Eaton Transmission RTO-6613 Service Manual
Service Manual
Fuller Heavy Duty Transmissions
TRSM0600
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
FOREWARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...2
MODEL DESIGNATIONS AND SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...3
LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...4
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...6
POWER FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...8
TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...11
TORQUE RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...12
TOOL REFERENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...14
PREVENTIVE MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...15
PRECAUTIONS
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...17
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...17
REASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...18
AIR SYSTEM
OPERATION AND TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...19
WITH 3-POSITION SELECTOR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...24
WITH A-5015 ROADRANGER VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...27
AI R SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...30
DISASSEMBLY–SHIFTING CONTROLS
AI R SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...36
GEARSHIFT LEVER HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...42
SHIFT BAR HOUSING ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...44
DISASSEMBLY - COMPANION FLANGE AND CLUTCH HOUSING . . . . . . . . . . . . . . . . . . . . .47
DISASSEMBLY - AUXILIARY REAR HOUSING . . . . . . . . .
DISASSEMBLY - AUXILIARY INTERMEDIATE HOUSING
DISASSEMBLY - FRONT SECTION . . . . . . . . . . . . . . . . . . .
REASSEMBLY - FRONT SECTION . . . . . . . . . . . . . . . . . . .
REASSEMBLY - AUXILIARY INTERMEDIATE HOUSING .
REASSEMBLY - AUXILIARY REAR HOUSING . . . . . . . . . .
REASSEMBLY - COMPANION FLANGE AND CLUTCH HOUSING . . . . . . . . . . . . . . . . . . . . .101
REASSEMBLY - SHIFTING CONTROLS
SHIFT BAR HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...102
GEAR SHIFT LEVER HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...105
AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...106
1
FOREWORD
This manual is designed to provide detailed information necessary to service and repair the Fuller
Transmission 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 instal-
lation
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 Shift Bar Housing, you will
find instructions for removal, disassembly and reassembly on page 19. Instructions for installation are
on page 55. 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 may be 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, MI 49003
(61 6) 342-3344
Every effort has been made to ensure the accuracy of all information in this brochure, However, Eaton Transmission Division makes no expressed
or implied warranty or representation based on the enclosed information. Any errors or omissions may be reported to Training and Publications,
Eaton Transmission Division, P.O. Box 4013, Kalamazoo, Ml 49003.
2
MODEL DESIGNATIONS
AND SPECIFICATIONS
Nomenclature:
Letter Designations
Roadranger
Twin Countershaft
Overdrive
Specifications:
No.
Model
RT-6613
RTO-6613
Speeds
13
13
1 St
17.93 14.04 10,96
14.38 11.26
RTO-6613
Low
2nd
3rd 4th 5th 6th 7th 8th 9th 10th
8.78 6.90
Intermediate
8,61
6.74 5.26
5.41
Gear Ratios
4.11
3.29
4.22 3.29 2.64
High
11th 12th
2.61
2.05 1.60 1.25 1.00
2.10
1.64 1.28
Number Designations
Forward Speeds
Multi-Mesh Gearing
x 100 = Nominal Torque
Capacity
IMPORTANT: All Fuller Transmissions are identi-
fied 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.
1.00
13th
.80
(Note 1)
Relative Speed
PTO Gear
To Input R.P.M.
Reverse
2.78/9.15
19.06 830
2.23/7.34
15,28 830
Right
720
.898
Bottom
.720
.898
(Note 2) (Note 2) (Note 3)
Length Weight
In.
mm
32.7
32.7
Oil Cap.
Lbs. Pints
kg
556
252
556
252
Liters
16
8
16
8
See Chart Notes.
CHART NOTES:
P.T.O. Gears - 6613 Series transmissions have a 33-tooth PTO gear, both right side and bottom. All models
have 6/8 pitch PTO gears.
Length - Listed lengths are installation dimensions from face of clutch housing to front of bottoming sur-
2.
face of companion flange or yoke.
Weight - Listed weights are without clutch housing*.
3.
Weights include standard controls, which consist of
gear shift lever housing, gear shift lever, range controls and attaching lines. Weight of standard controls is
approximately 10 lbs. (4.5 kg). All weights are approximate.
Oil Capacity - Oil capacities are approximate, depending on inclination of transmission. Always fill trans-
4.
mission to level of filler opening. Refer to Publication Form 121-
“Lubrication Recommendations” for
further information.
*For information on available clutch housings refer to Publication FUL-140-’’Clutch Housing Chart”.
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.
the internal parts operate in a bath of oil cir-
culated by the motion of gears and shafts.
these procedures are closely followed:
®
Fuller
Transmissions are designed so that
Thus, all 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.
