Fuller Heavy Duty Transmissions TRSM0300...Service Manual Fuller Heavy Duty Transmissions TRSM0300...

Service Manual

Fuller Heavy Duty TransmissionsTRSM0300October 2007

RTO-11607LRTO-11607LRTO-11607LLRTO-11607LLRTOF-11607LRTOF-11607LL

For parts or service call us Pro Gear & Transmission, Inc.

1 (877) 776-4600

(407) 872-1901

[email protected]

906 W. Gore St.

Orlando, FL 32805

TABLE OF CONTENTSFOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MODEL DESIGNATIONS AND SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OPERATION

(L) Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(LL) Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

POWER FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TORQUE RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TOOL REFERENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PREVENTIVE MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PRECAUTIONS

DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHANGING INPUT SHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AIR SYSTEM

RANGE SHIFT AI R SYSTEM: ALL MODELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DEEP REDUCTION AIR SYSTEM: (LL) Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AI R SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DISASSEMBLY AND REASSEMBLY - SHIFTING CONTROLSAIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .GEAR SHIFT LEVER HOUSING ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SHIFT BAR HOUSING ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

REMOVAL - COMPANION FLANGE, AUXILIARY SECTION AND CLUTCH HOUSINGDISASSEMBLY - AUXILIARY SECTION (L) Models . . .REASSEMBLY - AUXILIARY SECTION (L) Models . . . .DISASSEMBLY - AUXILIARY SECTION (LL) Models . .REASSEMBLY - AUXILIARY SECTION (LL) Models . . .DISASSEMBLY - FRONT SECTION . . . . . . . . . . . . . . . . . .REASSEMBLY - FRONT SECTION . . . . . . . . . . . . . . . . . .INSTALLATION - COMPANION FLANGE, AUXILIARY SECTION

AND CLUTCH HOUSING . . . . . . . . . . . . . . . . . . . . . . . . .INSTALLATION - SHIFTING CONTROLS

SHIFT BAR HOUSING ASSEMBLY . . . . . . . . . . . . . .GEAR SHIFT LEVER HOUSING ASSEMBLY . . . . . .AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

FOREWORDThis manual is designed to provide detai ledinformation necessary to service and repair the Fuller¨

Transmissions listed on the cover.As outlined in the Table of Contents, the manual is

divided into 3 main sections:a. Technical information and referenceb. Removal, disassembly, reassembly and

installationc. Options

The format of the manual is designed to be followedin its entirety if complete disassembly and reassemblyof the transmission is necessary. But if only onecomponent of the transmission needs to be repaired,refer to the Table of Contents for the page numbersshowing that component. For example, if you need towork on the Shift Bar Housing, you wil l f indinstructions for removal, disassembly and reassemblyon page 47. Instructions for installation are on page

131. Service Manuals, Illustrated Parts Lists, DriversInstructions, Driver Training Programs and otherforms of product service information for these andother Fuller Transmissions are available upon request.A Technical Literature Order Form may be found in theback of this manual*. You may also obtain ServiceBul le t ins , de ta i l ing in fo rma t ion on p roduc timprovements, repair procedures and other service-related subjects by writing to the following address:

EATON CORPORATIONTRANSMISSION DIVISIONTechnical Service DepartmentP.O. Box 4013Kalamazoo, Michigan 49003(616) 342-3000

Every effort has been made to ensure theaccuracy of all information in this brochure.However, Eaton Transmission Division makes noexpressed or implied warranty or representationbased on the enclosed information. Any errors oromissions may be reported to MarketingCommunications, Eaton Transmission Division,P.O. Box 4013, Kalamazoo, Ml 49003.

MODEL DESIGNATIONSAND SPECIFICATIONS

IMPORTANT: All Fuller Transmissions are identifiedby model and serial number. This information isstamped on the transmission identification tag andaffixed to the case.D O N O T R E M O V E O R D E S T R O Y T H ETRANSMISSION IDENTIFICATION TAG.

Gear Ratios —

ModelDeep Reduction Low Range High Range ReverseRev. LO-LO LO 1st 2nd 3rd 4th 5th 6th 7th OD Low/High

RTO-11607L — _ 14.87 8.79 5.59 3.57 2.46 1.57 1.00 .76 11.89/3.33

RTO-11607LL 18.53 23.18 14.87 8.79 5.59 3.57 2.46 1.57 1.00 .76 11.89/3.33

LUBRICATIONProperLubrication . . .

Fahrenheit(Celsius)Ambient

Temperature

the Key to longtransmission lifeProper lubrication procedures are the key to agood all-around maintenance program. If theoil is not doing its job, or if the oil level isignored, all the maintenance procedures in theworld are not going to keep the transmissionrunning or assure long transmission life.

Eaton® Fuller® Transmissions are designedso that the internal parts operate in a bath ofoil circulated by the motion of gears and shafts.

Thus, ail parts will be amply lubricated ifthese procedures are closely followed:

1. Maintain oil level. Inspect regularly.2. Change oil regularly.3. Use the correct grade and type of oil.4. Buy from a reputable dealer.

Lubrication Change and Inspection

Eaton® Roadranger ® CD50 Transmission Fluid

HIGHWAY USE—Heavy Duty and Mid-Range

First 3,000 to 5,000 miles Factory fill(4827 to 8045 Km) Inltlal drain

Every 10,000 miles Check fluid level(16090 Km) Check for leaks

Heavy Duty Highway Change Interval

Every 250,000 miles Change transmission(402336 Km) fluid,

Mid-Range Highway Change Interval

Every 100,000 miles (160,000 Km) Change transmissionor every 3 years whichever occurs first fluid.

I OFF-HIGHWAY USE

First 30 hours Factory fill Initial drain,

Every 40 hours Inspect fluid level Check for leaks

I Every 500 hours Change transmission fluid wheresevere dirt conditions exist.

I Every 1,000 hours Change transmission fluid(Normal off-highway use),

Heavy Duty Engine Lubricant orMineral Gear Lubricant

I HIGHWAY USE

I First 3,000 to 5,000 miles Factory fill(4827 to 8045 Km) Initial drain.

I Every 10,000 miles Inspect Iubricant level,(16090 Km) Check for leaks,

I Every 50,000 miles Change transmission(80450 Km) lubricant,

I OFF-HIGHWAY USE

First 30 hours Change transmission lubricant on new units

Every 40 hours Inspect Iubricant level Check for leaks

Every 500 hours Change transmission Iubricant wheresevere dirt conditions exist.

Every 1,000 hours Change transmission Iubricant(Normal off-highway use),

Change the oil filter when fluid or lubricant is changed.

Recommended Lubricants

GradeType (SAE)

Eaton® Roadranger®

CD50 TransmissionFluid 50 All

Heavy Duty Engine 011MI L-L-2104B C or D or 50 Above 10oF(-12oC.)API-SF or API-CD 40 Above 10oF(-12oC.)

(Previous API designations 30 Below 10oF(-12oC.)acceptable)

Mineral Gear 011 with rust 90 Above 10oF(-12oC.)and oxidation Inhibitor 80W Below 10oF(-12oC.)API-GL-1

The use of mild EP gear oil or multi-pur-pose gear oil is not recommended, but ifthese gear oils are used, be sure to adhere tothe following limitations:

Do not use mild EP gear oil or multi-pur-pose gear oil when operating temperatures areabove 230°F (110oC). Many of these gear oils,particularly 85W140, break down above 230°Fand coat seals, bearings and gears with de-posits that may cause premature failures. Ifthese deposits are observed (especially a coat-ing on seal areas causing oil leakage), changeto Eaton Roadranger CD50 transmission fluid,heavy duty engine oil or mineral gear oil toassure maximum component life and to main-tain your warranty with Eaton. (Also see“Operating Temperatures”.)

Additives and friction modifiers are not recom-mended for use in Eaton Fuller transmissions.

Proper Oil LevelMake sure oil is level with filler opening. Be-cause you can reach oil with your finger doesnot mean oil is at proper level. One inch of oillevel is about one gallon of oil.

Draining OilDrain transmission while oil is warm. To drainoil remove the drain plug at bottom of case.Clean the drain plug before re-installing.

RefillingClean case around filler plug and remove plugfrom side of case. Fill transmission to thelevel of the filler opening. If transmission hastwo filler openings, fill to level of both open-ings.

The exact amount of oil will depend on thetransmission inclination and model. Do notover fill—this will cause oil to be forced outof the transmission.

When adding oil, types and brands of oilshould not be mixed because of possible in-

4 compatibility.

, ... . . .

LUBRICATIONOperating Temperatures—With Eaton® Roadranger ®

CD50 Transmission FluidHeavy Duty Engine Oiland Mineral Oil

The transmission should not be operated con-sistently at temperatures above 250oF (120oC).However, intermittent operating temperaturesto 300oF (149oC) will not harm the transmis-sion. Operating temperatures above 250oFincrease the lubricant’s rate of oxidation andshorten its effective life. When the averageoperating temperature is above 250oF, thetransmission may require more frequent oilchanges or external cooling.

The following conditions in any combina-tion can cause operating temperatures of over250oF: (1) operating consistently at slowspeeds, (2) high ambient temperatures, (3) re-stricted air flow around transmission, (4) ex-haust system too close to transmission, (5)high horsepower, overdrive operation.

External oil coolers are available to reduceoperating temperatures when the above condi-tions are encountered.

Transmission Oil Coolers are:

Recommended— With engines of 350 H.P. and above

with overdrive transmissions

Required

— With engines 399 H.P. and above withoverdrive transmissions and GCW’Sover 90,000 lbs.

— With engines 399 H.P. and above and1400 Lbs.-Ft. or greater torque

— With engines 450 H.P. and above

— With EP or Multipurpose Gear OilMild EP gear oil and multipurpose gear oil arenot recommended when lubricant operatingtemperatures are above 230°F (110). In addi-tion, transmission oil coolers are not recom-mended with these gear oils since the oilcooler materials may be attacked by thesegear oils. The lower temperature limit and oilcooler restriction with these gear oils gener-ally limit their success to milder applications.

Proper Lubrication Levelsas Related to TransmissionInstallation AnglesIf the transmission operating angle is morethan 12 degrees, improper lubrication can oc-cur. The operating angle is the transmissionmounting angle in the chassis plus the per-cent of upgrade (expressed in degrees).

The chart below illustrates the safe percentof upgrade on which the transmission can beused with various chassis mounting angles.For example: if you have a 4 degree transmis-sion mounting angle, then 8 degrees (or 14percent of grade) is equal to the limit of 12degrees. If you have a O degree mountingangle, the transmission can be operated on a12 degree (21 percent) grade.

Anytime the transmission operating angle of12 degrees is exceeded for an extendedperiod of time the transmission should beequipped with an oil pump or cooler kit toinsure proper lubrication.

Note on the chart the effect low oil levelscan have on safe operating angles. Allowingthe oil level to fall 1/2” below the filler plughole reduces the degree of grade by approxi-mately 3 degrees (5.5 percent).

Proper Lubrication Levels are Essential!

Transmission Mounting AngleDotted line showing “2 Quarts Low” is forreference only. Not recommended.

OPERATIONShift Lever Patterns andShifting Controls

POWER FLOW

The transmission must efficiently transfer the engine's power, in terms of torque, to the vehicle's rear wheels.Knowledge of what takes place in the transmission during torque transfer is essential when trouble-shooting andmaking repairs as they become necessary.

Front Section Power Flow:(Both Models)

1.

2.

3.

4.

5.

6.

Power (torque) from the vehicle's engine istransferred to the transmission's input shaft.Splines of input shaft engage internal splines inhub of main drive gear.Torque is split between the two countershaft drivegears.Torque is delivered along both countershaft tomating countershaft gears of "engaged" mainshaftgear. The cross section view shown belowillustrates LO/LO gear engagement.Internal clutching teeth in hub of engagedmainshaft gear transfers torque to mainshaftthrough sliding clutch.Mainshaft transfers torque directly to auxiliarydrive gear.

Auxiliary Section Power Flow:(RTO-11607LL LO/LO)

7.

8.

9.

10.

