B30C Transmission PDF

ADT B30C
ZF 210 TRANSMISSION
ZF - ERGOPOWER TRANSMISSION
6 WG-210
DESCRIPTION
INSTALLATION INSTRUCTIONS
OPERATION
MAINTENANCE
 COPYRIGHT REFERENCE PAGE

BELL TRAINING 2000 ZF 1
ADT B30C
ZF 210 TRANSMISSION
FUNCTION OF THE CONVERTER
The converter is working according to the Trilok-System, i.e. it assumes at a high turbine
speed the characteristics, and with it the favourable efficiency of a fluid clutch.
The converter is designed according to the engine power so that the most favourable
operating conditions are existing for each installation case.
The Torque converter is composed of 3 main components:

Pump wheel - Turbine wheel - Stator (Reaction member)
These 3 impellers are arranged in such a ring-shaped system that the fluid is streaming
through the circuit components in the indicated order.
Pressure oil from the transmission pump is constantly streaming through the converter. In
this way, the converter can fulfil its task to multiply the torque of the engine and at the
same time, the escaping oil dissipates the heat created in the converter.
The oil, which is streaming out of the pump wheel, enters the turbine wheel and is there
reversed in the direction of flow.
According to the rate of reversion, the turbine wheel and with it also the output shaft are
receiving a more or less high reaction torque. The stator (reaction member), following the
turbine, has the task to reverse the oil, which is streaming out of the turbine again, and to
deliver it with the suitable discharge direction to the pump wheel.
Due to the reversion, the stator is receiving a reaction torque.
The relation turbine torque/pump torque is called torque multiplication. This is the higher,
the greater the speed difference between pump wheel and turbine wheel will be.
Therefore, the maximum torque multiplication is created at stationary turbine wheel.
With increasing output speed, the torque multiplication is decreasing. The adaption of the
out-put speed to a certain required output torque is infinitely variable and automatically
achieved by the torque converter.

ADT B30C
ZF 210 TRANSMISSION
If the turbine speed has reached about 80% of the pump speed, the torque multiplication
becomes 1,0, i.e. the turbine torque becomes equal to that of the pump torque.
From this point on, the converter is working similar to a fluid clutch.
A stator freewheel serves to improve the efficiency in the upper driving range, it is backing
up the torque upon the housing in the conversion range, and is released in the clutch field.
In this way, the stator can rotate freely.
FUNCTION OF HYDRODYNAMIC CONVERTER

(SCHEMATIC VIEW)

ADT B30C
ZF 210 TRANSMISSION
WK (CONVERTER LOCK-UP CLUTCH )
Legend:
1 = Cup spring 4 = Circuit cover/Pump wheel
2 = Plate pack 5 = Turbine wheel
3 = Stator 6 = Piston
At closed converter lock-up clutch (WK), the drag between pump wheel and turbine wheel,
and therefore the hydraulic loss in the converter is equal to „Zero“.
The converter lock-up clutch (WK) is automatically shifted by the EST-37. The speed is
picked up on the turbine side by an impulse sensor.
The pressure oil (15 + 1 bar) for the closing of the clutch WK is directed via a solenoid
shift valve to the WK. At the closing of the WK, the plate pack is com-pressed by a piston
which is movable in axial direction.
A cup spring is pushing back the piston.

ADT B30C
ZF 210 TRANSMISSION
STALL TESTING
Stall testing is performed to determine whether a power complaint is due to an engine
problem or transmission malfunction.
Stall speed is the maximum engine RPM attainable when the engine is at full throttle and
when the torque converter turbine is not moving, or “stalled.”
During stall test, compare actual engine speed at full throttle stall with established engine
manufacturer’s specifications
STALL TEST PROCEDURE
To bring oil temperature up to stall testing temperature:
1. Ensure that all oil levels are correct.
2. Place chocks in-front and behind wheels.
3. Ensure that no person is working on or under the machine.
4. Start the engine and let it idle.
5. Apply the park brake.
6. Let the air pressure build up until the low air pressure buzzer goes off.
7. Converter out temperature must be watched .
8. Push brake pedal down and keep it down.
9. Select 6th gear.
10. Push accelerator pedal until engine is running at 1000RPM and keep at this RPM for
no longer than 20 seconds.
11. Remove foot from accelerator pedal and select neutral.

ADT B30C
ZF 210 TRANSMISSION
12. Push accelerator until engine is running at 1000RPM and keep there for no longer
than 10-15 seconds.
13. Remove foot from accelerator pedal.
14. Repeat steps 9 to 14 until the converter temperature reaches 45 degrees Celsius,
then repeat steps 9 to 14 but taking the engine RPM up to maximum.
15. Repeat steps 9 to 15 until converter temperature is more than 100 degrees Celsius
(212 ºF), but not exceeding 125 degrees Celsius (275 ºF) and sump oil temperature is
more than 40 °C (104 °F) but not less than 80 °C (176 °F).
Checking of stall RPM:

1. Bring converter temperature up to 100 degrees Celsius (212º F) as described above.
2. Select sixth gear and apply foot brake pedal and keep it down.
3. Push accelerator pedal all the way down.
4. After 10 - 15 seconds the RPM will stabilize making sure the sump temperature does
not exceed 100 °C or (212 °F).
5. This stabilised RPM will be the stall RPM. (Refer to table below.)
6. Do not keep the accelerator pedal fully depressed for longer than 30 seconds .
7. Remove foot from accelerator pedal.
8. Select neutral.
9. Let engine idle for at least 1 minute before switching off.
NOTE: NEVER STALL FOR LONGER THAN 30 SECONDS.
NOTE: IF YOU HAVE A PROLINK AVAILABLE THE OPTIMUM RANGE TO STALL IN
IS FOURTH RANGE.
NOTE: ALWAYS REFER TO LATEST SERVICE BULLETIN FOR STALL SPEED
SPECIFICATIONS.
ADT STALL SPEEDS (As per service bulletin 2000/006)

ADT B30C
ZF 210 TRANSMISSION
STALL CHART FOR “C” SERIES ADT’S

Machine Engine Power(kw) Rpm Low Idle High idle Stall
(Rpm) (Rpm) (Rpm)
B17C 6x4 OM366A 129KW 2600 600+_20 2770+-50 1683
B20C 6X4 OM366LA 171KW 2400 700+_20 2610+_50 1911
B20CE OM366LA 171KW 2400 700+_20 2610+_50 1911
6X6
B25C 6X4 OM366LA 185KW 2500 700+_20 2710+_50 1987
B25C6X6 OM366LA 185KW 2500 700+_20 2710+_50 1987
B25CR OM366LA 185KW 2500 700+_20 2710+_50 1987
B30CE OM442 195KW 2100 600+_20 2300+-50 1781
6X6
B35C 6X6 OM442A 250KW 2100 700+_20 2300+_50 1418
B40C6X6 OM442LA 320KW 2100 700+_20 2300+_50 1568
ANALYZING STALL TEST RESULTS

If stall test readings are 150 RPM higher or lower than specifications....
• The stall test readings are acceptable.
• Stall test readings may vary slightly above or below specifications, depending on
ambient temperature, altitude, tachometer variations and other conditions.
If stall test readings are 200 RPM or more below specifications....
• The engine may be down on power
• The engine may not be attaining full fuel
If stall test readings are extremely low (about 30% lower than specifications...
• The engine may be severely down on power
• The engine may not be attaining full fuel
• The converter stator may be freewheeling

ADT B30C
ZF 210 TRANSMISSION
If stall test readings are 200 RPM or more above specifications...

• The transmission may have slipping clutches
• Transmission oil level might be too low or high
• Converter out pressure may be too low due to internal transmission problem.
If stall test readings are normal, but there are high converter out temperatures after cool
down...
• The converter stator may be stuck
• The transmission cooling system may not be operating properly
• The engine cooling system may not be operating properly.
TROUBLE SHOOTING A FREEWHEELING STATOR

A freewheeling stator can cause extremely low stall speeds.
• To verify a freewheeling stator prior to tear down, road test the vehicle.
• If the vehicle has no power at low speed, but performs normally at high speeds, the
stator may be freewheeling.
• Elevated oil temperatures or no full-throttle upshifts can also indicate a freewheeling
stator.
TROUBLESHOOTING A STUCK STATOR
A stuck stator can cause high converter out temperatures after cool down, despite normal
stall test readings.
• A stuck stator can also prevent the vehicle from reaching its top speed
and/or transmission overheating at highway speeds.
• to verify a stuck stator prior to tear down, stall test as follows:
• Stall until converter out temperature reaches 120-130°(250- 270 degrees Fahrenheit.)
• Place the transmission in neutral, then accelerate the engine to between 1200 and
1500-RPM for 2 to 3 minutes.
• If the converter out temperature doesn’t drop, the stator may be stuck or the
engine/transmission cooling system may be malfunctioning.
If tests confirm that the converter stator is suspect, remove and disassemble the torque
converter and inspect the stator, springs, rollers and race

ADT B30C
ZF 210 TRANSMISSION
CLUTCHES
The multi-speed reversing transmission in countershaft design is power shiftable by
hydraulically actuated multi-disk clutches. All gears are constantly meshing and carried on
antifriction bearings. The gear wheels, bearings and clutches are cooled and lubricated
with oil. The 6-speed transmission is equipped with 6 multi-disk clutches.
At the shifting, the actual plate pack is compressed by a piston, movable in axial direction,
which is pressurized by pressure oil. A compression spring takes over the pushing back of
the piston, thus the release of the plate pack. As to the layout of the transmission as well
as the specifications of the closed clutches.
The six clutches are labled : KV -Clutch Forward

