Disk

The disc is a dry disc, with lining on both sides. It consists of a disc, shock-absorbing springs,
hub and linings.

The linings are made of asbestos-free material and are secured to the disc with rivets.

The disc is coupled to the hub by means of a friction element and damping springs. This is to
compensate for the pulsating torque generated by the motor. Otherwise, the transmission would
wear out very quickly.

The hub has splines to move back and forth on the shaft.

To balance the pressure on the disc linings as much as possible, the disc has corrugated sheet
metal segments. This device also softens the clutch and reduces the risk of overheating.

1. Disk
2. Cover
3. Cube
4. Shock-absorbing springs
5. friction element
Flexible elements

Since the thrust plate must move axially, it is fixed to the clutch housing with flexible elements.
Two-disc clutch

Flexible elements

When the release bearing is pulled back and the spring force of the membrane ceases, the
thrust plates are pressed back by the flexible elements (2) and (3) between the thrust plates and
the clutch housing.

When the flexible elements press the intermediate thrust plate (4) backwards, their central
projections (5) bear against the flexible element (2) of the thrust plate (1). The disengagement
play is distributed equally on both discs due to the transmission ratio in the system between the
central shoulder and the flexible elements.
Disk

The front disc moves on the primary shaft and has a hub in which the rear disc moves.

Note! The disc hub splines should be lubricated in the same manner as the input shaft splines.

The front disc also has a shock absorber for more effective damping of jerks and vibrations.
Cube
Shock absorber

Generalities

Rear PTO BKU1073, BKU1123, BKUH1123 (H = Hydraulic).

The power take-offs are intended to be connected to the rear of the R1000, R/SR70, R/SR1400,
1700, SR2000 gearboxes.

The power take-offs are driven by the intermediate shaft of the gearbox through a connecting
shaft A.
The power take-off body consists of:

Front box (1), rear box (2) and lid (3). The cover has the nameplate (4).

Main internal components of the power take-off:

Primary shaft with roller bearing (1), secondary shaft with roller bearing (2), coupling sleeve (3),
shift fork (4), spring (5) and piston (6).
The power take-off is engaged and disengaged with a switch located on the instrument panel.
This switch activates a solenoid valve. The solenoid valve opens or closes the compressed air
supply to the power take-off control cylinder.

The piston of the control cylinder releases the coupling sleeve and makes the primary shaft of
the power take-off integral with the connecting shaft of the gearbox.

The power take-off must not be engaged when driving the vehicle. If for some reason the power
take-off has to be connected while driving, gears should not be changed because the
synchronizations will wear out a lot.

Note! Damage to bearings and power take-off teeth can be caused by incorrect angles of the CV
joints of the cardan shafts.

See the workshop manual, section 4 (45) CV joint angles.

Manual gearbox

Designations

The designations for the gearboxes indicated below are applicable from production week 02
2002 inclusive. The service texts apply to all gearboxes unless otherwise stated.

Actual
In production week 0202
production

VT 2014 VT 2214 B 1

VT 2014 OD VTO 2214 B 1

VT 2514 VT 2514B

VT 2514 OD VTO 2514B

R1500 VT 1708B

R1900 VT 2009B

– VT 2412B

1
torque increased from 2000 Nm to 2200 Nm

Explanation

Example: VTO 2214B

V.T. Volvo gearbox

EITH
Overdrive
ER

22 Maximum torque (2200 Nm)

14 Number of gears

b Version 2
Gearbox

Generalities

Brand
Volvo
Guy
AT2412C, AT2512C, AT2812C,
Non-synchronized main
ATO2512C and ATO3112C
gearbox
Character
ATO2512C
explanation

TO - Automatic
T -Transmission
EITHER - Overdrive
25 - Torque, 2,500 Nm
12 - Number of gears
c forward
- Generation

Range change Synchronized

split change Synchronized

Number of gears

Forward 12

Back 4

AT2412C, AT2512C, ATO2512C AT2812C, ATO3112C

Weight without oil 271kg 277kg

Length 891mm 909mm

Relationship

Gear position AT2412C, AT2512C, AT2812C ATO2512C, ATO3112C

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

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

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

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

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

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

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

8va 2,70:1 2,12:1

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

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

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

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

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

 R2 reverse gear shift 13,73:1 10,78:1

R3 reverse gear shift 4,02:1 3,16:1

R4 reverse gear shift 3,16:1 2,48:1

Gearbox construction

The gearbox has three main parts: clutch housing, basic gearbox and range gearbox.
The clutch housing is the front side of the gearbox. The basic box contains the main,
intermediate and reverse axles, as well as a device integrated into the control box. The range
box contains the range gear planetary gear and a secondary shaft.

1. clutch housing
2. Basic box
3. Range box for retarder

The main components of the gearbox are: primary shaft, main shaft, range gear with shifting
device, intermediate shaft, oil pump with reverse gear shaft and control box with shifting device.

The reverse gear and the idler wheels of all the basic gears are located on the main shaft where
the range gear planet is also located integrated with the main shaft. The intermediate shaft has
fixed gears.
The range gear, which consists of a planetary gear, is built together with the secondary shaft.

