INTRODUCTION

GENERAL
This section has the description and operation of the
single–speed powershift transmission. This transmis-
sion design is used in the following lift trucks:
T41: S/H1.25–1.75XL (S/H25–35XL)
T42: S2.00–3.00XL (S40–60XL)
T43: H2.00–3.00XL (H40–60XL)
The operation and internal parts of the three transmis-
sions are the same. The differentials for the three trans-
missions are different, but the repair procedures are sim-
ilar.
Some lift trucks [S/H1.25–1.75XL (S/H25–35XL) and
H2.00–3.00XL (H40–60XL)] manufactured before
1985 have a different powershift transmission. This
powershift transmission is easily identified because it
has an oil filter on the left side of the transmission case.
See the section, SINGLE–SPEED POWERSHIFT
TRANSMISSION (1300 SRM 75) for information on
this earlier production transmission. The T41–43 series
of powershift transmissions have an oil filter on top of
the transmission control valve.

T41–43 TRANSMISSION SHOWN

11137

1. HOUSING, TORQUE 5. FORWARD HUB AND 9. PINION

CONVERTER GEAR 10. TRANSMISSION HOUSING
2. TRANSMISSION PUMP 6. CONTROL VALVE 11. REVERSE HUB AND GEAR
3. HOUSING, FORWARD CLUTCH 7. OUTPUT GEAR 12. REVERSE CLUTCH
4. FRONT COVER 8. RING GEAR 13. DIFFERENTIAL HOUSING

FIGURE 1. TRANSMISSION

1
 DESCRIPTION AND OPERATION
GENERAL The torque converter has an impeller, a turbine, and a
stator with a stator clutch. The impeller is fastened to the
The powershift transmission is a constant mesh trans- flywheel and has a set of curved blades. The turbine also
mission that has one forward and one reverse speed. The has blades, and is connected to the input shaft (Forward
transmission has two clutches that are applied hydrauli- clutch housing) of the transmission by splines. The sta-
cally and released by spring force. tor is between the turbine and the impeller. The stator
clutch is a single–direction clutch that permits the stator
The single–speed powershift transmission has six main
to turn freely in the direction of engine rotation, but
parts: the torque converter, transmission pump, Forward
locks to prevent rotation in the opposite direction from
and Reverse clutch assemblies, a control valve, and the
engine rotation. When the turbine is rotating at the same
differential.
speed as the impeller, the stator clutch permits the stator
to rotate as a unit with the impeller and turbine.
TORQUE CONVERTER
Operation
Description
The torque converter has two main functions. It operates
The torque converter hydraulically connects the engine as a fluid clutch to smoothly transfer power from the en-
to the transmission. There is no direct mechanical con- gine to the transmission. The torque converter will mul-
nection between the engine and the transmission. tiply the torque from the engine. When the engine works
against a load, the torque converter can multiply the
torque from the engine and send more torque to the
transmission. The maximum torque multiplication is
available just before the torque converter stalls. If the
need for torque multiplication is not required, the torque
converter operates as a fluid clutch.
The impeller has a set of curved blades that accelerates
the oil from the center of the impeller when the impeller
turns. The volume of the impeller decreases towards the
outer circumference. This decreasing volume increases
the speed and energy of the oil as it leaves impeller and
flows into the outer circumference of the turbine. The
force from the high speed oil hitting the blades in the tur-
bine transfers most of the energy to the turbine and
causes it to move in the direction of the engine rotation.
The oil then flows from the outer circumference towards
the center of the turbine. The turbine blades change the
direction of the oil flow so that the oil leaving the center
of the turbine is going in the direction opposite of engine
rotation. This oil now has a lower velocity because it has
given most of its energy to rotate the turbine.
The stator is between the turbine and impeller in the cen-
9415 ter of the torque converter. When the oil hits the stator
blades, the stator clutch prevents the stator from turning
1. TURBINE 4. STATOR CLUTCH in the opposite direction of the engine rotation. The
2. IMPELLER 5. STATOR TUBE blades of the stator change the direction of the oil so that
3. STATOR 6. INPUT SHAFT
the oil enters the impeller in the direction of engine rota-
FIGURE 2. TORQUE CONVERTER tion. The energy that remains in the oil flow as it leaves

2
the stator is added to the new energy being added to the
impeller by the engine. This use of energy, controlled by
the stator, permits the torque converter to multiply the 1 2
torque of the engine.
Resistance to the flow of oil in the turbine, because of
centrifugal force, increases as the speed of the turbine
increases. This resistance decreases the energy and
amount of oil flow to the impeller from the stator. When
the flow to the impeller decreases, the additional force
added to the impeller decreases. Less torque is gener-
ated when less torque is needed.

