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 [phone]

[phone]

[e-mail]

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

9

Common Transmission Complaints

improper handling of gears before or during
assembly.

b. Bearings – Noise comes in at low shaft speeds

in any position. It is caused by bearings with
damaged balls or rollers, or with pitted and
spalled raceways. (See “Bearings” section.)

c. Cracked Gear – A gear cracked or broken by

shock loading or by pressing on shaft during
installation will produce this sound at low
speeds. At high speeds a howl will be present.

2. High Pitched Whine or Squeal

Causes of Transmission Noise Originating Elsewhere in
Vehicle (see also “Alignment” section)

1. Rough idling engine. (See “Gears and Shafts” gear
rattle.)

2. Engine operating noise.

3. Clutch driven plates in which the dampening action
of springs or rubber blocks has been eliminated by
wear set or fracture.

4. Driveline out of balance.

5. Unequal joint working angles.

6. Worn crosses in universal joints.

7. Loose or worn center bearings.

8. Worn or pitted teeth on ring gear and pinion of
driving axle.

9. Rear axle bearing failure.

10. Wheels out of balance.

11. Worn spring pivot bearing.

12. Loose “U” bolts.

13. Brake drums warped or out of balance.

a. Gear Wear – Result of normal gear wear,

including gear tooth pitting from excessive use.
In advanced deterioration, a howl will result.

b. Mismatched Gear Sets – Such gear sets are

identified by an uneven wear pattern on the face
of gear teeth.

c. Bearings –“Pinched” bearings, having

insufficient axial or radial clearance. (See
“Bearing” section.)

3. Growling
a. Timing Error – Improper timing of the

transmission during reassembly, or improper
timing due to gear turning on the countershaft.
Both conditions produce error in tooth spacing.

10

Gears and Shafts

GEARS AND SHAFTS

Gears and Shafts

Clashing

Snubbed Clutching Teeth

Snubbing and clashing gears while shifting are frequent
abuses to which unsynchronized transmissions are subjected.
Light snubbing will do little damage. The real damage is done
by the hard clash shift caused by engaging gears which are far
out of synchronization. This can break pieces of metal from
the ends of the clutching teeth.

Clashing gears can be traced to one of three causes:

Gear Failures

All gear teeth wear because of the sliding action which takes
place as mating teeth mesh. Normal wear is a constant and
slow wearing of the tooth surface. Transmission gear tooth
life can be shortened by various adverse conditions. These
conditions and the failures resulting from them are discussed
in the Fuller booklet entitled “Understanding Spur Gear Life”
(form no. 186).

Manufacturing Marks

Sometimes gears are replaced or thought to be defective
because of marks left on the gear by manufacturing
processes. These blemishes, however, do not contribute to
gear failure and the gear should not be replaced because of
these marks.

1. Improper shifting – This applies to drivers who are
not familiar with the shift pattern or have not learned
the RPM spread between shifts.

2. Clutch – Clashing when starting up in first or reverse
gear can be caused by insufficient clutch clearance
or a dragging clutch not releasing properly. This
makes the transmission countershafts and
mainshaft gears continue rotating while the clutch
pedal is depressed. Clashing results when the non­rotating sliding clutch is forced to mesh with a
rotating mainshaft gear. Double clutching during
lever shifts will also reduce snubbing and clashing.

3. Inertial Force – Countershafts and mainshaft gears
usually take from 3 to 5 seconds to stop rotating
after the clutch has been disengaged. Attempting to
mesh a clutch gear with a mainshaft gear before the
mainshaft gear stops will result in clashing. If the
transmission is not equipped with a clutch brake or
countershaft brake, it is necessary to pause a few
seconds after depressing the clutch pedal before
attempting initial engagement of the transmission.

1. Hob Marks – These are cutting marks or lines
formed during the initial cutting of the gear teeth.
Hob marks on the tooth face will be removed by the
shaving process, but hob marks in the root of the
tooth will most likely remain, and may be found even
on gears with much wear on them.

11

Gears and Shafts

Gear Rattle at Idle

Mainshaft gears are designed to have a specified amount of
axial clearance which allows them to rotate freely on the
mainshaft. The amount of clearance is governed by the use of
washers. A rough idling engine can set up vibrations, causing
the mainshaft gears to rattle as they strike mating gears. This
condition can usually be cured by improving the idling
characteristics of the engine. Tolerance washers may have to
be changed to bring the axial gear clearance to within
tolerance on high mileage units.

See the service manual for procedure and specifications.

Shaft Twist and Fracture

2. Shaving Marks – The shaving operation leaves
distinct diagonal marks on the face of the gear tooth.
These marks can be distinguished from scoring
marks by the fact they are diagonal, while scoring
marks are more nearly vertical. Most shaving marks
are removed during normal gear operation.

3. Lipping – Lipping or shaving burrs, is the formation
of “lips” at the tip of the gear teeth machining. These
“lips” will do no harm to the gear.

Failure of transmission shafts through fracturing or twisting is
caused when stresses are imposed on them which are greater
than they were designed to withstand. The main causes for
these failures are:

1. Improper clutching techniques.

2. Starting in too high of gear (either front or auxiliary
section).

3. Lugging.

4. Attempting to start with brakes locked.

5. Transmission used for application it was not
designed to withstand.

6. Bumping into dock when backing.

7. Improper mounting of adjustable 5th wheel.

12

Gears and Shafts

Fractured Mainshaft

Gears and Shafts

As with gear teeth, shafts may fracture as a result of fatigue or
impact.

Twisted Mainshaft

Loads not severe enough to cause shaft fractures may cause
the shaft to twist.

13

BEARINGS

Bearings

Fatigue

Bearing Race “Flaking”

Bearing fatigue is characterized by flaking or spalling of the
bearing race. Spalling is the granular weakening of the
bearing steel which causes it to flake away from the race.
Because of their rough surfaces, spalled bearings will run
noisy and produce vibration.

Normal fatigue failure occurs when a bearing “lives out” its
life expectancy under normal loads and operating conditions.
This type of failure is expected and is a result of metal
breakdown due to the continual application of speed and load.

Premature fatigue failure may occur in transmissions when
the bearing bore is undersized or out of round due to poor
quality resleeving. Extreme care should be taken when
reboring the housing. Boring the housing off center will result
in misalignment of the shafts. Always use precision
equipment such as a jig boring machine. Never prick punch
the bearing bores to tighten the fit.

