Design and Fuction

IMPACT 3.
0 Wednesday, 31 August 2016
Chassis ID Path
40/Description, Design and function/FM9, VT2206PT/Gearbox, hydraulic
Model Identity
FM9 124062155
Publish date Operation No.

Thursday, 28 May 2009
Powertronic, design and function

Powertronic is a fully automatic gearbox with electronic control and is available in a 5 or 6speed variant with or
without a retarder. VT1605PT is 5speed.
The gearbox control unit (TECU) exchanges information with the gear selector control unit (GECU) and the vehicle's
other control units to be able to regulate the gear changes in an optimal way.
The gearbox consists of a hydraulic torque converter with a direct clutch, socalled Lockup, a number of planetary
gears where the gear wheels are continuously engaged, brakes that lock the different parts in the planetary gears,
forward clutch, reverse clutch and an electronically controlled control system that monitors and regulates the gear
changing function.
On gear changing the different planetary gear parts connect together with the help of the clutch discs. Due to this gear
changing can occur without the gearbox being disengaged from the engine. This is called gear changing without loss of
power (Powershift). The driver can choose between different programs for varying driving conditions.
The hydraulic torque converter gears up the engine torque which gives the vehicle a very high traction when starting,
At the same time the Powertronic is gentle to the vehicle since the engine is always running in its best engine speed
range and the hydraulic torque converter absorbs all the jerkiness in the powertrain.
The torque converter is equipped with a direct clutch (Lock up) which locks the turbine rotor and the pump impeller to
each other. The direct clutch, which is connected to all the gears, gives low running costs through high efficiency and
low fuel consumption.
Powertronic is designed for heavy transport, for instance work on construction sites and refuse applications.
The transmission ratio range gives in the lowest gear a high traction when starting which is advantageous when driving
offroad. The highest gear however is high geared (1:1), which gives lower fuel consumption when driving on main
roads.
Data link system
Volvo Truck Corporation's new vehicle electronic system in based on the principal that all communication between the
control units in the system is to pass through two data links.
The vehicle's main components are equipped with their own control units which are connected to the data links so as to
be able to communicate with each other.
COPYRIGHT Copyright Volvo Parts Corporation

The information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.
1 / 35
IMPACT 3.0 Wednesday, 31 August 2016
General information
Communication between the different control units together with reports from control units to the diagnostics socket
and instruments is achieved through data links SAE J1939 and SAE J1708.
Note that the illustration shows the principle for how the control units, diagnostics socket and instruments are
connected to the data links.
Instruments, vehicle control unit, engine control unit and diagnostics socket are always included in the system. Other
more specific control units are dependant on the current market, vehicle model and vehicle specifications.
SAE J1939 (Control link)
The system control signals are sent via this very fast link.
SAE J1708 (Information link)
The information link is connected to the electronic control units, diagnostics socket and instrument panel. The link
carries information and diagnostic signals.
The information link keeps the system status continually updated and available for read-out.
The instrument display is used by the Powertronic system to be able to show gear position, selected gear, possible
gear shifts, button status, and the system status through the use of fault codes.
The vehicle control unit gives the Powertronic system information about the status of the parking brake along with the
vehicle speed and desired retarder torque.
The engine control unit is used mainly when changing gear to be able to control engine speed and engine torque.
The braking system control unit is mainly used to disengage the retarder function in the event of the wheels locking.
The gear selector control unit is used to detect gear position and the shift mode.
The transmission electronic control unit and Retarder electronic control unit are used to control the transmission and
the retarder respectively.
For further information concerning Volvo's new vehicle electronics system, refer to Service Bulletin Vehicle electronics
'98, Group 000.
Instrument
cluster
MID 140
Display
MID 171
Vehicle
control unit
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Diagnostics MID 144

socket

Engine
control unit
MID 128
SAE J1708 Control SAE

unit J1939
air springs
MID 150
Control
unit
Braking
system
MID 136
Gear
selector
control unit
MID 223
Gearbox
control unit
(Retarder
control
unit)
MID 130
(MID 222)
Airbag
control unit
MID 232

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Theft
security
control unit
MID 163
Control
unit
(Expansion
capability)
Powertronic, General information
The gearbox is divided into sections (AE). The front section (A) contains the torque converter with Lockup clutch.
The oil pump and power takeoff are in (B). Behind the pump in section (C) is the retarder. In section (D) are the
discclutches that are called K1 and K2 along with a multidisc brake called B1. In section (E) there are 4 or 5 planetary
gears and 3 or 4 multidisc brakes B2 to B5, depending on whether it is a 5 or 6speed variant.
Main components
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The gearbox consists of the following main components:
Torque converter (section A)

