VT2006PT

Service Manual
Trucks
Group 43
Release 02
Powertronic Generation III and IV
VT1605PT, VT1705PT, VT1706PT, VT1906P, VT2206PT
Konstruktion och funktion
FM, FH
Sätts in i pärm FM, FH
20 090010
Foreword
The descriptions and service procedures contained in this manual are based on designs
and methods studies carried out up to October 06.
The products are under continuous development. Vehicles and components produced
after the above date may therefore have different specifications and repair methods.
When this is judged to have a significant bearing on this manual, supplementary service
bulletins will be issued to cover the changes.
The new edition of this manual will update the changes.
In service procedures where the title incorporates an operation number, this is a

reference to V.S.T. (Volvo Standard Times).
Service procedures which do not include an operation number in the title are for general
information and no reference is made to V.S.T.
The following levels of observations, cautions and warnings are used in this Service
Documentation:
Note: Indicates a procedure, practice, or condition that must be followed in order to have
the vehicle or component function in the manner intended.
Caution: Indicates an unsafe practice where damage to the product could occur.
Warning: Indicates an unsafe practice where personal injury or severe damage to the
product could occur.
Danger: Indicates an unsafe practice where serious personal injury or death could occur.
Volvo Truck Corporation

Göteborg, Sweden
Order number: 20 090010
© 06 Volvo Truck Corporation, Göteborg, Sweden
All rights reserved. No part of this publication may be reproduced, stored in

retrieval system, or transmitted in any forms by any means, electronic,
mechanical, photocopying, recording or otherwise, without the prior written
permission of Volvo Truck Corporation.
ENG23840
Contents
General ........................................................................ 2 Feedback
Powertronic ................................................................... 2
Foldout A Cross–section of gearbox
Design and Function .................................................. 3
Foldout B Hydraulic diagram
Powertronic, design and function .................................. 3
Control system ............................................................ 35
1
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT General
General
Powertronic
T4012136
This service manual describes the design and function of the automatic gearbox
Powertronic Generation III (produced from December 1998). The illustration above
represents VT1706PT alternatively VT1906PT equipped with power take–off PTPT
for the propeller shaft drive.
2
Group 43 Automatic transmission VT1605PT, VT1705PT, VT1706PT, VT1906PT, VT2206PT Design and Function
Design and Function
Powertronic, design and function

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

Volvo Truck Corporation’s new vehicle electronic system The information link keeps the system status continually
in based on the principal that all communication between updated and available for read-out.
the control units in the system is to pass through two
data links. The instrument display is used by the Powertronic
The vehicle’s main components are equipped with their system to be able to show gear position, selected gear,
own control units which are connected to the data links so possible gear shifts, button status, and the system status
as to be able to communicate with each other. through the use of fault codes.
The vehicle control unit gives the Powertronic system

General information information about the status of the parking brake along
Communication between the different control units with the vehicle speed and desired retarder torque.
together with reports from control units to the diagnostics
socket and instruments is achieved through data links The engine control unit is used mainly when changing
SAE J1939 and SAE J1708. gear to be able to control engine speed and engine torque.
Note that the illustration shows the principle for how the The braking system control unit is mainly used to
control units, diagnostics socket and instruments are disengage the retarder function in the event of the wheels
connected to the data links. locking.
Instruments, vehicle control unit, engine control The gear selector control unit is used to detect gear
unit and diagnostics socket are always included position and the shift mode.
in the system. Other more specific control units are
dependant on the current market, vehicle model and The transmission electronic control unit and
vehicle specifications. Retarder electronic control unit are used to control the
transmission and the retarder respectively.
SAE J1939 (Control link) For further information concerning Volvo’s new
The system control signals are sent via this very fast link. vehicle electronics system, refer to Service Bulletin
“Vehicle electronics ’98”, Group 000.
SAE J1708 (Information link)
The information link is connected to the electronic control
units, diagnostics socket and instrument panel. The link
carries information and diagnostic signals.
3
Instrument cluster
MID 140
Display
MID 171
Vehicle control unit

Diag- MID 144
nos-
tics
socket
Engine control unit
MID 128
Control unit
SAE SAE
air springs
J1708 J1939
MID 150
Control unit
Braking system
MID 136
Gear selector control

