Power Train System Operation 938G

CATERPILLAR SENR6784-02
November 2000
938G Wheel Loader and

IT38G Integrated Toolcarrier
Power Train
4YS1-Up (Machine) BJJ1-Up (Transmission)
6WS1-Up (Machine) CGJ1 -Up (Transmission)
7BS1-Up (Machine) 7ZX1-Up (Transmission)
8RS1-Up (Machine) 9NX1-Up (Transmission)
9HS1-Up (Machine)
1CW1-Up (Machine)
101097883
Important Safety Information

Most accidents that involve product operation, maintenance and repair are caused by failure to
observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially
hazardous situations before an accident occurs. A person must be alert to potential hazards. This
person should also have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard
warnings are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the "Safety Alert Symbol" and followed by a "Signal Word" such as
"DANGER", "WARNING" or "CAUTION". The Safety Alert "WARNING" label is shown below.
WARNING
The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or
pictorially presented.
Operations that may cause product damage are identified by "NOTICE" labels on the product and in
this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The
warnings in this publication and on the product are, therefore, not all inclusive. If a tool, procedure,
work method or operating technique that is not specifically recommended by Caterpillar is used,
you must satisfy yourself that it is safe for you and for others. You should also ensure that the
product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before
you start any job. Caterpillar dealers have the most current information available. For a list of the most
current publication form numbers available, see the Service Manual Contents Microfiche, REG1139F.
WARNING
When replacement parts are required for this
product Caterpillar recommends using Caterpil-
lar replacement parts or parts with equivalent
specifications including, but not limited to, phys-
ical dimensions, type, strength and material.
Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or
death.
Table of Contents
Systems Operation Section
General Information 4
Transmission Electrical System 5
Torque Converter 8
Flow Control Valve 9
Transmission Hydraulic System* 10
Transmission Oil Pump 11
Oil Filter (Power Train) 12
Transmission Lubrication 12
Transmission Control Valve 13
Dump Valve (Transmission) 24
Transmission 25
Differential 36
Limited Slip Differential 37
NoSPIN Differential 40
Fixed Axle and Oscillating Axle 45
Axle Oil Cooler 46
Index Section
Index 48
*
4
Power Train
Systems Operation Section This machine is equipped with Autoshift transmission

control. The direction of the machine is manually
changed by the operator with transmission direction
100556262 and speed control lever (1). The transmission will
automatically shift to the highest speed that is
General Information selected on the transmission direction and speed
control lever. Transmission direction and speed
SMCS Code: 3000; 4000 control lever (1) is a two-function lever. Gear speed
selection is made by twisting the lever. The selection
Power from the diesel engine is sent from the of FORWARD direction or of REVERSE direction .
flywheel to the torque converter. The torque is made by moving the lever toward the front or
converter is splined to the engine flywheel. The toward the back.
torque converter is fastened to the transmission by
bolts. Power flows directly from the torque converter
to the transmission input shaft.
The transmission output shaft transfers power to the

front differential and to the rear differential through
the drive shafts and through the universal joints.
The bevel gear and pinion of each differential sends
the power to the final drives through the differentials
and through the sun gear shafts. Axle shafts transfer
the power from the final drives to the wheels. An
integral parking brake is mounted on the front of
the transmission.
The transmission is a power shift transmission with

four forward speeds and with three reverse speeds. Illustration 2 900277681
The transmission is a countershaft transmission Right Side Console
which is constantly meshed. The transmission has (2) Transmission autoshift auto/manual control switch.
six clutches that are engaged hydraulically. The
clutches are released by spring force. Autoshift auto/manual switch (2) allows either
manual operation or autoshift operation. Push down
on the bottom of the Autoshift auto/manual switch
for manual operation. Push down on the top of the
Autoshift auto/manual switch for autoshift operation.
Switches in the transmission direction and speed

control lever inform the transmission electronic
control module (ECM) of the direction that is
selected by the operator and of the speed that is
selected by the operator. The ECM energizes the
solenoids on the transmission control valve. This is
done in order to engage the correct clutches for the
selected speed and for the selected direction.
Illustration 1 900277684
Transmission Controls
(1) Transmission direction and speed control lever.
5
Power Train
iO556905
Transmission Electrical
System
SMCS Code: 3065; 3168; 3174; 4269-ZS
The following are the main components of

the transmission electrical system: Autoshift
auto/manual switch, transmission direction and
speed control, electronic control module, six
solenoid valves, transmission neutralizer switch,
and transmission neutralizer override switch.
Illustration 3 g00277683 Transmission Electronic Control

Right Side Console
Module (ECM)
(3) Transmission downshift switch
The transmission electronic control module (ECM)
Downshift switch (3) is located on the lift control is located under the right side platform, behind
lever. The downshift switch is used to downshift the the ladder. The main function of the ECM is the
transmission manually. shifting of the transmission. The operator input is
sent to the ECM by the transmission direction and
There is a transmission neutralizer switch that is speed control lever. The operator input indicates the
activated by the brake pedals. The transmission desired speed for the transmission and the desired
neutralizer switch is located beneath the cab on direction for the transmission.
the right side of the machine. When either brake
pedal is depressed, the clutches in the transmission The ECM also controls the starting of the engine
are disengaged. This allows the engine rpm to and the backup alarm. The ECM will not allow the
increase without moving the transmission shift lever engine to be started unless the direction control
to the NEUTRAL position. This also increases the lever is in the NEUTRAL position. The backup alarm
hydraulic pump output. is activated whenever the direction control lever is
in the REVERSE position.
Note: Some machines are only equipped with one
brake pedal. The transmission neutralizer switch The ECM has built-in system diagnostics in order
is functional on these machines. The transmission to detect faults in the transmission system. Refer
neutralizer switch is activated by the brake pedal. to Service Manual, SENR1218, "Transmission
Electronic Control System" for information on the
ECM for the transmission.
Illustration 4 g00277682
Left Side Dashboard
(4) Transmission neutralizer override switch. Illustrations 900277697
Right Side Console
There is a transmission neutralizer override switch (1) Autoshift auto/manual switch.
(4) located on the left side of the dash. When the
bottom of the switch is depressed, the transmission
neutralizer function of the brake pedals is active.
When the top of the switch is depressed, the
transmission neutralizer function of the brake pedals
is not active.
6
Power Train
Autoshift auto/manual switch (1) turns the automatic Transmission Direction and Speed
shift feature either on or off. If the top of the switch
is pushed down, the autoshift function is in the Control Lever
automatic mode. In automatic mode, an upshift of
the transmission or a downshift of the transmission
will automatically occur. The transmission will not
automatically upshift to a speed that is higher than
the speed that was selected by the operator. There
is no automatic downshift from second speed to
first speed. In order to. downshift from second
speed to first speed the operator must either press
the downshift switch or select first speed with the
transmission direction and speed control lever.
If the bottom of the autoshift auto/manual switch (1)

is pushed in, the autoshift function is in the manual
mode. The transmission ECM shifts the transmission
to the speed that was manually selected by the Illustration/ 9002776"
operator.
Transmission Controls
(3) Transmission direction and speed control lever.
The transmission direction and speed control lever

(3) is a sealed unit. The transmission direction and
speed control lever is mounted on the steering
column. The transmission direction and speed
control lever allows the operator to select a speed
range by rotating the control lever. The transmission
direction and speed control lever allows the
operator to select a direction by moving the control
lever forward or backward.
The transmission direction and speed control

lever contains switches that send a signal to the
Illustration 6 900277698 transmission electronic control module (ECM). The
signals indicate the direction that was selected by
Right Side Console the operator and the speed that was selected by
(2) Downshift switch. the operator.
Downshift switch (2) is located on the lift control If you turn the key to the ON position and the
lever. The downshift switch makes momentary transmission direction and speed control lever is
contact. When the switch is depressed, the not in the NEUTRAL position, the transmission
transmission will downshift one speed at a time. direction and speed control lever must be returned
to the NEUTRAL position before a direction can be
selected.
Transmission Neutralizer
The transmission neutralizer switch is located
beneath the cab on the right side of the machine.
When either brake pedal is depressed, the
transmission neutralizer switch is actuated.
When the transmission neutralizer switch is
actuated, the transmission neutralizer switch
signals the transmission ECM to interrupt power
to the transmission solenoids. This causes the
transmission to be neutralized.
7
Power Train
Note: Some machines are only equipped with one Transmission Solenoid Valves
brake pedal. The transmission neutralizer switch
is functional on these machines. The transmission
neutralizer switch is activated by the brake pedal.
Left Side Dashboard
(4) Transmission neutralizer override switch.
The transmission neutralizer override switch (4)

is located on the left dashboard of the machine.
When the top of the switch is pressed the
transmission cannot be neutralized by depressing
the brake pedals. When the bottom of the switch
is pressed the transmission will be neutralized by
depressing the brake pedals. An indicator light Illustrations 900277702
on the transmission neutralizer override switch is Transmission Hydraulic Control
illuminated when the transmission neutralizer is (5) Solenoid valves.
active.
Solenoid valves (5) are installed in the transmission
hydraulic control. The transmission hydraulic control
is mounted on the transmission. The transmission
hydraulic control is located on the right side of the
machine under the cab.
Solenoid valves (5) are three-way valves with two

positions. The solenoid valves are usually open
to the drain. When the solenoid valve spool is
energized, the solenoid valve spool moves in order
to direct oil pressure to one end of a spool for
the transmission control valve. The spool for the
transmission control valve directs oil pressure to a
clutch.
Refer to Schematic, SENR6679, "938G Wheel

Loader & IT38G Toolcarrier Electrical System
Schematic" for a complete electrical schematic.
8
Power Train
i00559974 The oil for the operation of the torque converter

comes from the oil pump for the transmission. The
Torque Converter oil pump is driven by pump drive gear (5). The oil
flows to a flow control valve in the transmission
SMCS Code: 3101 case. The oil flow is divided at the flow control valve.
Oil is directed to the transmission circuit and to the
The torque converter connects the engine to the torque converter circuit. The torque converter inlet
transmission. This connection between the engine oil pressure is controlled by the torque converter
and the transmission is a hydraulic connection. No inlet relief valve. The converter inlet relief valve
direct mechanical connection exists between the is mounted in the transmission case below the
engine and the transmission. transmission control valve. The relief valve limits
the maximum pressure to the torque converter to
The torque converter uses oil to send torque from 900 70 kPa (130 10 psi). The torque converter
the engine to the transmission. When the machine inlet relief valve protects the torque converter from
is working against a load, the torque converter high pressure that is due to cold oil or due to some
can multiply the torque from the engine. The other restriction in the torque converter or in the
torque converter then sends a higher torque to the cooler circuit.
transmission.
Housing (1) is connected to the engine flywheel
with splines. Impeller (4) and gear (5) for the oil
pump are connected to the rotating housing. These
components turn with the engine flywheel at the
engine speed.
Stator (3) is connected to carrier (6). The carrier is

fastened to the transmission cover. The stator does
not turn.
Turbine (2) is connected to hub (9) by splines. Hub

