CVT Service Manual GWM

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PUNCH Powertrain Service Manual VT2 for GreatWall
Daisy/Dahlia (EN)
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PUNCH Powertrain
Continuously Variable Transmission
Service Manual
VT2 for GreatWall
Daisy/Dahlia
PUNCH Powertrain Service manual VT2 Page 2 of 95
The illustrations, technical information, data and descriptive text in this issue, to the best of our
knowledge, were correct at the time of going to print.
The right to change prices, specifications, equipment and maintenance instructions at any time without
notice, is reserved as part of PUNCH Powertrain policy of continuous development and improvement.
No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form,
electronic, mechanical, photocopying, recording, translating or by any other means without prior
permission of PUNCH Powertrain.
No liability can be accepted for any inaccuracies in this publication, although every possible care has
been taken to make it as complete and accurate as possible.
(c)2007
PUNCH Powertrain Nanjing Co. Ltd.
Service manual
No. 19 Hengguang Road, Xingang Development Zone
Nanjing, China
P.C: 210038

Index
1. General introduction ............................................................................................ 6

1.1. Conventional automatic transmission vs. continiously variable transmission 7
1.2. Transmission cross section .......................................................................... 8
1.3. Basic Principles of Continuously Variable Transmission .............................. 9
1.3.1. Group One – Mechanical Torque Flow ................................................. 9
1.3.1.1. Planetary gear set.......................................................................... 9
1.3.1.2. Multiplate clutches ........................................................................10
1.3.1.3. Pulleys and steel belt ....................................................................10
1.3.1.4. Intermediate shaft .........................................................................11
1.3.1.5. Differential.....................................................................................12
1.3.1.6. Mechanical operation ....................................................................13
1.3.1.6.1. Ratio changes ...........................................................................13
1.3.1.6.2. Selector lever in the Neutral or Park position............................15
1.3.1.6.3. Selector lever in drive position ..................................................16
1.3.1.6.4. Selector lever in the Reverse position ......................................17
1.3.2. Group Two – Control System ...............................................................18
1.3.2.1. Oil pump........................................................................................18
1.3.2.2. Variator control..............................................................................19
1.3.2.3. Clamping force control ..................................................................19
1.3.2.4. Ratio control..................................................................................19
1.3.2.5. Transmission control unit ..............................................................20
1.3.2.5.1. TCU interfaces..........................................................................20
1.3.3. Group Three – External connections....................................................21
1.3.3.1. Oil cooler connections...................................................................21
1.3.3.2. Selector shaft ................................................................................22
1.3.3.3. Main connector .............................................................................22
1.3.3.4. Torsional damper ..........................................................................22
1.4. Driving strategies.........................................................................................23
1.4.1. Behaviour in specific situations ............................................................23
1.4.1.1. Functionality in Park and Neutral ..................................................23
1.4.1.2. Functionality in D (or R) position ...................................................23
1.4.1.2.1. Normal operation ......................................................................23
1.4.1.2.2. Engagements............................................................................24
1.4.1.2.3. Creeping ...................................................................................24
1.4.1.2.4. Idle stop (only in D) ...................................................................24
1.4.1.2.5. Pull-away and stall speed .........................................................24
1.4.1.2.6. Pull-away support .....................................................................25
1.4.1.2.7. Stall speed ................................................................................25
1.4.1.2.8. Roll out and brake down ...........................................................25
1.4.1.2.9. Engagements / disengagements during drive...........................26
1.4.1.3. Fault mode ....................................................................................26
2. Service information.............................................................................................27
2.1. Towing of the vehicle...................................................................................27
2.2. Service intervals ..........................................................................................27

2.3. Oil specification ...........................................................................................27

2.4. Wiring diagram ............................................................................................28
2.4.1. TCU Interfaces .....................................................................................28
2.4.2. Transmission connector layout.............................................................29
2.4.3. TCU wiring diagram .............................................................................30
2.4.4. TCU Connector pin assignment VT2....................................................31
2.4.5. Connections of TCU to Transmission connector ..................................32
2.5. Clutch adaptation procedure .......................................................................33
3. Service instructions ............................................................................................35
3.1. Oil fill/check instruction................................................................................35
3.2. Exploded view service parts ........................................................................36
3.3. Service parts list and torque information .....................................................37
3.4. Special tools and replacement of service parts ...........................................45
3.4.1. Special tools.........................................................................................45
3.4.2. Instructions for replacing of the service parts .......................................50
3.4.2.1. Replacing differential seal.................................................................50
3.4.2.2. Replacing input shaft seal.................................................................51
3.4.2.3. Replacing oil seal selector shaft .......................................................54
3.4.2.4. Replacing primary cover ...................................................................57
3.4.2.5. Replacing oil pump ...........................................................................58
3.4.2.6. Replacing primary ball bearing .........................................................60
3.4.2.7. Replacing secondary cover ..............................................................64
3.4.2.8. Replacing oil pan ..............................................................................64
3.4.2.9. Replacing oil filter .............................................................................66
3.4.2.10. Replacing drive mode sensor ...........................................................68
3.4.2.11. Replacing hydraulic unit ...................................................................70
3.4.2.12. Replacing output speed sensor and bracket.....................................74
3.4.2.13. Replacing primary speed sensor ......................................................76
3.4.2.14. Replacing main connector and internal cable harness .....................76
3.5. Checklist of the electronic components in the transmission ........................80
4. Trouble shooting guide .......................................................................................82
4.1. Leaks...........................................................................................................82
4.2. P-codes and actions....................................................................................83

1. General introduction
The transmission's continuously variable ratio is achieved by means of a variator.
The variator consists of two cone pulleys located opposite to each other and a steel
drive belt that loops around the two pulleys like a V-belt.
The variator ratio is transmitted through an intermediate shaft to the differential
incorporated into the transmission housing.
This Student Information provides an overview of the transmission. The design and
function of the various assemblies of the transmission, the power transmission and
the transmission control are described individually. In addition, an overview is also
provided for the transmission fluid cooling system and the external gearshift
mechanism. All spare parts and service tools are described, as well as the error
codes and actions to be carried out.
Please remember that our training literature has been prepared for PUNCH
Powertrain TRAINING PURPOSES only. Repairs and adjustments MUST always be
carried out according to the instructions and specifications in the service manual of
the vehicle.
Please make full use of the training offered by PUNCH Powertrain Technical Training
Courses to gain extensive knowledge of both theory and practice.
The stepless shifting pattern of the transmission provides a very comfortable drive,
as well as having full vehicle performance, available at any time.
The advantages of using an automatic transmission of this type are:
- Low engine revolutions at constant speeds.

- Improved emission control/fuel consumption.
- Low noise, vibration and harshness levels.
- Smooth acceleration.
- Flexible driving on mountain roads.
Because of its fully electronic control the VT2 pushes the limits of its predecessor
even further.

1.1. Conventional automatic transmission vs. continiously

variable transmission
In the figure below the variograms of both a manual or normal stepped automatic
transmission and the CVT are compared with each other. With the conventional
automatic transmission, a fixed number of ratios (gears) is available. When the
transmission performs an upshift, it has to follow the bold or dotted lines of the first
image depending of the amount of throttle. With the CVT, the whole range of ratios
between the Low and the Overdrive lines is available for shifting as shown in the
second image. The shift point of both transmissions is related to the amount of
throttle that is applied by the driver. As more throttle is applied, the transmission
performs its upshift at a higher engine speed. With the conventional transmission it is
clear that the engine speed drops back when shifting to a higher gear. This is not the
case with the CVT. The CVT will upshift at a constant engine speed, by moving the
pulleys as explained in the next part. However, alternative shifting strategies are also
possible. This can help to create a quicker acceptance by new CVT drivers.
Figure 2. Variogram 4 stepped automatic transmission (left) and CVT transmission (right).

1.2. Transmission cross section
3 5
2
4
10
1. Torsional damper / Flywheel 6. Steel belt

2. Fluid pump 7. Primary pulley
3. Reverse clutch 8. Secondary pulley
4. Planetary gearing 9. Intermediate shaft
5. Forward clutch 10. Differential

1.3. Basic Principles of Continuously Variable Transmission

The VT2 consists of a number of elements that can be divided into three groups,
depending upon their function.
Group One – Mechanical Torque Flow
Elements providing the mechanical torque flow through the transmission.
Group Two – Control system
These elements relate to the control system. This system enables the transmission to
transmit power and to vary the ratio in a proper way, according to load conditions and
driver demand.
Group Three – External Connections
Some elements have external connections with the transmission. Some of these
elements are either inside the gearbox, or immediately connected to it. Others can be
part of the system, but can be located elsewhere on the vehicle.
1.3.1. Group One – Mechanical Torque Flow
1.3.1.1. Planetary gear set

The planetary gear set enables the transmission to provide a drive torque in two
directions, forward and reverse. Engine torque always enters the transmission through
the input shaft of the planet carrier. This carrier can be directly connected to the sun-
wheel by closing the forward multi-plate clutches. When it does, the epicyclic gear set
rotates as one unit, and engine torque is transmitted directly to the primary pulley. The
planet gears do not transmit any torque, therefore no mechanical loss will occur in the
planetary gear set and the primary pulley will rotate in the same direction as the
engine. This is the forward drive mode.
In reverse mode, the annulus of the planetary gear set is held stationary by closing the
reverse multi-plate clutches. Three pairs of planet gears are driven by the planet
carrier, forcing the sun-wheel to rotate in the opposite direction. There is a small
multiplication of torque being transmitted since the ratio of the epicyclic gear set is
1:1.1, in order to compensate for frictional losses within the planetary gear set itself.
1. Planet gears
2. Input shaft
3. Sun gear
4. Annular gear
Fig. 4: Planet gears

