 2nd/4th VFS Lo side in 71 Limp Home 2 blue
A06 6 F1 VFS2+ / ANO2 Rev VFS Hi side out 72 7 red
A07 7 G1 VFS2- / ANO2 Rev VFS Lo side in 72 Limp Home 8 red
A08 8 H1 VFS3+ / ANO3 1st/3rd VFS Hi side out 73 5 yellow
A09 9 J1 VFS3- / ANO3 1st/3rd VFS Lo side in 73 Limp Home 6 yellow
A10 10 K1 DO0 RSP Drive Solenoid + (redundant shutdown path) 20/80 Shut-down 9 black
A11 11 A2 ANI0 Pressure feedback 50 Shut-down 11 white
A12 12 B2 DIGIN0 Shift lever 1-2 41
A13 13 C2 DIGIN1 Shift lever 2-3 41
A14 14 D2 DIGIN2 Shift lever 3-4 41
A15 15 E2 DO1 2nd/4th VFS selector 81 Limp Home 12 yellow
A16 16 F2 DO2 1st/3rd VFS selector 82 Limp Home 13 orange
A17 17 G2 DIGIN3 Shift lever NEU
A18 18 H2 DIGIN4 Shift lever FWD 40
A19 19 J2 DIGIN5 Shift lever REV 40
A20 20 K2 DO3 RSP Drive Solenoid - (total neutral valve) 83 Shut-down 10 black
A21 21 A3 GND Supply ground
A22 22 B3 SS0+ Drum speed sensor+ 60
A23 23 C3 SS0- Drum speed sensor- 60 Limp Home
A24 24 D3 SS1+ Output speed sensor+ 61
A25 25 E3 SS1- Output speed sensor- 61 Limp Home
A26 26 F3 SS2+ Engine speed sensor+ 51/62
A27 27 G3 SS2- Engine speed sensor- 51/62 Limp Home
A28 28 H3 ANI1 Transmission temperature (engine RPM) 51
A29 29 J3 ANI2 Cooler input temperature 43/52
A30 30 K3 GND Signal ground 15 white (A20)
B01 31 L1 VFS4+ / ANO4 Engine control motor A 74
B02 32 M1 ANI4 5V Reference voltage out (power to pot sensors) 54
B03 33 N1 VFS5+ / ANO5 Engine servo motor B 75
B04 34 P1 ANI5 Engine servo pos. input 0-5V 55
B05 35 R1 VFS6+ / ANO6 Analog brake valve 76
B06 36 S1 ANI6 Accelerator pedal analog input 0-5V 56
B07 37 L2 CANL CAN Lo
B08 38 M2 CANH CAN Hi
B09 39 N2 RXD RS232 RXD
B10 40 P2 TXD RS232 TXD / speedo out
B11 41 R2 SS3 Turbine speed sensor+ 63
B12 42 S2 SPWR Switched Battery Plus
B13 43 L3 DIGIN6 Inching enable switch
B14 44 M3 DIGIN7 Manual / automatic selection
B15 45 N3 DIGIN8 Parking brake On/Off
B16 46 P3 DIGIN9 NA
B17 47 R3 ANI3 Brake pedal analog input 0-5V 53
B18 48 S3 SGND VFS Signal ground 14 white (E2/F2)
 793 Controller Pin Assignments