(9) is connected to the transmission input shaft by
splines.
Oil from the hydraulic controls of the transmission

flows into the torque converter through inlet passage
(8) in carrier (6). This oil flows to impeller (4). The
rotation of the impeller provides the oil with force.
Impeller (4) turns with the rotating housing (1) at the

engine speed. The rotation of the impeller causes
the oil to move to the outside of the impeller. The
oil then goes around the inside of housing (1) and
against the blades of turbine (2). The force of the
oil that hits the turbine blades causes turbine (2)
and hub (9) to turn. This sends torque to the input
shaft of the transmission. Now, the turbine torque
that is provided by the force of the oil from the
Illustration 10 900278199 impeller cannot be more than the torque output of
Torque Converter the engine to the impeller.
(1) Housing. (2) Turbine. (3) Stator. (4) Impeller. (5) Pump drive
gear. (6) Carrier. (7) Outlet passage. (8) Inlet passage. (9) Hub. After the oil hits the turbine blades, the oil goes
toward the inside of turbine (2). As the oil goes
from the turbine, the oil moves in the direction that
is opposite the impeller rotation. Stator (3) causes
the oil to change direction. The oil flows back into
impeller (4) in the direction of rotation.
Power Train
The force of the oil from the stator can now add to The oil flow across orifice (6) through passage (1) to
the torque output from the engine to the impeller. the transmission hydraulic control remains constant
This extra force can provide an increase to the because spring (4) exerts a constant force on piston
torque output of the engine to the turbine. As the (5). This creates a constant differential pressure
difference between the turbine speed and the across orifice (6). Piston (5) directs the remaining
speed of the impeller becomes larger, the amount flow to the torque converter circuit. This is done by
of force from the oil of the stator increases. metering on port holes (3) to the torque converter.
The load on the machine is the cause of speed The flow control valve is located in the transmission
changes of the turbine. This means that a higher case beneath the transmission hydraulic control.
load causes the difference in the speed of the The flow control valve is under the fitting in the
impeller and the turbine speed to be larger. The return line from the oil filter.
force from the oil of the stator'adds a certain amount
of torque multiplication. The different loads on the
machine control the amount of torque multiplication.
The torque multiplication of the torque converter
is at the maximum when the torque converter is
stalled. The torque converter is stalled when the
output shaft rpm is zero. Oil from outlet passage
(7) flows to the oil cooler. The oil then flows to the
lubrication system.
J00563147
Flow Control Valve

SMCS Code: 3030
Illustrate 11 9278631
Row Control Valve
(1) Passage to transmission hydraulic control. (2) Passage to
torque converter. (3) Port holes to torque converter. (4) Spring. (5)
Piston. (6) Orifice. (7) Passage from oil filter.
The flow control valve has two functions. Limit the

oil flow that enters the transmission hydraulic control
to 23 L/min (6 US gpm) and direct the remaining
flow to the torque converter circuit. The controlled
flow provides a constant fill time for the clutches
through the entire engine speed range.
10
Power Train
O0562132
Transmission Hydraulic
System
SMCS Code: 3000
Schematic for the Transmission Hydraulic System
(1) Row control valve. (2) Transmission control valve. (3) Differential valve. (4) Differential relief valve. (5) Transmission oil fitter. (6) Converter
backflow check valve. (7) Transmission dump valve group. (8) Transmission oil pump. (9) Torque converter inlet relief valve. (10) Torque
converter. (11) Oil cooler. (12) Suction screen and magnet (13) Transmission lubrication.
11
Power Train
The transmission hydraulic system consists of Most of the oil passages are inside the transmission
the following components: suction screen and case and inside the transmission control valve
magnet (12), transmission oil pump (8), oil filter (5), body. The external line to transmission oil pump (8)
flow control valve (1), converter backflow check is not inside the transmission case or inside the
valve (6) (part of transmission control valve (2)), transmission control valve body. The external lines
transmission control valve (2), differential valve (3) to oil filter (5) and from oil filter (5) are not inside the
(part of transmission control valve (2)), differential transmission case or inside the transmission control
relief valve (4), transmission dump valve group (7), valve body. The external lines to oil cooler (11) and
torque converter (10), torque converter inlet relief from oil cooler (11) are not inside the transmission
valve (9), and oil cooler (11), case or inside the transmission control valve body.
The bottom of the transmission case provides

the oil sump. Transmission oil pump (8) is a 101377307
one-section gear type pump. Transmission oil pump
(8) is a positive displacement pump. Pump (8)
Transmission Oil Pump
supplies oil to the power train hydraulic system.
Oil is supplied to the pump inlet cavity through a SMCS Code: 3066
tube that is mounted to the pump inlet and the
transmission case. Before arriving at the pump, the
oil flows through the suction screen and magnet
(12). Pressurized oil exits the pump outlet cavity.
The pressurized oil flows to externally mounted
transmission filter (5). The oil then flows to flow
control valve (1) in the transmission case. Flow
control valve (1) sends 23 l/min (6 US gpm) of oil to
transmission control valve (2). The flow control valve
supplies torque converter (10) with the remainder
of the oil.
Spools in transmission control valve (2) send oil

in order to engage the correct clutches for the
selected speed and for the selected direction. One
directional clutch and one speed clutch must be
engaged in order to move the machine. Return oil
from the control valve can enter the torque converter
circuit through converter backflow check valve (6)
(part of transmission control valve (2)). The higher
pressure oil of the torque converter charging circuit
is prevented by converter backflow check valve (6)
from entering control valve (2). This occurs when the
pressure of the control valve is low during a shift.
Torque converter inlet relief valve (9) limits the

pressure of the torque converter inlet to a maximum
of 900 70 kPa (130 10 psi). Torque converter
inlet relief valve (9) is installed in the transmission
case below control valve (2). The control valve must
be removed in order to attain access to the torque
converter inlet relief valve. The outlet oil from the
torque converter flows to oil cooler (11). The oil
cooler is located in the bottom tank of the radiator.
The oil from the oil cooler provides lubrication to the Illustration 13 900277865
transmission and cooling to the transmission. The Transmission Oil Pump
lubrication oil flows into each transmission shaft.
(1) Transmission oil pump. (2) Gear. (3) Shaft.
This is done in order to lubricate the bearings, the
gears and the clutches. This is also done in order
to cool the bearings, the gears, and the clutches.
12
Power Train
The externally mounted oil filter has a bypass

valve. If there is a restriction in the oil filter or if the
oil viscosity is high, the bypass valve in the filter
housing will open.
If the inlet pressure to the oil filter is 172 12 kPa

(25 2 psi) greater than the outlet pressure, the
bypass valve will open. When the oil does not flow
through the filter element, the debris in the oil could
cause damage to other components in the hydraulic
system.
Correct maintenance recommendations must be

followed in order to ensure that the element does
not fill with debris. If the element is full of debris, the
flow of clean oil to the hydraulic system stops.
Location of the Transmission Oil Pump
(1) Transmission oil pump.
i00563500
Transmission oil pump (1) is mounted on the
transmission cover under the cab.
Transmission Lubrication
SMCS Code: 3030
Transmission oil pump (1) is a positive displacement
type pump. The one-section gear pump is bolted All the clutches in the transmission, all the gears
to the transmission cover. The following pumps in the transmission, and all the bearings in the
are mounted on the transmission oil pump and transmission are lubricated by pressure oil. After the
driven by the transmission oil pump: steering pump, oil has been cooled by the oil cooler, the oil flows to
implement pump, and brake pump. the transmission case. The oil flows through internal
passages in the transmission case to a passage in
A pump drive gear that is fastened to the torque each transmission clutch shaft. Oil flows through
converter impeller drives gear (2). Gear (2) is cross-drilled holes to the bearings, to the clutches,
fastened to splined shaft (3). The splined shaft and to the gears.
drives the pump.
01377340
Oil Filter (Power Train)

SMCS Code: 3004; 3067
Location of the Power Train Oil Filter
(1) Power Train oil filter.
The power train oil filter (1) is mounted on the left

side of the machine frame under the cab.
13
Power Train
101377629
Transmission Control Valve

SMCS Code: 3073
25 26 27 28
Components of the Transmission Control Valve
(1) Selector spool and slug (Forward High). (2) No. 1 solenoid (Forward High). (3) Selector spool and slug (Forward Low). (4) No. 2 solenoid
(Reverse). (5) Selector spool and slug (Reverse). (6) No. 3 solenoid (Forward Low). (7) Check valve. (8) Check valve slug cavity. (9) Modulating
relief valve slug cavity. (10) Modulating relief valve. (11) Differential valve. (12) Differential relief valve. (13) Passage. (14) Load piston
springs. (15) Load piston spring cavity. (16) Passage. (17) Load piston. (18) Passage. (19) Passage. (20) Passage. (21) Dump valve. (22)
Converter backflow check valve. (23) Selector spool and slug (First Speed). (24) No. 4 solenoid (First Speed). (25) Load piston cavity. (26)
Screen orifice. (27) Selector spool and slug (Second Speed). (28) Selector spool and slug (Third Speed). (29) No. 6 solenoid (Third Speed).
(30) No. 5 solenoid (Second Speed).
14
Power Train
Introduction
Components and Functions
The transmission control valve is mounted to the
top right side of the transmission case. Inlet oil Component Function
from the transmission pump goes through the
These valves direct P1 oil or
externally mounted transmission oil filter. The oil
Solenoid Valves (2), P2 oil to the selector spools in
then flows to the flow control valve, which is located order to keep the selector spool
(4), (6), (24), (29),
in the transmission case below the transmission and (30) in the engaged position or in the
control valve. The flow control valve sends 23 L/min disengaged position.
(6 US gpm) of oil to the transmission control valve.
The flow control valve supplies the torque converter These spools route P1 oil to the
Speed Clutch first speed clutch, to the second
with the rest of the oil. Selector Spools speed clutch, or to the third
(23), (27), and (28) speed clutch.
The main components of the transmission control
valve are the following components: solenoid These spools route P2 oil to
Directional Clutch the forward high clutch, to the
valves (2), (4), (6), (24), (29), and (30), selector Selector Spools (1),
spools and slugs (1), (3), (5), (23), (27), and (28), forward low clutch, or to the
(3), and (5) reverse clutch.
differential valve (11), differential relief valve (12),
converter backflow check valve (22), load piston This valve maintains P1 pressure
(17), modulating relief valve (10), check valve (7), Differential Valve (11) at a level that is 275 kPa (40 psi)
and dump valve (21). higher than the P2 pressure.
Differential Relief This valve prevents excess P1
The function of each component is described in the Valve (12) pressure after a shift.
following table.
This valve prevents excessive
flow in the converter circuit which
Converter Backflow
is caused from dumping into the
Check Valve (22)
load piston spring cavity during
a shift.
This valve works with load
piston (17) in order to provide
a controlled pressure rise in
Modulating Relief the clutches and in order to
Valve (10) control P2 pressure. This valve
sends excess oil to the torque
converter.
This piston works with