1.3.1.2. Multiplate clutches

There are two Multiplate wet clutch packs; one forward and one reverse. Each pack
has three friction plates providing six friction surfaces. The hydraulic pressure controls
the clutches to allow the vehicle to move away smoothly by every throttle opening. By
controlling the clutch slip it also allows the vehicle to be held stationary after the drive
gear is engaged. Oil from the oil cooler is directed to the clutch plates to prevent
overheating of the friction surfaces.
1. Forward clutch pack

2. Reverse clutch pack
Fig. 5: Planetary gear set showing clutch plates
1.3.1.3. Pulleys and steel belt

The main design feature of the CVT is a pair of steel "V " shaped pulleys connected by
a steel drive belt. The distance between centres of the primary and secondary pulley is
155 mm. Each pulley consists of one fixed half and one axially slideable half, both
having 11 degree sloping sides. The proven 24 mm wide "Van Doorne" push type
drive belt is used to transfer torque between the pulleys (applications for higher torque
values can make use of a 30 mm drive belt). The belt is lubricated and cooled by an oil
jet from a nozzle. Both moving halves are situated diagonally opposite to each other in
order to reduce misalignment of the drive belt during shifting. Each moving half is
connected to a hydraulic cylinder/piston. Hydraulic pressure is controlled by the control
system, described in the section titled ‘Hydraulic system’. Ball splines prevent the
moving halves from rotating relatively to their fixed partners.
Torque transmitted by the planetary gear set acts directly onto the primary pulley, as
the sunwheel is splined to it. The steel drive belt transmits the power from the primary
pulley to the secondary pulley and the power from the secondary pulley is then
transmitted to the pinion shaft.

Torque and speed of the secondary pulley are determined by the position of the drive
belt.
The sizes of the two pulleys are designed to provide a range of ratios from 2.416:1 to
0.443:1 resulting in a ratio spread of 5.45. The high overdrive ratio is particularly
advantageous in respect to fuel consumption.
The steel drive belt has approximately 450 segments and is held together by 24 steel
bands, 12 on each side.
1. Steel bands
2. Steel segments
Fig. 6: Drive belt
1.3.1.4. Intermediate shaft

The intermediate shaft (or pinion shaft) creates a two-set helical gear reduction
between the secondary pulley and the differential. In this way, the rotational direction
of the drive shafts will be correct. The reduction between the secondary pulley and the
drive shafts can be made large enough to give good vehicle performance. The
intermediate shaft is supported by two conical bearings, one in the clutch housing and
one in a separate bearing support.
1. Primary shaft drive gear

2. Differential crown wheel
3. Pinion drive gear
4. Transfer gear pinion
shaft
5. Secondary shaft drive
gear
Fig. 7: Crown wheel & pinion

1.3.1.5. Differential
Drive torque on the crown wheel is transmitted to the vehicle wheels through a
differential, just as in a manual transmission. The crown wheel is bolted to the
differential case with 8 bolts. The drive shafts are fitted to the differential with
conventional CV joints and seals. Conical bearings are used to support the differential.
1. Differential bearing
2. Differential casing
3. Differential cross shaft
4. Differential planet gears
5. Differential crown wheel
Fig. 8: Differential assembly

1.3.1.6. Mechanical operation
1.3.1.6.1. Ratio changes

Unlike conventional planetary automatic transmissions that provide a limited number of
gear ratios, usually four, five or six, the CVT, as its name suggests, continuously
varies the gear ratio. A low gear (low ratio) makes it easier to pull away from a rest
position, the drive pulley diameter being relatively small, while the driven pulley
diameter is large by comparison. The drive belt is used to transmit power and torque.
As acceleration takes place it becomes possible to select a higher ratio by increasing
the diameter of the drive pulley while, at the same time, decreasing the diameter of the
driven pulley. This degree of change can be controlled to ensure that the most suitable
ratio is provided.
The CVT uses a primary pulley and a secondary pulley. Both pulleys have one fixed
half and one mobile half, controlled by hydraulic pressure. The position of the drive
belt on the pulleys will determine the ratio. If the mobile half of the pulley is close to its
opposite half then the drive belt is forced to travel around the outer circumference.
When the pulley is open wide then this circumference is reduced. The primary and
secondary pulley mobile halves are diagonally opposed so when the drive belt
diameter is reduced on the primary pulley, it increases on the secondary pulley.
To pull away, a low ratio is required. To provide this, the primary pulley is open,
allowing the drive belt to sit down into the pulley and forcing it to run around the outer
of the closed secondary pulley. As vehicle speed increases, a higher gear ratio is
required. To do this, the primary pulley gradually moves towards its fixed partner,
increasing the pulley circumference. At the same time the secondary pulley is forced
apart reducing pulley diameter, therefore creating a higher gear ratio. An overdrive
ratio is obtained when the primary pulley is fully closed and the secondary pulley is
fully open. The secondary pulley is now forced to rotate approximately two and a half
times for every turn of the primary pulley.
1 Input from the engine

2 Output to the wheels
3 Drive pulley at minimum
diameter (Low)
4 Driven pulley at maximum
diameter (Low)
Fig. 9: Pulleys in low position

1 Input from the engine

2 Output to the wheels
3 Drive pulley at maximum
diameter (overdrive)
4 Driven pulley at minimum
diameter (overdrive)
Fig. 10: Pulley positions in high ratio (overdrive)

1.3.1.6.2. Selector lever in the Neutral or Park position
In this condition motion is not transferred to the wheels as both clutches for reverse (2)
and forward gears (4) are disengaged.
- The transmission input shaft (1) turns at the same speed as the engine.
- The reverse gear clutch (2) is disengaged.
- The forward gear clutch (4) is disengaged.
- The planetary gears (3) idle around the sun gear.
- As the sun gear does not move, neither does the primary pulley (5), the secondary
pulley (7) and, subsequently, the vehicle.
1. Input shaft
2. Reverse gear clutches
3. Planetary gears
4. Forward gear clutches
5. Primary pulley
6. Steel drive belt
7. Secondary pulley
Fig. 11: Pulleys & gear train
The engine can only be started in Neutral or Park, as with any automatic transmission.
In the Park position, there is a mechanical lock that prevents the vehicle from moving
forward or backward. The Park position should only be engaged at standstill to avoid
transmission damage.

1.3.1.6.3. Selector lever in drive position

Under this condition, the forward motion is transferred to the wheels as the forward
clutch (4) is engaged.
- The reverse clutch (2) is disengaged.
- The forward clutch (4) is engaged.
- The planetary gears (3), the sun gear and the annular ring gear of the epicyclic train
rotate together.
- The primary pulley (5) turns at the same speed as the engine in the forward gear
direction.
- The secondary pulley (7) turns in the forward gear direction at a speed that depends
upon the belt ratio for that operating condition.
1. Input shaft
3. Planetary gears
5. Primary pulley
6. Steel drive belt
7. Secondary pulley
8. Secondary pulley
9. Input shaft

1.3.1.6.4. Selector lever in the Reverse position

Under this condition, the reverse clutch (2) is engaged and makes the annular ring
gear (9) lock to the transmission case. The planetary gears (3) force the sun gear (10),
the primary pulley (5) and the secondary pulley (7) to turn in the opposite direction to
the transmission input shaft (1).
Therefore reverse gear is now selected.
- The reverse clutch (2) is engaged.
- The forward clutch (4) is disengaged.
- The annular gear (9) is linked with the transmission case by means of the reverse
clutch (2).
- The planetary gears (3), which are driven directly by the transmission input shaft (1),
turn around the annular gear (9). Therefore they force the sun gear (10), the pulley (5)
and the secondary pulley (7) to turn in the reverse gear direction.
1. Input shaft
3. Planetary gears
5. Primary Pulley
6. Steel drive belt
7. Secondary pulley
8. Secondary pulley
9. Annular gear
10. Sun gear

1.3.2. Group Two – Control System

The functions of the control system are:
1. To match the clamping force on the steel drive belt tension with engine torque,
preventing belt slip.
2. To control the operation of the forward and reverse clutches during driving and take
off.
3. To provide the optimum transmission ratio for all driving conditions.
4. Provide the necessary lubrication and cooling oil in the gearbox.
1.3.2.1. Oil pump

The pump within the transmission is an external gear pump. The engine drives it via a
shaft through the hollow primary pulley shaft. The pump shaft is splined to the planet
carrier, which always run at engine speed. The discharged volume is about 10 cm³ per
revolution. System pressure can reach 40 to 50 bar depending on input torque.
1. Oil pump drive shaft

2. Oil pump assembly
Fig. 14: Oil pump complete
The oil pressure is used both for controlling the transmission hydraulically, and for
lubrication purposes.
1. Oil pump inlet

2. Oil pump oil seals
Fig. 15: Oil pump inlet

1.3.2.2. Variator control

The variator control ensures the minimum clamping forces necessary to avoid slippage
between belt and variator and in parallel it provides the ratio value (calculated from the
in- (or primary) and output (secondary) speeds of the variator) in accordance to the
target ratio value given by the driving strategy. The deterioration over lifetime of the
control behaviour is kept in a range that there is no noticeable deviation on comfort
and / or clamping force capability.
1.3.2.3. Clamping force control

The clamping force management ensures that the pressure levels necessary to
provide the demanded forces at the variator (to prevent belt slip) have minimized
impact on the efficiency of the transmission, in order to minimize fuel consumption.
Besides "normal driving" the clamping force management also takes into account
special driving situations with torque peaks from input and/or output side of the
transmission in order to provide the maximum protection for the gearbox. The control
takes into account the influence of ABS braking, blocking wheels (when driving without
ABS) and other drive line control systems (like ESP, anti-skid control). It also
recognizes and takes into account special road surfaces and conditions like driving
through holes and over curbs, transitions between low and high friction, slipping
wheels (e.g. on low friction road surfaces)
The software also compares the transmissions dynamic torque transmitting

capabilities (while taking into account the systematic delay times of the hydraulic
system) with the predicted input torque for the transmission. If the clamping force
management will detect situations, where the demanded clamping forces cannot be
sufficiently covered a request for torque reduction will be sent to the ECU to bring the
engine torque into an appropriate range. This functionality is included to protect the
transmission.
When there is no electronic drive by wire system available in the vehicle platform, the
torque signal comes from the ECU through CAN. If CAN drops out, a predictive torque
signal will be generated by the TCU software itself.
1.3.2.4. Ratio control

The variator ratio is controlled via the balance between the forces induced on the
primary and secondary pulley by the primary and secondary pressure. Via the primary
and secondary speed sensor signals, the ratio can be calculated and the outputs (the
pressures) can be adapted to meet the ratio set point. The minimal pressure levels are
determined by the clamping force strategy. A physical model of the variator helps to
adjust the pressure levels quickly to variable operating points. The control software
also takes into account disturbances from other elements in the transmission and is
developed with the aim to minimize delays at tip-in and tip-out and minimal overshoots
to target ratio (in order to improve fuel economy).

