Eaton Transmission RTO-15618 Service Manual
Service Manual
Fuller Heavy Duty Transmissions
TRSM0880
October 2007
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
TABLE OF CONTENTS
FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MODEL DESIGNATION AND SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . ...=... . . .
LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
POWER FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TORQUE RECOMMENDATIONS .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TOOL REFERENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PREVENTIVE MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PRECAUTIONS
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
REASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CHANGING INPUT SHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RANGE SHIFT AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SPLITTER SHIFT AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AIR SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY SHIFTING CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY GEAR SHIFT LEVER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
REASSEMBLY GEAR SHIFT LEVER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY AND REASSEMBLY SHIFT BAR HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . .
REMOVAL - OUTPUT YOKE, AUXILIARY SECTION, AND
CLUTCH HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY - AUXILIARY SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
REASSEMBLY - AUXILIARY SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DISASSEMBLY - FRONT SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
REASSEMBLY - FRONT SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION - CLUTCH HOUSING, AUXILIARY SECTION
AND OUTPUT YOKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...117
INSTALLATION - SHIFTING CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...120
. . . . . . . . . . . . . . . . . . . . . . . . .
■
1
FOREWORD
This manual is designed to provide detailed information
necessary to service and repair the Fuller’ Transmissions
listed on the cover.
As outlined in the Table of Contents, the manual is
divided into 3 main sections:
a. Technical information and reference
b. Removal, disassembly, reassembly and
installation
c. Options
The format of the manual is designed to be followed in its
entirety if complete disassembly and reassembly of the
transmission is necessary. But if only one component of the
transmission needs to be repaired, refer to the Table of
Contents for the page numbers showing that component.
For example, if you need to work on the Shifting Controls,
you will find instructions for removal, disassembly and
reassembly on page 32. Instructions for installation are on
page 116. Service Manuals, Illustrated Parts Lists, Drivers
Instructions, and other forms of product service information
for these and other Fuller Transmissions are available upon
request. A Technical Literature Order Form maybe found in
the back of this manual. You may also obtain Service
Bulletins, detailing information on product improvements,
repair procedures and other service-related subjects by
writing to the following address:
EATON CORPORATION
TRANSMISSION DIVISION
Technical Service Department
P.O. Box 4013
Kalamazoo, Michigan 49003
(61 6) 342-3344
Every effort has been made to ensure the accuracy of all information in this brochure.
makes no expressed or implied warranty or representation based on the enclosed information.
be reported to Training and Publications, Eaton Transmission Division, PO. Box 4013, Kalamazoo, Ml 49003.
2
However, Eaton Transmission Division
Any errors or omissions may
MODEL DESIGNATIONS
AND SPECIFICATIONS
Nomenclature:
IMPORTANT: All Eaton Fuller Transmissions are
identified by model and serial number. This information is stamped on the transmission identification tag and affixed to the case.
DO NOT REMOVE OR DESTROY THE TRANSMISSION IDENTIFICATION TAG.
18-Speed Transmissions (On/Off-Highway):
CHART NOTES:
1 Lengths measured from face of clutch housing to front bottoming surface of companion flange or yoke.
2 Weight —
lever housing and gear shift lever. Weight of standard controls is approximately 10 lbs. (4.5 kg.). All weights
are approximate.
3 Oil Capacities are approximate, depending on inclination of engine and transmission. Always fill transmis-
sion with proper grade and type of lubricant to level of filler opening. See LUBRICATION.
Listed weights are
with
clutch housing* and include standard controls, which consist of gear shift
*For information on available clutch housings refer to Publication FUL-140 - ’’Clutch Housing Chart”.
3
LUBRICATION
Proper
Lubrication . . .
the Key to long
transmission life
Proper lubrication procedures are the key to a
good all-around maintenance program. If the
oil is not doing its job, or if the oil level is
ignored, all the maintenance procedures in the
world are not going to keep the transmission
running or assure long transmission life.
so that the internal parts operate in a bath of
oil circulated by the motion of gears and shafts.
these procedures are closely followed:
Eaton
First 3,000 to 5,000 miles
(4827 to 8045 Km)
Every 10,000 miles
(16090 Km)
Every 250,000 miles
(402336 Km)
Every 100,000 miles (160,000 Km)
or every 3 years whichever occurs first fluid.
I
First 30 hours Factory fill Initial drain,
Every 40 hours Inspect fluid level Check for leaks
Every 500 hours Change transmission fluid where
I
Every 1,000 hours
I
I
First 3,000 to 5,000 miles Factory fill
(4827 to 8045 Km)
I
Every 10,000 miles
(16090 Km)
I
Every 50,000 miles
(80450 Km)
I
I
First 30 hours Change transmission lubricant on new units
Every 40 hours
Every 500 hours Change transmission Iubricant where
Every 1,000 hours Change transmission Iubricant
Change the oil filter when fluid or lubricant is changed.
®
Eaton
Fuller®Transmissions are designed
Thus, ail parts will be amply lubricated if
1. Maintain oil level. Inspect regularly.
2. Change oil regularly.
3. Use the correct grade and type of oil.
4. Buy from a reputable dealer.
Lubrication Change and Inspection
®
Roadranger®CD50 Transmission Fluid
HIGHWAY USE—Heavy Duty and Mid-Range
Factory fill
Inltlal drain
Check fluid level
Check for leaks
Heavy Duty Highway Change Interval
Change transmission
Mid-Range Highway Change Interval
Change transmission
OFF-HIGHWAY USE
severe dirt conditions exist.
Change transmission fluid
(Normal off-highway use),
Heavy Duty Engine Lubricant or
Mineral Gear Lubricant
HIGHWAY USE
Initial drain.
Inspect Iubricant level,
Check for leaks,
Change transmission
OFF-HIGHWAY USE
Inspect Iubricant level Check for leaks
severe dirt conditions exist.
