Eaton RT-8908LL, RTO-11707LL, RTO-11708LL, RTOF-11707LL, RTOF-11708LL Service Manual

...

Service Manual

Fuller Heavy-Duty Transmissions TRSM1500 EN-US

May 2017

RT-8908LL RTO-11707LL RTO-11708LL RTOF-11707LL RTOF-11708LL RTOF-14708LL RTX-11708LL RTX-14708LL RTXF-11708LL RTXF-14708LL RTO-11707DLL RTO-11709MLL RTO-11908LL RTO-11909ALL RTO-11909MLL RTO-13707DLL RTO-13707MLL RTO-14709MLL

RTO-14908LL RTO-14909ALL RTO-14909MLL RTO-16908LL RTO-16909ALL RTOF-11709MLL RTOF-11908LL RTOF-11909ALL RTOF-11909MLL RTOF-13707DLL RTOF-13707MLL RTOF-14709MLL RTOF-14908LL RTOF-14909ALL RTOF-14909MLL RTOF-16908LL RTOF-16909ALL RTX-11715

RTX-14715 RTXF-11715 RTXF-14715 RTXF-15715

Warnings and Precautions

Service Procedure

WARNING

Warnings and Precautions

Before starting a vehicle always be seated in the driver’s seat, place the transmission in neutral, set the parking brakes and disengage the clutch.

Before working on a vehicle place the transmission in neutral, set the parking brakes and block the wheels.

Before towing the vehicle place the transmission in neutral, and lift the rear wheels off the ground, remove the axle shafts, or disconnect the driveline to avoid damage to the transmission during towing.

The description and specifications contained in this service publication are current at the time of printing.

Eaton Corporation reserves the right to discontinue or modify its models and/or procedures and to change specifications at any time without notice.

Any reference to brand name in this publication is made as an example of the types of tools and materials recommended for use and should not be considered an endorsement. Equivalents may be used.

This symbol is used throughout this manual to call attention to procedures where carelessness or failure to follow specific instructions may result in personal injury and/or component damage.

Departure from the instructions, choice of tools, materials and recommended parts mentioned in this publication may jeopardize the personal safety of the service technican or vehicle operator.

Warning: Failure to follow indicated procedures creates a high risk of personal injury to the service technician.

Caution: Failure to follow indicated procedures may cause component damage or malfunction.

Note: Additional service information not covered in the service procedures.

Tip: Helpful removal and installation procedures to aid in the service of this unit.

Always use genuine Eaton replacement parts.

Introduction

Transmission Overview

Shift Bar Housing:

Levers/Housings

Levers/Housings & Isolators

& Isolators

Air System:

Roadranger® Valve

Auxiliary Section:

Combination Cylinder

Shift Bar Housing:

Shift Bar Housing Assembly

Front Section:

Clutch Housing / Case Assembly

Front Section:

Input Shaft / Drive Gear

Front Section:

Reverse Idler

Front Section:

Countershafts

Front Section:

Reverse Idler

Air System:

Air Filter/Regulator

Auxiliary Section:

Auxiliary Countershaft

Auxiliary Section:

Auxiliary Case Assy

Auxiliary Section:

Mainshaft & Synchro

Auxiliary Section:

Auxiliary Drive Gear

Front Section:

Mainshaft

Auxiliary Section:

Countershaft

Air System:

Slave Valve

Table of Contents

General Information

Purpose and Scope of Manual .................................... 1

Serial Tag Information and Model Nomenclature ........ 5

Lubrication Specifications ........................................... 7

Transmission Operation ..............................................9

Tool Specifications .................................................... 13

Preventive Maintenance Inspection ........................... 17

Power Flow Diagrams ............................................... 21

Air System Overview ................................................. 35

General Troubleshooting Chart ................................. 47

Air System Troubleshooting ...................................... 50

In-Vehicle Service Procedures

Timing Procedures .................................................... 66

How to Disassemble Roadranger Valve A-4900 ........ 70

How to Assemble Roadranger Valve A-4900 ............. 72

How to Remove the Air Lines and Hoses .................. 74

How to Install the Air Lines and Hoses ...................... 76

How to Remove Compression Type Fittings .............. 78

How to Install Compression Type Fittings ................. 79

How to Remove Push-To-Connect Type Fittings ....... 80

How to Install Push-To-Connect Type Fittings .......... 81

How to Remove Rubber 1/4" Air Hoses ..................... 82

How to Install Rubber 1/4" Air Hoses ........................ 83

How to Remove the Air Filter/Regulator .................... 84

How to Install the Air Filter/Regulator ....................... 85

How to Remove a Roadranger Valve .........................86

How to Install a Roadranger Valve ............................87

How to Remove a Slave Valve ................................... 88

How to Install a Slave Valve ...................................... 89

How to Remove the

Gear Shift Lever/Remote Shift Control ............... 90

How to Install the

Gear Shift Lever/Remote Shift Control ............... 91

How to Adjust the Remote Shift Control (LRC Type) . 92

Neutral Switch Operation and Testing .......................94

How to Remove the Neutral Switch ........................... 95

How to Install the Neutral Switch .............................. 96

Reverse Switch Operation and Testing ...................... 97

How to Remove the Reverse Switch ......................... 98

How to Install the Reverse Switch ............................. 99

How to Remove the Shift Bar Housing ....................100

How to Install the Shift Bar Housing ....................... 102

How to Remove the Oil Seal -

Mechanical Speedometer ................................ 104

How to Install the Oil Seal -

Mechanical Speedometer ................................ 106

How to Remove the Oil Seal -

Magnetic Speedometer ................................... 107

How to Install the Oil Seal - Magnetic Speedometer 110 How to Remove the

Output Yoke/Companion Flange and Nut ..........112

How to Install the Output Yoke/Companion

Flange and Nut .................................................114

How to Remove the Output Yoke/

Flange and Retaining Cap screws .....................116

How to Install the Output Yoke/

Flange and Retaining Cap screws......................117

How to Remove the Auxiliary Section in Chassis .....118

How to Install the Auxiliary Section in Chassis ........120

How to Remove the

Combination Cylinder Assembly .......................123

How to Install the Combination Cylinder Assembly .125

Transmission Overhaul Procedures-Bench Service

How to Disassemble the Gear Shift Lever ................127

How to Assemble the Gear Shift Lever ....................129

How to Remove the Shift Bar Housing ....................131

How to Install the Shift Bar Housing ........................133

How to Disassemble the

Standard Shift Bar Housing ..............................135

How to Assemble the Standard Shift Bar Housing ...138 How to Disassemble the Forward Shift Bar Housing 141

How to Assemble the Forward Shift Bar Housing ....144

How to Remove the Input Shaft Assembly

(without main case disassembly) ....................147

How to Install the Input Shaft Assembly

(without main case disassembly) ....................149

How to Remove the Auxiliary Section

with Tapered Bearings .....................................151

How to Remove the

Combination Cylinder Assembly .......................153

How to Remove the

Auxiliary Countershaft Assembly ......................155

How to Disassemble the Output Shaft Assembly .....158

How to Disassemble the Synchronizer Assembly ....162

How to Assemble the Synchronizer Assembly .........163

How to Assemble the Output Shaft Assembly ..........165

How to Install the Combination Cylinder Assembly .171 How to Install the Auxiliary Countershaft Assembly 173

How to Remove the Clutch Housing ........................177

How to Remove the Auxiliary Drive Gear Assembly .179 How to Disassemble the

Upper Reverse Idler Gear Assembly ................182

How to Disassemble the

Lower Reverse Idler Gear Assembly ................184

How to Remove the

Upper and Lower Countershaft Bearings ..........185

iii

Table of Contents

How to Remove the Mainshaft Assembly ................ 187

How to Remove the Countershaft Assemblies ........ 188

How to Disassemble the Countershaft Assemblies . 190 How to Remove the

Input Shaft and Main Drive Gear ...................... 192

How to Disassemble the Mainshaft Assembly ......... 195

How to Disassemble the Mainshaft Assembly

with Low Force Gearing ................................... 197

How to Assemble the Mainshaft Assembly

with Selective (Adjustable) Thickness Tolerance

Washers ........................................................... 199

How to Assemble the Mainshaft Assembly

with Non-Selective (Non-Adjustable) Tolerance

Washers ........................................................... 205

How to Assemble the Mainshaft Assembly

with Low Force Gearing ................................... 208

How to Prepare the Main Case for Assembly .......... 211

How to Assemble the Countershaft Assemblies ...... 212

How to Assemble the

Lower Reverse Idler Gear Assembly ............... 214

How to Install Countershaft Assemblies .................. 217

How to Install the Lower Countershaft Bearings ..... 218

How to Install the

Input Shaft and Main Drive Gear ...................... 220

How to Install the Mainshaft Assembly ................... 222

How to Install the Upper Countershaft Bearings ..... 224

How to Assemble the

Upper Reverse Idler Gear Assembly ................ 227

How to Install the Auxiliary Drive Gear Assembly .... 230

How to Install the Clutch Housing ...........................233

How to Disassemble the Integral Oil Pump

without Auxiliary Oil Tube ............................... 234

How to Assemble the Integral Oil Pump

without Auxiliary Oil Tube ............................... 237

How to Remove the Integral Oil Pump .................... 240

How to Install the Integral Oil Pump ....................... 242

How to Install the Auxiliary Section

with Tapered Bearings .................................... 244

Shim Procedure without a Shim Tool

for Tapered Bearings ...................................... 246

Introduction

General Information

Purpose and Scope of Manual

This manual is designed to provide information necessary to service and repair the Fuller® Transmissions listed on the front.

How to use this Manual

The service procedures have been divided into two sections: In-Vehicle Service Procedures and Transmission Overhaul Procedures—Bench Service. In-Vehicle Service Procedures contain procedures that can be performed while the Transmission is still installed in the vehicle. Transmission Overhaul Procedures contain procedures that are performed after the Transmission has been removed from the vehicle.

The procedure sections are laid out with a general heading at the top outside edge of each page followed by more specific headings and the procedures. To find the information you need in these sections, first go to the section that contains the procedure you need. Then look at the heading at the top and outside edge of each page until you find the one that contains the procedure you need.

Transmission Overhaul Procedures follow the general steps for complete disassembly and then assembly of the Transmission.

Note: In some instances the Transmission appearance may be different from the illustrations, but the procedure is the same.

Disassemble Precautions

It is assumed in the detailed assembly instructions that the lubricant has been drained from the Transmission, the necessary linkage and vehicle Air Lines 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 (How to Remove the Gear Shift Lever). This Assembly MUST be detached from the Shift Bar Housing before the Transmission can be removed.

Follow closely each procedure in the detailed instructions, make use of the text, illustrations, and photographs provided.

Assemblies

• When disassembling the various Assemblies, such as the Mainshaft, Countershafts, and Shift Bar Housing, lay all parts

on a clean bench in the same sequence as removed. This procedure will simplify assembly and reduce the possibility of

losing parts.

Bearings

• Carefully wash and lubricate all usable bearings as removed and protectively wrap until ready for use. Remove bearings

planned to be reused with pullers designed for this purpose.

Cleanliness

• Provide a clean place to work. It is important that no dirt or foreign material enters the unit during repairs. Dirt is an

abrasive and can damage bearings. It is always a good practice to clean the outside of the unit before starting the

planned disassembly.

Input Shaft

• The Input Shaft can be removed from the Transmission without removing the Countershafts, Mainshaft, or Main Drive

Gear. Special procedures are required and provided in this manual.

Introduction

Snap Rings

• Remove Snap Rings with pliers designed for this purpose. Snap rings removed in this manner can be reused, if they

are not sprung or loose.

When Using Tools to Move Parts

• Always apply force to Shafts, Housings, etc., with restraint. Movement of some parts is restricted. Never apply force

to driven parts after they stop solidly. The use of soft Hammers, Soft Bars, and Mauls for all disassembly work is

recommended.

Inspection Precautions

Before assembling the Transmission, check each part carefully for abnormal or excessive wear and damage to determine reuse or replacement. When replacement is necessary, use only genuine Fuller 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 a questionable part which could lead to additional repairs and expense soon after assembly. To aid in determining the reuse or replacement of any Transmission part, consideration should also be given to the unit's history, mileage, application, etc.

Recommended inspection procedures are provided in the following checklist:

Bearings

• Wash all Bearings in clean solvent. Check Balls, Rollers, and Raceways for pitting, discoloration, and spalled areas.

Replace Bearings that are pitted, discolored, spalled, or damaged during disassembly.

• Lubricate Bearings that are not pitted, discolored, or spalled and check for axial and radial clearances.

• Replace bearings with excessive clearances.

• Check bearing fit. Bearing Inner Races should be tight to Shaft; Outer Races slightly tight to slightly loose in Case Bore.

If the Bearing spins freely in the Bore the Case should be replaced.

Bearing Covers

• Check Covers for wear from thrust of adjacent Bearing. Replace Covers damaged from thrust of Bearing Outer Race.

• Check Cover Bores for wear. Replace those worn or oversized.

Clutch Release Parts

Transmission parts to assure continued performance and

• Check Clutch Release parts. Replace Yokes worn at Cam surfaces and Bearing Carrier worn at Contact Pads.

• Check Pedal Shafts. Replace those worn at Bushing surfaces.

Gears

• Check gear teeth for frosting and pitting. Frosting of gear teeth faces presents no threat of Transmission failure. Often in

continued operation of the unit, frosted gears "heal" and do not progress to the pitting stage. In most cases, gears with

light to moderate pitted teeth have considerable gear life remaining and can be reused, but gears in the advanced stage

of pitting should be replaced.

• Check for gears with Clutching teeth abnormally worn, tapered, or reduced in length from clashing during shifting.

Replace gears found in any of these conditions.

• Check Axial Clearance of gears.

Introduction

General Information

Gear Shift Lever Housing Assembly

• Check spring tension on Shift Lever. Replace Tension Spring if lever moves too freely.

• If Housing is disassembled, check Gear Shift Lever bottom end and Shift Finger Assembly for wear. Replace both gears

if excessively worn.

Gray Iron Parts

• Check all gray iron parts for cracks and breaks. Replace parts found to be damaged.

Oil Return Threads and Seals

• Check oil return threads on the Input Shaft. If return action of threads has been destroyed, replace the Input Shaft.

• Check Oil Seal in Rear Bearing Cover. If sealing action of lip has been destroyed, replace Seal.

O-Rings

• Check all O-Rings for cracks or distortion. Replace if worn.

Reverse Idler Gear Assemblies

• Check for excessive wear from action of Roller Bearings.

Shift Bar Housing Assembly

• Check for wear on Shift Yokes and Block at pads and lever slot. Replace excessively worn parts.

• Check Yokes for correct alignment. Replace sprung Yokes.

• Check lock screw in Yoke and Blocks. Tighten and rewire those found loose.