unit
MID 223
Gearbox control unit

(Retarder control
unit)
MID 130 (MID 222)
Airbag control unit

MID 232
Theft security control unit

MID 163
Control unit
(Expansion capability)
4
Powertronic, General information
T4012112
The gearbox is divided into sections (A–E). The front • Forward/reverse clutches (section D) Connects the
section (A) contains the torque converter with Lock–up turbine shaft with the main shaft or tubular shaft or both
clutch. The oil pump and power take–off are in (B). at the same time depending on which gear is engaged.
Behind the pump in section (C) is the retarder. In section
(D) are the discclutches that are called K1 and K2 along • Brakes (section D–E)
with a multi–disc brake called B1. In section (E) there are Locks parts of the planetary gears to the gearbox
4 or 5 planetary gears and 3 or 4 multi–disc brakes B2 to casing.
B5, depending on whether it is a 5– or 6–speed variant.
• Planetary gears (section E)
In various combinations give differing gear ratios.
Main components
The gearbox consists of the following main components: • Control system
With valves that control the flow of oil and the oil
• Torque converter (section A) pressure to the gearbox clutches and brakes as well as
Transfers power from the engine to the gearbox. The pressure for the torque converter and lubricant.
torque converter is equipped with a direct clutch called
Lock–up, which mechanically connects the engine • Control system
flywheel to the gearbox. With gearbox control unit (TECU) and gear selector
control unit (GECU) together with other controls and
• Through shaft (section A–E) sensors.
The shaft comprises the input, main and output shafts.
• Retarder (section C)
Hydraulically brakes the gearbox input shaft. It
therefore provides extra braking force. This type of
retarder is also called a primary retarder.
5
Low gear
T4012137
In the rear section of the 6–speed variant there is a low

gear adapter marked (A). The 5–speed variant has one
planetary gear and one brake less than the 6–speed. The
rear end–plate and output shaft have a different design
than the 6–speed variant.
6
Transmission, 5–speed variant
T4012138
The following components in the 5–speed variant transmit

power through the gearbox:
1 Pump impeller
2 Turbine rotor
3 Leading wheel
4 Turbine shaft
5 Forward clutch (K1)

6 Reverse clutch (K2)
7 Main shaft
8 Tubular shaft
9 Output shaft
7
Transmission, 6–speed variant
T4012139
The following components in the 6–speed variant transmit

power through the gearbox:
1 Pump impeller
2 Turbine rotor
3 Leading wheel
4 Turbine shaft

6 Reverse clutch (K2)
7 Main shaft
8 Tubular shaft
9 Output shaft
8
Torque converter
T4012140
The small illustration shows the torque converter, which

consists of a pump impeller (A), a turbine rotor (B) that is
connected to the turbine shaft (C) and a leading wheel
(D). The space (E) between the pump impeller and the
turbine rotor is filled with fluid. The pump impeller is
fastened to the engine flywheel (F). When the flywheel
starts rotating, the vanes of the pump impeller force the oil
to flow in the direction of the arrow. The flow of oil from the
pump impeller passes over the turbine rotor and makes it
rotate in the same direction as the pump impeller.
The leading wheel, which is located between the pump

impeller and the turbine rotor, is fitted with a free–wheel
so that it can rotate freely in one direction. The vanes on
the leading wheel direct the flow of oil from the turbine
rotor to the pump impeller vanes.
The torque converter provides smooth transmission

ofpower from the engine to the gearbox. The power is
transferred to the turbine shaft (C) hydraulically or via
the direct clutch. Some of the engine driving power
T4012141
is transferred directly via the pump impeller (A) and
intermediate gear (1) to the power take–off and to the
gear box oil pump (3) via the drive sleeve (2), which is
fitted in the torque converter.
9
Lock–up clutch
T4012142
To prevent losses in the torque converter when it is not Sensor (7070) for engine speed is located against the
required, e.g. when driving at constant speed, the pump power take–off wheel (PTO).
impeller is locked together with the turbine rotor by a direct
clutchdisc called Lock–up (see the arrows). Lock–up is Sensor (7076) for turbine speed is fitted against the K1
engaged when the control unit senses the correct speed drum (may not be present on earlier models).
from the sensors.
Sensor (758) detects the speed of the output shaft for the
The lock–up function is adaptive “self–learning”, gearbox control unit.
which means that the engagement time (filling time)
Sensor (7052) detects the speed of the output shaft for
is automatically adapted with respect to wear and
the tachograph.
manufacturingtolerances.
10
Power take–off
There are two types of clutch dependant power take–off The power take–off is engaged and disengaged with a
for the Powertronic gearboxes. Power take–off PTPT 1:1 switch on the dashboard.
is used for the propeller shaft drive and PTPTHD for the
direct–mounted hydraulic pump. The switch affects a solenoid valve that opens or closes
the supply of oil from the gearbox. When the switch is
Function turned on, the solenoid valve (8) opens the flow of oil from
the gearbox to the clutch disc (5).
From the torque converter (1), the driving power is
transmitted via the gearwheel (2) to the idler gear (3). The Oil presses together the discs in the disc clutch so that the
idler gear transfers the power to a gear (4) in the power driving power is transmitted from the input gear (4) in the
take–off which via the disc clutch (5) drives the output power take–off via the disc clutch to the output shaft (6).
shaft (6) and the companion flange/hydraulic pump (7).
The power take–off is lubricated and cooled effectively

