Eaton Transmission RTLO-14613B, RTLOF-14613B Service Manual

Service Manual

Fuller Heavy Duty Transmissions TRSM0660

October 2007

RTLO-14613B RTLOF-14613B

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

TABLE OF CONTENTS

FOREWORD . . . . . . . . . . . . .

MODEL DESIGNATIONS AND

LUBRICATION . . . . . . . . . . . .

OPERATION . . . . . . . . . . . . .

POWER FLOW . . . . . . . . . . .

TIMING . . . . . . . . . . . . . . . . . .

. . . . . . . . ...* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . .

■ ✎✎✌✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎ ✎

. . . . . . . . . . . . . . .

TORQUE RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

TOOL REFERENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

PREVENTIVE MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

PRECAUTIONS

DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

REASSEMBLY .. mm. m.. . m . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHANGING INPUT SHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

AIR SYSTEM

RANGE SHIFT AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SPLITTER SHIFT AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

AIR SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DISASSEMBLY SHIFTING CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DISASSEMBLY GEAR SHIFT LEVER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

REASSEMBLY GEAR SHIFT LEVER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

■

DISASSEMBLY AND REASSEMBLY SHIFT BAR HOUSING . . . . . . . . .

. . . . . . . . . . . . . . . . .

REMOVAL – OUTPUT YOKE, AUXILIARY SECTION AND CLUTCH HOUSING . . . . . . . . . . . .

DISASSEMBLY – AUXILIARY SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

REASSEMBLY -AUXILIARY SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DISASSEMBLY – FRONT SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

REASSEMBLY – FRONT SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

INSTALLATION – CLUTCH HOUSING, AUXILIARY SECTION AND OUTPUT YOKE . . . . . . . .

INSTALLATION – SHIFTING CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SHIMMING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

FOREWORD

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

As outlined in the Table of Contents, the manual is

divided into 3 main sections:

a. Technical information and reference

b. Removal, disassembly, reassembly and

installation

c. Options

The format of the manual is designed to be followed in its entirety if complete disassembly and reassembly of the transmission is necessary. But if only one component of the transmission needs to be repaired, refer to the Table of Contents for the page numbers showing that component.

For example, if you need to work on the Shifting Controls,

you will find instructions for removal, disassembly and

reassembly on page 32. Instructions for installation are on

page 116. Service Manuals, Illustrated Parts Lists, Drivers Instructions, and other forms of product service information for these and other Fuller Transmissions are available upon request. A Technical Literature Order Form maybe found in the back of this manual. You may also obtain Service Bulletins, detailing information on product improvements, repair procedures and other service-related subjects by writing to the following address:

EATON CORPORATION TRANSMISSION DIVISION Technical Service Department

P.O. Box 4013

Kalamazoo, Michigan 49003

(61 6) 342-3344

Every effort has been made to ensure the accuracy of all information in this brochure.

makes no expressed or implied warranty or representation based on the enclosed information.

be reported to Training and Publications, Eaton Transmission Division, PO. Box 4013, Kalamazoo, Ml 49003.

However, Eaton Transmission Division

Any errors or omissions may

MODEL DESIGNATIONS

AND SPECIFICATIONS

Nomenclature:

RTLO-14613

IMPORTANT: All Fuller Transmissions are identified by model and serial number. This information is stamped on the transmission identification tag and affixed to the case. DO NOT REMOVE OR DESTROY THE TRANSMISSION IDENTIFICATION TAG.

13-Speed Transmissions (On/Off Highway):

Relative Speed

Model

RTLO-14613

CHART NOTES:

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

Weight - Listed weights are with clutch housing* and include standard controls, which consist of gear shift lever housing

and gear shift lever. Weight of standard controls is approximately 10 lbs. (4.5 kg.). All weights are approximate.

Spds.

13 DIR

1 St

2nd

14.71

10.20 7.34 5.26 3.78 2.70 1.94 1.39 1.00

Gear Ratios:

3rd 4th

5th 6th 7th

2.28 1.64 1.18

8th

3.89/14.71

.85

3.29/12.45

Reverse

PTO Gear

To Input R.P.M.

Right

Bottom (mm)

.696 .696

Length

Weight

In.

(Kgs.)

324

(823.5) (339.3)

Lbs.

748

Oil Cap.

Pints

(Liters)

(13.25)

Oil Capacities are approximate, depending on inclination of engine and transmission. Always fill transmission with proper

grade and type of lubricant to level of filler opening. See LUBRICATION.

*For information on available clutch housings refer to Publication FUL-140 – “Clutch Housing Chart”.