(Normal off-highway use),
lubricant,
fluid,
Recommended Lubricants
Fahrenheit
(Celsius)
Ambient
Temperature
All
Above 10oF(-12oC.)
Above 10oF(-12oC.)
Below 10oF(-12oC.)
Above 10oF(-12oC.)
Below 10oF(-12oC.)
®
Grade
(SAE)
50
50
40
90
80W
Type
Eaton®Roadranger
CD50 Transmission
Fluid
Heavy Duty Engine 011
MI L-L-2104B C or D or
API-SF or API-CD
(Previous API designations 30
acceptable)
Mineral Gear 011 with rust
and oxidation Inhibitor
API-GL-1
The use of mild EP gear oil or multi-purpose gear oil is not recommended, but if
these gear oils are used, be sure to adhere to
the following limitations:
Do not use mild EP gear oil or multi-purpose gear oil when operating temperatures are
above 230°F (110
o
C). Many of these gear oils,
particularly 85W140, break down above 230°F
and coat seals, bearings and gears with deposits that may cause premature failures. If
these deposits are observed (especially a coating on seal areas causing oil leakage), change
to Eaton Roadranger CD50 transmission fluid,
heavy duty engine oil or mineral gear oil to
assure maximum component life and to maintain your warranty with Eaton. (Also see
“Operating Temperatures”.)
Additives and friction modifiers are not recom-
mended for use in Eaton Fuller transmissions.
Proper Oil Level
Make sure oil is level with filler opening. Because you can reach oil with your finger does
not mean oil is at proper level. One inch of oil
level is about one gallon of oil.
Draining Oil
Drain transmission while oil is warm. To drain
oil remove the drain plug at bottom of case.
Clean the drain plug before re-installing.
Refilling
Clean case around filler plug and remove plug
from side of case. Fill transmission to the
level of the filler opening. If transmission has
two filler openings, fill to level of both openings.
The exact amount of oil will depend on the
transmission inclination and model. Do not
over fill—this will cause oil to be forced out
of the transmission.
When adding oil, types and brands of oil
should not be mixed because of possible incompatibility.
4
, .
.
. . . .
LUBRICATION
Operating Temperatures
—With Eaton
®
Roadranger
®
CD50 Transmission Fluid
Heavy Duty Engine Oil
and Mineral Oil
The transmission should not be operated consistently at temperatures above 250
However, intermittent operating temperatures
o
to 300
F (149oC) will not harm the transmission. Operating temperatures above 250
increase the lubricant’s rate of oxidation and
shorten its effective life. When the average
operating temperature is above 250
transmission may require more frequent oil
changes or external cooling.
The following conditions in any combina-
tion can cause operating temperatures of over
o
F: (1) operating consistently at slow
250
speeds, (2) high ambient temperatures, (3) restricted air flow around transmission, (4) exhaust system too close to transmission, (5)
high horsepower, overdrive operation.
External oil coolers are available to reduce
operating temperatures when the above conditions are encountered.
o
F (120oC).
o
F
o
F, the
Proper Lubrication Levels
as Related to Transmission
Installation Angles
If the transmission operating angle is more
than 12 degrees, improper lubrication can occur. The operating angle is the transmission
mounting angle in the chassis plus the percent of upgrade (expressed in degrees).
The chart below illustrates the safe percent
of upgrade on which the transmission can be
used with various chassis mounting angles.
For example: if you have a 4 degree transmission mounting angle, then 8 degrees (or 14
percent of grade) is equal to the limit of 12
degrees. If you have a O degree mounting
angle, the transmission can be operated on a
12 degree (21 percent) grade.
Anytime the transmission operating angle of
12 degrees is exceeded for an extended
period of time the transmission should be
equipped with an oil pump or cooler kit to
insure proper lubrication.
Note on the chart the effect low oil levels
can have on safe operating angles. Allowing
the oil level to fall 1/2” below the filler plug
hole reduces the degree of grade by approximately 3 degrees (5.5 percent).
Proper Lubrication Levels are Essential!
Transmission Oil Coolers are:
Recommended
— With engines of 350 H.P. and above
with overdrive transmissions
Required
— With engines 399 H.P. and above with
overdrive transmissions and GCW’S
over 90,000 lbs.
— With engines 399 H.P. and above and
1400 Lbs.-Ft. or greater torque
— With engines 450 H.P. and above
With EP or Multipurpose Gear Oil
—
Mild EP gear oil and multipurpose gear oil are
not recommended when lubricant operating
temperatures are above 230°F (110). In addition, transmission oil coolers are not recom-
mended with these gear oils since the oil
cooler materials may be attacked by these
gear oils. The lower temperature limit and oil
cooler restriction with these gear oils generally limit their success to milder applications.
Transmission Mounting Angle
Dotted line showing “2 Quarts Low” is for
reference only. Not recommended.
5
OPERATION
18- Speed Transmission
Shift Lever Patterns and Shifting Controls
SHIFT LO-1 -2.3-4 IN
RANGE SHIFT . . .
AND SHIFT 5-6.7.8 IN
OVERDRIVE
LO RANGE.
HI RANGE.
ROAD RANGER VALVE
(A-5013)
SPLITTER CONTROL BUTTON
6
POWER FLOW
The transmission must efficiently transfer the engine’s power, in terms of torque, to the vehicle’s rear wheels.
Knowledge of what takes place in the transmission during torque transfer is essential when troubleshooting
and making repairs.
Front Section Power Flow
(LO Range Direct)
1.
Power (torque) from the vehicle’s engine is trans-
ferred to the transmission’s input shaft.
2.
Splines of input shaft engage internal splines in
hub of main drive gear.
Torque is split between the two countershaft
3.
drive gears.
Torque is delivered along both countershaft to
4.
mating countershaft gears of “engaged” main- 10.
shaft gear. The following cross section views illustrate a 1st/5th speed gear engagement.