Transfers power from the engine to the gearbox. The torque converter is equipped with a direct clutch called
Lockup, which mechanically connects the engine flywheel to the gearbox.
Through shaft (section AE)
The shaft comprises the input, main and output shafts.
Retarder (section C)
Hydraulically brakes the gearbox input shaft. It therefore provides extra braking force. This type of retarder is
also called a primary retarder.
Forward/reverse clutches (section D) Connects the turbine shaft with the main shaft or tubular shaft or both at
the same time depending on which gear is engaged.
Brakes (section DE)
Locks parts of the planetary gears to the gearbox casing.
Planetary gears (section E)
In various combinations give differing gear ratios.
Control system
With valves that control the flow of oil and the oil pressure to the gearbox clutches and brakes as well as
pressure for the torque converter and lubricant.
Control system
With gearbox control unit (TECU) and gear selector control unit (GECU) together with other controls and
sensors.
Low gear

5 / 35
In the rear section of the 6speed variant there is a low gear adapter marked (A). The 5speed variant has one
planetary gear and one brake less than the 6speed. The rear endplate and output shaft have a different design than
the 6speed variant.
Transmission, 5speed variant
The following components in the 5speed variant transmit power through the gearbox:
1. Pump impeller
2. Turbine rotor
3. Leading wheel
4. Turbine shaft
5. Forward clutch (K1)
6. Reverse clutch (K2)
7. Main shaft
8. Tubular shaft
9. Output shaft
Transmission, 6speed variant

6 / 35
The following components in the 6speed variant transmit power through the gearbox:
1. Pump impeller
2. Turbine rotor
3. Leading wheel
4. Turbine shaft
5. Forward clutch (K1)
6. Reverse clutch (K2)
7. Main shaft
8. Tubular shaft
9. Output shaft
Torque converter

7 / 35
The small illustration shows the torque converter, which consists of a pump impeller (A), a turbine rotor (B) that is
connected to the turbine shaft (C) and a leading wheel (D). The space (E) between the pump impeller and the turbine
rotor is filled with fluid. The pump impeller is fastened to the engine flywheel (F). When the flywheel starts rotating, the
vanes of the pump impeller force the oil to flow in the direction of the arrow. The flow of oil from the pump impeller
passes over the turbine rotor and makes it rotate in the same direction as the pump impeller.
The leading wheel, which is located between the pump impeller and the turbine rotor, is fitted with a freewheel so that
it can rotate freely in one direction. The vanes on the leading wheel direct the flow of oil from the turbine rotor to the
pump impeller vanes.
The torque converter provides smooth transmission ofpower from the engine to the gearbox. The power is transferred
to the turbine shaft (C) hydraulically or via the direct clutch. Some of the engine driving power is transferred directly via
the pump impeller (A) and intermediate gear (1) to the power takeoff and to the gear box oil pump (3) via the drive
sleeve (2), which is fitted in the torque converter.

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Lockup clutch
To prevent losses in the torque converter when it is not required, e.g. when driving at constant speed, the pump
impeller is locked together with the turbine rotor by a direct clutchdisc called Lockup (see the arrows). Lockup is
engaged when the control unit senses the correct speed from the sensors.
The lockup function is adaptive selflearning, which means that the engagement time (filling time) is automatically
adapted with respect to wear and manufacturingtolerances.
Sensor (7070) for engine speed is located against the power takeoff wheel (PTO).
Sensor (7076) for turbine speed is fitted against the K1 drum (may not be present on earlier models).
Sensor (758) detects the speed of the output shaft for the gearbox control unit.
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Sensor (7052) detects the speed of the output shaft for the tachograph.
Power takeoff
There are two types of clutch dependant power takeoff for the Powertronic gearboxes. Power takeoff PTPT 1:1 is
used for the propeller shaft drive and PTPTHD for the directmounted hydraulic pump.
Function
From the torque converter (1), the driving power is transmitted via the gearwheel (2) to the idler gear (3). The idler gear
transfers the power to a gear (4) in the power takeoff which via the disc clutch (5) drives the output shaft (6) and the
companion flange/hydraulic pump (7).
The power takeoff is lubricated and cooled effectively with oil from the gearbox. Oil is pressed up through passages in
the gearboxhousing to the power takeoff.
The power takeoff is engaged and disengaged with a switch on the dashboard.
The switch affects a solenoid valve that opens or closes the supply of oil from the gearbox. When the switch is turned
on, the solenoid valve (8) opens the flow of oil from the gearbox to the clutch disc (5).
Oil presses together the discs in the disc clutch so that the driving power is transmitted from the input gear (4) in the
power takeoff via the disc clutch to the output shaft (6).
Power takeoff PTPT 1:1