A drive shaft is fitted to gearboxes equipped with a power take-off.

1. primary shaft
2. Principal axis

3. Range shifter with shift device and retarder sprocket

4. intermediate shaft
 5. Oil pump with reverse shaft
6. Control box with change device
7. Drive shaft with power take-off

Synchronization

• The separate gear (A) is synchronized.

• The basic gearbox (B) does not have synchronized gears.
• The range shift (C) is synchronized.

range box

The range box (C) can be combined:

• PTO; see superstructure instructions for variants

• Emergency servo pump
• retarder unit

Emergency servo pump

The emergency booster pump is located in the gearbox and is driven by the gearbox secondary
shaft. The emergency servo pump comes into service when the vehicle's ordinary steering servo
circuit stops working for unknown reasons.

Emergency servo pump, PSS-DUAL

oil cooler

The function of the gearbox oil cooler does not depend on whether or not the gearbox is
equipped with a retarder.

Range change
The range synchronization is on the outside of the ring gear so it has a short built-in extension.
The large timing surface provides short shift times. Wide planets mean strong range and bias
gears make the planetary quiet.

Range shifter with shift device and retarder sprocket

control box

The gear is selected with the gear selector. Once a gear has been selected, the system first
reduces the engine torque to a suitable torque, then the gear position moves to the neutral or
neutral position.

When the gearbox is in neutral position, the engine speed is adjusted so that the correct speed
for the chosen gear is maintained and the gear change occurs.

The cover of the control box has space for two or three electrical connections.

For cases without a retarder the following applies:

• I Vehicle communication
 • II Clutch cylinder
• III—

For cases with a retarder, the following applies:

• I Vehicle communication
• II Retarder
• III Clutch cylinder

In the control box there are nine solenoid valves:

2. Solenoid valve, 2nd

LR. Solenoid valve, low range

3. Solenoid valve, 3rd

HR. Solenoid valve, high range

b. Solenoid valve, brakes

HS. Solenoid valve, split alt or 1

R. Solenoid valve, reverse

LS. Solenoid valve, low split 1

—
1. Solenoid valve, 1st

1
HS and LS have the opposite function in Over Drive gearboxes.
The following components fit into the control box:

• Four parallel cylinders, split, 1st/R and 2nd/3rd as well as the range.
• Four inductive sensors for piston positions.
• Two speed sensors, one for the main axle and another for the intermediate axle. He
number of revolutions on the input shaft is a value calculated from the intermediate shaft
sensor.

• An oil temperature sensor and shift forks for the split shift and basic gearbox. The oil
temperature sensor is located in the wiring of the rpm sensors.
• A pressure sensor.
• Control unit for distribution, (TECU).
Cylinder location and position sensor

• TO.Cylinder split
• b.Cylinderfrom 1st/Rcylinder
• c.Cylinder2nd/3rd
• d.Cylinderrange
• AND. Position sensor for split cylinder

Location of position sensor and speed sensor

• TO.Sensor of cylinder position range

• b.Sensorofspeed, intermediate shaft
• c.Sensorofspeed, main shaft
• d.Sensorofposition, 2nd cylinders and 3rd.
 • E. Position sensor for 1st and reverse gear cylinder.

countershaft brake

The countershaft brake is located at the front of the countershaft and brakes the rotating parts of
the gearbox when a starting gear is selected, eliminating gearbox wear, sludge and noise. The
brake is also sometimes used during upshifting, to provide faster gear changes. It is activated by
an integrated pneumatic cylinder.

countershaft brake

clutch cylinder
The clutch cylinder is located in the clutch cover, concentrically around the input shaft with the
position sensor that measures clutch wear. A valve pack governs the clutch cylinder and is
located on the outside of the clutch cover.

A. clutch cylinder
B. Position sensor
C. Valve package
D. Valve pack air bleed fitting.

Lubrication system
The gearbox is lubricated through a combination of pressure lubrication and splash lubrication.

Oil is conducted into the mainshaft to lubricate and cool the range gears and also the mainshaft
and input shaft bearings.

The oil also lubricates the intermediate shaft brake, the secondary shaft bearings, the teeth of
the emergency servo drive, the retarder shift and the power take-off.

There are two spill valves in the lubrication system. One (1) ensures that the gearbox has
lubrication if the filter is clogged and the other (2) protects against high pressure in the system
(for example cold start). The valves consist of a pressure spring and a valve cone.
The spill valve that guarantees lubrication of the gearbox.

The spill valve that protects against high pressure.

Oil pump

The oil pump is an eccentric pump driven by an intermediate shaft through a gear. The pump is
housed in two needle bearings on the reverse axle.
On the pressure side of the pump there is a cartridge type all-through oil filter. The filter is
located in the oil filter body in the basic housing. A support tube is mounted on a cover that
screws under the oil filter body. The support tube prevents the filter on the outside from
collapsing.

Oil level

The oil is drained through a plug at the bottom of the gearbox (1A) and another plug on the
right side of the gearbox (1B) .

Note! There are two plugs for draining the oil.

The oil filler cap (3) is located on the right side and also functions as a ventilation device for the
gearbox. The oil level is checked through the sight glass (2).
1A. Drain plug at the bottom of the gearbox
1 B. Drain plug on the right side of the gearbox.
2. Peephole
3. Filling cap.
Sight glass to check the oil level.