Internal clutching teeth in hub of engaged main-
5.
shaft gear transfers torque to mainshaft through
sliding clutch.
Mainshaft transfers torque directly to rear aux-
6.
iliary drive gear.
LO RANGE DIRECT
7.
The rear auxiliary drive gear splits torque between the two auxiliary countershaft drive gears.
8.
Torque is delivered along both auxiliary countershaft to the “engaged” reduction gear on output
shaft.
Torque is transferred to output shaft through slid-
9.
ing clutch.
Output shaft delivers torque to driveline.
Cut 8006C-11 /87
7
POWER FLOW
Auxiliary Section Power Flow:
LO7.RANGE OVERDRIVE
The front auxiliary drive gear splits torque between the two auxiliary countershaft drive gears.
8.
Torque is delivered along both countershafts to
"engaged" LO RANGE gear on range mainshaft
or output shaft.
9.
Torque is transferred to the output shaft through
the sliding clutch.
10.
Torque is delivered to driveline as LO RANGE 1st
gear OVERDRIVE.
Auxiliary Section Power Flow:
HI7.RANGE DIRECT
The rear auxiliary drive gear transfers torque
directly to the output shaft through ñengagedî
sliding clutch.
8. Torque is delivered through theoutput shaft to
driveline as HI RANGE 5th gear.
8
POWER FLOW
Auxiliary Section Power Flow:
HI
RANGE OVERDRIVE
7.
The front auxiliary drive gear splits torque be-
tween the two auxiliary countershaft drive gears. sliding clutch.
Torque is delivered along both auxiliary counter- 10. Output shaft delivers torque to driveline as HI
8.
shafts to mating countershaft gears of
“engaged” rear auxiliary drive gear.
9. Torque is transferred to output shaft through the
Range 5th gear OVERDRIVE.
9
TIMING
Timing Procedures: All ModeIs
It is essential that both countershaft assemblies of
the front and auxiliary sections are “timed. ” This assures proper tooth contact is made between mainshaft gears seeking to center on the mainshaft
during torque transfer and mating countershaft gears
that distribute the load evenly. If not properly timed,
serious damage to the transmission is likely to result
from unequal tooth contact causing the mainshaft
gears to climb out of equilibrium.
Timing is a simple procedure of marking the appropriate teeth of a gear set prior to installation and
placing them in proper mesh while in the transmis-
sion. In the front section, it is necessary to time only
the drive gear set. And depending on the model, only
the LO range, deep reduction, or splitter gear set is
timed in the auxiliary section.
Front Section
A. Marking countershaft drive gear teeth.
1.
Prior to placing each countershaft assembly
into case, clearly mark the tooth located
directly over the keyway of drive gear as
shown. This tooth is stamped with an “O” to
aid identification.
C. Meshing marked countershaft drive gear teeth
with marked main drive gear teeth.
(After placing the mainshaft assembly into case,
the countershaft bearings are installed to complete installation of the countershaft assemblies.)
1.
When installing the bearings on left countershaft, mesh the marked tooth of countershaft
drive gear with either set or two marked teeth
on the main drive gear.
2.
Repeat the procedure when installing the
bearings on right countershaft, making use of
the remaining set of two marked teeth on the
main drive gear to time assembly.
Countershaft gear teeth
meshed with drive gear teeth
for correct timing.
Cut
7300 F-1 1/86
Tooth on Countershaft
directly over Keyway
marked for timing
Cut 7300 H-11/86
B. Marking main drive gear teeth.
1.
Mark
any
two adjacent teeth on the main drive
gear.
2.
Mark the two adjacent teeth located directly
opposite the first-set marked on the main drive
gear. As shown below, there should be an
equal number of unmarked gear teeth on each
side between the marked sets.
Drive gear teeth correct/y
marked for timing.
Cut 7300 G-11/86
Auxiliary Section
A. Timing the auxiliary countershaft and LO range
gear.
1.
Mark any two adjacent teeth on “the LO range
gear of set to be timed. Then mark the two adjacent teeth located directly opposite the first
set marked as shown in Illustration B.
2.
Prior to placing each auxiliary countershaft assembly into housing, mark the tooth stamped
with an “O” on gear to mate with timed mainshaft gear as shown in Illustration A.
Install the LO range gear on the out put shaft
3.
and into the auxiliary case.
4.
Seat the auxiliary countershaft bearings.
5.
Install the rear bearing cover and tighten to
recommended torque.
Place the auxiliary countershaft assemblies
6.
into position and mesh the marked teeth of the
mating countershaft gears with the marked
teeth of the LO range gear as shown in illustration C.
TORQUE RECOMMENDATIONS
Correct torque application is extremely important to assure long transmission life and dependable performance.
Over-tightening or under-tightening can result in a loose installation and, in many instances, eventually cause
damage to transmission gears, shafts, and/or bearings. Use a torque wrench whenever possible to attain recommended lbs./ft. ratings. Do not torque capscrews dry.
FRONT SECTION: ALL MODELS
1
Cut 7190 K-11/87
11
TORQUE RECOMMENDATIONS
AUXILIARY SECTIONS
Cut 7191 Q-11/87
12
TOOL REFERENCE
some repair procedures pictured in this manual show
the use of specialized tools. Their actual use is recommended as they make transmission repair easier,
faster, and prevent costly damage to critical parts.
But for the most part, ordinary mechanic’s tools
such as socket wrenches, screwdrivers, etc., and
other standard shop items such as a press, mauls and
soft bars are all that is needed to successfully disassemble and reassemble any Fuller Transmission.
PAGE TOOL
38
Tension Spring Driver
Auxiliary Section Hanger Bracket46
46
50
Output Shaft Hanger Bracket
Snap Ring Pliers
The specialized tools listed below can be obtained
from a tool supplier or made from dimensions as required by the individual user. Detailed Fuller Transmitsion Tool Prints are available upon request by writing.