The auxiliary drive gear splits torque between thetwo auxiliary countershaft drive gears.Torque is del ivered a long both auxi l iarycountershaft to the mating "engaged" deepreduction gear on output shaft.Torque is transferred to output shaft throughsliding clutch.Output shaft delivers torque to driveline as LO/LO.

DEEP REDUCTION POWER FLOW

Figure 1

POWER FLOWAuxiliary Section Power Flow:LOW RANGE (All Models)

7.

8.

The auxiliary drive gear splits torque between the 9.two auxiliary countershaft drive gears.Torque is delivered along both countershaft to 10."engaged" low range gear on range mainshaft oroutput shaft.

Torque is transferred to range mainshaft or outputshaft through sliding clutch.Torque is delivered to driveline as LOW RANGE.

Figure 2.

LOW RANGE POWER FLOW(RTO-11607L Model Shown)

Auxiliary Section Power Flow:HIGH RANGE (All Models)

7. The auxiliary drive gear transfers torque directly to 8. Torque is delivered through range mainshaftthe range mainshaft or output shaft through and/or output shaft to driveline as HIGH RANGE"engaged" sliding clutch. 4th.

7

Figure 3.HIGH RANGE POWER FLOW(RTO-11607L Model Shown)

TIMINGAll Fuller twin countershaft transmissions are “timed”at assembly. It is important that proper timingprocedures are followed when reassembling thetransmission. Timing assures that the countershaftgears will contact the mating mainshaft gears at thesame time, allowing mainshaft gears to center on themainshaft and equally divide the load.

Timing is a simple procedure of marking theappropriate teeth of a gear set prior to installation andplacing them in proper mesh while in the transmission.In the front section, it is necessary to ime only he drivegear set. And depending on the model, only the lowrange or deep reduction gear set is timed in theauxiliary section.

A. Marking countershaft drive gear teeth.1. Prior to placing each countershaft assembly into

case, clearly mark on each drive gear the geartooth which is directly over the keyway in gear.(See illustration A.) This tooth is stamped withan “O” to aid identification.

A. TOOTH ON COUNTERSHAFTDIRECTLY OVER KEYWAYMARKED FOR TIMING

B. Marking drive gear teeth.1. Mark any two adjacent teeth on the drive gear.2. Mark the two adjacent teeth on the drive gear

which are directly opposite the first set marked.There should be an equal number of teethbetween the markings on each side of gear. (SeeIllustration B.)

B. DRIVE GEAR TEETHCORRECTLY MARKEDFOR TIMING

C.

D.

Meshing marked countershaft gear teeth withmarked drive gear teeth. (After installing drive gearand mainshaft assemblies, the countershaftbearings are installed to complete countershaftinstallation.)1. When ins ta l l ing bear ings on the le f t

countershaft, mesh the marked countershaftgear tooth between two marked teeth on thedrive gear. Repeat the procedure when installingthe right countershaft bearings. (See Illustrationc.)

C. COUNTERSHAFT GEAR TEETHMESHED WITH DRIVE GEAR TEETHFOR CORRECT TIMING

Timing auxiliary section.

(In the auxiliary section, the low speed gear set ismarked for timing instead of the drive gear set. )

1.

2.

3.

4.

5.

6.

Mark any two adjacent teeth on the largemainshaft low speed gear, then mark the twoadjacent teeth directly opposite—the sameprocedure as used when marking the frontsection drive gear.

On each auxiliary countershaft assembly, markthe tooth on the small low speed gear which isstamped with an “O. ”

Install the low speed gear and tailshaft assemblyin auxiliary housing.

Partially install outer races of countershaft rearbearings in case bores.

Place the auxiliary countershaft assemblies intoposition, meshing marked tooth on eachcountershaft gear between marked teeth on lowspeed gear. Countershafts will be partiallyseated in rear bearing.

Fully install rear bearings to complete auxiliarycountershaft installation.

TORQUE RECOMMENDATIONSCorrect torque application is extremely important to assure long transmission life and dependable performance.Over-tightening or under-tightening can result in a loose installation and, in many instances, eventually cause damageto transmission gears, shafts, and/or bearings. Use a torque wrench whenever possible to attain recommended lbs./ft.ratings. Do not torque capscrews dry.

FRONT SECTION: ALL MODELS

TORQUE RECOMMENDATIONS

Cut 7191A

TOOL REFERENCESome repair procedures pictured in this manual show The specialized tools listed below can be obtainedthe use of specialized tools. Their actual use is from a tool supplier or made from dimensions asrecommended as they make transmission repair required by the individual user. Detailed Fuller@ Tooleasier, faster, and prevent costly damage to critical Prints are available upon request by writing.parts.

But for the most part, ordinary mechanic’s tools such Eaton Corporationas socket wrenches, screwdrivers, etc., and other Transmission Divisionstandard shop items such as a press, mauls and soft Technical Service Dept.bars are all that is needed to successfully disassemble P.O. Box 4013and reassemble any Fuller® Transmission. Kalamazoo, Michigan 49003

PAGE TOOL HOW OBTAINED

57 Auxiliary Section Hanger Bracket Made from FullerPrint T-22823

4 6 Tension Spring Driver Made from Fuller®

Print T-11938

100 Snap Ring Pliers Tool Supplier

101 Impact Puller (1/2-13 Threaded End) Tool Supplier

9 4 Bearing Drivers (Flanged-End) Made from Fuller® PrintSeries T-10842*

8 7 Quill Snap Ring Installer Made from Fuller®

Print T-22917-F

127 Torque Wrench, 1000 Lbs./Ft. Capacity Tool Supplier

9 8 Input Shaft Nut Installer Made from Fuller®

Print T-22553-A

‘Dimensions necessary to determine specific tool number required.

PREVENTIVE MAINTENANCECHECK CHART

PREVENTIVE MAINTENANCEPREVENTIVE MAINTENANCE CHECK CHARTCHECKS WITHOUT PARTIALDISASSEMBLY OF CHASSIS OR CAB

1.

2.

3.

4.

5.

6.

7.

8.

Air System and Connectionsa. Check for leaks, worn air lines, loose

connections and capscrews. See AIRSYSTEM.

Clutch Housing Mountinga. Check all capscrews in bolt circle of clutch

housing for looseness.

Clutch Release Bearing (Not Shown)a. Remove hand hole cover and check radial and

axial clearance in release bearing.

b. Check relative position of thrust surface ofrelease bearing with thrust sleeve on push-type clutches.

Clutch Pedal Shaft and Boresa. Pry upward on shafts to check wear.

b. If excessive movement is found, removeclutch release mechanism and checkbushings in bores and wear on shafts.

Lubricanta. Change at specified service intervals.

b. Use only the types and grades asrecommended. See LUBRICATION.

Filler and Drain Plugsa. Remove filler plugs and check level of

lubricant at specified intervals. Tighten fillerand drain plugs securely.

Capscrews and Gasketsa. Check all capscrews, especially those on

PTO covers and rear bearing covers forlooseness which would cause oil leakage. SeeTORQUE RECOMMENDATIONS.

b. Check PTO opening and rear bearing coversfor oil leakage due to faulty gasket.

Gear Shift Levera. Check for looseness and free play in housing.

If lever is loose in housing, proceed withCheck No. 9.

9. Gear Shift Lever Housing Assemblya. Remove air lines at slave valve and remove the

gear shift lever housing assembly fromtransmission.

b. Check tension spring and washer for set andwear.

c. Check the gear shift lever spade pin and slotfor wear.

d. Check bottom end of gear shift lever for wearand check slot of yokes and blocks in shift barhousing for wear at contact points with shiftlever.

CHECKS WITH DRIVE LINE DROPPED

10. Universal Joint CompanionFlange or Yoke Nuta . C h e c k f o r t i g h t n e s s . T i g h t e n t o

recommended torque.

11. Output Shaft (Not Shown)a. Pry upward against output shaft to check

radial clearance in mainshaft rear bearing.

CHECKS WITH UNIVERSAL JOINTCOMPANION FLANGE OR YOKE REMOVED

NOTE: If necessary, use a solvent and shop rag toclean sealing surface of companion flange oryoke. DO NOT USE A CROCUS CLOTH,EMERY PAPER OR OTHER ABRASIVEMATERIALS THAT WILL MAR SURFACEFINISH.

12. Splines on Output Shafta. Check for wear from movement and chucking

action of the universal joint companion flangeor yoke.

13. Mainshaft Rear Bearing Covera. Check oil seal for wear.

PRECAUTIONSDisassemblyIt is assumed in the detailed assembly instructions that the lubricant has been drained from transmission, thenecessary linkage and air lines were disconnected, and the transmission has been removed from vehicle chassis.Removal of the gear shift lever housing assembly (or remote control assembly) is included in the detailed instructions(Disassembly and Reassembly–Shifting Controls); however, this assembly MUST be detached from shift bar housingbefore transmission can be removed.

FOLLOW CLOSELY EACH PROCEDURE IN THE DETAILED INSTRUCTIONS, MAKING USE OF THE T E X T ,ILLUSTRATIONS AND PHOTOGRAPHS PROVIDED.

1.

2.

3.

4.

BEARINGS - Carefully wash and relubricate allreusable bearings as removed and protectively wrapuntil ready for use. Remove bearings planned to bereused with pullers designed for this purpose.

5.ASSEMBLIES - When disassembling the variousassemblies, such as the mainshaft, countershaft,and shift bar housing, lay all parts on a clean benchin the same sequence as removed. This procedurewill simplify reassembly and reduce the possibilityof losing parts.

SNAP RINGS - Remove snap rings with pliers6.

designed for this purpose. Snap rings removed inthis manner can be reused.

INPUT SHAFT - The input shaft can be removedf rom t ransmiss ion w i thou t remov ing the

Inspection

countershaft, mainshaft, or main drive gear.Special procedures are required and provided in thismanual.

CLEANLINESS - Provide a clean place to work. It isimportant that no dirt or foreign material enters theunit during repairs. Dirt is an abrasive and candamage bearings. It is always good practice to cleanthe outside of the unit before starting the planneddisassembly.

WHEN USING TOOLS TO MOVE PARTS - Alwaysapply force to shafts, housings, etc, with restraint.Movement of some parts is restricted. Never applyforce to the part being driven after it stops solidly.The use of soft hammers, bars and mauls for alldisassembly work is recommended.

Before reassembling the transmission, check each part carefully for abnormal or excessive wear and damage todetermine reuse or replacement. When replacement is necessary, use only genuine Fuller® parts to assure continuedperformance and extended life from your unit.

Since the cost of a new part is generally a small fraction of the total cost of downtime and labor, avoid reusing aquestionable part which could lead to additional repairs and expense soon after initial reassembly. To aid indetermining the reuse or replacement of any transmission part, consideration should also be given to the unit’shistory, mileage, application, etc.

Recommended inspection procedures are provided in the following check list.

A. BEARINGS B. GEARS1.

2.

3.

Wash all bearings in clean solvent. Check balls, 1.rollers and raceways for pitting, discoloration,and spalled areas. Replace bearings that arepitted, discolored, or spalled.

Lubricate bearings that are not pitted,discolored, or spalled and check for axial andradial clearances.

Replace bearings with excessive clearances.

Check bearing fits. Bearing inner races should 2.be tight to shaft; outer races slightly tight toslightly loose in case bore. If bearing spinsfreely in bore, however, the case should bereplaced.

Check gear teeth for frosting and pitting.Frosting of gear tooth faces present no threatof transmission failure. Often in continuedoperation of the unit, frosted gears will “heal”and not progress to the pitting stage. In mostcases, gears with light to moderate pitted teethhave considerable gear life remaining and canbe reused. But gears with advanced stagepitting should be replaced.

Check for gears wi th c lutch ing teethabnormally worn, tapered, or reduced in lengthfrom clashing in shifting. Replace gears foundin any of these conditions.

PRECAUTIONSInspection (Cont.)

3. Check axial clearance of gears. Whereexcessive clearance is found, check gear snapring, washer, spacer, and gear hub forexcessive wear. Maintain .005” to .012” axialclearance between mainshaft gears.

C. SPLINES1. Check splines on all shafts for abnormal wear.

If sliding clutch gears, companion flange, orclutch hub have worn into the sides of thesplines, replace the specific shaft affected.

