Ishift and Powertronioc Training
Ishift and Powertronioc Training
AND TACTICS
Transmissions Automatic
General information
I-Shift - Generation B
Designation
Construction
Gear layout
Synchronisers
Power ow
Gear selection
Shaft speed sensors
Intermediate shaft brake
Clutch
Clutch cylinder
Control housing
TECU
Temperature sensor
Air cylinders
Interlocks
Contents
12
15
25
27
29
29
31
41
43
45
47
49
61
63
65
67
69
71
73
75
77
79
89
93
99
102
109
111
113
114
117
121
123
124
127
I-Shift - Generation C
Designation
Identication plate
Gear ratios
Selection positions
Gen. C vs. Gen. B
Clutch
Clutch position sensor
X1 and X2 values
Range change gearset
TECU
Overdrive gearset
Selector lever
Lubrication
Oil cooling
Software packages
Package description
Feature description
133
137
138
139
141
143
149
151
153
155
157
159
161
165
169
172
174
Contents
Powertronic
General information
Designation
Generations
Construction
Torque converter
PTO & uid pump drive
Clutches & brakes
Valve block
Solenoid and relay valve
operation
Power ow
Powershift
Gear shift control
Sensor location
Input & turbine speed sensor
179
179
181
183
185
193
195
197
201
203
219
220
225
229
Powertronic - cont.
Lock-up clutch
Lock-up clutch teach-in
Retarder
Selector lever
Control system - Gen. 3 & 4
Transmission uid
Level check
Fluid pressure test
Gen. 3 & 4
Gen. 2
Lock-up/retarder test
Gear test
Common faults
231
235
243
249
253
254
255
257
259
261
263
264
Introduction
About this
Pocket guide
Transmissions - Automatic
Danger,
Warning,
Caution &
Note
Replacement
parts
Specication
Copyright
10
General Information
11
General Information
Automated vs.
Automatic
12
General Information
Automatic
transmission
Automatic transmissions use planetary gearsets described later - carried on input and output shafts - there
is no countershaft.
All gears are in constant mesh, and ratios are changed by
using brakes and clutches to lock various components of
the gearsets in combination.
Coupling between the engine and transmission is via a
uid coupling called a torque converter, which transmits
power whenever the engine is running.
Powertronic is an automatic transmission.
13
General Information
R
PC
S
14
General Information
Epicyclic
gearsets
15
General Information
R
PC
S
16
General Information
Epicyclic
gearsets example
Calculations
Sun
Planet
carrier
Ring
3.4:1A
Planet
carrier
Ring
Sun
0.71:1B
Sun
Ring
Planet
carrier
-2.4:1C
17
General Information
Other combinations of this single gearset will produce other
ratios.
Multiple gearsets can be used to obtain even more ratios.
Note
With multiple gearsets, not all gears engage all other gears.
For example - planet gears may engage the sun gear, but
not the ring gear.
Planet gears can also be made different lengths so that
they engage one sun gear, but not another which may be a
different diameter.
When required, the components are locked stationary by
applying multiplate clutches, or brake bands.
The clutches and brake bands are normally applied by uid
pressure.
18
19
General Information
PC
S
P
2
20
General Information
Gearing
examples
21
22
I - Shift - Generation B
23
I - Shift - Gen. B
24
I - Shift - Gen. B
Designation
25
I - Shift - Gen. B
1b
2
1a
1c
26
I - Shift - Gen. B
Construction
27
I - Shift - Gen. B
LS
HS
RE
RA
28
I - Shift - Gen. B
Gear layout
Synchronisers
29
I - Shift - Gen. B
1st.
2nd.
3rd.
4th.
30
I - Shift - Gen. B
Power ow gears 1 to 4
1st. Low range splitter > 1st. gear > range change low ratio
2nd. High range splitter > 1st. gear > range change low
ratio
3rd. Low range splitter > 2nd. gear > range change low
ratio
4th. High range splitter > 2nd. gear > range change low
ratio
31
I - Shift - Gen. B
5th.
6th.
7th.
8th.