Lubrication

Burnt and Spalled Bearing

Bearing failure due to poor lubrication is characterized by
discoloration of the bearing parts, spalling of the race, and
possible breakage of the retainer. Failure may result not only
from a low oil level, but also from contaminated oil, improper
grade oil, or mixing of oil types (including the use of
additives).

Ball Path Pattern Caused by Out-of-Round Squeeze

14

T o prevent this type of failure, the transmission should a lways
be filled to the proper level, using a recommended type and
grade of oil, and changed at regular intervals. (See
“Lubrication” section.)

Bearings

Bearings

Brinelling

Brinelled Race

Brinelling can be identified as tiny indentations high on the
shoulder or in the valley of the bearing raceway. They can be
caused by improper bearing installation or removal. Driving or
pressing on one race, while supporting the other is the
primary cause. To prevent brinelling always support the race
which has pressure applied to it. In addition to brinelling,
damage can also occur to the bearing shields, retainers and
snap rings by using a hammer and chisel to drive bearings.
This damage can be avoided by using correct drivers or
pullers.

Fretting

Contamination

Contaminated Race

When bearings fail as a result of contamination, it is due to
either contaminants entering the transmission case or the
bearings have been improperly handled during service or
storage. Bearings affected from contamination are identified
by scoring, scratching or pitting of the raceways and balls or
rollers, or a build up of rust or corrosion on the bearing parts.
In addition, the presence of very fine particles in the oil, such
as abrasive dust, or the use of overly active EP (extreme
pressure) oils, will act as a lapping compound and produce a
very highly polished surface on the raceways and balls or
rollers. This lapping process will significantly shorten the life
of the bearing.

Fretted Outer Race

The bearing outer race can pick up the machining pattern of
the bearing bore as a result of vibration. This action is called
fretting.

Many times a fretted bearing is mistakenly diagnosed as one
which has spun in the bore. Only under extreme conditions
will a bearing outer race spin in the bore.

Impurities will always enter the transmission during its
normal breathing process. This will not seriously affect the
bearings if the transmission oil is changed as recommended.

New bearings should be stored in their wrappers until ready
for use. Used bearings should be thoroughly cleaned in
solvent, light oil or kerosene, covered with a coat of oil and
wrapped until ready for use. Always use a new wrapping after
reoiling.

15

Bearings

Misalignment

Bearing Misalignment

Misalignment can occur in the input shaft drive gear bearing if
the transmission is mounted eccentrically with the pilot
bearing bore in the flywheel. An indication of this condition
would be damage to the ball separators and shield.

The clutch housing, clutch housing mounting face, and pilot
bearing should be checked for eccentricity, foreign matter and
proper mounting position when trying to locate the cause of
the misalignment. (See “Alignment” section.)

Electric Arcing

Electric Arcing

When an electric current passing through a bearing is broken
at the contact surfaces of the ball or roller and races, arcing
results, which will pit the bearing components. In extreme
cases, the balls or rollers may actually be welded to the
bearing races, preventing the bearing from rotating.

This condition may occur in truck transmissions as a result of
electric welding on the truck with an improper ground. When
doing either A.C. or D.C. welding, never place the ground so
as to allow current to pass through the transmission.

16

Transmission Alignment

TRANSMISSION ALIGNMENT

Cut 8005A - 11/86

IMPORTANT

Cut 8195 - 11/86

12

3

6

9

Transmission Alignment

Concentric Alignment of Transmission to
Engine

Common Concerns Resulting from Misalignment

• Direct gear slipout

• Drive gear bearing failure

• Premature input shaft spline wear from rear hub of
two plate clutches

Concentric alignment means that the engine and transmission
must have a common axis. The purpose of this section is to
set forth the procedures to use in checking for possible
misalignment.

Worn Housings

Cut 8005B - 11/86

Inspect for worn or fretted pilot on both the transmission
clutch housing and the engine flywheel housing. The 1/4" pilot
lip of transmission clutch housing can wear into the flywheel
housing either by transmission loosening up or after high
mileage just from road and engine vibration. Any appreciable
amount of wear on either part will cause misalignment and the
part should be replaced.

The basic instrument needed for taking readings is a taper
pointed dial indicator. Accuracy of readings is essential for
correcting alignment problems. Clean all surfaces thoroughly
before proceeding.

When taking the following readings, rotate engine by hand,
do not crank engine with starter. Remove spark plugs on
gasoline engines, and release compression on diesel
engines.

Note: Before dial indicating engine flywheel or flywheel

housing, make sure engine crankshaft does not have
excessive end-play. If it does, accurate readings cannot
be obtained. Place dial indicator finger against flywheel.
Force crankshaft back and forth with pry bar. If end-play
movement exceeds maximum as specified by engine
manufacturer, it will have to be corrected.

The wear will generally be found from the 3:00 o’clock to 8:00
o’clock position.

17

Transmission Alignment

Cut 8195A-11/86

0

4

+

8

+

12

+

0

8

-

6

-

+ 12 - (-8) = + 20 TOTAL RUNOUT

Cut 8195B - 11/86

Engine Flywheel Housing Pilot

Dial indicate the pilot or bore of engine flywheel housing.
Secure dial indicator to engine flywheel with tapered point
against housing pilot. Rotate flywheel by hand. With chalk or
soap stone, mark high and low points of indicator as it is
being rotated.

Engine Flywheel Housing Face

Cut 8195C-11/86

Dial indicate the face of engine flywheel housing. With dial
indicator secured to flywheel, move tapered point to contact
face of flywheel housing.

Mark high and low points in the same manner as in previous
step. SAE maximum total runout for the flywheel housing face
is .008" with SAE No.1 and No. 2 housings.

Note: Mark the high and low runout readings in clock

positions if it is necessary to reposition the flywheel
housing.

The total runout will be the difference between the highest
plus and minus readings. SAE maximum total runout for
flywheel housing pilot is .008" with No.1 and No.2 SAE
housings.

Flywheel Face

Cut 8195D - 11/86

Dial indicate the flywheel face. Secure dial indicator to engine
flywheel housing near the outer edge. Turn flywheel to obtain
readings. Maximum allowed is .001" runout or face wobble
per inch of flywheel radius. For example, if vehicle has a 14"
clutch and readings are taken just off the outer edge of the
clutch disc wear, maximum tolerance would be .007".