with oil from the gearbox. Oil is pressed up through
passages in the gearboxhousing to the power take–off.
T4012145
T4012143
Power take–off PTPT 1:1 Power take–off disengaged
T4012146
T4012144
Power take–off engaged
Power take–off PTPTHD
11
Retarder
T4012147
The retarder (A) for Powertronic is integrated in the Activation and regulation now takes place via the vehicle
gearbox behind the power take–off and is governed with control unit (VECU), see service information Auxiliary
hand control 1122, which affects the retarder valve (RRV) Brake.
hydraulically. The hand control has five different positions
for governing the braking force. The control is connected (B) is illustrating a gearbox without retarder.
to the vehicle control unit, which via the control link,
transmits signals to the retarder system. The retarder
control unit puts a control signal to a PWM valve, which in
turn affects the retarder valve with oil pressure (PRS).
T4014174
Retarder valve RRV
12
T4012148
The retarder consists of the following components: As the oil pressure between the rotor and the stator
increases, so will the braking torque. The PWM valve
1 Retarder stator (turbine rotor) (6018) opens the retarder valve RRV, which hydraulically
2 Piston governs the retarder. The retarder valve (RRV) is located
on the outside of the gearbox1.
3 Retarder rotor (pump impeller)
When the retarder control in the cab is activated, the
4 Backing plate PWM valve will receive a signal and open the retarder
valve with low oil pressure. By adjusting the oil pressure
The stator is fastened to the gearbox casing while the with the control in the cab, the braking torque of the
retarder rotor rotates with the forward clutch K1. The retarder can be varied.
backing plate acts as a support for the rotor. When the
piston is activated, the space between the rotor and the The heat that is generated when the oil brakes the rotor is
stator is filled with oil and the pressure increases. Since dissipated via a heat exchanger connected to the engine
the stator cannot rotate, the flow of oil created by the rotor cooling system.
will be hindered. This will cause the rotor to slow down
and thereby the entire vehicle.
1
See illustration T4014174 page 12.
13
Emergency power steering pump
T4012366
Vehicles with twin front axles are fitted with an emergency

power steeringpump mounted directly on the rear cover.
The emergency power steering pump is driven from the

output shaft.
14
Clutches and brakes in the gearbox
T4012149
The different gear ratios are obtained through two

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

Five Six
Solenoid Clutch Brake
speed speed
R R S2 S4 S8 K2 B4
R S1 S5 S8 K2 B5
N N S2 S4 B4
N (/1) S1 S5 B5
F1 S1 S5 S7 K1 B5
F1 F2 S2 S4 S7 K1 B4
F2 F3 S1 S3 S7 K1 B
F3 F4 S2 S7 K1 B
F4 F5 S1 S7 K1 B
F5 F6 S7 S8 K1+K2
The driver selects the gear range with the gear selector The forward clutch is always engaged when changing
lever. Gear engagement is controlled by the control unit gear at the same time as a new brake is applied and the
based on impulses from the sensors for the engine speed brake on the previous gear is released.
and vehicle speed. Clutches and brakes are operated
by solenoid valves via relay valves in the transmission When driving, the forward clutch and one brake are always
control system. engaged, except on the high gear when the forward clutch
and reverse clutch (but no brake) are both engaged.
The row that includes (/1) shows neutral position in the
six-gear transmission where 1st gear is selected as the The table above shows schematically which solenoid
starting gear, see “Gear selector” page 29. valves, which clutch and which brakes are interacting in
each gear position.
16
The power path
T4012151
Power is transmitted from the turbine shaft (4) to the main

shaft (7) via the forward clutch (K1). The power can also
be transmitted to the tubular shaft (8) via the clutch drum
between the forward clutch (K1) and the reverse clutch
(K2). Brake (B1) locks the tubularshaft in the gearbox
casing.
17
Planetary gears
T4012152
The gearbox has five planetary gears, marked here with

(1–5), that are connected together and transmit power.
A planetary gear comprises a number of gear wheels that

are continuously meshed with each other.
In the centre, there is a sun gear, around which there

are planet gears that are connected to a planet carrier
and on the end, there is a ring gear with internal gear.
By allowing different parts of the planetary gear to act as
input and output shafts, while other parts are braked or
connected together, varying gear ratios and directions
of rotation can be obtained.
Brake (B1) locks the planet carrier to the planetarygear

