05:01-01

Issue 1.1 en

Gearbox

GR801
GR900
GRS890
GRS900
GRS920
GRSH900
GRSO900

Function Description

© Scania CV AB 2005, Sweden

1 714 640
Contents

Contents
Function Description GR801....................................................................... 3
GR900....................................................................... 4
GRS900 .................................................................... 5
GRS890 .................................................................... 6
GRS920 .................................................................... 6
GRSO900 ................................................................. 7
Operation .................................................................. 8
Main gearbox............................................................ 9
Synchromesh .......................................................... 13
Planetary gear ......................................................... 18
Selector housing ..................................................... 22
Gearshift housing.................................................... 23
Range and splitter gears.......................................... 24
Neutral position valve (3/2 valve) .......................... 29
Splitter gear interlock valve.................................... 29
Inductive rotation speed sensor with overspeed
protection................................................................ 30
Gear lever knob ...................................................... 31
Lubrication system ................................................. 32
Gear changing......................................................... 33
Power flow for different gears, main gearbox ........ 35

Specifications Ratios...................................................................... 39
Power take-off ........................................................ 43

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 GR801

Function Description

GR801
GR801 is an 8-speed gearbox which comprises
a 4-speed main gear section and a planetary
gear section.
The gearbox is a range-type gearbox, which
means that the main gear section has close gear
steps and the planetary gear has a low-speed
and a high-speed range.
Gears are changed by first stepping through all
the main gears with the planetary gear low gear
engaged (low range), after which the procedure
is repeated with the planetary gear high gear
engaged (high range).
The gearbox can be used together with CS
(Comfort Shift) or CAG (Computer Aided
Gear change). With CS, only seven of the eight
gears on the gearbox are used.

1 Input shaft 6 Planetary gear

2 Synchromesh, third and fourth gear 7 Oil pump
3 Mainshaft 8 Layshaft
4 Synchromesh, first and second gear 9 Reverse gear shaft
5 Selector housing

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GR900

GR900
GR900 is a 9-speed gearbox which comprises a
4-speed main gear section and crawl gear as
well as a planetary gear section.
The gearbox is a range-type gearbox, which
means that the main gear section has close gear
steps and the planetary gear has a low-speed
and a high-speed range.
Gears are changed by first stepping through all
the main gears with the planetary gear low gear
engaged (low range), after which the procedure
is repeated with the planetary gear high gear
engaged (high range).
In low range a crawl gear is also available
resulting in a total of nine gears.

1 Input shaft 4 Planetary gear section

2 Gearshift housing 5 Layshaft
3 Mainshaft

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GRS900
GRS900 is a 14-speed gearbox which
comprises a 3-speed main gear section with
integrated splitter gear and crawl gear as well as
a planetary gear section.
The gearbox is a range-splitter type gearbox,
which means that the main gear section has
close gear steps and the planetary gear has a
low-speed and a high-speed range.
1 Planetary gear section
2 Mainshaft
3 Gearshift housing
4 Input shaft
© Scania CV AB 2005, Sweden
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GRS900
Gears are changed by first stepping through all
the main gears with the planetary gear low gear
engaged (low range), after which the procedure
is repeated with the planetary gear high gear
engaged (high range).
Each gear in turn can then be split again by
means of the splitter gear, which means that 12
gears are available. In low range, a crawl gear is
also available which can be split via the splitter
gear, resulting in a total of 14 gears.
5 Layshaft
6 Power take-off
7 Range gear
5
GRS890, GRS920

GRS890
GRS890 is a close-ratio 12-speed gearbox The differences are found in the mainshaft;
which is derived from GRS900 but has no GRS900 has a gear wheel with a needle
crawl gear. bearing for the crawl gear, whereas GRS890
has a spacer sleeve (see illustrations).