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Power takeoff PTPTHD
Power takeoff disengaged
Power takeoff engaged
Retarder

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The retarder (A) for Powertronic is integrated in the gearbox behind the power takeoff and is governed with hand
control 1122, which affects the retarder valve (RRV) hydraulically. The hand control has five different positions for
governing the braking force. The control is connected to the vehicle control unit, which via the control link, transmits
signals to the retarder system. The retarder control unit puts a control signal to a PWM valve, which in turn affects the
retarder valve with oil pressure (PRS).
Activation and regulation now takes place via the vehicle control unit (VECU), see service information Auxiliary Brake.
(B) is illustrating a gearbox without retarder.
Retarder valve RRV

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The retarder consists of the following components:
1. Retarder stator (turbine rotor)

2. Piston
3. Retarder rotor (pump impeller)
4. Backing plate
The stator is fastened to the gearbox casing while the retarder rotor rotates with the forward clutch K1. The backing
plate acts as a support for the rotor. When the piston is activated, the space between the rotor and the stator is filled
with oil and the pressure increases. Since the stator cannot rotate, the flow of oil created by the rotor will be hindered.
This will cause the rotor to slow down and thereby the entire vehicle.
As the oil pressure between the rotor and the stator increases, so will the braking torque. The PWM valve (6018) opens
the retarder valve RRV, which hydraulically governs the retarder. The retarder valve (RRV) is located on the outside of
the gearbox
See illustration T4014174 Fig. .

.
When the retarder control in the cab is activated, the PWM valve will receive a signal and open the retarder valve with
low oil pressure. By adjusting the oil pressure with the control in the cab, the braking torque of the retarder can be
varied.
The heat that is generated when the oil brakes the rotor is dissipated via a heat exchanger connected to the engine
cooling system.
Emergency power steering pump

13 / 35
Vehicles with twin front axles are fitted with an emergency power steeringpump mounted directly on the rear cover.
The emergency power steering pump is driven from the output shaft.
Clutches and brakes in the gearbox

14 / 35
The different gear ratios are obtained through two clutches that rotate in the gearbox and four or five brakes that lock
certain sections of planetary gear in the gearbox. The number of multidisc brakes depends on the number of planetary
gears in the box.
The clutches are designated K1 and K2. The brakes are designated B1B5. The table shows the combinations for the
6speed box.
K1 Forward K2 Reverse
+ K2 = 6th gear + B5 = R1
+ B1 = 4th gear + B4 = R2
+ B2 = 5th gear
+ B3 = 3rd gear
+ B4 = 2nd gear
+ B5 = 1st gear
Forward clutch K1 connects together the turbine shaft and the main shaft. Reverse clutch K2 connects together the
turbine shaft with the tubular shaft. The clutches comprise disc units where every other disc is made of steel and every
other is coated with friction material. Each disc unit is compressed by a hydraulic piston.
Brakes B1B5 lock the planetary gear's ring gear, planet carrier or sun gear in the gearbox so that it cannot rotate. The
15 / 35
brakes have the same design as the clutches, i.e. a disc unit where every other disc is made of steel and every other
coated with friction material. The braking function in the disc units is achieved by pressing together the discs with a
hydraulic piston.
Solenoid valves, clutches and brakes interacting
Five Six Solenoid Clutch Brake

speed speed
R R S2 S4 S8 K2 B4
R S1 S5 S8 K2 B5
N N S2 S4 B4
N (/1) S1 S5 B5
F1 S1 S5 S7 K1 B5
F1 F2 S2 S4 S7 K1 B4
F2 F3 S1 S3 S7 K1 B3
F3 F4 S2 S7 K1 B1
F4 F5 S1 S7 K1 B2
F5 F6 S7 S8 K1+K2
The driver selects the gear range with the gear selector lever. Gear engagement is controlled by the control unit based
on impulses from the sensors for the engine speed and vehicle speed. Clutches and brakes are operated by solenoid
valves via relay valves in the transmission control system.
The row that includes (/1) shows neutral position in the six-gear transmission where 1st gear is selected as the starting
gear, see Gear selector.
The forward clutch is always engaged when changing gear at the same time as a new brake is applied and the brake
on the previous gear is released.
When driving, the forward clutch and one brake are always engaged, except on the high gear when the forward clutch
and reverse clutch (but no brake) are both engaged.
The table above shows schematically which solenoid valves, which clutch and which brakes are interacting in each
gear position.
The power path