32
I - Shift - Gen. B
Power ow gears 5 to 8
5th. Low range splitter > high range splitter > range change
low ratio
6th. Direct: main shaft > range change low ratio
7th. Low range splitter > 1st. gear > range change high
ratio
8th. High range splitter > 1st. gear > range change high
ratio
33
I - Shift - Gen. B
9th.
10th.
11th.
12th.
34
I - Shift - Gen. B
Power ow gears 9 to 12
9th. Low range splitter > 2nd gear > range change high
ratio
10th. High range splitter > 2nd. gear > range change high
ratio
11th. Low range splitter > high range splitter > range
change high ratio
12th. Direct - mainshaft > > range change high ratio
35
I - Shift - Gen. B
R1.
R3.
R2.
R4.
36
I - Shift - Gen. B
Power ow gears R1 to R4
R1. Low range splitter > reverse gears > range change low
ratio
R2. High range splitter > reverse gears > range change low
ratio
R3. Low range splitter > reverse gears > range change
high ratio
R4. High range splitter > reverse gears > range change
high ratio
37
I - Shift - Gen. B
Gear selection
- main gearbox
38
39
I - Shift - Gen. B
PC
S
P
40
I - Shift - Gen. B
Gear selection
- range change
I - Shift - Gen. B
SR
1
LS
HS
RE
42
I - Shift - Gen. B
Shaft speed
sensors
43
I - Shift - Gen. B
44
I - Shift - Gen. B
Intermediate
shaft brake
45
I - Shift - Gen. B
46
I - Shift - Gen. B
Clutch
47
I - Shift - Gen. B
2
3
48
I - Shift - Gen. B
Clutch cylinder
49
I - Shift - Gen. B
2
50
I - Shift - Gen. B
Clutch cylinder
51
I - Shift - Gen. B
52
I - Shift - Gen. B
Clutch cylinder
2. Inductive sensor.
The sensor provides a signal representing the position of
the actuating piston, and lining wear.
The sensor is supplied with 5 V from the Transmission
Electronic Control Unit (TECU).
The output signal is between 1.1V - clutch engaged, and
1.8V - clutch disengaged.
53
I - Shift - Gen. B
54
I - Shift - Gen. B
Clutch cylinder
operation - clutch
engaged
55
I - Shift - Gen. B
56
I - Shift - Gen. B
Clutch cylinder
- operation
57
I - Shift - Gen. B
3
VASE
VASD
2
Air supply
No air present
Air exhaust
VAFE
VAFD
58
I - Shift - Gen. B
Clutch cylinder
- air circuit
59
I - Shift - Gen. B
60
I - Shift - Gen. B
Control housing
61
I - Shift - Gen. B
1
62
I - Shift - Gen. B
TECU
63
I - Shift - Gen. B
64
I - Shift - Gen. B
Temperature
sensor transmission
65
I - Shift - Gen. B
1
7
6
5
66
I - Shift - Gen. B
Air cylinders
67
I - Shift - Gen. B
3
2
68
I - Shift - Gen. B
Interlocks
69
I - Shift - Gen. B
1
4
5
2
70
I - Shift - Gen. B
Sensors
71
I - Shift - Gen. B
LR
HR
1
B
LS
HS
C1
HS R
2
C2
LR
C3
LS
HR
C4
C5
72
I - Shift - Gen. B
Solenoid valves
73
I - Shift - Gen. B
2
1
24
P24
3
74
I - Shift - Gen. B
Air supply
75
I - Shift - Gen. B
76
I - Shift - Gen. B
Electrical
connectors
Without retarder
-A
With retarder - B
77
I - Shift - Gen. B
1
2
6
1
R
N
4
A
M
L
78
I - Shift - Gen. B
Selector lever
79
I - Shift - Gen. B
1
2
6
5
R
N4
A
M
L
80
I - Shift - Gen. B
Economy/
Performance
mode
Limp Home
mode
81
I - Shift - Gen. B
Selecting Limp
Home mode
82
83
I - Shift - Gen. B
1
2
6
5
4
84
I - Shift - Gen. B
Selector lever
positions
Manual up/down
shifts
85
I - Shift - Gen. B
MITNB
86
I - Shift - Gen. B
Selector lever
- bus
87
I - Shift - Gen. B
E
E+
P
B
L
R
N
A
M
F
11
R1
R2
R3
R4
N1
N2
1
2
3
4
5
6
7
8
9
10
11
12
88
I - Shift - Gen. B
Gear display
1. Driving program:
E = Economy
E+ = Economy with freewheel - Eco-Roll
P = Performance
B = Brake
L = Limp Home
2. Available gears down:
The number of gears available for manual down-shift is
indicated by the number of arrows displayed.
