CAMPUS ITM: Av.

Ramn Castilla 1110

Carretera Trujillo Huanchaco
E-mail: itmaperu@yahoo.com

1

SYSTEMS OPERATION
966G Series II Wheel Loader and 972G Series II
Wheel Loader Power Train


GENERAL INFORMATION


I llustration 1: Location of Power Train Components

(1) Diesel engine
(2) Torque converter
(3) Transmission
(4) Output transfer gears

(5) Rear final drives
(6) Rear drive shaft
(7) Front drive shaft
(8) Front final drive


Power from the diesel engine (1) is sent from the flywheel to torque converter (2). The
torque converter is splined to the engine flywheel. The torque converter is fastened to
transmission (3) by bolts. Power flows directly from the torque converter to the
transmission input shaft. The torque converter output gear is meshed to the transmission
input gear.

The transmission output shaft is connected to the input gear in output transfer gear case
(4) by splines. Power is sent through the input gear to the output gear. The output gear
sends power through rear drive shaft (6) to the rear differential. The output gear also
sends power to the front differential through front drive shaft (7). The bevel gear and
pinion of each differential sends the power to the final drives through the differentials
and through the sun gear shafts. Axle shafts transfer the power from final drives (5) and
(8) to the wheels. An integral parking brake is mounted on the front of the transmission.

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I llustration 2: Block Diagram of the Power Train Electronic Control System

(9) Position sensor (left pedal)
(10) Transmission direction and speed
control
(11) ET service connector
(12) CAT Data Link
(13) Caterpillar Monitoring System
(14) Caterpillar Monitoring System
service connector
(15) Power train electronic control
module (ECM)
(16) Auto/manual switch for the
Autoshift control
(17) Transmission neutralizer override
switch
(18) Variable shift control switch
(19) Minimum engine speed setting
(20) Engine
(21) Engine speed sensor
(22) Torque Converter
(23) Torque Converter output speed
sensor
(24) Modulating valves (transmission
clutch) (six)
(25) Transmission oil temperature
sensor
(26) Transmission output speed sensors
(two)
(27) Differential
(28) Transmission


Six hydraulically activated clutches in transmission (28) provide four forward speeds
and four reverse speeds. Speed selections and direction selections are made manually
with transmission direction and speed control (10). The autoshift control will make
speed selections if the machine is in automatic mode. The variable shift control uses the
position of the variable shift control switch and the engine speed in order to provide
alternate auto shift points.




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The power train electronic control system electronically controls transmission shifts.
The power train electronic control system shifts the transmission. In order for the
transmission to be shifted to the desired speed and the desired direction, power train
ECM (15) receives the operator input from transmission direction and speed control
(10) and the left brake pedal position sensor. The power train ECM signals the
modulating valve (transmission clutch) of the speed clutch that is selected. The power
train ECM signals the modulating valve (transmission clutch) of the direction clutch
that is selected. The output signal energizes the solenoids of modulating valves
(transmission clutch) (24) that are selected. The energized modulating valves
(transmission clutch) electronically modulate the oil pressure of the clutches that are
selected. The power train ECM can request automatic shifts. The power train ECM uses
the following input signals to ensure steady engagement of the clutches: engine speed
sensor (21), torque converter output speed sensor (23), transmission speed sensors (26)
and transmission oil temperature sensor (25).

The power train ECM also controls the following functions: neutral start, ride control,
backup alarm, auto shift control, variable shift control, secondary steering, speed
limiter, parking brake interlock and transmission neutralizer.































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TORQUE CONVERTER AND PUMP DRIVE HOUSING

I llustration 3: Torque Converter and Pump Drive Housing

(1) Torque converter housing. (2) Transmission and hydraulic implement pump drive
gear. (3) Pump drive flange. (4) Transmission oil pump. (5) Torque converter. (6)
Transmission housing. (7) Torque converter output gear. (8) Drive gear. (9) Input gear
for planetary transmission.

Transmission oil pump (4) and the hydraulic implement pump are mounted on torque
converter housing (1). Torque converter housing (1) is between the engine flywheel
housing and transmission housing (6).

