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 [phone]

[phone]

[e-mail]

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

1

GENERAL INFORMATION

Service Procedure

2

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.

3

Model Designations and Specifications

Service Procedure

4

Lubrication

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.)

5

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

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.

6

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.

7

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

8

Operation

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.

9

Operation

Service Procedure

10

Power Flow

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)

11

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

12

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.

13

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

14

Torque Recommendations

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

15

AUXILIARY SECTIONS

Torque Recommendations

Service Procedure

16

Tool Reference

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

17

Tool Reference

Service Procedure

18

Preventive Maintenance

Preventive Maintenance

19

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

20

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

21

Preventive Maintenance

Service Procedure

22

Precautions

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

23

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

24

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.

25

Precautions

Service Procedure

26

Air System

Range Shift Air System

27

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

28

Air System

AIR FILTER/REGULATOR

With the gear shift lever in neutral, check the air filter/regulator assembly breather. There should be NO AIR leaking from this port.
The complete assembly should be replaced if a steady leak is found.

Cut off the vehicle air supply to the air filter/ regulator assembly, disconnect the air line at the Supply OUTLET fitting and install
an air gage in the opened port. Bring the vehicle air pressure to normal. Regulated air pressure should be 57.5 to 62.5 PSI.

DO NOT ADJUST SCREW AT BOTTOM OF REGULATOR TO OBTAIN CORRECT READINGS. The air regulator has been PREAD­JUSTED within the correct operating limits. Any deviation from these limits, especially with regulators that have been in operation
for some time, is likely to be caused by dirt or worn parts. If filter element replacement or cleaning does nothing to correct the air
pressure readings, replace the complete assembly, as the air regulator is non serviceable.

RANGE VALVE

With the gear shift lever in neutral, select HI RANGE and disconnect the air line at the Roadranger valve OUTLET or "P" Port.

a. When LO RANGE is selected, a steady air blast flows from the opened port. Select HI RANGE to shut off air flow. This

indicates the Roadranger valve is operating properly. Reconnect the air line.

b. If the Roadranger valve does not operate properly, check for restrictions and air leaks. Leaks indicate defective or worn

O-rings.

HI RANGE OPERATION

With the gear shift lever in neutral, select LO RANGE and disconnect the 1/4" I.D. air line at the range cylinder cover port. Make
sure this line leads from the slave valve HI Range or “H" Port.

a. When HI RANGE is selected, a steady air blast should flow from the disconnected line. Select LO RANGE to shut off the

air flow.

b. Move the shift lever to a gear position and select HI RANGE. There should be NO AIR flowing from the disconnected line.

Return the gear shift lever to the neutral position. There should now be a steady flow of air from the disconnected line.
Select LO RANGE to shut off air flow and reconnect the air line.

c. If the air system does not operate correctly, the slave valve or the shift bar housing assembly actuating components are

defective.

IMPORTANT: RANGE PRESELECTION The plunger pin, located in case bore between the slave valve and the shift bar housing ac­tuating plunger, prevents the slave valve from operating while the shift lever is in a gear position. When the lever is moved to or
through the neutral position, the pin is released and the slave valve becomes operational.

LO RANGE OPERATION

With the gear shift lever in neutral, select HI RANGE and disconnect the 1/4" I. D. air line at the range cylinder housing fitting. Make
sure this line leads from the slave valve LO Range or "L" Port.

a. When LO RANGE is selected, a steady air blast should flow from the disconnected line. Select HI RANGE to shut off air

flow.

b. Move the shift lever to a gear position and select LO RANGE. There should be NO AIR flowing from the disconnected

line. Return the gear shift lever to the neutral position. There should now be steady airflow from the disconnected line.
Select HI RANGE to shut off air flow and reconnect the air line.

c. If the air system does not operate correctly, the slave valve or shift bar housing assembly actuating components are de-

fective.

RANGE CYLINDER (See the following illustration.)

If any seals in the range cylinder assembly are defective, the range shift will be affected.

a. Leak at either O-ring A results in complete failure to make a range shift; steady air flow from the slave valve breather in

both ranges.

b. Leak at gasket B results in a steady air flow to atmosphere while in HI RANGE.