18

Transmission Alignment

Transmission Alignment

Cut 8195E-11/86

Flywheel Pilot Bore

Dial indicate pilot bearing bore of flywheel. With indicator
secured to flywheel housing, move gauge finger to contact
pilot bearing bore surface. Turn flywheel and obtain readings.
SAE maximum total runout for the pilot bearing is .005".

Transmission Clutch Housing

The transmission clutch housing face and pilot can not be
checked accurately in the field without special measuring
tools. Recommended maximum runout for the transmission
clutch housing face and pilot is .003" with SAE No.1 and No.2
housings.

19

DRIVELINE ANGULARITY

Cut 8580A-11/86

Driveline Angularity

Torsional Vibration

Checking Driveline U-Joint Operation Angles

The action of a driveline with a universal joint at either end
working through an angle results in a peculiar motion. The
driveline will speed up and slow down twice for each
revolution. If the working angles at either end of the shaft are
unequal, torsional vibration results. This torsional vibration
will tend to cancel itself out if both joint working angles are
equal.

Types of Noise

Noise or vibration which occurs only at certain road speeds
and diminishes as speed increases is generally caused by
unequal working angles of driveline joints.

Noise or vibration which is persistent throughout the speed
range and varies in intensity with change of speed may be
caused by unbalanced drivelines, unbalanced brake drums or
discs, or drivelines with universal joints out of phase.

Preliminary Checks

Make checks of the following before taking angle readings:

1. Check companion flange or yoke nut for looseness
and torque to proper specification if necessary.

3. Unbalanced drivelines can cause vibration that
occurs throughout the speed range of vehicle and
varies in intensity with change of speed. The
driveline may be at fault in respect to balance and
concentricity . A quick field check to determine
driveline balance can be made by securing a small
piece of metal or similar weight with a hose clamp to
the front of the tube where the splined shaft is
welded. Road test the vehicle and continue to move
the weight around tube until balance point is found
and vibration disappears, or is minimized.

Cut 8580B - 11/86

Drivelines are dynamically balanced to their intended
rotational velocity and not to infinite speeds. Thus,
vibration can be expected when this rotational
velocity is exceeded.

Check concentricity of driveline by mounting on
lathe centers and dial indicating. Check
manufacturer’s specifications for runout allowance.

2. Driveline slip joints that do not have the arrows or
other markings pointing to each other will result in
the driveline universal joints being out of phase. In
other words, the transmission universal joint may be
turned one spline or more to the right or left of being
aligned with the universal joint at opposite end of the
driveline.

Note: Some computer designed drivelines are purposely built

with U-joints out of phase. Check manufacturer’s
specifications for proper setting. Also, check closely to
make certain no twist has occurred to the tubing,
causing these two joints to be out of phase

Make sure the slip joint works freely and is not
bound or seized. Slip joints must absorb axle
housing movements.

4. Engine supports that are worn, broken or loose, and
mounting pads that are worn or deteriorated must be
corrected to restore the engine suspension to its
original vibration tolerance.

20

Driveline Angularity

Driveline Angularity

Cut 8580C - 11/86

Wing

Flange

Plain

Cut 8580D - 11/86

Taking Readings

Take readings with protractor from machined surfaces of
yokes or companion flanges. Plain, wing or flange type joints
may be encountered. Some will require partial disassembly to
obtain accurate readings.

On plain type joints, it may be necessary to remove the
bearing cap. When taking readings, make sure the universal
joint is in a vertical plane.

At the rear axle, take readings from a machined surface
differential carrier that is in the same plane as the axle pinion
shaft, or from machined surface that is perpendicular to
pinion shaft, whichever is easier.

If vibration occurs while operating empty, take readings in
empty condition. If it occurs when loaded, take readings when
loaded.

When it is necessary to measure driveline lengths, measure
from joint center to joint center.

Limits

Manufacturer’s specifications should be followed when
making initial angularity check. Some manufacturers have
found it necessary to vary from the ideal due to geometrical
limitations. If vibration persists after adhering to
manufacturer’s specifications , contact the manufacturer’s
representative.

Angularity Checks – Parallel Flanges or Yokes

1. Single Axle Vehicles
a. Transmission angle. Take reading of

transmission angle. This angle is the angle to
which the rear axle joint angle must match. The
transmission angle will have a declination
reading of from 0 to 5 degrees in most cases.

Cut 8580E - 11/86

Cut 8580F-11/86

b. Axle angle. T ake reading either from machined

surface of axle housing or pinion bearing
retainer. This angle must be within one degree

of the transmission angle.

c. Example: If transmission angle reading is 3

degrees down to the rear, the rear axle angle
should be 3 degrees up.

2. Tandem Axles or Vehicles with Auxiliary Units
a. Take transmission angle reading.
b. Take reading from joint of front tandem axle or

auxiliary joint. This reading should be within

one degree of transmission angle.

21

Driveline Angularity

Cut 8580G-11/86

Note: The rear joint of front tandem axle will be the same as

the front joint.

c. Take reading of joint angle at tandem rear axle,

or axle to rear of auxiliary. This angle must be

within one degree of transmission angle.

Joint Working Angle Limits (Parallel)

Universal joints have a maximum working angle, depending
on type and manufacture. It is recommended that the joint
working angle for parallel joint assembly not exceed 8 degrees
for main drivelines over 40" long. For main drivelines under
40" the maximum angle should not exceed Length (L) divided
by 5. (This limit does not apply to interaxle drivelines.)

Example: For a 35" driveline, the maximum joint working
angle would be 35 plus 5 or 7degrees. This working angle
must not be exceeded.

Place protractor on driveline to obtain angle of driveline from
transmission to axle. The difference between the driveline
angle and the joint angle is the joint working angle. For
instance, if the transmission is 3 degrees down, and the
driveline angle is down 7 degrees, the transmission joint
working angle is 7 minus 3 or 4 degrees.

On tandem drive or auxiliary installations, take readings in the
same manner, comparing the universal joint angles to the
driveline angle to which it is attached.

Angularity Checks – Non-Parallel Compensating Angles or
Flanges or Yokes

With short wheel base vehicles which have a minimum
driveline length from transmission to axle, the driveline is
required to operate through very severe working angles on
some installations. This also applies to interaxle drivelines.
These severe joint working angles induce vibration.

When figuring non-parallel joint installations, it is necessary
to take the driveline angle readings as well as transmission
and axle angle readings.

1. Single Axle Vehicles
a. Take angle reading of transmission.
b. Take angle reading of driveline.
c. Take angle reading of axle joint.
d. To compute for correct angles:

(1) The difference between the driveline angle
and the transmission angle will be the
transmission joint working angle.