3. Gear lever position:
R = Reverse
N = Neutral
A = Automatic
M =Manual
F = Folded gear lever
89
I - Shift - Gen. B
1
E
E+
P
B
L
R
N
A
M
F
11
R1
R2
R3
R4
N1
N2
1
2
3
4
5
6
7
8
9
10
11
12
90
I - Shift - Gen. B
Gear display
91
I - Shift - Gen. B
J1939
J1708
MID130
MID222
J1939-5
MID223
MID144
MID140
10
11
92
I - Shift - Gen. B
Control system
93
J1939
J1708
MID136
MID128
MID150
MID216
12
13
15
6
16
14
94
I - Shift - Gen. B
Control system
95
I - Shift - Gen. B
Control system
- communication
MID 144 - VECU
96
I - Shift - Gen. B
MID 128 - EECU
(EMS)
97
I - Shift - Gen. B
J1587
J1939-1
EECU
(EMS)
VECU
TECU
J1939-5
J1939-2
Tachograph
= 120 Ohm terminating resistors
GECU
98
I - Shift - Gen. B
Data links
99
I - Shift - Gen. B
Basic
Fuel
economy
FE
Comfort
C
Comfort &
fuel
FEC
Eco-roll
Brake mode
Automatic engine
brake control
B
Automatic mode standard
Power
Power professional
Economy &
power
EP
100
Basic
Comfort &
fuel
FEC
Kick down
Oil temperature
gauge
Service indicator
Yes
Yes
Yes
VEB required
NEW FEATURES
Smart cruise
control
Performance shift
Smooth range shift
High torque
direct gear
Engine availability
No
Fuel
economy
FE
Yes
Comfort
Economy &
power
EP
D12D420/460
101
I - Shift - Gen. B
Software
packages &
features
Automatic mode
- Pro
Eco-roll
Eco-roll
activation
conditions
102
I - Shift - Gen. B
Eco-roll
engagement
conditions
Brake mode
Power
Power Pro.
103
I - Shift - Gen. B
Software
packages &
features
104
I - Shift - Gen. B
Software
packages &
features
105
I - Shift - Gen. B
Nm
8 10 12 14
16 18 20 rev/min x 100
106
I - Shift - Gen. B
Software
packages &
features
107
I - Shift - Gen. B
Producing the
high torque
108
I - Shift - Gen. B
Conversion kits
- all chargeable
Kit No.
85103233
Basic
Fuel
economy
Basic
Comfort
Basic
Fuel
economy
Comfort
85103235
Comfort
Comfort
Fuel
economy
85103235
Fuel
economy
Fuel
economy
Comfort
85103235
Comfort
85103236
Basic
Fuel
economy
85103234
109
I - Shift - Gen. B
Gauge
B
230C
1/7
Gauge
F N
11:45
AM
34587.6 km
1/7
11:45
AM
34587.6 km
EP
230C
230C
1/7
F N
230C
Gauge
FEC F N
11:45
AM
34587.6 km
Gauge
FE
F N
230C
Gauge
1/7
11:45
AM
34587.6 km
1/7
F N
11:45
AM
34587.6 km
110
I - Shift - Gen. B
Viewing software
package
111
I - Shift - Gen. B
4 - Power transmission
> 40 - General
> 41 - Clutch
> 43 - Gearbox
112
I - Shift - Gen. B
Testing VCADSPro
113
I - Shift - Gen. B
Calibration
Calibration mode
(A)
114
I - Shift - Gen. B
Calibration mode
(B)
115
I - Shift - Gen. B
Actual stroke length
I
N
LS
15
10
HS
9
mm
15
11
OK
Not OK
116
I - Shift - Gen. B
VCADS cylinder
tests
117
I - Shift - Gen. B
9990099
9808563
9998555
9808584
118
I - Shift - Gen. B
VCADS
connections gearbox removed
9998555 - Interface
9998554 - Programming unit
9998563 - Power supply cable
9990099 - Test, programming cable
119
I - Shift - Gen. B
P/N 1592924
9992976
P/N 969327
P/N 969263
P/N 1592924
120
I - Shift - Gen. B
Air supply
connection
121
I - Shift - Gen. B
HS
B
LS
1
2
LR
3
HR
122
I - Shift - Gen. B
Air paths in
control housing
123
I - Shift - Gen. B
Control housing
- remove and ret
CAUTION
When removing or retting the control housing, the gear
selected in the gearset must be the same as that selected
in the control housing - e.g. if high ratio range change is
selected in the range change gearset, then high ratio must
also be selected in the control housing.
