Page 1
Service Manual
Fuller Heavy-Duty Transmissions
TRSM1500 EN-US
April 2013
RT-8908LL
RTO-11707LL
RTO-11708LL
RTOF-11707LL
RTOF-11708LL
RTOF-14708LL
RTX-11708LL
RTX-14708LL
RTXF-11708LL
RTXF-14708LL
RTO-11707DLL
RTO-11709MLL
RTO-11908LL
RTO-11909ALL
RTO-11909MLL
RTO-13707DLL
RTO-13707MLL
RTO-14709MLL
RTO-14908LL
RTO-14909ALL
RTO-14909MLL
RTO-16908LL
RTO-16909ALL
RTOF-11709MLL
RTOF-11908LL
RTOF-11909ALL
RTOF-11909MLL
RTOF-13707DLL
RTOF-13707MLL
RTOF-14709MLL
RTOF-14908LL
RTOF-14909ALL
RTOF-14909MLL
RTOF-16908LL
RTOF-16909ALL
RTX-11715
RTX-14715
RTXF-11715
RTXF-14715
RTXF-15715
Page 2
Page 3
Warnings and Precautions
Service Procedure
WARNING
!
Warnings and Precautions
Before starting a vehicle always be seated in the driver’s seat, place the transmission in neutral, set the parking brakes and
disengage the clutch.
Before working on a vehicle place the transmission in neutral, set the parking brakes and block the wheels.
Before towing the vehicle place the transmission in neutral, and lift the rear wheels off the ground, remove the axle shafts,
or disconnect the driveline to avoid damage to the transmission during towing.
The description and specifications contained in this service publication are current at the time of printing.
Eaton Corporation reserves the right to discontinue or modify its models and/or procedures and to change specifications at any
time without notice.
Any reference to brand name in this publication is made as an example of the types of tools and materials recommended for use
and should not be considered an endorsement. Equivalents may be used.
This symbol is used throughout this manual to call attention to procedures where carelessness or failure to follow
specific instructions may result in personal injury and/or component damage.
Departure from the instructions, choice of tools, materials and recommended parts mentioned in this publication may jeopardize
the personal safety of the service technican or vehicle operator.
Warning: Failure to follow indicated procedures creates a high risk of personal injury to the service technician.
Caution: Failure to follow indicated procedures may cause component damage or malfunction.
Note: Additional service information not covered in the service procedures.
Tip: Helpful removal and installation procedures to aid in the service of this unit.
Always use genuine Eaton replacement parts.
i
Page 4
Introduction
Transmission Overview
Shift Bar Housing:
Shift Bar Housing:
Levers/Housings
Levers/Housings
& Isolators
& Isolators
Air System:
Roadranger® Valve
Auxiliary Section:
Combination Cylinder
Shift Bar Housing:
Shift Bar Housing Assembly
Front Section:
Clutch Housing / Case Assembly
Front Section:
Input Shaft / Drive Gear
Front Section:
Reverse Idler
Front Section:
Countershafts
Front Section:
Reverse Idler
Air System:
Air Filter/Regulator
Auxiliary Section:
Auxiliary Countershaft
Auxiliary Section:
Auxiliary Case Assy
Auxiliary Section:
Mainshaft & Synchro
Auxiliary Section:
Auxiliary Drive Gear
Front Section:
Mainshaft
Auxiliary Section:
Countershaft
Air System:
Slave Valve
ii
Page 5
Table of Contents
General Information
Purpose and Scope of Manual .................................... 1
Serial Tag Information and Model Nomenclature ........ 5
Lubrication Specifications ........................................... 7
Transmission Operation ..............................................9
Tool Specifications .................................................... 13
Preventive Maintenance Inspection ........................... 17
Power Flow Diagrams ............................................... 21
Air System Overview ................................................. 35
General Troubleshooting Chart ................................. 47
Air System Troubleshooting ...................................... 50
In-Vehicle Service Procedures
Timing Procedures .................................................... 66
How to Disassemble Roadranger Valve A-4900 ........ 70
How to Assemble Roadranger Valve A-4900 ............. 72
How to Remove the Air Lines and Hoses .................. 74
How to Install the Air Lines and Hoses ...................... 76
How to Remove Compression Type Fittings .............. 78
How to Install Compression Type Fittings ................. 79
How to Remove Push-To-Connect Type Fittings ....... 80
How to Install Push-To-Connect Type Fittings .......... 81
How to Remove Rubber 1/4" Air Hoses ..................... 82
How to Install Rubber 1/4" Air Hoses ........................ 83
How to Remove the Air Filter/Regulator .................... 84
How to Install the Air Filter/Regulator ....................... 85
How to Remove a Roadranger Valve .........................86
How to Install a Roadranger Valve ............................87
How to Remove a Slave Valve ................................... 88
How to Install a Slave Valve ...................................... 89
How to Remove the
Gear Shift Lever/Remote Shift Control ............... 90
How to Install the
Gear Shift Lever/Remote Shift Control ............... 91
How to Adjust the Remote Shift Control (LRC Type) . 92
Neutral Switch Operation and Testing .......................94
How to Remove the Neutral Switch ........................... 95
How to Install the Neutral Switch .............................. 96
Reverse Switch Operation and Testing ...................... 97
How to Remove the Reverse Switch ......................... 98
How to Install the Reverse Switch ............................. 99
How to Remove the Shift Bar Housing ....................100
How to Install the Shift Bar Housing ....................... 102
How to Remove the Oil Seal -
Mechanical Speedometer ................................ 104
How to Install the Oil Seal -
Mechanical Speedometer ................................ 106
How to Remove the Oil Seal -
Magnetic Speedometer ................................... 107
How to Install the Oil Seal - Magnetic Speedometer 110
How to Remove the
Output Yoke/Companion Flange and Nut ..........112
How to Install the Output Yoke/Companion
Flange and Nut .................................................114
How to Removethe Output Yoke/
Flange and Retaining Capscrews ......................116
How to Install the Output Yoke/
Flange and Retaining Capscrews .......................117
How to Remove the Auxiliary Section in Chassis .....118
How to Install the Auxiliary Section in Chassis ........120
How to Remove the
Combination Cylinder Assembly .......................123
How to Install the Combination Cylinder Assembly .125
Transmission Overhaul
Procedures-Bench Service
How to Disassemble the Gear Shift Lever ................127
How to Assemble the Gear Shift Lever ....................129
How to Remove the Shift Bar Housing ....................131
How to Install the Shift Bar Housing ........................133
How to Disassemble the
Standard Shift Bar Housing ..............................135
How to Assemble the Standard Shift Bar Housing ...138
How to Disassemble the Forward Shift Bar Housing 141
How to Assemble the Forward Shift Bar Housing ....144
How to Remove the Input Shaft Assembly
(without main case disassembly) ....................147
How to Install the Input Shaft Assembly
(without main case disassembly) ....................149
How to Remove the Auxiliary Section
with Tapered Bearings .....................................151
How to Remove the
Combination Cylinder Assembly .......................153
How to Remove the
Auxiliary Countershaft Assembly ......................155
How to Disassemble the Output Shaft Assembly .....158
How to Disassemble the Synchronizer Assembly ....162
How to Assemble the Synchronizer Assembly .........163
How to Assemble the Output Shaft Assembly ..........165
How to Install the Combination Cylinder Assembly .171
How to Install the Auxiliary Countershaft Assembly 173
How to Remove the Clutch Housing ........................177
How to Remove the Auxiliary Drive Gear Assembly .179
How to Disassemble the
Upper Reverse Idler Gear Assembly ................182
How to Disassemble the
Lower Reverse Idler Gear Assembly ................184
How to Remove the
Upper and Lower Countershaft Bearings ..........185
iii
Page 6
Table of Contents
How to Remove the Mainshaft Assembly ................ 187
How to Remove the Countershaft Assemblies ........ 188
How to Disassemble the Countershaft Assemblies . 190
How to Remove the
Input Shaft and Main Drive Gear ...................... 192
How to Disassemble the Mainshaft Assembly ......... 195
How to Disassemble the Mainshaft Assembly
with Low Force Gearing ................................... 197
How to Assemble the Mainshaft Assembly
with Selective (Adjustable) Thickness Tolerance
Washers ........................................................... 199
How to Assemble the Mainshaft Assembly
with Non-Selective (Non-Adjustable) Tolerance
Washers ........................................................... 205
How to Assemble the Mainshaft Assembly
with Low Force Gearing ................................... 208
How to Prepare the Main Case for Assembly .......... 211
How to Assemble the Countershaft Assemblies ...... 212
How to Assemble the
Lower Reverse Idler Gear Assembly ............... 214
How to Install Countershaft Assemblies .................. 217
How to Install the Lower Countershaft Bearings ..... 218
How to Install the
Input Shaft and Main Drive Gear ...................... 220
How to Install the Mainshaft Assembly ................... 222
How to Install the Upper Countershaft Bearings ..... 224
How to Assemble the
Upper Reverse Idler Gear Assembly ................ 227
How to Install the Auxiliary Drive Gear Assembly .... 230
How to Install the Clutch Housing ...........................233
How to Disassemble the Integral Oil Pump
without Auxiliary Oil Tube ............................... 234
How to Assemble the Integral Oil Pump
without Auxiliary Oil Tube ............................... 237
How to Remove the Integral Oil Pump .................... 240
How to Install the Integral Oil Pump ....................... 242
How to Install the Auxiliary Section
with Tapered Bearings .................................... 244
Shim Procedure without a Shim Tool
for Tapered Bearings ...................................... 246
iv
Page 7
Introduction
General Information
Purpose and Scope of Manual
This manual is designed to provide information necessary to service and repair the Fuller® transmissions listed on the front.
How to use this Manual
The service procedures have been divided into two sections: In-Vehicle Service Procedures and Transmission Overhaul Procedures—Bench Service. In-Vehicle Service Procedures contain procedures that can be performed while the transmission is still
installed in the vehicle. Transmission Overhaul Procedures contain procedures that are performed after the transmission has been
removed from the vehicle.
The procedure sections are laid out with a general heading at the top outside edge of each page followed by more specific headings
and the procedures. To find the information you need in these sections, first go to the section that contains the procedure you
need. Then look at the heading at the top and outside edge of each page until you find the one that contains the procedure you need.
Transmission Overhaul Procedures follow the general steps for complete disassembly and then assembly of the transmission.
Note: In some instances the transmission appearance may be different from the illustrations, but the procedure is the same.
Disassemble Precautions
It is assumed in the detailed assembly instructions that the lubricant has been drained from the transmission, the necessary linkage and vehicle air lines disconnected and the transmission has been removed from vehicle chassis. Removal of the gear shift
lever housing assembly (or remote control assembly) is included in the detailed instructions (How to Remove the Gear Shift Lever). This assembly MUST be detached from the shift bar housing before the transmission can be removed.
Follow closely each procedure in the detailed instructions, make use of the text, illustrations, and photographs provided.
Assemblies
• When disassembling the various assemblies, such as the mainshaft, countershafts, and shift bar housing, lay all parts
on a clean bench in the same sequence as removed. This procedure will simplify assembly and reduce the possibility of
losing parts.
Bearings
• Carefully wash and lubricate all usable bearings as removed and protectively wrap until ready for use. Remove bearings
planned to be reused with pullers designed for this purpose.
Cleanliness
• Provide a clean place to work. It is important that no dirt or foreign material enters the unit during repairs. Dirt is an
abrasive and can damage bearings. It is always a good practice to clean the outside of the unit before starting the planned
disassembly.
Input Shaft
• The input shaft can be removed from the transmission without removing the countershafts, mainshaft, or main drive
gear. Special procedures are required and provided in this manual.
1
Page 8
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
Page 9
Introduction
Snap Rings
• Remove snap rings with pliers designed for this purpose. Snap rings removed in this manner can be reused, if they are
not sprung or loose.
When Using Tools to Move Parts
• Always apply force to shafts, housings, etc., with restraint. Movement of some parts is restricted. Never apply force to
driven parts after they stop solidly. The use of soft hammers, soft bars, and mauls for all disassembly work is recom-
mended.
Inspection Precautions
Before assembling the transmission, check each part carefully for abnormal or excessive wear and damage to determine reuse or
replacement. When replacement is necessary, use only genuine Fuller
extended life from your unit.
Since the cost of a new part is generally a small fraction of the total cost of downtime and labor, avoid reusing a questionable part
which could lead to additional repairs and expense soon after assembly. To aid in determining the reuse or replacement of any
transmission part, consideration should also be given to the unit's history, mileage, application, etc.
Recommended inspection procedures are provided in the following checklist.
Bearings
• Wash all bearings in clean solvent. Check balls, rollers, and raceways for pitting, discoloration, and spalled areas. Re-
place bearings that are pitted, discolored, spalled, or damaged during disassembly.
• Lubricate bearings that are not pitted, discolored, or spalled and check for axial and radial clearances.
• Replace bearings with excessive clearances.
• Check bearing fit. Bearing inner races should be tight to shaft; outer races slightly tight to slightly loose in case bore. If
the bearing spins freely in the bore the case should be replaced.
Bearing Covers
• Check covers for wear from thrust of adjacent bearing. Replace covers damaged from thrust of bearing outer race.
• Check cover bores for wear. Replace those worn or oversized.
Clutch Release Parts
®
Transmission parts to assure continued performance and
• Check clutch release parts. Replace yokes worn at cam surfaces and bearing carrier worn at contact pads.
• Check pedal shafts. Replace those worn at bushing surfaces.
Gears
• Check gear teeth for frosting and pitting. Frosting of gear teeth faces presents no threat of transmission failure. Often
in continued operation of the unit, frosted gears "heal" and do not progress to the pitting stage. In most cases, gears
with light to moderate pitted teeth have considerable gear life remaining and can be reused, but gears in the advanced
stage of pitting should be replaced.
• Check for gears with clutching teeth abnormally worn, tapered, or reduced in length from clashing during shifting. Re-
place gears found in any of these conditions.
• Check axial clearance of gears.
2
Page 10
Introduction
General Information
Gear Shift Lever Housing Assembly
• Check spring tension on shift lever. Replace tension spring if lever moves too freely.
• If housing is disassembled, check gear shift lever bottom end and shift finger assembly for wear. Replace both gears if
excessively worn.
Gray Iron Parts
• Check all gray iron parts for cracks and breaks. Replace parts found to be damaged.
Oil Return Threads and Seals
• Check oil return threads on the input shaft. If return action of threads has been destroyed, replace the input shaft.
• Check oil seal in rear bearing cover. If sealing action of lip has been destroyed, replace seal.
O-Rings
• Check all o-rings for cracks or distortion. Replace if worn.
Reverse Idler Gear Assemblies
• Check for excessive wear from action of roller bearings.
