Manual ZF 6WG - 211

Terberg Benschop B.V.
Oranje Nassaustraat 10
P.O. Box 2 > 3405 ZG Benschop
The Netherlands
T > +31 (0) 348 45 92 11
F > +31 (0) 348 45 19 34
I > www.terbergbenschop.nl
E > info@terbergbenschop.nl
SERVICE MANUAL
ZF
WG211
DOCUMENT > TD1416-01 E

EDITION > 05-2005
Order-No.: 5872 365 002
ZF – ERGOPOWER TRANSMISSION
6 WG-211
TECHNICAL DATA
DESCRIPTION
OPERATION
MAINTENANCE
DIAGNOSTIC SYSTEMS
ZF Passau GmbH
Donaustr. 25 - 71
D - 94034 Passau
Subject to changes w/o notice
Off-Road Transmissions
ERGOPOWER and Axle Systems
Division
Edition: 04/2005
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Preface
The present Documentation has been developped for skilled personnel which has been trained
by the ZF for the Maintenance and Repair operations on ZF-units.
However, because of technical development of the product, the Maintenance and Repair of
the unit in your hands may require differing steps as well as also different setting and test
data.
This Manual is based on the technical state at the printing.

At the preparation, every possible care has been taken to avoid errors.
However, we are not liable for possible mistakes concerning the representation and the des-
cription.
We are reserving ourselves the right of modifications without previous information.
The responsibility lies with the owner and the user, to pay attention to the safety indications,
and to carry out the Maintenance operations according to the prescribed Specifications.
The ZF is not liable for faulty installation, incorrect treatment, insufficient Maintenance, im-
pro-perly and unskilled performed works, and for the subsequential damages resulting from it.
It is imperative to pay attention to the corresponding Specifications and Manuals of the Vehi-
cle Manufacturer.
Important Informations concerning the technical reliability and reliability in service are ac-
cen-tuated by the following Symbols:
) Valid for Instructions which must be observed at the Maintenance, the Perfor-
mance or the Operation of the vehicle !
Is inserted at working and operating procedures which have to be exactly res-

pected to avoid a damage or destruction of the unit or to exclude a danger to
persons !
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TABLE OF CONTENTS
Page:
Summary of the TECHNICAL DATA 6-7
Indentification Plate 8
IMPORTANT INSTRUCTIONS 9 - 10
I. DESCRIPTION 11
1.1 Function of the Converter
1.2 WK
1.3 Powershift transmission
1.4 Transmission control
1.5 Controllers
1.5.1 General
1.5.2 Controller VTS-3
1.5.3 Controller DW-3
1.6 Display
1.6.1 General
1.6.2 Possible Indications on the Display
1.6.3 Error code definition
1.7 Electronic control unit TCU
1.8 Electronic control for the ZF-Powershift transmission
1.8.1 General
1.8.2 Description of the Basic functions
1.8.3 AEB (Automatic determination of the filling parameters)
1.8.4 Kickdown function
1.8.5 Special function
II. INSTALLATION SPECIFICATION 27
III. OPERATION 29
3.1 Driving preparation and Maintenance
3.2 Driving and Shifting
3.3 Cold start
3.4 Transmission control in the Driving range Automatic
3.5 Stopping and Parking
3.6 Towing
3.7 Oil temperature
IV. MAINTENANCE 33
4.1 Oil grade
4.2 Oil level check
4.3 Oil change and Filter replacement intervals
4.3.1 Oil change and Oil filling capacity
4.3.2 Filter replacement
V. DIAGNOSTIC SYSTEMS 37
5.1 General
5.2 MOBIDIG 2001
5.3 Laptop Version
5.4 Multi-System 5000
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ANNEX, comprising:
Tables 6 WG-211:
1 Layout
2 Installation view - Front view
3 Installation view - Rear view
4 Schedule of measuring points and connections
5 Oil circuit diagram - (Forward 1st speed)
6 Gearbox diagram
7 Power flow - Forward speed
8 Power flow - Reverse speed
9 Electro- hydraulic control with proportional valves
10 WK-Valve with electrohydraulic shift control
11 Fully automatic control EST-37-A

Circuit diagram Standard - 6029 701 756 (SAMPLE)
12 Controller DW-3
13 Controller VST-3
Abbreviations in the Text:
Code Description
WK Converter lock-up clutch
EST-37-A Ergocontrol
AEB Automatic determination of the filling parameters
TCU Electronic control unit
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TECHNICAL DATA
Engine power: max. KW* ---------------------------- 230
Turbine torque: max. Nm* ---------------------------- 1 700
Engine speed: max. min-1* ---------------------------- 2 600
Starting torque multiplication: ---------------------------- 1,5 to 2,5
Engine-dependent Power take-

offs: Nm ---------------------------- 800
Torque: n ---------------------------- 1 x nEngine
Speed:
max. t* ---------------------------- 98
Gross vehicle weigth:
max. t* ---------------------------- 36
Lifting capacity:
kg about ---------------------------- 500**
Mass (without oil):
* = dependent on Vehicle type and application

** = dependent on the Transmission version
Description:
The ZF-Transmissions 6 WG-211 are composed of a hydrodynamic torque converter and a
rear-mounted multi-speed powershift transmission with integrated transfer case (see Table
1).
The torque converter is a wear-free starting device which is infinitely variable adapting itself
to the required situations (necessary input torque).
Input by direct mounting via diaphragm on the engine, or separate installation (input via uni-
versal shaft) with DIN-, Mechanic- or Spicer-input flange.
The transmission can be shifted manually or fully-automatically by means of the Electronic
unit EST-37-A.
Torque converter:
Unit size W 300 and 340 with torque multiplication according to the version and a WK.
Powershift transmission:
6 Forward speeds and 3 Reverse speeds.
Output:
The powershift transmission has between input and output shaft a center distance of 190 mm,
and can be equipped with the following components:
- with output flanges (rear-side) for different universal shafts
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Power take-off:
For the drive of an external hydraulic pressure pump,an engine-dependent, coaxial power
take-off is existing, upon request also disconnectable.
It allows the mounting of pumps with SAE-C connection.
Transmission accessories:
Upon request, the transmissions can be additionally equipped with the following components:
- Electronic speedometer signal for:
- Construction site vehicles here, the Electronic unit EST-37-A offers a speedometer signal.
- Road vehicles, the signal required for the speedometer interpretation will be picked-up on
the output side by a pulse generator (e.g. is needed for trip recorders).
For this, a frequency divider from the Customer side is necessary.
- Inching device
- Separate mounting of the ZF-Fine filter.
Transmission ratio (mechanical)*
SPEED DRIVING DIRECTION Ratio

1 Forward 5,683
2 Forward 3,702
3 Forward 2,304
4 Forward 1,501
5 Forward 0,963
6 Forward 0,627
1 Reverse 5,041
2 Reverse 2,044
3 Reverse 0,854
* = According to the Transmission version, other ratios are also possible.
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INSCRIPTIONS ON A ZF-MODEL INDENTIFICATION