In order to ensure that the mechanical and durability limitations of the transmission are
met, several limitations on the driving strategy are set. Besides speed limitations there
are also software functions implemented to keep the ratio gradient (setpoints) within
the allowed ranges. Furthermore, the software avoids engine speeds above certain
thresholds depending on vehicle speed and status of the position Lever (POS). In
order to achieve this restriction, the software sends a request for torque reduction to
the engine or provides an up shift if the car is not at standstill.
1.3.2.5. Transmission control unit
The software that controls the transmission is integrated in the TCU (Transmission
Control Unit). The TCU is installed in the passenger compartment.
1.3.2.5.1. TCU interfaces
For the TCU interfaces with the transmission is referred to chapter 2.4 of this manual,
where the wiring diagram as well as the interface diagram is shown.

1.3.3. Group Three – External connections
1.3.3.1. Oil cooler connections

There are two oil cooler pipe connections on the front of the transmission casing. An
oil cooler is fitted alongside the radiator of the engine to maintain the transmission oil
temperature below 120°C.
The oil flows out of the transmission out of the right side connector. This transmission
oil output (Oil TR OUT) should be connected to the Input of the oil cooler which is the
lower connector on the oil cooler.
The oil flows out of the oil cooler through the top connector of the oil cooler. This top
connector should be connected to the transmission left side connector (Oil TR IN).
Oil Flow
Oil TR Oil TR
IN OUT
Out Oil Cooler Oil Flow
In
Fig. 16: Oil cooler pipe connections

1.3.3.2. Selector shaft

Possible shift positions for the VT2 transmission are Park, Reverse, Neutral, Drive and
Sport or Lowdrive position.
The configuration of the selector lever is customer specific. For safety reasons it is
recommended to implement a shift lock in the mechanism, to provide an idiot start
protection.
GreatWall uses an electrical shift lock, controlled by the TCU (Transmission Control
Unit).
It is also possible to have a tip-function included. This means that additional interfaces
to the TCU are to be provided in order to get the tip-signals to the TCU. Also the
calibrations for the maximum engine speeds can be adapted within certain limits.
All BYD Ottawa vehicles have the tip function included.
1.3.3.3. Main connector

The connector consists of 16 pins and is located in the transmission casing. The
harness connection is via a circular connector.
Fig. 17: Harness block on gearbox
1.3.3.4. Torsional damper

The engine is connected to the input shaft in the transmission, via a torsional damper,
instead of the torque converter used by more conventional automatic transmissions.
This torsional damper is not a part of the transmission. Punch strongly recommends
the use of a so-called Dual Mass Flywheel.

1.4. Driving strategies
1.4.1. Behaviour in specific situations

The behaviour of a vehicle, fitted with CVT, will now be discussed in the following
specific situations:
1.4.1.1. Functionality in Park and Neutral

The engine can only be started in Neutral or Park, as with any automatic transmission.
In the Park position, there is a mechanical lock that prevents the vehicle from moving
forward or backward. The Park position should only be engaged at standstill to avoid
transmission damage. If, by accident, the Park position is selected at higher speeds,
the park mechanism will not engage until the vehicle speed has dropped to
approximately 5 km/h.
1. Parking pawl
2. Secondary pulley
Fig. 18: Parking lock
At starting, the TCU will control the start lock relay which will control the starter engine.
The gear positions are coming from an internal position switch. This position switch is
directly related to the gear shifter.
Mandatory for all Position shifts starting from positions P or N to D (Drive) or R

(Reverse) is the activation of the brake pedal. Without pushing the brake pedal the
position lever stays locked in the starting position (Not for shifter mechanism with
mechanical shift lock) ( see also Shift Lock).
1.4.1.2. Functionality in D (or R) position
1.4.1.2.1. Normal operation

The operation of the transmission, during driving, has no comparison with that of a
conventional automatic transmission. All kinds of tunings are possible. A possible
tuning is that if the accelerator pedal is depressed sharply, the engine rpm will rise
considerably more than in relation to the speed of the vehicle. This functionality is
normal for a CVT but may surprise drivers not familiar with this type of transmission.

Other tunings / variograms are also possible, for example tunings that are closer to
that of a conventional automatic transmission.
1.4.1.2.2. Engagements
In both directions there is a clutch adaptation for an optimal engagement over
lifetime.
1.4.1.2.3. Creeping
When the position lever is in Drive (D) or Reverse (R) and the driver releases the
brake pedal the car should start creeping as known from automatic transmissions (with
engine running on flat roads). Creeping is also provided when driving onto slowly
ascending (up to 8°) roads. On roads with higher slopes the car is allowed to roll back
slightly – like with automatic transmissions with torque converter. At high slopes, there
is no hold). Independent of the slope of the road the maximum velocity during creeping
is kept below a defined threshold (e.g. 8kph). Especially on descending roads the
clutch control will drive the clutch from slipping to the "closed" mode to allow braking
by use of the engine under coast conditions.
1.4.1.2.4. Idle stop (only in D)

The VT2 transmission has the ability to perform idle stops. These idle stops can take
place under certain conditions, both from vehicle (battery status, airco on/off) and
transmission side (situation not affecting the transmission’s durability). If all
requirements are met, at standstill, the combustion engine will be switched off. Only
after the brake pedal is no longer applied, the engine is restarted and within a short
time the transmission is operational again and the vehicle will start to move forward
again.
The idle stop functionality is developed especially for hybrid drivelines. Standard
drivelines without special starters or starter generators do not benefit from this
functionality on gearbox side.
1.4.1.2.5. Pull-away and stall speed

The objective of the pull away phase is to provide acceleration (performance) in
correlation to the driver demand and aligned to the driving situation. The setpoint
trajectory for the engine and primary speed are aligned to eachother to achieve the
maximum driving comfort.
The clutch controller also provides certain means to compensate variances in the
clutch behaviour due to deterioration over life time (and tolerances between different
vehicles) to keep the driving comfort over lifetime and over the fleet deviations on a
constantly high level.

1.4.1.2.6. Pull-away support

For an optimized driving comfort a compromise was found between higher engine
speeds used to provide sufficient traction power (performance) and lower engine
speeds when the vehicle has reached a cruising state with constant velocity (fuel
economy).
The transmission control system provides functionality to follow these requirements by

using co-operative control modes between variator (ratio control) and start-up clutch.
So during pull, the control targets are always focused on the driving performance with
higher engine speeds that are in correlation to the acceleration of the vehicle while
during cruising or roll-out the focus is moved to fuel economy with lowest engine
speeds near the characteristic booming noise threshold of the drive line.
This co-operative control is only provided in combination with Punch’s driving
strategy.
1.4.1.2.7. Stall speed

If the driver keeps the brake activated while pushing the accelerator pedal the engine
speed will be limited to a certain level similar as it is known from automatic
transmissions with a torque converter. To achieve this, the transmission uses the
request for torque truncation in co-operation with the engine control system. The clutch
will be controlled in such a way that a fast response is endured if the driver would
suddenly release the brake pedal for start off.
Since this situation over longer time would affect high temperature losses at the clutch
with the risk of serious damages at the transmission, there are monitoring functions
implemented to detect these critical situations. If activated the intrinsic diagnostic
system of the transmission will open the clutch. In this case the engine speed will rev
up to the maximum engine speed if the driver would still keep the accelerator pedal
pushed.
Also in other situations, the clutch control follows higher control targets to ensure the
intrinsic safety and to improve the driving comfort.
1.4.1.2.8. Roll out and brake down

When the car is decelerating down to standstill the clutch is opened again to avoid
stalling of the engine. The clutch pressure is controlled in such a way that the release
of the clutch doesn't cause torque shocks. Therefore the controller provides different
modes to adapt the transition to the “open" clutch to the gradient of the vehicle speed.
The clutch pressure control is also adapted to the dynamic of the hydraulic control
system in dependency from the transmission oil temperature. After opening the clutch
is again quickly prepared for a potential start-off.
To optimise the driving comfort during the transition between brake down and start-off
the transmission software is co-operating with the other driveline controllers. This co-
operation can result in temporarily torque truncation and increased idle speeds.

1.4.1.2.9. Engagements / disengagements during drive

If the clutch (brake) is disengaged during drive there are only small options for the
transmission controller to have an impact on the driving comfort since the release of
the clutch is purely realized by the characteristic of the hydraulic system. Re-applying
the clutch under these conditions (low load or even coast down and low engine
speeds) can result in a slightly reduced driving comfort compared to engagements at
standstill.
1.4.1.3. Fault mode

If the software detects an error within the system, a default strategy will be engaged.
These conditions are communicated to the driver via the fault indication in the
instrument cluster. Depending on the severity of the fault, the driver will experience
different default driving modes. In some conditions the main relay is opened. All fault
codes are on the OBD.