Ventilation

The gearbox is ventilated with a hose that runs over the control box and down behind the valve
pack.

Electric system

Sensor and electrical connections for the gearbox without retarder

• YO. Vehicle communication
• II. clutch cylinder
• TO. Speed sensor
Electrical wiring from electrical connection I to the speed sensor and chassis wiring.
 • Electrical wiring from electrical connection II to the clutch cylinder valve pack.

Sensor and electrical connections for the gearbox with retarder

• YO. Vehicle communication
• II. Slower
• III. clutch cylinder
• TO. Speed sensor
• Electrical wiring from electrical connection I to the speed sensor and chassis wiring.
 Electrical wiring from electrical connection II to the retarder.

• Electrical wiring from electrical connection III to the clutch cylinder valve pack.

Compressed air system

Compressed air connections

The compressed air coupling between the control box and the clutch cylinder valve pack.
For the high pressure system, compressed air coupling between the control box and the four-
circuit valve. For the low pressure system, compressed air coupling between the control box and
the pressure tank.
Compressed air connection between the control box and the intermediate axle brake.

Power Path

The following images illustrate the power path for AT2412C, AT2512C and AT2812C.
1st gear

2nd gear
3rd gear

4it's going
5th gear

6it's going
8t
h
g
e
ar
9th gear

10my march
11th gear

12my march
Neutral gear N1

Neutral gear N2
 1
R
ar
ge
se
er
ev
R

R2 reverse gear shift

R3 reverse gear shift

R4 reverse gear shift

The following images illustrate the power path for ATO2512C and ATO3112C.
1st gear

2nd gear
3rd gear

4it's going
5th gear

6it's going
7th gear

8th gear
9th gear

10my march
11th gear

12my march
Neutral gear N1

Neutral gear N2
Reverse gear R1

R2 reverse gear shift

R3 reverse gear shift

R4 reverse gear shift

Additional brake lever

In all vehicles with a retarder, and vehicles with an automatic gearbox and engine brake (VEB),
the additional brake will be connected with a lever on the steering wheel bar.

• 0 Additional brake switched off

• A Automatic position
• 1–3 Manual positions
• B Position for activation of the brake program. Automatic return to position 3.

The vehicle in the image is equipped with the Basic brake package and therefore does not have
a brake program. When the additional brake lever is moved to position B, the gearbox selects a
gear that generates an engine speed just above 1,500 rpm. If the speed is reduced, the gearbox
selects gears so that the engine speed remains between 1,000–1,500 rpm. (B). The driver can
also downshift the gearbox by putting the additional brake lever in position B.
Without brake program: (A) target speed for the first reduction, (B) zone for braking with the
additional brake.

The vehicle pictured is equipped with one of the brake packages, Distribution & Construction,
Long Haul Fuel & Economy or Heavy Duty GCM Control, which contains the brake program.
When the additional brake lever is moved to position B, the gearbox selects a gear that
generates an engine speed just above 1,500 rpm. Then, the gearbox selects gears so that the
engine speed is always above 1,500 rpm. (B).

With the brake program: (B) zone for braking with the help of the additional brake.
Note! The additional brake power can be reduced by the I-shift control unit, MID 130, to obtain
the best possible comfort. The reduction depends on the gear chosen, the weight of the vehicle
and the inclination of the vehicle.
For more information on the components of the additional brake, see group 21, Description,
design and operation, Engine

gear selector

The gear selector (GLU) is fixed to the driver's seat, the seat folds down to facilitate access to
the cabin. The gear selector control unit is located on the instrument panel.

The following functions are included in the gear selector:

1. Three-position switch for low gears and high gears with retractable position.
2. Button used to fold the lever down into a horizontal position.
3. Locking the gear selector that prevents involuntary gear engagement.
4. Gear selector position:
R = reverse gear
N = neutral position
A = automatic
M = manual
5. E/P button for economy/performance mode.
6. L Limp Home button .

Note! The Limp Home function is used to move the vehicle short distances to get off the road
and to a workshop. Driving can only be done in one gear and can be irregular. For information
on how to couple and use this feature, see the driver's instructions.
Display

The display sends information about the current gear position and which gears are accessible.
The window is divided into smaller fields that show:

1. Driving program
2. Chosen march
3. Accessible gears (down/up)
4. lever position
Software package

General information about the program package

The gearbox has different functions depending on the software package that has been installed
on the gearbox.
There are the following programs:

• Basic is the standard program for the gearbox.

• Distribution & Construction include features that make the truck lighter when maneuvering.
 • Long Haul Fuel & Economy include features that partially improve fuel consumption
and partially make the truck lighter when maneuvering.
• Heavy Duty GCM Control is designed for heavier trucks. This program also includes
features that help improve fuel economy and make the truck lighter when maneuvering.

What program package does the vehicle have?

When the gear shift lever is in the neutral (N) position and the FOLD button is pressed, the lever
can be folded forward. The display then shows which program variant the gearbox has.