29

Air System

c. Leak at O-ring C results in a slow shift to LO RANGE; pressuring of transmission case.

AIR FILTER/REGULATOR ASSEMBLY

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

SLAVE VALVES

See the drawing for disassembly and reassembly of the piston-type slave valve assemblies. Should the' poppet-type slave valve
assembly prove to be defective, replace the complete assembly, as it is non-serviceable. The actuating components used with
these valve assemblies are non-interchangeable. Failure to use the correct plunger pin, spring, and alignment sleeve during instal­lation the transmission will cause hard shifting in LO Range gear.

Service Procedure

30

Air System

Roadranger Valve A-5010

Removal and Disassembly

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

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

3. Pry medallion from recess in top cover.

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

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

6. Remove the Range Preelection Lever from left housing and the position balls and guide from lever.

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

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

Reassembly and Installation

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

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

3. Attach the air lines and reinstall bottom cover.

31

Air System

Service Procedure

32

Air System

Air System Schematics RT-6609 (with A-5010 Roadranger Valve)

33

Air System

Schematic - For all questions concerning removal and replacement, refer to Eaton Service and Parts Literature.

Service Procedure

34

Removal - Shifting Controls

Removal of the Air Hoses, Roadranger Valve, and Air Filter/Regulator

Special Instructions

Note: If desired, the gear shift lever housing assembly can now be removed from the shift bar housing by removing the four cap-

screws from the tower.

Special Tools

• Typical Service Tools

Procedure -

1. Disconnect the slave valve "P" or End Port on the transmis­sion case. Disconnect the air line at the slave valve "S" or
Supply Port.

2. Remove the two Roadranger valve cover mounting screws.

3. Slide the cover down the shift lever to expose the valve ports
and disconnect the 2 air lines.

35

4. Loosen the jam nut and turn the Roadranger valve and nut
from the gearshift lever. Remove the valve cover, air lines,
sheathing, and O-rings from the gearshift lever.

5. Disconnect and remove the air filter/regulator assembly 1/4"
I. D. air supply hose.

Removal - Shifting Controls

6. Remove the 2 cap screws and remove the air filter/regulator
assembly.

Note: For disassembly and reassembly of the Air Filter/Reg-

ulator Assembly, see Page 22.

Service Procedure

36

Removal - Shifting Controls

7. Disconnect and remove the air line between the slave valve
"L" or LO Range Port and the range cylinder LO Range Port.

8. Disconnect and remove the air line between the slave valve
"H" or HI Range Port and the range cylinder HI Range Port.

37

Removal - Shifting Controls

Service Procedure

38

Removal - Shifting Controls

Removal of the Slave Valve

Special Instructions

None

Special Tools

• Typical Service Tools

Procedure -

1. Remove the 4 cap screws, and remove the slave valve and
gasket from the transmission case.

2. Remove the hat-type alignment sleeve from the slave bore.

39

3. Remove the spring and plunger pin from the transmission
case bore.

4. If necessary, remove the air line fittings from the slave valve.

Note: For disassembly and reassembly of the A-5000 Slave

Valve, see page 22. The 19470 Slave Valve shown is a
non serviceable valve.

Removal - Shifting Controls

Service Procedure

40

Changing Input Shaft

Changing Input Shaft

Special Procedure

In some cases, it may become necessary to replace the input shaft due to excessive clutch wear on the splines. Except for removal
of the shift bar housing assembly, the input shaft can be removed without further disassembly of the transmission. Removal of
the clutch housing is optional.
Note: The following illustration and instructions pertain to changing the input shaft ONLY. To change the main drive gear, disas-

sembly of the front section is required.

Disassembly

1. Remove the gear shift lever housing assembly (or remote control assembly) from shift bar housing, and the shift bar

housing assembly from the transmission case.

2. Remove the front bearing cover and gasket. If necessary, service the oil seal of model covers so equipped.

3. Remove the bearing retaining snap ring from the shaft groove.

4. Push down on the input shaft to cock the bearing in the bore. Drive the input shaft toward the transmission rear through

the bearing as far as possible. Pull the input shaft forward to expose the bearing snap ring.