Recommended Lubricants
Fahrenheit
(Celsius)
Type
Heavy Duty Engine Oil
MIL-L-2104B, C or D or
API-SF or API-CD
(Previous API designations 30
acceptable)
Mineral Gear Oil with rust 90
and oxidation inhibitor
API-GL-1
Grade
(SAE)
50 Above 10oF(-12oC.)
40 Above 10oF(-12oC.)
80W
Ambient
Temperature
o
Below 10
Above 10
Below 10oF(-12oC.)
F(-12oC.)
o
F(-12oC.)
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
o
F (110oC). 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 heavy duty engine oil or mineral
gear oil to assure maximum component life
and to maintain your warranty with Eaton.
(Also see “Operating Temperatures”.)
Additives and friction modifiers are not
recommended for use in Fuller transmissions.
\
I
Lubrication Change and Inspection
HIGHWAY USE
First 3,000 to
5,000 miles (4827 to 8045 Km)
Every 10,000 miles (16090 Km)
Every 50,000 miles
(80,450 Km)
OFF-HIGHWAY USE
First 30 hours
Every 40 hours Inspect oil level. Check for leaks.
Every 500 hours
Every 1,000 hours
Oil filter should be changed at each oil change on units
equipped with optional external oil filter.
Change transmission oil where
severe dirt conditions exist.
Change transmission
oil on new units
Inspect oil level.
Check for leaks.
Change transmission
oil.
Change transmission
oil on new units.
Change transmission oil
(Normal off-highway use).
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 case through front bearing cover.
When adding oil, types and brands of oil
should not be intermixed because of possible
incompatibility.
4
Operating Temperatures
—With Heavy Duty Engine Oil
and Mineral Oil
The transmission should not be operated consistently at temperatures above 250°F (120
However, intermittent operating temperatures
o
to 300
F (149°C) 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
o
F, the
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.
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
o
C).
o
F
Proper Lubrication Levels
as Related to Operating 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!
- With EP or Multipurpose Gear Oil
Mild EP gear oil and multipurpose gear oil are
not recommended when lubricant operating
temperatures are above 230
tion, transmission oil coolers are not recommended with these gear oils since the oil
cooler materials may be attacked by these
gear oils. The lower temperature limit and oil
cooler restriction with these gear oils genenally limit their success to milder applications.
o
F (110o). In addi-
Transmission Mounting Angle
Dotted line showing “2 Quarts Low” is for
reference only. Not recommended.
5
OPERATION
In the following instructions it is assumed that the driver is familiar with motor trucks and tractors, and that he
can coordinate the necessary movements of the shift lever and clutch pedal to make progressive and selective
gear engagements in either direction, up or down.
Use Normal Double Clutching Procedures Between Shifts.
Shift this Pattern with Selector Valve
Button in LOW Range
Shift this Pattern with Selector Valve
Button in INTERMEDIATE RANGE
RT-6613 Gear Shift Lever Pattern and Selector Valve Positions
NOTE: For RTO-6613 models, the 7/12
and 8/13 speed locations are reversed.
UPSHIFTING
1. With the transmission in neutral, start engine
and bring vehicle’s air pressure to normal.
2. Make sure the selector valve button
LOW range position,
is in the
4. Shift from 1st speed through 2nd and to the
3rd speed gear position.
Shift this Pattern with Selector Valve
Button in DIRECT
3. Shift into the 1st speed gear position. See
page relating to transmission countershaft
brake,
6
5. Move the selector valve button from LOW to iN-
TERMEDIATE range,
4th speed gear position. After the selector valve
is moved, the auxiliary will shift as soon as there
is a relief in torque.
and immediately shift to the
OPERATION
6. Shift progressively from 4th through 5th, 6th,
and 7th to the 8th speed gear position.
7. Move the selector valve button from iNTERMEDIATE to DIRECT range.
8. Move the gear shift lever to the 9th speed
gear position. The auxiliary section will automatically shift from INTERMEDIATE to
DIRECT when the gear shift lever reaches
neutral.
2. When in 9th and ready for the next down shift,
move the selector valve button from DIRECT to
INTERMEDIATE range.
3. Move the shift lever to the 8th speed gear
position, As the lever reaches neutral the auxiliary will automatically shift from DIRECT to
INTERMEDIATE range.
4. Shift from the 8th speed gear position through
each gear and to 4th.
TCB-6
control
button
Figure 1.
9. Shift upward from 9th through 10th, 11th and
12th to the 13th speed gear position.
DOWNSHIFTING
1. Move the shift lever from the 13th speed posi-
tion through each successive lower speed to the
9th speed gear position.
5. Move the selector valve button from iNTERMEDIATE to LOW and
the 3rd speed gear position. The auxillary section
will shift as soon as there
6. Downshift from 3rd to 2nd and to 1st.
imrnediate/y
IS a relief in torque.
shift to
Model RTO-6613 transmission is equipped with
either a Transmission Countershaft Brake, or an
Upshift Clutch Brake.
Transmission Countershaft Brake . . .
Model TCB-6 or TCB-8 To be used only to
/nitia/
assist
when vehicle is standing still.