Gear (8) turns drive gear (2) for the transmission oil pump and for the hydraulic
implement pump. Pump drive flange (3) is connected to transmission oil pump (4) by
splines. The hydraulic implement pump is fastened to transmission oil pump (4). Torque
converter output gear (7) sends power to input gear (9) for the planetary transmission.
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TORQUE CONVERTER










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TORQUE CONVERTER


The torque converter is located at the input end of the transmission. The torque
converter housing is bolted to the flywheel housing. Output torque from the torque
converter enters the planetary transmission through either the Number 1 sun gear or the
Number 2 sun gear. The gear that receives the output is dependent upon the direction
clutch that is engaged.

Oil for the operation of the torque converter is supplied by the transmission oil pump.
Oil from the transmission oil pump flows to the torque converter housing. The oil flow
is divided in the torque converter housing. The transmission hydraulic control relief
valve and the clutch solenoid modulating valves receive the oil flow that is divided. The
transmission hydraulic control relief valve regulates P3 converter inlet oil to flow to the
torque converter at a nominal pressure of 550 kPa (80 psi). The torque converter inlet
relief valve limits the oil flow to the torque converter to a maximum pressure of 900
70 kPa (130 10 psi). The torque converter inlet relief valve is located in the torque
converter housing. The transmission hydraulic control relief valve is located above the
torque converter inlet relief valve.

The torque converter outlet pressure is 415 kPa (60 psi).

TORQUE CONVERTER

I llustration 4: Torque Converter
(1) Rotating housing
(2) Impeller
(3) Gear
(4) Inlet port
(5) Output shaft
(6) Turbine
(7) Stator
(8) Adapter
(9) Carrier assembly
(10) Outlet port

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Rotating housing (1), impeller (2), and oil pump drive gear (3) are driven by the
flywheel. These components rotate as a unit at the engine speed.

P3 converter inlet oil enters the torque converter through inlet port (4) in carrier
assembly (9). The oil is directed to the inlet port by a passage in the torque converter
housing. From inlet port (4), the oil flows through carrier assembly (9) and through a
passage in impeller (2).

As impeller (2) rotates, the impeller acts as a pump in order to direct the oil to turbine
(6). The turbine is fastened to the hub assembly with bolts. The hub assembly is
connected to output shaft (5) by splines. The turbine directs oil to stator (7) that is held
stationary. The stator is connected to adapter (8) with splines. Adapter (8) is connected
to carrier assembly (9) with splines. Carrier assembly (9) is bolted to the torque
converter housing.

The oil flows through a passage in carrier assembly (9) to outlet port (10). From outlet
port (10), oil is directed to the torque converter oil cooler. The temperature of the oil is
lowered in the torque converter oil cooler. From the torque converter oil cooler, the oil
flows to the transmission. The oil cools the internal components of the transmission.
The oil lubricates the internal components of the transmission.


TORQUE CONVERTER (FREEWHEEL STATOR)

I llustration 5
(1) Rotating housing
(2) Impeller
(3) Gear
(4) Inlet port
(5) Output shaft
(6) Turbine
(7) Plate
(8) Stator
(9) Race
(10) Carrier
assembly
(11) Outlet port

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I llustration 6
(9) Race
(12) Cam
(13) Spring
(14) Slot
(15) Cam surface
(16) Roller

Rotating housing (1), impeller (2), and oil pump drive gear (3) are driven by the
flywheel. These components rotate as a unit at the engine speed.

P3 converter inlet oil enters the torque converter through inlet port (4) in carrier
assembly (10). The oil is directed to the inlet port by a passage in the torque converter
housing. From inlet port (4), the oil flows through carrier assembly (10) and through a
passage in impeller (2).

As impeller (2) rotates, the impeller acts as a pump in order to direct the oil to turbine
(6). The turbine is fastened to the hub assembly with bolts. The hub assembly is
connected to output shaft (5) with splines. The turbine directs oil to stator (8) that is
held stationary.

Stator (8) is connected to freewheel cam (12) with splines. Stator (8) and freewheel cam
(12) rotate together. Freewheel race (9) is held stationary. Springs (13) are inserted
between cam (12) and rollers (16). Race (9) is connected to carrier (10) with splines.
Carrier (10) is fastened to the cover that is around the torque converter. Carrier (10) and
race (9) do not rotate. The carrier helps to support the rotating components of the
converter. The carrier also contains the oil flow passages for the operation of the
converter.