5. Use pry bars or screwdrivers to complete removing the bearing.

6. Remove the drive gear spacer and the snap ring.

7. Pull the input shaft forward and out of the drive gear and case.

Reassembly

1. If necessary, replace the bushing in the input shaft pocket.

2. Install the snap ring in the snap ring groove inside the drive gear.

3. Install the drive gear spacer bearing on the input shaft.

4. Install the drive gear bearing on the input shaft.

5. Install the bearing retainer snap ring.

6. Install the front bearing cover and gasket. Make sure to align the oil return hole in the case with the hole in the cover.

7. To ease proper reinstallation of the shift bar housing assembly on the case, make sure the mainshaft sliding are placed

in the neutral position.

8. Reinstall the shift bar housing assembly, the front bearing cover and all other parts and assemblies previously removed,

make sure to replace the used gaskets.

41

Changing Input Shaft

Service Procedure

42

Removal - Shifting Controls

Removal and Disassembly of the Gear Shift Lever

Special Instructions

Note: Remote control housings are removed from the shift bar housing in the same manner. For disassembly and reassembly of

LRC Assemblies. See the Illustrated Part List No. P-541. For disassembly and reassembly of SRC Assemblies, see Illustrated
Part List No. P-541.

Special Tools

• Typical Service Tools

Procedure -

1. Remove the 4 retaining cap screws. jar the top to break the
gasket seal. Remove the gear shift lever housing and gasket.

2. Remove the boot from the gear shift lever and secure as­sembly in a vise with the housing bottom up. Use a large
screwdriver to twist between the spring and housing, forcing
the spring from under the lugs in the housing. Do one coil at
a time.

43

3. Remove the tension spring, washer, and gear shift lever
from the housing.

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

Removal - Shifting Controls

Service Procedure

44

Removal - Shifting Controls

Reassembly of the Gear Shift Lever

Special Instructions

None

Special Tools

• Typical Service Tools

Procedure -

1. Secure the gear shift lever housing in a vise. Install the
spade pin in the housing tower bore. If previously removed,
install the O-ring in the tower groove.

45

2. Position the gear shift lever in the housing with the spade pin
in the lever ball slot. Install the tension spring washer over
the ball, dished side

3. Remove the assembly from the vise. Install the rubber boot
over the gear shift lever and against the housing.

Removal - Shifting Controls

4. Remove the assembly from the vise. Install the rubber boot
over the gear shift lever and against the housing.

Service Procedure

46

Disassembly - Shift Bar Housing

Removal and Disassembly of the Shift Bar Housing

Special Instructions

Note: During disassembly, lay all parts on a clean bench in the order they are removed. This makes reassembly easier. Shift bars

not being removed MUST be kept in the neutral position or the interlock parts will lock the bars. For disassembly and reas­sembly of "X" and "F" model assemblies, see the Illustrated Parts List.

Special Tools

• Typical Service Tools

Procedure -

1. Remove the retaining cap screws. Hit the top to break the
gasket seal and lift the shift bar housing from the transmis­sion case. Remove the gasket.

2. Remove the 2 cap screws and remove the tension spring
cover from housing top. Remove the three tension springs
installed under the cover.

3. Tilt the assembly and remove the 3 detent balls from the
housing bores.

47

4. Secure the assembly in a vise with the plunger side up. (The
housing front will be to the right.).

Note: When removing the shift bars, start with the upper

shift bar, move all the bars to the right and out the rear
boss bore. Cut the lock-wire and remove the lock
screws from each bar just before their removal.

5. Move the upper bar to the right and out of housing, remov­ing the shift yoke bar.

Note: During disassembly, lay all parts on a clean bench in

the order of removal to facilitate reassembly. Bars not
being removed must be kept in the neutral position or
interlock parts will lock bars.

Disassembly - Shift Bar Housing

Service Procedure

6. Move the middle yoke bar to right and out of housing, re­moving shift yoke from bar. As the neutral notch in bar
clears the front web, remove the interlock pin from the neu­tral notch bore (inset.).