modulating relief valve (10)
Load Piston (17) in order to provide a controlled
pressure rise in the clutches and
in order to control P2 pressure.
This valve senses low P2

pressure during a shift and the
valve moves to the right. This
opens load piston avity (25) in
Check Valve (7) order to drain. After the clutch
is full, the valve closes. The
valve then allows modulating
relief valve (10) to complete a
controlled pressure rise.
This valve rapidly removes the

pressure oil in load piston cavity
Dump Valve (21) (25) during a shift. This is done
in order to allow load piston (17)
to fully reset.
15
Power Train
Every clutch has a solenoid and every clutch has Pump oil from the flow control valve enters the
a selector spool and a slug. When a solenoid is transmission control valve through passage (39).
activated, the solenoid plunger is shifted. This
directs oil through the solenoid valve to the selector Oil from the transmission control valve is sent
spool. The oil pressure shifts the selector spool. The through passages (32), (33), (34), (35), (36), and
selector spool then directs oil to the selected clutch. (40) in the manifold. The oil then flows to the
passages in the transmission case. The oil then
The following table provides the combination of the flows to the appropriate clutches for the selected
energized solenoids and of the engaged clutches speed and for the selected direction.
for each forward speed and for each reverse speed.
Oil from the flow control valve for the operation of
Table 2 the torque converter flows through passage (37).
Speed Range and The oil then flows through the transmission case
Energized Engaged and into the torque converter. Both the converter
Direction of the
Solenoids Clutches inlet relief valve and the converter backflow check
Machine
valve open into passage (37).
First Speed Forward 3 and 4 1 and 6
Second Speed Forward 3 and 5. 1 and 4
Third Speed Forward 3 and 6 1 and 5
Fourth Speed Forward 1 and 6 2 and 5
Neutral - -
First Speed Reverse 2 and 4 3 and 6
Second Speed Reverse 2 and 5 3 and 4
Third Speed Reverse 2 and 6 3 and 5
Manifold for the Transmission Control Valve
View from the Bottom
(31) Drain. (32) No. 1 clutch (Forward High). (33) No. 2 clutch
(Reverse). (34) No. 3 clutch (Forward Low). (35) No. 4 clutch (First
Speed). (36) Load piston drain. (37) Torque converter from flow
control valve. (38) No. 5 clutch (Second Speed). (39) Supply
passage from flow control valve. (40) No. 6 clutch (Third Speed).
16
Power Train
Operation of the Transmission

Control Valve
23 24 25 26 27 28 29
The Transmission Control Valve is in the NEUTRAL position and the Engine is Running.
(1) Selector spool and slug (Forward High). (2) No. 1 solenoid (Forward High). (3) Selector spool and slug (Forward Low). (4) No. 2 solenoid
(Reverse). (5) Selector spool and slug (Reverse). (6) No. 3 solenoid (Forward Low). (7) Check valve. (8) Check valve slug cavity. (9)
Modulating relief valve slug cavity. (10) Modulating relief valve. (11) Differential valve. (12) Differential relief valve. (13) Passage. (14) Load
piston springs. (15) Load piston spring cavity. (16) Passage. (17) Load piston. (18) Passage. (19) Passage. (20) Passage. (21) Dump valve.
(22) Converter backflow check valve. (23) Selector spool and slug (First Speed). (24) No. 4 solenoid (First Speed). (25) Load piston cavity.
(26) Screen orifice. (27) Selector spool and slug (Second Speed). (28) Selector spool and slug (Third Speed). (29) No. 6 solenoid (Third
Speed). (30) No. 5 solenoid (Second Speed). (AA) P1 Speed clutch pressure. (BB) P2 Direction clutch pressure. (CC) P3 Converter inlet
pressure. (DD) Load piston pressure. (EE) Drain.
Starting the Engine with the When the engine is started, oil from the oil pump
flows through the oil filter. The oil then flows to the
Transmission in the NEUTRAL flow control valve in the transmission case. The flow
position control valve directs 23 L/min (6 US gpm) of oil to
the transmission control valve. The remainder of the
Note: In illustration 18, all of the passages with no oil is allowed to flow to the torque converter circuit.
pattern are open to the drain.
17
Power Train
Oil from the flow control valve that is at P1 pressure As the oil pressure increases in load piston cavity
goes through the transmission control valve (25), the pressure moves load piston (17) to the left
to differential valve (11). The oil goes through against load piston springs (14). The pressure in
differential relief valve (12). The oil then flows the load piston cavity also acts against modulating
through speed clutch solenoids (24), (29), and relief valve (10). The modulating relief valve is
(30). The oil then flows to the speed clutch selector moved slightly to the right, which reduces the flow
spools and slugs (23), (27), and (28). The oil then to the torque converter circuit. The pressure will
flows through passage (19) to dump valve (21). For continue to increase in load piston cavity (25). This
a description of the dump valve operation, refer to will move load piston (17) to the left against load
Systems Operation, "Transmission Dump Valve". piston springs (14).
The P1 oil enters the slug cavities of the speed Modulating relief valve (10) and load piston (17)
selector spools. The oil maintains the selector continue to move to the left until load piston (17)
spools in the clutch disengaged position. When the meters the load piston cavity flow to the drain
pressure in the P1 circuit achieves approximately and until excess pump flow is being metered to
275 kPa (40 psi), differential valve (11) opens. P3 circuit by modulating relief valve (10). Now,
Differential relief valve (12) is set at a pressure load piston (17), load piston springs (14), and
of 170 kPa (25 psi) higher than the setting of modulating relief valve (10) control the oil pressure
differential valve (11). of the P2 circuit. Pressure in the system will be
limited by the final spring force on the load piston.
Oil that is flowing through differential valve (11)
maintains a pressure difference of 275 kPa (40 psi) Differential valve (11) maintains the P1 pressure
between P1 pressure and P2 pressure. The oil flows above the P2 pressure by 275 kPa (40 psi).
through modulating relief valve (10). The oil then
flows through the directional clutch solenoids: (2), None of the solenoids are shifted with the
(4), and (6). The oil then flows to the directional transmission in neutral. Therefore, no pressure is
clutch spools and slugs: (1), (3), and (5). The oil directed to any of the clutches.
enters the slug cavities of the directional clutch
selector spools. The oil maintains the selector
spools in the clutch disengaged position. Converter Backflow Check Valve
Modulating relief valve (10) relieves oil to the torque
Oil in the P2 circuit also enters modulating relief converter circuit. During the initial 65 percent of the
valve slug cavity (9) and check valve slug cavity stroke of load piston (17), the oil is connected to
(8). The oil flows through screen orifice (26) to load the drain through passage (13) and through load
piston cavity (25). The oil in the P2 circuit also flows piston spring cavity (15). This allows modulating
through passage (18) to dump valve (21). For a relief valve (10) to begin modulation from an initial
description of the dump valve operation, refer to setting of 310 kPa (45 psi).
Systems Operation, "Transmission Dump Valve".
Converter backflow check valve (22) stops the
The increasing P2 pressure in check valve slug excess flow in the 550 kPa (80 psi) torque converter
cavity (8) moves check valve (7) to the left closing circuit from dumping into the load piston spring
off passage (16). Load piston cavity (25) is also cavity. This would cause a high initial setting of the
closed off to the drain. modulating relief valve.
The increasing P2 pressure is also felt in modulating

relief valve slug cavity (9). When P2 pressure
achieves the initial setting of modulating relief valve
(10), the modulating relief valve moves left against
load piston (17) and against load piston springs
(14). The modulating relief valve moves until the
passage to the P3 circuit (torque converter circuit)
is open. This allows excess oil to go to the P3
circuit. The P3 circuit is open to the drain through
passage (13). The P3 circuit is also open to the
drain through load piston spring cavity (15).
18
Power Train
Shifting from the NEUTRAL

position to the FIRST SPEED
FORWARD position with a Running
Engine
3 6 7 8 9 10 11
The Transmission Control Valve is in the FIRST SPEED FORWARD position. The Engine is Running.
(3) Selector spool and slug (Forward Low). (6) No. 3 solenoid (Forward Low). (7) Check valve. (8) Check valve slug cavity. (9) Modulating relief
valve slug cavity. (10) Modulating relief valve. (11) Differential valve. (12) Differential relief valve. (13) Passage. (14) Load piston springs. (15)
Load piston spnng cavity. (16) Passage. (17) Load piston. (20) Passage. (21) Dump valve. (23) Selector spool and slug (First Speed). (24) No. 4
solenoid (First Speed). (25) Load piston cavity. (26) Screen orifice. (AA) P1 Speed clutch pressure. (BB) P2 Direction clutch pressure. (CC) P3
Converter inlet pressure. (DD) Load piston pressure. (EE) Drain.
Note: In illustration 19, all of the passages that have

no pattern are open to the drain.
When the transmission direction and speed control