Shift Bar Housing Assembly
• Check for wear on shift yokes and block at pads and lever slot. Replace excessively worn parts.
• Check yokes for correct alignment. Replace sprung yokes.
• Check lock screw in yoke and blocks. Tighten and rewire those found loose.
• If housing has been disassembled, check neutral notches of shift bars for wear from interlock balls.
Sliding Clutches
• Check all shift yokes and yoke slots in sliding clutches for extreme wear or discoloration from heat.
• Check engaging teeth of sliding clutches for partial engagement pattern.
Splines
• Check splines on all shafts for abnormal wear. If sliding clutch gears, companion flange, or clutch hub has wear marks
in the spline sides, replace the specific shaft effected.
Synchronizer Assembly
• Check synchronizer for burrs, uneven and excessive wear at contact surface, and metal particles.
• Check blocker pins for excessive wear or looseness.
• Check synchronizer contact surfaces on the synchronizer cups for wear.
Washers
• Check surfaces of all washers. Washers scored or reduced in thickness should be replaced.
3
Page 11
Introduction
IMPORTANT
Assembly Precautions
Make sure that case interiors and housings are clean. It is important that dirt and other foreign materials are kept out of the transmission during assembly. Dirt is an abrasive and can damage polished surfaces of bearings and washers. Use certain precautions, as listed below, during assembly.
Axial Clearances
• Maintain original axial clearances of 0.006-0.015 in. for mainshaft gears.
Bearings
• Use a flange-end bearing driver for bearing installation. These special drivers apply equal force to both bearing races,
preventing damage to balls/rollers and races while maintaining correct bearing alignment with bore and shaft. Avoid us-
ing a tubular or sleeve-type driver, whenever possible, as force is applied to only one of the bearing races.
Capscrews
®
• To prevent oil leakage and loosening, use Fuller
Gaskets
• Use new gaskets throughout the transmission as it is being rebuilt. Make sure all gaskets are installed. An omission of
any gasket can result in oil leakage or misalignment of bearing covers.
sealant #71205 on all capscrews.
Initial Lubrication
• Coat all limit washers and shaft splines with Lubricant during assembly to prevent scoring and galling of such parts.
O-Rings
• Lubricate all o-rings with silicon lubricant.
Universal Joint Companion Flange or Yoke
• Pull the companion flange or yoke tightly into place with the output shaft nut, using 650-700 lb-ft (881.28-949.07 N•m)
of torque. Make sure the speedometer drive gear or a replacement spacer of the same width has been installed. Failure
to pull the companion flange or yoke tightly into place can result in damage to the mainshaft rear bearing.
See the appropriate Illustrated Parts Lists (specified by model series) to ensure that proper parts are used during assembly of the
transmission.
4
Page 12
Model Designations and Specifications
General Information
RT
O-
11909MLL
Ratio Set
Forward Speeds
6 = "Multi-Mesh" Gearing
This (x) 100 = Nominal Torque Capacity
L or LL notation used here indicates one (L)
or two Low (LL) gears in addition to designated speeds
7 = Helical Auxilary Gearing and
"Multi-Mesh" Front Gearing
9 = Improved Seal System
Eaton Fuller Model Designation Prefix
See options below:
RT Roadranger
¨
Twin Countershaft
RT
F
w/ Forward Shift Bar Housing
RTO w/ Overdrive
RTOF
w/ Overdrive and Forward Shift Bar Housing
RT
X
w/ Overdrive and Direct Shift Pattern
RTXF w/ Overdrive, Direct Shift Pattern and Forward Shift Bar Housing
Prefix
Definition
Serial Tag Information and Model Nomenclature
Transmission model designation and other transmission identification information are stamped on the transmission tag. To identify the transmission model designation and serial number, locate the tag on the transmission and then locate the numbers as
shown.
When calling for service assistance or parts, have the model and serial numbers handy.
Do not remove or destroy the transmission identification tag.
The model number gives basic information about the transmission. Use this number when calling for service assistance or replacement parts.
Serial Number
The serial number is the sequential identification number of the transmission. Before calling for service assistance, write the number down. It may be needed.
Bill of Material or Customer Number
This number may be located below the model and serial numbers. It is a reference number used by Eaton®.
5
Page 13
Model Designations and Specifications
Model Options
Torque Rating
The torque rating of the transmission specified in the model number is the input torque capacity in Lb·ft. Various torque ratings
are available. For more information, call your Eaton Fuller regional sales and service office at 1-800-826-HELP (4357).
Shift Bar Housings
Two types of shift bar housings are available for this transmission. Both are described and shown below.
Standard
The standard shift bar housing has a gear shift lever opening that is located toward the rear of the transmission.
Forward
The forward shift bar housing has a gear shift lever opening located three inches closer to the transmission front than the standard
opening. This forward design allows greater flexibility in mounting the transmission and is indicated by an "F" in the model number
.
Lubrication Pumps
Internal: An internal lubrication pump is located in the lower front of the transmission and is driven off the upper coun-
tershaft. Transmissions rated 1550 Lb·ft. and above include the internal pump standard.
PTO Driven: A PTO driven pump is externally mounted on the 6 or 8 bolt PTO openings and driven off the PTO gear.
Power Take Off (PTO) Usage
PTOs can be mounted in the following way:
6 or 8 Bolt: The 6 or 8 bolt openings are standard with the transmission. The PTO is mounted to the opening and driven
from the PTO gear on the front countershaft.
Thru-Shaft: The thru-shaft PTO mounts on the rear of the transmission. It requires a special auxiliary housing and main
case countershaft with internal splines.
6
Page 14
Lubrication
General Information
IMPORTANT
Lubrication Specifications
Transmission filters should be changed during regular lube intervals. Inspection of the transmission filter should be conducted during preventive maintenance checks for damage or corrosion. Replace as necessary.
®
Note: For a list of Eaton
Note: The use of lubricants not meeting these requirements will affect warranty coverage.
Note: Additives and friction modifiers must not be introduced. Never mix engine oils and gear oils in the same transmission.
Buy from a reputable dealer
For a complete list of approved and reputable dealers, write to: Eaton Corporation, Worldwide Marketing Services, P.O. Box 4013,
Kalamazoo, MI 49003,
Transmission Operating Angles
If the transmission operating angle is more than 12 degrees, improper lubrication will occur. The operating angle is the transmission mounting angle in the chassis plus the percent of upgrade (expressed in degrees). For operating angles over 12 degrees, the
transmission must be equipped with an oil pump or cooler kit to insure proper lubrication.
Approved Synthetic Lubricants, see TCMT0021 or call 1-800-826-HELP (4357).
Operating Temperatures with Oil Coolers
The transmission must not be operated consistently at temperatures above 250°F. Operation at temperatures above 250°F [121°C]
causes loaded gear tooth temperatures to exceed 350°F [177°C] which will ultimately destroy the heat treatment of the gears. If
the elevated temperature is associated with an unusual operating condition that will reoccur, a cooler should be added, or the capacity of the existing cooling system increased.
The following conditions in any combination can cause operating temperatures of over 250° F [121°C]:
• Operating consistently at slow speed.
• High ambient temperatures.
• Restricted air flow around transmission.
• Use of engine retarder.
• High horsepower operation.
Note: Transmission coolers must be used to reduce the operating temperatures when the above conditions are encountered.
7
Page 15
Lubrication
Oil Cooler Chart
Table 4
TRANSMISSION OIL COOLERS ARE:
Recommended
• With engines of 350 H.P. and above.
Required
• With engines 399 H.P. and above and GCW’s over 90,000 lbs.
• With engines 399 H.P. and above and 1400 lb-ft (1898.15 N•m) or greater torque.
• With engines 1500 lb-ft (2033.73 N•m) and above
18-speed AutoShift transmissions require use of an Eaton® supplied oil-to-water cooler or approved equivalent.
• With engines 450 H.P. and above.
8
Page 16
Transmission Operation and Theory
General Information
Figure 2-1. Shift Pattern Decal
1
4
7
2
5
LO
LO-LO
3
6
Eaton® Fuller¨Roadranger
¨
Transmissions
7 SPEED
+LO & LO-LO (RTO)
RANGE
SELECTOR
PRE-SELECT
(LO-LO)
ALL RANGE SHIFTS
DEEP REDUCTION
SELECTOR
(MOVE RANGE SELECTOR BEFORE MOVING SHIFT LEVER)
START WITH RANGE SELECTOR DOWN
SHIFT LO-1-2-3 RAISE RANGE SELECTOR
SHIFT 4-5-6
SHIFT 7-6-5-4 MOVE RANGE SELECTOR DOWN
SHIFT 3-2-1-LO
HI
LO
UPSHIFTING
DOWNSHIFTING
DO NOT CHANGE RANGE WHILE MOVING IN REVERSE
Neutral
20464
WARNING
!
PUT TRANSMISSION IN NEUTRAL
BEFORE STARTING ENGINE
RRR
1
5
8
2
6
LO
LO-LO
3
7
Eaton¨ Fuller¨Roadranger
¨
Transmissions
8 SPEED
+LO & LO-LO (RTO)
RANGE
SELECTOR
PRE-SELECT
(LO-LO)
ALL RANGE SHIFTS
DEEP REDUCTION
SELECTOR
(MOVE RANGE SELECTOR BEFORE MOVING SHIFT LEVER)
START WITH RANGE SELECTOR DOWN
SHIFT LO-1-2-3-4 RAISE RANGE SELECTOR
SHIFT 5-6-7-8
SHIFT 8-7-6-5- MOVE RANGE SELECTOR DOWN
SHIFT 4-3-2-1-LO
HI
LO
UPSHIFTING
DOWNSHIFTING
DO NOT CHANGE RANGE WHILE MOVING IN REVERSE
Neutral
20465
WARNING
!
PUT TRANSMISSION IN NEUTRAL
BEFORE STARTING ENGINE
RRR
4
1
5
7
3
2
6
LO
LO-LO
4
8
Eaton¨ Fuller¨Roadranger
¨
Transmissions
8 SPEED
+LO & LO-LO
RANGE
SELECTOR
PRE-SELECT
(LO-LO)
ALL RANGE SHIFTS
DEEP REDUCTION
SELECTOR
(MOVE RANGE SELECTOR BEFORE MOVING SHIFT LEVER)
START WITH RANGE SELECTOR DOWN
SHIFT LO-1-2-3-4 RAISE RANGE SELECTOR
SHIFT 5-6-7-8
SHIFT 8-7-6-5- MOVE RANGE SELECTOR DOWN
SHIFT 4-3-2-1-LO
HI
LO
UPSHIFTING
DOWNSHIFTING
DO NOT CHANGE RANGE WHILE MOVING IN REVERSE
Neutral
22466
WARNING
!
PUT TRANSMISSION IN NEUTRAL
BEFORE STARTING ENGINE
RRR
3
7
2
6
LO
4
8
Eaton¨ Fuller¨Roadranger
¨
Transmissions
9 SPEED
+LO & LO-LO
RANGE
SELECTOR
PRE-SELECT
ALL RANGE SHIFTS
DEEP REDUCTION
SELECTOR
(LO-LO)
MOVE RANGE SELECTOR BEFORE MOVING SHIFT LEVER
START WITH RANGE SELECTOR DOWN
SHIFT LO-1-2-3-4 RAISE RANGE SELECTOR
SHIFT 5-6-7-8
SHIFT 8-7-6-5 MOVE RANGE SELECTOR DOWN
SHIFT 4-3-2-1-LO
HI
LO
UPSHIFTING
DOWNSHIFTING
DO NOT CHANGE RANGE WHILE MOVING IN REVERSE
Neutral
4302441
WARNING
!
PUT TRANSMISSION IN NEUTRAL
BEFORE STARTING ENGINE
RRR 5 1
LL2
LL1
IN
OUT
2
7
9
4
385
10
Eaton¨ Fuller¨Roadranger
¨
Transmissions
15 SPEED
(RT & RTX)
RANGE
SELECTOR
PRE-SELECT
(LO-LO)
ALL RANGE SHIFTS
DEEP REDUCTION
SELECTOR
(MOVE RANGE SELECTOR
BEFORE
MOVING SHIFT LEVER)
START WITH RANGE SELECTOR DOWN
SHIFT 1-2-3-4-5 RAISE RANGE SELECTOR
SHIFT 6-7-8-9-10
SHIFT 10-9-8-7-6 MOVE RANGE SELECTOR DOWN
SHIFT 5-4-3-2-1
HI
LO
IN
OUT
UPSHIFTING
DOWNSHIFTING
DO NOT CHANGE RANGE WHILE MOVING IN REVERSE
Neutral
20468
WARNING
!
PUT TRANSMISSION IN NEUTRAL
BEFORE STARTING ENGINE
R
R
HI
LO
R
6
1
2
7
10
5
384
9
Eaton¨ Fuller¨Roadranger
¨
Transmissions
15 SPEED
(RTO)
RANGE
SELECTOR
PRE-SELECT
(LO-LO)
ALL RANGE SHIFTS
DEEP REDUCTION
SELECTOR
(MOVE RANGE SELECTOR
BEFORE
MOVING SHIFT LEVER)
START WITH RANGE SELECTOR DOWN
SHIFT 1-2-3-4-5 RAISE RANGE SELECTOR
SHIFT 6-7-8-9-10
SHIFT 10-9-8-7-6 MOVE RANGE SELECTOR DOWN
SHIFT 5-4-3-2-1
HI
LO
IN
OUT
UPSHIFTING
DOWNSHIFTING
DO NOT CHANGE RANGE WHILE MOVING IN REVERSE
Neutral
20467
WARNING
!
PUT TRANSMISSION IN NEUTRAL
BEFORE STARTING ENGINE
HI
LO
R
6
1
RTO-11707LL
RTO-11707DLL
RTO-13707MLL
RTO-13707DLL
RTO-11708LL
RTO-14708LL
RTX-11708LL
RTX-14708LL
RTO-11908LL
RTO-14908LL
RTO-16908LL
RTO-11709MLL
RTO-14709MLL
RTO-11909MLL
RTO-14909MLL
RTO-11715
RTO-14715
RTO-15715
RT-11715
RT-14715
RT-15715
RT-14915
RTX-11715
RTX-14715
RTX-15715
RTO-14915
RTO-16915
Transmission Operation
Depending on specific model, this Fuller® transmission model contains from 9 to 15 forward gear ratios and three reverse gear
ratios. The gear shift lever mechanically engages and disengages five forward gears and one reverse gear in the transmission
front section. The rear section of the transmission (auxiliary section) contains three additional gear sets which are shifted with
air. The auxiliary section provides deep reduction (low low range), low range, and high range. The driver can shift in or out of
deep reduction by moving the deep reduction button found on the shift knob side. Low and high range are shifted by moving the
range selection lever found on the shift knob front. Therefore, when a front section gear is combined with the proper auxiliary
section condition (deep reduction, low range, or high range) a corresponding forward or reverse gear ratio is obtained. See the
operating instructions and power flow charts found in this section for specific details.