D. TOLERANCE/LIMIT WASHERS1. Check surfaces of all limit washers. Washers

scored or reduced in thickness should bereplaced.

E. REVERSE IDLER GEAR ASSEMBLIES1. Check for excessive wear from action of roller

bearings.

F. GRAY IRON PARTS1. Check all gray iron parts for cracks and breaks.

Replace or repair parts found to be damaged.Heavy castings may be welded or brazedprovided the cracks do not extend into bearingbores or bolting surfaces. When welding,however, never place the ground so as to allowcurrent to pass through the transmission.

G. CLUTCH RELEASE PARTS1. Check clutch release parts. Replace yokes

worn at cam surfaces and bearing carrier wornat contact pads.

2. Check pedal shafts. Replace those worn atbearing surfaces.

H. SHIFT BAR HOUSING ASSEMBLY1.

2.

3.

4.

Check for wear on shift yokes and blocks atpads and lever slot. Replace excessively wornparts.

Check yokes for correct alignment. Replacesprung yokes.

Check Iockscrews in yokes and blocks.Tighten and rewire those found loose.

If housing has been disassembled, checkneutral notches of shift bars for wear frominterlock balls.

I .

J.

K.

L.

M.

GEAR SHIFT LEVER HOUSINGASSEMBLY1. Check spring tension on shift lever. Replace

tension spring and washer if lever moves toofreely.

2 If housing is disassembled, check spade pinand corresponding slot in lever for wear.Replace both parts if excessively worn.

BEARING COVERS1. Check covers for wear from thrust to adjacent

bearing. Replace covers damaged from thrustof bearing outer race.

2. Check bores of covers for wear. Replace thoseworn oversize.

OIL RETURN THREADSAND SEALS1. Check oil return threads in front bearing cover.

If sealing action of threads has been destroyedby contact with input shaft, replace bearingcover.

2. Check oil seal in mainshaft rear bearing cover.If sealing action of lip has been destroyed,replace seal.

SLIDING CLUTCHES1. Check all shift yokes and yoke slots in sliding

clutches for extreme wear or discolorationfrom heat.

2. Check engaging teeth of sliding clutches forpartial engagement pattern.

SYNCHRONIZER ASSEMBLY1.

2.

3.

Check synchronizer for burrs, uneven andexcessive wear at contact surface, and metalparticles.

Check blocker pins for excessive wear orlooseness.

Check synchronizer contact surfaces on theauxiliary drive and low range gears forexcessive wear.

N. O-RINGS1. Check all O-rings for cracks or distortion.

Replace if worn.

PRECAUTIONSReassemblyMake sure that interiors of case and housings are clean. It is important that dirt and other foreign materials be kept outof the transmission during reassembly. Dirt is an abrasive and can damage polished surfaces of bearings and washers.—Use certain precautions, as listed below, during reassembly.

1. GASKETS - Use new gaskets throughout the 7.transmission as it is being rebuilt. Make sure allgaskets are installed. An omission of any gasket canresult in oil leakage or misalignment of bearingcovers.

2. CAPSCREWS - To prevent oil leakage, use Loctite242 thread sealant on all capscrews. For torqueratings, see TORQUE RECOMMENDATIONS.

3. O-RINGS - Lubricate all O-rings with siliconlubricant. 8.

4. ASSEMBLY - Refer to the illustrations provided inthe detailed disassembly instructions as a guide toreassembly.

5. INITIAL LUBRICATION - Coat all limit washers andsplines of shafts with Lubriplate during reassemblyto prevent scoring and galling of such parts.

6. AXIAL CLEARANCES - Maintain original axialclearances of .005” to .012” for mainshaft gears.

BEARINGS - Use of flanged-end bearing drivers isrecommended for the installation of bearings. Thesespecial drivers apply equal force to both bearingraces, preventing damage to balls/rollers and raceswhile maintaining correct bearing alignment withbore and shaft. Avoid using a tubular or sleeve-typedriver, whenever possible, as force is applied to onlyone of the bearing races. See TOOL REFERENCE.

UNIVERSAL JOINT COMPANION FLANGE ORYOKE - Pull the companion flange or yoke tightlyinto place with the output shaft nut, using 450-500foot-pounds of torque. Make sure the speedometerdrive gear or a replacement spacer of the same widthhas been installed. Failure to pull the companionflange or yoke tightly into place wil l permit theoutput shaft to move axially with resultant damageto the rear bearing.

IMPORTANT: REFER TO THE APPROPRIATE ILLUSTRATED PARTS LIST(SPECIFIED BY MODEL SERIES) TO ENSURE THAT PROPER PARTSARE USED DURING REASSEMBLY OF THE TRANSMISSION.

CHANGING INPUT SHAFTSpecial Procedure For Changing Input Shaft

NOTE: In some cases in field repair it may benecessary to replace only the input shaft due toclutch wear on the splines.

In these instances, the input shaft can ber e m o v e d w i t h o u t d i s a s s e m b l i n g t hetransmission other than removing the shiftingbar housing. Removal of the clutch housing isoptional. Following is the detailed procedure.

A. INPUT SHAFT REMOVAL

1. Remove the gear shift lever housing assembly (or 2. Remove the front bearing cover and gasket.remote control assembly) from shift bar housing, ifnecessary, and the shift bar housing assemblyfrom transmission case.

CHANGING INPUT SHAFT

3. Remove the drive gear bearing nut (left handthreads).Suggestion: For removal of nut ONLY, engage twomainshaft sliding clutches into gear to prevent theinput from rotating.

6. Drive the input shaft back through the bearing andinto the case as far as possible. Drive the shaftforward again to free the input shaft bearing fromthe bore in the case.

NOTE: If this procedure does not free the bearing fromits bore, repeat steps 4 through 6.

4. Drive the input shaft as far forward as possible.

7.

8.

Pry the bearing from the input shaft with two largescrewdrivers.

Remove the spacer from the input shaft.

5. Tap the input shaft down to cock the input shaftbearing in its bore.


9.

10.

B.

From the front of transmission, remove the snapring from I.D. of main drive gear using two smallscrewdrivers. If mainshaft was previously locked intwo gears, it may become necessary to placesliding clutches in the neutral position to rotateinput shaft and mainshaft for removal of snap ring.

Pull the input shaft forward from the splines of thedrive gear.

INPUT SHAFT INSTALLATION

1.

2.

3.

If necessary, install bushing in pocket of inputshaft.

Install new input shaft into splines of main drivegear just far enough to expose snap ring groove inI.D. of drive gear.

Install snap ring in groove of drive gear.

4. Install spacer on input shaft.

5. Move the clutch gear forward to contact end ofinput shaft in hub of drive gear. Block between rearof sliding clutch and front of the overdrive gear.When installing bearing this will hold input shaft inposition to seat the bearing properly.


6. Using a flanged-end driver, install the drive gearbearing on shaft and into case bore. When applyingforce to driver, use caution so as not to damagebearing shield.

7. Remove the blocking from the mainshaft.

10. With a punch and maul, peen the nut into the twomilled slots of input shaft, using caution so as notto distort O.D. of nut.

8.

9.

Apply Fuller¨ adhesive sealant #71204 or equiva-lent to the cleaned threads of input shaft and nut,using caution so as not to contaminate bearingwith sealant.

Engage two mainshaft sliding clutches into gear toprevent the mainshaft from rotating and install thenew drive gear bearing nut, left-hand threads, oninput shaft. Tighten nut with 250-300 Lbs./ Ft. oftorque. DO NOT REUSE OLD NUT.

Suggestion: To avoid damaging the O.D. of nut,use the tool specifically designed for this purpose.

11.

12.

To facilitate proper reinstallation of the shift barhousing assembly on case, make sure mainshaftsliding clutches are placed in the neutral position.

Reinstall the shift bar housing assembly, the frontbearing cover and all other parts and assembliespreviously removed, making sure to replace thegaskets used.

NOTE: The above instructions are for changing theinput shaft only. To change the drive gear,complete disassembly of the front section isrequired.

See TOOL REFERENCE.

AIR SYSTEMRTO-11607L

AIR SYSTEMRTO-11607LL

AIR SYSTEMRANGE SHIFT AIR SYSTEM - ALL MODELS

OperationThe Range Shift Air System consists of the airfilter/regulator, slave valve, a Range Control Valve orMaster Control Valve, range cylinder, fittings andconnecting air lines. See Air System Schematics.

CONSTANT AIR from the air filter/regulator issupplied to the “S” or Supply Port of slave valve andpassed through to the INLET or “S” Port of controlvalve.

WHILE IN LOW RANGE, the control valve is OPENand AIR is returned to slave valve at the "P” or End Port.This signals the valve to supply AIR in Iine between theLow Range or “L” Port of slave valve and the LowRange Port of range cylinder housing. AIR received atthis port moves the range piston to the rear and causesthe auxiliary low range gear to become engaged.

WHILE IN HIGH RANGE, the control valve isCLOSED and NO AIR is returned to the slave valve.This signals the slave valve to supply AIR in linebetween the High Range or “H” Port of valve and theHigh Range Port of range cylinder cover. AIR receivedat this port moves the range piston forward to engagethe auxiliary drive gear with sliding clutch and bypassthe low range gear set.

Range shifts can be made ONLY when the gear shiftlever is in, or passing through, neutral. Thus, the rangedesired can be PRESELECTED while the shift lever isin a gear position. As the lever is moved throughneutral, the actuating plunger in the shift bar housingreleases the slave valve piston, allowing it to move tothe selected range position.

TroubleshootingIf the transmission fails to make a range shift or shiftstoo slowly, the fault may be in the Range Shift AirSystem or actuating components of the shift barhousing assembly.

To locate the trouble, the following checks should bemade with normal vehicle air pressure applied to thesystem, but with the engine off.

CAUTION: NEVER WORK UNDER A VEHICLEWHILE ENGINE IS RUNNING as personal injury MAYresult from the sudden and unintended movement ofvehicle under power.

1. INCORRECT AIR LINE HOOK-UPS(See Air System Schematics)With the gear shift Iever in neutral, move the controlthat provides range selection UP and DOWN.

A. If the air lines are crossed between controlvalve and slave valve, there will be CONSTANTAIR flowing from the exhaust port of controlvalve WHILE IN HIGH RANGE.

B. If the air lines are crossed between the slavevalve and range cylinder, the transmissiongearing will not correspond with the rangeselection. A LOW RANGE selection will resultin a HIGH RANGE engagement and vice versa.

2. AIR LEAKSWith the gear shift lever in neutral, coat all air linesand fittings with soapy water and check for leaks,moving the control that provides range selection

3.

UP and DOWN.

A.

B.

C.

D.

If there is a steady leak from the exhaust port ofcontrol valve, O-rings and/or related parts ofthe control valve are defective.

If there is a steady leak from breather of slavevalve: an O-ring in valve is defective, or there isa leak past O-rings of range cylinder piston.

If transmission fails to shift into LOW RANGEor is slow to make the range shift and the caseis pressurized, see Check Note 7 of thissection.

Tighten all loose connections and replacedefective O-rings and parts.

AIR FILTER/REGULATOR(See illustration, Page 26.)With the gear shift lever in neutral, check thebreather of air filter/regulator assembly. Thereshould be NO AIR leaking from this port. Thecomplete assembly should be replaced if a steadyleak is found.

Cut off the vehicle air supply to the airfilter/regulator assembly, disconnect the air line atfitting in Supply OUTLET and install an air gauge inopened port. Bring the vehicle air pressure tonormal. Regulated air pressure should be 57.5 to62.5 PSI.

DO NOT ADJUST SCREW AT BOTTOM OFR E G U L A T O R T O O B T A I N C O R R E C TR E A D I N G S . The a i r regu la to r has beenPREADJUSTED within the correct operatinglimits. Any deviation from these limits, especiallywith regulators that have been in operation forsome time, is likely to be caused by dirt or wornparts. if replacement or cleaning of the filterelement does nothing to correct the air pressurereadings, replace the complete assembly, as the airregulator is nonserviceable.

4. CONTROL VALVE (See Pages 27 and 28.)With the gear shift lever in neutral, select HIGHRANGE and disconnect the 1/8” O.D. airline at theOUTLET or “P” Port of control valve.