• If Housing has been disassembled, check Neutral Notches of Shift Bars for wear from Interlock Balls.

Sliding Clutches

• Check all Shift Yokes and Yoke slots in Sliding Clutches for extreme wear or discoloration from heat.

• Check engaging teeth of Sliding Clutches for partial engagement pattern.

Splines

• Check Splines on all shafts for abnormal wear. If Sliding Clutch gears, Companion Flange, or Clutch Hub has wear

marks in the Spline sides, replace the specific shaft effected.

Synchronizer Assembly

• Check Synchronizer for burrs, uneven and excessive wear at contact surface, and metal particles.

• Check Blocker Pins for excessive wear or looseness.

• Check Synchronizer contact surfaces on the Synchronizer cups for wear.

Washers

• Check surfaces of all washers. Washers scored or reduced in thickness should be replaced.

Introduction

IMPORTANT

Assembly Precautions

Make sure that Case interiors and Housings are clean. It is important that dirt and other foreign materials are kept out of the Transmission during assembly. Dirt is an abrasive and can damage polished surfaces of Bearings and Washers. Use certain precautions, as listed below, during assembly.

Axial Clearances

• Maintain original Axial Clearances of 0.006–0.015 in. for Mainshaft Gears.

Bearings

• Use a Flange-End Bearing Driver for bearing installation. These special drivers apply equal force to both Bearing Races,

preventing damage to Balls/Rollers and Races while maintaining correct Bearing alignment with Bore and Shaft. Avoid

using a Tubular or Sleeve-Type Driver, whenever possible, as force is applied to only one of the Bearing Races.

Cap Screws

• To prevent oil leakage and loosening, use Fuller

Gaskets

• Use new Gaskets throughout the Transmission as it is being rebuilt. Make sure all Gaskets are installed. An omission of

any Gasket can result in oil leakage or misalignment of Bearing Covers.

Sealant #71205 on all Cap Screws.

Initial Lubrication

• Coat all Limit Washers and Shaft Splines with Lubricant during assembly to prevent scoring and galling of such parts.

O-Rings

• Lubricate all O-Rings with silicon lubricant.

Universal Joint Companion Flange or Yoke

• Pull the Companion Flange or Yoke tightly into place with the Output Shaft Nut, using 650–700 lb-ft (881.28–949.07

N•m) of torque. Make sure the Speedometer Drive Gear or a Replacement Spacer of the same width has been installed.

Failure to pull the Companion Flange or Yoke tightly into place can result in damage to the Mainshaft Rear Bearing.

See the appropriate Illustrated Parts Lists (specified by model series) to ensure that proper parts are used during assembly of the Transmission.

Model Designations and Specifications

General Information

O-

11909MLL

Ratio Set

Forward Speeds

6 = "Multi-Mesh" Gearing

This (x) 100 = Nominal Torque Capacity

L or LL notation used here indicates one (L)

or two Low (LL) gears in addition to designated speeds

7 = Helical Auxilary Gearing and

"Multi-Mesh" Front Gearing

9 = Improved Seal System

Eaton Fuller Model Designation Prefix

See options below:

RT Roadranger

Twin Countershaft

w/ Forward Shift Bar Housing

RTO w/ Overdrive

RTOF

w/ Overdrive and Forward Shift Bar Housing

w/ Overdrive and Direct Shift Pattern

RTXF w/ Overdrive, Direct Shift Pattern and Forward Shift Bar Housing

Prefix

Definition

Serial Tag Information and Model Nomenclature

Transmission model designation and other transmission identification information are stamped on the transmission tag. To identify the transmission model designation and serial number, locate the tag on the transmission and then locate the numbers as shown.

When calling for service assistance or parts, have the model and serial numbers handy.

Do not remove or destroy the transmission identification tag.

The model number gives basic information about the transmission. Use this number when calling for service assistance or replacement parts.

Serial Number

The serial number is the sequential identification number of the transmission. Before calling for service assistance, write the number down. It may be needed.

Bill of Material or Customer Number

This number may be located below the model and serial numbers. It is a reference number used by Eaton®.

Model Designations and Specifications

Model Options

Torque Rating

The torque rating of the transmission specified in the model number is the input torque capacity in Lb·ft. Various torque ratings are available. For more information, call your Eaton Fuller regional sales and service office at 1-800-826-HELP (4357).

Shift Bar Housings

Two types of shift bar housings are available for this transmission. Both are described and shown below.

Standard

The standard shift bar housing has a gear shift lever opening that is located toward the rear of the transmission.

Forward

The forward shift bar housing has a gear shift lever opening located three inches closer to the transmission front than the standard opening. This forward design allows greater flexibility in mounting the transmission and is indicated by an "F" in the model number .

Lubrication Pumps

Internal: An internal lubrication pump is located in the lower front of the transmission and is driven off the upper coun-

tershaft. Transmissions rated 1550 Lb·ft. and above include the internal pump standard.

PTO Driven: A PTO driven pump is externally mounted on the 6 or 8 bolt PTO openings and driven off the PTO gear.

Power Take Off (PTO) Usage

PTOs can be mounted in the following way:

6 or 8 Bolt: The 6 or 8 bolt openings are standard with the transmission. The PTO is mounted to the opening and driven

from the PTO gear on the front countershaft.

Thru-Shaft: The thru-shaft PTO mounts on the rear of the transmission. It requires a special auxiliary housing and main

case countershaft with internal splines.

Lubrication

General Information

IMPORTANT

Lubrication Specifications

Transmission Filters should be changed during regular lube intervals. Inspection of the Transmission Filter should be conducted during preventive maintenance checks for damage or corrosion. Replace as necessary.

• For a list of Eaton

• The use of lubricants not meeting these requirements will affect warranty coverage.

• Additives and friction modifiers must not be introduced. Never mix engine oils and gear oils in the same Transmission.

Transmission Operating Angles

If the Transmission operating angle is more than 12 degrees, improper lubrication will occur. The operating angle is the Transmission mounting angle in the Chassis plus the percent of upgrade (expressed in degrees). For operating angles over 12 degrees, the Transmission must be equipped with an Oil Pump or Cooler kit to insure proper lubrication.

Operating Temperatures with Oil Coolers

The Transmission must not be operated consistently at temperatures above 250 °F. Operation at temperatures above 250 °F [121 °C] causes loaded gear tooth temperatures to exceed 350 °F [177 °C] which will ultimately destroy the heat treatment of the gears. If the elevated temperature is associated with an unusual operating condition that will reoccur, a Cooler should be added, or the capacity of the existing cooling system increased.

Approved Synthetic Lubricants, see TCMT0021 or call 1-800-826-HELP (4357).

The following conditions in any combination can cause operating temperatures of over 250 °F [121 °C]:

• Operating consistently at slow speed.

• High ambient temperatures.

• Restricted air flow around Transmission.

• Use of engine retarder.

• High horsepower operation.

Note: Transmission Coolers must be used to reduce the operating temperatures when the above conditions are encountered.

Lubrication

Oil Cooler Chart

Table 4

Transmission Oil Coolers are:

Recommended

• With engines of 350 H.P. and above.

Required

• With engines 399 H.P. and above and GCW’s over 90,000 lbs.

• With engines 399 H.P. and above and 1400 lb-ft (1898.15 N•m) or greater torque.

• With engines 1500 lb-ft (2033.73 N•m) and above

18-speed AutoShift Transmissions require use of an Eaton® supplied Oil-to-Water Cooler or approved equivalent.

• With engines 450 H.P. and above.

Transmission Operation and Theory

General Information

Figure 2-1. Shift Pattern Decal

LO-LO

Eaton® Fuller¨Roadranger

Transmissions

7 SPEED

+LO & LO-LO (RTO)

RANGE SELECTOR

PRE-SELECT

(LO-LO)

ALL RANGE SHIFTS

DEEP REDUCTION SELECTOR

(MOVE RANGE SELECTOR BEFORE MOVING SHIFT LEVER)

START WITH RANGE SELECTOR DOWN SHIFT LO-1-2-3 RAISE RANGE SELECTOR SHIFT 4-5-6

SHIFT 7-6-5-4 MOVE RANGE SELECTOR DOWN SHIFT 3-2-1-LO

UPSHIFTING

DOWNSHIFTING

DO NOT CHANGE RANGE WHILE MOVING IN REVERSE

Neutral

20464

WARNING

PUT TRANSMISSION IN NEUTRAL BEFORE STARTING ENGINE

RRR

LO-LO

Eaton¨ Fuller¨Roadranger

Transmissions

8 SPEED

+LO & LO-LO (RTO)

RANGE SELECTOR

PRE-SELECT

(LO-LO)

ALL RANGE SHIFTS

DEEP REDUCTION SELECTOR

(MOVE RANGE SELECTOR BEFORE MOVING SHIFT LEVER)

START WITH RANGE SELECTOR DOWN SHIFT LO-1-2-3-4 RAISE RANGE SELECTOR SHIFT 5-6-7-8

SHIFT 8-7-6-5- MOVE RANGE SELECTOR DOWN SHIFT 4-3-2-1-LO

UPSHIFTING

DOWNSHIFTING

DO NOT CHANGE RANGE WHILE MOVING IN REVERSE

Neutral

20465

WARNING

PUT TRANSMISSION IN NEUTRAL BEFORE STARTING ENGINE

RRR

LO-LO

Eaton¨ Fuller¨Roadranger

Transmissions

8 SPEED

+LO & LO-LO

RANGE SELECTOR

PRE-SELECT

(LO-LO)

ALL RANGE SHIFTS

DEEP REDUCTION SELECTOR

(MOVE RANGE SELECTOR BEFORE MOVING SHIFT LEVER)

START WITH RANGE SELECTOR DOWN SHIFT LO-1-2-3-4 RAISE RANGE SELECTOR SHIFT 5-6-7-8

SHIFT 8-7-6-5- MOVE RANGE SELECTOR DOWN SHIFT 4-3-2-1-LO

UPSHIFTING

DOWNSHIFTING

DO NOT CHANGE RANGE WHILE MOVING IN REVERSE

Neutral

22466

WARNING

PUT TRANSMISSION IN NEUTRAL BEFORE STARTING ENGINE

RRR

Eaton¨ Fuller¨Roadranger

Transmissions

9 SPEED

+LO & LO-LO

RANGE SELECTOR

PRE-SELECT

ALL RANGE SHIFTS

DEEP REDUCTION SELECTOR (LO-LO)

MOVE RANGE SELECTOR BEFORE MOVING SHIFT LEVER

START WITH RANGE SELECTOR DOWN SHIFT LO-1-2-3-4 RAISE RANGE SELECTOR SHIFT 5-6-7-8

SHIFT 8-7-6-5 MOVE RANGE SELECTOR DOWN SHIFT 4-3-2-1-LO

UPSHIFTING

DOWNSHIFTING

DO NOT CHANGE RANGE WHILE MOVING IN REVERSE

Neutral

4302441

WARNING

PUT TRANSMISSION IN NEUTRAL BEFORE STARTING ENGINE

RRR 5 1

LL2

LL1

OUT

385

Eaton¨ Fuller¨Roadranger

Transmissions

15 SPEED

(RT & RTX)

RANGE SELECTOR

PRE-SELECT

(LO-LO)

ALL RANGE SHIFTS

DEEP REDUCTION SELECTOR

(MOVE RANGE SELECTOR

BEFORE

MOVING SHIFT LEVER)

START WITH RANGE SELECTOR DOWN SHIFT 1-2-3-4-5 RAISE RANGE SELECTOR SHIFT 6-7-8-9-10

SHIFT 10-9-8-7-6 MOVE RANGE SELECTOR DOWN SHIFT 5-4-3-2-1

OUT

UPSHIFTING

DOWNSHIFTING

DO NOT CHANGE RANGE WHILE MOVING IN REVERSE

Neutral

20468

WARNING

PUT TRANSMISSION IN NEUTRAL BEFORE STARTING ENGINE

384

Eaton¨ Fuller¨Roadranger

Transmissions

15 SPEED

(RTO)

RANGE SELECTOR

PRE-SELECT

(LO-LO)

ALL RANGE SHIFTS

DEEP REDUCTION SELECTOR

(MOVE RANGE SELECTOR

BEFORE

MOVING SHIFT LEVER)

START WITH RANGE SELECTOR DOWN SHIFT 1-2-3-4-5 RAISE RANGE SELECTOR SHIFT 6-7-8-9-10

SHIFT 10-9-8-7-6 MOVE RANGE SELECTOR DOWN SHIFT 5-4-3-2-1

OUT

UPSHIFTING

DOWNSHIFTING

DO NOT CHANGE RANGE WHILE MOVING IN REVERSE

Neutral

20467

WARNING

PUT TRANSMISSION IN NEUTRAL BEFORE STARTING ENGINE

RTO-11707LL RTO-11707DLL RTO-13707MLL RTO-13707DLL

RTO-11708LL RTO-14708LL

RTX-11708LL RTX-14708LL RTO-11908LL RTO-14908LL RTO-16908LL

RTO-11709MLL RTO-14709MLL RTO-11909MLL RTO-14909MLL

RTO-11715 RTO-14715 RTO-15715

RT-11715 RT-14715 RT-15715 RT-14915 RTX-11715 RTX-14715 RTX-15715 RTO-14915 RTO-16915

Transmission Operation

Depending on specific model, this Fuller® transmission model contains from 9 to 15 forward gear ratios and three reverse gear ratios. The gear shift lever mechanically engages and disengages five forward gears and one reverse gear in the transmission front section. The rear section of the transmission (auxiliary section) contains three additional gear sets which are shifted with air. The auxiliary section provides deep reduction (low low range), low range, and high range. The driver can shift in or out of deep reduction by moving the deep reduction button found on the shift knob side. Low and high range are shifted by moving the range selection lever found on the shift knob front. Therefore, when a front section gear is combined with the proper auxiliary section condition (deep reduction, low range, or high range) a corresponding forward or reverse gear ratio is obtained. See the operating instructions and power flow charts found in this section for specific details.

Shift Patterns

A shift pattern decal that explains how to properly shift the transmission should be in your vehicle (Figure 2-1). If it has been lost, a replacement may be obtained from any Eaton

parts distributor.

Transmission Operation and Theory

WARNING

CAUTION

Initial Start-Up

Before starting a vehicle always be seated in the driver’s seat, move the shift lever to neutral, and set the parking brakes.

Before moving a vehicle, make sure you understand the shift pattern configuration.

1. Make sure the shift lever is in neutral and the parking brakes are set.

2. Turn on the key switch, and start the engine.

3. Allow the vehicle air pressure to build to the correct level. Refer to your “Operator and Service Manual” supplied with

the truck.

4. Apply the service brakes.

5. Release the parking brakes on the vehicle.

6. Make sure the Range Selector is down in the low range position (Figure 2-2).

Range Selector MUST be in the Low Range position for Low Range.