(2) The difference between the driveline angle
and the axle angle will be the axle joint working
angle.

(3) The two working angles of transmission and
axle must be equal.

e. Example:

Transmission is 3 degrees down.
Driveline is 7.5 degrees down.
Rear axle is 12 degrees down.
Thus 7.5 minus 3 equals 4.5 degrees.
12 minus 7.5 equals 4.5 degrees, giving 4.5
equal working angles.

2. Tandem Axles or Vehicles with Auxiliary Units
When taking readings on tandem drive axles or

between auxiliary and rear axle, the same principles
apply as with single axle vehicles. Take readings
between transmission and front tandem axle, or
auxiliary. Take readings between axles or between
auxiliary and axle. In other words, take angle
readings for each set of universal joints

Joint Working Angle Limits (Non-Parallel)

It is recommended that the maximum joint working angle for
non-parallel joint assemblies not exceed the main driveline
length divided by 10. For example, if the main driveline length
is 55, the maximum joint working angle is 55 divided by 10 or

5.5 degrees. (This limit does not apply to interaxle drivelines.)

T o decrease working angles, the axl e is tilted upward until the
pinion shaft centerline and transmission mainshaft centerline
intersect midway between the joint centers.

With tandem drive axles, the rearward axle is tilted upward
until its pinion shaft centerline and forward axle pinion shaft
centerline intersect midway between joint centers.

22

Driveline Angularity

Driveline Angularity

Axle Adjustments

Axle angles may generally be adjusted by one of the following
ways, depending on the type of axle.

1. Adjust torque rods, if adjustable type.

2. Add to or reduce length of non-adjustable torque
rods.

3. Add or reduce the number of shims behind torque
rod brackets.

4. Use correct amount of wedge shims under spring to
axle pad.

Suspensions – Pinion Shaft Angle

There will be little or no change of axle pinion angle with types
of suspensions which have a parallelogram movement. These
allow differential housings to move up and down in a straight
vertical during operation.

Suspensions not having a parallelogram movement will allow
axle pinion shaft to oscillate in an arc, thereby constantly
changing pinion shaft angle during operation. A varying
amount of vibration can occur caused by working angles of
the universal joints being momentarily unequal.

Single drive axle vehicles have little or no change of axle
pinion angle during operation.

23

PREVENTIVE MAINTENANCE

Preventive Maintenance

A good Preventive Maintenance (PM) program can avoid
breakdowns, or reduce the cost or repairs. Often,
transmission problems can be traced directly to poor
maintenance.

Following is an inspection schedule that may be helpful in
setting up a PM program. This schedule is not all inclusive as
inspection intervals will vary depending upon operating
conditions.

Daily

Air Tanks

Bleed air tanks to remove water or oil.

Oil Leaks

Check around bearing covers, PTO covers and other
machined surfaces. Also check for oil leakage on the ground
before starting truck in the morning.

Every 10,000 Miles

Check Oil Level

PROPER

OIL LEVEL

ONON

Cut 8192-10/85

24

Preventive Maintenance

Preventive Maintenance

Every 20,000 Miles

Air System and Connections

Check for leaks, worn hoses and airlines, loose connections
and loose capscrews.

Clutch Housing Mounting

Capscrew

Cut 8195M-11/86

Check all capscrews in bolt circle of clutch housing for
looseness.

Lubricated Pedal Shafts

Zerk Fitting

Check for bushing wear .

Cut 8725-11/86

Check and clean or replace air filter element.

Universal Joint Companion Flange

Cut 8195N-11/86

Check Remote Control Linkage

Cut 8725-11/86

Check linkage U-joints for wear.
Check for binding.
Lubricate U-joints.

Cut 8580H-11/86

Check for proper torque, 450 to 500 lbs. ft. on twin
countershaft models.

Output Shaft

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

Check splines for wear from movement and chucking action
of the universal joint companion flange.

Check connections for tightness.

25

Preventive Maintenance

P M OPERATION

Bleed Air Tanks and Listen for Leaks X

XskaeL liO rof tcepsnI

XXXXXXXXXXleveL liO kcehC

XXXXXsnoitcennoC metsyS riA tcepsnI

Check Clutch Housing Capscrews for

XXXXXssenesooL

XX

XXXstfahS ladeP hctulC ebuL

XXXXXegakniL lortnoC etomeR kcehC

Check and Clean or Replace Air Filter Element X X X X X

XXXXXssenesooL rof tfahS tuptuO kcehC

XXt

nemtsujdA dna noitarepO hctulC kcehC

XXX*liO noissimsnarT egnahC

YLI
AD

000,5

000,

01

00
0,02

000,03

000,04

000,05

000,06

00
0,0

7

000,08

000,09

000,001

*Initial fill on new units. See LUBRICATION section.

REPEAT SCHEDULE AFTER 100,000 MILES

Fuller® Preventive Maintenance Recommendations

Every 40,000 Miles

Inspect Clutch
Note: Inspection should be made according to manufacturer’s

specifications.

Clutch

Check clutch disc faces for wear.
Check dampening action of clutch driven plate.

Release Bearing

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

Check relative position of thrust surface of release bearing
with thrust sleeve on push type clutches.

Every *50,000 Miles

Change Transmission Lubricant

*Initial fill on new units should be changed at 5,000 miles
(see LUBRICATION).

26

Lubrication

LUBRICATION

Lubrication

Proper Lubrication. . .
the key to long transmission life

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

Eaton® Fuller® Transmissions are designed so that the
internal parts operate in a bath of oil circulated by the motion
of gears and shafts.

Thus, all parts will be amply lubricated if these procedures are
closely followed:

1. Maintain oil level. Inspect regularly.

2. Change oil regularly.

3. Use the correct grade and type of oil.

4. Buy from a reputable dealer.

Lubrication Change and Inspection

Eaton® Roadranger® CD5O Transmission Fluid

HIGHWAY USE-Heavy Duty and Mid.Range

tilf yrotcaFselim 000,5 ot 000,3 tsriF

.niard laitini)mK 5408 ot 7284(

revE

Heavy Duty Highway Change Interval

.diulf)mk 633204(

Mid.Range Highway Change Interval

Every 100,000 miles (160,000 Km) Change transmission

or every 3 years whichever occurs first. fluid.

OFF-HIGHWAY USE

sruoh 005 yrevE

Check for leaks.

where severe dirt conditions exist.

