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

[phone] [e-mail]

906 W. Gore St. Orlando, FL 32805

TABLE OF CONTENTS

FOREWORD

MODEL DESIGNATIONS AND SPECIFICATIONS LUBRICATION

OPERATION POWER FLOW TIMING

TORQUE RECOMMENDATIONS TOOL REFERENCE PREVENTIVE MAINTENANCE PRECAUTIONS

DISASSEMBLY INSPECTION REASSEMBLY

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

1

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. However, Eaton Transmission Division makes no expressed or implied warranty or representation based on the enclosed information. Any errors or omissions may be reported to Training and Publications, Eaton Transmission Division, PO. Box 4013, Kalamazoo, Ml 49003.

2

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		1	2	3
Model	No							Gear Ratios:							PTO Gear		Length	Weight	Oil Cap.
															To Input R.P.M.		In.	Lbs.	Pints
	Spds.
				LO	1 St	2nd	3rd		4th	5th	6th	7th	8th	Reverse	Right	Bottom	(mm)	(Kgs.)	(Liters)
RTLO-14613	13		DIR	14.71	10.20	7.34	5.26		3.78	2.70	1.94	1.39	1.00	3.89/14.71	.696	.696	324	748	28
																	(823.5)	(339.3)	(13.25)
			OD							2.28	1.64	1.18	.85	3.29/12.45

CHART NOTES:

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

2.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.

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

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

3

LUBRICATION

Proper

Recommended

Lubricants

Lubrication . . .

Fahrenheit

Grade

(Celsius)

Ambient

the Key to long

Type

(SAE)

Temperature

Eaton® Roadranger®

transmission life

CD50 Transmission

50

All

Heavy Duty Engine 011

Fluid

Proper lubrication procedures are the key to a

MI L-L-2104B C or D or

50

Above 10oF(-12oC.)

API-SF or API-CD

40

Above 10oF(-12oC.)

good all-around maintenance program. If the

(Previous API designations

30

Below 10oF(-12oC.)

oil is not doing its job, or if the oil level is

acceptable)

ignored, all the maintenance procedures in the

Mineral Gear 011 with rust

90

Above 10oF(-12oC.)

world are not going to keep the transmission

and oxidation Inhibitor

80W

Below 10oF(-12oC.)

running or assure long transmission life.

API-GL-1

Eaton® Fuller®

Transmissions are

designed

The use of mild EP gear oil or multi-pur-

so that the internal parts operate in a bath of

oil circulated by the motion of gears and shafts.

pose gear oil is not recommended, but if

Thus, ail parts will be amply lubricated if

these gear oils are used, be sure to adhere to

these procedures are closely followed:

the following limitations:

1. Maintain oil level. Inspect regularly.

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

2. Change oil regularly.

pose gear oil when operating temperatures are

3. Use the correct grade and type of oil.

above 230°F (110oC). Many of these gear oils,

4. Buy from a reputable dealer.

particularly 85W140, break down above 230°F

Lubrication

Change

and Inspection

and coat seals, bearings and gears with de-

posits that may cause premature failures. If

Eaton®

Roadranger ® CD50

Transmission

Fluid

these deposits are observed (especially a coat-

ing on seal areas causing oil leakage), change

HIGHWAY USE—Heavy Duty and Mid-Range

to Eaton Roadranger CD50 transmission fluid,

First 3,000 to 5,000 miles

Factory fill

heavy duty engine

oil or

mineral

gear oil to

(4827 to 8045 Km)

Inltlal

drain

assure maximum component life and to main-

Every 10,000 miles

Check fluid

level

tain your

warranty

with Eaton. (Also see

(16090 Km)

Check for leaks

“Operating

Temperatures”.)

Heavy

Duty Highway

Change Interval

Additives

and

friction modifiers

are not recom-

Every 250,000 miles

Change

transmission

mended

for

use

in Eaton Fuller

transmissions.

(402336 Km)

fluid,

Mid-Range Highway Change Interval

Every 100,000 miles (160,000 Km)

Change

transmission

or every 3 years whichever occurs

first

fluid.