lever is moved to the FIRST SPEED FORWARD
position, both No. 3 solenoid (6) and No. 4 solenoid
(24) are energized.
19
Power Train
Selector spool (23) for the first speed clutch Selector spool (3) for the forward low clutch receives
receives oil through No. 4 solenoid (24). Selector oil through No. 3 solenoid (6). Selector spool (3)
spool (23) moves to the right to direct oil to the first moves to the left and oil is directed to the forward
speed clutch. A full flow of 23 L/min (6 gpm) is low clutch. The forward low clutch then begins to fill.
available for filling the first speed clutch. While the
clutch is being filled, the pressure of the P1 circuit Oil in the P2 circuit also flows to the following
drops below 275 kPa (40 psi) and the spring closes components: dump valve (21), modulating relief
differential valve (11). valve slug cavity (9), check valve slug cavity (8),
and through screen orifice (26) to load piston cavity
When differential valve (11) closes, oil from the (25).
direction clutch P2 flows to the drain through the
differential valve spool. This ensures that the speed When the forward low clutch is full of oil, the
clutch is fully engaged before the direction clutch pressure in the P2 circuit begins to increase.
is engaged. Selector spool (3) for the forward low This pressure increase is felt in check valve slug
clutch does not move until the speed clutch has cavity (8). The pressure moves check valve (7) to
filled. This occurs because differential valve (11) the left. This closes load piston cavity (25) to the
is closed and the flow to the directional circuit P2 drain. Dump valve (21) also closes passage (20)
is blocked. from the load piston cavity to the drain. Refer to
Systems Operation, "Transmission Dump Valve" for
When differential valve (11) is closed, the pressure a description of the operation of the dump valve.
in the P2 directional circuit begins to decrease. This pressure increase is also felt in modulating
Check valve (7) senses the lower pressure. Then, relief valve slug cavity (9).
check valve (7) moves to the right in order to open
load piston cavity (25). This is done in order to drain When the pressure in the direction clutch circuit P2
through passage (16) in modulating relief valve (10) reaches the initial setting of the modulating relief
and through a passage in the valve body. valve (10), the modulating relief valve has moved to
the left until the passage to the P3 circuit is open.
When the P2 pressure drops below 1030 kPa This allows the excess oil to go to the P3 circuit.
(150 psi), dump valve (21) rapidly dumps the The P3 circuit is still open in order to drain through
remaining pressure in the load piston cavity in order passage (13) and through load piston spring cavity
to drain through passage (20). For a description (15).
of the dump valve operation, refer to Systems
Operation, "Transmission Dump Valve". As the The pressure that is felt by the modulating relief
pressure in load piston cavity (25) is dumping to the valve is also felt in check valve slug cavity (8).
drain, springs (14) move load piston (17) all the way Screen orifice (26) in check valve (7) controls the
to the right until contact is made with modulating flow rate to load piston cavity (25). As the pressure
relief valve (10). Modulating relief valve (10) has increases in load piston cavity (25), load piston (17)
also moved to the right and the passage to the P3 moves to the left.
circuit is blocked.
The movement of load piston (17) to the left
When load piston (17) moves to the right, passage compresses springs (14). This causes an increase
(13) in the P3 circuit is opened in order to drain in pressure in load piston cavity (25). This
through load piston spring cavity (15). This ensures pressure in the load piston cavity also acts against
a low back pressure for modulating relief valve (10) modulating relief valve (10). The pressure moves
so that modulation can begin at the initial setting. the modulating relief valve to the right slightly This
causes the flow to the torque converter circuit to be
The first speed clutch has now filled and the reduced. The pressure continues to increase in load
pressure of the P1 circuit begins to increase. The piston cavity (25). This pressure moves load piston
differential valve spool moves against the force of (17) farther to the left against the force of load
the spring in order to begin the regulation of the P2 piston springs (14). The modulating relief valve also
pressure. While the spool moves to the position for continues to move slightly to the right. This further
the regulation of the P2 pressure, differential relief restricts the flow to the torque converter circuit.
valve (12) provides high pressure protection for the
speed clutch circuit P1, Differential valve (11) opens
when the pressure reaches 275 kPa (40 psi) and oil
then flows to the P2 circuit.
When the differential valve opens and P1 oil is

allowed to flow to the P2 circuit, the passage
from the P2 circuit to the drain is closed by the
differential spool.
20
Power Train
Position of the Load Piston and of the Modulating Relief Valve
during Dumping (Top Figure) and during the Start of Modulation
(Bottom Figure)
(7) Check valve. (10) Modulating relief valve. (17) Load piston.
This movement of modulating relief valve (10)

and load piston (17) causes the clutch pressure
to gradually increase. This gradual increase in
pressure is known as modulation.
After load piston (17) has moved by two-thirds of

the total movement, the load piston has moved
enough to close passage (13). After passage (13) is
closed, the P3 circuit is closed to the drain through
load piston spring cavity (15). The movement of the
load piston to the left stops when the load piston
moves to the drain passage. The modulation now
stops. As oil comes through screen orifice (26) to
load piston cavity (25), oil exits through the drain
passage. This maintains load piston (17) in position
without any further movement. Load piston (17) and
load piston springs (14) work with modulating relief
valve (10) in order to control the pressure of P2 oil.
Pressure in the system will be limited by the final
spring force on the load piston. The modulating
relief valve now meters the excess oil flow to the
torque converter circuit.
21
Power Train
Transmission in the FOURTH

SPEED FORWARD position with a
Running Engine
Illustration 21 90O28O027
The Transmission Control Valve is in the FOURTH SPEED FORWARD position. The Engine is Running.
(1) Selector spool and slug (FORWARD HIGH). (2) No. 1 solenoid (FORWARD HIGH). (10) Modulating relief valve. (17) Load piston. (25) Load
piston cavity. (28) Selector spool and slug (THIRD SPEED). (29) No. 6 solenoid (THIRD SPEED). (AA) P1 Speed clutch pressure. (BB) P2
Direction clutch pressure. (CC) P3 Converter inlet pressure. (DD) Load piston pressure. (EE) Drain.
Note: In illustration 2 1 , all of the passages with no Pressure oil through No. 6 solenoid (29) has moved
pattern are open to the drain. selector spool (28) for the third speed clutch to
the right. This allows P1 pressure oil to flow to the
When the transmission direction and speed control third speed clutch. The oil engages the third speed
lever is in FOURTH SPEED FORWARD position, clutch.
both No. 1 solenoid (2) and No. 6 solenoid (29)
are engaged. Pressure oil through No. 1 solenoid (2) has moved
selector spool (1) for the forward high clutch to
the right. This allows P2 pressure oil to flow to the
forward high clutch.
\
22
Power Train
Modulation has occurred. (Modulation is described

in the text for shifting from NEUTRAL position to
FIRST SPEED FORWARD position.) Modulating relief
valve (10) has moved to the left. The modulating
relief valve is metering oil to the torque converter
circuit. Load piston (17) has also moved to the left.
The load piston is metering the pressure in load
piston cavity (25) to the drain.
P1 pressure and P2 pressure are stabilized and the

transmission is in steady state operation.
23
Power Train
Transmission in the THIRD SPEED

REVERSE position with a Running
Engine
1280050
Illustration 22
The Transmission Control Valve is in the THIRD SPEED REVERSE position. The Engine is Running.
(4) No. 2 solenoid (REVERSE). (5) Selector spool and slug .(REVERSE). (10) Modulating relief valve. (17) Load piston. (25) Load piston cavity.
(28) Selector spool and slug (THIRD SPEED). (29) No. 6 solenoid (THIRD SPEED). (AA) P1 Speed clutch pressure. (BB) P2 Direction clutch
pressure. (CC) P3 Converter inlet pressure. (DD) Load piston pressure. (EE) Drain.
Note: In illustration 22, all of the passages with no Pressure oil through the No. 6 solenoid (29) has
pattern are open to the drain. moved selector spool (28) for the third speed clutch
to the right. This allows the P1 pressure oil to flow
When the transmission direction and speed control to the third speed clutch. The pressure oil also
lever is in THIRD SPEED REVERSE position, both engages the third speed clutch.
No. 2 solenoid (4) and No. 6 solenoid (29) are
engaged. Pressure oil that is flowing through No. 2 solenoid
(4) moves selector spool (5) for the reverse clutch
to the right. This allows P2 pressure oil to flow to
the reverse clutch.
24
Power Train
Modulation has occurred. (Modulation is described

in the text tor shifting from NEUTRAL position to
FIRST SPEED FORWARD position.) Modulating relief
valve (10) has moved to the left. The modulating
relief valve is metering oil to the torque converter
circuit. Load piston (17) has also moved to the left.
The load piston is metering the pressure in load
piston cavity (25) to the drain.
P1 pressure and P2 pres'sure are stabilized and the

transmission is in steady state operation.
01377461
Dump Valve (Transmission)

SMCS Code: 3192
Dump Valve (Shifting)
(I) Passage. (2) Slug Cavity. (3) Spool. (4) Slug. (5) Spool. (6)
Passage. (7) Drain passage. (8) Passage. (9) Orifice. (10) Spring.
( I I ) Spring. (12) Piston.
When a shift of the transmission is made, directional

clutch pressure P2 drops. When directional clutch
pressure drops below 1030 kPa (150 psi), spring
(10) moves spool (5) upward against the reduced
P2 pressure. This opens slug cavity (2) to P1
pressure through passage (8).
P1 pressure in slug cavity (2) moves spool (3) and

piston (12) downward against spring (11). The
load piston pressure is opened in passage (1) in
order to drain through passage (7). This causes P2
pressure to decrease to a maximum initial pressure
of 310 kPa (45 psi).
Dump Valve (Normal Operation)
(I) Passage. (2) Slug cavity. (3) Spool. (4) Slug. (5) Spool. (6) The pressure of the P1 circuit that is flowing through
Passage. (7) Drain passage. (8) Passage. (9) Orifice. (10) Spring. orifice (9) causes spool (3) to move upward..
( I I ) Spring. (12) Piston.
This blocks the flow of load piston pressure from
passage (1) to drain passage (7). Orifice (9) is
The dump valve assists in pressure reduction within sized in order to provide a delay in closing the load
the load piston cavity. Pressure is reduced within the piston pressure to the drain. When the load piston
load piston cavity in order to allow the load piston to pressure is blocked from the drain, the function
fully reset. This ensures both full modulation of the of the modulating relief valve can be performed.
clutch pressure and an easy clutch engagement. When P2 pressure increases to 1030 kPa (150 psi),
spool (5) moves downward and the P1 pressure
When the transmission is in gear, directional clutch from slug cavity (2) is blocked. The slug cavity is
pressure P2 from the transmission hydraulic control opened to the drain. Spring (11) then pushes piston
enters the dump valve through passage (6). This (12) upward until contact is made with spool (3).
pressure moves spool (5) downward against spring This returns spool (3) to the reset position for the
(10). Load piston pressure enters the dump valve next shift.
through passage (1). Speed clutch pressure P1
from the transmission hydraulic control which is
flowing through passage (8) is blocked by spool (5).
25
Power Train
J00868351
Transmission
SMCS Code: 3030; 3160
1 2 3 4 5 6 78
Transmission Components
(1) Gear. (2) Hub assembly. (3) Input shaft assembly. (4) No. 1 dutch (Forward Low). (5) Gear (part of shaft assembly (9)). (6) No. 2 dutch
(Forward High). (7) Gear. (8) Gear assembly. (9) Shaft assembly. (10) Gear. (11) Gear (part of shaft assembly (19)). (12) Gear. (13) Hub
assembly. (14) Gear. (15) Gear. (16) Gear. (17) No. 4 dutch (Second Speed). (18) Gear (part of shaft assembly (27)). (19) Shaft assembly. (20)
Gear. (21) Hub assembly. (22) Hub assembly. (23) No. 3 clutch (Reverse). (24) Gear. (25) Gear. (26) Hub assembly. (27) Shaft assembly.
(28) No. 6 clutch (First Speed). (29) Gear. (30) No. 5 clutch (Third Speed). (31) Wave spring. (32) Balance seal assembly. (33) Output shaft
assembly. (34) Parking brake assembly.
26
Power Train
Balance seal assembly (32) and wave spring (31)

are assembled inside the clutch piston. When
the first speed clutch is not engaged, the force
from wave spring (31) combines with the lube oil
pressure between the clutch piston and balance
seal assembly (32). The combined force moves the
clutch piston into the clutch disengaged position
and the combined force holds the clutch piston in
this position.
The transmission contains five shafts: input shaft

assembly (3), output shaft assembly (33), and the
three main gear shafts. Input shaft assembly (3)
is driven by the torque converter turbine. Shaft
assembly (9) contains No. 1 clutch (4) and No. 2
clutch (6). Shaft assembly (19) contains No. 3 clutch
(23) and No. 4 clutch (17). Shaft assembly (27)
contains No. 5 clutch (30) and No. 6 clutch (28).
Each of the three transmission clutch shafts has

three internal oil passages. One passage is for
carrying the lubricating oil for the clutches, for
the bearings, and for the gears. The clutches, the
bearings, and the gears are also cooled by this oil.
The other two passages are for carrying pressure oil
for the engagement of the clutches on each shaft.
Both a speed clutch and a direction clutch must

be engaged in order to send power through the
transmission. The speed of the machine and the
direction of the machine must be selected manually
by the operator.
The following table shows the energized solenoids