(1) and the sun gear to the planetary gear (2) in the
gearbox casing.
Brake (B2) locks the sun gear to the planetary gear (1).
Brake (B3) locks the ring gears to the (1st) and (3rd)
planetarygears and the planet carrier to the (2nd) T4012153
planetarygear.
The planetary gear comprises a sun gear (A), planet
Brake (B4) locks the ring gears to the (2nd), (4th) and gear (B), ring gear (C) and planet carrier (D).
(5th) planetary gears and the planet carrier tot he (3rd)
planetarygear.
Brake (B5) locks the planet carrier to the (5th) planetary

gear.
18
Gear ratios
T4012154
The gearbox ratio (RATIO) is shown in the illustration

above.
The 6–speed variant has a low gear and thereby greater

starting traction than the 5–speed variant.
Normal starting gear is second on the 6–speed variant.
19
1st gear
T4012155
Forward clutch (K1) is operated by a hydraulic piston and

locks the turbine shaft (4) to the main shaft (7). Brake
(B5) is operated by a hydraulic piston and locks the
planetcarrier to planetary gear 5 in the gearbox casing.
K1 and B5 engage 1st gear in this way.
T4012156
The illustration shows how the solenoid valves S1, S5 and S7 together operate K1 and B5.
20
2nd gear
T4012157

(B4) is operated by a hydraulic piston and locks the ring
gear to planetary gear 4 in the gearbox casing. K1 and
B4 engage 2nd gear in this way.
T4012158
21
Changing gear without loss of power (Powershift)
T4012159
The top graph shows engine speed when changing gear. in the example takes approx. 0.4 seconds to perform. In
The bottom graph shows the hydraulic pressure in brake 0.4 seconds, brake B4 brakes the ringgear in planetary
(B4) and brake (B5). gear 4 to standstill.
When changing between first and second gears, the Gear changing is performed without loss of power and
pressure in B5 drops while it rises in B4. The gear change is called Powershift.
22
3rd gear
T4012160

(B3) is operated by a hydraulic piston and locks the planet
carrier to planetary gear 2 in the gearbox casing. K1 and
B3 engage 3rd gear in this way.
T4012161
23
4th gear
T4012162

(B1) is operated by a hydraulic piston and locks the planet
carrier to planetary gear 1 in the gearbox casing K1 and
B1 engage 4th gear in this way.
T4012163
The illustration shows how the solenoid valves S2 and S7 together operate K1 and B1.
24
5th gear
T4012164

(B2) is operated by a hydraulic piston and locks the sun
gear to planetary gear 1 in the gearbox casing K1 and B2
engage 5th gear in this way.
T4012165
The illustration shows how the solenoid valves S1 and S7 together operate K1 and B2.
25
6th gear
T4012166

locks the turbine shaft (4) to the main shaft (7). Reverse
clutch (K2) is operated by a hydraulic piston and locks the
turbine shaft (4) to the tubular shaft (8). K1 and K2 lock
the planetary gears so that they all rotate as one unit,
giving a gear ration of 1:1 in 6th gear.
T4012167
The illustration shows how the solenoid valves S7 and S8 operate K1 and K2.
26
Reverse gear R1
T4012168
The low reverse gear is obtained by transmitting the The planet carrier in planetary gear 5 is locked to the
torque from the turbine shaft via (K2) and tubular shaft (8) gearbox casing by (B5).
to the sun gear in planetary gear 2.
This reverse gear is not present on the 5–speed variant.
The planet carrier in planetary gear 2 transmits the torque
on to the ring gear in planetary gear 3.
The planet gears in planetary gear 3 act as idler gears

and reverse the direction of rotation of the main shaft (7).
T4012169
The illustration shows how the solenoid valves S1, S5 and S8 operate K2 and B5.
27
Reverse gear R2
T4012170
The high reverse gear is obtained by the reverse clutch

(K2) locking the turbine shaft (4) to the tubular shaft (8)
and brake (B4) locks the planet carrier for planetary gear
3 to the gearbox casing.
T4012171
The illustration shows how the solenoid valves S2, S4 and S8 operate K2 and B4.
28
Gear selector
T4012172
With the gear selector, the driver can choose between Automatic programme (A)
two different programmes for driving forward plus neutral Shifting is completely automatic and is based on
or reverse: information the gearbox control unit (TECU) receives from
the other control units and the various gearbox sensors.
A Automatic programme.
B* Brake programme. If the accelerator is fully depressed, a so–called
K* Kick–down. kick–down function is obtained. Kick–down is used to
E* Economy programme. gain maximum engine power when overtaking.
M Manual programme
P* Power programme. If the selector lever is moved to (M) — when driving with
R Reverse gear. the automatic programme engaged (A) — shifting will
N Neutral, no gear engaged. be inhibited and the current gear will remain engaged
through the entire engine operating range.
On the gear selector casing are two pushbuttons marked Pushbutton (E/P) is used only in automatic. Pushbutton
E/P and 2/1 (2/1 is present on the 6–speed variant only. (E/P) changes between the economy and power
Pushbutton 2/1 changes between 1st and 2nd gear as programmes.
starting gear.):
Manual programme (M)
E The economy programme gives lower fuel There is a spring–loaded three–way switch on the gear
consumption. selector lever with the positions ( ) and (∇) plus a
P The power programme is used when high engine zero–position in the centre.
capacity is required. Upshifting takes place at high
engine speeds. Shifting is done manually with ( ) up or (∇) down in 5 or
2 Indicates starting in 2nd gear when driving forward 6 shifting steps depending on the type of gearbox.
and in R2 when reversing.
1 Indicates starting in 1st gear when driving forward
and in R1 when reversing.
29
Display
T4014176
The instrument display provides the driver with information