Figure 2-2.

7. Depress the clutch pedal to the floor.

8. Move the shift lever to the desired initial gear.

9. Slowly release the clutch pedal and apply the accelerator.

Double-Clutching Procedure

1. Depress the pedal to disengage the clutch.

2. Move the shift lever to neutral.

3. Release the pedal to engage the clutch.*

a. Upshifts—decelerate engine until engine RPM and road speed match.

b. Downshifts—accelerate engine until engine RPM and road speed match.

4. Quickly depress the pedal to disengage the clutch and move the shift lever to the next gear speed position.

5. Release the pedal to engage the clutch.

Note: By engaging the clutch with the shift lever in the neutral position, the operator is able to control the

mainshaft gear RPM since it is regulated by engine RPM. This procedure allows the operator to

Transmission Operation and Theory

General Information

CAUTION

ransmissions

Ful e

speed up or slow down the mainshaft gearing to properly match the desired gear speed and the

outputshaft speed.

Lever Shifts

When moving the shift lever, double-clutching is recommended.

Range Shifts

Avoid moving the Range Selector with the shift lever in neutral while the vehicle is moving.

Low range to high range

When in the last gear position for low range and ready for the next upshift, preselect by moving the range selector lever up. The move the shift lever, double-clutch, to the next higher speed position according to your shift pattern. As the shift lever passes through neutral, the transmission will automatically shift from low to high range.

High range to low range

While still in gear, preselect for low by moving the range selector down. Then move the shift lever, double-clutching, to the next desired gear position in low range. As the shift lever passes through neutral, the transmission automatically shifts from high range to low range.

Deep Reduction Shifts

Note: Deep reduction is only available in low range.

Button back - deep reduction not selected.

Ful e

ransmissions

Button forward - deep reduction selected

To obtain deep reduction (low low), first make sure range selection lever is down for low range. Then, move deep reduction button forward.

Upshifts

An upshift from deep reduction can be performed while the vehicle is moving.

If the driver is not moving the shift lever during the shift (example: RTO-14708LL) depress the clutch pedal once immediately after moving the deep reduction button rearward. Decrease engine RPM to obtain synchronous for shift completion.

If the driver is moving the shift lever during the shift (example: RTO-14715) move the deep reduction button rearward and immediately double-clutch while moving the shift lever. Decrease engine RPM to obtain synchronous for shift completion.

Transmission Operation and Theory

Downshifts

Downshifts into deep reduction while moving are generally not recommended, but are possible if operating conditions make it necessary. In this situation, complete the shift immediately after moving the deep reduction button. Single clutch if not moving the shift lever, double-clutch if the shift lever will be moved.

Special Notes

15 Speed Models

When upshifting from a deep reduction gear into a low range gear, it is recommended that the shift lever is moved back one gear position during the shift out of deep reduction. For example:

If the driver is in deep reduction 5th gear position, he/she should double-clutch and move the shift lever to the 4th gear position immediately after moving the deep reduction button. If the shift lever is not moved during this shift, the vehicle must have enough speed to make a 42% step upshift.

4th Gear Position

Neutral

Low Range

5th Gear Position Deep Reduction

DLL and MLL Models

The three lowest gears (LL1, LO, LL2) are used for road speed control. These shifts are not intended to be used as progressive shifts.

Additional Operating Information

Preselect IMPORTANT: Always preselect all range shifts when upshifting or downshifting. Preselection requires that the Range Selector is

moved to the needed position before starting the lever shift. Preselected range shifts are completed automatically as the lever is moved through neutral and into the next gear. Preselecting all range shifts prevents damage to the transmission and provides for smoother shifts.

Clutch Brake (Used with pull-type clutches)

The Clutch Brake is applied by fully depressing the clutch pedal to the floor board. When applied, the brake slows down and can stop the transmission front box gearing. It is a disc-type brake incorporated into the clutch and transmission drive gear assemblies. Never use the Clutch Brake when upshifting or downshifting. Use only for initial gear engagement when the vehicle is standing still.

Countershaft Brake (Used with push-type clutches)

The control button is mounted on the shift lever just below the shift knob. To operate the brake, disengage the clutch, press down the control button, and shift into 1st or reverse. This is an air operated mechanical brake which slows down the transmission gearing by forcing a piston against the countershaft PTO gear

Note: Never use the Countershaft Brake when upshifting or downshifting. Use only for initial gear engagement when the vehicle

is standing still.

Recommended Tools

General Information

Tool Specifications

Some repair procedures pictured in this Manual show the use of specialized tools. Their actual use is recommended as they make Transmission repair easier, faster, and prevent costly damage to critical parts.

For the most part, ordinary Mechanic's Tools such as Socket Wrenches, Screwdrivers, etc., and other standard shop items such as a Press, Mauls and Soft Bars are the only tools needed to successfully disassemble and reassemble any Fuller

The following tables list and describe the typical tools required to properly service this model Transmission above and beyond the necessary basic Wrenches, Sockets, Screwdrivers, and Pry Bars.

Transmission.

General Tools

The following tools are available from several Tool Manufacturers such as Snap-On, Mac, Craftsman, OTC, and many others:

Tool Purpose

0–100 lb-ft 1/2" drive Torque Wrench

0–700 lb-ft 3/4" or 1" drive Torque Wrench Torquing of Output Nut to 650–700 lb-ft (881.28–949.07 N•m)

0–50 lb-in 3/8" drive Torque Wrench General torquing of fasteners

0–30 lb-in 1/4" drive Torque Wrench

70 MM or 2 2/4" Socket - Standard Depth To remove the Output Shaft Nut

Snap Ring Pliers - Large Standard External

General torquing of fasteners (Typically 15–80 lb-ft [20.34–108.47 N•m])

Torquing of Cap Screws to 7 lb-in (0.79 N•m) during Auxiliary Countershaft Bearing endplay setting procedure

To remove the Snap Rings at the Auxiliary Drive Gear, Input Shaft Bearing, and Countershaft Bearings

Feeler Gauges To set Mainshaft Washer Endplay and Auxiliary Tapered Bearing Endplay

Rolling Head Pry Bar To remove the Auxiliary Drive Gear Bearing

(2) Air Pressure Gauges 0–100 PSI (0–1034 kPa) To troubleshoot and verify correct operation of Air System

Universal Bushing Driver

To remove and install Clutch Housing Bushings. Bushing OD = 1.125 in., ID = 1.000 in.

Recommended Tools

Special Tools

The following Transmission Tools are available directly from K-Line Industries. To obtain any of these tools listed, contact K-Line by phone or visiting the online store.

K-Line Industries, Inc.

315 Garden Avenue Holland, MI 49424

1-800-824-KLINE (5546)

http://www.klineind.com/

K-Line Part # Tool Tool Description

RR1001TR-1 Driver - Output Seal Slinger

RR1001TR-2 Driver - Output Seal

RR1001TR-4 Driver - Output Seal Slinger

RR1001TR-8 Driver - Output Seal

RR1002TR Auxiliary Countershaft Support Straps

RR1004TR Mainshaft Lifting Hook

RR1005TR Driver - Input Bearing

RR1006TR Auxiliary Section Lifting Bracket Used to lift Transmission Auxiliary Sections.

RR1007TR

RR1010TR Slide Hammer Used to remove Bearing Races, Reverse Idler Shafts, and Seals.

RR1011TR-1 Slide Hammer Attachment Used for removing Output Seals.

Shimming Gauge - Auxiliary Countershaft (0.100")

Used to install Output Seal Protective Slinger on FR & RT-Series (Gen 9) Transmission Output Yokes.

Used to install Output Seal in Rear Bearing Cover on RT-Series (Gen 6 & 7) Transmissions with 2.75" Output Shaft.

Used to install Output Seal Protective Slinger on RT-Series (Gen 6 &

7) Transmission Output Yokes.

Used with Seal Driver RR1001TR-2 to install Output Seal in Rear Bearing Cover on FR & RT-Series (Gen 9) Transmissions.

Used to support the aux-Countershaft Assemblies when servicing the aux-section on FR & RT-Series (Gen 7 & 9) Transmissions.

Used to remove/install Mainshaft Assembly into the Transmission Main Case.

Used to install the Input Bearing on Transmissions with 2" & 1.75" Input Shafts.

Used for setting proper Auxiliary Countershaft Bearing clearance on FR-Series and RT-Series (Gen 7 & 9) Transmissions.

RR1011TR-2 Slide Hammer Attachment Used for removing Bearing Races from the Transmission Case.

RR1011TR-3 Slide Hammer attachment Used for removing Bearing Races from the Transmission Case.

RR1012TR-2 Driver - Countershaft Front Bearings

RR1012TR-3 Puller - Countershaft Front Bearings

RR1012TR-4 Driver - Countershaft Rear Bearings Used to install Rear Countershaft Bearings, RT-Series Transmissions.

RR1012TR-5

RR1012TR-6

RR1013TR Timing Block - RT-Series Countershaft

Driver - Auxiliary Countershaft Bearings

Used to install Front Countershaft Bearings on RT-Series Transmissions.

Used to remove Front Countershaft Bearings on RT-Series Transmissions.

Used to install Auxiliary Countershaft Bearings on FR & RT-Series Transmissions with Auxiliary Section helical gearing.

Used to install Auxiliary Countershaft Bearings on RT-Series Transmissions with Auxiliary Section spur gearing.

Used to support the Upper Countershaft during Main Box assembly on RT-Series Transmissions.

Recommended Tools

General Information

K-Line Part # Tool Tool Description

RR1015TR

RR1017TR Pusher - Countershaft

RR1019TR Hand Maul Used with Bearing and Seal Drivers for part installation/removal.

RR1020TR Soft Bar Used with hand Maul to remove parts from the Transmission.

RR1022TR Countershaft Support Tool

RR1023TR Puller - Input Bearing Used to remove the Input Bearing on FR & RT-Series Transmissions.

RR1024TR Driver - Output Bearing Used to install the Output Bearing on FR & RT-Series Transmissions.

Driver - Countershaft Front/Rear bearings

Used to install Front and Rear Countershaft Bearings on FR-Series Transmissions.

Used to push the Countershaft Assembly rearward to create clearance for Bearing Puller on FR & RT-Series Transmissions.

Used to support the Upper Countershaft during Main Box disassembly on FR & RT-Series Transmissions.

Shop Equipment

Tool Purpose

20 Ton capacity Press To press Countershaft Gears from Countershaft.

Eaton Aftermarket Parts

The following tools are available through Eaton Aftermarket Parts. To obtain any of the tools listed, contact your local Eaton Parts Distributor.

Tool Purpose Eaton Part Number

5/32" Air Line Release Tool

Air Line Cutting Tool

To remove 5/32" Air Lines from Push-toConnect Fittings.

To cut plastic Air Lines smoothly and squarely.

P/N 4301157 included in Kit K-2394

P/N 4301158 included in Kit K-2394.

Preventive Maintenance

General Information

Preventive Maintenance Inspection

Everyday there are countless vehicles operating over the highways with Transmissions in such a neglected mechanical condition, they can be referred to as failures looking for a place to break down. They lack a proper and organized preventive maintenance program.

Preventive maintenance is a general term which applies to all procedures necessary to have maximum life and satisfactory service at the lowest possible cost, short of removing and repairing the unit.

A number of conditions contrary to good preventive maintenance can generally be pointed to when inspecting a failed Transmission. Taking a few minutes every so many hours or miles to do a few simple checks could help avoid eventual breakdown or reduce the repair cost. If the Transmission is not cared for, it will breakdown.

Preventative Maintenance Check Points

Note: Transmission appearance may differ, however the procedure is the same.

Preventive Maintenance

1. Air System and Connections

• Check for leaks, worn Air Lines, loose connections and Cap Screws.

2. Clutch Housing Mounting

• Check all Cap Screws of Clutch Housing flange for looseness.

3. Clutch Release Bearing (Not Shown)

• Remove Hand Hole Cover and check Radial and Axial Clearance in Release Bearing.

• Check relative position of thrust surface of Release Bearing with Thrust Sleeve on Push-type Clutches.

4. Clutch Pedal Shaft and Bores

• Pry upward on Shafts to check wear.

• If excessive movement is found, remove Clutch Release Mechanism and check Bushings on Bores and wear on Shafts. See OEM literature.

5. Lubricant

• See Lubrication Manual TCMT0021.

6. Oil Filter

• Oil Filter Inspection (during vehicle PM schedule):

- Inspect Oil Filter for damage or rust. Replace as necessary.

- Inspect Oil Filter Adapter for damage or leakage. Replace as necessary.

• Oil Filter Replacement

- Replace every 100,000 miles and top off fluid.

- Every Transmission fluid change.

7. Filler and Drain Plugs

• Remove Filler Plugs and check level of lubricant at specified intervals. Tighten fill and Drain Plugs securely.

8. Cap Screws and Gaskets

• For applicable models, check all Cap Screws, especially those on PTO Covers and Rear Bearing Covers for looseness which would cause oil leakage.

• Check PTO opening and Rear Bearing Covers for oil leakage due to faulty Gasket.

9. Gear Shift Lever

• Check for looseness and free play in Housing. If Lever is loose in Housing, proceed with Check No. 10.

10. Gear Shift Lever Housing Assembly

• If present, remove Air Lines at Air Valve or Slave Valve. Remove the Gear Shift Lever Housing Assembly from the Transmission.

• Check the Tension Spring and Washer for set and wear.

• Check the Gear Shift Lever Spade Pin and slot for wear.

• Check bottom end of Gear Shift Lever for wear and check slot of Yokes and Blocks in Shift Bar Housing for wear at contact points with Shift Lever.

Checks With Drive Line Dropped

11. Universal Joint Companion Flange or Shaft Nut

• Check for tightness. Tighten to recommended torque.

12. Output Shaft (Not Shown)

• Pry upward against Output Shaft to check radial clearance in Mainshaft Rear Bearing.

Preventive Maintenance

General Information

Checks With Universal Joint Companion Flange or Yoke Removed Note: If necessary, use solvent and shop rag to clean sealing surface of Companion Flange or Yoke. Do not use Crocus Cloth,

Emery Paper, or other abrasive materials that will mar surface finish.

13. Splines on Output Shaft (Not Shown)

• Check for wear from movement and chucking action of the Universal Joint Companion Flange or Yoke.

14. Mainshaft Rear Bearing Cover (Not Shown)

• Check Oil Seal for wear.

Inspection

Part to Inspect What to Check For Action to be Done

Speedometer Cables should not be loose.

Speedometer Connections

Rear Bearing Cover Cap Screws, Gasket, and Nylon Collar

Output Shaft Nut

PTO Covers and Openings Check the Cap Screws for tightness.

Should be an O-Ring or gasket between the mating Speedometer Sleeve and the Rear Bearing Cover.