Wire No. Pin Function Description Fault No. Mode Trans cable
A11 11 A2 ANI0 Pressure feedback 50 Shut-down 11 white
A28 28 H3 ANI1 Transmission temperature (engine RPM) 51
A29 29 J3 ANI2 Cooler input temperature 43/52
B17 47 R3 ANI3 Brake pedal analog input 0-5V 53
B02 32 M1 ANI4 5V Reference voltage out (power to pot sensors) 54
B04 34 P1 ANI5 Engine servo pos. input 0-5V 55
B06 36 S1 ANI6 Accelerator pedal analog input 0-5V 56
B08 38 M2 CANH CAN Hi
B07 37 L2 CANL CAN Lo
A12 12 B2 DIGIN0 Shift lever 1-2 41
A13 13 C2 DIGIN1 Shift lever 2-3 41
A14 14 D2 DIGIN2 Shift lever 3-4 41
A17 17 G2 DIGIN3 Shift lever NEU
A18 18 H2 DIGIN4 Shift lever FWD 40
A19 19 J2 DIGIN5 Shift lever REV 40
B13 43 L3 DIGIN6 Inching enable switch
B14 44 M3 DIGIN7 Manual / automatic selection
B15 45 N3 DIGIN8 Parking brake On/Off
B16 46 P3 DIGIN9 NA
A10 10 K1 DO0 RSP Drive Solenoid + (redundant shutdown path) 20/80 Shut-down 9 black
A15 15 E2 DO1 2nd/4th VFS selector 81 Limp Home 12 yellow
A16 16 F2 DO2 1st/3rd VFS selector 82 Limp Home 13 orange
A20 20 K2 DO3 RSP Drive Solenoid - (total neutral valve) 83 Shut-down 10 black
A21 21 A3 GND Supply ground
A30 30 K3 GND Signal ground 15 white (A20)
A01 1 A1 PPWR Permanent Battery Plus 30
B09 39 N2 RXD RS232 RXD
B18 48 S3 SGND VFS Signal ground 14 white (E2/F2)
B12 42 S2 SPWR Switched Battery Plus
A23 23 C3 SS0- Drum speed sensor- 60 Limp Home
A22 22 B3 SS0+ Drum speed sensor+ 60
A25 25 E3 SS1- Output speed sensor- 61 Limp Home
A24 24 D3 SS1+ Output speed sensor+ 61
A27 27 G3 SS2- Engine speed sensor- 51/62 Limp Home
A26 26 F3 SS2+ Engine speed sensor+ 51/62
B11 41 R2 SS3 Turbine speed sensor+ 63
B10 40 P2 TXD RS232 TXD / speedo out
A02 2 B1 VFS0+ / ANO0 Fwd VSF Hi side out 70 3 green
A03 3 C1 VFS0- / ANO0 Fwd VSF Lo side in 70 Limp Home 4 green
A04 4 D1 VFS1+ / ANO1 2nd/4th VFS Hi side out 71 1 blue
A05 5 E1 VFS1- / ANO1 2nd/4th VFS Lo side in 71 Limp Home 2 blue
A06 6 F1 VFS2+ / ANO2 Rev VFS Hi side out 72 7 red
A07 7 G1 VFS2- / ANO2 Rev VFS Lo side in 72 Limp Home 8 red
A08 8 H1 VFS3+ / ANO3 1st/3rd VFS Hi side out 73 5 yellow
A09 9 J1 VFS3- / ANO3 1st/3rd VFS Lo side in 73 Limp Home 6 yellow
B01 31 L1 VFS4+ / ANO4 Engine control motor A 74
B03 33 N1 VFS5+ / ANO5 Engine servo motor B 75
B05 35 R1 VFS6+ / ANO6 Analog brake valve 76
 TE Transmission Porting Type List 110509

Port No. Description Port Type TE13/17 TE27/32

11 To cooler (25 mm split flange) X X
12 From cooler (25 mm split flange) X X
13a To remote filter 1 to pump 1 (25 mm split flange) X
13b To remote filer 2 to pump 2 (25 mm split flange) X
16a Return remote filter 2 (25 mm split flange) X
16b Return remote filter 1 (25 mm split flange) X
31 (b) Check port - regulator M10 x 1, O-ring X X
32 Check port – converter out M12 x 1.5, O-ring X X
33 Check port – from cooler M10 x 1, O-ring X
34 Check port – lube pressure M22 x 1.5, O-ring X X
35 Check port – pump pressure M12 X 1.5, O-ring X
36 Check port – solenoid M10 x 1, O-ring X
37 Check port - converter inlet M10 x 1, O-ring X X
41 Check port – 1st clutch M10 x 1, O-ring X X
1/8 – 27, NPTF
42 Check port – 2nd clutch X X
M10 x 1, O-ring
43 Check port – 3rd clutch M10 x 1, O-ring X X
M12 X 1.5, O-ring
44 Check port – 4th clutch X
M10 x 1, O-ring
45 Check port – Fwd clutch M12 X 1.5, O-ring X X
1/8 – 27, NPTF
46 Check port – Rev clutch X X
M10 x 1, O-ring
50/52 Check port - VFS 3rd / 1st M10 x 1, O-ring X X
53/51
Check port - VFS 4th / 2nd M10 x 1, O-ring X X
(49/51)
54 Check port - VFS Fwd M10 x 1, O-ring X X
55 Check port - VFS Rev M10 x 1, O-ring X X
System pressure (after total M10 x 1, O-ring
56 X
neutral)
57 Check port - pilot pressure M10 x 1, O-ring X
58 Check port – range clutches M10 x 1, O-ring X
59 Check port – direction clutches M10 x 1, O-ring X
60/62 Check port – Intensifier 3rd / 1st M10 x 1, O-ring X
64 Check port – Intensifier Fwd M10 x 1, O-ring X
65 Check port – Intensifier Rev M10 x 1, O-ring X
66/61 Check port – Intensifier 4th / 2nd M10 x 1, O-ring X

Transmission ports come plugged, remove plug and insert testing adaptor.

Terminals/ New Jersey