Eaton Transmission 6609 Service Manual

Service Manual

Eaton® Fuller® Heavy-Duty Transmissions

TRSM0410 EN-US

December 1989

6609 Series

For parts or service call us

Pro Gear & Transmission, Inc.

1 (877) 776-4600

(407) 872-1901

parts@eprogear.com

906 W. Gore St.

Orlando, FL 32805

GENERAL INFORMATION

General Information

Before starting a vehicle always be seated in the drivers 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 drive wheels off the ground or disconnect the driveline to avoid damage to the transmission during towing.

FOREWORD

This manual is designed to provide detailed information necessary to service and repair the Eaton Fuller Transmission listed on the cover.

As outlined in the Table of Contents, the manual is divided into 2 main sections:

a. Technical information and reference

b. Removal, disassembly, reassembly, and installation

The format of the manual is designed to be followed in its entirety if complete disassembly and reassembly of the transmission is necessary. But if only one component of the transmission needs to be repaired, see the Table of Contents for the page numbers showing that component. For example, if you need to work on the Shifting Controls, you will find instructions for removal, disassembly, and reassembly on page 26. Instructions for installation are on page 81. Service Manuals, Illustrated Parts Lists, Drivers Instructions, and other forms of product service information for these and other Eaton Fuller Transmissions are available upon request. A Product Literature Order Form, Service Bulletins (detailing information on product improvements), repair procedures and other service-related subjects can be obtained by writing to the following address:

EATON CORPORATION

TRANSMISSION DIVISION

Technical Service Department

P.O. Box 4013

Kalamazoo, Michigan 49003

GENERAL INFORMATION

Service Procedure

Model Designations and Specifications

Nomenclature

CAUTION: All Eaton Fuller Transmissions are identified by the model and serial number. This information is stamped on the trans-

mission identification tag and affixed to the case. DO NOT REMOVE OR DESTROY THE TRANSMISSION IDENTIFICATION TAG.

No. GEAR RATIOS

Model Speeds LOW RANGE HIGH RANGE REVERSE

LO 1st 2nd 3rd 4th 5th 6th 7th 8th LO HI

RT-6609 9 12.72 8.61 6.27 4.66 3.42 2.52 1.83 1.36 1.00 12.08 3.53

Relative Speed PTO Gear to Input R.P.M. Note 1 Length Note 2 Weight Note 3 Oil capacity

Right Bottom 28.4 in 440 Lbs. 12 Pints

.720 .720 721.9 mm 199 Kgs 5.81 liters

Chart Note:

1. Lengths measured from clutch housing face to companion flange or yoke front bottoming surface.

2. Weights - Listed weights are without a clutch housing and include standard controls, which consist of gear shift lever housing and gear shift lever. Weight of standard controls is approximately 10 lbs. (4.5 kg). All weights are approximate.

3. Oil capacities are approximate, depending on inclination of engine and transmission. Always fill transmission, with proper grade and type of lubricant, to level of filler opening. See LUBRICATION.

Model Designations and Specifications

Service Procedure

Lubrication

Proper Lubrication... the Key to long transmission life

Proper lubrication procedures are the key to a good all around maintenance program. If the oil is not doing its job, or if the oil level is ignored, all the maintenance procedures in the world are not going to keep the transmission running or assure long transmission life.

Eaton Fuller Transmissions are designed so that the internal parts operate in an oil circulating bath by the motion of the gears and shafts.

Thus, all parts are amply lubricated if these procedures are closely followed:

1. Maintain oil level. Inspect regularly.

2. Change oil regularly.

3. Use the correct grade and type of oil.

4. Buy from a reputable dealer.

Lubrication Change and Inspection

Eaton® Roadranger® CD50 Transmission Fluid

HIGHWAY USE-Heavy Duty and Mid-Range

Initial Fill with Eaton® Roadranger ®CD50 Transmission Fluid

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

Every 250,000 miles (402,336 Km) Change transmission fluid

OFF-HIGHWAY USE

Every 30 hours Inspect lubricant level, Check for leaks

Every 500 hours Change transmission fluid where severe dirt conditions exist.