2. Service information
2.1. Towing of the vehicle

The VT2 transmission must not be towed. This is because there is no oil pressure in
the primary pulley unless the engine is running and belt slip would therefore occur.
Recovery must be conducted with the front wheels lifted clear of the ground
(suspended tow).
2.2. Service intervals

At least every 60.000 km the transmission needs a refill of the oil and a replacement
of the oil filter. For this purpose, the gearbox is equipped with an oil drain plug and a
top filler plug. The vehicle manufacturer can reduce the service interval of the
transmission to match it with the standard service intervals for the vehicle.
2.3. Oil specification

ESSO EZL799(A).
The use of other oil might lead to damages in the transmission and will result in
rejection of warranty claims.
Oil level check procedure, see service instruction 3.1
Oil fill/check procedure, see service instruction 3.2

2.4. Wiring diagram
2.4.1. TCU Interfaces
The TCU has following interfaces with the transmission:
Fig. 19: TCU interfaces with the transmission
The TCU communication with the transmission goes through a connector and is
transferred through the internal cable harness. The pin layout of the connector is as
shown below:

2.4.2. Transmission connector layout
Fig. 20: The transmission connector Layout.

2.4.3. TCU wiring diagram
Fig. 21: TCU connection to transmission and vehicle

2.4.4. TCU Connector pin assignment VT2
VT2 – Signals Pin number
Permanent Supply Kl.30 1; 2

Ignition Kl.15 (wake-up) 6
Ground Kl.31 3; 4
VHSD1 (actuator supply) 5
Speed- & DMSensor supply (8,4V) 30; 77; 78

Pressure sensor supply (5V) 32; 74
GND Drive mode sensor 33
GND: Sensor Ground 41; 64; 86;
Transmission oil temperature 38
N_Prim (primary speed input) 61
N_ab (speed signal) 63
N_MOT (engine speed signal) 87

DMS_A 57
DMS_B 58
DMS_C 79
DMS_D 35
Dig.Inp1 (pull-up K30) (Brake signal) 34
Dig.Inp2 (pull-up K30) (Sport/Manual) 59
Dig.Inp3 (pull-up K30) (Tip up) 81
Dig.Inp4 (pull-up K30) (Tip down) 80
P_S2 (secundary pressure) 75

Winter mode 76
Shift Lock 48
K-Line 85
CAN-High 1 9
CAN-Low 1 8
Start Lock 92
EDS1 91
EDS2 90
EDS3 89
Back light relay 71

Error Lamp 49

2.4.5. Connections of TCU to Transmission connector
Fig. 21: The connections of the TCU to the transmission

2.5. Clutch adaptation procedure
After uploading new software in the TCU or replacement of transmission or TCU, the
clutches need an adaptation to compensate for production tolerances in the production
process.
This can be done by executing shift actions during idle. As long as the basic
adaptation process is not completed, the TCU warning lamp on the dash board will
blink with a 2 seconds interval.
To completely adapt the gearbox, multiple shifting actions are required.

However, a training value of 4 in D and R is enough to eliminate the biggest shocks.
Therefore the SVS lamp will stop blinking when this value is reached. The rest of the
adaptation will automatically be done during customer use.
This training value can be read out by INCA, Punch MLT or sometimes Tester tool.
However you can do the clutch adaptation perfectly without reading out this training
value. If it is not possible to monitor the training values (no tester tool), the amount of
engagements that need to be done are between 4 and 10 times for D and R in order to
switch off the blinking TCU warning lamp.
The adaptation program has also an extra functionality for boundary transmissions
(above average production deviation). This is called accelerated adaptation.
Each transmission oil temperature (-20°C 0°C 10°C 20°C 40°C 60°C 80°C
100°C 120°C ) has its own “adaptation learning” value.
This does not mean that the adaptation process must be repeated for each
transmission temperature!
When adapting at a certain temperature, the current [mA] values are copied to the
other temperature fields. This is done automatically. It is possible that one of the two
clutches will copy current values, and the other one doesn’t. This is normal as the two
clutches are different. This procedure is also automatically finished when the TCU
warning lamp stops blinking.
1. Conditions
These are the main conditions to be able to perform a clutch adaptation:
Vehicle standing still: No moving.
Engine running.
No throttle pedal applied. Throttle = 0%
Stable engine idle speed.
Stable engine torque.
Apply footbrake.
2. Proces
Do the following actions to perform the clutch adaptation:

1 Start the engine

2 Apply the brake (and keep it applied during the complete process)
3 Put lever in N position
4 Wait 5 seconds
5 Put lever in D position
6 Wait 5 seconds
8 Wait 5 seconds
9 Put lever in R position
10 Wait 5 seconds
12 Wait 5 seconds
13 Put lever in D position
14 Wait 5 seconds
16 Wait 5 seconds
17 Put lever in R position
18 Wait 5 seconds
19 Go to step 3 and repeat all following steps until the TCU warning lamp
stops blinking*.
* When the train value of the drive and the reverse clutch are both above 4, the lamp
should go off. If it won’t turn off (cannot get the value above 4), the car should be
driven in D to a speed of 50km/h and back to standstill. Now the variator has been
able to shift up and primary pressure is back to 0 bar. This action should solve the
problem.
The fault code (P0810) itself will become inactive and automatically deleted after 3
driving cycles.
** Note that the transmission clutch adaptation is sensitive for engine idle adaptation.
This engine adaptation is erased when the battery power has been off.
*** Adaptation takes place over the entire working range of transmission oil
temperatures. However, accelerated clutch adaptation only takes place at
transmission oil temperature values of between +20 °C and +60 °C.
**** However, when only the transmission is replaced, the TCU warning lamp will not
blink since the training values of the previous transmission are stored in the TCU.
Therefore the clutch adaptation procedure needs to be done the same way but the
warning lamp will not be able to tell the operator that the adaptation is finished. To
have a good adaptation, do the procedure about 10 times.

3. Service instructions
3.1. Oil fill/check instruction

Service transmissions are not pre-filled and need to be filled up after installing in the
vehicle with approximately 4 litres of ESSO EZL799(A).
This procedure implies whenever the oil has been drained from the transmission or
transmission has been replaced with a new service transmission.
After the initial fill, the correct way to check the oil level is listed below:
- Start the engine and stay at idle for at least 10 seconds (note: air circulating
through the system may be heard on initial start-up, this is a normal operating
condition).
- Shift gear lever into each position (P-R-N-D) and allow the gear to rest in each
of its position for 5 seconds before progressing to the next position.
- Move the gear lever into ‘D’ position.
- Release the foot brake.
- Apply a little throttle to at least 60 km/h (the engine speed must not be higher
than 2500 rpm).
- Release the throttle and slightly break to a standstill (all the noises by air
circulating in the system during the first up shifting should be gone).
- To increase the oil temperature, drive carefully around for at least 5 minutes or
until the temperature of the transmission has reached approximately 60°C.
- Place the car on a flat ground.
- Apply the foot brake.
- Wait two seconds
- Move the gear lever into ‘R’ position.
- Wait 10 seconds.
- Move the gear lever into ‘P’ position.
- Keep the engine running idle.
- Remove the oil level plug (2)
- Make sure minimum 0,2 litres of oil flows out of the oil level tube after
removing the level plug (otherwise the initial amount of oil wasn’t sufficient).
If not, add another 0,5 litre extra and redo complete procedure.
-Wait a few minutes until the oil that comes out of the level begins to drip
- Refit the oil level plug
- Shutoff the engine.
Oil drain
plug (1)
Oil
level Oil
plug (2) filling
plug
(3)

3.2. Exploded view service parts

3.3. Service parts list and torque information
Item 4
482871 Oil seal differential

Item 2
481274 Oil seal input shaft

Item 48
482584 Washer shift lever

Item 46
Nut M8 self locking
shift lever
481329 (14,5 +/-1,5 Nm)
Item 49
482099 Oil seal selector shaft

Item 47
482751 Lever selector shaft

Item 22
481173 Primary cover
Item 23
481189 Clip primary cover

Item 50
O-ring primary cover

481253 177,47 x 2,62
Item 24
Bolt primary cover
M6x16
481283 (9,5 +/-2,5 Nm)
Item 18
481259 O-ring oil pump

Item 20
Bolts oil pump

481284 (10 +/-1 Nm)
Item 15
Primary nut
481293 (197,5 +/-17,5 Nm)

Item 17
481826 Sealing ring oil pump
Item 16
481856 Belle-ville washer

Item 19
482773 Oil pump

Item 14
482294 Primary ball bearing

Item 5
481247 Sealing ring plug M14

Item 6
Plug M14
481248 (21 +/-3 Nm)

Item 41
481249 Sealing ring plug M10

Item 42
Plug M10
481250 (15 +/-2,25 Nm)
Item 12
482982 Secondary cover

Item 9
O-ring secondary
cover
481254 17.12 x 2.62
Item 11
O-ring secondary
cover
481255 72.63 x 3.53
Item 10
Sealing ring
481877 secondary cover

Item 13
Countersunk head
screw M6 x 20
482208 (9,5 +/-0,95 Nm)
Item 33
482456 Oil filter (incl. O-ring)

Item 24
Flanged bolt oil pan
M6x16
481283 (9 +/-1 Nm)
Item 29
482504 Gasket oil pan

Item 34
481870 Magnet oil filter

Item 36
Drain plug
482442 (12 +/-1 Nm)
Item 35
Oil pan cpl (magnet

482489 +drain plug)

482945 TCU (Daisy)
483036 TCU (Dahlia)

Item 30
482589 Valvebody cpl

Item 31
Bolt valvebody
481311 (11 +/-1 Nm)
Item 38
482493 Position switch cpl

Item 37
Bolt position switch

481090 (9,5 +/-0,95 Nm)
Item 27
Bracket output speed

482468 sensor
Item 26
Bolt bracket output
speed sensor
481289 (9,5 +/-0,95 Nm)

Item 25
Input/output speed
482410 sensor
Item 24
Bolt speed sensors

481283 (8,5 +/- 2 Nm)
Item 39
O-ring plug oil cooler

481258 connection
Item 40
Plug oil cooler

482121 connection
Item 1
482235 Plug input shaft

Item 3
481296 Plug output shaft

Item 44
482105 Clip main connector

Item 45
Main connector and

482475 internal cable harness
Item 8
482031 Breather housing

Item 7
482032 Breather cover

Item43
Protection cap
482104 connector
Item52
482642 o-ring oil filter

3.4. Special tools and replacement of service parts
3.4.1. Special tools
Plug – Primary bearing (drawing T00222)
Stamp – oil seal selector shaft (drawing 480125)

Stamp – Primary bearing (drawing 480137 + 480126)
Removing tool – primary bearing (drawing 480136)

Stamp – oil seal input shaft (drawing 480130)
Centering bush – oil seal input shaft (drawing 480129)

Removing tool – oil seal selector shaft (drawing 480127)
Centering pin – hydraulic unit (drawing 23K002-099-84312)

Stamp – oil seal differential (drawing 23K002-099-84336)
Removing tool – pump (drawing 23K002-099-84295)
Note: Pictures can differ from actual tools and drawings!!