Eaton Corporation
Transmission Division
Technical Service Dept.
P.O. Box 4013
Kalamazoo, Michigan 49003
HOW OBTAINED
Made from Fuller Transmission
Print T-11938
Made from Fuller Transmission
Print T-22823
Made from Stop Nut and
Flat Steel Stock
Tool Supplier
Bearing Puller w/Set Screw51
52
Bearing Pullers (Jaw-Type) Tool Supplier
6 3 Oil Seal Driver
69
77
102
119
Bearing Drivers (Flanged-End)
Impact Puller (1/2-13 Threaded End)
Countershaft Support Tool
Torque Wrench, 1000 Lbs./Ft. Capacity
Made from Fuller Transmission
Print T-10325
Made from Fuller Transmission
Print T-18088-23
Made from Fuller Transmission
Print Series T-18042
Tool Supplier
Made from Fuller Transmission
Print T-22247
Tool Supplier
13
PREVENTIVE MAINTENANCE
14
PREVENTIVE MAINTENANCE
PREVENTIVE MAINTENANCE CHECK CHART
CHECKS WITHOUT PARTIAL
DISASSEMBLY OF CHASSIS OR CAB
1.
Air System and Connections
a. Check for leaks, worn air lines, loose con-
nections and capscrews. See AIR SYSTEM.
2.
Clutch Housing Mounting
a. Check all capscrews of clutch housing for
looseness.
Clutch Release Bearing (Not Shown)
3.
Remove hand hole cover and check radial
a.
and axial clearance in release bearing.
b. Check relative position of thrust surface of
release bearing with thrust sleeve on pushtype clutches.
4.
Clutch Pedal Shaft and Bores
Pry upward on shafts to check wear.
a.
b. If excessive movement is found, remove
clutch release mechanism and check bush-
ings in bores and wear on shafts.
Lubricant
5.
a. Change at specified service intervals.
b. Use only the types and grades as recom-
mended. See LUBRICATION.
Filler and Drain Plugs
6.
Remove filler plugs and check level of lubri-
a.
cant at specified intervals. Tighten filler and
drain plugs securely.
7.
Capscrews and Gaskets
a. Check all capscrews, especially those on
PTO covers and rear bearing covers for
looseness which would cause oil leakage.
See TORQUE RECOMMENDATIONS.
b. Check PTO opening and rear bearing covers
for oil leakage due to faulty gasket.
8.
Gear Shift Lever
a.
Check for looseness and free play in housing. If lever is loose in housing, proceed
with Check No. 9.
9. Gear Shift Lever Housing Assembly
Remove air lines at slave valve and remove
a.
the gear shift lever housing assembly from
transmission.
b. Check tension spring and washer for set
and wear.
Check the gear shift lever spade pin and
c.
slot for wear.
d. Check bottom end of gear shift lever for
wear and check slot of yokes and blocks in
shift bar housing for wear at contact points
with shift lever.
CHECKS WITH DRIVE LINE DROPPED
10. Universal Joint Companion Flange
or Yoke Nut
a.
Check for tightness. Tighten to recommended torque.
11. Output Shaft (Not Shown)
a.
Pry upward against output shaft to check
radial clearance in mainshaft rear bearing.
CHECKS WITH UNIVERSAL JOINT
COMPANION FLANGE OR YOKE
REMOVED
NOTE: If necessary, use solvent and shop rag to
clean sealing surface of companion flange or
yoke. DO NOT USE CROCUS CLOTH, EMERY
PAPER OR OTHER ABRASIVE MATERIALS
THAT WILL MAR SURFACE FINISH.
12. Splines on Output Shaft
(Not Shown)
Check for wear from movement and chuck-
a.
ing action of the universal joint companion
flange or yoke.
13. Mainshaft Rear Bearing Cover
Check oil seal for wear.
a.
15
PRECAUTIONS
Disassembly
It is assumed in the detailed disassembly instructions that the lubricant has been drained from transmission,
the necessary linkage and air lines disconnected and the transmission has been removed from vehicle chassis.
Removal of the gear shift lever housing assembly (or remote control assembly) is included in the detailed instructions (Disassembly and Reassembly—Shifting Controls); however, this assembly MUST be detached from
shift bar housing before transmission can be removed.
FOLLOW CLOSELY EACH PROCEDURE IN THE DETAILED INSTRUCTIONS. MAKING USE OF THE TEXT. ILLUS-
TRATIONS AND PHOTOGRAPHS PROVIDED.
1
BEARINGS — Carefully wash and relubricate all
reusable bearings as removed and protectively
wrap until ready for use. Remove bearings planned
to be reused with pullers designed for this pur-
pose.
2. ASSEMBLIES — When disassembling the various
assemblies, such as the mainshaft, countershaft,
and shift bar housing, lay all parts on a clean
bench in the same sequence as removed. This procedure will simplify reassembly and reduce the
possibility of losing parts.
3. SNAP RINGS — Remove snap rings with Pliers designed for this purpose. Snap rings removed in this
manner can be reused, if they are not sprung or
loose.
4
INPUT SHAFT — The input shaft can be removed
from transmission without removing the coun-
tershafts, mainshaft, or main drive gear. Special
procedures are required and provided in this manual.
5.
CLEANLINESS — Provide a clean place to work. It
is important that no dirt or foreign material enters
the unit during repairs, Dirt is an abrasive and can
damage bearings. It is always good practice to
clean the outside of the unit before starting the
planned disassembly.
6. WHEN USING TOOLS TO MOVE PARTS — Always
apply force to shafts, housings, etc, with restraint.
Movement of some parts is restricted. Never apply
force to the part being driven after it stops solidly.
The use of soft hammers, bars and mauls for all
disassembly work is recommended.
Inspection
Before reassembling the transmission, check each part carefully for abnormal or excessive wear and damage to
determine reuse or replacement. When replacement is necessary, use only genuine Fuller Transmission parts to
assure continued performance and extended life from your unit.
