Eaton Transmission FRO-16210C Service Manual

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Fuller® Heavy-Duty FR/FRO Transmissions

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Service Manual

Fuller Heavy-Duty FR/FRO Transmissions

TRSM2400

January 2010

FR-11210B

FR-12210B

FR-13210B

FR-14210B

FR-15210B

FR-9210B

FRF-11210B

FRF-12210B

FRF-13210B

FRF-14210B

FRF-15210B

FRF-9210B

FRO-11210B

FRO-11210C

FRO-12210B

FRO-12210C

FRO-13210B

FRO-13210C

FRO-14210B

FRO-14210C

FRO-15210B

FRO-15210C

FRO-16210B

FRO-16210C

FRO-17210C

FRO-18210C

FROF-11210B

FROF-11210C

FROF-12210B

FROF-12210C

FROF-13210B

FROF-13210C

FROF-14210B

FROF-14210C

FROF-15210B

FROF-15210C

FROF-16210B

FROF-16210C

Warnings and Precautions

WARNING

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

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

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

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

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

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

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

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

WARNING

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

CAUTION

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

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

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

Always use genuine Eaton replacement parts.

Table of Contents

General Information

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

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

Lubrication Specifications ........................................... 8

Oil Leak Inspection Process ....................................... 10

Transmission Operation ............................................ 11

Tool Specifications ....................................................15

Torque Specifications ................................................ 19

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

Air System Troubleshooting ...................................... 31

General Troubleshooting Chart ................................. 42

Air System Overview ................................................. 45

Timing Procedures ....................................................60

In-Vehicle Service Procedures

How to Disassemble the Roadranger Valve ............... 62

How to Assemble the Roadranger Valve ................... 64

How to Remove Compression Type Fittings .............. 66

How to Install Compression Type Fittings ................. 67

How to Remove Push-To-Connect Type Fittings ...... 68

How to Install Push-To-Connect Type Fittings .......... 69

How to Remove a Roadranger Valve ......................... 70

How to Install a Roadranger Valve ............................ 71

How to Remove the Gear Shift Lever/Remote

Shift Control ....................................................... 72

How to Install the Gear Shift Lever/Remote

Shift Control ....................................................... 73

How to Adjust the Remote Shift Control (LRC Type) . 74

How to Remove the Detent Spring ............................ 76

How to Install the Detent Spring ............................... 77

Neutral Switch Operation and Testing .......................78

How to Remove the Neutral Switch ........................... 79

How to Install the Neutral Switch .............................. 80

Reverse Switch Operation and Testing ...................... 81

How to Remove the Reverse Switch ......................... 82

How to Install the Reverse Switch ............................. 83

How to Install the Shift Bar Housing ......................... 84

How to Remove the Shift Bar Housing ......................85

Ho to Remove the Oil Seal Mechanical/Magnetic

Speedometer ...................................................... 86

How to Install the Oil Seal Mechanical/Magnetic

Speedometer ...................................................... 88

How to Remove the Auxiliary Section in Chassis ......90

How to Install the Auxiliary Section in Chassis .......... 92

How to Disassemble the Integral Oil Cooler .............. 96

How to Assemble the Integral Oil Cooler ................... 98

How to Remove the Air Module ................................ 99

How to Install the Air Module .................................. 101

Transmission Overhaul Procedures-Bench Service

How to Disassemble the Gear Shift Lever ................102

How to Assemble the Gear Shift Lever ....................104

How to Remove the Shift Bar Housing ....................106

How to Install the Shift Bar Housing ........................107

How to Disassemble the Shift Bar Housing .............108

How to Disassemble the Range Cylinder .................111

How Assemble the Range Cylinder ..........................112

How to Assemble the Shift Bar Housing ..................114

How to Remove the Input Shaft Assembly

(without main case disassembly) .....................118

How to Install the Input Shaft Assembly

(without main case disassembly) .....................120

How to Remove the Auxiliary Section ......................122

How to Disassemble the Auxiliary Section ...............124

How to Disassemble the Range Yoke ......................127

How to Disassemble the Output Shaft .....................128

How to Disassemble the Synchronizer Assembly ....129

How to Assemble the Synchronizer Assembly .........130

How to Remove the Clutch Housing ........................132

How to Assemble the Output Shaft ..........................133

How to Assemble the Range Yoke ...........................135

How to Disassemble the Auxiliary Countershaft ......136

How to Remove the Auxiliary Countershaft

Bearing Races ..................................................137

How to Install the Auxiliary Countershaft

Bearing Races ..................................................138

How to Assemble the Auxiliary Countershaft ...........139

How to Remove the Auxiliary Drive

Gear Assembly .................................................140

How to Disassemble the Upper and Lower

Reverse Idler Gear Assembly ............................141

How to Remove the Upper and Lower

Countershaft Bearings ......................................144

How to Remove the Mainshaft Assembly ................146

How to Remove the Countershaft Assemblies .........149

How to Disassemble the

Countershaft Assemblies ..................................151

How to Remove the Input Shaft and

Main Drive Gear ................................................153

How to Prepare the Main Case for Reassembly .......155

How to Disassemble the Mainshaft Assembly .........156

How to Assemble the Mainshaft Assembly with

Non-Selective (Non-Adjustable)

Tolerance Washers ...........................................158

How to Install the Mainshaft Assembly ....................161

How to Assemble the Countershaft Assemblies .......163

How to Assemble the Lower Reverse Idler

Gear Assembly .................................................165

How to Install Countershaft Assemblies ..................167

Table of Contents

How to Install the Lower Countershaft Bearings ..... 168

How to Install the Input Shaft and Main

Drive Gear ........................................................ 170

How to Install the Input Bearing Cover .................... 172

How to Install the Upper Countershaft Bearings ..... 173

How to Install the Upper Reverse Idler

Gear Assembly ................................................. 175

How to Install the Auxiliary Drive Gear Assembly .... 177

How to Install the Clutch Housing ...........................178

How to Remove the Oil Pump ................................. 180

How to Install the Oil Pump .................................... 181

How to Install the Oil Seal ....................................... 182

How to Assemble the Auxiliary Section ................... 183

How to Install the Auxiliary Section ......................... 187

Shim Procedure without a Shim Tool for

Tapered Bearings ............................................189

Purpose and Scope of Manual

Introduction

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

How to use this Manual

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

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

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

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

Disassemble Precautions

It is assumed in the detailed assembly instructions that the lubricant has been drained from the transmission, the necessary linkage and vehicle air lines disconnected and the transmission has been removed from vehicle chassis. Removal of the gear shift lever housing assembly (or remote control assembly) is included in the detailed instructions (How to Remove the Gear Shift Lever). This assembly MUST be detached from the shift bar housing before the transmission can be removed.

Introduction

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

Assemblies

• When disassembling the various assemblies, such as the mainshaft, countershafts, and shift bar housing, lay all parts

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

losing parts.

Bearings

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

planned to be reused with pullers designed for this purpose.

Cleanliness

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

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

disassembly.

Input Shaft

• The input shaft can be removed from the transmission without removing the countershafts, mainshaft, or main drive

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

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.

Introduction

When Using Tools to Move Parts

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

driven parts after they stop solidly. The use of soft hammers, soft bars, and mauls for all disassembly work is recom-

mended.

Inspection Precautions

Before assembling the transmission, check each part carefully for abnormal or excessive wear and damage to determine reuse or replacement. When replacement is necessary, use only genuine 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 assembly. To aid in determining the reuse or replacement of any transmission part, consideration should also be given to the unit's history, mileage, application, etc.

Recommended inspection procedures are provided in the following checklist.

Bearings

• Wash all bearings in clean solvent. Check balls, rollers, and raceways for pitting, discoloration, and spalled areas. Re-

place bearings that are pitted, discolored, spalled, or damaged during disassembly.

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

• Replace bearings with excessive clearances.

• Check bearing fit. Bearing inner races should be tight to shaft; outer races slightly tight to slightly loose in case bore. If

the bearing spins freely in the bore the case should be replaced.

Bearing Covers

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

• Check cover bores for wear. Replace those worn or oversized.

Clutch Release Parts

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

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

Gears

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

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

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

stage of pitting should be replaced.

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

place gears found in any of these conditions.

• Check axial clearance of gears.

Gear Shift Lever Housing Assembly

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

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

excessively worn.

Gray Iron Parts

Introduction

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

Oil Return Threads and Seals

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

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

O-Rings

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

Reverse Idler Gear Assemblies

• Check for excessive wear from action of roller bearings.

Shift Bar Housing Assembly

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

• Check yokes for correct alignment. Replace sprung yokes.

• If housing has been disassembled, check shift shaft and all related parts for wear.

Sliding Clutches

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

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

Splines

Introduction

• Check splines on all shafts for abnormal wear. If sliding clutch gears, companion flange, or clutch hub has wear marks

in the spline sides, replace the specific shaft effected.

Synchronizer Assembly

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

• Check blocker pins for excessive wear or looseness.

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

Washers

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

Assembly Precautions

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

Bearings

• Use a flange-end bearing driver for bearing installation. These special drivers apply equal force to both bearing races,

preventing damage to balls/rollers and races while maintaining correct bearing alignment with bore and shaft. Avoid us-

ing a tubular or sleeve-type driver, whenever possible, as force is applied to only one of the bearing races.

Introduction

Capscrews

• To prevent oil leakage and loosening, use Eaton Fuller sealant #71205 on all capscrews.

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.

Initial Lubrication

• Coat all limit washers and shaft splines with Lubricant during assembly to prevent scoring and galling of such parts.

O-Rings

• Lubricate all O-rings with silicon lubricant.

Universal Joint Companion Flange or Yoke

• Pull the companion flange or yoke tightly into place with the output shaft nut, using 450-500 lb. 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.

IMPORTANT

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

Model Designations

Ratio Set

Forward Speed s

This (x) 100 = N ominal Torque Capacit y

= Helical Auxi lary Gearing and

"Multi-Mesh" Front Gearing

Eaton

Fuller

Model Designation Prefix

See options be low:

Fuller Roadra nger Twin Countershaf t

FRF

w/ Forward Shi ft Bar Housing

FRO

w/ Overdrive

FROF

w/ Overdrive a nd Forward Shift Bar Ho using

Prefix

Definiti on

Serial Tag Information and Model Nomenclature

Transmission model designation and other transmission identification information are stamped on the serial tag. To identify the transmission model and serial number, locate the tag on the transmission and then locate the numbers as shown. Figure 1-1 below shows the tag which is located on the transmission.

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

Do not remove or destroy the transmission identification tag!

PTO Code

Eaton Fuller Transmissions

Model

FRO-14210-C

Eaton Corporation Transmission Div Kalamazoo, MI 49003

Fig 1-1

Transmission Tag and Location

Model Number

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

Made

Serial

Model Designations

Serial Number

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

Bill of material or Customer number

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

Eaton

Fuller

Model Designation Prefix

See options below:

Definition

Prefix

Fuller Roadranger Twin Countershaft

FRF

w/ Forward Shift Bar Housing

FRO

w/ Overdrive

FROF

w/ Overdrive and Forward Shift Bar Housing

FR -

14210C

= Helical Auxilary Gearing and

"Multi-Mesh" Front Gearing

This (x) 100 = Nominal Torque Capacity

Ratio Set

Forward Speeds

Model Designations

Model Options

Torque Rating

The torque rating of the transmission specified in the model number is the input torque capacity in lb. ft.. Various torque ratings are available. For more information, call the Roadranger Help Desk at 1-800-826-HELP (4357).

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

Shift Bar housings Standard: The standard shift bar housing has a gear shift lever opening that is located toward the rear of the transmission. The

housing is shown in figure 1-2.

Fig 1-2

Model Designations

Forward Opening: The forward opening shift bar housing has a gear shift lever opening located three inches closer to the front of the transmission than the standard opening. This forward design allows greater flexibility in mounting the transmission and in indicated by an “F” in the model number. The housing is shown in figure1-3.

Model Designations

Fig 1-3

Lubrication Pumps

Two types of lubrication pumps are available for use on this transmission and are described below:

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

Auxiliary Countershaft: An auxiliary countershaft pump is mounted on the rear of the transmission and driven off the auxiliary

countershaft.

Power Take Off (PTO) Usage

PTO’s can be mounted in the following ways:

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

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

Lubrication

Lubrication Specifications

Note: For a list of Eaton Approved Synthetic Lubricants, see TCMT-0021 or call 1-800-826-HELP (4357).

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

Note: Additives and friction modifiers must not be introduced. Never mix engine oils and gear oils in the same transmission.

IMPORTANT

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

Buy from a reputable dealer

For a complete list of approved and reputable dealers, write to: Eaton Corporation, Worldwide Marketing Services, P.O. Box 4013, Kalamazoo, MI 49003

Transmission Operating Angles

If the transmission operating angle is more than 12 degrees, improper lubrication will occur. The operating angle is the transmission mounting angle in the chassis plus the percent of upgrade (expressed in degrees). For operating angles over 12 degrees, the transmission must be equipped with an oil pump or cooler kit to insure proper lubrication.

Operating Temperatures with Oil Coolers

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

• Operating consistently at slow speed.

• High ambient temperatures.

• Restricted air flow around transmission.

• Use of engine retarder.

• High horsepower operation.

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

Oil Cooler Chart

Table 4

Transmission Oil Coolers are:

Recommended

• With engines of 350 H.P. and above.

Required

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

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

• With engines 1500 lb. ft. and above

Table 4

Transmission Oil Coolers are:

18-speed AutoShift transmissions require use of an Eaton supplied oil-to-water cooler or approved equivalent.

• With engines 450 H.P. and above.

Lubrication

Oil Leak Inspection Process

Inspect for Oil Leak

Determine if it is a Weep or a Leak

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

Gasket Rear Seal Leak

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

Step 1

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

2. Ensure lube is to proper level.

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

4. Repair is complete.

1. Do not repair: Rear seal is designed to allow min seepage (refer to Roadranger TCSM-0912 Seal Maintance Guide).

2. Ensure lube is to proper level.

imal

Step 2

1. Determine the origin of the leak path.

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

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

the oil leak:

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

i. Clean area with a clean dry cloth or mild soluble degreaser and fill the transmission to the proper lube level. OR ii. Clean the area as noted above and insert tracer dye into the tr transmission to proper lube level.

ea. Use of a high pressure spray may

ansmission lube and fill

Operate vehicle to normal transmission operating temperature and inspect the area for oil leak(s) visually or if tracer dye was introduced use an UVL (Ultraviolet Light) to detect the tracer dye’s point of origin. Note: When i make sure the assumed leak area is not being contaminated by a source either forward or above the identified area such as the engine, shift tower,

shift bar housing, top mounted oil cooler, etc...

nspecting for the origin of the leak(s)

Step 3

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

ures from the

Step 4

After the repair is completed, verify the leak is repaired and operate the vehicle to normal

transmission operating temperature. Inspect repaired area to ensure oil leak has been eliminated. If the leak(s) still occurs, repeat steps or contact the Roadranger Call Cen 1-800-826-4357.

ter at

Transmission Operation

1-2-3-4-5

RAISE RANGE SELECTOR

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

6-7-8-9-10

Transmission Operation and Theory

Transmission Operation and

Transmission Operation

This Eaton® Fuller® Roadranger® transmission model contains ten forward speeds and two and reverse speeds. The gear shift lever mechanically engages and disengages five forward gears and one reverse gear in the transmission front section. The range lever on the shift knob allows the operator to control an air shifted auxiliary section to provide a low and high “range”. The five forward gears selected in low range are used again in high range to provide the remaining 5 progressive forward gear ratios.

Once the highest shift lever position (5th gear) is obtained in low range, the operator preselects the range shift lever for high range. The range shift occurs in neutral as the shift lever is moved from 5th gear position to 6th gear position.

When downshifting, the operator preselects the range lever for low range and the range shift occurs automatically as the shift lever is moved to the next gear position. Refer to the illustrations in the “Power Flow” portion of this section.

Shift Patterns

A Shift pattern decal that explains how to properly shift the transmission should be in your vehicle. The decal is shown in Figure 2-1. If it has been lost, a replacement may be obtained from any Eaton® parts distributor.

Theory

Figure 2-1 Shift Pattern Decal

RAISE RANGE SELECTOR

1-2-3-4-5 6-7-8-9-10

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

Transmission Operation and Theory

Operating Instructions

Initial Start - Up

WARNING

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

CAUTION

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

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

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

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

truck.

4. Apply the service brakes.

5. Release the parking brakes on the vehicle.

6. Make sure the Range Selector is down in the low range position as shown below in Figure 2-2.

Figure 2-2

7. Depress the clutch pedal to the floor.

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

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

Upshifting

Transmission Operation and Theory

Transmission Operation and

CAUTION: Never move the Range Selector with the shift lever in neutral while the vehicle is moving.

1. Move the shift lever, double-clutching, to the next desired gear position in low range.

Range shift - low to high Range (5th to 6th)

2. When in last gear position for low range and ready for the next upshift, pull up the Range Selector and move the shift

lever, double-clutching, to the next higher speed position according to your shift pattern. As the shift lever passes

through neutral, the transmission will automatically shift from low to high range.

Note: If after attempting a range shift to high, the transmission remains in neutral with the shift lever in gear, the range synchro-

nizer protection device may deactivated. Move the shift lever into neutral to allow the range shift to complete, and then move the shift lever back into gear.

3. Continue upshifting, double-clutching, to the next desired gear position in high range

Downshifting

1. Move the shift lever, double-clutching, to the next desired gear position in high range

Range shift from High Range to Low Range (6th to 5th)

2. While in 6th and ready for the next downshift, preselect low range, and push the Range Selector down.

3. Move the shift lever, double-clutching, to the next desired gear position in low range. As the shift lever passes through

neutral, the transmission automatically shifts from high range to low range.

4. Continue downshifting, double-clutching, to the next desired gear position in low range

Theory

Double - Clutching Procedure

1. Depress the pedal to disengage the clutch.

2. Move the shift lever to neutral.

3. Release the pedal to engage the clutch.*

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

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

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

5. Release the pedal to engage the clutch.

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

since it is regulated by engine RPM. This procedure allows the operator to speed up or slow down the mainshaft gearing to properly match the desired gear speed and output shaft speed.

Transmission Operation and Theory

Additional Operating Information

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

moved to the needed position before starting the lever shift.

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

SynchroSaver™

The transmission contains a range synchronizer protection device to prevent damage to the high range synchronizer. If the shift lever engages a front section gear prior to completion of the air shift into high range, the range synchronizer remains in neutral, preventing damage to the range synchronizer. If this neutral condition occurs, the operator must shift the lever to neutral and then back into gear to complete the range shift.

Clutch Brake (Used with pull-type clutches)

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

Countershaft Brake (Used with push-type clutches)

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

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

is standing still.

Driver Instruction Booklet

Complete operation instruction can be found in the Drive Instruction Booklet TRDR-0515.

Tools

Tool Specifications

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

For the most part, ordinary mechanic's tools such as socket wrenches, screwdrivers, etc., and other standard shop items such as a press, mauls and soft bars are the only tools needed to successfully disassemble and reassemble any Eaton®Fuller® transmission.

The following tables list and describe the typical tools required to properly service this model transmission above and beyond the necessary basic wrenches, sockets, screwdrivers, and prybars.

General Tools

The following tools are available from several tool manufacturers such as Snap-On, Mac, Craftsman, OTC, and many others.

Table 5 General Tools

TOOL PURPOSE

0 - 100 lb. ft. 1/2" drive Torque Wrench General torquing of fasteners (Typically 15-80 lb. ft.)

0 - 600 lb. ft. 3/4" or 1" drive Torque Wrench Torquing of output nut to 500 lb. ft.

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

0 - 30lb. in. 1/4" drive Torque Wrench Torquing of capscrews to 7 lb. in. during auxiliary countershaft

bearing endplay setting procedure

70 MM or 2 2/4" Socket - Standard Depth To remove the output yoke nut

Large Brass Drift Used to protect shafts and bearings during removal

Large Dead Blow Hammer or Maul To provide force for shaft and bearing removal

Snap Ring Pliers - Large Standard External To remove the snap rings at the auxiliary drive gear, input shaft

bearing, and countershaft bearings

Tool s

Feeler Gauges To set mainshaft washer endplay and auxiliary tapered bearing

endplay

Rolling Head (Crow's Foot) Prybar To remove the auxiliary drive gear bearing

(2) Air Pressure Gauges 0-100 PSI (0-1034 kPa) To troubleshoot and verify correct operation of air system

Universal Bushing Driver To remove and install clutch housing bushings. Bushing OD =

1.125", ID = 1.000"

Tools

The following special tools are designed for this Eaton®Fuller® transmission. The addresses and phone numbers of the tool suppliers are listed after the table. This list is provided as a convenience to our customers. These tools are manufactured by independent companies with no relationship to Eaton®Fuller®. Eaton®Fuller® does not warrant the fit or function of the listed tools. To obtain the tools, contact the tool supplier directly.

REF.

NO.

T1 Output Yoke Puller May be required to remove a rusted

T2 Auxiliary Section Hanger To support, or hang, the auxiliary sec-

T3 Auxiliary

Countershaft Support and Shim Tool

T4 Shift Lever Spring

Installation Tool (Tension Spring Driver)

T5 Slide Hammer To remove the output seal and reverse

T6 Bearing Puller To remove front section countershaft

TOOL PURPOSE G & W TOOL

output yoke.

tion in the horizontal position.

To hold the auxiliary countershafts in position while installing the auxiliary section in the horizontal position. Also to simplify the checking and setting of the auxiliary countershaft bearing endplay.

To install the shift tower tension spring.

idler shafts. Requires 1/2"-13 threads. (Optional, idler shaft can be driven out from front.)

bearings.

GREAT LAKES

NO.

SP-450 7075

G-40 T-125 5061

G-250 (can also use G-251)

G-116 T-170

G-70 (with g247D for Rev. Idler removal)

G-246 T-2 7070A Kit

TOOL NO.

T-311 5062

T-150 (with T151 metric adapter)

OTC TOOL

NO.

1155 Slide Hammer / 8007 1/2" -13 Adapter

T7 Bearing Driver To install front section countershaft

bearings

T8 Bearing Driver To install the front countershaft rear

bearings

T9 Countershaft

Support Tools (2)

T10 Input Bearing Driver To install input bearing on input shaft. G-35 T-120 5066 (2" shaft)

T11 Bearing Puller To remove the auxiliary countershaft

T12 Bearing Driver To install the auxiliary countershaft ta-

T13 Output Seal Removal Tool To remove the output seal in

* Tool numbers are referenced in the service procedures.

To support and locate the front section countershafts during bearing removal and installation.

tapered bearings.

pered bearings.

chassis. Can use slide hammer.

G-230 T-101 Kit or

T-120 with T120A adapter

G-230 T-101 Kit

G-54 T-132 7109

G-247 or G-247A

G-230 T-101 Kit

1123 / 927

Use 27315 hook with 1155 slide hammer

Tools

REF.

NO.

T14 Auxiliary Section Removal

Adapter Plate

T15 Mainshaft Hook To assist in lifting of mainshaft from

T16 Input Bearing Puller To remove input bearing. G-38 T-3 7070A Kit

T17 Bearing Race Puller To remove the auxiliary countershaft

T18 Bearing Race Installer To install the auxiliary countershaft ta-

* Tool numbers are referenced in the service procedures.

TOOL PURPOSE G & W TOOL

NO.

To attach transmission jack to auxiliary section for auxiliary section removal in chassis.

front section.

tapered bearing outer races.

pered bearing outer races.

G-115 49611

G-225 T-165

G-247B (used with G-70 slide hammer)

G-247C (used with G-230)

GREAT LAKES

TOOL NO.

T-157 with T-150

T-101 Kit 27524/27530

OTC TOOL

(Used with OTC transmission jack P/N 5019.)

7136 puller attached to 1155 slide hammer

discs used with 27488 handle and 10020 screw.

Table 7 Shop Equipment

20 Ton capacity press To press countershaft gears from countershaft.

NO.

Tool s

Special Tools Manufacturers

Below are the addresses and phone numbers of the companies that make tools specifically for Eaton® Fuller® transmissions.

G & W Tool Company Great Lakes Tool O.T.C.

907 S. Dewey Ave 8530 M-89 655 Eisenhower Dr.

Wagoner, OK 74467 Richland, MI 49083 Owatonna, MN 55060-1171

800-247-5882 800-877-9618 800-533-6127

www.gwtoolco.com 269-629-9628

www.greatlakestools.com

Tools

Eaton Aftermarket Parts

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

TOOL PURPOSE EATON PART NUMBER

5/32" Air Line Release Tool To remove 5/32" air lines from

push-to-connect fittings.

Air Line Cutting Tool To cut plastic air lines smoothly

and squarely.

Output Seal Driver To install output seal. For 7 series: Eaton P/N 5564501 driver.

Output Seal Slinger Driver To install output seal slinger. For 7 series: Eaton P/N 71223.

P/N 4301157 included in kit K-2394.

P/N 4301158 included in kit K-2394.

For 9 series: Use Eaton P/N 5564509 adapter with 5564501 driver. Both parts included in Complete Eaton Seal Kit P/N K-3651.

For 9 series: Eaton P/N 4303829.

Torque Specifications

Transmission Overhaul Procedures-Bench Service

FRONT BEARING COVER CAPSCREWS 54-61 N.m [40-45 lb

M10x1.5 THREAD

CLUTCH HOUSING STUDS

81 N.m [60 lb.ft.] MIN

M16x2 THREAD

DRIVEN UNTIL BOTTOMED

.ft.]

CLUTCH HOUSING NUTS ALUMINUM HOUSING

CAST IRON HOUSING 244-271 N.m [180-200 lb M16x1.5 THREAD

SHIFT BLOCK TO SHIFT ROD CAPSCREW 54-61 N.m [40-45 lb M10x1.5 THREAD

.ft.]

SHIFT LEVER HOUSING CAPSCREWS 54-61 N.m [40-45 lb

M10x1.5 THREAD

AUX DRIVE GEAR

BEARING RETAINER CAPSCREWS 54-61 N.m [40-45 lb M10x1.5 THREAD

.ft.]

Procedures-Bench Service

Transmission Overhaul

CLUTCH HOUSING CAPSCREWS

ALUMINUM HOUSING CAST IRON HOUSING 97-108 N.m [72-80 lb

M12x1.75 THREAD

.ft.]

COUNTERSHAFT FRONT BEARING RETAINER CAPSCREWS

122-162 N.m [90-120 lb

.625-18-THREAD

.ft.]

OUTPUT SHAFT NUT 610-677 N.m [450-500 lb M48x2 THREAD USE NYLON LOCKING INSERT

(OILED AT YOKE INSTALLATION)

.ft.]

Transmission Overhaul Procedures-Bench Service

PIPE THREAD TORQUE SPECIFICATIONS. UNLESS OTHERWISE SPECIFIED:

PIPE THREAD SIZE

.0625 - 27 6.8-9.5 N.m [60-84 lb.in] .125 - 27 9.5-13.6 N.m [84-120 lb.in] .250 - 18 .375 - 18

RANGE COVER TO SBH RANGE CYL CAPSCREWS

27-31 N.m [20-23 lb

.ft.]

M8x1.25 THREAD

AUX C'SHAFT REAR BEARING COVER CAPSCREWS 54-61 N.m [40-45 lb.ft.]

M10x1.5

AUX HOUSING CAPSCREWS

54-61 N.m [40-45 lb

M10x1.5 THREAD

.ft.]

OIL FILL PLUG 47-67 N.m [35-50 lb

1.0625-12 THREAD

.ft.]

HYDRAULIC LINE SEALANT

20.3-27.1 N.m [180-240 lb.in]

33.9-47.5 N.m [300-420 lb.in]

MASTER VALVE JAM NUT 48-61 N.m [35-45 lb

.500-13 THREAD

SHIFT LEVER SHOULDER BOLT AND NUT

14-16 N.m [10-12 lb.ft.]

.3125-18 THREAD

SUPPORT STUDS 81 N.m [60 lb. M16x2 THREAD DRIVE UNTIL BOTTOMED

SUPPORT STUD NUTS 230-257 N.m [170-190 lb M16x1.5 THREAD

.ft.]

ft.]

.ft.]

CAPTIVATED LIFTING EYE CAPSCREWS 54-61 N.m [40-45 lb M10x1.5 THREAD

SPEEDO SENSOR CAPSCREW 27-31 N.m [20-23 lb M8x1.25 THREAD

.ft.]

.ft]

LARGE PTO COVER CAPSCREWS 77-88 N.m [57-65 lb M12x1.75 THREAD

REAR BEARING COVER CAPSCREWS 54-61 N.m [40-45 lb M10x1.5 THREAD

.ft.]

HAND HOLE COVER CAPSCREWS 19-24 N.m [14-18 lb

.3125-18 THREAD

.ft.]

OIL DRAIN PLUG 61-74 N.m [45-55 lb

.750 PIPE THREAD

THERMOCOUPLE PLUG 54-67 N.m [40-50 lb

.500 PIPE THREAD

SMALL PTO COVER CAPSCREWS

54-61 N.m [40-45 lb.ft.] M10x1.5 THREAD

.ft.]

Power Flow

Power Flow Diagrams

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

The Eaton Fuller Roadranger transmission can be thought of as two separate “transmissions” combined into one unit. The first “transmission” or front section contains six gear sets which are shifted with the gear shift lever. The second “transmission” called the auxiliary section, contains two gear sets and is shifted with air pressure.

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

only some of them are transferring power.

Figure 2-3 below shows the transmission with the main components called out. Note that the transmission is in the neutral position because the sliding clutches are all in their center positions and not engaged is any gears.

Front Section

Auxiliary Section

Auxiliary Drive Gear

Output Shaft (Auxiliary Mainshaft)

General Information

Input Shaft

Main Drive Gear

Sliding Clutch

Figure 2-3. Transmission Components Important for Understanding Power Flow

Countershaft

Auxiliary Mainshaft Reduction Gear

Range Sliding Clutch

Auxiliary Countershaft

Mainshaft Gear

Power Flow

Front Section Power Flow

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

nents, refer to Figure 2-3.

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

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

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

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

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

Figure 2-4 Front Section Torque (1st Gear)

Sliding Clutch Forward

Sliding Clutch Bac

Power Flow

Front Section Power Flow - Direct gear

In direct gear (5th/10th for FR model, 4th/9th for FRO model), the front sliding clutch is moved forward and engages into the back of the main drive gear. Torque will flow from the input shaft to the main drive gear, main drive gear to sliding clutch, sliding clutch straight into the front section mainshaft which delivers the torque to the auxiliary drive gear.

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

Sliding Clutch Forward

Sliding Clutch Bac

General Information

Figure 2-5 5th Gear FR, 4th Gear FRO

Sliding Clutch Forward

Figure 2-6 10th Gear FR, 9th Gear FRO

Sliding Clutch Forward

Power Flow

Front Section Power Flow - Reverse Gear

Torque will flow from the countershafts to the reverse idler gears. Torque will then flow from the reverse idler gears to the mainshaft reverse gear. Torque will now travel through the mainshaft reverse gear, the sliding clutch in the reverse position and then to the mainshaft and auxiliary drive gear.

Note: The idler gears cause the reversal of rotation.

Figure 2-7 Reverse Gear - Low Range

Sliding Clutch Back Sliding Clutch Back

Power Flow

Auxiliary Section Power Flow - Low Range

The auxiliary drive gear transfers torque to both auxiliary countershafts.

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

Sliding Clutch Forward

Sliding Clutch Back

General Information

Figure 2-8 Low Range (Sliding Clutch Back)

Power Flow

Auxiliary Section Power Flow - High Range

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

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

Sliding Clutch Forward

Figure 2-9 High Range Selected (Sliding Clutch Forward)

Sliding Clutch Forward

Power Flow

FR/FRO-1X210

1st Gear

2nd Gear

Sliding Clutch Forward

General Information

Sliding Clutch Bac

3rd Gear

Sliding Clutch Back

Sliding Clutch Forward

Sliding Clutch Bac

Sliding Clutch Back

Power Flow

4th Gear-FR/Direct Drive Transmission

5th Gear- FRO/Overdrive Transmission

5th Gear- FR/Direct Drive Transmission

4th Gear FRO/Overdrive Transmission

Sliding Clutch Forward

6th Gear

Sliding Clutch Back

Sliding Clutch Bac

Sliding Clutch Forward

Power Flow

7th Gear

8th Gear

Sliding Clutch Back

General Information

Sliding Clutch Forward

9th Gear-FR/Direct Drive Transmission

10th Gear-FRO/Overdrive Transmission

Sliding Clutch Back

Sliding Clutch Forward

Power Flow

10thGear-FR/Direct Drive Transmission

9th Gear-FRO/Overdrive Transmission

Sliding Clutch Forward

Air System Troubleshooting

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

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

Symptom

• Air Leak from Air Module Base (Exhaust Leak)

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

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

• Constant Air Leak from Shift Knob

• Range Shifts in Gear

• Air Leak from Transmission Breather or Transmission Case is Pressurized

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

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

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

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

General Information

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

dures.

Note: Regulated air pressure is 75 to 85 PSI (517 - 586 kPa).

WARNING

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

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

Air System Troubleshooting

Air System Symptom - Air leak from Module Base (Exhaust)

Short bursts of air leakage from the module base (exhaust) are normal as the range system is shifted. The module base is defined as both the interface of the module cover and module base and the extreme underside of the module. Leakage is a problem when it is audible and constant. Air leakage from the module base may result from either a defective air module or a defective range piston. The following procedure will identify the defective component.

Test Procedure:

1. Check for air leakage from the module base (exhaust) in each of the four following conditions. (Make sure the range is shifted

when the shift lever is shifted into neutral.)

a. Range selection lever in Low and shift lever in neutral.

b. Range selection lever in Low and shift lever in gear.

c. Range selection lever in High and shift lever in neutral.

d. Range selection lever in High and shift lever in gear.

Record the findings (constant leak or no leak) in the following table.

Range Selector in LOW Range Selector in HIGH

Lever in Neutral

Lever in Gear

2. If the information you recorded at step 1 matches one of the following tables, replace the air module. If your table does not match either of the tables, it will be necessary to isolate and test the air module separately, continue to step 3.

Range Selector in LOW Range Selector in HIGH

Lever in Neutral No Leak Constant Leak

Lever in Gear No Leak Constant Leak

Range Selector in LOW Range Selector in HIGH

Lever in Neutral Constant Leak Constant Leak

Lever in Gear Constant Leak Constant Leak

WARNING

Failure to exhaust the air pressure may cause personal injury or damage to parts.

3. Exhaust the air pressure from the air module. To do so, the vehicle’s air tanks may need to be exhausted.

4. Leaving all air lines connected to the module, remove the four capscrews attaching the air module to the shift bar housing. Lift

the air module and tilt it to gain access to the two air holes at the underside on the rear capscrew location. Do not damage or lose the two o-rings used to seal the holes.

5. Block off the air ports on the underside of the module. Use a piece of gasket material or rubber material to seal the bottom of the module as shown in Figure 4-4 “Air System Nomenclature”.

6. Repressurize the air module with an inlet supply pressure of over 90 PSI (620 kPa). To repressurize the air module, the vehicle may need to be started and air pressure allowed to build up.

Air System Troubleshooting

7. Check for air leakage in both high and low range. If air continues to leak constantly from the exhaust, the air module is defective. If air does not leak, a range cylinder piston or piston seal failure has occurred. Remove the shift bar housing to gain access to the range shift cylinder.

Air System Symptom - No or Slow Range Shift into High (Shift into Low Range is Good)

This transmission contains a SynchroSaver feature to protect the high range synchronizer. When high range is selected and a front section gear is engaged, air pressure is supplied to both sides of the range piston, which reduces synchronizer force. Therefore, if the driver engages a front section gear before the high range synchronizer engages, the high range synchronizer will remain in neutral. When a front section gear engages before the synchronizer shift completes, the driver must shift the lever back to neutral to allow the high range synchronizer to complete its shift. Once the range shift is complete, the driver can complete the front section shift.

If the high range synchronizer hangs up or is slow to synchronize, the front section may engage first. The driver complaint will be that the transmission “neutralizes” on a shift to high range. If this condition occurs, perform the following test of the air system to eliminate the air system as the source of the problem. If the air system performs properly, then the problem is internal to the transmission range synchronizer system.

Note: The driver must preselect all range shifts.

Note: If a capscrew or stud is installed too far into the right side (air module side) rear support hole, the fastener can extend too

far into the transmission. The fastener may contact the range yoke and bind the range synchronizer assembly during the range shift.

Test Procedure

1. Check the shift knob operation.

General Information

On the shift knob, remove the screws holding the plastic skirt. Slide the skirt down and out of the way. Move the range selection lever up into high range. Disconnect the black line connected to the “P” port on the knob.

Question Result What to do next

Does air come out of the “P” port on the knob

2. Test the regulator pressure. (Regulator pressure should be between 75 and 85 PSI (517-586 kPa))

Reconnect the “P” line at the shift knob. Locate the two small pipe plugs on the rear of the air module. One is labeled “H” the other “L”. (See figure 4-1 “Air System Nomenclature”). Install a 0-150 PSI (0-1034 kPa) air gauge in the port marked “H.”

Note: Prior to removing the pipe plug, turn off the air flow by flipping the range selector down into the low range position. The

transmission must be in neutral.

Move the range selector up to the high range position and record the pressure on the gauge. Match the pressure to one of those on the chart on the next page, and follow the corresponding instructions.

Question Result What to do Next

What is the air pressure at the “H” port?

75-85 PSI (517-586 kPa) (to specification)

Yes Repair or replace the knob

No Reconnect the air line to the knob, and con-

tinue to the next step.

Continue to the next step

Air System Troubleshooting

Question Result What to do Next

Less than 75 PSI (517 kPa)

Greater than 85 PSI (586 kPA)

3. Check the spool valve function.

With the shift lever in neutral, move the range selector from low to high several times. Answer the question on the chart below, and follow the instructions corresponding to the result.

Question Result What to do Next

Does the gauge rapidly go from 7585 PSI (517-586 kPa) in High to 0 PSI in Low?

Yes Air system performs properly. Go to

Warning: The pipe plug to be removed in this procedure is pressurized and could be expelled with great force. To prevent personal injury or damage to parts, exhaust the air module before removing the plug, and repressurize the air module after installing the gauge.

On the top of the air module, remove the test port pipe plug for filtered vehicle air. (Marked “F” as shown in figure 4-1.)

Install the test gauge in the “F” port, and check the pressure. If the pressure is less than 90 PSI (620 kPa), repair the vehicle air system to achieve full vehicle air pressure at the air module inlet, and repeat the test. If the pressures greater than 90 PSI (620 kPa) and no external air leaks were detected from the air module, shift knob, or transmission, replace the air module.

Replace the air module

step 5.

No Continue to the next step

4. Isolate and test the air module. Refer to Figure 4-4 “Air System Nomenclature” to see an example of an isolated air module.

WARNING

Failure to exhaust the air module may cause personal injury or damage to parts due to the rapid release of air.

Exhaust the air pressure from the air module. To do so, the vehicle air tanks may need to be exhausted. Remove the four capscrews attaching the air module to the shift bar housing. Lift the air module and tilt it to gain access to the two air holes at the underside at the rear capscrew location. Do not damage or lose the two O-rings used to seal the holes. Block off the air ports on the underside of the module. Repressurize the air module with an inlet supply pressure of over 90 PSI (620 kPa). To repressurize the air module, the vehicle may need to be started and the air pressure allowed to build. With the shift lever in neutral and the gauge still in the “H” test port, move the range selection lever from high to low (down) position.

Answer the question on the chart below, and follow the instructions corresponding to the result.

Question Result What to do Next

Does the gauge rapidly go from 75-85 PSI (517-586 kPa) in High to) PSI in Low?

Yes Continue to the next step.

No Replace the air module.

Air System Troubleshooting

5. Install the air module, and remove the range alignment lock cover (Figure 4-3 “Air System Nomenclature”). Then move the range selection lever from the low to high (up) position. If range now shifts properly, inspect and correct the source of binding between lock cover and range yoke bar. NOTE: To prevent binding, range alignment lock cover capscrews must be tightened when transmission is in Low Range. If the transmission does not shift properly, continue to Step 6.

6. Remove the auxiliary section and inspect the range synchronizer, range yoke, range yoke bar, range yoke snap ring, range sliding clutch, and mating gears for excessive wear, binding, or damage. Repair as necessary. If these components do not need repair, continue to Step 7.

7. Remove the shift bar housing and inspect the range piston, piston bar, and cylinder for excessive wear, binding, or damage. Repair as necessary.

General Information

Air System Troubleshooting

Air System Symptom - No or Slow Range Shift into low (Shift into High is Good)

Test Procedure:

1. Check the shift knob operation.

On the shift knob, remove the two screws holding the plastic skirt. Slide the skirt down and out of the way. Move the range selector up into high range. Disconnect the black line connected to the “P” port on the knob. Move the range selector down into low. Answer the question on the chart below and follow the instructions corresponding to the result.

Question Result What to do Next

Does air come out of the “P” port on the knob?

2. Check the air supply to the shift knob.

Disconnect the red line from the “S” port on the shift knob. Answer the question on the chart below and follow the instructions corresponding to the result.

Question Result What to do Next

Is air coming out of the red line? Yes Repair or replace the shift knob

3. Check the black line for obstruction.

Yes Go to Step 3

No Reconnect the air line to the knob, and con-

tinue to the next step.

No Loosen the air fitting for the line that sup-

plies vehicle air to the module inlet. If no air is available here, repair the vehicle air to the air module. If air is available at the inlet, check the red line going from the air module to the shift knob for obstructions or damage. If the line is clear, replace the air module.

Reconnect the black line at the shift knob. At the air module, disconnect the black air line from the “P” port. Answer the question on the chart below and follow the instructions corresponding to the result.

Question Result What to do Next

Is air available on the line when the range selector is in the Low position?

4. Check the regulator pressure.

Reconnect the “P” line at the air module. Locate the two small pipe plugs on the rear of the air module. One is labeled “H,” and the other is labeled “L”. (See Figure 4-1 “Air System Nomenclature”). Install a 0-150 PSI (0-1034 kPa) air gauge in the port marked “L”.

Note: Prior to removing the pipe plug, turn off the air flow by placing the range selector up into the high range position. The trans-

mission must be in neutral.

Yes Continue to next step

No Repair the black line for damage or obstruc-

tion.

Air System Troubleshooting

Move the range selector down to the low position and record the pressure on the gauge. Match the air pressure to one of those described on the chart on the next page, and follow the corresponding instructions.

Question Result What to do Next

What is the air pressure at the “L” port? 75-85 PSI (517-586 kPa) (To specifica-

tion.)

Less than 75 PSI (517 kPa) Warning: The pipe plug to be removed in

Continue to the next step.

this procedure is pressurized and could be expelled with great force. To prevent personal injury or damage to parts, exhaust the air module before removing the plug, and repressurize the air module after installing the gauge

On the top or the air module, remove the test port pipe plug for filtered vehicle air. (Marked “F” as shown in figure 4-1 “Air System Nomenclature”)

Install the test gauge in the “F” port, and check the pressure. If the pressure is less than 90 PSI (620 kPa), repair the vehicle air system to achieve full vehicle air pressure at the module inlet, and repeat the test. If the pressure is greater than 90 PSI (620spa) and no external air leaks were detected form the air module, shift knob, or transmission, replace the air module.

General Information

Greater than 85 PSI (586 kPa) Replace the air module.

5. Check the spool valve function.

With the shift lever in neutral, move the range select from low to high several times. Answer the question on the chart below and follow the instructions corresponding to the result.

Question Result What to do Next

Does the gauge rapidly go from 7585PSI (517-586 kPa) in Low to 0 PSI in High

6. Isolate the air module from the transmission. Refer to Figure 4-4 “Air System Nomenclature” to see an example of an isolated air module.

Failure to exhaust the air module may cause personal injury or damage to parts due to the rapid release of air.

Exhaust the air pressure from the air module. To do so, you may have to exhaust the vehicle air. Remove the four capscrews attaching the air module to the shift bar housing. Lift the air module and tilt it to gain access to the two air holes on the underside at the rear capscrew location. Do not lose or damage the two small O-rings that seal the holes. Block off the air ports at the underside of the module. Repressurize the air module with an inlet supply pressure of over 90 PSI (620 kPa). To repressurize the air module, the vehicle may have to be started and the air pressure allowed to build. With the shift lever in neutral and the gauge still in the “L” test port, move the range selector from low to high (up) position.

Yes Air system performs properly. Go to step 7.

No Continue to the next step.

WARNING

Air System Troubleshooting

Answer the question on the chart below, and follow the corresponding instructions.

Question Result What to do Next

Does the gauge rapidly go from 7585PSI (517-586 kPa) in Low to 0 PSI in High

7. Install the air module, and remove range alignment lock cover (Figure 4-4 “Air System Nomenclature”). Then move the range selector from low to high (up) position. If range now shifts properly, inspect and correct source of binding between lock cover and range yoke bar. NOTE: To prevent binding, range alignment lock cover capscrew must be tighten when transmission is in Low Range. If transmission does not shift properly, continue to Step 8.

8. Remove the auxiliary section, and inspect range synchronizer, range yoke, range yoke bar, range yoke snap rings, range sliding clutch, and mating gears for excessive wear, binding, or damage. Repair as necessary. If these components do not need repair, continue to step 9.

9. Remove shift bar housing and inspect range piston, piston bar, and cylinder for excessive wear, binding, or damage. Repair as necessary.

Yes Continue to next step.

No Replace the air module.

Air System Troubleshooting

Air System Symptom - Constant Air Leak from Shift Knob

In normal operation, a burst of air will be exhausted from the shift knob when moving the range selector from low to high range.

If a constant air leak is detected, first check for a leaking fitting. If the leak occurs when both high and low range are selected and the leak is from the exhaust “E” port on the shift knob. Repair or replace the shift knob.

If the leak only occurs in high range, check for reversed hook up of “P” and “S” air lines. If the air lines are connected properly, repair or replace the shift knob.

General Information

Air System Troubleshooting

Air System Symptom - Range Shift While Transmission is in Gear

The interlock mechanism allows the driver to move the range selection lever while still in gear (preselect). The range will then shift when the shift lever moves into neutral. If the driver preselects a range shift and the shift occurs while the shift lever is in gear, a problem is present.

Test Procedure:

WARNING

Failure to exhaust the air module may cause personal injury or damage to parts due to the rapid release of air.

1. Exhaust air pressure from the air module. To do so, the vehicle air may need to be exhausted.

2. Remove the four capscrews attaching the air module to the shift bar housing. Lift the air module and tilt it to gain access to the

module interlock finger. Do not lose or damage the two O-rings at the rear mounting capscrew.

3. Inspect the module interlock finger for excessive wear. Replace, if necessary.

4. Shine a bright light into the hole the interlock finger engages. Inspect the chamfer on the shift shaft for excessive wear. To

inspect the chamfer, the transmission may need to be shifted into gear so both the forward and rearward chamfers are visible. If the chamfer is excessively worn, remove the shift bar housing, disassemble, and replace the worn parts.

5. If the shift shaft is not excessively worn, replace the air module.

Air System Troubleshooting

Air System Symptom - Air Leak From Breather or Case is Pressurized

If the air leak occurs when the transmission is in high range, the problem is with the range cylinder in the transmission. Remove the shift bar housing, and disassemble and inspect the range cylinder for worn or missing o-rings. Also, inspect the shift bar housing for cracks or porosity.

If the leak only occurs when the transmission is shifted to low range, the air module may be leaking into the transmission at the interlock finger location. Prior to removing the shift bar housing, perform the following test to determine the problem.

Test Procedure:

WARNING

Failure to exhaust the air module may cause personal injury or damage to parts due to the rapid release of air.

Exhaust the air pressure from the air module. To do so, the vehicle air may need to be exhausted. Remove the four capscrews attaching the air module to the shift bar housing. Lift the air module and tilt it to gain access to the two air holes at the underside at the rear capscrew location. Do not lose or damage the two small o-rings near the rear capscrew location. Block off the air ports on the underside of the module (Figure 4-4 “Air System Nomenclature”). Repressurize the air module with an inlet supply pressure of over 90 PSI (620 kPa). Repressurizing the air module may require starting the vehicle and allowing the air pressure to build. Shift the transmission into low range. Answer the question on the chart below, and follow the instructions corresponding to the result.

Question Result What to do Next

Can any air leakage be detected at the module interlock finger

Yes Replace the air module

General Information

No Air leak is at the range cylinder. Remove

the shift bar housing, and disassemble and inspect the range cylinder for worn or missing o-rings. Also inspect the shift bar housing for cracks or porosity.

General Troubleshooting

General Troubleshooting Chart

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

Complaint Cause Corrective Action

Noise - Growl / Rumble Torsional Vibration.

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

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

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

Noise - High Pitched Whine Gear Noise.

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

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

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

Check transmission oil for excessive metal particles.

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

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

General Troubleshooting

General Troubleshooting Chart (cont)

Complaint Cause What to do next

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

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

Master clutch dragging. Check master clutch for proper disen-

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

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

adjustment, binding, lubrication, or wear.

Shift bar housing problem. Check shift bar housing components for

binding, wear, or damage.

Transmission mainshaft problem. Check mainshaft for twist.

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

Driver technique. Driver not familiar or skilled with proper

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

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

or excessive looseness.

General Information

Shift lever problem. Check shift lever floor boot for binding

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

Worn or broke detent spring or mechanism.

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

General Troubleshooting

General Troubleshooting Chart (cont)

Complaint Cause Corrective Action

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

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

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

Internal transmission problem. Check for excessively worn or damaged

sliding clutches or shift yokes.

Low air pressure. Check air regulator pressure.

Internal transmission problem. Check for excessively worn or damaged

range sliding clutch or yoke.

Transmission air system problem. Preform air system troubleshooting pro-

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

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

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

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

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

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

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

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

Range synchronizer worn or defective. Check range synchronizer and mating

parts for excessive wear or damage.

Air System

Air System Overview

The range shift air system uses pressurized air to allow the operator to shift the auxiliary section between low range and high range. The operator controls this shift with a switch on the shift knob.

The range shift air system components are described below in figure 2-10, which shows the transmission with the air system components labeled.

Shift knob (Master Control Valve)

Located in the shift knob, the master control valve is an operator controlled switch. When the range selector is in the down position, low range is selected. When the range selector is in the up position, high range is selected.

Air Module

Located on the top of the transmission, this module contains an air filter, and air pressure regulator, a spool valve, and an interlock mechanism. Depending on the position on the range selector, the air module directs air flow to the low range or high range side of the range piston to complete a range shift

The Range Shift Interlock feature of the air module allows the driver to preselect range shifts (place the range selector in the up or down position) while the transmission is still in gear. The system interlock will prevent the range shift until the shift lever and transmission are in neutral. The range shift will complete as the shift lever passes through neutral, This feature prevents transmission damage and smooths shifting. The air module interlock operation is described in greater detail later in this section.

Figure 2-10 Transmission Air System Components

Shift Knob

(Master Control Valve)

Range Cylinder

General Information

Range Selector

Air Module

Piston Range Bar

High Range Synchronizer

Range Piston

Range Yoke Bar

Range Yoke

Low Range Synchronizer

Range Sliding Clutch

Air System

Range Cylinder and Piston

The range cylinder is located on the underside of the shift bar housing. It contains the range piston and bar assembly. The range piston and bar assembly is connected with the range yoke bar to move the range sliding clutch back and forth. Depending on the position of the range selector, pressurized air is supplied to the front or back of the range piston to shift the auxiliary section into low or high range.

Range Bar and Yoke

Located in the transmission auxiliary section, the range yoke bar and yoke move the range sliding clutch to low or high range. The range yoke bar extends into the main case where it is connected with the range piston bar. The range yoke is positioned in the slot of the range sliding clutch. When the range cylinder moves the range bar and yoke, the yoke moves the sliding clutch into the high or low range position.

Range Sliding Clutch and Synchronizer

The range sliding clutch and synchronizer are located on the auxiliary mainshaft (output shaft). The range sliding clutch connects the auxiliary mainshaft to either the auxiliary drive gear (in high range) or the auxiliary reduction gear (in low range). The synchronizer allows the sliding clutch to move into gear without grinding.

Air System

Air Module Part Nomenclature

Figure 2-11 shows the air module with its components labeled. Refer to this figure as necessary while reading about the air system.

Return Spring

Interlock

Balls

Interlock/

Slave Piston

Housing

Interlock

End Cap

Interlock

"P" Pilot

Signal Port

Slave Piston

Guide

Low Range

Exhaust Port

Spool Valve Housing

High Range Exhaust Port

High Range Port

Spool Valve

Air Module Cover

Spool Return Spring

Spool Return Spring Rest

Spool Valve End Cap

Exhaust Filter

Air Module Base

General Information

Interlock

Finger

Figure 2-11 Air Module Part Nomenclature

Low Range

Port

Base Plate

Manifold

Gasket

Base Plate

Supply Port

Air System

Air Module Interlock

Purpose

The air module interlock allows the range to shift only when the transmission is in neutral. The interlock prevents a range shift when a front section gear is engaged.

This feature allows the driver to preselect the range shift (move the range selector on the shift knob) while a front section gear is still engaged. The range shift will start and finish as the shift lever is moved through neutral. The range shift must occur with the front section in neutral to prevent damage to the range synchronizers.

Interlock Construction

The air module interlock finger extends out of the bottom of the air module and through a hole in the shift bar housing where it contacts the shift shaft. The interlock return spring continuously forces the interlock finger against the shift shaft.

The shift shaft contains a groove that corresponds with the neutral shift position. The groove provides clearance so that the interlock finger and interlock end cap can move to the relaxed position when the transmission front section is in neutral.

Four interlock balls are contained in four separate holes in the slave piston guide. The slave piston end of the interlock end cap contains a relief that provides clearance for the interlock balls.

Interlock

Return Spring

Interlock

Balls

(Only Two

Shown)

Interlock/

Slave Piston

Housing

Interlock

End Cap

Interlock

Finger

Figure 2-12 Air Module Interlock Components

Slave Piston

Guide

Air System

Interlock Operation

When the transmission front section is shifted into gear, the shift shaft is moved either forward of rearward. When the shift shaft moves, the interlock finger rides up a ramp and out of the shift shaft neutral notch. The interlock finger pivots into the air module and forces the interlock end cap to the right, compressing the interlock return spring. The four interlock balls are forced down into their respective holes. In this position, the interlock balls drop into a groove on the slave piston and prevent fore and aft movement of the slave piston. This effectively locks the slave piston and spool valve in position. Figure 2-13 shows the positioning of the air module interlock components when the shift lever is in gear.

Spring is compressed as interlock end cap is forced to the right.

General Information

NOTE: Interlock finger pushed left due to contact with shift shaft. (Shift shaft is in shift bar housing.)

Figure 2-13 Interlock with Shift Lever in Gear

Interlock balls are held down against slave piston.

Air System

When the transmission is shifted to neutral, the interlock return spring forces the interlock end cap to the left as the interlock finger pivots into the neutral notch on the shift shaft. The interlock balls can now move up out of the groove on the slave piston and the slave piston can move freely. Figure 2-14 shows the positioning of the air module interlock components when the shift lever is in neutral.

Spring forces interlock end cap and finger to the left.

NOTE: Interlock finger in relaxed position against shift shaft notch.

Figure 2-14 Interlock with Shift Lever in Neutral

Interlock balls can move away from slave piston.

Air System

Air System Air Flow

Supply Air Flow

Vehicle air is supplied to the air module inlet at the vehicle air pressure of 90-130 PSI (620-896 kPa). The air passes through the inlet filter inside the air module and goes to a pressure regulator, which regulates the air pressure to 80 PSI (551kPa). Through internal passages of the air module, the regulated air is available at the “S” supply port on the air module cover and the supply port on the shift knob master valve through 1/8” or 5/32” plastic air line. Figure 2-14 shows the supply air flow through the air module.

Filter

Vehicle Supply

Air INLet

Air

Module

Filtered Air

Test Port

Pressure

Regulator

"F"

Shift Knob

"H"

"L"

General Information

Figure 2-14 Supply Air Flow

120 PSI (827 kPa)

80 PSI (551 kPa)

Air System

Low Range Air Flow

When low range is selected, supply air will flow through the air module spool valve to the low range port. Air flows through the low range passages in the air module and exits the module near the rear attaching capscrew. After exiting the air module, the air flows into a passage in the shift bar housing and is supplied to the front side of the range cylinder piston. The range piston, yoke, and sliding clutch move rearward to shift the auxiliary into low range. Figure 2-15 shows the low range air flow through the air module.

Shift Knob

Vehicle Supply Air INLet

Air

Module

120 PSI (827 kPa) 80 PSI (551 kPa)

0 PSI

Figure 2-15 Low Range Air Flow

"F"

Filtered Air Test Port

Range C

ylinder

High Range

Test Port

"H"

"L"

Low Range Test Port

Air System

High Range Air Flow

When high range is selected, supply air will flow through the air module spool valve to the high range port. Air flows through the high range passages in the air module and exits the module near the rear attaching capscrews. After exiting the air module, the air flows into a passage in the shift bar housing and is supplied to the back side of the range cylinder piston. The range piston, yoke, and sliding clutch move forward to shift the auxiliary into high range. Figure 2-16 shows the high range air flow through the air module.

Shift Knob

Vehicle Supply Air INLet

Filtered Air Test Port

"F"

High Range

Test Port

"H"

"L"

Low Range Test Port

Air

Module

General Information

120 PSI (827 kPa) 80 PSI (551 kPa)

0 PSI

Figure 2-16 High Range Air Flow

Range Cylinder

Air System

Air Module Operation

Low Range - Shift Lever in Neutral

When the range lever on the shift knob is placed in the down (low range) position, air flows through the master control valve and back to the air module through 5/32” air line. This signal air will enter the air module at the “P” port where it will enter the slave piston chamber. With the shift lever in neutral, the air pressure will move the slave piston and spool valve to the full right position as shown in figure 2-17, and the spool return spring will be compressed. At this point, the supply port will be connected with the low range port, and the high range port will be exhausted. Pressurized air will move the range piston, bars, range yoke, and range sliding clutch to the low range position.

"P" Pilot Signal

ExhaustExhaust

Low Range

High Range

Supply

Figure 2-17 Air Flow for Low Range with Shift Lever in Neutral

Low Range - Shift Lever in Gear

When the transmission is shifted into gear, the interlock mechanism will shift to the right as shown in Figure 2-18, locking the slave piston and spool valve into position. Air flow through the air module is not affected.

"P" Pilot Signal

ExhaustExhaust

Low Range

Supply

Figure 2-18 Air Flow for Low Range with Shift Lever in Gear

High Range

Air System

Low Range - Shift Lever in Gear, High Range Preselected

With the shift lever still in gear, the driver will preselect high range by switching the range lever on the shift knob to the up position. When the range lever is in the up position, the air supply is shut off to the “P” port. The “P” air line will be exhausted at the shift knob. The spool valve and slave piston will not move due to the interlock mechanism and the transmission being in gear. Figure 2-19 shows the air flow with high range preselected.

"P" Pilot Signal

ExhaustExhaust

Low Range

High Range

Supply

Figure 2-19 Air Flow for Low Range with high Range Preselected

General Information

High Range - Shift Lever in Neutral

With high range preselected, the interlock mechanism will release as soon as the shift lever is moved to neutral. The spool return spring will move the spool valve and the slave piston to the full left position. Supply air will be provided to the high range port. The low range port will be exhausted. Pressurized air will move the range piston, bars, range yoke, and range sliding clutch to the high range position. Figure 2-20 shows the air flow with high range selected and the shift lever in neutral.

"P" Pilot Signal

ExhaustExhaust

Low Range

High Range

Supply

Figure 2-20 Air Flow for High Range with Shift Lever in Neutral

Air System

High Range - Shift Lever in Gear

When the shift lever is moved into gear, the interlock finger moves the interlock end cap to the right, which activates the interlock mechanism. It also moves the slave piston and spool valve partially to the right. The partial travel of the spool valve exposes the low range port to pressurized air from the supply port. Supply air is available to both the low and high range ports, and both exhaust ports are sealed. Equal air pressure is available on both sides of the range cylinder piston. Because the high range side of the piston has more available surface area than the low range side, the range remains in high range. Figure 2-21 shows the air flow with high range selected and the shift lever in gear.

"P" Pilot Signal

ExhaustExhaust

Low Range

Supply

Figure 2-21 Air Flow for High Range with Shift Lever in Gear

High Range

Air System

SynchroSaver Operation

For the range synchronizer to properly preform a range shift, the front section of the transmission must be in neutral. The range shift occurs after being properly preselected and while the driver moves the shift lever through neutral to the next gear

Because the range synchronizer can be damaged if the driver engages the front section while the range synchronizer attempts to synchronizer for high range, a range synchronizer protection feature (SynchroSaver) is incorporated in this design.

The SynchroSaver™ feature protects the synchronizer by decreasing the force the synchronizer applies to the auxiliary drive gear when the front section is engaged in gear.

When high range is selected and the transmission is in neutral, air pressure is available on the high range side of the piston and no air pressure is available on the low range side of the piston. The air pressure creates maximum force on the range piston, range yoke, and high range synchronizer to provide a fast and efficient shift into high range.

When the transmission is in gear, air pressure is supplied to both the high range and low range side of the range piston to equalize the air pressure on both sides. however, the high range side of the piston has a slightly larger surface area than the low range side; therefore, some force (much reduced from in neutral) is still trying to shift the transmission to high range. The reduced force will prevent extensive damage to the high range synchronizer.

General Information

Air System

Air System Nomenclature

Figures 4-1 through 4-3 below show the air module, shift knob, and range alignment lock cover (earlier models) with their components labeled. These are the primary components used during troubleshooting. If necessary, refer to these figures while troubleshooting the air system.

Figure 4-1 Air Module Ports

Vehicle Supply

Air

let

upply Port

ilot Signal Port

igh Range

Test Port (1/16" NPT)

ow Range

Test Port (1/16" NPT)

iltered Vehicle

Supply Air Test Port (1/16" NPT)

Indication Notch

Range

Selector

Shift Knob

Figure 4-2 Shift Knob Components Figure 4-3 Range Alignment Lock Cover

Range Alignment Lock Cover

Auxiliary Section Housing

Air System

Figure 4-4 below shows how to isolate the air module. If necessary, refer to this figure when isolating the air module.

5/16" X 1 1/2" Capscrew

5/16" Flat Washer

Gasket Material*

1/2" Flat Washer 5/16" Flat Washer

5/16" Nut

General Information

* Gasket material must be used to seal the two holes in the bottom of air module.

Figure 4-4 Air Module Isolation

The table below shows which air lines connect to which ports on the shift knob and air module. If necessary, refer to this table when connecting the air lines.

Port on Knob Port on Air Module Air Line Color (Typical)

SSRed

PPBlack

Timing

Timing Procedures

Special Instructions

It is essential that both countershaft assemblies of the front and auxiliary sections are "timed." This assures proper tooth contact is made between mainshaft gears seeking to center on the mainshaft during torque transfer and mating countershaft gears that distribute the load evenly. If not properly timed, serious damage to the transmission is likely to result from unequal tooth contact causing the mainshaft gears to climb out of equilibrium.

Timing is a simple procedure of marking the appropriate teeth of a gear set prior to installation and placing them in proper mesh while in the transmission. In the front section, it is necessary to time only the drive gear set. And depending on the model, only the LO range, deep reduction, or splitter gear set is timed in the auxiliary section.

Procedure - Front Section

1. Marking countershaft drive gear teeth: Prior to placing

each countershaft assembly into the case, clearly mark the tooth located directly over the drive gear keyway as shown. This tooth is stamped with an "O" to aid identification.

2. Marking main drive gear teeth: Mark any two adjacent teeth

on the main drive gear.

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

3. Meshing marked countershaft drive gear teeth with marked main drive gear teeth: After placing the mainshaft assembly into the case, the countershaft bearings are installed to complete installation of the countershaft assemblies.

When installing the bearings on the left countershaft, mesh the countershaft drive gear marked tooth with either set of main drive gear two marked teeth.

Repeat the procedure when installing the bearings on the right countershaft, make use of the remaining set of main drive gear two marked teeth to time assembly.

Procedure - Auxiliary Section

4. Marking the helical auxiliary countershafts: Mark any two

teeth on the LO range gear. Then mark two teeth located directly opposite the first marked.

Prior to placing each auxiliary countershaft assembly into housing, mark the tooth on each auxiliary countershaft assembly LO range gear stamped with the two "O"s. Repeat the procedure on each auxiliary countershaft reduction gear.

Follow the assembly procedures in the "Auxiliary Section".

Timing

In-Vehicle Service Procedures

How to Disassemble the Roadranger Valve

Special Instructions

None

Special Tools

• Typical service tools

Component Nomenclature and Auxiliary Countershaft Sectional View

1. Medallion

2. Spring

3. Lever

4. Cover

5. Screw

6. Ball 5/32”

7. Retainer

8. O-Ring

9. Old Style Shift Knob

Old Design

Procedure -

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

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

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

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

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

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

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

In-Vehicle Service Procedures

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

In-Vehicle Service Procedures

How to Assemble the Roadranger Valve

Special Instructions

None

Special Tools

• Typical service tools

Component Nomenclature and Auxiliary Countershaft Sectional View

1. Medallion

2. Spring

3. Lever

4. Cover

5. Screw

6. Ball 5/32”

7. Retainer

8. O-Ring

9. Old Style Shift Knob

Old Design

Procedure -

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

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

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

In-Vehicle Service Procedures

In-Vehicle Service Procedure

How to Remove Compression Type Fittings

Special Instructions

WARNING

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

CAUTION

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

Before removing the air lines and hoses, label or record their location.

Special Tools

• Typical service tools

Procedure -

1. Exhaust the vehicle air tanks before continuing.

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

3. Pull the air line and attached collet from the fitting.

4. Inspect the fitting, air line, collet, and nut for damage or wear. Replace as necessary.

In-Vehicle Service Procedure

How to Install Compression Type Fittings

Special Instructions

WARNING

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

CAUTION

Special Tools

• Typical service tools

Procedure -

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

2. Install the fitting.

Note: Do not overtighten the nut. Overtightening can com-

press the collet too much and cause an air line restriction.

3. Install the air line, collet, and nut. If installing a new fitting, place the collet in the fitting and loosely install the nut. (Do not tighten the nut yet.) Insert the air line through the nut and into the collet. Tighten the nut as usual.

In-Vehicle Service Procedure

4. Enable the vehicle air system. Allow the air tanks to pressurize, and check for leaks. Repair as necessary.

In-Vehicle Service Procedures

How to Remove Push-To-Connect Type Fittings

Special Instructions

WARNING

A sudden release of air pressure can injure you or damage equipment. To prevent injury or equipment damage, exhaust the vehicle air tanks.

CAUTION

Make sure only 5/32” air lines are used with push-to-connect fittings. Using sizes other than 5/32” can cause air leaks or damage to fittings.

Special Tools

• Air Line Release Tool

• Cutting Tool

Procedure -

1. Exhaust the vehicle air tanks before continuing.

2. Use the air line release tool from kit K-2394 to press the release sleeve down while pulling the air line from the fitting as shown at right.

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

as necessary.

How to Install Push-To-Connect Type Fittings

Special Instructions

None

Special Tools

• Air Line Cutting Tool

Procedure -

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

2. Install the fitting.

In-Vehicle Service Procedures

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

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

5. Enable the vehicle air system. Allow the air tanks to pressurize, and check for leaks.

In-Vehicle Service Procedure

How to Remove a Roadranger Valve

Special Instructions

WARNING

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

Special Tools

• Typical service tools

Procedure -

1. From the Roadranger valve cover, remove the two (2) mounting screws.

2. Slide the Roadranger valve cover down.

3. From the air fittings, disconnect the air lines.

4. From the Roadranger base, loosen the jam nut. Rotate the Roadranger valve until the valve is removed.

5. Inspect the parts: nut, valve cover, air lines, sheathing, and O-rings from the lever shaft.

6. In the Roadranger valve, inspect the air fittings, and remove if damaged.

In-Vehicle Service Procedure

How to Install a Roadranger Valve

Special Instructions

To position the Roadranger valve, the range lever must be to the front or the splitter button to the left when facing forward.

Special Tools

• Typical service tools

Procedure -

1. Make sure the nut, valve cover, air lines, sheathing, and Orings are in position on the lever shaft.

2. If previously removed, replace the air fittings and torque to 84-120 lb. in.

3. Place the Roadranger valve on the lever shaft and rotate so the range selector faces the vehicle front.

In-Vehicle Service Procedure

4. From the Roadranger valve bottom, tighten the jam nut to 35-45 lb. ft. of torque.

5. Connect the air lines to the air fittings.

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

7. Install the Roadranger valve cover mounting screws.

Note: Make sure the air lines are seated fully.

In-Vehicle Service Procedure

How to Remove the Gear Shift Lever/Remote Shift Control

Special Instructions

The air lines must be disconnected from the transmission or from the Roadranger valve.

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

Remote control housings are removed the same way as gear shift levers.

Special Tools

• Typical service tools

Procedure -

1. From the gear shift lever base/shift control housing, remove the four (4) retaining capscrews.

2. To break the gasket seal, lightly jar the gear shift/shift control housing.

3. Remove the gear shift lever housing.

CAUTION

Make sure the detent springs do not fall into the transmission.

4. Remove detent springs as needed.

5. Remove the gasket and clean the area the replacement gasket will contact.

In-Vehicle Service Procedure

How to Install the Gear Shift Lever/Remote Shift Control

Special Instructions

Remote control housings are installed the same way as gear shift levers.

For standard and forward shift bar housings, make sure the detent springs and balls are in the shift bar housing top bores.

Make sure the shift block and yoke notches are aligned in the neutral position.

Special Tools

• Typical service tools

Procedure -

1. Thoroughly clean mounting surface.

2. Position a new gear shift lever/shift control housing gasket on the gear shift lever mounting surface.

3. Install the detent springs.

4. Install the shift lever/shift control housing. Make sure the tip (finger) of the gear shift lever fits into the slots in the shift block.

In-Vehicle Service Procedure

5. Apply Eaton/Fuller Sealant #71205 or equivalent to the retaining capscrews.

6. Install the retaining capscrews, tighten to 35-45 lbs.ft. of torque.

Note: Make sure the capscrews are properly torqued.

Note: Make sure you can shift the transmission.

In-Vehicle Service Procedure

How to Adjust the Remote Shift Control (LRC Type)

Special Instructions

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

Special Tools

• Typical service tools

Procedure -

1. Move the gear shift lever forward or backward to the neutral position.

2. Move the gear shift lever sideways, toward reverse, until you feel resistance from the reverse plunger spring. DO NOT shift to reverse. The shift finger must remain in this position while you are making all the adjustments.

3. Remove the cotter pin, castle nut and ball joint A (see figure A) from the selection lever. Do not remove the ball joint from the pivot link.

4. Loosen the capscrew B (see figure A) and remove the shift arm from the inner shift shaft. Do not disconnect the selection lever from the shift arm.

5. Turn the shift arm until it is at a right angle (90°) to the selection lever as viewed from the side (see figure B).

Note: Ideally, the shift arm should be adjusted 90° to the se-

lection lever as described, but in some chassis configurations it may be necessary to index the shift arm in the vertical position. Indexing the shift lever is done to prevent shift lever jump out. This type of adjustment will cause an unequal amount of gear shift lever travel between neutral and a forward lever position as compared to neutral and a rearward lever position.

6. Install the shift arm on the splines of the inner shift shaft. You may have to move the shift arm 4° or 5° to align the splines of the two parts. Disregard any movement of the gear shift lever at this point. The gear shift lever will be adjusted later.

7. Tighten the capscrew B (see figure A) on the shift arm.

8. Connect the pivot link assembly ball joint to the selection lever. Secure it with the castle nut and cotter pin.

9. Loosen the jam nuts C (see figure C) on the pivot link.

In-Vehicle Service Procedure

10. Check to be sure the inner shift finger is still in place.

11. Rotate the pivot link until the curved end of the selection lever is parallel with the shift arm as viewed from the rear (see figure C).

12. Tighten the pivot link jam nuts C (see figure C).

13. Loosen both capscrews on the turnbuckle D (see figure A).

14. Check to be sure inner shift finger is still in place.

15. Rotate the turnbuckle to obtain the proper forward-backward neutral position of the gear shift lever in the cab.

16. Tighten one turnbuckle D capscrew (see figure A).

17. Move the gear shift lever to the desired position.

18. Turn the second turnbuckle D capscrew.

19. Check for linkage obstructions in all gear positions.

In-Vehicle Service Procedure

In-Vehicle Service Procedures

How to Remove the Detent Spring

Special Instructions

None

Special Tools

• Typical service tools

Procedure -

Detent Plunger

Capscrew

Shift Block

Detent Spring

Optional Spring Design

1. Remove the shift lever or remote shift control according to the “Shift Lever/Remote Shift Control Removal” instructions in this section.

2. Remove the shift block socket head capscrew using an 8 mm or 5/16” hex driver.

3. Gently pry the shift block loose, and lift it straight up to prevent the detent plunger and spring from falling into the transmission case.

4. Remove the detent plunger and spring(s).

Note: Some transmissions may have two springs to in-

crease the detent force.

How to Install the Detent Spring

Special Instructions

None

Special Tools

• Torque Wrench 50 lb. ft. Capacity

Procedure -

1. Place the detent spring(s) and detent plunger in the shift block.

In-Vehicle Service Procedures

Detent Plunger

Capscrew

Detent Spring

In-Vehicle Service Procedures

Optional Spring Design

2. Place the shift block on the shift shaft using the following procedure.

a. Tilt the shift block so the plunger faces slightly upward.

b. Place the plunger in the center of the detent notch, and

press the detent plunger in to compress the detent springs.

c. While the springs are compressed, roll the shift block

into place on the shift shaft. If the shift shaft has been moved or otherwise disturbed, it may be necessary to slide the shift shaft fore or aft to properly install the shift block.

3. Install the socket head capscrew to secure the shift block. Apply Thread Sealant/Adhesive and Torque the screw to 4045 lb. ft. (54-61 N•m)

4. Install the shift lever or remote shift control according to the “Shift Lever/ Remote Shift Control Installation” instructions in this section.

Shift Block

In-Vehicle Service Procedures

Neutral Switch Operation and Testing

Special Instructions

The neutral switch is a normally closed switch. An electrical current flows through it when the transmission shifter is in the center neutral position. When the transmission shifter is in gear or a side neutral position, the switch is open and no current flows through it.

Special Tools

• Ohm Meter

Procedure -

Center Neutral Position (Neutral Switch Active)

1. Disconnect the wiring from the switch by lifting the connector locking tab and pulling the connector out of the switch.

2. Connect an ohm meter to check for continuity or a small reading.

3. Place the transmission shift lever in the center neutral position. The ohm meter should register continuity or a small reading. If it does, go to the next step. If it does not, remove the switch and replace it according to the removal instructions below.

Shift Position Diagram

4. Shift the transmission into all gear positions. The ohm meter should read open or infinity. If it does not, remove the switch, recheck it for continuity, and replace it as necessary. Also, check for the presence of the neutral switch pin.

In-Vehicle Service Procedures

How to Remove the Neutral Switch

Special Instructions

If the ohm meter responds as indicated in the test procedure, do not perform this procedure as the switch is in good working condition.

Special Tools

• Typical service tools

Procedure -

1. Remove the switch using a 22 mm or 7/8” deep well socket or box end wrench.

2. Check for the presence of the neutral pin in the bore under the switch.

3. While watching the neutral pin, move the transmission in and out of gear. The pin should raise up when the transmission is in gear and lower when the transmission is in neutral. If the pin does not operate properly, remove the pin with a magnet and check it for wear. Also, remove the shift bar housing and check the shift shaft for wear.

4. Remove the pin from the bore with a magnet and check it for excessive wear. If it is worn, replace it.

5. If the pin is present and not worn, replace the switch with a new one.

Neutral Switch

In-Vehicle Service Procedures

O-ring

Neutral Pin

Reverse Pin

O-ring

Reverse Switch

In-Vehicle Service Procedures

How to Install the Neutral Switch

Special Instructions

None

Special Tools

• Torque Wrench 25 lb. ft. Capacity

Neutral Switch

O-ring

Procedure -

1. Insert the neutral pin in the neutral switch bore. (The neutral pin is shorter than the reverse pin).

Reverse Pin

O-ring

Reverse Switch

Neutral Pin

2. Lubricate the O-ring on the switch.

3. Install the neutral switch. Tighten it to 15-20 lb. ft. (20-27 N•m) of torque.

4. Connect the wiring connector to the switch, making sure the locking tab engages properly.

In-Vehicle Service Procedures

Reverse Switch Operation and Testing

Special Instructions

The reverse switch is a normally open ball switch. When the transmission is shifted into reverse, a ramp on the reverse shift yoke contacts and raises a pin. The pin depresses the ball on the switch, which closes the switch contact, allowing current to flow through the switch and light up the vehicle’s backup lights.

Special Tools

• Ohm Meter

Procedure -

1. Disconnect the wiring from the switch by lifting the connector locking tab and pulling the connector out of the switch.

2. Connect an ohm meter to test for continuity.

3. Place the transmission shift lever in any position except reverse. If the switch is working properly, the ohm meter should read open or infinity. If it is not, remove the switch and recheck it for continuity. Replace it as necessary.

4. Place the transmission shift lever in the reverse position. If the switch is working properly, the ohm meter should register continuity, or a small reading. If it does not, remove the switch and recheck it for continuity. Replace it as necessary. Also, check for the presence of the reverse pin.

In-Vehicle Service Procedures

Neutral Switch

O-ring

Neutral Pin

Reverse Pin

O-ring

Reverse Switch

In-Vehicle Service Procedures

How to Remove the Reverse Switch

Special Instructions

If the ohm meter responds as indicated in the test procedure, do not perform this procedure as the switch is in good working condition.

Special Tools

• Typical service tools

Procedure -

Reverse Pin

O-ring

Reverse Switch

Neutral Switch

O-ring

Neutral Pin

1. Remove the switch using a 22 mm or 7/8” deep well socket or box end wrench.

2. Check for the presence of the reverse pin in the bore under the switch.

3. While watching the reverse pin, move the transmission shifter between the reverse position and any gear. The pin should raise when the transmission is shifted to reverse and lower when the transmission is in neutral. If the pin does not raise and lower, inspect it to see if something is causing it to stick, and inspect it for wear. Also, remove the shift tower and check for wear on the reverse yoke ramp. This ramp can be seen through the shifter opening.

4. Remove the pin from the bore with a magnet and check it for excessive wear. If it is worn, replace it.

5. If the pin is present and not worn, replace the switch with a new one.

How to Install the Reverse Switch

Special Instructions

None

Special Tools

• Torque Wrench 25 lb. ft. Capacity

Procedure -

1. Insert the reverse pin in the reverse switch bore. (The reverse pin is longer than the neutral pin.)

In-Vehicle Service Procedures

Neutral Switch

O-ring

In-Vehicle Service Procedures

2. Lubricate the O-ring on the switch.

3. Install the reverse switch. Tighten it to 15-20 lb. ft. (20-27 N•m) of torque.

4. Connect the wiring connector, making sure the locking tab engages properly.

Neutral Pin

Reverse Pin

O-ring

Reverse Switch

In-Vehicle Service Procedures

How to Install the Shift Bar Housing

Special Instructions

None

Special Tools

• Torque Wrench 50 lb. ft. capacity

Procedure -

1. Clean the gasket mounting surface of the main case and shift bar housing, and place a new gasket on the main case.

2. Place the shift bar housing shift shaft in the Neutral position so the yokes will be positioned to fit over the mainshaft sliding clutches.

3. In the main case of the transmission, place the mainshaft sliding clutches in their neutral positions.

4. If the auxiliary section is in place, slide the range piston bar forward or rearward to align the notch in the piston bar with the notch in the range yoke bar.

5. With all parts properly aligned, lower the shift bar housing straight down into position. Position can be verified thru shift tower opening.

6. Apply Eaton® Fuller® thread sealant #71205 or equivalent to the retaining capscrews.

7. Install the 16 retaining capscrews. Tighten the screws in sequence per numbers on shift bar housing to 40-45 lb. ft. (54-61 N•m) of torque.

In-Vehicle Service Procedures

How to Remove the Shift Bar Housing

Special Instructions

The air module does not have to be removed in order to remove the shift bar housing.

Special Tools

• Typical service tools

Procedure -

Pry Slot

Dowel Pin

1. From the shift bar housing rim, remove the 16 retaining capscrews.

2. Insert a screw driver into the pry slots near the dowel pins and pry the housing off the dowel pins.

TIP: Light upward hammering on the three tabs may help loosen the shift bar housing. Do not hammer excessively as the housing may crack.

In-Vehicle Service Procedures

Dowel Pin

3. Lift the shift bar housing straight off the transmission case and set it on a bench.

4. Remove the gasket, and clean all mounting surfaces of gasket material.

Pry Slot

In-Vehicle Service Procedures

How to Remove the Oil Seal Mechanical/Magnetic Speedometer

Special Instructions

Prior to replacing the seal, carefully inspect the transmission to make sure the oil leakage is coming from the seal. Pay particular attention to the gasketed surfaces of the rear bearing cover, rear countershaft bearing covers, and shift bar housing.

For additional Information on rear seal service, refer to the “Seal Maintenance Guide” TCSM-0912.