3.4.2. Instructions for replacing of the service parts
3.4.2.1. Replacing differential seal
When:
In case of damage/leakage on seal or half shaft.
How:
-Drain the oil of the transmission (see changing oil filter)
-Remove halfshaft
-use a big screwdriver to pinch out the seal. Be careful not to put screwdriver in too
，（
deep to protect the housing see Fig. 1-1)
-Discard the old oil seal
-Take a new seal and put it in the housing (see Fig. 1-2)
-Place the special tool (23K002-099-84336) on the seal and use a rubber hammer to
knock oil seal into the gearbox. Hammer it all the way in untill no further is possible
-Replace the half shaft
-Refill transmission according instruction (see 3.5)
Fig. 1-1: Remove oil seal

Fig. 1-2: Installing new seal with special tool
3.4.2.2. Replacing input shaft seal
When:
In case of damage or leakage on seal
How:
-Remove the transmission from the car
-Use a big screwdriver to peel out the seal from the transmission (see Fig. 2-1). Peel
out the seal from the inside of the seal by going around and around. Be careful not to
damage the input shaft
-Discard the old oil seal

Fig. 2-1: Remove input shaft seal
（
-Place the special guiding tool (480129) on input shaft see Fig. 2-2)
-Slide a new seal over the guiding tool (see Fig. 2-3)
Fig. 2-2: Put special tool on input shaft (480129)

Fig. 2-3: Press the oil seal
（
-Place the special stamp tool (480130) on input shaft see Fig. 2-4)
-Hit the special stamp tool with rubber hammer until no further is possible
-Remove special tools and refit transmission in vehicle
Fig. 2-4: Installing seal by special stamp (480130)

3.4.2.3. Replacing oil seal selector shaft
When:
In case of leakage on oil seal selector shaft
How:
-Remove the transmission from the car
-Remove lever selector shaft
-Place special tool (480127) over the selector shaft (see Fig. 3-1)
-Screw in the special tool with wrench. Push on top of the wrench so the tool has the
ability to screw itself into the seal (see Fig. 3-2)
-Screw in the screw on top of the special tool to lift out the seal (see Fig. 3-3)
-Discard the seal (see Fig. 3-4)
Fig. 3-1: Put special tool (480127) on shaft

Fig. 3-2: Press and screw tool clockwise
Fig. 3-3: Rotate screw to remove the seal

Fig. 3-4: Remove the oil seal
-Take a new seal and slide it over the selector shaft

-Use special stamp tool (480125) to hammer in the seal until no further possible (see
Fig. 3-5)
Fig. 3-5: Mount the seal with special stamp (480125)
-Remount the lever selector shaft and refit transmission in vehicle


3.4.2.4. Replacing primary cover
When:
In case of leakage on primary cover
How:
-Drain approx. 1litre of oil out of the transmission (see replacing oil filter)
-The transmission does not need to be removed from the vehicle but may be lowered
together with the engine for easier access
-Loosen the three bolts and clips
-Use a screwdriver to lift out the primary cover. Use some cloth to protect the
transmission from damage (see Fig. 4-1)
-Remove the big O-ring and discard both O-ring and primary cover
-Take a new O-ring and assemble it
-Replace a new primary cover and fix clips and bolts with a torque of 9.5Nm +/- 2.5Nm
-Refill transmission with 1litre of oil
Fig. 4-1: Remove primary cover from transmission

3.4.2.5. Replacing oil pump
When:
In case the transmission pressure is too low or the driver feel shocks or abnormal
driving behaviour, two main parts can cause this problem, hydraulic unit or oil pump.
Also analyze the P-code and follow actions on specific P-code to replace either
hydraulic unit or pump. In most of cases it is unclear which one the problem causes so
one by one can be replaced and see if the problem is solved.
How:
-Follow the steps to remove the primary cover
-Remove the 6 pump bolts and place special tool (23K002-099-84295) (see Fig. 5-1)
-Pull the sliding part of the tool a few times to lift out the pump (see Fig. 5-2).
-Replace the pump with a new one. Make sure you put 2 new O-rings on the new
pump. Do not take out the Belle-ville washer and leave it in its correct position which is
biggest diameter facing the pump (see Fig. 5-3)
-Put the 6 screws back and tighten with (10Nm +/- 1Nm)
-Follow the steps to close back the primary cover, no need to take new primary cover
O-ring and primary cover
Fig. 5-1: Remove six bolts and place tool (23K002-099-84295)

Fig. 5-2: Pull the tool to lift out pump
Fig. 5-3: Belle-ville washer

3.4.2.6. Replacing primary ball bearing
When:
In case of worn out primary ball bearing. A worn out primary ball bearing gives a big
noise for which the frequency is dependent on engine speed. This can be easily
checked by driving at a constant speed and shift to sport mode. The engine rpm will go
up and if the noise frequency also goes up, then there is a big possibility that you have
a worn out primary ball bearing.
How:
-Follow the steps to remove the oil pump
-Remove Belle-ville washer
-Mark the position of the primary nut on the shaft (see Fig. 6-1)
-Using an air impact wrench with a torque capacity of +/-300Nm, remove the primary
nut
-Lever out the seal of the primary ball bearing using a small screwdriver (see Fig. 6-2)
-Place the special tool primary plug (T00222) (see Fig. 6-3)
-Assemble the bearing puller (480136) underneath the exterior ring of the primary
bearing (see Fig. 6-4)
-Remove primary bearing by tightening the centre bolt of the bearing puller (see Fig. 6-
5)
-Discard primary bearing, clean primary shaft, clean sealant from threads in oil pump
drive shaft and clean oil pump housing (see Fig. 6-6)
-Place a new bearing on the primary shaft and use special stamp tool (480137 +
480126) to put bearing in. Use rubber hammer and hit untill no further possible (see
Figure6-7)
-Fit and tighten nut using an air impact wrench for sufficient duration until the marks on
nut and shaft are in line(+/-5°)
-Place back the Belle-ville washer, biggest diameter facing the pump
-Follow the steps of putting back the oil pump
Fig. 6-1: Mark primary nut and shaft

Fig. 6-2: Lever out seal from primary bearing
Fig. 6-3: Put special tool on shaft (primary plug T00222)

Fig. 6-4: Assemble bearing puller (480136)
Fig. 6-5: Tighten centre bolt of bearing puller to lift out bearing

Fig. 6-6: Remove primary bearing
Fig. 6-7: Fit new primary ball bearing

3.4.2.7. Replacing secondary cover
When:
In case of secondary cover damage or leak.
How:
-The transmission does not need to be removed from the vehicle but may be lowered
together with the engine for easier access
-Loosen the four screws and discard screws
-Take off secondary cover, remove the small and bigger O-ring and the center sealing
ring
-In case of damaged cover, take a new secondary cover
-Replace new O-rings and sealing ring
-Remove the glue gently from the transmission housing
-Tighten the secondary cover with 4 new screws, torque 9.5Nm +/- 0.95Nm
3.4.2.8. Replacing oil pan
When:
In case of oil pan damage and or leak.
How:
-Drain the oil by removing the oil drain plug (see Fig. 8-1)
-Let all oil drip out, discard old drain plug
-Remove oil pan by unscrewing all 13 screws from the oil pan (see Fig. 8-2)
-Discard the oil pan gasket and oil pan
-Take new oil pan and gasket
-Fix oil pan with new gasket by tightening the screws according to Fig. 8-3 with 9.5Nm
+/- 1Nm
-Refill transmission according instruction (see 3.5).