PLATE FOR ZF-HYDROMEDIA-REVERSING -TRANSMISSION
1 = Gearbox type
2 = Gearbox Serial-No.
3 = ZF-Parts List-No.
4 = Total ratio of the Gearbox
5 = Oil (Oil specification)
6 = List of lubricants
7 = Oil capacity
8 = Customer no.
1 2
3 4
5 6
7
8
NOTES REGARDING THE SPARE PARTS ORDERS:
When ordering genuine ZF-Spare Parts, please indicate:
1. = Gearbox type
2. = Serial-No. See Model identification Plate!
3. = ZF-Parts List-No.
4. = Mark and type of vehicle
5. = Denomination of the spare part
6. = Spare parts-No.
7. = Way of transport
When all of the above required indications are considered, errors in the delivery of
spare parts Orders can be avoided!
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IMPORTANT INSTRUCTIONS
Oil level check (see 4.2):
In the cold start phase, the engine must be running about 2 – 3 minutes at idling
speed and the marking on the oil dipstick must then be lying above the cold start
mark.
The oil level check in the transmission must be carried out at engine idling speed
and operating temperature of the transmission (80° to 90° C).
At stationary engine, the oil level in the transmission is rising essentially, accord-
ing to the installation conditions !
At every oil change, the ZF-Fine filter must be exchanged. In addition, ZF rec-
ommends to start the autonomous calibration of the shifting elements (AEB).
The autonomous calibration of the shifting elements (AEB) must be started after
the initial installation of the transmission and the Electronics in the vehicle at the
Vehicle Manufacturer and after every replacement of the transmission, the elec-
trohydraulic control or the TCU in case of a failure.
Put the Controller at the starting of the engine always to the Neutral position.
At running engine and transmission in Neutral, the parking brake must be en-
gaged or the service brake be actuated, to prevent the vehicle from rolling.
Prior to every start off, loosen the parking brake.
The engagement of the speed out of Neutral is only possible under the pro-
grammed transmission input speed (turbine speed).
Neutral position of the selector switch at higher vehicle speeds (above stepping
speed) is not admissible.
Either a suitable gear is to be shifted immediately, or the vehicle must be
stopped at once.
At stopped engine, there is on the Controller, despite a preselected gear, no po-

wer flow between transmission and engine, i.e. the transmission is in the idling
position.
The parking brake must therefore be completely actuated!
When leaving the vehicle, secure it additionally by brake blocks!
The towing speed must in no case be higher than 10 km/h, the towing distance
not longer than 10 km.
It is imperative to observe this Specification because otherwise the transmission
will be damages due to insufficient oil supply!
At a longer distance, the best solution would be to transport the vehicle with a
Low loader.
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Operating temperature after the converter is at least 65° and 100° in continuous
operation, a short-term increase to max. 120° is permitted.
Sump temperature is 60°-90°C.
If exceeded, "WS" is displayed at 105°C.
In case of irregularities on the transmission, put the vehicle out of service and
ask for Specialists.
Protective measures for the ZF-Electronics at electrical operations on the

vehicle:
At the following operations, the ignition must be switched off and the control
unit plug must be pulled off from the ZF-Electronics:
∗ At any kind of electrical operations on the vehicle.

∗ At welding operations on the vehicle.
∗ At insulation tests on the electric system.
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I. DESCRIPTION
1.1 Function of the Converter:
Function of a hydrodynamic Torque converter

(Schematic view)
TP = Torque of the
Impeller Turbine wheel
Impeller
TT = Torque of the
Turbine wheel
TR= Torque of the
TT Reaction member
(Stator)
from the
Engine
TP
to the
Transmission
NT = 0
Condition in the 1,5
Vehicle is stationary
1 2,5
mo-ment of the start TR
off Reaction member
(Stator)
Intermediate condi- nT = <n Engine
1 <1,5 <2,5
tion
nT = ≈ 0,8 n Engine
Condition in the
lock-up point 1 0 1
Figure-No.: 1.1
The converter is working according to the Trilok-System, i.e. it assumes at high turbine speed
the characteristics, and with it the favourable efficiency of a fluid clutch.
The converter is designed according to the engine power so that the most favourable operat-
ing conditions are obtained for each installation case.
The Torque converter is composed of 3 main components:
Impeller – Turbine wheel – Stator (Reaction member)
These 3 impellers are arranged in such a ring-shaped system that the fluid is streaming
through the circuit components in the indicated order.
Pressure oil from the transmission pump is constantly streaming through the converter. In this
way, the converter can fulfill its task to multiply the torque of the engine and at the same
time, the heat created in the converter is dissipated via the escaping oil.
The oil which is streaming out of the impeller, enters the turbine wheel and is there reversed
in the direction of flow.
According to the rate of reversion, the turbine wheel and with it also the output shaft is re-
ceiv-ing a more or less high reaction torque.
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The stator (reaction member) following the turbine, has the task to reverse the oil, which is
streaming out of the turbine once more and to deliver it under the suitable discharge direction
to the impeller.
Due to the reversion, the stator is receiving a reaction torque.
The relation turbine torque/pump torque is called torque multiplication. This is the higher, the
greater the speed difference of impeller and turbine wheel will be.
Therefore, the maximum torque multiplication is created at stationary turbine wheel.

With increasing output speed, the torque multiplication is decreasing. The adaption of the
output speed to a certain required output torque will be infinitely variable and automatically
achieved by the torque converter.
When the turbine speed is reaching about 80% of the pump speed, the torque multiplication
becomes 1,0 i.e. the turbine torque becomes equal to that of the pump torque.
From this point on, the converter is working similar to a fluid clutch.
A stator freewheel serves to improve the efficiency in the upper driving range, in the torque
multiplication range it is backing-up the torque upon the housing, and is released in the clutch
range.
In this way, the stator can rotate freely.
1.2 WK
WK - open WK – closed
1 2 1 2
6 6
Pressure oil
from the
WK-Valve
5 5
4 3 4 3
Figure-No. 1.2 B1:
Legend ref. Figure-No. 1.2 B1:

1 = Cup spring 4 = Circuit cover/Impeller
2 = Plate pack 5 = Turbine wheel
3 = Stator 6 = Piston
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At closed WK, the slip between impeller and turbine wheel, and with it the hydraulic loss in
the converter is equal to „Zero“ (see Figure-No. 1.2 B1).
The WK will be automatically shifted dependent on the turbine speed.

The pressure oil (15 + 1 bar) for the closing of the WK, is directed via a solenoid shift valve
(see Figure-No. 1.1 B2) to the piston (6), which is compressing the plate pack.
WK Solenoid shift valve
Syst. pressure from Contr. unit

Meas. point WK
WK Solenoid valve
Connection housing
Connection to WK
Figure-No.: 1.2 B2
1.3 Powershift transmission
The multi-speed reversing transmission in countershaft design is power shiftable by hydrauli-

cally actuated multi-disk clutches.
All gears are constantly meshing and carried on antifriction bearings.
The gear wheels, bearings and clutches are cooled and lubricated with oil.
The 6-speed reversing transmission is equipped with 6 multi-disk clutches.
At the shifting, the actual plate pack is compressed by a piston, movable in axial direction,
which is pressurized by pressure oil.
A compression spring takes over the pushing back of the piston, thus the release of the plate
pack. As to the layout of the transmission as well as the specifications of the closed clutches
in the single speeds, see Table 1, 4 and 5.
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1.4 Transmission control:
Transmission control, see Schedule of measuring points, Oil circuit diagram and Electro-
hydraulic control unit Table-4, 5 and 9.
The transmission pump, necessary for the oil supply of the converter, and for the transmission
control, is located in the transmission on the engine-dependent input shaft.
The feed rate of the pump is Q = 105 l /min, at nEngine = 2000 min -1.
This pump is sucking the oil via the coarse filter out of the oil sump and delivers it via the ZF-
Fine filter – the filter can be fitted also externally from the transmission – to the main pressure
valve.
If because of contamination, resp. damage, the through-flow through the ZF-Fine filter is not
ensured, the oil will be directly conducted via a filter differential pressure valve (bypass valve
∆p=5,5+3 bar) to the lubrication.
In this case, an error indication is shown on the ZF-Display.
ZF-Fine filter:
Filtration ratio according to ISO 4572: ß30 > 75 ß15 = 25 ß10 = 5.0
Filter surface at least: 6700 cm2
Dust capacity according to ISO 4572 at least: 17 g
The six clutches of the transmission are selected via the 6 proportional valves P1 to P6.
The proportional valve (pressure regulator unit) is composed of pressure regulator (e.g. Y6),
follow-on slide and vibration damper.
The control pressure of 9 bar for the actuation of the follow-on slides is created by the pres-
sure reducing valve. The hydraulic oil (16+2 bar) is directed via the follow-on slide to the
respective clutch.
Due to the direct proportional selection with separate pressure modulation for each clutch, the
pressures to the clutches, which are engaged in the gear change, will be controlled. In this
way, a hydraulic intersection of the clutches to be engaged and disengaged becomes possible.
This is creating spontaneous shiftings without traction force interruption.
At the gear change, the following criteria will be considered:

