Eaton Transmission RTLO-20913A Service Manual
Troubleshooting Guide
Fuller® Heavy-Duty Transmissions
TRTS0910 EN-US
October 2007
Models
FR-11210B
FR-12210B
FR-13210B
FR-14210B
FR-15210B
FR-9210B
FRF-11210B
FRF-12210B
FRF-13210B
FRF-14210B
FRF-15210B
FRF-9210B
FRO-11210B
FRO-11210C
FRO-12210B
FRO-12210C
FRO-13210B
FRO-13210C
FRO-14210B
FRO-14210C
FRO-15210B
FRO-15210C
RTXF-14615
RTXF-14708LL
FRO-16210B
FRO-16210C
FRO-17210C
FRO-18210C
FROF-11210B
FROF-11210C
FROF-12210B
FROF-12210C
FROF-13210B
FROF-13210C
FROF-14210B
FROF-14210C
FROF-15210B
FROF-15210C
FROF-16210B
FROF-16210C
RT-7608LL
RT-8608L
RT-8908LL
RTF-8608L
RTF-8908LL
RTLO-11610B
RTXF-14709H
RTXF-14710B
RTLO-11610B-T2
RTLO-12610B
RTLO-12610B-T2
RTLO-12713A
RTLO-12913A
RTLO-13610B
RTLO-13610B-T2
RTLO-14610A
RTLO-14610B
RTLO-14610B-T2
RTLO-14613B
RTLO-14618A
RTLO-14713A
RTLO-14718B
RTLO-14913A
RTLO-14918B
RTLO-14918B-T2
RTLO-15610B
RTLO-15610B-T2
RTLO-16610B
RTLO-16610B-T2
RTLO-16618A
RTXF-14710C
RTLO-16713A
RTLO-16713A-T2
RTLO-16718B
RTLO-16913A
RTLO-16913A-T2
RTLO-16918B
RTLO-16918B-T2
RTLO-17610B
RTLO-17610B-T2
RTLO-18610B
RTLO-18610B-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
RTXF-14715
RTLOF-11610B
RTLOF-11610B-T2
RTLOF-12610B
RTLOF-12610B-T2
RTLOF-12713A
RTLOF-12913A
RTLOF-13610B
RTLOF-13610B-T2
RTLOF-14610B
RTLOF-14610B-T2
RTLOF-14613B
RTLOF-14618A
RTLOF-14713A
RTLOF-14718B
RTLOF-14913A
RTLOF-14918B
RTLOF-14918B-T2
RTLOF-15610B
RTLOF-15610B-T2
RTLOF-16610B
RTLOF-16610B-T2
RTLOF-16618A
RTXF-15615
RTLOF-16713A
RTLOF-16713A-T2
RTLOF-16718B
RTLOF-16913A
RTLOF-16913A-T2
RTLOF-16918B
RTLOF-16918B-T2
RTLOF-17610B
RTLOF-17610B-T2
RTLOF-18610B
RTLOF-18718B
RTLOF-18913A
RTLOF-18913A-T2
RTLOF-18918B
RTLOF-18918B-T2
RTLOF-20913A
RTLOF-20918B
RTLOF-20918B-T2
RTLOF-22918B
RTLOFC-16909A-T2
RTO-11607L
RTO-11607L
RTXF-15710B
RTO-11607LL
RTO-11607LL
RTO-11608LL
RTO-11707DLL
RTO-11707LL
RTO-11708LL
RTO-11709MLL
RTO-11908LL
RTO-11909ALL
RTO-11909MLL
RTO-13707DLL
RTO-13707MLL
RTO-14608LL
RTO-14709MLL
RTO-14908LL
RTO-14909ALL
RTO-14909MLL
RTO-16908LL
RTO-16909ALL
RTOF-11607L
RTOF-11607LL
RTOF-11608LL
RTXF-15710C
RTOF-11707LL
RTOF-11708LL
RTOF-11709MLL
RTOF-11908LL
RTOF-11909ALL
RTOF-11909MLL
RTOF-13707DLL
RTOF-13707MLL
RTOF-14608LL
RTOF-14708LL
RTOF-14709MLL
RTOF-14908LL
RTOF-14909ALL
RTOF-14909MLL
RTOF-16908LL
RTOF-16909ALL
RTX-11509
RTX-11608LL
RTX-11609A
RTX-11609B
RTX-11609P
RTX-11609R
RTXF-15715
RTX-11610
RTX-11615
RTX-11708LL
RTX-11709A
RTX-11709B
RTX-11709H
RTX-11710B
RTX-11710C
RTX-11715
RTX-12509
RTX-12510
RTX-12515
RTX-12609A
RTX-12609B
RTX-12609P
RTX-12609R
RTX-12610
RTX-12709A
RTX-12709B
RTX-12709H
RTX-12710B
RTX-12710C
RTXF-16709B
RTX-13609A
RTX-13609B
RTX-13609P
RTX-13609R
RTX-13709H
RTX-13710B
RTX-13710C
RTX-14608LL
RTX-14609A
RTX-14609B
RTX-14609P
RTX-14609R
RTX-14610
RTX-14615
RTX-14708LL
RTX-14709A
RTX-14709B
RTX-14709H
RTX-14710B
RTX-14710C
RTX-14715
RTX-15615
RTXF-16709H
RTX-15710B
RTX-15710C
RTX-15715
RTX-16709B
RTX-16709H
RTX-16710B
RTX-16710C
RTXF-11509
RTXF-11608LL
RTXF-11609A
RTXF-11609B
RTXF-11609P
RTXF-11609R
RTXF-11610
RTXF-11615
RTXF-11708LL
RTXF-11709H
RTXF-11710B
RTXF-11710C
RTXF-11715
RTXF-12509
RTXF-12510
RTXF-16710B
RTXF-12515
RTXF-12609A
RTXF-12609B
RTXF-12609P
RTXF-12609R
RTXF-12610
RTXF-12709H
RTXF-12710B
RTXF-12710C
RTXF-13609A
RTXF-13609B
RTXF-13609P
RTXF-13609R
RTXF-13709H
RTXF-13710B
RTXF-13710C
RTXF-14608LL
RTXF-14609A
RTXF-14609B
RTXF-14609P
RTXF-14609R
RTXF-14610
RTXF-16710C