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

HIGHWAY USE-Heavy Duty and Mid-Range

Initial Fill with Other Recommended Oil

First 3,000 to 5,000 miles Factory fill initial drain

(4827 to 8045 Km) Refill with Eaton® Roadranger® CD50 Transmission oil;

thereafter follow maintenance intervals above

HIGHWAY USE

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

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

Every 50,000 miles (80,450 Km) Change transmission lubricant.

OFF-HIGHWAY USE

First 30 hours Change transmission lubricant on new units

Every 40 hours Inspect lubricant level. Check for leaks

Every 500 hours Change transmission lubricant where severe dirt conditions exist

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

Change the oil filter when fluid or lubricant is changed.

Type Grade (SAE) Fahrenheit (Celsius) Ambient

Eaton® Roadranger® CD50 Transmission Fluid 50 All

Lubrication

Temperature

Heavy Duty Engine Oil MIL-L-2104B, C, or D or API-SF or

API-CD (Previous API designations acceptable)

Mineral Gear Oil with rust and oxidation inhibitor API-GL-1 90 Above 10°F (-12°C)

The use of mild EP gear oil or multi-purpose gear oil is not recommended, but if these gear oils are used, be sure to adhere to the following limitations.

Do not use mild EP gear oil or multi-purpose gear when operating temperatures are above 230°F (110°C). Many of these gear oils, particularly 85W140, break down above 230°F and coat seals, bearings, and gears with deposits that can cause premature failures. If these deposits are observed (especially a coating on seal areas causing oil leakage), change to Eaton Roadranger CD50 transmission fluid, heavy duty engine oil, or mineral gear oil to assure maximum component life and to maintain your warranty with Eaton. (Also see "Operating Temperatures".)

Additives and friction modifiers are not recommended for use in Eaton Fuller Transmissions

Proper Oil Level:

50 Above 10°F (-12°C)

40 Above 10°F (-12°C)

30 Below 10°F (-12°C)

80W Below 10°F (-12°C)

Service Procedure

Make sure oil is level with the filler opening. Because you can reach oil with your finger does not mean oil is at proper level. (One Inch of oil level is about one gallon of oil.)

Draining Oil

Drain transmission while oil is warm. To drain oil remove the drain plug at case bottom. Clean the drain plug before re-installing.

Refilling

Clean case around filler plug and remove plug from case side. Fill the transmission to the level of the filler opening. If the transmission has two filler openings, fill to the level of both openings. The exact amount of oil depends on the transmission inclination and model. Do not over fill - this causes oil to be forced out of the case through the front bearing cover. When adding oil, types and brands of oil should not be mixed because of possible incompatibility.

Refilling

Lubrication

Operating Temperatures - With Eaton Roadranger CD50 Transmission Fluid Heavy Duty Engine Oil and Mineral Oil

The transmission should not be operated consistently at temperatures above 250°F (120°C). However, intermittent operating temperatures to 300°F (149°C) does not harm the transmission. Operating temperatures above 250°F increases the lubricant's oxidation rate and shortens its effective life. When the average operating temperature is above 250°F, the transmission can require more frequent oil changes or external cooling. The following conditions in any combination can cause operating temperatures of over 250°F:

1. operating consistently at slow speeds,

2. high ambient temperatures,

3. restricted air flow around transmission,

4. exhaust system too close to transmission,

5. high horsepower, overdrive operation

External oil coolers are available to reduce operating temperatures when the above conditions are encountered.

1. Transmission Oil Coolers are: Recommended:

-With engines of 350 H. P. and above with overdrive transmissions

2. Required:

-With engines 399 H. P. and above with over drive transmissions and GCW'S over 90,000 lbs.

-With engines 399 H. P. and above and 1400 lb-ft or greater torque

-With engines 450 H. P. and above - With EP or Multipurpose Gear Oil

Mild EP gear oil and multipurpose gear oil are not recommended when lubricant operating temperatures are above 230°F (110°C). In addition, transmission oil coolers are not recommended with these gear oils since the oil cooler materials can be attacked by these gear oils.

The lower temperature limit and oil cooler restriction with these gear oils generally limit their success to milder applications.

Lubrication

Proper Lubrication Levels as Related to Transmission Operating Angles

If the transmission operating angle is more than 12 degrees, improper lubrication can occur. The operating angle is the transmission mounting angle in the chassis plus the percent of upgrade (expressed in degrees).