Disengage clutch, press down control button and
shift into first or reverse. (Figure 1.)
This is an air-operated mechanical brake which
slows down the transmission gearing by forcing
a piston against the transmission’s PTO gear.
Model TCB-6 mounts on the 6-bolt PTO opening,
model TCB-8 mounts on the 8-bolt PTO opening.
Do
gear engagement in first or reverse
not use an upshift brake. Use only when
vehicle is standing still.
Clutch Brake . . .
gear engagement in first or reverse, and to pro-
vide a brake capable of use for upshifting when
required with adverse conditions.
Brake is activated by extreme clutch pedal
travel during regular upshift sequence. (Figure 2.)
The upshift clutch brake is a disc-type brake in-
corporated into the clutch and transmission
drive gear cover assemblies.
When activated the upshift clutch brake slows
down the transmission gearing.
To provide a brake for initial
Do not use when downshifting. Do not use
as a brake to slow vehicle.
7
POWER FLOW
The transmission must efficiently transfer the engines power, in terms of torque, to the vehicles rear wheels.
Knowledge of what takes place in the transmission during torque transfer is essential when troubleshooting
and making repairs becomes necessary.
FRONT SECTION POWER FLOW:
1.
Power (torque) from the vehicles engine is transferred to the transmissions input shaft.
2.
Splines of input shaft engage internal splines in hub of main drive gear.
3.
Torque is split between the two countershaft drive gears and is delivered along countershaft to all countershaft gears.
4.
Torque is transferred to "engaged" mainshaft gear. The following cross section views illustrate a 1st/4th/9th
speed gear engagement.
5.
Internal clutching teeth in hub of engaged mainshaft gear transfers torque to mainshaft through sliding
clutch.
6.
Mainshaft transfers torque directly to auxiliary drive gear.
8
POWER FLOW
Auxiliary Section Power Flow:
LO (with 3-Position Selector Valve)
Deep Reduction (with A-5015 Roadranger Valve)
7. The auxiliary drive gear splits torque between
the two auxiliary countershaft drive gears.
9. Torque is transferred to output shaft through
sliding clutch.
8. Torque is delivered along both countershaft to
the "engaged" reduction gear on output shaft.
LOW
- POWER FLOW
10. Torque is delivered to driveline (LO 1st shown).
Auxiliary Section Power Flow:
INTERMEDIATE (with 3-Position Selector Valve)
LO RANGE (with A-501 5 Roadranger Valve)
The intermediate drive gear splits torque be- 13.
11.
tween the two auxiliary countershaft intermediate gears.
14.
Torque is delivered along both countershaft to
12.
the "engaged" reduction gear on output shaft.
Torque is transferred to output shaft through
sliding clutch.
Torque is delivered to driveline (INTERMEDIATE
RANGE 4th shown).
INTERMEDIATE - POWER FLOW
9
POWER FLOW
Auxiliary Section Power Flow:
DIRECT (with 3-Position Selector Valve)
HI RANGE (with A-5015 Roadranger Valve)
15. The intermediate drive gear transfers torque 16.
directly to the output shaft through "engaged"
sliding clutch.
Torque is delivered through output shaft to drive
line (HIGH RANGE 9th shown).
10
TIMING
Timing Procedures: All ModeIs
All Fuller twin countershaft transmissions are “timed” at assembly. It is important that proper timing
procedures are followed when reassembling the
transmission. Timing assures that the countershaft
gears will contact the mating mainshaft gears at the
same time, allowing mainshaft gears to center on the
mainshaft and equally divide the load.
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 low 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.
Cut 7300B
C. DRIVE GEAR SET PROPERLY
TIMED
A. TOOTH MARKED ON EACH
COUNTERSHAFT DRIVE GEAR
FOR TIMING PURPOSES
Cut 7300
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.
B. TEETH MARKED ON MAIN
DRIVE GEAR FOR TIMING
PURPOSES
Cut 7300A
Auxiliary Section
Refer to page 89 for detailed instructions on timing
the auxiliary section.
11
TORQUE RECOMMENDATIONS
—
YOKE LOCKSCREWS,
35·45 Ft.·Lbs., 7/16·20 Threads,
Secure
with
Lock
Wire.
~
_
SHIFT BAR HOUSING CAPSCREWS,
35·45 Ft.·Lbs., 3/8-16 Threads
Apply
Loctite
1
1
STUDS \
60 Ft.·Lbs.
Bottomed,
Installed
L......1
~
242
to
threads.
REVERSE
35·50 Ft.·Lbs., 9/16·18
Minimum,
5/8·11 Thread, CAPSCREWS
with
1
Fuller
CLUTCH HOUSING NUTS, \
SIGNAL SWITCH PLUG, \
Driven
Until
No. 71204 Sealant.