Shift Patterns
A shift pattern decal that explains how to properly shift the transmission should be in your vehicle (Figure 2-1). If it has been lost,
®
a replacement may be obtained from any Eaton
parts distributor.
9
Page 17
Transmission Operation and Theory
WARNING
CAUTION
Initial Start-Up
Before starting a vehicle always be seated in the driver’s seat, move the shift lever to neutral, and set the parking brakes.
Before moving a vehicle, make sure you understand the shift pattern configuration.
1. Make sure the shift lever is in neutral and the parking brakes are set.
2. Turn on the key switch, and start the engine.
3. Allow the vehicle air pressure to build to the correct level. Refer to your “Operator and Service Manual” supplied with
the truck.
4. Apply the service brakes.
5. Release the parking brakes on the vehicle.
6. Make sure the Range Selector is down in the low range position (Figure 2-2).
Range Selector MUST be
in the Low Range position
for Low Range.
Figure 2-2.
7. Depress the clutch pedal to the floor.
8. Move the shift lever to the desired initial gear.
9. Slowly release the clutch pedal and apply the accelerator.
Double-Clutching Procedure
1. Depress the pedal to disengage the clutch.
2. Move the shift lever to neutral.
3. Release the pedal to engage the clutch.*
a. Upshifts—decelerate engine until engine RPM and road speed match.
b. Downshifts—accelerate engine until engine RPM and road speed match.
4. Quickly depress the pedal to disengage the clutch and move the shift lever to the next gear speed position.
5. Release the pedal to engage the clutch.
Note: By engaging the clutch with the shift lever in the neutral position, the operator is able to control the
mainshaft gear RPM since it is regulated by engine RPM. This procedure allows the operator to
10
Page 18
Transmission Operation and Theory
General Information
CAUTION
T
ransmissions
Ful e
r
l
¨
speed up or slow down the mainshaft gearing to properly match the desired gear speed and the
outputshaft speed.
Lever Shifts
When moving the shift lever, double-clutching is recommended.
Range Shifts
Avoid moving the Range Selector with the shift lever in neutral while the vehicle is moving.
Low range to high range
When in the last gear position for low range and ready for the next upshift, preselect by moving the
range selector lever up. The move the shift lever, double-clutch, to the next higher speed position
according to your shift pattern. As the shift lever passes through neutral, the transmission will
automatically shift from low to high range.
High range to low range
While still in gear, preselect for low by moving the range selector down. Then move the shift lever,
double-clutching, to the next desired gear position in low range. As the shift lever passes through
neutral, the transmission automatically shifts from high range to low range.
Deep Reduction Shifts
Note: Deep reduction is only available in low range.
Button back - deep reduction not selected.
¨
r
Ful e
l
T
ransmissions
Button forward - deep reduction selected
To obtain deep reduction (low low), first make sure range selection lever is down for low range. Then, move deep reduction button forward.
Upshifts
An upshift from deep reduction can be performed while the vehicle is moving.
If the driver is not moving the shift lever during the shift (example: RTO-14708LL) depress the clutch pedal once immediately
after moving the deep reduction button rearward. Decrease engine RPM to obtain synchronous for shift completion.
If the driver is moving the shift lever during the shift (example: RTO-14715) move the deep reduction button rearward and immediately double-clutch while moving the shift lever. Decrease engine RPM to obtain synchronous for shift completion.
11
Page 19
Transmission Operation and Theory
Downshifts
Downshifts into deep reduction while moving are generally not recommended, but are possible if
operating conditions make it necessary. In this situation, complete the shift immediately after moving
the deep reduction button. Single clutch if not moving the shift lever, double-clutch if the shift lever
will be moved.
Special Notes
15 Speed Models
When upshifting from a deep reduction gear into a low range gear, it is recommended that the shift lever is moved back one gear
position during the shift out of deep reduction. For example:
If the driver is in deep reduction 5th gear position, he/she should double-clutch and move the shift lever to the 4th gear position
immediately after moving the deep reduction button. If the shift lever is not moved during this shift, the vehicle must have
enough speed to make a 42% step upshift.
4th Gear Position
R
Neutral
4
1
Low Range
5
5th Gear Position
Deep Reduction
DLL and MLL Models
The three lowest gears (LL1, LO, LL2) are used for road speed control. These shifts are not intended
to be used as progressive shifts.
Additional Operating Information
Preselect
IMPORTANT: Always preselect all range shifts when upshifting or downshifting. Preselection requires that the Range Selector is
moved to the needed position before starting the lever shift. Preselected range shifts are completed automatically as the lever is
moved through neutral and into the next gear. Preselecting all range shifts prevents damage to the transmission and provides for
smoother shifts.
Clutch Brake (Used with pull-type clutches)
The Clutch Brake is applied by fully depressing the clutch pedal to the floor board. When applied, the brake slows down and can
stop the transmission front box gearing. It is a disc-type brake incorporated into the clutch and transmission drive gear assemblies. Never use the Clutch Brake when upshifting or downshifting. Use only for initial gear engagement when the vehicle is
standing still.
Countershaft Brake (Used with push-type clutches)
The control button is mounted on the shift lever just below the shift knob. To operate the brake, disengage the clutch, press down
the control button, and shift into 1st or reverse. This is an air operated mechanical brake which slows down the transmission
gearing by forcing a piston against the countershaft PTO gear
Note: Never use the Countershaft Brake when upshifting or downshifting. Use only for initial gear engagement when the vehicle
is standing still.
12
Page 20
Recommended Tools
General Information
Tool Specifications
Some repair procedures pictured in this manual show the use of specialized tools. Their actual use is recommended as they make
transmission repair easier, faster, and prevent costly damage to critical parts.
For the most part, ordinary mechanic's tools such as socket wrenches, screwdrivers, etc., and other standard shop items such as
a press, mauls and soft bars are the only tools needed to successfully disassemble and reassemble any Fuller
The following tables list and describe the typical tools required to properly service this model transmission above and beyond the
necessary basic wrenches, sockets, screwdrivers, and prybars.
®
transmission.
General Tools
The following tools are available from several tool manufacturers such as Snap-On, Mac, Craftsman, OTC, and many others.
Table 5 General Tools
TOOL PURPOSE
0-100 lb-ft 1/2” drive Torque Wrench General torquing of fasteners (Typically 15-80 lb-ft [20.34-108.47
N•m])
0-700 lb-ft 3/4” or 1" drive Torque Wrench Torquing of output nut to 650-700 lb-ft (881.28-949.07 N•m)
0-50 lb-in 3/8” drive Torque Wrench General torquing of fasteners
0-30 lb-in 1/4” drive Torque Wrench Torquing of capscrews to 7 lb-in (0.79 N•m) during auxiliary coun-
tershaft bearing endplay setting procedure
70 MM or 2 2/4" Socket - Standard Depth To remove the output shaft nut
Large Brass Drift Used to protect shafts and bearings during removal
Large Dead Blow Hammer or Maul To provide force for shaft and bearing removal
Snap Ring Pliers - Large Standard External To remove the snap rings at the auxiliary drive gear, input shaft
bearing, and countershaft bearings
Feeler Gauges To set mainshaft washer endplay and auxiliary tapered bearing
endplay
Rolling Head (Crow's Foot) Prybar To remove the auxiliary drive gear bearing
(2) Air Pressure Gauges 0-100 PSI (0-1034 kPa) To troubleshoot and verify correct operation of air system
Universal Bushing Driver To remove and install clutch housing bushings. Bushing OD =
1.125 in., ID = 1.000 in.
13
Page 21
Recommended Tools
The following special tools are designed for this Fuller® transmission. The addresses and phone numbers of the tool suppliers are
listed after the table. This list is provided as a convenience to our customers. These tools are manufactured by independent companies with no relationship to Eaton. Eaton does not warrant the fit or function of the listed tools. To obtain the tools, contact the
tool supplier directly.
Table 6 Special Tools
REFERENCE
NUMBER
T1 Output Yoke Puller May be required to remove a
T2 Auxiliary Section
T3 Auxiliary Counter-
T4 Shift Lever Spring
T5 Slide Hammer To remove the output seal
TOOL PURPOSE G & W TOOL NO. GREAT LAKES
rusted output yoke.
To support, or hang, the aux-
Hanger
shaft Support and
Shim Tool
Installation Tool
(Tension Spring
Driver)
iliary section in the horizontal position.
To hold the auxiliary countershafts in position while installing the auxiliary section
in the horizontal position.
Also to simplify the checking
and setting of the auxiliary
countershaft bearing endplay.
To install the shift tower tension spring.
and reverse idler shafts. Requires 1/2"-13 threads. (Optional, idler shaft can be
driven out from front.)
OTC TOOL NO.
TOOL NO.
SP-450 7075
G-40 T-125 5061
G-250 T-311 5062
G-116 T-170
G-70 T-150 1155 Slide Ham-
mer / 8007 1/2" 13 Adapter
T6 Bearing Puller To remove front section
countershaft bearings.
T7 Bearing Driver To install front section coun-
tershaft bearings (3.97" OD,
1.78" ID).
T8 Bearing Driver To install the front counter-
shaft rear bearings (3.5" OD,
1.6" ID).
T9 Countershaft Sup-
port Tools (2)
T10 Input Bearing Driver To install input bearing on
14
To support and locate the
front section countershafts
during bearing removal and
installation.
input shaft.
G-10 or G-15 T-1 and T-2 for
9-Series
G200 Kit T-101 Kit
G200 Kit T-101 Kit
G-50 / G-51 / G58
G-35 T-120 5066 (2" shaft)
7 series T-135
9 series T-132
T-140 as an
option for front
bearing (both)
7070A Kit
7109
Page 22
General Information
Table 6 Special Tools (Continued)
Recommended Tools
REFERENCE
NUMBER
T11 Bearing Puller To remove the auxiliary
T12 Bearing Driver To install the auxiliary coun-
T13 Output Seal Remov-
T14 Auxiliary Section
T15 Mainshaft Hook To assist in lifting of main-
T16 Input Bearing Puller To remove input bearing. G-38 T-3 7070A Kit
T17 Bearing Race Puller To remove the auxiliary
T18 Bearing Race In-
TOOL PURPOSE G & W TOOL NO. GREAT LAKES
TOOL NO.
4332/4232 1123 / 927
countershaft tapered bearings.
G-200 Kit T-105 Kit
tershaft tapered bearings.
To remove the output seal in
al Tool
Removal Adapter
Plate
staller
chassis. Can use slide hammer.
To attach transmission jack
to auxiliary section for auxiliary section removal in chassis.
shaft from front section.
countershaft tapered bearing
outer races.
To install the auxiliary countershaft tapered bearing outer races.
G-115 49611 (Used
G-225 T-165
OTC TOOL NO.
Use 27315 hook
with 1155 slide
hammer
with OTC transmission jack P/N
5019.)
7136 puller attached to 1155
slide hammer
27524/27530
discs used with
27488 handle
and 10020
screw.
* Tool ID numbers are referenced in the service procedures.
Special Tools
Table 7 Shop Equipment
20 Ton capacity press To press countershaft gears from countershaft.
Specialty Tool Manufacturers
Below are the addresses and phone numbers of the companies that make tools specifically for Eaton®Fuller® transmissions:
G and W Tool Company
1105 E. Louisville, Broken Arrow, OK 74012-5724, Phone: 800-247-5882, or 918-258-6881
Great Lakes Tool
8530 M-89, Richland, MI 49083, Phone: 800-877-9618, or 269-629-9628
O.T.C. 655 Eisenhower Dr., Owatonna, MN 55060-117, Phone: 800-533-6127, or 507-455-7000
The specialized tools can be obtained from a tool supplier or made from tool prints as required by the individual user. Detailed
®
Transmission Tool Prints are available upon request by writing to:
Fuller
15
Page 23
Recommended Tools
Eaton Corporation, Truck Components Operations Technical Service, P.O. Box 4013, Kalamazoo, Michigan 49003
Eaton Aftermarket Parts
The following tools are available through Eaton Aftermarket Parts. To obtain any of the tools listed, contact your local Eaton parts
distributor.
Table 8
TOOL PURPOSE EATON® PART NUMBER
5/32” Air Line Release Tool To remove 5/32” air lines from push-to-
connect fittings.
Air Line Cutting Tool To cut plastic air lines smoothly and
squarely.
Output Seal Driver To install output seal. For 7 series: Eaton P/N 5564501 driver.
Output Seal Slinger Driver To install output seal slinger. For 7 series: Eaton P/N 71223.
P/N 4301157 included in kit K-2394
P/N 4301158 included in kit K-2394.
For 9 series: Use Eaton® P/N 5564509
adapter with 5564501 driver. Both parts
included in complete Eaton® seal kit P/
N TCMT0912.
For 9 series: Eaton P/N 4303829.
16
Page 24
Preventive Maintenance
General Information
Preventive Maintenance Inspection
Everyday there are countless vehicles operating over the highways with transmissions in such a neglected mechanical condition,
they can be referred to as failures looking for a place to break down. They lack a proper and organized preventive maintenance
program.
Preventive maintenance is a general term which applies to all procedures necessary to have maximum life and satisfactory service
at the lowest possible cost, short of removing and repairing the unit.
A number of conditions contrary to good preventive maintenance can generally be pointed to when inspecting a failed transmission. Taking a few minutes every so many hours or miles to do a few simple checks could help avoid eventual breakdown or
reduce the repair cost. If the transmission is not cared for, it will breakdown.
Preventative Maintenance Check Points
Note: Transmission appearance may differ, however the procedure is the same.
17
Page 25
Preventive Maintenance
1. Air System and Connections
• Check for leaks, worn air lines, loose connections and capscrews.
2. Clutch Housing Mounting
• Check all capscrews of clutch housing flange for looseness.
3. Clutch Release Bearing (Not Shown)
• Remove hand hole cover and check radial and axial clearance in release bearing.
• Check relative position of thrust surface of release bearing with thrust sleeve on push-type clutches.
4. Clutch Pedal Shaft and Bores
• Pry upward on shafts to check wear.
• If excessive movement is found, remove clutch release mechanism and check bushings on bores and wear on
shafts. See OEM literature.
5. Lubricant
• See Lubrication Manual TCMT0021.
6. Oil Filter
• Oil Filter Inspection (during vehicle PM schedule):
- Inspect oil filter for damage or rust. Replace as necessary.
- Inspect oil filter adapter for damage or leakage. Replace as necessary.
• Oil FIlter Replacement
- Replace every 100,000 miles and top off fluid.