- Speed of engine, turbine, central gear train and output.
- Transmission temperature.
- Shifting mode (up-, down-, reverse shifting and speed engagement out of Neutral).
- Load condition (full and part load, traction, overrun inclusive consideration of load cycles
during the gear change).
The main pressure valve is limiting the max. control pressure to 16+2,5 bar and releases the
main flow to the converter and lubricating circuit.
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In the inlet to the converter, a converter safety valve is installed which protects the converter
from high internal pressures (opening pressure 11+2 bar).
Within the converter, the oil serves to transmit the power according to the well-known hydro-
dynamic principle (see Chapter Torque converter 1.1).
To avoid cavitation, the converter must be always completely filled with oil.
This is achieved by a converter pressure back-up valve, rear-mounted to the converter, with
an opening pressure of about 4,3+3 bar.
The oil, escaping out of the converter, is directed to a heat exchanger.
The selection and definition of the heat exchanger must be carried out according to our Instal-
lation Specification for hydrodynamic powershift transmissions by the Customer on his own
responsibility.
The heat exchanger is not within the scope of supply of the ZF Passau GmbH.
From the heat exchanger, the oil is directed to the transmission and there to the lubricating oil
circuit so that all lubricating points are supplied with cooled oil.
In the Electrohydraulic control unit, are 6 pressure regulators installed – see Table-9.
The allocation of the pressure regulators to the single gears can be seen on the Tables 4 and 5.
1.5 Controllers
1.5.1 General:
) Due to the great number of the available Controllers, the precise Technical Data
must be taken from the respective installation drawing.
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1.5.3 Controller DW-3

- see Table-12
The Controller is designed for the mounting on the steering column left side. By a rotative
motion, the positions (speeds) 1 to 4 are selected by tilting the lever, the driving direction
(Forward (F) – Neutral (N ) – Reverse (R).
The DW-3 Controller is also available with integrated Kickdown pushbutton.
For the protection from unintended start off, a Neutral interlock is installed:
Position „N“ – Controller lever blocked in this position
Position „D“ – Driving
Controller DW-3
Gear positions Type plate

F
N N N D
R
Figure-No.: 1.5.3
1.6 Display
1.6.1 General:
Because the Display can be used with all Controller types, as e.g. with the DW-3 or ERGO II
for Wheel loaders Lift trucks, RoRo trucks as well as with the VTS-3 or D7 for Cranes, Dum-
pers, Graders and Rail vehicles.
1.6.2 Possible Indications on the Display
DISPLAY
left central right

h f ed Side Side Side
a bc g
Figure-No.: 1.6.2
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Spec. charact. Display (see Figure-No.: 1.6.2)

a, f Automatic range (up- and downshifting)
b, c, d, e Preselected gear
g EST-37-A has recognized an error, is flashing
h This special character is not used for the moment at the EST-37-A
Left Side For the moment without function
Central and On the two alphanumeric 16-segment displays, the EST-37-A issues the
right Side actual state of gear and driving direction. Besides, a two-digit error code
will be indicated for these two segments.
Display of the Driving direction: V or F: Vorwärts / Forward

(right Side N: Neutral
R: Reverse
Display of the engaged gear: Display 1, 2, ... 6

(central Side)
Waiting for Controller-Neutral: Indication on the Display: NN (central and right Side).
In this condition, Neutral is pending on transmission.
To engage a gear, at first Neutral must be shifted on
the Controller before the electronics allows to engage
a gear again.
Preselected Driving range: The number of the lines indicates the driving range,
(Special characters b, c, d, e) resp. the gear preselected:
1 Bar: Driving range 1
2 Bars: Driving range 2
3 Bars: Driving range 3
4 Bars: Driving range 4, 5 or 6
Display Manual/ Automatic: If the two Symbols a , f (Arrows) and the bars b, c, d, e
(Special characters a, f) are indicated, the system is in the Automatic mode
(automatic up- and downshiftings).
) Flashing of the Arrows (a, f), the KD (Kick-

Down) – Mode is activated.
Display of the Cold-start phase: Transmission stays in Neutral
Bars are flashing: WK open
Error display: If the system is recognizing an error, the spanner (Spe-

cial symbol „g“) is flashing.
If Neutral is preselected on the Controller, a two-digit
error number appears on the two alphanumeric display
positions (central and right Side).
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If more than one error is pending, the different error

numbers will be indicated one after the other on the
Display in cycles (about 1 second).
) The error code will be only then indicated if

the Controller is in Neutral !
Warning display: At exceeding the warning threshold Temperature –

Sump / Retarder / behind the Converter and the warn-
ing threshold Speed – Engine, changes the indication
on the Display to the actual gear and the corresponding
warning indicator.
) If several warnings are simultaneously active,

only the warning with the highest priority will
be indicated.
Warning in- Warning Priority

dicator
WR Temp. behind Retarder 1
WT Temp. behind Converter 1
WS Temperature in Sump 2
WE Engine speed 3
Display EE Indication on the Display: EE (central and right Side).

In this state, the Display has a timeout, i. e. it receives
no Data from the EST-37-A.
Main reasons:
- EST-37-A is in TOTAL RESETTING MODE

(e.g. because of output train disconnection or exter
nal power supply at the lines to the gear-solenoid
valves).
- EST-37-A without supply
- Data line not correctly connected, etc.
1.6.3 Error code definition:
The error codes are composed of two hexadecimal numbers.

The first number indicates the kind of signal, the second number the signal and the kind of
error.
) Since there are different Software versions for the Customers, the listing of the error
codes must be taken from the Documentation of the Vehicle Manufacturer.
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First Number Meaning of the Number

1 hex Digital input signal
2 hex Analog input signal
3 hex Speed signal
4 hex CAN signal error
7 hex Analog current output signal
8 hex Analog current output signal
9 hex Digital output signal
A hex Digital output signal
B hex Transmission error, Clutch error
C hex Logical error
D hex Power supply
E hex Highspeed signal
F hex General error
) For the EST-37-A, a general Diagnostic and Trouble shooting Specification is avail-
able, for which the following Order-No. has been defined:
5872 993 025 GERMAN

5872 993 026 ENGLISH
This Diagnostic and Trouble shooting Specification can be requested under the follow-
ing address:
ZF Passau GmbH
Abt. ACET5
Donaustr. 25 – 71
94034 Passau
1.7 Elektronic Control unit TCU
The electrohydraulic transmission control can be automated by connection on the electronic