Check Retaining Cap Screws for tightness.

Verify Nylon Collar and Gasket are installed at the chamfered hole, aligned near the mechanical Speedometer opening.

Verify that a Rear Bearing Cover gasket is in place.

Check the Output Shaft Nut for tightness.

Applied hydraulic Thread Sealant #71208 to threads, torque Speedometer Sleeve to 35–50 lb-ft (47.45–67.79 N•m).

Replace the O-Ring/gasket if damaged or missing.

Apply Eaton Sealant #71205 to the Cap Screw threads, torque to 35–45 lb-ft (47.45–61.01 N•m).

Use new parts if need to replace. Apply Eaton Sealant #71205 to the Cap Screw threads, torque to 35–45 lb-ft (47.45–61.01 N•m).

Install a new Gasket if Rear Bearing Cover was removed.

Torque the Output Shaft Nut to 650–700 lb-ft (881.28–949.07 N•m). Do not over torque the Output Nut.

Apply Eaton Sealant #71205 to the Cap Screw threads. Torque 6 bolt PTO Cap Screws to 35–45 lb-ft (47.45–61.01 N•m), 8 bolt PTO Cap Screws to 50–65 lb-ft (67.79–88.13 N•m).

Gray Iron Parts

Front Bearing Cover

Oil Cooler and Oil Filter

Oil Drain Plug, Oil Fill Plug

Check Front Bearing Cover, Front Case, Shift Bar Housing, Rear Bearing Cover, and Clutch Housing for cracks or breaks.

Check return threads for damage. If threads damaged, replace the Input Shaft.

Check the Cap Screws for tightness.

Check all connectors, Fittings, Hoses, and Filter Element for tightness.

Check the Oil Drain Plug and the Oil Fill Plug for leakage.

Replace parts found to be damaged.

Torque the Cap Screws to 35–45 lb-ft (47.45–61.01 N•m).

Tighten any loose Fittings.

Torque the Oil Drain Plug to 45–55 lb-ft (61.01–74.57 N•m), Oil Fill Plug to 60–70 lb-ft (81.35–94.91 N•m).

Preventive Maintenance

Oil Leak Inspection Process

Inspect for Oil Leak

Determine if it is a Weep or a Leak

Weep: Stained, damp, no drips, light oil film, dirt adhered to the contaminated area.

Gasket Rear Seal Leak

1. Clean suspected oil weep area with a clean dry cloth or mild soluble degreaser.

2. Ensure lube is to proper level.

3. Notify the customer that it is only a weep and it is not considered to be detrimental to the life of the transmission.

4. Repair is complete.

1. Do not repair: Rear seal is designed to allow minimal seepage.

2. Ensure lube is to proper level.

Leak: Extremely wet or dripping of oil in the contaminated area.

Step 1

1. Determine the origin of the leak path.

2. If origin of leak is obvious skip to Step 3.

3. If the origin of the oil leak is not obvious then use either of the two following steps to determine the oil leak:

Note: Do not use a high pressure spray washer to clean the area. Use of a high pressure spray may force contamination into the area of concern and temporarily disrupt the leak path.

i. Clean area with a clean dry cloth or mild soluble degreaser and fill the transmission to the proper lube level.

ii. Clean the area as noted above and insert tracer dye into the transmission lube and fill transmission to proper lube level.

Step 2

Operate vehicle to normal transmission operating temperature and inspect the area for oil leak(s) visually or if tracer dye was introduced use an UVL (Ultraviolet Light) to detect the tracer dye’s point of origin.

Note: When inspecting for the origin of the leak(s) make sure the assumed leak area is not being contaminated by a source either forward or above the identified area such as the engine, shift tower, shift bar housing, top mounted oil cooler, etc...

Step 3

Once the origin of the leak is identified, repair the oil leak using proper repair procedures from the designated model service manual.

Step 4

After the repair is completed, verify the leak is repaired and operate the vehicle to normal transmission operating temperature. Inspect repaired area to ensure oil leak has been eliminated. If the leak(s) still occurs, repeat steps or contact the Roadranger Call Center at 1-800-826-4357.

Power Flow

General Information

Sliding Clutch

Range Sliding Clutch

Deep-Reduction Sliding Clutch

Input Shaft

Mainshaft Gear

Countershaft

Mainshaft Gear

Auxiliary Countershaft

Auxiliary Drive Gear

Output Shaft

Auxiliary Range Gear

Auxiliary Deep-Reduction Gear

Power Flow Diagrams

An understanding of the engine’s power flow through a transmission in each particular gear will assist the technician in troubleshooting and servicing a transmission.

The Fuller front section contains six gear sets which are shifted with the gear shift lever. The second “transmission” called the auxiliary section, contains two gear sets and is shifted with air pressure.

Note: This transmission is referred to as a constant mesh type transmission. When in operation, all gears are turning even

The illustration below shows the transmission with the main components called out. Note that the transmission is in the neutral position because the sliding clutches are all in their center positions and not engaged in any gears.

transmission can be thought of as two separate “transmissions” combined into one unit. The first “transmission” or

though only some of them are transferring power.

Power Flow

Sliding Clutch Forward

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Rearward

Figure 2-4. Front Section Power Flow

Front Section Power Flow

Note: The heavy lines in Figure 2-4 outline the power flow description below. For help in understanding the transmission compo-

nents, refer to Figure 2-3.

1. Power (torque) from the vehicle’s engine is transferred to the transmission’s input shaft.

2. The input shaft rotates the main drive gear through internal splines in the hub of the gear

3. The main drive gear meshes with both countershaft driven gears and the torque is split between both countershafts

4. Because the countershaft gears are in constant mesh with the mainshaft gears, all the front section gearing rotates. However, only the engaged or selected mainshaft gear will have torque. External clutching teeth on the sliding clutch will engage internal clutching teeth on the selected mainshaft gear. Torque will now be provided from both opposing countershaft gears, into the engaged mainshaft gear, and through the sliding clutch to the front section mainshaft

5. The rear of the front section mainshaft is splined into the auxiliary drive gear and torque is now delivered to the auxiliary section.

Power Flow

General Information

Figure 2-5. Front Section Power Flow - Direct Gear

Sliding Clutch Forward

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Forward

Front Section Power Flow - Direct Gear

In direct gear, the front sliding clutch is moved forward and engages into the back of the main drive gear. Torque will flow from the input shaft to the main drive gear, main drive gear to sliding clutch, sliding clutch straight into the front section mainshaft which delivers the torque to the auxiliary drive gear. See Figure 2- 5.

Note: All countershaft and mainshaft gears will rotate, but the gears will not be loaded.

Power Flow

Sliding Clutch Rearward

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Forward

Figure 2-7. Reverse Gear-Low Range

Front Section Power Flow - Reverse Gear

Torque will flow from the countershafts to the reverse idler gears. Torque will then flow from the reverse idler gears to the mainshaft reverse gear. Torque will now travel through the mainshaft reverse gear, the sliding clutch in the reverse position and then to the mainshaft and auxiliary drive gear. See Figure 2-6, 2-7, 2-8.

Deep Reduction Sliding Clutch Rearward

Sliding Clutch Rearward

Range Sliding Clutch Rearward

Figure 2-6. Reverse Gear-Deep Reduction

Sliding Clutch Rearward

Figure 2-8. Reverse Gear-High Range

Deep Reduction Sliding Clutch Forward

Range Sliding Clutch Forward

Power Flow

General Information

Sliding Clutch Forward

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Forward

Figure 2-9. Low Range Selected (Range Sliding Clutch Rearward)

Auxiliary Section Power Flow- Low Range

The auxiliary drive gear transfers torque to both auxiliary countershafts. If the auxiliary section is in low range, the range sliding clutch is rearward and engaged into the auxiliary mainshaft reduction gear. Torque will flow from the auxiliary countershafts, into the auxiliary mainshaft reduction gear, through the range sliding clutch and then into the output shaft (auxiliary mainshaft).

Power Flow

Sliding Clutch Forward

Range Sliding Clutch Forward

Deep Reduction Sliding Clutch Forward

Figure 2-10. High Range Selected (Range Sliding Clutch Forward)

Auxiliary Section Power Flow- High Range

If the auxiliary section is in high range, the range sliding clutch is forward and engaged into the back of the auxiliary drive gear. Torque will flow from the auxiliary drive gear to the range sliding clutch. Because the range sliding clutch has internal splines which connect to the output shaft, torque will flow straight through the auxiliary section.

Note: The auxiliary gearing will still turn, but the gears will not be loaded.

General Information

RTO-1X707LL/DLL/MLL

Sliding Clutch Forward

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Forward

Sliding Clutch Forward

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Forward

Sliding Clutch Rearward

Range Sliding Clutch Forward

Deep Reduction Sliding Clutch Forward

4th Gear

2nd Gear

3rd Gear

Sliding Clutch Forward

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Rearward

Sliding Clutch Forward

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Forward

Sliding Clutch Rearward

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Forward

Low Low

Low

1st Gear

Power Flow

Sliding Clutch Forward

Range Sliding Clutch Forward

Deep Reduction Sliding Clutch Forward

Sliding Clutch Forward

Range Sliding Clutch Forward

Deep Reduction Sliding Clutch Forward

Sliding Clutch Rearward

Range Sliding Clutch Forward

Deep Reduction Sliding Clutch Forward

5th Gear

6th Gear

7th Gear

RTO-1X707LL/DLL/MLL Continued

General Information

RTO/X-1XX08LL

Sliding Clutch Forward

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Forward

Sliding Clutch Forward

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Forward

Sliding Clutch Rearward

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Forward

4th Gear

2nd Gear

3rd Gear

Sliding Clutch Forward

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Rearward

Sliding Clutch Forward

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Forward

Sliding Clutch Rearward

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Forward

Low Low

Low

1st Gear

Power Flow

and Theory

Sliding Clutch Rearward

Range Sliding Clutch Forward

Deep Reduction Sliding Clutch Forward

Sliding Clutch Forward

Range Sliding Clutch Forward

Deep Reduction Sliding Clutch Forward

Sliding Clutch Forward

Range Sliding Clutch Forward

Deep Reduction Sliding Clutch Forward

5th Gear

6th Gear

7th Gear

Sliding Clutch Rearward

Range Sliding Clutch Forward

Deep Reduction Sliding Clutch Forward

8th Gear

RTO/X-1XX08LL Continued

General Information

RTO-1XX09MLL

Power Flow

Sliding Clutch Forward

Low Low 1

Deep Reduction Sliding Clutch Rearward

Range Sliding Clutch Rear ward

Deep Reduction Sliding Clutch Forward

Sliding Clutch Rear ward

Low Low 2

Deep Reduction Sliding Clutch Rear ward

Range Sliding Clutch Rear ward

Deep Reduction Sliding Clutch Forward

Sliding Clutch Forward

Low

2nd Gear

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Forward

Range Sliding Clutch Rearward

Sliding Clutch Rearward

Sliding Clutch Forward

1st Gear

3rd Gear

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Forward

Range Sliding Clutch Rearward

Power Flow

Sliding Clutch Rearward

Range Sliding Clutch Forward

Deep Reduction Sliding Clutch Forward

Sliding Clutch Forward

Range Sliding Clutch Forward

Deep Reduction Sliding Clutch Forward

Sliding Clutch Forward

Range Sliding Clutch Forward

Deep Reduction Sliding Clutch Forward

5th Gear

6th Gear

7th Gear

Sliding Clutch Rearward

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Forward

4th Gear

Sliding Clutch Rearward

Range Sliding Clutch Forward

Deep Reduction Sliding Clutch Forward

8th Gear

RTO-1XX09MLL Continued

General Information

RT/O/X-1XX15

Sliding Clutch Rearward

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Forward

Sliding Clutch Forward

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Forward

2nd Gear - Low Range 3rd Gear - Low Range

Sliding Clutch For ward

Range Sliding Clutch Rear ward

Deep Reduction Sliding Clutch Rear ward

Sliding Clutch Rearward

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Rearward

Sliding Clutch Forward

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Forward

Deep Reduction-1

Deep Reduction-2

1st Gear - Low Range

Sliding Clutch Forward

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Forward

(RT) Deep Reduction-5, (RTO) Deep Reduction-4

Sliding Clutch Rearward

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Rearward

(RT) Deep Reduction-4, (RTO) Deep Reduction-5

Sliding Clutch Forward

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Forward

Deep Reduction-3

Power Flow

and Theory

Sliding Clutch Rearward

Range Sliding Clutch Forward

Deep Reduction Sliding Clutch Forward

(RT) 9th Gear, (RTO) 10th Gear

Sliding Clutch Rearward

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Forward

Sliding Clutch Forward

Range Sliding Clutch Rearward

Deep Reduction Sliding Clutch Forward

Sliding Clutch Forward

Range Sliding Clutch Forward

Deep Reduction Sliding Clutch Forward

(RT) 10th Gear, (RTO) 9th Gear

Sliding Clutch Forward

Range Sliding Clutch Forward

Deep Reduction Sliding Clutch Forward

8th Gear

Sliding Clutch Rearward

Range Sliding Clutch Forward

Deep Reduction Sliding Clutch Forward

7th Gear

Sliding Clutch Forward

Range Sliding Clutch Forward

Deep Reduction Sliding Clutch Forward

(RT) 5th Gear, (RTO) 4th Gear

(RT) 4th Gear, (RTO) 5th Gear

6th Gear

RT/O/X-1XX15 Continued

Air System

General Information

Air System Overview

Pressurized air from the vehicle’s air system is used to shift the transmission low/high range and deep reduction ratios. The low/ high range and deep reduction gearing and shift mechanisms are located in the auxiliary section of the transmission. The vehicle operator controls these shifts with two separate switches on the shift knob (master control valve). The following components are part of the air shift systems.

Air System Components

Air System

Shift Knob

The shift knob contains two switches. 1) The range selector lever on the front of the knob is moved down to select low range. When the range selector lever is moved up, high range is selected. 2) A blue deep reduction button on the side of the shift knob is moved forward to select the deep reduction ratios and moved rearward for remaining ratios. A mechanical interlock prevents moving the deep reduction button forward when the range selector lever is up in high range.

Component Nomenclature and Auxiliary Countershaft Sectional View

1. Medallion

2. Spring

3. Retainer

4. Housing

5. Spring

6. Washer

7. O-Ring

8. Range Selector

9. Pin

10. Cover

11. Screw

12. O-Ring

13. Spring

14. 5/32” Ball

15. Spring

16. Ball

17. Seal

18. Detent

19. Splitter Button

20. Old Style Shift Knob

Air System

General Information

Air Filter/Regulator

The filter / regulator assembly filters the vehicle supply air and regulates the pressure to 58 - 63 PSI. Two holes in the front face of the air filter / regulator assembly supply air to the range cylinder cover. The filter element can be removed by turning out the end cap.