- Every transmission fluid change.
7. Filler and Drain Plugs
• Remove filler plugs and check level of lubricant at specified intervals. Tighten fill and drain plugs securely.
8. Capscrews and Gaskets
• For applicable models, check all capscrews, especially those on PTO covers and rear bearing covers for looseness
which would cause oil leakage.
• Check PTO opening and rear bearing covers for oil leakage due to faulty gasket.
9. Gear Shift Lever
• Check for looseness and free play in housing. If lever is loose in housing, proceed with Check No. 10.
10. Gear Shift Lever Housing Assembly
• If present, remove air lines at air valve or slave valve. Remove the gear shift lever housing assembly from the transmission.
• Check the tension spring and washer for set and wear.
• Check the gear shift lever spade pin and slot for wear.
• Check bottom end of gear shift lever for wear and check slot of yokes and blocks in shift bar housing for wear at
contact points with shift lever.
Checks With Drive Line Dropped
11. Universal Joint Companion Flange or Shaft Nut
• Check for tightness. Tighten to recommended torque.
18
Page 26
Preventive Maintenance
General Information
12. Output Shaft (Not Shown)
• Pry upward against output shaft to check radial clearance in mainshaft rear bearing.
Checks With Universal Joint Companion Flange or Yoke Removed
Note: If necessary, use solvent and shop rag to clean sealing surface of companion flange or yoke. Do not use crocus cloth, emery
paper, or other abrasive materials that will mar surface finish.
13. Splines on Output Shaft (Not Shown)
• Check for wear from movement and chucking action of the universal joint companion flange or yoke.
14. Mainshaft Rear Bearing Cover (Not Shown)
• Check oil seal for wear.
Inspection
PART TO INSPECT WHAT TO CHECK FOR ACTION TO BE DONE
Speedometer Connections Speedometer cables should not be
loose.
Should be an o-ring or gasket between
the mating speedometer sleeve and the
rear bearing cover.
Rear Bearing Cover Capscrews,
Gasket, and Nylon Collar
Output Shaft Nut Check the output shaft nut for tight-
PTO Covers and Openings Check the capscrews for tightness. Apply Eaton Sealant #71205 to the capscrew
Check retaining capscrews for tightness.
Verify nylon collar and gasket are installed at the chamfered hole, aligned
near the mechanical speedometer
opening.
Verify that a rear bearing cover gasket
is in place.
ness.
Applied hydraulic thread sealant #71208 to threads,
torque speedometer sleeve to 35-50 lb-ft (47.45-
67.79 N•m).
Replace the o-ring/gasket if damaged or missing.
Apply Eaton Sealant #71205 to the capscrew
threads, torque to 35-45 lb-ft (47.45-61.01 N•m).
Use new parts if need to replace. Apply Eaton Sealant #71205 to the capscrew threads, torque to 35-45
lb-ft (47.45-61.01 N•m).
Install a new gasket if rear bearing cover was removed.
Torque the output shaft nut to 650-700
lb-ft (881.28-949.07 N•m). Do not over torque the
output nut.
threads. Torque 6 bolt PTO capscrews to 35-45 lb-ft
(47.45-61.01 N•m), 8 bolt PTO capscrews to 50-65
lb-ft (67.79-88.13 N•m).
Gray Iron Parts Check front bearing cover, front case,
shift bar housing, rear bearing cover,
and clutch housing for cracks or
breaks.
Front Bearing Cover Check return threads for damage. If threads damaged, replace the input shaft.
Check the capscrews for tightness. Torque the capscrews to 35-45 lb-ft (47.45-61.01
Oil Cooler and Oil Filter Check all connectors, fittings, hoses,
and filter element for tightness.
Oil Drain Plug, Oil Fill Plug Check the oil drain plug and the oil fill
plug for leakage.
Replace parts found to be damaged.
N•m).
Tighten any loose fittings.
Torque the oil drain plug to 45-55 lb-ft (61.01-74.57
N•m), oil fill plug to 60-70 lb-ft (81.35-94.91 N•m).
19
Page 27
Preventive Maintenance
Oil Leak Inspection Process
Inspect for Oil Leak
Determine if it is a Weep or a Leak
Weep: Stained, damp, no drips, light oil film,
dirt adhered to the contaminated area.
Gasket Rear Seal Leak
Leak: Extremely wet or dripping of oil in the
contaminated area.
Step 1
1. Clean suspected oil weep
area with a clean dry cloth
or mild soluble degreaser.
2. Ensure lube is to proper
level.
3. Notify the customer that it
is only a weep and it is not
considered to be detrimental
to the life of the transmission.
4. Repair is complete.
1. Do not repair: Rear seal is
designed to allow minimal
seepage (refer to Roadranger
TCSM-0912 Seal Maintance
Guide).
2. Ensure lube is to proper
level.
Step 2
Step 3
1. Determine the origin of the leak path.
2. If origin of leak is obvious skip to Step 3.
3. If the origin of the oil leak is not obvious then
use either of the two following steps to determine
the oil leak:
Note: Do not use a high pressure spray washer to
clean the area. Use of a high pressure spray may
force contamination into the area of concern and
temporarily disrupt the leak path.
i. Clean area with a clean dry cloth or mild
soluble degreaser and fill the transmission to
the proper lube level.
OR
ii. Clean the area as noted above and insert tracer
dye into the transmission lube and fill
transmission to proper lube level.
Operate vehicle to normal transmission operating
temperature and inspect the area for oil leak(s)
visually or if tracer dye was introduced use an UVL
(Ultraviolet Light) to detect the tracer dye’s point
of origin.
Note: When inspecting for the origin of the leak(s)
make sure the assumed leak area is not being
contaminated by a source either forward or above
the identified area such as the engine, shift tower,
shift bar housing, top mounted oil cooler, etc...
Once the origin of the leak is identified, repair the
oil leak using proper repair procedures from the
designated model service manual.
20
Step 4
After the repair is completed, verify the leak is
repaired and operate the vehicle to normal
transmission operating temperature.
Inspect repaired area to ensure oil leak has been
eliminated. If the leak(s) still occurs, repeat steps
or contact the Roadranger Call Center at
1-800-826-4357.
Page 28
Power Flow
General Information
Sliding Clutch
Range Sliding Clutch
Deep-Reduction
Sliding Clutch
Input Shaft
Mainshaft Gear
Countershaft
Mainshaft Gear
Auxiliary Countershaft
Auxiliary Drive Gear
Output Shaft
Auxiliary Range Gear
Auxiliary Deep-Reduction Gear
Power Flow Diagrams
An understanding of the engine’s power flow through a transmission in each particular gear will assist the technician in troubleshooting and servicing a transmission.
®
The Fuller
front section contains six gear sets which are shifted with the gear shift lever. The second “transmission” called the auxiliary section, contains two gear sets and is shifted with air pressure.
Note: This transmission is referred to as a constant mesh type transmission. When in operation, all gears are turning even
The illustration below shows the transmission with the main components called out. Note that the transmission is in the neutral
position because the sliding clutches are all in their center positions and not engaged in any gears.
transmission can be thought of as two separate “transmissions” combined into one unit. The first “transmission” or
though only some of them are transferring power.
21
Page 29
Power Flow
Sliding Clutch Forward
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Rearward
Figure 2-4. Front Section Power Flow
Front Section Power Flow
Note: The heavy lines in Figure 2-4 outline the power flow description below. For help in understanding the transmission compo-
nents, refer to Figure 2-3.
1. Power (torque) from the vehicle’s engine is transferred to the transmission’s input shaft.
2. The input shaft rotates the main drive gear through internal splines in the hub of the gear
3. The main drive gear meshes with both countershaft driven gears and the torque is split between both countershafts
4. Because the countershaft gears are in constant mesh with the mainshaft gears, all the front section gearing rotates.
However, only the engaged or selected mainshaft gear will have torque. External clutching teeth on the sliding clutch
will engage internal clutching teeth on the selected mainshaft gear. Torque will now be provided from both opposing
countershaft gears, into the engaged mainshaft gear, and through the sliding clutch to the front section mainshaft
5. The rear of the front section mainshaft is splined into the auxiliary drive gear and torque is now delivered to the auxiliary
section.
22
Page 30
Power Flow
General Information
Figure 2-5. Front Section Power Flow - Direct Gear
Sliding Clutch Forward
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Forward
Front Section Power Flow - Direct Gear
In direct gear, the front sliding clutch is moved forward and engages into the back of the main drive gear. Torque will flow from
the input shaft to the main drive gear, main drive gear to sliding clutch, sliding clutch straight into the front section mainshaft
which delivers the torque to the auxiliary drive gear. See Figure 2- 5.
Note: All countershaft and mainshaft gears will rotate, but the gears will not be loaded.
23
Page 31
Power Flow
Sliding Clutch Rearward
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Forward
Figure 2-7. Reverse Gear-Low Range
Front Section Power Flow - Reverse Gear
Torque will flow from the countershafts to the reverse idler gears. Torque will then flow from the reverse idler gears to the mainshaft reverse gear. Torque will now travel through the mainshaft reverse gear, the sliding clutch in the reverse position and then
to the mainshaft and auxiliary drive gear. See Figure 2-6, 2-7, 2-8.
Deep Reduction
Sliding Clutch Rearward
Sliding Clutch Rearward
Range Sliding Clutch Rearward
Figure 2-6. Reverse Gear-Deep Reduction
Sliding Clutch Rearward
Figure 2-8. Reverse Gear-High Range
Deep Reduction
Sliding Clutch Forward
Range Sliding Clutch Forward
24
Page 32
Power Flow
General Information
Sliding Clutch Forward
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Forward
Figure 2-9. Low Range Selected (Range Sliding Clutch Rearward)
Auxiliary Section Power Flow- Low Range
The auxiliary drive gear transfers torque to both auxiliary countershafts. If the auxiliary section is in low range, the range sliding
clutch is rearward and engaged into the auxiliary mainshaft reduction gear. Torque will flow from the auxiliary countershafts, into
the auxiliary mainshaft reduction gear, through the range sliding clutch and then into the output shaft (auxiliary mainshaft).
25
Page 33
Power Flow
Sliding Clutch Forward
Range Sliding Clutch Forward
Deep Reduction
Sliding Clutch Forward
Figure 2-10. High Range Selected (Range Sliding Clutch Forward)
Auxiliary Section Power Flow- High Range
If the auxiliary section is in high range, the range sliding clutch is forward and engaged into the back of the auxiliary drive gear.
Torque will flow from the auxiliary drive gear to the range sliding clutch. Because the range sliding clutch has internal splines
which connect to the output shaft, torque will flow straight through the auxiliary section.
Note: The auxiliary gearing will still turn, but the gears will not be loaded.
26
Page 34
General Information
RTO-1X707LL/DLL/MLL
Sliding Clutch Forward
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Forward
Sliding Clutch Forward
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Forward
Sliding Clutch Rearward
Range Sliding Clutch Forward
Deep Reduction
Sliding Clutch Forward
4th Gear
2nd Gear
3rd Gear
Sliding Clutch Forward
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Rearward
Sliding Clutch Forward
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Forward
Sliding Clutch Rearward
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Forward
Low Low
Low
1st Gear
Power Flow
27
Page 35
Power Flow
Sliding Clutch Forward
Range Sliding Clutch Forward
Deep Reduction
Sliding Clutch Forward
Sliding Clutch Forward
Range Sliding Clutch Forward
Deep Reduction
Sliding Clutch Forward
Sliding Clutch Rearward
Range Sliding Clutch Forward
Deep Reduction
Sliding Clutch Forward
5th Gear
6th Gear
7th Gear
RTO-1X707LL/DLL/MLL Continued
28
Page 36
General Information
RTO/X-1XX08LL
Sliding Clutch Forward
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Forward
Sliding Clutch Forward
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Forward
Sliding Clutch Rearward
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Forward
4th Gear
2nd Gear
3rd Gear
Sliding Clutch Forward
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Rearward
Sliding Clutch Forward
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Forward
Sliding Clutch Rearward
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Forward
Low Low
Low
1st Gear
Power Flow
29
Page 37
Power Flow
and Theory
Sliding Clutch Rearward
Range Sliding Clutch Forward
Deep Reduction
Sliding Clutch Forward
Sliding Clutch Forward
Range Sliding Clutch Forward
Deep Reduction
Sliding Clutch Forward
Sliding Clutch Forward
Range Sliding Clutch Forward
Deep Reduction
Sliding Clutch Forward
5th Gear
6th Gear
7th Gear
Sliding Clutch Rearward
Range Sliding Clutch Forward
Deep Reduction
Sliding Clutch Forward
8th Gear
RTO/X-1XX08LL Continued
30
Page 38
General Information
RTO-1XX09MLL
Power Flow
Sliding Clutch Forward
Low Low 1
Deep Reduction
Sliding Clutch Rearward
Range Sliding Clutch Rear ward
Deep Reduction
Sliding Clutch Forward
Sliding Clutch Rear ward
Low Low 2
Deep Reduction
Sliding Clutch Rear ward
Range Sliding Clutch Rear ward
Deep Reduction
Sliding Clutch Forward
Sliding Clutch Forward
Sliding Clutch Forward
Low
2nd Gear
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Forward
Range Sliding Clutch Rearward
Sliding Clutch Rearward
Sliding Clutch Forward
1st Gear
3rd Gear
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Forward
Range Sliding Clutch Rearward
31
Page 39
Power Flow
Sliding Clutch Rearward
Range Sliding Clutch Forward
Deep Reduction
Sliding Clutch Forward
Sliding Clutch Forward
Range Sliding Clutch Forward
Deep Reduction
Sliding Clutch Forward
Sliding Clutch Forward
Range Sliding Clutch Forward
Deep Reduction
Sliding Clutch Forward
5th Gear
6th Gear
7th Gear
Sliding Clutch Rearward
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Forward
4th Gear
Sliding Clutch Rearward
Range Sliding Clutch Forward
Deep Reduction
Sliding Clutch Forward
8th Gear
RTO-1XX09MLL Continued
32
Page 40
General Information
RT/O/X-1XX15
Sliding Clutch Rearward
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Forward
Sliding Clutch Forward
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Forward
2nd Gear - Low Range 3rd Gear - Low Range
Sliding Clutch For ward
Range Sliding Clutch Rear ward
Deep Reduction
Sliding Clutch Rear ward
Sliding Clutch Rearward
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Rearward
Sliding Clutch Forward
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Forward
Deep Reduction-1
Deep Reduction-2
1st Gear - Low Range
Sliding Clutch Forward
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Forward
(RT) Deep Reduction-5, (RTO) Deep Reduction-4
Sliding Clutch Rearward
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Rearward
(RT) Deep Reduction-4, (RTO) Deep Reduction-5
Sliding Clutch Forward
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Forward
Deep Reduction-3
Power Flow
33
Page 41
Power Flow
and Theory
Sliding Clutch Rearward
Range Sliding Clutch Forward
Deep Reduction
Sliding Clutch Forward
(RT) 9th Gear, (RTO) 10th Gear
Sliding Clutch Rearward
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Forward
Sliding Clutch Forward
Range Sliding Clutch Rearward
Deep Reduction
Sliding Clutch Forward
Sliding Clutch Forward
Range Sliding Clutch Forward
Deep Reduction
Sliding Clutch Forward
(RT) 10th Gear, (RTO) 9th Gear
Sliding Clutch Forward
Range Sliding Clutch Forward
Deep Reduction
Sliding Clutch Forward
8th Gear
Sliding Clutch Rearward
Range Sliding Clutch Forward
Deep Reduction
Sliding Clutch Forward
7th Gear
Sliding Clutch Forward
Range Sliding Clutch Forward
Deep Reduction
Sliding Clutch Forward
(RT) 5th Gear, (RTO) 4th Gear
(RT) 4th Gear, (RTO) 5th Gear
6th Gear
RT/O/X-1XX15 Continued
34
Page 42
Air System
General Information
Air System Overview
Pressurized air from the vehicle’s air system is used to shift the transmission low/high range and deep reduction ratios. The low/
high range and deep reduction gearing and shift mechanisms are located in the auxiliary section of the transmission. The vehicle
operator controls these shifts with two separate switches on the shift knob (master control valve). The following components are
part of the air shift systems.