LUBRICATION

, ... . . .

Proper

Lubrication . . . the Key to long transmission life

Proper lubrication procedures are the key to a

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

so that the internal parts operate in a bath of oil circulated by the motion of gears and shafts.

these procedures are closely followed:

Eaton

First 3,000 to 5,000 miles (4827 to 8045 Km)

Every 10,000 miles (16090 Km)

Every 250,000 miles (402336 Km)

Every 100,000 miles (160,000 Km) or every 3 years whichever occurs first fluid.

First 30 hours Factory fill Initial drain, Every 40 hours Inspect fluid level Check for leaks Every 500 hours Change transmission fluid where

Every 1,000 hours

First 3,000 to 5,000 miles Factory fill

(4827 to 8045 Km)

Every 10,000 miles (16090 Km)

Every 50,000 miles

(80450 Km)

First 30 hours Change transmission lubricant on new units Every 40 hours

Every 500 hours Change transmission Iubricant where

Every 1,000 hours Change transmission Iubricant

Change the oil filter when fluid or lubricant is changed.

Eaton

Fuller®Transmissions are designed

Thus, ail parts will be amply lubricated if

1. Maintain oil level. Inspect regularly.

2. Change oil regularly.

3. Use the correct grade and type of oil.

4. Buy from a reputable dealer.

Lubrication Change and Inspection

Roadranger®CD50 Transmission Fluid

HIGHWAY USE—Heavy Duty and Mid-Range

Factory fill

Inltlal drain

Check fluid level

Check for leaks

Heavy Duty Highway Change Interval

Change transmission

Mid-Range Highway Change Interval

Change transmission

OFF-HIGHWAY USE

severe dirt conditions exist.

Change transmission fluid

(Normal off-highway use),

Heavy Duty Engine Lubricant or

Mineral Gear Lubricant

HIGHWAY USE

Initial drain.

Inspect Iubricant level,

Check for leaks,

Change transmission

OFF-HIGHWAY USE

Inspect Iubricant level Check for leaks

severe dirt conditions exist.

(Normal off-highway use),

lubricant,

fluid,

Recommended Lubricants

Fahrenheit

(Celsius) Ambient

Temperature

All

Above 10oF(-12oC.) Above 10oF(-12oC.) Below 10oF(-12oC.)

Above 10oF(-12oC.) Below 10oF(-12oC.)

Grade

(SAE)

50 40

80W

Type

Eaton®Roadranger CD50 Transmission Fluid

Heavy Duty Engine 011 MI L-L-2104B C or D or

API-SF or API-CD

(Previous API designations 30

acceptable)

Mineral Gear 011 with rust

and oxidation Inhibitor API-GL-1

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

Do not use mild EP gear oil or multi-pur-

pose gear oil when operating temperatures are

above 230°F (110

C). Many of these gear oils,

particularly 85W140, break down above 230°F and coat seals, bearings and gears with deposits that may cause premature failures. If these deposits are observed (especially a coating on seal areas causing oil leakage), change to Eaton Roadranger CD50 transmission fluid, heavy duty engine oil or mineral gear oil to assure maximum component life and to maintain your warranty with Eaton. (Also see “Operating Temperatures”.)

Additives and friction modifiers are not recom-

mended for use in Eaton Fuller transmissions.

Proper Oil Level

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

Draining Oil

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

Refilling

Clean case around filler plug and remove plug from side of case. Fill transmission to the level of the filler opening. If transmission has two filler openings, fill to level of both openings.

The exact amount of oil will depend on the transmission inclination and model. Do not over fill—this will cause oil to be forced out of the transmission.

When adding oil, types and brands of oil should not be mixed because of possible incompatibility.

LUBRICATION

Operating Temperatures

—With Eaton

Roadranger

CD50 Transmission Fluid

Heavy Duty Engine Oil

and Mineral Oil

The transmission should not be operated consistently at temperatures above 250

However, intermittent operating temperatures

to 300

F (149oC) will not harm the transmission. Operating temperatures above 250 increase the lubricant’s rate of oxidation and shorten its effective life. When the average

operating temperature is above 250 transmission may require more frequent oil changes or external cooling.

The following conditions in any combina-

tion can cause operating temperatures of over

F: (1) operating consistently at slow

250

speeds, (2) high ambient temperatures, (3) restricted air flow around transmission, (4) exhaust system too close to transmission, (5) high horsepower, overdrive operation.

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

F (120oC).