(Normal off-highway use).

Heavy Duty Engine Lubricant or

Mineral Gear Lubricant

HIGHWAY USE

0,01 yrevE

OFF-HIGHWAY USE

oh 04 yrevE
Every 500 hours Change transmission lubricant where severe dirt conditions exist.
Every 1,000 hours Change transmission lubricant (Normal off-highway use).

.level diulf kcehCselim 000,01 y

.skael rof kcehC)mK 09061(

noissimsnart egnahCsetim 000,052 yrevE

.niard laitini llif yrotcaFsruoh 03 tsriF

.level diulf tcepsnIsruoh 04 yrevE

diulf noissimsnart egnahC

diulf noissimsnart egnahCsruoh 000,1 yrevE

llif yrotcaFselim 000,5 ot 000,3 tsriF

.niard laitini)mK 5408 ot 7284(

.level tnacirbul tcepsnIselim 00

.skaet rof kcehC)mK 09061(

noissimsnart egnahCselim 000,05 yrevE

.tnacirbul)mK 05408(

.stinu wen no tnacirbul noissimsnart egnahCsruoh 03 tsriF
.skael rof kcehC .level tnacirbul tcepsnIsru

Change the oil filter when fluid or lubricant is changed.

Recommended Lubricants

Fahrenheit

(Celsius)

Grade Ambient

Type (SAE) Temperature

®

Roadranger

Eaton
CD5O Transmission
Fluid 50 All

Heavy Duty Engine Oil

MIL-L-2104B, C or D or 50 Above 10°F(-12° C.)

API-SF or API-CD 40 Above 10°F(-12° C.)

(Previous API 30 Below 10°F(-12° C.)

designations acceptable)

Mineral Gear Oil with 90 Above 10°F(-12° C.)

rust and oxidation 80W Below 10°F(-12° C.)
inhibitor API-GL-1

®

27

Lubrication

Improper Oil Level

Proper Oil Level

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

Do not use mild EP gear oil or multipurpose gear oil when
operating temperatures are above 230ºF (110ºC). Many of
these gear oils, particularly 85W140, break down above 230ºF
and coat seals, bearings and gears with deposits that may
cause premature failures. If these deposits are observed
(especially a coating on seal areas causing oil leakage),
change to Eaton Roadranger CD5O transmission fluid, heavy
duty engine oil or mineral gear oil to assure maximum
component life and to maintain your warranty with Eaton.
(Also see “Operating Temperatures”.)

Additives and friction modifiers are not recommended for use
in Eaton Fuller transmissions.

Proper Oil Level

Make sure oil is level with filler opening. Because you can
reach oil with your finger does not mean oil is at proper level.

One inch of oil level is about one gallon of oil.
Draining Oil

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

Refilling

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

Operating Temperatures
– With Eaton® Roadranger® CD50 Transmission Fluid
Heavy Duty Engine Oil and Mineral Oil

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

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

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

Transmission Oil Coolers are:

Recommended

- With engines of 350 H.P. and above with overdrive
transmissions

Required

- With engines 399 H.P. and above with overdrive
transmissions and 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

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

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

28

– With EP or Multipurpose Gear Oil

Mild EP gear oil and multipurpose gear oil are not
recommended when lubricant operating temperatures are
above 230ºF (110ºC). In addition, transmission oil coolers are
not recommended with these gear oils since the oil cooler
materials may be attacked by these gear oils. The lower

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

Proper Lubrication Levels as Related to Transmission
Installation Angles

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

Lubrication

Lubrication

22

20

18

16

14

12

10

8

6

4

2

0

0° 1° 2° 3° 4° 5° 6° 7°

12°

11°20’

10°13’

9°16’

8°

6°51’

5°48’

4°35’

3°26’

2°18’

1°8’

0°

T

R

A

N

S

M

IS

S

I

O

N

O

I

L

L

EV

E

L

T

O

B

O

T

T

O

M

O

F

F

IL

LE

R

H

O

L

E

T

R

A

N

S

M

IS

S

I

O

N

O

I

L

L

EV

E

L

1

/

2

”

B

EL

O

W

F

IL

LE

R

H

O

L

E

2

Q

U

A

R

T

S

L

O

W

Transmission Mounting Angle

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

noit

acirbuL repo

r
P r

o

f

n
o

i

t
ati

m

i
L

edarG

f
o tnec

reP

Percent Grade Converted to Degrees

The chart below illustrates the safe percent of upgrade on
which the transmission can be used with various chassis
mounting angles. For example: if you have a 4 degree
transmission mounting angle, then 8 degrees (or 14 percent
of grade) is equal to the limit of 12 degrees. If you have a 0
degree mounting angle, the transmission can be operated on
a 12 degree (21 percent) grade.

Anytime the transmission operating angle of 12 degrees is
exceeded for an extended period of time the transmission
should be equipped with an oil pump or cooler kit to insure
proper lubrication.

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

Proper Lubrication Levels are Essential!

29

TORQUE RECOMMENDATIONS

SLAVE VALVE CAPSCREWS

8-12 Lbs.-Ft., 1/4-20 Threads.
Use Lockwashers.

FRONT BEARING COVER CAPSCREWS

35-45 Lbs.-Ft., 3/8-16 Threads.

STUDS

60 Lbs.-Ft., 3/8-16 Minimum,
Driven Until Bottomed, 5/8-11 Threads.

CLUTCH HOUSING NUTS

5/8-18 Threads
Aluminum Housing:
140-150 Lbs.-Ft (Oiled)
With Nylon Locking Insert.
Use Plain Flat Washer.
Cast Iron Housing:
180-200 Lbs.-Ft Standard Nut.
Use Lockwasher

C’SHAFT FRONT BEARING
RETAINER CAPSCREWS

20-25 Lbs.-Ft., 3/8-24 or
25-35 Lbs.-Ft., 1/2-20
Threads, Secure with Lock Wire
90-120 Lbs.-Ft., 5/8-18 Threads.

All 1/8 Inch Compression
Fittings 25-30 Lbs.-Inch

CLUTCH HOUSING CAPSCREWS

1/2-13 Threads
Aluminum Housing:
70-80 Lbs.-Ft., Use Shakeproof Internal
Lockwasher.
Cast Iron Housing:
80-100 Lbs. Ft. Use Lockwasher

DRIVE GEAR NUT

250-300 Lbs.-Ft., 2-1/8-16 L.H. Threads, Clean
Threads with Solvasol or Equivalent Stake 2 Places.