Component Nomenclature and Auxiliary Countershaft Sectional View

1. End Cap

2. O-Rings

3. Filter Element

4. Housing

5. Capscrews

6. Air Regulator

Air System

Plunger Pin

Spring

Sleeve

Slave Valve Assembly

Gasket

Poppet-Type

Slave-Valve

Slave Valve

The slave valve controls the supply of air to the low and high range sides of the range shift cylinder. A small air line from the shift knob (master control valve) provides a signal pressure to the slave valve.

Component Nomenclature and Auxiliary Countershaft Sectional View

1. Slave Valve Housing

2. “U” Seal

3. Washer

4. Spring

5. Plug

6. Snap Ring

7. O-Rings

8. Plate

9. Capscrew

10. Cap

11. Gasket

12. Seal

13. O-Ring

14. Piston

15. “U” Seal

16. Cap

17. O-Ring

18. Seal

19. Spring

Air System

General Information

Slave Valve Preselection System

This interlock mechanism prevents the slave valve from shifting when the transmission is engaged into gear. The air valve shaft is moved towards the slave valve by the shift rails when the transmission is shifted into gear. A spring pushes the air valve shaft back when the front section is shifted into a neutral position.

Component Nomenclature and Auxiliary Countershaft Sectional View

1. Actuation Spring

2. Actuating Pin

3. Air Valve Shaft

4. Shift Bar Housing

5. Slave Valve

6. Alignment Sleeve

Air System

Range Yoke Bar

Deep Reduction Yoke Bar

Range Piston

Low Range Port

High Range Port

Deep Reduction Signal Line

Insert Valve

Filter/Regulator

Deep Reduction Piston

Range Cylinder

Within the range cylinder is a piston which is fastened to the range yoke bar. Air pressure on the front side of the piston shifts the range sliding clutch into low range ratio. Air pressure on the rear side shifts the range sliding clutch into high range ratio.

Deep Reduction Cylinder

The deep reduction cylinder contains a piston and reduction yoke bar. Air pressure on the front side of the piston shifts the transmission into the deep reduction ratio. Air pressure on the rear of the piston shifts the transmission out of deep reduction.

Air System

General Information

Deep Reduction

Constant

Air

Air on

Signal Line

Constant air sealed off at this point

Air exhausted through bottom port from piston back side

Deep reduction piston moves rear-

ward due to constant air on front side.

Insert valve

The insert valve is a small 3/16” diameter self-contained switching valve which is located adjacent to the deep reduction cylinder. When deep reduction is selected at the shift knob (master control valve), an air pressure signal is applied to the insert valve

which then exhausts the air on the rear side of the deep reduction cylinder piston.

LO Range and HI Range

No air on

Signal Line

Constan

Air

To deep reduction piston back side, moves yoke bar forward

Air System

Roadranger Valve

Transmissions

Ful e

Rearward

Down

PH/L

Low Range

1. Vehicle supply air 110 - 130 PSI is supplied to inlet port on filter regulator where it is filtered and regulated to 58 - 63 PSI.

2. Thru a 1/4” I.D. rubber air line, a constant 58 - 63 PSI regulated air is supplied to the “S” (supply) port on the slave valve.

3. Thru a 5/32” or 1/8” air line, a constant 58 - 63 PSI regulated air is also supplied to the “S” (supply) port on the shift knob.

4. The driver selects low range by moving the range selection lever down. This allows the constant supply air at the shift knob to exit at the “P” (pilot) port air line. This 1/8” or 5/32” “P” air line connects to the “P” (pilot) 1/8” or 5/32” “P” air line connects to the “P” (pilot) port on the slave valve. The air pressure on the “P” line causes a valve within the slave valve to move to the low range position.

5. The constant supply air at the slave valve is now supplied thru a 1/4” hose to the low range port on the range cylinder. This air pressure moves the range piston, range bar, range yoke, and range sliding clutch rearward to shift the transmission into low range.

Note: The slave valve preselection system interlock will prevent the slave valve from changing from low to high or vise versa if

the transmission is engaged in a front section gear. This system allows the driver to “preselect” by moving the range selection lever while still in gear, the range change will then occur as the driver moves the shift lever through neutral.

19470 or A-5000 Slave Valve

H/L

Air System

General Information

Cylinder Assembly

No Air

Range

Deep Reduction

Insert Valve

High Range

1. Vehicle supply air 110 - 130 PSI is supplied to inlet port on the filter regulator where it is filtered and regulated to 58 63 PSI.

Air to Cover Port

Air from Vehicle Source

Air Filter/Regulator Assembly

2. Thru a 1/4” I.D. rubber air line, a constant 58 - 63 PSI regulated air is supplied to the “S” (supply) port on the slave valve.

3. Thru a 5/32” or 1/8” air line, a constant 58 - 63 PSI regulated air is also supplied to the “S” (supply) port on the shift knob.

4. The driver selects high range by moving the range selection lever up. This shuts off the supply air to the “P” line. The air in the “P” line will then exhaust at the shift knob port “E”. With the air pressure off of the “P” port at the slave valve, a the valve will shift and air will be supplied to the high range “H” port.

5. The constant supply air at the slave valve is now supplied thru a 1/4” hose to the high range port on the range cylinder. This air pressure moves the range piston, range bar, range yoke, and range sliding clutch forward to shift the transmission into high range.

6. Note: The slave valve preselection system interlock will prevent the slave valve from changing from low to high or vise versa if the transmission is engaged in a front section gear. This system allows the driver to “preselect” by moving the range selection lever while still in gear, the range change will then occur as the driver moves the shift lever through neutral.

Air System

Roadranger Valve

Transmissions

Ful e

Rearward

PH/L

No Air

Air from Vehicle Source

Air Filter/Regulator Assembly

Insert Valve

Range

Deep Reduction

Cylinder Assembly

Air to Cover Port

19470 or A-5000 Slave V

H/L

alve

Air System

General Information

Roadranger Valve

Transmissions

Ful e

Forward

Down

PH/L

Deep Reduction

1. A tee fitting on the low range port of the slave valve will supply air through a 5/32” or 1/8” air line to the “H/L” port on the shift knob. Because this line is connected to the low range port, air is only available when low range has been selected.

2. When the deep reduction button is moved forward, air from the “H/L” port will pass through the shift knob to the “SP”

3. When air is applied to the Insert Valve, the valve will shut off the constant air to the rear of the deep reduction piston.

19470 or A-5000 Slave Valve

H/L

port. A 1/8” or 5/32” air line connected to the shift knob transfers this air to the insert valve at the deep reduction cylinder cover.

The air on the rear of the deep reduction piston will exhaust through the insert valve and out a hole in the cylinder cover. Constant air on the front of the deep reduction piston will move the deep reduction piston, bar, yoke and sliding clutch rearward to engage the deep reduction gear.

Air System

Air from Vehicle Source

Air Filter/Regulator Assembly

Insert Valve

Range

Deep Reduction

Cylinder Assembly

No Air

Air to Housing Port

4. To shift out of deep reduction, the button on the shift knob is moved rearward. The air on the “SP” is shut off and exhausted at the shift knob. This results in the insert valve supplying air to the rear side of the deep reduction piston. Supply air is present on both sides of the deep reduction piston, however, due to the greater piston surface area on the rear side, the piston moves forward. This forward movement shifts the deep reduction yoke bar, yoke, and sliding clutch out of the deep reduction ratio.

General Troubleshooting

General Information

General Troubleshooting Chart

The chart on the following pages contains some of the most common problems that may occur with this transmission along with the most common causes and solutions.

Complaint Cause Corrective Action

Noise - Growl / Rumble Torsional Vibration.

[Noise may be most pronounced when transmission is in a “float” (low torque) condition. May also be confined to a particular vehicle speed.]

Transmission bearing or gear failure. [Noise may be most pronounced under hard pull or coast (high torque).]

Noise - Growl / Rumble at Idle (Idle Gear Rattle)

Noise - High Pitched Whine Gear Noise.

Excess engine torsional vibration at idle. Check for low engine RPM.

Isolate as to axle or transmission noise. If transmission, isolate to specific gear or gears.

Check driveline angles for proper u-joint working angles. Check driveline for out of balance or damage. Check u-joints for proper phasing. Check clutch assembly for broken damper springs. Check for inadequate clutch disc damping.

Check transmission oil for excessive metal particles.

Check for uneven engine cylinder performance. Check for proper clutch damper operation.

Check for worn or defective shift lever isolator. Check for direct cab or bracket contact with transmission (“grounding”). Check for proper driveline u-joint working angles. Check for damaged or worn gearing.

General Troubleshooting

General Troubleshooting Chart (cont)

Complaint Cause What to do next

Hard Lever Shifting (Shift lever is hard to gear into or out of gear)

Shift Lever Jumpout (Shift lever comes out of gear on rough roads)

Master clutch dragging. Check master clutch for proper disen-

gagement. Check master clutch for proper adjustment (both release bearing travel and clutch brake height).

Shift linkage problem. (Remote shifter) Check shift linkage or cables for proper

adjustment, binding, lubrication, or wear.

Shift bar housing problem. Check shift bar housing components for

binding, wear, or damage.

Transmission mainshaft problem. Check mainshaft for twist.

Check sliding clutches for binding, damage, or excessive wear.

Driver technique. Driver not familiar or skilled with proper

double-clutching technique. Driver contacting the clutch brake during shifts.

Loose or worn engine mounts. Check engine mounts for damage, wear,

or excessive looseness.

Shift lever problem. Check shift lever floor boot for binding

or stretching. Check shift lever isolator for excessive looseness or wear. Check for excessive offset or overhang on the shift lever. Check for extra equipment or extra weight added to shift lever or knob.

Worn or broke detent spring or mechanism.

Check for broken detent spring. Check for excessive wear on the detent key of detent plunger. Replace detent spring with heavier spring or add additional spring.

General Troubleshooting

General Information

General Troubleshooting Chart (cont)

Complaint Cause Corrective Action

Shift Lever Slipout (Transmission comes out of gear under torque)

Transmission goes to neutral (Shift lever doesn’t move)

No range shift or slow range shift (Also see Air System Troubleshooting)

Internal transmission problem. Check for excessively worn or damaged

sliding clutches or shift yokes.

Low air pressure. Check air regulator pressure.

Internal transmission problem. Check for excessively worn or damaged

range sliding clutch or yoke.

Transmission air system problem. Preform air system troubleshooting pro-

cedure. Check for proper air signal from master valve. Check air module test ports for proper air delivery.

Range cylinder problem. Check for failed or damaged range pis-

ton, piston bar, or cylinder. Check for failed or loose range piston snap ring.

Range yoke assembly problem. Check for failed or damaged range yoke.

Check for failed or loose range yoke snap rings. Check for excessively long fastener installed in rear support hole. Check for binding between range yoke bar and range alignment lock cover.

Range synchronizer problem. Check for failed or damaged range syn-

chronizer, sliding clutch, or mating gear. Check for excessively worn range synchronizer friction material.

Grinding Noise on Range Shift Driver not preselecting range shift. Instruct driver to preselect range shifts.

Range synchronizer worn or defective. Check range synchronizer and mating

parts for excessive wear or damage.

Air System

WARNING

Air System Troubleshooting

The symptoms listed below are covered on the following pages. Before beginning any of those troubleshooting procedures, place the transmission in neutral and move the range selection lever from low to high. Listen for any constant air leak from the shift knob, air module base (exhaust), or transmission breather. If a constant leak is heard, go to that particular leak troubleshooting procedure first.

If you do not see the symptom you need to correct, refer to the General Troubleshooting chart.

Symptom

• Air Leak from Air Module Base (Exhaust Leak)

• No or Slow Range Shift into High (Shift into low range is good)

• No or Slow Range Shift into Low (Shift into high range is good)

• Constant Air Leak from Shift Knob

• Range Shifts in Gear

• Air Leak from Transmission Breather or Transmission Case is Pressurized

Note: Use the air system troubleshooting procedures for part replacement only if the symptom can be duplicated. If the problem

is intermittent, parts that are not defective could be replaced.

Note: During all testing, the vehicle air pressure must be greater than 90 PSI (620 kPa). If during testing the pressure falls below

90 PSI (620 kPa), make sure the transmission is in neutral, start the engine and let the pressure build to governor cutoff. After the pressure reaches the governor cutoff, continue testing. The pressure is critical if the vehicle is equipped with a vehicle air system Pressure Protection Valve that would shut off the air supply to certain air circuits if the system pressure dropped below a preset level.

Note: A 0-150 PSI (0-1034 kPa) air gauge with a 1/16” male pipe thread fitting attachment is required for some of the test proce-

dures.

Prior to removing the air module, exhaust the air from it. Failure to exhaust the air module may result in personal injury or damage to parts from the sudden release of air.

Use care when removing the test port pipe plugs. If air pressure is present on the plug, it can become a projectile during removal. When removing the “L” plug or “H” plug, pressure can be shut off by selecting the opposite range mode. If removing the “F” plug, exhaust the air to the module inlet.

Air System

General Information

Procedure 1: Symptom - Air leak at shift knob

Normal operation:

A burst of air will be exhausted from the shift knob when moving the range selector from low to high. This is the air being exhausted from the "P" air line.

A burst of air will be exhausted from the shift knob when moving the deep reduction button rearward (shifting out of deep reduction).This is the air being exhausted from the “SP” air line.

Possible causes:

• Incorrectly attached air lines

• Internal leak in slave valve

• Internal leak at insert valve

• Internal leak at shift knob

Procedure Result What to do next

Step A Remove lower skirt on shift knob. Check

for leaking fitting at the shift knob.

Step B Check air lines to make sure all lines are

connected to the proper ports on the shift knob. Reversal of “S” and “P” lines will result in a constant leak from the exhaust when high range is selected. Reversal of the H/L and “SP” lines will result in a constant leak when the deep reduction button is rearward.

Step C Move the range selector lever down to

Low range. Check for constant air flow from the exhaust “E” port.

Step D Move the range selector up to high

range. Disconnect the small air line connected to the “P” port of the shift knob. Check for air flow from the port and air line.

Leak found. Repair leaking fitting or air

line.

No leak found. Go to step B.

Air lines are not connected to the proper ports.

Air lines are connected to proper ports. Go to step C.

Constant air flow from “E” port. Replace knob.

No air flow from “E” port. Go to Step D.

Constant air is leaking from the “P” port or the “E” port.

Connect lines properly.

Repair or replace the shift knob.

Air is coming out of the disconnected air line.

Air is not leaking from either port or disconnected air line.

1. Verify that the air line is connected to the slave valve “p” port.

2. If properly connected, replace\ the slave valve.

Go to Step D.

Air System

Procedure Result What to do next

Step E Reattach the air line to the “P” port.