GRS900

GRS890
102141

Difference between GRS900 and GRS890

GRS920
GRS920 is identical to GRS900, but designed
to cope with the ever-increasing torque levels
produced by modern engines.
The difference between GRS900 and GRS920
is in the gear wheels for 1st, 2nd and 3rd gears,
where the manufacturing method and the
material are different.

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 GRSO900

GRSO900

Z 36
Z 32

Z 31
Z 34

1
133 809

1 High split
Oil collector
2 Low split

GRSO is a gearbox with overdrive, which means
that at least one gear has a gear ratio lower than
1:1.
This results in the output shaft rotating faster
than the input shaft in top gear, and this makes it
possible to drive faster at lowers engine speeds.
GRSO900 is basically the same gearbox as
GRS900 but low and high split have changed
places on it. The number of teeth on the input
shaft has been increased to 36 and the number of
teeth on the layshaft gear has been reduced to
31. This has changed the gear ratio from 1.23:1
to 0.81:1 (overdrive).
In addition, an oil collector has been added to
ensure lubrication of the splitter gear wheels.

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Operation

Operation
The main gearbox unit has synchromesh on all
forward gears apart from the crawl gear. The
main gears and the crawl and reverse gear are
selected manually with a lever.
See also service information for "Gearshift
housing".

Gearshift housing

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 Main gearbox

Main gearbox
The main gearbox has four shafts: Input shaft, mainshaft, layshaft and reverse gear shaft. All the gear
wheels in the gearbox are bevel cut.

1 Input shaft 5 Oil pump

2 Gearshift housing 6 Layshaft
3 Mainshaft 7 Reverse gear shaft
4 Selector housing

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Main gearbox

Input shaft
The input shaft is seated in two tapered roller
bearings. The front one is supported by the front
end plate of the gearbox housing and the rear
one by the front end of the mainshaft. The shaft
is also supported by a ball bearing in the centre
of the flywheel.
The shaft is fitted with two piston rings on the
cross-drilled oilway in order to minimize
pressure drops in the lubrication system. The
needle bearing is lubricated via drilled channels
from the inside of the shaft.
On gearboxes with a splitter gear, the splitter
gear synchromesh hub is connected to the shaft
via a splined joint. The high split gear wheel on
GRSO900 and the low split gear wheel for other Input shaft. The arrows show the piston rings.
splitter gearboxes is seated on a needle bearing.

Reverse gear shaft

The reverse gear shaft is located to the left of the
layshaft. The shaft is firmly fixed in a bracket in
the gearbox housing and in the rear end plate of
the gearbox housing.
The reverse shaft gear, which provides the
mainshaft with the reverse direction of rotation
when reverse gear is engaged, is located on the
shaft. The gear wheel is seated on a needle
bearing and is splash lubricated. Earlier versions
have an oilway in the shaft.

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 Main gearbox

Mainshaft
The front end of the mainshaft is seated in a
tapered roller bearing in the input shaft and the
rear end is seated in a tapered bearing in the
rear end plate of the gearbox housing. The
mainshaft gear wheels are seated on needle
bearings. The low split gear wheel on
GRSO900 and the high split gear wheel on
other splitter gearboxes are seated on two
tapered roller bearings on the mainshaft. Mainshaft, gearbox without splitter gear
The synchromesh hubs for the synchromesh
gears and the driver for the crawl and reverse
gears are connected to the mainshaft via a
splined joint. The sun wheel and the
synchromesh cone for the planetary gear are
fitted at the rear end of the mainshaft with a
splined joint to the shaft.