Air System Components
35
Page 43
Air System
Shift Knob
The shift knob contains two switches. 1) The range selector lever on the front of the knob is moved down to select low range.
When the range selector lever is moved up, high range is selected. 2) A blue deep reduction button on the side of the shift knob
is moved forward to select the deep reduction ratios and moved rearward for remaining ratios. A mechanical interlock prevents
moving the deep reduction button forward when the range selector lever is up in high range.
Component Nomenclature and Auxiliary Countershaft Sectional View
1. Medallion
2. Spring
3. Retainer
4. Housing
5. Spring
6. Washer
7. O-Ring
8. Range Selector
9. Pin
10. Cover
36
11. Screw
12. O-Ring
13. Spring
14. 5/32” Ball
15. Spring
16. Ball
17. Seal
18. Detent
19. Splitter Button
20. Old Style Shift Knob
Page 44
Air System
General Information
Air Filter/Regulator
The filter / regulator assembly filters the vehicle supply air and regulates the pressure to 58 - 63 PSI. Two holes in the front face
of the air filter / regulator assembly supply air to the range cylinder cover. The filter element can be removed by turning out the
end cap.
Component Nomenclature and Auxiliary Countershaft Sectional View
1. End Cap
2. O-Rings
3. Filter Element
4. Housing
5. Capscrews
6. Air Regulator
37
Page 45
Air System
9
10
11
8
12
13
6
7
5
4
3
2
1
14
15
19
18
16
Plunger Pin
Spring
Sleeve
Slave Valve
Assembly
Gasket
Poppet-Type
Slave-Valve
Slave Valve
The slave valve controls the supply of air to the low and high range sides of the range shift cylinder. A small air line from the shift
knob (master control valve) provides a signal pressure to the slave valve.
Component Nomenclature and Auxiliary Countershaft Sectional View
1. Slave Valve Housing
2. “U” Seal
3. Washer
4. Spring
5. Plug
6. Snap Ring
7. O-Rings
8. Plate
9. Capscrew
10. Cap
11. Gasket
12. Seal
13. O-Ring
14. Piston
15. “U” Seal
16. Cap
17. O-Ring
18. Seal
19. Spring
38
Page 46
Air System
General Information
Slave Valve Preselection System
This interlock mechanism prevents the slave valve from shifting when the transmission is engaged into gear. The air valve shaft
is moved towards the slave valve by the shift rails when the transmission is shifted into gear. A spring pushes the air valve shaft
back when the front section is shifted into a neutral position.
Component Nomenclature and Auxiliary Countershaft Sectional View
1. Actuation Spring
2. Actuating Pin
3. Air Valve Shaft
4. Shift Bar Housing
5. Slave Valve
6. Alignment Sleeve
39
Page 47
Air System
Range Yoke Bar
Deep Reduction
Yoke Bar
Range Piston
Low Range Port
High Range Port
Deep Reduction
Signal Line
Insert Valve
Filter/Regulator
Deep Reduction Piston
Range Cylinder
Within the range cylinder is a piston which is fastened to the range yoke bar. Air pressure on the front side of the piston shifts the
range sliding clutch into low range ratio. Air pressure on the rear side shifts the range sliding clutch into high range ratio.
Deep Reduction Cylinder
The deep reduction cylinder contains a piston and reduction yoke bar. Air pressure on the front side of the piston shifts the transmission into the deep reduction ratio. Air pressure on the rear of the piston shifts the transmission out of deep reduction.
40
Page 48
Air System
General Information
t
Deep Reduction
Constant
Air
Air on
Signal Line
Constant
air sealed
off at this
point
Air exhausted
through bottom port
from piston back side
Deep reduction piston moves rear-
ward due to constant air on front side.
Insert valve
The insert valve is a small 3/16” diameter self-contained switching valve which is located adjacent to the deep reduction cylinder.
When deep reduction is selected at the shift knob (master control valve), an air pressure signal is applied to the insert valve
which then exhausts the air on the rear side of the deep reduction cylinder piston.
LO Range and HI Range
No air on
Signal Line
Constan
Air
To deep reduction
piston back
side, moves
yoke bar forward
41
Page 49
Air System
Roadranger Valve
Transmissions
Ful e
r
l
®
Rearward
Down
S
SP
PH/L
P
Low Range
1. Vehicle supply air 110 - 130 PSI is supplied to inlet port on filter regulator where it is filtered and regulated to 58 - 63
PSI.
2. Thru a 1/4” I.D. rubber air line, a constant 58 - 63 PSI regulated air is supplied to the “S” (supply) port on the slave
valve.
3. Thru a 5/32” or 1/8” air line, a constant 58 - 63 PSI regulated air is also supplied to the “S” (supply) port on the shift
knob.
4. The driver selects low range by moving the range selection lever down. This allows the constant supply air at the shift
knob to exit at the “P” (pilot) port air line. This 1/8” or 5/32” “P” air line connects to the “P” (pilot) 1/8” or 5/32” “P” air
line connects to the “P” (pilot) port on the slave valve. The air pressure on the “P” line causes a valve within the slave
valve to move to the low range position.
5. The constant supply air at the slave valve is now supplied thru a 1/4” hose to the low range port on the range cylinder.
This air pressure moves the range piston, range bar, range yoke, and range sliding clutch rearward to shift the transmission into low range.
Note: The slave valve preselection system interlock will prevent the slave valve from changing from low to high or vise versa if
the transmission is engaged in a front section gear. This system allows the driver to “preselect” by moving the range selection lever while still in gear, the range change will then occur as the driver moves the shift lever through neutral.
42
19470 or A-5000 Slave Valve
HI
S
H/L
LO
Page 50
Air System
General Information
Cylinder Assembly
HI
No Air
Range
Deep Reduction
Insert Valve
High Range
1. Vehicle supply air 110 - 130 PSI is supplied to inlet port on the filter regulator where it is filtered and regulated to 58 63 PSI.
LO
Air to Cover
Port
SP
Air from
Vehicle
Source
Air Filter/Regulator
Assembly
2. Thru a 1/4” I.D. rubber air line, a constant 58 - 63 PSI regulated air is supplied to the “S” (supply) port on the slave
valve.
3. Thru a 5/32” or 1/8” air line, a constant 58 - 63 PSI regulated air is also supplied to the “S” (supply) port on the shift
knob.
4. The driver selects high range by moving the range selection lever up. This shuts off the supply air to the “P” line. The air
in the “P” line will then exhaust at the shift knob port “E”. With the air pressure off of the “P” port at the slave valve, a
the valve will shift and air will be supplied to the high range “H” port.
5. The constant supply air at the slave valve is now supplied thru a 1/4” hose to the high range port on the range cylinder.
This air pressure moves the range piston, range bar, range yoke, and range sliding clutch forward to shift the transmission into high range.
6. Note: The slave valve preselection system interlock will prevent the slave valve from changing from low to high or vise
versa if the transmission is engaged in a front section gear. This system allows the driver to “preselect” by moving the
range selection lever while still in gear, the range change will then occur as the driver moves the shift lever through neutral.
43
Page 51
Air System
Roadranger Valve
Transmissions
Ful e
r
l
®
Rearward
Up
S
SP
PH/L
P
HI
SP
No Air
LO
Air from
Vehicle
Source
Air Filter/Regulator
Assembly
Insert Valve
Range
Deep Reduction
Cylinder Assembly
Air to Cover
Port
19470 or A-5000 Slave V
S
H/L
alve
HI
LO
44
Page 52
Air System
General Information
Roadranger Valve
Transmissions
Ful e
r
l
®
Forward
Down
S
SP
PH/L
P
Deep Reduction
1. A tee fitting on the low range port of the slave valve will supply air through a 5/32” or 1/8” air line to the “H/L” port on
the shift knob. Because this line is connected to the low range port, air is only available when low range has been
selected.
2. When the deep reduction button is moved forward, air from the “H/L” port will pass through the shift knob to the “SP”
3. When air is applied to the Insert Valve, the valve will shut off the constant air to the rear of the deep reduction piston.
19470 or A-5000 Slave Valve
HI
S
H/L
port. A 1/8” or 5/32” air line connected to the shift knob transfers this air to the insert valve at the deep reduction cylinder cover.
The air on the rear of the deep reduction piston will exhaust through the insert valve and out a hole in the cylinder cover.
Constant air on the front of the deep reduction piston will move the deep reduction piston, bar, yoke and sliding clutch
rearward to engage the deep reduction gear.
LO
45
Page 53
Air System
SP
Air from
Vehicle
Source
Air Filter/Regulator
Assembly
Insert Valve
Range
Deep Reduction
Cylinder Assembly
No Air
Air to Housing Port
LO
HI
4. To shift out of deep reduction, the button on the shift knob is moved rearward. The air on the “SP” is shut off and
exhausted at the shift knob. This results in the insert valve supplying air to the rear side of the deep reduction piston.
Supply air is present on both sides of the deep reduction piston, however, due to the greater piston surface area on the
rear side, the piston moves forward. This forward movement shifts the deep reduction yoke bar, yoke, and sliding clutch
out of the deep reduction ratio.
46
Page 54
General Troubleshooting
General Information
General Troubleshooting Chart
The chart on the following pages contains some of the most common problems that may occur with this transmission along with
the most common causes and solutions.
Complaint Cause Corrective Action
Noise - Growl / Rumble Torsional Vibration.
[Noise may be most pronounced when
transmission is in a “float” (low torque)
condition. May also be confined to a particular vehicle speed.]
Transmission bearing or gear failure.
[Noise may be most pronounced under
hard pull or coast (high torque).]
Noise - Growl / Rumble at Idle (Idle Gear
Rattle)
Noise - High Pitched Whine Gear Noise.
Excess engine torsional vibration at idle. Check for low engine RPM.
Isolate as to axle or transmission noise.
If transmission, isolate to specific gear
or gears.
Check driveline angles for proper u-joint
working angles.
Check driveline for out of balance or
damage.
Check u-joints for proper phasing.
Check clutch assembly for broken
damper springs.
Check for inadequate clutch disc damping.
Check transmission oil for excessive
metal particles.
Check for uneven engine cylinder performance.
Check for proper clutch damper operation.
Check for worn or defective shift lever
isolator.
Check for direct cab or bracket contact
with transmission (“grounding”).
Check for proper driveline u-joint working angles.
Check for damaged or worn gearing.
47
Page 55
General Troubleshooting
General Troubleshooting Chart (cont)
Complaint Cause What to do next
Hard Lever Shifting
(Shift lever is hard to gear into or out of
gear)
Shift Lever Jumpout
(Shift lever comes out of gear on rough
roads)
Master clutch dragging. Check master clutch for proper disen-
gagement.
Check master clutch for proper adjustment (both release bearing travel and
clutch brake height).
Shift linkage problem. (Remote shifter) Check shift linkage or cables for proper
adjustment, binding, lubrication, or
wear.
Shift bar housing problem. Check shift bar housing components for
binding, wear, or damage.
Transmission mainshaft problem. Check mainshaft for twist.
Check sliding clutches for binding, damage, or excessive wear.
Driver technique. Driver not familiar or skilled with proper
double-clutching technique.
Driver contacting the clutch brake during
shifts.
Loose or worn engine mounts. Check engine mounts for damage, wear,
or excessive looseness.
Shift lever problem. Check shift lever floor boot for binding
or stretching.
Check shift lever isolator for excessive
looseness or wear.
Check for excessive offset or overhang
on the shift lever.
Check for extra equipment or extra
weight added to shift lever or knob.
48
Worn or broke detent spring or mechanism.
Check for broken detent spring.
Check for excessive wear on the detent
key of detent plunger.
Replace detent spring with heavier
spring or add additional spring.
Page 56
General Troubleshooting
General Information
General Troubleshooting Chart (cont)
Complaint Cause Corrective Action
Shift Lever Slipout
(Transmission comes out of gear under
torque)
Transmission goes to neutral
(Shift lever doesn’t move)
No range shift or slow range shift
(Also see Air System Troubleshooting)
Internal transmission problem. Check for excessively worn or damaged
sliding clutches or shift yokes.
Low air pressure. Check air regulator pressure.
Internal transmission problem. Check for excessively worn or damaged
range sliding clutch or yoke.
Transmission air system problem. Preform air system troubleshooting pro-
cedure.
Check for proper air signal from master
valve.
Check air module test ports for proper
air delivery.
Range cylinder problem. Check for failed or damaged range pis-
ton, piston bar, or cylinder.
Check for failed or loose range piston
snap ring.
Range yoke assembly problem. Check for failed or damaged range yoke.
Check for failed or loose range yoke
snap rings.
Check for excessively long fastener
installed in rear support hole.
Check for binding between range yoke
bar and range alignment lock cover.
Range synchronizer problem. Check for failed or damaged range syn-
chronizer, sliding clutch, or mating gear.
Check for excessively worn range synchronizer friction material.
Grinding Noise on Range Shift Driver not preselecting range shift. Instruct driver to preselect range shifts.
Range synchronizer worn or defective. Check range synchronizer and mating
parts for excessive wear or damage.