F, the

Proper Lubrication Levels as Related to Transmission Installation Angles

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

The chart below illustrates the safe percent of upgrade on which the transmission can be used with various chassis mounting angles.

For example: if you have a 4 degree transmis-

sion mounting angle, then 8 degrees (or 14

percent of grade) is equal to the limit of 12 degrees. If you have a O degree mounting angle, the transmission can be operated on a

12 degree (21 percent) grade.

Anytime the transmission operating angle of 12 degrees is exceeded for an extended period of time the transmission should be

equipped with an oil pump or cooler kit to

insure proper lubrication.

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

Proper Lubrication Levels are Essential!

Transmission Oil Coolers are:

Recommended

— With engines of 350 H.P. and above

with overdrive transmissions

Required

— With engines 399 H.P. and above with

overdrive transmissions and GCW’S over 90,000 lbs.

— With engines 399 H.P. and above and

1400 Lbs.-Ft. or greater torque

— With engines 450 H.P. and above

With EP or Multipurpose Gear Oil

— Mild EP gear oil and multipurpose gear oil are

not recommended when lubricant operating temperatures are above 230°F (110). In addition, transmission oil coolers are not recom-

mended with these gear oils since the oil cooler materials may be attacked by these

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

Transmission Mounting Angle

Dotted line showing “2 Quarts Low” is for reference only. Not recommended.

OPERATION

13-Speed Overdrive Models

Shift Lever Patterns and Shifting Controls

RTO (Overdrive) Models

RTOX (Double-Overdrive) Models

With Splitter Control But” ton 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).

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

. .—.

POWER FLOW

The transmission must efficiently transfer the engine’s power, in terms of torque, to the vehicle’s rear wheels.

Knowledge of what takes place in the transmission during torque transfer is essential when troubleshooting and making repairs.

Front Section Power Flow (LO Range Direct)

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

Splines of input shaft engage internal splines in

hub of main drive gear. Torque is split between the two countershaft

3. drive gears.

Torque is delivered along both countershaft to

mating countershaft gears of “engaged” main- 10. shaft gear. The following cross section views illustrate a 1st/5th speed gear engagement. Internal clutching teeth in hub of engaged main-

shaft gear transfers torque to mainshaft through sliding clutch.

Mainshaft transfers torque directly to rear aux-

iliary drive gear.

LO RANGE DIRECT

The rear auxiliary drive gear splits torque between the two auxiliary countershaft drive gears.

Torque is delivered along both auxiliary countershaft to the “engaged” reduction gear on output shaft. Torque is transferred to output shaft through slid-

9. ing clutch. Output shaft delivers torque to driveline.

Cut 8006C-11 /87

POWER FLOW

Auxiliary Section Power Flow: HI7.RANGE DIRECT

The rear auxiliary drive gear transfers torque directly to the output shaft through –engaged” sliding clutch.

8. Torque is delivered through theoutput shaft to driveline as HI RANGE 5th gear.

POWER FLOW

Auxiliary Section Power Flow: HI

RANGE OVERDRIVE

The front auxiliary drive gear splits torque between the two auxiliary countershaft drive gears. sliding clutch. Torque is delivered along both auxiliary counter- 10. Output shaft delivers torque to driveline as HI

8. shafts to mating countershaft gears of “engaged” rear auxiliary drive gear.

9. Torque is transferred to output shaft through the

Range 5th gear OVERDRIVE.

TIMING

Timing Procedures: All ModeIs

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 transmis-

sion. In the front section, it is necessary to time only the drive gear set. And depending on the model, only the LO range, deep reduction, or splitter gear set is timed in the auxiliary section.

Front Section

A. Marking countershaft drive gear teeth.

Prior to placing each countershaft assembly

into case, clearly mark the tooth located directly over the keyway of drive gear as shown. This tooth is stamped with an “O” to aid identification.

C. Meshing marked countershaft drive gear teeth

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

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

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

Countershaft gear teeth meshed with drive gear teeth for correct timing.

Cut

7300 F-1 1/86

Tooth on Countershaft

directly over Keyway

marked for timing

Cut 7300 H-11/86

B. 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 below, there should be an equal number of unmarked gear teeth on each side between the marked sets.

Drive gear teeth correct/y marked for timing.

Cut 7300 G-11/86

Auxiliary Section

A. Timing the auxiliary countershaft and LO range

gear.

Mark any two adjacent teeth on “the LO range

gear of set to be timed. Then mark the two adjacent teeth located directly opposite the first set marked as shown in Illustration B.

Prior to placing each auxiliary countershaft assembly into housing, mark the tooth stamped with an “O” on gear to mate with timed mainshaft gear as shown in Illustration A.