9419

1. OUTER RACE
2. ROLLERS
3. SPLINES ON INNER RACE

FIGURE 4. STATOR CLUTCH

VORTEX FLOW

9417
9416

ROTARY FLOW
FIGURE 5. LIFT TRUCK AT CONSTANT SPEED
FIGURE 3. TYPES OF FLOW (NO TORQUE MULTIPLICATION)

3
 11269

11269

NOTE: THE REVERSE

CLUTCH IS SHOWN OUT OF
ITS NORMAL LOCATION.

10. CONTROL VALVE

11. FILTER
12. OUTPUT GEAR
1. TORQUE CONVERTER HOUSING 13. PINION ASSEMBLY (S40–60XL)
2. IMPELLER 14. RING GEAR
3. TURBINE 15. DIFFERENTIAL HOUSING
4. STATOR 16. TRANSMISSION HOUSING
5. STATOR CLUTCH 17. HUB AND GEAR (REVERSE)
6. TRANSMISSION PUMP 18. REVERSE CLUTCH
7. FORWARD CLUTCH HOUSING 19. REVERSE CLUTCH HOUSING
8. FORWARD CLUTCH 20. FRONT COVER
9. HUB AND GEAR (FORWARD) 21. SCREEN

FIGURE 6. TRANSMISSION, SECTION VIEW

4
When the lift truck is traveling at a constant speed on
level ground, the turbine and impeller rotate at approxi-
mately the same speed. The centrifugal force of the oil is
the same for both the impeller and turbine. The oil does
not flow through the stator and torque is not multiplied.
The rotating oil hits the back of the stator blades and
turns the stator in the direction of engine rotation. The
stator clutch permits the stator to turn with engine rota-
tion. The impeller, turbine, stator and oil rotate as a unit
when torque multiplication is not required.
When the lift truck begins to travel up a ramp, the resis-
tance to turning the turbine increases. The centrifugal
force of the oil in the turbine decreases. When the speed
of the turbine is less than the speed of the impeller, the
stator locks in place. Torque is multiplied only when the
stator is held by the stator clutch. The oil flows from the
impeller, through the turbine and stator, and enters the
impeller to multiply the torque. The torque converter
again increases the torque when more torque is needed.
CLUTCH ASSEMBLIES
Description
The transmission has two clutch assemblies, a Forward
clutch and a Reverse clutch. The Forward clutch hous-
ing has an input shaft that is connected to the turbine of
the torque converter. The Forward and reverse gears are
always engaged. Also, the Forward and Reverse clutch
hubs are always engaged with the output shaft. Hydrau-
lic pressure is used to apply one of the clutches so that
power is transmitted from the engine through the trans-
mission to the drive wheels.
Each clutch assembly has a housing, piston, friction
discs and separator plates. The friction discs and separa-
tor plates are installed in the housing in a sequence. Each
friction disc is next to a separator plate. The separator
plates have a smooth metal surface. The friction discs
have a friction material on the surface. The hub in each
clutch assembly engages with the inner splines of the
friction discs. The splines in the outer circumference of
the separator plates engage the splines in the clutch
housing. A reaction ring holds the friction discs and sep-
arator

1. CLUTCH HOUSING
2. CLUTCH PISTON
3. PISTON SEAL
4. O–RING
5. CLUTCH SPRING
6. RETAINER, SPRING
7. SNAP RING
8. BALL BEARING

11217
9. SEAL RING
10. SEPARATOR DISC (5)
11. FRICTION DISC (5)
12. REACTION RING
13. SNAP RING
14. HUB AND GEAR
15. BALL BEARING
16. SEAL RINGS

FIGURE 7. CLUTCH ASSEMBLY

5
plates in the housing. A large return spring keeps the pis-
ton retracted against the housing. There is enough clear-
ance in the clutch assembly to permit the friction discs to
rotate when a clutch is not applied. When hydraulic
pressure is applied to the piston, the friction discs and
separator plates are pressed together and the clutch as-
sembly rotates as a single unit. The hydraulic pressure
for the clutches is 690 to 860 kPa (100 to 125 psi) mea-
sured at the test port for the clutch regulator.
An orifice in each clutch piston permits a small continu-
ous oil flow from the pressure chamber in the clutch.
This orifice makes sure that the clutch will completely
release. The orifice makes sure oil does not stay in the
pressure chamber of the clutch because of centrifugal
force after the clutch is released.
Both clutch shafts in the transmission have an oil pas-
sage that connects the clutch assembly to the control
valve. There are also oil passages in the transmission
housing and the clutch assemblies for the lubrication
and cooling of the clutch assemblies. Seal rings on one
end of each clutch shaft seal the oil passages so that oil
can flow from the passages in the transmission housing
to the passages in the clutch shafts.