TCU.
The basic functions of the automatic system are the automatic shifting of speeds, adaption of
the optimum shifting points, the comfortable kickdown function as well as comprehensive
safety functions in relation to operating errors and overloading of the power-transmitting
components with a comprehensive fault storage.
The control units can be programmed – customer- and vehicle-specific – in a wide spectrum,
control parameters can be logically linked, and also special functions such as gear limitation,
converter or retarder functions can be integrated.
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) Due to the great number of the available TCU, the exact Technical Data must be
taken from the respective installation drawing.
Installation position of the TCU
90° 90° 90° 90°
Figure-No.: 1.7 B1
Installation dimensions of the TCU
100
ZF-Typ plate
50
209
100
Minimum Distance to disengage the plug
Figure-No.: 1.7 B2
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) The installation position of the TCU can be at random. As an advantage, the ZF rec-
ommends the Version illustrated in the Figure-No. 1.7 B1.
The installation of the TCU must be realized on a protected point in the cabin.
An overfloating with water must be excluded. Besides, the penetration of water via
the plug connection must be prevented by corresponding measures on the cable har-
ness.
1.8 Elektronic Control for ZF-Powershift transmissions:
1.8.1 General:
) Because of the different configurations of the electronic transmission controls at the

various vehicles, the corresponding documentation must be taken from the operating
Instructions of the Vehicle Manufacturer
According to the type of vehicle, the wiring will be performed according to the wir-
ing diagrams.
1.8.2 Description of the Basic functions:
The Powershift transmission of the Ergopower-Series 6 WG-211 is equipped with the Elec-
tronic control EST-37_A, developped for it.
For Dumpers, Graders, Crane vehicles and specials vehicles , the ZF has developped with the
Controllers VST-3, and DW-3 a special Controller configuration.
The system is processing the desire of the driver according to the following criteria:
• Gear determination dependent on controller position driving speed and load condition.
• Protection from operating error as far as necessary, is possible via electronic protection
(programming).
• Protection from over-speeds (on the base of engine and turbine speed).
• Automatic reversing (driving speed-dependent, depending on vehicle type).
• Pressure cut-off possible (vehicle-specific, only after contact with ZF).
• Change-over possibility for Auto- / Manual mode.
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Legend ref. Figure-No. 1.8.2
1 = Cabel from angle sensor/inch-sensor (Option)

2 = Wiring
3 = Cable to temperature measuring point behind the converter „No. 63“
4 = Warning lamp
5 = Controller DW-3 (optional also possible with the Controllers VSF-3).
6 = Cable to plug connection on the electrohydraulic control unit
7 = Cable to filter contamination switch
8 = Supply system connection
9 = Display
10 = Cable to inductive transmitter - speed engine
11 = Switch select auto/manual mode
12 = Switch request engine brake (Option)
13 = Switch frontaxle connection
14 = Switch for enable inchen (Option)
15 = Switch gear limitation
16 = Swwwitsch feetbeack parking brake
17 = Diagnosis Laptop with ZF-Diagnostic system Testmann
18 = Diagnosis Mobidig 2001 is only for ZF-Service stations
19 = CAN-Connection
20 = TCU
21 = Cable to speed sensor output and speedometer
22 = Cable to inductive transmitter - speed central gear train
23 = Cable to inductive transmitter – speed turbine
24 = Cable to WK-Valve
25 = Ergopower transmission 6 WG-211
23
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Family package of the EST-37
18
20 19 17
21
14
13
16
15
22
23 12
24
11
10
7
8
4
5
3
25
Figure-No. 1.8.2
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1.8.3 Automatic calibration of the Shifting elements (AEB)
The AEB serves to compensate tolerances (plate clearance and pressure level), which are in
fluencing the filling procedure of the clutches. For each clutch, the correct filling parameters
for
* Period of the rapid-filling time
* Level of the filling equalizing pressure
are defined in a test cycle.
The filling parameters are stored, together with the ABE-Program and the driving program in
the transmission electronics. Because the Electronics will be separately supplied, the AEB-
Cycle must be started only after the installation of both components in the vehicle, thus ensur-
ing the correct mating (Transmission and Electronics).
) At any rate, the AEB-Cycle must be carried out at the Vehicle Manufacturer prior to
the commissioning of the vehicles.
It is imperative, to respect the following Test conditions:
- Shifting position Neutral
- Engine in idling speed
- Parking brake applied
- Transmission in operating temperature
) Afer a replacement of the transmission, the electrohydraulic control or the TCU in the
vehicle, the Aeb-Cycle must be as well carried out again.
The AEB-Cycle continues for about 3 to 4 minutes. The determined filling parameters are
stored in the EEProm of the Electronics. In this way, the error message F6 shown on the Dis-
play will be cancelled also at non-performed AEB.
) For the start of the AEB-Cycle, there are principally two possibilities:
1. Start of the AEB by separate Tools which are connected on the diagnostic port
of the wiring.
Following Tools for the AEB start will be offered by the ZF Service.:
- Mobidig 2001 (see Point 5.2 – Diagnostic systems)
- Testmann (see Point 5.3 – Diagnostic systems)
- AEB Starter
Order-No.: 0501 211 778
The Special Tool, developped by the ZF can be used

only for the starting of the AEB !
(see Figure-No.. 1.8.3 B1)
Figure-No.: 1.8.3 B1
2. Start AEB by operating elements on the vehicle.

For it, a CAN-Communication between transmission and vehicle electronics is
necessary.
25
Division
) Due to the operation of the transmission, the paper friction linings, installed in the Er-
gopower transmissions are settling, i.e. the plate clearance becomes greater.
Because these settling appearances can interfere the shifting quality, ZF recommends to
repeat the AEB-Cycle at the Maintenance intervals (see 4.3.1)
) The ZF recommends likewise at a reduced shifting quality as first measure to repeat the
AEB-Cycle.
26
Division
III. OPERATION
3.1 Driving preparation and Maintenance:
Prior to the commissioning of the transmission, take care that the prescribed oil grade will be
filled in with the correct quantity. At the initial filling of the transmission has to be considered
that the oil cooler, the pressure filter as well as the pipes must get filled with oil.
According to these cavities, the quantity of oil to be filled in, is greater than at the later oil fil-
lings in the course of the usual Maintenance service.
) Because the converter and also the oil cooler, installed in the vehicle, as well as the
pipes can empty at standstill into the transmission, the
Oil level check must be carried out at engine idling speed and operating
Temperature of the transmission (see Chapter Oil level check 4.2).
At the oil level check, the prescribed safety directions according to § 6 of the
regulations for the prevention of accidents for power plants in Germany, and in
all other countries, the respective national regulations have to be absolutely
observed.
For example, the vehicle has to be secured against rolling by blocks, articulated
vehicles additionally against unintended turning-in.
3.2 Driving and Shifting:
) Which control lamps in the INFOCENTER (dashboard) are illuminated for the
functional check, can be different from Vehicle Manufacturer to Vehicle Manufac-
turer.
Control elements and displays can be from the ZF, however can be also customizer-
specific products; the precise specifications must therefore be taken from the Oper-
ating Instructions of the respective Vehicle Manufacturer.
- Neutral position:
Neutral position will be selected via the Controller.
After the ignition is switched on, the electronics remains in the waiting state.
By the position.
NEUTRAL of the Controller, resp. by pressing the pushbutton NEUTRAL, the EST-37-A
becomes ready for operation.
Now, a gear can be engaged.
- Starting:
The starting of the engine has to be always carried out in the NEUTRAL POSITION of the
Controller.
For safety reasons, it is to recommend to brake the vehicle securely in position with the
parking brake prior to start the engine.
After the starting of the engine and the preselection of the driving direction and the gear,
the vehicle can be set in motion by acceleration.
29
Division
At the start off, the converter takes over the function of a master clutch.
On a level road it is possible to start off also in higher gears.
- Upshifting under load.
Upshifting under load will be then realized if the vehicle can continue to accelerate by it.
- Downshifting under load.
Downshifting under load will be then realized if more traction force is needed.
- Upshifting in coasting condition.
In the coasting mode, the upshifting will be suppressed by accelerator pedal idling position
, if the speed of the vehicle on a downgrade should not be further increased.
- Downshifting in coasting condition.
Downshifting in the coasting mode will be then carried out if the vehicle should be retar
ded.
- Reversing
See important Note-Page 9.
If the vehicle will be stopped and is standing with running engine and engaged transmission,
the engine cannot be stalled. On a level and horizontal roadway it is possible that the vehicle
begins to crawl, because the engine is creating at idling speed a slight drag torque via the con-
verter.
It is convenient to brake the vehicle at every stop securely in position with the parking brake.
At longer stops, the Controller has to be shifted to the NEUTRAL POSITION.
At the start off, the parking brake has to be released. We know from experience that at a con-
verter transmission it might not immediately be noted to have forgotten this quite normal op-
erating step because a converter, due to its high ratio, can easily overcome the braking torque
of the parking brake.
Temperature increases in the converter oil as well as overheated brakes will be the conse-
quences to be find out later.
Neutral position of the selector switch at higher vehicle speeds (above stepping speed) is not
admissible.
Either a suitable gear is to be shifted immediately, or the vehicle must be stopped at once.
3.3 Cold start:

