Eaton Transmission RTOF-11607L Service Manual

Download

Service Manual

Fuller Heavy Duty Transmissions TRSM0300

October 2007

RTO-11607L RTO-11607L RTO-11607LL RTO-11607LL RTOF-11607L RTOF-11607LL

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 DESIGNATIONS AND SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

OPERATION

(L) Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(LL) Models

POWER FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

TORQUE RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

TOOL REFERENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

PREVENTIVE MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

PRECAUTIONS

DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

REASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHANGING INPUT SHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

AIR SYSTEM

RANGE SHIFT AI R SYSTEM: ALL MODELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DEEP REDUCTION AIR SYSTEM: (LL) Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

AI R SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DISASSEMBLY AND REASSEMBLY - SHIFTING CONTROLS

AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

GEAR SHIFT LEVER HOUSING ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SHIFT BAR HOUSING ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

REMOVAL - COMPANION FLANGE, AUXILIARY SECTION AND CLUTCH HOUSING DISASSEMBLY - AUXILIARY SECTION (L) Models . . .

REASSEMBLY - AUXILIARY SECTION (L) Models . . . .

DISASSEMBLY - AUXILIARY SECTION (LL) Models . . REASSEMBLY - AUXILIARY SECTION (LL) Models . . .

DISASSEMBLY - FRONT SECTION . . . . . . . . . . . . . . . . . .

REASSEMBLY - FRONT SECTION . . . . . . . . . . . . . . . . . .

INSTALLATION - COMPANION FLANGE, AUXILIARY SECTION

AND CLUTCH HOUSING . . . . . . . . . . . . . . . . . . . . . . . . .

INSTALLATION - SHIFTING CONTROLS

SHIFT BAR HOUSING ASSEMBLY . . . . . . . . . . . . . .

GEAR SHIFT LEVER HOUSING ASSEMBLY . . . . . .

AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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 Shift Bar Housing, you will find instructions for removal, disassembly and reassembly on page 47. Instructions for installation are on page

131. Service Manuals, Illustrated Parts Lists, Drivers Instructions, Driver Training Programs 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 improvements, repair procedures and other servicerelated subjects by writing to the following address:

EATON CORPORATION

TRANSMISSION DIVISION Technical Service Department P.O. Box 4013 Kalamazoo, Michigan 49003 (616) 342-3000

information on product

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.

omissions may be reported to Marketing Communications, Eaton Transmission Division, P.O. Box 4013, Kalamazoo, Ml 49003.

Any errors or

MODEL DESIGNATIONS AND SPECIFICATIONS

IMPORTANT: All 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.

Gear Ratios —

Model

RTO-11607L RTO-11607LL

Deep Reduction

Rev.

—

18.53

LO-LO

23.18

Low Range High Range

LO 1st

14.87

8.79

2nd 3rd 4th

3.57

2.46

5.59

5th

1.57

6th 7th OD

1.00

.76

Reverse

Low/High

11.89/3.33

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.

First 30 hours Factory fill Initial drain,

Every 40 hours Inspect fluid level Check for leaks

Every 500 hours Change transmission fluid where

Every 1,000 hours

First 3,000 to 5,000 miles Factory fill

(4827 to 8045 Km)

Every 10,000 miles

(16090 Km)

Every 50,000 miles (80450 Km)

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 40

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

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.

, .

. . . .

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

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

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.

F (120oC).

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.

OPERATION

Shift Lever Patterns and Shifting Controls

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 trouble-shooting and making repairs as they become necessary.

Front Section Power Flow:

(Both Models)

Power (torque) from the vehicle's engine is

transferred to the transmission's input shaft.

Splines of input shaft engage internal splines in hub of main drive gear. Torque is split between the two countershaft drive

gears.

Torque is delivered along both countershaft to mating countershaft gears of "engaged" mainshaft gear. The cross section view shown below illustrates LO/LO gear engagement.

Internal clutching teeth in hub of engaged mainshaft gear transfers torque to mainshaft through sliding clutch.

Mainshaft transfers torque directly to auxiliary drive gear.

Auxiliary Section Power Flow:

(RTO-11607LL LO/LO)

The auxiliary drive gear splits torque between the two auxiliary countershaft drive gears. Torque is delivered along both auxiliary

countershaft to the mating "engaged" deep reduction gear on output shaft. Torque is transferred to output shaft through

sliding clutch.

10.

Output shaft delivers torque to driveline as LO/LO.