11161

ENGAGED NOT ENGAGED

NOT ENGAGED

ENGAGED
1. INPUT SHAFT
2. FORWARD CLUTCH 9585
FORWARD 3. REVERSE CLUTCH REVERSE
4. OUTPUT SHAFT

FIGURE 8. CLUTCH OPERATION

6
Operation
When the Forward clutch is applied, the power from the
engine is sent through the Forward clutch assembly to
the output pinion. The flow of power is from the input
shaft (part of the Forward clutch housing) through the
applied clutch to the Forward hub. The gear on the hub
of the Forward clutch is engaged with the output gear on
the pinion of the differential. The power flows from the
applied clutch in the transmission through the pinion to
the differential.
The gear on the outside of the Forward clutch housing is
engaged with the gear on the outside of the Reverse
clutch housing. The gear on the Reverse clutch hub is
engaged with the output gear on the pinion. These gears
are always engaged so that they rotate, but when the Re-
verse clutch is released, they do not transfer power.
When the Reverse clutch is applied, the Forward clutch
is released. The flow of power is from the input shaft
(Forward clutch housing) to the Reverse clutch housing.
The power is transferred through the applied Reverse
clutch to the hub. The hub gear transfers the power to the
output gear and pinion. The pinion will rotate in the op-
posite direction as it did when the Forward clutch was
applied. (See FIGURE 8.).
HYDRAULIC SYSTEM
General
The powershift transmission has a hydraulic system for
control and lubrication of the transmission. An oil pump
inside the transmission is engaged with the hub of the
torque converter. This transmission pump turns with the
torque converter when the engine is running. The oil
supply for the system is kept in the sump of the transmis-
sion. A screen in the suction line to the transmission
pump prevents large particles from entering the hydrau-
lic system of the transmission. The oil flows through the
screen in the sump, through the transmission pump, by
the relief valve, and then through the filter. The pressure,
controlled by the relief valve for the transmission pump,
is 965 to 1310 kPa (140 to 190 psi). [A by–pass valve in
the oil filter opens at a difference in pressure of approxi-
mately 140 kPa (20 psi) when the filter is dirty.] From
the filter, the oil flows through passages in the transmis-
sion housing to the control valve. None of the pressure
regulators in this transmission are adjustable.
NOTE: All checks for oil pressure in this transmission
are made at 2000 rpm and an oil temperature of 60 to
70°C (140 to 160°F).
CONTROL VALVE
The control valve is installed on the top of the transmis-
sion. The inching spool, direction spool, modulator cir-
cuit, regulator for clutch pressure and the regulator for
the torque converter are part of the control valve. The
position of the inching spool is controlled by the inching
pedal.
The control valve used with the direction control lever is
different from the control valve used with the MONO-
TROL pedal. Both control valves have a similar func-
tion and design.
Direction Control Lever Only. The direction control
lever moves the direction spool through mechanical
linkage. A neutral start switch is installed on the control
valve, which is actuated by the direction control lever.
When the neutral start switch is closed, the START cir-
cuit is energized so that the engine can be started.
MONOTROL
Only. A MONOTROL block valve is
installed on the control valve. The MONOTROL block
valve controls the position of the direction spool in the
control valve. A neutral start switch is installed on the
control valve, which is actuated by the inching pedal
linkage. The engine can only be started when the inch-
ing pedal is fully pushed down or the parking brake is
applied. The hand lever for the parking brake has a
switch that deenergizes the MONOTROL pedal when
the parking brake is applied. When the MONOTROL
pedal is deenergized, the direction control valve moves
to the NEUTRAL position.
The oil filter for the transmission is also mounted on the
control valve.
7
 26 4 16
15
3 14
18
2 22
2 20
17
2 1
8 9 10 11 21