49
Page 57
Air System
WARNING
WARNING
Air System Troubleshooting
The symptoms listed below are covered on the following pages. Before beginning any of those troubleshooting procedures, place
the transmission in neutral and move the range selection lever from low to high. Listen for any constant air leak from the shift
knob, air module base (exhaust), or transmission breather. If a constant leak is heard, go to that particular leak troubleshooting
procedure first.
If you do not see the symptom you need to correct, refer to the General Troubleshooting chart.
Symptom
• Air Leak from Air Module Base (Exhaust Leak)
• No or Slow Range Shift into High (Shift into low range is good)
• No or Slow Range Shift into Low (Shift into high range is good)
• Constant Air Leak from Shift Knob
• Range Shifts in Gear
• Air Leak from Transmission Breather or Transmission Case is Pressurized
Note: Use the air system troubleshooting procedures for part replacement only if the symptom can be duplicated. If the problem
is intermittent, parts that are not defective could be replaced.
Note: During all testing, the vehicle air pressure must be greater than 90 PSI (620 kPa). If during testing the pressure falls below
90 PSI (620 kPa), make sure the transmission is in neutral, start the engine and let the pressure build to governor cutoff.
After the pressure reaches the governor cutoff, continue testing. The pressure is critical if the vehicle is equipped with a
vehicle air system Pressure Protection Valve that would shut off the air supply to certain air circuits if the system pressure
dropped below a preset level.
Note: A 0-150 PSI (0-1034 kPa) air gauge with a 1/16” male pipe thread fitting attachment is required for some of the test proce-
dures.
Prior to removing the air module, exhaust the air from it. Failure to exhaust the air module may result in personal injury or damage to parts from the sudden release of air.
Use care when removing the test port pipe plugs. If air pressure is present on the plug, it can become a projectile during removal.
When removing the “L” plug or “H” plug, pressure can be shut off by selecting the opposite range mode. If removing the “F”
plug, exhaust the air to the module inlet.
50
Page 58
Air System
General Information
Procedure 1: Symptom - Air leak at shift knob
Normal operation:
A burst of air will be exhausted from the shift knob when moving the range selector from low to high. This is the air being
exhausted from the "P" air line.
A burst of air will be exhausted from the shift knob when moving the deep reduction button rearward (shifting out of deep reduction).This is the air being exhausted from the “SP” air line.
Possible causes:
• Incorrectly attached air lines
• Internal leak in slave valve
• Internal leak at insert valve
• Internal leak at shift knob
Procedure Result What to do next
Step A Remove lower skirt on shift knob. Check
for leaking fitting at the shift knob.
Step B Check air lines to make sure all lines are
connected to the proper ports on the
shift knob. Reversal of “S” and “P” lines
will result in a constant leak from the
exhaust when high range is selected.
Reversal of the H/L and “SP” lines will
result in a constant leak when the deep
reduction button is rearward.
Step C Move the range selector lever down to
Low range. Check for constant air flow
from the exhaust “E” port.
Step D Move the range selector up to high
range. Disconnect the small air line connected to the “P” port of the shift knob.
Check for air flow from the port and air
line.
Leak found. Repair leaking fitting or air
line.
No leak found. Go to step B.
Air lines are not connected to the
proper ports.
Air lines are connected to proper ports. Go to step C.
Constant air flow from “E” port. Replace knob.
No air flow from “E” port. Go to Step D.
Constant air is leaking from the “P”
port or the “E” port.
Connect lines properly.
Repair or replace the shift
knob.
Air is coming out of the disconnected
air line.
Air is not leaking from either port or
disconnected air line.
1. Verify that the air line is
connected to the slave valve
“p” port.
2. If properly connected,
replace\ the slave valve.
Go to Step D.
51
Page 59
Air System
Procedure Result What to do next
Step E Reattach the air line to the “P” port.
Move the range selector down to low
range and move the deep reduction button rearward. Disconnect the air line
from the “SP” port. Check for air flowing
from the SP line.
Air is flowing from the SP line. 1. Check to make sure the
“SP” line is connected to the
deep reduction cylinder
cover.
2. If the line is properly
attached, check that the
insert valve is properly
installed (stem facing
inward) and that the insert
valve bore is not defective.
3. Replace the insert valve.
Air is not flowing from the line. Repair or replace the shift-
knob.
52
Page 60
Air System
General Information
Procedure 2: Symptom - Air leak at slave valve
Normal operation:
A momentary exhaust of air at the slave valve occurs during a range shift. The air from the low side of the range cylinder is
exhausted as air pressure is applied to the high range side. Likewise, air from the high range side of the piston is exhausted as air
pressure is applied to the low range side. The exhaust port is located at the slave valve to transmission mounting interface.
Possible Causes:
• Internal leak in range cylinder
• Internal leak in slave valve.
Procedure Result What to do next
Step A Confirm that air is leaking from the
exhaust port on the slave valve and
not a fitting or air line.
Step B Move range selector down to select
low range. Remove the 1/4” I.D.
rubber air line at the high range
supply port on the range cylinder.
Feel for air flow from the open port
on the range cylinder. Note: If the
air leak at the slave valve only
occurs when the transmission is in
high range, repeat the above test,
but remove the low range air hose
and check with high range selected.
Air is leaking from fitting or air line. Repair or replace fitting or air line.
Air is definitely leaking from slave
valve exhaust port.
Air is flowing from high range supply port on range cylinder.
No air flow from high range port. Repair or replace slave valve.
Go to Step B.
Remove range cylinder cover and
repair leaking range piston or piston
seal. After repair, check for proper
range operation.
53
Page 61
Air System
Procedure 3: Symptom - Air Leak from Transmission Breather or Transmission Case is Pressurized
Normal Operation:
There should be no measurable air flow from the transmission breather.
Possible causes:
• Leak at range yoke bar O-ring
• Leak at deep reduction yoke bar O-ring
Procedure Result What to do next
Step A Listen for the air leak with the trans-
mission shifted to both low and high
range.
Leak is only in low range. Remove range cylinder and inspect
for damaged range yoke bar, yoke bar
O-ring, or range cylinder. Repair as
necessary.
Leak is in both low and high range. Remove deep reduction cylinder.
Inspect for damaged deep reduction
yoke bar, O-ring, or cylinder. Repair
as necessary.
54
Page 62
Air System
General Information
Procedure 4: Symptom: Air leak at deep reduction cylinder cover exhaust port
Normal operation:
A burst of air will exhaust from this port when shifting into deep reduction (the deep reduction button is moved forward while in
low range).
Possible causes:
• Damaged/defective insert valve
• Leak past insert valve external O-rings
• Leak past deep reduction cylinder piston
Procedure Result What to do next
Step A Remove insert valve. Check for con-
tamination, damaged seals, or sticky
movement. Check the insert valve
bore in the deep reduction cylinder
cover for contamination or damage
which would result in leakage past
the insert valve O-rings.
Step B Remove the deep reduction cylinder
cover and piston. Check the piston
bore for contamination or damage.
Check the piston seals for damage.
NOTE: Early production transmissions used a paper gasket to seal
the piston to the yoke bar, if necessary, replace this configuration with
the current design which uses an Oring.
Contamination or damage found. Repair or replace as necessary.
No contamination or damage found. Go to step B.
Contamination or damage found. Repair or replace as necessary.
55
Page 63
Air System
Procedure 5: Symptom - No or Slow Range Shift into Low
Normal Operation:
When the range selector on the shift knob is moved down to select low range, air pressure will flow through the shift knob to the
‘P port on the slave valve. The slave valve will direct air pressure through the low range 1/4” rubber hose to the range cylinder to
shift the range. There will be a brief burst of air at the slave valve as the high range side of the range piston exhausts. Likewise,
when high range is selected, the air pressure in the “P” will be exhausted at the shift knob. This will cause the slave valve to direct
air to the rear side of the range cylinder piston. The air pressure on the low range side will be exhausted at the slave valve.
Possible Causes:
• Incorrect air line hook up
• Insufficient air supply to transmission
• Damaged or defective air filter / regulator assembly
• Damaged or defective shift knob master valve
• Damaged or defective slave valve
• Damaged or defective range cylinder
• Damaged or defective range yoke or yoke bar
• Damaged or defective range synchronizer
• Damaged or defective gearing in auxiliary section of transmission
Procedure Result What to do next
Step A Place the shift lever in neutral. Check
for constant air leakage at the shift
knob, slave valve, and transmission
case breather when both low and
high range have been selected.
Step B Place shift lever in neutral. Move
range selector up to high range position. At the rear of the transmission,
disconnect the 1/4” rubber air line
from the low range supply port on
the range cylinder. Check for air flow
from the low range port.
Step C Check for air flow from the discon-
nected air line.
Constant air leak is detected. Go to the other corresponding symp-
No constant leak is detected. Go to step B.
Air flows from the low range port. Remove range cylinder cover and
No air flow from low range port. Go to step C.
Air flows from disconnected air line. Go to step F.
No air flow from disconnected line. Go to step D.
tom first. See beginning of Air System
Troubleshooting section.
repair leaking range piston or piston
seal.
Step D Install a 100 PSI air gauge in the dis-
connected air line end. With the shift
lever in neutral, move the range
selector down to select low range
and observe the gauge.
56
The gauge read 0 PSI. Go to step F.
Page 64
General Information
Procedure Result What to do next
Air System
Step E Confirm that shift lever is still in neu-
tral. Have an assistant move the
range selector up and down
between low and high range. Does
the pressure measured at the gauge
respond rapidly when going from
high to low.
The gauge reads pressure but is
lower than 58 PSI or higher than 63
PSI.
The gauge reads between 58 - 63
PSI.
Pressure rapidly changes between
58-63 PSI and 0 at the gauge.
Pressure does not change rapidly at
gauge.
Replace the filter/regulator and check
for proper range operation.
Go to step E.
Air system appears to be operating
satisfactory. Go to step R.
1. Check for a plugged or dirty filter in
the filter/regulator assembly.
2. Check for a pinched or obstructed
1/4” rubber air line between the filter/
regulator and slave valve.
3. Check for a pinched or obstructed
1/4” rubber air line between the slave
valve and the test gauge.
4. If all are satisfactory, Go to step F.
Step F Place shift lever in neutral. At the
shift knob, move the range selection
lever up to select high range. At the
slave valve, remove the air line from
the “P” port (should be black line).
Check for air flow from the disconnected line.
Step G Check for air flow from the “P” por-
tion the slave valve.
Step H Place the shift lever in neutral. Install
a 100 PSI pressure gauge in line
with the “P” line. Move the range
selector back and forth from low to
high range. The gauge should show
rapid pressure change.
Air flows from the disconnected line. 1. Confirm that the air lines are con-
nected to the correct ports at the shift
knob.
2. If the lines are correct, replace the
shift knob.
No air flow from the disconnected
line.
Air flows from this port. Replace the slave valve.
No air flow from this port. Continue to step H.
The gauge responds slowly. 1. Check for a restricted line between
Go to step G.
the shift knob and slave valve.
2. Check for a restricted exhaust port
on the shift knob.
57
Page 65
Air System
Procedure Result What to do next
3. Check for a plugged or dirty filter in
the filter / regulator assembly.
4. Check for a pinched or obstructed
1/4” rubber air line between the filter/
regulator and slave valve.
5. Check for a pinched or obstructed
air line between the slave valve and
the “S” port on the shift knob.
6. If all are good, replace the shift
knob.
Step I If possible, leave air lines attached to
slave valve. Unbolt the slave valve
from transmission side. Check for
free movement of the plunger pin
protruding from the case under the
slave valve. The pin should extract
when the transmission is shifted into
gear and retract when shifted into
neutral.
Step R If air system has been tested and
found to operate satisfactory, the
auxiliary section must be removed to
inspect for mechanical problem.
Remove auxiliary section and
inspect for:
Binding of range yoke bar or piston
Damaged or defective range yoke
Damaged or defective range synchronizer
Cracked c/s weld resulting in gear
turning on shaft
Damaged or defective range sliding
clutch
Auxiliary section gearing out of time.
The gauge rapidly moves between
58-63 PSI and 0 PSI.
Actuating plunger pin does not
move freely.
Actuating plunger pin moves freely. Repair or replace slave valve and
Go to step I.
1. Remove actuating plunger pin and
check for damage.
2. Check for missing or broken
spring.
check for proper range operation.
58
Page 66
Air System
General Information
Procedure 6: Symptom - No or Slow Range Shift into High
Normal Operation:
When the range selector on the shift knob is moved down to select low range, air pressure will flow through the shift knob to the
‘P” port on the slave valve. The slave valve will direct air pressure through the low range 1/4” rubber supply hose to the range
cylinder to shift the range. There will be a brief burst of air at the slave valve as the high range side of the range piston exhausts.
Likewise, when high range is selected, the air pressure in the “P” will be exhausted at the shift knob. This will cause the slave
valve to direct air to the rear side of the range cylinder piston. The air pressure on the low range side will be exhausted at the
slave valve.
Possible Causes:
• Incorrect air line hook up
• Insufficient air supply to transmission
• Plugged filter
• Incorrect regulator pressure
• Damaged or defective shift knob master valve
• Damaged or defective slave valve
• Damaged or defective range cylinder
• Damaged or defective range yoke or yoke bar
• Damaged or defective range synchronizer
• Damaged or defective gearing in auxiliary section of transmission
Procedure Result What to do next
Step A Place the shift lever in neutral. Check
for constant air leakage at the shift
knob, slave valve, and transmission
case breather when both low and
high range have been selected.
Step B Place shift lever in neutral. Move
range selector down to low range
position. At the transmission rear,
disconnect the 1/4” rubber air line
from the range cylinder high range
supply port. Check for air flow from
the cylinder high range port.
Step C Check for air flow from the discon-
nected air line.
Constant air leak is detected. Go to the above corresponding
No constant leak is detected. Go to step B.
Air flows from the high range port. Remove range cylinder cover and
No air flow from high range port. Go to step C.
Air flows from disconnected air line. Go to step F.
symptom first. See beginning of Air
System Troubleshooting section.
repair leaking range piston or piston
seal. After repair, check for proper
range operation.
59
Page 67
Air System
Procedure Result What to do next
Step D Install a 100 PSI air gauge in the dis-
connected air line end. With the shift
lever in neutral, move the range
selector up to select high range.
Observe the gauge.
Step E Confirm that a shift lever is still in
neutral. Have an assistant move the
range selector up and down between
low and high range. Does the pressure measured at the gauge respond
rapidly when going from low to high
to low.
The gauge reads 0 PSI. Go to step F.
The gauge reads pressure but is
lower than 58 PSI or higher than 63
PSI.
The gauge reads between 58-63 PSI. Go to Step E.
Pressure rapidly changes between
58-63 PSI and O at the gauge.
Pressure does not respond rapidly
at gauge.
Replace the filter/regulator and check
for proper range operation.