Install the LO range gear on the out put shaft

3. and into the auxiliary case.

Seat the auxiliary countershaft bearings.

Install the rear bearing cover and tighten to recommended torque. Place the auxiliary countershaft assemblies

6. into position and mesh the marked teeth of the mating countershaft gears with the marked teeth of the LO range gear as shown in illustration C.

TORQUE RECOMMENDATIONS

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

Cut 7190 K-11/87

TORQUE RECOMMENDATIONS

AUXILIARY SECTIONS

Cut 7191 Q-11/87

TOOL REFERENCE

Some repair procedures pictured in this manual show

the use of specialized tools. Their actual use is recom-

mended as they make transmission repair easier, faster, and prevent costly damage to critical parts.

But 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 all that

is needed to successfully disassemble and reassemble any Fuller Transmission.

PAGE

Tension Spring Driver

Countershaft Retaining Strap

Auxiliary Section Hanger Bracket

Output Shaft Hanger Bracket

TOOL

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

Eaton Corporation

Transmission Dept. Technical Service Dept. P.O. Box 4013 Kalamazoo, Michigan 49003

HOW OBTAINED

Made from Fuller Transmission

Print T-11938

Made from Fuller Transmission

Print T-64553

Made from Fuller Transmission

Print T-22823

Made from Stop Nut or Round

Bar Stock Flat Steel Stock

5 2 Jaw Puller and Bearing Separator

Impact Puller (1/2-13 Threaded End)

Snap Ring Pliers

Countershaft Support Tool

99 Input Shaft Bearing Driver

113

Torque Wrench, 1000 Lbs./Ft. Capacity

Tool Supplier

Made from Fuller Transmission

Print T-22247

Tool Supplier

PREVENTIVE MAINTENANCE

PREVENTIVE MAINTENANCE CHECK CHART

CHECKS WITHOUT PARTIAL DISASSEMBLY OF CHASSIS OR CAB

Air System and Connections

a. Check for leaks, worn air lines, loose con-

nections and capscrews. See AIR SYSTEM.

Clutch Housing Mounting

a. Check all capscrews of clutch housing for

looseness.

Clutch Release Bearing (Not Shown)

Remove hand hole cover and check radial

and axial clearance in release bearing.

b. Check relative position of thrust surface of

release bearing with thrust sleeve on pushtype clutches.

Clutch Pedal Shaft and Bores

Pry upward on shafts to check wear.

a. b. If excessive movement is found, remove

clutch release mechanism and check bush-

ings in bores and wear on shafts.

Lubricant

a. Change at specified service intervals. b. Use only the types and grades as recom-

mended. See LUBRICATION.

Filler and Drain Plugs

Remove filler plugs and check level of lubri-

cant at specified intervals. Tighten filler and drain plugs securely.

Capscrews and Gaskets

a. Check all capscrews, especially those on

PTO covers and rear bearing covers for looseness which would cause oil leakage.

See TORQUE RECOMMENDATIONS.

b. Check PTO opening and rear bearing covers

for oil leakage due to faulty gasket.

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

Remove air lines at slave valve and remove

the gear shift lever housing assembly from transmission.

b. Check tension spring and washer for set

and wear. Check the gear shift lever spade pin and

slot for wear.

d. Check bottom end of gear shift lever for

wear and check slot of yokes and blocks in shift bar housing for wear at contact points with shift lever.

CHECKS WITH 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.

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 chuck-

ing action of the universal joint companion

flange or yoke.

13. Mainshaft Rear Bearing Cover

Check oil seal for wear.

PRECAUTIONS

Disassembly

It is assumed in the detailed disassembly instructions that the lubricant has been drained from transmission,

the necessary linkage and air lines disconnected and the transmission has been removed from vehicle chassis.

Removal of the gear shift lever housing assembly (or remote control assembly) is included in the detailed instructions (Disassembly and Reassembly—Shifting Controls); however, this assembly MUST be detached from shift bar housing before transmission can be removed.

FOLLOW CLOSELY EACH PROCEDURE IN THE DETAILED INSTRUCTIONS. MAKING USE OF THE TEXT. ILLUS-

TRATIONS AND PHOTOGRAPHS PROVIDED.

BEARINGS — Carefully wash and relubricate all

reusable bearings as removed and protectively wrap until ready for use. Remove bearings planned to be reused with pullers designed for this pur-

pose.

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

possibility of losing parts.