Since the cost of a new part is generally a small fraction of the total cost of downtime and labor, avoid reusing a questionable part which could lead to additional repairs and expense soon after initial reassembly. To aid
in determining the reuse or replacement of any transmission part, consideration should also be given to the
unit’s history, mileage, application, etc.
Recommended inspection procedures are provided in the following checklist.
A. BEARINGS
1.
Wash all bearings in clean solvent. Check
balls, rollers and raceways for pitting, discoloration, and spalled areas. Replace bearings
that are pitted, discolored, or spalled.
2.
Lubricate bearings that are not pitted, discolored, or spalled and check for axial and radial
clearances.
3.
Replace bearings with excessive clearances.
4.
Check bearing fits. Bearing inner races
should be tight to shaft; outer races slightly
tight to slightly loose in case bore. If bearing
spins freely in bore, however, case should be
replaced.
B. GEARS
1. Check gear teeth for frosting and pitting.
Frosting of gear tooth faces present no threat
of transmission failure. Often in continued
operation of the unit, frosted gears will “heal”
and not progress to the pitting stage. And in
most cases, gears with light to moderate pitted teeth have considerable gear life remain-
ing and can be reused. But gears with
advanced stage pitting should be replaced.
2. Check for gears with clutching teeth abnormally worn, tapered, or reduced in length
from clashing in shifting. Replace gears
found in any of these conditions.
16
PRECAUTIONS
Inspection (cont’d.)
3.
Check axial clearance of gears. Where exces-
sive clearance is found, check gear snap ring,
washer, spacer, and gear hub for excessive
wear. Maintain .005” to .012” axial clearance
between mainshaft gears.
C. SPLINES
1. Check splines on all shafts for abnormal wear.
If sliding clutch gears, companion flange, or
clutch hub have worn into the sides of the
splines, replace the specific shaft affected.
D. TOLERANCE WASHERS
1. Check surfaces of all tolerance washers.
Washers scored or reduced in thickness
should be replaced.
E. REVERSE IDLER GEAR ASSEMBLIES
1. Check for excessive wear from action of roller
bearings.
F. GRAY IRON PARTS
1. Check all gray iron parts for cracks and breaks.
Replace parts found to be damaged.
G. CLUTCH RELEASE PARTS
1. Check clutch release parts. Replace yokes
worn at cam surfaces and bearing carrier
worn at contact pads.
2. Check pedal shafts. Replace those worn at
bushing surfaces.
1. GEAR SHIFT LEVER HOUSING
ASSEMBLY
1. Check spring tension on shift lever. Replace
tension spring and washer if lever moves too
f reel y.
2. If housing is disassembled, check spade pin
and corresponding slot in lever for wear. Re-
place both parts if excessively worn.
J. BEARING COVERS
1. Check covers for wear from thrust of adjacent
bearing. Replace covers damaged from thrust
of bearing outer race.
2. Check bores of covers for wear. Replace
those worn oversize.
K. OIL RETURN THREADS
AND SEALS
1. Check oil return threads in front bearing
cover. If sealing action of threads has been
destroyed by contact with input shaft, replace
bearing cover.
2. Check oil seal in rear bearing cover If sealing
action of lip has been destroyed, replace seal.
L. SLIDING CLUTCHES
1. Check all shift yokes and yoke slots in sliding
clutches for extreme wear or discoloration
from heat.
2. Check engaging teeth of sliding clutches for
partial engagement pattern.
H. SHIFT BAR HOUSING ASSEMBLY
1.
Check for wear on shift yokes and blocks at
pads and lever slot. Replace excessively worn
parts.
2.
Check yokes for correct alignment. Replace
sprung yokes.
3.
Check Iockscrews in yokes and blocks.
Tighten and rewire those found loose.
4.
If housing has been disassembled, check
neutral notches of shift bars for wear from interlock balls.
M. SYNCHRONIZER ASSEMBLY
1. Check synchronizer for burrs, uneven and ex-
cessive wear at contact surface, and metal
particles.
2. Check blocker pins for excessive wear or
looseness.
3. Check synchronizer contact surfaces on the
auxiliary drive and low range gears for excessive wear.
N. O-RINGS
1. Check all O-rings for cracks or distortion. Re-
place if worn.
17
PRECAUTIONS
Reassembly
Make sure that interiors of case and housings are clean. It is important that dirt and other foreign materials be
kept out of the transmission during reassembly. Dirt is an abrasive and can damage polished surfaces of
bearings and washers. Use certain precautions, as listed below, during reassembly.
1.
GASKETS — Use new gaskets throughout the
transmission as it is being rebuilt. Make sure all
gaskets are installed. An omission of any gasket
can result in oil leakage or misalignment of
bearing covers.
CAPSCREWS — To prevent oil leakage, use Loctite
2.
242 thread sealant on all capscrews. For torque
ratings, see TORQUE RECOMMENDATIONS.
O-RINGS — Lubricate all O-rings with silicone lu-
3.
bricant.
4.
ASSEMBLY — Refer to the illustrations provided in
the detailed disassembly instructions as a guide
to reassembly.
INITIAL LUBRICATION — Coat all limit washers
5.
and splines of shafts with Lubriplate during reassembly to prevent scoring and galling of such
parts.
6.
AXIAL CLEARANCES — Maintain original axial
clearances of .005” to .012” for mainshaft gears.
7.
BEARINGS — Use of flanged-end bearing drivers is
recommended for the installation of bearings.
These special drivers apply equal force to both
bearing races, preventing damage to balls/rollers
and races while maintaining correct bearing align-
ment with bore and shaft. Avoid using a tubular or
sleeve-type driver, whenever possible, as force is
applied to only one of the bearing races. See
TOOL REFERENCE.
8.