At an oil temperature in the shifting circuit < -12° C, the transmission must be warmed-up for
some minutes.
This must be carried out in Neutral with an increased engine speed (about 1500 min-1).
Until this oil temperature is reached, the Electronics remains in Neutral, and the symbol of the
cold start phase will be indicated on the ZF-Display.
Indication on the Display :
After the indication on the ZF-Display is extinguished, the full driving programm can be util-
ized out of „NEUTRAL“.
30
Division
3.4 Transmission control in the Driving mode Automatic:
) Precise informations about the design of the Controllers as well as the speeds shifted
in the single driving ranges, must be taken from the Operating Instructions belong-
ing to the vehicle.
) A manual intervention into the automatic shifting sequence is only then practical if
the road condition or the form of the terrain is suitable.
3.5 Stopping and Parking:
Since due to the converter there is no rigid connection existing from the engine to the axle, it
is recommended to secure the vehicle on upgrades, resp. downgrades against unintended roll-
ing not only by applying the parking brake but additionally by a block on the wheel, if the
driver has the intention to leave the vehicle.
3.6 Towing:
See Important Instructions -Page 9.
3.7 Oil temperature:
The oil temperature in the transmission sump is monitored by a temperature sensor in the
electrohydraulic control unit.
The service temperature in the sump of 60° - 90° C must not be exceeded!
) By overstepping results by 105 ° C notice "WS" on the display in the cabine.
At a trouble-free unit and an adequate driving mode, a higher temperature will not occour.
The notice "WS" results at the display, the vehicle has to be stopped and controlled for exter-
nal oil loss and the engine must run with a speed of 1200 – 1500 min-1 at NEUTRAL
POSITION of the transmission.
Now, the temperature must drop quickly (in about 2 – 3 minutes) to normal values. If this is
not the case, there is a trouble pending, which must be eliminated prior to continue working.
The monitoring of the oil temperature is additionally realized behind the converter with an
indication on the ZF-Display or analog in the INFOCENTER.
Operating temperature behind the converter at least 65° C and 100° C in continuous opera-
tion, a short-time increase up to max. 120° C is permitted.
) The temperature is measured on the measuring point „63“

(see Schedule of measuring points - Table-4 !)
31
Division
IV. MAINTENANCE
4.1. Oil grade:
) Permitted for the Powershift transmissions 6 WG-211 are oils according to ZF-List
of lubricants TE-ML 03.
) This List of lubricants will be updated every two years and can be requested, resp.
inspected as follows:
- At all ZF-Plants
- At all ZF-Service Stations
- Internet http://www.zf.com Service/Technical Information
4.2 Oil level check (measurements only with running engine):
At the oil level check, the prescribed safety directions according to § 6 of the
rules for accident prevention for power plants in Germany, and in all other
countries the respective national regulations have to be absolutely respected.
For example, the vehicle has to be secured against rolling with blocks, articu-
lated vehicles additionally against unintended turning-in.
The oil level check must be carried out as follows:

- Oil level check (weekly)
- At horizontally standing vehicle
- Transmission in Neutral position „N“
- In the cold start phase, the engine must be running about 2 – 3 minutes at idling speed, and
the marking on the oil dipstick must then be lying above the cold start mark „COLD MIN“
(see Figure-No. 4.2 B2)
- At operating temperature of the transmission (about 80° - 90 °C)
) With engine idling speed

all measurements must be carried out with low engine idling speed.
- Loosen oil dipstick by counterclock rotation, remove and clean it
- Insert oil dipstick slowly into the oil level tube until contact is obtained, and pull it out
again.
- On the oil dipstick, the oil level must be lying in the zone „HOT“ (see Figure-No.: 4.2 B2)
- Insert the oil dipstick again, and tighten it by clockwise rotation
) If the oil level has dropped in operating temperature condition below the „HOT“
Zone, it is absolutely necessary to replenish oil according to the ZF-List of lubri-
cants TE-ML-03.
An oil level above the „HOT“ marking, is leading to a too high oil temperature.
) The oil dipstick and the oil filler tube can have different lengths and shapes, accord-
ing to the Transmission version. Besides, the mounting on the transmission can be
optionally realized on the converter side or on the output side. (In this Illustration,
the mounting of the oil dipstick is illustrated on the output side).
33
Division
2
Figure-No.: 4.2 B1
Legend:
1 = Oil filler tube with oil dipstick

2 = Oil drain plug M38x1,5
3 = Exchange filter (ZF-Fine filter)
Oil dipstick
MIEASURED AT LOW COLD

HOT
IDLING-NEUTRAL MIN
Zone
„HOT“
Figure-No.: 4.2 B2
4.3 Oil change and Filter replacement interval:
) First oil change after 100 operating hours in application.

Every further oil change after 1000 operating hours in application, however at
least once a year !
At every oil change, the ZF-Fine filter (pressure filter) has to be replaced.
4.3.1 Oil change and Oil filling capacity:
The oil change must be carried out as follows:

- At operating temperature of the transmission and horizontally standing vehicle, open the
oil drain plug and drain the used oil.
- Clean the oil drain plug with magnetic insert and the sealing surface on the housing, and
install it along with new O-ring again.
34
Division
- Fill in oil (about 27 liters) according to ZF-List of lubricants TE-ML 03 .

(Sump capacity, external oil capacities e.g. in the cooler, in the lines etc. are dependent on
the vehicle.
The indicated value is a guide value.
) It is imperative to pay attention to absolute cleanliness of oil and filter !