3. SNAP RINGS — Remove snap rings with Pliers designed for this purpose. Snap rings removed in this manner can be reused, if they are not sprung or

loose.

INPUT SHAFT — The input shaft can be removed

from transmission without removing the coun-

tershafts, mainshaft, or main drive gear. Special procedures are required and provided in this manual.

CLEANLINESS — Provide a clean place to work. It

is important that no dirt or foreign material enters the unit during repairs, Dirt is an abrasive and can

damage bearings. It is always good practice to clean the outside of the unit before starting the planned disassembly.

6. WHEN USING TOOLS TO MOVE PARTS — Always apply force to shafts, housings, etc, with restraint. Movement of some parts is restricted. Never apply

force to the part being driven after it stops solidly.

The use of soft hammers, bars and mauls for all disassembly work is recommended.

Inspection

Before reassembling the transmission, check each part carefully for abnormal or excessive wear and damage to determine reuse or replacement. When replacement is necessary, use only genuine Fuller Transmission parts to assure continued performance and extended life from your unit.

Since the cost of a new part is generally a small fraction of the total cost of downtime and labor, avoid reusing a questionable part which could lead to additional repairs and expense soon after initial reassembly. To aid in determining the reuse or replacement of any transmission part, consideration should also be given to the unit’s history, mileage, application, etc.

Recommended inspection procedures are provided in the following checklist.

A. BEARINGS

Wash all bearings in clean solvent. Check balls, rollers and raceways for pitting, discoloration, and spalled areas. Replace bearings that are pitted, discolored, or spalled.

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

Replace bearings with excessive clearances.

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

replaced.

B. GEARS

1. Check gear teeth for frosting and pitting.

Frosting of gear tooth faces present no threat of transmission failure. Often in continued operation of the unit, frosted gears will “heal”

and not progress to the pitting stage. And in most cases, gears with light to moderate pitted teeth have considerable gear life remain-

ing and can be reused. But gears with advanced stage pitting should be replaced.

2. Check for gears with clutching teeth abnormally worn, tapered, or reduced in length

from clashing in shifting. Replace gears found in any of these conditions.

PRECAUTIONS

Inspection (cont’d.)

Check axial clearance of gears. Where exces-

sive clearance is found, check gear snap ring, washer, spacer, and gear hub for excessive wear. Maintain .005” to .012” axial clearance between mainshaft gears.

C. SPLINES

1. Check splines on all shafts for abnormal wear.

If sliding clutch gears, companion flange, or

clutch hub have worn into the sides of the

splines, replace the specific shaft affected.

D. TOLERANCE WASHERS

1. Check surfaces of all tolerance washers.

Washers scored or reduced in thickness should be replaced.

E. REVERSE IDLER GEAR ASSEMBLIES

1. Check for excessive wear from action of roller

bearings.

F. GRAY IRON PARTS

1. Check all gray iron parts for cracks and breaks.

Replace parts found to be damaged.

G. CLUTCH RELEASE PARTS

1. Check clutch release parts. Replace yokes

worn at cam surfaces and bearing carrier worn at contact pads.

2. Check pedal shafts. Replace those worn at

bushing surfaces.

1. GEAR SHIFT LEVER HOUSING ASSEMBLY

1. Check spring tension on shift lever. Replace

tension spring and washer if lever moves too f reel y.

2. If housing is disassembled, check spade pin

and corresponding slot in lever for wear. Re-

place both parts if excessively worn.

J. BEARING COVERS

1. Check covers for wear from thrust of adjacent

bearing. Replace covers damaged from thrust of bearing outer race.

2. Check bores of covers for wear. Replace

those worn oversize.

K. OIL RETURN THREADS

AND SEALS

1. Check oil return threads in front bearing

cover. If sealing action of threads has been destroyed by contact with input shaft, replace

bearing cover.

2. Check oil seal in rear bearing cover If sealing

action of lip has been destroyed, replace seal.

L. SLIDING CLUTCHES

1. Check all shift yokes and yoke slots in sliding

clutches for extreme wear or discoloration from heat.

2. Check engaging teeth of sliding clutches for

partial engagement pattern.

H. SHIFT BAR HOUSING ASSEMBLY

Check for wear on shift yokes and blocks at

pads and lever slot. Replace excessively worn parts.

Check yokes for correct alignment. Replace

sprung yokes.

Check Iockscrews in yokes and blocks. Tighten and rewire those found loose.

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

M. SYNCHRONIZER ASSEMBLY

1. Check synchronizer for burrs, uneven and ex-

cessive wear at contact surface, and metal

particles.

2. Check blocker pins for excessive wear or

looseness.

