I-Shift, Design and Function

IMPACT 3.
0 Monday, 12 January 2015
Chassis ID Path
43/Diagnostics/FH, ATO2512C/MID 130 PID 160 Parameter setting
Model Identity
FH 131707418
Publish date Operation No.

Tuesday, 26 March 2013
Gearbox, mechanical
IShift, design and function
Contents
General
Gear ratio
Gearbox construction
Synchronisation
Range housing
Range gear
Emergency steering servo pump
Oil cooler
Control housing
Countershaft brake
Clutch cylinder
Lubrication system
Gearbox ventilation
Ventilation
Electrical system
Compressed air system
Power train
Auxiliary brake lever
Gear selector
Display
Program packages
Function description
Communication with other control units
General
COPYRIGHT Copyright Volvo Parts Corporation

The information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.
1 / 59
IMPACT 3.0 Monday, 12 January 2015
Make VOLVO
Type AT2412C Unsynchronized main gearbox

AT2512C
AT2812C
ATO2512C
ATO3112C
Symbols ATO2512C A - Automatic

T - Transmission
O - Overdrive
25 - Torque 2500 Nm
12 - Number of forward gears
C - Generation
Range gear Synchronised
Split gear Synchronised
Number of gears Forwards 12
Reverse 4
AT2412C, AT2512C, ATO2512C AT2812C, ATO3112C
Weight without oil 271 kg 277 kg
Length 891 mm 909 mm
Gear ratio

2 / 59
Gear engaged AT2412C, AT2512C, AT2812C ATO2512C, ATO3112C
1st 14,94:1 11,73:1
2nd 11,73:1 9,21:1
3rd 9,04:1 7,09:1
4th 7,09:1 5,57:1
5th 5,54:1 4,35:1
6th 4,35:1 3,41:1
7th 3,44:1 2,70:1
8th 2,70:1 2,12:1
9th 2,08:1 1,63:1
10th 1,63:1 1,28:1
11th 1,27:1 1,00:1
12th 1,00:1 0,79:1
Reverse gear (R1) 17,48:1 13,73:1
Reverse gear (R2) 13,73:1 10,78:1
Reverse gear (R3) 4,02:1 3,16:1
Reverse gear (R4) 3,16:1 2,48:1
Gearbox construction
The gearbox construction consists of three main parts: a clutch housing, a basic housing and a range housing. The
clutch housing forms the front end plate of the gearbox. The base housing contains the main, counter and reverse
shafts along with a selector unit which is integrated into the control housing. The range housing contains the range
gear planetary gear and the output shaft.

1. information contained herein is current at the time of its original distribution, but is subject to change. The reader is advised that printed copies are uncontrolled.
The
3 / 59
1. Clutch housing
2. Main housing
3. Range housing for the retarder
The main parts in the gearbox are the input shaft, main shaft, range gear with selector unit, countershaft, oil pump with
reverse shaft, as well as the control housing with selector unit.
The trailing wheels for the reverse gear and basic gears are located on the main shaft. The range gear's sun gear is
also integrated with the main shaft. The countershaft has fixed gears.
The range gear incorporates a planetary gear and is integrated with the output shaft.
Gearboxes equipped with a power take-off also have a drive shaft fitted.

4 / 59
1. Input shaft
2. Main shaft
3. Range gear with selector unit and retarder drive
4. Countershaft
5. Oil pump with reverse shaft
6. Control housing with selector unit
7. Drive shaft for power take-off
Synchronisation
5 / 59
Split gear (A) is synchronized.

The main gearbox housing (B) with its gears is not synchronized.
Range gear (C) is synchronized.
Range housing
Range housing (C) can be combined with:
Power take-off; see option instructions for variants

Retarder unit
Range gear
The range synchronization lies outside the ring gear, reducing the unit's length. The large synchronization area results
in short selection time, the wide planet gears give a strong range and the helical gears result in a quiet planet gear.