~t::.o-2oo~I\
1
RANGE SHIFT YOKE CAPSCREWS,
50-65 Ft.·Lbs.,
Secure
\ AUXILIARY DRIVE GEAR RETAINER
\
~
Threads. 8-12 Ft.·Lbs., 1/4-20 Threads.
112-20
with
Lock Wire.
\ \
~\
~
~
Threads,
~k~~-~L~:.~~g~-~f
AUXILIARY RANGE SHIFT
\
~;.~~N~~~b;.~~,~~i~~~~;;ws,
Apply
\.
\~NUT,
\
~hreads.
Loctite
242
to
threads.
RANGE CYLINDER SHIFT BAR
70-85 Ft.·Lbs., 5/8·18 Threads
Nylon
Locking
~AIR
Patch.
FILTER/REGULATOR
CAPSCREWS,
Apply
Loctite
\ REAR BEARING COVER
35.45 Ft.·Lbs.: 3/8·16 Threads.
~""~Apply
with
242 to threads.
Loctite
242
~
to
threads. I
f
1
CLUTCH HOUSING CAPSCREWS,
1/2-13 Threads, 80-100 Ft.-Lbs.,
Use Lockwashers.
FRONT BEARING COVER
CAPSCREWS,
35.45 Ft.-Lbs., 3/8-16 Threads.
Apply
Loctite
242 to threads.
7190 B-6/86
REVERSE IDLER SHAFT NUTS.
50-60 Ft.-Lbs., 5/8-18 Threads
Nylon
Locking
Insert.
with
12
INTERMEDIATE SHIFT YOKE
LOCKSCREW,
35·45 Ft.·Lbs., 7/16·20 Threads,
Secure
with
242
Lock Wire.
to
threads.
(
AUXILIARY RANGE SHIFT CYLINDER
CAPSCREWS,
35·45 Ft.·Lbs., 3/8·16 Threads,
Apply
Loctite
TORQUE RECOMMENDATIONS
SUPPORT STUD NUTS,
170-185 Ft.-Lbs., 5/8 Threads,
Lockwashers.
I
Use
SLAVE
VALVE CAPSCREWS,
8-12
Ft.·Lbs.,
Apply
Loctite
1/4-20
242
Threads.
to
threads.
AUXILIARY
BEARING
35-45 Ft.·Lbs., 3/8-16
Apply
Cut
7191 B-6/86
COVER CAPSCREWS,
Loctite
INTERMEDIATE
40-50 Ft.-Lbs., 5/8-18 Threads.
COUNTERSHAFT
Threads
242
to
threads.
CYLINDER
/\~
PLUG,
LARGE
50·65
Use
P.T.0. COVER CAPSCREWS,
Ft.-Lbs., 7/16-14
Lockwashers.
\
Apply
Threads
Loctite
13
\
SPEEDMETER
35.75 Ft.-Lbs., 13/16-20
Fuller
242
to
threads.
No. 71205
HOUSING
Sealant
PLUG,
Threads,
Use
TOOL REFERENCE
Tool Reference
Some illustrations in this manual show the use of specialized tools. These tools are recommended for transmission repair as they make repair easier, faster and prevent costly damage to critical parts.
Some of these tools can be obtained from a regular tool supplier, while others can be made either from prints or
dimensions as required by the individual user.
Listed below are illustrations which show these specialized tools, the tool name and how it can be obtained.
Prints are available for tools which have a Fuller tool number; send requests to the Service Department.
Eaton Corporation
Transmission Division
P.O. Box 4013
Kalamazoo, Michigan 49003
PAGE
43
52, 66, 77
86, 88, 98
69, 71
83, 84
53 Aux. Countershaft Bearing Puller Print T-10325
62
53, 98
78, 84, 85, 86
87, 94, 98 Bearing Drivers (Flange-end type) Print Series T-18042*
Tension Spring Driver
Snap Ring Pliers, Large Tool Supplier
Snap Ring Pliers, Medium
(Needle-Nose Type)
Bearing Puller, Small
Auxiliary Plate Hanger Bracket
TOOL
(Jaw Type) Tool Supplier
HOW OBTAINED
Made from Fuller
Print T-1 1938
Tool Supplier
Made from Fuller
Made from Fuller
Print T-22823
Made from Fuller
94 Oil Seal Driver Print T-18088-36
101 Torque Wrench, 1000 Ft.-Lb. Capacity
*Dimensions necessary to determine specific tool number required.
14
Made from Fuller
Tool Supplier
PREVENTIVE MAINTENANCE
15
PREVENTIVE MAINTENANCE
Preventive Maintenance Check Chart
CHECKS WITHOUT PARTIAL
DISASSEMBLY OF CHASSIS OR CAB
1.
Clutch Housing Mounting
Check all capscrews in bolt circle of clutch
a.
housing for looseness.
2.
Clutch Release Bearing (Not Shown)
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 push-
type clutches.
Clutch Pedal Shaft and Bores
3.
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
4.
a. Change at specified service intervals.
b. Use only the types and grades as recom-
mended. See LUBRICATION.