05_5433
The gear wheel bearings are lubricated through
drilled channels in the shaft.
Mainshaft, gearbox with splitter gear

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Main gearbox

Layshaft
On GR gearboxes the gear wheels for reverse
and crawl gears are milled directly on the shaft.
The wheels for 1st gear, 2nd gear, 3rd gear and
the input shaft are press-fitted on the shaft,
using locking compound in the joints.
On GRS gearboxes the gear wheels for reverse
and crawl gears as well as 1st gear are milled Layshaft, gearbox without splitter gear
directly on the shaft. The 2nd gear wheel and
the gear wheels for the input shaft, low and
high split are press-fitted on the shaft, using
locking compound in the joints.
The layshaft is seated on tapered bearings at
the front and rear walls of the gearbox. A
square drive for the oil pump is fitted at the

05 5545
front end of the shaft. The square drive is
machined directly on the shaft.
Layshaft, gearbox with splitter gear

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Synchromesh
The main gearbox is equipped with two or three
synchromesh units according to the type of
gearbox.
Reverse and crawl gears have no synchromesh
and thus only have one coupling sleeve,
engaging directly with the coupling teeth on the
respective gear wheel when changing gear.
Gearbox without splitter gear, GR900
© Scania CV AB 2005, Sweden
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Synchromesh
The purpose of the synchromesh is to rapidly
bring the gear wheel for the gear concerned to
the same speed as that of the mainshaft.
This also means that the layshaft, input shaft
with clutch disc and other gear wheels on the
mainshaft are brought to a speed which is
appropriate for the current gear.
05_5649
13
Synchromesh

Single synchromesh
The synchromesh unit for all gears apart from
1st is known as single synchromesh. The driver
with locking roller, plunger and spring, shift
sleeve and latch cone are fitted directly on the
mainshaft.
They always rotate at the same speed as the
mainshaft. However, the synchromesh cones
are fitted via a splined joint on to the mainshaft
gear wheel of the gear concerned.
The shift sleeve has internal splines and can be
adjusted on the driver. The sleeve splines have
a locking unit which fits the teeth of the
synchromesh cone, so that the gear is retained
when torque is applied.
The shift sleeve has an internally turned groove
for the locking rollers. The rollers have two
functions, on the one hand to hold the shift
sleeve in neutral and on the other when 1 Synchromesh cone
synchromesh begins to press the latch cone
towards the synchromesh cone to adjust the 2 Spring
speed of the gear wheel to that of the shaft. 3 Plunger
The synchromesh cone has a ground friction 4 Latch cone
surface with a half-moon shaped groove for 5 Locking roller
draining oil on the cone surface. The latch cone 6 Shift sleeve
has a flame-sprayed friction surface with an oil
7 Driver
drainage groove on the cone surface.
8 Gear wheel
The latch cone and the synchromesh cone have 9 Mainshaft
externally pointed splines, known as locking or
coupling teeth. The latch cone has four external
lugs which mesh with the corresponding
recesses in the driver.
The recesses in the driver are slightly wider
than the lugs on the latch cone. The latch cone
can then be turned slightly so that the teeth of
the shaft sleeve and synchromesh cone do not
coincide, but provide a locking function. This
means that the gear cannot be engaged until the
shift sleeve and the synchromesh cone have the
same speed.

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 Synchromesh

Double synchromesh
The synchromesh for 1st gear, which is
normally the hardest to engage, is known as
double synchromesh. With double
synchromesh the friction surface is larger,
resulting in more effective synchronisation.
The synchromesh cone, which is fitted on the
synchromeshes of the other forward gears, is
replaced by a coupling disc and an intermediate
cone. Two cone surfaces, one between the latch
cone and the intermediate cone and the other
between the intermediate cone and the inner
cone, make it easier to engage the gear.
The latch cone and the inner cone are
connected via a driver plate. The intermediate
cone is connected to the coupling disc by eight
pins on which the cone can move axially.
1 Shift sleeve
Braking torque is obtained by the latch cone
being pressed against the intermediate cone, 2 Locking roller, 4 off
which is in turned pressed against the inner 3 Latch cone
cone. The intermediate cone, which is 4 Intermediate cone
connected to the coupling disc, is braked and
gear changing is then possible. 5 Pin, 8 off
6 Inner cone
In addition to this, the information provided
about single synchromesh also applies to 7 Coupling disc
double synchromesh. 8 Driver plate
9 Plunger, 4 off
10 Spring, 4 off
11 Driver
12 Mainshaft