Figure8-1 Remove oil drain plug
Figure8-2 Removing the oil pan

Fig. 8-3: Bolts sequence
3.4.2.9. Replacing oil filter
When:
Oil filter need to be replaced at least every 60000 km. This service interval can be
reduced to match with the standard service of the vehicle.
How:
-Drain the oil by removing the oil drain plug (see Fig. 8-1)
-Let all oil drip out, discard old drain plug
-Refit new drain plug and tighten with 11Nm +/-1Nm
-Remove oil pan by unscrewing all 13 screws from the oil pan (see Fig. 8-2)
-Discard the oil pan gasket
-Remove the oil filter by pulling it gently, discard oil filter
-Take new filter with O-ring and lubricate the O-ring with clean ESSO EZL799(A) (see
Fig. 9-1)
-Press in gently the new oil filter and position correctly (center hole of oil filter should
match center bolt of hydraulic unit) (see Fig. 9-2)
-Clean magnet and surface of oil pan and place a new oil pan gasket
-Place oil pan with new gasket in place and tighten the 13 screws according to Fig. 8-3
with 9.5Nm +/- 1Nm

Fig. 9-1: Lubricate the 0-ring
Fig. 9-2: Fix oil filter in position

3.4.2.10. Replacing drive mode sensor
When:
In case of faulty drive mode sensor. Dedicated error code should indicate problem with
drive mode sensor. Replace drive mode sensor when error code action indicates it.
How:
-Follow steps to remove oil filter
-Unscrew the 2 bolts of the drive mode sensor (see Fig. 10-1)
-Be careful to remove the drive mode sensor from the hydraulic unit because the back
of the sensor is locked with a pin in the metal slide of the hydraulic unit. Push the
sensor down to remove the pin from the metal slide (see Fig. 10-2)
-Use small screwdriver to unlock the connector of the drive mode sensor by pushing it
forward (see Fig. 10-3). Now it is possible to disconnect the drive mode sensor from
the main cable harness
-Take a new drive mode sensor, connect the connector to the main cable harness and
lock it by pushing the gray lock button
-Place drive mode sensor against the metal slide, with the pin on the back of the
sensor locked in the dedicated space on the slide (see Fig. 10-4)
-Allign the drive mode sensor so the screw holes lign up
-Tighten the 2 screws with 9.5Nm +/- 0.95Nm
-Follow the steps to place back the oil filter
Fig. 10-1: Loosen drive mode sensor bolts

Fig. 10-2: Push sensor down to remove pin from metal slide
Fig. 10-3: Unlock drive mode sensor connector

Fig. 10-4: Pin locked in dedicated space of the metal slide
3.4.2.11. Replacing hydraulic unit
When:
In case there is a problem with the transmission pressure or the driver feel shocks or
abnormal driving behaviour, two main parts can cause this problem, hydraulic unit or
oil pump. Also analyze the P-code and follow actions on specific P-code to replace
either hydraulic unit or pump. In most of cases it is unclear which one the problem
causes so one by one can be replaced and see if the problem is solved.
How:
-Follow steps to remove the drive mode sensor
-Follow the sequence on Fig. 11-1 in reverse order 20-19-18-17-16-15-14-13-12-11-
10-9-8-7-6-5-4-3-2-1 to unscrew all hydraulic unit bolts
-Take out the hydraulic unit and disconnect the 4 connectors. A small screwdriver can
be used carefully to disconnect easier (see Fig. 11-2 and 11-3)
-Take a new hydraulic unit and connect the 4 connectors. No mistake can be made
due to the length of the cables
-Place the hydraulic unit in place, there is a guiding pin on the back of the hydraulic
unit that fits into a dedicated hole (see Fig. 11-4)
-Make sure that the metal slide fits in the pin of the rooster cam plate (see Fig. 11-5)
-Place the center screw and hand tight it
-Place the special alignment tool (23K002-099-84312) on the top left screw hole and
screw it in (see Fig. 11-6)
-Push the speed sensor cable behind the upper left corner of the hydraulic unit (see
Fig. 11-6)
-Place all screws of hydraulic unit, except the upper left one and tighten with 11Nm +/-
1Nm in sequence 1-2-3-4-5-6-7-8-9-10-11-12-13-14-15-16-17-18-19-20 on Fig. 11-1

When arriving at the upper left one, take out special tool and replace with screw and
continue until screw 20.
-Follow steps to place back the drive mode sensor
18 11 15
19
5 7
8
12 3 1 13
2
4 9
16 6
20 10 14 17
Fig. 11-1: Order of the bolts
Fig. 11-2: Use a screwdriver to separate the 4 connectors

Fig. 11-3: Use a screwdriver to separate the 4 connectors
Fig. 11-4: Guiding pin on the back of hydraulic unit

Fig. 11-5: Pin of rooster cam needs to fit in metal slide
Fig. 11-6: Special alignment (23K002-099-84312) tool for hydr. unit

3.4.2.12. Replacing output speed sensor and bracket
When:
In case indicated by actions from the error code list
How:
-Follow steps to remove the hydraulic unit
-Loosen bolt bracket output speedsensor and discard bolt (see Fig. 12-1)
-Slide out the bracket, there is a dedicated sleeve in the selector shaft! (see Fig. 12-2)
-Disconnect cable from speedsensor with long flat nose pliers (see Fig. 12-3)
-Remove sensor from bracket by unscrewing bolt
-Discard sensor and/or bracket
-Take new sensor and/or bracket and mount together with bolt (Torque 8.5Nm +/-
2Nm)
-Connect wire and slide bracket back in the selector shaft
-Take a new bolt bracket output speedsensor and tighten with 9.5Nm +/- 0.95Nm
-Follow steps to place back the hydraulic unit
Fig. 12-1: Loosen bolt bracket output speed sensor

Fig. 12-2: Bracket output speed sensor
Fig. 12-3: Use long flat nose pliers to disconnect

3.4.2.13. Replacing primary speed sensor
When:
How:
-Follow steps to remove the primary cover
-Loosen bolt of speedsensor and take out sensor (see Fig. 13-1)
-Disconnect wire and discard sensor
-Take new sensor and screw down with 8.5Nm +/- 2Nm
-Connect wire to sensor
-Follow steps to put back primary cover
Fig. 13-1: Primary pully speed sensor
3.4.2.14. Replacing main connector and internal cable harness
When:
How:
-Follow steps to remove hydraulic unit
-Disconnect output speed sensor
-Disconnect the car cable harness connector from the main connector on the
transmission
-Remove the clip with pliers and push the main connector into the transmission (see
Fig. 13-1, 13-2)
-The drive mode sensor connector is clipped on the transmission, loosen that one first
(see Fig. 13-3)

-Remove the complete cable harness from the transmission and discard
-Take new cable harness and put into transmission
-The main connector has a sleeve which should fit over the securing key on Fig. 13-4,
13-5
-The use of a 45deg angled nose pliers can be helpful to fit in the main connector
-Push clip back on main connector
-Push drive mode sensor connector on the transmission (see Fig. 13-6)
-Connect the output speed sensor
-Follow steps to place back the hydraulic unit
Fig. 13-1: Remove the clip from the main connector
Fig. 13-2: Push main connector into the transmission

Fig. 13-3: Remove drive mode sensor connector from transmission
Fig. 13-4: Securing key (Picture taken from inside of transmission)

Fig. 13-5: Securing key (Picture taken from inside of transmission)
Fig. 13-6: Push drive mode sensor connector on the transmission

3.5. Checklist of the electronic components in the

transmission
In most cases the error codes from the TCU will indicate if there is something wrong
with one of the electronic conponents inside the transmission.
The following resistor measurements can be performed to check if the electronic
components are faulty or not.
All measurements indicated here are performed on the main harness connector of the
transmission.
Drive Mode Sensor

Check the internal resistance between the different DMS pins.
DMS_GND = pin 6
DMS_A= pin 13
DMS_B= pin 14
DMS_C= pin 15
DMS_D= pin 16
DMS_Supply= pin 9
DMS_Supply DMS_A DMS_B DMS_C DMS_D
DMS_Supply X 17.2MOhm 17.2Mohm 17.2Mohm 17.2Mohm
DMS_A 17.2Mohm X 9Kohm 9Kohm 9Kohm
DMS_B 17.2Mohm 9Kohm X 9Kohm 9Kohm
DMS_C 17.2Mohm 9Kohm 9Kohm X 9Kohm
DMS_D 17.2Mohm 9Kohm 9Kohm 9Kohm X
DMS_GND 4.5Kohm 4.5Kohm 4.5Kohm 4.5Kohm
Oil Temp Sensor

Check the internal resistance of the Temp. sensor.
Measure between pin 5 and pin 7.

When temp. between 20°C and 40°C, we need to measure a resistance between 942
Ohm and 1121 Ohm.
Speed Sensor
This is a complicated 'Two Wire' component with no easy way of checking the correct
way of working.
Between pin 9 and pin 11, we need to measure a resistance of app. 24,3 MOhm.
Between pin 9 and pin 12, we need to measure a resistance of app. 24,3 MOhm.
NOTE: this method will not guarantee the correct function of the speed sensor.
Oil Pressure Sensor

Between pin 7 and pin 10, we need to measure a resistance of app. 44,3 KOhm.
Clutch Pressure Regulator

Between pin 1 and 4, we need to measure a resistance of app. 5,2 Ohm.
Primary Pressure Regulator

Secondary Pressure Regulator

TCU
No checking possible.
Remark: Ranges of resistor values can differ in function of the accuracy of
the measuring equipment.