KR -Clutch Reverse
K1 -Clutch
K2 -Clutch
K3 -Clutch
K4 -Clutch
The chart below shows the clutches engaged in there respective gears:
DIRECTION GEAR CLUTCHES ENGAGED
FORWARD 1ST K1 KV
2ND K4 K1
3RD K2 KV
4TH K4 K2
5TH K3 KV
6TH K4 K3
REVERSE 1ST KR K1
2ND KR K2
3RD KR K3
NEUTRAL

ADT B30C
ZF 210 TRANSMISSION
SECTIONAL VIEW OF ZF 210

ADT B30C
ZF 210 TRANSMISSION
INTERAXLE DIFFERENTIAL
Description:
The differential, installed in the output, has the task to transmit different torques on
the
vehicle axles and to function as intermediate compensation in the driving direction
(longitudinal directional of the vehicle).
Due to the installed differential lock, both functions can be put out of service, and a
rigid connection between the axle can be created.
The interaxle lock is enguaged by a an electrical switch on the dashboard. This
intern activates an asco-valve, allowing air to enter the piston and engage the inter-
axle lock.
Function:
The planetary drive (differential) is designed in such a way that the external internal
gear will be driven. The output is produced via the planet carrier (4) – great lever arm
– and via the internal sun gear (6) – small lever arm. Due to these different lever
arms (diameter), a torque splitting of 1 : 2 is given in the actual case as follows:
- Front axle 1/3
- Rear axle 2/3
Due to the special arrangement of the planetary gears (2 and 3) - Ravignaux-System
– the required inversion takes place within the planetary drive, so that both output
(planet carrier and sun gear are running in the same direction of rotation.
If an axle of the vehicle is showing slip, a rigid connection between the vehicle axles
can be created by the differential lock.
In this condition, a torque output of 1:1 is produced.
Operating with Inter-axle Differential Lock

NOTE: It is recommended that the inter-axle differential lock is only engaged
when the machine is operating on very poor ground conditions. The
differential lock must not be engaged when the machine is operating on tar
or graded surfaces.
ADT B30C
ZF 210 TRANSMISSION
The inter-axle differential lock switch operates the differential lock in the transfer
case.
! CAUTION: The differential lock must not be engaged when the machine is
moving. This will cause damage to the differential. Inter-axle Differential Lock
Control Engaging the Inter-axle Differential Lock
Legend
VA = Output Front axle (converter-side)
HA = Output Rear axle
D = Engagement and disengagement Differential lock
1 = K3-Spur gear – Input
3 = Planetary gear (Ravignaux-System inner hole circle)
4 = Planet carrier
5 = Screening plate
6 = Sun gear
7 = Output shaft to the Front axle (converter-side)
8 = Internal gear
ADT B30C
ZF 210 TRANSMISSION
1 Front Axle Output shaft 5 Outer planetary gear 9 Inter-axle cover

2 Inter-axle lock sleeve engaged 6 Planet carrier 10 Inner planetary gear
3 Planet carrier shaft 7 Rear axle output shaft 11 Inter-axle lock actuator
4 Third speed clutch C3 gear 8 Sun Gear 12 Inter-axle lock sleeve disengage
TRANSMISION CONTROL VALVE

Transmission control
The transmission pump, necessary for the oil supply of the converter, and for the
transmission control, is located in the transmission on the engine-dependent input
shaft.
The feed rate of the pump is Q = 105 l /min, at nEngine = 2000 min -1 .
This pump is sucking the oil via the coarse filter out of the oil sump and delivers it via
the ZF-Fine filter which is also externally mounted on the transmission to the main
pressure
valve. This filter has a by-pass valve built into it ,this allows for the oil to pass
throught to the system when the oil is cold. It also allows the oil to pass through to
the sysem when the filter is blocked.

ADT B30C
ZF 210 TRANSMISSION
The six clutches of the transmission are selected via the 6 proportional valves P1 to
P6. The proportional valve (pressure regulator unit) is composed of pressure
regulator (e.g. Y6), follow-on slide and vibration damper.
The control pressure of 9 bar for the actuation of the follow-on slides is created by
the pressure reducing valve. The hydraulic oil (16+2 bar) is directed via the follow-on
slide to the respective clutch. Due to the direct proportional selection with separate
pressure modulation for each clutch, the pressures to the clutches, which are
engaged in the gear change, will be controlled. In this way, a hydraulic intersection of
the clutches to be engaged and disengaged becomes possible.
This is creating spontaneous shiftings without traction force interruption. At the gear
change, the following criteria will be considered:
- Speed of engine, turbine, central gear train and output.
- Transmission temperature.
- Shifting mode (up-, down-, reverse shifting and speed engagement out of Neutral).
- Load condition (full and part load, traction, overrun inclusive consideration of load
cyclesduring the gear change).
The main pressure valve is limiting the max. control pressure to 16+2 bar and
releases the main flow to the converter and lubricating circuit.
In the inlet to the converter, a converter safety valve is installed which protects the
converter from high internal pressures (opening pressure 11 bar).
Within the converter, the oil serves to transmit the power according to the well-known
hydro-dynamic principle.
To avoid cavitation, the converter must be always completely filled with oil.This is
achieved by a converter pressure back-up valve, rear-mounted to the converter, with
an opening pressure of about 4,3 bar. The oil, escaping out of the converter, is
directed to a heat exchanger. From the heat exchanger, the oil is directed to the
transmission and there to the lubricating oil circuit so that all lubricating points are
supplied with cooled oil.

ADT B30C
ZF 210 TRANSMISSION
REAR VIEW OF TRANSMISSION
1 Torque converter lockup valve 7 Transmission mounting holes

2 Hose to torque converter 8 Rear axle output shaft
3 Hydraulic pump drive 9 Output speed sensor
4 Transmission control valve 10 Transmission oil filter
5 Bleed hose from torque converter 11 Transmission control valve
lockup valve
6 Transmission oil dipstick and fill tube 12 Supply hose to torque converter lockup
valve

ADT B30C
ZF 210 TRANSMISSION
TEST POINTS AND THERE LOCATIONS

ADT B30C
ZF 210 TRANSMISSION
NO DESCIPTION PRESS CONNECTION MARK

15 TOO COOLER 1 5/16”-12 un-2b
16 FROM COOLER 1 5/16”-12 un-2b
52 BEHIND COOLER …Opening press 4,3 Bar M14X1,5
63 BEHIND COOLER Temp 100°° C/ short time120°° C M14X1,5
58 CLUTCH …………………………..K3 16+2 bar M10X1 C
53 CLUTCH FORWARD…………….KV 16+2 bar M10X1 B
57 CLUTCH …………………………..K2 16+2 bar M10X1 A
69 CONTROL UNIT………….(OPTION) 16+2 bar M16X1,5 G
65 SYSTEM PRESSURE 16+2 bar M10X1 K
51 INFRONT OF COOLER/Opening press 11 bar M10X1 H
68 SYSTEM PRESSURE 9 bar M16X1,5 J
49 PLUG CONNECTION
60 CLUTCH …………………………..K4 16+2 bar M10X1 F
55 CLUTCH REVERSE..…………….KR 16+2 bar M10X1 E
56 CLUTCH …………………………..K1 16+2 bar M10X1 D
67 LOCK UP………………………….WK 15+2 bar M10X1

ADT B30C
ZF 210 TRANSMISSION
TRANSMISSION CONTROL VALVE COMPONENTS
The transmission control valve assembly regulates the hydraulic control circuit of the
transmission. The control valve receives electrical signals from the transmission
controller to energize the proportional solenoids which direct oil to move the booster
valves. When the booster valves are shifted against the spring, oil pressure begins
to start modulation and fill the oncoming pack.
The transmission control valve contains:
Pressure regulating valve

Pressure reducing valve
6 dampening valves
6 booster valves
6 proportional solenoid valves

ADT B30C
ZF 210 TRANSMISSION
TRANSMISSION PRESSURE REGULATING CIRCUIT
The pressure regulating valve is a spring-loaded spool valve which regulates main
pressure oil by controlling flow into the control circuit. Excess oil from the control
circuit flows to the torque converter.
Main pressure oil flows to the solenoid pressure reducing valve. The pressure valve
provides a constant oil pressure to the proportional solenoids and is not affected by
shift modulation. The solenoid pressure reducing valve is not adjustable.

ADT B30C
ZF 210 TRANSMISSION
TRANSMISSION MODULATING CIRCUIT
The six proportional solenoid valves direct oil to the booster valves to provide
machine direction, speed selection and shift modulation. The transmission controller
sends a varying electrical signal tot he proportional solenoids which controls the
speed of clutch engagement during a shift. All of the proportional solenoid valves
are identical.
Y1 solenoid valve engages the fourth speed booster valve.

Y2 solenoid valve engages the reverse booster valve.
Y3 solenoid valve engages the first speed booster valve.
Y4 solenoid valve engages the third speed booster valve.
Y5 solenoid valve engages the forward booster valve.
Y6 solenoid valve engages the second speed booster valve.