Move the range selector down to low range and move the deep reduction button rearward. Disconnect the air line from the “SP” port. Check for air flowing from the SP line.

Air is flowing from the SP line. 1. Check to make sure the

“SP” line is connected to the deep reduction cylinder cover.

2. If the line is properly attached, check that the insert valve is properly installed (stem facing inward) and that the insert valve bore is not defective.

3. Replace the insert valve.

Air is not flowing from the line. Repair or replace the shift-

knob.

Air System

General Information

Procedure 2: Symptom - Air leak at slave valve

Normal operation:

A momentary exhaust of air at the slave valve occurs during a range shift. The air from the low side of the range cylinder is exhausted as air pressure is applied to the high range side. Likewise, air from the high range side of the piston is exhausted as air pressure is applied to the low range side. The exhaust port is located at the slave valve to transmission mounting interface.

Possible Causes:

• Internal leak in range cylinder

• Internal leak in slave valve.

Procedure Result What to do next

Step A Confirm that air is leaking from the

exhaust port on the slave valve and not a fitting or air line.

Step B Move range selector down to select

low range. Remove the 1/4” I.D. rubber air line at the high range supply port on the range cylinder. Feel for air flow from the open port on the range cylinder. Note: If the air leak at the slave valve only occurs when the transmission is in high range, repeat the above test, but remove the low range air hose and check with high range selected.

Air is leaking from fitting or air line. Repair or replace fitting or air line.

Air is definitely leaking from slave valve exhaust port.

Air is flowing from high range supply port on range cylinder.

No air flow from high range port. Repair or replace slave valve.

Go to Step B.

Remove range cylinder cover and repair leaking range piston or piston seal. After repair, check for proper range operation.

Air System

Procedure 3: Symptom - Air Leak from Transmission Breather or Transmission Case is Pressurized

Normal Operation:

There should be no measurable air flow from the transmission breather.

Possible causes:

• Leak at range yoke bar O-ring

• Leak at deep reduction yoke bar O-ring

Procedure Result What to do next

Step A Listen for the air leak with the trans-

mission shifted to both low and high range.

Leak is only in low range. Remove range cylinder and inspect

for damaged range yoke bar, yoke bar O-ring, or range cylinder. Repair as necessary.

Leak is in both low and high range. Remove deep reduction cylinder.

Inspect for damaged deep reduction yoke bar, O-ring, or cylinder. Repair as necessary.

Air System

General Information

Procedure 4: Symptom: Air leak at deep reduction cylinder cover exhaust port

Normal operation:

A burst of air will exhaust from this port when shifting into deep reduction (the deep reduction button is moved forward while in low range).

Possible causes:

• Damaged/defective insert valve

• Leak past insert valve external O-rings

• Leak past deep reduction cylinder piston

Procedure Result What to do next

Step A Remove insert valve. Check for con-

tamination, damaged seals, or sticky movement. Check the insert valve bore in the deep reduction cylinder cover for contamination or damage which would result in leakage past the insert valve O-rings.

Step B Remove the deep reduction cylinder

cover and piston. Check the piston bore for contamination or damage. Check the piston seals for damage. NOTE: Early production transmissions used a paper gasket to seal the piston to the yoke bar, if necessary, replace this configuration with the current design which uses an Oring.

Contamination or damage found. Repair or replace as necessary.

No contamination or damage found. Go to step B.

Contamination or damage found. Repair or replace as necessary.

Air System

Procedure 5: Symptom - No or Slow Range Shift into Low

Normal Operation:

When the range selector on the shift knob is moved down to select low range, air pressure will flow through the shift knob to the ‘P port on the slave valve. The slave valve will direct air pressure through the low range 1/4” rubber hose to the range cylinder to shift the range. There will be a brief burst of air at the slave valve as the high range side of the range piston exhausts. Likewise, when high range is selected, the air pressure in the “P” will be exhausted at the shift knob. This will cause the slave valve to direct air to the rear side of the range cylinder piston. The air pressure on the low range side will be exhausted at the slave valve.

Possible Causes:

• Incorrect air line hook up

• Insufficient air supply to transmission

• Damaged or defective air filter / regulator assembly

• Damaged or defective shift knob master valve

• Damaged or defective slave valve

• Damaged or defective range cylinder

• Damaged or defective range yoke or yoke bar

• Damaged or defective range synchronizer

• Damaged or defective gearing in auxiliary section of transmission

Procedure Result What to do next

Step A Place the shift lever in neutral. Check

for constant air leakage at the shift knob, slave valve, and transmission case breather when both low and high range have been selected.

Step B Place shift lever in neutral. Move

range selector up to high range position. At the rear of the transmission, disconnect the 1/4” rubber air line from the low range supply port on the range cylinder. Check for air flow from the low range port.

Step C Check for air flow from the discon-

nected air line.

Constant air leak is detected. Go to the other corresponding symp-

No constant leak is detected. Go to step B.

Air flows from the low range port. Remove range cylinder cover and

No air flow from low range port. Go to step C.

Air flows from disconnected air line. Go to step F.

No air flow from disconnected line. Go to step D.

tom first. See beginning of Air System Troubleshooting section.

repair leaking range piston or piston seal.

Step D Install a 100 PSI air gauge in the dis-

connected air line end. With the shift lever in neutral, move the range selector down to select low range and observe the gauge.

The gauge read 0 PSI. Go to step F.

General Information

Procedure Result What to do next

Air System

Step E Confirm that shift lever is still in neu-

tral. Have an assistant move the range selector up and down between low and high range. Does the pressure measured at the gauge respond rapidly when going from high to low.

The gauge reads pressure but is lower than 58 PSI or higher than 63 PSI.

The gauge reads between 58 - 63 PSI.

Pressure rapidly changes between 58-63 PSI and 0 at the gauge.

Pressure does not change rapidly at gauge.

Replace the filter/regulator and check for proper range operation.

Go to step E.

Air system appears to be operating satisfactory. Go to step R.

1. Check for a plugged or dirty filter in the filter/regulator assembly.

2. Check for a pinched or obstructed 1/4” rubber air line between the filter/ regulator and slave valve.

3. Check for a pinched or obstructed 1/4” rubber air line between the slave valve and the test gauge.

4. If all are satisfactory, Go to step F.

Step F Place shift lever in neutral. At the

shift knob, move the range selection lever up to select high range. At the slave valve, remove the air line from the “P” port (should be black line). Check for air flow from the disconnected line.

Step G Check for air flow from the “P” por-

tion the slave valve.

Step H Place the shift lever in neutral. Install

a 100 PSI pressure gauge in line with the “P” line. Move the range selector back and forth from low to high range. The gauge should show rapid pressure change.

Air flows from the disconnected line. 1. Confirm that the air lines are con-

nected to the correct ports at the shift knob.

2. If the lines are correct, replace the shift knob.

No air flow from the disconnected line.

Air flows from this port. Replace the slave valve.

No air flow from this port. Continue to step H.

The gauge responds slowly. 1. Check for a restricted line between

Go to step G.

the shift knob and slave valve.

2. Check for a restricted exhaust port on the shift knob.

Air System

Procedure Result What to do next

3. Check for a plugged or dirty filter in the filter / regulator assembly.

4. Check for a pinched or obstructed 1/4” rubber air line between the filter/ regulator and slave valve.

5. Check for a pinched or obstructed air line between the slave valve and the “S” port on the shift knob.

6. If all are good, replace the shift knob.

Step I If possible, leave air lines attached to

slave valve. Unbolt the slave valve from transmission side. Check for free movement of the plunger pin protruding from the case under the slave valve. The pin should extract when the transmission is shifted into gear and retract when shifted into neutral.

Step R If air system has been tested and

found to operate satisfactory, the auxiliary section must be removed to inspect for mechanical problem. Remove auxiliary section and inspect for: Binding of range yoke bar or piston Damaged or defective range yoke Damaged or defective range synchronizer Cracked c/s weld resulting in gear turning on shaft Damaged or defective range sliding clutch Auxiliary section gearing out of time.

The gauge rapidly moves between 58-63 PSI and 0 PSI.

Actuating plunger pin does not move freely.

Actuating plunger pin moves freely. Repair or replace slave valve and

Go to step I.

1. Remove actuating plunger pin and check for damage.

2. Check for missing or broken spring.

check for proper range operation.

Air System

General Information

Procedure 6: Symptom - No or Slow Range Shift into High

Normal Operation:

When the range selector on the shift knob is moved down to select low range, air pressure will flow through the shift knob to the ‘P” port on the slave valve. The slave valve will direct air pressure through the low range 1/4” rubber supply hose to the range cylinder to shift the range. There will be a brief burst of air at the slave valve as the high range side of the range piston exhausts. Likewise, when high range is selected, the air pressure in the “P” will be exhausted at the shift knob. This will cause the slave valve to direct air to the rear side of the range cylinder piston. The air pressure on the low range side will be exhausted at the slave valve.

Possible Causes:

• Incorrect air line hook up

• Insufficient air supply to transmission

• Plugged filter

• Incorrect regulator pressure

• Damaged or defective shift knob master valve

• Damaged or defective slave valve

• Damaged or defective range cylinder

• Damaged or defective range yoke or yoke bar

• Damaged or defective range synchronizer

• Damaged or defective gearing in auxiliary section of transmission

Procedure Result What to do next

Step A Place the shift lever in neutral. Check

for constant air leakage at the shift knob, slave valve, and transmission case breather when both low and high range have been selected.

Step B Place shift lever in neutral. Move

range selector down to low range position. At the transmission rear, disconnect the 1/4” rubber air line from the range cylinder high range supply port. Check for air flow from the cylinder high range port.

Step C Check for air flow from the discon-

nected air line.

Constant air leak is detected. Go to the above corresponding

No constant leak is detected. Go to step B.

Air flows from the high range port. Remove range cylinder cover and

No air flow from high range port. Go to step C.

Air flows from disconnected air line. Go to step F.

symptom first. See beginning of Air System Troubleshooting section.

repair leaking range piston or piston seal. After repair, check for proper range operation.

No air flow from disconnected line Go to step D.

Air System

Procedure Result What to do next

Step D Install a 100 PSI air gauge in the dis-

connected air line end. With the shift lever in neutral, move the range selector up to select high range. Observe the gauge.

Step E Confirm that a shift lever is still in

neutral. Have an assistant move the range selector up and down between low and high range. Does the pressure measured at the gauge respond rapidly when going from low to high to low.

The gauge reads 0 PSI. Go to step F.

The gauge reads pressure but is lower than 58 PSI or higher than 63 PSI.

The gauge reads between 58-63 PSI. Go to Step E.

Pressure rapidly changes between 58-63 PSI and O at the gauge.

Pressure does not respond rapidly at gauge.

Replace the filter/regulator and check for proper range operation.

Air system appears to be operating satisfactory. Go to Step R.

1. Check for a plugged or dirty filter in the filter/regulator assembly.

2. Check for a pinched or obstructed 1/4" rubber air line between the filter/ regulator and slave valve.

3. Check for a pinched or obstructed 1/4" rubber air line between the slave valve and the test gauge.

Step F Place shift lever in neutral. At the shift

knob, move the range selector up to select high range. At the slave valve, remove the air line from the "P" port (should be black line). Check for air flow from the disconnected line.

Step G Check for air coming out of the slave

valve "P" port.

Step H Place the shift lever in neutral. Install

a 100 PSI pressure gauge in line with the "P" line end. Move the range selection lever back and forth from low to high range. The gauge should show rapid pressure change.

4. If all are satisfactory, Go to Step F.

Air flows from the disconnected line. 1. Confirm proper air line hook-up at

the shift knob.

2. If correct hook-up, replace the shift knob.

No air flow from the disconnected line.

Air flows from this port. Replace the slave valve.

No air flow from this port. Continue to Step H.

The gauge responds slowly. 1. Check for a restricted line between

Go to Step G.

the shift knob and slave valve.

General Information

Procedure Result What to do next

2. Check for a restricted exhaust port on the shift knob.

3. Check for a plugged or dirty filter in the filter/regulator assembly.

4. Check for a pinched or obstructed 1/4" rubber air line between the filter/ regulator and slave valve.

5. Check for a pinched or obstructed air line between the slave valve and the "S" port on the shift knob.

6. If all are good, replace the shift knob.

Air System

Step I If possible, leave air lines attached to

slave valve. Unbolt the slave valve from the transmission side. Check for free movement of the plunger pin protruding from the case under the slave valve. The pin should extract when the transmission is shifted into gear and retract when shifted into neutral. NOTE: If desired, the slave valve can be actuated and tested while unbolted from the transmission case. The air lines, of course, must remain attached.

Step R If air system has been tested and

found to operate satisfactory, the auxiliary section must be removed to inspect for a mechanical problem. Remove the auxiliary section and inspect for: Binding of range yoke bar or piston Damaged or defective range yoke Damaged or defective range synchronizer Cracked c/s weld resulting in gear turning on shaft Damaged or defective range sliding clutch Auxiliary section gearing out of time.

The gauge rapidly moves between 58-63 PSI and 0 PSI.

Actuating plunger pin does not move freely.

Actuating plunger pin moves freely. Repair or replace slave valve and

Go to Step I.

1. Remove actuating plunger pin and check for damage.

2. Check for missing or broken spring.

check for proper range operation.

Air System

Procedure 7: Symptom - No or slow shift into Deep Reduction

Normal Operation:

When the deep reduction button is moved forward to select deep reduction, air pressure is supplied through the “SP” air line to the insert valve signal port. This air pressure causes the insert valve to exhaust the air pressure on the rear of the deep reduction piston and the piston moves rearward. A burst of air occurs at the deep reduction cylinder exhaust port as this air is exhausted from the piston back side. A burst of air also occurs at the shift knob when the deep reduction button is moved rearward. This is the signal air being exhausted out of the “SP” line.

Possible causes:

• Incorrect air line hook up, Plugged filter.

• Incorrect regulator pressure. Insufficient air supply to transmission.

• Damaged or defective shift knob master valve.

• Damaged or defective deep reduction insert valve.

• Damaged or defective deep reduction piston or cylinder.

• Damaged or defective deep reduction yoke bar or yoke.

• Damaged or defective deep reduction sliding clutch or gearing.

Note: Before completing the following troubleshooting procedure, move the deep reduction button both rearward and forward an

check for constant exhaust air at either the shift knob or deep reduction cylinder exhaust port. If a constant leak is noticed, go to that troubleshooting procedure first. In addition, confirm that the low and high range shifts are occurring properly. If not, go to the appropriate range shift troubleshooting procedure before completing the following procedure.

Procedure Result What to do next

Step A Move range selector down to select

low range. Move the deep reduction button rearward. At the deep reduction cylinder on the transmission back, remove the small air line which provides the signal to the insert valve (SP line). Make sure this line was connected to the proper port location on the cylinder cover. Check for air flow from the line.