If you do not ensure matched selection, component
damage may occur.
Note: It should be possible to t the housing without using
any force. If force is needed, there is something wrong
- recheck gear selection.
Before removing the control housing, select high ratio
splitter gear.
124
125
I - Shift - Gen. B
STOP
CHECK
Gauges
1/7
TCS
<
CC
11:45
AM
4234567.8
126
I - Shift - Gen. B
Using a rolling
road
CAUTION
If a vehicle tted with I-shift gearbox needs to be run on a
rolling road, certain procedures must be followed:
1. The coolant temperature must be over 700.
2. Auxiliary brake lever must be in OFF position.
3. Traction control (TCS) must be disabled - go to vehicle
settings on the display, and disable TCS.
4. Start the engine.
5. Select A mode. Press the accelerator pedal lightly and
hold the road speed at min. 3km/h for 10 sec.
This will enable tacho mode, which is conrmed by display
of an upside-down V.
6. The engine can now be accelerated to cause the
gearbox to change up through the gears, until 12th. gear is
engaged.
127
I - Shift - Gen. B
STOP
CHECK
Gauges
1/7
TCS
<
CC
11:45
AM
4234567.8
128
I - Shift - Gen. B
Using a rolling
road
Note: If roller resistance prevents up-shift to 12th. gear 7. Select M mode and 6th. gear.
Increase the road speed until all three shift upward arrows
are visible.
You will then be able to select 7th. - 12th. gear.
129
130
I-Shift - Generation C
131
I-Shift - Gen. C
132
I - Shift - Gen. C
Designation
133
I - Shift - Gen. C
134
I - Shift - Gen. C
Designation
AT2412C
Max. torque: 2400 Nm
Forward gears: 12
GCW: 44t (Specic markets with mainly at road operation
can be allowed up to 50t).
AT2512C
Max. torque: 2500 Nm
Forward gears: 12
GCW: 60t (Specic markets with mainly at road operation
can be allowed up to 130t, with limited warranty).
ATO2512C
Max. torque: 2400 Nm
Forward gears: 12
GCW: 60t (Specic markets with mainly at road operation
can be allowed up to 130t, with limited warranty).
135
I - Shift - Gen. C
SWEDEN
COMPONENT
AT2412C
(SP3190245)
SERVICE CATEGORY
A
COMP. ID
2423455
SERIAL NO.
2005402123
136
I - Shift - Gen. C
Identication
plate
137
I - Shift - Gen. C
AT2512C
AT2412C
ATO2512C
1
2
3
4
5
6
7
8
9
10
11
12
14.94
11.73
9.04
7.09
5,54
4.35
3.44
2.70
2.08
1.63
1.27
1.00
11.73
9.21
7.09
5.57
4.35
3.41
2.70
2.12
1.63
1.28
1.00
0.78
R1
R2
R3
R4
-17.48
- 13.73
- 4.02
- 3.16
-13.73
- 10.78
- 3.16
- 2.48
Gear ratios
138
I - Shift - Gen. C
Selection
positions splitter, main and
range change
1
2
3
4
5
6
7
8
9
10
11
12
Gear
Splitter Main
LS
HS
LS
HS
LS
HS
LS
HS
LS
HS
LS
HS
1
1
2
2
3
3
1
1
2
2
3
3
Range
R1
R2
R3
R4
LS
HS
LS
HS
R
R
R
R
LR
LR
HR
HR
N1
N2
LS
HS
N
N
LR
LR
LR
LR
LR
LR
HR
HR
HR
HR
HR
HR
139
I - Shift - Gen. C
3
1
140
I - Shift - Gen. C
Gen. C vs. Gen. B
141
I - Shift - Gen. C
142
I - Shift - Gen. C
Clutch
143
I - Shift - Gen. C
VASE
VASD
VAFE
VAFD
144
I - Shift - Gen. C
Clutch cylinder
operation
145
I - Shift - Gen. C
VASE
VASD
VAFE
VAFD
146
I - Shift - Gen. C
The solenoids are controlled by Pulse Width Modulated
(PWM) signals from the TECU.