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Synchromesh

Gear changing
The illustration on the next page shows in eight
steps how a gear is engaged via synchromesh.
1 A gear change begins when the shift sleeve
is moved towards the latch cone.
2 The shift sleeve presses the cylindrical
roller towards the latch cone. (The
cylindrical roller has another function
which means that it has to centre the shift
sleeve in neutral.)
3 When the cones are pressed towards each
other, the latch cone will follow the
synchromesh cone in one or the other
direction depending on whether the gear is
to be shifted up or down.

The latch cone can only move half a tooth's

width in one or the other direction before it
is prevented from doing so by its four lugs
which run into the corresponding recesses
in the driver. When the shift sleeve has
come so far that the sleeve teeth are resting
with their locking flanks against the
locking flanks on the latch cone teeth, axial
force is transferred to the synchromesh
cone which starts to brake.
4 The shift sleeve can now be moved further
to mesh between the latch cone teeth. This
is possible because the latch cone is turned
out of the way. Since there is still contact
between the cones, when it turns the entire
box will turn.
5 The shift sleeve is moving towards
meshing with the synchromesh cone. The
latch cone has released.
6 When the shift sleeve reaches the
synchromesh cone teeth, the synchromesh
cone turns so that it can start to engage.
7 The shift sleeve can then be moved
onwards so that it meshes with the
synchromesh cone.
8 Gear changing has been completed. Since
both the shift sleeve and the synchromesh
cone have some tapered teeth, the gear is
kept engaged via the locking unit.

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 Synchromesh

The function of synchromesh during gear changing

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Planetary gear

Planetary gear

General
The planetary gearbox is 2-speed and is combined with the rear section of the main gearbox. Both
high and low gears have synchromesh.
The planetary gear comprises an adjustable internal ring gear with internal teeth and coupling teeth, a
sun wheel which is attached to the mainshaft in the main gearbox and five planet wheels between the
ring gear and sun wheel. The planet wheels are mounted on the output shaft which acts as a planet
wheel carrier at the same time.

Planetary gear, main components

1 Output shaft, main gearbox 6 Synchromesh cone, low

2 Synchromesh cone, high 7 Output shaft, planetary gear
3 Internal ring gear 8 Latch cone
4 Planet wheel (5 off) 9 Sun wheel
5 Selector fork

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 Planetary gear

Low range
When driving in the low speed range, the sun
wheel drives the planet wheels. The internal ring
gear, which is stationary, is locked to the planet
gear housing via a fixed coupling disc in the
housing. Since the internal ring gear is
stationary, the planet wheels and planet wheel
carrier with output shaft are forced to rotate,
resulting in the gear being shifted down.

High range
When driving in the high speed range, the
internal ring gear is locked to the sun wheel via
the synchromesh cone which is attached to the
sun wheel via a splined joint. The entire
planetary gear will then rotate as a unit and the
gear will not be shifted down.

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Planetary gear

Synchromesh
The planetary gearbox is equipped with a cone-
type synchromesh, whose function is in
principle the same as that of the main gearbox.
The purpose of the synchromesh is to bring the
main gearbox output shaft (mainshaft) to the
same speed as that of the planetary gear output
shaft when high speed range (high range) is
engaged and then low speed range (low range)
is engaged.
The synchromesh comprises two latch cones,
two synchromesh cones and the internal ring
gear which acts as a shift sleeve. One of the
synchromesh cones is attached to the sun wheel
and the other is fitted in the planetary gear
housing. In the internal ring gear there are 12
spring-loaded latch balls, six on each side,
whose task is to adjust the cones to each other
in the initial stage of the synchronisation.
The latch cones can only move half a tooth's
width in one direction in the internal ring gear
and therefore perform the same task as the latch
cones in the gearbox synchromesh. The friction
surfaces of the latch cone and synchromesh
cone are of the same design as those in the
gearbox. 1 Internal ring gear
The internal ring gear, finally, acts as a shift 2 Latch cone
sleeve at the same time. The internal ring gear 3 Synchromesh cone
has coupling teeth on each side to mesh with
the appropriate synchromesh cone. For the 4 Latch ball
synchromesh function, refer to gearbox
synchromesh.