UNIVERSAL JOINT COMPANION FLANGE OR
YOKE — Pull the companion flange or yoke tightly
into place with the output shaft nut, using 450-500
foot-pounds of torque. Make sure the speedome-
ter drive gear or a replacement spacer of the same
width has been installed. Failure to pull the com-
panion flange or yoke tightly into place will permit
the output shaft to move axially with resultant
damage to the rear bearing.
—
IMPORTANT: REFER TO THE APPROPRIATE ILLUSTRATED PARTS LIST (SPECl-
FIE D BY MODEL SERIES) TO ENSURE THAT PROPER PARTS ARE
USED DURING REASSEMBLY OF THE TRANSMISSION.
18
CHANGING
INPUT SHAFT
Special Procedure
In some cases, it may become necessary to replace the input shaft due to excessive clutch wear on the splines.
Except for removal of the shift bar housing assembly, the input shaft can be removed without further disas-
sembly of the transmission. Removal of the clutch housing is optional.
NOTE: The following illustration and instructions pertain to changing the input shaft ONLY. To change the main
drive gear, complete disassembly of the front section is required.
Disassembly
1.
Remove the gear shift lever housing assembly (or
remote control assembly) from shift bar housing,
and the shift bar housing assembly from transmission case.
2.
Remove the front bearing cover and gasket. If necessary, remove the O-ring from cover of models so
equipped.
Remove the bearing retaining snap ring from
3.
groove in shaft.
4.
Push down on input shaft to cock bearing in bore.
Drive input shaft toward rear of transmission,
through bearing as far as possible. Pull input shaft
forward to expose snap ring of bearing.
5.
Use pry bars to complete removal of bearing.
6.
Remove drive gear spacer and snap ring.
7.
Pull input shaft forward and out of drive gear and
case.
Reassembly
1.
If necessary, install bushing in pocket of input
shaft.
Install new input shaft into splines of main drive
2.
gear, just far enough to expose snap ring groove
in I.D. of drive gear.
Install snap ring in snap ring groove inside drive
3.
gear.
Install drive gear spacer on input shaft.
4.
Install drive gear bearing on input shaft and into
5.
case bore.
Install bearing retainer snap ring.
6.
Install front bearing cover and gasket. Make sure
7.
to align oil return hole in the case with hole in
cover.
To facilitate proper reinstallation of the shift bar
8.
housing assembly on case, make sure mainshaft
sliding clutches are placed in the neutral position.
Reinstall the shift bar housing assembly, the
9.
front bearing cover and all other parts and assemblies previously removed, making sure to replace the gaskets used.
19
AIR SYSTEM
21
AIR SYSTEM
RANGE SHIFT AIR SYSTEM
Operation
The Range Shift Air System consists of the air filter/
regulator, slave valve, a Range Control Valve or Master Control Valve, range cylinder, fittings and
connecting air lines. See Air System Schematics.
CONSTANT AIR from the air filter/regulator is sup-
plied to the “S” or Supply Port of slave valve and
passed through to the INLET or “S” Port of control
valve.
WHILE IN LO RANGE, the control valve is OPEN
and AIR is returned to slave valve at the “P” or End
Port. This signals the valve to supply AIR in line between the LO Range or “L” Port of slave valve and
the LO Range Port of range cylinder housing. AIR received at this port moves the range piston to the rear
and causes the auxiliary LO RANGE gear to become
engaged.
WHILE IN HI RANGE, the control valve is CLOSED
and NO AIR is returned to the slave valve. This
signals the slave valve to supply AIR in line between
the HI Range or “H” Port of valve and the HI Range
Port of range cylinder cover. AIR received at this port
moves the range piston forward to engage the auxiliary drive gear with sliding clutch and bypass the
LO RANGE gear set.
Range shifts can be made ONLY when the gear
shift lever is in, or passing through, neutral. Thus, the
range desired can be PRESELECTED while the shift
lever is in a gear position. As the lever is moved
through neutral, the actuating plunger in the shift bar
housing releases the slave valve, allowing it to move
to the selected range position.
Trouble Shooting
If the transmission fails to make a range shift or
shifts too slowly, the fault may be in the Range Shift
Air System or actuating components of the shift bar
housing assembly.
To locate the trouble, the following checks should
be made with normal vehicle air pressure applied to
the system, but with the engine off.
NEVER WORK UNDER A VEHICLE
WHILE ENGINE IS RUNNING as
personal injury may result from the sudden and unintended movement of vehicle under power. Always
place transmission in the neutral position.
1. INCORRECT AIR LINE HOOK-UPS
(See Air System Schematics)
With the gear shift lever in neutral, move the control that provides range selection UP and DOWN.
A. If the air lines are crossed between control
valve and slave valve, there will be CONSTANT AIR flowing from the exhaust port of
control valve WHILE IN HI RANGE.
B. If the air lines are crossed between the slave
valve and range cylinder, the transmission
gearing will not correspond with the range selection. A LO RANGE selection will result in a
HI RANGE engagement and vice versa.
2.
AIR LEAKS
With the gear shift lever in neutral, coat all air
lines and fittings with soapy water and check for
leaks, moving the control that provides range selection UP and DOWN.
A.
If there is a steady leak from the exhaust port
of control valve, O-rings and/or related parts
of the control valve are defective.
B.
If there is a steady leak from breather of slave
valve: an O-ring in valve is defective, or there
is a leak past O-rings of range cylinder piston.
If transmission fails to shift into LO RANGE
C.
or is slow to make the range shift and the
case is pressurized, see Check No. 7 of this
section.
Tighten all loose connections and replace de-
D.
fective O-rings and parts.
3.
AIR FILTER/REGULATOR
(See illustration, Page 23.)
With the gear shift lever in neutral, check the
breather of air fiiter/regulator assembly. There
should be NO AIR leaking from this port. The
complete assembly should be replaced if a
steady leak is found.