6 / 59
Range gear with selector unit and retarder drive

The emergency steering servo pump is located on the gearbox and is driven by the gearbox output shaft. The
emergency steering servo pump is activated when for some reason the normal power steering circuit fails.
Emergency steering servo pump, PSS-DUAL
Oil cooler

7 / 59
The gearbox oil cooler function is not affected by whether the gearbox has a retarder or not.
Control housing
Gears are selected using the gear selector. Once a gear has been selected, the system reduces the engine torque to a
suitable level, after which the gears are shifted to neutral.
After the gearbox has been put into neutral, the engine speed is adjusted to accommodate the speed of the selected
gear, after which the gear shift takes place.
The control housing cover has two or sometimes three electrical sockets.
When there is no retarder, the following applies:
I Vehicle communication
II Clutch cylinder
III
The following applies with retarder:
I Vehicle communication
II Retarder
III Clutch cylinder

8 / 59
The control housing incorporates nine solenoid valves:
2. Solenoid valve 2nd gear
LR. Solenoid valve, low range
3. Solenoid valve 3rd gear
HR. Solenoid valve, high range
B. Solenoid valve, brake
HS. Solenoid valve, high split1
R. Solenoid valve, reverse
LS. Solenoid valve, low split1
1. Solenoid valve 1st gear
1
HS and LS have reversed functions on Over Drive gearboxes.
The control housing incorporates the following components:
Four parallel cylinders, split, 1/R and 2/3 and range.

9 / 59
Four inductive sensors for the positioning of the pistons.

Two speed sensors, one for the main shaft and one for the countershaft. The input shaft speed is set by the
countershaft sensor.
An oil temperature sensor, selector forks for split gears and main gearbox. The oil temperature sensor is located
on the cabling for the rpm sensor.
A pressure sensor.
Control unit for transmission, TECU.
Locations of cylinders and position sensor
A. Split cylinder
B. 1/R cylinder
C. 2/3 cylinder
D. Range cylinder
E. Position sensor for the split cylinder
Location of position sensor and speed sensor

10 / 59
A. Position sensor range cylinder

B. Speed sensor, countershaft
C. Speed sensor, main shaft
D. Position sensor, 2nd and 3rd cylinders
E. Position sensor 1st and reverse cylinder
Parameter settings for installation of GCU-D

(GCU-D: Gear Control Unit for I-Shift generation D)
For more information regarding GCU-D and these parameters, see - MID 130 PID 160 Parametersetting .
GCU
ID Unit Designation
KBQ 0 The main shaft has a 72 teeth sensor wheel mounted
1 The main shaft has a 30 teeth sensor wheel mounted
KBR 0 There is a speed-sensor-D1 mounted
1 There is a speed-sensor-C2 mounted
1
Speed sensor for I-shift gearbox generation D
2
Speed sensor for I-shift gearbox generation C
Countershaft brake
The counter shaft brake is located at the front of the counter shaft and brakes the rotating parts the gearbox when a
start gear is selected, which eliminates gearbox wear, deposits and noise. The brake is also sometimes used during
changing up to give quicker gear changes. It is activated using an integrated pneumatic cylinder.

11 / 59
Countershaft brake
Clutch cylinder
The clutch cylinder is located in the clutch housing, concentrically round the input shaft with a position sensor which
measures clutch wear. A valve unit controls the clutch cylinder and is located on the outside of the clutch housing.

12 / 59
A. Clutch cylinder
B. Position sensor
C. Valve unit
D Bleeder nipple for the valve unit.
Lubrication system

13 / 59
The gearbox is lubricated through a combination of pressure and splashing.
The oil is led into the main shaft to lubricate and cool the range gears as well as the input and main shaft bearings.
The countershaft brake, output shaft bearings, emergency steering servo pump drive, retarder gear and power take-off
are also lubricated.
The lubrication system has two overflow valves. One valve ensures that the gearbox is lubricated if the filter gets
blocked while the other prevents excessive pressures in the system, e.g. during cold start. The valves are made up of a
compression spring and a valve peg.