Warnings
Warnings
WARNING
WARNING
WARNING
WARNINGS
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 or disconnect the
driveline to avoid damage to the transmission during
towing.
0
Table of Contents
FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
TRANSMISSION FUNCTION . . . . . . . . . . . . . . . 2
POWER FLOW . . . . . . . . . . . . . . . . . . . . . . . . . 4
TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Front Section . . . . . . . . . . . . . . . . . . . . . . . . 5
Auxiliary Section . . . . . . . . . . . . . . . . . . . . . 5
COMMON TRANSMISSION COMPLAINTS . . . . 6
Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Gear Slipout and Jumpout . . . . . . . . . . . . . . 7
Auxiliary Section . . . . . . . . . . . . . . . . . . . . . 8
Hard Shifting . . . . . . . . . . . . . . . . . . . . . . . . 8
Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Transmission Noise . . . . . . . . . . . . . . . . . . . 9
GEARS AND SHAFTS . . . . . . . . . . . . . . . . . . . 11
Clashing . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Gear Failures . . . . . . . . . . . . . . . . . . . . . . . 11
Manufacturing Marks . . . . . . . . . . . . . . . . . 11
Gear Rattle at Idle . . . . . . . . . . . . . . . . . . . . 12
Shaft Twist and Fracture . . . . . . . . . . . . . . 12
BEARINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Fatigue . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . 14
Brinelling . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Fretting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Contamination . . . . . . . . . . . . . . . . . . . . . . 15
Misalignment . . . . . . . . . . . . . . . . . . . . . . . 16
Electric Arcing . . . . . . . . . . . . . . . . . . . . . . 16
TRANSMISSION ALIGNMENT . . . . . . . . . . . . .17
Concentric Alignment of
Transmission to Engine . . . . . . . . . . . . . . . .17
Worn Housings . . . . . . . . . . . . . . . . . . . . . .17
Engine Flywheel Housing Pilot . . . . . . . . . .18
Engine Flywheel Housing Face . . . . . . . . . .18
Flywheel Face . . . . . . . . . . . . . . . . . . . . . . .18
Flywheel Pilot Bore . . . . . . . . . . . . . . . . . . .19
Transmission Clutch Housing . . . . . . . . . . .19
DRIVELINE ANGULARITY . . . . . . . . . . . . . . . .20
Torsional Vibration . . . . . . . . . . . . . . . . . . .20
Taking Readings . . . . . . . . . . . . . . . . . . . . .21
PREVENTIVE MAINTENANCE . . . . . . . . . . . . . .24
Daily . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Every 10,000 Miles . . . . . . . . . . . . . . . . . . .24
Every 20,000 Miles . . . . . . . . . . . . . . . . . . .25
Every 40,000 Miles . . . . . . . . . . . . . . . . . . .26
Every *50,000 Miles . . . . . . . . . . . . . . . . . .26
Fuller® Preventive Maintenance
Recommendations. . . . . . . . . . . . . . . . . . . .26
LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . .27
Proper Lubrication. . .
the key to long transmission life . . . . . . . . .27
TORQUE RECOMMENDATIONS . . . . . . . . . . . .30
TROUBLESHOOTER’S GUIDELINE . . . . . . . . . .32
CONVERSION TABLE . . . . . . . . . . . . . . . . . . . .35
TOWING OR COASTING . . . . . . . . . . . . . . . . . .37
Foreword
FOREWORD
Foreword
The purpose of this publication is to provide basic technical
information for servicing and repairing heavy duty truck
transmissions. A guide to help the mechanic locate the
trouble, analyze the cause, and make the necessary repairs.