Filler and Drain Plugs
5.
Remove filler plug or dip stick and check
a.
level of lubricant at specified intervals.
Tighten filler and drain plugs securely.
Capscrews and Gaskets
6.
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 cov-
ers for oil leakage due to faulty gasket.
7.
Gear Shift Lever
a.
Check for looseness and free play in housing. If lever is loose in housing, proceed
with Check No. 8.
8. Gear Shift Lever Housing Assembly
a.
Remove the gear shift lever housing assembly from transmission.
b. Check tension spring and washer for set
and wear.
c.
Check bottom end of gear shift lever for
wear of slots. Also check for wear of finger
assembly.
CHECKS WITH DRIVE LINE DROPPED
9.
Universal Joint Companion Flange
or Yoke Nut
a.
Check for tightness. Tighten to recommended torque.
10. 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 before reinstalling. DO NOT USE CROCUS CLOTH, EMERY PAPER OR OTHER
ABRASIVE MATERIALS THAT WILL MAR
SURFACE FINISH.
11.
Splines on Output Shaft
(Not Shown)
a.
Check for wear from movement and chucking action of the universal joint companion
flange or yoke.
12.
Mainshaft Rear Bearing Cover
a.
Check oil seal for wear.
16
PRECAUTIONS
Disassembly
It is assumed in the detailed disassembly instructions
that the lubricant has been drained from the transmis-
sion, the necessary linkage and air lines removed and
the transmission has been removed from the chassis.
Removal of the gear shift lever housing assembly is
included in the detailed instructions; however, this assembly must also be removed from transmission before removing unit from vehicle.
Follow each procedure closely in each section,
making use of both the text and pictures.
1.
BEARINGS - Carefully wash and relubricate all
bearings as removed and protectively wrap until
ready for use. Remove bearings with pullers de-
signed for this purpose.
2.
ASSEMBLIES - When disassembling the various
assemblies, such as the mainshaft, countershaft
and shifting 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.
SNAP RINGS - Remove snap rings with pliers de-
3.
signed 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
without removing the countershaft, mainshaft or
drive gear. Special procedures are required and
are 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. The outside of the unit
should be carefully cleaned before starting the
disassembly. Dirt is an abrasive and can damage
bearings.
WHEN DRIVING - Apply force to shafts, housings,
6.
etc., with restraint. Movement of some parts is restricted. Do not apply force after the part being
driven stops solidly. Use soft hammers and bars
for all disassembly work.
Recommended inspection procedures are set forth
in the following check list:
Bearings
A.
1.
Wash all bearings in clean solvent. Check balls,
rollers and races for pits and spalled areas. Replace bearings which are pitted or spalled.
Lubricate bearings which are not spalled or pitted
2.
and check for axial and radial clearances. Replace
bearings with excessive clearances.
3.
Check fit of bearings in case bores. Bearings
should be tight to shaft, slightly tight to slightly
loose to bearing bore.
B.
Gears
1.
Check operating gear teeth for pitting on the tooth
faces. Gears with pitted teeth should be replaced.
2.
Check all engaging clutching teeth. Gears with
clutching teeth worn, tapered or reduced in length
from clashing in shifting should be replaced.
3.
Check axial clearances of gears. Where excessive
clearance is found, check gear snap ring, washer,
spacer and gear hub for excessive wear. Maintain
.005 to .012 axial clearance of mainshaft forward
speed gears, .005 minimum on reverse gear.
c.
Splines
Check splines on all shafts for wear. If sliding
1.
clutch gears, companion flange or clutch hub
have worn into the sides of the splines, replace
the specific shaft affected.
Tolerance Washers
D.
1.
Check surfaces of all tolerance washers. Washers
scored or reduced in thickness should be replaced.
E.
Reverse Gear and Shaft
1.
Check bearing sleeve for wear from action of
roller bearings.
Inspection
Before reassembling the transmission, the individual
parts should be carefully checked to eliminate those
damaged from previous service. This inspection procedure should be carefully followed to insure the
maximum life from the transmission.
The cost of a new part is generally a small fraction
of the total cost of downtime and labor, should the
use of a questionable part make additional repairs
necessary before the next regularly scheduled overhaul.
17
F.
Gray Iron Parts
1.
Check all gray iron parts for cracks and breaks.
Replace or repair parts found to be damaged.
Heavy castings may be welded or brazed providing the cracks do not extend into bearing bores or
bolting surfaces.
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.
bearing surfaces.
Replace those worn at
PRECAUTIONS
H.
Shifting Bar Housing Assembly
1.
Check yokes and blocks for wear at pads and
lever slot. Replace worn parts.
2.
Check yokes for alignment. Replace those which
are sprung.
Check yokes for excessive wear; replace worn
3.
yokes.
4.
Check Iockscrews in yokes and blocks. Retorque
and rewire those found loose.