14 / 59
The overflow valve which ensures that the gearbox is lubricated.
Overflow valve which prevents excessive pressure.
Oil pump
The oil pump is an eccentric pump driven by the countershaft via a gear. The pump is mounted in two needle bearings
in the reverse shaft.
There is a full flow oil filter of the insert filter type on the pressure side of the pump. It is located in the oil filter housing
in the main housing. A support pipe is fitted in a cover that is fastened to the bottom of the oil filter housing. The
support pipe prevents the filter, which sits on the outside, from collapsing.

15 / 59
Oil level
The oil level is checked with a level glass (2) and adjusted using two drain plugs (1A and 1B) and two filler plugs (3 and
4), see picture below.
Over-filled oil can also be adjusted using level plug (3).
Read more about oil quality and oil change volumes in- Preventive maintenance intervals .
Level glass for checking oil level
Gearbox ventilation
The previous version

16 / 59
1A. Drain plug

1B. Drain plug
2. Level glass
3. Filler plug/level plug
4. Filler plug/Ventilation valve and hose
The later version

17 / 59
1A. Drain plug

1B. Drain plug
2. Level glass
4. Filler plug
Ventilation
There are two version of gearbox housing, the later version was introduced week 0907
Breakpoint chassi number:
A 693152
B 553957

18 / 59
The ventilation in the previous version runs through a hose.

In this previous version, the main shaft cover is not involved in the gearbox ventilation.
The later version
The ventilation (breathing) of the gearbox goes via the main shaft cover(1) through a chamber (2) and a hole up to the
Gear Control Unit, GCU (3). The air passes different chambers (4) and (5) before it goes out to the ambient air through
the channels (6), in the gearbox housing. Ventilation air from the gear shift cylinders also passes one of the chambers (
5) and then out to the ambient air through channels (6), in the gearbox housing. This gives clean air into the gearbox
19 / 59
as well as ventilation of the gearbox to the ambient air without oil moisture.
Gearbox housing options
(A) GCU, the previous version.

(B) Sealing, the previous version.
(C) Main shaft cover, the previous version.
(D) VentiIation valve and hose, the previous version.
The later version

20 / 59
(E) GCU, the later version.

(F) Sealing, the later version.
(G) Main shaft cover, the later version.
(H) Filler plug, the later version.
Possible combinations
It is possible to combine parts from previous and later version of ventilation. If there should be any uncertainty after old
and new parts have been combined, to make sure that the gearbox get a correct ventilation, the valve and hose (D)
from previous version of ventilation can always be retrofitted.

21 / 59
Caution
The later version of the main cover (G) can not be used at the previous gearbox housing .
Gearbox housing options
(A) Gearbox house, the previous version.

(B) Gearbox house, the later version.
(C) GCU, the previous version.
(D) GCU, the later version.
(E) Sealing, the previous version.
(F) Sealing, the later version.
(G) Main shaft cover, the previous version.
(H) Main shaft cover, the later version.
(I) VentiIation valve and hose, the previous version.
(J) Filler plug, the later version.
Gearbox ventilation

22 / 59
1A. Drain plug

1B. Drain plug
2. Level glass
4. Filler plug / Vent valve andhose
The later version

23 / 59
1A. Drain plug

1B. Drain plug
2. Level glass
4. Filler plug
Electrical system
Sensors and sockets, for gearboxes without a retarder

24 / 59
I. Vehicle communication
II. Clutch cylinder
A. Speed sensor

25 / 59
Cabling from socket I to the speed sensor and chassis cabling.
Cabling from socket II to the valve unit for the clutch cylinder.
Sensors and sockets, for gearboxes with a retarder

26 / 59
I. Vehicle communication
II. Retarder
III. Clutch cylinder
A. Speed sensor
Cabling from socket I to the speed sensor and chassis cabling.

27 / 59
Cabling from socket II to the retarder.
Cabling from socket III to the valve unit for the clutch cylinder.
Compressed air system
Compressed air connections

28 / 59
Compressed air connection between the control housing and the valve unit for the clutch cylinder.
For the high pressure system, compressed air connection between the control housing and the four-circuit valve. For
the low pressure system, compressed air connection between the control housing and the pneumatic tank.