A. When LOW RANGE is selected, a steady blastof air will flow from opened port. Select HIGHRANGE to shut off air flow. This indicates thecontrol valve is operating properly. Reconnectair line.

AIR SYSTEMB. If control valve does not operate properly, 7. RANGE CYLINDER (Refer to the following

check for restrictions and air leaks. Leaks illustration.)indicate defective or worn O-rings. If any of the seals in the range cylinder assembly

are defective, the range shift will be affected.

5. HIGH RANGE OPERATION A.

With the gear shift lever in neutral, select LOWRANGE and disconnect the 1/4” I.D. air line at theport of range cylinder cover. Make sure this line B.leads from the High Range or “H” Port of slavevalve.

A.

B.

C.

C.When HIGH RANGE is selected, a steady blastof air should flow from disconnected line.Select LOW RANGE to shut off air flow.

Move the shift lever to a gear position andselect HIGH RANGE. There should be NO AIRflowing from disconnected line. Return thegear shift lever to the neutral position. Thereshould now be a steady flow of air fromdisconnected line. Select LOW RANGE to shutoff air flow and reconnect air line.

If the air system does not operate accordingly,the slave valve or actuating components of theshift bar housing assembly are defective.

IMPORTANT: RANGE PRESELECTIONThe plunger pin, located in case bore between theslave valve and actuating plunger of shift barhousing, prevents the slave valve from operatingwhile the shift lever is in a gear position. When thelever is moved to or through the neutral position,the pin is released and the slave valve becomesoperational.

6. LOW RANGE OPERATIONWith the gear shift lever in neutral, select HIGHRANGE and disconnect the 1/4” I.D. air Iine at thefitting on range cylinder housing. Make sure thisline leads from the Low Range or “L” Port of slavevalve.

A.

B.

c .

When LOW RANGE is selected, a steady blastof air should flow from disconnected line.Select HIGH RANGE to shut off air flow.

Move the shift lever to a gear position andselect LOW RANGE. There should be NO AIRflowing from disconnected line. Return thegear shift lever to the neutral posiTion. Thereshould now be a steady flow of air fromdisconnected line. Select HIGH RANGE toshut off air flow and reconnect air line.

If the air system does not operate accordingly,the slave valve or actuating components of theshift bar housing assembly are defective.

Leak at either O-ring A results in completefailure to make a range shift; steady flow of airfrom breather of slave valve in both ranges.

Leak at gasket B results in a steady flow of air toatmosphere while in HIGH RANGE.

Leak at O-ring C results in a slow shift to LOWRANGE; pressurizing of transmission case.

RANGE CYLINDER ASSEMBLYALL MODELS

AIR SYSTEMAIR FILTER/REGULATOR ASSEMBLY

The air filter contains a replaceable filter element which can be removed by turning out the end cap. This elementshould be cleaned at each oil change, or more often under high humidity conditions. Replace if necessary.

SLAVE VALVES

PISTON-TYPE POPPET-TYPE

Refer to the drawing for disassembly and reassembly of the piston-type slave valve assembly. Should the poppet-typeslave valve assembly prove to be defective, replace the complete assembly, as it is non-serviceable. The actuatingcomponents used with these valve assemblies are non-interchangeable. Failure to use the correct plunger pin, springand alignment sleeve during installation on the transmission will cause hard shifting in Low Range gears.

AIR SYSTEMRANGE CONTROL VALVE

NOTE: This valve provides rangeselection ONLY. Whenequipped on LL Models, thedash-mounted Deep ReductionValve is required to providedeep reduction selections.

Removal and Disassembly Reassembly and Installation1.

2.

3.

4.

Disconnect the air lines and loosen clamp securing 1.the valve to gear shift lever. Remove valve.

Remove the four screws to separate the front andrear housings and remove the slide and two sets ofposition springs and balls.

Remove the seal, insert valve O-ring and spring from 2.

rear housing.

If necessary, remove the two felt seals. Punch out3.

the roll pin to remove the control knob from slide.

4.

Refer to the drawing for proper reassembly. Use aVERY SMALL amount of silicone lubricant on the O-rings to avoid clogging ports. A small amount ofgrease on the position springs and balls will help tohold them in place during reassembly.

Install the air lines with their sheathing and O-ringson the gear shift lever.

Secure the valve on gear shift lever with mountingclamp. The control knob should face to the front andbe approximately 6“ below the centerline of ballgrip.

Attach the air lines.

AIR SYSTEMMASTER CONTROL VALVE A-5010

NOTE:

Cut 6146

This valve provides range selection ONLY.When equipped on 15-Speed Models, thedash-mounted Deep Reduction Valve isrequired to provide deep reduction selections.

Removal and Disassembly Reassembly and Installation1.

2.

3.

4.

5.

6.

7.

8.

Remove two screws holding bottom cover to valve 1.and slide cover down gear shift lever to expose airline fittings. Disconnect air lines.

Loosen jam nut and turn control valve from gear shiftlever.

Pry medallion from recess in top cover.2.

Turn out the two screws to remove the top cover 3.from valve housing.

Turn out the two screws in side of valve housing toseparate the housing.

Remove the Range Preelection Lever from lefthousing and the position balls and guide from lever.

If necessary, remove spring and O-ring from boresin left housing.

If necessary, remove springs, O-ring and sleevefrom bores in right housing.

Refer to the drawing for proper reassembly. Use aVERY SMALL amount of silicone Iubricant on the O-rings to avoid clogging ports. A small amount ofgrease on the position springs and balls will help tohold them in place during reassembly.

Reinstall control valve on gear shift lever and tightenjam nut.

Attach air lines and reinstall bottom cover.

28

AIR SYSTEMDEEP REDUCTION AIR SYSTEM: LOW-LOW MODELS ONLY

OperationIn addition to the various components of the RangeShift Air System, the Deep Reduction Air Systemutilizes a reduction cylinder and a separate dash-mounted Deep Reduction Valve OR the Master ControlValve A-5015.

CONSTANT AIR from the air filter/regulatorassembly is supplied to the reduction cylinder at theport on right side of cylinder cover. See Air SystemSchematics.

With the Deep Reduction lever in the ’’OUT” position,the valve is OPENED and AIR is supplied to the CenterPort of cylinder cover, moving the reduction pistonforward to disengage deep reduction gearing. With thelever moved to the “IN” position, the valve is CLOSEDand NO AIR is supplied to the Center Port. CONSTANTAIR from the air filter/regulator assembly moves thereduction piston rearward to engage reductiongearing.

Lever to “OUT”(Valve OPENED)

Lever to “IN”(Valve CLOSED)

For models equipped with the Master Control ValveA-5015, AIR is supplied to the built-in deep reductionvalve ONLY WHILE IN LOW RANGE from tee fitting atthe Low Range or “L” Port of slave valve. The insertvalve (see Page 33) MUST be installed in cylinder coverto provide the proper air flow needed to move thereduction piston in the cylinder. See schematicprovided on Page 31.NOTE: The insert valve is NOT USED in the reduction

cylinder cover of models equipped with theDeep Reduction Valve.

With the Deep Reduction Button in theREARWARD position, the “SP” Port of controlvalve is CLOSED and NO AIR is supplied to theCenter Port of cylinder cover.

Button REARWARD(“SP” Port CLOSED)

WHILE IN LOW RANGE, the button can be movedFORWARD to operate in DEEP REDUCTION. The“SP” Port of valve is OPENED when deep reductionselection is made, supplying AIR to the Center Port ofcylinder cover.

Button FORWARD(“SP” Port OPENED)

NOTE: WHILE IN HIGH RANGE, the mechanicalinterlock of Master Control Valve preventsmovement of Deep Reduction Button to theFORWARD position.

TroubleshootingIf the transmission fails to shift oR shifts too slowly to orfrom DEEP REDUCTION, the fault may be in the DeepReduction Air System or related cOmponents of theRange Shift Air System.

To Iocate the trouble, the following checks should bemade with normal vehicle air pressure supplied to thesystem, but with the engine off. See CAUTION, Page24.NOTE: It is assumed that correct PSI readings were

obtained from the air filter/regulator and all airlines have been checked for leaks.

For Models Equipped withthe Deep Reduction Valve . . .1. Air Supply (See Air System Schematics.)

With the gear shift lever in neutral, loosen theconnection at the INLET (End Port) or DeepReduction Valve until it can be determined thatCONSTANT AIR is supplied to valve. Reconnectair line.

If there is NO AIR, check for a restriction in linebetween the Deep Reduction Valve and slave valve,making sure this line is connected to tee fitting atthe Supply or “S” Port of slave valve.

AIR SYSTEM2. Deep Reduction Valve (See Air System 3. Reduction Cylinder (Refer to the following

Schematics.) Illustration.)

With the gear shift lever in neutral, disconnect theair line leads from OUTLET of Deep Reduction

If any of {he seals in the reduction cylinderassembly are defective, the deep reduction shiftwill be affected. The degree of air lost will govern

Valve. the degree of failure, from slow shiftIng to

A.

B.

complete shift failure.WHILE IN LOW RANGE, move the Deep A.Reduction Valve Lever to the “IN” position.There should be NO AIR from disconnectedline.

B.

Move the valve lever to the “OUT” position.There should now be CONSTANT AIR flowingfrom disconnected line. Return the valve Ieverto the “IN” position to shut off air flow andreconnect air line. C.

Leak at O-ring A results in a slow shift toengage deep reduction gearing; pressurizingof transmission case; deep reduction gearingcan be disengaged.Leak at O-ring B results in slow shifting orcomplete failure to engage and disengagedeep reduction gearing; steady flow of air fromexhaust port of Deep Reduction Valve whenlever is in the “IN” position.Leak at gasket C results in a slow shift todisengage deep reduction gearing; steady flowof air to atmosphere.

REDUCTION CYLINDER ASSEMBLY(Models equipped with Deep Reduction Valve ONLY.)

AIR SYSTEMFor Models Equipped withthe Master Control Valve A-5015 . . .1. Air Supply (See schematic below.)

With the gear shift lever in neutral, select LOWRANGE and loosen the connection at the “H” Portof control valve until it can be determined that AIRis supplied to valve. Reconnect air line. If there is

NO AIR, check for a restriction in the 1/8” O.D. airline between the control valve and slave valve,making sure this line is connected to tee fitting atthe Low Range or “L” Port of slave valve.

NOTE: Arrows are provided inthis schematic to notedirection of air flowthrough PRESSUR-IZED LINES SHOWNAS SHADED AREAONLY.

AIR SYSTEM2. Master Control Valve (See Page 34 and 4. Insert Valve (See next page.)

schematic on preceding page.) Any constant flow of air from exhaust port ofWith the gear shift lever in neutral, disconnect the cylinder cover usually indicates a faulty insert1/8” O.D. air line at the Center Port of reduction valve. Exhaust should occur ONLY BRIEFLY whencylinder cover, making sure this line Ieads from the Deep Reduction Button is moved FORWARD“SP” Port of control valve. WHILE IN LOW RANGE.A.

B .

WHILE IN LOW RANGE, move the Deep A faulty insert valve, leaking at the O-rings ofReduction Button FORWARD. There should be valve O.D. or from inner seals, will result in shiftAIR flowing from disconnected line. Move the failure. Two indications of defective O-rings orbutton REARWARD to shut off air flow and seals are:reconnect air line. A. CONSTANT AIR flowing from exhaust port ofIf the preceding conditions did not exist, the cylinder cover.control valve is defective, or there is a B. CONSTANT AIR flowing from exhaust port ”E”restriction in the air lines. of control valve WHILE DEEP REDUCTION

3. Reduction Cylinder (Refer to the following BUTTON IS REARWARD (providing the

illustration.) control valve is operating properly).

If any of the seals in the reduction cylinder The three O-rings in position on valve O.D can be

assembly are defective, the deep reduction shift replaced. However, if an inner seal is damaged, the

will be affected. The degree of air lost will govern complete assembly MUST be replaced.

the degree of failure, from slow shifting tocomplete shift failure.A.

B .

C .