Illustration 26 900280391 and the engaged clutches for each forward speed
and for each reverse speed.
Location of the Transmission Shafts
(3) Input shaft assembly. (9) Shaft assembly (Forward Low clutch Table 3
and Forward High clutch). (19) Shaft assembly (Reverse clutch
and Second Speed clutch). (27) Shaft assembly (Third Speed Speed Range and Energized Engaged
clutch and First Speed clutch). (33) Output shaft assembly. Direction Solenoids Clutches
First Speed Forward 3 and 4 1 and 6
The transmission is a constant mesh type power
shift transmission that has four forward speeds and Second Speed Forward 3 and 5 1 and 4
three reverse speeds. The transmission has six
Third Speed Forward 3 and 6 1 and 5
clutches that are hydraulically engaged. Five of the
clutches are disengaged by a wave spring. First Fourth Speed Forward 1 and 6 2 and 5
speed clutch (28) is disengaged by wave spring
(31) and by balance seal assembly (32). Balance Neutral - -
seal assembly (32) fully disengages first speed First Speed Reverse 2 and 4 3 and 6
clutch (28). The balance seal assembly prevents
the clutch from not fully disengaging during an Second Speed Reverse 2 and 5 3 and 4
overspeed condition. An example of an overspeed Third Speed Reverse 2 and 6 3 and 5
condition is coasting down a hill.
Parking brake assembly (34) is mounted to the

transmission case.
27
Power Train
Reference: For additional information about the

parking brake, refer to the following service manual
modules:Specifications, SENR6791, "938G Wheel
Loader and IT38G Integrated Toolcarrier Braking
System". Systems Operation, SENR6792, "938G
Wheel Loader and IT38G Integrated Toolcarrier
Braking System", and Testing and Adjusting,
SENR6793, "938G Wheel Loader and IT38G
Integrated Toolcarrier Braking System".
28
Power Train
First Speed Forward
Power Flow in First Speed Forward
(I) Gear. (2) Hub assembly. (3) Input shaft assembly. (4) No. 1 clutch (Forward Low). (5) Gear (part of shaft assembly (9)). (9) Shaft assembly.
( I I ) Gear (part of shaft assembly (19)). (14) Gear. (15) Gear. (19) Shaft assembly. (20) Gear. (22) Hub assembly. (24) Gear. (27) Shaft
assembly. (28) No. 6 Clutch (First Speed). (29) Gear. (33) Output shaft assembly.
When the transmission is in first speed forward, No.

1 clutch (4) and No. 6 clutch (28) are engaged.
Torque from the engine is transferred through the
torque converter to input shaft assembly (3). Gear
(1) is splined to input shaft assembly (3). Gear (1)
is meshed with gear (14). Gear (1) turns gear (14).
29
Power Train
Gear (14) is splined to hub assembly (2) and the When No. 4 clutch (17) is engaged, torque is
gear turns the hub assembly. Torque is transferred transferred from shaft assembly (19) through the
from input shaft assembly (3) through gear (1). The engaged No. 4 clutch to hub assembly (13). Gear
torque is then transferred through gear (14) to hub (12) is splined to hub assembly (13). Gear (12) is
assembly (2). When No. 1 clutch (4) is engaged, meshed with gear (18). Gear (18) is turned by gear
torque is transferred from hub assembly (2) through (12). Gear (18) is part of shaft assembly (27). Torque
the engaged No. 1 clutch to shaft assembly (9). is transferred from hub assembly (13) through gear
(12) and through gear (18) to shaft assembly (27).
Gear (5) is part of shaft assembly (9). Gear (5)
is meshed with gear (11). Gear (11) is turned by Gear (24) is splined to shaft assembly (27). Gear
gear (5). Gear (11) is a part of shaft assembly (24) is meshed with gear (29). Gear (29) is turned
(19). Torque is transferred from shaft assembly (9) by gear (24). Gear (29) is splined to output shaft
through gear (5). The torque is then transferred assembly (33). Torque is transferred from shaft
through gear (11) to shaft assembly (19). assembly (27) through gear (24) and through gear
(29) to output shaft assembly (33).
Gear (15) is splined to shaft assembly (19). Gear
(15) is meshed with gear (20). Gear (20) is turned
by gear (15). Gear (20) is splined to hub assembly
Third Speed Forward
(22). Torque is transferred from shaft assembly (19)
through gear (15). The torque is then transferred Note: Refer to Illustration 25 for the location of
through gear (20) to hub assembly (22). When the components that are listed below. Refer to
No. 6 clutch (28) is engaged, torque is transferred Illustration 27 for a typical example of power flow
from hub assembly (22) through the engaged No. in the forward direction.
6 clutch to shaft assembly (27).
When the transmission is in third speed forward,
No. 1 clutch (4) and No. 5 clutch (30) are engaged.
Gear (24) is splined to shaft assembly (27). Gear Torque from the engine is transferred through the
(24) is meshed with gear (29). Gear (29) is turned torque converter to input shaft assembly (3). Gear
by gear (24). Gear (29) is splined to output shaft (I) is splined to input shaft assembly (3). Gear (1)
assembly (33). Torque is transferred from shaft is meshed with gear (14). Gear (14) is turned by
assembly (27) through gear (24) and through gear gear (1).
(29) to output shaft assembly (33).
Gear (14) is splined to hub assembly (2). Hub
Second Speed Forward assembly (2) is turned by gear (14). Torque is
transferred from input shaft assembly (3) through
Note: Refer to Illustration 25 for the location of gear (1). The torque is then transferred through
the components that are listed below. Refer to gear (14) to hub assembly (2). When No. 1 clutch
Illustration 27 for a typical example of power flow (4) is engaged, torque is transferred from hub
in the forward direction. assembly (2) through the engaged No. 1 clutch to
shaft assembly (9).
When the transmission is in second speed forward,
No. 1 clutch (4) and No. 4 clutch (17) are engaged. Gear (5) is part of shaft assembly (9). Gear (5) is
Torque from the engine is transferred through the meshed with gear (11). Gear (11) is turned by gear
torque converter to input shaft assembly (3). Gear (5). Gear (11) is part of shaft assembly (19). Gear
(1) is splined to input shaft assembly (3). Gear (1) ( I I ) is meshed with gear (25). Gear (25) turned
is meshed with gear (14). Gear (14) is turned by by gear (11). Gear (25) is splined to hub assembly
gear (1). (26). Torque is transferred from shaft assembly (9)
through gear (5). The torque is transferred from
Gear (14) is splined to hub assembly (2). Hub gear (5) to gear (11). The torque is then transferred
assembly (2) is turned by gear (14). Torque is through gear (25) to hub assembly (26).
gear (1) and through gear (14) to hub assembly When No. 5 clutch (30) is engaged, torque is
(2). When No. 1 clutch (4) is engaged, torque is transferred from hub assembly (26) through the
transferred from hub assembly (2) through the engaged No. 5 clutch to shaft assembly (27).
engaged No. 1 clutch to shaft assembly (9).
Gear (5) is part of shaft assembly (9). Gear (5) is (24) is meshed with gear (29). Gear (29) is turned
meshed with gear (11). Gear (11) is turned by gear by gear (24). Gear (29) is splined to output shaft
(5). Gear (11) is part of shaft assembly (19). Torque assembly (33). Torque is transferred from shaft
is transferred from shaft assembly (9) through gear assembly (27) through gear (24). The torque is
(5) and through gear (11) to shaft assembly (19). then transferred through gear (29) to output shaft
assembly (33).
30
Power Train
Fourth Speed Forward
Power Flow in Fourth Speed Forward
(3) Input shaft assembly. (5) Gear (part of shaft assembly (9)). (6) No. 2 clutch (Forward High). (7) Gear. (8) Gear assembly. (9) Shaft assembly.
(10) Gear. (11) Gear (part of shaft assembly (19)). (19) Shaft assembly. (24) Gear. (25) Gear. (26) Hub assembly. (27) Shaft assembly. (29)
Gear. (30) No. 5 clutch (Third Speed). (33) Output shaft assembly.
When the transmission is in fourth speed forward,