PWM signals are variable, which means that the valves can
be opened and closed progressively by varying amounts.
This allows close and precise control of clutch
disengagement and engagement.
Note that, in certain circumstances, the fast and slow
valves may be energised together - e.g. for rapid
disengagement, VASD and VAFD can both be energised.
147
I - Shift - Gen. C
3
1
2
148
I - Shift - Gen. C
Clutch position
sensor
149
I - Shift - Gen. C
X1
X2
150
I - Shift - Gen. C
X1 and X2 values
I - Shift - Gen. C
152
I - Shift - Gen. C
Range change
gearset
153
I - Shift - Gen. C
1
154
I - Shift - Gen. C
TECU
155
I - Shift - Gen. C
AT2512C
ATO2512C
156
I - Shift - Gen. C
Overdrive gearset
157
I - Shift - Gen. C
R
N
A
M
158
I - Shift - Gen. C
Selector lever
159
I - Shift - Gen. C
160
I - Shift - Gen. C
Lubrication
161
I - Shift - Gen. C
162
I - Shift - Gen. C
Oil pump
163
I - Shift - Gen. C
UTCOOL
TC-MWO
TC-MWOH2
TC-MAOH2
164
I - Shift - Gen. C
Oil cooling - no
retarder
URETARD
165
I - Shift - Gen. C
UTCOOL
TC-MWOH2
TC-MWO
TC-MAOH2
166
I - Shift - Gen. C
Oil cooling - with
retarder
RET-TH
167
I - Shift - Gen. C
Time/Distance
N1
DC
Time/Distance
FE
Time/Distance
N1
N1
168
I - Shift - Gen. C
Software
packages
169
I - Shift - Gen. C
Basic
Distribution
Long haul
& construction Fuel &
Economy
TP-BAS TP-DICON
TP-FUEC
Transmission types All
All
All
Features
Basic shift strategy
Enhanced shift
strategy (GCW up to 60t)
Heavy GCW control
(GCW 61-130t)
EcoRoll
Launch control
Basic gearshift
adjustments
Kick-down
Gearbox oil temp.
monitor
Heavy
Haulage
TP-HEAVY
V2512AT only
x
x
x
x
x
x
x
x
x
x
x
x
x
170
I - Shift - Gen. C
Transmission types
Features
Smart cruise
control
Performance shift
Basic
Distribution
& construction
TP-BAS
Alle
Heavy
Haulage
TP-DICON
Long haul
Fuel &
Economy
TP-FUEC
x
x
x
x
Alle
Alle
TP-HEAVY
V2512AT only
Enhanced PTO
functions
171
I - Shift - Gen. C
Package
description
172
I - Shift - Gen. C
Feature
descriptions
* EBS-MED/
EBS-HIG required
** Available
only with
certain engine/
transmission
combinations
173
I - Shift - Gen. C
Feature
descriptions
174
I - Shift - Gen. C
Feature
descriptions
Option
descriptions
175
176
Powertronic
177
Powertronic
178
Powertronic
General
information
Designations
179
Powertronic
180
Powertronic
Generations
Powertronic
K1 K2
B1 B2
B3 B4
B5
182
Powertronic
Construction
183
Powertronic
184
Powertronic
Torque
convertor - main
components
Impeller
Turbine
Stator
185
Powertronic
1
186
Powertronic
Torque convertor
- operation
Fluid circulation
and force
Residual force
187
Powertronic
188
Powertronic
Torque convertor
- operation
Efciency loss
The stator vanes throw the uid back onto the impeller vanes,
in a direction which aids rotation.