Denomination Software Denomination

in it package at VDA
instrument

b BASIC TP-BAS

D.C. Distribution TP-DICON

&
Construction

FAITH Long Haul TP-FUEC

Fuel &
Economy

HD Heavy Duty TP-HD

GCM
Control

Program package change

When the software package is changed, the central system (VDA) must be updated before it can
be downloaded to the vehicle. To perform this action, enter Conversion Kit Number in the PC
tool, which is indicated in Parts information, Accessories .

If a new program package is changed, the TECU control unit (MID 130) must be reprogrammed
and the gearbox recalibrated.

Features per program package

 Distribution & Long Haul Fuel Heavy Duty
Functioning BASIC
Construction & Economy GCM Control

I-Roll x x

Smart Cruise Control x x

Launch Control x x x

Enhanced Shift Strategy

x x x
(GCM ≤ 60 T)

Heavy Duty GCM Control (60

x
T < GCM ≤ 180 T)

Distribution & Long Haul Fuel Heavy Duty

Possible optional functions BASIC
Construction & Economy GCM Control

Gear Selection Adjustment in

x x x
Auto including Kickdown

Enhanced Power Take Off

x x x x
functions

Optional Function Ariante

Name Variant Installed Not installed

Gear selection Adjustment In Auto AMSO-AUT x

AMSO-BAS x

Enhanced Power Take Off Functions APF-ENH x

APF-BAS x

Client parameters

Customer parameters in the gearbox control unit:

ID Denomination Min. Worth Max. Unit

FZC 1 6 6
The highest starting
gear used.

GJJ No Yes/No
The load on the
engine's PTO, even
when the PTO is closed
.1

GJI No Yes/No
Sets whether the
transmission
disengages the clutch
in Auto Neutral . 1 2

GJG Eligible LS/HS/Eligible

Sets how separate
gearing is performed
when power take-off 1
is engaged by the
gearbox . 1

GJH Eligible LS/HS/Eligible

Sets how separate
gearing is performed
when power take-off 2
is engaged by the
gearbox . 1

IEO Automatic Manual/automatic/disabled

Sets how the
transmission
performance mode is
handled: Manual:
Performance mode
available.
Automatic:
Performance mode
available. The
 Transmission
automatically returns to
Economy mode when
the engine stops
running under high
load.
Disabled: Performance
mode not available.

1
For more information see superstructure instructions.

2
GJI is used in APF-ENH, the rest are always found.

Description of operation

Standard Features

The following standard functions are found in the gearbox:

• Automatic starting gear selection.

• Possibility of automatically adjusting the selected gear when releasing the accelerator
pedal.
• A display that shows the temperature of the gearbox oil and a warning system that
informs the driver when the temperature is too high.

Optional features

• I-Roll (VEB or retarder required)

This function automatically engages or disengages the freewheel to reduce fuel
consumption. When the driver releases the accelerator pedal, the gearbox is
disengaged so that the vehicle runs with free wheel and the engine speed goes to idle.

• Smart Cruise Control

It is only activated when the cruise control is activated. Save fuel by disabling the
additional brakes in some situations. This function disengages the additional brake at
the end of a downhill slope and thus improves the properties of the cruise control.

• Launch Control
 o Allows you to drive with the engine idling without holding down the clutch.
o Adjusts the engine torque when starting, to have an optimal gear change and
avoid high engine speed.

The following Launch control functions require EBS:

o Improves comfort when starting with a smoother release when the brake pedal is
lightly pressed.
o Automatic application of the brakes when the vehicle moves in the wrong direction
with respect to the selected gear.
o Automatic application of the brakes to stop the vehicle and change from forward to
reverse gear or vice versa.
o HSA, Hill Start AID or Reverse Start Assist, which is only activated on uphill
slopes. See also description Reverse Start Assist: Function Group 593,
Information Type Description, Electronically Controlled Brake System (EBS).

• Enhanced Shift Strategy

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

• Heavy Duty GCM Control

This function makes it possible to adjust the shifting strategy with overall weights of up to
180 tons.

• Gear Selection Adjustment in Auto including Kickdown

Makes it possible to automatically adjust the selected gear even if the accelerator pedal
is pressed. There is also a Kick Down function to maximize the truck's acceleration.

• Enhanced Power Take Off Functions

Additional functions supporting PTO operations, e.g. Auto Neutral and splitbox.
Additional functions:
o Makes it possible to set the software parameters that limit the engine speed when
the power take-off is used. This feature creates a gear selection strategy to
adapt to engine speed limitations.
o Disengages the transmission if requested by the options module, regardless of the
gear lever position, when Auto Neutral is activated.
o Locks reverse gear when the options module requests to inhibit reverse gear.
o Enables the use of the separate box to bring the power take-off to a high capacity.
Communication with other command units

Component summary (signal summary)

Component List

MID Component Description

140 A3Central instrument

136 A12 ABS control unit

136 A21 EBS control unit (electronically controlled braking system)

130 A13 Control unit, TECU (gearbox control unit

 automatic)
223 A109
Control unit, GSECU (gear selector control unit)