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 Planetary gear

Operation
During gear changing, the internal ring gear is
moved by means of two diametrically
positioned control cylinders. The control
cylinder selector shafts are connected to each
other via a lever. In a torque-free condition, the
gear is held by two catches which actuate the
lever.
The cylinders are pressurised only in neutral in
the main gearbox. 1 Internal ring gear
2 Lever
3 Selector shaft
4 Control cylinder

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Selector housing
Selector housing
The selector housing is equipped with three or
four pivoting forks which are mounted in two
brackets. The main gearbox pivoting forks are
actuated from the gearshift housing via selector
plates.
Selector housing, GR gearboxes
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Three spring-loaded plungers are fitted on the
top of the selector housing which are intended to
hold the relevant gearshift rod when the gear is
engaged or disengaged during a torque-free
condition. When torque is applied the gear is
retained by the synchromesh shift sleeve, whose
splines are equipped with a locking unit.
Selector housing, GRS gearboxes
05:01-01
 Gearshift housing

Gearshift housing
A selector shaft seated on a needle bearing with
a gear selector to operate the main gearbox unit
is fitted in the gearshift housing. A neutral
position valve for operating the planetary gear
is located at the front edge.
At one end of the selector shaft there is a lateral
stroke spring to prevent crawl and reverse gears
from being unintentionally engaged when
driving forwards. There are no lateral stroke
springs between the main gears.
The gear selector, which is screwed on to the
shaft, works in a coulisse to prevent more than
one gear from being engaged.
The neutral position valve is actuated directly
by the gear selector and is designed so that air
is released to the planetary gear's 4/2 valve
when the gear selector is in neutral.
The control cylinder for the splitter gear is
fitted in the rear part of the selector housing
and activates the pivoting fork via a selector
shaft. A 4/2 valve is screwed on to the control 1 Lateral stroke spring
cylinder.
2 Coulisse
A spring-loaded latch ball, which actuates the 3 Neutral position valve
gearshift rod directly from the split cylinder, is 4 Selector shaft
fitted in the reinforcing rib on the underside of
the selector housing. The function of the latch 5 Reversing light switch
ball is to prevent a gear from being disengaged Gearshift housing, gearbox without splitter
during a torque-free condition. When the clutch gear
pedal is released, the control cylinder is
unpressurised.

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Range and splitter gears

Range and splitter gears

Wiring diagram and pneumatic diagram for range gear

+L
(−H)
H L
9
5 Range
H L
Range

Range
8
H
L (NO)

7
4
3
+24V

−H
2
1 +24V

05_5648
7 bar

6
= A
= B
= C
1 Output shaft A Air line, pressurised/not pressurised
2 Rotation speed sensor B Air line, pressurised
3 Overspeed protection C Electric cable
4 Splice
5 Range switch
6 Air tank
7 Shift fork
8 Neutral position valve
9 Two range cylinders with one control valve

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 Range and splitter gears

Wiring diagram and pneumatic diagram for range and splitter gears, GRS900, GRS890 and
GRS920

+L
(−H)
Split H L
13
6 Range
H L
Range

5
Range Split
12
H H
L L (NO)

11
4
3
Split
H L
+24V

−H
2 10
+L
+24V (−H)
1
9
+

(NC)
7 bar 8

7
05 5168
−NO
+24V
A

1 Output shaft 12 Neutral position valve

2 Rotation speed sensor 13 Two range cylinders with control valve
3 Overspeed protection A Air line, pressurised/not pressurised
4 Splice B Air line, pressurised
5 Range switch C Electric cable
6 Split switch
7 Air tank
8 Clutch pedal switch
9 Solenoid valve (split interlock valve)
10 Split cylinder with control valve
11 Shift fork