3. Check synchronizer contact surfaces on the

auxiliary drive and low range gears for excessive wear.

N. O-RINGS

1. Check all O-rings for cracks or distortion. Re-

place if worn.

PRECAUTIONS

Reassembly

Make sure that interiors of case and housings are clean. It is important that dirt and other foreign materials be kept out of the transmission during reassembly. Dirt is an abrasive and can damage polished surfaces of

bearings and washers. Use certain precautions, as listed below, during reassembly.

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.

CAPSCREWS — To prevent oil leakage, use Loctite

242 thread sealant on all capscrews. For torque ratings, see TORQUE RECOMMENDATIONS.

O-RINGS — Lubricate all O-rings with silicone lu-

bricant.

ASSEMBLY — Refer to the illustrations provided in

the detailed disassembly instructions as a guide to reassembly.

INITIAL LUBRICATION — Coat all limit washers

and splines of shafts with Lubriplate during reassembly to prevent scoring and galling of such

parts.

AXIAL CLEARANCES — Maintain original axial

clearances of .005” to .012” for mainshaft gears.

BEARINGS — Use of flanged-end bearing drivers is

recommended for the installation of bearings. These special drivers apply equal force to both bearing races, preventing damage to balls/rollers and races while maintaining correct bearing alignment with bore and shaft. Avoid using a tubular or sleeve-type driver, whenever possible, as force is applied to only one of the bearing races. See TOOL REFERENCE.

UNIVERSAL JOINT COMPANION FLANGE OR

YOKE — Pull the companion flange or yoke tightly

into place with the output shaft nut, using 450-500

foot-pounds of torque. Make sure the speedome-

ter drive gear or a replacement spacer of the same width has been installed. Failure to pull the com-

panion flange or yoke tightly into place will permit the output shaft to move axially with resultant

damage to the rear bearing.

—

IMPORTANT: REFER TO THE APPROPRIATE ILLUSTRATED PARTS LIST (SPECl-

FIE D BY MODEL SERIES) TO ENSURE THAT PROPER PARTS ARE USED DURING REASSEMBLY OF THE TRANSMISSION.

CHANGING

INPUT SHAFT

Special Procedure

In some cases, it may become necessary to replace the input shaft due to excessive clutch wear on the splines. Except for removal of the shift bar housing assembly, the input shaft can be removed without further disas-

sembly of the transmission. Removal of the clutch housing is optional.

NOTE: The following illustration and instructions pertain to changing the input shaft ONLY. To change the main

drive gear, complete disassembly of the front section is required.

Disassembly

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

Remove the front bearing cover and gasket. If necessary, remove the O-ring from cover of models so equipped.

Remove the bearing retaining snap ring from

groove in shaft.

Push down on input shaft to cock bearing in bore.

Drive input shaft toward rear of transmission,

through bearing as far as possible. Pull input shaft

forward to expose snap ring of bearing.

Use pry bars to complete removal of bearing.

Remove drive gear spacer and snap ring.

Pull input shaft forward and out of drive gear and

case.

Reassembly

If necessary, install bushing in pocket of input shaft.

Install new input shaft into splines of main drive

gear, just far enough to expose snap ring groove in I.D. of drive gear.

Install snap ring in snap ring groove inside drive

gear. Install drive gear spacer on input shaft.

Install drive gear bearing on input shaft and into

case bore. Install bearing retainer snap ring.

Install front bearing cover and gasket. Make sure

to align oil return hole in the case with hole in cover.

To facilitate proper reinstallation of the shift bar

housing assembly on case, make sure mainshaft sliding clutches are placed in the neutral position.

Reinstall the shift bar housing assembly, the

front bearing cover and all other parts and assemblies previously removed, making sure to replace the gaskets used.

AIR SYSTEM

RANGE SHIFT AIR 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. See Air System Schematics.

CONSTANT AIR from the air filter/regulator is sup-

plied 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 gear

shift 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.

Trouble Shooting

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

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

NEVER WORK UNDER A VEHICLE

WHILE ENGINE IS RUNNING as personal injury may result from the sudden and unintended movement of vehicle under power. Always place transmission in the neutral position.

1. INCORRECT AIR LINE HOOK-UPS

(See Air System Schematics)

With the gear shift lever in neutral, move the control that provides range selection UP and DOWN. A. If the air lines are crossed between control

valve and slave valve, there will be CONSTANT AIR flowing from the exhaust port of control valve WHILE IN HI RANGE.