222 A65 Control unit, RECU (retarder control unit)

128 A14 Control unit, EECU (engine control unit)

150 A16
ECS control unit (electronically controlled air suspension)

144 A17 VECU control unit (vehicle control unit)

216 A27 LCM control unit (exterior lighting)

A33 Tachograph

B04 Sensor, engine speed, crankshaft

B12 Sensor, tachograph/speedometer

B13-20 Sensor, wheel speed

B25 Sensor, accelerator pedal

B55-58 Sensor, air pressure in suspension bellows

S07 Switch, engine brake

S08/S09Switch, differential lock

S24 Toggle switch, retarder

S25 Switch, speed programmer

S28 Switch, power take-off

S59 Position switch, brake pedal, NO

S171 Gear shift lever, GLU

XO5Trailer connection, 7-pole, 24 S

Y39 Solenoid valve, VEB (Volvo engine brake)

Communication with the VECU control unit, MID 144

Signs/information:
 • The parameters of the vehicle control unit MG, MH and AQ must have the same values.
Check the parameter setting in VDA.
• Accelerator pedal position, including kickdown.
• Speed programmer.

• Retarder control. For the continuation of troubleshooting, see PC Instrument, function

group 5.
• Control of the power take-off, see the superstructure instructions.
• Brake pedal position.
• Parking brake applied or disengaged.
• The K factor for the truck computer must be equal to the K factor of the tachograph.

Communication with the central instrument control unit, MID 140

Signs/information:

• Gear selector positions.

• Selected gear.
• Possible marches.
• E/P driving program.
• Time and date of diagnosis.

• If the power take-off is used, the driver can choose between N1=low split or N2=high
split. For gear reduction with different power take-offs, see the superstructure
instructions.

• When the lever is in the neutral (N) position and the FOLD button is pressed, the lever
can be folded forward. On the display you can see which program package the gearbox
has.

Communication with the EECU control unit, MID 128

Signs/information:

• Engine speed.
• If the engine does not run well, the changes in the gearbox also worsen.

Communication with the ABS/EBS control unit, MID 136

Signs/information:

• Wheel speed sensor.

• Wheel slip information, vehicle does not shift gears.
• ABS system active, the vehicle does not change gears.
• Information from ESP, the vehicle does not change gears.
 • If Traction Control is disabled via the display, the vehicle does not change gears during
wheel rotation.
• In Launch Control the gearbox can regulate the brakes. For more information see
Description of operation for Launch Control.

Communication with the ECS control unit, MID 150

Signs/information:

• Vehicle weight.

• Status of the ECS command unit; It always starts in 1st gear if the air suspension
maneuvering control unit is in manual position.

Communication with the LCM control unit, MID 216

Signs/information:

• Trailer attached.

• The gearbox may select the wrong starting gear and improper gear selection if the ANI
parameter is disabled. In that case, the gearbox "assumes" that a trailer is attached.

Gearbox
Index

• Box of changes, news .

• Box of changes, generalities .
• Gearbox sections .
• axles, bearings and gear .
• Synchronization .
• Oil pump .
• Control box and locking system .
• Internal gearbox controls .
• Split and range cylinder .
• Fittings and hoses .
• Retainers and gaskets .
• Emergency servo pump .
• Flange .

Gearbox, news

A more advanced and reinforced gearbox has been developed. This box is based on the same
principle as SR1900 and will be available in four versions. The VT2014 has a max. of 2,050 Nm
and the VT2514 has a max. of 2,450 Nm. With overdrive they are called VT2014OD and
VT2514OD respectively. The VT2514 and VT2514OD therefore replace SR2400 and SRO2400.
A new synchronization has been introduced in the new gearbox that makes changing gears
easier and improves its quality.

The gearbox has a new pump and filter that allows the oil change interval to be extended.

The gearbox contains a new clutch servo and a clutch control that allows the force on the pedal
to be considerably reduced.

The gearbox has a new locking system that prevents incorrect use.

Gearbox, general

The new gearbox is based on the same principle as the SR1900 and is of the split and range
type, with 12 fully synchronized gears and 2 non-synchronized slow speeds as well as 4 non-
synchronized reverse gears. For the highest gear there are direct drive or overdrive alternatives.
The maximum torque is 2050/2450 Nm. The structure of the gear selection is identical to that in
SR1900.

The current SR/SRO2400 is completely replaced by VT2514/VT2514OD.

The clutch is of the clutch disc type, with single or double discs. The flange on the secondary
shaft is type XS180, cross-toothed flange with a diameter of 180 mm.

The speed sensor on the secondary shaft is electronic with 6 pulses per turn.

The oil pump is mounted on the gearbox.

VT2014, VT2014OD, VT2514 and VT2514OD can be equipped with:

• Emergency servo pump (gear driven)

• Oil cooler (TW and TWH)
• PTO (same PTO program as SR1900)
• Oil temperature sensor

Relationship
 The ratios for VT2014, VT2014OD, VT2514 and VT2514OD are as follows:
VT2014 VT2014OD VT2514 VT2514OD

Gear Low Split High Split Low Split High split Low Split High split Low Split High split
position

March 16.86:1 13.51:1 13.51:1 10.83:1 16.41:1 13.16:1 13.16:110.54:1

slow....