Cut off the vehicle air supply to the air filter/
regulator assembly, disconnect the air line at fitting in Supply OUTLET and install an air gage in
opened port. Bring the vehicle air pressure to normal. Regulated air pressure should be 57.5 to 62.5
Psi.
DO NOT ADJUST SCREW AT BOTTOM OF REGULATOR TO OBTAIN CORRECT READINGS. The
air regulator has been PREADJUSTED within the
correct operating limits. Any deviation from these
limits, especially with regulators that have been
in operation for some time, is likely to be caused
by dirt or worn parts. If replacement or cleaning
of the filter element does nothing to correct the
air pressure readings, replace the complete assembly, as the air regulator is nonserviceable.
4.
RANGE VALVE (See Page 24.)
With the gear shift lever in neutral, select HI
RANGE and disconnect the air line at the OUTLET or “P” Port of control valve.
21
AIR SYSTEM
A.
When LO RANGE is selected, a steady blast
of air will flow from opened port. Select HI
RANGE to shut off air flow. This indicates the
control valve is operating properly. Reconnect
air line.
B.
If control valve does not operate properly,
check for restrictions and air leaks. Leaks indicate defective or worn O-rings.
5.
HI
RANGE OPERATION
With the gear shift lever in neutral, select LO
RANGE and disconnect the 1/4” I.D. air line at the
port of range cylinder cover. Make sure this line
leads from the HI Range or “H” Port of slave
valve.
A.
When HI RANGE is selected, a steady blast of
air should flow from disconnected line. Select
LO RANGE to shut off air flow.
B.
Move the shift lever to a gear position and select HI RANGE. There should be NO AIR flowing from disconnected line. Return the gear
shift lever to the neutral position. There
should now be a steady flow of air from disconnected line. Select LO RANGE to shut off
air flow and reconnect air line.
If the air system does not operate accord-
C.
ingly, the slave valve or actuating components
of the shift bar housing assembly are defective.
IMPORTANT: RANGE PRESELECTION
The plunger pin, located in case bore between
the slave valve and actuating plunger of shift bar
housing, prevents the slave valve from operating
while the shift lever is in a gear position. When
the lever is moved to or through the neutral position, the pin is released and the slave valve becomes operational.
6. LO RANGE OPERATION
With the gear shift lever in neutral, select HI
RANGE and disconnect the 1/4” I.D. air line at the
fitting on range cylinder housing. Make sure this
line leads from the LO Range or “L” Port of slave
valve.
A.
When LO RANGE is selected, a steady blast
of air should flow from disconnected line. Se-
lect HI RANGE to shut off air flow.
B.
Move the shift lever to a gear position and select LO RANGE. There should be NO AIR flowing from disconnected line. Return the gear
shift lever to the neutral position. There
should now be a steady flow of air from disconnected line. Select HI RANGE to shut off
air flow and reconnect air line.
If the air system does not operate accord-
C.
ingly, the slave valve or actuating components
of the shift bar housing assembly are defective.
7. RANGE CYLINDER (Refer to the following
illustration.)
If any of the seals in the range cylinder assembly
are defective, the range shift will be affected.
A.
Leak at either O-ring A results in complete
failure to make a range shift; steady flow of
air from breather of slave valve in both
ranges.
B.
Leak at gasket B results in a steady flow of air
to atmosphere while in HI RANGE.
C.
Leak at O-ring C results
RANGE; pressurizing of transmission case.
in a slow shift to LO
22
Cut
7420-5/87
Range Cylinder Assembly—All Models
AIR SYSTEM
AIR FILTER/REGULATOR ASSEMBLY
The air filter contains a replaceable filter element which can be removed by turning out the end cap. This element should be cleaned at each oil change, or more often under high humidity conditions. Replace if necessary.
—.
SLAVE VALVES
POPPET-TYPE
Refer to the drawing for disassembly and reassembly of the piston-type slave valve assemblies. Should the poppet-type slave valve assembly prove to be defective, replace the complete assembly, as it is non-serviceable.
The actuating components used with these valve assemblies are non-interchangeable. Failure to use the correct
plunger pin, spring, and alignment sleeve during installation on the transmission will cause hard shifting in LO
Range gears.
23
AIR SYSTEM
ROADRANGER VALVE A-5013
Removal and Disassembly
1.
Remove two screws holding bottom cover to valve
and slide cover down gearshift lever to expose air
line fittings. Disconnect air lines.
2.
Loosen jam nut and turn control valve from gear
shift lever.
3.
Pry medallion from recess in top cover.
4.
Turn out the two screws to remove the top cover
from valve housing.
Turn out the two screws in side of valve housing to
5.
separate the housing.
6.
Remove the Range Preelection Lever from left
housing and the position balls and guide from
lever.
7. If necessary, remove the spring and O-ring from
bores in left housing.
8. If necessary, remove the springs, O-ring and
sleeve from bores in right housing.
Reassembly and Installation
1.
Refer to the drawing for proper reassembly. Use a
VERY SMALL amount of silicone lubricant on the
O-rings to avoid clogging ports. A small amount of
grease on the position springs and balls will help
to hold them in place during reassembly
2.
Install control valve on gear shift lever and tighten
jam nut.
3.
Attach air lines and install bottom cover.
30
AIR SYSTEM
SPLITTER SHIFT
AIR SYSTEM:
Operation
In addition to the various components of the Range Shift Air
System, the Splitter Shift Air System utilizes a splitter cylin-
der and the Roadranger Valve A-4900. See Air System
Schematics.
CONSTANT AIR from the air filter/regulator assembly is
supplied to the splitter cylinder at the port on right side of
cylinder cover. The Insert valve installed in cover (see
page 27) provides the proper air flow needed to move the
splitter piston in the cylinder (rearward to engage rear auxiliary drive gear for operation in direct; forward to engage the
front auxiliary drive gear for operation in overdrive).
