Eaton Transmission RTLO-18918B, RTLO-18913A-T2, RTLO-18913A, RTLO-18718B Service Manual

Service Manual

Fuller® Heavy-Duty Transmissions TRSM0670 EN-US

September 2013

RTLO-12713A RTLO-12913A RTLO-14713A RTLO-14718B RTLO-14913A RTLO-14918B RTLO-14918B-T2 RTLO-16713A RTLO-16713A-T2 RTLO-16718B RTLO-16913A RTLO-16913A-T2 RTLO-16918B

RTLO-16918B-T2 RTLO-18718B RTLO-18718B-T2 RTLO-18913A RTLO-18913A-T2 RTLO-18918B RTLO-18918B-T2 RTLO-20913A RTLO-20918B RTLO-20918B-T2 RTLO-22918B RTLOC-16909A-T2 RTLOF-12713A

RTLOF-12913A RTLOF-14713A RTLOF-14718B RTLOF-14913A RTLOF-14918B RTLOF-14918B-T2 RTLOF-16713A RTLOF-16713A-T2 RTLOF-16718B RTLOF-16913A RTLOF-16913A-T2 RTLOF-16918B RTLOF-16918B-T2

RTLOF-18718B RTLOF-18913A RTLOF-18913A-T2 RTLOF-18918B RTLOF-18918B-T2 RTLOF-20913A RTLOF-20918B RTLOF-20918B-T2 RTLOF-22918B RTLOFC-16909A-T2

This Page Intentionally Blank

Warnings

WARNING

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

Departure from the instructions, choice of tools, materials and recom m ended parts me ntioned

in this publication may jeopardize the personal safety of the service tec hnician or vehicle operator.

WARNING: Failure to follow indicated procedures crea tes a high risk of personal injury to the servicing technician.

CAUTION: Failure to follow indicated procedures may cause component damage or malf

unction.

IMPORTANT: Highly recommended procedures for proper servic e of this unit.

Note: Additional servic e information not cover ed in the service pr ocedures.

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

CAUTION

Warnings and Cautions

Before starting a vehicle always be seated in the Driver’s Seat, place the Transmission in Neutral, set the Parking Brakes and disengage the Clutch.

Before working on a vehicle, place the Transmission in Neutral, set the Parking Brakes and block the wheels.

Before towing the vehicle place the Transmission in Neutral, and lift the rear wheels off the ground, remove the Axle Shafts, or disconnect the Driveline to avoid damage to the Transmission during towing.

The description and specifications contained in this Service Publication are current at the time of printing.

Eaton

reserves the right to discontinue or modify its models and/or procedures and to change specifications at any time

without notice.

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

Always use genuine Eaton

Conversion of a 13-Speed to an 18-Speed by simply changing the Air System will invalidate the User’s Warranty and will cause major internal damage to the Auxiliary Section.

replacement parts.

Introduction

Air System:

Roadranger® Valve

Auxiliary Section:

Range Cylinder

Air System:

Air Filter/Regulator

Auxiliary Section:

Auxiliary Countershaft

Auxiliary Section:

Auxiliary Housing

Air System:

Slave Valve

Front Section:

Countershafts

Front Section:

Mainshaft

Front Section:

Input Shaft / Drive Gear

Front Section:

Clutch Housing / Case Assembly

Front Section:

Reverse Idler

Shift Bar Housing:

Shiftbar Housing Assembly

106004-8-94 15 spd trans

Auxiliary Section:

Reduction Cylinder

Auxiliary Section:

Auxiliary Drive Gear

Shift Bar Housing:

Levers/Housings & Isolators

Shift Bar Housing:

Shiftbar Housing Assembly

Shift Bar Housing:

Levers/Housings & Isolators

Transmission Overview

Table of Contents

General Information

Warnings and Cautions ................................................ i

Transmission Overview ............................................... ii

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

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

Lubrication Specifications ........................................... 7

Tool Specifications ...................................................... 9

Transmission Torque Specifications ......................... 12

Preventive Maintenance Inspection ........................... 13

Power Flow Diagrams ............................................... 17

Air System Overview ................................................. 36

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

Air System Troubleshooting ...................................... 44

Timing Procedures .................................................... 57

In-Vehicle Service Procedures

How to Remove Oil Filter Adapter ............................. 61

How to Assemble Oil Filter Adapter ........................... 62

How to Disassemble Roadranger Valve A-5010 ........ 63

How to Assemble Roadranger Valve A-5010 ............. 65

How to Disassemble Roadranger Valve A-4900 ........ 67

How to Assemble Roadranger Valve A-4900 ............. 69

How to Remove the Air Lines and Hoses .................. 71

How to Install the Air Lines and Hoses ...................... 73

How to Remove Compression Type Fittings .............. 75

How to Install Compression Type Fittings ................. 76

How to Remove Push-to-Connect Type Fittings ........ 77

How to Install Push-to-Connect Type Fittings ........... 78

How to Remove Rubber 1/4" Air Hoses ..................... 79

How to Install Rubber 1/4" Air Hoses ........................ 80

How to Remove the Air Filter/Regulator .................... 81

How to Install the Air Filter/Regulator ....................... 82

How to Remove a Roadranger Valve ......................... 83

How to Install a Roadranger Valve ............................ 84

How to Remove a Slave Valve ................................... 85

How to Install a Slave Valve ......................................86

How to Remove the Top-2 Valve Assembly

(Transmissions with Top-2 Option Only) .................. 87

In-Vehicle Service Procedures (cont’d)

How to Install the Top-2 Valve Assembly

(Transmissions with Top-2 Option Only) ...................88

How to Remove the Gear Shift Lever/Remote

Shift Control ..............................................................89

How to Install the Gear Shift Lever/Remote

Shift Control ..............................................................90

How to Adjust the Remote Shift Control (LRC Type) .91

Neutral Switch Operation and Testing ........................93

How to Remove the Neutral Switch ...........................94

How to Install the Neutral Switch ...............................95

Reverse Switch Operation and Testing ......................96

How to Remove the Reverse Switch ..........................97

How to Install the Reverse Switch .............................98

How to Remove the Shift Bar Housing ......................99

How to Install the Shift Bar Housing ........................101

How to Remove the Oil Seal - Mechanical

Speedometer ...........................................................103

How to Install the Oil Seal - Mechanical

Speedometer ...........................................................105

How to Remove the Oil Seal - Magnetic

Speedometer ...........................................................106

How to Install the Oil Seal - Magnetic Speedometer 108

How to Remove the Output Yoke/Companion

Flange and Nut .........................................................110

How to Install the Output Yoke/Companion Flange

and Nut ....................................................................111

How to Remove the Output Yoke / Flange and

Retaining Cap Screws ..............................................112

How to Install the Output Yoke / Flange and

Retaining Cap Screws ..............................................113

How to Remove the Auxiliary Section in Chassis .....114

How to Install the Auxiliary Section in Chassis ........116

How to Remove the Splitter Cylinder Assembly .......119

How to Install Splitter Cylinder Assembly ................121

How to Disassemble the Range Cylinder Assembly

- 7 Series .................................................................124

How to Disassemble the Range Cylinder Assembly

- 9 Series .................................................................125

How to Assemble the Range Cylinder Assembly ......127

iii

Table of Contents

Transmission Overhaul Procedures-Bench Service

How to Disassemble the Gear Shift Lever ............... 130

How to Assemble the Gear Shift Lever .................... 132

How to Remove the Shift Bar Housing .................... 134

How to Install the Shift Bar Housing ....................... 136

How to Disassemble the Standard Shift Bar

Housing ...................................................................138

How to Assemble the Standard Shift Bar Housing ..141

How to Assemble the Forward Shift Bar Housing .... 144

How to Disassemble the Forward Shift Bar Housing 147

How to Remove the Input Shaft Assembly

(without Main Case disassembly) ........................... 150

How to Install the Input Shaft Assembly

(without Main Case disassembly) ........................... 152

How to Remove the Auxiliary Section with

Tapered Bearings .................................................... 154

How to Remove the Splitter Cylinder Assembly ...... 156

How to Remove the Auxiliary Countershaft

Assembly ................................................................ 158

How to Remove the Splitter Gear ............................ 161

How to Disassemble the Range Cylinder Assembly 162

How to Disassemble the Output Shaft Assembly ....164

How to Disassemble the Synchronizer Assembly .... 167

How to Assemble the Synchronizer Assembly ........168

How to Assemble the Output Shaft Assembly ......... 170

How to Install the Splitter Gear ............................... 172

How to Assemble the Range Cylinder Assembly ..... 173

How to Install Splitter Cylinder Assembly ............... 176

How to Install the Auxiliary Countershaft Assembly 179

How to Disassemble the Splitter Gear Bearing

Assembly ................................................................ 182

How to Assemble the Splitter Gear Bearing

Assembly ................................................................ 183

How to Remove the Auxiliary Drive Gear Assembly 184

How to Remove the Clutch Housing

(with Internal Oil Tube) ...........................................186

How to Disassemble the Upper Reverse Idler

Gear Assembly ........................................................ 189

How to Disassemble the Lower Reverse Idler

Gear Assembly ........................................................ 191

How to Remove the Upper and Lower

Countershaft Bearings ............................................. 192

How to Remove the Mainshaft Assembly ................ 194

How to Remove the Countershaft Assemblies ........ 195

How to Disassemble the Countershaft Assemblies ..197

How to Remove the Input Shaft and

Main Drive Gear .......................................................199

How to Disassemble the Mainshaft Assembly .........202

How to Disassemble the Mainshaft Assembly with

Low Force Gearing .

How to Assemble the Mainshaft Assembly with Selective (Adjustable) Thickness

Tolerance Washers ..................................................206

How to Assemble the Mainshaft Assembly with Non-Selective (Non-Adjustable) Tolerance Washers 212

How to Assemble the Mainshaft Assembly with

Low Force Gearing ...................................................215

How to Prepare the Main Case for Assembly ...........218

How to Assemble the Countershaft Assemblies .......219

How to Assemble the Lower Reverse Idler Gear

Assembly .................................................................221

How to Install Countershaft Assemblies ..................225

How to Remove the Integral Oil Pump .....................226

How to Install the Lower Countershaft Bearings ......228

How to Install the Input Shaft and Main Drive Gear 230

How to Install the Mainshaft Assembly ....................232

How to Install the Upper Countershaft Bearings ......234

How to Assemble the Upper Reverse Idler

Gear Assembly .........................................................237

How to Install the Auxiliary Drive Gear Assembly ....240

How to Install the Clutch Housing

(with Internal Oil Tube) ............................................241

How to Disassemble the Integral Oil Pump without

Auxiliary Oil Tube .....................................................244

How to Assemble the Integral Oil Pump without

Auxiliary Oil Tube .....................................................247

How to Install the Integral Oil Pump ........................250

How to Disassemble the Integral Oil Pump with

Auxiliary Oil Tube .....................................................252

How to Assemble the Integral Oil Pump with

Auxiliary Oil Tube .....................................................256

How to Install the Auxiliary Section .........................260

Shim Procedure without a Shim Tool for

Tapered Bearings .....................................................262

How to Remove the Boosted or Hydraulic Actuator

and Adapter Housing ...............................................266

How to Install the Boosted or Hydraulic Actuator

and Adapter Housing ...............................................268

..........................................204

Introduction

General Information

Purpose and Scope of Manual

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

How to use this Manual

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

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

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

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

Disassemble Precautions

It is assumed in the detailed assembly instructions that the lubricant has been drained from the Transmission, the necessary linkage and vehicle Air Lines disconnected and the Transmission has been removed from vehicle Chassis. Removal of the Gear Shift Lever Housing Assembly (or Remote Control Assembly) is included in the detailed instructions (How to Remove the Gear Shift Lever). This Assembly MUST be detached from the Shift Bar Housing before the Transmission can be removed.

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

Assemblies

• When disassembling the various Assemblies, such as the Mainshaft, Countershafts, and Shift Bar Housing, lay all parts on a clean bench in the same sequence as removed. This procedure will simplify assembly and reduce the possibility of losing parts.

Bearings

• Carefully wash and lubricate all usable bearings as removed and protectively wrap until ready for use. Remove bearings planned to be reused with pullers designed for this purpose.

Cleanliness

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

Input Shaft

• The Input Shaft can be removed from the Transmission without removing the Countershafts, Mainshaft, or Main Drive Gear. Special procedures are required and provided in this manual.

Introduction

Snap Rings

• Remove Snap Rings with pliers designed for this purpose. Snap rings removed in this manner can be reused, if they are not sprung or loose.

When Using Tools to Move Parts

• Always apply force to Shafts, Housings, etc., with restraint. Movement of some parts is restricted. Never apply force to driven parts after they stop solidly. The use of soft Hammers, Soft Bars, and Mauls for all disassembly work is recommended.