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Range and splitter gears

Wiring diagram and pneumatic diagram for range and splitter gears, GRSO900

1 Output shaft 12 Neutral position valve

2 Rotation speed sensor 13 Two range cylinders with control valve
3 Overspeed protection A Air line, pressurised/not pressurised
4 Splice B Air line, pressurised
5 Range switch C Electric cable
6 Split switch
7 Air tank
8 Clutch pedal switch
9 Solenoid valve (split interlock valve)
10 Split cylinder with control valve
11 Shift fork

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Split/range control valve
The control valve, which is of the 4/2 type
valve, essentially comprises two parts; the
valve housing itself with all air connections and
the magnetic part with electrical connections.
There is a spring-loaded valve plunger in the
valve housing which distributes supply air to
the control cylinder.
In the unactuated condition, it is therefore the
spring which holds the valve plunger against
the magnet side of the valve housing. The
supply air can pass out in connections 21 and
23.
1 Pressure in
3 Venting
12 Pressure in (pilot)
21 Pressure out
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Range and splitter gears
At the same time the other side of the control
cylinder is vented through connections 22 and
24 on the valve housing and out through the
vent on the control valve.
In the actuated condition, the valve plunger is
moved by means of the operating air,
connection 12, towards the venting side of the
valve housing.
The supply air passes out in connections 22 and
24. Now connections 21 and 23 can be vented
instead.
22 Pressure out
23 Pressure out
24 Pressure out
27
Range and splitter gears

The operating air, which controls the valve
plunger, is controlled in turn by the magnetic
part. Inside the magnetic part there is a small
valve cone, which is actuated by the
electromagnet. When the electromagnet
operates, the cone opens a connection to the
valve housing. The operating air then
counteracts the spring force on the valve
plunger and moves it towards the venting side
of the valve housing.
In the unactuated condition the operating air is
vented through the magnetic part.
The unactuated control valve provides in any
case one additional high gear regardless of
whether it is split or range. The exception is
GRSO900, on which the unactuated control
valve provides low split.

Low gear position High gear position

1 Supply air
3 Supply air return
12 Operating air

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 Neutral position valve, Splitter gear interlock valve

Neutral position valve

(3/2 valve)
The neutral position valve is actuated
mechanically from a cam which is fitted on the
selector shaft in the gear selector housing.
When the gear is in neutral, operating air can
pass from connection 1 through the valve and
out through connection 2 and on to the range
control valve.
When a gear is engaged, the plunger in the valve
is pressed in and connection 1 closes. At the
same time connection 2 is vented through vent
3. The supply air line is then unpressurised.

Splitter gear interlock

valve
The interlock valve is a conventional solenoid
valve, 3/2 valve. The same type is used on the
solenoid valve shelf for power take-off,
differential lock etc. There is a connector on the
clutch component which provides current to the
interlock valve when the pedal is depressed. The
interlock valve then passes supply air to the
control valve and only then can gear changing
take place in the split valve. When the clutch
pedal is released, the supply air line is
unpressurised.

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Rotation speed sensor

Inductive rotation speed sensor with overspeed

protection
The rotation speed sensor sends impulses to the
overspeed protection. At speeds above
approximately 30 km/h (depending on the rear
axle gear ratio) the rotation speed sensor sends
impulses to the overspeed protection. It then
breaks the circuit to the magnetic part of the
range control valve. It is not possible to change
to low range preventing overspeeding of the
clutch and engine.
At speeds below approximately 30 km/h the
circuit is closed in the overspeed protection.
The magnetic part on the control valve can then
actuate the operating air which then moves the
valve plunger to the low gear position.
The overspeed protection has a built-in
monitoring feature which means that when the
protection detects certain faults in the sensor
circuit, it prevents low gear from being 1 Road speed sensor
engaged. These faults are: 2 Rotation speed sensor for overspeed
1 Short circuit to earth protection

2 Short circuit to battery voltage

3 Open circuit in sensor circuit
Limp-home mode may be engaged when there
is a fault on the overspeed protection if the
protection is replaced by a standard relay (e.g.
243 460).
Newer designs of overspeed protection do not
have the monitoring feature. Only the new
design is available as a spare part.