48

Disassembly - Shift Bar Housing

7. Remove the air valve shaft from rear web.

8. Move the lower yoke bar to the right and out of housing, re­moving shift yoke from bar, as yoke is removed, remove the
two interlock balls from front web.

9. If necessary, remove the plug spring and reverse plunger
stop from bore in Lo-Reverse speed shift yoke.

49

Disassembly - Shift Bar Housing

Service Procedure

50

Reassembly - Shift Bar Housing

Reassembly of the Shift Bar Housing

Special Instructions

None

Special Tools

• Typical Service Tools

Procedure -

1. If previously removed, place plunger stop in 1st-reverse
shift yoke block, install spring in bore of yoke and onto
shank of plunger. Install the plug an tighten to compress the
spring.

51

2. Back the plug out 1-1/2 turns and stake plug through the
small hole in yoke.

3. Place the housing in a vise with the front of housing to the
right as shown. Install the 4th-5th speed shift bar in bottom
bore with detent notches to the front, installing yoke, lock­screw, and safety wire.

Note: Keep bar in neutral position during installation. Do not

exceed the recommended torque rating for yoke lock
screws as over tightening may distort shift bars.

Reassembly - Shift Bar Housing

4. Install interlock ball in front web vertical bore.

Service Procedure

52

Reassembly - Shift Bar Housing

5. Install air shaft in rear web vertical bore.

6. Install the 2nd-3rd speed shift bar in center bore, and install
shift yoke on bar; insert interlock pin in detent notch (inset).
Install lock screw and safety wire.

7. Install interlock ball in front web vertical bore.

53

8. Install 1st-reverse shift bar in upper bore, detent notches to
the front, install yoke on bar, fork to the rear, install lock
screw and safety wire.

9. Remove assembly from vise and install the 3 detent balls,
one in each bore in housing top. Keep yokes in neutral.

Reassembly - Shift Bar Housing

10. Install the 3 tension springs, one in each bore, in housing
top.

Service Procedure

54

Reassembly - Shift Bar Housing

11. Install the tension spring cover. Tighten the 2 cap screws to
recommended torque.

55

Reassembly - Shift Bar Housing

Service Procedure

56

Removal - Output Yoke

Removal of the Output Yoke

Special Instructions

None

Special Tools

• Typical Service Tools

Procedure -

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

2. Use a large breaker bar to turn the output shaft nut from the
output shaft.

57

3. Pull the yoke straight to the rear and off the output shaft.

Removal - Output Yoke

Service Procedure

58

Removal Clutch Housing

Removal of the Clutch Housing

Special Instructions

None

Special Tools

• Typical Service Tools

Procedure -

1. Remove the 6 nuts with lock washers that hold the clutch
housing to the transmission case.

2. Remove the 2 cap screws with lock washers that hold the
clutch housing to the transmission case.

59

3. Jar the clutch housing with a rubber mallet to break the gas­ket seal. Pull the clutch housing from the transmission case
and remove the gasket.

Removal Clutch Housing

Service Procedure

60

Disassembly - Auxiliary Section

Removal of the Auxiliary Section

Special Instructions

Note: There are 3 cap screw lengths. Note their locations.

Special Tools

• Typical Service Tools

Procedure - Removal of the Auxiliary Section

1. Remove the 15 cap screws that hold the auxiliary section to
the transmission case.

2. Insert 3 cap screws in the housing flange tapped holes.
Tighten evenly to move the auxiliary section back: leave a
space wide enough to attach a chain hoist.

61

3. Remove the puller screws and attach a chain hoist to the
auxiliary section. Pull the auxiliary section off and remove
the gasket.