19
24

13 23 24 12

25
7 6 3 4
6 5
2

1. NEUTRAL START SWITCH

2. SPRING AND BALL,
DETENT
3. PLUG, DETENT
4. VALVE BODY
5. MODULATOR BODY
6. MODULATOR SPRINGS
7. MODULATOR PISTON
8. PLUG
9. PLUG
10. MODULATOR VALVE
11. SPRING
12. STOP FOR INCHING
PLUNGER
13. STOP PIN FOR
DIRECTION SPOOL
14. PRESSURE REGULATOR
FOR TORQUE
CONVERTER
15. SPRING (2)
16. PLUG (2)
17. CLUTCH PRESSURE
REGULATOR
18. PLUNGER, INCHING
SPOOL
19. SPRINGS, INCHING VALVE
20. WASHER
21. INCHING SPOOL
22. SPRING, INCHING SPOOL
23. DIRECTION SPOOL
24. OIL SEAL (2)
25. PLUG
11165
26. MOUNT FOR OIL FILTER

FIGURE 9. CONTROL VALVE, DIRECTION CONTROL LEVER ONLY

8
 1. VALVE BODY
2. REGULATOR, CLUTCH
PRESSURE
3. PRESSURE REGULATOR,
TORQUE CONVERTER
4. SPRING
5. PLUG AND O–RING
6. OIL SEAL
7. PLUNGER, INCHING SPOOL
8. SPRING CAP (2)
9. SPRING
10. SPRING
11. WASHER
12. INCHING SPOOL
38 39 13. SPRING
14. DIRECTION SPOOL
15. CENTERING SPRING
16. SNAP RING
17. GASKET
37 18. CAP
21 19. FITTING AND O–RING
21 34
31
22 21 35 32
21 36 33 30
27 32 40
29
33 28 33 41
2
28 3
4 4
5
5
23
24
13
25
12
1 11 5 5
10
9 37
20. STOP, INCHING SPOOL 7
21. PLUG AND O–RING (2)
22. MODULATOR REGULATOR 42 26
23. SPRING 26 14
24. SPRING 8
25. MODULATOR PISTON 15 20 6
26. PLUG AND O–RING 8 16
27. MODULATOR VALVE 17
28. PLUG AND O–RING 18
29. PIN, HYDRAULIC FITTING 19
30. MOUNT, OIL FILTER 19 11819
31. JAM NUT
* ARRANGEMENT OF SOLENOIDS
32. PLUG AND O–RING
USED ON EARLY MODELS
33. WASHER (2)
34. CAPSCREW
35. CAPSCREW
36. O–RING
37. TUBE
38. CAPSCREW
39. SOLENOID VALVE BLOCK*
40. CAPSCREW
41. BRACKET, NEUTRAL START SWITCH
42. GASKET
FIGURE 10. CONTROL VALVE, MONOTROL ONLY