Air system appears to be operating
satisfactory. Go to Step R.
1. Check for a plugged or dirty filter
in the filter/regulator assembly.
2. Check for a pinched or obstructed
1/4" rubber air line between the filter/
regulator and slave valve.
3. Check for a pinched or obstructed
1/4" rubber air line between the slave
valve and the test gauge.
Step F Place shift lever in neutral. At the shift
knob, move the range selector up to
select high range. At the slave valve,
remove the air line from the "P" port
(should be black line). Check for air
flow from the disconnected line.
Step G Check for air coming out of the slave
valve "P" port.
Step H Place the shift lever in neutral. Install
a 100 PSI pressure gauge in line with
the "P" line end. Move the range
selection lever back and forth from
low to high range. The gauge should
show rapid pressure change.
4. If all are satisfactory, Go to Step F.
Air flows from the disconnected line. 1. Confirm proper air line hook-up at
the shift knob.
2. If correct hook-up, replace the
shift knob.
No air flow from the disconnected
line.
Air flows from this port. Replace the slave valve.
No air flow from this port. Continue to Step H.
The gauge responds slowly. 1. Check for a restricted line between
Go to Step G.
the shift knob and slave valve.
60
Page 68
General Information
Procedure Result What to do next
2. Check for a restricted exhaust port
on the shift knob.
3. Check for a plugged or dirty filter
in the filter/regulator assembly.
4. Check for a pinched or obstructed
1/4" rubber air line between the filter/
regulator and slave valve.
5. Check for a pinched or obstructed
air line between the slave valve and
the "S" port on the shift knob.
6. If all are good, replace the shift
knob.
Air System
Step I If possible, leave air lines attached to
slave valve. Unbolt the slave valve
from the transmission side. Check for
free movement of the plunger pin
protruding from the case under the
slave valve. The pin should extract
when the transmission is shifted into
gear and retract when shifted into
neutral. NOTE: If desired, the slave
valve can be actuated and tested
while unbolted from the transmission
case. The air lines, of course, must
remain attached.
Step R If air system has been tested and
found to operate satisfactory, the
auxiliary section must be removed to
inspect for a mechanical problem.
Remove the auxiliary section and
inspect for:
Binding of range yoke bar or piston
Damaged or defective range yoke
Damaged or defective range synchronizer
Cracked c/s weld resulting in gear
turning on shaft
Damaged or defective range sliding
clutch
Auxiliary section gearing out of time.
The gauge rapidly moves between
58-63 PSI and 0 PSI.
Actuating plunger pin does not
move freely.
Actuating plunger pin moves freely. Repair or replace slave valve and
Go to Step I.
1. Remove actuating plunger pin and
check for damage.
2. Check for missing or broken
spring.
check for proper range operation.
61
Page 69
Air System
Procedure 7: Symptom - No or slow shift into Deep Reduction
Normal Operation:
When the deep reduction button is moved forward to select deep reduction, air pressure is supplied through the “SP” air line to
the insert valve signal port. This air pressure causes the insert valve to exhaust the air pressure on the rear of the deep reduction
piston and the piston moves rearward. A burst of air occurs at the deep reduction cylinder exhaust port as this air is exhausted
from the piston back side. A burst of air also occurs at the shift knob when the deep reduction button is moved rearward. This is
the signal air being exhausted out of the “SP” line.
Possible causes:
• Incorrect air line hook up, Plugged filter.
• Incorrect regulator pressure. Insufficient air supply to transmission.
• Damaged or defective shift knob master valve.
• Damaged or defective deep reduction insert valve.
• Damaged or defective deep reduction piston or cylinder.
• Damaged or defective deep reduction yoke bar or yoke.
• Damaged or defective deep reduction sliding clutch or gearing.
Note: Before completing the following troubleshooting procedure, move the deep reduction button both rearward and forward an
check for constant exhaust air at either the shift knob or deep reduction cylinder exhaust port. If a constant leak is noticed,
go to that troubleshooting procedure first. In addition, confirm that the low and high range shifts are occurring properly. If
not, go to the appropriate range shift troubleshooting procedure before completing the following procedure.
Procedure Result What to do next
Step A Move range selector down to select
low range. Move the deep reduction
button rearward. At the deep reduction cylinder on the transmission
back, remove the small air line which
provides the signal to the insert valve
(SP line). Make sure this line was
connected to the proper port location
on the cylinder cover. Check for air
flow from the line.
Step B Connect a 100 PSI pressure gauge to
the disconnected signal port line.
Move the deep reduction button forward. Read the pressure on the
gauge.
Air flows from the disconnected line. Go to Step K.
No air flow from disconnected line. Go to Step B.
Gauge reads 0 PSI. Go to Step F.
Gauge reads pressure, but is lower
than 58 PSI or higher than 63 PSI.
Gauge reads between 58 PSI and 63
PSI.
Replace filter / regulator assembly.
Go to Step C.
62
Page 70
General Information
Procedure Result What to do next
Air System
Step C Have an assistant move the deep
reduction button forward and rearward. Observe the pressure gauge.
Step D Remove the insert valve. NOTE: After
the insert valve plug has been
removed, cover the opening with a
shop rag and apply shop air to the
signal line port to blow the insert
valve out of it’s bore. Catch the valve
with the shop rag. If the vehicle air
pressure is still present, constant air
flow should be blowing out of the
insert valve bore. Inspect the insert
valve for contamination or damage.
Make sure the small piston inside the
valve can freely move 1/32”.
Pressure rapidly changes between 5863 PSI and 0 PSI at the gauge.
Pressure does not respond rapidly at
gauge.
Insert valve is contaminated, sticking,
or damaged.
Insert valve is clean and small internal
piston moves freely.
Go to Step D.
Go to Step F.
Replace insert valve, reconnect air
line, and check if deep reduction
shifts normally.
Go to step E.
Step E Remove the deep reduction cylinder
cover and deep reduction piston.
Inspect piston and bore for contamination or damage.
Deep reduction cylinder bore or piston
is contaminated or damaged.
Deep reduction cylinder bore or piston
is in good condition.
Repair as necessary, replace insert
valve and air line. Check if deep
reduction shifts normally
1. Remove deep reduction cylinder
assembly. Inspect for contamination or damage causing deep
reduction yoke bar to bind in cylinder. Repair as necessary.
2. Remove auxiliary section and
inspect deep reduction yoke, sliding clutch, and gearing for damage
which would prevent deep reduction shift. Repair as necessary.
63
Page 71
Air System
Procedure Result What to do next
Step F At the shift knob, remove the two
screws attaching the lower cover, and
slide the lower cover down to access
the fittings. Confirm that the air lines
are connected to the proper ports.
Make sure the shift lever is in neutral.
Move the range selector down to
select low range, and move the deep
reduction button rearward. Disconnect the air line connected to the “SP”
port. Check for air flow from the “SP”
port.
Step G Move deep reduction button forward.
Check for air flow from “SP” port.
Air flows from “SP” port. Replace shift knob.
No air flow from “SP” port. Go to Step G.
Air flows from “SP” port. 1. Check for proper air line connec-
tion from “SP” port on shift knob
to “SP port on deep reduction cyli nd er.
2. Check for obstruction in “SP” air
line or fittings.
3. If clear, reconnect the air line at
the shift knob, go to step A.
No air flow from “SP” port. Go to step H.
Step H Disconnect air line H/L port on shift
knob. Check for air flow from the disconnected line.
Air flows from disconnected line. Replace shift knob.
No air flow from disconnected
line.
1. Check to make sure that the shift
lever is in neutral, the range selector is down in low range and the
“H/L” line is properly connected to
the low range hose at the slave
valve.
2. If no air pressure is available on
low range hose, perform low range
shift troubleshooting procedure to
correct this problem.
64
Page 72
Air System
General Information
Procedure 8: Symptom - Range shifts with shift lever in gear.
Normal Operation:
Range shift should only occur when the shift lever is in neutral. The range selector can be moved up or down while the shift lever
is in a gear position, but the shift will not occur until the shift lever is moved to neutral.
Possible Causes:
• Worn or missing actuating pin or air valve shaft.
• Worn shift rail
Procedure:
If the range has been confirmed to shift with the shift lever in gear, unbolt the slave valve from the side of the transmission. Confirm that the actuating pin is present and that it is the proper P/N for the corresponding slave valve. If correct, remove the shift
bar housing assembly and check for a worn or damaged air valve shaft or worn shift rails. Replace necessary parts.
65
Page 73
Timing
Figure 2
Figure 3
Timing Procedures
Special Instructions
It is essential that both countershaft assemblies of the front and auxiliary sections are “timed.” This assures proper tooth contact
is made between mainshaft gears seeking to center on the mainshaft during torque transfer and mating countershaft gears that
distribute the load evenly. If not properly timed, serious damage to the transmission is likely to result from unequal tooth contact
causing the mainshaft gears to climb out of equilibrium.
Timing is a simple procedure of marking the appropriate teeth of a gear set prior to installation and placing them in proper mesh
while in the transmission. In the front section, it is necessary to time only the drive gear set. And depending on the model, only
the LO range, deep reduction, or splitter gear set is timed in the auxiliary section.
Procedure - Front Section
1. Marking countershaft drive gear teeth: Prior to placing
each countershaft assembly into the case, clearly mark the
tooth located directly over the drive gear keyway as shown.
This tooth is stamped with an “O” to aid identification.
2. Marking main drive gear teeth: Mark any two adjacent
teeth on the main drive gear.
Mark the two adjacent teeth located directly opposite the
first set marked on the main drive gear. As shown to the
left, there should be an equal number of unmarked gear
teeth on each side between the marked sets.
3. Meshing marked countershaft drive gear teeth with
marked main drive gear teeth: After placing the mainshaft
assembly into the case, the countershaft bearings are
installed to complete installation of the countershaft assemblies.
When installing the bearings on the left countershaft, mesh
the countershaft drive gear marked tooth with either set of
main drive gear two marked teeth.
Repeat the procedure when installing the bearings on the
right countershaft, make use of the remaining set of main
drive gear two marked teeth to time assembly.
66
Page 74
General Information
Procedure - Time the RT Auxiliary Section
FR and RT Stamp Position
1. Mark a tooth on the reduction gear with a highly visible
paint, preferably a yellow or white.
2. Mark a second tooth 180 degrees away from the first.
(Ensure the marks are in the correct position by counting
the teeth between them. You should have exactly the same
number of teeth on the Reduction gear between the marked
teeth).
Timing
3. Locate the two stamped “O’s” on the Countershaft Reduction gears and mark both teeth with a highly visible paint,
preferably a yellow or white.
67
Page 75
Timing
Left
Right
4. Use a round file or bar to properly align from the marked
teeth on the Auxiliary Countershaft to the Auxiliary Splitter
gear. When the bar is lined up with the root, between the
correct teeth, you will notice it’s parallel with the Auxiliary
Countershaft. Mark both the teeth with a highly visible
paint.
Example of correct alignment:
Bar in correct position parallel with the countershaft, and
between the marked Splitter gear and Reduction gear teeth.
Examples of Left or Right Misalignment.
68
Example showing correct view of Reduction gear timed to
Countershaft gears on the bench.
Page 76
General Information
5. Lay the Splitter gear on a flat surface and mark it similar to
steps 1 and 2 of this procedure. (Make sure the teeth are
painted on both faces of the Splitter gear front and rear).
6. Install the Reduction gear and Outputshaft assembly into
the Auxiliary case. Then, install the Auxiliary Countershafts
and Splitter gear. (Countershaft retaining straps must be
used to hold the Auxiliary Countershafts in place until the
Auxiliary section is fully installed. Failure to use the
straps could result in the Auxiliary section moving out of
time).
Example of Splitter gear timed to the Auxiliary Countershafts
Timing
7. To ensure the timing is correct, check that the marked tooth
on the Splitter gear is between the two marked teeth on the
Auxiliary Countershaft gears as shown in the illustrations
below.
69
Page 77
In-Vehicle Service Procedure
How to Disassemble Roadranger Valve A-4900
Special Instructions
None
Special Tools
• Typical service tools
Component Nomenclature and Auxiliary Countershaft Sectional View
1. Medallion
2. Spring
3. Retainer
4. Housing
5. Spring
6. Washer
7. O-Ring
8. Range Selector
9. Pin
10. Cover
70
11. Screw
12. O-Ring
13. Spring
14. 5/32” Ball
15. Spring
16. Ball
17. Seal
18. Detent
19. Splitter Button
20. Old Style Shift Knob
Page 78
In-Vehicle Service Procedure
Procedure -
1. Remove the two screws holding the bottom cover to the
valve and slide the cover down the gearshift lever to expose
the air line fittings. Disconnect the air lines.
2. Loosen the jam nut and turn the control valve from the gear
shift lever.
3. Pry the medallion from the recess in the top cover.
4. Turn out the two screws to remove the top cover from the
valve housing.
5. Turn out the two screws in the side of the valve housing to
separate the housing.
6. Remove the range selection lever from the left housing along
with the position balls and guide.
7. If necessary, remove the spring and O-ring from the bores
in the left housing.
In-Vehicle Service Procedure
8. If necessary, remove the springs, O-ring and sleeve from the
bores in the right housing.
71
Page 79
In-Vehicle Service Procedure
How to Assemble Roadranger Valve A-4900
Special Instructions
None
Special Tools
• Typical service tools
Component Nomenclature and Auxiliary Countershaft Sectional View
1. Medallion
2. Spring
3. Retainer
4. Housing
5. Spring
6. Washer
7. O-Ring
8. Range Selector
9. Pin
10. Cover
72
11. Screw
12. O-Ring
13. Spring
14. 5/32” Ball
15. Spring
16. Ball
17. Seal
18. Detent
19. Splitter Button
20. Old Style Shift Knob
Page 80
In-Vehicle Service Procedure
Procedure -
1. Refer to the drawing for proper reassembly. Use a very small
amount of silicone lubricant on the O-rings to avoid clogging
the ports. A small amount of grease on the position springs
and balls will help to hold them in place during reassembly
2. Install the control valve on the gear shift lever and tighten the
jam nut.
3. Attach the air lines and install the bottom cover.
In-Vehicle Service Procedure
73
Page 81
In-Vehicle Service Procedure
How to Remove the Air Lines and Hoses
Special Instructions
Before removing the air lines and hoses, label or record their location.
If you are unsure of their location, after you remove the air lines and hoses, see the Air System Troubleshooting Guide TRTS0920.
Special Tools
• Typical service tools
• For “push-to-connect” fittings, the Eaton service tool kit K-2394 is recommended. The kit contains the release tool and
the tubing cutter.