The oil flows through a passage in carrier assembly (10) to outlet port (11). From outlet
port (11), oil is directed to the torque converter oil cooler. The temperature of the oil is
lowered in the torque converter oil cooler. From the torque converter oil cooler, the oil
flows to the transmission. The oil cools the internal components of the transmission.
The oil lubricates the internal components of the transmission.
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TRANSMISSION HYDRAULIC SYSTEM




I llustration 7: Schematic for the Transmission Hydraulic System

(1) Transmission hydraulic control relief valve
(2) Torque converter
(3) Torque converter outlet relief valve (if equipped)
(4) Transmission oil filter
(5) Modulating valve (transmission clutch) for the Number 1 clutch
(6) Modulating valve (transmission clutch) for the Number 4 clutch
(7) Modulating valve (transmission clutch) for the Number 2 clutch
(8) Modulating valve (transmission clutch) for the Number 5 clutch
(9) Modulating valve (transmission clutch) for the Number 3 clutch
(10) Modulating valve (transmission clutch) for the Number 6 clutch
(11) Transmission oil pump
(12) Torque converter inlet relief valve
(13) Suction screen and magnet
(14) Oil sump
(15) Transmission lubrication
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(16) Oil cooler
(A) Pump pressure tap
(B) P3 Torque converter inlet pressure tap
(C) Torque converter outlet pressure tap
(D) Sampling valve for the transmission oil
(G) Number 1 clutch pressure tap
(H) Number 4 clutch pressure tap
(J) Number 2 clutch pressure tap
(K) Number 5 clutch pressure tap
(L) Number 3 clutch pressure tap
(M) Number 6 clutch pressure tap
(N) Transmission lubrication pressure tap

The transmission hydraulic system consists of the following components: suction screen
and magnet (13), transmission oil pump (11), transmission oil filter (4), transmission
hydraulic control relief valve (1), modulating valves (transmission clutch) (5-10), torque
converter (2), torque converter inlet relief valve (12), torque converter outlet relief valve
(3) and oil cooler (16).

The bottom of the output transfer gear case contains oil sump (14). Transmission oil
pump (11) is a one-section gear type pump. Transmission oil pump (11) is a positive
displacement pump. Transmission oil pump (11) supplies oil to the transmission
hydraulic system. Transmission oil pump (11) pulls oil from oil sump (14). The oil
flows through the suction screen and magnet (13). Oil is supplied to the pump inlet
through a tube that is mounted to the pump inlet and the output transfer gear case.
Pressurized oil exits the pump outlet and flows to externally mounted transmission oil
filter (4). Pressurized oil flows from transmission oil filter (4) through an external hose
to the torque converter housing. Pressurized oil then flows through internal passages in
the torque converter housing. Transmission hydraulic control relief valve (1) receives
some of the pressurized oil flow. Modulating valves (5-10) receive some of the
pressurized oil flow.

Modulating valves (5-10) are mounted on the top of the transmission under the cab. The
six transmission clutches have an individual modulating valve (5-10). In order to move
the machine, a direction clutch solenoid and a speed clutch solenoid must be energized.
The modulating valves (5-10) are used to directly modulate the oil pressure that is sent
to each individual clutch. The leakage oil from the clutches and the return oil flows to
the bottom of the transmission. The nonenergized modulating valves (5-10) return the
oil flow to the bottom of the transmission. The oil then flows to oil sump (14) in the
bottom of the output transfer gear case.

Transmission hydraulic control relief valve (1) controls the pressure of the oil that flows
to modulating valves (5-10). Oil flows into transmission hydraulic control relief valve
(1) at a maximum pressure of 2930 kPa (425 psi). The oil pressure overcomes the spring
force of transmission hydraulic control relief valve (1). Torque converter inlet oil then
flows to torque converter (2) at 550 kPa (80 psi).

Torque converter inlet relief valve (12) limits P3 torque converter inlet oil to a
maximum pressure of 900 70 kPa (130 10 psi). Torque converter inlet relief valve
(12) is located in the torque converter housing. Transmission hydraulic control relief
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valve (1) is located above the torque converter inlet relief valve. Transmission hydraulic
control relief valve (1) must be removed in order to attain access to the torque converter
inlet relief valve.

The outlet oil from torque converter (2) flows to torque converter outlet relief valve (3).
Torque converter outlet relief valve (3) (if equipped) maintains the oil pressure inside
the torque converter at a specific rate. Torque converter outlet relief valve (3) (if
equipped) maintains the oil pressure inside the torque converter at 415 140 kPa (60
20 psi). The oil flows from the torque converter outlet relief valve to oil cooler (16).