on the operation of the gearbox and indicates any Display text
malfunctions in the system. See service information The following example illustrates the display during
Group 38 “Design and Function, Instrument”. various driving situations:
Gear selector position/Control 1 Driving with Power programme engaged and start
A B C in 1st gear, torque converter (Converter) engaged
function
and 3rd gear obtained, gear selector in Automatic
Reverse position R 1-2 position. It is possible to select one step up and two
down manually.
Neutral position N
Automatic shifting A 1-6 2 Driving with Economy programme engaged, Lock–up
active and 4th gear obtained, gear selector in Manual
Manual shifting M 1-6 position. It is possible to select one step up and two
down manually.
“ ” (“Up arrow”) Possible number
“ ”
of shift steps up 3 Economy programme and start in 1st gear selected,
“∇” (“Down arrow”) Possible no gear obtained and gear selector in Neutral
∇ position. It is possible to select one step up manually.
number of shift steps down
“E/” Economy programme E 4 Driving with Power programme engaged and
Kick–down active, torque converter (Converter)
“/P” Power programme P engaged and 3rd gear obtained, gear selector in
“2/” 1st gear blocked and start in Automatic position. It is possible to select one step
2 up and one down.
2nd
“/1” Start in 1st forward and R1
1
reverse
Torque converter (Converter)
C
engaged
Kick–down active K
Engine speed too high to leave
Z
neutral
Indicates increased capacity of
B
auxiliary brake selected
30
Fault tracing
T4014177
Active and inactive fault codes that have not been deleted
can be read on the display. The fault text is displayed with
19 characters.
For further information see service information Group 40,

Fault codes Powertronic, TSP105365.
Diagnostics socket
The diagnostics socket is located under the dashboard on
the driver’s side of the vehicle.
When the driver’s door is open, the socket can be
accessed from outside the cab.
The diagnostics socket is connected to the information
link and all the stored information from the system is
available using PC–tool.
T3008754
Diagnostics socket
31
Control system
T4012175
The heart of the control system is the Transmission 26 “Cannon” connector, gearbox
Electronic Control Unit (TECU 9057), which is connected
to the transmission via a “Cannon” plug (26). The 229 Kick–down switch
Transmission Electronic Control Unit and the Gear
1122 Auxiliary brake switch
selection Electronic Control Unit (GECU 9080) gather
information from other control units and the sensors in 1118 Power take–off switch
the transmission. The transmission control unit transmits
signal to the transmission control system, where a number 6018 Retarder PWM valve
of solenoid valves govern the flow of oil that operates the
transmission. 8010 Gear selector
The driver controls the system with the gear selector ABS ABS control unit (9008)
(8010) and the accelerator pedal with kick–down switch Display Display on instrument, gearbox
(229). If the gearbox is fitted with a retarder or power
take–off (PTO), the driver can operate them with separate EECU Engine control unit (9070)
controls. These controls are switches for the retarder
(1122) and switches for the power take–off (1118). GECU Gear selector control unit (9080)
The display shows the driver which gear change program Cluster Instrument
has been selected, the current (maintained) gear, the
PTO Power take–off
number of available upwards and downwards gears (for
manual gear changing), whether kick-down is in progress TECU Gearbox control unit (9057)
and whether Lock-up has locked the torque converter
(refer to “Display” page 30). VECU Vehicle control unit (9074)
The display also shows fault codes and fault messages

from the system.
The red lamp under the display goes on when there is an
alarm message and a warning signal will sound.
The yellow lamp under the display will go on when there
is a warning message to call the attention of the driver.
32
Control unit
T4015512
The gearbox control unit (TECU 9057) collects a large 758 Speed sensor, output shaft, for TECU control unit
amount of information form the various gearbox sensors.
The sensors provide information on input and output 761 Oil pressure sensor, gearbox
speeds in the torque converter, the oil pressure, the oil
762 Oil temperature sensor, gearbox
level and the oil temperature. When the gearbox control
unit is to open a solenoid valve, it will put a control voltage 763 Oil level sensor, gearbox
of approx. 24 volts (U bat) across the valve that is to open.
767 Oil temperature sensor, retarder
7052 Sensor, tachograph/speedometer
7070 Engine speed sensor
7076 Speed sensor, torque converter
GECU Gear selector control unit (9080)
TECU Gearbox control unit (9057)
33
Solenoid and relay valves
T4012177
When the control system performs a gear change, it first