OFF-HIGHWAY USE

First 30

hours

Factory

fill

Initial

drain,

Proper

Oil Level

Every 40 hours

Inspect fluid level Check for leaks

Make sure oil is level with filler opening. Be-

I

Every 500 hours

Change transmission

fluid

where

severe dirt

conditions

exist.

cause you can reach oil

with your finger does

I

not mean oil is at proper level. One inch of oil

Every 1,000 hours

Change transmission fluid

(Normal off-highway use),

level is about one

gallon

of oil.

Draining

Oil

Heavy Duty Engine Lubricant or

Mineral Gear Lubricant

Drain transmission while oil is warm. To drain

I

HIGHWAY USE

oil remove the drain plug at bottom of case.

I

First 3,000 to 5,000 miles

Factory fill

Clean the drain plug before re-installing.

(4827 to 8045 Km)

Initial

drain.

Refilling

Every 10,000 miles

Inspect

Iubricant

level,

I

Clean case around filler plug and remove plug

(16090 Km)

Check for leaks,

I

from side of case. Fill transmission to the

Every 50,000 miles

Change

transmission

(80450 Km)

lubricant,

level of the filler opening. If transmission has

I

OFF-HIGHWAY USE

two filler openings, fill to level of both open-

ings.

First 30

hours

Change transmission lubricant on new

units

The exact amount of oil will depend on the

Every 40

hours

Inspect Iubricant level Check for leaks

transmission inclination and model. Do not

Every 500 hours

Change transmission

Iubricant

where

over fill—this

will cause oil to be

forced out

severe dirt

conditions

exist.

of the transmission.

Every 1,000 hours

Change transmission Iubricant

When adding oil, types and brands of oil

(Normal off-highway use),

should not be mixed because of possible in-

Change the oil filter when fluid or lubricant is changed.

4

compatibility.

,. .. . .

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 250oF (120oC). However, intermittent operating temperatures to 300oF (149oC) will not harm the transmission. Operating temperatures above 250oF increase the lubricant’s rate of oxidation and shorten its effective life. When the average operating temperature is above 250oF, the transmission may require more frequent oil changes or external cooling.

The following conditions in any combination can cause operating temperatures of over 250oF: (1) operating consistently at slow speeds, (2) high ambient temperatures, (3) restricted air flow around transmission, (4) exhaust system too close to transmission, (5) high horsepower, overdrive operation.

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

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 recommended 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.

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 transmission 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 Mounting Angle

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

5

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

6

. .—.

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)

1.	Power (torque) from the vehicle’s engine is trans-	7.	The rear auxiliary drive gear splits torque be-
2.	ferred to the transmission’s input shaft.		tween the two auxiliary countershaft drive gears.
	Splines of input shaft engage internal splines in	8.	Torque is delivered along both auxiliary counter-
	hub of main drive gear.		shaft to the “engaged” reduction gear on output
3.	Torque is split between the two countershaft		shaft.
	drive gears.	9.	Torque is transferred to output shaft through slid-
4.	Torque is delivered along both countershaft to		ing clutch.

mating countershaft gears of “engaged” main10.Output shaft delivers torque to driveline. shaft gear. The following cross section views il-

lustrate a 1st/5th speed gear engagement.

5.Internal clutching teeth in hub of engaged mainshaft gear transfers torque to mainshaft through sliding clutch.

6.Mainshaft transfers torque directly to rear auxiliary drive gear.

LO RANGE DIRECT

Cut 8006C-11 /87

7

POWER FLOW

Auxiliary Section Power Flow:

HI RANGE DIRECT

7.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.

8

POWER FLOW

Auxiliary Section Power Flow:

HI RANGE OVERDRIVE

7.	The front auxiliary drive gear splits torque be-
	tween the two auxiliary countershaft drive gears.
8.	Torque is delivered along both auxiliary counter-
	s h a f t s t o m a t i n g c o u n t e r s h a f t g e a r s o f
	“engaged” rear auxiliary drive gear.

9. Torque is transferred to output shaft through the sliding clutch.

10. Output shaft delivers torque to driveline as HI Range 5th gear OVERDRIVE.

9

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

Front Section

A.Marking countershaft drive gear teeth.

1.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.