Oil cooler (16) is located on the right side of the engine. After the oil has been cooled,
the oil flows to the transmission. The oil provides lubrication to the transmission and
cooling to the transmission. The oil flows through internal passages in the transmission
to the bearings, the gears and the clutches. The oil then flows to the bottom of the
transmission. The oil then flows to oil sump (14) in the bottom of the output transfer
gear case.


TRANSMISSION OIL PUMP




I llustration 8: Torque Converter and Pump Drive Housing

(1) Torque converter
housing.
(2) Transmission
and hydraulic pump
drive gear.
(3) Pump drive
flange.
(4) Transmission oil
pump.
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I llustration 9: Location of the transmission oil pump

Transmission oil pump (4) is mounted on the left side of torque converter housing (1)
under the cab.

Transmission oil pump (4) is a positive displacement type pump. The one-section gear
pump is bolted to the torque converter housing (1). The following pumps are mounted
on the transmission oil pump (4) and driven by the transmission oil pump: steering
pump, implement pump and pilot/brake pump.

The pump drive gear is fastened to the torque converter impeller. The pump drive gear
drives transmission and hydraulic pump drive gear (2). Transmission and hydraulic
pump drive gear (2) is fastened to pump drive flange (3). Pump drive flange (3) is
connected to transmission oil pump (4) by splines. The splined shaft of the transmission
oil pump drives the transmission oil pump.

I llustration 10: Transmission oil pump

The main components of the transmission oil pump are (5) cover assembly, (6) body
assembly, (7) manifold assembly, (8) drive gear, and (9) gear.
(4) Transmission oil
pump.

(5) Cover assembly.
(6) Body assembly.
(7) Manifold
assembly.
(8) Drive gear.
(9) Gear.

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OIL FILTER (POWER TRAIN)




I llustration 11: Location of the power train oil filter

The power train oil filter (1) is mounted on the left side of the machine frame under the
cab.

The externally mounted oil filter has a bypass valve. If there is a restriction in the oil
filter or if the oil viscosity is high, the bypass valve in the filter housing will open.

If the inlet pressure to the oil filter is 248 21 kPa (36 3 psi) greater than the outlet
pressure, the bypass valve will open. When the oil does not flow through the filter
element, the debris in the oil could cause damage to other components in the hydraulic
system.

Correct maintenance recommendations must be followed in order to ensure that the
element does not fill with debris. If the element is full of debris, the flow of clean oil to
the hydraulic system stops.


TRANSMISSION OIL COOLER


I llustration 12: Location of Transmission Oil Cooler
(1) Power train oil filter.

Coolant from the engine
enters the end of the oil
cooler. The coolant
flows through the many
long tubes that are in the
oil cooler. The coolant
then exits the opposite
end of the oil cooler and
the coolant returns to the
engine cylinder block.
The coolant is then
cooled by the cooling
system of the engine.

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I llustration 13: Schematic of Transmission Oil Cooler

Transmission system oil with a high temperature comes from the relief valve for the
torque converter outlet. Transmission system oil enters the oil cooler inlet. The flow of
oil is around the tubes and along the tubes inside the oil cooler. In this process, heat that
is removed from the oil is given to the engine coolant. After the oil flows through the oil
cooler tubes the oil flows through the bottom outlet with a lower temperature. The
components in the transmission are then cooled and lubricated by the oil.


TRANSMISSION HYDRAULIC CONTROL


I llustration 14: Transmission Hydraulic Control

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(1) Number 1 clutch modulating valve (Reverse)
(2) Number 2 clutch modulating valve (Forward)
(3) Number 3 clutch modulating valve (Fourth Speed)
(4) Number 4 clutch modulating valve (Third Speed)
(5) Number 5 clutch modulating valve (Second Speed)
(6) Number 6 clutch modulating valve (First Speed)
(A) Transmission hydraulic control relief valve
(B) Modulating valves (transmission clutch)
(C) Torque converter inlet relief valve
(D) Torque converter outlet relief valve (if equipped)

The transmission hydraulic control controls the oil pressure to the torque converter, to
the transmission clutches, and to the lubrication circuits. The transmission hydraulic
control also controls the flow of oil to the clutches. The transmission hydraulic control
is installed on the top of the transmission planetary group and on the side of the torque
converter housing. The transmission hydraulic control consists of the following
components: transmission hydraulic control relief valve (A), six modulating valves (B),
torque converter inlet relief valve (C) and torque converter outlet relief valve (D).