1st.... 11.13:1 8.92:1 8.92:1 7.15:1 11.13:1 8.92:1 8.92:1 7.15:1

2nd.... 7.16:1 5.74:1 5.74:1 4.60:1 7.16:1 5.74:1 5.74:1 4.60:1

3rd.... 4.68:1 3.75:1 3.75:1 3.01:1 4.68:1 3.75:1 3.75:1 3.01:1

4th.... 2.97:1 2.38:1 2.38:1 1.91:1 2.97:1 2.38:1 2.38:1 1.91:1

5th.... 1.91:1 1.53:1 1.53:1 1.23:1 1.91:1 1.53:1 1.53:1 1.23:1

6th.... 1.25:1 1.00:1 1.00:1 0.80:1 1.25:1 1.00:1 1.00:1 0.80:1

R1.... 15.06:1 12.09:1 12.09:1 9.69:1 15.06:1 12.09:1 12.09:1 9.69:1

R2.... 4.02:1 3.22:1 3.22:1 2.58:1 4.02:1 3.22:1 3.22:1 2.58:1

Return to: Index

Gearbox sections

clutch cover

The new version clutch cover and the clutch servo is mounted directly on the cover.

The clutch fork is of a new type and its housing is integrated into the cover for the primary shaft.

Clutch wear can be measured using a tool on the clutch fork, see service information 411-20
Clutch wear check.

The fixing for the lifting device (1) is on the clutch cover.
Basic case cover

The cover of the basic box is a new version. The split section fits inside the basic box cover.

The split contact (1) and temperature sensor (2) are on the left side.

The oil filler (3), oil drain (4) and level gauge (5) are located on the right side.

The cover of the basic box is adapted to the attachment of external controls.

On the sides of the basic box there are sound shields (6).
Range shift cover

The range shift cover is a new version and has a new oil filter housing. On the rear edge of the
range shift cover there is a flange for installing the rear-mounted Volvo PTO. The power take-off
opening remains intact.

The integrated emergency servo pump has a special flange housing for gear pump propulsion.

The fixing for the lifting device (1) is on the range shift cover.

The new version requires it to be used in conjunction with the compact retarder.
Return to: Index

Shafts, bearings and gear

Principal axis

The main shaft is reinforced in relation to the SR1900.

The gears for slow travel and reverse have oblique cut teeth.

intermediate shaft

The intermediate axle has been reinforced.

The gears for slow travel and reverse have oblique cut teeth.

Rear axle

The rear axle design is the same as the SR1900.

The gear is oblique cut.

secondary shaft

The secondary shaft design is similar to that of the SR1900.

On the secondary shaft the sprocket for the output speed has changed places with the bearing.
Bearings

The bearings for the primary and main shaft are lubricated by the flow of oil from the lubrication
system. The idler shaft bearing is lubricated with oil from the oil pump and through splash
lubrication from the gears, just as in the SR1900.

The gears for the input shaft, main shaft and reverse shaft are supported by two lines of needle
bearings with steel bearing carriers. Two of the needle bearings, 1st and 2nd gear, have been
reinforced compared to the SR1900.

Gear

Oblique cut gears are used in practically the entire gearbox, with the exception of the range
gearbox which still has a gear with straight teeth.

The gears have been reinforced compared to the SR1900.

VT2014 has the same version of range satellites as the SR1900, while VT2514 has reinforced
satellites.

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Synchronization

Basic box synchronization

A new double sync type synchronization has been introduced. The new version of
synchronization and control reduces the gear changing force by up to 50% depending on the
sprocket, and improves the quality when changing gears. The new synchronization requires less
space but has greater wear force, leaving room for an increase in gear width.
Range synchronization

Range synchronization is identical to that of the SR1900.

Split sync

A new synchronization has been introduced.

The timing consists of a simple timing type with separate locking surfaces.

Return to: Index

Oil pump

The gearbox is lubricated through a combination of pump and splash lubrication.

Oil circulation has increased by 20% compared to the SR1900.

On the pressure side of the pump is an all-through oil filter with newly designed cartridge. It is
located in the pump box and is accessible from the outside. The filter is protected with an oil
filter protector in the range box. In the oil filter there is a support tube that prevents the filter from
being completely blocked.

There are two overflow valves on the pump: one to protect the oil filter if it becomes blocked and
another to protect the entire lubrication system against high pressure (e.g. at cold start).

Oil is conducted into the main shaft to lubricate and cool the range gears and also the primary
and secondary shaft bearings.
The overdrive version has injection lubrication in the front group gear similar to the SRO2400.

For versions with oil cooler there is a separate oil filter protector.

Return to: Index

Control box and locking system

control box

The control box is cast in aluminum. The side control shaft in the control box has been adapted
for any type of structure, both for left- and right-hand drive vehicles.

The position of the control box does not require adjustment.

The reversing light contact (1) has been added to the control box.

A combined forward and reverse position lock (2) has been added to the control box.

A number of features have been introduced/modified compared to the SR1900.

Lock system

The gearbox has been included with the locking system due to the low shifting forces.

The magnetic lock is to prevent over-revving and involuntary engagement of 1st gear (in low
range) and also over-revving of the clutch. The functions it includes are:

• The magnetic lock (1) is located in the control box.