Emphasis is placed on servicing Fuller twin countershaft
transmissions; however, some sections are common to all
mechanical transmissions. If more in-depth diagnosis is
required, reference can be made to the following publications:
• Air System Troubleshooting Guide
• Understanding Spur Gear Life
• Service Manuals
• Rear Seal Maintenance Guide
Every effort has been made to ensure the accuracy of all information in this brochure. However, Eaton Transmission Division makes no expressed or implied
warranty or representation based on the enclosed information. Any errors or omissions may be reported to Training and Publications, Eaton Transmission
Division, PO. Box 4013, Kalamazoo, Ml 49003.
These programs and other forms of product service
information for Fuller transmissions and components are
available on request. You may also obtain Service Bulletins
detailing information on product improvements, repair
procedures, and other service related subjects by writing to
the following address:
EATON
TRANSMISSION DIVISION
Technical Service Department
PO. Box 4013
Kalamazoo, MI 49003
1
For parts or service call us
Pro Gear & Transmission, Inc.
1 (877) 776-4600
(407) 872-1901
parts@eprogear.com
906 W. Gore St.
Orlando, FL 32805
Transmission Function
TRANSMISSION FUNCTION
The transmission must efficiently transfer the engine’s power,
in terms of torque, to the vehicle’s rear wheels. Torque is the
twisting or circular force delivered by the engine’s flywheel.
The transmission’s gear ratios increase or decrease torque
depending on the requirements needed to move or start the
load. Gearing also increases or decreases speed. The gear
ratios are correctly spaced so that the engine will operate in
its most efficient RPM range with progressive speed changes.
To meet the vehicle’s requirements, the transmission must
have ratios low enough to start the vehicle moving, to
maintain movement up grades, and to keep engine operating
in its peak efficiency range. The transmission, too, must
provide an easy method for gear selection.
2
Transmission Function
Transmission Function
COUNTERSHAFT
DRIVE GEAR
MAINSHAFT
GEAR
OUTPUT
SHAFT
SLIDING
CLUTCH
GEAR
MAINSHAFT
COUNTERSHAFT
DRIVE GEAR
INPUT SHAFT
AND DRIVE GEAR
A simplified diagram of the power flow through a Fuller twin
countershaft transmission will help show how torque and
speed are changed, and how torque is divided between the
two countershafts.
The input shaft and drive gear (1) are in constant mesh with
both countershaft drive gears (2); when the input shaft turns,
the countershaft gears are in constant mesh with the
“floating” mainshaft gears (3). The mainshaft gears are
simply free-wheeling on the mainshaft (4). A sliding clutch
gear (5), which is splined to the mainshaft, is engaged into the
internal clutching teeth of the mainshaft gear, coupling it to
the mainshaft. The mainshaft will now be turning at the
selected gear ratio.
Fuller twin countershaft Roadranger® transmissions
commonly consist of a five speed front section and either a
two or three speed auxiliary section, both in one case.
3
POWER FLOW
Power Flow
1. Power (torque) from the engine flywheel is
transferred to the input shaft.
2. Splines on input shaft engage internal splines in hub
of drive gear.
3. Torque is split between the two countershaft drive
gears.
4. Torque delivered by two countershaft gears to
mainshaft gear which is engaged. Diagram shows
first speed gear engaged.
5. Internal splines in hub of mainshaft gear transfers
torque to mainshaft through sliding clutch gear.
6. Mainshaft transfers torque to auxiliary drive gear
through a self-aligning coupling gear located in hub
of auxiliary drive gear.
7. Torque is split between the two auxiliary
countershaft drive gears. (In direct drive or high
range, power is delivered to the output shaft from
the auxiliary drive gear through a self-aligning
sliding clutch gear .)
8. Torque is delivered by the two countershaft low
range gears to the low range gear.
9. Torque delivered to output shaft through selfaligning sliding clutch gear.
10. Output shaft is attached to driveline.
4
Timing
TIMING
Drive gear teeth correctly
marked for timing.