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 Gear lever knob

Gear lever knob

Two designs of gear lever knob are available, the
old and the new one. They both have a switch
for range gear or range and splitter gears.

Range gear
A switch is provided on the gear lever knob. In
low range the switch closes the circuit to the
magnetic part of the control valve and the
operating air therefore actuates the valve
plunger.
The above will apply provided that the circuit is

127 939
also closed in the overspeed protection

136 202
Older version Newer version

Range and splitter gears

There are two switches on the gear lever knob;
one for the splitter gear and one for range. In a
situation where both switches are in the low gear
position, they close the circuit to the magnetic
part of the control valve and the operating air
therefore actuates the valve plunger. The above
will apply to range provided that the circuit is
also closed in the overspeed protection.
127 938
136 201

Older version Newer version

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Lubrication system
Lubrication system
Lubrication is provided via a combination of
splash and force-feed lubrication. Splash
lubrication is carried out by the teeth of the
layshaft reaching down under the oil level in
the gearbox housing and acting as an impeller.
Force-feed lubrication is provided by means of
an oil pump, pipes and drilled channels in the
shafts. The lubrication system is also equipped
with an oil filter and overflow valve.
The oil pump is a rotor-type pump which is
fitted in the clutch housing and is driven by the
layshaft. The pump draws oil through a strainer
in the bottom of the gearbox housing. The oil is
pushed from the oil pump on through a filter
with a built-in overflow valve and is then
distributed through various ducts in the clutch
housing.
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32
There is another overflow valve, known as a
dumping valve, in the system and it is intended
to protect the oil pump against excessive back
pressure, e.g. when the gearbox oil is extremely
cold. The dumping valve, which is mounted in
the gearbox housing immediately behind the oil
filter, will then open and oil is dumped directly
into the gearbox again.
Oil is pressed from the oil filter on either via
the input shaft through the mainshaft away to
the planetary gear, or through an internal oil
pipe away to the planetary gear.
There are drilled channels in the mainshaft
which supply the different bearings and the
different gear wheels for the planetary gear
through the sun wheel with oil. The internal oil
pipe supplies the output shaft bearing with oil
through the spray nozzles.
05:01-01
 Gear changing

Gear changing
Main gearbox Range gear
The main gearbox has three or four gears and a The range gear is a synchromesh planetary gear
reverse gear. Some versions also have a crawl which is located behind the main gearbox. The
gear. The gears of the main gearbox have range gear doubles the gear steps in the main
synchromesh, but those of the crawl and gearbox into a low and a high range. It is
reverse gears do not. Operation is by moving operated via a switch on the gear lever.
the gear lever to each gear position.
The gearbox is equipped with overspeed
protection which prevents low range from
Splitter gear being engaged at speeds above approximately
30 km/h.
The splitter gear is located in the front part of
the main gearbox. The splitter gear splits each The gear ratio between low and high range is
gear step, 1-3, into low and high. In this way 6 3.75.
gear steps can be obtained. In addition, the
crawl and reverse gears can also be split into
low and high split.
The splitter gear is selected using a rocker
switch on the gear lever.
The gear ratio between low and high split is
approximately 23%.

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Gear changing

Gear changing, gearbox with splitter gear Gear changing, gearbox without splitter gear

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 Power flow

Power flow for different gears, main gearbox

Refer to booklet "Gearbox GR/GRS, Planetary gear section" for power flow through the planetary
gear.