Leak at O-ring A results in a slow shift toengage deep reduction gearing; pressurizingof transmission case; deep reduction gearingcan be disengaged.Leak at O-ring B results in slow shifting orcomplete failure to engage and disengagedeep reduction gearing; steady flow of air fromexhaust port of control valve and/or cylindercover when Deep Reduction Button is in theFORWARD position.Leak at gasket C results in a slow shift todisengage deep reduction gearing; steady flowof air to atmosphere.

REDUCTION CYLINDER ASSEMBLY(Models equipped with Master Control A-5015 ONLY.)

AIR SYSTEMInsert Valve: LL ModelsEquipped with Master Control Valve A-5015

The insert valve is a self-contained 1-3/16” valve Travel of the small insert valve piston is only 3/16”.assembly located in the reduction cylinder cover. It As shown in the illustrations below, when NO AIR isCANNOT be disassembled except for the three O- applied to the top side of valve piston, CONSTANT AIRRINGS ON outer diameter. The O-rings provide a supplied from the regulator passes freely through thestationary seal and do not move in cylinder. insert valve and to the back side of cylinder piston,

CENTER PORT,SIGNAL LINE FROM

CONTROL VALVE"SP” PORT.

INSERT VALVE

RETAINING NUT

BOTTOM EXHAUST PORT

When installing the insert valve in bottom bore ofcover, apply Fuller #71206 silicone lubricant or itsequivalent to O-rings and cylinder walls. Install valve inbore with flat surface to the inside. When installing thespecial valve retaining nut, apply Fuller #71204adhesive/sealant or its equivalent to threads andtighten. See TORQUE RECOMMENDATIONS.

LOW RANGE AND HIGH RANGE

NO AIR ONSIGNAL LINE

CONSTANTAIR

TO BACK SIDEOF PISTON,YOKE BARFORWARD

moving the yoke bar forward to disengage deepreduction gearing (LOW RANGE AND HIGH RANGE).When AIR is supplied to the top side of valve pistonthrough signal line, the piston moves down to cutoff airsupplied to the back side of cylinder piston. This air isexhausted out bottom port of cover when CONSTANTAIR supplied from the regulator is directed to the frontside of cylinder piston, moving the yoke bar rearwardto engage deep reduction gearing (LO/LO).

LO/LO

AIR APPL IED THROUGH S IGNAL L INEPUSHES INSERT

VALVE PISTON DOWN

CONSTANTAIR

CONSTANTAIR SEALEDOFF AT THIS

POINT

AIR EXHAUST THROUGH BOTTOMPORT FROM BACK SIDE OF PISTON

Cut 7 4 5 0 A

AIR SYSTEMMASTER CONTROL VALVE A-5015

NOTE: This valve provides BOTH range and deepreduction selection, replacing the need forseparate units (Range Control Valve A-3546 orMaster Control Valve A-5010 with dash-mountedDeep Reduction Valve).

Removal and Disassembly Reassembly and Installation1 .

2 .

3 .

4 .

5 .

6 .

7 .

8 .

Remove two screws holding bottom cover to valve 1.and slide cover down gearshift lever to expose airline fittings. Disconnect air lines.

Loosen jam nut and turn control valve from gear shiftlever.

Pry medallion from recess in top cover. 2.

Turn out the two screws to remove the top coverfrom valve housing, 3.

Remove the actuator button from valve housing andthe spring retainer, springs, seal and detent partsfrom actuator and/or valve housing.

Turn out the two screws in side of valve housing toseparate the housing.

Remove the Range Preelection Lever from lefthousing and the position balls and guide from lever.

If necessary, remove springs, O-ring and retainerfrom bores in right housing.

Refer to the drawing for proper reassembly. Use aVERY SMALL amount of silicone lubricant on the O-rings to avoid clogging ports. A small amount ofgrease on the position springs and balls will help tohold them in place during reassembly.

Reinstall control valve on gear shift lever and tightenjam nut.

Attach air lines and reinstall bottom cover.

34

Schematic

For all questionsconcerningremoval andreplacement,refer to EatonService and PartsLiterature.

Range—LO

Air Filter/RegulatorAssembly

Range CylinderAssembly

Air fromVehicleSource

Constant Air

HI

No Air

Air to HousingPort

A-3546 RangeValve

P S

A-5010 RoadrangerValve

DownOR

SP

Slave ValveIdentification

A-4688 Valve

A-5000 Valve

19470 Valve

7L: 8: 9: and 10 Speed (2-Speed Auxiliary)

A-4688 Slave Valve 19470 or A-5000Slave Valve

OR

PS

PS

LO

Down

Outlet

HILO

LO

HI

Schematic


Air fromVehicle Source

Constant Air

HI

Up

Outlet

P S

UpOR

SP


19470 Valve

A-5000 Valve

A-4688 Valve

No Air

Air to CoverPort


Range CylinderAssembly


Range—HI

OR

S

PS


LO

7L: 8: 9: and 10 Speed (2-Speed Auxiliary)

HILO

HI

LO

P

A-3546 RangeValve

Schematic



19470 Valve

A-5000 Valve

A-4688 Valve


OR


Deep Reduction

RT, RTO, & RTX XX607LL: XX608LL: and XX615 Models

Range Cylinder Assembly

No Air

Air toHousingPortLO

HI

WHEN IN LOWRANGE

SHIFT ONLY

DO NOTPRE-SELECT

OUT IN

DEP REDUCT IONE

No Air

In

Deep Reduction Valve

RReductionCylinderAssembly

Constant Air


S

HI

LO

P

R

HILO

P

SR

Down

A-3546 RangeValve

Outlet

P S


DownOR

SP

Schematic



19470 Valve

A-5000 Valve

A-4688 Valve


OR


Range—LO


No Air

Air toHousingPort

LO

HI

Constant Air


S

HI

LO

P

R

HILO

P

SR

Down

A-3546 RangeValve

Outlet

P S


DownOR

SP


Out


ReductionCylinderAssembly

R

WHEN IN LOWRANGE

SHIFT ONLY

DO NOTPRE-SELECT

OUT IN

DEP REDUCT IONE

Schematic


Up

Outlet

P S

UpOR

SP


19470 Valve

A-5000 Valve

A-4688 Valve


A-3546 RangeValve


OR


Range—HI



LOOut


ReductionCylinderAssembly

Constant Air


S

HI

LO

P

R

HILO

P

SR

No Air

Air toCoverPort

HI

R

WHEN IN LOWRANGE

SHIFT ONLY

DO NOTPRE-SELECT

OUT IN

DEP REDUCT IONE

DISASSEMBLY AND REASSEMBLYSHIFTING CONTROLSRANGE SHIFT AIR SYSTEM

A. To Remove the Range Shift ControlValve. (RTO-11607L)

NOTE: The example shown in this sequence uses anA-5010 master control valve and a #19470 slavevalve. Disassembly is similar for units equippedwith di f ferent control and slave valvecombinations.

1. Slide the shroud off the master control and

disconnect the nylon air lines at the master controlvalve.

2. Disconnect the two nylon air lines at slave valve ontransmission.

DISASSEMBLY AND REASSEMBLYSHIFTING CONTROLS

C. To Remove the Slave ValveAssembly

3.

B.

Remove the master control valve, shroud and nylonair lines from the shift lever.

To Remove the Air Regulatorand Filter Assembly

1. Disconnect and remove the air line between theslave valve and air regulator.

2. Remove street ell and reducer from regulator ifnecessary.

1. Remove the two air lines between the slave valveand range cylinder.

2. Turn out the four capscrews and remove the slavevalve from the transmission. Remove the sleevefrom the slave valve.

3. Turn out capscrews and remove the air regulatorand filter assembly from transmission.


3. If necessary, remove fittings from slave valves.

4. Remove the actuating spring and pin from bore intransmission.

DISASSEMBLY AND REASSEMBLYSHIFTING CONTROLSRANGE SHIFT AIR SYSTEM

A. Remove the Range Shift ControlValve (RTO-11607LL)

NOTE: The example shown in this sequence uses anA - 5 0 1 5 M a s t e r C o n t r o l V a l v e , a D e e pReduction Cylinder and an A-4688 Slave Valve.

1. Remove retaining screws, slide the shroud off the

master control and disconnect the nylon air lines atthe master control valve.

2. Disconnect the three nylon air lines at the slavevalve.


3. Disconnect the nylon air line at the deep reductioncylinder.

4. Remove the master control valve, shroud and nylonair lines from the shift lever.

B. To Remove Air Regulatorand Filter Assembly

1. Remove the air line between the air regulator andthe deep reduction cylinder.

2. Remove the air line running from the air regulatorto the slave valve at the regulator.


3. Turn out capscrews and remove the air regulator 2. Disconnect the two air lines running between theand filter assembly from transmission. slave valve and the range cylinder, at the range

cylinder.

C. To Remove the Slave Valve

1. Remove the hose clamp holding the air lines to theauxiliary.

3 . Turn out the four capscrews and remove the slavevalve from the transmission.


4. Remove the hat type sleeve from the bore in theslave valve.

5. Remove the actuating spring and pin from bore intransmission.

DISASSEMBLY AND REASSEMBLYSHIFTING CONTROLSGEAR SHIFT LEVER HOUSING

DISASSEMBLY AND REASSEMBLYSHIFTING CONTROLSA. Removal and Disassembly B.

1.

2.

3.

Reassembly and Installation

Install the spade pin in the bore in the housing. Ifpreviously removed, install the O-ring in thegroove.

Install the gear shift lever in the housing, fitting theslot in the lever ball over the spade pin.

Place the tension spring washer over the lever ballwith the dished side up.

1. Turn out the capscrews, jar lightly to break thegasket seal and remove the gear shift lever housingfrom the shift bar housing.

4. Seat the tension spring under the lugs in thehousing, seating one coil at a time. Use of a springdriving tool is recommended.

2. Secure the housing in a vise and use a largescrewdriver to twist between the spring and side ofthe housing, forcing the spring from under thethree lugs. Do one coil at a time. Remove thespring.

3. Remove the washer and gear shift Iever.

4. Remove the spade pin from the bore in the housing.If necessary, remove the O-ring from the housing.

5. Make sure that the three tension springs and ballsare in the shift bar housing bores and install thegear shift lever housing and gasket on the shift barhousing.

DISASSEMBLY AND REASSEMBLYSHIFTING CONTROLSSHIFT BAR HOUSING ASSEMBLY

A. Removal and DisassemblyShift Bar Housing

1. Remove the capscrews from the shift bar housing. 2. Jar the housing to break the gasket seal, and Iift thehousing up and off.


3. Tilt the housing, and remove the three tension balls 5. Remove the capscrews from all shift yokes andand springs. blocks.

4. Place housing in a vice with plunger side up and cutlock wire from all capscrews.

6. Sl ide the d i rec t sh i f t ra i l ou t o f yokes and thehousing.

NOTE: Rails not being removed must be in the neutralposition.


7. Remove center rail, yoke and block, being carefulto remove the neutral interlock pin from the rail.

8. Remove air system interlock plunger.

9. Remove reverse rail and yoke.

10. Remove the two interlock balls from the front web.


11. Clamp the reverse yoke in a soft jawed vice andremove the snap ring from the reverse yokeplunger.

12. Remove the retainer, springs and plunger from thebore.

DISASSEMBLY AND REASSEMBLYSHIFTING CONTROLSSHIFT BAR HOUSING ASSEMBLYA. To Reassemble Shift Bar Housing

1. Coat the reverse yoke plunger lightly with oil, andinstall in bore.

3. Install the hat shaped retainer in the bore with thecrown to the outside.

2. Install the springs in the bore, with the smaller 4. Install the retaining snap ring.diameter spring inside the larger. 5. Check the plunger for smooth operation by

pushing it down into the bore several times andchecking for free return.


6. Install the reverse rail through the reverse yoke,with the neutral notches to the rear.

7. Line up the hole in the rail with the hole in the yokeand install capscrew.

CAUTION: Do not torque capscrews beyond 45 ft.lbs. or rails could be distorted.

8. Drop first interlock ball into web.

9. Install range plunger in bore.


10. Put reverse rail in neutral and start center railpartially in, installing center block with tapped holetoward the rear.