ADT B30C
ZF 210 TRANSMISSION
All booster valves and springs are identical.
The dampening valves act as an accumulator in the control circuit. Any pressure
spikes will be absorbed by the dampening valve which allows for smooth and quiet
operation of the booster valves. All dampening valves and springs are identical.
Two clutch packs have to be engaged for the machine to move. One directional
clutch pack, either forward and fourth speed clutch or reverse and one speed clutch
pack, either first, second or third speed clutch.
TRANSMISSION CLUTCH MODULATION
The transmission controller will vary the clutch modulation according to a number of
speed and load factors. Therefore if clutch modulation is checked in a test condition
with the machine stopped and the transmission in stalled condition, the clutch
modulation will be different than normal operation.
The proportional solenoids control both the rate of engagement and disengagement
of clutches. This provides the optimum timing of the engaging and disengaging
clutches. This provides a smooth shift between each gear under all operating
conditions.
In neutral-to-1st forward shift only, the forward clutch is modulated. The same is true
for the reverse shift, only the reverse clutch is modulated. In all of the speed
changes in forward and reverse only the on-coming clutch is modulated.

ADT B30C
ZF 210 TRANSMISSION
CONTROLLER
VTS-3
The gear shift control is located on the right side of the cab. The gear shift control
comprises of the gear shift control lever (2), the automatic/manual selector
button (1) and the gear selection identification plate (3).
The selector button is used to switch between manual and automatic modes.
The gear selection identification plate is a graphical representation of the gear shift
gate.
• V (Forward), is used to select a forward gear.
• N (Neutral), is used to select neutral gear.
• R (Reverse), is used to select a reverse gear.
Gear Shifting
Gear shifting in automatic is dependent upon engine speed (rev/min) and operating
conditions (on site conditions).

ADT B30C
ZF 210 TRANSMISSION
The position of the gear shift lever in the gear shift

gate (1) is represented by the plate (2). The driving direction is selected by the
horizontal tilting of the gear shift lever.
The following procedure must be used in gear shifting:
• Start the engine.
• Ensure that the park/emergency brake is applied.
• Apply the service brake.
Forward Selection (Automatic)
• Press in the function knob (1) and select Forward (V) by moving the gear shift lever
forward.
NOTE:If the gear shift lever is moved without depressing the function knob,
Neutral will remain selected.
• Release the park/emergency brake.
• Release the service brake and increase the engine speed (rev/min).
As the machine speed increases, the transmission will select (sequentially) the next
gear. The inhibitor will not allow a lower gear to be selected until the engine speed
has been reduce sufficiently to prevent overspeeding of the transmission.
Manual Gear Shifting
• While driving in automatic, move the gear shift lever to the right (+) to select a
higher gear or to the left (-) to select a lower gear.
• The gear shift lever is spring-loaded to the central position and either + or - will
have to be selected to keep shifting gears.
• To revert back to automatic gear selection, depress the function knob once.
• To change to a lower gear, decrease the engine speed and move the gear shift
lever to the next lower gear. All selected forward gears will be indicated on the
transmission display screen as follows:
NOTE: When driving in manual gear shift mode the arrows will not be
displayed on the screen.
Reverse Selection
NOTE: There is no automatic function on reverse gear selection. The three
reverse gears can only be individually selected manually

ADT B30C
ZF 210 TRANSMISSION
• From Neutral (N), select Reverse (R) on the gear selector.

• Release the park/emergency brake.
• Release the service brake and increase the engine speed (rev/min).
• As the machine speed increases, decrease the engine speed slightly and move the
gear shift lever to the right (+) to the next gear.
• As the machine speed decreases, decrease the engine speed and move the gear
shift lever to the left (-) to the next gear.
The selected reverse gears will be indicated on the Transmission display screen.
! CAUTION: Do not continually select from 1st forward to reverse as this will
cause damage to the transmission.
VTS - 3 SCHEMATIC

ADT B30C
ZF 210 TRANSMISSION
DISPLAY
INDICATIONS ON THE DISPLAY
linke rechte
h f e d Stelle Stelle
S
T
O
P
a b c g
(Sonderzeichenelemente a-h)
LEGEND
Special Display
characters
a, f Automatic range (up shifting and downshifting)
b, c, d, e Pre-selected gear
g EST-37 has detected an error, is flashing.
h This Special character will not be used at the EST-37
ACTUAL GEAR AND DRIVING DIRECTION:
On the two alphanumeric 16-segment displays, the EST-37 issues the actual status
of gear and driving direction.
Left position: Actual gear
Right position: Actual driving direction

ADT B30C
ZF 210 TRANSMISSION
Display of the engaged gear: Display 1, 2, ... 6

(central Side)
Waiting for Controller-Neutral:
Indication on the Display: NN (central and right Side). In this condition, Neutral is
pending on transmission.
To engage a gear, at first Neutral must be shifted on the Controller before the
electronics allows to engage a gear again.
Pre-selected Driving range:
(Special characters b, c, d, e)
The number of the lines indicates the driving range, respective to the gear pre-
selected:
1 Bar: Driving range 1
2 Bars: Driving range 2
3 Bars: Driving range 3
4 Bars: Driving range 4, 5 or 6
Display Manual/ Automatic:
(Special characters a, f)
If the two Symbols a , f (Arrows) and the bars b, c, d, e are indicated, the system is in
the Automatic mode (automatic up- and downshiftings).
⇒ Flashing of the Arrows (a, f), the KD (Kick-Down) – Mode is activated.
Display of the Cold-start phase:
Transmission stays in Neutral
Bars are flashing:
WK open
Error display:
If the system is recognizing an error, the spanner (Special symbol „g“) is flashing. If
Neutral is pre-selected on the Controller, a two-digit error number appears on the
two alphanumeric display positions (central and right Side).
If more than one error is pending, the different error numbers will be indicated one
after the other on the Display in cycles (about 1 second).
⇒ The error code will be only then indicated if the Controller is in Neutral !

ADT B30C
ZF 210 TRANSMISSION
Warning display:
At exceeding the warning threshold Temperature – Sump / Retarder / behind the
Converter and the warning threshold Speed – Engine, changes the indication on the
Display to the actual gear and the corresponding
warning indicator.
⇒ If several warnings are simultaneously active, only the warning with the
highest priority will be indicated.
Warning indicator Warning Priority
WR Temp. behind Retarder 1
WT Temp. behind Converter 1
WS Temperature in Sump 2
WE Engine speed 3
Display EE:
Indication on the Display: EE (central and right Side).In this state, the Display has a
timeout, i. e. it receives no Data from the EST-37. Main reasons:
- EST-37 is in TOTAL RESETTING MODE (e.g. because of output train
disconnection or external power supply at the lines to the gear-solenoid
valves). - EST-37 without supply - Data line not correctly connected, etc.
Error code definition:
The error codes are composed of two hexadecimal numbers. The first number
indicates the kind of signal, the second number the signal and the kind of
error.
⇒ Since there are different Software versions for the Customers, the listing of the
error codes must be taken from the Documentation of the Vehicle Manufacturer.

ADT B30C
ZF 210 TRANSMISSION
First Number Meaning of the Number

1 hex Digital input signal
2 Analog input signal hex
3 hex Speed signal
4 hex CAN signal error
7 hex Analog current output signal
8 hex Analog current output signal
9 hex Digital output signal
A hex Digital output signal
B hex Transmission error, Clutch error
C hex Logical error
D hex Power supply
E hex Highspeed signal
F hex General error
ELECTRONIC CONTROL UNIT TCU

The electrohydraulic transmission control can be automated by connection on the
electronic TCU.
The basic functions of the automatic system are the automatic shifting of speeds,
adaption of the optimum shifting points, the comfortable kickdown function as well as
comprehensive safety functions in relation to operating errors and overloading of the
power-transmitting components with a comprehensive fault storage. The control
units can be programmed – customer- and vehicle-specific – in a wide spectrum,
control parameters can be logically linked, and also special functions such as gear
limitation, converter or retarder functions can be integrated.
⇒ Due to the great number of the available TCU, the exact Technical Data
must be taken from the respective installation drawing.

ADT B30C
ZF 210 TRANSMISSION
AUTOMATIC CALIBRATION OF THE SHIFTING ELEMENTS (AEB)

The AEB serves to compensate tolerances (plate clearances and pressure
level),which are influencing the filling procedure of the clutches. For each clutch the
correct filling parameters for:
⇒ Period of the rapid – filling time
⇒ Level of the filling equalizing pressure are defined in a test cycle.
The filling parameters are stored, together with the ABE-Program and the driving
program in the transmission electronics. Because the Electronics will be separately
supplied, the AEB-Cycle must be started only after the installation of both
components in the vehicle, thus ensuring the correct mating (Transmission and
Electronics).
⇒ At any rate, the AEB-Cycle must be carried out at the Vehicle Manufacturer prior
to the commissioning of the vehicles.

ADT B30C
ZF 210 TRANSMISSION
It is imperative, to respect the following Test conditions:

- Shifting position Neutral
- Engine in idling speed
- Parking brake applied
Transmission in operating temperature
⇒ After a replacement of the transmission, the electrohydraulic control or the TCU in

thevehicle, the Aeb-Cycle must be as well carried out again. The AEB-Cycle
continues for about 3 to 4 minutes. The determined filling parameters are
stored in the EE Prom of the Electronics. In this way, the error message F6 shown
on the Display will be cancelled also at non-performed AEB.
⇒ For the start of the AEB-Cycle, there are principally two possibilities:
1. Start of the AEB by separate Tools which are connected on the diagnostic port
of the wiring. Following Tools for the AEB start will be offered by the ZF Service.:
- Mobidig 2001 (see Point 5.2 – Diagnostic systems)
Testmann (see Point 5.3 – Diagnostic systems)
-AEB Starter Order-No.: 0501 211 778

The Special Tool, developped by the ZF can be used only for the starting of the AEB
2. Start AEB by operating elements on the vehicle. For it, a CAN-Communication
between transmission and vehicle electronics is necessary.
⇒Due to the operation of the transmission, the paper friction linings, installed in the
Ergopower transmissions are settling, i.e. the plate clearance becomes greater.
Because these settling appearances can interfere the shifting quality, ZF
recommends to repeat the AEB-Cycle at the Maintenance intervals.