9
Regulator for Clutch Pressure
(See FIGURE 9. and FIGURE 10.)
The regulator for clutch pressure controls the oil pres-
sure for applying the clutches to engage the transmis-
sion. The control pressure of the regulator is 690 to 860
kPa (100 to 125 psi). Oil that flows to the regulator for
clutch pressure flows to the torque converter circuit and
oil lubrication circuit. An orifice in the valve body
makes sure that there is always some oil flow to the
torque converter.
Inching Spool Assembly
(See FIGURE 9. and FIGURE 10.)
Inching is the slow movement of a lift truck while a high
engine speed is used for faster operation of the hydraulic
system. The inching function is normally used for fine
movements of the lift truck when handling a load. Oper-
ation of the inching pedal decreases the oil pressure to a
clutch so that the clutch is not completely applied.
The inching spool assembly has an inching spool, an
inching spool plunger, and three springs. Oil flows to the
inching spool from the transmission pump. The inching
spool controls the oil flow and pressure to the direction
spool. When the inching function is not used, the oil
flows through the inching spool to the direction spool.
Operation of the inching function causes a restriction of
the oil flow to the direction spool and the clutch. This
operation decreases the oil pressure to the direction
spool (and clutch) as the inching spool plunger is ex-
tended. When the inching spool plunger is completely
extended, the oil pressure to the direction spool (and
clutch) is approximately zero. The clutch is then re-
leased and the transmission is in NEUTRAL.
Direction Spool
(See FIGURE 9. and FIGURE 10.)
The direction spool controls the oil flow to the direction
clutches. The direction spool has three positions: FOR-
WARD, NEUTRAL, and REVERSE. When the direc-
tion spool is in its FORWARD position, oil flow and
pressure is sent to apply the forward clutch. When the
direction spool is in its REVERSE position, oil flow and
pressure is sent to apply the reverse clutch. When the di-
rection spool is in its NEUTRAL position, oil pressure
to both of the clutches is reduced to approximately zero.
Both clutches are released and the transmission is in
NEUTRAL. When the direction spool is moved to con-
10
trol a direction of travel, oil flows to and from the clutch
assemblies and also to the modulator circuit.
MONOTROL Pedal Only. (See FIGURE 10.) The di-
rection spool moves in a closed bore in the control valve.
The direction spool moves to its FORWARD or RE-
VERSE position when oil pressure is applied to one of
the ends of the spool. Springs at both ends of the spool
return it to the NEUTRAL position, when there is no oil
pressure applied to either end of the spool. The MONO-
TROL block valve controls oil flow and pressure to the
ends of the direction spool.
Direction Control Lever Only. (See FIGURE 9.) One
end of the direction spool extends from its bore in the
control valve. The linkage for the direction control lever
connects to the end of the direction spool and moves the
direction spool to its FORWARD, NEUTRAL, and RE-
VERSE positions.
MONOTROL Control Valve
(See FIGURE 10. and FIGURE 11.)
The MONOTROL control valve uses electric solenoids
to control the position of the direction spool in the trans-
mission control valve. Small electric switches in the
MONOTROL pedal energize and deenergize the sole-
noids. The solenoids open and close small valves that
send oil flow to the ends of the direction spool. Only one
solenoid is energized for each direction. When a direc-
tion solenoid is energized, the oil pressure to one end of
the direction spool moves the direction spool so that a
clutch is applied. The oil flow and pressure on the ends
of the direction spool move the spool to either its FOR-
WARD or REVERSE position.
A switch in the hand lever for the parking brake supplies
electrical power to the MONOTROL pedal. The
MONOTROL pedal energizes the solenoids in the
MONOTROL block valve. When the hand lever for the
parking brake is in the released position, the switch in
the hand lever is closed so that electric power is supplied
to the MONOTROL pedal. The solenoid controlled
valves in the MONOTROL valve assembly are con-
trolled by the MONOTROL pedal. When the hand lever
for the parking brake is in the applied position, the
switch is open so that both of the solenoid controlled
valves in the MONOTROL control valve close. When
both of the solenoid controlled valves close (deener-
gized), the centering spring moves the direction control
spool to its NEUTRAL position.
The switch in the hand lever for the parking brake also
energizes and deenergizes the START circuit on the ig-
nition switch. When the hand lever for the parking brake
is in the applied position, the START circuit is energized
so that the lift truck can be started. When the hand lever
for the parking brake is in the released position, the
START circuit is deenergized.

Direction Control Lever Only. There is no switch in

the hand lever for the parking brake.

Neutral Start Switch, MONOTROL Pedal

Only (See FIGURE 11.)

When the inching pedal is fully pushed down, a disc on

the end of the inching spool actuates the neutral start
11822
switch and applies the service brakes. The neutral start
switch is in series electrically with a pressure switch in
2–4 mm
the brake system. The disc actuates the neutral start (0.08–0.16 in)
switch and the pressure in the brake system closes the
brake switch. The pressure switch in the brake system 13–15 mm
makes sure that the brakes are applied. When the neutral (0.50–0.60 in)
start switch and the brake switch are both closed, the
START circuit, controlled by the ignition switch, is en-
ergized. When the inching pedal is fully pushed down,
1. SWITCH BRACKET
oil pressure to the direction spool and clutch is reduced 2. CAPSCREWS
to zero. The clutch is released and the direction spool 3. NEUTRAL START DISC
moves to its NEUTRAL position. This operation makes 4. NEUTRAL START SWITCH
sure that the transmission is disengaged and the brakes 5. SWITCH ROLLER
6. REVERSE SOLENOID
are applied when the engine is started. 7. FORWARD SOLENOID
8. TEST PORT, TP2
Neutral Start Switch, Direction Control FIGURE 11. ADJUSTMENT, NEUTRAL START
Lever Only (See FIGURE 9.) SWITCH (MONOTROL ONLY)
Modulator Circuit
A neutral start switch is installed in the transmission (See FIGURE 9. and FIGURE 10.)
control valve and is controlled by the position of the di-
rection control spool. The direction control spool has a A modulator circuit is used to control the rate of applica-
detent so that a small steel ball fits into the detent when tion of the clutch. When the direction spool is moved to
the direction control spool is in the NEUTRAL position. select a direction of travel, the modulator circuit con-
When the steel ball moves into the detent, the neutral trols the application of the clutch during a 1.5 to 2.0 sec-
start switch closes so that the lift truck can be started. ond period. The modulator circuit controls the pressure
When the neutral start switch is actuated, the START increase to apply the clutch smoothly. This delay and
circuit, controlled by the ignition switch is energized. smooth application of pressure reduces the shock and
The neutral start switch makes sure that the transmission stress to the drive train when engaging the transmission
is disengaged when the engine is started. or changing directions.