16 / 35
Power is transmitted from the turbine shaft (4) to the main shaft (7) via the forward clutch (K1). The power can also be
transmitted to the tubular shaft (8) via the clutch drum between the forward clutch (K1) and the reverse clutch (K2).
Brake (B1) locks the tubularshaft in the gearbox casing.
Planetary gears

17 / 35
The gearbox has five planetary gears, marked here with (15), that are connected together and transmit power.
A planetary gear comprises a number of gear wheels that are continuously meshed with each other.
In the centre, there is a sun gear, around which there are planet gears that are connected to a planet carrier and on the
end, there is a ring gear with internal gear. By allowing different parts of the planetary gear to act as input and output
shafts, while other parts are braked or connected together, varying gear ratios and directions of rotation can be
obtained.
Brake (B1) locks the planet carrier to the planetarygear (1) and the sun gear to the planetary gear (2) in the gearbox
casing.
Brake (B2) locks the sun gear to the planetary gear (1).
Brake (B3) locks the ring gears to the (1st) and (3rd) planetarygears and the planet carrier to the (2nd) planetarygear.
Brake (B4) locks the ring gears to the (2nd), (4th) and (5th) planetary gears and the planet carrier tot he (3rd)
planetarygear.
Brake (B5) locks the planet carrier to the (5th) planetary gear.

18 / 35
The planetary gear comprises a sun gear (A), planet gear (B), ring gear (C) and planet carrier (D).
Gear ratios
The gearbox ratio (RATIO) is shown in the illustration above.
The 6speed variant has a low gear and thereby greater starting traction than the 5speed variant.
Normal starting gear is second on the 6speed variant.

19 / 35
1st gear
Forward clutch (K1) is operated by a hydraulic piston and locks the turbine shaft (4) to the main shaft (7). Brake (B5) is
operated by a hydraulic piston and locks the planetcarrier to planetary gear 5 in the gearbox casing. K1 and B5 engage
1st gear in this way.
The illustration shows how the solenoid valves S1, S5 and S7 together operate K1 and B5.
2nd gear
20 / 35
operated by a hydraulic piston and locks the ring gear to planetary gear 4 in the gearbox casing. K1 and B4 engage
2nd gear in this way.
Changing gear without loss of power (Powershift)

21 / 35
The top graph shows engine speed when changing gear. The bottom graph shows the hydraulic pressure in brake (B4)
and brake (B5).
When changing between first and second gears, the pressure in B5 drops while it rises in B4. The gear change in the
example takes approx. 0.4 seconds to perform. In 0.4 seconds, brake B4 brakes the ringgear in planetary gear 4 to
standstill.
Gear changing is performed without loss of power and is called Powershift.
3rd gear

22 / 35
operated by a hydraulic piston and locks the planet carrier to planetary gear 2 in the gearbox casing. K1 and B3
engage 3rd gear in this way.
4th gear

23 / 35
operated by a hydraulic piston and locks the planet carrier to planetary gear 1 in the gearbox casing K1 and B1 engage
4th gear in this way.
The illustration shows how the solenoid valves S2 and S7 together operate K1 and B1.
5th gear

24 / 35
operated by a hydraulic piston and locks the sun gear to planetary gear 1 in the gearbox casing K1 and B2 engage 5th
gear in this way.
The illustration shows how the solenoid valves S1 and S7 together operate K1 and B2.
6th gear

25 / 35
Forward clutch (K1) is operated by a hydraulic piston and locks the turbine shaft (4) to the main shaft (7). Reverse
clutch (K2) is operated by a hydraulic piston and locks the turbine shaft (4) to the tubular shaft (8). K1 and K2 lock the
planetary gears so that they all rotate as one unit, giving a gear ration of 1:1 in 6th gear.
The illustration shows how the solenoid valves S7 and S8 operate K1 and K2.
Reverse gear R1