The residual force of the circulating uid is added to the torque
provided by the engine - hence the term torque convertor.
Torque multiplication is highest - typically 2:1 - when the
impeller speed is high, and the turbine speed is low.
Eventually, the turbine speed approaches that of the impeller.
However, because of circulation losses, the speeds can
never actually match 100%. There will always be some slip
meaning that the turbine rotates slightly slower than the
impeller.
This slip is a loss of efciency, which has a bearing on
performance and fuel economy.
To eliminate slip, once the relative speeds of the impeller and
turbine reach a certain point, lock-up clutch (5) is engaged.
For more information, see Lock-up clutch.
189
Powertronic
Smooth torque
transmission
No wear
Torque drag
Powertronic
191
Powertronic
3
192
Powertronic
PTO and uid
pump drive
193
Powertronic
K1
K2
B1
B2
B3
B4
B5
194
Powertronic
Clutches and
brakes
195
Powertronic
RV2
LRV
RV4
RV
RV5
RV1
RV3
S13
TV1
S11 S4
S3
S5
S1
S2
RV9
RV7
CHV
MPV S7 S8
S14 CRV
196
Powertronic
Valve block
* Not tted to
Gen. 2
197
Powertronic
LRV
NRV2
RV2
RV
RV4
RV3
NRV3
RV5
RV1
TV1
198
Powertronic
Valve block
199
Powertronic
RV2
RV2
BR
BR
S2
S2
200
Powertronic
Solenoid and
relay valve
operation
A - S2 not
energised
B - S2 energised
201
Powertronic
B5
K1
P5
202
Powertronic
Power ow - 1st.
gear
203
Powertronic
B4
K1
2
P4
204
Powertronic
Power ow - 2nd.
gear
205
Powertronic
B3
K1
2
P2
206
Powertronic
Power ow - 3rd.
gear
207
Powertronic
B1
K1
2
P1
208
Powertronic
Power ow - 4th.
gear
209
Powertronic
B1
K1
2
P1
210
Powertronic
Power ow - 5th.
gear
211
Powertronic
K1
K2
3
212
Powertronic
Power ow - 6th.
gear
213
Powertronic
B5
K2
2
P1
P2
P3
P5
214
Powertronic
Power ow
- reverse gear R1
- low
215
Powertronic
B4
K2
2
P1
P2
P3
P5
216
Powertronic
Power ow
- reverse gear R2
- high
217
Powertronic
1
B5
rev/min
bar
1
B4
B5
B4
1
sec.
218
Powertronic
Powershift
Modulated
pressures
219
Powertronic
Gear shift control
Acceleration
demand
220
Powertronic
When the accelerator pedal is pressed well down indicating greater acceleration demand - gear shifts are
delayed until higher road speeds are reached.
Comparison with
pre-programmed
data
221
Powertronic
5 speed
6 speed
R2
R1
Solenoid energised
S2
S4
S1
S5
S2
Clutch
Brake
S8
K2
B4
S8
K2
B5
S4
B4
N(/1)
S1
S5
F1
S1
S5 S7
K1
B5
S7
K1
B4
S7
K1
B3
S7
K1
B1
S7
K1
B2
F1
F2
F2
F3
F3
F4
F4
F5
F5
F6
S2
S1
S3
S2
S1
S4
B5
S7 S8
K1+K2
222
Powertronic
Gear shift control
223
Powertronic
7076
767
7052
758
7070
761 762/763
224
Powertronic
Sensor location
225
Powertronic
7076
767
7052
758
7070
761
763/763
226
Powertronic
Sensor location
227
Powertronic
7070
7076
228
Powertronic
Input and turbine
speed sensors
229
Powertronic
7052
758
7070
7076
230
Powertronic
Lock-up clutch
231
Powertronic
RV2
LRV
RV4
RV
RV5
RV1
RV3
S13
TV1
S11 S4
S3
S5
S1
S2
RV9
RV7
CHV
MPV S7 S8
S14 CRV
232
Powertronic
Lock-up clutch
- control
233
Powertronic
M
!
INFO
C3
! STOP
- +
234
Powertronic
Lock-up clutch ll time teach-in
(Gen. 3 and 4)
235
Powertronic
M
!