Inspection Precautions

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

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

Recommended inspection procedures are provided in the following checklist:

Bearings

• Wash all Bearings in clean solvent. Check Balls, Rollers, and Raceways for pitting, discoloration, and spalled areas. Replace Bearings that are pitted, discolored, spalled, or damaged during disassembly.

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

• Replace bearings with excessive clearances.

• Check bearing fit. Bearing Inner Races should be tight to Shaft; Outer Races slightly tight to slightly loose in Case Bore. If the Bearing spins freely in the Bore the Case should be replaced.

Bearing Covers

• Check Covers for wear from thrust of adjacent Bearing. Replace Covers damaged from thrust of Bearing Outer Race.

• Check Cover Bores for wear. Replace those worn or oversized.

Clutch Release Parts

Transmission parts to assure continued performance and

• Check Clutch Release parts. Replace Yokes worn at Cam surfaces and Bearing Carrier worn at Contact Pads.

• Check Pedal Shafts. Replace those worn at Bushing surfaces.

Gears

• Check gear teeth for frosting and pitting. Frosting of gear teeth faces presents no threat of Transmission failure. Often in continued operation of the unit, frosted gears "heal" and do not progress to the pitting stage. In most cases, gears with light to moderate pitted teeth have considerable gear life remaining and can be reused, but gears in the advanced stage of pitting should be replaced.

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

• Check Axial Clearance of gears.

Introduction

General Information

Gear Shift Lever Housing Assembly

• Check spring tension on Shift Lever. Replace Tension Spring if lever moves too freely.

• If Housing is disassembled, check Gear Shift Lever bottom end and Shift Finger Assembly for wear. Replace both gears if excessively worn.

Gray Iron Parts

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

Oil Return Threads and Seals

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

• Check Oil Seal in Rear Bearing Cover. If sealing action of lip has been destroyed, replace Seal.

O-Rings

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

Reverse Idler Gear Assemblies

• Check for excessive wear from action of Roller Bearings.

Shift Bar Housing Assembly

• Check for wear on Shift Yokes and Block at pads and lever slot. Replace excessively worn parts.

• Check Yokes for correct alignment. Replace sprung Yokes.

• Check lock screw in Yoke and Blocks. Tighten and rewire those found loose.

• If Housing has been disassembled, check Neutral Notches of Shift Bars for wear from Interlock Balls.

Sliding Clutches

• Check all Shift Yokes and Yoke slots in Sliding Clutches for extreme wear or discoloration from heat.

• Check engaging teeth of Sliding Clutches for partial engagement pattern.

Splines

• Check Splines on all shafts for abnormal wear. If Sliding Clutch gears, Companion Flange, or Clutch Hub has wear marks in the Spline sides, replace the specific shaft effected.

Synchronizer Assembly

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

• Check Blocker Pins for excessive wear or looseness.

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

Washers

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

Introduction

IMPORTANT

Assembly Precautions

Make sure that Case interiors and Housings are clean. It is important that dirt and other foreign materials are kept out of the Transmission during assembly. Dirt is an abrasive and can damage polished surfaces of Bearings and Washers. Use certain precautions, as listed below, during assembly.

Axial Clearances

• Maintain original Axial Clearances of 0.006–0.015 in. for Mainshaft Gears.

Bearings

• Use a Flange-End Bearing Driver for bearing installation. These special drivers apply equal force to both Bearing Races, preventing damage to Balls/Rollers and Races while maintaining correct Bearing alignment with Bore and Shaft. Avoid using a Tubular or Sleeve-Type Driver, whenever possible, as force is applied to only one of the Bearing Races.

Cap Screws

• To prevent oil leakage and loosening, use Fuller

Gaskets

• Use new Gaskets throughout the Transmission as it is being rebuilt. Make sure all Gaskets are installed. An omission of any Gasket can result in oil leakage or misalignment of Bearing Covers.

Sealant #71205 on all Cap Screws.

Initial Lubrication

• Coat all Limit Washers and Shaft Splines with Lubricant during assembly to prevent scoring and galling of such parts.

O-Rings

• Lubricate all O-Rings with silicon lubricant.

Universal Joint Companion Flange or Yoke

• Pull the Companion Flange or Yoke tightly into place with the Output Shaft Nut, using 650–700 lb-ft (881.28–949.07 N•m) of torque. Make sure the Speedometer Drive Gear or a Replacement Spacer of the same width has been installed. Failure to pull the Companion Flange or Yoke tightly into place can result in damage to the Mainshaft Rear Bearing.

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

Model Designations

General Information

Roadranger

Twin Countershaft

Low-Inertia

F= Forward Opening Shift Housing

Ratio Set

Forward Speeds

6= Multi-Mesh Gearing 7= Helical Auxiliary Gearing and Multi-Mesh Front Section Gearing 9= Improved Seal System

This (x) 100 = Nominal Torque Capacity

C= Convertible

1 6 7 1 8

O= Overdrive w/ Direct Shift Pattern

Top 2

Multi-Torque

______

____

Serial Tag Information and Model Nomenclature

Transmission model designation and other Transmission identification information are stamped on the Transmission Tag. To identify the Transmission model designation and Serial Number, locate the Tag on the Transmission and then locate the numbers as shown.

When calling for service assistance or parts, have the Model and Serial Numbers handy.

Do not remove or destroy the Transmission Identification Tag.

The Model Number gives basic information about the Transmission. Use this number when calling for service assistance or replacement parts.

Serial Number

The Serial Number is the sequential identification number of the Transmission. Before calling for service assistance, write the number down. It may be needed.

Bill of Material or Customer Number

This number may be located below the Model and Serial Numbers. It is a reference number used by Eaton.

Model Designations

Model Options

Torque Rating

The torque rating of the Transmission specified in the Model Number is the Input Torque Capacity in lb-ft. Various torque ratings are available. For more information, call your Eaton Regional Sales and Service Office at 1-800-826-HELP (4357).

Shift Bar Housings

Two types of Shift Bar Housings are available for this Transmission. Both are described and shown below.

Standard

The standard Shift Bar Housing has a Gear Shift Lever opening that is located toward the rear of the Transmission.

Forward

The forward Shift Bar Housing has a Gear Shift Lever opening located three inches closer to the Transmission front than the standard opening. This forward design allows greater flexibility in mounting the Transmission and is indicated by an “F” in the Model Number.

Lubrication Pumps

Three types of Lubrication Pumps are available for use on this Transmission and are described below:

Internal: An internal Lubrication Pump is located in the lower front of the Transmission and is driven off the Upper Countershaft. 13-Speed Transmissions rated 1550 lb-ft and above include the Internal Pump standard. All 18-Speed Transmissions contain the Internal Lube Pump.

Auxiliary Countershaft: An Auxiliary Countershaft Pump is mounted on the rear of the Transmission and driven off the Auxiliary Countershaft.

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

Power Take Off (PTO) Usage

PTOs can be mounted in the following way:

6 or 8 Bolt: The 6 or 8 bolt openings are standard with the Transmission. The PTO is mounted to the opening and driven from the PTO Gear on the Front Countershaft.

Thru-Shaft: The Thru-Shaft PTO mounts on the rear of the Transmission. It requires a special Auxiliary Housing and Main Case Countershaft with Internal Splines.

Lubrication

General Information

IMPORTANT

Lubrication Specifications

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

• For a list of Eaton

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

• Additives and friction modifiers must not be introduced. Never mix engine oils and gear oils in the same Transmission.

Transmission Operating Angles

If the Transmission operating angle is more than 12 degrees, improper lubrication will occur. The operating angle is the Transmission mounting angle in the Chassis plus the percent of upgrade (expressed in degrees). For operating angles over 12 degrees, the Transmission must be equipped with an Oil Pump or Cooler kit to insure proper lubrication.

Operating Temperatures with Oil Coolers

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

Approved Synthetic Lubricants, see TCMT0021 or call 1-800-826-HELP (4357).

The following conditions in any combination can cause operating temperatures of over 250 °F [121 °C]:

• Operating consistently at slow speed.

• High ambient temperatures.

• Restricted air flow around Transmission.

• Use of engine retarder.

• High horsepower operation.

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

Lubrication

Oil Cooler Chart

Table 4

Transmission Oil Coolers are:

Recommended

• With engines of 350 H.P. and above.

Required

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

• With engines 399 H.P. and above and 1400 lb-ft (1898.15 N•m) or greater torque.

• With engines 1500 lb-ft (2033.73 N•m) and above

18-speed AutoShift Transmissions require use of an Eaton® supplied Oil-to-Water Cooler or approved equivalent.

• With engines 450 H.P. and above.

Recommended Tools

General Information

Tool Specifications

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

For the most part, ordinary Mechanic's Tools such as Socket Wrenches, Screwdrivers, etc., and other standard shop items such as a Press, Mauls and Soft Bars are the only tools needed to successfully disassemble and reassemble any Fuller

The following tables list and describe the typical tools required to properly service this model Transmission above and beyond the necessary basic Wrenches, Sockets, Screwdrivers, and Pry Bars.

Transmission.

General Tools

The following tools are available from several Tool Manufacturers such as Snap-On, Mac, Craftsman, OTC, and many others:

Tool Purpose

0–100 lb-ft 1/2" drive Torque Wrench

0–700 lb-ft 3/4" or 1" drive Torque Wrench Torquing of Output Nut to 650–700 lb-ft (881.28–949.07 N•m)

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

0–30 lb-in 1/4" drive Torque Wrench

70 MM or 2 2/4" Socket - Standard Depth To remove the Output Shaft Nut

Snap Ring Pliers - Large Standard External

General torquing of fasteners (Typically 15–80 lb-ft [20.34–108.47 N•m])

Torquing of Cap Screws to 7 lb-in (0.79 N•m) during Auxiliary Countershaft Bearing endplay setting procedure

To remove the Snap Rings at the Auxiliary Drive Gear, Input Shaft Bearing, and Countershaft Bearings

Feeler Gauges To set Mainshaft Washer Endplay and Auxiliary Tapered Bearing Endplay

Rolling Head Pry Bar To remove the Auxiliary Drive Gear Bearing

(2) Air Pressure Gauges 0–100 PSI (0–1034 kPa) To troubleshoot and verify correct operation of Air System

Universal Bushing Driver

To remove and install Clutch Housing Bushings. Bushing OD = 1.125 in., ID = 1.000 in.

Recommended Tools

Special Tools

The following Transmission Tools are available directly from K-Line Industries. To obtain any of these tools listed, contact K-Line by phone or visiting the online store.

K-Line Industries, Inc.

315 Garden Avenue Holland, MI 49424

1-800-824-KLINE (5546)

http://www.klineind.com/

K-Line Part # Tool Tool Description

RR1001TR-1 Driver - Output Seal Slinger

RR1001TR-2 Driver - Output Seal

RR1001TR-4 Driver - Output Seal Slinger

RR1001TR-8 Driver - Output Seal

RR1002TR Auxiliary Countershaft Support Straps

RR1004TR Mainshaft Lifting Hook

RR1005TR Driver - Input Bearing

RR1006TR Auxiliary Section Lifting Bracket Used to lift Transmission Auxiliary Sections.

RR1007TR

RR1010TR Slide Hammer Used to remove Bearing Races, Reverse Idler Shafts, and Seals.

RR1011TR-1 Slide Hammer Attachment Used for removing Output Seals.

Shimming Gauge - Auxiliary Countershaft (0.100")

Used to install Output Seal Protective Slinger on FR & RT-Series (Gen 9) Transmission Output Yokes.

Used to install Output Seal in Rear Bearing Cover on RT-Series (Gen 6 & 7) Transmissions with 2.75" Output Shaft.

Used to install Output Seal Protective Slinger on RT-Series (Gen 6 &

7) Transmission Output Yokes.

Used with Seal Driver RR1001TR-2 to install Output Seal in Rear Bearing Cover on FR & RT-Series (Gen 9) Transmissions.

Used to support the aux-Countershaft Assemblies when servicing the aux-section on FR & RT-Series (Gen 7 & 9) Transmissions.

Used to remove/install Mainshaft Assembly into the Transmission Main Case.

Used to install the Input Bearing on Transmissions with 2" & 1.75" Input Shafts.

Used for setting proper Auxiliary Countershaft Bearing clearance on FR-Series and RT-Series (Gen 7 & 9) Transmissions.

RR1011TR-2 Slide Hammer Attachment Used for removing Bearing Races from the Transmission Case.

RR1011TR-3 Slide Hammer attachment Used for removing Bearing Races from the Transmission Case.

RR1012TR-2 Driver - Countershaft Front Bearings

RR1012TR-3 Puller - Countershaft Front Bearings

RR1012TR-4 Driver - Countershaft Rear Bearings Used to install Rear Countershaft Bearings, RT-Series Transmissions.

RR1012TR-5

RR1012TR-6

RR1013TR Timing Block - RT-Series Countershaft

Driver - Auxiliary Countershaft Bearings

Used to install Front Countershaft Bearings on RT-Series Transmissions.