If housing has been dismantled, check neutral
5.
notches of shifting bars for wear from interlock
balls. Bars indented at points adjacent to the neutral notch should be replaced.
I.
Gear Shift Lever Housing Assembly
1.
Check spring tension on shift lever. Replace tension spring and washer if lever moves too freely.
If housing is dismantled, check pivot or spade pin
2.
and corresponding slot in lever for wear. Replace
both parts if worn.
J.
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 the cover.
2.
Check oil seal in mainshaft rear bearing cover. If
sealing action of lip has been destroyed, replace
seal.
K.
Synchronizers
Check high and low range synchronizers for burrs,
1.
uneven and excessive wear at contact surface,
and metal particles.
Check blocker pins for excessive wear or loose-
2.
ness.
Check synchronizer contact surfaces on the high
3.
and low range gears for excessive wear.
L.
Sliding Clutches
1.
Check all yokes and yoke slots in sliding clutches
for wear or discoloration from heat.
Check engaging teeth of sliding clutches for par-
2.
tial engagement pattern.
M. O-Rings
1. Check all O-rings for cuts, cracks or distortion. Replace if worn.
Reassembly
Make sure that interiors of case and housings are
clean. It is important that dirt be kept out of transmission during reassembly. Dirt is abrasive and can damage polished surfaces of bearings and washers. Use
certain precautions as listed below, during reassembly.
GASKETS - Use new gaskets throughout the
1.
transmission as it is being rebuilt. Make sure all
gaskets are installed, as omission of gasket can
result in oil leakage or misalignment of bearing
covers.
2.
CAPSCREWS - To prevent oil leakage, use thread
sealant on all capscrews. See torque rating chart
for recommended torque.
O-RINGS - Lubricate all O-rings with silicone lu-
3.
bricant.
ASSEMBLY - Refer to the disassembly illustra-
4.
tions as a guide to reassembly.
INITIAL LUBRICATION - Coat all tolerance
5.
washers and splines of shafts with Lubriplate
during installation to provide initial lubrication,
preventing scoring and galling.
AXIAL CLEARANCES - Maintain original axial
6.
clearances of mainshaft forward speed gears of
.005” to .012”. Mainshaft reverse gear clearance is
a minimum of .005”.
7.
BEARINGS - Use of flanged-end bearing drivers is
recommended for the installation of bearings.
These drivers apply equal force to both races of
bearing, preventing damage to balls and races and
maintaining correct bearing alignment with shaft
and bore. If tubular or sleeve type driver is used,
apply force only to inner race.
8.
UNIVERSAL JOINT COMPANION FLANGE— Pull
the companion flange tightly into place with the
mainshaft nut, using 450-500 foot-pounds of torque. Make sure the speedometer gear has been installed on yoke. If a speedometer gear is not used,
a replacement spacer of the same width must be
used. Failure to pull the yoke or flange tightly into
place will permit the shaft to move axially with resultant damage to rear bearing.
18
AIR SYSTEM
RANGE SHIFT AIR SYSTEM
19
AIR SYSTEM
Cut 7061 M-1/86
—..
This air system is found on 613/6613 Series Roadranger transmissions. The system consists of a 3-
position selector valve and an Intermediate Shift
Cylinder in addition to the Range Cylinder. The lntermediate Shift Cylinder shifts the transmission between LOW & INTERMEDIATE, the Range Cylinder
shifts the transmission between INTERMEDIATE and
WITH 3-POSITION SELECTOR VALVE
HIGH RANGE.
The *A-5015 Roadranger valve can also be used on
this air system and is discussed later in this section.
*Requires the use of part no. 21676 INTERMEDIATE
Shift Cylinder Cover.
20
AIR SYSTEM
Air Filter/ReguIator Assembly
Cut 6141-1/86
Air Filter/Regulator
The air filter/regulator contains a replaceable filter
element which can be removed by turning out the
end cap. This element should be cleaned or replaced
at each oil change, or more often under high humidity conditions.
With normal vehicle air pressure and the gear shift
lever in neutral, check the breather port on the side
of the regulator. There should be no air leaking from
the port. If there is a steady leak of air from this port,
this indicates a defective regulator which should be
replaced.
Cut off the vehicle air pressure and install an air
gauge in the output port of the regulator. Bring the
vehicle air pressure back to normal. Regulated air
pressure should be 57 1/2 to 62 1/2 ppsi.
21
AIR SYSTEM
A-5000 SLAVE VALVE
6162 A-1 /86
Cut
Troubleshooting
The four O-rings and two U-seals are indicated by
circled numbers on the above drawing. If any of
these are defective there will be a constant air leak
out the exhaust or to the atmosphere. In normal
operation exhaust will occur only for an instant as
the range shift is made. The chart to the right is to
be used as a guide to determine defective O-rings or
U-seals.
To Disassemble the A-5000 Slave Valve
1.
Disconnect all air lines, turn out the four cap- 7.
screws and remove the slave valve from the transmission.