ADT B30C
ZF 210 TRANSMISSION
⇒ The ZF recommends likewise at a reduced shifting quality as first measure to

repeat the AEB-Cycle.
⇒ The AEB can be started from the following Software-No. on:
From the Version 7** on, the AEB can be started with the Tools Laptop and
MOBIDIG 2001.
From the Version 812 on, the AEB can be started with the Tools Laptop, MOBIDIG
2001 and the AEB-Starter.
SENSORS AND THERE VALUES

Temperature sensor oil sump: resistance…….1000 – 1500 Ohm
Temperature sensor retarder : resistance……..800 – 1800 Ohm
Solenoid valve WK : resistance……..60 – 80 Ohm

: current…………0,25 – 0,35 A
: voltage…………24V
Proportional valve : resistance……..19 Ohm ( ±10%) @ 20°C.

: current………….100mA – 500mA
: pressure range..0,8 – 8,3 bar

ADT B30C
ZF 210 TRANSMISSION
No DESCRIPTION VALUE
48 INDUCTIVE TRANSMITTER RESISTANCE : 1050 Ohm ( ±10%) @20°C.
ENGINE TEMPERATURE RANGE : - 40° C TO +150° C
47 INDUCTIVE TRANSMITTER TIGHTENING TORQUE : MA 40 Nm
CENTRAL GEAR TRAIN.
21 INDUCTIVE TRANSMITTER
TURBINE
6 SPEED SENSOR TEMPERATURE RANGE : - 40° C TO +150° C
OUTPUT AND SPEEDOMETER OPERATING RANGE: 2Hz – 5Khz
SUPPLY VOLTAGE 24V

ADT B30C
ZF 210 TRANSMISSION
TPS
The ZF throttle position sensor (TPS) for the 6WG210 transmission, used on the
B30C, 300C and 2808C does not get set up using any electrical instruments such as
the Allison Pro-link. The setup of the TPS is purely visual.
See diagrams on following page
With the engine off, the arm coming off the TPS, Item 9 on Page 3 of 6, must be
set to work between the two raised points labeled low and high on the TPS.
To achieve the above the indicator pin on the arm needs to be aligned center to
center with the raised sections on the TPS. Failure to do so will have an adverse
effect on the shift quality of the transmission and if badly set will result in error
codes being shown on the display in the cab.
To set the low idle position the rod ends on Items 11 and 10 on Page 3 of 6 and
the height at which Item 11 is attached to the arm on the TPS needs to be
adjusted.
To set the high idle position the same points as mentioned above can be
adjusted however, ensuring that the low idle position does not go out. Also it
must be ensured that when setting the high idle that the accelerator pedal is up
against the kick down switch in the cab, but not engaging it, at high idle.
NOTE : When setting the low idle and high idle positions it must be ensured that
the RPMs a these points comply to those stipulated in Service Bulletin
2000/006
Once all the above points have been completed ensure that at idle the TPS is in
the position as shown in Figure 1 on Page 5 of 6 and at high idle in the position
as shown in Figure 2 on Page 6 of 6.

ADT B30C
ZF 210 TRANSMISSION
TPS

ADT B30C
ZF 210 TRANSMISSION
KICKDOWN
The kick-down switch (1) is located under the accelerator pedal. To activate the kick-
down switch the accelerator pedal must be pressed down fully. The switch is used
when a lower gear is required while using the automatic transmission mode.
GENERAL
Check the Transmission Fluid Level
Always check the fluid level at least twice. If the readings are not consistent, check
and clean the transmission breather. There are two methods for checking the
transmission fluid level, they are as follows:
• The dipstick check when the transmission fluid is cold.
• The dipstick check when the transmission fluid is hot.
Dipstick Check - Transmission Fluid COLD (Cold Check)
The Cold Check determines if the transmission has sufficient fluid to be operated
safely until a Hot Check can be made.
! CAUTION: DO NOT start the engine until the presence of transmission fluid
has been confirmed.
A cold check must be performed before start-up and the presence of sufficient
transmission fluid has been confirmed. The sump fluid temperature is then
typically16°C to 49°C (60°F to 120°F )
• Ensure that the transmission is in Neutral (N). reading.

ADT B30C
ZF 210 TRANSMISSION
• Unscrew and remove the dipstick (1) from the tube and wipe clean.
• Clean the end of the tube before inserting the dipstick.
• Insert the dipstick into the tube and remove to check the fluid level.
• Repeat the check procedure to verify the reading.
• If the fluid level is within the “Cold (1) and Hot (2)” band the transmission may be
operated until the fluid is hot enough to perform a “Hot Check”.
• If the fluid level is not within the “Cold and Hot “band, add or drain transmission
fluid as necessary to bring it within the band.
! CAUTION
1. The fluid level rises as the fluid temperature increases. DO NOT fill above
the “Hot” mark if the transmission fluid is below normal operating
temperatures. Normal operating temperature is 71°° C to 93°° C (160°° C to
200°° C ). The oil level at 80°° C (176°° F ) is valid and must not be exceeded.
2. The transmission must not be operated for extended periods until a “Hot
Check” has verified proper fluid level.
Dipstick Check - Transmission Fluid HOT (Hot Check)
The Hot Check verifies proper fluid level. Ensure that the transmission fluid has
reached normal operating temperature; 71°C to 93°C (160°F to 200°F )
NOTE:Check the transmission fluid temperature on the master display
unit.
°C
ADT B30C
ZF 210 TRANSMISSION
• Ensure that the machine is parked on a level surface and the park/emergency
brake is applied.
• Allow the engine to run at idle (500 to 700 rev/min.) in N (Neutral).
• Unscrew and remove the dipstick (1) from the tube and wipe clean.
• Clean the end of the tube before inserting the dipstick.
• Insert the dipstick into the tube and remove to check the fluid level.
• Repeat the check procedure to verify the reading.
• The safe operating fluid level is at the “Hot” mark (2).

• If the fluid level is not at the “Hot” mark, add or drain transmission fluid as
necessary to bring it to the mark.
DEFINITION OF OPERATING MODES
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)
SCHEMATICS:
ADT B30C
ZF 210 TRANSMISSION
PAGE 42 ELECTRICAL SCHEMATIC

PAGE 43 ELECTRICAL SCHEMATIC

ADT B30C
ZF 210 TRANSMISSION
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. (Comparable with EST 25)
LIMP-HOME:
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.
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 of the 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.
TRANSMISSION-SHUTDOWN:
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.The operator has to slow down
the vehicle. The transmission will stay in neutral.
TCU-SHUTDOWN:
TCU has detected a severe failure that disables control of system.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.

ADT B30C
ZF 210 TRANSMISSION
TABEL OF FAULT CODE - STANDARD 6 WG

Fault MEANING OF THE Reaction of Possible steps to remarks
Code[hex] FAULT CODE possible the TCU repair
reason for fault
detection
11 LOGICAL ERROR AT TCU shifts Ÿ Check the cable Failure
GEAR RANGE SIGNAL transmission to from TCU to shift cannot be
TCU detected a wrong neutral lever detected in
signal combination for the OP-Mode: Ÿ Check signal systems with
gear range transmission combinations of DW2/DW3
Ÿ Cable from shift lever shutdown shift lever shift lever
to TCU is broken positions for gear
Ÿ Cable is defective range
and is contacted to
battery voltage or
vehicle ground
Ÿ Shift lever is
defective
Ÿ
12 LOGICAL ERROR AT TCU shifts Ÿ Check the cables
DIRECTION SELECT transmission to from TCU to shift
SIGNAL neutral lever
TCU detected a wrong OP-Mode: Ÿ Check signal
signal combination for the transmission combinations of
direction shutdown shift lever
Ÿ Cable from shift lever positions F-N-R
to TCU is broken
Ÿ Cable is defective
and is contacted to
battery voltage or
vehicle ground
Ÿ Shift lever is
defective
15 LOGICAL ERROR AT TCU shifts Ÿ Check the cables
DIRECTION SELECT transmission to from TCU to shift
SIGNAL 2. SHIFT neutral is lever 2
LEVER selector activ Ÿ Check signal
TCU detected a wrong OP-Mode: combinations of
signal combination for the transmission shift lever
direction shutdown if positions F-N-R.
Ÿ Cable from shift lever selector activ
2 to TCU is broken
and is contacted to
battery voltage or
vehicle ground
Ÿ Shift lever is
defective
Ÿ
23 S.C. TO BATTERY Retarder Ÿ Check the cable Availability of
VOLTAGE AT LOAD function is from TCU to the retarder
SENSOR INPUT affected TCU sensor depends on