Binding is in any case the marking on the oil dipstick !
- Start the engine – idling speed

- Transmission in Neutral position „N“
- Top up oil up to the marking „COLD - MIN“
- Brake the vehicle securely in position and warm up the transmission
- Shift all Controller positions through
- Check the oil level again and top up oil once more if necessary
- On the oil dipstick, the oil level must be lying in the Zone „HOT“ (see Figure-No.: 4.2 B2)
- Insert the oil dipstick again and tighten it by clockwise rotation.
) At the initial filling of the transmission has to be considered that the oil cooler, the
pressure filter as well as the pipes must get filled with oil.
According to these cavities, the oil capacity to be filled in is greater than at the later
oil fillings in the course of the usual Maintenance service.
) ZF recommends, to start the AEB at every oil change (see 1.8.3).
4.3.2 Filter replacement:
At the replacement of the ZF-Filter in the main oil stream, pay attention that no dirt or oil
sludge can penetrate into the circuit. Besides, the parking brake has to be covered, resp. pro-
tected from oil wetting.
At the mounting of the filter, any exertion of force has to be avoided.
) Treat the filter carefully at the installation, the transport and the storage !
Damaged filters must no more be installed !
) The filter differential pressure valve (bypass valve) is equipped with a filter con-
tami-nation switch which is informing the driver about the contamination of the ZF-
Fine filter.
At the lighting up of the symbol, the ZF-Fine filter must be replaced.
The mounting of the filter must be carried out as follows:

- Cover the gasket with a small amount of oil.
- Screw the filter in until contact with the sealing surface is obtained and tighten it now by
hand about 1/3 to 1/2 turn.
35
Division
5. ZF-DIAGNOSTIC SYSTEMS
5.1 General:
The Control electronics EST-37-A for the Transmission Series Ergopower is equipped with a
diagnostic package, which makes the Trouble shouting and the Repair of damages easier for
the Service.
The Electronics is able to monitor the states of certain inputs and outputs.
If the Electronics recognizes at it an error, it stores an error code in the fault storage
(EEPROM) and is transmitting the error code also to the vehicle controller of the Vehicle
Manufacturer.
The ZF-Diagnostic and Programming systems MOBIDIG-2001 (see 5.2) and LAPTOP-
Version (see 5.3) are needed for the following applications:
) Diagnosis -
-
Actual errors
Reat fault storage
- Cancel fault storage
AEB - Automatic calibration of the shifting elements
Testing Inputs and Outputs - Outputs (select components)
- Check inputs
- Check systems downtime
- System test drive
Additionally for the Diagnosis can be used the Multi-System 5000 (see 5.4) with correspond-
ing sensor system for pressure, temperature, speed, through-flow, current transformer etc.
5.2 ZF - MOBIDIG 2001
) The ZF-Diagnostic system MOBIDIG 2001 is only reserved to ZF-Service Stations.

All necessary, transmission-specific Data for a quick and comprehensive Diagnosis
can be retrieved with this Diagnostic system.
The Data are stored on CD-Rom and will be updated 2 – 3 times a year.
It is universally utilizable for all diagnosis-capable ZF-Vehicle systems.
MOBIDIG 2001 with 6008 307 001

ZF-Diagnostic Software
Diagnostic Software with Operator

guidance
Terminal tester 68-pin
6008 304 038
For the test of single control signals, line
connections etc.
Figure-No.: 5.2
37
Division
5.3 Laptop Version:
Pentium Laptop least 900 MHz
This software will run using:

Windows 95/98 / Me or NT
Windows 2000 /Windows XP
Basic-Software
Testman Pro on CD
6008 208 900 German/English

Adapter cable:
6008 308 601 = RS 232
6008 207 026 = USB

Diagnose-Set
5870 220 010
Diagnostic and programming
DPA-05
Becomes only in the Set sold!
Adapter cable:
6008 207 023
6008 207 024
6008 207 025
6029 017 005 ZFP
Diagnose Software on CD-ROM WG-211
Included Language versions:

Deutsch/ Englisch/ Applications software 6008 208 804
Französisch/Italienisch
Terminal Tester 68-pin 6008 304 038

For the test of single control
signals, line interruptions
etc.
Figure-No.:5.3
38
Division
5.4 ZF-Multi-System 5000:
Multi- System 5000
Measuring box with corresponding sensor sys-

tem for pressure, temperature and speed without
printer.
5870 221 280
Multi- System 5000
Measuring box with corresponding sensor sys-

tem for pressure, temperature and speed with
printer.
5870 221 281

Multi - System 5000
Portable measuring instrument without accesso-

ries.
5870 221 250
Accessories:
Sensor system for through-flow, current transformer etc.
Current transformer: Turbine – Metering tubes:
5870 221 284 15 – 300 l/min = 5870 221 133

25 – 600 l/min = 5870 221 134
Figure-No.: 5.4
39
LAYOUT 6 WG-211
TABLE-1
Transmission diagram
1 = Clutch shaft "K4” K1

2 = Clutch shaft "KV"
3 = Input shaft/ Power take-off “AN/PTO”
4 = Clutch shaft "KR"
5 = Clutch shaft "K2" K4
6 = Clutch shaft/ Output "K3"/AB”
7 = Clutch shaft "K1 Converter
8 = Electro-hydraulic control with KV
intermediate sheet and duct plate
AN PTO
KR
K2
K3/AB
Table-1 / Sheet 1 of 2
1 2 3
Gearbox diagram
4
8
KV
K4 KR
AN/PTO
K1
K2
K3/AB
7
5
6
Table-1 / Sheet 2 of 2
INSTALLATION VIEW 6 WG-211
FRONT VIEW 1 2 3
TABLE-2
1 = Electro-hydraulic control
2 = Converter bell
3 = Lifting lugs 4
4 = Gearbox housing front and rear section
5 = Oil level tube with oil dipstick (rear side)
6 = Transmission suspension holes M20
7 = Plate
8 = Converter with diaphragm – direct mounting
8
5
7 6
INSTALLATION VIEW 6 WG-211
REAR VIEW
1 2 3 4 5
TABLE-3
1 = Power take-off; coaxial, engine-dependent
2 = Oil pressure line from WK-Valve to the WK 6
3 = Gearbox housing front and rear section
4 = Lifting lugs 14
5 = Converter bell
6 = Converter with diaphragm – direct mounting
7 = Converter with diaphragm with WK 13
8 = Annex area for Exchange filter (ZF-fine filter)
9 = Oil pressure line system pressure to the WK
10 = Transmission suspension holes M20
11 = Oil drain plug M38x1,5
12 = Type plate
13 = Output flange
14 = Oil level tube with oil dipstick (rear side) 7
10
12
8
11 10 9
SCHEDULE OF MEASURING POINTS AND CONNECTIONS
6 WG-211 WITH WK
TABLE-4
The marked position (e.g. 53) correspond with the position on the table-5!
The measurements have to be carried out at hot transmission (about 80° - 95° C) !
No. Denomination of the position Connection Marking on the