11
Regulator for the Torque Converter
When the engine speed is low, the oil flows to the torque
converter through an orifice in the bore in the clutch
pressure regulator. The pressure regulator for the torque
converter stays closed until the pressure to the torque
converter increases to 690 to 830 kPa (100 to 120 psi).
When the pressure regulator for the torque converter
opens, the oil that does not go to the torque converter
flows directly to the passage to cool and lubricate parts
of the transmission. The oil that flows to the torque con-
verter goes through the oil cooler before entering the
passage to cool and lubricate the clutches.
By–Pass Valve for the Oil Cooler
A by–pass valve is in the circuit after the torque conver-
ter to protect the oil cooler. When the oil pressure is 550
to 725 kPa (80 to 105 psi), oil flows through the by–pass
valve into the sump to control the pressure.

1. PINION
2. PREVAILING TORQUE NUT
3. OUTPUT GEAR
4. BEARING
5. SPACER, OIL SEAL
6. OIL SEAL
7. SHIMS
8. SPACER
9. SPACER
10. BEARING
11. RING GEAR
12. DIFFERENTIAL HOUSING
13. TRANSMISSION HOUSING
11305

9
FIGURE 12. DIFFERENTIAL S/H1.25–1.75XL (S/H25–35XL)

1. PINION
2. PREVAILING TORQUE NUT
3. OUTPUT GEAR
4. BEARING
5. SPACER, OIL SEAL
6. OIL SEAL
7. SHIMS
8. SPACER
9. BEARING
10. RING GEAR
11. DIFFERENTIAL HOUSING
12. TRANSMISSION HOUSING
11164

FIGURE 13. DIFFERENTIAL S2.00–3.00XL (S40–60XL)

12
 1. PINION
2. PREVAILING TORQUE NUT
3. OUTPUT GEAR
4. BEARING
5. SPACER, OIL SEAL
6. OIL SEAL
7. SHIMS
8. BEARING
9. BEARING
10. RING GEAR
11. DIFFERENTIAL HOUSING
12. TRANSMISSION HOUSING
11304

FIGURE 14. DIFFERENTIAL H2.00–3.00XL (H40–60XL)

DIFFERENTIAL scription for the oil flow from the transmission pump is
the same for all four conditions:
The ring and pinion gears transfer power to the axle
shafts at right angles to the transmission. The ring and D Oil from the transmission pump flows by the pump re-
pinion is also a gear reduction which increases the lief valve and through the filter to the clutch pressure
torque to the drive wheels. The differential assembly regulator and the inching spool. The pump relief valve
permits the drive wheels to turn at different speeds when controls the maximum oil pressure to 965 to 1210 kPa
the lift truck is turning a corner. (140 to 175 psi) at 2000 rpm.
D The clutch pressure regulator controls the oil pressure
The arrangement of the ring and pinion are different for
the three transmissions. The ring and pinion gears are to the clutches to 690 to 860 kPa (100 to 125 psi).
held in position in the transmission case by the differen- D An orifice in the transmission valve body at the clutch
tial housing. The housing for the drive axle is fastened to pressure regulator makes sure there is always a supply of
the differential housing. The output gear for the trans- oil to the torque converter.
mission is installed on the pinion shaft. The output gear
is in constant mesh with the gears of the Forward and D The oil flows through the torque converter, through
Reverse clutch hubs. the oil cooler, and to the clutches for lubrication and
cooling. The pressure regulator for the torque converter
OIL FLOW DIAGRAMS controls the pressure to the torque converter to 690 to
830 kPa (100 to 120 psi).
NOTE: All checks for oil pressure in this transmission
are made at 2000 rpm and an oil temperature of 60 to D The oil that does not flow to the torque converter flows
70°C (140 to 160°F). directly from the converter pressure regulator to cool
and lubricate the clutches. A by–pass valve is between
The following diagrams describe the oil flow through the torque converter and the oil cooler to protect the oil
the transmission hydraulic system in four different con- cooler. This by–pass valve opens at 550 to 725 kPa (80
ditions: NEUTRAL, operation of the modulator circuit to 105 psi).
when the direction is changed FORWARD to RE-
VERSE, FORWARD, and FORWARD INCHING. In
each condition, the engine is running. The following de-