No. 2 clutch (6) and No, 5 clutch (30) are engaged.
is meshed with gear (10). Gear (10) is turned by
gear (7).
31
Power Train
Gear (10) is splined to hub assembly (8). Hub Gear (16) is splined to hub assembly (21). Hub
assembly (8) is turned by gear (10). Torque is assembly (21) is turned by gear (16). Torque is
transferred from input shaft assembly (3) through transferred from input shaft assembly (3) through
gear (7). The torque is then transferred through gear (1). The torque is then transferred through
gear (10) to hub assembly (8). When No. 2 clutch gear (16) to hub assembly (21). When No. 3 clutch
(6) is engaged, torque is transferred from hub (23) is engaged, torque is transferred from hub
assembly (8) through the engaged No. 2 clutch to assembly (21) through the engaged No. 3 clutch
shaft assembly (9). to shaft assembly (19).
Gear (5) is part of shaft assembly (9). Gear (5) is Gear (15) is splined to shaft assembly (19). Gear
meshed with gear (11). Gear (11) is turned by gear (15) is meshed with gear (20). Gear (20) is turned
(5). Gear (11) is part of shaft assembly (19). Gear by gear (15). Gear (20) is splined to hub assembly
(11) is meshed with gear (25). Gear (25) is turned (24). Torque is transferred from shaft assembly (19)
by gear (11). Gear (25) is splined to hub assembly through gear (15). The torque is then transferred
(26). Torque is transferred from shaft assembly (9) through gear (20) to hub assembly (22). When the
through gear (5). The torque is transferred from No. 6 clutch (28) is engaged, torque is transferred
gear (5) to gear (11). The torque is then transferred from hub assembly (22) through the engaged No.
through gear (25) to hub assembly (26). 6 clutch to shaft assembly (27).
When No. 5 clutch (30) is engaged, torque is Gear (24) is splined to shaft assembly (27). Gear
transferred from hub assembly (26) through the (24) is meshed with gear (29). Gear (29) is turned
engaged No. 5 clutch to shaft assembly (27). by gear (24). Gear (29) is splined to output shaft
assembly (33). Torque is transferred from shaft
Gear (24) is splined to shaft assembly (27). Gear assembly (27) through gear (24). The torque is
(24) is meshed with gear (29). Gear (29) is turned then transferred through gear (29) to output shaft
by gear (24). Gear (29) is splined to output shaft assembly (33).
assembly (27) through gear (24). The torque is
then transferred through gear (29) to output shaft
assembly (33).
Neutral
Note: Refer to Illustration 25 for the location of the
components that are listed below.
When the transmission is in neutral, no clutches

are engaged. Torque from the engine is transferred
through the torque converter to input shaft assembly
(3). Because No. 1 clutch (4), No. 2 clutch (6),
or No. 3 clutch (23) are not engaged, there is no
torque transfer from input shaft assembly (3) to
either shaft assembly (9) or shaft assembly (19).
First Speed Reverse

Note: Refer to Illustration 25 for the location of
the components that are listed below. Refer to
Illustration 29 for a typical example of power flow
in the reverse direction.
When the transmission is in first speed reverse, No.

gear (1).
32
Power Train
Second Speed Reverse
Power Flow in Second Speed Reverse
(1) Gear. (3) Input shaft assembly. (12) Gear. (13) Hub assembly. (16) Gear. (17) No. 4 clutch (Second Speed). (18) Gear (part of shaft
assembly (27)). (19) Shaft assembly. (21) Hub assembly. (23) No. 3 clutch (Reverse). (24) Gear. (27) Shaft assembly. (29) Gear. (33) Output
shaft assembly.
When the transmission is in second speed reverse,

No. 3 clutch (23) and No. 4 clutch (17) are engaged.
gear (1).
33
Power Train

assembly (21) is turned by gear (16). Torque is
gear (1). The torque is transferred from gear (1)
through gear (16). The torque is then transferred
to hub assembly (21). When No. 3 clutch (23) is
engaged, torque is transferred from hub assembly
(21) through the engaged No. 3 clutch to shaft
assembly (19).
When No. 4 clutch (17) is engaged, torque is

transferred from shaft assembly (19) through the
engaged No. 4 clutch to hub assembly (13). Gear
(12) is splined to hub assembly (13). Gear (12)
gear (12). Gear (18) is part of the shaft assembly
(27). Torque is transferred from hub assembly (13)
through gear (12). The torque is then transferred
through gear (18) to shaft assembly (27).

by gear (24). Gear (29) is splined to output shaft
assembly (33).
34
Power Train
Third Speed Reverse
Power Row in Third Speed Reverse
(1) Gear. (3) Input shaft assembly. (5) Gear (part of shaft assembly (9)). (9) Shaft assembly. (11) Gear (part of shaft assembly (19)). (16) Gear.
(19) Shaft assembly. (21) Hub assembly. (23) No. 3 clutch (Reverse). (24) Gear. (25) Gear. (26) Hub assembly. (27) Shaft assembly. (29)
Gear. (30) No. 5 clutch (Third Speed). (33) Output shaft assembly.
When the transmission is in third speed reverse, No.

gear (1).
35
Power Train

assembly (21) is turned by gear (16). Torque is
gear (1). The torque is then transferred through
gear (16) to hub assembly (21). When No. 3 clutch
(23) is engaged, torque is transferred from hub
assembly (21) through the engaged No. 3 clutch
to shaft assembly (19).
Gear (11) is part of shaft assembly (19). Gear (11)

gear (11). Gear (25) is splined to hub assembly
(26). Torque is transferred from shaft assembly (9)
through gear (5). The torque is transferred from
gear (5) to gear (11). The torque is then transferred
through gear (25) to hub assembly (26).
When No. 5 clutch (30) is engaged, torque is

transferred from hub assembly (26) through the
engaged No. 5 clutch to shaft assembly (27).

by gear (24). Gear (29) is splined to output shaft
assembly (33).
36
Power Train
101378135
Differential
SMCS Code: 3258
Typical Illustration
(1) Bevel pinion. (2) Bevel gear. (3) Ring gear. (4) Planet gear. (5) Carrier. (6) Axle shaft. (7) Shaft. (8) Differential case. (9) Pinion. (10) Side
gear. (11) Brake piston. (12) Brake disc. (13) Sun gear.
A differential divides the power that is sent to the Straight Forward or Straignt
wheels or a differential causes a balance of the
power that is sent to the wheels. A differential allows
Reverse Operation
one wheel to turn at a slower rate than the other
wheel on an axle. For example, this occurs during a When the machine moves in a straight direction
turn. During a turn, the differential allows the inside with the same amount of traction under each drive
wheel to rotate at a slower rate in relation to the wheel, the same amount of torque on each axle
outside wheel. The differential still sends the same holds the pinions. This is done so that the pinions
amount of torque to each wheel. do not turn on the spider.
Bevel pinion (1) turns bevel gear (2). Bevel gear (2)
turns case (8). Case (8) turns shaft (7). Shaft (7)
turns side gears (10) through pinions (9). Pinions (9)
do not turn on the shaft. The side gears turn final
drive sun gears (13). The same amount of torque is
sent through the final drives to each wheel.
37
Power Train
This provides the same effect as having both drive The limited slip differential is a direct replacement
wheels on the same axle shaft. for the standard differential. The limited slip
differential is available in both the front axle group
Operation during a Forward Turn or and the rear axle group.
Operation during a Reverse Turn

When the machine is in a turn, the inside wheel is
more resistant than the outside wheel to turn. This
resistance causes different torques on the opposite
sides of the differential. The outside wheel turns
more easily than the inside wheel. The outside
wheel begins to turn faster than the inside wheel.
Bevel pinion (1) turns bevel gear (2). Bevel gear

(2) turns case (8). Case (8) turns shaft (7). Shaft
(7) turns side gears (10) through pinions (9). One
side gear requires more force than the other side
gear in order to turn. This causes pinions (9) to turn
around shaft (7). As the pinions turn, the pinions
move around the side gears. This allows the outside
wheel to turn faster than the inside wheel.
The same amount of torque is sent through the final

drives to both the inside wheels and to the outside
wheels. This torque is only equal to the amount of
torque that is necessary to turn the outside wheel.
Loss of Traction (Wheel Slippage)

When one wheel has more traction than the other
wheel, the operation of the differential is identical
to the operation of the differential during a turn.
The same amount of torque is sent to both wheels. Limited Slip Differential
This torque is only equal to the amount of torque (1) Case housing. (2) Thrust washer. (3) Clutch pack. (4) Actuator
that is necessary to turn the wheel with the least housing. (5) Side gears. (6) Pinion (gears). (7) Pinion (gears). (8)
resistance. Pinion shafts.
i01408392
Limited Slip Differential

SMCS Code: 3263
S/N: 4YS1-Up
S/N: 6WS1-Up
S/N: 7BS1-Up
S/N: 9HS1-Up
S/N: 1CW1-Up
The limited slip differential is a locking differential.

The limited slip differential is designed to provide
equal power to both wheels until the ground
conditions cause a variance in traction between
the left wheel and the right wheel. The limited slip
differential transfers lost power from the wheel with Illustration 33 g00280828
the least traction to the wheel with the most traction. Locking Ratio
(4) Actuator housing. (8) Pinion shaft. (9) 45 degree angle.
38
Power Train
When the wheels have equal traction, the limited

slip differential sends an equal amount of power to
both of the wheels. This is similar to the function
of the standard differential. One wheel begins to
turn faster than the other wheel if there is a loss of
traction. When this occurs, the internal forces that
are present between shaft (8) and actuator housings
(4) will react on 45 degree angle (9). The internal
forces push actuator housings (4) against clutch
packs (3). The torque of-the clutch pack limits the
loss of traction to the wheel that is turning faster.
The locking effect is due to the internal friction of

the differential. This effect is produced by two clutch
packs (3) which are arranged symmetrically in the
differential housing. In a standard differential, one
wheel can be held in position when the engine is
running and a gear is engaged. The other wheel will
turn faster. In the limited slip differential, the above
procedure would be more difficult because of clutch
packs (3). The above procedure will become more
difficult as power increases.
The limited slip differential is identical on the left

side and the right side of two pinion shafts (8).
The limited slip differential contains the following
components: two thrust washers (2), two clutch
packs (3), two actuator housings (4), two bevel
gears (5), and four pinion gears (7). Illustration 34 900280979
Disassembled Limited Slip Differential

The inside splines of side gears (5) are connected (1) Housing. (2) Thrust washer. (3) Clutch pack. (4) Actuator
to the sun gears for the final drives. The outside housing. (5) Side gears. (6) Pinion (gears). (7) Pinion (gears). (8)
splines of side gears (5) are meshed with the inner Pinion shafts.
friction discs in clutch packs (3). The side gears
send the power through the sun gears and to the
final drives.
Housing (1) is fastened to the bevel gear. Housing

(1) has inner grooves which hold the outer discs.
The outer discs are in clutch pack (3). The clutch
pack also has inner discs between the outer discs.
The inner discs are splined to the side gears.
Actuator housings (4) also fit in the same grooves.
The actuator housings are held with the discs from
moving radially. Side gears (5) fit into actuator
housings (4). Pinion shafts (8) also fit into actuator
housings (4). The pinion shafts lie in the 45 degree
notches in the load ring. Pinion gear (6) and pinion
gear (7) are installed on the pinion shafts.
39
Power Train
Operation of the Limited Slip