26 / 35
The low reverse gear is obtained by transmitting the torque from the turbine shaft via (K2) and tubular shaft (8) to the
sun gear in planetary gear 2.
The planet carrier in planetary gear 2 transmits the torque on to the ring gear in planetary gear 3.
The planet gears in planetary gear 3 act as idler gears and reverse the direction of rotation of the main shaft (7).
The planet carrier in planetary gear 5 is locked to the gearbox casing by (B5).
This reverse gear is not present on the 5speed variant.
The illustration shows how the solenoid valves S1, S5 and S8 operate K2 and B5.
27 / 35
Reverse gear R2
The high reverse gear is obtained by the reverse clutch (K2) locking the turbine shaft (4) to the tubular shaft (8) and
brake (B4) locks the planet carrier for planetary gear 3 to the gearbox casing.
The illustration shows how the solenoid valves S2, S4 and S8 operate K2 and B4.
Gear selector
28 / 35
With the gear selector, the driver can choose between two different programmes for driving forward plus neutral or
reverse:
A Automatic programme.
B* Brake programme.
K* Kickdown.
E* Economy programme.
M Manual programme
P* Power programme.
R Reverse gear.
N Neutral, no gear engaged.
On the gear selector casing are two pushbuttons marked E/P and 2/1 (2/1 is present on the 6speed variant only.
Pushbutton 2/1 changes between 1st and 2nd gear as starting gear.):
E The economy programme gives lower fuel consumption.
P The power programme is used when high engine capacity is required. Upshifting takes place at high engine
speeds.
2 Indicates starting in 2nd gear when driving forward and in R2 when reversing.

29 / 35
1 Indicates starting in 1st gear when driving forward and in R1 when reversing.
Automatic programme (A)
Shifting is completely automatic and is based on information the gearbox control unit (TECU) receives from the other
control units and the various gearbox sensors.
If the accelerator is fully depressed, a socalled kickdown function is obtained. Kickdown is used to gain maximum
engine power when overtaking.
If the selector lever is moved to (M) when driving with the automatic programme engaged (A) shifting will be
inhibited and the current gear will remain engaged through the entire engine operating range.
Pushbutton (E/P) is used only in automatic. Pushbutton (E/P) changes between the economy and power programmes.
Manual programme (M)
There is a springloaded threeway switch on the gear selector lever with the positions () and () plus a zeroposition
in the centre.
Shifting is done manually with () up or () down in 5 or 6 shifting steps depending on the type of gearbox.
Display
The instrument display provides the driver with information on the operation of the gearbox and indicates any
malfunctions in the system. See service information Group 38 Design and Function, Instrument.
Gear selector position/Control A B C

function
Reverse position R 1-2
Neutral position N
Automatic shifting A 1-6

30 / 35
Manual shifting M 1-6
(Up arrow) Possible number

of shift steps up
(Down arrow) Possible

number of shift steps down
E/ Economy programme E
/P Power programme P
2/ 1st gear blocked and start in 2

2nd
/1 Start in 1st forward and R1 1

reverse
Torque converter (Converter) C

engaged
Kickdown active K
Engine speed too high to leave Z

neutral
Indicates increased capacity of B

auxiliary brake selected
Display text
The following example illustrates the display during various driving situations:
1 Driving with Power programme engaged and start in 1st gear, torque converter (Converter) engaged and 3rd gear
obtained, gear selector in Automatic position. It is possible to select one step up and two down manually.
2 Driving with Economy programme engaged, Lockup active and 4th gear obtained, gear selector in Manual
position. It is possible to select one step up and two down manually.
3 Economy programme and start in 1st gear selected, no gear obtained and gear selector in Neutral position. It is
possible to select one step up manually.
4 Driving with Power programme engaged and Kickdown active, torque converter (Converter) engaged and 3rd
gear obtained, gear selector in Automatic position. It is possible to select one step up and one down.
Fault tracing

31 / 35
Active and inactive fault codes that have not been deleted can be read on the display. The fault text is displayed with
19 characters.
For further information see service information Group 40, Fault codes Powertronic, TSP105365.
Diagnostics socket
The diagnostics socket is located under the dashboard on the driver's side of the vehicle.
When the driver's door is open, the socket can be accessed from outside the cab.
The diagnostics socket is connected to the information link and all the stored information from the system is available
using PCtool.
Diagnostics socket
Control system