11. Install center yoke, and before pushing the railcompletely in, install the interlock pin.

12. The shorter capscrew with the beveled head mustbe installed in the center block.

13. Drop the second ball in the web.


14.

15.

16.

With the center and reverse rails in the neutralposition, install the direct rail through the blockand yoke.

Install all capscrews and lockwire.

Check that the lockout feature is working byputting one rail in gear and attempting to move theother two rails out of the neutral position. Theyshould not move.

REMOVAL - COMPANION FLANGE,AUXILIARY SECTION ANDCLUTCH HOUSINGCOMPANION FLANGE, AUXILIARY SECTIONAND CLUTCH HOUSING

A. To Remove the Universal JointCompanion Flange or Yoke

1. Lock the transmission by engaging two gears with 2. Use a large breaker bar to turn output shaft nutthe mainshaft sliding clutches. from the output shaft

REMOVAL - COMPANION FLANGE,AUXILIARY SECTION ANDCLUTCH HOUSING

B. To Remove the Auxiliary Sectionfrom Transmission

3. Pull the companion flange or yoke from splines ofoutput shaft.

1. Turn out the capscrews that attach the twosections.

2. Insert three puller screws in the tapped holes ofhousing flange.

4. Remove the speedomete r d r i ve gea r o rreplacement spacer from hub of flange/yoke orfrom inside rear bearing cover remaining on outputshaft (inset). For some models, it is necessary toremove the snap ring in groove of output shaftPRIOR to removal of the speedometer gear orspacer.

NOTE: Temporarily reinstall output shaft nut toprotect the threads during auxiliary removal.

3. Tighten puller screws evenly to move auxiliarysection to the rear and just far enough from frontsection to break gasket seal.

REMOVAL - COMPANION FLANGE,AUXILIARY SECTION ANDCLUTCH HOUSING

4.

5.

C .1.

2.

Attach lifting eye to auxiliary and hook a hoist into 3. Jar clutch housing with a rubber mallet to breakpos i t ion be fore s l id ing aux i l ia ry sec t ion gasket seal and pull from transmission case.completely off dowels. Remove gasket.

Remove the gasket from the front section.

Removal of Clutch HousingFor models so equipped, remove the clutch releasemechanism and/or clutch brake assembly. SeeOPTIONS.

Turn out the four capscrews and remove the sixnuts and lockwashers from studs securing theclutch housing to transmission case.

DISASSEMBLY - AUXILIARY SECTIONAUXILIARY SECTION (LOW)

A. To Remove The AuxiliaryCountershaft Assemblies

1. Remove countershaft bearing covers and the range 2. Remove the countershaft snap ring.cylinder cover.

DISASSEMBLY - AUXILIARY SECTIONÑ

3. Remove the locknut holding the range piston in thehousing.

5. Remove the capscrews from the shift yoke.

4. Cut the lockwire from the shift yoke capscrews. 6. Slide the yoke bar back slightly to provideclearance and lift out the shift yoke.

DISASSEMBLY - AUXILIARY SECTION

7. Remove the piston from the yoke bar. 9.

10.

Drive the countershaft assemblies out through thecountershaft bearings using a soft bar and maul.

NOTE: Support the countershaft on the input side toprevent them from dropping.

If necessary, secure the assembly in a vise andremove the bearing inner race from front ofcountershaft with jaw pullers.

NOTE: The vise used should be equipped with brassjaws or wood blocks to prevent damage to thecountershaft.

8. Pull the yoke bar out the input side of housing.

DISASSEMBLY - AUXILIARY SECTIONREAR HOUSING ASSEMBLY

Cut 6544-10/80

B. To Remove the SynchronizerAssembly, Mainshaft Assemblyand Range Shift Air Cylinder

1. Slide the synchronizer assembly off the mainshaft. 2. Drive the mainshaft assembly out using a soft barand maul.

NOTE: Support the gear while driving.


3. Remove the rear bearing cover and the outer rollerbearing.

5. Remove the range cylinder housing.

4. Tap out bearing cups and spacer using a softpunch.

6. Remove the O-Ring from the small bore in thehousing if it is damaged or needs replacement.


7. Remove the countershaft bearings with a flat driverand a maul.


Cut 6552-9/80

C. Mainshaft Disassembly

1. Remove the bearing inner spacer from themainshaft.

2. Press the inner bearing from the mainshaft.

CAUTION: Support the mainshaft from below so it

I

does not drop and sustain damage duringthe pressing operation.


3. Remove the spline washer from the hub of lowspeed gear.


SYNCHRONIZERASSEMBLY

Cut 480-4179

D. Synchronizer Disassembly

1. Pull upward to remove the high range synchronizer 2. Remove the sl iding clutch from low rangefrom pins. synchronizer pins.

CAUTION: There are three springs which will bereleased as the high range synchronizer isremoved from the pins. Cover theassembly with a rag to prevent losingsprings.

REASSEMBLY - AUXILIARY SECTIONAUXILIARY SECTION (LOW)A. Mainshaft Reassembly

1. Mark two adjacent gear teeth, and two teeth 180¡from the first two teeth for timing purposes.

IMPORTANT! There should be the same number of 3. Install low speed gear on mainshaft with clutching

teeth between the markings on each side of the gear. teeth down.

2. Place the spline spacer in hub of low speed gear,shoulder toward rear.

4. Install the spacer washer with chamfer side up.

REASSEMBLY - AUXILIARY SECTION

5. Heat the rear bearing in oil to 50oF and drop downinto position on mainshaft.

CAUTION: Use asbestos gloves when handlingheated bearings.

B. Mainshaft Installation

1. Install the outer bearing races and spacer into thehousing. Make certain the lip on the outer raceseats against the housing.

2. Position the mainshaft and gear assembly in thehousing.

6. Install the inner race spacer above the bearing onthe mainshaft.

3. Heat the outer bearing in oil to 250oF. Slide thebearing into position and hold in place until it coolsand seats on the shaft.

REASSEMBLY - AUXILIARY SECTION4. If previously removed, install the oil seal in rear

bearing cover, lip of seal to the rear. The spring inthe seal should be toward the inside of thetransmission.

C. Synchronizer Reassembly

5. Locate the unshielded capscrew hole in the rearbearing cover, and install the capscrew with thebrass washer (or brass washer and plastic sleeve,depending on model) in this hole.

6. Bolt the cover into place using a new gasket.

1. Place the larger low range synchronizer face downon the bench with pins up. Install the sliding clutch(recessed side up) down over the pins on thesynchronizer.

2. Install the three springs into their bores.

NOTE: The cover may be rotated 180o for properspeedometer opening location.

REASSEMBLY - AUXILIARY SECTIOND. Synchronizer Installation

3. high range synchronizer ring so thatcontact the side of the low speed

Position thethe springssynchronizer pins. Seat the ring by pushing downand twisting counterclockwise to compresssprings.

1. Position the synchronizer in the low rangeposit ion, and slide the assembly onto themainshaft.

REASSEMBLY - AUXILIARY SECTIONE. Countershaft Installation

1.

2.

Seat the bearings part way in the bores with a softmallet.

If previously removed, install the bearing inner raceon front of each countershaft.

3. Locate gear tooth on both countershaft with "O"stamp and mark for timing.

4. Mesh the marked tooth on each countershaft withthe marked teeth on the mainshaft gear, and slidethe countershaft into position.

5 . Drive the countershaft bearings into the housingwith a stepped driver and maul, until both bearingsare fully seated on the shoulder in housing.

REASSEMBLY - AUXILIARY SECTION6. With a soft bar and maul, drive the countershafts to

the rear to expose snap ring grooves in counter-shaft .

NOTE: It will be necessary to temporarily install thebearing covers to hold the countershaftbearings in place during this operation.

8. Reinstall the rear bearing covers using newgaskets.

F. Range Cylinder Installation

7. Install the snap rings.

1. Bolt the cylinder housing into place using a newgasket.

NOTE: The air port should be located in the 10 o'clockposition.

REASSEMBLY - AUXILIARY SECTION2. If previously removed, lubricate the O-ring and

install in the small bore in the cylinder.

3. Position the shift yoke, and slide the yoke barthrough the shift yoke and into the cylinder bodyfrom the input side.

4. Install the yoke capscrews and lock with safetywire.

5. Install O-rings on OD and ID of piston and apply alight coat of silicone lubricant to the O-rings,

6. Install the piston in the housing with the steppedface to the inside.

7. Install a new locknut on the yoke bar to secure thepiston.


8. Install the cylinder cover using a new gasket.

NOTE: The air port opening should be located at the11 o'clock position.

DISASSEMBLY - AUXILIARY SECTIONAUXILIARY SECTION (LOW - LOW)

A. Countershaft Removal

1. Remove the countershaft bearing covers. 2. Remove the range cylinder cover.


3. Remove the locking nut from the range yoke shaftand discard.

4. Remove the reduction cylinder cover.

5. Remove the snap rings from the countershaftbearings.

6. Cut the lockwire and remove capscrews.


7. Slide the yoke bar part way into the range cylinderhousing to allow clearance for the shift yoke to belifted out.

9. Drive out countershaft using a soft-bar and maul.

CAUTION: Support the countershaft from the gearside to prevent them from dropping.

10. If necessary, secure the assembly in a vise andremove the bearing inner race from front ofcountershaft with jaw pullers.

NOTE: The vise used should be equipped with brassjaws or wood blocks to prevent damage to thecountershaft.

8. Remove piston from yoke bar, and slide yoke barout from gear side of housing.

DISASSEMBLY - AUXILIARY SECTIONB. Synchronizer and Low Range

Gear Removal

1. Slide the synchronizer from the mainshaft.3. Turn the tolerance washer to line up the splines

and slide the low range gear off the mainshaft.

2. Remove the square key from the range mainshaft.4. Remove spacer from inside low range gear.


5. Slide the coupler off mainshaft. 6. Remove the snap ring from the mainshaft.


C. Reduction and Range Cylinder Removal

1. Cut lockwire and remove capscrew from reductioncylinder yoke.

2. Slide yoke and reduction clutch forward offmainshaft.


3. Remove the reduction cylinder body and yoke bar. 4. Remove the range cylinder body by removingcapscrews.


D. Mainshaft Removal

1. Remove C-ring from end of quill, 2. Pry range mainshaft off output shaft quill with twolarge screwdrivers.

NOTE: Bearing can be removed from range mainshaftif replacement is necessary.


3. Remove rear bearing cover.

4. Remove snap ring from output shaft.

5. Slide speedospacer (or gear, depending on model)off output shaft.

6. Temporarily reinstall rear bearing cover.

7. Drive the output shaft out through the bearing witha soft bar and maul.

8. Remove rear bearing cover.


CAUTION:

9. Remove the spacer and two outer races from bore.

The bearing is a matched set. If one pieceof the bearing is damaged, the whole setmust be replaced.

10. Drive out the two countershaft bearings.

DISASSEMBLY - AUXILIARY SECTIONE. Mainshaft Disassembly

3.

1. Press the inner bearing and deep reduction gear offthe mainshaft.

Remove the washer from inside the deep reductiongear.

2. Remove the spacer and oil retention ring from thedeep reduction gear.

DISASSEMBLY - AUXILIARY SECTIONF. Reduction Cylinder Insert

Valve Disassembly

1. Remove the nut from the reduction cylinder cover. 2. Remove the insert valve from the cover.

3. Check the orifices in the valve for obstructions, andcheck the O-rings for damage. Replace anydamaged or questionable O-rings.

REASSEMBLY - AUXILIARY SECTIONAUXILIARY SECTION (LOW - LOW)

. Cut 6590-1/81

A. Mainshaft Reassembly

1. Use a driver to install range mainshaft and bearing 2. Use a "O" ring driver to install the C-ring on theon quill. nose of the quill.


3. Mark two sets of gear teeth at a point 180 degreesapart for timing purposes.

4. Turn the mainshaft assembly over in the vise, anddrop the externally splined washer down on theshaft.

6. Install the rear spacer with the machined surfaceriding on the machined surface of the gear.

5. Install the reduction gear on the mainshaft withconical clutching teeth facing down.

REASSEMBLY - AUXILIARY SECTIONB. Main Shaft Installation

3. Heat the inner bearing in oil to 250oF and lower intoplace.

CAUTION: Use asbestos gloves when handlingheated bearings.