operates a solenoid valve (S2) with a signal from the
control unit. The solenoid valve opens and releases a
control pressure to a relay valve that performs the gear
change with its override pressure. Since the solenoid
valve cannot operate with the required flow of oil, the flow
is “geared” up to the regulating flow in a relay valve (RV2).
The illustration on the left shows the valves at rest and the
illustration on the right when they are active.
34
Control system
Location of valves in the control system
T4012178
Most of the valves are together in the control system

in the oil sump. (Non–return valves not shown.) The
retarder valve RRV and PTO2valve, like the oil filters F1
and F2, are mounted outside the gearbox.
CHV Safety valve RV9 Control valve, Lock–up

CRV Control valve, torque converter pressure S1–S5 Solenoid valves, brakes (engage speed
gears)
LRV Valve, lubricant pressure
S7 Solenoid valve, forward clutch
MPV Main pressure valve
S8 Solenoid valve, reverse clutch
RV Relay valve, reserve
S11 PWM valve, main pressure
RV1–RV5 Relay valves, brakes (engage speed
gears) S13 PWM valve, brake pressure
RV7 Relay valve, forward clutch S14 PWM valve, Lock–up
RV8 Relay valve, reverse clutch TV1 Control valve, brake pressure
2
PTO = Power Take Off.
35
Main pressure P1
T4012179
Two different kinds of pressure are present in the The pressure from pump P1 goes via filter F1 to the main
hydraulic circuit: P1 and PC. P1 pressure controls the pressure valve MPV and safety valve CHV plus to the
gear changes. The P1 circuit contains: PWM valve S11 and on to the shifting system.
CHV Safety valve The PWM valve for the main pressure, S11, is controlled
by the gearbox control unit with the aid of signals from
F1 Main filter the engine control unit.
LCF Last–chance filter (protects the solenoid
valves from any particles that may enter
e.g. when changing filter)
S1–S5 Solenoid valves, brakes (engage speed

gears)
S11 PWM valve, main pressure

S13 PWM valve, brake pressure (controls
TV1)
TV1 Control valve, brake pressure
36
Torque converter pressure PC
T4012180
PC is the pressure for the torque converter, retarder and The pump (PC) supplies the torque converter (C), the
gearbox lubrication. retarder (R) via the retarder valve (RRV), the gearbox
lubricating points via RRV and the lubricant pressure
761 Lubricant pressure sensor valve (LRV).
Adjacent to RRV is a oil cooler (RC) and in front of LRV,
C Torque converter
a filter (F2).
CRV Relay, torque converter pressure
Pressure to the torque converter (PC1) is governed by
F2 Lubricant filter the valve (CRV), which also allows the passage of excess
oil from the main pressure circuit when the desired main
LRV Valve, lubricant pressure pressure (P1) has been attained.
MPV Main pressure valve There is a restriction hole that allows the passage of oil
directly from the pump to the gearbox lubrication points.
PC Pump, torque converter pressure This ensure the supply of lubricant when starting the
R Retarder engine. The oil pressure sensor (761) is coupled to the
lubricant pressure.
RC Oil cooler, retarder
RRV Connection valve, retarder
37
Lubrication
T4012181
The lubricant pressure lubricates all the bearings in the

gearbox and is controlled by the oil pressure sensor (761)
plus the temperature and level sensor (762/763), which
are located in the control system.
Temperature sensor (767) for retarder.
The lubricant also cools the discs.
38
Retarder valve RRV
T4012182
The retarder valve (RRV) is located on the outside of the Instead of a valve, gearboxes without retarder have
gearbox and governs the flow of oil to the retarder. Oil a cover with passageways for the torque converter
(PRS)3 presses the valve (RRV) against the spring to circulation to the heat exchanger.
govern the flow of oil during retardation. The temperature
sensor (767) warns for high oil temperature (130 –150
C).
T4012183
Retarder valve at rest T4012184
Retarder valve active
3
See also “Retarder” page 12.
39
PWM valve S11 governing the main pressure
T4012185
Controlled by a PWM signal from the gearbox control unit,

the PWM valve (S11) governs the pressure in the main
pressure valve (MPV).
The pressure varies with the selected gear:
Reverse 18–20 bar

Forward gear without 15–18 bar
Lock–up
Forward gear with 10–12 bar
Lock–up
40
Solenoid valves S7/S8 controlling the forward/reverse gears
T4012186
Forward gear is controlled by solenoid valve (S7), which

activates the relay valve (RV7) for the forward clutch (K1)
and reverse gear is controlled by solenoid valve (S8),
which activates relay valve (RV8) for the reverse clutch
(K2).
The forward clutch K1 and reverse clutch K2 are both

connected to the high gear.
41
Solenoid valves S1–S5 controlling gears 1–5 and R1–R2
T4012187
The speed gears except the high gear are governed by

solenoid valves S1–S5, which, via relay valves RV1–RV5,
connect brakes B1–B5.
Relay valve RV is not used in this system.
42
Pressure and flow valves
T4012188
Valves S13 and TV1 govern the pressure and flow in the
brake circuit during the shift phase.
S13 PWM valve, brake pressure