ADT B30C
ZF 210 TRANSMISSION

reason for fault
detection
The measured voltage is uses default Ÿ Check the default load
too high: load connectors
Ÿ Cable is defective OP-Mode: Ÿ Check the load
and is contacted to normal sensor sensor
battery voltage Ÿ Check the
Ÿ Load sensor has an assembly
internal defect tolerances of load
Ÿ Connector pin is sensor
contacted to battery
voltage
24 S.C. TO GROUND OR Retarder Ÿ Check the cable Availability of
O.C. AT LOAD SENSOR function is from TCU to the retarder
INPUT affected TCU sensor depends on
The measured voltage is uses default Ÿ Check the defaults load
too low: load connectors
Ÿ Cable is defective OP-Mode: Ÿ Check the load
and is contacted to normal sensor sensor
vehicle ground Ÿ Check the
Ÿ Cable has no assembly
connection to TCU tolerances of load
Ÿ Load sensor has an sensor
internal defect
Ÿ Connector pin is
contacted to vehicle
ground or is broken
25 S.C. TO BATTERY No reaction, Ÿ Check the cable
VOLTAGE OR O.C. AT TCU uses from TCU to the
TRANSMISSION SUMP default sensor
TEMPERATURE temperature Ÿ Check the
SENSOR INPUT OP-Mode: connectors
The measured voltage is normal Ÿ Check the
too high: temperature
Ÿ Cable is defective sensor
and is contacted to
battery voltage
Ÿ Cable has no
connection to TCU
Ÿ Temperature sensor
has an internal defect
Ÿ Connector pin is
voltage or is broken
26 S.C. TO GROUND AT No reaction, Ÿ Check the cable
TRANSMISSION SUMP TCU uses from TCU to the
TEMPERATURE default sensor
SENSOR INPUT temperature Ÿ Check the
The measured voltage is OP-Mode: connectors
too low: normal Ÿ Check the
Ÿ Cable is defective temperature
and is contacted to sensor
vehicle ground Ÿ
ADT B30C
ZF 210 TRANSMISSION

reason for fault
detection
Ÿ connector pin is
ground
27 S.C. TO BATTERY No reaction, Ÿ Check the cable
VOLTAGE OR O.C. AT TCU uses from TCU to the
RETARDER default sensor
TEMPERATURE temperature Ÿ Check the connector
SENSOR INPUT OP-Mode:
The measured voltage is normal
too high:
and is contacted to
battery voltage
Ÿ Cable has no
connection to TCU
Ÿ Connector pin is
voltage or is broken
28 S.C. TO GROUND AT No reaction, Ÿ Check the cable
RETARDER TCU uses from TCU to the
TEMPERATURE default sensor
SENSOR INPUT temperature Ÿ Check the
The measured voltage is OP-Mode: connectors
too low: normal Ÿ Check the
Ÿ Cable is defective temperature
and is contacted to sensor
vehicle ground
Ÿ Connector pin is
ground
31 S.C. TO BATTERY OP-Mode: Ÿ Check the cable
VOLTAGE OR O.C. AT substitute from TCU to the
ENGINE SPEED INPUT clutch control sensor
TCU measures a voltage Ÿ Check the
higher than 7.00 V at connectors
speed input pin Ÿ Check the speed
Ÿ Cable is defective sensor
and is contacted to
battery voltage
Ÿ Cable has no
connection to TCU
Ÿ Speed sensor has an
internal defect
Ÿ Connector pin is

ADT B30C
ZF 210 TRANSMISSION

reason for fault
detection
voltage or has no
contact
Ÿ
32 S.C. TO GROUND AT OP-Mode: Ÿ Check the cable
ENGINE SPEED INPUT substitute from TCU to the
TCU measures a voltage clutch control sensor
less than 0.45V at speed Ÿ Check the
input in connectors
Ÿ Cable / connector is Ÿ Check the speed
defective and is sensor
ground
internal defect
33 LOGICAL ERROR AT OP-Mode: Ÿ Check the cable This fault is
ENGINE SPEED INPUT substitute from TCU to the reset after
TCU measures a engine clutch control sensor power up of
speed over a threshold Ÿ Check the TCU
and the next moment the connectors
measured speed is zero Ÿ Check the speed
Ÿ Cable / connector is sensor
defective and has Ÿ Check the sensor
bad contact gap
internal defect
Ÿ Sensor gap has the
wrong size
VOLTAGE OR O.C. AT substitute from TCU to the
TURBINE SPEED INPUT clutch control if sensor
TCU measures a voltage a failure is Ÿ Check the
higher than 7.00 V at existing at connectors
speed input pin output speed, Ÿ Check the speed
Ÿ Cable is defective TCU shifts to sensor
and is contacted to neutral OP-
battery voltage Mode: limp
Ÿ Cable has no home
connection to TCU
internal defect
Ÿ Connector pin is
voltage or has no
contact

TURBINE SPEED INPUT substitute from TCU to the
TCU measure a voltage clutch control if sensor
less than 0.45V at speed a failure is
ADT B30C
ZF 210 TRANSMISSION

reason for fault
detection
input pin existing at Ÿ Check the
Ÿ Cable / connector is output speed, connectors
defective and is TCU shifts to Ÿ Check the speed
contacted to vehicle neutral OP- sensor
ground Mode: limp
Ÿ Speed sensor has an home
internal defect

TURBINE SPEED INPUT substitute from TCU to the reset after
TCU measures a turbine clutch control if sensor power up of
speed over a threshold a failure is Ÿ Check the TCU
and at the next moment existing at connectors
the measured speed is output speed, Ÿ Check the speed
zero TCU shifts to sensor
Ÿ Cable / connector is neutral OP-
Ÿ Check the sensor
defective and has Mode: limp
gap
bad contact home
internal defect
wrong size
Ÿ
VOLTAGE OR AT substitute from TCU to the
INTERNAL SPEED clutch control sensor
INPUT Ÿ Check the
TCU measures a voltage connectors
higher than 7.00 Vat Ÿ Check the speed
speed input pin sensor
and is contacted to
battery voltage
Ÿ Cable has no
connection to TCU
internal defect
Ÿ Connector pin is
voltage or has no
contact

INTERNAL SPEED substitute from TCU to the
INPUT clutch control sensor
TCU measures a voltage Ÿ Check the
less than 0.45V at speed connectors
input pin Ÿ Check the speed
Ÿ Cable / connector is sensor
defective and is

ADT B30C
ZF 210 TRANSMISSION

reason for fault
detection
ground
internal defect

INTERNAL SPEED substitute from TCU to the reset after
INPUT clutch control sensor power up of
TCU measures a internal Ÿ Check the TCU
speed over a threshold connectors
and at the next moment Ÿ Check the speed
the measured speed is sensor
zero
Ÿ Check the sensor
Ÿ Cable / connector is gap
defective and has
bad contact
internal defect
wrong size
3A S.C. TO BATTERY Special mode Ÿ Check the cable
VOLTAGE OR O.C. AT for gear from TCU to the
OUTPUT SPEED INPUT selection sensor
TCU measures a voltage OP-Mode: Ÿ Check the
higher than 12.5 V at substitute connectors
speed input pin clutch control is Ÿ Check the speed
Ÿ Cable is defective a failure is sensor
and is contacted to existing at
battery voltage turbine speed,
Ÿ Cable has no TCU shifts to
connection to TCU neutral OP-
Ÿ Speed sensor has an Mode: limp
internal defect home
Ÿ Connector pin is
voltage or has no
contact
3B S.C. TO GROUND AT Special mode Ÿ Check the cable
OUTPUT SPEED INPUT for gear from TCU to the
TCU measures a voltage selection OP- sensor
less than 1.00 V at speed Mode: Ÿ Check the
input pin substitute connectors
Ÿ Cable / connector is clutch control is Ÿ Check the speed
defective and is a failure is sensor
contacted to vehicle existing at
Ÿ
ground turbine speed,
Ÿ Speed sensor has an TCU shifts to
internal defect neutral OP-
Mode: limp
home

ADT B30C
ZF 210 TRANSMISSION

reason for fault
detection
3C LOGICAL ERROR AT Special mode Ÿ Check the cable This fault is

OUTPUT SPEED INPUT for gear from TCU to the reset after
TCU measures a output selection OP- sensor power up of
speed over a threshold Mode: Ÿ Check the TCU
and at the next moment substitute connectors
the measured speed is clutch control is Ÿ Check the speed
zero a failure is sensor
Ÿ Cable / connector is existing at
Ÿ Check the sensor
defective and has turbine speed,
gap
bad contact TCU shifts to
Ÿ Speed sensor has an neutral OP-
internal defect Mode: limp
Ÿ Sensor gap has the home
wrong size
Ÿ
3E OUTPUT SPEED ZERO Special mode Ÿ Check the sensor This fault is
DOESN’T FIT TO for gear signal of output reset after
OTHER SPEED selection OP- speed sensor power up of
SIGNALS Mode: Ÿ Check the sensor TCU
If transmission is not substitute gap of output
neutral and the shifting clutch control is speed sensor
has finished, TCU a failure is Ÿ Check the cable
measures output speed existing at from TCU to the
zero and turbine speed or turbine speed, sensor
internal speed not equal TCU shifts to
to zero. neutral OP-
Ÿ Speed sensor has an Mode: limp
internal defect home
wrong size
71 S.C. TO BATTERY TCU shifts to Ÿ Check the cable See ¹
VOLTAGE AT CLUTCH neutral from TCU to the chapter 0
K1 OP-Mode: limp gearbox
The measured resistance home if failure Ÿ Check the
value of the valve is out at another connectors from
of limit, the voltage at K1 clutch is TCU to the
valve is too high pending gearbox
Ÿ Cable / connector is TCU shifts to Ÿ Check the
defective and has neutral regulator
contact to battery OP-Mode: resistance
voltage TCU shutdown
Ÿ Check internal
Ÿ Cable / connector is wire harness of
defective and has the gearbox
contact to another
regulator output of
the TCU
Ÿ Regulator has an
internal defect