Used to remove Front Countershaft Bearings on RT-Series Transmissions.

Used to install Auxiliary Countershaft Bearings on FR & RT-Series Transmissions with Auxiliary Section helical gearing.

Used to install Auxiliary Countershaft Bearings on RT-Series Transmissions with Auxiliary Section spur gearing.

Used to support the Upper Countershaft during Main Box assembly on RT-Series Transmissions.

Recommended Tools

General Information

K-Line Part # Tool Tool Description

RR1015TR

RR1017TR Pusher - Countershaft

RR1019TR Hand Maul Used with Bearing and Seal Drivers for part installation/removal.

RR1020TR Soft Bar Used with hand Maul to remove parts from the Transmission.

RR1022TR Countershaft Support Tool

RR1023TR Puller - Input Bearing Used to remove the Input Bearing on FR & RT-Series Transmissions.

RR1024TR Driver - Output Bearing Used to install the Output Bearing on FR & RT-Series Transmissions.

Driver - Countershaft Front/Rear bearings

Used to install Front and Rear Countershaft Bearings on FR-Series Transmissions.

Used to push the Countershaft Assembly rearward to create clearance for Bearing Puller on FR & RT-Series Transmissions.

Used to support the Upper Countershaft during Main Box disassembly on FR & RT-Series Transmissions.

Shop Equipment

Tool Purpose

20 Ton capacity Press To press Countershaft Gears from Countershaft.

Eaton Aftermarket Parts

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

Tool Purpose Eaton Part Number

5/32" Air Line Release Tool

Air Line Cutting Tool

To remove 5/32" Air Lines from Push-toConnect Fittings.

To cut plastic Air Lines smoothly and squarely.

P/N 4301157 included in Kit K-2394

P/N 4301158 included in Kit K-2394.

Recommended Tools

(1) Oil Drain Plug 45-55 lb-ft (61.01-74.57 Nm) ¾ Pipe Threads

(2) Support Stud Nuts 170-185 lb-ft (230.49-250.93 Nm)

/8 -18 Threads, Use Lockwashers

(1) Output Nut 650-700 lb-ft (881-949 Nm) Intall output nut onto a clean, oil free shaft.

Note: DO NOT reuse output nut, replace with new if removed from shaft.

(1) Oil Fill Plug 35-50 lb-ft (47-68 Nm) 1¼ Pipe Threads

Transmission Torque Specifications

Correct torque application is extremely important to assure long Transmission life and dependable performance. Over-tightening or under-tightening can result in a loose installation and in many instances, eventually cause damage to Transmission Gears, Shafts, and/or Bearings. Use a Torque Wrench whenever possible to attain recommended lb-ft ratings. Do not torque Cap Screws dry.

Preventive Maintenance

General Information

Preventive Maintenance Inspection

Everyday there are countless vehicles operating over the highways with Transmissions in such a neglected mechanical condition, they can be referred to as failures looking for a place to break down. They lack a proper and organized preventive maintenance program.

Preventive maintenance is a general term which applies to all procedures necessary to have maximum life and satisfactory service at the lowest possible cost, short of removing and repairing the unit.

A number of conditions contrary to good preventive maintenance can generally be pointed to when inspecting a failed Transmission. Taking a few minutes every so many hours or miles to do a few simple checks could help avoid eventual breakdown or reduce the repair cost. If the Transmission is not cared for, it will breakdown.

Preventative Maintenance Check Points

Note: Transmission appearance may differ, however the procedure is the same.

Preventive Maintenance

1. Air System and Connections

• Check for leaks, worn Air Lines, loose connections and Cap Screws.

2. Clutch Housing Mounting

• Check all Cap Screws of Clutch Housing flange for looseness.

3. Clutch Release Bearing (Not Shown)

• Remove Hand Hole Cover and check Radial and Axial Clearance in Release Bearing.

• Check relative position of thrust surface of Release Bearing with Thrust Sleeve on Push-type Clutches.

4. Clutch Pedal Shaft and Bores

• Pry upward on Shafts to check wear.

• If excessive movement is found, remove Clutch Release Mechanism and check Bushings on Bores and wear on

Shafts. See OEM literature.

5. Lubricant

• See Lubrication Manual TCMT0021.

6. Oil Filter

• Oil Filter Inspection (during vehicle PM schedule):

- Inspect Oil Filter for damage or rust. Replace as necessary.

- Inspect Oil Filter Adapter for damage or leakage. Replace as necessary.

• Oil Filter Replacement

- Replace every 100,000 miles and top off fluid.

- Every Transmission fluid change.

7. Filler and Drain Plugs

• Remove Filler Plugs and check level of lubricant at specified intervals. Tighten fill and Drain Plugs securely.

8. Cap Screws and Gaskets

• For applicable models, check all Cap Screws, especially those on PTO Covers and Rear Bearing Covers for

looseness which would cause oil leakage.

• Check PTO opening and Rear Bearing Covers for oil leakage due to faulty Gasket.

9. Gear Shift Lever

• Check for looseness and free play in Housing. If Lever is loose in Housing, proceed with Check No. 10.

10. Gear Shift Lever Housing Assembly

• If present, remove Air Lines at Air Valve or Slave Valve. Remove the Gear Shift Lever Housing Assembly from

the Transmission.

• Check the Tension Spring and Washer for set and wear.

• Check the Gear Shift Lever Spade Pin and slot for wear.

• Check bottom end of Gear Shift Lever for wear and check slot of Yokes and Blocks in Shift Bar Housing for wear

at contact points with Shift Lever.

Checks With Drive Line Dropped

11. Universal Joint Companion Flange or Shaft Nut

• Check for tightness. Tighten to recommended torque.

12. Output Shaft (Not Shown)

• Pry upward against Output Shaft to check radial clearance in Mainshaft Rear Bearing.

Preventive Maintenance

General Information

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.

13. Splines on Output Shaft (Not Shown)

• Check for wear from movement and chucking action of the Universal Joint Companion Flange or Yoke.

14. Mainshaft Rear Bearing Cover (Not Shown)

• Check Oil Seal for wear.

Inspection

Part to Inspect What to Check For Action to be Done

Speedometer Cables should not be loose.

Speedometer Connections

Rear Bearing Cover Cap Screws, Gasket, and Nylon Collar

Output Shaft Nut

PTO Covers and Openings Check the Cap Screws for tightness.

Should be an O-Ring or gasket between the mating Speedometer Sleeve and the Rear Bearing Cover.

Check Retaining Cap Screws for tightness.

Verify Nylon Collar and Gasket are installed at the chamfered hole, aligned near the mechanical Speedometer opening.

Verify that a Rear Bearing Cover gasket is in place.

Check the Output Shaft Nut for tightness.

Applied hydraulic Thread Sealant #71208 to threads, torque Speedometer Sleeve to 35–50 lb-ft (47.45–67.79 N•m).

Replace the O-Ring/gasket if damaged or missing.

Apply Eaton Sealant #71205 to the Cap Screw threads, torque to 35–45 lb-ft (47.45–61.01 N•m).

Use new parts if need to replace. Apply Eaton Sealant #71205 to the Cap Screw threads, torque to 35–45 lb-ft (47.45–61.01 N•m).

Install a new Gasket if Rear Bearing Cover was removed.

Torque the Output Shaft Nut to 650–700 lb-ft (881.28–949.07 N•m). Do not over torque the Output Nut.

Apply Eaton Sealant #71205 to the Cap Screw threads. Torque 6 bolt PTO Cap Screws to 35–45 lb-ft (47.45–61.01 N•m), 8 bolt PTO Cap Screws to 50–65 lb-ft (67.79–88.13 N•m).

Gray Iron Parts

Front Bearing Cover

Oil Cooler and Oil Filter

Oil Drain Plug, Oil Fill Plug

Check Front Bearing Cover, Front Case, Shift Bar Housing, Rear Bearing Cover, and Clutch Housing for cracks or breaks.

Check return threads for damage. If threads damaged, replace the Input Shaft.

Check the Cap Screws for tightness.

Check all connectors, Fittings, Hoses, and Filter Element for tightness.

Check the Oil Drain Plug and the Oil Fill Plug for leakage.

Replace parts found to be damaged.

Torque the Cap Screws to 35–45 lb-ft (47.45–61.01 N•m).

Tighten any loose Fittings.

Torque the Oil Drain Plug to 45–55 lb-ft (61.01–74.57 N•m), Oil Fill Plug to 60–70 lb-ft (81.35–94.91 N•m).

Preventive Maintenance

Oil Leak Inspection Process

Inspect for Oil Leak

Determine if it is a Weep or a Leak

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

Gasket Rear Seal Leak

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

2. Ensure lube is to proper level.

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

4. Repair is complete.

1. Do not repair: Rear seal is designed to allow minimal seepage.

2. Ensure lube is to proper level.

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

Step 1

1. Determine the origin of the leak path.

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

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

Note: Do not use a high pressure spray washer to

clean the area. Use of a high pressure spray may force contamination into the area of concern and temporarily disrupt the leak path.

i. Clean area with a clean dry cloth or mild soluble degreaser and fill the transmission to the proper lube level.

ii. Clean the area as noted above and insert tracer dye into the transmission lube and fill transmission to proper lube level.

Step 2

Operate vehicle to normal transmission operating temperature and inspect the area for oil leak(s) visually or if tracer dye was introduced use an UVL (Ultraviolet Light) to detect the tracer dye’s point of origin.

Note: When inspecting for the origin of the leak(s) make sure the assumed leak area is not being contaminated by a source either forward or above the identified area such as the engine, shift tower, shift bar housing, top mounted oil cooler, etc...

Step 3

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

Step 4

After the repair is completed, verify the leak is repaired and operate the vehicle to normal transmission operating temperature. Inspect repaired area to ensure oil leak has been eliminated. If the leak(s) still occurs, repeat steps or contact the Roadranger Call Center at 1-800-826-4357.

Power Flow

General Information

Power Flow Diagrams

An understanding of the engine's Power Flow through a Transmission in each particular gear will assist the Technician in troubleshooting and servicing a Transmission.

The Fuller or Front Section contains six Gear Sets which are shifted with the Gear Shift Lever. The second “Transmission” called the Auxiliary Section, contains three Gear Sets and is shifted with air pressure.

Note: This Transmission is referred to as a Constant Mesh Type Transmission. When in operation, all gears are turning even

Transmission can be thought of as two separate “Transmissions” combined into one unit. The first “Transmission”

though only some of them are transferring power.

Cross Sectional View

1. Front Section

2. Auxiliary Section

Power Flow

The Transmission components in the figure below shows the Transmission with the main components called out. Note that the Transmission is in the Neutral position because the Sliding Clutches are all in their center positions and not engaged in any gears.

Transmissions Components

1. Input Shaft

2. Main Drive Gear

3. Sliding Clutch

4. Countershaft

5. Mainshaft Gear

6. Auxiliary Splitter Clutch (slides on Front Section Mainshaft)

7. Auxiliary Countershaft

8. Range Sliding Clutch

9. Auxiliary Mainshaft Reduction Gear

10. Output Shaft (Auxiliary Mainshaft)

11. Splitter Gear

12. Auxiliary Drive Gear

Power Flow

General Information

153

264

Neutral

RTO

154

263

Neutral

RTX

Front Section Power Flow

Note: The heavy lines in the figure below outline the Power Flow description. For help in understanding the Transmission

components, refer to the figure “Transmission Components” on the previous page.

1. Power (torque) from the vehicle's engine is transferred to the Transmission's Input Shaft.

2. The Input Shaft rotates the Main Drive Gear through internal Splines in the hub of the Gear.

3. The Main Drive Gear meshes with both Countershaft driven gears and the torque is split between both Countershafts.

4. Because the Countershaft Gears are in constant mesh with the Mainshaft Gears, all the Front Section gearing rotates. However, only the engaged or selected Mainshaft Gear will have torque. External Clutching teeth on the Sliding Clutch will engage internal Clutching teeth on the selected Mainshaft Gear. Torque will now be provided from both opposing Countershaft Gears, into the engaged Mainshaft Gear, and through the Sliding Clutch to the Front Section Mainshaft.

5. The rear of the Front Section Mainshaft is splined into the Auxiliary Splitter Clutch and torque is now delivered to the Auxiliary Splitter Clutch.

Front Section Power Flow

1. Sliding Clutch forward

2. Sliding Clutch forward

3. Sliding Clutch rearward

Power Flow

Front Section Power Flow - Direct Gear

In direct gear, the Front Sliding Clutch is moved forward and engages into the back of the Main Drive Gear. Torque will flow from the Input Shaft to the Main Drive Gear, Main Drive Gear to Sliding Clutch, Sliding Clutch straight into the Front Section Mainshaft which delivers the torque to the Auxiliary Splitter Clutch. See figure below.