Cut 7300G-11/86
Tooth on countershaft
directly over keyway
marked for timing.
Cut 7300H-11/86
Countershaft gear teeth
meshed with drive gear
teeth for correct timing.
Cut 7300F-11/86
Timing
All Fuller twin countershaft transmissions are “timed” at
assembly. It is important that proper timing procedures are
followed when reassembling the transmission. Timing
assures that the countershaft gears will contact the mating
mainshaft gears at the same time, allowing mainshaft gears to
center on the mainshaft and equally divide the load.
One set of gears must be timed in the front section, and one
set the auxiliary section. Timing consists of marking the
proper teeth before installation and meshing the marked teeth
during assembly. The following is step by step procedure for
timing.
Front Section
1. Main Drive Gear – Mark any two adjacent teeth on
the drive gear, then mark the two adjacent teeth
which are directly opposite the first set marked.
There must be an equal number of teeth between the
markings on each side of the gear.
2. Countershaft Drive Gears – Mark on each drive gear
the gear tooth which is directly over the keyway. This
tooth is stamped with an “O” for identification.
3. Meshing Countershaft Gears and Main Drive Gear –
Install the drive gear assembly. Mesh the marked left
countershaft gear tooth between the two marked
teeth on the drive gear. Repeat the procedure with
right countershaft.
Auxiliary Section
The gear set which is marked for timing in the auxiliary
section varies, depending on the model. Usually the gear at
the rear of the auxiliary is used.
1. Mainshaft Gear – Mark any two adjacent teeth on the
mainshaft gear, then mark the two adjacent teeth
directly opposite.
2. Countershaft Gears – On each countershaft
assembly mark the gear tooth which is stamped with
“O”.
Note: Refer to the appropriate service manual for more
detailed timing instructions for the Fuller twin
countershaft transmission being assembled.
5
Common Transmission Complaints
COMMON TRANSMISSION COMPLAINTS
Vibration
Although the effects of vibration will show up in the
transmission, vibration usually originates somewhere else in
the drive train. Vibration can usually be felt or heard by the
driver; however, in some cases, transmission damage caused
by vibration will occur without the driver’s knowledge. (Refer
to the “Torsional Vibration” section for the causes and cures
of vibration problems.)
Some Transmission Problems Due to Drive Train Vibration:
1. Gear rattle at idle. (See “Shafts” section.)
Fretted Splines
2. Gear and shaft splines “fretted”.
3. Noise. (See “Noise” section.)
4. Fretted bearings. (See “Bearing” section.)
5. Repeated rear seal leakage. Broken synchronizer
pins.
Broken Synchronizer Pins
6. Broken or loose synchronizer pins.
7. Continuous loosening of capscrews, brackets and
mountings.
Input Spline Wear
8. Worn shaft spline wear.
9. Worn universal joints. (Not a transmission
symptom, but an indicator of vibration.)
6
Common Transmission
Complaints
Common causes of vibration:
1. Driveline imbalance or misalignment. (See
“Transmission Alignment” section.)
Common Transmission Complaints
2. Unbalanced wheels or brake drums.
3. Rough running engine.
4. Broken or worn engine mounts.
5. Worn suspension.
Gear Slipout and Jumpout
Front Section
When a sliding clutch is moved to engage with a mainshaft
gear, the mating teeth must be parallel. Tapered or worn
clutching teeth will try to “walk” apart as the gears rotate.
Under the right conditions, slipout will result. Some of these
conditions are:
1. Transmission mounted eccentrically with engine
flywheel pilot.
2. Excessive gear clashing which shortens clutching
teeth.
Detent
Spring
Cut 7233A-11/86
4. Insufficient pressure on detent ball from weak or
broken detent spring.
Worn Yoke Bar
Snubbed Clutching Teeth
3. Gear clutching teeth wearing to a taper.
5. Excessive wear on detent notch of yoke bar.
6. Incorrect adjustment of remote shift control linkage
resulting in partial engagement. Also check for loose
connections and worn bushings.
Slipout will generally occur when pulling with full power or
decelerating with the load pushing.
Jumpout will occur when a force sufficient to overcome the
detent spring pressure is applied to the yoke bar, moving the
clutch gear to a neutral position.
7
Common Transmission Complaints
Cut 8005-11/88
Conditions Which May Produce Jumpout
1. Extra heavy and long shift levers which swing,
pendulum fashion, from operating over uneven
terrain. Whipping action of the lever overcomes
detent spring tension.
2. Mechanical remote controls with the master
mounted to the frame. Relative movement between
engine-transmission package and frame can force
transmission out of gear. Worn or broken engine
mounts increase the effects of this condition.