REVERSE IDLER SHAFT NUTS

50-60 Lbs.-Ft., (Oiled)
5/8-18 Threads with Nylon Locking Insert.

AUX. DRIVE GEAR BEARING RETAINER CAPSCREWS

35-45 Lbs.-Ft., 3/8-16 Threads.
Secure with Lock Wire.

OIL DRAIN PLUG

45-55 Lbs.-Ft., 3/4 Pipe Threads.

REDUCTION/SPLITTER YOKE LOCKSCREW

35-45 Lbs.-Ft., 7/16-20 Threads.
Secure with Lock Wire.

AUXILIARY HOUSING CAPSCREWS

35-45 Lbs.-Ft., 3/8-6 Threads.
Use Lockwashers.

OUTPUT SHAFT NUT

450-500 Lbs.-Ft., (Oiled at Vehicle
Installation). 2-16 Threads with
Nylon Locking Insert.
(oiled at vehicle installation)

RANGE CYLINDER SHIFT BAR NUT

70-85 Lbs.-Ft., 5/8-18 Threads with
Nylon Locking Patch.
(610)6610 Model, 60-75 Lbs.-Ft.
1/2-13 Threads, Use Lockwasher.)

RANGE SHIFT YOKE CAPSCREWS

50-65 Lbs.-Ft., 1/2-20 Threads,
Secure with Lock Wire

SHIFT BAR HOUSING CAPSCREWS

35-45 Lbs.-Ft., 3/8-16 Threads.

SHIFT LEVER HOUSING CAPSCREWS

35-45 Lbs.-Ft., 3/8-16 Threads.

YOKE LOCKSCREWS

Start By Hand Until Cone Engages,
35-45 Lbs.-Ft., 7/16-20 Threads,
Secure with Lock Wire.

Cut 7190S 6/86

Torque Recommendations

30

Torque Recommendations

SUPPORT STUD NUTS

170-185 Lbs.-Ft., (Oiled at Vehicle
Installation). 5/8-18 Threads,
Use Lockwashers

SUPPORT STUD

60 Lbs.-Ft., Minimum.
Drive Until Bottomed
5/8-11 Threads.

REAR BEARING COVER CAPSCREWS

35-45 Lbs.-Ft., 3/8-16 Threads,
Use Lockwashers.

REAR BEARING COVER ESLOK CAPSCREWS

35-45 Lbs.-Ft., 3/8-16 Threads,
Use Brass Flat Washer & Nylon Collar.

Torque Recommendations

REVERSE SIGNAL SWITCH PLUG

35-50 Lbs.-Ft., 9/6-18 Threads.

AIR FILTER/REGULATOR CAPSCREWS

8-12 Lbs.-Ft., 1/4-20 Threads.

AUX. RANGE CYLINDER
CAPSCREWS

35-45 Lbs.-Ft., 3/8-16 Threads.

AUX. RANGE CYLINDER
COVER CAPSCREWS

35-45 Lbs.-Ft., 3/8-16 Threads.

OIL FILL PLUG

35-45 Lbs.-Ft., 1-1/4 Pipe Threads.

LARGE P.T.O. COVER CAPSCREWS

50-60 Lbs.-Ft., 7/16-14 Threads.

REDUCTION/SPLITTER CYLINDER PLUG

40-50 Lbs.-Ft., 5/8-18 Threads.

REDUCTION/SPLITTER CYLINDER COVER CAPSCREWS

20-25 Lbs.-Ft., 5/16-18 Threads.

THREAD SEALING INSTRUCTI ONS

• Capscrews – Apply Loctite 242

• Drove Gear Nut, Clutch Housing Studs, and Support Studs – Apply Thread Sealant (Fuller Part No. 71204)

• Tapered Threads (Pipe Threads) and Airline Fittings – Ap ply Hydraulic Sealant (Fuller Part No. 71205)

SMALL P.T.O. COVER CAPSCREWS

35-45 Lbs.-Ft., 3/8-16 Threads.

AUX. C’SHAFT REAR BEARING
COVER CAPSCREWS

35-45 Lbs.-Ft., 3/8-16 Threads.

THERMOCOUPLE PLUG

40-50 Lbs.-Ft., 1/2 Pipe Threads.

SPEEDOMETER HOUSING PLUG

35-50 Lbs.-Ft., 13/16-20 Threads.

HAND HOLE COVER CAPSCREWS

20-25 Lbs.-Ft., 5/16-18 Threads.

Cut 7191S 6/86

31

TROUBLESHOOTER’S GUIDELINE

Troubleshooter’s Guideline

Following is a basic procedure guideline for troubleshooting
transmissions:

1. Preliminary Inspection.
a. Personal Observation – look for signs of misuse

such as broken mounts, fittings or brackets;
check airlines.

b. Question the Owner or Operator – gather

information on operating conditions and vehicle
use, on history of problem, and on shifting
characteristics if affected.

c. Gather History of Unit – including maintenance

and lubrication procedures, past failures, and
mileage or hours of use.

2. Disassemble Transmission.
a. Keep oil sample for impurities, check if needed.
b. During disassembly, check for incorrectly

installed parts, missing parts, and nongenuine
parts.

c. Clean and inspect each piece closely.

3. Determine Type of Failure.

8. Check airlines or hoses.

9. Tighten part.

10. Correct the restriction.

11. Recheck timing.

12. Clean part.

13. Apply thin film silicone.

14. Apply sealant.

4. Determine and correct Cause of Failure.

To Use Guideline Chart

The T r oubleshooter’s Guideline Chart is used to locate and
correct transmission problems.

To use the guideline, 1) Locate the transmission problem in
the left hand column; 2) Trace line horizontally across the
page until a rectangle with a number in it is reached; 3) Trace
up vertical column to find a possible cause. The number in the
intersection of the vertical and horizontal lines tell which
corrections to use; 4) Possible corrections are listed below.
There may be more than one possible cause and possible
correction for each problem.