ADT B30C
ZF 210 TRANSMISSION

reason for fault
detection
72 S.C. TO GROUND AT TCU shifts to Ÿ Check the cable See ¹
CLUTCH K1 neutral from TCU to the chapter 0
The measured resistance OP-Mode: limp gearbox
value of the valve is out home if failure Ÿ Check the
of limit, the voltage at K1 at another connectors from
valve is too low. clutch is gearbox to TCU
Ÿ Cable / connector is pending TCU Ÿ Check the
defective and has shifts to neutral regulator
contact to vehicle OP-Mode: resistance
ground TCU shutdown
Ÿ Check internal
Ÿ Regulator has an wire harness of
internal defect the gearbox
73 O.C. AT CLUTCH K1 TCU shifts to Ÿ Check the cable See ¹
The measured resistance neutral from TCU to the chapter 0
value of the valve is out OP-Mode: limp gearbox
of limit. home if failure Ÿ Check the
Ÿ Cable / connector is at another connectors from
defective and has no clutch is gearbox to TCU
contact to TCU pending TCU Ÿ Check the
Ÿ Regulator has an shifts to neutral regulator
internal defect OP-Mode: resistance
TCU shutdown
Ÿ Check internal
wire harness of
the gearbox
74 S.C TO BATTERY TCU shifts to Ÿ Check the cable See ¹

of limit, the voltage at K2 clutch is gearbox to TCU
valve is too high. pending TCU Ÿ Check the
Ÿ Cable / connector is shifts to neutral regulator
defective and has OP-Mode: resistance
contact to battery TCU shutdown
Ÿ Check internal
voltage wire harness of
Ÿ Cable / connector is the gearbox
defective and has
contact to another
regulator output of
the TCU
Ÿ Regulator has an
internal defect
of limit, the voltage at k2 at another connectors from
defective an has shifts to neutral regulator

ADT B30C
ZF 210 TRANSMISSION

reason for fault
detection
ground TCU shutdown Ÿ Check internal
of limit home if failure Ÿ Check the
TCU shutdown
Ÿ Check internal
wire harness of
the gearbox
of limit, the voltage at k3 clutch is gearbox to TCU
valve is to high. pending TCU Ÿ Check the
contact is battery TCU shutdown
Ÿ Check internal
defective and has
contact to another
regulator output of
the TCU
Ÿ Regulator has an
internal defect
78 S,C, TO GROUND AT TCU shifts to Ÿ Check the cable See ¹
of limit, the voltage at K3 at another connectors from
ground TCU shutdown
Ÿ Check internal
Ÿ
79 O,C, AT CLUTCH K3 TCU shifts to Ÿ Check the cable See ¹

ADT B30C
ZF 210 TRANSMISSION

reason for fault
detection
TCU shutdown Ÿ Check internal
wire harness of
the gearbox
of limit, the voltage at K4 clutch is gearbox to TCU
Ÿ Check internal
defective and has
contact to another
regulator output of
the TCU
Ÿ Regulator has an
internal defect
of limit, the voltage at k4 at another connectors from
ground TCU shutdown
Ÿ Check internal
TCU shutdown
Ÿ Check internal
wire harness of
the gearbox

ADT B30C
ZF 210 TRANSMISSION

reason for fault
detection
KV OP-Mode: limp gearbox
of limit, the voltage at KV clutch is gearbox to TCU
contact to battery TCU shutdown Ÿ Check internal
defective and contact
to another regulator
output of the TCU
Ÿ Regulator has an
internal defect
CLUTCH KV neutral from TCU to the chapter 0
of limit, the voltage at KV at another connectors from
ground TCU shutdown
Ÿ Check internal
86 O.C. AT CLUTCH KV TCU shifts to Ÿ Check the cable See ¹
TCU shutdown
Ÿ Check internal
wire harness of
the gearbox
KR OP-Mode: limp gearbox
of limit the voltage at KR clutch is gearbox to TCU
valve is too low. pending TCU Ÿ Check the
Ÿ Check internal

ADT B30C
ZF 210 TRANSMISSION

reason for fault
detection
defective and has
contact to another
regulator output of
the TCU
Ÿ Regulator has an
internal defect
CLUTCH KR neutral from TCU to the chapter 0
of limit, the voltage at KR at another connectors from
ground TCU shutdown
Ÿ Check internal
internal defect. the gearbox
89 O.C. AT CLUTCH KR TCU shifts to Ÿ Check the cable See ¹
TCU shutdown
Ÿ Check internal
wire harness of
the gearbox
91 S.C. TO GROUND AT Backup alarm Ÿ Check the cable See ¹
RELAY REVERSE will be on until from TCU to the chapter 0
WARNING ALARM TCU TCU power backup alarm
detected a wrong voltage down even if device
at the output pin, that fault vanishes Ÿ Check the
looks like a s.c. To (loose connectors from
vehicle ground connection) backup alarm
Ÿ Cable is defective OP-Mode: device to TCU
and is contacted to normal Ÿ Check the
vehicle ground resistance of
Ÿ Backup alarm device backup alarm
has an internal defect device
Ÿ Connector pin is
ground
92 S.C. TO BATTERY No reaction Ÿ Check the cable See ¹
VOLTAGE AT RELAY OP-Mode: from TCU to the chapter 0
REVERSE WARNING normal backup alarm
ALARM device
TCU detected a wrong Ÿ Check the

ADT B30C
ZF 210 TRANSMISSION

reason for fault
detection
voltage at the output pin, connectors from
that looks like a s.c. To backup alarm
battery voltage device to TCU
Ÿ Cable is defective Ÿ Check the
and is contacted to resistance of
battery voltage backup alarm
Ÿ Backup alarm device device
Ÿ Connector pin is
voltage
93 O.C. AT RELAY No reaction Ÿ Check the cable See ¹
REVERSE WARNING OP-Mode: from TCU to the chapter 0
ALARM normal backup alarm
TCU detected a wrong device
voltage at the output pin, Ÿ Check the
that looks like a o.c. For connectors from
this output pin backup alarm
Ÿ Cable is defective device to TCU
and has no Ÿ Check the
connection to TCU resistance of
Ÿ Backup alarm device backup alarm
has an internal defect device
Ÿ Connector has no
connection to TCU
9A S.C. TO GROUND AT No reaction Ÿ Check the cable See ¹
CONVERTER LOCK UP OP-Mode: from TCU to the chapter 0
CLUTCH normal converter clutch
TCU detected a wrong solenoid
that looks like a s.c. To connectors from
vehicle ground converter clutch
Ÿ Cable is defective solenoid to TCU
and is contacted to Ÿ Check the
Ÿ Converter clutch converter clutch
solenoid has an solenoid
internal defect
Ÿ Connector pin is
ground
9B O.C. AT CONVERTER Converter Ÿ Check the cable See ¹

LOCK UP CLUTCH clutch always from TCU to the chapter 0
TCU detected a wrong open, retarder converter clutch
voltage at the output pin, not available solenoid
that looks like a o.c. For OP-Mode: Ÿ Check the
this output pin normal connectors from
Ÿ Cable is defective converter clutch
and has no solenoid to TCU
connection to TCU Ÿ Check the

ADT B30C
ZF 210 TRANSMISSION

reason for fault
detection
Ÿ Converter clutch resistance of
solenoid has an converter clutch
internal defect solenoid
Ÿ Connector has no
connection to TCU
9C S.C. TO BATTERY No reaction Ÿ Check the cable See ¹
VOLTAGE AT OP-Mode: from TCU to the chapter 0
CONVERTER LOCK UP normal converter clutch
CLUTCH solenoid
that looks like a s.c. To converter clutch
battery voltage solenoid to TCU
Ÿ Cable to defective Ÿ Check the
battery voltage converter clutch
Ÿ Converter clutch solenoid
solenoid has an
internal defect
Ÿ Connector pin is
voltage
9D S.C. TO GROUND AT No reaction Ÿ Check the cable See ¹
RETARDER OP-Mode: from TCU to the chapter 0
TCU detected a wrong normal retarder solenoid
vehicle ground retarder solenoid
Ÿ Cable is defective to TCU
Ÿ Retarder solenoid retarder solenoid
Ÿ Connector pin is
ground
9 O.C. AT RETARDER No reaction Ÿ Check the cable See ¹
TCU detected a wrong OP-Mode: from TCU to the chapter 0
voltage at the output pin, normal retarder solenoid
that looks like a o.c. For Ÿ Check the
this output pin connectors from
Ÿ Cable is defective retarder solenoid
and has no to TCU
connection to TCU Ÿ Check the
Ÿ Retarder solenoid resistance of
has an internal defect retarder solenoid
Ÿ Connector has no
connection to TCU
9F S.C. TO BATTERY No reaction Ÿ Check the cable See¹ chapter
VOLTAGE AT OP-Mode: from TCU to the 0
RETARDER SOLENOID normal retarder solenoid

ADT B30C
ZF 210 TRANSMISSION

reason for fault
detection
that looks like a s.c. To retarder solenoid
battery voltage to TCU
battery voltage retarder solenoid
Ÿ Retarder solenoid
Ÿ Connector pin is
voltage
A1 S.C. TO GROUND AT No reaction Ÿ Check the cable See ¹
DIFFLOCK SOLENOID OP-Mode: from TCU to the chapter 0
TCU detected a wrong normal difflock solenoid
vehicle ground difflock solenoid to
Ÿ Cable is defective TCU
Ÿ Difflock solenoid has difflock solenoid
internal defect
Ÿ Connector pin is
ground
A2 S.C. TO BATTERY No reaction Ÿ Check the cable See ¹
VOLTAGE AT DIFFLOCK OP-Mode: from TCU to the chapter 0
SOLENOID normal difflock solenoid
that looks like a s.c. To difflock solenoid to
battery voltage TCU
battery voltage difflock solenoid
Ÿ Difflock solenoid has
an internal defect
Ÿ Connector pin is
voltage
A3 O.C. AT DIFFLOCK No reaction Ÿ Check the cable See ¹
SOLENOID OP-Mode: from TCU to the chapter 0
TCU detected a wrong normal difflock solenoid
this output pin difflock solenoid to
Ÿ Difflock solenoid has difflock solenoid