Note: All Countershaft and Mainshaft Gears will rotate, but the gears will not be loaded.

Front Section Power Flow - Direct Gear

1. Sliding Clutch forward

2. Sliding Clutch forward

3. Sliding Clutch rearward

RTO

153

Neutral

264

Power Flow

General Information

Front Section Power Flow - Reverse Gear

Torque will flow from the Countershafts to the Reverse Idler Gears. Torque will then flow from the Reverse Idler Gears to the Mainshaft Reverse Gear. Torque will now travel through the Mainshaft Reverse Gear, the Sliding Clutch in the Reverse position and then to the Mainshaft and Auxiliary Splitter Clutch. See figures below.

Note: The Idler Gears cause the reversal of rotation.

Reverse LO - 9/13 speed; Reverse LO - Low Split - 18 speed

1. Sliding Clutch rearward

2. Sliding Clutch forward

3. Sliding Clutch rearward

Reverse LO - High Split - 18 Speed

1. Sliding Clutch rearward

2. Sliding Clutch rearward

3. Sliding Clutch rearward

Reverse HI - 9/13 speed; Reverse HI - Low Split - 18 Speed

1. Sliding Clutch rearward

2. Sliding Clutch forward

3. Sliding Clutch forward

Reverse HI - High Split - 18 Speed

1. Sliding Clutch rearward

2. Sliding Clutch rearward

3. Sliding Clutch forward

Power Flow

153

264

Neutral

RTO

154

263

Neutral

RTX

153

264

Neutral

154

263

Neutral

RTO

RTX

Auxiliary Section Power Flow - Low Range

Depending on the position of the Splitter Button (L or H) the Auxiliary Splitter Clutch engages in either the Auxiliary Drive Gear or the Splitter Gear. The selected Auxiliary Gear transfers torque to both Auxiliary Countershafts.

If the Auxiliary Section is in low range, the Range Sliding Clutch is rearward and engaged into the Auxiliary Mainshaft Reduction Gear. Torque flows from the Auxiliary Countershafts, into the Auxiliary Mainshaft Reduction Gear, through the Range Sliding Clutch and then into the Output Shaft (Auxiliary Mainshaft).

LO - 9/13 Speed; LO - Low Split - 18 Speed

1. Sliding Clutch forward

2. Sliding Clutch forward

3. Sliding Clutch rearward

LO - High Split - 18 Speed

1. Sliding Clutch forward

2. Sliding Clutch rearward

3. Sliding Clutch rearward

Power Flow

General Information

153

264

eutra

153

264

Neutral

154

263

Neutral

RTO

RTX

Auxiliary Section Power Flow- High Range

If the Auxiliary Section is in high range, the Range Sliding Clutch is forward and engaged into the back of the Auxiliary Drive Gear. Torque flows through the Auxiliary Section in high range depending on the splitter state selected (L or H). If splitter (L) is selected, torque flows from the Auxiliary Splitter Clutch to the Auxiliary Drive Gear. From the Auxiliary Drive Gear, torque flows to both Countershafts and then to the Splitter Gear. Torque then flows into the Range Sliding Clutch and Output Shaft. (See Figure 1st-13 Speed; 1st-Low Split-18 Speed).

If splitter (H) is selected, torque flows directly through the Auxiliary Section. Torque flows from the Auxiliary Splitter Clutch to the Auxiliary Reduction Gear to the Range Sliding Clutch to the Output Shaft. The Auxiliary gearing still turns, but the gear teeth will not be loaded. (See Figure 1st-High Split-18 Speed).

5th - 9/13–18 speed Low Split

1. Sliding Clutch rearward

2. Sliding Clutch forward

3. Sliding Clutch forward

5th - 9/13–18 speed High Split

1. Sliding Clutch rearward

2. Sliding Clutch rearward

3. Sliding Clutch forward

Power Flow

153

264

Neutral

RTO

154

263

Neutral

RTX

153

264

Neutral

154

263

Neutral

RTO

RTX

153

264

Neutral

RTO

9-Speed

LO Gear

1. Sliding Clutch forward

2. Sliding Clutch forward

3. Sliding Clutch rearward

2nd Gear

1. Sliding Clutch forward

2. Sliding Clutch forward

3. Sliding Clutch rearward

1st Gear

1. Sliding Clutch rearward

2. Sliding Clutch forward

3. Sliding Clutch rearward

RTO

153

Neutral

264

3rd Gear

1. Sliding Clutch forward

2. Sliding Clutch forward

3. Sliding Clutch rearward

Power Flow

General Information

153

264

eutra

153

264

eutra

153

264

Neutral

RTO

153

264

Neutral

RTO

4th Gear

1. Sliding Clutch rearward

2. Sliding Clutch forward

3. Sliding Clutch rearward

6th - Gear

1. Sliding Clutch forward

2. Sliding Clutch forward

3. Sliding Clutch forward

5th - Gear

1. Sliding Clutch rearward

2. Sliding Clutch forward

3. Sliding Clutch forward

7th - Gear

1. Sliding Clutch forward

2. Sliding Clutch forward

3. Sliding Clutch forward

Power Flow

153

264

Neutral

RTO

153

264

RTO

8th - Low Split Gear (Top-2 Models)

1. Sliding Clutch rearward

2. Sliding Clutch forward

3. Sliding Clutch forward

8th - High Split Gear (Top-2 Models)

1. Sliding Clutch rearward

2. Sliding Clutch rearward

3. Sliding Clutch forward

General Information

13 Speed - Power Flow by Gear

153

264

Neutral

RTO

154

263

Neutral

RTX

153

264

Neutral

154

263

Neutral

RTO

RTX

153

264

Neutral

RTO

Power Flow

LO Gear

1. Sliding Clutch forward

2. Sliding Clutch forward

3. Sliding Clutch rearward

2nd Gear

1. Sliding Clutch forward

2. Sliding Clutch forward

3. Sliding Clutch rearward

1st Gear

1. Sliding Clutch rearward

2. Sliding Clutch forward

3. Sliding Clutch rearward

RTO

153

Neutral

264

3rd Gear

1. Sliding Clutch forward

2. Sliding Clutch forward

3. Sliding Clutch rearward

Power Flow

153

264

eutra

153

264

eutra

153

264

Neutral

154

263

Neutral

RTO

RTX

153

264

Neutral

RTO

4th Gear

1. Sliding Clutch rearward

2. Sliding Clutch forward

3. Sliding Clutch rearward

5th - High Split Gear

1. Sliding Clutch rearward

2. Sliding Clutch rearward

3. Sliding Clutch forward

5th - Low Split Gear

1. Sliding Clutch rearward

2. Sliding Clutch forward

3. Sliding Clutch forward

6th - Low Split Gear

1. Sliding Clutch forward

2. Sliding Clutch forward

3. Sliding Clutch forward

Power Flow

General Information

153

264

Neutral

RTO

153

264

Neutral

RTO

153

264

Neutral

RTO

153

264

Neutral

RTO

6th - High Split Gear

1. Sliding Clutch forward

2. Sliding Clutch rearward

3. Sliding Clutch forward

7th - High Split Gear

1. Sliding Clutch forward

2. Sliding Clutch rearward

3. Sliding Clutch forward

7th - Low Split Gear

1. Sliding Clutch forward

2. Sliding Clutch forward

3. Sliding Clutch forward

8th - Low Split Gear

1. Sliding Clutch rearward

2. Sliding Clutch forward

3. Sliding Clutch forward

Power Flow

153

264

RTO

8th - High Split Gear

1. Sliding Clutch rearward

2. Sliding Clutch rearward

3. Sliding Clutch forward

General Information

18 Speed - Power Flow by Gear

153

264

Neutral

RTO

154

263

Neutral

RTX

153

264

Neutral

154

263

Neutral

RTO

RTX

Power Flow

RTO

153

Neutral

264

RTX

154

Neutral

263

LO - Low Split Gear

1. Sliding Clutch forward

2. Sliding Clutch forward

3. Sliding Clutch rearward

1st - Low Split Gear

1. Sliding Clutch rearward

2. Sliding Clutch forward

3. Sliding Clutch rearward

LO - High Split Gear

1. Sliding Clutch forward

2. Sliding Clutch rearward

3. Sliding Clutch rearward

RTO

153

Neutral

264

1st - High Split Gear

1. Sliding Clutch rearward

2. Sliding Clutch rearward

3. Sliding Clutch rearward

RTX

154

Neutral

263

Power Flow

153

264

Neutral

RTO

153

264

Neutral

154

263

Neutral

RTO

RTX

153

264

Neutral

RTO

RTX

2nd - Low Split Gear

1. Sliding Clutch forward

2. Sliding Clutch forward

3. Sliding Clutch rearward

RTO

153

Neutral

264

3rd - Low Split Gear

1. Sliding Clutch forward

2. Sliding Clutch forward

3. Sliding Clutch rearward

2nd - High Split Gear

1. Sliding Clutch forward

2. Sliding Clutch rearward

3. Sliding Clutch rearward

3rd - High Split Gear

1. Sliding Clutch forward

2. Sliding Clutch rearward

3. Sliding Clutch rearward

Power Flow

General Information

153

264

eutra

153

264

eutra

153

264

Neutral

154

263

Neutral

RTO

RTX

RTO

153

Neutral

264

RTX

4th - Low Split Gear

1. Sliding Clutch rearward

2. Sliding Clutch forward

3. Sliding Clutch rearward

5th - Low Split Gear

1. Sliding Clutch rearward

2. Sliding Clutch forward

3. Sliding Clutch forward

4th - High Split Gear

1. Sliding Clutch rearward

2. Sliding Clutch rearward

3. Sliding Clutch rearward

5th - High Split Gear

1. Sliding Clutch rearward

2. Sliding Clutch rearward

3. Sliding Clutch forward

Power Flow

153

264

Neutral

RTO

153

264

Neutral

RTO

153

264

Neutral

RTO

153

264

Neutral

RTO

6th - Low Split Gear

1. Sliding Clutch forward

2. Sliding Clutch forward

3. Sliding Clutch forward

7th - Low Split Gear

1. Sliding Clutch forward

2. Sliding Clutch forward

3. Sliding Clutch forward

6th - High Split Gear

1. Sliding Clutch forward

2. Sliding Clutch rearward

3. Sliding Clutch forward

7th - High Split Gear

1. Sliding Clutch forward

2. Sliding Clutch rearward

3. Sliding Clutch forward

Power Flow

General Information

153

264

Neutral

RTO

153

264

RTO

8th - Low Split Gear

1. Sliding Clutch rearward

2. Sliding Clutch forward

3. Sliding Clutch forward

8th - High Split Gear

1. Sliding Clutch rearward

2. Sliding Clutch rearward

3. Sliding Clutch forward

Air System

Air System Overview

Pressurized air from the vehicle's Air System is used to shift the Transmission Low/High Range and Low/High Split. The Low/High Range and Low/High Split gearing and Shift Mechanisms are located in the Auxiliary Section of the Transmission. The vehicle operator controls these shifts with two separate Switches on the Shift Knob (Master Control Valve). The following components are part of the Air Shift Systems:

Air System

General Information

Shift Knob 13/18-Speed

The Shift Knob contains two Switches.

1. The Range Selector Lever on the front of the Shift Knob is moved down to select Low Range. When the Range Selector Lever is moved up, High Range is selected.

2. The Splitter Button or the button on the side of the Shift Knob is moved rearward to select LO Split and forward for HI Split of each lever position. When in LO Range a Mechanical Interlock prevents moving the Splitter Button to HI.

Component Nomenclature and Shift Knob Sectional View

1. Medallion

2. Spring

3. Retainer

4. Housing

5. Spring

6. Washer

7. O-Ring

8. Range Selector

9. Pin

10. Cover

11. Screw

12. O-Ring

13. Spring

14. 5/32" Ball

15. Spring

16. Ball

17. Seal

18. Detent

19. Splitter Button

20. Old Style Shift Knob

Air System

Old Design

Shift Knob 9-Speed

This Shift Knob contains one switch.

1. The Range Selector Lever on the front of the Shift Knob is moved down to select Low Range. When the Range Selector Lever is moved up, High Range is selected.

Component Nomenclature and Shift Knob Sectional View

1. Medallion

2. Spring

3. Lever

4. Cover

5. Screw

6. Ball 5/32"

7. Retainer

8. O-Ring

Air System

General Information

Air Filter/Regulator

The Filter/Regulator Assembly filters the vehicle supply air and regulates the pressure to 58–63 PSI. Two holes in the front face of the Filter/Regulator Assembly supply air to the Range Cylinder Cover. The Filter Element can be removed by turning out the End Cap.

Component Nomenclature and Filter Regulator Sectional View

1. End Cap

2. O-Rings

3. Filter Element

4. Housing

5. Cap Screws

6. Air Regulator

Air System

Slave Valve

The Slave Valve controls the supply of air to the Low and High Range sides of the Range Shift Cylinder. A small Air Line from the Shift Knob (Master Control Valve) provides a signal pressure to the Slave Valve.