B. If the air lines are crossed between the slave

valve and range cylinder, the transmission gearing will not correspond with the range selection. A LO RANGE selection will result in a HI RANGE engagement and vice versa.

AIR LEAKS

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

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

If there is a steady leak from breather of slave valve: an O-ring in valve is defective, or there is a leak past O-rings of range cylinder piston.

If transmission fails to shift into LO RANGE

or is slow to make the range shift and the case is pressurized, see Check No. 7 of this section.

Tighten all loose connections and replace de-

fective O-rings and parts.

AIR FILTER/REGULATOR (See illustration, Page 23.)

With the gear shift lever in neutral, check the

breather of air fiiter/regulator assembly. There

should be NO AIR leaking from this port. The complete assembly should be replaced if a steady leak is found.

Cut off the vehicle air supply to the air filter/

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

DO NOT ADJUST SCREW AT BOTTOM OF REGULATOR TO OBTAIN CORRECT READINGS. The

air regulator has been PREADJUSTED within the correct operating limits. Any deviation from these limits, especially with regulators that have been in operation for some time, is likely to be caused by dirt or worn parts. If replacement or cleaning of the filter element does nothing to correct the air pressure readings, replace the complete assembly, as the air regulator is nonserviceable.

RANGE VALVE (See Page 24.)

With the gear shift lever in neutral, select HI

RANGE and disconnect the air line at the OUTLET or “P” Port of control valve.

AIR SYSTEM

When LO RANGE is selected, a steady blast of air will flow from opened port. Select HI

RANGE to shut off air flow. This indicates the control valve is operating properly. Reconnect air line.

If control valve does not operate properly, check for restrictions and air leaks. Leaks indicate defective or worn O-rings.

RANGE OPERATION

With the gear shift lever in neutral, select LO

RANGE and disconnect the 1/4” I.D. air line at the port of range cylinder cover. Make sure this line leads from the HI Range or “H” Port of slave

valve.

When HI RANGE is selected, a steady blast of air should flow from disconnected line. Select

LO RANGE to shut off air flow.

Move the shift lever to a gear position and select HI RANGE. There should be NO AIR flowing from disconnected line. Return the gear shift lever to the neutral position. There should now be a steady flow of air from disconnected line. Select LO RANGE to shut off air flow and reconnect air line.

If the air system does not operate accord-

ingly, the slave valve or actuating components of the shift bar housing assembly are defective.

IMPORTANT: RANGE PRESELECTION

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

6. LO RANGE OPERATION

With the gear shift lever in neutral, select HI

RANGE and disconnect the 1/4” I.D. air line at the

fitting on range cylinder housing. Make sure this

line leads from the LO Range or “L” Port of slave

valve.

When LO RANGE is selected, a steady blast of air should flow from disconnected line. Se-

lect HI RANGE to shut off air flow.

Move the shift lever to a gear position and select LO RANGE. There should be NO AIR flowing from disconnected line. Return the gear shift lever to the neutral position. There should now be a steady flow of air from disconnected line. Select HI RANGE to shut off air flow and reconnect air line.

If the air system does not operate accord-

ingly, the slave valve or actuating components of the shift bar housing assembly are defective.

7. RANGE CYLINDER (Refer to the following illustration.)

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

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

Leak at gasket B results in a steady flow of air

to atmosphere while in HI RANGE.

Leak at O-ring C results RANGE; pressurizing of transmission case.

in a slow shift to LO

Cut

7420-5/87

Range Cylinder Assembly—All Models

AIR SYSTEM

AIR FILTER/REGULATOR ASSEMBLY

The air filter contains a replaceable filter element which can be removed by turning out the end cap. This ele-

ment should be cleaned at each oil change, or more often under high humidity conditions. Replace if necessary.

—.

SLAVE VALVES

POPPET-TYPE

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.

AIR SYSTEM

ROADRANGER VALVE A-4900

Removal and Disassembly

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

Loosen jam nut and turn control valve from gear

shift lever.

Pry medallion from recess in top cover.

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

Turn out the two screws in side of valve housing to

separate the housing. Remove the Range Preelection Lever from left

housing and the position balls and guide from lever.

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

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

Reassembly and Installation

Refer to the drawing for proper reassembly. Use a

VERY SMALL amount of silicone lubricant on the O-rings to avoid clogging ports. A small amount of

grease on the position springs and balls will help

to hold them in place during reassembly

Install control valve on gear shift lever and tighten

jam nut.

Attach air lines and install bottom cover.