DEEP REDUCTION POWER FLOW

Figure 1

POWER FLOW

Auxiliary Section Power Flow: LOW RANGE (All Models)

7.8.The auxiliary drive gear splits torque between the

two auxiliary countershaft drive gears. Torque is delivered along both countershaft to

"engaged" low range gear on range mainshaft or output shaft.

Torque is transferred to range mainshaft or output

shaft through sliding clutch.

10.

Torque is delivered to driveline as LOW RANGE.

LOW RANGE POWER FLOW

(RTO-11607L Model Shown)

Auxiliary Section Power Flow: HIGH RANGE (All Models)

7. The auxiliary drive gear transfers torque directly to

the range mainshaft or output shaft through "engaged" sliding clutch.

Figure 2.

8. Torque is delivered through range mainshaft

and/or output shaft to driveline as HIGH RANGE 4th.

HIGH RANGE POWER FLOW

(RTO-11607L Model Shown)

Figure 3.

TIMING

All Fuller twin countershaft transmissions are “timed”

at assembly.

It is important that proper timing procedures are followed when reassembling the transmission. Timing assures that the countershaft gears will contact the mating mainshaft gears at the same time, allowing mainshaft gears to center on the mainshaft and equally divide the load.

Timing is a simple procedure of marking the appropriate teeth of a gear set prior to installation and placing them in proper mesh while in the transmission.

In the front section, it is necessary to ime only he drive

gear set. And depending on the model, only the low

range or deep reduction gear set is timed in the

auxiliary section.

A. Marking countershaft drive gear teeth.

1. Prior to placing each countershaft assembly into

case, clearly mark on each drive gear the gear tooth which is directly over the keyway in gear.

(See illustration A.) This tooth is stamped with

an “O” to aid identification.

Meshing marked countershaft gear teeth with

marked drive gear teeth. (After installing drive gear and mainshaft assemblies, the countershaft bearings are installed to complete countershaft installation.)

1. When installing bearings on the left countershaft, mesh the marked countershaft gear tooth between two marked teeth on the drive gear. Repeat the procedure when installing the right countershaft bearings. (See Illustration c.)

A. TOOTH ON COUNTERSHAFT

DIRECTLY OVER KEYWAY MARKED FOR TIMING

B. Marking drive gear teeth.

1. Mark any two adjacent teeth on the drive gear.

2. Mark the two adjacent teeth on the drive gear

which are directly opposite the first set marked. There should be an equal number of teeth

between the markings on each side of gear. (See Illustration B.)

B. DRIVE GEAR TEETH

CORRECTLY MARKED FOR TIMING

C. COUNTERSHAFT GEAR TEETH

MESHED WITH DRIVE GEAR TEETH FOR CORRECT TIMING

Timing auxiliary section.

(In the auxiliary section, the low speed gear set is marked for timing instead of the drive gear set. )

Mark any two adjacent teeth on the large

mainshaft low speed gear, then mark the two adjacent teeth directly opposite—the same procedure as used when marking the front section drive gear.

On each auxiliary countershaft assembly, mark the tooth on the small low speed gear which is stamped with an “O. ”

Install the low speed gear and tailshaft assembly

in auxiliary housing.

Partially install outer races of countershaft rear bearings in case bores.

Place the auxiliary countershaft assemblies into position, meshing

marked tooth on each countershaft gear between marked teeth on low speed gear.

Countershafts will be partially

seated in rear bearing.

Fully install rear bearings to complete auxiliary

countershaft installation.

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

TORQUE RECOMMENDATIONS

Cut 7191A

TOOL REFERENCE

Some repair procedures pictured in this manual show the use of specialized tools. Their actual use is from a tool supplier or made from dimensions as recommended as they make transmission repair easier, faster, and prevent costly damage to critical Prints are available upon request by writing. 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

PAGE

Transmission.

TOOL

57 Auxiliary Section Hanger Bracket

100

Tension Spring Driver

Snap Ring Pliers Tool Supplier

The specialized tools listed below can be obtained

required by the individual user. Detailed Fuller@ Tool

Eaton Corporation Transmission Division Technical Service Dept.

P.O. Box 4013

Kalamazoo, Michigan 49003

HOW OBTAINED

Made from Fuller

Print T-22823

Made from Fuller

Print T-11938

101

Impact Puller (1/2-13 Threaded End)

9 4 Bearing Drivers (Flanged-End)

Quill Snap Ring Installer

127 Torque Wrench, 1000 Lbs./Ft. Capacity

‘Dimensions necessary to determine specific tool number required.