TV1 Control valve, brake pressure
The valves above affect the course of the pressure during

gear changes together with PWM valve S11, which
controls the pressure (controlled by the control unit) to the
main pressure valve MPV.
43
PWM valve S14 governing Lock–up
T4012189
PWM valve S14 is governed when the control unit gives a

signal concerning engagement of the Lock–up function.
When the difference in speed between the output and
input shafts is reduced, the control unit will send a PWM
signal to S14, which affects relay valve RV9 with pressure
to Lock–up the clutch. The engine flywheel is then
connected mechanically to the gearbox. The difference in
speed between the engine and the turbine shaft should
be less than 30% if Lock–up is to be engaged.
LU Lock–up clutch
RV9 Relay valves for Lock–up
S14 Solenoid valves for Lock–up
The Lock–up clutch can be engaged in all gears,

depending on the driving situation.
44
Circuit diagram for solenoid valves S1–S5
T4014178
The solenoid valves S1–S5 connect the relay valves in two

different circuits. Non–return valve NRV2 is in the circuit
for the relay valves RV2 and RV4, which are marked blue.
Non–return valve NRV3 is in the circuit for the relay valves
RV1, RV5 and RV3, which are marked green.
If, for instance, the solenoid valve (S1) is not working, the
brakes (B5, B3 or B2) will not be supplied with pressure.
45
Solenoid valves for 1st gear
T4012191
In first gear, 3 solenoid valves are activated:
S1 Activates relay valve RV1 to increase the pressure in

the circuit for B5, B3 and B2 by filling up with oil.
S5 Activates RV5 to increase oil pressure in brake B5.
S7 Activates RV7 to increase oil pressure in forward

clutch K1
46
Shifting from 1st to 2nd gear
T4012192
When shifting from 1st to 2nd gear, the solenoid valves S7 and S8 are not changed in forward gears until the high
will switch from S1 to S2 and S5 to S4. gear is engaged, whereby S8 will become active and
increase the pressure in K2 by filling up with oil. when
S2 activates relay valve RV2 to increase the oil pressure the gear lever is in neutral, the starting gear brake will be
in the circuit for B4 and B1. full to a pressure of 2–4 bar.
S4 activates relay valve RV4 to increase the pressure in
B4 by filling up with oil.
47
Engaging power take–off
T4012193
Engaging the power take–off (PTO) is also accomplished

with the gearbox main pressure at the same time as the
gear wheel and the entire power take–off is lubricated.
Power take–off is engaged by the control unit in the speed
range of approx. 500–1000 rpm.
48
Test reading gearbox oil pressure
T4012194
Factory fitted pressure outlets are available for:
P1 Main pressure
PC1 Torque converter pressure
PS Lubricant pressure
The pressure outlets above are marked in yellow on the

hydraulic diagram.
However, it is possible to test read all the pressures values

in the gearbox with a supplementary pressure outlet.
When repairing or performing maintenance on the

gearbox, follow the directions in Volvo’s service
information.
49
Feedback
One of our objectives is that workshop personnel should have access to correct and
appropriate service manuals where it concerns fault tracing, repairs and maintenance
of Volvo vehicles.
In order to maintain the high standards of our literature, your opinions and experience
when using this manual would be greatly appreciated.
If you have any comments or suggestions, make a copy of this page, write down your
comments and send them to us, either via telefax or mailing directly to the address
listed below.
To From
Volvo Parts Corporation .......................................................................

Dept. Technical Support Service 31820
SE-405 08 GÖTEBORG .......................................................................
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Fax +46 31 661973 .......................................................................
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Concerns Service Manual: ...........................................................................................................................