1. Install the oil deflector in the rear housing bore withthe cupped surface facing up. Use a large bearingdriver to drive the deflector down until the topsurface of the deflector is 2" below the machinedsurface of the output shaft bore.

NOTE: If available, use two bearing outer spacersstacked on top of each other to drive the oildeflector into the bore. The deflector will beatthe proper depth when the top of the top spaceris flush with the machined surface of the outputshaft bore.

4. Install the bearing inner spacer on the shaft andagainst the front bearing cone.

2. Install the rear housing over the output shaft,allowing the housing to rest on the reduction gear.


5. Stack the two bearing cups and outer spacer in theoutput shaft bore in the proper sequence. Makesure that the front bearing cup taper matches thetaper direction of the front bearing cone.

6.

7.

Tap the two cups and outer spacer lightly andevenly into the case bore until the Iip of the rear cupseats against the machined surface. It will benecessary to block under the rear housing slightlyto permit the output shaft assembly to move farenough.

Heat and install the rear bearing cone on the shaftand in the rear cup, taper facing down.

8. Put speedo spacer (or drive gear) into place onshaft and install snap ring. Reposition housing invise.

9. Tap the end of the output drive shaft with a soft barand maul to make certain the mainshaft andbearings are seated.

10. Install the rear bearing cover using a new gasketand positioning the speedo drive gear bore ateither the 10 o'clock or 3 o'clock position.

NOTE: The capscrew with the brass washer must beinstalled in the unshielded capscrew holeusing a new plastic collar.

REASSEMBLY - AUXILIARY SECTIONC. Reduction Cylinder Assembly

1. Replace inner O-ring on reduction cylinder andexternal O-ring on reduction yoke bar. Lube bothO-rings with silicone lube and install yoke bar in

3. Install the insert valve into the cover with the tippointing out.

cylinder,

2. Lube the O-rings on the insert valve with siliconelubricant.

4. Reinstall the insert valve retaining nut.

REASSEMBLY - AUXILIARY SECTIOND. Low Range Gear Installation

5. Line up air hole in reduction cylinder body withhole in cover. Install a new gasket and match up theholes.

6. Install the reduction cylinder using a new gasket.Position the cylinder so the insert valve is at 6oÕclock.

1. Slide the low-low clutch part way onto themainshaft, with the splined side toward thereduction gear.

2. Mesh the shift yoke with the clutch and slide backonto yoke bar.


3. Install yoke capscrew and lockwire into place. 6. Install low range gear on mainshaft with machinedsurface facing machined surface on coupler.

4. Install snap ring on mainshaft.

7. Install the spacer-tolerance washer with beveledteeth facing out, and mesh it inside the low rangegear.

NOTE: Splined washers with varying thicknesses areavailable. Use the washer that provides thetightest fit in the hub of the gear.

5. Install coupler, with clutching teeth to rear.

REASSEMBLY - AUXILIARY SECTIONE. Countershaft Installation

1. If previously removed, install the bearing inner raceon front of each countershaft.

8. Rotate the spacer-tolerance washer to line up thesquare notch in the washer with the keyway in therange mainshaft. Install the key in the keyway,shoulder to rear.

9. If the synchronizer was disassembled, rebuild asdetailed in low range auxiliary section.

2. Locate the stamped "O" on each countershaft gear.Mark the gear tooth directly above the "O" fortiming purposes.

10. Slide the synchronizer into position on themainshaft.

3. Install the countershaft bearings with a flangeddriver.


4. Mesh the marked tooth on each countershaft withthe marked teeth on the reduction gear.

5. Drive the countershaft bearings fully into place inthe housing.

7. When the snap ring grooves are fully exposed,install the snap rings.

6. Temporarily install the countershaft bearingcovers and use a soft bar and maul to drive thecountershaft back into the bearing.

8. Install the bearing covers with new gaskets.

REASSEMBLY - AUXILIARY SECTIONF. Range Air System Installation

1. Install range shift air cylinder body.

2. If previously removed, install the O-ring in bore ofrange cylinder body.

5. Install the range yoke capscrews and lockwire.

3. Position the range yoke on the synchronizer.

4. Slide the range yoke bar through the range yokeand into the housing from the gear side.

6. Install range yoke piston with step to inside. Lubeboth internal and external O-rings with siliconebefore sliding into position.


7. Install a new range yoke locking nut, torquing to 45ft. lbs.

8. Install range cylinder cover with a new gasket.

DISASSEMBLY - FRONT SECTIONA. To Remove Input Shaft Nut

1. Turn out the capscrews and remove the frontbearing cover. (Tap input shaft to loosen bearingcover seal. )

2. Engage two mainshaft sliding clutches into gear;this prevents transmission from rotating. Removenut (left hand thread) with drive gear nut removingtool.

DISASSEMBLY - FRONT SECTIONCASE ASSEMBLIES

I *NOTE: Use lockwire at these positions during reassembly. Cut 6417-9/80

B. Removal and Disassembly ofAuxiliary Drive Gear Assembly

1. Cut the lockwire from the retainer plate capscrewsand remove the capscrews

3. Insert the three puller screws into tapped holes ofthe retainer ring and tighten evenly to remove thedrive gear assembly from the case bore.

2. Remove snap rings from the two counter shafts andthe mainshaft.

DISASSEMBLY - FRONT SECTION

4. Remove the snap ring from hub of auxiliary drivegear.

6. If necessary, remove the O-rings from hub O.D. ofauxiliary drive gear.

7. Remove the inner snap ring from the mainshaft.

5. Using the rear face of retainer ring as a base, pressthe drive gear through bearing.


C. Upper Reverse Idler Gear Assembly Removal

1. Remove the upper reverse idler gear assemblylocknut and washer.

3. Remove the reverse idler shaft plug to allow thepuller tool to be installed in the end of the shaft.

2. Pull the front auxiliary countershaft bearing with aflanged slide puller.

4. Install a threaded slide puller in the end of the shaftand pull the reverse idler shaft from the bore.

DISASSEMBLY - FRONT SECTIOND. Upper Countershaft Assembly

and Mainshaft AssemblyRemoval

5. Remove the snap ring from the inside of the reversegear, allowing the gear to be slid forward on themainshaft.

1. Remove the upper countershaft rear bearing bydriving out with a soft bar and maul.

NOTE: Bearing will be damaged during this operation.

6. Lift out upper reverse idler gear and washer. 2. Remove the snap ring from the upper countershaftfront bearing.


3. Drive the countershaft part way through the 6.bearing with a soft bar and maul.

NOTE: Make certain that the reverse gear is up on thelower idler gear and is not hanging up during 7.this operation.

4.

5.

Support the reverse gear with one thumb frombehind while lifting upon the mainshaft at the frontclutch.

Support reverse gear on the auxiliary web, switchposition of back hand and lift out mainshaftassembly.

When the shaft is almost through, go to the back 8.side and drive the shaft forward to remove the frontbearing from the bore.

Remove bearing from shaft using bearing puller orpry bars, and remove upper countershaft towardcase wall as far away from the mainshaft aspossible.

Remove upper countershaft by sliding the shaftback, and tilting front up and out.


E. Lower Countershaft, Lower Idler Assemblyand Input Shaft Assembly Removal

3. Tap the input shaft bearing out the front of the casewith a driver.

1. Drive the input shaft back through bearing with asoft bar and maul.

2. Lift input shaft and input drive gear from case.

4. Remove the lower countershaft. Steps for removalare identical to upper countershaft removal.

NOTE: Make certain the countershaft are not mixedafter removal. The upper countershaft has a 45tooth PTO gear and the lower a 47 tooth PTO.

DISASSEMBLY - FRONT SECTION5. Remove the lower reverse idler assembly. Steps for

removal are identical to the upper idler assemblyremoval.

6. If any of the magnets in the bottom of the case weredamaged during disassembly, chip them out andglue new magnets into place using Scotch GripRubber Adhesive or equivalent adhesive.

105


F. To Disassemble the Countershaft AssembliesNOTE: Both countershaft are disassembled in the

same manner, as construction is identical.

1. Remove snap ring from front of countershaft.

2. Press the drive ear, PTO and overdrive gear off thecountershaft in one cluster.

NOTE: A press with a minimum of 20 tons will benecessary for this operation.


3. Press off 2nd speed gear.

4. Press the 1st speed gear from the countershaft,

5. Remove the key and roll pin if replacement isnecessary due to damage or excessive wear.


G. To Disassemble the Mainshaft Assembly

1. Remove the sliding clutch from the mainshaft.

.

2. Lift the short key out of the groove in the mainshaft.

3.

4.

Rotate the tolerance washer to line up splines, andremove washer, spacer, overdrive gear and secondgear.

Clamp the mainshaft in a vise with brass or softjaws and withdraw the long key.


5. Remove the spacer and tolerance washer frommainshaft.

6. Remove reverse gear and reverse clutch.

7. Remove low gear with tolerance washer andspacer.

8. Remove first gear with tolerance washer andspacer.


9. Lift the final sliding clutch and tolerance washerfrom the mainshaft.

REASSEMBLY - FRONT SECTIONA. Reassembly of the Countershaft Assemblies

1. If previously removed, install the roll pin and longkey in keyway of countershaft.

2. Align keyway in gear with key in countershaft andpress first speed gear into position on shaft, longhub of gear toward front of countershaft.

3. Press the second speed gear on countershaft, longhub of gear against first speed gear hub.

4. Press the overdrive gear on countershaft againstsecond speed gear.

REASSEMBLY - FRONT SECTION

5. Press the power take-off gear on the countershaftwith the bullet nose teeth against the overdrivegear.

6. Press the drive gear on the countershaft with thelong nub facing the PTO gear.

7. Reinstall the snap ring on the front of thecountershaft.

REASSEMBLY - FRONT SECTIONB. To Reassemble the Mainshaft Assembly

1. Place the mainshaft in a brass or soft jawed visewith pilot end down.

2. Install a tolerance washer on the mainshaft with thestep on the washer facing up. Rotate washer tolocate in groove of mainshaft.

NOTE: The stepped side of tolerance washers alwaysfaces a clutch.

3. Locate the missing spline in a clutch, and installover the groove with the roil pin at the bottom.

4. Install a tolerance washer with the flat side up,rotate washer to locate in groove. Install a spacer.

5. Temporarily install the key.

6. Install first gear with clutching teeth toward theclutch (flat machined surface facing up).


7.

8.

Install low gear with the machined surface facingdown toward first gear.

Remove the key.

9. Install a spacer and a tolerance washer with thestepped side of the tolerance washer facing up.

10. Rotate the tolerance washer to line up splines andinstall key.

11. Check the clearance between low and first gear bylightly wedging the gears apart with two largescrewdrivers and measuring the gap with a feelergauge. The gap must be between .005" to .012".

REASSEMBLY - FRONT SECTION12. Washers are available in the following thicknesses

to obtain the correct limits.

.248 -.250

.253 -.255

.258 -.260

.263 -.265

.268 -.270

.273 -.275

Refer to Illustrated Parts Lists for washer partnumbers.

16. Temporarily install the internal snap ring in thereverse gear, and install the reverse gear with theclutching teeth facing down.

13. Install a clutch with the missing internal spline ofthe clutch aligned over the key.

14.

15.

Temporarily remove the key and install thetolerance washer with the step down and a spacer.

Rotate the tolerance washer to line up splines andreinstall the key.

17. Install the mainshaft snap ring.

REASSEMBLY - FRONT SECTIONNOTE: Because the auxiliary drive gear assembly is

used in checking reverse gear axial clearance,it must be reassembled before continuingmainshaft reassembly.

18. If previously removed, install the O-rings onextended front hub of auxiliary drive gear.

19. Install the retainer ring on auxiliary drive gear snapring groove facing front hub and away from gearteeth.

20. Start the auxiliary drive gear bearing on front hub,bearing snap ring facing groove in retainer ring.Using both the inner and outer race of bearing as abase, press the bearing on gear with snap ring ingroove of retainer ring or use a bearing driver(inset).

21. Install the snap ring in groove of front gear hub toretain bearing.

REASSEMBLY - FRONT SECTION22.