Turn out the three capscrews and remove the side
2.
cap.
Remove the seal from the piston and remove the
3.
O-ring from the seal.
Remove the spring from the piston.
4.
Turn out the end cap from the valve body and re- 11.
5.
move the piston from the bore.
Remove the U-seal from the piston.
6.
RESULT
Constant leak through exhaust
low range only.
Constant leak through exhaust
both ranges.
1
Remove the nylon plug from the piston and remove the O-ring from the plug.
Remove the snap-ring from the bore in front of
8.
the valve body.
Remove plug, spring, washer and U-seal from
9.
valve body bore. Remove O-ring from plug.
Lubricate all O-rings and U-seals with silicone
10.
lubricant and reassemble the slave valve.
When reinstalling the end cap, do not use more
than 40 lbs. /ft. of torque. Overtorquing may result in binding the piston in the valve bore.
Constant leak to atmosphere.
in
in
1
22
AIR SYSTEM
19470 Poppet - Type Slave Valve
Cut 7090 G-1/86
Operation
The poppet-type slave valve is a non-serviceable
valve. Should this valve prove to be defective the
complete assembly must be replaced. There are,
however, some preliminary checks to make before replacing the valve.
Troubleshooting
Check air fittings and air lines between the slave
valve and range-valve for restrictions. A restriction
in the line between the outlet port of the range
valve and the “P” port of slave valve can cause a
constant air leak out the exhaust port of the slave
valve.
●
Check the torque of the four 1/4” slave valve mount-
ing capscrews. Torque to 8 lbs./ft. and determine if
the valve functions properly. If the capscrews are
not torqued correctly an air leak between the slave
valve and the transmission case could result.
If retorquing the four slave valve capscrews elimi-
nates the air leaks, the valve should be removed
from the transmission and the three #10 Phillips
head base plate screws on the back of the valve
should be torqued to 45 lbs./in. If the four slave
valve retaining capscrews are equipped with star
washers, flat washers should be installed under
the star washers to prevent them from fretting into
the valve. Reinstall the valve and torque capscrews
to 8 lbs./ft.
If the valve continues to leak after the above
checks have been made, the valve should be re-
placed.
23
AIR SYSTEM
With 3-Position Selector Valve
INTERMEDIATE SHIFT CYLINDER ASSEMBLY
Operation
Constant, regulated air is channeled through the
cover to the front side of shift piston — air is always
on this side of piston.
The shift piston is moved by removing or applying
air (from constant supply) to the backside of piston.
This piston area is larger and can overcome the area
of front side of piston. The removal or application of
air on backside of piston is controlled by the insert
valve in cylinder cover; this valve in turn is controlled
by the selector valve.
Troubleshooting Cover Assembly
1.
Exhaust Port
cover exhaust port usually indicates a faulty insert valve. Exhaust should occur briefly ONLY
when the selector valve button is moved from
“low” to “intermediate”.
2.
Insert Valve
outer diameter O-rings or inner seals will result
in failure to shift. Two indications of O-ring or
seal failures are:
A. Constant leak out cover exhaust.
B. Constant leak out selector valve exhaust port
“E” with the selector valve button in “low”,
(providing the selector valve is operating properly).
The three O-rings on outer diameter of the insert
valve can be replaced. If an inner seal is damaged, the entire insert valve will have to be re-
placed.
— Any constant flow of air out the
— A faulty insert valve, leaking at the
Cut 7450-4/84
CYLINDER COVER ASSEMBLY
INTERMEDIATE SHIFT
CENTER PORT,
SIGNAL LINE FROM
SELECTOR VALVE
INSERT VALVE
RETAINING NUT
BOTTOM EXHAUST PORT
INTERMEDIATE SHIFT
CYLINDER ASSEMBLY
Troubleshooting Cylinder
There are two O-ring seals in the intermediate shift
cylinder.
1. Leak at Seal A
shift to intermediate or direct plus pressurizing
- Possible failure to shift or slow
of transmission.
2. Leak at Seal B
termediate plus leak out cover exhaust when in
intermediate or direct.
- Slow shift between low and in-
COVER ASSEMBLY
SIDE PORT
(CONSTANT AIR)
Cut 7444 G-1 /86
24
AIR SYSTEM
With 3-Position Selector Valve
INSERT VALVE
TO BACK SIDE
OF PISTON,
PUSHING SHIFT
BAR FORWARD
LOW RANGE
NO AIR ON
SIGNAL LINE
CONSTANT
AIR
INTERMEDIATE AND DIRECT RANGE
AIR APPLIED THROUGH SIGNAL LINE
PUSHES INSERT VALVE PISTON DOWN
– CONSTANT
AIR
CONSTANT AIR
SEALED OFF AT
AT THIS POINT
The insert valve located in the intermediate shift cyl-
inder cover is a small 13/16” valve. It is installed with
the flat surface to the inside. It is secured with a special nut in bottom bore of cover.