4. Trouble shooting guide
4.1. Leaks
Fault Action
Leak from gearbox fluid pan gasket Ensure fluid pan bolts are correctly tightened
Replace fluid pan gasket
Replace drain plug
Replace oil pan cpl
Leak from gearbox drain plug Ensure plug is correctly tightened
Replace drain plug
Replace oil pan cpl
Leak from primary cover Ensure that cover is correctly tightened
Replace O ring
Replace primary cover
Leak from secondary cover Ensure that cover is correctly tightened
Replace cover O-rings
Replace secondary cover cpl
Leak from selector shaft lever Replace selector shaft lever seal
Leak from input shaft Replace input shaft seal
Leak from differential oil seal(s) Replace oil seals
Leak from fluid cooler pipe connections Ensure that pipes are correctly tightened
Replace pipe to fluid cooler connection sealing rings
Replace pipes

4.2. P-codes and actions
General remark:
Whenever there is an error (DTC) detected by the transmission electronics (TCU),
the warning lamp on the dashboard will be activated or flashing.
When reading out the DTCs with the tester tool and a P-code is found, first
check if this P-code is a sporadic fault, that did not occur in the last driving cycle
(Should be indicated with an „H“ from History). If so, just delete the FC and check if it
does not come back. If not a sporadic fault, but currently active (Should be indicated
with a „C“ from Currently), folow the action steps described below for each error code.
P0710 Oil temperature sensor fault

Reaction from TCU ：
，
Warning lamp Substitute transmission oil temperature
Man actions:
、
1 measure the oil temperature online with tester tool; if the signal value is
feasible, just clear the FC and check if it does not come back
、
2 check wiring (SG, SB, OC)
、
3 measure resistance between two pins on transmission connector (20deg =
980 to 1000 Ohm) to see if sensor is defective. If it's defective, skip next step
and directly replace cable harness
、
4 replace TCU by known good one
、
5 replace transmission
P2765 Primary pulley speed sensor fault
High side* off，Warning lamp
Man actions:
、
1 measure the primary speed sensor value online with tester tool; if the signal
value is feasible, just clear the FC and check if it does not come back
、
、
、
4 replace speed sensor
P0720 Secondary pulley speed sensor fault
Warning lamp, Substitute secundary pulley speed
Man actions:
、
1 measure the secundary speed sensor value online with tester tool; if the
signal value is feasible, just clear the FC and check if it does not come back
、
、
、
4 replace speed sensor
P0840 Secondary pressure sensor fault
High side* off， Warning lamp

Man actions:
、
1 measure the actual and target secondary pressure online with tester tool; if
the signal value is feasible, just clear the FC and check if it does not come
back 。
、
2 check wiring based on the values read out in step one (SG: 0 bar (actual
pressure), SB: 60 bar, OC: 60 bar)
、
3 replace TCU by known good one 。
、
4 replace hydraulic unit
P0641 Pressure sensor supply fault
Man actions:
、
1 measure the 5V supply voltage online with tester tool; if the signal value is
feasible, just clear the FC and check if it does not come back 。
、
2 measure voltage between pressure sensor supply and pressure sensor
ground, based on result you get in step 1
、
、
P0651 DMS and speed sensor supply fault
Man actions:
、
1 measure the 8.4V supply voltage online with tester tool; if the signal value is
feasible, just clear the FC and check if it does not come back 。
、
2 measure voltage between pressure sensor supply and pressure sensor
ground, based on result you get in step 1
、
、
P0659 High side* SCB
Man actions:
、，
1 measure the HS voltage the same voltage level as the battery should be
read out . If so, check wiring (check if shortcut between battery + and VHS,
transmission connector). This means fix the harness. If not (same as battery)
but higher than 3.4 V, then exchange the TCU.
P0658 High side* SCG or OC
Man actions:
、
1 measure the HS voltage: compare it to the battery voltage. If the battery
voltage is ok, and the high side voltage is smaller than 3.4 V, then there is a SG.
If the battery voltage is ok, and the high side voltage is higher than 3.4 V, then
it's an OC. In both cases, check the harness, dependant on the type of problem

(mention the pin nbs). If, after checking, the harness is ok, change the TCU. If
the battery voltage was not ok, then check the battery.
P0702 Watchdog test failed (during init)
Man actions:
replace TCU
P0962 EDS1* (primary pulley) SCG
Man actions:
、
1 measure resistance of EDS1 - should be 5.05 Ohm +- 6%.
、
2 check wiring (SG) 。
、
P0963 EDS1* (primary pulley) SCB
Man actions:
、
1 measure resistance of EDS1
、
2 check wiring (SB)
、
P0960 EDS1* (primary pulley) OC
Man actions:
、
、
2 check wiring (OC)
、
P0966 EDS2* (secondary pulley) SCG
Man actions:
、
、
2 check wiring (SG)
、
P0967 EDS2* (secondary pulley) SCB
Man actions:
、
、
2 check wiring (SB)
、
P0964 EDS2* (secondary pulley) OC


Man actions:
、
、
2 check wiring (OC)
、
P0902 EDS3* (clutch) SCG
Man actions:
、
、
2 check wiring (SG)
、
P0903 EDS3* (clutch) SCB
Man actions:
、
、
2 check wiring (SB)
、
P0900 EDS3* (clutch) OC
Man actions:
、
、
2 check wiring (OC)
、
P1763 Start lock SCG or OC
Man actions:
Check the wiring
P1764 Start lock SCB
Man actions:
Check the wiring
P0930 Shift lock SCG
Man actions:
check the wiring
P0931 Shift lock SCB or OC
Man actions:

check the wiring

P1768 Backlight SCG
Man actions:
check the wiring
P1769 Backlight SCB or OC
Man actions:
check the wiring
PXXXX Error lamp SCG
Man actions:
check the wiring
PXXXX Error lamp SCB or OC
Man actions:
check the wiring
P0868 Operation readiness time-out
Man actions:
、
1 check oil level and oil type
、
2 replace pump
、
、
P0811 Clutch (forward or reverse) slipping
Warning lamp，Clutch open
Man actions:
、
1 measure the clutch pressure and the difference speed online with tester tool;
if the signal value is feasible, just clear the FC and check if it does not come
back.
、
2 If it's not feasible (for example 10 bar clutch pressure and a high difference
speed), go to the next step.
、
、
、
P0730 Ratio control fault
Man actions:

、
1 check signal from speed sensors with the tester tool, as well as
target current and actual current for the primary pressure and target and actual
primary pressure itself;
、
2 depending on previous results, speedsensor problem or hydraulic pressure
problem
、
3 check oil type and oil level
、
4 replace speed sensors or hydraulic unit
、
5 replace pump
、
P1765 Secondary pulley pressure too low
Man actions:
、
1 measure the actual and the target pressure in dynamic driving situations like
tip ins, launch, ...
、
、
3 replace hydrailic unit
、
4 replace oil pump
、
P1766 Secondary pulley pressure too high
Warning lamp
Man actions:
、
1 measure the actual and the target pressure in dynamic driving situations like
tip ins, launch, ...
、
、
3 replace hydrailic unit
、
4 replace oil pump
、
P0701 Double fault requiring high side* open
Man actions:
check other FCs
P0218 High oil temperature
Warning lamp
Man actions:
、
1 Check oil cooler
、
2 Try to reproduce in normal driving condition - if not reproducable, ask
customer about driving conditions when the FC occurred.
、
3 while trying to reproduce it, you can check the transmission temperature
。
with the tester tool T_trans > 120 (longer than the filter time of 30 minutes!);
measures to avoid further temperature increase
P1767 Critical oil temperature


Man actions:
、
1 try to reproduce in normal driving condition - if not reproducable, ask
customer about driving conditions when the FC occurred (uphill driving or high
speed driving?).
、
2 check oil cooler
、
3 check the oil level
、
4 T_trans > 140; high side of pressure regulator currents opens -> open clutch
、
5 you have to find the cause of the problem, because high side opens when
this FC occurs again!
P0219 Powertrain speed out of range
Man actions:
、
1 should never occur in principle
、
2 check the fuel cut off of the engine (does it limit the engine speed to 6000
rpm?)
P2766 Primary pulley speed unplausible
Man actions:
、
1 check with the tester tool if other speed information (engine speed, output
speed, vehicle speed) is also missing; if so, fix that problem first and check if
this FC still occurs
、
2 check with the tester tool the n_s1 signal if the clutch is closed and
compare with engine speed (difference should be smaller than 200 rpm) - do
this for the whole range of engine speeds (up till 6000 rpm)
、
3 check wire harness
、
4 check sensor position, angle; same with trigger wheel; check if there's no
object in front of the sensor (piece of the belt, or…) - note: this is a mechanical
fault; electrical faults are triggered by other FCs
、
5 replace primary speed sensor
、
6 exhange the TCU to make sure
、
7 change the transmission
P0721 Secondary pulley speed unplausible
Warning lamp, Increased clamping level 0, substitute secundary
pulley speed
Man actions:
、
1 check with the tester tool if other speed information (engine speed, pulley 1
speed, vehicle speed) is also missing; if so, fix that problem first and check if
this FC still occurs
、
2 check with the tester tool the signal (vehicle speed based on n_ab) and
compare with vehicle speed (difference should be smaller than 5 kph) -

、
3 check wire harness
、
4 check sensor position, angle; same with trigger wheel; check if there's no
object in front of the sensor (piece of the belt, or…) - note: this is a mechanical
。
fault; electrical faults are triggered by other FCs
、
5 replace secondary speed sensor
、
6 exhange the TCU to make sure 。
、
7 change the transmission
P0944 Insufficient clamping force (VSM)
Warning lamp, Clutch open
Man actions:
if it has occurred often, it indicates there are often secondary pressure drops
(for longer than 6s!) -> check oil level first then replace transmission, because
there is no way to find the root cause for this problem (pump, hydraulic unit, …)
P0810 End of Line (EoL) clutch adaptation not finished
Warning lamp flashing
Man actions:
A new TCU has probably been installed or SW on the TCU has been updated.
Perform a clutch adaptation as described in 2.5. Clutch adaptation procedure. If
this is performed correctly, the warning lamp will go out and the error code will
disappear after 3 driving cycles (Key off/on).
P1762 Current stuck
Man actions:
、
1 check FC15 to FC23 + actions
、
2 replace TCU with a known good one
P0882 Battery or high side* voltage too low
Man actions:
、
1 check the freeze frame if it's a historical fault: it has information on battery
voltage when this FC occurred (so you can distinguish if the battery, or the
highside caused this FC); if not an historical fault, check it directly = next step
、
2 check with the tester tool the highside voltage and/or the battery voltage -
threshold depends on temperature: look up in software
、
3 now you have distinguished if it is the battery or the highside. If the battery
is the problem: check wiring (fuse, main relay) from battery to TCU
、
4 replace/check battery
、
5 if the highside is the problem: check the wiring from the gearbox to the TCU
、
6 replace TCU
P0883 Battery or high side* voltage too high