Differential
72%- -28%
50%-* r-50%
Maximum Slipping Conditions
When one wheel begins to turn faster than the other
Normal No-slip Conditions
wheel, the clutch pack on the faster turning wheel
is slipping. This means that only 28 percent of the
The limited slip differential operates identically input torque is available at that wheel. 72 percent
to a standard differential during straight forward of the input torque is available to the slower turning
operation or during straight reverse operation. The wheel. For example, the inside tire during a turn
limited slip differential provides 50 percent torque provides 72 percent of the traction.
to each wheel.
The advantage of a limited slip differential over a
standard differential is shown by the difference in
torque.
A standard differential could only transfer the

same amount of torque from the slipping side to
the opposite side. The limited slip differential can
transfer 2.6 times the amount of torque to the
slipping side. The overall advantage of the limited
slip differential would be an 80 percent increase in
traction to the slipping side.
40
Power Train
101408393
NoSPIN Differential 5 6 7 8 9 10 11 12
SMCS Code: 3265

S/N: 4YS1-Up
S/N: 7BS1-Up
S/N: 9HS1-Up
15 16
Illustrates 9281002
NoSPIN Differential
(5) Side gear. (6) Driven clutch. (7) Spring. (8) Holdout ring. (9)
Holdout ring. (10) Spring. (11) Driven clutch. (12) Side gear. (13)
Spring retainer. (14) Spring retainer. (15) Center cam. (16) Snap
ring. (17) Spider.
The NoSPIN differential is a locking type of

differential. The NoSPIN differential is designed
to deliver power to both wheels of an axle when
ground slip conditions are encountered on one
wheel. The NoSPIN differential is designed to
NoSPIN Differential Group disengage one axle when good traction conditions
Typical Illustration require overrun. The rotation of the outside wheel
(1) Housing assembly. (2) NoSPIN differential and differential case. during a turn is an example of overrun. The NoSPIN
(3) Bevel pinion. (4) Bevel gear. differential group is a direct replacement for the
standard differential. The NoSPIN differential is only
available in the rear axle group.
When the speeds of the wheels are equal, the

NoSPIN differential sends the same amount of
torque to each wheel. When the speeds of the
wheels are different, the NoSPIN differential sends
torque to the slower turning wheel. A difference in
the speeds of the wheels is caused by a turn.
The NoSPIN differential allows a wheel (axle) to turn

faster than the speed of the bevel gear. The NoSPIN
differential does not use the bevel gear in order to
engage the wheel. For example, the outside wheel
(axle) is not engaged with the bevel gear during a
turn with power. The outside wheel turns faster than
the bevel gear. The inside wheel (axle) is engaged
with the bevel gear. The inside wheel turns at the
same speed as the bevel gear. The inside wheel
provides the power that moves the machine through
the turn.
41
Power Train
The NoSPIN differential is identical on both sides

of spider (17). The NoSPIN differential has the
following components: springs (7) and (10), side
gears (5) and (12), driven clutches (6) and (11),
holdout rings (8) and (9), center cam (15), snap
ring (16), and spider (17).
The inside splines of side gears (5) and (12) are

connected to the sun gears for the final drives. The
outside splines of the side gears are connected to
the inside splines of drive clutches (6) and (11). The
side gears send the power through the sun gears
to the final drives.
Spider (17) is fastened to the differential case.

Spider (17) turns at the speed of bevel gear (4).
The spider has clutch teeth on both sides. The
spider also has one long tooth. The long tooth is
spider key (19). Center cam (15) fits inside the
spider. Center cam (15) is held in position by snap
ring (16). Center cam (15) is turned by spider key
(19) which fits inside notch (18). Spider key (19) Illustration 40 900281012
pushes on either side of notch (18). The direction
of machine travel (forward or reverse) controls the Spider and Center Cam
turning direction of the spider and the side of notch (15) Center cam. (17) Spider. (18) Notch in center cam. (19)
(18) that will receive the force. Spider key.
NoSPIN differential
Disassembled Left Side
(5) Side gear. (6) Driven clutch. (7) Spring. (13) Spring retainer.
(17) Spider.
Illustrations 900281013
Springs (7) and (10) fit between the side gears
(5) and (12) and spring retainers (13) and (14). Clutch and Holdout Ring
The force of the springs holds the driven clutches (6) Driven clutch. (8) Holdout ring. (20) Notch in holdout ring.
against spider (17), The force of the springs holds (21) Cam.
the side gears against the differential case.
Driven clutch (6) and driven clutch (11) are identical.
Each driven clutch has cam (21) which is part of the
clutch. The teeth on the cam engage with the teeth
of center cam (15). The teeth of the drive clutches
engage with the teeth of spider (17). An annular
groove in the shape of a circle is between the teeth
of the driven clutches and the teeth of the cams.
42
Power Train
Holdout ring (8) and holdout ring (9) are identical. When the speed of the disengaged wheel slows
Each holdout ring fits in the annular groove between to the lower speed of the bevel gear, the ground
the teeth of the driven clutches and the teeth of resistance creates a wheel torque which has a slight
the cams. The teeth of the holdout rings engage reverse direction. This causes the driven clutch and
with the notches in center cam (15). Notch (20) in the cam to turn in a direction that is the opposite
the holdout ring engages with spider key (19). The of the direction of rotation of the bevel gear. The
spider key controls the movement of the holdout friction between the holdout ring and the driven
ring in relation to the spider. There is no connection clutch causes the holdout ring to move in a direction
between the holdout rings and the driven clutches that is opposite the direction of the bevel gear.
except for friction.
Notch (20) in the holdout ring moves away from
spider key (19). When the teeth of the holdout ring
NoSPIN Differential Operation are in a position to engage the notches in center
cam (15), the force of the spring causes the driven
The clutch action is the stopping of power that is clutch and the cam to move to the inside. The
going to the drive axle. When a wheel is turned driven clutch pushes the holdout ring. The holdout
faster than the speed of the bevel gear, the clutch ring now engages the center cam and the holdout
action of the NoSPIN differential will allow the axle ring is turned at the speed of the bevel gear. The
to turn faster than the bevel gear. teeth of cam (21) now engage the center cam and
the teeth of the drive clutch engage the spider. Both
The clutch action of the NoSPIN differential is wheels are now turned at the same speed.
described in the following sequence.
If spider (17) turns, spider key (19) locates center Note: When both wheels are turned at the same
cam (15). The spider and the center cam then turn speed, both wheels do not necessarily have the
at the speed of the bevel gear. The center cam same torque. For example, when a wheel on ice is
turns holdout ring (8) and cam (21) at the speed of spinning at a faster rate than another wheel that
the bevel gear. The spider turns driven clutch (6) at is not on ice, both clutches engage. When both
the speed of the bevel gear. The driven clutch turns clutches engage, both wheels turn at the same
the side gear, the axle, and the wheel at the speed speed. The wheel that is on ice will have less torque.
of the bevel gear.
Straight Forward Operation
When the wheel is turned faster than the speed of
the bevel gear, the teeth of center cam (15) work
similarly to ramps. The teeth of cam (21) move up
the teeth of the center cam. This action causes
driven clutch (6) to disengage from the spider.
The driven clutch pulls holdout ring (8) out of the
grooves in the center cam. The friction between the
holdout ring and the driven clutch turns the holdout
ring until notch (20) in the holdout ring engages
with spider key (19).
The holdout ring is now turned by the spider key

at the speed of the bevel gear. The teeth of the
holdout ring are in a position that will not permit
engagement with the notches in the center cam.
The driven clutch and the cam move around the
holdout ring at a speed faster than the speed of the
bevel gear. The holdout ring keeps the driven clutch
and the cam from being engaged with the center
cam and the spider. The driven clutch, the cam, the
axle shaft, and the wheel are now able to turn freely.
Spring (7) engages the opposite side clutch, the
opposite side cam, and the opposite side holdout Straight Forward Operation
ring with the center cam and with the spider. The Typical Illustration
engagement is maintained only while the driven (5) Side gear. (6) Driven clutch. (11) Driven clutch. (12) Side gear.
wheel turns more slowly. (17) Spider. (22) Teeth of the spider. (23) Teeth of the driven
clutches.
43
Power Train
When the machine has straight forward movement, The traction of the road causes the outside wheel
teeth (22) on both sides of spider (17) are fully to turn at a speed that is faster than the speed of
engaged with teeth (23) of driven clutches (6) and the bevel gear. This causes the driven clutch for the
(11). The teeth of cams (21) are engaged with the outside wheel to turn faster than the speed of the
teeth of center cam (15). The following combination bevel gear. The movement of one wheel faster than
forces the differential together. The reverse angle the movement of another wheel begins the clutch
of the teeth on the clutches and on the spider, the action of the NoSPIN differential.
force of springs (7) and (10), cams (21) and center
cam (15). This forces the engagement of the teeth The cam for the driven clutch of the inside wheel
of the clutches with the teeth of the spider. has teeth. The teeth are engaged with the teeth of
center cam (15). The teeth stay in the same position
In this condition, driven clutches (6) and (11) are in relation to spider (17). The teeth of the inside
fully engaged with spider (17). The driven clutches drive clutch are engaged with the spider. The teeth
turn side gears (5) and (12) at the same speed as on the other side of center cam (15) are used as
the bevel gear. The two side gears turn the axle ramps. The cam for the driven clutch of the outside
shafts and the wheels at the same speed as the wheel has teeth. The teeth move up the teeth of the
bevel gear. center cam. This causes the outside driven clutch
and the cam to move away from the spider and
from the center cam. The outside driven clutch and
Forward Turn with Power the cam are not engaged with the spider or with
the center cam.
The driven clutch for the outside wheel cannot

be engaged with the spider until the speed of
the outside wheel slows to the lower speed of the
bevel gear. The holdout ring prevents the driven
clutch and the cam from being engaged with the
spider and with the center cam until the machine
is moving in a straight direction. The operation of
the differential is now identical to the operation of
the differential while the machine is moving straight
forward.
Forward Turn with No Power