Step B Connect a 100 PSI pressure gauge to

the disconnected signal port line. Move the deep reduction button forward. Read the pressure on the gauge.

Air flows from the disconnected line. Go to Step K.

No air flow from disconnected line. Go to Step B.

Gauge reads 0 PSI. Go to Step F.

Gauge reads pressure, but is lower than 58 PSI or higher than 63 PSI.

Gauge reads between 58 PSI and 63 PSI.

Replace filter / regulator assembly.

Go to Step C.

General Information

Procedure Result What to do next

Air System

Step C Have an assistant move the deep

reduction button forward and rearward. Observe the pressure gauge.

Step D Remove the insert valve. NOTE: After

the insert valve plug has been removed, cover the opening with a shop rag and apply shop air to the signal line port to blow the insert valve out of it’s bore. Catch the valve with the shop rag. If the vehicle air pressure is still present, constant air flow should be blowing out of the insert valve bore. Inspect the insert valve for contamination or damage. Make sure the small piston inside the valve can freely move 1/32”.

Pressure rapidly changes between 5863 PSI and 0 PSI at the gauge.

Pressure does not respond rapidly at gauge.

Insert valve is contaminated, sticking, or damaged.

Insert valve is clean and small internal piston moves freely.

Go to Step D.

Go to Step F.

Replace insert valve, reconnect air line, and check if deep reduction shifts normally.

Go to step E.

Step E Remove the deep reduction cylinder

cover and deep reduction piston. Inspect piston and bore for contamination or damage.

Deep reduction cylinder bore or piston is contaminated or damaged.

Deep reduction cylinder bore or piston is in good condition.

Repair as necessary, replace insert valve and air line. Check if deep reduction shifts normally

1. Remove deep reduction cylinder assembly. Inspect for contamination or damage causing deep reduction yoke bar to bind in cylinder. Repair as necessary.

2. Remove auxiliary section and inspect deep reduction yoke, sliding clutch, and gearing for damage which would prevent deep reduction shift. Repair as necessary.

Air System

Procedure Result What to do next

Step F At the shift knob, remove the two

screws attaching the lower cover, and slide the lower cover down to access the fittings. Confirm that the air lines are connected to the proper ports. Make sure the shift lever is in neutral. Move the range selector down to select low range, and move the deep reduction button rearward. Disconnect the air line connected to the “SP” port. Check for air flow from the “SP” port.

Step G Move deep reduction button forward.

Check for air flow from “SP” port.

Air flows from “SP” port. Replace shift knob.

No air flow from “SP” port. Go to Step G.

Air flows from “SP” port. 1. Check for proper air line connec-

tion from “SP” port on shift knob to “SP port on deep reduction cyli nd er.

2. Check for obstruction in “SP” air line or fittings.

3. If clear, reconnect the air line at the shift knob, go to step A.

No air flow from “SP” port. Go to step H.

Step H Disconnect air line H/L port on shift

knob. Check for air flow from the disconnected line.

Air flows from disconnected line. Replace shift knob.

No air flow from disconnected line.

1. Check to make sure that the shift lever is in neutral, the range selector is down in low range and the “H/L” line is properly connected to the low range hose at the slave valve.

2. If no air pressure is available on low range hose, perform low range shift troubleshooting procedure to correct this problem.

Air System

General Information

Procedure 8: Symptom - Range shifts with shift lever in gear.

Normal Operation:

Range shift should only occur when the shift lever is in neutral. The range selector can be moved up or down while the shift lever is in a gear position, but the shift will not occur until the shift lever is moved to neutral.

Possible Causes:

• Worn or missing actuating pin or air valve shaft.

• Worn shift rail

Procedure:

If the range has been confirmed to shift with the shift lever in gear, unbolt the slave valve from the side of the transmission. Confirm that the actuating pin is present and that it is the proper P/N for the corresponding slave valve. If correct, remove the shift bar housing assembly and check for a worn or damaged air valve shaft or worn shift rails. Replace necessary parts.

Timing

General Information

Figure 2

Timing Procedures

Special Instructions

It is essential that both Countershaft Assemblies of the Front and Auxiliary Sections are “timed.” This assures proper tooth contact is made between Mainshaft Gears seeking to center on the Mainshaft during torque transfer and mating Countershaft Gears that distribute the load evenly. If not properly timed, serious damage to the Transmission is likely to result from unequal tooth contact causing the Mainshaft Gears to climb out of equilibrium.

Timing is a simple procedure of marking the appropriate teeth of a gear set prior to installation and placing them in proper mesh while in the Transmission. In the Front Section, it is necessary to time only the Drive Gear set. And depending on the model, only the LO Range, Deep Reduction, or Splitter Gear Set is timed in the Auxiliary Section.

Procedure - Front Section

1. Marking Countershaft Drive Gear teeth: Prior to placing

each Countershaft Assembly into the Case, clearly mark the tooth located directly over the Drive Gear Keyway as shown. This tooth is stamped with an “O” to aid identification.

2. Marking Main Drive Gear teeth: Mark any two adjacent

teeth on the Main Drive Gear.

Mark the two adjacent teeth located directly opposite the first set marked on the Main Drive Gear. As shown to the left, there should be an equal number of unmarked gear teeth on each side between the marked sets.

3. Meshing marked Countershaft Drive Gear teeth with marked Main Drive Gear teeth: After placing the Mainshaft Assembly into the Case, the Countershaft Bearings are installed to complete installation of the Countershaft Assemblies.

When installing the bearings on the left Countershaft, mesh the Countershaft Drive Gear marked tooth with either set of Main Drive Gear two marked teeth.

Repeat the procedure when installing the Bearings on the Right Countershaft, make use of the remaining set of Main Drive Gear two marked teeth to time assembly.

Figure 3

Timing

FR and RT Stamp Position

Procedure - Time the RT Auxiliary Section

1. Mark a tooth on the Reduction Gear with a highly visible paint, preferably a yellow or white.

2. Mark a second tooth 180 degrees away from the first. (Ensure the marks are in the correct position by counting the teeth between them. You should have exactly the same number of teeth on the Reduction Gear between the marked teeth).

3. Locate the two stamped “O’s” on the Countershaft Reduction Gears and mark both teeth with a highly visible paint, preferably a yellow or white.

General Information

4. Use a Round File or Bar to properly align from the

Left

marked teeth on the Auxiliary Countershaft to the Auxiliary Splitter Gear. When the Bar is lined up with the root, between the correct teeth, you will notice it’s parallel with the Auxiliary Countershaft. Mark both the teeth with a highly visible paint.

Example of correct alignment

Bar in correct position parallel with the Countershaft, and between the marked Splitter gear and Reduction Gear teeth.

Examples of Left or Right Misalignment

Timing

Right

Timing

5. Lay the Splitter Gear on a flat surface and mark it similar to steps 1 and 2 of this procedure. (Make sure the teeth are

painted on both faces of the Splitter Gear front and rear).

Example showing correct view of Reduction Gear timed to Countershaft Gears on the bench:

6. Install the Reduction Gear and Output Shaft Assembly into the Auxiliary Case. Then, install the Auxiliary Countershafts and Splitter Gear. (Countershaft Retaining Straps must be

used to hold the Auxiliary Countershafts in place until the Auxiliary Section is fully installed. Failure to use the straps could result in the Auxiliary Section moving out of time).

Examples of Splitter Gear timed to the Auxiliary Countershafts:

7. To ensure the timing is correct, check that the marked tooth on the Splitter Gear is between the two marked teeth on the Auxiliary Countershaft Gears as shown in the illustrations:

In-Vehicle Service Procedure

How to Disassemble Roadranger Valve A-4900

Special Instructions

None

Special Tools

• Typical service tools

Component Nomenclature and Auxiliary Countershaft Sectional View

1. Medallion

2. Spring

3. Retainer

4. Housing

5. Spring

6. Washer

7. O-Ring

8. Range Selector

9. Pin

10. Cover

11. Screw

12. O-Ring

13. Spring

14. 5/32” Ball

15. Spring

16. Ball

17. Seal

18. Detent

19. Splitter Button

20. Old Style Shift Knob

In-Vehicle Service Procedure

Procedure -

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

2. Loosen the jam nut and turn the control valve from the gear shift lever.

3. Pry the medallion from the recess in the top cover.

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

5. Turn out the two screws in the side of the valve housing to separate the housing.

6. Remove the range selection lever from the left housing along with the position balls and guide.

7. If necessary, remove the spring and O-ring from the bores in the left housing.

In-Vehicle Service Procedure

8. If necessary, remove the springs, O-ring and sleeve from the bores in the right housing.

In-Vehicle Service Procedure

How to Assemble Roadranger Valve A-4900

Special Instructions

None

Special Tools

• Typical service tools

Component Nomenclature and Auxiliary Countershaft Sectional View

1. Medallion

2. Spring

3. Retainer

4. Housing

5. Spring

6. Washer

7. O-Ring

8. Range Selector

9. Pin

10. Cover

11. Screw

12. O-Ring

13. Spring

14. 5/32” Ball

15. Spring

16. Ball

17. Seal

18. Detent

19. Splitter Button

20. Old Style Shift Knob

In-Vehicle Service Procedure

Procedure -

1. Refer to the drawing for proper reassembly. Use a very small amount of silicone lubricant on the O-rings to avoid clogging the ports. A small amount of grease on the position springs and balls will help to hold them in place during reassembly

2. Install the control valve on the gear shift lever and tighten the jam nut.

3. Attach the air lines and install the bottom cover.

In-Vehicle Service Procedure

In-Vehicle Service Procedures

How to Remove the Air Lines and Hoses

Special Instructions

Before removing the Air Lines and Hoses, label or record their location.

If you are unsure of their location, after you remove the Air Lines and Hoses, see the Air System Troubleshooting Guide TRTS0920 .

Special Tools

• Typical Service Tools

• For “Push-to-Connect” Fittings, the Eaton Service Tool Kit K-2394 is recommended. The Kit contains the Release Tool

and the Tubing Cutter.

Procedure -

1. Disconnect all Air Lines and Hoses.

2. Inspect the Air Lines and Hoses.

In-Vehicle Service Procedures

3. Inspect Air Fittings and remove if damaged.

In-Vehicle Service Procedures

How to Install the Air Lines and Hoses

Special Instructions

Make sure Air Lines and Hoses are not damaged.

Install the Air Lines and Hoses at their proper location.

In-Vehicle Service Procedures

All externally threaded 1/8" or 5/32" Air Lines and Pipe Fittings that are not coated with pre-applied thread sealant must be coated with Eaton

All externally threaded 1/4" Air Fittings that are not coated with pre-applied thread sealant must be coated with Eaton Sealing Material #71209 or equivalent for at least 3 complete and consecutive threads.

For the 1/4" I.D. Air Hoses, install the fixed nut end first.

To install the Air Lines and Hoses, the Air Filter/Regulator must be in position.

If you are unsure of the Air Line and Hose locations, see the Air System Troubleshooting Guide TRTS0920.

Sealing Material #71209 or equivalent for at least 5 complete and consecutive threads.

Special Tools

• Typical Service Tools

• For 'Push-to-Connect' Fittings, the Eaton Service Tool Kit K-2394 is recommended. The Kit contains the Release Tool

and a Tubing Cutter.

Procedure -

1. Replace damaged Air Fittings.

In-Vehicle Service Procedures

2. Connect the Air Lines from the Slave Valve to the Range Cylinder.

3. Connect all removed Air Lines and Hoses.

4. Make sure the Fittings are tight and the Lines are not kinked.

In-Vehicle Service Procedures

WARNING

CAUTION

How to Remove Compression Type Fittings

Special Instructions

A sudden release of air pressure can cause personal injury or damage to equipment. To prevent injury or equipment damage, exhaust the Vehicle Air Tanks

Small Air Lines are available in 1/8" or 5/32" sizes. Make sure 1/8" Air Lines are used with 1/8" Fittings and 5/32" Lines are used with 5/32"Fittings. Mixing sizes can cause air leaks or damage to Fittings.

Before removing the Air Lines and Hoses, label or record their location.

Special Tools

• Typical Service Tools

Procedure -

1. Exhaust the Vehicle Air Tanks before continuing.

2. Loosen the nut on the fitting, and slide it back out of the way.

3. Pull the Air Line and attached Collet from the fitting.

4. Inspect the fitting, Air Line, Collet, and Nut for damage or wear. Replace as necessary.

In-Vehicle Service Procedures

WARNING

CAUTION

How to Install Compression Type Fittings

Special Instructions

A sudden release of air pressure can cause personal injury or damage to equipment. To prevent injury or equipment damage, exhaust the Vehicle Air Tanks

Small Air Lines are available in 1/8" or 5/32" sizes. Make sure 1/8" Air Lines are used with 1/8" Fittings and 5/32" Air Lines are used with 5/32" Fittings. Mixing sizes can cause air leaks or damage to Fittings.

Special Tools

• Typical Service Tools

Procedure -

1. Check the threads of the fitting for thread sealant. If no sealant is present, apply Eaton or equivalent.

2. Install the fitting.

Note: Do not overtighten the nut. Overtightening can

compress the Collet too much and cause an air line restriction.

3. Install the Air Line, Collet, and Nut. If installing a new fitting, place the Collet in the fitting and loosely install the Nut. (Do not tighten the Nut yet.) Insert the Air Line through the Nut and into the Collet. Tighten the Nut as usual.

4. Enable the Vehicle Air System. Allow the Air Tanks to pressurize, and check for leaks. Repair as necessary.

Thread Sealant #71205

In-Vehicle Service Procedures

WARNING

CAUTION

How to Remove Push-to-Connect Type Fittings

Special Instructions

A sudden release of air pressure can cause personal injury or damage to equipment. To prevent injury or equipment damage, exhaust the vehicle air tank.

Make sure only 5/32" Air Lines are used with Push-to-Connect Fittings. Using sizes other than 5/32" can cause air leaks or damage to Fittings.

Before removing the Air Lines and Hose, label or record their location.

Special Tools

• See Tool Information (see Table 8)

• For “Push-to-Connect" Fittings, the Eaton Service Tool Kit K-2394 is recommended. The Kit contains the Release Tool and the Tubing Cutter.

Procedure -

1. Exhaust the Vehicle Air Tanks before continuing.

2. Use the Air Line Release Tool from Kit K-2394 to press the Release Sleeve down while pulling the Air Line from the fitting.

3. Inspect the fitting for damage or wear. Remove and replace as necessary.

In-Vehicle Service Procedures

WARNING

CAUTION

How to Install Push-to-Connect Type Fittings

Special Instructions

A sudden release of air pressure can cause personal injury or damage to equipment. To prevent injury or equipment damage, exhaust the Vehicle Air Tanks

Make sure only 5/32" Air Lines are used with Push-to-Connect Fittings. Using sizes other than 5/32" can cause air leaks or damage to Fittings

Special Tools

• See Tool Information (see Table 5)

• For 'Push-to-Connect' Fittings, we recommend Eaton

Tubing Cutter.