Man actions:
、
1 check the freeze frame if it's a historical fault: it has information on battery
voltage when this FC occurred (so you can distinguish if the battery, or the
highside caused this FC); if not an historical fault, check it directly = next step
、
2 check with the tester tool the highside voltage and/or the battery voltage -
threshold depends on temperature: look up in software
、
3 now you have distinguished if it is the battery of the highside if the battery
is the problem: ask customer if he did a jump start (= 24V) if the battery is the
problem: check wiring (fuse, main relay) from battery to TCU 。
、
4 if the batteryis the problem: replace/check battery
、
5 if the highside is the problem: check the wiring from the gearbox to the TCU
、
6 replace TCU, replace/check alternator
P2787 Clutch temperature too high
Warning lamp，Clutch open
Man actions:
、
1 Check how many times this FC has occurred. If only one (or a few times),
look into freeze frame and ask customer about special driving condition. You
can delete the FC.
、
2 Can only occur when throttle and brake are applied at the same time for a
certain period. Delete error code and see if it comes back.
、
3 replace TCU
、
4 can be sticking throttle valve, replace throttle valve
P0727 Hardwired engine speed unplausible
Warning lamp
Man actions:
、
1 check if the engine reports an error as well (with the tester tool); if so fix this
engine problem
、
2 check wiring input signal TCU - it is a frequency signal (900 rpm engine
speed should give a 30 Hz signal, 3000 rpm gives 100 Hz)
、
3 replace TCU by a known good one
P1761 EDS current fault
Man actions:
、
1 check sum of low side currents with high side current, and compare each
EDS actual current with its target
、
2 with the tester tool, check the actual currents of the EDSs with the target
currents; if you find one of these being different, check the wiring of this EDS
(also inside the gearbox)
、
、
U0301 Vehicle configuration mismatch

Man actions:
、
1 Check if the combination of TCU HW and TCU SW is valid
、
2 If there is new SW flashed in ECU or TCU: the SW on the newly flashed
controller must be wrong (incompatibity between engine and transmission
controller)
P0706 Drive mode sensor single line error
Warning lamp, Substitute lever position
Man actions:
、
1 check with the tester tool which line is affected and what the problem is; for
example line B short cut battery (this FC indicates one of the 4 lines is faulty)
、
2 check wiring of the affected line between transmission and TCU
、
、
4 replace drive mode sensor
P0705 Drive mode sensor multiple lines error
Man actions:
、
1 check with the tester tool which lines are affected and what the problem is;
for example line B short cut battery and … (this FC indicates that there is more
。
than one line faulty) check wiring of the affected lines between transmission
and TCU
、
、
3 replace drive mode sensor
P0571 Brake signal error
Warning lamp, Brake signal on
Man actions:
、
1 check with the tester tool the status of the brake signal
、
2 check wiring of brake signal
、
3 replace TCU
P0955 Tip mode signals error
Warning lamp, No manual mode
Man actions:
、
1 check wiring from shifter to TCU
、
、
3 replace shifter
U0415 ABS function error
，
Increased clamping level 0* Substitute detection function of blocked
and spinning wheels
Man actions:
check ABS system

U0001 CAN bus off

，
High side* off Warning lamp
Man actions:
、
1 if this problem is present in all other controllers, there is a wiring problem
(shortcut between CAN high and CAN low): check vehicle harness
、
2 if the fault is only stored in the TCU: replace TCU by a known good one
U0121 CAN ABS communication failed
，
Increased clamping level 0* Substitute detection function of blocked and
，，
spinning wheels Substitute front left wheel speed Substitute front right
，，
wheel speed Substitute rear left wheel speed Substitute rear right wheel
speed
Man actions:
check the ABS controller and the CAN connection from the ABS
controller (probably this fault is reported in other controllers as well)
U0100 CAN ECU communication failed
Warning lamp，Emergency mode* active
，
Increased clamping level 0* No manual mode, Activate internal driving
，，
strategy Substitute engine torque Substitute engine cooling water
，，
temperature Accelerator pedal value fixed Stop transmitting on CAN
Man actions:
check the engine controller and the CAN connection from the
enginecontroller (probably this fault is reported in other
controllers as well)
U1012 CAN engine speed signal error
，
High side* off Warning lamp
Man actions:
check the MCU controller (motor speed sensor and sensor wiring)
U1013 CAN accelerator pedal signal error
Warning lamp ， Accelerator pedal value fixed
Man actions:
check the EMS controller (accelerator pedal sensor and sensor
wiring)
U1014 CAN engine torque signals error
Warning lamp，Emergency mode* active, No manual mode
，
Activate internal driving strategy Substitute engine torque
Man actions:
check the EMS controller
U1016 CAN wheel speed error - front left


，
，
and spinning wheels Substitute front left wheel speed
Man actions:
check the ABS controller (wheel speed sensor and sensor
wiring)
U1017 CAN wheel speed error - front right
，
，
and spinning wheels Substitute front right wheel speed
Man actions:
check the ABS controller (wheel speed sensor and sensor wiring)
U1018 CAN wheel speed error - rear left
，
，
and spinning wheels Substitute rear left wheel speed
Man actions:
U1019 CAN wheel speed error - rear right
，
，
and spinning wheels Substitute rear right wheel speed
Man actions:
Note:
-High side*: is the supply voltage for the 3 pressure regulators. When error
code occurs and High side is switched off, then the clutch goes open and the
vehicle can not move anymore until you do a KEY ON/OFF.
-Increased clamping level 0*: secondary pressure is at a fixed level, but a
higher level than normal operating conditions, lower than max.
-Increased clamping level 1*: secondary pressure is at a fixed level, maximum
pressure.
-EDS1*: primary pulley pressure regulator
-EDS2*: secondary pressure regulator
-EDS3*: clutch pressure regulator
-Emergency mode*: Also called “Limp Home Mode”. Is activated when
-CAN bus is off
-CAN ECU communication failed
-CAN engine torque signals have an error
All engine and ABS related messages will be substituted immediately (safety reactions):
-Throttle pedal = fixed
-Engine torque map instead of the engine torque
-Engine cooling temperature = fixed
-Wheel speeds = substituted by the output shaft speed of the gearbox

-Engine speed = substituted by the hard wired engine speed if available

-The clutch will open and close much more brutal, as if there is no calibration on it
-The maximum engine speed will be limited to 3200 rpm, even if the throttle pedal is
fully pressed
-The maximum vehicle speed will be about 90 kph
-The gearbox will shift but within 1 basic driving strategy
The overall CVT working principle will become BASIC and this is proven
to be suitable enough to get to the nearest workshop only
-After 2sec, Tip mode (+/- or Sport) will not be possible anymore and warning
lamp will be on.

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文 件 编号 Number D-ASS-205-00

更改记录 MODIFICATION REPORT

00 Initial release S. Moerman 2009-06-05

Continuously Variable Transmission

PUNCH Powertrain Service manual VT2 Page 3 of 95

1. General introduction ............................................................................................ 6

PUNCH Powertrain Service manual VT2 Page 4 of 95

2.3. Oil specification ...........................................................................................27

PUNCH Powertrain Service manual VT2 Page 5 of 95

- Low engine revolutions at constant speeds.

PUNCH Powertrain Service manual VT2 Page 6 of 95

1.1. Conventional automatic transmission vs. continiously

PUNCH Powertrain Service manual VT2 Page 7 of 95

1.2. Transmission cross section

1. Torsional damper / Flywheel 6. Steel belt

PUNCH Powertrain Service manual VT2 Page 8 of 95

1.3. Basic Principles of Continuously Variable Transmission

1.3.1. Group One – Mechanical Torque Flow

1.3.1.1. Planetary gear set

Fig. 4: Planet gears

PUNCH Powertrain Service manual VT2 Page 9 of 95

1.3.1.2. Multiplate clutches

1. Forward clutch pack

Fig. 5: Planetary gear set showing clutch plates

1.3.1.3. Pulleys and steel belt

PUNCH Powertrain Service manual VT2 Page 10 of 95

Fig. 6: Drive belt

1.3.1.4. Intermediate shaft

1. Primary shaft drive gear

Fig. 7: Crown wheel & pinion

PUNCH Powertrain Service manual VT2 Page 11 of 95

Fig. 8: Differential assembly

PUNCH Powertrain Service manual VT2 Page 12 of 95

1.3.1.6. Mechanical operation

1.3.1.6.1. Ratio changes

1 Input from the engine

Fig. 9: Pulleys in low position

PUNCH Powertrain Service manual VT2 Page 13 of 95

1 Input from the engine

Fig. 10: Pulley positions in high ratio (overdrive)

PUNCH Powertrain Service manual VT2 Page 14 of 95

1.3.1.6.2. Selector lever in the Neutral or Park position

Fig. 11: Pulleys & gear train

PUNCH Powertrain Service manual VT2 Page 15 of 95

1.3.1.6.3. Selector lever in drive position

Fig. 12: Pulleys & gear train

PUNCH Powertrain Service manual VT2 Page 16 of 95

1.3.1.6.4. Selector lever in the Reverse position

Fig. 13: Pulleys & gear train

PUNCH Powertrain Service manual VT2 Page 17 of 95

1.3.2. Group Two – Control System

1.3.2.1. Oil pump

1. Oil pump drive shaft

Fig. 14: Oil pump complete

1. Oil pump inlet

Fig. 15: Oil pump inlet

PUNCH Powertrain Service manual VT2 Page 18 of 95

1.3.2.2. Variator control

1.3.2.3. Clamping force control

The software also compares the transmissions dynamic torque transmitting

1.3.2.4. Ratio control

PUNCH Powertrain Service manual VT2 Page 19 of 95

1.3.2.5. Transmission control unit

文件编号 Number D-ASS-205-00