Disassembly - Auxiliary Section

Service Procedure

62

Disassembly - Auxiliary Section

Removal and Disassembly of the Output Shaft and Rear Bearing Cover

Special Instructions

None

Special Tools

• Typical Service Tools

Procedure -

1. Remove the 12 cap screws and the rear bearing cover and
gasket.

2. If necessary, remove the oil seal from the rear bearing cover.

63

3. Remove the speedometer drive gear or replacement washer
from the output shaft.

4. Remove the washer from the output shaft.

Disassembly - Auxiliary Section

Service Procedure

64

Disassembly - Auxiliary Section

Removal and Disassembly of the Auxiliary Countershaft

Special Instructions

None

Special Tools

• Typical Service Tools

• Bearing Splitter

• Bearing Puller

Procedure -

1. Use a soft bar and maul drive the countershaft forward
through the countershaft bearings and remove them from
the auxiliary housing.

2. Remove the countershaft bearings from the auxiliary case
bearing bores.

65

3. If necessary, secure assembly in a vice and remove the aux­iliary countershaft front bearing race from the countershaft
with a puller and bearing separator.

Note: The vise should be equipped with sort jaws or wood

blocks to prevent damage to the countershaft.

Disassembly - Auxiliary Section

4. If necessary, secure assembly in a vice and remove the aux­iliary countershaft rear bearing.

Service Procedure

66

Disassembly - Auxiliary Section

Removal and Disassembly of the Range Cylinder Assembly

Special Instructions

None

Special Tools

• Typical Service Tools

• Bearing Splitter

• Bearing Puller

Procedure -

1. Secure the auxiliary housing in a vise. Remove the cap­screws and the range cylinder cover and gasket.

2. Remove the yoke bar nut and washer.

67

3. Push range yoke bar to the transmission rear.

4. Use a screwdriver to remove the piston.

Note: Do not damage the piston.

Disassembly - Auxiliary Section

5. Remove the copper gasket from the yoke bar.

Service Procedure

68

Disassembly - Auxiliary Section

6. Use a puller and bearing separator to remove the bearing
from the output shaft front.

Note: This procedure will damage the bearing and should

not be attempted unless bearing replacement is
planned.

7. Move the synchronizer assembly, shift yoke, and yoke bar
forward and out of the housing assembly.

8. Remove the yoke bar and shift yoke from the synchronizer
assembly. Cut the lock-wire and remove the2 lock screws
(inset,) remove the shift yoke from the yoke bar.

69

9. IMPORTANT: Remove the dust seal and airport extension
from the range cylinder housing top.

10. Remove the cylinder housing.

Disassembly - Auxiliary Section

11. If necessary, remove the O-ring from the small bore in the
cylinder.

Service Procedure

70

Disassembly - Auxiliary Section

Removal and Disassembly of the Synchronizer

Special Instructions

None

Special Tools

• Shop Rag

Procedure -

1. Place the larger LO Range synchronizer ring on the bench.
Cover the assembly with a shop rag to prevent losing the
three springs released from the Hi Range synchronizer at the
pin locations. Pull the HI Range synchronizer from the
blocker pins.

2. Remove the synchronizer springs.

71

3. Remove the sliding clutch from the synchronizer LO Range
pins.

Disassembly - Auxiliary Section

Service Procedure

72

Disassembly - Auxiliary Section

Removal of the LO Range Gear and Output Shaft

Special Instructions

Note: When applying force to the output shaft rear, DO NOT DAMAGE THREADS.

Special Tools

• Typical Service Tools

Procedure -

1. Using a soft bar and maul, drive or press against the output
shaft rear to move assembly forward and from the rear bear­ing.

2. Remove the rear washer.

3. Remove LO Range speed gear from the shaft rear.

73

4. Remove the spline washer from the reduction gear hub.

5. Move the output shaft rear bearing to the rear and out of the
housing.

Disassembly - Auxiliary Section

Service Procedure

74

Reassembly - Auxiliary Section

Reassembly and Installation of the LO Range Gear and Output Shaft

Special Instructions

Note: Make sure the magnetic discs are installed in the auxiliary housing.

Note: DO NOT HEAT THE BEARING ABOVE 275°F (136°C.)

Special Tools

• Bearing Heater

• Bearing Driver

Procedure -

1. IMPORTANT: Mark timing teeth on the LO Range gear. A
highly visible color of toolmaker's dye is recommended.
Mark any 2 adjacent gear teeth which are directly opposite
the first set marked. There should be the same number of
teeth between the markings on each gear side.