Pressurized oil for the operation of the transmission hydraulic control flows from the
transmission oil pump to the transmission oil filter. The oil flows through a hose to the
oil inlet in the torque converter housing. The oil flows through internal passages in the
torque converter housing in order to supply transmission hydraulic control relief valve
(A) with oil. The oil also flows through internal passages in the transmission housing in
order to supply the six modulating valves (B) with oil.

The six modulating valves (B) are mounted on the top of the transmission under the cab.
The six transmission clutches have an individual modulating valve (B). In order to
move the machine, a direction clutch solenoid and a speed clutch solenoid must be
energized. The modulating valves (B) are used to directly modulate the oil pressure that
is sent to each individual clutch.

The following table provides the combination of the energized solenoids and engaged
clutches for each forward speed and for each reverse speed.

TABLE 1
Speed Range and Direction Clutches and Solenoids that are Engaged
Fourth Speed Forward 3 and 2
Third Speed Forward 4 and 2
Second Speed Forward 5 and 2
First Speed Forward 6 and 2
Neutral 3
First Speed Reverse 6 and 1
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Second Speed Reverse 5 and 1
Third Speed Reverse 4 and 1
Fourth Speed Reverse 3 and 1

Transmission hydraulic control relief valve (A) controls the pressure of the oil that is
supplied to modulating valves (B). The oil pressure overcomes the spring force of the
transmission hydraulic control relief valve. Torque converter inlet P3 oil then flows to
the torque converter.

Torque converter inlet relief valve (C) limits P3 torque converter inlet oil pressure to a
maximum of 900 70 kPa (130 10 psi). Torque converter inlet relief valve (C) is
located in the torque converter housing. Transmission hydraulic control relief valve (A)
is located above torque converter inlet relief valve (C). Transmission hydraulic control
relief valve (A) must be removed in order to attain access to the torque converter inlet
relief valve (C).


TRANSMISSION HYDRAULIC CONTROL OPERATION



I llustration 15: Transmission Hydraulic Control
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Starting the Engine with the Transmission in the NEUTRAL position:

When the engine is started, the transmission oil pump (11) pulls oil from oil sump (14).
The oil flows through the suction screen and magnet (13). Transmission oil pump (11)
sends pressurized oil through transmission oil filter (4). Pressurized transmission oil
flows from the transmission oil filter to the oil inlet in the torque converter housing. The
pressurized oil flows through internal passages in the torque converter housing in order
to supply transmission hydraulic control relief valve (1) with oil. The pressurized oil
also flows through internal passages in the transmission housing. The pressurized oil
flows out of the internal passages in the transmission housing into modulating valves (5-
10). Number 3 clutch solenoid (9) is energized because the transmission is in neutral.
None of the remaining modulating valves (5), (6), (7), (8) and (10) provide oil to the
transmission clutches. The pressurized oil leakage drains to oil sump (14).

The transmission hydraulic control relief valve (1) sends P3 converter inlet oil to torque
converter (2). Torque converter outlet oil flows to oil cooler (16). After the oil cools, the
oil flows to the transmission for transmission lubrication (15). After the transmission is
lubricated and cooled the oil drains to the oil sump (14).

Torque converter inlet relief valve (12) limits P3 torque converter inlet oil pressure to a
maximum of 900 70 kPa (130 10 psi). Torque converter inlet relief valve (12) is
located in the torque converter housing. Transmission hydraulic control relief valve (1)
must be removed in order to attain access to torque converter inlet relief valve (12).

Shifting the Transmission to the FIRST SPEED FORWARD position:

The power train electronic control module (ECM) modulates the electrical current that
is sent to the selected modulating valves. Modulating the current to the modulating
valve controls the transmission clutch pressure.

When the transmission direction and speed control lever (if equipped) is moved to the
FIRST SPEED FORWARD position, both Number 2 clutch solenoid (7) and Number 6
clutch solenoid (10) are energized. When the transmission direction control switch (if
equipped) and the transmission upshift switch are shifted to the FIRST SPEED
FORWARD position, both Number 2 clutch solenoid (7) and Number 6 clutch solenoid
(10) are energized.