Component Nomenclature and Slave Valve Countershaft Sectional View

1. Slave Valve Housing

2. “U” Seal

3. Washer

4. Spring

5. Plug

6. Snap Ring

7. O-Rings

8. Plate

9. Cap Screw

10. Cap

11. Gasket

12. Seal

13. O-Ring

14. Piston

15. “U” Seal

16. Cap

17. O-Ring

18. Seal

19. Spring

Air System

General Information

Slave Valve Pre-Selection System

This Interlock Mechanism prevents the Slave Valve from shifting when the Transmission is engaged into gear. The Air Valve Shaft is moved towards the Slave Valve by the Shift Rails when the Transmission is shifted into gear. A spring pushes the Air Valve Shaft back when the Front Section is shifted into a Neutral position.

Component Nomenclature and Slave Valve Countershaft Sectional View

1. Actuation Spring

2. Actuating Pin

3. Air Valve Shaft

4. Shift Bar Housing

5. Slave Valve

6. Alignment Sleeve

Air System

General Troubleshooting Chart

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

General Troubleshooting Chart

Complaint Cause Corrective Action

Noise - Growl/Rumble Torsional Vibration.

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

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

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

Noise - High Pitched Whine

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

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

Gear Noise. Isolate as to axle or Transmission noise. If Transmission, isolate to specific gear or gears.

Master Clutch dragging. Check Master Clutch for proper disengagement.

Shift linkage problem. (Remote Shifter) Check Shift Linkage or cables for proper adjustment,

Shift Bar Housing problem. Check Shift Bar Housing components for binding, wear,

Check driveline angles for proper U-joint working angles. Check driveline for out of balance or damage. Check U-joints for proper phasing. Check Clutch Assembly for broken Damper Springs. Check for inadequate Clutch Disc damping.

Check Transmission Oil for excessive metal particles.

Check for uneven Engine Cylinder performance. Check for proper Clutch Damper operation.

Check for worn or defective Shift Lever Isolator. Check for direct Cab or Bracket contact with Transmission (“grounding”). Check for proper Driveline U-joint working angles. Check for damaged or worn gearing.

Check Master Clutch for proper adjustment (both Release Bearing travel and Clutch Brake height).

binding, lubrication, or wear.

or damage.

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

Transmission Mainshaft problem. Check Mainshaft for twist. Check Sliding Clutches for

binding, damage, or excessive wear.

Driver technique. Driver not familiar or skilled with proper double-Clutching

technique. Driver contacting the Clutch Brake during shifts.

Loose or worn Engine Mounts. Check Engine Mounts for damage, wear, or excessive

looseness.

Shift Lever problem. Check Shift Lever Floor Boot for binding or stretching.

Check Shift Lever Isolator for excessive looseness or wear. Check for excessive offset or overhang on the Shift Lever. Check for extra equipment or extra weight added to Shift Lever or Knob.

Worn or broke Detent Spring or Mechanism.

Check for broken Detent Spring. Check for excessive wear on the Detent Key of Detent Plunger. Replace Detent Spring with heavier spring or add additional spring.

General Information

General Troubleshooting Chart (Continued)

Complaint Cause Corrective Action

Air System

Shift Lever Slip-out (Transmission comes out of gear under torque)

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

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

Internal Transmission problem. Check for excessively worn or damaged Sliding Clutches

or Shift Yokes.

Low air pressure. Check Air Regulator pressure.

Internal Transmission problem. Check for excessively worn or damaged Range Sliding

Clutch or Yoke.

Transmission Air System problem. Preform Air System troubleshooting procedure.

Check for proper air signal from Master Valve. Check Air Module Test Ports for proper air delivery.

Range cylinder problem. Check for failed or damaged Range Piston, Piston Bar, or

Cylinder. Check for failed or loose Range Piston Snap Ring.

Range Yoke Assembly problem. Check for failed or damaged Range Yoke.

Check for failed or loose Range Yoke Snap Rings. Check for excessively long fastener installed in rear support hole. Check for binding between Range Yoke Bar and Range Alignment Lock Cover.

Grinding Noise on Range Shift

Range Synchronizer problem. Check for failed or damaged Range Synchronizer, Sliding

Clutch, or Mating Gear. Check for excessively worn Range Synchronizer Friction Material.

Driver not preselecting range shift. Instruct driver to preselect range shifts.

Range Synchronizer worn or defective. Check Range Synchronizer and mating parts for excessive

wear or damage.

Air System

WARNING

IMPORTANT

Air System Troubleshooting

Use care when removing Air Lines or checking for air flow from disconnected Air Lines. High pressure air may exhaust suddenly. Wear Safety Glasses. Exhaust all air pressure from system before removing Air Filter/Regulator or Combination Cylinder Cover.

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

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

Use the following Air System troubleshooting procedures for part replacement only if the symptom can be duplicated problem is intermittent, parts that are not defective could be replaced.

Instructions:

1. Start at “Procedures” for Step A.

2. Based on the “Result” of the procedure, go to the corresponding “What To Do Next”.

. If the

General Information

Air System

Procedure 1: Symptom - Air Leak at Shift Knob

Normal Operation:

• A burst of air will be exhausted from the Shift Knob when moving the Range Selector from Low to High. This is the air being exhausted from the “P” Air Line.

• A burst of air will be exhausted from the Shift Knob when moving the Splitter Button rearward (shifting to Low split). This is the air being exhausted from the “SP” Air Line.

Possible Causes:

• Incorrectly attached Air Lines

• Internal leak in Slave Valve

• Internal leak at Insert Valve

• Internal leak at Shift Knob

Table 10 Air Leak at Shift Knob

Procedure Result What to Do Next

Step A Remove lower skirt on Shift Knob.

Check for leaking fitting at the Shift Knob.

Step B Check Air Lines to make sure all

lines are connected to the proper ports on the Shift Knob.

A.) Reversal of “S” and “P” lines will result in a constant leak from the exhaust when High Range is selected. B.) Reversal of the H/L and “SP” lines will result in a constant leak when the Splitter Button is rearward.

Step C Move the Range Selector Lever

down to Low Range. Check for constant air flow from the exhaust “E” port.

Step D Move the Range Selector up to High

Range. Disconnect the small Air Line connected to the “P” port of the Shift Knob. Check for air flow from the port and Air Line.

Leak found. Repair leaking fitting or Air Line.

No leak found. Go to Step B.

Air Lines are not connected to the proper ports.

Air Lines are connected to the proper ports.

Constant air flow from the “E” port. Replace Knob.

No air flow from “E” port. Go to Step D.

Constant air is leaking from the “P” port or the “E” port.

Air is coming out of the disconnected Air Line.

Air is not leaking from either port or disconnected Air Line.

Connect lines properly.

Go to Step C.

Repair or replace the Shift Knob.

1. Verify that the Air Line is connected to the Slave Valve “P” port.

2. If properly connected, replace the Slave Valve.

Go to Step E.

Air System

Table 10 Air Leak at Shift Knob (Continued)

Procedure Result What to Do Next

Step E Reattach the Air Line to the “P” port.

Move the Range Selector down to Low Range and move the Splitter Button rearward. Disconnect line from the “SP” port. Check for air flowing from the SP port on the Shift Knob.

Air is flowing from the SP line. 1. Check to make sure the “SP” line

is connected to the Splitter Cylinder Cover.

2. If the line is properly attached, check that the Insert Valve (old style) is properly installed (stem facing inward) and that the Insert Valve Bore is not defective.

3. Replace the Insert Valve.

Air is not flowing from the line. Repair or replace the Shift Knob.

Air System

General Information

Procedure 2: Symptom - Air Leak at Slave Valve

Normal Operation:

A momentary exhaust of air at the Slave Valve occurs during a range shift. The air from the Low Range side of the Range Cylinder is exhausted as air pressure is applied to the High Range side. Likewise, air from the High Range side of the Piston is exhausted as air pressure is applied to the Low Range side. The Exhaust Port is located at the Slave Valve to Transmission mounting interface.

Possible Causes:

• Internal leak in Range Cylinder.

• Internal leak in Slave Valve.

Table 11 Air Leak at Slave Valve

Procedure Result What to Do Next

Step A Confirm that air is leaking from the

Exhaust Port on the Slave Valve and not a fitting or Air Line.

Step B Move Range Selector down to select

Low Range. Remove the 1/4" I.D. rubber Air Line at the High Range Supply Port on the Range Cylinder. Feel for air flow from the open port on the Range Cylinder. Notice if the air leak at the Slave Valve only occurs when the Transmission is in High Range. Repeat the above test but remove the Low Range Air Hose and check with High Range selected.

Air is leaking from fitting or Air Line.

Air is definitely leaking from Slave Valve Exhaust Port.

Air is flowing from High Range Supply Port on Range Cylinder.

No air flow from High Range Port. Repair or replace Slave Valve.

Repair or replace Fitting or Air Line.

Go to Step B.

Remove Range Cylinder Cover and repair leaking Range Piston or Piston Seal. After repair, check for proper Range operation.

Air System

Procedure 3: Symptom - Air Leak from Transmission Breather or Transmission Case is Pressurized

Normal Operation:

There should be no measurable air flow from the Transmission Breather.

Possible Causes:

• Leak at Range Yoke Bar O-Ring

• Leak at Splitter Yoke Bar O-Ring

Table 12 Air Leak from Transmission Breather or Transmission Case is Pressurized

Procedure Result What to Do Next

Step A Listen for the air leak with the

Transmission shifted to both Low and High Range.

Leak is only in Low Range. Remove Range Cylinder and inspect for

damaged Range Yoke Bar, Yoke Bar O-Ring, or Range Cylinder. Repair as necessary.

Leak is in both Low and High Range.

Remove Splitter Cylinder. Inspect for damaged Splitter Yoke Bar, O-Ring, or Cylinder. Repair as necessary.

Air System

General Information

Procedure 4: Symptom - Air Leak at Splitter Cylinder Cover Exhaust Port

Normal Operation:

A burst of air will exhaust from this port when shifting into Low split (the Splitter Button is moved rearward while in Low Range).

Possible Causes:

• Damaged/defective Insert Valve

• Leak past Insert Valve external O-Rings

• Leak past Splitter Cylinder Piston

Table 13 Air Leak at Splitter Cylinder Cover Exhaust Port

Procedure Result What to Do Next

Step A (old style)

Step B Remove the Splitter Cylinder Cover and piston.

Remove Insert Valve. Check for contamination, damaged seals, or sticky movement. Check the Insert Valve Bore in the Splitter Cylinder Cover for contamination or damage which would result in leakage past the Insert Valve O-Rings.

Check the piston Bore for contamination or damage. Check the piston seals for damage. Note: Early production Transmissions used a Paper Gasket to seal the Splitter Cover to Cylinder, if necessary, replace this configuration with the Spool Valve design which uses an O-Ring.

Contamination or damage found.

No contamination or damage found.

Contamination or damage found.

Repair or replace as necessary.

Go to Step B.

Repair or replace as necessary.

Air System

Procedure 5: Symptom - No or Slow Range Shift into Low

Normal Operation:

When the Range Selector on the Shift Knob is moved down to select Low Range, air pressure will flow through the Shift Knob to the “P” port on the Slave Valve. The Slave Valve will direct air pressure through the Low Range 1/4" Rubber Hose to the Range Cylinder to shift the range. There will be a brief burst of air at the Slave Valve as the High Range side of the Range Piston exhausts. Likewise, when High Range is selected, the air pressure in the “P” will be exhausted at the Shift Knob. This will cause the Slave Valve to direct air to the rear side of the Range Cylinder Piston. The air pressure on the Low Range side will be exhausted at the Slave Valve.

Possible Causes:

• Incorrect Air Line hook up

• Insufficient air supply to Transmission

• Damaged or defective Air Filter/Regulator Assembly

• Damaged or defective Shift Knob Master Valve

• Damaged or defective Slave Valve

• Damaged or defective Range Cylinder

• Damaged or defective range Yoke or Yoke Bar

• Damaged or defective Range Synchronizer

• Damaged or defective gearing in Auxiliary Section of Transmission

Table 14 No or Slow Range Shift into Low

Procedure Result What to Do Next

Step A Place the Shift Lever in Neutral.

Check for constant air leakage at the Shift Knob, Slave Valve, and Transmission Case Breather when both Low and High Range have been selected.

Step B Place Shift Lever in Neutral.

Move Range Selector up to High Range position. At the rear of the Transmission, disconnect the 1/4" Rubber Air Line from the Low Range supply port on the Range Cylinder. Check for air flow from the Low Range port.

Step C Check for air flow from the disconnected

Air Line.

Constant air leak is detected. Go to the other corresponding

No constant leak is detected. Go to Step B.

Air flows from the Low Range port.