ADT B30C
ZF 210 TRANSMISSION

reason for fault
detection
an internal defect
Ÿ Connector has no
connection to TCU
A4 S.C. TO GROUND AT No reaction Ÿ Check the cable See ¹
WARNING SIGNAL OP-Mode: from TCU to the chapter 0
OUTPUT normal warning device
that looks like a s.c. To warning device to
vehicle ground TCU
vehicle ground warning device
Ÿ Warning device has
an internal defect
Ÿ Connector pin is
ground
A5 O.C. AT WARNING No reaction Ÿ Check the cable See ¹
SIGNAL OUTPUT OP-Mode: from TCU to the chapter 0
TCU detected a wrong normal warning device
this output pin warning device to
Ÿ Warning device has warning device
an internal defect
Ÿ Connector has no
connection to TCU
A6 S.C. TO BATTERY No reaction Ÿ Check the cable See ¹ chapter
VOLTAGE AT WARNING OP-Mode: from TCU to the 0
SIGNAL OUTPUT normal warning device
that looks like a s.c. To warning device to
battery voltage TCU
battery voltage warning device
Ÿ Warning device has
an internal defect
Ÿ Connector pin is
voltage
B1 SLIPPAGE AT CLUTCH TCU shifts to Ÿ Check pressure at
K1 neutral clutch K1
TCU calculates a OP-Mode: limp Ÿ Check main
differential speed at home if failure pressure in the
closed clutch K1. If this at another system
calculated value is out of clutch is
ADT B30C
ZF 210 TRANSMISSION

reason for fault
detection
range, TCU interprets this pending Ÿ Check sensor gap
as slipping clutch. TCU shifts to at internal speed
Ÿ Low pressure at neutral sensor
clutch K1 OP-Mode: Ÿ Check sensor gap
Ÿ Low main pressure TCU shutdown at output speed
Ÿ Wrong signal at sensor
internal speed sensor Ÿ Check signal at
Ÿ Wrong signal at internal speed
output speed sensor sensor
Ÿ Wrong size of the Ÿ Check signal at
sensor gap output speed
Ÿ Clutch is defective sensor
Ÿ Replace clutch
calculated value is out of clutch is Ÿ Check sensor gap
range, TCU interprets this pending at internal speed
as slipping clutch. TCU shifts to sensor
Ÿ Low pressure at neutral
Ÿ Check sensor gap
clutch k2 OP-Mode:
at output speed
Ÿ Low main pressure TCU shutdown
sensor
Ÿ Wrong signal at Ÿ Check signal at
internal speed sensor internal speed
output speed sensor Ÿ Check signal at
Ÿ Wrong size of the output speed
sensor gap sensor
Ÿ Clutch is defective Ÿ Replace clutch
Ÿ Check sensor gap
clutch K3 OP-Mode:
at output speed
sensor
output speed sensor Ÿ Check signal at
Ÿ Wrong size of the output speed
sensor gap sensor

ADT B30C
ZF 210 TRANSMISSION

reason for fault
detection
TCU calculated a OP-Mode: limp Ÿ Check main
difference speed at TCU home if failure at pressure in the
calculates a differential another clutch is system
speed at closed clutch pending Ÿ Check sensor gap at
K4. If this calculated TCU shifts to internal speed
value is out of range, neutral sensor
TCU interprets this as OP-Mode: TCU Ÿ Check sensor gap at
slipping clutch. shutdown turbine speed sensor
Ÿ Low pressure at Ÿ Check signal at
clutch K4 internal speed
Ÿ Low main pressure sensor
internal speed sensor turbine speed sensor
Ÿ Wrong signal at Ÿ Replace clutch
turbine speed sensor
Ÿ Wrong size of the
sensor gap
Ÿ Clutch is defective
KV neutral clutch KV
closed clutch KV. If this at another system
Ÿ Check sensor gap
clutch KV OP-Mode:
at turbine speed
sensor
turbine speed sensor Ÿ Check signal at
Ÿ Wrong size of the turbine speed
sensor gap sensor
KR neutral clutch KR
closed clutch KR. If this at another system
Ÿ Check sensor gap
clutch KR OP-Mode:
at turbine speed
sensor
ADT B30C
ZF 210 TRANSMISSION

reason for fault
detection
turbine speed sensor Ÿ Check signal at
Ÿ Wrong size of the turbine speed
sensor gap sensor
B7 OVERTEMP SUMP No reaction Ÿ Cool down
TCU measured a OP-Mode: machine
temperature in the oil normal Ÿ Check oil level
sump that is over the Ÿ Check
allowed threshold. temperature
sensor
B8 OVERTEMP RETARDER TCU disables Ÿ Cool down
TCU measured a retarder machine
temperature in the oil OP-Mode: Ÿ Check oil level
sump that is over the normal Ÿ Check
allowed threshold. temperature
sensor
B9 OVERSPEED ENGINE Retarder
applies
OP-Mode:
normal
BA DIFFERENTIAL No reaction Ÿ Check oil filter
PRESSURE OIL FILTER OP-Mode: Ÿ Check wiring from
TCU measured a voltage normal TCU to differential
at differential pressure pressure switch
switch out of the allowed Ÿ Check differential
range pressure switch
Ÿ Oil filter is polluted (measure
Ÿ Cable / connector is resistance)
broken or cable /
connector is
voltage or vehicle
ground
Ÿ Differential pressure
switch is defective
BB SLIPPAGE AT Ÿ Check pressure at
CONVERTER LOCKUP converter lockup
CLUTCH clutch
TCU calculates a Ÿ Check main
differential speed at pressure in the
closed converter lockup system
clutch. If this calculated Ÿ Check sensor gap
value is out of range, at engine speed
TCU interprets this as sensor
slipping clutch.
Ÿ Check sensor gap
Ÿ Low pressure at at turbine speed
converter lockup sensor
clutch
Ÿ Check signal at
Ÿ Low main pressure engine speed
engine speed sensor Ÿ Check signal at
ADT B30C
ZF 210 TRANSMISSION

reason for fault
detection
Ÿ Wrong signal at turbine speed
turbine speed sensor sensor
Ÿ Wrong size of the Ÿ Replace clutch
sensor gap
Ÿ Clutch is defective
BD S.C TO GROUND AT No reaction Ÿ Check the cable See ¹ chapter
ENGINE BRAKE OP-Mode: from TCU to the 0
SOLENOID normal engine brake
vehicle ground difflock solenoid to
Ÿ Engine brake difflock solenoid
solenoid has an
internal defect
Ÿ Connector pin is
ground
BE S.C. TO BATTERY No reaction Ÿ Check the cable See ¹ chapter
VOLTAGE AT ENGINE OP-Mode: from TCU to the 0
BRAKE normal engine brake
battery voltage engine brake
Ÿ Cable is defective solenoid to TCU
battery voltage resistance of
Ÿ Engine brake engine brake
solenoid has an solenoid
internal defect
Ÿ Connector pin is
voltage
BF O.C. AT ENGINE BRAKE No reaction Ÿ Check the cable See ¹ chapter
TCU detected a wrong OP-Mode: from TCU to the 0
voltage at the output pin, normal engine brake
that looks like a o.c. For solenoid
this output pin Ÿ Check the
Ÿ Cable is defective connectors from
and has no engine brake
connection to TCU solenoid to TCU
Ÿ Engine brake Ÿ Check the
solenoid has an resistance of
internal defect engine brake
Ÿ Connector has no solenoid
connection to TCU
D1 S.C. TO BATTERY See fault codes Ÿ Check cables and Fault codes

ADT B30C
ZF 210 TRANSMISSION

reason for fault
detection
VOLTAGE AT POWER no. 21 to 2C connectors to no. 21 to no.
SUPPLY FOR SENSORS sensors, which are 2C may be a
TCU measures more than supplied from AU1 reaction of
6V at the pin AU1 (5V Ÿ Check the power this fault
sensor supply) supply at the pin
AU1 (should be
appx. 5V)
D2 S.C. TO GROUND AT See fault code Ÿ Check cables and Fault codes
POWER SUPPLY FOR no. 21 to 2C connectors to no 21 to 2C
SENSORS sensors, which are may be a
TCU measures less than supplied from AU1 reaction of
4V at the pin AU1 (5V Ÿ Check the power this fault
sensor supply) supply at the pin
AU1 (should be
appx. 5V)
D3 LOW POWER AT Shift to neutral Ÿ Check power
BATTERY OP-Mode: supply battery
Measured voltage at TCU shutdown Ÿ Check cables from
power supply is lower batteries to TCU
than xx V Ÿ Check connectors
from batteries to
TCU
D4 HIGH POWER AT Shift to neutral Ÿ Check power
BATTERY OP-Mode: supply battery
Measured voltage at TCU shutdown Ÿ Check cables from
power supply is higher batteries to TCU
than Ÿ Check connectors
xx V from batteries to
TCU
D5 ERROR AT SWITCH 1 Shift to neutral Ÿ Check fuse
FOR VALVE POWER OP-Mode: Ÿ Check cables form
SUPPLY VPS 1 TCU shutdown gearbox to TCU
TCU switched VPS 1 and Ÿ Check connectors
measured VPS 1 is off or from gearbox to
TCU switched off VPS 1 TCU
and measured VPS 1 is
Ÿ Replace TCU
still on
Ÿ
Ÿ Cable or connectors
are defect and are
voltage
are defect and are
ground
Ÿ Permanent power
supply KL30 missing
Ÿ TCU has an internal
defect
D6 ERROR AT SWITCH 2 Shift to neutral Ÿ Check fuse
FOR VALVE POWER OP-Mode: Ÿ Check cables form