When installing insert valve apply Fuller silicone
lubricant (Pt. No. 71206) or its equivalent to cylinder
walls. When installing special nut apply Fuller adhesive sealant (Pt. No. 71205) to threads.
The insert valve is self-contained and cannot be
disassembled except for the three O-rings on outer
diameter. These three O-rings are a stationary seal
and do not move in cylinder.
Travel of the small piston in insert valve is only
AIR EXHAUST THROUGH BOTTOM
PORT FROM BACK SIDE OF PISTON
1/32”. The insert valve is a normally-open valve. Thus,
when there is no signal or delivery of air to top side
of insert piston, the constant air from regulator
passes through the insert valve and to the backside
of the piston and moves the shift bar forward (low).
When the insert valve piston is activated by a
signal or delivery of air, the insert valve is closed and
shuts off the constant air to the backside of shift piston. Air in shift cylinder is exhausted out the insert
valve and bottom bore of cover.
When air is removed from backside of shift piston,
constant air on frontside of shift piston moves the
shift bar to the rear (intermediate and direct).
25
AIR SYSTEM
With 3-Position Selector Valve
SELECTOR VALVE
Cut 6151 A-1/84
Description
Porting
selector valve:
- There are four ports in the bottom of the
A. The port stamped “S” is the supply port and
is the constant air line from the slave valve.
B. The port stamped “E” is the exhaust port and
is left open.
C. The port stamped “R” is the signal line to the
slave valve.
D. The port stamped “F” is the signal line to the
intermediate shift cylinder.
Troubleshooting
1. With the selector valve button in “LO” position,
disconnect the two lines connected to port “R”
and “F”. There should be no air coming out of
these ports.
Move the selector valve button to “lNT”. There
should now be a steady flow of air coming from
the “F” port, but still no air coming from the “R”
port.
Move the selector valve button to the “DIR” posi-
tion. There should now be a steady flow of air
coming from both the “F” and “R” ports.
2.
Maintenance and Assembly - The selector valve
is disassembled by removing the cover screws.
Critical assembly factors are:
A. Make sure that the jam nut locking the selec-
tor valve to the shifting lever is secure.
B. Make sure that when reassembled, the top
plate screws are torqued securely. A loose top
plate can affect valve operation.
C. When reassembling, lubricate the O-ring and
O-ring carrier with a silicone lubricant.
If the above results are not obtained, disconnect
the supply air line at the “S” port and make sure
that a steady flow of air is coming through the
line. If air is present, this would indicate a faulty
selector valve. Cause can be defective parts,
damaged O-ring or loose top plate screw.
3.
Any steady flow of air from the selector valve exhaust post indicates a faulty selector valve or in-
correct hook-up. Cause can be damaged O-ring,
defective parts, loose top plate screws or reversed air lines on the selector.
26
AIR SYSTEM
With A-5015 Roadranger Valve
INTERMEDIATE SHIFT CYLINDER ASSEMBLY
Note:
stalled. Refer to the air system schematics at the end of this section for proper air line connections when retro-
fitting or troubleshooting. The air line connections are different for each system.
Operation
Constant, regulated air is channeled through the
cover to the front side of shift piston — air is always
on this side of piston.
air (from constant supply) to the backside of piston.
This piston area is larger and can overcome the area
of front side of piston. The removal or application of
air on backside of piston is controlled by the insert
valve in cylinder cover; this
by the Roadranger Valve.
Troubleshooting Cover Assembly
2.
When an A-5015 Roadranger valve is used the #21676 Intermediate Shift Cylinder cover must also be in-
B. Constant leak out Roadranger valve exhaust
port “E” with the Roadranger valve button in
(providing the Roadranger
The shift piston is moved by removing or
valve in turn is controlled
applying
“Deep Reduction”,
valve is operating properly).
The three O-rings on outer diameter of the insert
valve can be replaced. If an inner seal is damaged, the entire insert valve will have to be replaced.
Troubleshooting Cylinder
There are two O-rings seals in the intermediate shift
cylinder.
Exhaust Port -
1.
cover usually indicates a faulty insert valve. Ex-
haust should occur briefly ONLY when the selec-
tor valve button is moved from “Deep Reduction”
to “LO Range”.
Insert Valve
outer diameter O-rings or inner seals will result in
failure to shift. Two indications of O-ring or seal
failures are:
A. Constant leak out cover exhaust.
Any constant flow of air out the
A faulty insert valve, leaking at the
—
Leak at Seal A -
1.
shift to LO Range or HI Range plus pressurizing
of transmission.
Leak at Seal B -
2.
duction and LO Range plus leak out cover ex-
haust when in LO Range or HI Range.
Possible failure to shift or slow
Slow shift between Deep Re-
CUI7450 D-8/86
INTERMEDIATE SHIFT CYLINDER ASSEMBLY
27
Loading...