2. Place splined washer on the output shaft shoulder facing up
as shown.

75

3. Install the L0 Range gear over the output shaft rear and
against the shoulder.

4. Install the LO Range gear rear washer on the output shaft
and against gear, with the chamfer side facing up.

Reassembly - Auxiliary Section

5. Stand the output shaft on end with the shaft rear facing up.
Place the auxiliary housing over the shaft so the output shaft
extends through the rear bore.

Service Procedure

76

Reassembly - Auxiliary Section

6. Using a heat lamp or hot plate and oil, heat the output shaft
rear bearing and install on the output shaft. Seat the bearing
securely on the shaft and in the bore. The bearing can also
be installed using the appropriate driver.

Note: DO NOT HEAT THE BEARING ABOVE 275°F (136°C.)

7. Install the bearing in the housing bore.

77

Reassembly - Auxiliary Section

Service Procedure

78

Reassembly - Auxiliary Section

Reassembly of the Range Cylinder

Special Instructions

None

Special Tools

• Typical Service Tools

Procedure -

1. If removed, install the O-ring in the cylinder small bore slot.
Lubricate the O-ring with silicone lubricant.

2. Install the range cylinder in the housing with the cylinder air
port aligned with the air port in the auxiliary housing.

79

3. Install the dust cover and air port extension through housing
and into the air cylinder bore.

Reassembly - Auxiliary Section

Service Procedure

80

Reassembly - Auxiliary Section

Reassembly of the Synchronizer Assembly

Special Instructions

Note: Pins on the LO Range synchronizer must be lined up with the chamfered holes on the sliding clutch bottom.

Special Tools

• None

Procedure -

1. Place the larger LO Range synchronizer ring race down on
the bench with the pins up. Place the sliding clutch, recessed
side up, on the pins of the LO Range synchronizer.

2. Install the 3 springs in the HI Range synchronizer ring bore.

81

3. Place the HI Range synchronizer ring, seating springs
against the pins.

4. Apply downward pressure to the HI Range synchronizer ring
WHILE TWISTING COUNTERCLOCKWISE to compress the
springs and fully seat the ring on the LO Range synchronizer
blocker pins.

Reassembly - Auxiliary Section

Service Procedure

82

Reassembly - Auxiliary Section

Installation of the Synchronizer and Range Cylinder Assemblies

Special Instructions

None

Special Tools

• Typical Service Tools

• Silicone Lubricant

Procedure -

1. Place the shift yoke on the yoke bar, long hub toward the bar
front. Align slots in the yoke bar and install the 2 lockscrews,
secure with safety wire.

2. Place the yoke in the sliding clutch slot; threaded end of the
piston bar towards the larger LO Range synchronizer. Place
the entire assembly in the auxiliary housing, engaging the
sliding clutch splines with the output shaft and inserting the
yoke bar though the cylinder bore.

3. Install the copper gasket on the yoke bar threaded end.

83

4. Install the O-ring on the piston O.D. Apply a light coat of sil­icone lubricant to the O-ring.

5. Install the piston on the yoke bar and against the copper gas­ket, piston flat side out.

Reassembly - Auxiliary Section

6. Install the lock washer and nut on the yoke bar to secure the
piston. Tighten the nut to the recommended torque.

7. Install the gasket and cylinder cover with the HI Range port
to the right. Tighten the 4 capscrews to the recommended
torque.

Service Procedure

84

Reassembly - Auxiliary Section

Reassembly of the Auxiliary Countershafts

Special Instructions

Note: Countershaft gear teeth must be marked for timing the auxiliary section. Mark with a highly visible color of toolmakers’ dye.

Special Tools

• Bearing Driver

• Toolmakers Dye

• Typical Service Tools

Procedure -

1. Install the bearing inner race on the countershaft front.

85

2. Install the bearing inner race on the countershaft rear.

Reassembly - Auxiliary Section

3. Mark the tooth on the countershaft gear which is stamped
with an "O".

Service Procedure

86

Reassembly - Auxiliary Section

Installation of the Auxiliary Countershaft Assemblies

Special Instructions

Note: Time the countershaft gear with the LO speed gear. As the countershaft is installed. mesh the marked LO speed gear tooth

on each countershaft between each set of marked gear teeth on the LO speed gear.