The chart below illustrates the safe percent of upgrade on which the transmission can be used with various chassis mounting angles. For example: if you have a 4 degree transmission mounting angle, then 8 degrees (or 14 percent of grade) is equal to the limit of 12 degrees. If you have a 0 degree mounting angle, the transmission can be operated on a 12 degree (21 percent) grade.

Anytime the transmission operating angle or 12 degrees is exceeded for an extended period of time the transmission should be equipped with an oil pump or cooler kit to insure proper lubrication.

Note on the chart the effect low oil levels can have on safe operating angles. Allowing the oil level to fall 1 1/2” below the filler plug hole reduces the degree of grade by approximately 3 degrees (5.5 percent).

Service Procedure

Operation

RT-6609 Transmission Shift Lever Patterns and Shifting Controls

Driving Tips:

• For a smooth start, always select an initial starting gear that will provide sufficient reduction for the load and terrain.

• Always use normal double-clutching procedures when making lever shifts. (See back cover.)

• Never slam or jerk the shift lever to complete gear engagement.

• Never coast with the gear shift lever in the neutral position.

• Never move the Deep Reduction Lever/Button or the Range Control Knob/Range Preelection Lever with the gear shift lever in the neutral position while the vehicle is moving.

• Never make a range shift while operating in reverse.

• Never downshift at too high of a road speed.

Operation

Service Procedure

Power Flow

The transmission must efficiently transfer the engine's power, in terms of torque, to the vehicle's rear wheels. Knowledge of what takes place in the transmission during torque transfer is essential when troubleshooting and making repairs.

Front Section Power Flow (LO Range Direct)

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

• Input shaft spines engage with the main drive gear internal splines. (2)

• Torque is split between the two countershaft drive gears(3)

• Torque is delivered along both countershaft to their mating countershaft gears of the "engaged" mainshaft gear. The following cross section views illustrate a 1st/6th speed gear engagement.(4)

• Internal clutching teeth in engaged mainshaft gear hub transfers torque to mainshaft through the sliding clutch.

(5)

• Mainshaft transfers torque directly to the auxiliary drive gear.(6)

Auxiliary Section Power Flow

• The auxiliary drive gear splits torque between the two auxiliary countershaft drive gears.(7)

• Torque is delivered along both auxiliary countershafts to their mating "engaged" gear on the output shaft.(8)

• Torque is transferred to the output shaft through the sliding clutch(9)

• Output shaft delivers torque to driveline.(10)

Power Flow

Auxiliary Section Power Flow: LO RANGE

• The auxiliary drive gear splits torque between the two auxiliary countershaft drive gears.(7)

• Torque is delivered along both countershaft to “engaged” LO RANGE gear on the range mainshaft or output shaft.(8)

• Torque is transferred to the range mainshaft or output shaft through the sliding clutch.(9)

• Torque is delivered to the driveline as LO RANGE 1st.(10)

Auxiliary Section Power Flow: HI RANGE

• The auxiliary drive gear transfers torque directly to the range mainshaft or output shaft through the "engaged" sliding clutch.(7)

• Torque is delivered through the range mainshaft and/or output shaft to the driveline as HI RANGE 6th gear.(8)

Service Procedure

Timing

Timing Procedures

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 simply 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.

Front Section

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 stamp with an "0" to aid identification.

Marking main drive gear teeth.

1. Mark any two adjacent teeth on the main drive gear.

2. Mark the two adjacent teeth located directly opposite the first set marked on the main drive gear. As shown below, there should be an equal number of unmarked gear teeth on each side between the marked sets.

Timing

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.)

1. 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.

2. 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.

Auxiliary Section

Timing the auxiliary countershaft.

The auxiliary section is different from the standard because of the helical gear design; therefore, review this procedure before reassembly.

1. Mark any tooth on the LO range gear. Then mark a tooth located directly opposite the first marked.

2. Mark any tooth on the reduction gear. Then mark a tooth located directly opposite the first marked

3. Prior to placing each auxiliary countershaft assembly into housing, mark the two teeth on each auxiliary countershaft assembly LO range gear stamped with the two 0's. Repeat the procedure on each auxiliary countershaft reduction gear.

4. Install the auxiliary countershaft in the auxiliary housing lining the timing marks on the countershaft with the LO range gear and the reduction gear.