POSSIBLE CORRECTIONS

1. Instruct driver on proper driving techniques.

2. Replace parts (after trying other listed possible
corrections).

3. Loosen lock-screw and retighten to proper torque.

4. Look for resultant damage.

5. Smooth with emery paper.

6. Reset to proper specifications.

7. Install missing parts.

32

Troubleshooter’s Guideline

Troubleshooter’s Guideline

PROBLEM

SLIP OUT (SPLITTER)

SLIP OUT (RANGE)

SLIP OUT OR
JUMP OUT (FRONT SECTION)

SLOW SHIFT (SPLITTER)

SLOW SHIFT OR
WON’T SHIFT (RANGE)

HARD SHIFT OR WON’T
SHIFT (FRONT SECTION)

ABLE TO SHIFT FRONT
SECTION INTO 2 GEARS AT ONCE

GRINDING ON INITIAL
LEVER ENGAGEMENT

LEVER LOCKS UP OR
STICKS IN GEAR

NOISE

ESUAC ELBISSOP

S
DAP

EKO

Y
N

R
OW

1
2

2

2
3

2

G
NIRPS TN

E
TED GNISSIM R

RAB EKOY NO

RAB

E
K
OY TNEB

O KAEW

RRUB

2
7

522

7

G
N

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GN

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CA

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RESNI DEGAM

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SOH ESOO

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ADT

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229

92

229

29

GEAR RATTLE AT IDLE

VIBRATION

BURNED MAINSHAFT WASHER

INPUT SHAFT SPLINES WORN OR
INPUT SHAFT BROKEN

CRACKED CLUTCH HOUSING

BROKEN AUXILIARY HOUSING

BURNED SYNCHRONIZER

BROKEN SYNCHRONIZER

HEAT

TWISTED MAINSHAFT

DRIVE SET DAMAGED

BURNED BEARING

OIL LEAKAGE

OVERLAPPING GEAR RATIOS

2

10

33

Troubleshooter’s Guideline

NOTSIP EVLAV EVALS GNIKCITS

ESOH RIA DEHCNIP

GNIR ”O“ EGAMAD

101026

12

12

13

10

13

2

E

ECNARELOT RAEG TFAHSNIAM EVISSECXE

ECALP GNORW OT DEK

TEKSAG DETNUOM YLREPORPMI

OOH ESOH RIA

10

10

10

TFAH

ROTCENNOC RO ENIL RIA DEHCNIP

12

HTOOT NO RRUB RO RAEG DEKCARC

ESOOL TUN NOTSIP REDNILYC RIA

S NO EMIT FO TUO DETSIWT RAEG

DEKCARC NOTSIP REDNILYC RIA

2
4

2
4

2
4

2139

2
4

TFAHS

NIAM

DETSIWT

2

2

222

2

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)NOITCES

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34

Conversion Table

Conversion Table

1/64 ............... .015625 17/64 ............. .265625 33/64 ............ .515625 49/64 ............. .765625

1/32 ............ .03125 9/32 ............ .28125 17/32 .......... .53125 25/32 .......... .78125

3/64 ............... .046875 19/64 ............. .296875 35/64 ............. .546875 51/64 .............. .796875

1/16 ............ .0625 5/16 ............ .3125 9/16 ............ .5625 13/16 .......... .8125

5/64 ............... .078125 21/64 ............. .328125 37/64 ............. .578125 53/64 .............. .828125

3/32 ............ .09375 11/32 .......... .34375 19/32 .......... .59375 27/32 .......... .84375

7/64 ............... .109375 23/64 ............. .359375 39/64 ............. .609375 55/64 .............. .859375

1/8 .............. .125 3/8 .............. .375 5/8 .............. .625 7/8 .............. .875

9/64 ............... .140625 25/64 ............. .390625 41/64 ............. .640675 57/64 .............. .890625

5/32 ............ .15625 13/32 .......... .40625 21/32 .......... .65625 29/32 .......... .90625

11/64 ............. .171875 27/64 ............. .421875 43/64 ............. .671875 59/64 .............. .921875

3/16 ............ .1875 7/16 ............ .4375 11/16 .......... .6875 15/16 .......... .9375

13/64 ............. .203125 29/64 ............. .453125 45/64 ............. .703125 61/64 .............. .953125

7/32 ............ .21875 15/32 .......... .46875 23/32 .......... .71875 31/32 .......... .96875

15/64 ............. .234375 31/64 ............. .484375 47/64 ............. .734375 63/64 .............. .984375

1/4 .............. .25 1/2 .............. .5 3/4.............. .75 1 ................. 1.0

1 mile = 1.609 kilometers (Km)

1 inch = 25.4 millimeters (mm)

1 pound = 0.453 kilograms (Kg)

1 pint = 0.473 liters (l)

1 pounds

•

feet = 1.356 Newton/Meters (N.m)

MM In. MM In. MM In. MM In. MM In. MM In. MM In.

1 .......... .0394 21 .......... .8268 41 ........ 1.6142 61 ........ 2.4016 81 ..... 3.1890 105 ...... 4.1339 205 ...... 8.0709

2 .......... .0787 22 .......... .8661 42 ........ 1.6535 62 ........ 2.4409 82 ..... 3.2283 110 ...... 4.3307 210 ...... 8.2677

3 .......... .1181 23 .......... .9055 43 ........ 1.6929 63 ........ 2.4803 83 ..... 3.2677 115 ...... 4.5276 215 ...... 8.4646

4 .......... .1575 24 .......... .9449 44 ........ 1.7323 64 ........ 2.5197 84 ..... 3.3071 120 ...... 4.7244 220 ...... 8.6614

5 .......... .1969 25 .......... .9843 45 ........ 1.7717 65 ........ 2.5591 85 ..... 3.3565 125 ...... 4.9213 225 ...... 8.8583

6 .......... .2362 26 ........ 1.0236 46 ........ 1.8110 66 ........ 2.5984 86 ..... 3.3858 130 ....... 5.1181 230 ...... 9.0551

7 .......... .2756 27 ........ 1.0630 47 ........ 1.8504 67 ........ 2.6378 87 ..... 3.4252 135 ...... 5.3150 235 ...... 9.2520

8 .......... .3150 28 ........ 1.1024 48 ........ 1.8898 68 ........ 2.6772 88 ..... 3.4646 140 ....... 5.5118 240 ...... 9.4488

9 .......... .3543 29 ........ 1.1417 49 ........ 1.9291 69 ........ 2.7165 89 ..... 3.5039 145 ...... 5.7087 245 ...... 9.6457

10 .......... .3937 30 ........ 1.1811 50 ........ 1.9685 70 ........ 2.7559 90 ..... 3.5433 150 ...... 5.9055 250 ...... 9.8425

11 .......... .4331 31 ........ 1.2205 51 ........ 2.0079 71 ........ 2.7953 91 ..... 3.5827 155 ...... 6.1024 255 .... 10.0394