valve block
Measuring points for hydraulic oil and temperature:
51 = In front of the converter - opening pressure 11+2 bar M10x1 H
53 = Clutch forward 16+2 bar KV M10x1 B
55 = Clutch reverse 16+2 bar KR M10x1 E
56 = Clutch 16+2 bar K1 M10x1 D
57 = Clutch 16+2 bar K2 M10x1 A
58 = Clutch 16+2 bar K3 M10x1 C
60 = Clutch 16+2 bar K4 M10x1 F
63 = Behind the converter Temperature 100° C short-time 120° C M14x1,5
65 = System pressure 16+2,5 bar M10x1 K
67 = WK-shift pressure 15+1 bar M10x1
Measuring points for delivery rates:
15 = Connection to the heat exchanger M33x2
16 = Connection from the heat exchanger M33x2
Inductive transmitter-impulse-speed sensor and switch
21 = Inductive transmitter n Turbine M18x1,5
34 = Speed sensor n output an speedometer ---------
47 = Inductive transmitter n Central gear train M18x1,5
48 = Inductive transmitter n Engine M18x1,5
54 = Filter contamination switch M14x1,5
Connections:
10 = Breather
49 = Plug connection on the elector-hydraulic control unit
68 = WK-Valve
) ) 2) )
1 3 16
X1 X1 X1 9) -X
1- 3- 2- 7 10
(B (B (B (7 (S
49 48 10 47 21 68 65 51 48 54
60
57 55
67 56
53
34 63
(See Detail-A) (See Detail-B)
15
16
58 Coding
Pr essur e r egulator under voltage En gaged clutch
Detail-A Detail-B Dr iving dir ection Speed Y1 Y2 Y3 Y4 Y5 Y6
Forward 1 K1 KV
34 (B4-X17) 2 K4 K1
3 KV K2
63 4 K4 K2
5 K3 KV
6 K4 K3
Reverse 1 KR K1
2 KR K2
3 KR K3
15 Neutral
En gaged clutch K4 KR K1 K3 KV K2
Position on valve block F E D C B A
Co nsec. No. Of measur ing points 60 55 56 58 53 57
OIL CIRCUIT DIAGRAM 6 WG-211 WITH WK
- FORWARD 1st SPEED –
TABLE-5
The marked positions (e.g. 53) correspond with the positions on the table-4 !
Legend:
CODING
WT = Heat exchanger
WK-V = WK-shift valve 15+1 bar · Pressure regulator under voltage Engaged clutch
WK-M = WK-solenoid valve Driving direction Speed Y1 Y2 Y3 Y4 Y5 Y6
WSV = Converter safety valve 11+2 bar Forward 1 · · K1 KV
2 · · K4 K1
HDV = Main pressure valve 16+2 bar 3 · · KV K2
RV-9 = Pressure reducing valve 9±0,5 bar 4 · · K4 K2
NFS = Follow-on slide 5 · · K3 KV
6 · · K4 K3
D = Vibration damper Reverse 1 · · KR K1
B = Orifice 2 · · KR K2
P1 = Proportional Valve – clutch KR 3 · · KR K3
Neutral
P2 = Proportional Valve – clutch K4
Engaged clutch K4 KR K1 K3 KV K2
P3 = Proportional Valve – clutch K1 Position on valve block F E D C B A
P4 = Proportional Valve – clutch K3 Consec. No. Of measuring points 60 55 56 58 53 57
P5 = Proportional Valve – clutch KV
P6 = Proportional Valve – clutch K2
Y1 – Y6 = Pressure regulator
TEMP = Temperature sensor
FDV = Filter pressure differential valve Dp=5,5+3 bar
Table-05 / Sheet 1 from 2

K4 KR K1 K3 KV K2
F 60 E 55 D 56 C 58 B 53 A 57
P1 P2 P3 P4 P5 P6
B D B D B D B D B D B D
Y1 NFS Y2 NFS Y3 NFS Y4 Y5 Y6 NFS

NFS NFS
RV-9
TEMP
HDV
K 65
Valve block
control circuit
WK-M
Converter WK
WK-V 51
Fine filter
Filter grade according ISO 4572:
H WSV ß30 ³75 ß15 =25 ß 10 =5.0
FDV Dust capacity according ISO 4572: min. 17g
67 63 Filter area: min. 6700 cm
2
Legend:
= Main pressure WGV
= Controlled main pressure
= Pilot prssure 15
Bypass-valve Transmission pump p = 16+2,5 bar
= Converter input pressure p= D 1,5 bar max Qp = 105 l/min at n = engine 2000 min -1
= Converter output pressure
16 Coarse filter mesh width: 0,800 mm
= Lubrication
= Return flow into sump WT
(Scope of supply customer) oil sump
Lubrication Main oil circuit

GEARBOX DIAGRAM 6 WG-211
TABLE-6 Gearbox diagram
K1
KV
K4 K4 KR
Converter AN/PTO
KV
K1
K2
AN PTO
K3/AB
KR
K2
Diagram Clutches
Legend: Driving direction Speed Clutch
Forward 1 KV/K1
K3/AB KV = Clutch forward 2 K4/K1
KR = Clutch reverse 3 KV/K2
K1 = Clutch 1st speed 4 K4/K2
K2 = Clutch 2nd speed 5 KV/K3
K3/AB = Clutch 3rd speed / Output 6 K4/K3
K4 = Clutch 4th speed
Reverse 1 KR/K1
AN/PTO = Input / Power take-off
2 KR/K2
3 KR/K3
POWER FLOW 6 WG-211
FORWARD SPEEDS 1st SPEED 2nd SPEED 3rd SPEED
TABLE-7
KV KV KV
K4 KR K4 KR K4 KR
AN/PTO AN/PTO AN/PTO
K1 K1 K1
K2 K2 K2
K3/AB K3/AB K3/AB
Legend see Table-8

4th SPEED 5th SPEED 6th SPEED
KV KV KV
K4 KR K4 KR K4 KR
AN/PTO AN/PTO AN/PTO
K1 K1 K1
K2 K2 K2
K3/AB K3/AB K3/AB

POWER FLOW 6 WG-211 1st SPEED 2nd SPEED
REVERSE SPEEDS
TABLE-8 KV KV
K4 KR K4 KR
Gearboxdiagram
AN/PTO AN/PTO
K1 K1 K1
K2 K2
K3/AB K3/AB
K4
Legend:
Converter
KV = Clutch forward
KV KR = Clutch reverse Legend:
K1 = Clutch 1st speed = Power flow gear train 3rd SPEED
K2 = Clutch 2nd speed = Gears not meshing
AN PTO K3/AB = Clutch 3rd speed / Output

K4 = Clutch 4th speed
AN/PTO = Input / Take power-off KV
KR
Diagram Clutches K4 KR
Driving direction Speed Clutch
Forward 1 KV/K1 AN/PTO
K2
2 K4/K1
3 KV/K2
K1
4 K4/K2 K2
K3/AB 5 KV/K3
6 K4/K3 K3/AB
Reverse 1 KR/K1
Opinion direction of rotation 2 KR/K2
3 KR/K3
ELECTRO-HYDRAULIC SHIFT CONTROL WITH PROPORTIONAL VALVE
TABLE-9
Main pressure valve 16+2,5 bar Pressure reducing valve 9 bar
Housing
Plug (Cable harness)
A Y6 Y1 A
Y5 Y2
B B
Y4 Y3
Cover Cover
Housing Valve block

SECTION A - A
Main pressure valve 16+2,5 bar Valve block Pressure reducing valve 9 bar
Plug (Cable harness)
Duct plate Intermediate plate
SECTION B - B
PROPORTIONAL VALVE P5
Y5
Vibration damper
Pressure regulator
Follow-on side
WK-VALVE WITH ELECTRO-HYDRAULIC SHIFT CONTROL
TABLE-10
1
2
=
=
Cover
Housing
1 2 3 4 5
3 = Valve block
4 = Messing point WK
5 = Housing
6 = Oil pressure line system pressure to the WK
7 = Connection housing 6
8 = Oil pressure line from WK-Valve to the WK
9 = Pressure regulator (WK-Valve)
9
6 WG-211 FULLY-AUTOMATIC CONTROL EST-37-A
CIRCUIT DIAGRAM (6029 701 756)
TABLE-11
POS. LEGEND POS. LEGEND
A1 Electro control unit (EST-37-A) K1 Relay starter interlock
A2 Gear selector DW-3 K5 Relay speed signal
A3 Transmission hydraulic block K8 Relay gear dependent signal 3F / 2R
A5 Diagnostic- interface (connector) K9 Relay gear dependent signal 1F / 1R
A6 Display K11 Relay gear dependent signal 5F / 3R
A7 CAN - Interface
A9 Speedometer with frequency divider (Customer scope) S3 Switch select Auto/manual mode
S5 Switch request engine brake (Option)
B1 Speed pick-up Engine S10 Switch filter restriction
B2 Speed pick-up Turbine S14.1 Switch gear limitation 1 – 3F, 1 – 2R
B3 Speed pick-up Internal S14.2 Switch gear limitation1 1 – 4F, 1 – 3R
B4 Speed pick-up Output S14.3 Switch gear limitation1 1. Gear
S14.4 Switch gear limitation1 1 – 6 F, 1 – 2R (Option)
F1 Fuse 7,5A S14.5 Switch gear limitation1 1 – 5F, 1 – 3 R
F2 Fuse 7,5A S19 Switch front axle connection
S31 Switch feedback parking brake
Y1 Valve lockup clutch
Y10 Valve engine brake (Option) H1 Warning Lamp
Y12 Valve front axle engagement