13
 11139

1. SCREEN 13. DIRECTION SPOOL

2. OIL PUMP 14. REVERSE CLUTCH
3. PUMP RELIEF VALVE 15. FORWARD CLUTCH
4. FILTER AND BY–PASS 16. CHECK PORT FOR MODULATOR PRESSURE
5. TORQUE CONVERTER 17. CHECK PORT FOR REVERSE CLUTCH
6. COOLER RELIEF VALVE PRESSURE
7. OIL COOLER 18. CHECK PORT FOR FORWARD CLUTCH
8. TORQUE CONVERTER REGULATOR PRESSURE
9. CLUTCH REGULATOR 19. CHECK PORT FOR PUMP PRESSURE
10. MODULATOR CONTROL VALVE 20. CHECK PORT FOR CONVERTER PRESSURE
11. MODULATOR REGULATOR 21. DIRECTION CONTROL LEVER OPTION
12. INCHING SPOOL 22. MONOTROL OPTION

FIGURE 15. OIL FLOW IN THE NEUTRAL POSITION (1 of 2)

14
 SUCTION
SYSTEM PRESSURE
TORQUE CONVERTER PRESSURE
COOLING AND LUBRICATION
DRAIN

When the engine is running and the direction spool is in the NEUTRAL position, both clutches are re-
leased. The transmission is disengaged. The inching function is not applied and oil flows through the inch-
ing spool to the direction spool. With the direction spool in the NEUTRAL position, the oil flow is stopped at
the direction spool and all the oil flows to the clutch pressure regulator. At the clutch pressure regulator,
the oil has two paths for flow. One path is through the orifice in the valve body to the torque converter and
the lubrication circuits. The clutch regulator spool opens a second path to the torque converter. The torque
converter regulator then controls the oil pressure and flow to the torque converter. If the oil pressure is too
high, the torque converter regulator opens a path directly to the lubrication circuit. The torque converter
regulator is a by–pass for the torque converter and the oil cooler. The modulator circuit is not in operation
in the NEUTRAL position.

FIGURE 15. OIL FLOW IN THE NEUTRAL POSITION (2 of 2)

15
 The modulator controls the rate of increase in hy-
draulic pressure to apply clutch. This delay re-
duces the shock and stress to the drive train when
engaging the transmission or changing the direc-
tion of travel. This Figure shows the operation
when the direction spool is moved from FOR-
WARD to REVERSE. The operation of the modu-
lator circuit is the same for each movement of the
direction spool that causes the application of a
clutch. 11337
TIME
The graph shows the pressure changes in the
modulator circuit (and clutch pressure circuit) 1. CLUTCH DISENGAGES
when a clutch is being applied. The numbers of the 2. OTHER CLUTCH FILLS WITH OIL
3. MODULATOR CONTROLS
paragraphs refer to the pressure graph and indi-
INCREASE IN PRESSURE
cate what is happening at that time. 4. OTHER CLUTCH ENGAGES

1. When the direction spool is moved from FOR-

WARD to REVERSE, the direction spool opens a
path from the FORWARD clutch to the sump. The
oil pressure to the FORWARD clutch decreases
rapidly to zero. The oil pressure in the passage to
the REVERSE clutch is already zero. An orifice in
the clutch piston makes sure that oil does not stay
in the clutch because of centrifugal force. Oil pres-
sure in the bore of the modulator piston moves the
spool of the modulator valve and opens a path to
the sump. The oil in the bore of the modulator pis-
ton drains rapidly to the sump.

2. Oil flows through the direction spool and fills the

cavity behind the REVERSE clutch piston to apply
the clutch. When the pressure increases to ap-
proximately 205 kPa (30 psi) to the REVERSE
clutch, the pressure causes the modulator regula-
tor to open a path to the sump. This action pre-
vents the pressure from increasing rapidly to apply
the clutch.

FIGURE 16. MODULATOR OPERATION (1 of 2)

16
 3. When the oil pressure in the circuit between the
modulator valve and the modulator piston de-
creases to zero, the spring at the modulator valve
moves the modulator valve to close the path to the
sump. The oil must now flow through the orifice in
the spool of the modulator valve to the modulator
piston. When the pressure in the modulator circuit
is approximately 205 kPa (30 psi), the oil pressure
begins to push the modulator piston in the bore.
As the pressure increases, the movement of the
modulator piston increases the force of the spring
between the modulator piston and the modulator
regulator. The modulator regulator moves to keep
a constant difference in pressure of 103 kPa (15
psi) across the orifice in the modulator valve. This
constant difference in pressure permits the modu-
lator piston to move at a constant rate and causes
the controlled application of the clutch.