No air flow from Low Range port.

Air flows from disconnected Air Line.

symptom first. See beginning of Air System Troubleshooting section.

Remove Range Cylinder Cover and repair leaking Range Piston or Piston Seal.

Go to step C.

Go to step F.

No air flow from disconnected line.

Go to step D.

General Information

Table 14 No or Slow Range Shift into Low (Continued)

Procedure Result What to Do Next

Step D Install a 100 PSI Air Gauge in the

disconnected Air Line end. With the Shift Lever in Neutral, move the Range Selector down to select Low Range. Observe the Gauge.

Step E Confirm that Shift Lever is still in Neutral.

Have an assistant move the Range Selector up and down between Low and High Range. Does the pressure measured at the Gauge respond rapidly when going from High to Low.

Step F Place Shift Lever in Neutral.

At the Shift Knob, move the Range Selection Lever up to select High Range. At the Slave Valve, remove the Air Line from the ‘P’ port. (should be black line). Check for air flow from the disconnected line.

Step G Check for air flow from the ‘P’ port on the

Slave Valve.

The Gauge read 0 PSI. Go to step F.

The Gauge reads pressure but is lower than 58 PSI or higher than 63 PSI.

The Gauge reads between 58–63 PSI.

Pressure rapidly changes between 58–63 PSI and 0 at the Gauge.

Pressure does not change rapidly at Gauge.

Air flows from the disconnected line.

No air flow from the disconnected line.

Air flows from this port. Replace the Slave Valve.

No air flow from this port. Go to step H.

Air System

Replace the Filter/Regulator and check for proper range operation.

Go to step E.

Air System appears to be operating satisfactory. Go to step R.

1. Check for a plugged or dirty filter in the Filter/Regulator Assembly.

2. Check for a pinched or obstructed 1/4" Rubber Air Line between the Filter/ Regulator and Slave Valve.

3. Check for a pinched or obstructed 1/4" Rubber Air Line between the Slave Valve and the Test Gauge.

4. If all are satisfactory, go to step F.

1. Confirm that the Air Lines are connected to the correct ports at the Shift Knob.

2. If the lines are correct, replace the Shift Knob.

Go to step G.

Step H Place the Shift Lever in Neutral. Install a

100 PSI Pressure Gauge in line with the ’P’ line. Move the Range Selector back and forth from Low to High Range. The Gauge should show rapid pressure change.

The Gauge responds slowly. 1. Check for a restricted line between

the Shift Knob and Slave Valve.

Air System

Table 14 No or Slow Range Shift into Low (Continued)

Procedure Result What to Do Next

The Gauge rapidly moves between 58–63 PSI and 0PSI.

Step I If possible, leave Air Lines attached to

Slave Valve. Unbolt the Slave Valve from Transmission side. Check for free movement of the Plunger Pin protruding from the Case under the Slave Valve. The Pin should extract when the Transmission is shifted into gear and retract when shifted into Neutral. Note: If desired, the Slave Valve can be actuated and tested while unbolted from the Transmission Case. The Air Lines of course, must remain attached.

Step R If Air System has been tested and found

to operate satisfactory, the Auxiliary Section must be removed to inspect for mechanical problem. Remove Auxiliary Section and inspect for:

• Binding of Range Yoke Bar or Piston

• Damaged or defective Range Yoke

• Damaged or defective Range Synchronizer

• Cracked c/s weld resulting in gear turning on shaft

• Damaged or defective Range Sliding Clutch

• Auxiliary Section gearing out of time

Actuating Plunger Pin does not move freely.

Actuating Plunger Pin moves freely.

2. If the lines are correct, replace the Shift Knob.

3. Check for a plugged or dirty filter in the Filter/Regulator Assembly.

4. Check for a pinched or obstructed 1/4" Rubber Air Line between the Filter/ Regulator and Slave Valve.

5. Check for a pinched or obstructed Air Line between the Slave Valve and the “S” Port on the Shift Knob.

6. If all are good, replace the Shift Knob.

Go to step I.

1. Remove Actuating Plunger Pin and check for damage.

2. Check for missing or broken Spring.

Repair or replace Slave Valve and check for proper range operation.

Air System

General Information

Procedure 6: Symptom - No or Slow Range Shift into High

Normal Operation:

When the Range Selector on the Shift Knob is moved down to select Low Range, air pressure will flow through the Shift Knob to the 'P" port on the Slave Valve. The Slave Valve will direct air pressure through the Low Range 1/4" Rubber Supply Hose to the Range Cylinder to shift the range. There will be a brief burst of air at the Slave Valve as the High Range side of the Range Piston exhausts.

Likewise, when High Range is selected, the air pressure in the "P" will be exhausted at the Shift Knob. This will cause the Slave Valve to direct air to the rear side of the Range Cylinder Piston. The air pressure on the Low Range side will be exhausted at the Slave Valve.

Possible Causes:

• Incorrect Air Line hook up

• Insufficient air supply to Transmission

• Plugged Filter

• Incorrect Regulator pressure

• Damaged or defective Shift Knob Master Valve

• Damaged or defective Slave Valve

• Damaged or defective Range Cylinder

• Damaged or defective range Yoke or Yoke Bar

• Damaged or defective Range Synchronizer

• Damaged or defective gearing in Auxiliary Section of Transmission

Table 15 No or Slow Range Shift into High

Procedure Result What To Do Next

Step A Place the Shift Lever in Neutral.

Check for constant air leakage at the Shift Knob, Slave Valve, and Transmission Case Breather when both Low and High Range have been selected.

Step B Place Shift Lever in Neutral.

Move Range Selector down to Low Range position. At the Transmission rear, disconnect the 1/4" Rubber Air Line from the Range Cylinder High Range Supply Port. Check for air flow from the Cylinder High Range port.

Step C Check for air flow from the disconnected

Air Line.

Constant air leak is detected. Go to the other corresponding

No constant leak is detected. Go to Step B.

Air flows from the High Range port.

No air flow from High Range port.

Air flows from disconnected Air Line.

No air flow from disconnected line.

symptom first. See beginning of Air System Troubleshooting section.

Remove Range Cylinder Cover and repair leaking Range Piston or Piston Seal. After repair, check for proper range operation.

Go to step C.

Go to step F.

Go to step D.

Air System

Table 15 No or Slow Range Shift into High (Continued)

Procedure Result What To Do Next

Step D Install a 100 PSI air Gauge in the

disconnected Air Line end. With the Shift Lever in Neutral, move the Range Selector up to select High Range. Observe the Gauge.

Step E Confirm that Shift Lever is still in Neutral.

Have an assistant move the Range Selector up and down between Low and High Range. Does the pressure measured at the Gauge respond rapidly when going from High to Low.

Step F Place Shift Lever in Neutral.

At the Shift Knob, move the Range Selection Lever up to select High Range. At the Slave Valve, remove the Air Line from the "P" port. (should be black line). Check for air flow from the disconnected line.

Step G Check for air coming out of the Slave

Valve "P" port.

The Gauge reads 0 PSI. Go to step F.

The Gauge reads pressure but is lower than 58 PSI or higher than 63 PSI.

The Gauge reads between 58–63 PSI.

Pressure rapidly changes between 58–63 PSI and 0 at the Gauge.

Pressure does not change rapidly at Gauge.

Air flows from the disconnected line.

No air flow from the disconnected line.

Air flows from this port. Replace the Slave Valve.

No air flow from this port. Go to step H

Replace the Filter/Regulator and check for proper range operation.

Go to step E.

Air System appears to be operating satisfactory. Go to step R.

1. Check for a plugged or dirty filter in the Filter/Regulator Assembly.

2. Check for a pinched or obstructed 1/4" rubber Air Line between the Filter/ Regulator and Slave Valve.

3. Check for a pinched or obstructed 1/4" Rubber Air Line between the Slave Valve and the Test Gauge.

4. If all are satisfactory, go to step F.

1. Confirm that the Air Lines are connected to the correct ports at the Shift Knob.

2. If the lines are correct, replace the Shift Knob.

Go to step G.

General Information

Table 15 No or Slow Range Shift into High (Continued)

Procedure Result What To Do Next

Step H Place the Shift Lever in Neutral. Install a

100 PSI Pressure Gauge in line with the "P" line. Move the Range Selector back and forth from Low to High Range. The Gauge should show rapid pressure change.

Step I If possible, leave Air Lines attached to

Slave Valve. Unbolt the Slave Valve from Transmission side. Check for free movement of the Plunger Pin protruding from the Case under the Slave Valve. The Pin should extract when the Transmission is shifted into gear and retract when shifted into Neutral. If desired, the Slave Valve can be actuated and tested while unbolted from the Transmission Case. The Air Lines of course, must remain attached.

The Gauge responds slowly. 1. Check for a restricted line between

The Gauge rapidly moves between 58–63 PSI and 0PSI.

Actuating Plunger pin does not move freely.

Actuating Plunger Pin moves freely.

Air System

the Shift Knob and Slave Valve.

2. Check for a restricted Exhaust Port on the Shift Knob.

3. Check for a plugged or dirty filter in the Filter/Regulator Assembly.

4. Check for a pinched or obstructed 1/4" Rubber Air Line between the Filter/ Regulator and Slave Valve.

5. Check for a pinched or obstructed Air Line between the Slave Valve and the “S” port on the Shift Knob.

6. If all are good, replace the Shift Knob.

Go to step I.

1. Remove Actuating Plunger Pin and check for damage.

2. Check for missing or broken Spring.

Repair or replace Slave Valve and check for proper range operation.

Air System

Table 15 No or Slow Range Shift into High (Continued)

Procedure Result What To Do Next

Step R If Air System has been tested and found

to operate satisfactory, the Auxiliary Section must be removed to inspect for mechanical problem. Remove Auxiliary Section and inspect for:

• Binding of Range Yoke Bar or Piston

• Damaged or defective range Yoke

• Damaged or defective Range Synchronizer

• Cracked c/s weld resulting in gear turning on shaft

• Damaged or defective Range Sliding Clutch

• Auxiliary Section gearing out of time

Air System

General Information

Procedure 7: Symptom - Range Shifts with Shift Lever in Gear

Normal Operation:

Range shift should only occur when the Shift Lever is in Neutral. The Range Selector can be moved up or down while the Shift Lever is in a gear position, but the shift will not occur until the Shift Lever is moved to Neutral.

Possible Causes:

• Worn or missing Actuating Pin or Air Valve Shaft

• Worn Shift Rail

Procedure:

If the Range has been confirmed to shift with the Shift Lever in gear, unbolt the Slave Valve from the side of the Transmission. Confirm that the Actuating Pin is present and that it is the proper P/N for the corresponding Slave Valve. If correct, remove the Shift Bar Housing Assembly and check for a worn or damaged Air Valve Shaft or worn Shift Rails. Replace necessary parts.

Timing

General Information

Figure 2

Timing Procedures

Special Instructions

It is essential that both Countershaft Assemblies of the Front and Auxiliary Sections are “timed.” This assures proper tooth contact is made between Mainshaft Gears seeking to center on the Mainshaft during torque transfer and mating Countershaft Gears that distribute the load evenly. If not properly timed, serious damage to the Transmission is likely to result from unequal tooth contact causing the Mainshaft Gears to climb out of equilibrium.

Timing is a simple procedure of marking the appropriate teeth of a gear set prior to installation and placing them in proper mesh while in the Transmission. In the Front Section, it is necessary to time only the Drive Gear set. And depending on the model, only the LO Range, Deep Reduction, or Splitter Gear Set is timed in the Auxiliary Section.

Procedure - Front Section

1. Marking Countershaft Drive Gear teeth: Prior to placing

each Countershaft Assembly into the Case, clearly mark the tooth located directly over the Drive Gear Keyway as shown. This tooth is stamped with an “O” to aid identification.

2. Marking Main Drive Gear teeth: Mark any two adjacent

teeth on the Main Drive Gear.

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

3. Meshing marked Countershaft Drive Gear teeth with marked Main Drive Gear teeth: After placing the Mainshaft Assembly into the Case, the Countershaft Bearings are installed to complete installation of the Countershaft Assemblies.

When installing the bearings on the left Countershaft, mesh the Countershaft Drive Gear marked tooth with either set of Main Drive Gear two marked teeth.

Repeat the procedure when installing the Bearings on the Right Countershaft, make use of the remaining set of Main Drive Gear two marked teeth to time assembly.

Figure 3

Timing

FR and RT Stamp Position

Procedure - Time the RT Auxiliary Section

1. Mark a tooth on the Reduction Gear with a highly visible paint, preferably a yellow or white.

2. Mark a second tooth 180 degrees away from the first. (Ensure the marks are in the correct position by counting the teeth between them. You should have exactly the same number of teeth on the Reduction Gear between the marked teeth).

3. Locate the two stamped “O’s” on the Countershaft Reduction Gears and mark both teeth with a highly visible paint, preferably a yellow or white.