12 .......... .4724 32 ........ 1.2598 52 ........ 2.0472 72 ........ 2.8346 92 ..... 3.6220 160 ...... 6.2992 260 .... 10.2362

13 .......... .5118 33 ........ 1.2992 53 ........ 2.0866 73 ........ 2.8740 93 ..... 3.6614 165 ...... 6.4961 265 .... 10.4331

14 .......... .5512 34 ........ 1.3386 54 ........ 2.1260 74 ........ 2.9134 94 ..... 3.7008 170 ...... 6.6929 270 .... 10.6299

15 .......... .5906 35 ........ 1.3780 55 ........ 2.1654 75 ........ 2.9528 95 ..... 3.7402 175 ...... 6.8898 275 .... 10.8268

16 .......... .6299 36 ........ 1.4173 56 ........ 2.2047 76 ........ 2.9921 96 ..... 3.7795 180 ...... 7.0866 280 .... 11.0236

17 .......... .6693 37 ........ 1.4567 57 ........ 2.2441 77 ........ 3.0315 97 ..... 3.8189 185 ...... 7.2835 285 .... 11.2205

18 .......... .7087 38 ........ 1.4961 58 ........ 2.2835 78 ........ 3.0709 98 ..... 3.8583 190 ...... 7.4803 290 .... 11.4173

19 .......... .7480 39 ........ 1.5354 59 ........ 2.3228 79 ........ 3.1102 99 ..... 3.8976 195 ...... 7.6772 295 .... 11.6142

20 .......... .7874 40 ........ 1.5748 60 ........ 2.3622 80 ........ 3.1496 100..... 3.9370 200 ...... 7.8740 300 ..... 11.8110

CONVERSION TABLE

Decimal Equivalents Metric Conversions

Metric Equivalents

35

Metric Conversion Factors

Approximate Conversions to Metric Measures

Symbol When You Know Multiply by To Find Symbol

LENGTH

mm millimeters 0.04 inches in
cm centimeters 0.4 inches in
m meters 3.3 feet ft
m meters 1.1 yards yd
km kilometers 0.6 miles ml

AREA

cm

2

square centimeters 0.16 square inches in

2

m

2

square meters 1.2 square yards yd

2

km

2

square kilometers 0.4 square miles m

2

ha hectares (10,000 m2) 2.5 acres

MASS (weight)

g gram 0.035 ounces oz
kg kilograms 2.2 pounds lb
t tonnes (1000 kg) 1.1 short tons

VOLUME

ml milliters 0.03 fluid ounces fl oz

tpstnip1.2sretill
tqstrauq60.1sretill

lagsnollag64.0sretill

m

3

cubic meters 35 cubic feet ft

3

m

3

cubic meters 1.3 cubic yards yd

3

TEMPERATURE (exact)

°C Celsius 9/5 (then Fahrenheit °F

temperature add 32) temperature

212

100

—40

°F

°C

—40

32

0

—20

040

20 40

80

37

98.6
120

60

160

80

200

Approximate Conversions to Metric Measures

Symbol When You Know Multiply by To Find Symbol

LENGTH

in inches *2.5 centimeters cm
ft feet 30 centimeters cm
yd yards 0.9 meters m
ml miles 1.6 kilometers km

AREA

in

2

square inches 6.5 square centimeters cm

2

ft

2

square feet 0.09 square meters m

2

yd

2

square yards 0.8 square meters m

2

m

2

square miles 2.6 square kilometers km

2

acres 0.4 hectares ha

MASS (weight)

oz ounces 28 grams g
lb pounds 0.45 kilograms kg

short tons (2000 lb) 0.9 tonnes t

VOLUME

tsp teaspoons 5 milliters ml
Tbsp tablespoons 15 milliters ml
fl oz fluid ounces 30 milliters ml

lsretil42.0spucc

lsretil74.0stniptp
qt quarts 0.95 liters l
gal gallons 3.8 liters l
ft

3

cubic feet 0.03 cubic feet m

3

yd

3

cubic yards 0.76 cubic meters m

3

TEMPERATURE (exact)

°F Fahrenheit 5/9 Celsius °C

temperature (after temperature

subtracting

32)

Conversion Table

36

Towing or Coasting

Towing or Coasting

Cut 8962D-2/89

TOWING OR COASTING

Fuller transmissions require rotation of the front section
countershaft and mainshaft gears to provide adequate lubrica
tion. These gears do not rotate when the vehicle is towed with
the rear wheels on the ground and the drive train connected.
The mainshaft, however, is driven at a high rate of speed by
the rear wheels. The friction between the mainshaft splined
washers, due to the lack of lubrication and the extreme differ
ence in rotational speeds, will severely damage the transmis­sion. Coasting with the transmission in neutral will produce
the same damage.

-

-

Max-

Operating

Angle

Cut 8962C-2/89

Transm

ission

M

ounting Angle

P

e

r

c

e

n

t

o

f

g

r

a

d

e

To prevent this kind of damage:
Never coast with the transmission in neutral.

Never coast with the clutch depressed.

When towing, pull the axle shafts, or disconnect the drive­line, or tow with the drive wheels off the ground.

37

Copyright Eaton, 2013.
Eaton hereby grant their customers,
vendors, or distributors permission
to freely copy, reproduce and/or
distribute this document in printed
format. It may be copied only in
its entirety without any changes or
modifications. THIS INFORMATION
IS NOT INTENDED FOR SALE OR
RESALE, AND THIS NOTICE MUST
REMAIN ON ALL COPIES.

Note: Features and specifications
listed in this document are subject to
change without notice and represent
the maximum capabilities of the
software and products with all options
installed. Although every attempt has
been made to ensure the accuracy of
information contained within, Eaton
makes no representation about the
completeness, correctness or accuracy
and assumes no responsibility for
any errors or omissions. Features and
functionality may vary depending on
selected options.

For spec’ing or service assistance,
call 1-800-826-HELP (4357) or visit
www.eaton.com/roadranger.
In Mexico, call 001-800-826-4357.

Roadranger: Eaton and trusted partners
providing the best products and services in the
industry, ensuring more time on the road.

Eaton

Vehicle Group
P.O. Box 4013
Kalamazoo, MI 49003 USA
800-826-HELP (4357)
www.eaton.com/roadranger

Printed in USA

For parts or service call us

Pro Gear & Transmission, Inc.

1 [phone]

[phone]

[e-mail]

906 W. Gore St.

Orlando, FL 32805