ADT B30C
ZF 210 TRANSMISSION

reason for fault
detection
SUPPLY VPS 2 TCU shutdown gearbox to TCU
TCU switched VPS 2 and Ÿ Check connectors
measured VPS 2 is off or from gearbox to
TCU switched off VPS 2 TCU
and measured VPS 2 is Ÿ Replace TCU
still on
are defect and are
voltage
are defect and are
ground
Ÿ Permanent power
supply KL30 missing
Ÿ TCU has an internal
defect
E3 S.C. TO BATTERY No reaction Ÿ Check the cable
VOLTAGE AT DISPLAY OP-Mode: from TCU to the
OUTPUT normal display
TCU sends data to the Ÿ Check the
display and measures connectors at the
always a high voltage display
level on the connector Ÿ Change display
are defective and are
voltage
Ÿ Display has an
internal defect
E4 S.C. TO GROUND AT No reaction Ÿ Check the cable
DISPLAY OUTPUT OP-Mode: from TCU to the
TCU sends data to the normal display
display and measures Ÿ Check the
always a high voltage connectors at the
level on the connector display
Ÿ Cable or connectors Ÿ Change display
are defective and are
ground
Ÿ Display has an
internal defect
F1 GENERAL EEPROM No reaction Ÿ Replace TCU Often shown
FAULT OP-Mode: together with
TCU can’t read non normal fault code F2
volantile memory
Ÿ TCU is defective
F3 APPLICATION ERROR Transmission Ÿ Replace TCU!! This fault
Something of this stay neutral occurs only if
application is wrong OP-Mode: an test
TCU shutdown engineer did
ADT B30C
ZF 210 TRANSMISSION

reason for fault
detection
something
wrong in the
application of
the vehicle
F5 CLUTCH FAILURE Transmission Ÿ Check clutch TCU shows
AEB was not able to stay neutral also the
adjust clutch filling OP-Mode: affected
parameters TCU shutdown clutch on the
Ÿ One of the AEB- Display
Values is out of limit
F6 CLUTCH ADJUSTMENT No reaction, Ÿ Execute AEB
DATA LOST Default values
TCU was not able to read = 0 for AEB
correct clutch adjustment offesets used
parameters OP-Mode:
Ÿ Interference during normal
saving data on non
volatile memory
Ÿ TCU is brand new

ADT B30C
ZF 210 TRANSMISSION
MEASURING OF RESISTANCE AT ACTUATOR / SENSORS AND

CABLE
ACTUATOR:
Open circuit: R12 ≈ R1G ≈ R2G ≈ ∞

Short cut to ground: R12 ≈ R; R1G ≈ 0, R2G ≈ R OR R1G
≈ R, R2G ≈0 (for s.c. To ground, G is connected to vehicle ground)
short cut to battery: R12 ≈ R; R1G ≈ 0, R2G ≈ R OR R1G
≈ R, R2G ≈ 0 (for s.c. To battery, G is connected to battery voltage)
CABLE:
Open circuit: R12 ≈ R1P ≈ R1C ≈ R2P ≈ R2C ≈ ∞

Short cut to ground: R12 ≈ 0, R1C ≈ R2C ≈ 0, R1P ≈ P2ll ≈ ∞
Short cut to battery: R12 ≈ 0, R1G ≈ R2C ≈ ∞ R1P ≈ R2P ≈ 0

ADT B30C
ZF 210 TRANSMISSION
ERROR ERROR RESPONSE OPERATING MODE

Controller - Driving Transmission to Neutral PUT VEHICLE OUT OF
direction Error SERVICE
Controller - Driving range At this system with DW 2, NORMAL
Error this Error cannot occur
CCO - Error Switch on CCO no more, NORMAL
Default value = 0 bar
Parking brake system Transmission in Neutral, PUT VEHICLE OUT OF
SERVICE
N_MOT - Error Clutch control time - DEFAULT - CLUTCH -
controlled, Driving strategy CONTROL
Default value, Full load,
Overspeed control device
via Turbine speed
N_TUR - Error Clutch control time- DEFAULT - CLUTCH -
controlled, Driving strategy CONTROL
Default value: Full load,
Overspeed control device
via Turbine speed
N_MRK - Error Clutch control time- DEFAULT - CLUTCH -
controlled CONTROL
N_AB -Error Clutch control time- DEFAULT - CLUTCH -
controlled, no more CONTROL
Automatic operation,
Sensor failure mode
(see EST = 25 V22)
Temperature sensor - Default value: Operating NORMAL
Error temperature (80ºC)
Power supply voltage - Switch off Outputs, PERMANENT - NEUTRAL
Error Transmission Neutral
RFS - Error - KM No response NORMAL
RFS - Error - LU Selectable via Information NORMAL
RFS - Error - KUB field parameters:
- no more reversing,
- Reversing up to standstill
- no response
PBR - Error - KM Parking brake can be LIMP - HOME
PBR - Error - LU closed by cut-off of the PUT VEHICLE OUT OF
PBR - Error - KUB valve supply VPS 2 SERVICE
Transmission to Neutral
ASP - Error - KM At first, the Starter inerlock tbd
ASP - Error - LU function must be defined
ASP - Error - KUB

ADT B30C
ZF 210 TRANSMISSION
K1 - Error - KM Driving in a Speed LIMP - HOME

K1 - Error - LU (Speed with suitable
K1 - Error - KUB clutches)

KV - Error - KM Driving in a Speed LIMP - HOME
KV - Error - LU (Speed with suitable
KV - Error - KUB clutches)
KR - Error - KM Driving in a Speed LIMP - HOME
KR - Error - LU (Speed with suitable
KR - Error - KUB clutches)
Error - KM Transmission to Neutral PUT VEHICLE OUT OF
On several clutches SERVICE
CAN _Error Put vehicle out of service, PERMANENT NEUTRAL
if the control has no valid NORMAL
Vehicle identification
stored.
No response
Display - Error No response NORMAL
Legend: KM Short circuit against Permanent current

earth, on the component
LU Line interruption, Interruption to the
component
KUB Kurzschluß nach Over current
Ubat (Power
supply),


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ADT B30C

 COPYRIGHT REFERENCE PAGE

FUNCTION OF THE CONVERTER

The Torque converter is composed of 3 main components:

 COPYRIGHT REFERENCE PAGE

FUNCTION OF HYDRODYNAMIC CONVERTER

 COPYRIGHT REFERENCE PAGE

WK (CONVERTER LOCK-UP CLUTCH )

 COPYRIGHT REFERENCE PAGE

 COPYRIGHT REFERENCE PAGE

Checking of stall RPM:

 COPYRIGHT REFERENCE PAGE

STALL CHART FOR “C” SERIES ADT’S

ANALYZING STALL TEST RESULTS

 COPYRIGHT REFERENCE PAGE

If stall test readings are 200 RPM or more above specifications...

TROUBLE SHOOTING A FREEWHEELING STATOR

 COPYRIGHT REFERENCE PAGE

The six clutches are labled : KV -Clutch Forward

 COPYRIGHT REFERENCE PAGE

SECTIONAL VIEW OF ZF 210

 COPYRIGHT REFERENCE PAGE

Operating with Inter-axle Differential Lock

1 Front Axle Output shaft 5 Outer planetary gear 9 Inter-axle cover

TRANSMISION CONTROL VALVE

 COPYRIGHT REFERENCE PAGE

 COPYRIGHT REFERENCE PAGE

REAR VIEW OF TRANSMISSION

1 Torque converter lockup valve 7 Transmission mounting holes

 COPYRIGHT REFERENCE PAGE

TEST POINTS AND THERE LOCATIONS

 COPYRIGHT REFERENCE PAGE

NO DESCIPTION PRESS CONNECTION MARK

 COPYRIGHT REFERENCE PAGE

TRANSMISSION CONTROL VALVE COMPONENTS

The transmission control valve contains:

Pressure regulating valve

 COPYRIGHT REFERENCE PAGE

TRANSMISSION PRESSURE REGULATING CIRCUIT

 COPYRIGHT REFERENCE PAGE

TRANSMISSION MODULATING CIRCUIT

Y1 solenoid valve engages the fourth speed booster valve.

 COPYRIGHT REFERENCE PAGE

All booster valves and springs are identical.

TRANSMISSION CLUTCH MODULATION

 COPYRIGHT REFERENCE PAGE

 COPYRIGHT REFERENCE PAGE

The position of the gear shift lever in the gear shift

 COPYRIGHT REFERENCE PAGE

• From Neutral (N), select Reverse (R) on the gear selector.

 COPYRIGHT REFERENCE PAGE

INDICATIONS ON THE DISPLAY

ACTUAL GEAR AND DRIVING DIRECTION:

 COPYRIGHT REFERENCE PAGE

Display of the engaged gear: Display 1, 2, ... 6

 COPYRIGHT REFERENCE PAGE

 COPYRIGHT REFERENCE PAGE

First Number Meaning of the Number

ELECTRONIC CONTROL UNIT TCU

 COPYRIGHT REFERENCE PAGE

AUTOMATIC CALIBRATION OF THE SHIFTING ELEMENTS (AEB)

 COPYRIGHT REFERENCE PAGE

It is imperative, to respect the following Test conditions: