Page 1
Service Manual
Fuller Heavy Duty Transmissions
TRSM0446
January 2010
Page 2
For parts or service call us
Pro Gear & Transmission, Inc.
1 (877) 776-4600
(407) 872-1901
parts@eprogear.com
906 W. Gore St.
Orlando, FL 32805
Page 3
Warnings and Precautions
!
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.
Page 4
Warnings and Precautions
Service Procedure
Page 5
Table of Contents
General Information
In-Vehicle Service Procedures
Transmission Overhaul
Procedures-Bench Service
Warnings and Precautions .......................................... 0
Transmission Overview ............................................... 0
Purpose and Scope of Manual .................................... 1
Serial Tag Information and Model Nomenclature ........ 5
Lubrication Specifications ........................................... 7
Tool Specifications ...................................................... 9
Transmission Torque Specifications ......................... 13
Preventative Maintenance Check Points .................... 15
Power Flow Diagrams ...............................................18
9 & 13 Speed Shift Patterns ...................................... 32
Air System Overview ................................................. 34
General Troubleshooting Chart ................................. 48
Air System Troubleshooting ...................................... 51
Timing Procedures .................................................... 66
How to Remove Oil Filter Adapter ............................. 68
How to Assemble Oil Filter Adapter ........................... 69
How to Disassemble Roadranger Valve A-5010 ........ 70
How to Assemble Roadranger Valve A-5010 ............. 72
How to Disassemble Roadranger Valve A-4900 ........ 74
How to Assemble Roadranger Valve A-4900 ............. 76
How to Install the Air Lines and Hoses ...................... 78
How to Remove Compression Type Fittings .............. 80
How to Remove the Air Lines and Hoses .................. 81
How to Install Compression Type Fittings ................. 83
How to Remove Push-To-Connect Type Fittings ....... 84
How to Install Push-To-Connect Type Fittings .......... 85
..................... How to Remove Rubber 1/4" Air Hoses 86
How to Remove the Air Filter/Regulator .................... 87
How to Install the Air Filter/Regulator ....................... 88
......................... How to Remove a Roadranger Valve 89
.............................How to Install a Roadranger Valve 90
.........................How to Install Rubber 1/4" Air Hoses 91
................................... How to Remove a Slave Valve 92
.......................................How to Install a Slave Valve 93
How to Remove the Gear Shift Lever/Remote Shift Control
94
How to Install the Gear Shift Lever/Remote Shift Control
95
. How to Adjust the Remote Shift Control (LRC Type) 96
........................Neutral Switch Operation and Testing 98
........................... How to Remove the Neutral Switch 99
............................How to Install the Neutral Switch 100
....................Reverse Switch Operation and Testing 101
....................... How to Remove the Reverse Switch 102
...........................How to Install the Reverse Switch 103
How to Remove the Shift Bar Housing ....................104
How to Install the Shift Bar Housing ........................105
How to Remove the Oil Seal - Mechanical Speedometer
107
How to Install the Oil Seal - Mechanical Speedometer ...
109
How to Remove the Oil Seal - Magnetic Speedometer ...
110
How to Install the Oil Seal - Magnetic Speedometer 113
How to Remove the Output Yoke/Companion Flange and
Nut ...................................................................115
How to Install the Output Yoke/Companion Flange and Nut
117
How to Remove the Auxiliary Section in Chassis .....119
How to Install the Auxiliary Section in Chassis ........121
How to Disassemble the Range Cylinder Assembly .124
How to Assemble the Range Cylinder Assembly ......126
How to Disassemble the Gear Shift Lever ................129
How to Assemble the Gear Shift Lever ....................131
....................How to Remove the Shift Bar Housing 133
....................... How to Install the Shift Bar Housing 135
How to Disassemble the Shift Bar Housing Assembly ...
137
How to Reassemble the Shift Bar Housing Assembly 140
How to Remove the Input Shaft Assembly (without main
case disassembly) ............................................144
How to Install the Input Shaft Assembly (without main
case disassembly) ............................................146
How to Remove the Auxiliary Section with Tapered Bear-
ings ..................................................................148
How to Remove the Auxiliary Countershaft Assemblies
(w/Tapered Bearings) .......................................150
How to Remove the Countershaft Assemblies (w/Ball
Bearings) A Series ............................................153
How to Remove the Splitter Cylinder Assembly .......155
How to Remove the Splitter Gear .............................157
How to Disassemble the Range Cylinder Assembly .158
.... How to Disassemble the Output Shaft Assembly 160
....How to Disassemble the Synchronizer Assembly 163
........ How to Assemble the Synchronizer Assembly 164
How to Assemble the Output Shaft Assembly ..........166
How to Install the Splitter Gear ................................169
How to Assemble the Range Cylinder Assembly ......170
How to Install Splitter Cylinder Assembly ................173
How to Install the Countershaft Assemblies (w/Tapered
Bearings) ..........................................................175
How to Install the Countershaft Assemblies (w/Ball Bear-
ings) A Series ...................................................178
How to Remove the Clutch Housing ........................181
How to Remove the Auxiliary Drive Gear Assembly .183
Page 6
How to Disassemble the Upper Reverse Idler Gear Assem-
bly .................................................................... 185
How to Remove the Upper and Lower Countershaft Bear-
ings .................................................................. 187
How to Remove the Mainshaft Assembly ................ 189
.........How to Remove the Countershaft Assemblies 190
How to Disassemble the Countershaft Assemblies . 192
How to Remove the Input Shaft and Main Drive Gear 194
How to Prepare the Main Case for Assembly .......... 197
......... How to Disassemble the Mainshaft Assembly 198
How to Assemble the Mainshaft Assembly with Selective
(Adjustable) Thickness
Tolerance Washers .......................................... 200
How to Assemble the Mainshaft Assembly with Non-Se-
lective (Non-Adjustable) Tolerance Washers .... 206
How to Assemble the Countershaft Assemblies ...... 209
How to Assemble the Lower Reverse Idler Gear Assembly
211
.................. How to Install Countershaft Assemblies 214
How to Install the Lower Countershaft Bearings ..... 215
How to Install .the Input Shaft and Main Drive Gear 217
....................How to Install the Mainshaft Assembly 219
How to Install the ...... Upper Countershaft Bearings 221
How to Assemble the Upper Reverse Idler Gear Assembly
224
How to Install the Auxiliary Drive Gear Assembly .... 227
How to Install the Clutch Housing ...........................229
How to Disassemble the Integral Oil Pump without Auxil-
iary Oil Tube .....................................................230
How to Assemble the Integral Oil Pump without Auxiliary
Oil Tube ........................................................... 233
.....................How to Remove the Integral Oil Pump 236
How to Install the Integral Oil Pump ....................... 238
How to Disassemble the Integral Oil Pump with Auxiliary
Oil Tube ........................................................... 240
How to Assemble the Integral Oil Pump with Auxiliary Oil
Tube ................................................................. 244
How to Install the Auxiliary Section with Tapered Bearings
248
Shim Procedure without a Shim Tool for Tapered Bear-
ings .................................................................. 250
Table of Contents
Page 7
Table of Contents
Page 8
Transmission Overview
Shift Bar Housing:
Shift Bar Housing:
Levers/Housings
Levers/Housings
& Isolators
& Isolators
Introduction
Air System:
Roadranger® Valve
Auxiliary Section:
Range Cylinder
Shift Bar Housing:
Shift Bar Housing:
Shiftbar Housing Assembly
Shiftbar Housing Assembly
Front Section:
Clutch Housing / Case Assembly
Front Section:
Input Shaft / Drive Gear
106004-8-94 15 spd trans
Front Section:
Reverse Idler
Front Section:
Countershafts
Auxiliary Section:
Auxiliary Countershaft
Auxiliary Section:
Auxiliary Housing
Air System:
Slave Valve
Air System:
Air Filter/Regulator
Auxiliary Section:
Auxiliary Drive Gear
Front Section:
Mainshaft
Auxiliary Section:
Reduction Cylinder
Page 9
Introduction
Page 10
Introduction
Purpose and Scope of Manual
This manual is designed to provide information necessary to service and repair the Fuller® transmissions listed on the front.
How to use this Manual
The service procedures have been divided into two sections: In-Vehicle Service Procedures and Transmission Overhaul Procedures—Bench Service. In-Vehicle Service Procedures contain procedures that can be performed while the transmission is still
installed in the vehicle. Transmission Overhaul Procedures contain procedures that are performed after the transmission has been
removed from the vehicle.
The procedure sections are laid out with a general heading at the top outside edge of each page followed by more specific headings
and the procedures. To find the information you need in these sections, first go to the section that contains the procedure you
need. Then look at the heading at the top and outside edge of each page until you find the one that contains the procedure you need.
Transmission Overhaul Procedures follow the general steps for complete disassembly and then assembly of the transmission.
Note: In some instances the transmission appearance may be different from the illustrations, but the procedure is the same.
Disassemble Precautions
It is assumed in the detailed assembly instructions that the lubricant has been drained from the transmission, the necessary linkage and vehicle air lines disconnected and the transmission has been removed from vehicle chassis. Removal of the gear shift
lever housing assembly (or remote control assembly) is included in the detailed instructions (How to Remove the Gear Shift Lever). This assembly MUST be detached from the shift bar housing before the transmission can be removed.
General Information
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.
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Page 11
Introduction
Snap Rings
• Remove snap rings with pliers designed for this purpose. Snap rings removed in this manner can be reused, if they are
not sprung or loose.
When Using Tools to Move Parts
• Always apply force to shafts, housings, etc., with restraint. Movement of some parts is restricted. Never apply force to
driven parts after they stop solidly. The use of soft hammers, soft bars, and mauls for all disassembly work is 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 Fuller
extended life from your unit.
Since the cost of a new part is generally a small fraction of the total cost of downtime and labor, avoid reusing a questionable part
which could lead to additional repairs and expense soon after assembly. To aid in determining the reuse or replacement of any
transmission part, consideration should also be given to the unit's history, mileage, application, etc.
Recommended inspection procedures are provided in the following checklist.
Bearings
• Wash all bearings in clean solvent. Check balls, rollers, and raceways for pitting, discoloration, and spalled areas. 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
®
Transmission parts to assure continued performance and
• Check clutch release parts. Replace yokes worn at cam surfaces and bearing carrier worn at contact pads.
• Check pedal shafts. Replace those worn at bushing surfaces.
Gears
• Check gear teeth for frosting and pitting. Frosting of gear teeth faces presents no threat of transmission failure. Often
in continued operation of the unit, frosted gears "heal" and do not progress to the pitting stage. In most cases, gears
with light to moderate pitted teeth have considerable gear life remaining and can be reused, but gears in the advanced
stage of pitting should be replaced.
• Check for gears with clutching teeth abnormally worn, tapered, or reduced in length from clashing during shifting. Re-
place gears found in any of these conditions.
• Check axial clearance of gears.
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Page 12
Introduction
Gear Shift Lever Housing Assembly
• Check spring tension on shift lever. Replace tension spring if lever moves too freely.
• If housing is disassembled, check gear shift lever bottom end and shift finger assembly for wear. Replace both gears if
excessively worn.
Gray Iron Parts
• Check all gray iron parts for cracks and breaks. Replace parts found to be damaged.
Oil Return Threads and Seals
• Check oil return threads on the input shaft. If return action of threads has been destroyed, replace the input shaft.
• Check oil seal in rear bearing cover. If sealing action of lip has been destroyed, replace seal.
O-Rings
• Check all o-rings for cracks or distortion. Replace if worn.
Reverse Idler Gear Assemblies
• Check for excessive wear from action of roller bearings.
Shift Bar Housing Assembly
• Check for wear on shift yokes and block at pads and lever slot. Replace excessively worn parts.
• Check yokes for correct alignment. Replace sprung yokes.
• Check lockscrew in yoke and blocks. Tighten and rewire those found loose.
General Information
• If housing has been disassembled, check neutral notches of shift bars for wear from interlock balls.
Sliding Clutches
• Check all shift yokes and yoke slots in sliding clutches for extreme wear or discoloration from heat.
• Check engaging teeth of sliding clutches for partial engagement pattern.
Splines
• Check splines on all shafts for abnormal wear. If sliding clutch gears, companion flange, or clutch hub has wear marks
in the spline sides, replace the specific shaft effected.
Synchronizer Assembly
• Check synchronizer for burrs, uneven and excessive wear at contact surface, and metal particles.
• Check blocker pins for excessive wear or looseness.
• Check synchronizer contact surfaces on the synchronizer cups for wear.
Washers
• Check surfaces of all washers. Washers scored or reduced in thickness should be replaced.
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Page 13
Introduction
Assembly Precautions
Make sure that case interiors and housings are clean. It is important that dirt and other foreign materials are kept out of the transmission during assembly. Dirt is an abrasive and can damage polished surfaces of bearings and washers. Use certain precautions, as listed below, during assembly.
Axial Clearances
• Maintain original axial clearances of 0.006-0.015 in. for mainshaft gears.
Bearings
• Use a flange-end bearing driver for bearing installation. These special drivers apply equal force to both bearing races,
preventing damage to balls/rollers and races while maintaining correct bearing alignment with bore and shaft. Avoid us-
ing a tubular or sleeve-type driver, whenever possible, as force is applied to only one of the bearing races.
Capscrews
• To prevent oil leakage and loosening, use Fuller
Gaskets
• Use new gaskets throughout the transmission as it is being rebuilt. Make sure all gaskets are installed. An omission of
any gasket can result in oil leakage or misalignment of bearing covers.
®
sealant #71205 on all capscrews.
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 (610.12-677.91 N•m)
of torque. Make sure the speedometer drive gear or a replacement spacer of the same width has been installed. Failure
to pull the companion flange or yoke tightly into place can result in damage to the mainshaft rear bearing.
IMPORTANT
See the appropriate Illustrated Parts Lists (specified by model series) to ensure that proper parts are used during assembly of the
transmission.
4
Page 14
Model Designations and Specifications
Serial Tag Information and Model Nomenclature
Transmission model designation and other transmission identification information are stamped on the transmission tag. To identify the transmission model designation and serial number, locate the tag on the transmission and then locate the numbers as
shown.
When calling for service assistance or parts, have the model and serial numbers handy.
T
R
Roadranger
Twin Countershaft
Low-Inertia
C= Convertible
F= Forward Opening Shift Housing
C
or
F
1 6 6 0 9
This (x) 100 = Nominal Torque Capacity
E
Service Procedure
Ratio Set
Forward Speeds
6= Multi-Mesh Gearing
7= Helical Auxiliary Gearing and
Multi-Mesh Front Section Gearing
9= Improved Seal System
L
Do not remove or destroy the transmission identification tag.
The model number gives basic information about the transmission. Use this number when calling for service assistance or replacement parts.
Serial Number
The serial number is the sequential identification number of the transmission. Before calling for service assistance, write the number down. It may be needed.
Bill of Material or Customer Number
This number may be located below the model and serial numbers. It is a reference number used by Eaton®.
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Page 15
Model Designations and Specifications
Model Options
Torque Rating
The torque rating of the transmission specified in the model number is the input torque capacity inLb•ft. Various torque ratings
are available. For more information, call your Eaton Fuller regional sales and service office at 1-800-826-HELP (4357).
Shift Bar Housings
Two types of shift bar housings are available for this transmission. Both are described and shown below.
Standard
The standard shift bar housing has a gear shift lever opening that is located toward the rear of the transmission.
Forward
The forward shift bar housing has a gear shift lever opening located three inches closer to the transmission front than the standard
opening. This forward design allows greater flexibility in mounting the transmission and is indicated by an "F" in the model number
.
Power Take Off (PTO) Usage
PTOs can be mounted in the following way:
6 or 8 Bolt: The 6 or 8 bolt openings are standard with the transmission. The PTO is mounted to the opening and driven
from the PTO gear on the front countershaft.
Thru-Shaft: The thru-shaft PTO mounts on the rear of the transmission. It requires a special auxiliary housing and main
case countershaft with internal splines.
Lubrication Pumps
Internal: An internal lubrication pump is located in the lower front of the transmission and is driven off the upper coun-
tershaft. Transmissions rated
PTO Driven: A PTO driven pump is externally mounted on the 6 or 8 bolt PTO openings and driven off the PTO gear.
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Page 16
Lubrication
Lubrication Specifications
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.
Note: For a list of Eaton
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.
®
Approved Synthetic Lubricants, see TCMT0021 or call 1-800-826-HELP (4357).
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]:
General Information
• 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.
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Page 17
Lubrication
Oil Cooler Chart
Table 4
TRANSMISSION OIL COOLERS ARE:
Recommended
• With engines of 350 H.P. and above.
Required
• With engines 399 H.P. and above and GCW’s over 90,000 lbs.
• With engines 399 H.P. and above and 1400 lb-ft (1898.15 N•m) or greater torque.
• With engines 1500 lb-ft (2033.73 N•m) and above
18-speed AutoShift transmissions require use of an Eaton® supplied oil-to-water cooler or approved equivalent.
• With engines 450 H.P. and above.
8
Page 18
Recommended 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 Fuller
The following tables list and describe the typical tools required to properly service this model transmission above and beyond the
necessary basic wrenches, sockets, screwdrivers, and prybars.
®
transmission.
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 [20.34-108.47
N•m])
0-600 lb-ft 3/4" or 1" drive Torque Wrench Torquing of output nut to 500 lb-ft (677.91 N•m)
0-50 lb-in 3/8" drive Torque Wrench General torquing of fasteners
0-30 lb-in 1/4" drive Torque Wrench Torquing of capscrews to 7 lb-in (0.79 N•m) during auxiliary coun-
tershaft bearing endplay setting procedure
General Information
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
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 in., ID = 1.000 in.
9
Page 19
Recommended Tools
The following special tools are designed for this 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. Eaton does not warrant the fit or function of the listed tools. To obtain the tools, contact the
tool supplier directly.
Table 6 Special Tools
REFERENCE
NUMBER
T1 Output Yoke Puller May be required to remove a
T2 Auxiliary Section
T3 Auxiliary Counter-
T4 Shift Lever Spring
T5 Slide Hammer To remove the output seal
TOOL PURPOSE G & W TOOL NO. GREAT LAKES
rusted output yoke.
To support, or hang, the aux-
Hanger
shaft Support and
Shim Tool
Installation Tool
(Tension Spring
Driver)
iliary section 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.
and reverse idler shafts. Requires 1/2"-13 threads. (Optional, idler shaft can be
driven out from front.)
OTC
TOOL NO.
SP-450 7075
G-40 T-125 5061
G-250 T-311 5062
G-116 T-170
G-70 T-150 1155 Slide
TOOL NO.
Hammer / 8007
1/2" -13 Adapter
T6 Bearing Puller To remove front section
countershaft bearings.
T7 Bearing Driver To install front section coun-
tershaft bearings (3.97" OD,
1.78" ID).
T8 Bearing Driver To install the front counter-
shaft rear bearings (3.5" OD,
1.6" ID).
T9 Countershaft Sup-
port Tools (2)
T10 Input Bearing Driver To install input bearing on
T11 Bearing Puller To remove the auxiliary
10
To support and locate the
front section countershafts
during bearing removal and
installation.
input shaft.
countershaft tapered bearings.
G-10 or G-15 T-1 and T-2
for 9-Series
G200 Kit T-101 Kit
G200 Kit T-101 Kit
G-50 / G-51 / G-58 T-145S 7109
G-35 T-120 5066 (2" shaft)
4332/4232 1123 / 927
7070A Kit
Page 20
Recommended Tools
Table 6 Special Tools (Continued)
REFERENCE
NUMBER
T12 Bearing Driver To install the auxiliary coun-
T13 Output Seal Remov-
T14 Auxiliary Section
T15 Mainshaft Hook To assist in lifting of main-
T16 Input Bearing Puller To remove input bearing. G-38 T-3 7070A Kit
T17 Bearing Race Puller To remove the auxiliary
T18 Bearing Race In-
TOOL PURPOSE G & W TOOL NO. GREAT LAKES
TOOL NO.
G-200 Kit T-105 Kit
tershaft tapered bearings.
To remove the output seal in
al Tool
Removal Adapter
Plate
staller
chassis. Can use slide hammer.
To attach transmission jack
to auxiliary section for auxiliary section removal in chassis.
shaft from front section.
countershaft tapered bearing
outer races.
To install the auxiliary countershaft tapered bearing outer races.
G-115 49611 (Used
G-225 T-165
OTC
TOOL NO.
Use 27315
hook with 1155
slide hammer
with OTC transmission jack P/
N 5019.)
7136 puller attached to 1155
slide hammer
27524/27530
discs used with
27488 handle
and 10020
screw.
General Information
* Tool ID numbers are referenced in the service procedures.
Special Tools
Table 7 Shop Equipment
20 Ton capacity press To press countershaft gears from countershaft.
Specialty Tool Manufacturers
Below are the addresses and phone numbers of the companies that make tools specifically for Eaton®Fuller® transmissions:
G and W Tool Company
1105 E. Louisville, Broken Arrow, OK 74012-5724, Phone: 800-247-5882, or 918-258-6881
Great Lakes Tool
8530 M-89, Richland, MI 49083, Phone: 800-877-9618, or 269-629-9628
O.T.C. 655 Eisenhower Dr., Owatonna, MN 55060-117, Phone: 800-533-6127, or 507-455-7000
The specialized tools can be obtained from a tool supplier or made from tool prints as required by the individual user. Detailed
®
Fuller
Transmission Tool Prints are available upon request by writing to:
Eaton Corporation, Truck Components Operations Technical Service, P.O. Box 4013, Kalamazoo, Michigan 49003
11
Page 21
Recommended 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.
Table 8
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 TCMT0912.
For 9 series: Eaton P/N 4303829.
12
Page 22
Torque Specifications
Transmission Torque Specifications
Correct torque application is extremely important to assure long transmission life and dependable performance. Over-tightening
or under-tightening can result in a loose installation and in many instances, eventually cause damage to transmission gears,
shafts, and/or bearings. Use a torque wrench whenever possible to attain recommended Lbs•ft. ratings. Do not torque capscrews
dry.
FRONT SECTION: ALL MODELS
Service Procedure
Cut 7190 K-11/87
13
Page 23
Torque Specifications
Auxiliary Sections
AUXILIARY SECTIONS
14
Cut 7191 Q-11/87
Page 24
Preventive Maintenance
Preventative Maintenance Check Points
Everyday there are countless vehicles operating over the highways with transmissions in such a neglected mechanical condition,
they can be referred to as failures looking for a place to break down. They lack a proper and organized preventive maintenance
program.
Preventive maintenance is a general term which applies to all procedures necessary to have maximum life and satisfactory service
at the lowest possible cost, short of removing and repairing the unit.
A number of conditions contrary to good preventive maintenance can generally be pointed to when inspecting a failed transmission. Taking a few minutes every so many hours or miles to do a few simple checks could help avoid eventual breakdown or
reduce the repair cost. If the transmission is not cared for, it will breakdown.
Service Procedure
Note: Transmission appearance may differ, however the procedure is the same.
15
Page 25
Preventive Maintenance
1. Air System and Connections
• Check for leaks, worn air lines, loose connections and capscrews.
2. Clutch Housing Mounting
• Check all capscrews of clutch housing flange for looseness.
3. Clutch Release Bearing (Not Shown)
• Remove hand hole cover and check radial and axial clearance in release bearing.
• Check relative position of thrust surface of release bearing with thrust sleeve on push-type clutches.
4. Clutch Pedal Shaft and Bores
• Pry upward on shafts to check wear.
• If excessive movement is found, remove clutch release mechanism and check bushings on bores and wear on
shafts. See OEM literature.
5. Lubricant
• Change at specified service intervals.
• Use only the types and grades as recommended. See “Recommended Lubrication Chart” (see Table 2).
6. Filler and Drain Plugs
• Remove filler plugs and check level of lubricant at specified intervals. Tighten fill and drain plugs securely.
7. Capscrews and Gaskets
• For applicable models, check all capscrews, especially those on PTO covers and rear bearing covers for looseness
which would cause oil leakage.
• Check PTO opening and rear bearing covers for oil leakage due to faulty gasket.
8. Gear Shift Lever
• Check for looseness and free play in housing. If lever is loose in housing, proceed with Check No. 9.
9. Gear Shift Lever Housing Assembly
• If present, remove air lines at air valve or slave valve. Remove the gear shift lever housing assembly from the transmission.
• Check the tension spring and washer for set and wear.
• Check the gear shift lever spade pin and slot for wear.
• Check bottom end of gear shift lever for wear and check slot of yokes and blocks in shift bar housing for wear at
contact points with shift lever.
Checks With Drive Line Dropped
10. Universal Joint Companion Flange or Yoke Nut
• Check for tightness. Tighten to recommended torque.
11. Output Shaft (Not Shown)
• Pry upward against output shaft to check radial clearance in mainshaft rear bearing.
16
Page 26
Preventive Maintenance
Checks With Universal Joint Companion Flange or Yoke Removed
Note: If necessary, use solvent and shop rag to clean sealing surface of companion flange or yoke. Do not use crocus cloth, emery
paper, or other abrasive materials that will mar surface finish.
12. Splines on Output Shaft (Not Shown)
• Check for wear from movement and chucking action of the universal joint companion flange or yoke.
13. Mainshaft Rear Bearing Cover (Not Shown)
• Check oil seal for wear.
Oil Leak Inspection Process
Inspect for Oil Leak
Determine if it is a Weep or a Leak
Weep: Stained, damp, no drips, light oil film,
dirt adhered to the contaminated area.
Gasket Rear Seal Leak
1. Clean suspected oil weep
area with a clean dry cloth
or mild soluble degreaser.
2. Ensure lube is to proper
level.
3. Notify the customer that it
is only a weep and it is not
considered to be detrimental
to the life of the transmission.
4. Repair is complete.
1. Do not repair: Rear seal is
designed to allow min
seepage (refer to Roadranger
TCSM-0912 Seal Maintance
Guide).
2. Ensure lube is to proper
level.
imal
Leak: Extremely wet or dripping of oil in the
contaminated area.
Step 1
Step 2
Step 3
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.
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...
Once the origin of the leak is identified, repair the
oil leak using proper repair proced
designated model service manual.
ea. Use of a high pressure spray may
ansmission lube and fill
nspecting for the origin of the leak(s)
ures from the
Service Procedure
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
17
Page 27
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 three 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.
12
Cross Sectional View
1. Front Section
2. Front Section
18
Page 28
Power Flow
The transmission components in the figure below shows the transmission with the main components called out. Note that the
transmission is in the neutral position because the sliding clutches are all in their center positions and not engaged in any gears.
12
11
10
Service Procedure
1
2
34
Transmission Components
1. Input Shaft
2. Main Drive Gear
3. Sliding Clutch
4. Countershaft
5. Mainshaft Gear
6. Auxiliary Splitter Clutch (slides on front section mainshaft)
9
8
7
6
5
7. Auxiliary Countershaft
8. Range Sliding Clutch
9. Auxiliary Mainshaft Reduction Gear
10. Output Shaft (Auxiliary Mainshaft)
11. Splitter Gear
12. Auxiliary Drive Gear
19
Page 29
Power Flow
Front Section Power Flow
Note: The heavy lines in the figure below outline the power flow description. For help in understanding the transmission compo-
nents, refer to the figure “Transmission Components” on the previous page.
1. Power (torque) from the vehicle's engine is transferred to the transmission's input shaft.
2. The input shaft rotates the main drive gear through internal splines in the hub of the gear.
3. The main drive gear meshes with both countershaft driven gears and the torque is split between both countershafts.
4. Because the countershaft gears are in constant mesh with the mainshaft gears, all the front section gearing rotates. However, only the engaged or selected mainshaft gear will have torque. External clutching teeth on the sliding clutch will
engage internal clutching teeth on the selected mainshaft gear. Torque will now be provided from both opposing countershaft gears, into the engaged mainshaft gear, and through the sliding clutch to the front section mainshaft.
5. The rear of the front section mainshaft is splined into the auxiliary splitter clutch and torque is now delivered to the auxiliary splitter clutch.
Front Section Power Flow
1. Sliding Clutch forward
2. Sliding Clutch forward
3. Sliding Clutch rearward
20
R
LO
RTO
153
Neutral
264
3
1
RTX
7
8
R
Neutral
LO
8
154
7
263
2
Page 30
Power Flow
Front Section Power Flow - Direct Gear
In direct gear, the front sliding clutch is moved forward and engages into the back of the main drive gear. Torque will flow from
the input shaft to the main drive gear, main drive gear to sliding clutch, sliding clutch straight into the front section mainshaft
which delivers the torque to the auxiliary splitter clutch. See figure below.
Note: All countershaft and mainshaft gears will rotate, but the gears will not be loaded.
Service Procedure
Front Section Power Flow - Direct Gear
1. Sliding Clutch forward
2. Sliding Clutch forward
3. Sliding Clutch rearward
R
LO
RTO
153
Neutral
264
3
1
7
8
R
LO
RT
1
7
5
3
1
6
8
4
2
2
21
Page 31
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 splitter clutch. See figures below.
Note: The idler gears cause the reversal of rotation.
Reverse LO - 9/13 speed
1. Sliding Clutch rearward
2. Sliding Clutch forward
3. Sliding Clutch rearward
3
1
2
1
3
2
Reverse HI - 9/13 speed
1. Sliding Clutch rearward
2. Sliding Clutch forward
3. Sliding Clutch forward
22
Page 32
Power Flow
Auxiliary Section Power Flow - Low Range
If the auxiliary section is in low range, the range sliding clutch is rearward and engaged into the auxiliary mainshaft reduction gear.
Torque flows from the auxiliary countershafts, into the auxiliary mainshaft reduction gear, through the range sliding clutch and
then into the output shaft (auxiliary mainshaft).
RTO
R
153
Neutral
LO
264
LO - 9/13 Speed
1. Sliding Clutch forward
2. Sliding Clutch forward
3. Sliding Clutch rearward
3
1
RTX
7
8
8
R
154
Neutral
7
LO
263
2
Service Procedure
23
Page 33
Power Flow
Auxiliary Section Power Flow - High Range
If the auxiliary section is in high range, the range sliding clutch is forward and engaged into the back of the auxiliary drive gear.
Torque flows through the auxiliary section in high range depending on the splitter state selected (L or H). If splitter (L) is selected,
torque flows from the auxiliary splitter clutch to the auxiliary drive gear. From the auxiliary drive gear, torque flows to both countershafts and then to the splitter gear. Torque then flows into the range sliding clutch and output shaft.
If splitter (H) is selected, torque flows directly through the auxiliary section. Torque flows from the auxiliary splitter clutch to the
auxiliary reduction gear to the range sliding clutch to the output shaft. The auxiliary gearing still turns, but the gear teeth will not
be loaded.
R
TO
R
153
N
eutra
l
LO
264
5th - 9/13 speed Split Low
1. Sliding Clutch rearward
2. Sliding Clutch forward
3. Sliding Clutch forward
1
R
7
8
T
7
5
R
3
1
6
8
LO
4
2
2
3
RTO
R
153
Neutral
LO
264
1
RTX
7
8
8
R
154
Neutral
7
LO
263
3
2
5th - 9/13 speed Split High
1. Sliding Clutch rearward
2. Sliding Clutch rearward
3. Sliding Clutch forward
24
Page 34
9-Speed
Power Flow
RTO
R
153
Neutral
LO
264
LO Gear
1. Sliding Clutch forward
2. Sliding Clutch rearward
3. Sliding Clutch rearward
RTO
R
153
Neutral
LO
264
2nd Gear
1. Sliding Clutch forward
2. Sliding Clutch rearward
3. Sliding Clutch rearward
3
1
RTX
7
8
8
R
154
Neutral
7
LO
263
2
RTO
R
153
Neutral
LO
264
1
RTX
7
8
8
R
154
Neutral
7
LO
263
3
2
Service Procedure
1st Gear
1. Sliding Clutch rearward
2. Sliding Clutch rearward
3. Sliding Clutch rearward
3
1
RT
7
8
7
5
R
3
1
6
8
LO
4
2
2
R
LO
RTO
Neutral
153
264
1
7
8
1
RT
7
5
R
3
1
6
8
LO
4
2
3
2
3rd Gear
1. Sliding Clutch forward
2. Sliding Clutch rearward
3. Sliding Clutch rearward
25
Page 35
Power Flow
R
TO
R
153
N
eutra
l
LO
264
4th Gear
1. Sliding Clutch rearward
2. Sliding Clutch rearward
3. Sliding Clutch rearward
RTO
7
R
153
Neutral
8
LO
264
6th - Gear
1. Sliding Clutch forward
2. Sliding Clutch rearward
3. Sliding Clutch forward
3
1
7
8
1
R
T
7
5
R
3
1
6
8
LO
4
2
2
R
TO
R
153
N
eutra
l
LO
264
1
R
7
8
T
7
5
R
3
1
6
8
LO
4
2
2
3
5th - Gear
1. Sliding Clutch rearward
2. Sliding Clutch rearward
3. Sliding Clutch forward
3
1
RT
7
5
R
3
1
6
8
LO
4
2
2
1
RTO
R
153
Neutral
LO
264
RT
7
7
8
5
R
3
1
6
8
LO
4
2
3
2
7th - Gear
1. Sliding Clutch forward
2. Sliding Clutch rearward
3. Sliding Clutch forward
26
Page 36
8th Gear
1. Sliding Clutch rearward
2. Sliding Clutch rearward
3. Sliding Clutch forward
Power Flow
9 Speed - Non Top 2 Models
3
1
2
Service Procedure
9 Speed Top 2 Models
8th - Low Split Gear
1. Sliding Clutch rearward
2. Sliding Clutch forward
3. Sliding Clutch forward
3
1
2
1
3
2
8th - High Split Gear
1. Sliding Clutch rearward
2. Sliding Clutch rearward
3. Sliding Clutch forward
27
Page 37
Power Flow
13 Speed — Power Flow by Gear
RTO
R
153
Neutral
LO
264
LO Gear
1. Sliding Clutch forward
2. Sliding Clutch forward
3. Sliding Clutch rearward
RTO
R
153
Neutral
LO
264
2nd Gear
1. Sliding Clutch forward
2. Sliding Clutch forward
3. Sliding Clutch rearward
3
1
RTX
7
8
8
R
154
Neutral
7
LO
263
2
RTO
R
153
Neutral
LO
264
1
RTX
7
8
8
R
154
Neutral
7
LO
263
3
2
1st Gear
1. Sliding Clutch rearward
2. Sliding Clutch forward
3. Sliding Clutch rearward
3
1
RT
7
8
7
5
R
3
1
6
8
LO
4
2
2
R
LO
RTO
Neutral
153
264
1
7
8
1
RT
7
5
R
3
1
6
8
LO
4
2
3
2
3rd Gear
1. Sliding Clutch forward
2. Sliding Clutch forward
3. Sliding Clutch rearward
28
Page 38
R
TO
R
153
N
eutra
l
LO
264
4th Gear
1. Sliding Clutch rearward
2. Sliding Clutch forward
3. Sliding Clutch rearward
Power Flow
3
1
7
8
1
R
T
7
5
R
3
1
6
8
LO
4
2
2
3
1
2
5th - Low Split Gear
1. Sliding Clutch rearward
Service Procedure
2. Sliding Clutch forward
3. Sliding Clutch forward
RTO
R
153
Neutral
LO
264
5th - High Split Gear
1. Sliding Clutch rearward
2. Sliding Clutch rearward
3. Sliding Clutch forward
3
1
RTX
7
8
8
R
154
Neutral
7
LO
263
2
3
1
2
6th - Low Split Gear
1. Sliding Clutch forward
2. Sliding Clutch forward
3. Sliding Clutch forward
29
Page 39
Power Flow
RTO
R
Neutral
LO
6th - High Split Gear
1. Sliding Clutch forward
2. Sliding Clutch rearward
3. Sliding Clutch forward
153
264
3
1
7
8
RT
7
5
R
3
1
6
8
LO
4
2
2
3
1
2
7th - Low Split Gear
1. Sliding Clutch forward
2. Sliding Clutch forward
3. Sliding Clutch forward
RTO
7
R
153
Neutral
8
LO
264
7th - High Split Gear
1. Sliding Clutch forward
2. Sliding Clutch rearward
3. Sliding Clutch forward
3
1
RT
7
5
R
3
1
6
8
LO
4
2
2
1
RTO
R
153
Neutral
LO
264
RT
7
8
7
5
R
3
1
6
8
LO
4
2
3
2
8th - Low Split Gear
1. Sliding Clutch rearward
2. Sliding Clutch forward
3. Sliding Clutch forward
30
Page 40
RTO
R
153
LO
264
8th - High Split Gear
1. Sliding Clutch rearward
2. Sliding Clutch rearward
3. Sliding Clutch forward
Power Flow
3
1
7
8
RT
7
5
R
3
1
6
8
LO
4
2
2
Service Procedure
31
Page 41
Transmission Shift Patterns
9 & 13 Speed Shift Patterns
9-Speed Transmissions (Shift Lever Patterns and Shifting Controls)
32
Page 42
Transmission Shift Patterns
13-Speed Overdrive Models (Shift Lever Patterns and Shifting Controls)
RTO (Overdrive) Models
With Splitter Control Button in "DIR."/REARWARD
position . . .
Shift LO-1-2-3-4 in LOW
RANGE.
Range shift . . .
And shift 5.6-7-8 in HIGH
RANGE (Direct).
Service Procedure
WHILE IN HIGH RANGE
ONLY . . .
Ratios can be split by
moving Splitter Control
Button to the "O.D."/
FORWARD position to
gain OVERDRIVE 5-6-7-8.
Roadranger Valve
(A-4900)
SPLITTER CONTROL BUTTON
33
Page 43
Air System
Air System Overview
Pressurized air from the vehicle's air system is used to shift the transmission low/high range and low/high split. The low/high
range and low/high split gearing and shift mechanisms are located in the auxiliary section of the transmission. The vehicle operator
controls these shifts with two separate switches on the shift knob (master control valve). The following components are part of
the air shift systems.
34
Page 44
Air System
Range System Operation
The range shift air system consists of the air filter/ regulator, slave valve, a range control valve or master control valve, range cylinder, fittings and connecting air lines.
Constant air from the air filter/regulator is supplied to the "S" or supply port of slave valve and passed through to the inlet or "S"
port of control valve.
While in LO range, the control valve is open and air is returned to slave valve at the "P" or end port. This signals the valve to supply
air in line between the LO range or "L" port of slave valve and the LO range port of range cylinder housing. Air received at this port
moves the range piston to the rear and causes the auxiliary LO range gear to become engaged.
While in HI range, the control valve is closed and no air is returned to the slave valve. This signals the slave valve to supply air in
line between the HI range or "H" port of valve and the HI range port of range cylinder cover. Air received at this port moves the
range piston forward to engage the auxiliary drive gear with sliding clutch and bypass the LO range gear set.
Range shifts can be made only when the gearshift lever is in, or passing through, neutral. Thus, the range desired can be preselected while the shift lever is in a gear position. As the lever is moved through neutral, the actuating plunger in the shift bar housing
releases the slave valve, allowing it to move to the selected range position.
Service Procedure
35
Page 45
Air System
Splitter System Operation
In addition to the various components of the range shift air system, the splitter shift air system utilizes a splitter cylinder and the
Roadranger valve A-4900.
Constant air from the air filter/regulator assembly is supplied to the splitter cylinder at the port on right side of cylinder cover. The
insert valve installed in the cover provides the proper air flow needed to move the splitter piston in the cylinder (rearward to engage
rear auxiliary drive gear for operation in direct; forward to engage the front auxiliary drive gear for operation in overdrive).
While in HI or LO range, air needed to make the splitter selection and complete the shift is supplied to the Roadranger valve from
the tee fitting at the HI range or "H" port of the slave valve. When the overdrive selection is made, the air passes through the
Roadranger valve and is supplied to the left port of cylinder cover.
With splitter control button in the "DIRECT"/REARWARD position, the "SP" port of the Roadranger valve is closed and no air is
supplied to the left port of the splitter cylinder cover.
Button REARWARD
("SP" Port Closed)
While in HI range, the button can be moved forward to operate in overdrive. The "SP" port of valve is opened when overdrive is
selected, supplying air to the left port of the splitter cylinder cover.
Button FORWARD
("SP" Port Opened)
36
Page 46
Air System
Insert Valve (Equipped with Roadranger Valve A-4900)
The insert valve is a self-contained 1- 3/16" valve assembly located in the splitter cylinder cover. It cannot be disassembled except
for the three O-rings on the outer diameter. The O-rings provide a stationary seal and do not move in the cylinder.
When installing the insert valve in the bottom edge of the cover, apply Fuller #71206 silicone lubricant or its equivalent to the Orings and cylinder walls. Install the valve in the bore with the flat surface to the outside. When installing the special valve retaining
nut, apply Fuller #71204 adhesive/sealant or its equivalent to the threads and tighten. See torque specifications.
Travel of the small insert valve piston is only 3/16". As shown in the illustrations below, when no air is applied to the top side of
valve piston, constant air supplied from the regulator passes to the front side of cylinder piston, moving the yoke bar backward
to engage the rear auxiliary drive gear (LO Range DIRECT and HI Range DIRECT). The piston moves up to cut off air to the back
side of the cylinder piston. This air is exhausted out the cylinder cover as the piston moves rearward.
When air is applied to top side of valve piston, through the signal line, the piston moves down passing air through the bottom of
the insert valve to the front and backside of the cylinder piston, moving the yoke bar forward engaging the front auxiliary drive
gear (HI Range overdrive).
LOW RANGE AND HIGH RANGE DIRECT
OVERDRIVE
AIR APPLIED THROUGH SIGNAL LINE
PUSHES INSERT VALVE PISTON DOWN
Service Procedure
37
Page 47
Air System
Shift Knob 13-Speed
The shift knob contains two switches.
• The range selector lever on the front of the knob is moved down to select low range. When the range selector lever is
moved up, high range is selected.
• The splitter button or the button on the side of the shift knob is moved rearward to select LO split and forward for HI split
of each lever position. When in LO range a mechanical interlock prevents moving the splitter button to HI.
Component Nomenclature and Auxiliary Countershaft Sectional View
1. Medallion
2. Spring
3. Retainer
4. Housing
5. Spring
6. Washer
7. O-Ring
8. Range Selector
9. Pin
10. Cover
38
11. Screw
12. O-Ring
13. Spring
14. 5/32” Ball
15. Spring
16. Ball
17. Seal
18. Detent
19. Splitter Button
20. Old Style Shift Knob
Page 48
Air System
Shift Knob 9-Speed
This shift knob contains one switch.
• The range selector lever on the front of the knob is moved down to select low range. When the range selector lever is
moved up, high range is selected.
1
7
2
2
2
6
Old Design
6
8
2
9
Service Procedure
3
8
5
4
5
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
5
5
39
Page 49
Air System
Air Filter/Regulator
The filter/regulator assembly filters the vehicle supply air and regulates the pressure to 58 - 63 PSI. Two holes in the front face of
the filter/regulator assembly supply air to the range cylinder cover. The filter element can be removed by turning out the end cap.
Component Nomenclature and Auxiliary Countershaft Sectional View
1. End Cap
2. O-Rings
3. Filter Element
40
4. Housing
5. Capscrews
6. Air Regulator
Page 50
Air System
Slave Valve
The slave valve controls the supply of air to the low and high range sides of the range shift cylinder. A small air line from the shift
knob (master control valve) provides a signal pressure to the slave valve.
6
5
4
3
2
7
8
Slave-Valve
1
19
18
9
10
Plunger Pin
Poppet-Type
11
Spring
Gasket
12
13
Sleeve
14
15
Slave Valve
Assembly
Service Procedure
16
Component Nomenclature
and Auxiliary Countershaft
Sectional View
1. Slave Valve Housing
2. “U” Seal
3. Washer
4. Spring
5. Plug
6. Snap Ring
7. O-Rings
8. Plate
9. Capscrew
10. Cap
11. Gasket
12. Seal
13. O-Ring
14. Piston
15. “U” Seal
16. Cap
17. O-Ring
18. Seal
19. Spring
41
Page 51
Air System
Slave Valve Preselection System
This interlock mechanism prevents the slave valve from shifting when the transmission is engaged into gear. The air valve shaft
is moved towards the slave valve by the shift rails when the transmission is shifted into gear. A spring pushes the air valve shaft
back when the front section is shifted into a neutral position.
Component Nomenclature and Auxiliary Countershaft Sectional View
1. Actuation Spring
2. Actuating Pin
3. Air Valve Shaft
Refer to the drawing for disassembly and reassembly of the piston-type slave valve assemblies. Should the poppet-type slave valve
assembly prove to be defective, replace the complete assembly, as it is non-serviceable. The actuating components used with
these valve assemblies are non-interchangeable. Failure to use the correct plunger pin, spring, and alignment sleeve during installation on the transmission will cause hard shifting in LO Range gears.
42
4. Shift Bar Housing
5. Slave Valve
6. Alignment Sleeve
Page 52
RTLC-1X909 (2-Speed Auxiliary)
Range-LO
A-4900 Roadranger
Valve
Air System
Slave Valve
Identification
Down
Rearward
r
Fule
l
Transmissions
®
H/L
PS SP
A-5000
Slave Valve
S
A-5000 Valve
Service Procedure
H/L
HI
P
LO
Air Filter/Regulator
Assembly
Air from
Vehicle
Source
Splitter Cylinder
Assembly
Constant Air
No Air
SP
Range Cylinder Assembly
Air to
LO
Housing
Port
No Air
HI
43
Page 53
Air System
RTLC-1X909
Range-HI
A-5000
Slave Valve
S
A-5010 Roadranger
Valve
Up
Slave Valve
Identification
A-5000 Valve
SP
HI
P
Air Filter/Regulator
Assembly
Air from
Vehicle
Source
Splitter Cylinder
Assembly
Constant Air
LO
Breather
Range Cylinder Assembly
No Air
LO
Air to
Cover Port
HI
44
Page 54
RTLO-1X913
LO-Range
A-4900 Roadranger
Valve
Air System
Slave Valve
Identification
Down
Rearward
Fule
l
Transmissions
®
r
H/L
PS SP
A-5000
Slave Valve
S
A-5000 Valve
Service Procedure
H/L
HI
P
LO
Air Filter/Regulator
Assembly
Air from
Vehicle
Source
Splitter Cylinder
Assembly
Constant Air
No Air
SP
Range Cylinder Assembly
Air to
LO
Housing
Port
No Air
HI
45
Page 55
Air System
RTLO-1X913
HI Range L
A-4900 Roadranger
Valve
Slave Valve
Identification
Rearward
Fule
l
Transmissions
®
r
Up
PS SP
H/L
A-5000
Slave Valve
A-5000 Valve
H/L
HI
S
P
LO
46
Air Filter/Regulator
Assembly
Air from
Vehicle
Source
Constant Air
Splitter Cylinder
Assembly
No Air
SP
Range Cylinder Assembly
No Air
LO
Air to Cover
Port
HI
Page 56
RTLO-1X913
HI Range H
HI Range H
A-4900 Roadranger
Valve
Air System
Slave Valve
Identification
Forward
Fule
Transmissions
Up
®
r
l
PS SP
H/L
A-5000
Slave Valve
H/L
HI
S
A-5000 Valve
Service Procedure
P
LO
Air Filter/Regulator
Assembly
Air from
Vehicle
Source
Splitter Cylinder
Assembly
Constant Air
SP
Range Cylinder Assembly
LO
Air to Cover
Port
No Air
HI
47
Page 57
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.
48
Page 58
General Troubleshooting
General Troubleshooting Chart (cont)
Complaint Cause What to do next
Hard Lever Shifting
(Shift lever is hard to gear into or out of
gear)
Shift Lever Jumpout
(Shift lever comes out of gear on rough
roads)
Master clutch dragging. Check master clutch for proper disen-
gagement.
Check master clutch for proper adjustment (both release bearing travel and
clutch brake height).
Shift linkage problem. (Remote shifter) Check shift linkage or cables for proper
adjustment, binding, lubrication, or
wear.
Shift bar housing problem. Check shift bar housing components for
binding, wear, or damage.
Transmission mainshaft problem. Check mainshaft for twist.
Check sliding clutches for binding, damage, or excessive wear.
Driver technique. Driver not familiar or skilled with proper
double-clutching technique.
Driver contacting the clutch brake during
shifts.
Loose or worn engine mounts. Check engine mounts for damage, wear,
or excessive looseness.
Shift lever problem. Check shift lever floor boot for binding
or stretching.
Check shift lever isolator for excessive
looseness or wear.
Check for excessive offset or overhang
on the shift lever.
Check for extra equipment or extra
weight added to shift lever or knob.
General Information
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.
49
Page 59
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.
50
Page 60
Air System
Air System Troubleshooting
WARNING
Use care when removing air lines or checking for air flow from disconnected lines. High pressure air may exhaust suddenly.
Wear safety glasses. Exhaust all air pressure from system before removing air filter/regulator or combination cylinder cover.
General Information
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.
IMPORTANT
Use the following air system troubleshooting procedures for part replacement only if the symptom can be duplicated
problem is intermittent, parts that are not defective could be replaced.
Instructions
1. Start at “Procedures” for Step A.
2. Based on the “Result” of the procedure, go to the corresponding “What To Do Next”.
. If the
51
Page 61
Air System
Procedure 1: Symptom - Air Leak at Shift Knob
Normal Operation:
• A burst of air will be exhausted from the shift knob when moving the range selector from low to high. This is the air being
exhausted from the “P” air line.
• A burst of air will be exhausted from the shift knob when moving the splitter button rearward (shifting to low split). This
is the air being exhausted from the “SP” air line.
Possible Causes:
• Incorrectly attached air lines
• Internal leak in slave valve
• Internal leak at insert valve
• Internal leak at shift knob
Table 10 Air Leak at Shift Knob
PROCEDURE RESULT WHAT TO DO NEXT
Step A Remove lower skirt on shift knob.
Check for leaking fitting at the shift
knob.
Step B Check air lines to make sure all lines
are connected to the proper ports on
the shift knob.
A.) Reversal of “S” and “P” lines will
result in a constant leak from the exhaust when high range is selected.
B.) Reversal of the H/L and “SP”
lines will result in a constant leak
when the splitter button is rearward.
Step C Move the range selector lever down
to Low range. Check for constant air
flow from the exhaust “E” port.
Step D Move the range selector up to high
range. Disconnect the small air line
connected to the “P” port of the shift
knob. Check for air flow from the
port and air line.
Leak found. Repair leaking fitting or air line.
No leak found. Go to Step B.
Air lines are not connected to the
proper ports.
Air lines are connected to the proper
ports.
Constant air flow from the “E” port. Replace knob.
No air flow from “E” port. Go to Step D.
Constant air is leaking from the “P”
port or the “E” port.
Connect lines properly.
Go to Step C.
Repair or replace the shift knob.
52
Air is coming out of the disconnected air line.
Air is not leaking from either port or
disconnected air line.
1. Verify that the air line is connected
to the slave valve “p” port.
2. If properly connected, replace the
slave valve.
Go to Step E.
Page 62
Air System
Table 10 Air Leak at Shift Knob (Continued)
PROCEDURE RESULT WHAT TO DO NEXT
Step E Reattach the air line to the “P” port.
Move the range selector down to low
range and move the splitter button
rearward. Disconnect line from the
“SP” port. Check for air flowing from
the SP port on the shift knob.
General Information
Air is flowing from the SP line. 1. Check to make sure the “SP” line
is connected to the splitter cylinder
cover.
2. If the line is properly attached,
check that the insert valve (old style)
is properly installed (stem facing inward) and that the insert valve bore
is not defective.
3. Replace the insert valve.
Air is not flowing from the line. Repair or replace the shift knob.
53
Page 63
Air System
Procedure 2: Symptom - Air Leak at Slave Valve
Normal Operation:
A momentary exhaust of air at the slave valve occurs during a range shift. The air from the low side of the range cylinder is
exhausted as air pressure is applied to the high range side. Likewise, air from the high range side of the piston is exhausted as air
pressure is applied to the low range side. The exhaust port is located at the slave valve to transmission mounting interface.
Possible Causes:
• Internal leak in range cylinder.
• Internal leak in slave valve.
Table 11 Air Leak at Slave Valve
PROCEDURE RESULT WHAT TO DO NEXT
Step A Confirm that air is leaking from the ex-
haust port on the slave valve and not a
fitting or air line.
Step B Move range selector down to select low
range.
Remove the 1/4" I.D. rubber air line at
the high range supply port on the range
cylinder.
Feel for air flow from the open port on
the range cylinder.
Notice if the air leak at the slave valve
only occurs when the transmission is in
high range.
Repeat the above test but remove the
low range air hose and check with high
range selected.
Air is leaking from fitting or air line. Repair or replace fitting or air line.
Air is definitely leaking from slave
valve exhaust port.
Air is flowing from high range supply port on range cylinder.
No air flow from high range port. Repair or replace slave valve.
Go to Step B.
Remove range cylinder cover and
repair leaking range piston or piston seal. After repair, check for
proper range operation.
54
Page 64
Air System
Procedure 3: Symptom - Air Leak from Transmission Breather or Transmission Case is
Pressurized
Normal Operation:
There should be no measurable air flow from the transmission breather.
Possible Causes:
• Leak at range yoke bar o-ring
• Leak at splitter yoke bar o-ring
Table 12 Air Leak from Transmission Breather or Transmission Case is Pressurized
PROCEDURE RESULT WHAT TO DO NEXT
Step A Listen for the air leak with the trans-
mission shifted to both low and
high range.
Leak is only in low range. Remove range cylinder and inspect for
damaged range yoke bar, yoke bar oring, or range cylinder. Repair as necessary.
Leak is in both low and
high range.
Remove splitter cylinder. Inspect for
damaged splitter yoke bar, o-ring, or cylinder. Repair as necessary.
General Information
55
Page 65
Air System
Procedure 4: Symptom - Air Leak at Splitter Cylinder Cover Exhaust Port
Normal Operation:
A burst of air will exhaust from this port when shifting into low split (the splitter button is moved rearward while in low range).
Possible Causes:
• Damaged/defective insert valve
• Leak past insert valve external o-rings
• Leak past splitter cylinder piston
Table 13 Air Leak at Splitter Cylinder Cover Exhaust Port
PROCEDURE RESULT WHAT TO DO NEXT
Step A (old
style)
Step B Remove the splitter cylinder cover and piston.
Remove insert valve. Check for contamination, damaged seals, or sticky movement. Check the insert
valve bore in the splitter cylinder cover for contamination or damage which would result in leakage past
the insert valve o-rings.
Check the piston bore for contamination or damage.
Check the piston seals for damage.
Note: Early production transmissions used a paper
gasket to seal the splitter cover to cylinder, if necessary, replace this configuration with the spool valve
design which uses an o-ring.
Contamination or damage
found.
No contamination or damage
found.
Contamination or damage
found.
Repair or replace as necessary.
Go to Step B.
Repair or replace as necessary.
56
Page 66
Air System
Procedure 5: Symptom - No or Slow Range Shift into Low
Normal Operation:
When the range selector on the shift knob is moved down to select low range, air pressure will flow through the shift knob to the
"P" port on the slave valve. The slave valve will direct air pressure through the low range 1/4" rubber hose to the range cylinder to
shift the range. There will be a brief burst of air at the slave valve as the high range side of the range piston exhausts. Likewise,
when high range is selected, the air pressure in the "P" will be exhausted at the shift knob. This will cause the slave valve to direct
air to the rear side of the range cylinder piston. The air pressure on the low range side will be exhausted at the slave valve.
Possible Causes:
• Incorrect air line hook up
• Insufficient air supply to transmission
• Damaged or defective air filter / regulator assembly
• Damaged or defective shift knob master valve
• Damaged or defective slave valve
• Damaged or defective range cylinder
• Damaged or defective range yoke or yoke bar
• Damaged or defective range synchronizer
• Damaged or defective gearing in auxiliary section of transmission
Table 14 No or Slow Range Shift into Low
General Information
PROCEDURE RESULT WHAT TO DO NEXT
Step A Place the shift lever in neutral.
Check for constant air leakage at the shift
knob, slave valve, and transmission case
breather when both low and high range
have been selected.
Step B Place shift lever in neutral.
Move range selector up to high range
position. At the rear of the transmission,
disconnect the 1/4" rubber air line from
the low range supply port on the range
cylinder. Check for air flow from the low
range port.
Step C Check for air flow from the disconnected
air line.
Constant air leak is detected. Go to the other corresponding symp-
tom first. See beginning of Air System
Troubleshooting section.
No constant leak is detected. Go to Step B.
Air flows from the low range
port.
No air flow from low range
port.
Air flows from disconnected
air line.
No air flow from disconnected line.
Remove range cylinder cover and repair leaking range piston or piston seal.
Go to step C.
Go to step F.
Go to step D.
57
Page 67
Air System
Table 14 No or Slow Range Shift into Low (Continued)
PROCEDURE RESULT WHAT TO DO NEXT
Step D Install a 100 PSI air gauge in the discon-
nected air line end. With the shift lever in
neutral, move the range selector down to
select low range. Observe the gauge.
Step E Confirm that shift lever is still in neutral.
Have an assistant move the range selector up and down between low and high
range. Does the pressure measured at
the gauge respond rapidly when going
from high to low.
The gauge read 0 PSI. Go to step F.
The gauge reads pressure but
is lower than 58 PSI or higher
than 63 PSI.
The gauge reads between 5863 PSI.
Pressure rapidly changes between 58-63 PSI and 0 at the
gauge.
Pressure does not change
rapidly at gauge.
Replace the filter/regulator and check
for proper range operation.
Go to step E.
Air system appears to be operating
satisfactory. Go to step R.
1. Check for a plugged or dirty filter in
the filter/regulator assembly.
2. Check for a pinched or obstructed
1/4" rubber air line between the filter/
regulator and slave valve.
3. Check for a pinched or obstructed
1/4" rubber air line between the slave
valve and the test gauge.
Step F Place shift lever in neutral.
At the shift knob, move the range selection lever up to select high range.
At the slave valve, remove the air line
from the "P" port. (should be black line).
Check for air flow from the disconnected
line.
Step G Check for air flow from the "P" port on
the slave valve.
4. If all are satisfactory, go to step F.
Air flows from the disconnected line.
No air flow from the disconnected line.
Air flows from this port. Replace the slave valve.
No air flow from this port. Go to step H.
1. Confirm that the air lines are connected to the correct ports at the shift
knob.
2. If the lines are correct, replace the
shift knob.
Go to step G.
58
Page 68
Air System
Table 14 No or Slow Range Shift into Low (Continued)
PROCEDURE RESULT WHAT TO DO NEXT
Step H Place the shift lever in neutral. Install a
100 PSI pressure gauge in line with the
"P" line. Move the range selector back
and forth from low to high range. The
gauge should show rapid pressure
change.
The gauge responds slowly. 1. Check for a restricted line between
The gauge rapidly moves between 58-63 PSI and 0 PSI.
General Information
the shift knob and slave valve.
2. If the lines are correct, replace the
shift knob.
3. Check for a plugged or dirty filter in
the filter / regulator assembly.
4. Check for a pinched or obstructed
1/4" rubber air line between the filter/
regulator and slave valve.
5. Check for a pinched or obstructed air
line between the slave valve and the "S"
port on the shift knob.
6. If all are good, replace the shift knob.
Go to step I.
Step I If possible, leave air lines attached to
slave valve. Unbolt the slave valve from
transmission side. Check for free movement of the plunger pin protruding from
the case under the slave valve. The pin
should extract when the transmission is
shifted into gear and retract when shifted
into neutral.
Note: If desired, the slave valve can be
actuated and tested while unbolted from
the transmission case. The air lines of
course, must remain attached.
Actuating plunger pin does
not move freely.
Actuating plunger pin moves
freely.
1. Remove actuating plunger pin and
check for damage.
2. Check for missing or broken spring.
Repair or replace slave valve and check
for proper range operation.
59
Page 69
Air System
Table 14 No or Slow Range Shift into Low (Continued)
PROCEDURE RESULT WHAT TO DO NEXT
Step R If air system has been tested and found
to operate satisfactory, the auxiliary section must be removed to inspect for mechanical problem.
Remove auxiliary section and inspect
for:
• Binding of range yoke bar or piston
• Damaged or defective range yoke
• Damaged or defective range synchro
nizer
• Cracked c/s weld resulting in gear turning on shaft
• Damaged or defective range sliding
clutch
• Auxiliary section gearing out of time
60
Page 70
Air System
Procedure 6: Symptom - No or Slow Range Shift into High
Normal Operation:
When the range selector on the shift knob is moved down to select low range, air pressure will flow through the shift knob to the
'P" port on the slave valve. The slave valve will direct air pressure through the low range 1/4" rubber supply hose to the range
cylinder to shift the range. There will be a brief burst of air at the slave valve as the high range side of the range piston exhausts.
Likewise, when high range is selected, the air pressure in the "P" will be exhausted at the shift knob. This will cause the slave valve
to direct air to the rear side of the range cylinder piston. The air pressure on the low range side will be exhausted at the slave valve.
Possible Causes:
• Incorrect air line hook up
• Insufficient air supply to transmission
• Plugged filter
• Incorrect regulator pressure
• Damaged or defective shift knob master valve
• Damaged or defective slave valve
• Damaged or defective range cylinder
• Damaged or defective range yoke or yoke bar
• Damaged or defective range synchronizer
General Information
• Damaged or defective gearing in auxiliary section of transmission
Table 15 No or Slow Range Shift into High
PROCEDURE RESULT WHAT TO DO NEXT
Step A Place the shift lever in neutral.
Check for constant air leakage at the shift
knob, slave valve, and transmission case
breather when both low and high range
have been selected.
Step B Place shift lever in neutral.
Move range selector down to low range
position.
At the transmission rear, disconnect the
1/4" rubber air line from the range cylinder high range supply port.
Check for air flow from the cylinder high
range port.
Step C Check for air flow from the disconnected
air line.
Constant air leak is detected. Go to the other corresponding symp-
No constant leak is detected. Go to Step B.
Air flows from the high range
port.
No air flow from high range
port.
Air flows from disconnected
air line.
tom first. See beginning of Air System
Troubleshooting section.
Remove range cylinder cover and repair leaking range piston or piston seal.
After repair, check for proper range operation.
Go to step C.
Go to step F.
No air flow from disconnected line.
Go to step D.
61
Page 71
Air System
Table 15 No or Slow Range Shift into High (Continued)
PROCEDURE RESULT WHAT TO DO NEXT
Step D Install a 100 PSI air gauge in the discon-
nected air line end. With the shift lever in
neutral, move the range selector up to
select high range. Observe the gauge.
Step E Confirm that shift lever is still in neutral.
Have an assistant move the range selector up and down between low and high
range. Does the pressure measured at
the gauge respond rapidly when going
from high to low.
The gauge reads 0 PSI. Go to step F.
The gauge reads pressure but
is lower than 58 PSI or higher
than 63 PSI.
The gauge reads between 5863 PSI.
Pressure rapidly changes between 58-63 PSI and 0 at the
gauge.
Pressure does not change
rapidly at gauge.
Replace the filter/regulator and check
for proper range operation.
Go to step E.
Air system appears to be operating
satisfactory. Go to step R.
1. Check for a plugged or dirty filter in
the filter/regulator assembly.
2. Check for a pinched or obstructed
1/4" rubber air line between the filter/
regulator and slave valve.
3. Check for a pinched or obstructed
1/4" rubber air line between the slave
valve and the test gauge.
Step F Place shift lever in neutral.
At the shift knob, move the range selection lever up to select high range.
At the slave valve, remove the air line
from the "P" port. (should be black line).
Check for air flow from the disconnected
line.
Step G Check for air coming out of the slave
valve "P" port.
4. If all are satisfactory, go to step F.
Air flows from the disconnected line.
No air flow from the disconnected line.
Air flows from this port. Replace the slave valve.
No air flow from this port. Go to step H
1. Confirm that the air lines are connected to the correct ports at the shift
knob.
2. If the lines are correct, replace the
shift knob.
Go to step G.
62
Page 72
Air System
Table 15 No or Slow Range Shift into High (Continued)
PROCEDURE RESULT WHAT TO DO NEXT
Step H Place the shift lever in neutral. Install a
100 PSI pressure gauge in line with the
"P" line. Move the range selector back
and forth from low to high range. The
gauge should show rapid pressure
change.
The gauge responds slowly. 1. Check for a restricted line between
The gauge rapidly moves between 58-63 PSI and 0 PSI.
General Information
the shift knob and slave valve.
2. Check for a restricted exhaust port
on the shift knob.
3. Check for a plugged or dirty filter in
the filter/regulator assembly.
4. Check for a pinched or obstructed
1/4" rubber air line between the filter/
regulator and slave valve.
5. Check for a pinched or obstructed air
line between the slave valve and the "S"
port on the shift knob.
6. If all are good, replace the shift knob.
Go to step I.
Step I If possible, leave air lines attached to
slave valve.
Unbolt the slave valve from transmission
side.
Check for free movement of the plunger
pin protruding from the case under the
slave valve. The pin should extract when
the transmission is shifted into gear and
retract when shifted into neutral.
If desired, the slave valve can be actuated and tested while unbolted from the
transmission case. The air lines of
course, must remain attached.
Actuating plunger pin does
not move freely.
Actuating plunger pin moves
freely.
1. Remove actuating plunger pin and
check for damage.
2. Check for missing or broken spring.
Repair or replace slave valve and check
for proper range operation.
63
Page 73
Air System
Table 15 No or Slow Range Shift into High (Continued)
PROCEDURE RESULT WHAT TO DO NEXT
Step R If air system has been tested and found
to operate satisfactory, the auxiliary section must be removed to inspect for mechanical problem.
Remove auxiliary section and inspect
for:
• Binding of range yoke bar or piston
• Damaged or defective range yoke
• Damaged or defective range synchronizer
• Cracked c/s weld resulting in gear turning on shaft
• Damaged or defective range sliding
clutch
• Auxiliary section gearing out of time
64
Page 74
Air System
Procedure 7: Symptom - Range Shifts with Shift Lever in Gear
Normal Operation:
Range shift should only occur when the shift lever is in neutral. The range selector can be moved up or down while the shift lever
is in a gear position, but the shift will not occur until the shift lever is moved to neutral.
Possible Causes:
• Worn or missing actuating pin or air valve shaft
• Worn shift rail
Procedure:
If the range has been confirmed to shift with the shift lever in gear, unbolt the slave valve from the side of the transmission. Confirm that the actuating pin is present and that it is the proper P/N for the corresponding slave valve. If correct, remove the shift
bar housing assembly and check for a worn or damaged air valve shaft or worn shift rails. Replace necessary parts.
General Information
65
Page 75
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.
Figure 2
Figure 3
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.
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Procedure - Auxiliary Section
1. Marking the standard 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 "O".
Follow the assembly procedures in the "Auxiliary Section".
2. Marking the helical auxiliary countershafts: Mark any two
teeth on the LO range gear. Then mark two teeth located directly opposite the first marked.
Timing
Timing
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".
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In-Vehicle Service Procedure
How to Remove Oil Filter Adapter
Special Instructions
The Oil Filter Adapter must be removed before the transmission can be set on the table for servicing. Failure to do so will make
the transmission unstable and may damage the filter adapter.
If the transmission is not equipped with an oil filter adapter at the pump outlet, skip this procedure.
Special Tools
• Typical service tools
Procedure -
1. Remove the oil filter by turning it in the counter-clockwise
direction.
2. From the oil filter adapter, remove the (5) 3/16” allen head
capscrews.
3. Remove the gasket and clean all mounting surfaces.
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How to Assemble Oil Filter Adapter
Special Instructions
None
Special Tools
• Typical service tools
In-Vehicle Service Procedure
In-Vehicle Service Procedure
Procedure -
1. Position the new gasket on the adapter mounting surface
with (2) capscrews through the adapter to hold the gasket in
place.
2. Install the filter adapter and torque all capscrews to
8–12 lb-ft (10.85-16.30 N•m).
3. Install a new oil filter Eaton
®
Part # 4304827 or equivalent.
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In-Vehicle Service Procedure
How to Disassemble Roadranger Valve A-5010
Special Instructions
None
Special Tools
• Typical service tools
1
7
2
2
6
6
2
8
3
8
2
5
4
5
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
5
9
5
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In-Vehicle Service Procedure
Procedure -
1. Remove the two screws holding the bottom cover to the
valve and slide the cover down the gearshift lever to expose
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 Procedure
8. If necessary, remove the springs, O-ring and sleeve from the
bores in the right housing.
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In-Vehicle Service Procedure
How to Assemble Roadranger Valve A-5010
Special Instructions
None
Special Tools
• Typical service tools
1
7
2
2
6
6
2
8
3
8
2
5
4
5
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
5
9
5
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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 Procedure
In-Vehicle Service Procedure
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In-Vehicle Service Procedure
How to Disassemble Roadranger Valve A-4900
Special Instructions
None
Special Tools
• Typical service tools
Component Nomenclature and Auxiliary Countershaft Sectional View
1. Medallion
2. Spring
3. Retainer
4. Housing
5. Spring
6. Washer
7. O-Ring
8. Range Selector
9. Pin
10. Cover
74
11. Screw
12. O-Ring
13. Spring
14. 5/32” Ball
15. Spring
16. Ball
17. Seal
18. Detent
19. Splitter Button
20. Old Style Shift Knob
Page 84
Procedure -
1. Remove the two screws holding the bottom cover to the
valve and slide the cover down the gearshift lever to expose
the air line fittings. Disconnect the air lines.
2. Loosen the jam nut and turn the control valve from the gear
shift lever.
3. Pry the medallion from the recess in the top cover.
4. Turn out the two screws to remove the top cover from the
valve housing.
5. Turn out the two screws in the side of the valve housing to
separate the housing.
6. Remove the range selection lever from the left housing along
with the position balls and guide.
7. If necessary, remove the spring and O-ring from the bores
in the left housing.
In-Vehicle Service Procedure
In-Vehicle Service Procedure
8. If necessary, remove the springs, O-ring and sleeve from the
bores in the right housing.
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In-Vehicle Service Procedure
How to Assemble Roadranger Valve A-4900
Special Instructions
None
Special Tools
• Typical service tools
Component Nomenclature and Auxiliary Countershaft Sectional View
1. Medallion
2. Spring
3. Retainer
4. Housing
5. Spring
6. Washer
7. O-Ring
8. Range Selector
9. Pin
10. Cover
76
11. Screw
12. O-Ring
13. Spring
14. 5/32” Ball
15. Spring
16. Ball
17. Seal
18. Detent
19. Splitter Button
20. Old Style Shift Knob
Page 86
Procedure -
1. Refer to the drawing for proper reassembly. Use a very small
amount of silicone lubricant on the O-rings to avoid clogging
the ports. A small amount of grease on the position springs
and balls will help to hold them in place during reassembly
2. Install the control valve on the gear shift lever and tighten the
jam nut.
3. Attach the air lines and install the bottom cover.
In-Vehicle Service Procedure
In-Vehicle Service Procedure
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In-Vehicle Service Procedure
How to Install the Air Lines and Hoses
Special Instructions
Make sure air lines and hoses are not damaged.
Install the air lines and hoses at their proper location.
All externally threaded 1/8” or 5/32” air lines and pipe fittings that are not coated with pre-applied thread sealant must be coated
with Eaton
All externally threaded 1/4” air fittings that are not coated with pre-applied thread sealant must be coated with Eaton sealing material #71209 or equivalent for at least 3 complete and consecutive threads.
For the 1/4” I.D. air hoses, install the fixed nut end first.
To install the air lines and hoses, the air filter/regulator must be in position.
If you are unsure of the air lines and hose location, see the Air System Troubleshooting Guide TRTS0920.
®
sealing material #71209 or equivalent for at least 5 complete and consecutive threads.
Special Tools
• Typical service tools
• For 'push-to-connect' fittings, the Eaton service tool kit K-2394 is recommended. The kit contains the release tool and a
tubing cutter.
Procedure -
1. Replace damaged air fittings.
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2. Connect the air lines from the slave valve to the range cylinder.
3. Connect all removed air lines and hoses.
4. Make sure the fittings are tight and the lines are not kinked.
In-Vehicle Service Procedure
In-Vehicle Service Procedure
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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.
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In-Vehicle Service Procedure
How to Remove the Air Lines and Hoses
Special Instructions
Before removing the air lines and hoses, label or record their location.
If you are unsure of their location, after you remove the air lines and hoses, see the Air System Troubleshooting Guide TRTS0920.
Special Tools
• Typical service tools
• For “push-to-connect” fittings, the Eaton service tool kit K-2394 is recommended. The kit contains the release tool and
the tubing cutter.
Procedure -
1. Disconnect all air lines and hoses.
2. Inspect the air lines and hoses.
In-Vehicle Service Procedure
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In-Vehicle Service Procedure
3. Inspect air fittings and remove if damaged.
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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
Small air lines are available in 1/8" or 5/32" sizes. Make sure 1/8" air lines are used with 1/8" fittings and 5/32" air lines are
used with 5/32" fittings. Mixing sizes can cause air leaks or damage to fittings.
Special Tools
• Typical service tools
Procedure -
In-Vehicle Service Procedure
1. Check the threads of the fitting for thread sealant. If no sealant is present, apply Eaton
lent.
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.
4. Enable the vehicle air system. Allow the air tanks to pressurize, and check for leaks. Repair as necessary.
thread sealant #71205 or equiva-
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In-Vehicle Service Procedure
How to Remove Push-To-Connect 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 tank.
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.
Before removing the air lines and hose, label or record their location.
Special Tools
• See Tool Information (see Table 8)
• For "push-to-connect" fittings, the Eaton service tool kit K-2394 is recommended. The kit contains the release tool and
the tubing cutter.
Procedure -
1. Exhaust the vehicle air tanks before continuing.
2. Use the air line release tool from kit K-2394 to press the release sleeve down while pulling the air line from the fitting.
3. Inspect the fitting for damage or wear. Remove and replace
as necessary.
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In-Vehicle Service Procedure
How to Install Push-To-Connect 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
Make sure only 5/32" air lines are used with push-to-connect fittings. Using sizes other than 5/32" can cause air leaks or damage to fittings
Special Tools
• See Tool Information (see Table 5)
• For 'push-to-connect' fittings, we recommend Eaton
ing cutter.
service tool kit K-2394. The kit contains the release tool and the tub-
In-Vehicle Service Procedure
Procedure -
1. Check the threads of the fitting for thread sealant. If no sealant is present, apply Eaton thread sealant #71205 or equivalent.
2. Install the fitting.
3. Inspect the air line for burrs or deformed areas. Trim the air
line if necessary using a sharp razor blade or the air line cutting tool from kit K-2394. The cut must be smooth and
square. If the tubing end is deformed or burred, the internal
o-ring in the fitting will be damaged when the air line is inserted.
4. Push the air line into the fitting. It should insert approximately 3/4". If it does not insert far enough or is difficult to insert,
the fitting may be damaged and should be replaced. After inserting, give the air line a slight tug to make sure the line
stays in place. If line does not stay in place, replace the fitting.
5. Enable the vehicle air system. Allow the air tanks to pressurize, and check for leaks.
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In-Vehicle Service Procedure
How to Remove Rubber 1/4" Air Hoses
Special Instructions
For the 1/4" I.D. air hoses, install the fixed nut end first.
Special Tools
• Typical service tools
Procedure -
1. Remove all air line brackets and ties.
2. Remove swivel end.
3. Remove fixed end.
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In-Vehicle Service Procedures
How to Remove the Air Filter/Regulator
Special Instructions
The air filter/regulator has two (2) O-rings located between the filter/regulator and the auxiliary section.
Special Tools
• Typical service tools
Procedure -
1. Disconnect and remove the 1/4" I.D. air line between the
splitter cylinder and air filter/regulator.
Service Procedure
2. Disconnect and remove the 1/4" I.D. air hoses between the
slave valve and both the air filter/regulator and range cylinder assembly.
3. Turn out the two capscrews and remove the air filter/regulator assembly.
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In-Vehicle Service Procedures
How to Install the Air Filter/Regulator
Special Instructions
The air filter/regulator has two (2) O-rings located between the filter/regulator and the range cylinder cover.
Special Tools
• Typical service tools
Procedure -
1. Position the air filter/regulator.
2. Apply Eaton/Fuller Sealant #71205 or equivalent to the two
(2) retaining capscrews.
3. Install the two (2) retaining capscrews, tighten to 8-12 Lb•ft.
of torque.
4. Install the 1/4" I.D. air hoses between the slave valve and
both the air filter/regulator and range cylinder assembly.
5. Install the 1/4" I.D. air line between splitter cylinder and air
filter/regulator.
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Page 98
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.
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Page 99
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 (9.49-13.56 N•m).
3. Place the Roadranger valve on the lever shaft and rotate so
the range selector faces the vehicle front.
In-Vehicle Service Procedure
4. From the Roadranger valve bottom, torque the jam nut to
35-45 lb-ft (47.45-61.01 N•m).
5. Connect the air lines to the air fittings.
6. Slide the cover into position on the Roadranger valve.
7. Install the Roadranger valve cover mounting screws.
Note: Make sure the air lines are seated fully.
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How to Install Rubber 1/4" Air Hoses
Special Instructions
For the 1/4" I.D. air hoses, install the fixed nut end first.
Special Tools
• Typical service tools
Procedure -
1. If necessary, apply Eaton thread sealant #71205 or equivalent to threads.
2. Install and tighten fixed end first, then install and tighten
swivel end.
3. Replace all air line brackets and ties.
In-Vehicle Service Procedure
In-Vehicle Service Procedure
91
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