29 / 59
Pneumatic connection between the control housing and the countershaft brake.
Power train
The following illustrations show the power train for AT2412C, AT2512C and AT2812C.

30 / 59
1st gear
2nd gear

31 / 59
3rd gear
4th gear

32 / 59
5th gear
6th gear

33 / 59
7th gear
8th gear

34 / 59
9th gear
10th gear

35 / 59
11th gear
12th gear

36 / 59
Neutral N1
Neutral N2

37 / 59
Reverse gear (R1)
Reverse gear (R2)

38 / 59
Reverse gear (R3)
Reverse gear (R4)
The following illustrations show the power train for ATO2512C and ATO3112C.

39 / 59
1st gear
2nd gear

40 / 59
3rd gear
4th gear

41 / 59
5th gear
6th gear

42 / 59
7th gear
8th gear

43 / 59
9th gear
10th gear

44 / 59
11th gear
12th gear

45 / 59
Neutral N1
Neutral N2

46 / 59
Reverse gear (R1)
Reverse gear (R2)

47 / 59
Reverse gear (R3)
Reverse gear (R4)
Auxiliary brake lever

On all vehicles with a retarder and on vehicles with an automatic gearbox and engine brake (VEB) the auxiliary brake is
applied using a lever on the steering shaft.
0 Auxiliary brake not applied

A Automatic mode
48 / 59
13 Manual mode
B Position for activating the brake program. Spring return to position 3.
The illustration shows a vehicle fitted with the Basic program set, which has no brake program. When the auxiliary
brake lever is moved to position B, the gearbox will select a gear giving an engine speed of just over 1500 rpm. If the
speed in reduced, the gearbox will then select gears to maintain an engine speed between 1000-1500 rpm (B). The
driver can also change down further by moving the auxiliary brake lever to position B.

49 / 59
Without the brake program, (A) desired rpm for first change down, (B) area for braking using the auxiliary brake.
The vehicle in the illustration is fitted with one of the program sets Distribution & Construction, Long Haul Fuel &
Economy or Heavy Duty GCM Control, which include the braking program. When the auxiliary brake lever is moved to
position B, the gearbox will select a gear giving an engine speed above 1500 rpm. The gearbox will then select gears
to maintain an engine speed above 1500 rpm (B).
With the brake program, (B) area for braking using the auxiliary brake.
Note: The effect of the auxiliary brake may be reduced by the I-shift control unit, MID 130, to make the ride as
comfortable as possible. The effect reduction is regulated by the selected gear, vehicle weight and road surface
inclination.
For more information on auxiliary brake component parts, see group 21, Description, Design and Function, Engine.
Gear selector
Gear selector (GLU) is attached to the driver's seat and can be folded away to ease passage inside the cab. The gear
selector control unit is in the dashboard.
The gear selector incorporates the following functions:
1. Three position switch with spring return for up and down changing.
2. Button for lowering the lever into a horizontal position.
3. Gear selector inhibitor preventing the vehicle from being put in gear unintentionally.
4. Gear selector position:
R = reverse gear
N = neutral
A = automatic
M = manual
5. Button E/P for economy/performance position.
6. Button L Limp Home.
Note: The Limp Home function is intended for moving the vehicle short distances in order to get off the road and to a
50 / 59
workshop. Only one gear can be used and the driving may be jerky. For information on how to engage and use this
function, see driver instructions.
Display
The display provides information on the gear currently selected and which gears are available.
The display is divided into smaller fields showing:
1. Driving program
2. Selected gear
3. Available gears (down/up)
4. Lever position

51 / 59
Program packages
General notes on the program packages

The gearbox has different functions depending on which program package is installed in the gearbox.
The following program packages are available:
Basic is the standard gearbox program

Distribution & Construction include functions that make the truck lighter to manoeuvre.
Long Haul Fuel & Economy include functions that partly improve fuel consumption and partly make the truck
lighter to manoeuvre.
Heavy Duty GCM Control is designed for heavy trucks. This program also contains functions that help to
improve fuel consumption and make the truck easier to manoeuvre.
Which program package is installed in the vehicle?