Auxiliary Section
Jumpout in the auxiliary section usually occurs with the
splitter gear set. If torque is not sufficiently broken during
splitter shifts, the sliding clutch gear may not have enough
time to complete the shift before torque is reapplied to the
gears. As torque is reapplied, the partially engaged clutch gear
“jumps” out of the splitter gear. Since the gears have torque
applied to them, damage will be done to the clutching teeth of
the mating gears.
Hard Shifting
The effort required to move a gear shift lever from one gear
position to another varies. If too great an effort is required it
will be a constant cause of complaint from the driver.
Most complaints are with remote type linkages used in cabover-engine vehicles. Before checking the transmission for
hard shifting the remote linkage should be inspected. Linkage
problems stem from worn connections or bushings, binding,
improper adjustment, lack of lubrication on the joints or an
obstruction which restricts free movement.
To determine if the transmission itself is the cause of hard
shifting, remove the shift lever or linkage from the top of the
transmission. Then, move the shift blocks into each gear
position using a pry bar or screwdriver. If the yoke bars slide
easily, the trouble is with the linkage assembly. If the trouble
is in the transmission, it will generally be caused by one of the
following:
Slipout in the auxiliary section may be caused by the clutching
teeth being worn, tapered, or not fully engaged. These
conditions cause the clutch gear to “walk” out of engagement
as the gears turn. Causes of these types of clutching defects
are clashing or normal wear after long life. Vibrations set up
by an improperly aligned driveline and low air pressure add to
the slipout problem.
Tapered Clutching Teeth
8
1. Splines of sliding clutch gear binding on mainshaft
as a result of a twisted mainshaft key , bent shift yoke
or bowed mainshaft key.
2. Yoke bars binding in the bar housing as a result of
cracked housing, over-torqued shift block lockscrew, sprung yoke bar, or swelled areas of the yoke
bar.
Common Transmission Complaints
Common Transmission
Complaints
If hard shifting occurs only in first and reverse, the shift block
detent plunger movement may be restricted. This can result
from burrs on the plunger, or from overtightening the plunger
spring plug. With the plunger blocked in the depressed
position, the plug should be tightened until it bottoms out
against the spring, then backed out 1/4 to 1/2 turn.
Gear clashing should not be confused with hard shifting. Gear
clashing occurs when an attempt is made to engage the clutch
gear before it has reached synchronization with the mainshaft
gear. (See “Clashing”, this section.)
Heat
The transmission operating temperature should never exceed
250°F (120°C) for an extended period of time. If it does, the
oil will breakdown and shorten transmission life.
Because of the friction of moving parts, transmissions will
produce a certain amount of heat. In most cases normal
operating temperature is approximately 100°F (40°C) above
ambient. Heat is dissipated through the transmission case.
When conditions prevent the proper dissipation of heat, then
overheating occurs.
Transmission Oil Coolers are:
Recommended
- With engines of 350 H.P. and above with overdrive
transmissions
Required
- With engines 399 H.P and above with overdrive
transmissions and GCWs over 90,000 lbs.
- With engines 399 H.P. and above and 1400 Lb s.-Ft.
or greater torque
- With engines 450 H.P. and above
Noise
There will always be a certain level of noise due to normal
transmission operation. However , excessive noise, or unusual
noise such as whine, growl, or squeal indicates some kind of
a problem.
The transmission itself can be the cause of excessive or
unusual noise. Also noise can originate elsewhere in the
vehicle, but be picked up and amplified by the transmission.
Before checking for possible causes of overheating, the oil
temperature gauge and sending unit should be inspected to
make sure they are giving correct readings.
Causes of Overheating (See also “Lubrication”)
1. Improper lubrication. Oil level too low or too high,
wrong type of oil, or an operating angle of more than
12 degrees.
2. Operating consistently under 20 MPH.
3. High engine RPM.
4. Restricted air flow around transmission, due to
transmission being “boxed in” by frame rails, deck
lids, fuel tanks and mounting brackets, or by a large
bumper assembly.
5. Exhaust system too close to transmission.
6. High ambient temperature.
7. High horsepower, overdrive operation.
8. Coasting downhill with the clutch depressed.
In some cases an external oil cooler kit can be used to correct
overheating problems.
Transmission Noise
1. Knocking or Thudding
a. Gears – Bumps or swells on gear teeth. Such
bumps or swells can be removed with a hone or
small hand grinder; these areas can be identified
as highly polished spots on the face of the gear
tooth. Generally, this noise is more prominent
when the gear is loaded; thus, the problem gear
can be located as the noise occurs in a specific
gear position. Bumps or swells are caused by
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