WHILE IN HI OR LO RANGE, AIR needed to make the
splitter selection and complete the shift is supplied to the
Roadranger valve from the tee fitting at the HI RANGE or
“H” port of the slave valve. When the overdrive selection is
made, the AIR passes through the Roadranger valve and is
supplied to the Left Port of cylinder cover.
With Splitter Control Button in the “DIRECT’’/REARWARD position, the “SP” Port of the Roadranger valve is
CLOSED and NO AIR is supplied to the Left Port of the
Splitter cylinder cover.
Trouble Shooting
If the transmission fails to shift or shifts too slowly to or from
the ‘(split” position, the fault may be in the Splitter Shift Air
System or related components of the Range Shift Air System.
To locate the trouble, the following checks should be
made with normal vehicle air pressure supplied to the system, but with the engine off.
NEVER WORK UNDER A VEHICLE
WHILE ENGINE IS RUNNING as
personal injury may result from the sudden and unintended movement of vehicle under power. Always
place transmission in the neutral position.
NOTE:
1.
It is assumed that correct PSI readings were
obtained from the air filter/regulator and all air
lines have been checked for leaks.
Air Supply (See Air System Schematics.)
With the gear shift lever in neutral, select HI or LO
RANGE and loosen the connection at the "S“ Port of
the Roadranger Valve until it can be determined that
AIR is supplied to valve. Reconnect air line.
If there is NO AIR, check for a restriction in the air line
between the Roadranger valve and slave valve. Make
sure this line is connected to fitting at the supply Port of
slave valve.
Button REARWARD
(“SP” Port Closed)
While in HI RANGE the button can be moved FORWARD to operate in OVERDRIVE. The "SP” Port of valve is
OPENED when overdrive is selected, supplying AIR to the
Left Port of the Splitter cylinder cover.
Button FORWARD
(“SP” Port Opened)
2.
Roadranger Valve (See Page 24 and Air System
Schematics.)
With the gear shift lever in neutral, disconnect the air
line at the Left Port of splitter cylinder cover, making
sure this line leads from the "SP” Port of the
Roadranger Valve.
A. WHILE IN HI OR LO RANGE, move the Splitter
Control Button FORWARD. There should be AIR
flowing from disconnected line. Move the button
REARWARD to shut off air flow and reconnect air
line.
B. If the preceding conditions do not exist, the
Roadranger valve is defective, or there is a restric-
tion in the air lines.
Splitter Cylinder. (Refer to the following illustra-
3.
tion.)
If any of the seals in the splitter cylinder assembly are
defective, the splitter shift will be affected. The degree
of air lost will govern the degree of failure, from slow
shifting to complete shift failure.
A. Leak at O-ring A results in a slow shift to engage
rear auxiliary drive gear; pressurizing of transmis-
sion case; auxiliary gearing can be disengaged.
25
AIR SYSTEM
B. Leak at O-ring B results in slow shifting or
complete failure to engage and disengage
front or rear auxiliary drive gearing; steady
flow of air from exhaust port of Roadranger
valve and/or cylinder cover when Splitter Con-
trol Button is in the REARWARD position.
C. Leak at gasket C results in a slow shift to dis-
engage rear auxiliary drive gear; steady flow
of air to atmosphere.
4. Insert Valve (See Page 27).
Any constant flow of air from exhaust port of cylinder cover usually indicates a faulty insert valve.
Exhaust should occur ONLY BRIEFLY when Splitter Control Button is moved REARWARD WHILE
IN LO and HI RANGE.
A faulty insert valve, leaking at the O-rings of
valve O.D. or from inner seals results in constant
air leak and shift failure. Two indications of defective O-rings or seals are:
A. CONSTANT AIR flowing from exhaust port of
cylinder cover.
B. CONSTANT AIR flowing from Exhaust Port
“E” of control valve WHILE SPLITTER CON-
TROL BUTTON IS REARWARD OR FORWARD
(providing the control valve is operating properly).
The three O-rings in position on valve O.D. can be
replaced. However, if an inner seal is damaged,
the complete assembly MUST be replaced.
26
AIR SYSTEM
INSERT VALVE:
(EQUIPPED WITH ROADRANGER VALVE A-5013)
The insert valve is a self-contained 1-3/16" valve assembly located in the splitter cylinder cover. It CAN-
PORT
SIGNAL LINE FROM
CONTROL VALVE
“SP” PORT
RETAINING NUT
-INSERT VALVE
Cut 7441A-11/87
SUPPLY PORT
NOT be disassembled except for the three O-rings on
outer diameter. The O-rings provide a stationary seal
and do not move in cylinder.
When installing the insert valve in bottom edge of
cover, apply Fuller #71206 silicone lubricant or its
equivalent to O-rings and cylinder walls. Install valve
in bore with flat surface to the outside. When install-
ing the special valve retaining nut, apply Fuller
#71204 adhesive/sealant or its equivalent to threads
and tighten. See TORQUE RECOMMENDATIONS.
Travel of the small insert valve piston is only
As shown in the illustrations below, when NO AIR is
applied to the top side of valve piston, CONSTANT
AIR supplied from the regulator passes to the
FRONTSIDE of cylinder piston, moving the yoke bar
backward to engage the REAR AUXILIARY DRIVE
GEAR (LO RANGE DIRECT AND HI RANGE DIRECT).
The piston moves up to cut off air to the back side of
the cylinder piston. This air is exhausted out the cyl-
inder cover as the piston moves rearward.
When AIR is applied to top side of valve piston,
through signal line, the piston moves down passing
air through the bottom of insert valve to the front and
backside of the cylinder piston, moving the yoke bar
FORWARD engaging the FRONT AUXILIARY DRIVE
GEAR (LO RANGE OVERDRIVE AND HI RANGE
OVERDRIVE).
3/16”.
LOW RANGE AND HIGH RANGE DIRECT
NO AIR ON SIGNAL LINE
OVERDRIVE
CONSTANT AIR
33
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