Service Tool Kit K-2394. The Kit contains the Release Tool and the

Procedure -

1. Check the threads of the fitting for thread sealant. If no sealant is present, apply Eaton Thread Sealant #71205 or equivalent.

2. Install the fitting.

3. Inspect the Air Line for burrs or deformed areas. Trim the air line if necessary using a sharp razor blade or the Air Line Cutting Tool from Kit K-2394. The cut must be smooth and square. If the tubing end is deformed or burred, the internal O-Ring in the fitting will be damaged when the Air Line is inserted.

4. Push the Air Line into the fitting. It should insert approximately 3/4". If it does not insert far enough or is difficult to insert, the fitting may be damaged and should be replaced. After inserting, give the Air Line a slight tug to make sure the line stays in place. If line does not stay in place, replace the fitting.

5. Enable the vehicle Air System. Allow the Air Tanks to pressurize, and check for leaks.

In-Vehicle Service Procedures

How to Remove Rubber 1/4" Air Hoses

Special Instructions

For the 1/4" I.D. air Hoses, install the fixed nut end first.

Special Tools

• Typical Service Tools

Procedure -

1. Remove all Air Line Brackets and Ties.

2. Remove swivel end.

3. Remove fixed end.

In-Vehicle Service Procedures

How to Install Rubber 1/4" Air Hoses

Special Instructions

For the 1/4" I.D. air Hoses, install the fixed nut end first.

Special Tools

• Typical Service Tools

Procedure -

1. If necessary, apply Eaton Thread Sealant #71205 or equivalent to threads.

2. Install and tighten fixed end first, then install and tighten swivel end.

3. Replace all Air Line Brackets and Ties.

In-Vehicle Service Procedures

How to Remove the Air Filter/Regulator

Special Instructions

The Air Filter/Regulator has two (2) O-Rings located between the Filter/Regulator and the Auxiliary Section.

Special Tools

• Typical Service Tools

Procedure -

1. Remove the Air Lines from the air Filter/Regulator.

2. From the Air Filter/Regulator, remove the two (2) Cap Screws.

In-Vehicle Service Procedures

How to Install the Air Filter/Regulator

Special Instructions

The Air Filter/Regulator has two (2) O-Rings located between the Filter/Regulator and the Range Cylinder Cover.

Special Tools

• Typical Service Tools

Procedure -

1. Position the Air Filter/Regulator.

2. Apply Eaton Sealant #71205 or equivalent to the two (2) Retaining Cap Screws.

3. Install the two (2) Retaining Cap Screws, torque to 8–12 lb-ft (10.85–16.30 N•m).

In-Vehicle Service Procedures

WARNING

How to Remove a Roadranger Valve

Special Instructions

A sudden release of air pressure can injure you or damage equipment. To prevent injury or equipment damage, the Vehicle Air Tanks must be exhausted.

Special Tools

• Typical Service Tools

Procedure -

1. From the Roadranger Valve Cover, remove the two (2) Mounting Screws.

2. Slide the Roadranger Valve Cover down.

3. From the Air Fittings, disconnect the Air Lines.

4. From the Roadranger base, loosen the Jam Nut. Rotate the Roadranger Valve until the Valve is removed.

5. Inspect the parts: nut, Valve Cover, Air Lines, sheathing, and O-Rings from the Lever Shaft.

6. In the Roadranger Valve, inspect the Air Fittings, and remove if damaged.

In-Vehicle Service Procedures

How to Install a Roadranger Valve

Special Instructions

To position the Roadranger Valve, the Range Lever must be to the front or the Splitter Button to the left when facing forward.

Special Tools

• Typical Service Tools

Procedure -

1. Make sure the Nut, Valve Cover, Air Lines, sheathing, and O-Rings are in position on the Lever Shaft.

2. If previously removed, replace the Air Fittings and torque to 84–120 lb-in (9.49–13.56 N•m).

3. Place the Roadranger Valve on the Lever Shaft and rotate so the Range Selector faces the vehicle front.

4. From the Roadranger Valve bottom, torque the Jam Nut to 35–45 lb-ft (47.45–61.01 N•m).

5. Connect the Air Lines to the Air Fittings.

6. Slide the cover into position on the Roadranger Valve.

7. Install the Roadranger Valve Cover mounting screws.

Note: Make sure the Air Lines are seated fully.

In-Vehicle Service Procedures

WARNING

Air Line Fittings

How to Remove a Slave Valve

Special Instructions

A sudden release of air pressure can injure you or damage equipment. To prevent injury or equipment damage, the Vehicle Air Tanks must be exhausted.

Special Tools

• Typical Service Tools

Procedure -

1. Record or mark Air Line locations.

2. Remove all Air Lines.

Note: Remove three 1/4" ID air Hoses at swivel fitting at

Range Cylinder location. Remove Air Line Bracket at rear of Transmission. Remove Slave Valve with air Hoses still attached.

3. Remove the Retaining Cap Screws around Valve perimeter.

4. Remove Slave Valve and Gasket.

5. From the Transmission Case, remove the Sleeve, Spring, and Plunger Pin.

Retaining Capscrews

Plunger Pin

Spring

Sleeve

6. Inspect the Air Fittings, replace if damaged.

In-Vehicle Service Procedures

Plunger Pin

Spring

Sleeve

Retaining Capscrews

How to Install a Slave Valve

Special Instructions

None

Special Tools

• Typical Service Tools

Procedure -

Air Line Fittings

1. Clean gasket surface and install Air Fittings.

2. Lightly lubricate and install plunger Pin, Spring, and Sleeve into Case.

3. Install any necessary air Hoses at this time.

4. Install new Gasket.

5. Apply Eaton Cap Screws.

6. Install the Retaining Cap Screws, torque to 8–12 lb-ft (10.85–16.30 N•m).

Note: Make sure the Retaining Cap Screws are properly

Sealant #71205 or equivalent to the Retaining

torqued.

In-Vehicle Service Procedures

CAUTION

How to Remove the Gear Shift Lever/Remote Shift Control

Special Instructions

The Air Lines must be disconnected from the Transmission or from the Roadranger Valve.

Different Detent Springs are available to increase or decrease shifting effort. Note and record specific locations for specific springs. In some cases, a stiffer spring is installed in the top rail position.

Remote Control Housings are removed the same way as Gear Shift Levers.

Special Tools

• Typical Service Tools

Procedure -

1. From the Gear Shift Lever Base/Shift Control Housing, remove the four (4) Retaining Cap Screws.

2. To break the Gasket seal, lightly jar the Gear Shift/Shift Control Housing.

3. Remove the Gear Shift Lever Housing.

Make sure the Detent Springs do not fall into the Transmission.

4. Remove Detent Springs as needed.

5. Remove the Gasket and clean the area the Replacement Gasket will contact.

In-Vehicle Service Procedures

How to Install the Gear Shift Lever/Remote Shift Control

Special Instructions

Remote Control Housings are installed the same way as Gear Shift Levers.

For Standard and Forward Shift Bar Housings, make sure the Detent Springs and Balls are in the Shift Bar Housing top Bores.

Make sure the Shift Block and Yoke Notches are aligned in the Neutral position.

Special Tools

• Typical Service Tools

Procedure -

1. Thoroughly clean mounting surface.

2. Position a new Gear Shift Lever/Shift Control Housing Gasket on the Gear Shift Lever mounting surface.

3. Install the Detent Springs.

4. Install the Shift Lever/Shift Control Housing. Make sure the tip (finger) of the Gear Shift Lever fits into the slots in the Shift Block.

5. Apply Eaton Cap Screws.

6. Install the Retaining Cap Screws, torque to 35–45 lb-ft (47.45–61.01 N•m).

Note: Make sure the Cap Screws are properly torqued.

Note: Make sure you can shift the Transmission.

Sealant #71205 or equivalent to the Retaining

In-Vehicle Service Procedures

How to Adjust the Remote Shift Control (LRC Type)

Special Instructions

The following is a typical adjustment procedure for an LRC type slave control. It is recommended that the OEM Chassis Service Manual be consulted first.

Special Tools

• Typical Service Tools

Procedure -

1. Move the Gear Shift Lever forward or backward to the Neutral position.

2. Move the Gear Shift Lever sideways, toward Reverse, until you feel resistance from the Reverse Plunger Spring. DO NOT shift to Reverse. The Shift Finger must remain in this position while you are making all the adjustments.

3. Remove the Cotter Pin, Castle Nut and Ball Joint A (see figure A) from the Selection Lever. Do not remove the Ball Joint from the Pivot Link.

4. Loosen the Cap Screw B (see figure A) and remove the Shift Arm from the inner Shift Shaft. Do not disconnect the Selection Lever from the Shift Arm.

5. Turn the Shift Arm until it is at a right angle (90°) to the Selection Lever as viewed from the side (see figure B).

Note: Ideally, the Shift Arm should be adjusted 90° to the

Selection Lever as described, but in some Chassis configurations it may be necessary to index the Shift Arm in the vertical position. Indexing the Shift Lever is done to prevent Shift Lever jump out. This type of adjustment will cause an unequal amount of Gear Shift Lever travel between Neutral and a forward lever position as compared to Neutral and a rearward lever position.

6. Install the Shift Arm on the Splines of the inner Shift Shaft. You may have to move the Shift Arm 4° or 5° to align the Splines of the two parts. Disregard any movement of the Gear Shift Lever at this point. The Gear Shift Lever will be adjusted later.

In-Vehicle Service Procedures

7. Tighten the Cap Screw B (see figure A) on the Shift Arm.

8. Connect the Pivot Link assembly Ball Joint to the Selection Lever. Secure it with the Castle Nut and Cotter Pin.

9. Loosen the Jam Nuts C (see figure C) on the Pivot Link.

10. Check to be sure the inner Shift Finger is still in place.

11. Rotate the Pivot Link until the curved end of the Selection Lever is parallel with the Shift Arm as viewed from the rear (see figure C).

12. Tighten the Pivot Link Jam Nuts C (see figure C).

13. Loosen both Cap Screws on the Turnbuckle D (see figure A).

14. Check to be sure inner Shift Finger is still in place.

15. Rotate the Turnbuckle to obtain the proper forwardbackward Neutral position of the Gear Shift Lever in the cab.

16. Tighten one Turnbuckle D Cap Screw (see figure A).

17. Move the Gear Shift Lever to the desired position.

18. Turn the second Turnbuckle D Cap Screw.

19. Check for linkage obstructions in all gear positions.

In-Vehicle Service Procedures

Neutral Switch Operation and Testing

Special Instructions

The Neutral Switch is a normally closed switch. An electrical current flows through it when the Transmission Shifter is in the Neutral position. When the Transmission Shifter is in gear, the Switch is open and no current flows through it. Likewise, the Switch is open when the Ball is depressed. The Switch is actuated by the Air Valve Shaft.

Special Tools

• Typical Service Tools

• Volt/Ohm Meter

Procedure -

1. Disconnect the wiring from the Switch.

2. Connect an Ohm Meter to check for continuity or a small reading.

3. Place the Transmission Shift Lever in the Neutral position. The Ohm Meter should register continuity or a small reading. If it does, go to the next step. If it does not, remove the Switch and replace it.

4. Shift the Transmission into all gear positions. The Ohm Meter should read Open or Infinity. If it does not, remove the Switch. Then, depress the Switch ball and check for continuity. The Ohm Meter should read Open or Infinity when the Ball is depressed.

5. Look into the Neutral Switch hole and verify that the Air Valve Shaft moves as the Transmission is shifted from Neutral into gear.

a. If it does, replace the Switch.

b. If not, remove the Shift Bar Housing and check the

Air Valve and Shift Rails for excessive wear. Also, check the Slave Valve Plunger and Spring for free movement.

In-Vehicle Service Procedures

How to Remove the Neutral Switch

Special Instructions

None

Special Tools

• Typical Service Tools

Procedure -

1. Remove 2 screws retaining Wire Terminals.

2. Remove the Switch using a 7/8" Deep Well Socket or Box End Wrench.

Eaton RT-8908LL, RTO-11707LL, RTO-11708LL, RTOF-11707LL, RTOF-11708LL Service Manual

Specifications and Main Features

Frequently Asked Questions

User Manual

Warnings and Precautions

Transmission Overview

Purpose and Scope of Manual

How to use this Manual

Disassemble Precautions

Inspection Precautions

Assembly Precautions

Serial Tag Information and Model Nomenclature

Model Options

Lubrication Specifications

Transmission Operating Angles

Operating Temperatures with Oil Coolers

Oil Cooler Chart

Transmission Operation

Shift Patterns

Initial Start-Up

Double-Clutching Procedure

Lever Shifts

Range Shifts

Deep Reduction Shifts

Special Notes

Additional Operating Information

Tool Specifications

General Tools

Special Tools

Shop Equipment

Eaton Aftermarket Parts

Preventive Maintenance Inspection

Preventative Maintenance Check Points

Oil Leak Inspection Process

Power Flow Diagrams

Front Section Power Flow

Front Section Power Flow - Direct Gear

Front Section Power Flow - Reverse Gear

Auxiliary Section Power Flow- Low Range

Auxiliary Section Power Flow- High Range

RTO-1X707LL/DLL/MLL

RTO-1X707LL/DLL/MLL Continued

RTO/X-1XX08LL

RTO/X-1XX08LL Continued

RTO-1XX09MLL

RTO-1XX09MLL Continued

RT/O/X-1XX15

RT/O/X-1XX15 Continued

Air System Overview

Air System Components

Shift Knob

Air Filter/Regulator

Slave Valve

Slave Valve Preselection System

Range Cylinder

Deep Reduction Cylinder

Insert valve

Low Range

High Range

Deep Reduction

General Troubleshooting Chart

General Troubleshooting Chart (cont)

General Troubleshooting Chart (cont)

Air System Troubleshooting

Procedure 1: Symptom - Air leak at shift knob

Procedure 2: Symptom - Air leak at slave valve

Procedure 3: Symptom - Air Leak from Transmission Breather or Transmission Case is Pressurized

Procedure 4: Symptom: Air leak at deep reduction cylinder cover exhaust port

Procedure 5: Symptom - No or Slow Range Shift into Low

Procedure 6: Symptom - No or Slow Range Shift into High

Procedure 7: Symptom - No or slow shift into Deep Reduction

Procedure 8: Symptom - Range shifts with shift lever in gear.

Timing Procedures

How to Disassemble Roadranger Valve A-4900

How to Assemble Roadranger Valve A-4900

How to Remove the Air Lines and Hoses

How to Install the Air Lines and Hoses

How to Remove Compression Type Fittings

How to Install Compression Type Fittings

How to Remove Push-to-Connect Type Fittings