Procedure -
1. Disconnect all air lines and hoses.
2. Inspect the air lines and hoses.
74
Page 82
In-Vehicle Service Procedure
3. Inspect air fittings and remove if damaged.
In-Vehicle Service Procedure
75
Page 83
In-Vehicle Service Procedure
How to Install the Air Lines and Hoses
Special Instructions
Make sure air lines and hoses are not damaged.
Install the air lines and hoses at their proper location.
All externally threaded 1/8” or 5/32” air lines and pipe fittings that are not coated with pre-applied thread sealant must be coated
with Eaton
All externally threaded 1/4” air fittings that are not coated with pre-applied thread sealant must be coated with Eaton sealing material #71209 or equivalent for at least 3 complete and consecutive threads.
For the 1/4” I.D. air hoses, install the fixed nut end first.
To install the air lines and hoses, the air filter/regulator must be in position.
If you are unsure of the air lines and hose location, see the Air System Troubleshooting Guide TRTS0920.
®
sealing material #71209 or equivalent for at least 5 complete and consecutive threads.
Special Tools
• Typical service tools
• For 'push-to-connect' fittings, the Eaton service tool kit K-2394 is recommended. The kit contains the release tool and a
tubing cutter.
Procedure -
1. Replace damaged air fittings.
76
Page 84
In-Vehicle Service Procedure
2. Connect the air lines from the slave valve to the range cylinder.
3. Connect all removed air lines and hoses.
4. Make sure the fittings are tight and the lines are not kinked.
In-Vehicle Service Procedure
77
Page 85
In-Vehicle Service Procedure
WARNING
CAUTION
How to Remove Compression Type Fittings
Special Instructions
A sudden release of air pressure can cause personal injury or damage to equipment. To prevent injury or equipment damage,
exhaust the vehicle air tanks
Small air lines are available in 1/8” or 5/32” sizes. Make sure 1/8” air lines are used with 1/8” fittings and 5/32” lines are
used with 5/32” Mixing sizes can cause air leaks or damage to fittings.
Before removing the air lines and hoses, label or record their location.
Special Tools
• Typical service tools
Procedure -
1. Exhaust the vehicle air tanks before continuing.
2. Loosen the nut on the fitting, and slide it back out of the way.
3. Pull the air line and attached collet from the fitting.
4. Inspect the fitting, air line, collet, and nut for damage or
wear. Replace as necessary.
78
Page 86
In-Vehicle Service Procedure
In-Vehicle Service Procedure
WARNING
CAUTION
How to Install Compression Type Fittings
Special Instructions
A sudden release of air pressure can cause personal injury or damage to equipment. To prevent injury or equipment damage,
exhaust the vehicle air tanks
Small air lines are available in 1/8” or 5/32” sizes. Make sure 1/8” air lines are used with 1/8” fittings and 5/32” air lines
are used with 5/32” fittings. Mixing sizes can cause air leaks or damage to fittings.
Special Tools
• Typical service tools
Procedure -
1. Check the threads of the fitting for thread sealant. If no sealant is present, apply Eaton
lent.
2. Install the fitting.
Note: Do not overtighten the nut. Overtightening can com-
press the collet too much and cause an air line restriction.
3. Install the air line, collet, and nut. If installing a new fitting,
place the collet in the fitting and loosely install the nut. (Do
not tighten the nut yet.) Insert the air line through the nut
and into the collet. Tighten the nut as usual.
4. Enable the vehicle air system. Allow the air tanks to pressurize, and check for leaks. Repair as necessary.
thread sealant #71205 or equiva-
79
Page 87
In-Vehicle Service Procedure
WARNING
CAUTION
How to Remove Push-To-Connect Type Fittings
Special Instructions
A sudden release of air pressure can cause personal injury or damage to equipment. To prevent injury or equipment damage,
exhaust the vehicle air tank.
Make sure only 5/32” air lines are used with push-to-connect fittings. Using sizes other than 5/32” can cause air leaks or
damage to fittings.
Before removing the air lines and hose, label or record their location.
Special Tools
• See Tool Information (see Table 8)
• For “push-to-connect” fittings, the Eaton service tool kit K-2394 is recommended. The kit contains the release tool and
the tubing cutter.
Procedure -
1. Exhaust the vehicle air tanks before continuing.
2. Use the air line release tool from kit K-2394 to press the release sleeve down while pulling the air line from the fitting.
3. Inspect the fitting for damage or wear. Remove and replace
as necessary.
80
Page 88
In-Vehicle Service Procedure
In-Vehicle Service Procedure
WARNING
CAUTION
How to Install Push-To-Connect Type Fittings
Special Instructions
A sudden release of air pressure can cause personal injury or damage to equipment. To prevent injury or equipment damage,
exhaust the vehicle air tanks
Make sure only 5/32” air lines are used with push-to-connect fittings. Using sizes other than 5/32” can cause air leaks or
damage to fittings
Special Tools
• See Tool Information (see Table 5)
• For 'push-to-connect' fittings, we recommend Eaton
ing cutter.
service tool kit K-2394. The kit contains the release tool and the tub-
Procedure -
1. Check the threads of the fitting for thread sealant. If no sealant is present, apply Eaton thread sealant #71205 or equivalent.
2. Install the fitting.
3. Inspect the air line for burrs or deformed areas. Trim the air
line if necessary using a sharp razor blade or the air line cutting tool from kit K-2394. The cut must be smooth and
square. If the tubing end is deformed or burred, the internal
o-ring in the fitting will be damaged when the air line is inserted.
4. Push the air line into the fitting. It should insert approximately 3/4”. If it does not insert far enough or is difficult to insert,
the fitting may be damaged and should be replaced. After inserting, give the air line a slight tug to make sure the line
stays in place. If line does not stay in place, replace the fitting.
5. Enable the vehicle air system. Allow the air tanks to pressurize, and check for leaks.
81
Page 89
In-Vehicle Service Procedure
How to Remove Rubber 1/4” Air Hoses
Special Instructions
For the 1/4” I.D. air hoses, install the fixed nut end first.
Special Tools
• Typical service tools
Procedure -
1. Remove all air line brackets and ties.
2. Remove swivel end.
3. Remove fixed end.
82
Page 90
In-Vehicle Service Procedure
How to Install Rubber 1/4" Air Hoses
Special Instructions
For the 1/4" I.D. air hoses, install the fixed nut end first.
Special Tools
• Typical service tools
Procedure -
1. If necessary, apply Eaton thread sealant #71205 or equivalent to threads.
2. Install and tighten fixed end first, then install and tighten
swivel end.
3. Replace all air line brackets and ties.
In-Vehicle Service Procedure
83
Page 91
In-Vehicle Service Procedure
How to Remove the Air Filter/Regulator
Special Instructions
The air filter/regulator has two (2) o-rings located between the filter/regulator and the auxiliary section.
Special Tools
• Typical service tools
Procedure -
1. Remove the air lines from the air filter regulator.
2. From the air filter/regulator, remove the two (2) cap screws.
84
Page 92
In-Vehicle Service Procedure
In-Vehicle Service Procedure
How to Install the Air Filter/Regulator
Special Instructions
The air filter/regulator has two (2) o-rings located between the filter/regulator and the range cylinder cover.
Special Tools
• Typical service tools
Procedure -
1. Position the air filter/regulator.
2. Apply Eaton Sealant #71205 or equivalent to the two (2) retaining capscrews.
3. Install the two (2) retaining capscrews, torque to 8-12 lb-ft
(10.85-16.30 N•m).
85
Page 93
In-Vehicle Service Procedure
WARNING
How to Remove a Roadranger Valve
Special Instructions
A sudden release of air pressure can injure you or damage equipment. To prevent injury or equipment damage, the vehicle
air tanks must be exhausted.
Special Tools
• Typical service tools
Procedure -
1. From the Roadranger valve cover, remove the two (2)
mounting screws.
2. Slide the Roadranger valve cover down.
3. From the air fittings, disconnect the air lines.
4. From the Roadranger base, loosen the jam nut. Rotate the
Roadranger valve until the valve is removed.
5. Inspect the parts: nut, valve cover, air lines, sheathing, and
o-rings from the lever shaft.
6. In the Roadranger valve, inspect the air fittings, and remove
if damaged.
86
Page 94
In-Vehicle Service Procedure
In-Vehicle Service Procedure
How to Install a Roadranger Valve
Special Instructions
To position the Roadranger valve, the range lever must be to the front or the splitter button to the left when facing forward.
Special Tools
• Typical service tools
Procedure -
1. Make sure the nut, valve cover, air lines, sheathing, and orings are in position on the lever shaft.
2. If previously removed, replace the air fittings and torque to
84-120 lb-in (9.49-13.56 N•m).
3. Place the Roadranger valve on the lever shaft and rotate so
the range selector faces the vehicle front.
4. From the Roadranger valve bottom, torque the jam nut to
35-45 lb-ft (47.45-61.01 N•m).
5. Connect the air lines to the air fittings.
6. Slide the cover into position on the Roadranger valve.
7. Install the Roadranger valve cover mounting screws.
Note: Make sure the air lines are seated fully.
87
Page 95
In-Vehicle Service Procedure
WARNING
Retaining
Capscrews
Plunger
Pin
Spring
Sleeve
Air Line
Fittings
How to Remove a Slave Valve
Special Instructions
A sudden release of air pressure can injure you or damage equipment. To prevent injury or equipment damage, the vehicle
air tanks must be exhausted.
Special Tools
• Typical service tools
Procedure -
1. Record or mark air line locations.
2. Remove all air lines.
Note: Remove three 1/4” ID air hoses at swivel fitting at
range cylinder location. Remove air line bracket at
rear of transmission. Remove slave valve with air hoses still attached.
3. Remove the retaining capscrews around valve perimeter.
4. Remove slave valve and gasket.
5. From the transmission case, remove the sleeve, spring, and
plunger pin.
6. Inspect the air fittings, replace if damaged.
88
Page 96
In-Vehicle Service Procedure
How to Install a Slave Valve
Air Line
Fittings
Retaining
Capscrews
Special Instructions
None
Special Tools
• Typical service tools
Procedure -
1. Clean gasket surface and install air fittings.
In-Vehicle Service Procedure
2. Lightly lubricate and install plunger pin, spring, and sleeve
into case.
3. Install any necessary air hoses at this time.
4. Install new gasket.
5. Apply Eaton
capscrews.
6. Install the retaining capscrews, torque to 8-12 lb-ft (10.85-
16.30 N•m).
Note: Make sure the retaining capscrews are properly
sealant #71205 or equivalent to the retaining
torqued.
Plunger
Pin
Spring
Sleeve
89
Page 97
In-Vehicle Service Procedure
CAUTION
How to Remove the Gear Shift Lever/Remote Shift Control
Special Instructions
The air lines must be disconnected from the transmission or from the Roadranger valve.
Different detent springs are available to increase or decrease shifting effort. Note and record specific locations for specific springs.
In some cases, a stiffer spring is installed in the top rail position.
Remote control housings are removed the same way as gear shift levers.
Special Tools
• Typical service tools
Procedure -
1. From the gear shift lever base/shift control housing, remove
the four (4) retaining capscrews.
2. To break the gasket seal, lightly jar the gear shift/shift control housing.
3. Remove the gear shift lever housing.
Make sure the detent springs do not fall into the transmission.
4. Remove detent springs as needed.
5. Remove the gasket and clean the area the replacement gasket will contact.
90
Page 98
In-Vehicle Service Procedure
In-Vehicle Service Procedure
How to Install the Gear Shift Lever/Remote Shift Control
Special Instructions
Remote control housings are installed the same way as gear shift levers.
For standard and forward shift bar housings, make sure the detent springs and balls are in the shift bar housing top bores.
Make sure the shift block and yoke notches are aligned in the neutral position.
Special Tools
• Typical service tools
Procedure -
1. Thoroughly clean mounting surface.
2. Position a new gear shift lever/shift control housing gasket
on the gear shift lever mounting surface.
3. Install the detent springs.
4. Install the shift lever/shift control housing. Make sure the tip
(finger) of the gear shift lever fits into the slots in the shift
block.
5. Apply Eaton
capscrews.
6. Install the retaining capscrews, torque to 35-45 lb-ft (47.45-
61.01 N•m).
sealant #71205 or equivalent to the retaining
Note: Make sure the capscrews are properly torqued.
Note: Make sure you can shift the transmission.
91
Page 99
In-Vehicle Service Procedure
How to Adjust the Remote Shift Control (LRC Type)
Special Instructions
The following is a typical adjustment procedure for an LRC type slave control. It is recommended that the OEM Chassis Service
Manual be consulted first.
Special Tools
• Typical service tools
Procedure -
1. Move the gear shift lever forward or backward to the neutral
position.
2. Move the gear shift lever sideways, toward reverse, until you
feel resistance from the reverse plunger spring. DO NOT
shift to reverse. The shift finger must remain in this position
while you are making all the adjustments.
3. Remove the cotter pin, castle nut and ball joint A (see figure
A) from the selection lever. Do not remove the ball joint from
the pivot link.
4. Loosen the capscrew B (see figure A) and remove the shift
arm from the inner shift shaft. Do not disconnect the selection lever from the shift arm.
5. Turn the shift arm until it is at a right angle (90°) to the selection lever as viewed from the side (see figure B).
Note: Ideally, the shift arm should be adjusted 90° to the se-
lection lever as described, but in some chassis configurations it may be necessary to index the shift arm in
the vertical position. Indexing the shift lever is done to
prevent shift lever jump out. This type of adjustment
will cause an unequal amount of gear shift lever travel
between neutral and a forward lever position as compared to neutral and a rearward lever position.
92
Page 100
In-Vehicle Service Procedure
6. Install the shift arm on the splines of the inner shift shaft.
You may have to move the shift arm 4° or 5° to align the
splines of the two parts. Disregard any movement of the
gear shift lever at this point. The gear shift lever will be adjusted later.
7. Tighten the capscrew B (see figure A) on the shift arm.
8. Connect the pivot link assembly ball joint to the selection lever. Secure it with the castle nut and cotter pin.
9. Loosen the jam nuts C (see figure C) on the pivot link.
10. Check to be sure the inner shift finger is still in place.
11. Rotate the pivot link until the curved end of the selection lever is parallel with the shift arm as viewed from the rear (see
figure C).
12. Tighten the pivot link jam nuts C (see figure C).
In-Vehicle Service Procedure
13. Loosen both capscrews on the turnbuckle D (see figure A).
14. Check to be sure inner shift finger is still in place.
15. Rotate the turnbuckle to obtain the proper forward-backward neutral position of the gear shift lever in the cab.
16. Tighten one turnbuckle D capscrew (see figure A).
17. Move the gear shift lever to the desired position.
18. Turn the second turnbuckle D capscrew.
19. Check for linkage obstructions in all gear positions.
93
Loading...