5. Seat the auxiliary countershaft bearings.

6. Install an auxiliary countershaft retaining strap in each countershaft.

Service Procedure

Torque Recommendations

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

FRONT SECTION

AUXILIARY SECTIONS

Torque Recommendations

Service Procedure

Tool Reference

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.

But for the most part, ordinary mechanics tools such as socket wrenches, screwdrivers, etc., and other standard shop items such as a press, mauls and soft bars are all that is needed to successfully disassemble and reassemble any Fuller Transmission.

The specialized tools listed below can be obtained from a tool supplier or made from dimensions as required by the individual user. Detailed Fuller Transmission Tool prints are available upon request by writing to: Eaton Corporation

Transmission Division

Technical Service Dept.

P.O. Box 4013

Kalamazoo, Michigan 49003

TOOL HOW OBTAINED

Tension Spring Driver Made from Fuller Transmission Print T-11938

Auxiliary Section Hanger Bracket Made from Fuller Transmission Print T-22823

Snap Ring Pliers Tool Supplier

Bearing Pullers (Jaw - Type) Tool Supplier

Oil Seal Driver From Fuller Transmission K-20917

Bearing Drivers (Flanged - End) Made from Fuller Transmission Print Series T18042

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

Countershaft Support Tool Made from Fuller Transmission Print T-22247

Torque Wrench, 1,000 Lbs./Ft. Capacity Tool Supplier

Tool Reference

Service Procedure

Preventive Maintenance

PREVENTIVE MAINTENANCE CHECK CHART

CHECKS WITHOUT PARTIAL DISASSEMBLY OF CHASSIS OR CAB

1. Air System and Connections

a. Check for leaks, worn air lines, loose connections and capscrews. See AIR SYSTEM.

2. Clutch Housing Mounting

a. Check all capscrews of clutch housing flange for looseness.

3. Clutch Release Bearing (Not Shown)

a. Remove hand hole cover and check radial and axial clearance in release bearing.

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

4. Clutch Pedal Shaft and Bores

a. Pry upward on shafts to check wear.

b. If excessive movement is found, remove clutch release mechanism and check bushings on bores and wear on shafts.

5. Lubricant

a. Change at specified service intervals.

b. use only the types and grades as recommended. See LUBRICATION

6. Filler and Drain Plugs

a. Remove filler plugs and check level of lubricant at specified intervals. Tighten filler and drain plugs securely.

7. Capscrews and Gaskets

a. Check all capscrews, especially those on PTO covers and rear bearing covers for looseness which would cause oil leak-

age. See TORQUE RECOMMENDATIONS.

b. Check PTO opening and rear bearing covers for oil leakage due to faulty gasket. 8. Gear Shift Lever

8. Gear Shift Lever

a. Check for looseness and free play in housing. If lever is loose in housing, proceed with Check No. 9.

9. Gear Shift Lever Housing Assembly

a. Remove air lines at the slave valve and remove the gear shift lever housing assembly from the transmission.

b. Check the tension spring and washer for set and wear.

c. Check the gear shift lever spade pin and slot for wear.

d. 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 DRIVEIINE DROPPED

10. Universal Joint Companion Flange or Yoke Nut

Service Procedure

a. Check for tightness. Tighten to recommended torque.

11. Output Shaft (Not Shown)

a. Pry upward against output shaft to check radial clearance in mainshaft rear bearing.

CHECKS WITH UNIVERSAL JOINT COMPANION FLANGE OR OUTPUT YOKE REMOVED

Preventive Maintenance

Note: If necessary, use a clean shop rag to clean the sealing surface of companion flange or output yoke. DO NOT USE CROCUS

CLOTH, EMERY PAPER, OR OTHER ABRASIVE MATERIALS THAT WILL MAR THE REAR SEALING SURFACE FINISH.

12. Splines on Output Shaft (Not Shown)

a. a. Check for wear from movement and chucking action of the universal joint companion flange or yoke.

13. Mainshaft Rear Bearing Cover a.

a. Check oil seal for wear

Preventive Maintenance

Service Procedure

Precautions

Disassembly

It is assumed in the detailed assembly instructions that the lubricant has been drained from the transmission, the necessary linkage and 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 (Disassembly and Reassembly - Shifting Controls); however, this assembly MUST be detached from the shift bar housing before transmission can be removed.