4. When the modulator piston pushes the modula-

tor regulator closed [approximately 480 kPa (70
psi)], the path to the sump is completely closed.
The oil pressure then increases rapidly to the nor-
mal clutch pressure of 690 to 860 kPa (100 to 125
psi). The transmission is engaged to move the lift
truck.

FIGURE 16. MODULATOR OPERATION (2 of 2)

17
 REVERSE
SOLENOID

FORWARD
SOLENOID

11819

1. SCREEN 14. REVERSE CLUTCH

2. OIL PUMP 15. FORWARD CLUTCH
3. PUMP RELIEF VALVE 16. CHECK PORT FOR MODULATOR
4. FILTER AND BY–PASS PRESSURE
5. TORQUE CONVERTER 17. CHECK PORT FOR REVERSE CLUTCH
6. COOLER RELIEF VALVE PRESSURE
7. OIL COOLER 18. CHECK PORT FOR FORWARD CLUTCH
8. TORQUE CONVERTER REGULATOR PRESSURE
9. CLUTCH REGULATOR 19. CHECK PORT FOR PUMP PRESSURE
10. MODULATOR CONTROL VALVE 20. CHECK PORT FOR CONVERTER
11. MODULATOR REGULATOR PRESSURE
12. INCHING SPOOL 21. DIRECTION CONTROL LEVER OPTION
13. DIRECTION SPOOL 22. MONOTROL OPTION

FIGURE 17. FORWARD DRIVE (1 OF 2)

18
 SUCTION
SYSTEM PRESSURE
TORQUE CONVERTER PRESSURE
COOLING AND LUBRICATION
DRAIN

When the direction spool is moved from NEUTRAL to FORWARD position, oil pressure is now avail-
able to the Forward clutch circuit and the modulator circuit. The modulator circuit controls clutch en-
gagement to cause a smooth change in direction and reduce the stress in the drive train. Operation of
the modulator circuit is described in FIGURE 16.

The hydraulic operation in REVERSE is similar to FORWARD except for the position of the direction
control lever and the clutch that is applied.

FIGURE 17. FORWARD DRIVE (2 of 2)

19
 REVERSE
SOLENOID

FORWARD
SOLENOID

11139

1. SCREEN 13. DIRECTION SPOOL

2. OIL PUMP 14. REVERSE CLUTCH
3. PUMP RELIEF VALVE 15. FORWARD CLUTCH
4. FILTER AND BY–PASS 16. CHECK PORT FOR MODULATOR PRESSURE
5. TORQUE CONVERTER 17. CHECK PORT FOR REVERSE CLUTCH
6. COOLER RELIEF VALVE PRESSURE
7. OIL COOLER 18. CHECK PORT FOR FORWARD CLUTCH
8. TORQUE CONVERTER REGULATOR PRESSURE
9. CLUTCH REGULATOR 19. CHECK PORT FOR PUMP PRESSURE
10. MODULATOR CONTROL VALVE 20. CHECK PORT FOR CONVERTER PRESSURE
11. MODULATOR REGULATOR 21. DIRECTION CONTROL LEVER OPTION
12. INCHING SPOOL 22. MONOTROL OPTION

FIGURE 18. OIL FLOW WHILE INCHING IN FORWARD (1 of 2)

20
 SUCTION
SYSTEM PRESSURE
TORQUE CONVERTER PRESSURE
COOLING AND LUBRICATION
DRAIN
INCHING PRESSURE

Inching permits fine adjustments in the position of the lift truck while a higher rpm of the engine in-
creases the speed of operation of the hydraulic system. The inching function operates when the oper-
ator pushes on the inching pedal. The direction spool must be in either the FORWARD or REVERSE
position. When the operator pushes on the inching pedal, the inching pedal pulls the inching plunger
from the control valve and decreases the spring force on the inching spool. As the spring force de-
creases, the inching spool moves to decrease the flow of oil to the direction spool. The inching spool
also opens a passage to the sump so that the pressure to the clutch will decrease. The position of the
inching spool is controlled by the pressure on the inching spool and the force of the springs on both
ends of the inching spool. The inching spool will move to a position that will balance oil pressure and
spring pressure. The decrease in oil pressure permits the applied clutch to slip. When the inching
plunger is fully extended, the inching spool stops the flow of oil to the direction spool and the clutch is
released.

FIGURE 18. OIL FLOW WHILE INCHING IN FORWARD (2 of 2)

21