• A contact that indicates the low range and high range (located in the low box).
• Speedometer (located in the range box).

Lock (2) for neutral and range position that prevents the sector from inadvertently moving from
the neutral position to the drive position, when the clutch is engaged. It also ensures that the
gearbox remains in neutral position while driving in range position, just as it does on the
SR1900.

Return to: Index

Internal gearbox controls

Shift rods, shift forks, and fork carriers for the gearbox gears are similar to those of the SR1900.
The split shift fork is a new type compared to the SR1900 and connects directly to the piston rod
for the split cylinder. No third adjustment is necessary on any of the VT2014, VT2014OD,
VT2514 or VT2514OD versions.

Return to: Index

Split and range cylinder

Split cylinder

The split cylinder acts with the help of an integrated compressed air cylinder in the clutch cover,
which is a novelty compared to the SR1900.

The relay valve is located on the outside of the clutch cover.

range cylinder

The solenoid valve for the range lock is integrated into the range cylinder cover.

The function is the same as for the SR1900.

Return to: Index

Fittings and hoses

A new type of “semi VIPS” couplings has been introduced. The basis of the new design is to
integrate the tapered section of the clutch into each partial component (except the threads that
accumulate dirt) and also a locking function intended to facilitate disassembly.

Return to: Index

Seals and gaskets

The seal on the input shaft has been replaced with a new type with integrated flange, which
replaces the V-ring compared to the SR1900.
Otherwise, seals and gaskets are the same as in the SR1900.

New design in:

• The split cylinder involves the introduction of new seals.

• The new lubrication system involves new seals.
• The integrated emergency servo pump means new seals.

Note! The seal must not be greased.

Return to: Index

Emergency servo pump

New design for the propulsion of the emergency servo pump. The pump is driven through a gear
from the primary shaft of the gearbox.

Gear with an integrated toothed wheel, drives the speedometer sensor.

Return to:
Index

Flan
ge
The cruciform toothed flange is introduced in the other gearbox programs.

Return to:
Index
R3 - Group 43

control box

The control box is cast in aluminum.

The control shaft in the control box has been adapted for any type of structure, both for left- and
right-hand drive vehicles.

• Cylinder lock (A)

• Solenoid for locking 1st gear (B)
• Neutral/reverse position lock with supplement (C)
• Lock valve (D)
• Reversing light contact with pin (E)

The control box's mission is to transmit the movements of the gear selector to the shift rods in
the gearbox, and it mainly consists of:
 • Control shaft (G) where the gear selector is fixed.
• On the control shaft there is the gear selector (H) that influences the shift rods.
change.

• The shift position lock (I) ensures that both shift rods are not influenced at the same
time.
• The drive shaft is also provided with neutral/reverse lock (C) as an auxiliary means of
holding the gears in position.
• The lock also provides resistance to the shift lever when moving to the reverse/slow
position.
• Neutral/reverse lock locks against cam (F) on drive shaft.
The cam in turn has another cam as a solenoid to lock 1st gear.

Compressed air system

Location of air components

1. Gear lever
2. Air filter
3. range cylinder
4. Range relay valve
 5. Lock valve, range box
6. cylinder lock
7. Lock valve, control box
8. Range lock
9. Split cylinder
10. Relay valve, split
11. split lock valve

Gear lever

The range shift control is located on the gear lever. This consists of a valve that throttles or
releases the control air to the range cylinder relay valve.

Here is also the control for the split transmission that throttles or releases the control air to the
relay valve of the split cylinder.

The gear lever is supplied with pressurized air through connection (1). When the range control is
moved to the low range position the control air is expelled through connection (21) and when the
control is moved to the high range position a bleed occurs in the gear lever.

When the split control is moved to the split high position, the control air is expelled through
connection (22) and when the control is moved to the split low position, bleeding occurs through
the gear lever.
Air filter

In the supply line for the gearbox in the compressed air system there is an air filter. It is located
on the cover for the lock cylinder in the control box.

range cylinder

The range cylinder is a double-acting pneumatic cylinder that is fixed to the rear section of the
range box. The piston is screwed onto the piston rod and the joint is sealed with an O-ring (1).
The other seals are piston seals (2), piston rod seal (3), the O-ring that seals against the range
case (4) and the O-rings in the cover (5).
Relay valve. range

The mission of the relay valve is to guide the air from one side of the piston to the other
depending on the gear chosen. The relay valve is integrated into the cylinder cover.

In the relay valve there is a spring-loaded adjustment slide (1) that is in the high range position
(H) through the force of the spring (2). When the shift lever control is moved to the low range (L)
position, the control air is expelled to the relay valve, the spring force is overcome and the slide
returns to the low range position.

The cylinder is purged through the relay valve.

Lock valve, range box

When the range change occurs, the basic box is blocked by a cylinder lock located in the control
box. The supply air to the lock cylinder is regulated by the lock valve, which governs the cylinder
piston rod range as follows:

There are two cavities in the piston rod. The lock valve piston is located in one of these cavities
when the range shift is in the high range or low range position.

The valve then blocks air flow to the lock cylinder in the control box.