General Information

4. Use a Round File or Bar to properly align from the

Left

marked teeth on the Auxiliary Countershaft to the Auxiliary Splitter Gear. When the Bar is lined up with the root, between the correct teeth, you will notice it’s parallel with the Auxiliary Countershaft. Mark both the teeth with a highly visible paint.

Example of correct alignment

Bar in correct position parallel with the Countershaft, and between the marked Splitter gear and Reduction Gear teeth.

Examples of Left or Right Misalignment

Timing

Right

Timing

5. Lay the Splitter Gear on a flat surface and mark it similar to steps 1 and 2 of this procedure. (Make sure the teeth are

painted on both faces of the Splitter Gear front and rear).

Example showing correct view of Reduction Gear timed to Countershaft Gears on the bench:

6. Install the Reduction Gear and Output Shaft Assembly into the Auxiliary Case. Then, install the Auxiliary Countershafts and Splitter Gear. (Countershaft Retaining Straps must be

used to hold the Auxiliary Countershafts in place until the Auxiliary Section is fully installed. Failure to use the straps could result in the Auxiliary Section moving out of time).

Examples of Splitter Gear timed to the Auxiliary Countershafts:

7. To ensure the timing is correct, check that the marked tooth on the Splitter Gear is between the two marked teeth on the Auxiliary Countershaft Gears as shown in the illustrations:

In-Vehicle Service Procedures

How to Remove Oil Filter Adapter

Special Instructions

The Oil Filter Adapter must be removed before the Transmission can be set on the table for servicing. Failure to do so will make the Transmission unstable and may damage the Filter Adapter.

If the Transmission is not equipped with an Oil Filter Adapter at the Pump Outlet, skip this procedure.

Special Tools

• Typical Service Tools

Procedure -

1. Remove the Oil Filter by turning it in the counter-clockwise direction.

2. From the Oil Filter Adapter, remove the (5) 3/16" Allen Head Cap Screws.

3. Remove the Gasket and clean all mounting surfaces.

In-Vehicle Service Procedures

How to Assemble Oil Filter Adapter

Special Instructions

None

Special Tools

• Typical Service Tools

Procedure -

1. Position the new Gasket on the Adapter mounting surface with (2) Cap Screws through the Adapter to hold the Gasket in place.

2. Install the Filter Adapter and torque all Cap Screws to 8–12 lb-ft (10.85–16.30 N•m).

3. Install a new Oil Filter, Eaton

Part # 4304827 or equivalent.

In-Vehicle Service Procedures

How to Disassemble Roadranger Valve A-5010

Old Design

Special Instructions

None

Special Tools

• Typical Service Tools

In-Vehicle Service Procedures

Component Nomenclature and Roadranger Valve Sectional View

1. Medallion

2. Spring

3. Lever

4. Cover

5. Screw

6. Ball 5/32"

7. Retainer

8. O-Ring

9. Old Style Shift Knob

In-Vehicle Service Procedures

Procedure -

1. Remove the two screws holding the Bottom Cover to the Valve and slide the Cover down the Gear Shift Lever to expose Air Line Fittings. Disconnect the Air Lines.

2. Loosen the Jam Nut and turn the Roadranger Valve from the Gear Shift Lever.

3. Pry the Medallion from the recess in the Top Cover.

4. Turn out the two screws to remove the Top Cover from the Valve Housing.

5. Turn out the two screws in the side of the Valve Housing to separate the Housing.

6. Remove the Range Selection Lever from the Left Housing along with the Position Balls and Guide.

7. If necessary, remove the Springs and O-Ring from the Bores in the Left Housing.

8. If necessary, remove the Springs, O-Ring and Sleeves from the Bores in the Right Housing.

In-Vehicle Service Procedures

How to Assemble Roadranger Valve A-5010

Old Design

Special Instructions

None

Special Tools

• Typical Service Tools

In-Vehicle Service Procedures

Component Nomenclature and Roadranger Valve Sectional View

1. Medallion

2. Spring

3. Lever

4. Cover

5. Screw

6. Ball 5/32"

7. Retainer

8. O-Ring

9. Old Style Shift Knob

In-Vehicle Service Procedures

Procedure -

1. Refer to the drawing for proper reassembly. Use a very small amount of Silicone Lubricant on the O-Rings to avoid clogging the ports. A small amount of grease on the Position Springs and Balls will help to hold them in place during reassembly.

2. Reinstall Roadranger Valve on Gear Shift Lever and tighten the Jam Nut.

3. Attach the Air Lines and reinstall the Bottom Cover.

In-Vehicle Service Procedures

How to Disassemble Roadranger Valve A-4900

Special Instructions

None

Special Tools

• Typical Service Tools

In-Vehicle Service Procedures

Component Nomenclature and Roadranger Valve Sectional View

1. Medallion

2. Spring

3. Retainer

4. Housing

5. Spring

6. Washer

7. O-Ring

8. Range Selector

9. Pin

10. Cover

11. Screw

12. O-Ring

13. Spring

14. 5/32" Ball

15. Spring

16. Ball

17. Seal

18. Detent

19. Splitter Button

20. Old Style Shift Knob

In-Vehicle Service Procedures

Procedure -

1. Remove the two screws holding the Bottom Cover to the Valve and slide the Cover down the Gear Shift Lever to expose the Air Line Fittings. Disconnect the Air Lines.

2. Loosen the Jam Nut and turn the Control Valve from the Gear Shift Lever.

3. Pry the Medallion from the recess in the Top Cover.

4. Turn out the two screws to remove the Top Cover from the Valve Housing.

5. Turn out the two screws in the side of the Valve Housing to separate the Housing.

6. Remove the Range Selection Lever from the Left Housing along with the Position Balls and Guide.

7. If necessary, remove the Springs and O-Ring from the Bores in the Left Housing.

8. If necessary, remove the Springs, O-Ring and Sleeve from the Bores in the Right Housing.

In-Vehicle Service Procedures

How to Assemble Roadranger Valve A-4900

Special Instructions

None

Special Tools

• Typical Service Tools

In-Vehicle Service Procedures

Component Nomenclature and Roadranger Valve Sectional View

1. Medallion

2. Spring

3. Retainer

4. Housing

5. Spring

6. Washer

7. O-Ring

8. Range Selector

9. Pin

10. Cover

11. Screw

12. O-Ring

13. Spring

14. 5/32" Ball

15. Spring

16. Ball

17. Seal

18. Detent

19. Splitter Button

20. Old Style Shift Knob

In-Vehicle Service Procedures

Procedure -

2. Install the Control Valve on the Gear Shift Lever and tighten the Jam Nut.

3. Attach the Air Lines and install the Bottom Cover.

In-Vehicle Service Procedures

How to Remove the Air Lines and Hoses

Special Instructions

Before removing the Air Lines and Hoses, label or record their location.

If you are unsure of their location, after you remove the Air Lines and Hoses, see the Air System Troubleshooting Guide TRTS0920 .

Special Tools

• Typical Service Tools

• For “Push-to-Connect” Fittings, the Eaton Service Tool Kit K-2394 is recommended. The Kit contains the Release Tool

and the Tubing Cutter.

Procedure -

1. Disconnect all Air Lines and Hoses.

2. Inspect the Air Lines and Hoses.

In-Vehicle Service Procedures

3. Inspect Air Fittings and remove if damaged.

In-Vehicle Service Procedures

How to Install the Air Lines and Hoses

Special Instructions

Make sure Air Lines and Hoses are not damaged.

Install the Air Lines and Hoses at their proper location.

In-Vehicle Service Procedures

All externally threaded 1/8" or 5/32" Air Lines and Pipe Fittings that are not coated with pre-applied thread sealant must be coated with Eaton

All externally threaded 1/4" Air Fittings that are not coated with pre-applied thread sealant must be coated with Eaton Sealing Material #71209 or equivalent for at least 3 complete and consecutive threads.

For the 1/4" I.D. Air Hoses, install the fixed nut end first.

To install the Air Lines and Hoses, the Air Filter/Regulator must be in position.

If you are unsure of the Air Line and Hose locations, see the Air System Troubleshooting Guide TRTS0920.

Sealing Material #71209 or equivalent for at least 5 complete and consecutive threads.

Special Tools

• Typical Service Tools

• For 'Push-to-Connect' Fittings, the Eaton Service Tool Kit K-2394 is recommended. The Kit contains the Release Tool

and a Tubing Cutter.

Procedure -

1. Replace damaged Air Fittings.

In-Vehicle Service Procedures

2. Connect the Air Lines from the Slave Valve to the Range Cylinder.

3. Connect all removed Air Lines and Hoses.

4. Make sure the Fittings are tight and the Lines are not kinked.

In-Vehicle Service Procedures

WARNING

CAUTION

How to Remove Compression Type Fittings

Special Instructions

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

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

Before removing the Air Lines and Hoses, label or record their location.

Special Tools

• Typical Service Tools

Procedure -

1. Exhaust the Vehicle Air Tanks before continuing.

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

3. Pull the Air Line and attached Collet from the fitting.

4. Inspect the fitting, Air Line, Collet, and Nut for damage or wear. Replace as necessary.

In-Vehicle Service Procedures

WARNING

CAUTION

How to Install Compression Type Fittings

Special Instructions

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

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

Special Tools

• Typical Service Tools

Procedure -

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

2. Install the fitting.

Note: Do not overtighten the nut. Overtightening can

compress the Collet too much and cause an air line restriction.

3. Install the Air Line, Collet, and Nut. If installing a new fitting, place the Collet in the fitting and loosely install the Nut. (Do not tighten the Nut yet.) Insert the Air Line through the Nut and into the Collet. Tighten the Nut as usual.

4. Enable the Vehicle Air System. Allow the Air Tanks to pressurize, and check for leaks. Repair as necessary.

Thread Sealant #71205

In-Vehicle Service Procedures

WARNING

CAUTION

How to Remove Push-to-Connect Type Fittings

Special Instructions

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

Make sure only 5/32" Air Lines are used with Push-to-Connect Fittings. Using sizes other than 5/32" can cause air leaks or damage to Fittings.

Before removing the Air Lines and Hose, label or record their location.

Special Tools

• See Tool Information (see Table 8)

• For “Push-to-Connect" Fittings, the Eaton Service Tool Kit K-2394 is recommended. The Kit contains the Release Tool and the Tubing Cutter.

Procedure -

1. Exhaust the Vehicle Air Tanks before continuing.

2. Use the Air Line Release Tool from Kit K-2394 to press the Release Sleeve down while pulling the Air Line from the fitting.

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

In-Vehicle Service Procedures

WARNING

CAUTION

How to Install Push-to-Connect Type Fittings

Special Instructions

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

Make sure only 5/32" Air Lines are used with Push-to-Connect Fittings. Using sizes other than 5/32" can cause air leaks or damage to Fittings

Special Tools

• See Tool Information (see Table 5)

• For 'Push-to-Connect' Fittings, we recommend Eaton

Tubing Cutter.

Service Tool Kit K-2394. The Kit contains the Release Tool and the

Procedure -

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

2. Install the fitting.

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

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

5. Enable the vehicle Air System. Allow the Air Tanks to pressurize, and check for leaks.

In-Vehicle Service Procedures

How to Remove Rubber 1/4" Air Hoses

Special Instructions

For the 1/4" I.D. air Hoses, install the fixed nut end first.

Special Tools

• Typical Service Tools

Procedure -

1. Remove all Air Line Brackets and Ties.

2. Remove swivel end.

3. Remove fixed end.

In-Vehicle Service Procedures

How to Install Rubber 1/4" Air Hoses

Special Instructions

For the 1/4" I.D. air Hoses, install the fixed nut end first.

Special Tools

• Typical Service Tools

Procedure -

1. If necessary, apply Eaton Thread Sealant #71205 or equivalent to threads.

2. Install and tighten fixed end first, then install and tighten swivel end.

3. Replace all Air Line Brackets and Ties.

In-Vehicle Service Procedures

How to Remove the Air Filter/Regulator

Special Instructions

The Air Filter/Regulator has two (2) O-Rings located between the Filter/Regulator and the Auxiliary Section.

Special Tools

• Typical Service Tools

Procedure -

1. Remove the Air Lines from the air Filter/Regulator.

2. From the Air Filter/Regulator, remove the two (2) Cap Screws.

In-Vehicle Service Procedures

How to Install the Air Filter/Regulator

Special Instructions

The Air Filter/Regulator has two (2) O-Rings located between the Filter/Regulator and the Range Cylinder Cover.

Special Tools

• Typical Service Tools

Procedure -

1. Position the Air Filter/Regulator.

2. Apply Eaton Sealant #71205 or equivalent to the two (2) Retaining Cap Screws.

3. Install the two (2) Retaining Cap Screws, torque to

8–12 lb-ft (10.85–16.30 N•m).