Tooth on Countershaft directly over Keyway marked for timing

Cut 7300 H-11/86

B.Marking main drive gear teeth.

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

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

Drive gear teeth correct/y marked for timing.

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.) 1. 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.

2.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

Auxiliary Section

A.Timing the auxiliary countershaft and LO range gear.

1.Mark any two adjacent teeth on “the LO range gear of set to be timed. Then mark the two ad-

jacent teeth located directly opposite the first set marked as shown in Illustration B.

2.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.

3. Install the LO range gear on the out put shaft and into the auxiliary case.

4. Seat the auxiliary countershaft bearings.

5.Install the rear bearing cover and tighten to recommended torque.

6.Place the auxiliary countershaft assemblies 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.

Cut 7300 G-11/86

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

1

Cut 7190 K-11/87

11

TORQUE RECOMMENDATIONS

AUXILIARY SECTIONS

Cut 7191 Q-11/87

12

TOOL REFERENCE

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

But for the most part, ordinary 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.

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

	PAGE	T O O L	HOW OBTAINED
	3 8	Tension Spring Driver	Made from Fuller Transmission
			Print T-11938
	4 6	Countershaft Retaining Strap	Made from Fuller Transmission
			Print T-64553
	4 7	Auxiliary Section Hanger Bracket	Made from Fuller Transmission
			Print T-22823
	4 7	Output Shaft Hanger Bracket	Made from Stop Nut or Round
			Bar Stock Flat Steel Stock
	5 2	Jaw Puller and Bearing Separator	Tool Supplier
	6 9	Snap Ring Pliers	Tool Supplier
	7 2	Impact Puller (1/2-13 Threaded End)	Tool Supplier
	9 7	Countershaft Support Tool	Made from Fuller Transmission
			Print T-22247
	9 9	Input Shaft Bearing Driver	Tool Supplier
	1 1 3	Torque Wrench, 1000 Lbs./Ft. Capacity	Tool Supplier

13

PREVENTIVE MAINTENANCE

14

PREVENTIVE MAINTENANCE

PREVENTIVE MAINTENANCE CHECK CHART

CHECKS WITHOUT PARTIAL DISASSEMBLY OF CHASSIS OR CAB

1.Air System and Connections

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

2.Clutch Housing Mounting

a.Check all capscrews of clutch housing for looseness.

3.Clutch Release Bearing (Not Shown)

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

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

4.Clutch Pedal Shaft and Bores

a.Pry upward on shafts to check wear.

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

5.Lubricant

a.Change at specified service intervals.

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

6.Filler and Drain Plugs

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

9.Gear Shift Lever Housing Assembly

a.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.

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

d.Check bottom end of gear shift lever for wear and check slot of yokes and blocks in

shift bar housing for wear at contact points with shift lever.

CHECKS WITH DRIVE LINE DROPPED

10.Universal Joint Companion Flange or Yoke Nut

a.Check for tightness. Tighten to recommended torque.

11.Output Shaft (Not Shown)

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

CHECKS WITH UNIVERSAL JOINT COMPANION FLANGE OR 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.

7.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.

8.Gear Shift Lever

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

12.Splines on Output Shaft (Not Shown)

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

13.Mainshaft Rear Bearing Cover

a.Check oil seal for wear.

15

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. ILLUSTRATIONS AND PHOTOGRAPHS PROVIDED.

1BEARINGS — 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 purpose.

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

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

4 INPUT SHAFT — The input shaft can be removed from transmission without removing the coun-

Inspection

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

5. CLEANLINESS — Provide a clean place to work. It is important that no dirt or foreign material enters the unit during repairs, Dirt is an abrasive and can damage bearings. It is always good practice to clean the outside of the unit before starting the planned disassembly.

6. WHEN USING TOOLS TO MOVE PARTS — Always apply force to shafts, housings, etc, with restraint. Movement of some parts is restricted. Never apply force to the part being driven after it stops solidly. The use of soft hammers, bars and mauls for all disassembly work is recommended.

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 reus-
ing 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

1.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.

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

3 . Replace bearings with excessive clearances.

4 . Check bearing 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 remaining and can be reused. But gears with advanced stage pitting should be replaced.