—

AIR SYSTEM

SPLITTER SHIFT

AIR SYSTEM:

Operation

In addition to the various components of the Range Shift Air System, the Splitter Shift Air System utilizes a splitter cylin-

der and the Roadranger Valve A-4900. See Air System

Schematics.

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 cover (see page 27) 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.

Trouble Shooting

If the transmission fails to shift or shifts too slowly to or from the ‘(split” position, the fault may be in the Splitter Shift Air System or related components of the Range Shift Air System.

To locate the trouble, the following checks should be

made with normal vehicle air pressure supplied to the system, but with the engine off.

NEVER WORK UNDER A VEHICLE WHILE ENGINE IS RUNNING as

personal injury may result from the sudden and unintended movement of vehicle under power. Always

place transmission in the neutral position.

NOTE:

It is assumed that correct PSI readings were obtained from the air filter/regulator and all air lines have been checked for leaks.

Air Supply (See Air System Schematics.)

With the gear shift lever in neutral, select HI or LO RANGE and loosen the connection at the "S“ Port of the Roadranger Valve until it can be determined that AIR is supplied to valve. Reconnect air line.

If there is NO AIR, check for a restriction in the air line between the Roadranger valve and slave valve. Make sure this line is connected to fitting at the supply Port of slave valve.

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)

Roadranger Valve (See Page 24 and Air System Schematics.)

With the gear shift lever in neutral, disconnect the air line at the Left Port of splitter cylinder cover, making sure this line leads from the "SP” Port of the Roadranger Valve. A. WHILE IN HI OR LO RANGE, move the Splitter

Control Button FORWARD. There should be AIR flowing from disconnected line. Move the button

REARWARD to shut off air flow and reconnect air line.

B. If the preceding conditions do not exist, the

Roadranger valve is defective, or there is a restric-

tion in the air lines.

Splitter Cylinder. (Refer to the following illustra-

3. tion.)

If any of the seals in the splitter cylinder assembly are defective, the splitter shift will be affected. The degree of air lost will govern the degree of failure, from slow shifting to complete shift failure. A. Leak at O-ring A results in a slow shift to engage

rear auxiliary drive gear; pressurizing of transmis-

sion case; auxiliary gearing can be disengaged.

AIR SYSTEM

B. Leak at O-ring B results in slow shifting or

complete failure to engage and disengage front or rear auxiliary drive gearing; steady flow of air from exhaust port of Roadranger valve and/or cylinder cover when Splitter Control Button is in the REARWARD position.

C. Leak at gasket C results in a slow shift to dis-

engage rear auxiliary drive gear; steady flow of air to atmosphere.

4. Insert Valve (See Page 27).

Any constant flow of air from exhaust port of cyl-

inder cover usually indicates a faulty insert valve.

Exhaust should occur ONLY BRIEFLY when Splitter Control Button is moved REARWARD WHILE IN LO and HI RANGE. A faulty insert valve, leaking at the O-rings of valve O.D. or from inner seals results in constant air leak and shift failure. Two indications of defective O-rings or seals are: A. CONSTANT AIR flowing from exhaust port of

cylinder cover.

B. CONSTANT AIR flowing from Exhaust Port

“E” of control valve WHILE SPLITTER CON-

TROL BUTTON IS REARWARD OR FORWARD (providing the control valve is operating pro-

perly). The three O-rings in position on valve O.D. can be replaced. However, if an inner seal is damaged, the complete assembly MUST be replaced.

AIR SYSTEM

INSERT VALVE: (EQUIPPED WITH ROADRANGER VALVE A-4900

The insert valve is a self-contained 1 - 3/16” valve as sembly located in the splitter cylinder cover. It CAN-

NOT be disassembled except for the three O-rings on

outer diameter. The O-rings provide a stationary seal

and do not move in cylinder.

When installing the insert valve in bottom edge of cover, apply Fuller #71206 silicone lubricant or its equivalent to O-rings and cylinder walls. Install valve in bore with flat surface to the outside. When installing the special valve retaining nut, apply Fuller

#71204 adhesive/sealant or its equivalent to threads and tighten. See TORQUE RECOMMENDATIONS.

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

FRONTSIDE 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 signal line, the piston moves down passing air through the bottom of insert valve to the front and backside of the cylinder piston, moving the yoke bar FORWARD engaging the FRONT AUXILIARY DRIVE

GEAR (LO RANGE OVERDRIVE AND HI RANGE OVERDRIVE).

LOW RANGE AND HIGH RANGE DIRECT

OVERDRIVE

AIR APPLIED THROUGH SIGNAL LINE

PUSHES INSERT VALVE PISTON DOWN

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