Number 2 clutch solenoid (7) is electronically modulated when the Number 2 clutch is
filled. Number 6 clutch solenoid (10) is electronically modulated when the Number 6
clutch is filled. When the electrical current is modulated to the full current, the Number
6 clutch and the Number 2 clutch are at full oil pressure.

Modulating valves (5), (6), (8), and (9) are not energized. The leakage oil drains to oil
sump (14).
(AA) Pressure oil (BB) P3 Torque Converter inlet pressure
(CC) Torque converter outlet pressure (DD) Lubrication pressure
(EE) Return oil

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Transmission in the FOURTH SPEED REVERSE position:

The power train electronic control module (ECM) modulates the electrical current that
is sent to the selected modulating valves. Modulating the current to the modulating
valve controls the transmission clutch pressure.

When the transmission direction and speed control lever (if equipped) is moved to the
FOURTH SPEED REVERSE position, both Number 1 clutch solenoid (5) and Number
3 clutch solenoid (9) are energized. When the transmission direction control switch (if
equipped) and the transmission upshift switch is shifted to the FOURTH SPEED
REVERSE position, both Number 1 clutch solenoid (5) and Number 3 clutch solenoid
(9) are energized.

Number 1 clutch solenoid (5) is electronically modulated when the Number 1 clutch is
filled. Number 3 clutch solenoid (9) is electronically modulated when the Number 3
clutch is filled. When the electrical current is modulated to the full current, the Number
3 clutch and the Number 1 clutch are at full oil pressure.

Modulating valves (6), (7), (8), and (10) are not energized. The leakage oil drains to oil
sump (14).


OUTPUT TRANSFER GEARS




I llustration 16: Output Transfer Gears

(1) Case.
(2) Drive gear.
(3) Shims.
(4) Driven gear.
(5) Shaft.
(6) Yoke assembly.
(7) Yoke assembly.


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The output transfer gears are at the output side of the transmission. The transmission
output shaft is connected to drive gear (2) by splines.

Drive gear (2) is engaged with driven gear (4). Driven gear (4) is connected to shaft (5)
by splines. Yoke assemblies (6) and (7) are connected to shaft (5) by splines. Yoke
assembly (6) is connected to the short drive shaft that is connected to the rear
differential. Yoke assembly (7) is connected to the drive shaft. The drive shaft is
connected to the pillow block bearing and to the front differential.

The flow of power in the output transfer gears goes from the transmission output shaft
to drive gear (2). The power then flows from drive gear (2) to driven gear (4). The
power then flows from the driven gear to shaft (5).

At shaft (5), the flow of power divides. Some of the power goes from yoke assembly (6)
through a drive shaft to the rear differential. Some of the power goes from yoke
assembly (7) through a drive shaft and through the bearing cage to the front differential.

Shims (3) are used to adjust the end play of gear (2).


MAGNETIC SCREEN


I llustration 17: Magnetic Screen Assembly

The magnetic screen assembly is located on the bottom right side of the rear of the
transfer gear case. Oil from the bottom of the transfer gear case flows through an inlet
passage. As the oil flows through the screen, foreign particles that are in the oil are
stopped by the screen. This keeps the foreign particles from going into the transmission
hydraulic system.

After the oil flows through the screen, the oil flows through the magnets. The magnets
are installed on the tube assembly so that the same magnetic ends are next to each other.
Smaller metal particles that go through the screen are captured by the magnets. The
magnets will not allow the metal particles to go with the oil through the transmission
hydraulic system.

Then, the oil flows through the tube assembly to the transmission pump.
(1) Magnetic tube.
(2) Screen.
(3) Seal.


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DIFFERENTIAL


I llustration 18: Typical I llustration











A differential divides the power that is sent to the wheels or a differential causes a
balance of the power that is sent to the wheels. A differential allows one wheel to turn at
a slower rate than the other wheel on an axle. For example, this occurs during a turn.
During a turn, the differential allows the inside wheel to rotate at a slower rate in
relation to the outside wheel. The differential still sends the same amount of torque to
each wheel.

(1) Bevel pinion.
(2) Bevel gear.
(3) Ring gear.
(4) Planetary gear.
(5) Carrier.
(6) Axle shaft.
(7) Spider.


(8) Differential case.
(9) Pinion.
(10) Side gear.
(11) Brake piston.
(12) Brake disc.
(13) Reaction plate.
(14) Sun gear.