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

16

PRECAUTIONS

Inspection (cont’d.)

3.Check axial clearance of gears. Where excessive 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.

H.SHIFT BAR HOUSING ASSEMBLY

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

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

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

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

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.

M.SYNCHRONIZER ASSEMBLY

1.Check synchronizer for burrs, uneven and excessive 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 exces-

sive wear.

N.O-RINGS

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

17

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.

1.GASKETS — Use new gaskets throughout the transmission as it is being rebuilt. Make sure all gaskets are installed. An omission of any gasket can result in oil leakage or misalignment of bearing covers.

2.CAPSCREWS — To prevent oil leakage, use Loctite 242 thread sealant on all capscrews. For torque ratings, see TORQUE RECOMMENDATIONS.

3.O-RINGS — Lubricate all O-rings with silicone lubricant.

4.ASSEMBLY — Refer to the illustrations provided in

the	detailed disassembly instructions as a guide
to	reassembly.

5.INITIAL LUBRICATION — Coat all limit washers and splines of shafts with Lubriplate during reassembly to prevent scoring and galling of such parts.

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

7.BEARINGS — Use 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.

8.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 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 will permit the output shaft to move axially with resultant damage to the rear bearing.

IMPORTANT: REFER TO THE APPROPRIATE ILLUSTRATED PARTS LIST (SPEClFIE D BY MODEL SERIES) TO ENSURE THAT PROPER PARTS ARE USED DURING REASSEMBLY OF THE TRANSMISSION.

18

CHANGING INPUT SHAFT

Special Procedure

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

NOTE: The following illustration and instructions pertain to changing the input shaft ONLY. To change the main drive gear, complete disassembly of the front section is required.

Disassembly

Reassembly

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

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

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

4.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.

5. Use pry bars to complete removal of bearing.

6.Remove drive gear spacer and snap ring.

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

1.If necessary, install bushing in pocket of input shaft.

2.Install new input shaft into splines of main drive gear, just far enough to expose snap ring groove in I.D. of drive gear.

3.Install snap ring in snap ring groove inside drive gear.

4. Install drive gear spacer on input shaft.

5.Install drive gear bearing on input shaft and into case bore.

6.Install bearing retainer snap ring.

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

8.To facilitate proper reinstallation of the shift bar housing assembly on case, make sure mainshaft sliding clutches are placed in the neutral position.

9.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.

19

AIR SYSTEM

21

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 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 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.

2.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.

A. 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.

B.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.

C. 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.

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

3.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	as-
sembly,		as the air regulator is	nonserviceable.

4.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.

21

AIR SYSTEM

A.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.

B.If control valve does not operate properly,

check for restrictions and air leaks. Leaks indicate defective or worn O-rings.

5.HI 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.

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

B.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.

C.If the air system does not operate accordingly, 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.

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

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

C.If the air system does not operate accordingly, 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.

A.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.

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

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

Cut 7420-5/87

Range Cylinder Assembly—All Models

22

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 element 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 pop- pet-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.

23

AIR SYSTEM

ROADRANGER VALVE A-4900

Removal and Disassembly

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

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

3. Pry medallion from recess in top cover.

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

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

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

7.If necessary, remove 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

1.Refer to the drawing for proper reassembly. Use a VERY SMALL amount of silicone lubricant on the

O-rings to avoid clogging ports. A small amount of grease on the position springs and balls will help to hold them in place during reassembly

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

3.Attach air lines and install bottom cover.

24

AIR SYSTEM

SPLITTER SHIFT AIR SYSTEM:

O p e r a t i o n

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. 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.

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)

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.

1.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.

2.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 restriction in the air lines.

3.Splitter Cylinder. (Refer to the following illustration.)

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 transmission case; auxiliary gearing can be disengaged.

25

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 cylinder 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 CONTROL BUTTON IS REARWARD OR FORWARD (providing the control valve is operating properly).

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.

26

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 CAN-

LOW RANGE AND HIGH RANGE DIRECT

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).

OVERDRIVE

AIR APPLIED THROUGH SIGNAL LINE PUSHES INSERT VALVE PISTON DOWN

27