GR801

1st and 5th gear 2nd and 6th gear

3rd and 7th gear 4th and 8th gear

Reverse gear

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Power flow

GR900

Crawl gear 1st and 5th gear

05 5595

05 5596
2nd and 6th gear 3rd and 7th gear
05 5597

05_5598
4th and 8th gear Reverse gear
05 5599

05 5600

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 Power flow

GRS900, GRS920 and GRS890 except crawl gear

Crawl gear, low split Crawl gear, high split

05 5602

05 5603
1st and 4th gear, low split 1st and 4th gear, high split

05_5604

05 5605
2nd and 5th gear, low split 2nd and 5th gear, high split

05 5607
05 5606

3rd and 6th gear, low split 3rd and 6th gear, high split
05 5608

05_5609

Reverse gear, low split Reverse gear, high split

05 5610

05 5611

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Power flow

GRSO900

Crawl gear, low split Crawl gear, high split

1st and 4th gear, low split 1st and 4th gear, high split

2nd and 5th gear, low split 2nd and 5th gear, high split

3rd and 6th gear, low split 3rd and 6th gear, high split

Reverse gear, low split Reverse gear, high split

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 Specifications

Specifications

Ratios

GR801

Gear Gear ratio

Manual/CAG CS
1 1 9.15
2 2 6.31
3 4.69
4 3 3.75
5 4 2.44
6 5 1.68
7 6 1.25
8 7 1.00
R R 8.21

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Specifications

GR900

Gear Gear ratio

C 16.86
1 10.10
2 7.10
3 5.09
4 3.75
5 2.69
6 1.89
7 1.36
8 1.00
RL 16.42

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 Specifications

GRS900, GRS920 and GRS890 except crawl gear

Gear Gear ratio

CL 16,38
CH 13,28
1L 11,38
1H 9,23
2L 7,17
2H 5,81
3L 4,63
3H 3,75
4L 3,03
4H 2,46
5L 1,91
5H 1,55
6L 1,23
6H 1,00
L RL 14,74
L RH 11,95

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Specifications

GRSO900

Gear Gear ratio 13,28

CL 13,28
CH 10,76
1L 9,23
1H 7,48
2L 5,81
2H 4,71
3L 3,75
3H 3,04
4L 2,46
4H 1,99
5L 1,55
5H 1,26
6L 1,00
6H 0,81
0,81
L RL 14,74

135 775
6L 5L 4L 3L 2L 1L CL
L RH 11,95
6H 5H 4H 3H 2H 1H CH

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 Specifications

Power take-off
All gearboxes can be equipped with power take-off from the EG600 series.

GR gearboxes

Power take-off Drive Gear ratio Torque

EG601 Direct drive 1.24 700 Nm
EG603 Direct drive 1.13 500 Nm
EG611 Single power take-off for propeller shaft drive 0.93 1200 Nm
EG612 Single power take-off for propeller shaft drive 0.92 1200 Nm
EG621 Double power take-off for propeller shaft drive 1.24 700 Nm
0.93 1200 Nm *
* The torque must not exceed 600 Nm if both power take-offs are used.

GRS gearboxes

Power take-off Drive Gear ratio Torque Splitter gear

EG600 Direct drive 1.45 600 Nm low split
1.78 500 Nm high split
EG604 Direct drive 1.12 500 Nm low split
1.37 500 Nm high split
EG606 Direct drive 1.16 500 Nm low split
1.44 500 Nm high split
EG610 Single power take-off for 0.94 1200 Nm low split
propeller shaft drive 1.15 1100 Nm high split
EG620 Double power take-off for 1.45 600 Nm low split
propeller shaft drive 1.78 500 Nm high split
0.94 1200 Nm * low split
1.15 1100 Nm * high split
* The torque must not exceed 600 Nm if both power take-offs are used.

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 © Scania CV AB 2005, Sweden
44 05:01-01