FOLLOW CLOSELY EACH PROCEDURE IN THE DETAILED INSTRUCTIONS, MAKE USE OF THE TEXT, ILLUSTRATIONS, AND PHOTOGRAPHS PROVIDED

1. BEARINGS - Carefully wash and lubricate all reusable bearings as removed and protectively wrap until ready for use. Remove bearings planned to be reused with pullers designed for this purpose.

2. ASSEMBLIES - When disassembling the various assemblies, such as the mainshaft, countershaft, and shift bar housing, lay all parts on a clean bench in the same sequence as removed. This procedure will simplify reassembly and reduce the possibility of losing parts.

3. 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.

4. INPUT SHAFT - The input shaft can be removed from the transmission without removing the countershaft, mainshaft, or main drive gear. Special procedures are required and provided in this manual.

5. 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 good practice to clean the outside of the unit before starting the planned disassembly.

6. 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 the part being driven after it stops solidly. The use of soft hammers, bar, and mauls for all disassembly work is recommended.

Inspection

Before reassembling 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 Eaton Fuller Transmission parts to assure continued performance and extended life from your unit.

Since the cost of a new part is generally a small fraction of the total cost of downtime and labor, avoid reusing a questionable part which could lead to additional repairs and expense soon after reassembly. 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

1. 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.

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

3. Replace bearings with excessive clearances.

4. Check bearing fit. Bearing inner races should be tight to shaft; outer races slightly tight to slightly loose in case bore. If bearing spins freely in bore, case should be replaced.

GEARS

Precautions

1. Check gear teeth for frosting and pitting. Frosting of gear teeth faces present 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 with advanced stage pitting should be replaced.

2. Check for gears with clutching teeth abnormally worn, tapered, or reduced in length from clashing in shifting. Replace gears found in any of these conditions.

3. Check axial clearance of gears. Where excessive clearance is found, check gear snap ring, split washer, clutch hub. and gear hub for excessive wear.

SPLINES

1. Check splines on all shafts for abnormal wear. it sliding clutch gears, companion flange. or clutch hub has worn marks in the spline sides, replace the specific shaft affected.

Washers

1. Check surfaces of all washers. Washer scored or reduced in thickness should be replaced.

REVERSE IDLER GEAR ASSEMBLIES

1. Check for excessive wear from action of roller bearings.

GRAY IRON PARTS

1. Check all gray iron parts for cracks and breaks. Replace or repair parts found to be damaged. Heavy castings may be welded or brazed provided the cracks do not extend into the bearing bores or bolting surfaces. When welding, never place the ground so current passes through the transmission.

CLUTCH RELEASE PARTS

1. Check clutch release parts. Replace yokes worn at cam surfaces and bearing carrier worn at contact pads.

2. Check pedal shafts. Replace those worn at bushing surfaces.

SHIFT BAR HOUSING ASSEMBLY

1. Check for wear on shift yokes and blocks at pads and lever slot. Replace excessively worn parts.

2. Check yokes for correct alignment. Replace sprung yokes.

3. Check lockscrews in yoke and blocks. Tighten and rewire those found loose.

4. If housing has been disassembled, check neutral notches of shift bars for wear from interlock balls.

GEAR SHIFT LEVER HOUSING ASSEMBLY

1. Check spring tension on shift lever. Replace tension spring if lever moves too freely

2. If housing is disassembled, check gear shift lever bottom end and shift finger assembly for wear. Replace both gears if excessively worn.

BEARING COVERS

1. Check covers for wear from thrust of adjacent bearing. Replace covers damaged from thrust of bearing outer race.

Service Procedure

2. Check cover bores for wear. Replace those worn oversized.

OIL RETURN THREADS AND SEALS

1. Check oil return threads in front bearing cover. If sealing action of threads has been destroyed by contact with input shaft, replace bearing cover.

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

SLIDING CLUTCHES

Precautions

1. Check all shift yokes and yoke slots in sliding clutches for extreme wear or discoloration from heat.

2. 2. Check engaging teeth of sliding clutches for partial engagement pattern.

SYNCHRONIZER ASSEMBLY

1. Check synchronizer for burrs, uneven and excessive wear at contact surface, and metal particles.

2. Check blacker pins for excessive wear or looseness.

3. Check synchronizer contact surfaces on the synchronizer cups for wear.

O-RINGS

1. Check all 0-rings for cracks or distortion. Replace if worn.

Reassembly

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 reassembly. Dirt is an abrasive and can damage polished surfaces of bearings and washers. Use certain precautions, as listed below, during reassembly.