INFO
C3
! STOP
- +
236
Powertronic
Lock-up clutch ll time teach-in
(Gen. 3 and 4)
237
Powertronic
M
!
INFO
C3
! STOP
- +
238
Powertronic
239
Powertronic
M
!
INFO
C3
! STOP
- +
240
Powertronic
Lock-up clutch ll time teach-in
(Gen. 3 and 4)
9. Repeat the test run until the test ll number has been
increased to 4.
Note that two seconds must pass between each test ll.
10. When the third test ll is complete, the program has
calculated a new lock-up lling time.
11. More test lls may be needed to calculate the lock-up
disconnection time.
Continue until the test ll number at top left disappears.
Teach-in is now complete.
This will be conrmed by the lock-up clutch engaging, and
C disappearing from the display.
Note: If it has not been possible to calculate the ll and
disconnect times after 6 test llings, the test ll number
returns to 0. The procedure must then be repeated.
241
Powertronic
242
Powertronic
Retarder
243
Powertronic
244
Powertronic
Retarder
Powertronic
VECU
TECU
246
Powertronic
Retarder - control
247
Powertronic
5
3
2
248
Powertronic
Selector lever
- Gen. 1 - 3
Selector lever
- Gen. 4
249
Powertronic
3
5
1
250
Powertronic
Gear selector
positions- Gen.
1-3
R = reverse.
N = Neutral
A = Automatic mode. The correct starting gear is engaged,
and up and down shifts occur automatically, according to
driving conditions.
M = Manual mode. up and down shifts are activated using
buttons (5).
Economy/
Performance
mode
1st./2nd. start
gear - 6 speed
only
Pressing this button selects either 1st. gear or 2nd. gear for
the start gear.
251
Powertronic
MID 140 / 171
MID 144
MID 128
MID 150
MID 136
MID 223
MID 130
MID 232
MID 163
MID XXX
SAE J1939
SAE J1939
252
Powertronic
Control system
- Gen. 3 and 4
For Gen. 3 and Gen. 4 systems, the GECU and TECU are
connected to data links J1939 and J1587.
Note: with Gen. 1 and Gen. 2 systems, Truck Electronic
Architecture (TEA) was not in use.
253
Powertronic
Transmission
uid
Fluid change
254
Powertronic
Level check
CAUTION
The uid level must be neither too high nor too low.
Too high a level may cause churning and overheating.
Too low a level may cause incorrect operation of hydraulic
components and brake or clutch slip, and may cause burning
of the uid.
Emergency check - transmission cold
1. Apply the parking brake, and start the engine.
2. Select Neutral.
3. Press the accelerator pedal and hold the engine speed at
1000 rev./min.
4. Remove the dipstick, and wipe with lint free paper.
5. Ret and withdraw the dipstick - check the uid level.
6. The level should be between the marks on the dipstick.
7. Add or drain uid to bring the level between the marks.
Normal check - transmission hot - 700-900C
8. Follow the above sequence.
255
Powertronic
PR1
PC2
PR2
B5
PS
B4
B3
B2
B1
K2
256
Powertronic
Fluid pressure
test
Gen. 3 & 4
Measured
when uid is at
normal operating
temperature
REF.
FUNCTION
BAR approx.
B1
B2
B3
B4
B5
K2
PS
* = with lock-up
** = without lock-up
257
Powertronic
P1
K1
PC2
PLU
258
Powertronic
Fluid pressure
test
Gen. 3 & 4
Measured
when uid is at
normal operating
temperature
REF.
FUNCTION
BAR approx.
P1
K1
PC1
Main pressure
20
Clutch - forward
10-12 (LU)* 15-18 (NLU)**
Converter pressure - in 5 - in Neutral
Fluid pressure
test
Gen. 2
Measured
when uid is at
normal operating
temperature
Engine speed
1500 rev/min.
GEAR.
N
U*
R
* = with lock-up
** = without lock-up
P1 bar
15
14
20
PC1 bar
5
PS bar
3
259
260
Powertronic
Lock-up and
retarder test
261
262
Powertronic
Gear test
263
Powertronic
Common faults
264
265