When the gear selector is in neutral position (N) and the FOLD button is pressed in, the lever can be folded forwards.
52 / 59
The display then shows the program variant the gearbox has.
Display Program packages VDA variants
B Basic TP-BAS
DC Distribution & TP-DICON

Construction
FE Long Haul Fuel & TP-FUEC

Economy
HD Heavy Duty GCM TP-HD

Control
Change program package
When a program package is replaced, the Central system (VDA) must be updated before it can be downloaded to the
vehicle. This is done by entering the Converting set number in the computer tool which is stated in Part information,
accessory .
After replacement, reprogramming must be carried out using the TECU control unit (MID 130), and the gearbox must
be recalibrated.
Functions in every program package
Distribution & Long Haul Fuel & Heavy Duty GCM

Function Basic
Construction Economy Control
I-Roll X X
Smart Cruise Control X X
Launch Control X X X
Enhanced Shift Strategy X X X

(GCM 60 T)
Heavy Duty GCM Control (60 X

T < GCM 180 T)
Possible optional functions Basic Distribution & Long Haul Fuel & Heavy Duty GCM
Construction Economy Control
Gear Selection Adjustment in X X X

Auto including Kickdown
Enhanced Power Take Off X X X X

Functions
Variant for optional functions
Name Variant Installed Not installed
Gear Selection Adjustment in Auto AMSO-AUT X
AMSO-BAS X

53 / 59
Enhanced Power Take Off Functions APF-ENH X
APF-BAS X
Customer parameters
Customer parameters in the gearbox control unit:
Note: The default value can vary depending on the program package selected.
ID Designation Default Value Unit
FZC Highest used start gear (1 6). 6
GJJ Load on the engine PTO even when it is deactivated.1 No Yes/No
GJI Determines whether the transmission is disconnected from No Yes/No

12
the clutch in Auto Neutral.
GJG Determines how the split gear performs when PTO 1 is Selectable LS/HS/Selectable
1
connected for the gearbox.
GJH Determines how the split gear performs when PTO 2 is Selectable LS/HS/Selectable
1
connected for the gearbox.
IEO Determines how the transmission performance mode is Auto Manual/Auto/Disabled

handled:
Manual: Performance mode available.
Auto: Performance mode available. The transmission will
automatically return to Economy mode when the engine is
no longer operating under high load.
Disable: Performance mode not available.
1
For further information, see options instructions.
2
GJI only used at APF-ENH; the others are always included.
Function description
Standard functions
The following standard functions are available in the gearbox:
Automatic choice of start gear.

Possibility to change automatically selected gears when the accelerator pedal is released.
A display that shows the gearbox oil temperature and a warning system that informs the driver when the oil
temperature is too high.
Optional functions
I-Roll (VEB or retarder required)

This function automatically engages and disengages the freewheel to reduce fuel consumption. When you
release the accelerator, the transmission shifts to neutral, so that the vehicle can roll freely and the engine goes
54 / 59
down to idle.
Smart Cruise Control
The function is only active when cruise control is activated. Saves fuel by deactivating the auxiliary brakes under
certain conditions. The function releases the auxiliary brakes after a downhill stretch, which improves cruise
control performance.
Launch Control
Allows driving with the engine idling without slipping the clutch.
Regulates engine torque when pulling away for optimum gear changing and avoid high engine speed.
The following functions in Launch control require EBS:

Improved comfort when pulling-up through smoother disengagement when pressing lightly on the brake
pedal.
Automatic application of the brakes when the vehicle rolls in the wrong direction, in relation to the
selected gear.
Automatic application of the brakes to stop the vehicle and change from a forward to a reverse gear or
vice versa.
HSA, Hill Start Aid, which is only active on inclines. See also the description of Hill Start Aid: Function
group 593, Information type Description Electronically controlled braking system (EBS).
Enhanced Shift Strategy