T4014179
Transmission
1 Pump impeller
2 Turbine rotor
3 Leading wheel
4 Turbine shaft
7 Main shaft
8 Tubular shaft
9 Output shaft Sensors and solenoid valves in the transmission
10 Lock–up clutch 758 Speed sensor, output shaft, for control unit
A Control system 761 Oil pressure sensor, gearbox
B Oil pump 762 Oil temperature sensor, gearbox
C Torque converter 763 Oil level sensor, gearbox
D Retarder 767 Oil temperature sensor, retarder
E Power take–off (6024) 6018 Retarder PWM valve
Clutches and brakes in the transmission 7052 Sensor, tachograph/speedometer
B 4th gear (3rd in 5–speed box) 7070 Engine speed sensor
B 5th gear (4th in 5–speed box) 7076 Turbine speed sensor, torque converter
B 3rd gear (2nd in 5–speed box) S1–S5 Solenoid valves, brakes (engage speed
gears)
B4 2nd gear (1st in 5–speed box)
B5 1st gear
S8 Solenoid valve, reverse clutch, 6th forward
K1 Forward clutch, high gear
S14 PWM valve, Lock–up
K2 Reverse clutch, high gear
S11 PWM valve, main clutch pressure
Foldout A
Cross–section of gearbox
Foldout A
Cross–section of gearbox
T4012196
Components
761 Oil pressure sensor, gearbox
762 Oil temperature sensor, gearbox
763 Oil level sensor, gearbox
767 Oil temperature sensor, retarder
B1–B5 Brakes
BF Ventilation filter
C Torque converter
CHV Safety valve
CRV Torque converter pressure valve
F1 Main oil filter

F2 Lubricant filter S1–S5 Solenoid valves, brakes (engage speed
gears)
K1 Forward clutch, high gear
K2 Reverse clutch, high gear
LCF Last Chance Filter
S11 PWM valve, main clutch pressure
LRV Valve, lubricant pressure
LU Lock–up
S14 PWM valve, direct clutch (Lock–up)
SF Suction filter
NRV1 Non–return valve TV1 Control valve, brake pressure
NRV2 Non–return valve

Pressure outlet/pressure
NRV3 Non–return valve
B1–B5 Clutch pressure, brakes
P1 Pump, control system PK1 Clutch pressure, forward gear
PC Pump, torque converter (See also PK2 Clutch pressure, reverse gear, highest
pressure outlet/pressure) forward gear
PTO Power take–off P1 Main pressure
R Retarder PC1 Torque converter pressure, IN
RC Oil cooler, retarder PC2 Torque converter pressure, OUT
RRV Connection valve, retarder PLU Direct clutch pressure (Lock–up)
RV Relay valve, reserve PR1 Retarder pressure, IN
PR2 Retarder pressure, OUT

RV1–RV5 Relay valve, gear engagement
PRS Override pressure, Retarder
RV7 Relay valve, forward clutch
PS Lubricant pressure
RV8 Relay valve, reverse clutch
RV9 Relay valve, Lock–up
Foldout B
Hydraulic diagram
Foldout B
Hydraulic diagram
Volvo Truck Corporation
Göteborg, Sweden
20 090010 English 1500.10.06

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Service Manual

The new edition of this manual will update the changes.

In service procedures where the title incorporates an operation number, this is a

Volvo Truck Corporation

Order number: 20 090010

© 06 Volvo Truck Corporation, Göteborg, Sweden

All rights reserved. No part of this publication may be reproduced, stored in

Design and Function

Powertronic, design and function

Data link system

The vehicle control unit gives the Powertronic system

Vehicle control unit

Gear selector control

Gearbox control unit

Airbag control unit

Theft security control unit

Powertronic, General information

In the rear section of the 6–speed variant there is a low

Transmission, 5–speed variant

The following components in the 5–speed variant transmit

5 Forward clutch (K1)

Transmission, 6–speed variant

The following components in the 6–speed variant transmit

5 Forward clutch (K1)

The small illustration shows the torque converter, which

The leading wheel, which is located between the pump

The torque converter provides smooth transmission

The power take–off is lubricated and cooled effectively

Power take–off PTPT 1:1 Power take–off disengaged

Power take–off PTPTHD

Retarder valve RRV

Emergency power steering pump

Vehicles with twin front axles are fitted with an emergency

The emergency power steering pump is driven from the

Clutches and brakes in the gearbox

The different gear ratios are obtained through two

Solenoid valves, clutches and brakes interacting

The power path

Power is transmitted from the turbine shaft (4) to the main

The gearbox has five planetary gears, marked here with

A planetary gear comprises a number of gear wheels that

In the centre, there is a sun gear, around which there

Brake (B1) locks the planet carrier to the planetarygear

Brake (B5) locks the planet carrier to the (5th) planetary

The gearbox ratio (RATIO) is shown in the illustration

The 6–speed variant has a low gear and thereby greater

Normal starting gear is second on the 6–speed variant.

Forward clutch (K1) is operated by a hydraulic piston and

Forward clutch (K1) is operated by a hydraulic piston and

Changing gear without loss of power (Powershift)

Forward clutch (K1) is operated by a hydraulic piston and

Forward clutch (K1) is operated by a hydraulic piston and

Forward clutch (K1) is operated by a hydraulic piston and

Forward clutch (K1) is operated by a hydraulic piston and

The planet gears in planetary gear 3 act as idler gears

The high reverse gear is obtained by the reverse clutch

The instrument display provides the driver with information

For further information see service information Group 40,

The display also shows fault codes and fault messages

7070 Engine speed sensor