In-Vehicle Service Procedures

WARNING

How to Remove a Roadranger Valve

Special Instructions

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

Special Tools

• Typical Service Tools

Procedure -

1. From the Roadranger Valve Cover, remove the two (2) Mounting Screws.

2. Slide the Roadranger Valve Cover down.

3. From the Air Fittings, disconnect the Air Lines.

4. From the Roadranger base, loosen the Jam Nut. Rotate the Roadranger Valve until the Valve is removed.

5. Inspect the parts: nut, Valve Cover, Air Lines, sheathing, and O-Rings from the Lever Shaft.

6. In the Roadranger Valve, inspect the Air Fittings, and remove if damaged.

In-Vehicle Service Procedures

How to Install a Roadranger Valve

Special Instructions

To position the Roadranger Valve, the Range Lever must be to the front or the Splitter Button to the left when facing forward.

Special Tools

• Typical Service Tools

Procedure -

1. Make sure the Nut, Valve Cover, Air Lines, sheathing, and O-Rings are in position on the Lever Shaft.

2. If previously removed, replace the Air Fittings and torque to 84–120 lb-in (9.49–13.56 N•m).

3. Place the Roadranger Valve on the Lever Shaft and rotate so the Range Selector faces the vehicle front.

4. From the Roadranger Valve bottom, torque the Jam Nut to 35–45 lb-ft (47.45–61.01 N•m).

5. Connect the Air Lines to the Air Fittings.

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

7. Install the Roadranger Valve Cover mounting screws.

Note: Make sure the Air Lines are seated fully.

In-Vehicle Service Procedures

WARNING

Air Line Fittings

How to Remove a Slave Valve

Special Instructions

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

Special Tools

• Typical Service Tools

Procedure -

1. Record or mark Air Line locations.

2. Remove all Air Lines.

Note: Remove three 1/4" ID air Hoses at swivel fitting at

Range Cylinder location. Remove Air Line Bracket at rear of Transmission. Remove Slave Valve with air Hoses still attached.

3. Remove the Retaining Cap Screws around Valve perimeter.

4. Remove Slave Valve and Gasket.

5. From the Transmission Case, remove the Sleeve, Spring, and Plunger Pin.

Retaining Capscrews

Plunger Pin

Spring

Sleeve

6. Inspect the Air Fittings, replace if damaged.

In-Vehicle Service Procedures

Plunger Pin

Spring

Sleeve

Retaining Capscrews

How to Install a Slave Valve

Special Instructions

None

Special Tools

• Typical Service Tools

Procedure -

Air Line Fittings

1. Clean gasket surface and install Air Fittings.

2. Lightly lubricate and install plunger Pin, Spring, and Sleeve into Case.

3. Install any necessary air Hoses at this time.

4. Install new Gasket.

5. Apply Eaton Cap Screws.

6. Install the Retaining Cap Screws, torque to 8–12 lb-ft (10.85–16.30 N•m).

Note: Make sure the Retaining Cap Screws are properly

Sealant #71205 or equivalent to the Retaining

torqued.

In-Vehicle Service Procedures

How to Remove the Top-2 Valve Assembly (Transmissions with Top-2 Option Only)

Special Instructions

The Air Lines must be depressurized.

Special Tools

• Typical Service Tools

Procedure -

1. From the 3-Way Connector, disconnect the Wire Harness.

2. From the Air Fittings, disconnect the Air Lines.

3. From the Top-2 Valve Assembly, remove the two (2) Cap Screws.

Note: If necessary remove the Exhaust Breather from the

Top-2 Valve (arrow indicates location on the Valve).

In-Vehicle Service Procedures

How to Install the Top-2 Valve Assembly (Transmissions with Top-2 Option Only)

Special Instructions

The Air Lines must be depressurized.

Special Tools

• Typical Service Tools

Procedure -

1. Install the two (2) Retaining Cap Screws, torque to 35–45 lb-ft (47.45–61.01 N•m).

Note: Install the Exhaust Breather on the Top-2 Valve if

previously removed (arrow shows location on the Top-2 Valve.

2. Connect the Air Lines to the Air Fittings.

Note: Replace any damaged Air Fittings or Lines.

3. Connect the 3-Way Connector to the Harness.

Note: Be sure Connector is free from dirt and debris.

In-Vehicle Service Procedures

CAUTION

How to Remove the Gear Shift Lever/Remote Shift Control

Special Instructions

The Air Lines must be disconnected from the Transmission or from the Roadranger Valve.

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

Remote Control Housings are removed the same way as Gear Shift Levers.

Special Tools

• Typical Service Tools

Procedure -

1. From the Gear Shift Lever Base/Shift Control Housing, remove the four (4) Retaining Cap Screws.

2. To break the Gasket seal, lightly jar the Gear Shift/Shift Control Housing.

3. Remove the Gear Shift Lever Housing.

Make sure the Detent Springs do not fall into the Transmission.

4. Remove Detent Springs as needed.

5. Remove the Gasket and clean the area the Replacement Gasket will contact.

In-Vehicle Service Procedures

How to Install the Gear Shift Lever/Remote Shift Control

Special Instructions

Remote Control Housings are installed the same way as Gear Shift Levers.

For Standard and Forward Shift Bar Housings, make sure the Detent Springs and Balls are in the Shift Bar Housing top Bores.

Make sure the Shift Block and Yoke Notches are aligned in the Neutral position.

Special Tools

• Typical Service Tools

Procedure -

1. Thoroughly clean mounting surface.

2. Position a new Gear Shift Lever/Shift Control Housing Gasket on the Gear Shift Lever mounting surface.

3. Install the Detent Springs.

4. Install the Shift Lever/Shift Control Housing. Make sure the tip (finger) of the Gear Shift Lever fits into the slots in the Shift Block.

5. Apply Eaton Cap Screws.

6. Install the Retaining Cap Screws, torque to 35–45 lb-ft (47.45–61.01 N•m).

Note: Make sure the Cap Screws are properly torqued.

Note: Make sure you can shift the Transmission.

Sealant #71205 or equivalent to the Retaining

In-Vehicle Service Procedures

How to Adjust the Remote Shift Control (LRC Type)

Special Instructions

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

Special Tools

• Typical Service Tools

Procedure -

1. Move the Gear Shift Lever forward or backward to the Neutral position.

2. Move the Gear Shift Lever sideways, toward Reverse, until you feel resistance from the Reverse Plunger Spring. DO NOT shift to Reverse. The Shift Finger must remain in this position while you are making all the adjustments.

3. Remove the Cotter Pin, Castle Nut and Ball Joint A (see figure A) from the Selection Lever. Do not remove the Ball Joint from the Pivot Link.

4. Loosen the Cap Screw B (see figure A) and remove the Shift Arm from the inner Shift Shaft. Do not disconnect the Selection Lever from the Shift Arm.

5. Turn the Shift Arm until it is at a right angle (90°) to the Selection Lever as viewed from the side (see figure B).

Note: Ideally, the Shift Arm should be adjusted 90° to the

Selection Lever as described, but in some Chassis configurations it may be necessary to index the Shift Arm in the vertical position. Indexing the Shift Lever is done to prevent Shift Lever jump out. This type of adjustment will cause an unequal amount of Gear Shift Lever travel between Neutral and a forward lever position as compared to Neutral and a rearward lever position.

6. Install the Shift Arm on the Splines of the inner Shift Shaft. You may have to move the Shift Arm 4 or 5 to align the Splines of the two parts. Disregard any movement of the Gear Shift Lever at this point. The Gear Shift Lever will be adjusted later.

In-Vehicle Service Procedures

7. Tighten the Cap Screw B (see figure A) on the Shift Arm.

8. Connect the Pivot Link assembly Ball Joint to the Selection Lever. Secure it with the Castle Nut and Cotter Pin.

9. Loosen the Jam Nuts C (see figure C) on the Pivot Link.

10. Check to be sure the inner Shift Finger is still in place.

11. Rotate the Pivot Link until the curved end of the Selection Lever is parallel with the Shift Arm as viewed from the rear (see figure C).

12. Tighten the Pivot Link Jam Nuts C (see figure C).

13. Loosen both Cap Screws on the Turnbuckle D (see figure A).

14. Check to be sure inner Shift Finger is still in place.

15. Rotate the Turnbuckle to obtain the proper forwardbackward Neutral position of the Gear Shift Lever in the cab.

16. Tighten one Turnbuckle D Cap Screw (see figure A).

17. Move the Gear Shift Lever to the desired position.

18. Turn the second Turnbuckle D Cap Screw.

19. Check for linkage obstructions in all gear positions.

In-Vehicle Service Procedures

Neutral Switch Operation and Testing

Special Instructions

The Neutral Switch is a normally closed switch. An electrical current flows through it when the Transmission Shifter is in the Neutral position. When the Transmission Shifter is in gear, the Switch is open and no current flows through it. Likewise, the Switch is open when the Ball is depressed. The Switch is actuated by the Air Valve Shaft.

Special Tools

• Typical Service Tools

• Volt/Ohm Meter

Procedure -

1. Disconnect the wiring from the Switch.

2. Connect an Ohm Meter to check for continuity or a small reading.

3. Place the Transmission Shift Lever in the Neutral position. The Ohm Meter should register continuity or a small reading. If it does, go to the next step. If it does not, remove the Switch and replace it.

4. Shift the Transmission into all gear positions. The Ohm Meter should read Open or Infinity. If it does not, remove the Switch. Then, depress the Switch ball and check for continuity. The Ohm Meter should read Open or Infinity when the Ball is depressed.

5. Look into the Neutral Switch hole and verify that the Air Valve Shaft moves as the Transmission is shifted from Neutral into gear.

a. If it does, replace the Switch.

b. If not, remove the Shift Bar Housing and check the

Air Valve and Shift Rails for excessive wear. Also, check the Slave Valve Plunger and Spring for free movement.

Eaton Transmission RTLO-18918B, RTLO-18913A-T2, RTLO-18913A, RTLO-18718B Service Manual

Specifications and Main Features

Frequently Asked Questions

User Manual

Warnings and Cautions

Transmission Overview

Purpose and Scope of Manual

How to use this Manual

Disassemble Precautions

Inspection Precautions

Assembly Precautions

Serial Tag Information and Model Nomenclature

Model Options

Lubrication Specifications

Transmission Operating Angles

Operating Temperatures with Oil Coolers

Oil Cooler Chart

Tool Specifications

General Tools

Special Tools

Shop Equipment

Eaton Aftermarket Parts

Transmission Torque Specifications

Preventive Maintenance Inspection

Preventative Maintenance Check Points

Oil Leak Inspection Process

Power Flow Diagrams

Front Section Power Flow

Front Section Power Flow - Direct Gear

Front Section Power Flow - Reverse Gear

Auxiliary Section Power Flow - Low Range

Auxiliary Section Power Flow- High Range

9-Speed

13 Speed - Power Flow by Gear

18 Speed - Power Flow by Gear

Air System Overview

Shift Knob 13/18-Speed

Shift Knob 9-Speed

Air Filter/Regulator

Slave Valve

Slave Valve Pre-Selection System

General Troubleshooting Chart

Air System Troubleshooting

Procedure 1: Symptom - Air Leak at Shift Knob

Procedure 2: Symptom - Air Leak at Slave Valve

Procedure 3: Symptom - Air Leak from Transmission Breather or Transmission Case is Pressurized

Procedure 4: Symptom - Air Leak at Splitter Cylinder Cover Exhaust Port

Procedure 5: Symptom - No or Slow Range Shift into Low

Procedure 6: Symptom - No or Slow Range Shift into High

Procedure 7: Symptom - Range Shifts with Shift Lever in Gear

Timing Procedures

How to Remove Oil Filter Adapter

How to Assemble Oil Filter Adapter

How to Disassemble Roadranger Valve A-5010

How to Assemble Roadranger Valve A-5010

How to Disassemble Roadranger Valve A-4900

How to Assemble Roadranger Valve A-4900

How to Remove the Air Lines and Hoses

How to Install the Air Lines and Hoses

How to Remove Compression Type Fittings

How to Install Compression Type Fittings

How to Remove Push-to-Connect Type Fittings

How to Install Push-to-Connect Type Fittings

How to Remove Rubber 1/4" Air Hoses

How to Install Rubber 1/4" Air Hoses

How to Remove the Air Filter/Regulator

How to Install the Air Filter/Regulator

How to Remove a Roadranger Valve

How to Install a Roadranger Valve

How to Remove a Slave Valve

How to Install a Slave Valve

How to Remove the Top-2 Valve Assembly (Transmissions with Top-2 Option Only)

How to Install the Top-2 Valve Assembly (Transmissions with Top-2 Option Only)

How to Remove the Gear Shift Lever/Remote Shift Control

How to Install the Gear Shift Lever/Remote Shift Control

How to Adjust the Remote Shift Control (LRC Type)

Neutral Switch Operation and Testing