1. GASKETS - Use new gaskets throughout the 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.

2. CAPSCREWS - TO prevent oil leakage and loosening, use Loctite #242 thread sealant on all cap screws. For torque ratings, see TORQUE RECOMMENDATIONS.

3. O-RINGS - Lubricate all 0-rings with silicon lubricant.

4. ASSEMBLY - See the illustrations provided in the detailed reassembly instructions as a guide.

5. INITIAL LUBRICATION - Coat all limit washers, the deep reduction gear splined spacer hub face, and the shaft splines with Lubriplate during reassembly to prevent scoring and galling of such parts.

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

7. BEARINGS - Use a flange end bearing driver for bearing installation. These special drivers apply equal force to both bearing races, pre venting 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. See TOOL REFERENCE.

8. UNIVERSAL JOINT COMPANION FLANGE OR OUTPUT YOKE - Pull the companion flange or output yoke tightly into place with the output shaft nut, using 450-500 lbs./ft. 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.

Note: SEE THE APPROPRIATE ILLUSTRATED PARTS LIST (SPECIFIED BY MODEL SERIES) TO ENSURE THAT PROPER PARTS

ARE USED DURING REASSEMBLY OF THE TRANSMISSION.

Precautions

Service Procedure

Air System

Range Shift Air System

Air System

Operation

The Range Shift Air System consists of the air filter/regulator, slave valve, a Roadranger Valve, cylinder assembly, fittings and connecting air lines. See Air System Schematics.

CONSTANT AIR from the air filter/regulator is supplied to the slave valve "S" or Supply Port and passed through to the control valve INLET or "S" Port.

WHILE IN LO RANGE, the Roadranger valve is OPEN and AIR is returned to the slave valve at the "P" or End Port. This signals the valve to supply AIR between the slave valve LO Range or "L" Port and the range cylinder housing LO Range Port. AIR received at this port moves the range piston to the rear and causes the auxiliary LO RANGE gear to become engaged.

WHILE IN HI RANGE, the Roadranger valve is CLOSED and NO AIR is returned to the slave valve. This signals the slave valve to supply AIR between the slave valve HI Range or "H" Port and the range cylinder cover HI Range Port. AIR received at this port moves the range piston forward to engage the auxiliary drive gear with the sliding clutch and bypass the LO RANGE gear set.

Range shifts can be made ONLY when the gear shift lever is in, or passing through, neutral. Thus, the range desired should be PRESELECTED while the shift lever is in a gear position. As the lever is moved through neutral, the actuating plunger in the shift bar housing releases the slave valve, allowing it to move to the selected range position.

Troubleshooting

If the transmission fails to make a range shift or shifts too slowly, the fault may be in the Range Shift Air System or the shift bar housing assembly actuating components.

To locate the trouble, the following checks should be made with normal vehicle air pressure applied to the system. but with the engine off.

WARNING: NEVER WORK UNDER A VEHICLE WHILE THE ENGINE IS RUNNING as personal injury may result from the sudden and unintended movement of the vehicle under power. Always place transmission in the neutral position.

INCORRECT AIR LINE HOOKUPS (See Air System Schematics)

With the gear shift lever in neutral, move the range preelection lever UP and DOWN.

a. If the air lines are crossed between the Roadranger valve and the slave valve. there will be CONSTANT AIR flowing from

the Roadranger valve exhaust port WHILE IN HI RANGE.

b. If the air lines are crossed between the slave valve and range cylinder, the transmission gearing will not correspond with

the range selection. A LO RANGE selection will result in a HI RANGE engagement and vice versa.

AIR LEAKS

With the gear shift lever in neutral, coat all air lines and fittings with soapy water and check for leaks, moving the range preelection lever UP and DOWN.

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

b. If there is a steady leak from the slave valve breather: an O-ring in the valve is defective, or there is a leak past the range

cylinder piston O-rings.

c. If the transmission fails to shift into LO RANGE or is slow to make the range shift and the case is pressurized, see Check

No. 7 of this section.

d. Tighten all loose connections and replace the defective O-rings and parts.

Service Procedure

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