Note: Use the proper seal driver to install the seal.

Special Tools

• Typical Service Tools

• Bearing Driver

• Seal Driver

Procedure -

1. Seat the outer races of the countershaft rear bearing only
partially in the housing bores, just far enough to stay in
place.

2. Place the countershaft into position in the auxiliary housing,
inserting the inner race into the partially installed rear coun­tershaft bearing.

Note: Time the countershaft gear with the LO speed gear. As

the countershaft is installed. mesh the marked LO
speed gear tooth on each countershaft between each
set of marked gear teeth on the LO speed gear.

87

3. With the countershaft in position, complete the installation
of the countershaft rear bearings on the shaft and into the
case bore. Seat securely.

4. Install the speedometer gear washer, flat side to the rear, on
the output shaft and against the bearing.

Reassembly - Auxiliary Section

5. Install the speedometer gear or replacement spacer on the
output shaft.

Service Procedure

88

Reassembly - Auxiliary Section

6. If previously removed, install the oil seal in the rear bearing
cover, seal lip to the rear.

Note: Use the proper seal driver to install the seal.

7. Install the rear bearing cover with the speedometer bore up
and to the left, tighten the capscrews to the recommended
torque.,

8. Install the bearing on the output shaft front, large chamfered
side to rear.

89

Reassembly - Auxiliary Section

Service Procedure

90

Disassembly - Front Section

Removal of the Input Shaft

Special Instructions

None

Special Tools

• Typical Service Tools

Procedure -

1. Remove the 4 capscrews retaining the front bearing cover.
Remove the bearing cover and gasket.

2. Remove the bearing retaining snap ring from the shaft
groove.

3. Push down on the input shaft to cock the bearing in the bore.
Drive the input shaft toward the transmission rear, through
the bearing as far as possible. Pull the input shaft forward to
expose the bearing snap ring.

91

4. Use pry bars to complete the bearing removal.

5. Remove the drive gear spacer.

Disassembly - Front Section

6. Remove the drive gear snap ring.

Service Procedure

92

Disassembly - Front Section

7. Pull the input shaft forward and out of the drive gear and
case.

8. Check the bushing in the input shaft pocket, replace if worn.

93

Disassembly - Front Section

Service Procedure

94

Disassembly - Front Section

Removal and Disassembly of the Auxiliary Drive Gear

Special Instructions

None

Special Tools

• Typical Service Tools

Procedure -

1. Straighten the lock tangs, remove the 4 capscrews and 2
bearing retainers from the case.

2. Remove the snap ring from the mainshaft rear, located in­side the auxiliary drive gear bore.

95

3. With 2 screwdrivers pry the auxiliary drive gear off the main­shaft.

4. Remove the snap ring from the auxiliary drive gear.

Disassembly - Front Section

5. Press or use a driver to remove the bearing from the auxilia­ry drive gear.

Service Procedure

96

Disassembly - Front Section

Removal of the Upper Countershaft Bearings

Special Instructions

Note: Steps 4 and 5 may have to be repeated several times to unseat the front bearing.

Note: Removal procedure damages the bearings. Removal should not be attempted unless bearing replacement is planned.

Special Tools

• Typical Service Tools

Procedure -

1. Remove the upper countershaft snap ring from the case rear
bearing bore.

2. Use a soft bar and maul against the countershaft rear and
move the countershaft assembly forward as far as possible
until the snap ring groove in the front bearing is exposed.

97

3. Install a snap ring in the exposed snap ring groove. Use the
snap ring removed from the rear bearing bore.

4. Use a soft bar and maul to drive the countershaft assembly
to the rear as far as possible. This will move the front bearing
forward on the countershaft.

Disassembly - Front Section

5. From the case rear use a soft bar and maul to drive the coun­tershaft forward to unseat the front bearing from the case
bore.

Note: Steps 4 and 5 may have to be repeated several times

to unseat the front bearing.

Service Procedure

98