F1
Kl.30
Kl.15
F2 K8 K5 K11
1 1
1 1 1 1 1 1 86 86 86
P
2 2 2 2 2 2 2 2
85 85 85
1
3
S14.4 S14.2 S31 S3 S14.1 S19 S5 S14.5 H1
Super Seal
3 - pin
2 B4 2
AMP M-N-L
3 45 23 68 44 66 21 29 31 30 35 59 7 5 52 6
6 - pin
1 VPI VPE1 VPE2 ED8 ED9 ED10 ED11 ED13 ED12 ED14 ED15 ADM2 ADM4 ADM1 ADM3 SD4 36 1
A9*
1
62 1 15 2 6 3
EF4 46 SDDK
(+)
2 4
VMG2 24
2 EUPR 18 4 A5 5
4
2
1
4 43
3 6 9 12 F ED4
E
5 67 3 4
N ED6
2 5 8 11 6 64
R ED5
A2 7 63 14 1
A6
L
1 4 7 10 B1 ED1 SD1
8 65
B2 ED2
9 S14.3 20 56 1 3
P
B3 ED3 AIP1 Y1
AMP M-N-L 10 2
2
1
1
22
ED7 AIP2 10 2
Y2
12 - pin AIP3 32 3
Y3
4
A1 55 4
M
AIP4 Y4 3
AMP Timer AIP5 9 5
Y5 2
68 - pin AIP6 51 6
Y6
12 7
A
VPS1 VPS1 (+) 1
VPS1 13
1 19 39 8
S
ER1
86 B1 2 3
EF1
VMG1 VMGA2 46 9
TEMP
TEMP
AMP M-N-L
4 - pin
85
1 41
K1 B2 2
EF2
17
A3 1 2
ER3 3 5
2 1 4
45 22
1 42 68 S10 6 7 8 9
B3 2
EF3
23 10 11 12 13
VGS CANF_H CANF_L CANF_T VM1 VM2 VPS2 ADM8 ADM6 ADM7 ADM5 14 15 16
1
28 25 26 27 1 2 53 8 33 11 34 57
2
4 1 1 1 85 Kostal
1 2 Super Seal 16 - pin
2 2 2 86 2 - pin
AMP Minitimer Y10 Y12 Y7 K9
2 - pin 1 2
4 3
2 1
A7
1 2
AMP JPT
4 - pin
Kl.31
Kostal
2 - pin

CONTROLLER DW-3
TABLE-12
Lever for mechanical
Neutral interlock CODING CONTROLLER CONNECTION DIAGRAM CONTROLLER
(+)
OUTPUT
SPEED FORWARD REVERSE NEUTRAL

X2 : A
1 2 3 4 1 2 3 4 1 2 3 4
ND AD1 B1 (+)
X1 : C
B1
AD2 B2
A2 B2
B3
A1
AD3 B3
V
In position “N” (Neutral)
F-R not switchable AD4 V R
AS
AD5 R
AD6 AS
AD7
K1 K2
AB C D
AB C D
P LE (-)
F
X1 X1
A M K1 = RELAY STARTER INTERLOCK

K2 = RELAY REVERSING LIGHTS
Gear position Type plate
S CIRCUIT DIAGRAM CONTROLLER A1 = ELECTRONIC UNIT EST-37
A2 = CONTROLLER
F
SW A
AD3 (B3)
N N N D
S6 1 S4 1 1S5
R 2 2 2 GN B
AD2 (B2)
BL C
AD1 (B1)
VI D
AD7 (KD)
X1
R F = Forwa rd RT A
ED1 (+/VP)
N = Neutral S1 1
R = Reverse 3 2 GR D
TYPENSCHILD AD6 (N)
D = Mechanical Neutra l interlock S2 1
3 2 GE B
1 = 1st Speed STEUERUNG DW-3
AD4 (FORWARD)
V 12/24 NR.
S3
2 = 2nd Speed 1
3 2 RS C
3 = 3rd Speed STUECKL. 0501 210 148 AD5 (REVERSE)
X2
4 = 4th Speed

Manual ZF 6WG - 211

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Terberg Benschop B.V.

DOCUMENT > TD1416-01 E

This Manual is based on the technical state at the printing.

We are reserving ourselves the right of modifications without previous information.

Is inserted at working and operating procedures which have to be exactly res-

II. INSTALLATION SPECIFICATION 27

2 Installation view - Front view

3 Installation view - Rear view

4 Schedule of measuring points and connections

5 Oil circuit diagram - (Forward 1st speed)

7 Power flow - Forward speed

8 Power flow - Reverse speed

9 Electro- hydraulic control with proportional valves

10 WK-Valve with electro- hydraulic shift control

11 Fully automatic control EST-37-A

Abbreviations in the Text:

Turbine torque: max. Nm* ---------------------------- 1 700

Engine speed: max. min-1* ---------------------------- 2 600

Starting torque multiplication: ---------------------------- 1,5 to 2,5

Engine-dependent Power take-

* = dependent on Vehicle type and application

Transmission ratio (mechanical)*

SPEED DRIVING DIRECTION Ratio

* = According to the Transmission version, other ratios are also possible.

INSCRIPTIONS ON A ZF-MODEL INDENTIFICATION

NOTES REGARDING THE SPARE PARTS ORDERS:

When ordering genuine ZF-Spare Parts, please indicate:

Prior to every start off, loosen the parking brake.

At stopped engine, there is on the Controller, despite a preselected gear, no po-

Protective measures for the ZF-Electronics at electrical operations on the

∗ At any kind of electrical operations on the vehicle.

1.1 Function of the Converter:

Function of a hydrodynamic Torque converter

The Torque converter is composed of 3 main components:

Impeller – Turbine wheel – Stator (Reaction member)

Therefore, the maximum torque multiplication is created at stationary turbine wheel.

Legend ref. Figure-No. 1.2 B1:

The WK will be automatically shifted dependent on the turbine speed.

WK Solenoid shift valve

Syst. pressure from Contr. unit

1.3 Powershift transmission

The multi-speed reversing transmission in countershaft design is power shiftable by hydrauli-

1.4 Transmission control:

In this case, an error indication is shown on the ZF-Display.

This is creating spontaneous shiftings without traction force interruption.

At the gear change, the following criteria will be considered:

1.5.3 Controller DW-3

Gear positions Type plate

1.6.2 Possible Indications on the Display

left central right

Spec. charact. Display (see Figure-No.: 1.6.2)

Display of the Driving direction: V or F: Vorwärts / Forward

Display of the engaged gear: Display 1, 2, ... 6

) Flashing of the Arrows (a, f), the KD (Kick-

Display of the Cold-start phase: Transmission stays in Neutral