Automatically selects the lowest possible gear when the air suspension is in manual mode in order to
obtain optimal manoeuvrability. ECS required.
Improves engine brake performance by selecting gears that increase engine speed.
Temporarily applies the wheel brakes when changing gear to compensate for the engine brake when the
brake program is active. This function requires ABS-EBS. If a trailer without ABS is hitched up, the
function is deactivated.
Heavy Duty GCM Control

This function makes it possible to adjust the gearing strategy to suit the rolling weight - up to 180 tonne.
Gear Selection Adjustment in Auto including Kickdown
The function makes it possible to adjust automatically selected gears even when the accelerator pedal is
depressed. There is also a Kick Down function for maximising the acceleration of the vehicle.
Enhanced Power Take Off Functions
Optional functions that support power take-off operations, e.g. Auto Neutral and splitbox. Optional functions:
Makes it possible to determine software parameters that limit engine speed when power take-off is used.
The function forms a gear selection strategy to suit engine speed limitations.
Disengages the transmission at the request of the options module, irrespective of the gear lever position,
when Auto Neutral is activated.
Blocks reverse gear when the options module requests reverse inhibit.
Makes it possible to use the splitbox for driving the power take-off at high capacity.
Communication with other control units
Summary, components (signal summary)

55 / 59
Component list
Component Description
A03 (MID 140) Central instruments
A12 (MID 136) Control unit, ABS
A13 (MID 130) Control unit, TECU (transmission electronic control unit)
A14 (MID 128) Control unit, EECU (engine electronic control unit)
56 / 59
A16 (MID 150) Control unit, ECS (electronically controlled suspension)
A17 (MID 144) Control unit, VECU (vehicle electronic control unit)
A21 (MID 136) Control unit, EBS (electronically-controlled brake system)
A27 (MID 216) Control unit, LCM (external lighting)
A33 (MID 220) Tachograph
A36 (MID 249) Control unit, BBM (body builder module)
A41 (MID 222) Control unit, RECU (retarder control unit)
A109 (MID 223) Control unit, GSECU (gear selection electronic control unit)
B04 Sensor, engine speed, crankshaft
B12 Sensor, tachograph/speedometer
B13-73 Sensor, wheel speed
B25 Sensor, accelerator pedal
B55-58 Sensor, air pressure in air spring bellows
B175 Sensor, load indicator
S07 Switch, engine brake
S08/S09 Switch, differential lock
S24 Retarder stalk switch
S25 Switch, cruise control
S28 Power take-off switch
S59 Position switch, brake pedal, NO
S171 Gear lever, GLU
XO5 Trailer connector, 7-pin, 24 S
Y39 Solenoid valve, VEB (Volvo engine brake)
Communication with control unit VECU (A17), MID 144

Signals / information to TECU:
The vehicle control unit parameters MG, MH and AQ must have the same values. Check the parameter settings
in the VDA.
Accelerator pedal position, including kick-down.
Cruise control.
Retarder control. For further fault tracing see the PC-tool, function group 5.
Power take-off control, see options instructions.
Brake pedal position.
Parking brake applied or not.
The VECU K-factor must be the same as the tachograph K-factor.
57 / 59
Vehicle weight information on leaf suspension vehicles ( RADD-BR and RADD-TR), used for gear selection.
Communication with the control unit Central instruments (A03), MID 140
Signals / information from TECU:
Gear selector, positions.

Gear selected.
Possible gears.
Driving program E/P.
Time and date for diagnostics.
When using the power take-off, the driver can choose between N1=low split and N2=high split for different PTO
gear ratios, see the options instructions.
When the gear lever is in neutral position (N) and the button FOLD is pressed in, the lever can be folded
forwards, and the display shows which program set the gearbox has.
Communication with control unit EECU (A14), MID 128

Engine speed.
Engine configuration
Engine torque
If the engine is not running smoothly, this will adversely affect gear shifting.
Communication with control unit ABS/EBS (A12/A21), MID 136

Wheel speed sensor.