The operation of the NoSPIN differential during
a forward turn with no power is identical to the
operation of the NoSPIN differential during a forward
turn with power. The traction of the road causes the
outside wheel to turn faster than the speed of the
Illustration 43 g00281019 bevel gear. The inside wheel is turned at the speed
of the bevel gear.
Forward Right Turn with Power
Typical Illustration
(5) Side gear. (6) Driven clutch. (11) Driven clutch. (12) Side gear.
(17) Spider.
During a turn, the outside wheel travels a longer

distance than the inside wheel. When the machine
turns with power, the NoSPIN differential allows the
outside wheel to turn faster than the speed of the
bevel gear. The NoSPIN differential does not allow
the inside wheel to turn at a rate that is slower than
the speed of the bevel gear. The inside wheel turns
at the same speed as the bevel gear.
The teeth of the spider transfer the force to the

inside driven clutch. The inside driven clutch turns
the inside wheel at the same speed as the bevel
gear. The inside driven clutch provides the power
that is necessary to move the machine through the
turn.
44
Power Train
Straight Reverse Operation Reverse Turn with Power
Straight Reverse Reverse Right Turn with Power
Typical Illustration Typical Illustration
(5) Side gear. (6) Driven clutch. (11) Driven clutch. (12) Side gear. (5) Side gear. (6) Driven clutch. (11) Driven clutch. (12) Side gear.
(17) Spider. (22) Teeth of the spider. (23) Teeth of the driven (17) Spider.
clutches.
The action of the differential is identical to the action
When the machine moves in a straight reverse of the differential during a forward turn with power
direction, teeth (22) on both sides of spider (17) except for one conflict. During a reverse turn with
are fully engaged with teeth (23) of driven clutches power, spider (17) rotates in a direction that is
(6) and (11). During straight reverse operation, opposite the direction of rotation during a forward
spider (17) rotates in a direction that is opposite turn with power.
the direction of rotation during straight forward
operation. Because the spider turns in the opposite Reverse Turn with No Power
direction during straight reverse operation, teeth
(22) of the spider press against the opposite face of
The operation of the NoSPlN differential during
teeth (23) of the driven clutches.
a reverse turn with no power is identical to the
operation of the NoSPlN differential during a reverse
The action of the differential during straight reverse turn with power. The traction of the road causes the
operation is identical to the action of the differential outside wheel to turn faster than the speed of the
during straight forward operation. bevel gear. The inside wheel is turned at the speed
of the bevel gear.
45
Power Train
i01378160
Fixed Axle and Oscillating Axle

SMCS Code: 3260; 3278
Typical Example
(1) Bevel pinion. (2) Bevel gear. (3) Ring gear. (4) Planetary gear. (5) Carrier. (6) Axle shaft. (7) Shaft. (8) Drfferential case. (9) Pinion.
(10) Side gear. (11) Brake piston. (12) Brake disc. (13) Sun gear.
The front axle group and the rear axle group Power is transferred through the different^ by
incorporate the pinion and bevel gear set, the pinions (9) and by side gears (10) to the final
differential, the final drives, and the disc brakes. drives. The following components are the main
The front axle housing and the rear axle housing are components of the final drives: carrier (5), planetary
slightly different, but the internal components and gears (4), ring gear (3), and sun gear (13). Each
the operation are identical. A limited slip differential final drive has the same components. The final
is available in both the front axle group and the rear drives cause the last speed reduction and the last
axle group. A NoSPIN differential is available in the torque increase in the drive train.
rear axle group.
Sun gear (13) is splined into side gear (10) of the
Power from the transmission output shaft is differential. Ring gear (3) is pressed into the axle
transferred to the front axle group and to the rear housing. Three planetary gears (4) are mounted
axle group by the drive shafts. The power enters in carrier (5). Carrier (5) has internal splines. The
the front axle group and the rear axle group through splines of axle shaft (6) fit into the splines of carrier
the bevel pinion (1). Bevel pinion (1) turns bevel (5).
gear (2). Bevel gear (2) is fastened to differential
case (8).
46
Power Train
As sun gear (13) is driven by the differential, Axle oil cooler pump and clutch (1) is mounted on a
planetary gears are forced to revolve around bracket at the front of the engine above the damper.
the inside of ring gear (3). The movement of the The axle oil cooler pump and clutch is powered by
planetary gears (4) around ring gear (3) causes the engine crankshaft via a V-belt that is driven by
carrier (5) and axle shaft (6) to rotate. This transfers the damper pulley. The axle oil cooler pump is a
power to the rim and the tire. The rim and the tire two-section gear pump. The pump that circulates
bolt to the flange on axle shaft (6). the oil for the front axle housing is mounted
closest to the damper. The tandem mounted pump
The front axle group and the rear axle group contain circulates the oil for the rear axle housing.
the service brakes. Brake "disc (12) is splined to
sun gear shaft (13). Brake disc (12) rotates at the
same speed as the sun gear. When the brakes
are applied, the cavity behind brake piston (11)
is pressurized. When the brakes are applied, the
brake piston clamps brake disc (12) between the
piston and the brake reaction plate.
Reference: For more information about the braking

system, refer to Specifications, SENR6791, "938G
Wheel Loader and IT38G Toolcarrier Braking
System" and refer to Systems Operation, SENR6792,
"938G Wheel Loader and IT38G Toolcarrier Braking
System".
1378423
Front View of the Rear Axle
Axle Oil Cooler (2) Rear axle center housing. (3) Temperature switch.
SMCS Code: 1365 Axle oil cooler pump and clutch (1) is activated
when the contacts of temperature switch (3) close.
The axle oil cooler system consists of the following The contacts for the temperature switch close when
components: axle oil cooler pump and clutch, axle the axle oil reaches the actuation temperature of the
oil cooler, bypass check valves, and temperature switch. The actuation temperature of temperature
switch. switch (3) is 65 3C (150 37F). When the
contacts of temperature switch (3) close, the electric
clutch on the axle oil cooler pump and clutch is
energized. The temperature switch is installed in a
manifold block at the center of the rear axle housing.
Right Side of Engine
(1) Axle Oil Cooler Pump and Clutch.
Front of Engine Frame
(4) Axle oil cooler. (6) Bypass check valves for the axle oil cooler.
When the electric clutch is energized the pumps
circulate the axle oil through separate systems
for each axle housing. The oil is pumped through
passages in both the front axle housing and the
rear axle housing. Each gear pump causes the oil
to flow through hoses to axle oil cooler (4). The axle
oil cooler is installed between the frame rails of the
machine in front of the rear axle. While the axle oil
flows through the axle oil cooler, engine coolant also
flows through the axle oil cooler. The axle oil cooler
performs two functions. The engine coolant cools
the axle oil that flows through the axle oil cooler if
the temperature of the axle oil is higher than the
normal operating temperature. The axle oil cools the
engine coolant that flows through the axle oil cooler
if the engine coolant temperature is higher than the
normal operating temperature.
Hose Assemblies for the Axle Oil Cooler
(5) Coolant hose assemblies.
The engine coolant flows through coolant hose

assemblies (5) to the axle oil cooler and flows back
to the engine through coolant hose assemblies (5).
The flow of the axle oil through the axle oil cooler
helps keep the axle housings and internal brake
components cool.
Two bypass check valves for the axle oil cooler (6)
are located at the axle oil cooler. The bypass check
valves limit the oil pressure in the oil cooler core.
The bypass check valves are rated at 448 55 kPa
(65 8 psi). If the bypass check valves open, the
axle oil bypasses the axle oil cooler.
Index
Axle Oil Cooler 46 Table of Contents 3

Torque Converter 8
Transmission 25
First Speed Forward 28
First Speed Reverse 31
Differential '. 36 Fourth Speed Forward 30
Loss of Traction (Wheel Slippage) 37 Neutral 31
Operation during a Forward Turn or Operation Second Speed Forward 29
during a Reverse Turn 37 Second Speed Reverse 32
Straight Forward or Straight Reverse Third Speed Forward 29
Operation 36 Third Speed Reverse 34
Dump Valve (Transmission) 24 Transmission Control Valve 13
Introduction 14
Operation of the Transmission Control Valve 16
Shifting from the NEUTRAL position to the FIRST
SPEED FORWARD position with a Running
Fixed Axle and Oscillating Axle 45 Engine 18
Flow Control Valve 9 Starting the Engine with the Transmission in the
NEUTRAL position 16
Transmission in the FOURTH SPEED FORWARD
position with a Running Engine 21
Transmission in the THIRD SPEED REVERSE
Genera! Information 4 position with a Running Engine 23
Transmission Electrical System 5
Transmission Direction and Speed Control
Lever 6
Transmission Electronic Control Module
Important Safety Information. (ECM) : 5
Transmission Neutralizer 6
Transmission Solenoid Valves 7
Transmission Hydraulic System 10
Transmission Lubrication 12
Limited Slip Differential 37 Transmission Oil Pump 11
Operation of the Limited Slip Differential 39
NoSPIN Differential 40
Forward Turn with No Power 43
Forward Turn with Power 43
NoSPIN Differential Operation. 42
Reverse Turn with No Power.... 44
Reverse Turn with Power 44
Straight Forward Operation 42
Straight Reverse Operation 44
Oil Filter (Power Train) 12
Systems Operation Section 4

2000 Caterpillar
All Rights Reserved Printed in U.S.A.

Power Train System Operation 938G

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Power Train System Operation 938G

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CATERPILLAR SENR6784-02

938G Wheel Loader and

Important Safety Information

The meaning of this safety alert symbol is as follows:

Failure to heed this warning can lead to prema-

Systems Operation Section This machine is equipped with Autoshift transmission

The transmission output shaft transfers power to the

The transmission is a power shift transmission with

Switches in the transmission direction and speed

The following are the main components of

Illustration 3 g00277683 Transmission Electronic Control

If the bottom of the autoshift auto/manual switch (1)

The transmission direction and speed control lever

The transmission direction and speed control

The transmission neutralizer override switch (4)

Solenoid valves (5) are three-way valves with two

Refer to Schematic, SENR6679, "938G Wheel

i00559974 The oil for the operation of the torque converter

Stator (3) is connected to carrier (6). The carrier is

Turbine (2) is connected to hub (9) by splines. Hub

Oil from the hydraulic controls of the transmission

Impeller (4) turns with the rotating housing (1) at the

Flow Control Valve

The flow control valve has two functions. Limit the

The bottom of the transmission case provides

Spools in transmission control valve (2) send oil

Torque converter inlet relief valve (9) limits the

The externally mounted oil filter has a bypass

If the inlet pressure to the oil filter is 172 12 kPa

Correct maintenance recommendations must be

Oil Filter (Power Train)

The power train oil filter (1) is mounted on the left

Transmission Control Valve

This piston works with

This valve senses low P2

This valve rapidly removes the

Operation of the Transmission

The increasing P2 pressure is also felt in modulating

Shifting from the NEUTRAL

Note: In illustration 19, all of the passages that have

When the transmission direction and speed control

When the differential valve opens and P1 oil is

This movement of modulating relief valve (10)

After load piston (17) has moved by two-thirds of

Transmission in the FOURTH

Modulation has occurred. (Modulation is described

P1 pressure and P2 pressure are stabilized and the

Transmission in the THIRD SPEED

Modulation has occurred. (Modulation is described

P1 pressure and P2 pres'sure are stabilized and the

Dump Valve (Transmission)

When a shift of the transmission is made, directional

P1 pressure in slug cavity (2) moves spool (3) and

Balance seal assembly (32) and wave spring (31)

The transmission contains five shafts: input shaft

Each of the three transmission clutch shafts has

Both a speed clutch and a direction clutch must

The following table shows the energized solenoids

Parking brake assembly (34) is mounted to the

Reference: For additional information about the

First Speed Forward

When the transmission is in first speed forward, No.

Fourth Speed Forward

When the transmission is in fourth speed forward,