During the shift to range the lock valve piston is pressed out of the bore and air flow to the
cylinder is opened.

cylinder lock

The locking cylinder is located in the control box and its mission is to block the manual shift of
the basic gearbox when the range shift is made.

The locking cylinder consists of a double-acting spring-loaded cylinder whose piston is provided
with a locking pin.

When the range changes, air comes out of the range lock valve to the connection (1) and with
the help of the spring force the locking pin is pressed into the notch of the gear selector. The
basic gearbox is then locked in neutral position.
The lock cylinder also has the task of locking the gear lever in the neutral position when the
clutch pedal is released. This means that the driver must always press the clutch pedal to
engage the starter gear and when shifting while driving.

When the clutch pedal is pressed, air is expelled from the split lock valve to port (2). The air
overcomes the spring force and releases the shift selector.

Lock valve, control box

When any gear of the basic gearbox is engaged, the range gearbox should not be able to
change gears. This is accomplished by a lock valve that works in reverse of the one found in the
range box.

When the shift lever is in neutral position the lock valve is open and the supply air can pass to
the range cylinder.

When shifting into gear, the shift selector depresses the lock valve piston and the air supply to
the range cylinder is shut off.
Range lock

The range lock prevents shifting to low range if the speed of the gearbox secondary shaft is
greater than 700 rpm (about 30 km/h).

The vehicle control unit (VECU) receives the signal from the speedometer sensor and activates
the solenoid valve that closes the maneuvering air for the range cylinder relay valve. The low
range cannot then be set.

The solenoid valve is located on the range cylinder cover.

Split cylinder
The split cylinder is a double-acting pneumatic cylinder that is located in front of the clutch cover.

The cap and cylinder are cast in one piece (A). The piston (B) is screwed onto the piston rod.
The lock to keep the split gear in position is located on the left side of the base box next to the
split contact.

Relay valve, split

The split cylinder relay valve works in the same way as the range cylinder relay valve.

The relay valve slide is in the low split position (L) through the force of the spring.

When the shift lever control is moved to the high split position (H), the control air is expelled to
the relay valve, the spring force is overcome and the slide returns to the high split position.
(Applies to direct drive gearbox, DD)

split lock valve

Split shifting cannot be performed without depressing the clutch pedal. For this reason the air
supply to the split cylinder is regulated by a blocking valve.

When the clutch pedal is pressed, it pushes the lock valve piston, the valve opens and allows air
to pass into the split cylinder.

Electric system
 • 1 is a 1st gear lock solenoid. This prevents the driver
Move the gear lever to 1st gear if the speed is too high. This function is to protect the
timing and clutch. For this function to be activated, the following conditions are
necessary:
o 1. Low range position
o 2. Speed greater than 20 km/h

• 2 is a split contact that lights the split lamp in the instrument panel.
• 3 is a reversing light contact that turns on the reversing light/buzzer
when reverse gear is engaged.

• 4 is a sensor for the range position and provides the vehicle control unit
(VECU) information about the range position to activate the 1st gear magnetic cylinder
in case of wrong gear change.

• 5 It is a solenoid valve for range blocking. This prevents the gear change below
low range when the speed is greater than about 30 km/h.

• 6 is a speed sensor that provides the speed signal for drive

vehicle control (VECU).

• 7 is an oil temperature sensor and shows the temperature of the oil in the box
gear shift (only as accessory).

Lubrication system

Generalities
The gearbox is lubricated through a combination of pressure and splash lubrication.

The gearbox has circulatory lubrication. Oil is drawn from the bottom of the case through a
strainer to the oil pump which is driven by the intermediate shaft.

Afterwards the oil is pressed back cover of the main shaft. The oil is pushed into the distribution
tube which is provided with a number of holes from where the oil reaches the bearing on the
primary shaft, main shaft and the range gear.

OD gearboxes are provided with an additional oil pipe from the rear cover on the main shaft to
the OD wheel.

The channels then carry the oil to the bearings and synchronizations.

The oil distribution is 30% for the main shaft and the rest 70% for the range gearbox.
Oil pump

The oil pump is an eccentric pump driven by the intermediate shaft through the gear and a drive
shaft that passes through the rear axle. The drive shaft is housed in two needle bearings on the
rear axle.

There are two spill valves on the pump. One (1) ensures that the gearbox has lubrication if the
filter is clogged and the other (2) protects against high pressure in the system (for example cold
start).

The valves are located in the pump housing and consist of pressure springs and valve cone.

Oil flow has been increased by 20% compared to the SR1900.

On the pressure side of the pump there is a filter with an all-through cartridge (3). It is located in
the pump box and is accessible from the outside. The filter is protected with a cover (4) in the
range box. In the oil filter there is a support tube (5) that prevents the filter from collapsing.

oil cooler
These gearboxes can be equipped with an oil cooler mounted on the gearbox.

Another oil filter cover (2) is used where the oil cooler can be screwed on.

The oil is pumped first through the filter, then through the oil cooler and then into the gearbox
channels through pipe (1).

From the engine cooling system, coolant is guided to the oil cooler heat exchanger through
tubes and hoses.

If necessary, a higher-performance oil cooler is available as a variant. The oil cooler (3) is
replaced by an adapter that guides the oil to a larger radiator.