Wheel spin information; the vehicle does not change gear.
ABS system active, the vehicle does not change gear.
Information from ESP, the vehicle does not change gear.
If Traction Control is disengaged via the display, the gearbox may change gear due to spinning.
In Launch Control the gearbox can control the brakes. For more detailed information, see Function description
for Launch Control.
Communication with control unit ECS (A16), MID 150

Vehicle weight.
ECS control unit status. Always start in 1st gear if the manoeuvre control unit for the air suspension is in manual
mode.
Communication with control unit LCM (A27), MID 216

58 / 59
Trailer coupled.
The gearbox can select the wrong start gear and wrong gears if the parameter ANI is not active. The gearbox
then assumes that a trailer is hitched up.
Communication with control unit BBM, MID 249

Power take-off (PTO) engagement.

Power take-off switch control.

59 / 59

I-Shift, Design and Function

Încărcat de

Informații document

Titlu original

Drepturi de autor

Formate disponibile

Partajați acest document

Partajați sau inserați document

Opțiuni de partajare

Vi se pare util acest document?

Este necorespunzător acest conținut?

Drepturi de autor:

Formate disponibile

I-Shift, Design and Function

Încărcat de

Drepturi de autor:

Formate disponibile

IMPACT 3.

0 Monday, 12 January 2015

Publish date Operation No.

IShift, design and function

COPYRIGHT Copyright Volvo Parts Corporation

Type AT2412C Unsynchronized main gearbox

Symbols ATO2512C A - Automatic

Range gear Synchronised

Split gear Synchronised

Number of gears Forwards 12

AT2412C, AT2512C, ATO2512C AT2812C, ATO3112C

Weight without oil 271 kg 277 kg

Length 891 mm 909 mm

COPYRIGHT Copyright Volvo Parts Corporation

Gear engaged AT2412C, AT2512C, AT2812C ATO2512C, ATO3112C

1st 14,94:1 11,73:1

2nd 11,73:1 9,21:1

3rd 9,04:1 7,09:1

4th 7,09:1 5,57:1

5th 5,54:1 4,35:1

6th 4,35:1 3,41:1

7th 3,44:1 2,70:1

8th 2,70:1 2,12:1

9th 2,08:1 1,63:1

10th 1,63:1 1,28:1

11th 1,27:1 1,00:1

12th 1,00:1 0,79:1

Reverse gear (R1) 17,48:1 13,73:1

Reverse gear (R2) 13,73:1 10,78:1

Reverse gear (R3) 4,02:1 3,16:1

Reverse gear (R4) 3,16:1 2,48:1

COPYRIGHT Copyright Volvo Parts Corporation

COPYRIGHT Copyright Volvo Parts Corporation

Split gear (A) is synchronized.

Power take-off; see option instructions for variants

COPYRIGHT Copyright Volvo Parts Corporation

Range gear with selector unit and retarder drive

Emergency steering servo pump

Emergency steering servo pump, PSS-DUAL

COPYRIGHT Copyright Volvo Parts Corporation

When there is no retarder, the following applies:

The following applies with retarder:

COPYRIGHT Copyright Volvo Parts Corporation

The control housing incorporates nine solenoid valves:

2. Solenoid valve 2nd gear

LR. Solenoid valve, low range

3. Solenoid valve 3rd gear

HR. Solenoid valve, high range

B. Solenoid valve, brake

HS. Solenoid valve, high split1

R. Solenoid valve, reverse

LS. Solenoid valve, low split1

1. Solenoid valve 1st gear

The control housing incorporates the following components:

Four parallel cylinders, split, 1/R and 2/3 and range.

Four inductive sensors for the positioning of the pistons.

Locations of cylinders and position sensor

Location of position sensor and speed sensor

COPYRIGHT Copyright Volvo Parts Corporation

A. Position sensor range cylinder

Parameter settings for installation of GCU-D

KBQ 0 The main shaft has a 72 teeth sensor wheel mounted

1 The main shaft has a 30 teeth sensor wheel mounted