23.

24.

25.

26.

Temporarily install the auxiliary drive gear on themainshaft with the clutching teeth facing up.

Apply slight downward pressure on the auxiliarydrive gear and reverse gear, and check theclearance between the two gears with a feelergauge.

Clearance can be adjusted by replacing reversegear splined washer with a different thicknesswasher. Proper clearance at this location should be.005" to .012".

Remove the auxiliary drive gear and reverse gear.

Remove the internal snap ring from reverse gear.(This is necessary for mainshaft installation.)

27. Remove the mainshaft from the vise and install withpilot end up. Install a spacer on the mainshaft.

28. Install second gear with the clutching teeth down.(Machined surface facing up.)


29. Install overdrive gear with the clutching teethfacing up.

31. Install the short key in the keyway.

32. Check the clearance between the second andoverdrive gears by placing two large screwdriversbetween the gears. Apply light downward pressureon the screwdrivers, and measure the gap betweenthe gears with a feeler gauge.

30. Install a spacer in the overdrive gear. Install atolerance washer with the stepped side facing up,aligning the square internal notch of the tolerancewasher with the keyway in the mainshaft.

33. The clearance between the gears must be between.005" and .01 2". Adjust in the same manner as lowand first gear.


34. Install the sliding clutch.

35. Remove the mainshaft assembly from the vise.

36. Install the reverse gear (without internal snap ring)and the mainshaft snap ring if previously removed.

REASSEMBLY - FRONT SECTIONC. Lower Countershaft Installation

1. Before beginning installation, mark the gear tooth 3. Install the front bearing (snap ring to outside) intodirectly above the keyway on both countershaft the case and onto the countershaft using a flangedfor timing purposes. This tooth will be identified by driver.an "O" that is stamped on the front of the tooth.

4. When the snap ring groove is fully exposed, installthe snap ring on the countershaft.

2. Position the lower countershaft (47 tooth PTOgear) in the front section.


5. Position the rear countershaft bearing with thechamfered side of the inner race toward the inside.

6. Drive the new rear bearing in with a flanged driver.

7.

8.

D.

1.

Install the snap ring on the countershaft when thegroove is fully exposed.

Tap on the drive gear end of the countershaft with asoft bar and maul, to make certain both bearingsare fully seated.

Lower Reverse IdlerGear Installation

Press the inner needle bearing and race into thereverse idler gear, if they were removed.


2. Position the idler gear in the case with the long hubtoward the front of the transmission.

5. Drive the shaft back into the boss with a soft barand maul.

3. Start the shaft, with half moon washer installed,partway into the gear.

4. Position the flat washer between the gear and boss,and install the shaft completely into the boss.

6. Install the washer and locknut on the shaft andtighten securely. Check the gear for free rotationafter tightening nut.


7. Install the plug in the end of the shaft.

E. Input Drive GearAssembly Installation

1. Paint any two adjacent teeth of the main drive gear

8. Install the auxiliary bearing with a driver until thebearing bottoms against idler shaft retainer,

3. Install the main drive gear (snap ring toward case)and input shaft, meshing the marked teeth with themarked tooth on the lower countershaft.

4. Slide the input shaft through the main drive gear.

and then paint the two teeth directly opposite.

2. Install the inner bushing in the input shaft ifremoved.


5. Install spacer and bearing on shaft with external 8. Use a long bar and maul to drive the input shaft out

snap ring to the outside. through the bearing from the inside of the case.

9. Remove the front bearing cover.NOTE: If a flanged driver of the correct length is

available, it can be used to install the bearing. Ifthe driver is unavailable, follow steps 6 through8.

6. Tap the bearing into position in the bore with a softmallet.

7. Temporarily install the front bearing cover.

REASSEMBLY - FRONT SECTIONF. Mainshaft Assembly and

Upper Countershaft Installation

1.

2.

Lower the upper countershaft assembly into 4. Lower the mainshaft assembly into position,position in the case. reverse end first.

Rotate the countershaft until the timing tooth is CAUTION:close to the marked teeth on the main drive gear.

Support the reverse gear to prevent itfrom dropping and causing injury.

3. Pry the countershaft awayfrom the drive gear as faras possible with a large screwdriver.

5. Use a soft mallet to temporarily install the auxiliarydrive gear assembly. Seat it part way into thebearing bore to hold the mainshaft in position.

6. Check to make sure the timing marks are stillproperly in mesh between the lower countershaftand the main drive gear.


7. Remove the screwdriver wedging the uppercountershaft and rotate the countershaft until thetiming tooth is meshed correctly with the drive geartiming teeth.

8. Install the front and rear countershaft bearings,following the same sequence used when installingthe lower countershaft bearings.

10. Install the upper reverse idler gear assemblyfollowing the same sequence as used for the lowerreverse idler.

11. Slide the reverse gear back into position and installthe snap ring in the gear.

9. Remove the auxiliary drive gear assembly. Do notlet the mainshaft move to the rear when removingauxiliary drive gear.

REASSEMBLY - FRONT SECTIONG. Auxiliary Drive Gear Installation

1. Reinstall auxiliary drive gear assembly.

2. Install the capscrews holding the auxiliary drivegear to the case, and torque to specifications.

4. Install rear snap ring on mainshaft.

5. Check that the gear assemblies all spin freely, andengage all clutches to check that the unit is timedcorrectly.

3. Lockwire the capscrews.

REASSEMBLY - FRONT SECTIONH. Drive Gear Nut and Bearing

Cover Installation

1. Apply Ioctite grade 277 sealant and install a newdrive gear nut and torque to 250-300 lbs. ft. oftorque using a drive gear nut installer. DO NOTREUSE OLD NUT.

3 Install the bearing cover using a new gasket andaligning the oil return slot in the cover with the holein the case.

2. Stake the nut into the two milled slots of the inputshaft with a staking tool or a punch and maul.

INSTALLATION - COMPANION FLANGE,AUXILIARY SECTION AND CLUTCHHOUSINGA. Clutch Housing Installation

1.

2.

3.

B.

Position the corresponding new gasket on housingmounting surface and install the clutch housing onfront case, piloting on the six studs and drive gearbearing cover.

Install the six nuts with washers or lockwashers onstuds and tighten. See TORQUE RECOMMEN-DATIONS.

Install the four capscrews with lockwashers andtighten. See TORQUE RECOMMENDATIONS.

Auxiliary Section Installation

1. Install a new auxiliary mating surface gasket.Lower the auxiliary section into position with ahoist and align on the dowel pins.

NOTE: When installing a low-low auxiliary, the deepreduction clutch must be moved to the rear,engaging the deep reduction gear.

2. Slide the auxiliary part way onto the dowels, andremove the lifting eye.

3. Slide the auxiliary the rest of the way into position.It may make assembly easier if someone slowlyrotates the input shaft during installation.

4. Fasten the auxiliary to the front section, drawingthe capscrews down evenly. See TORQUERECOMMENDATIONS.

C. Companion Flange Installation

1. Lock the transmission by engaging two gears withthe mainshaft sliding clutches.

INSTALLATION - COMPANION FLANGE,AUXILIARY SECTION AND CLUTCHHOUSING

2. Slide the companion flange or yoke onto the outputshaft.

3. Install the output shaft nut and washer, torqueingto 450-500 ft. lbs.

INSTALLATION - SHIFTING CONTROLSSHIFT BAR HOUSING ASSEMBLYA. Installation

1. Make sure the shift bars are in the neutral position.

2. Place the sliding clutches on the mainshaft in theneutral position.

3. Install a new shift bar housing gasket in position onthe case.

4. Install the shifting bar housing on transmission,fitting yokes into slots of corresponding clutchgears.

5. Install the attaching capscrews; tighten securely.

INSTALLATION - SHIFTING CONTROLSGEAR SHIFT LEVER HOUSING ASSEMBLY

A. Installation

1. Make certain the three tension springs and ballsare in the shift housing bores and install the gearshift lever housing and gasket on the shift barhousing, fitting the lever into shift block and yokenotches.

2. Install the four capscrews and tighten securely.

INSTALLATION - SHIFTING CONTROLSAIR SYSTEM - RTO-11607LA. Installation of Slave ValveNOTE: For air line routing on transmissions equipped

with a different combination of control valveand slave valve, see air schematics on pages 35to 37.

1. Install the actuating pin and spring in bore intransmission.

2. If previously removed, install the fittings on theslave valve.

3. Make sure the alignment sleeve is installed in theslave valve.

4. Install the slave valve on transmission using a newgasket. Tighten capscrews evenly and securely.Actuating plunger in case fits into alignment sleevein slave valve.

B. Installation of Air Linesand Regulator

1. Install the low range airline between the "L" port onthe slave valve and the air port in the body of therange cylinder.

INSTALLATION - SHIFTING CONTROLS

2. Install the high range air line between the "H" porton slave valve and the air port in the cover of therange cylinder.

Install the air regulator and filter assembly onmounting surface on the range cylinder cover;tighten capscrews securely.

4. Install the air line between the air regulator and the"S" port of slave valve.

C. Master Control Valve Installation

1. Install the master control valve on the gear shiftlever.

2. If air lines are to be replaced, measure lines andsheathing for correct length.

INSTALLATION - SHIFTING CONTROLS3. Install sheathing on lines and draw under shroud

on lever.

4. Connect the black nylon air line to the "S" port on 6. Install the white nylon air line from the "P" port ofthe master control valve, and the white nylon line to the control valve to the "P" port in the slave valve.the "P" port.

5. Install the black nylon air line from the "S" port ofthe control valve to the "S" port in the slave valve.

AIR SYSTEM - RTO-11607LLA. Installation of Slave ValveNOTE: For air line routing on transmissions equipped

with a different combination of control valveand slave valve, see air schematics on pages 35to 37.

3.

B.

1. Install the actuating pin and spring in bore intransmission.

2. Install the hat type alignment sleeve in the slavevalve.

Install the slave valve using a new gasket.

Installation of Air Linesand Regulator

1. Install the air line from the low range port in theslave valve to the body of the range cylinder.

2. Install the line from the high range port of the slavevalve to the cover of the range cylinder.



3. Install the air regulator and filter assembly onmounting surface on the range cylinder; tightencapscrews securely.

4. Install the air supply line from the slave valve to theair regulator.

5. Install the air line from the slave valve to thereduction cylinder.

6. Install the hose clamp that routes the air lines.

INSTALLATION - SHIFTING CONTROLSC. To Install the Master Control Valve

5. Install the nylon air line from the "H" port of themaster control valve to the low range port of theslave valve.

1.

2.

3.

Install the master control valve on the gear shiftlever.

If air lines are to be replaced, measure lines andsheathing for correct length.

Install sheathing on lines and draw under shroudon lever.

6. Install the nylon air line from the "SP" port of thecontrol valve to the reduction cylinder.

4. Connect the black nylon air line to the "S" port onthe master control valve, and the white nylon line tothe "P" port.

Copyright Eaton Corporation, 2012. Eaton hereby grant their customers, vendors, or distributors permission to freely copy, reproduce and/or distribute this document in printed format. It may be copied only in its entirety without any changes or modifications. THIS INFORMATION IS NOT INTENDED FOR SALE OR RESALE, AND THIS NOTICE MUST REMAIN ON ALL COPIES.

Note: Features and specifications listed in this document are subject to change without notice and represent the maximum capabilities of the software and products with all options installed. Although every attempt has been made to ensure the accuracy of information contained within, Eaton makes no representation about the completeness, correctness or accuracy and assumes no responsibility for any errors or omissions. Features and functionality may vary depending on selected options.

For spec’ing or service assistance, call 1-800-826-HELP (4357) or visit www.eaton.com/roadranger.In Mexico, call 001-800-826-4357.

Eaton CorporationVehicle GroupP.O. Box 4013Kalamazoo, MI 49003 USA800-826-HELP (4357)www.eaton.com/roadranger

Printed in USA

Roadranger: Eaton and trusted partners providing the best products and services in the industry, ensuring more time on the road.

For parts or service call us Pro Gear & Transmission, Inc.

1 (877) 776-4600

(407) 872-1901

[email protected]

906 W. Gore St.

Orlando, FL 32805

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