32 / 35
The heart of the control system is the Transmission Electronic Control Unit (TECU 9057), which is connected to the
transmission via a Cannon plug (26). The Transmission Electronic Control Unit and the Gear selection Electronic
Control Unit (GECU 9080) gather information from other control units and the sensors in the transmission. The
transmission control unit transmits signal to the transmission control system, where a number of solenoid valves
govern the flow of oil that operates the transmission.
The driver controls the system with the gear selector (8010) and the accelerator pedal with kickdown switch (229). If
the gearbox is fitted with a retarder or power takeoff (PTO), the driver can operate them with separate controls. These
controls are switches for the retarder (1122) and switches for the power takeoff (1118).
The display shows the driver which gear change program has been selected, the current (maintained) gear, the
number of available upwards and downwards gears (for manual gear changing), whether kick-down is in progress and
whether Lock-up has locked the torque converter (refer to Display).
The display also shows fault codes and fault messages from the system.
The red lamp under the display goes on when there is an alarm message and a warning signal will sound.
The yellow lamp under the display will go on when there is a warning message to call the attention of the driver.
26 Cannon connector, gearbox
229 Kickdown switch
1122 Auxiliary brake switch
1118 Power takeoff switch
6018 Retarder PWM valve
8010 Gear selector
ABS ABS control unit (9008)

33 / 35
Display Display on instrument, gearbox
EECU Engine control unit (9070)
GECU Gear selector control unit (9080)
Cluster Instrument
PTO Power takeoff
TECU Gearbox control unit (9057)
VECU Vehicle control unit (9074)
Control unit
The gearbox control unit (TECU 9057) collects a large amount of information form the various gearbox sensors. The
sensors provide information on input and output speeds in the torque converter, the oil pressure, the oil level and the
oil temperature. When the gearbox control unit is to open a solenoid valve, it will put a control voltage of approx. 24
volts (U bat) across the valve that is to open.
758 Speed sensor, output shaft, for TECU control unit
761 Oil pressure sensor, gearbox
762 Oil temperature sensor, gearbox
763 Oil level sensor, gearbox
767 Oil temperature sensor, retarder
7052 Sensor, tachograph/speedometer
7070 Engine speed sensor
7076 Speed sensor, torque converter
GECU Gear selector control unit (9080)
TECU Gearbox control unit (9057)

34 / 35
Solenoid and relay valves
When the control system performs a gear change, it first operates a solenoid valve (S2) with a signal from the control
unit. The solenoid valve opens and releases a control pressure to a relay valve that performs the gear change with its
override pressure. Since the solenoid valve cannot operate with the required flow of oil, the flow is geared up to the
regulating flow in a relay valve (RV2).
The illustration on the left shows the valves at rest and the illustration on the right when they are active.

35 / 35

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IMPACT 3.

0 Wednesday, 31 August 2016

Publish date Operation No.

Powertronic, design and function

Data link system

COPYRIGHT Copyright Volvo Parts Corporation

SAE J1939 (Control link)

SAE J1708 (Information link)

Diagnostics MID 144

SAE J1708 Control SAE

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Powertronic, General information

The gearbox consists of the following main components:

Torque converter (section A)

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Transmission, 5speed variant

Transmission, 6speed variant

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Power takeoff PTPT 1:1

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Power takeoff PTPTHD

Power takeoff disengaged

Power takeoff engaged

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(B) is illustrating a gearbox without retarder.

Retarder valve RRV

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The retarder consists of the following components:

1. Retarder stator (turbine rotor)

See illustration T4014174 Fig. .

Emergency power steering pump

Clutches and brakes in the gearbox

COPYRIGHT Copyright Volvo Parts Corporation

Solenoid valves, clutches and brakes interacting

Five Six Solenoid Clutch Brake

The power path

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COPYRIGHT Copyright Volvo Parts Corporation

COPYRIGHT Copyright Volvo Parts Corporation

The gearbox ratio (RATIO) is shown in the illustration above.

Normal starting gear is second on the 6speed variant.

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Changing gear without loss of power (Powershift)

COPYRIGHT Copyright Volvo Parts Corporation

Gear changing is performed without loss of power and is called Powershift.

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COPYRIGHT Copyright Volvo Parts Corporation

COPYRIGHT Copyright Volvo Parts Corporation

COPYRIGHT Copyright Volvo Parts Corporation

COPYRIGHT Copyright Volvo Parts Corporation

This reverse gear is not present on the 5speed variant.

N Neutral, no gear engaged.

E The economy programme gives lower fuel consumption.

COPYRIGHT Copyright Volvo Parts Corporation

Automatic programme (A)

Manual programme (M)

Gear selector position/Control A B C

Reverse position R 1-2

Automatic shifting A 1-6

Manual shifting M 1-6

(Up arrow) Possible number

(Down arrow) Possible