Special Tools

• Output Yoke Puller T1

1. Bushing

2. Rear Bearing Cover Assembly

3. Capscrew

4. Speedometer Drive Gear

5. Oil Seal with Slinger

6. O-Ring

7. Speedometer Spacer Assembly

1. Rear Bearing Cover

2. Sensor Retaining Capscrew

3. O-Ring

4. Speedometer Sensor

5. Capscrew

6. Oil Seal

7. Slinger

8. O-Ring

9. Speedometer Spacer Assembly

10. Slinger

Procedure -

In-Vehicle Service Procedures

1. Disconnect the driveshaft and U-joint from the output yoke according to the OEM or driveshaft manufacturer’s instructions.

2. Shift the transmission into 1st gear or low gear or use a yoke holding tool to prevent the output yoke from turning when you loosen the output yoke nut.

3. Remove the output yoke nut using a 70 mm or 2 3/4” socket.

4. Remove the output yoke. Use an output yoke puller (Tool ref. ID T1).

a. For Magnetic Speedometers:

Remove the speedometer sensors from the rear bearing cover

TIP: If the sensor is a thread in type, note the number of threads exposed so that the sensor can be reinstalled to the same depth. If the sensor is a push in type, remove the hold down capscrew and pull the sensor out of the bore.

Remove the speedometer rotor/seal sleeve and the Oring.

b. For Mechanical Speedometers:

In-Vehicle Service Procedures

Remove the seal sleeve and O-ring

5. For transmissions with magnetic speedometers, pry the seal out as shown using a large screwdriver or prybar in the metal groove of the seal. For transmissions with mechanical speedometers, use a slide hammer with a hook attachment to remove the seal.

Note: The seal will be damaged during removal and must be

replaced.

6. Remove seal slinger from the speedometer rotor/seal sleeve using a brass drift and hammer.Remove seal slinger from the speedometer rotor/seal sleeve using a brass drift and hammer.

7. Inspect all parts of the oil seal according to the instructions in the “General Service Practices” section of the manual.

In-Vehicle Service Procedures

How to Install the Oil Seal Mechanical/Magnetic Speedometer

Special Instructions

To prevent oil leaks, do not touch the seal lip, and make sure the seal driver is clean.

Special Tools

• Seal Driver Eaton K-2413

• Torque Wrench 500 lb. ft. capacity

Procedure -

1. Place a seal on the oil seal driver (Eaton # K-2413), and drive the new seal into the rear bearing cover. The seal is fully installed when the flange on the seal is flush with the shoulder in the bore.

2. Install the new slinger on speedometer rotor/seal sleeve using a slinger driver.

3. If previously removed, install the O-ring over the output shaft.

CAUTION

To avoid creating oil leaks, make sure the speedometer rotor/seal sleeve is free from contaminants.

4. Install the speedometer rotor/seal sleeve over the output shaft, and install the speedometer sensors.

5. Install the output yoke over the output shaft. The yoke should slide on and stop before contacting the speedometer rotor. As the output shaft nut is installed, the output yoke will contact the speedometer rotor.

6. Inspect the output shaft nut for damage and wear. If the nylon locking material is damaged or excessively worn, use a new output nut.

Note: The nylon locking material must be in good condition

so that nut does not loosen when the vehicle is in use.

In-Vehicle Service Procedures

7. Lightly oil the output shaft threads and the output nut threads, and install the nut. Torque the nut to 450-500 lb. ft. (610-677 N•m).

8. Connect the driveshaft and U-joint according to the OEM or driveshaft manufacturer’s instructions.

In-Vehicle Service Procedures

How to Remove the Auxiliary Section in Chassis

Special Instructions

The following procedure covers the removal of the auxiliary section with the transmission remaining in the chassis. If the transmission has been removed, refer to “Auxiliary Section Removal (Bench Procedure)” for removal procedures.

CAUTION: The lock cover was removed on new units, so the shiftbar needs to be removed to unlock the range cylinder and remove the auxiliary section.

Special Tools

• Floor Jack

• M10 x 1.5 tap

• Mounting Plate T19 (see Table 6)

Procedure -

Roadranger¨ Valve

Jam Nut

1. Place the range selector on the shift knob in the down position to shift the transmission into low range. Removing the auxiliary section when the transmission is in Low Range will aid in reassembly.

2. Drain the transmission oil.

3. Disconnect the driveshaft and U-joint from the output yoke.

4. If the auxiliary section is to be disassembled, remove the output nut using a 70 mm or 2 3/4” socket. To prevent the output shaft from rotating while removing the nut, shift the transmission to 1st gear or use a yoke holding tool.

WARNING

If the shift bar housing is still installed, you MUST perform steps 5 and 6 if the lock cover is present. New designs no longer use the lock cover and the shiftbar housing must be removed for auxiliary section removal.

5. Remove the capscrews from the range bar lock cover, and rotate the lock cover counterclockwise until the notch on the cover lines up with the unlock symbol.

Note: The left is the old style cover and the right is the new

style cover.

Note: If the system still contains air pressure, greater force

is required to turn the lock cover.

6. Insert the right capscrew to secure the cover in the unlock position.

Note: This step unlocks the range yoke bar in the auxiliary

from the range piston bar in the shift bar housing.

In-Vehicle Service Procedures

7. Drive the two dowel pins forward, and remove them.

8. Remove 18 of the 19 capscrews that secure the auxiliary section to the main section. Leave one capscrew to secure the housing until it is ready to be removed.

Note: Capscrews are different lengths. Note their locations

for reassembly purposes.

9. Clean and oil the three threaded pusher holes in the auxiliary section flange. To clean them, thread an M10x1.5 tap into each hole to remove paint, rust, and other debris.

WARNING

Use the proper equipment with safety chains attached to remove the auxiliary section. The auxiliary section can slide rearward and could fall, causing you serious injury and/or damage to the auxiliary section.

10. Attach the chain and lifting device to the auxiliary section hanger, or attach the support jack to the auxiliary section. (Tool ref. ID T19).

Remove the rear bearing covers and install the Auxiliary countershaft shim/retaining plates T3.

11. Thread capscrews into each of the three previously cleaned pusher holes in the auxiliary section flange. Run the capscrews in evenly to break the gasket seal and move the auxiliary housing rearward approximately 1/4.” After breaking the gasket seal, remove the pusher screws.

In-Vehicle Service Procedures

CAUTION

The weight of the auxiliary section must be supported during removal to avoid damage to the range yoke bar.

12. Support the weight of the auxiliary section with the lifting device or support jack and move the auxiliary section rearward until it is free from the front section of the transmission.

In-Vehicle Service Procedures

How to Install the Auxiliary Section in Chassis

Special Instructions

CAUTION

The lock cover was removed on new units, so the shiftbar housing must remain off during auxiliary assembly to attach the range cylinder.

Special Tools

• Floor Jack

• Torque Wrench 500 lb. ft. capacity

• Torque Wrench 100 lb. ft. capacity

• Mounting Plate (tool ref. ID T19)

• Auxiliary countershaft support tools T3

Procedure -

1. Install the countershaft support tools (Tool ref. ID T3) on the auxiliary section countershafts to center and hold the countershafts in position.

2. Install the output yoke over the output shaft. The yoke should slide on and stop before contacting the speedometer rotor. As the output shaft nut is installed, the output yoke will

3/8"-1/2"

contact the speedometer rotor.

Note: To prevent the output shaft from rotating while install-

ing the nut, place a clean shop rag in the gear mesh or use a yoke holding tool.

Note: Due to chassis interference, it may not be possible to

install the yoke at this step. However, the output shaft must be drawn fully into position to prevent it from sagging when the auxiliary section is installed in the chassis. If the chassis causes interference, the yoke can be temporarily installed to draw up the output shaft and then removed before the auxiliary section is installed.

3. Use crocus cloth or a wire wheel to clean rust and paint from the dowel pins before installing them.

CAUTION

If the dowel pins are not installed in the main case to the proper depth in step 4, the auxiliary section will not properly align with the main case and bearing or synchronizer failure may occur.

Shoulder

4. Install the dowel pins into the main case so that 3/8”-1/2” of the shoulder is exposed.

5. Clean all rust and paint from the dowel pin holes in the auxiliary section housing, and lightly grease the dowel pins on the main case and the dowel pin holes on the auxiliary section housing.

6. Make sure the auxiliary section is in low range. If not, use one or two large screwdrivers or prybars to apply even rearward pressure to the range sliding clutch to move it into the Low Range position.

7. Make sure the range bar lock cover is in the unlock position. If not, rotate it counterclockwise until the notch on the cover is aligned with the unlock symbol, and secure it in that position.

In-Vehicle Service Procedures

CAUTION

The lock cover has been removed on newer models, so the shiftbar housing needs to remain removed until the range cylinder and auxiliary section are assembled.

Note: Old style auxiliary cover on the left and new style cover

on the right.

8. Position the gasket onto the main case mounting surface.

9. Mount the auxiliary section on the lifting device or jack. (Tool ref. ID T19).

10. Tighten the center capscrew on the countershaft support tools to draw the countershafts into a level position. Do not overtighten the capscrews. The output yoke and shaft must be able to rotate.

11. Position the auxiliary section in line with the main case, and perform the following steps:

a. Insert the range yoke bar into the bore.

b. Mesh the countershafts with the auxiliary drive gear.

Rotate the output yoke and shaft slightly to help the gears mesh.

In-Vehicle Service Procedures

CAUTION

The auxiliary section should slide into place fairly easily. DO NOT force it on or pull it into place with the capscrews. Excessive force may damage the transmission. If excessive force is necessary, the gearing is likely out of time. Remove the auxiliary section, tighten the countershaft support tools, and try again.

12. While rotating the output shaft, slide the auxiliary section forward as far as it can go.

13. Apply Eaton®Fuller® thread sealant #71205 or equivalent to the capscrew threads.

14. Install the 19 retaining capscrews to secure the auxiliary section to the main case. Torque the capscrews to 40-45 lb. ft. (54-61 N•m).

15. Remove the capscrew securing the range bar lock cover in the unlock position, and remove the lock cover. Check the Oring on the inside of the cover to be sure it is in position, and look for signs of wear or damage. Replace it if necessary. Apply Eaton®Fuller® thread sealant #71205 or equivalent to the capscrews used to secure the cover.

16. Install the range bar lock cover, and rotate it clockwise until the notch on the cover aligns with the lock symbol.

Note: The cover should rotate fairly easily. If it does not ro-

tate, the range piston bar and the range yoke bar may not be in the same range position (low range). Move the range lever from low to high and back to low, while rotating the lock cover.

17. Secure the cover in the locked position with the capscrews, and torque them to 20-23 lb. ft. (27-31 N•m).

Note: To properly align the lock cover the transmission

must be in Low Range prior to tightening the capscrews.

18. If the countershaft, countershaft bearings, or auxiliary housing have been replaced, or if the countershafts, bearings, or shims were not marked and reassembled in the same location, the bearing endplay must be checked and set by shimming. Shim the countershaft bearings using the shim procedure in Transmission Overhaul Procedure-Bench Service.

19. If shimming is not required, remove the support tools, and install the original shim in the proper location, new gasket and countershaft bearing cover. Secure the bearing covers with the capscrews. Tighten the capscrews to 40-45 lb. ft. (54-61 N•m)

20. Connect the driveshaft and U-joint, and refill the transmission with the recommended lubricant. For lubrication instructions refer to the Lubrication section of this manual.

In-Vehicle Service Procedures

Transmission Overhaul Procedures-Bench Service

How to Disassemble the Integral Oil Cooler

Special Instructions

None

Special Tools

• Typical service tools

Procedure -

1. Remove capscrews retaining the internal cooler cover.

2. Remove the cooler cover taking care not to damage the steel beaded gasket.

3. Loosen the cooler fittings from the cooler cover plate.

Eaton Transmission FRO-16210C Service Manual

Specifications and Main Features

Frequently Asked Questions

User Manual