Input Shaft Nut Installer

Tool Supplier

Made from Fuller

Series T-10842*

Made from Fuller

Print T-22917-F

Tool Supplier

Made from Fuller

Print T-22553-A

PREVENTIVE MAINTENANCE

CHECK CHART

PREVENTIVE MAINTENANCE

PREVENTIVE MAINTENANCE CHECK CHART

CHECKS WITHOUT PARTIAL

DISASSEMBLY OF CHASSIS OR CAB

Air System and Connections

a. Check for leaks, worn air lines, loose

connections and capscrews. See AIR SYSTEM.

Clutch Housing Mounting

a. Check all capscrews in bolt circle of clutch

housing for looseness.

Clutch Release Bearing (Not Shown)

a. Remove hand hole cover and check radial and

axial clearance in release bearing.

b. Check relative position of thrust surface of

release bearing with thrust sleeve on pushtype clutches.

Clutch Pedal Shaft and Bores

a. Pry upward on shafts to check wear. b. If excessive movement is found, remove

clutch release mechanism and check bushings in bores and wear on shafts.

Lubricant

a. Change at specified service intervals.

b. Use only the types and grades as

recommended. See LUBRICATION.

Filler and Drain Plugs

a. Remove filler plugs and check level of

lubricant at specified intervals. Tighten filler and drain plugs securely.

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.

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

a. Remove air lines at slave valve and remove the

gear shift lever housing assembly from transmission.

b. Check tension spring and washer for set and

wear.

c. Check the gear shift lever spade pin and 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 a solvent and shop rag to

clean sealing surface of companion flange or yoke. DO NOT USE A CROCUS CLOTH, EMERY PAPER OR OTHER ABRASIVE

MATERIALS THAT WILL MAR SURFACE

FINISH.

12. Splines on Output Shaft

a. Check for wear from movement and chucking

action of the universal joint companion flange

or yoke.

13. Mainshaft Rear Bearing Cover

a. Check oil seal for wear.

PRECAUTIONS

Disassembly

It is assumed in the detailed assembly instructions that the lubricant has been drained from transmission, the necessary linkage and air lines were 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,

ILLUSTRATIONS AND PHOTOGRAPHS PROVIDED.

BEARINGS

reusable bearings as removed and protectively wrap until ready for use. Remove bearings planned to be reused with pullers designed for this purpose.

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.

SNAP RINGS - Remove snap rings with pliers

designed for this purpose. Snap rings removed in this manner can be reused.

INPUT SHAFT - The input shaft can be removed

from transmission without removing the

- Carefully wash and relubricate all

countershaft, Special procedures are required and provided in this manual.

CLEANLINESS - Provide a clean place to work. It is

important that no dirt or foreign material enters the unit during repairs. damage bearings. It is always good practice to clean the outside of the unit before starting the planned disassembly.

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.

mainshaft, or main drive gear.

Dirt is an abrasive and can

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

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 check list.

A. BEARINGS B. GEARS

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.

Lubricate bearings that are not pitted,

discolored, or spalled and check for axial and

radial clearances.

Replace bearings with excessive clearances.

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, the case should be

replaced.

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. In most cases, gears with light to moderate pitted teeth have considerable gear life remaining and can be reused. But gears with advanced stage pitting should be replaced.

Check for gears

abnormally worn, tapered, or reduced in length from clashing in shifting. Replace gears found in any of these conditions.

parts to assure continued

with clutching teeth

PRECAUTIONS

Inspection (Cont.)

3. Check axial clearance 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 between mainshaft gears.

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/LIMIT WASHERS

1. Check surfaces of all limit 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 or repair parts found to be damaged. Heavy castings may be welded or brazed provided the cracks do not extend into bearing bores or bolting surfaces. When welding, however, never place the ground so as to allow current to pass through the transmission.

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

bearing surfaces.

H. SHIFT BAR HOUSING ASSEMBLY

Check for wear on shift yokes and blocks at

pads and lever slot. Replace excessively worn

parts.

Check yokes for correct alignment. Replace sprung yokes.

Check Iockscrews in yokes and blocks. Tighten and rewire those found loose.

If housing has been disassembled, check

neutral notches of shift bars for wear from

interlock balls.

GEAR SHIFT LEVER HOUSING

ASSEMBLY

1. Check spring tension on shift lever. Replace

tension spring and washer if lever moves too freely.

2 If housing is disassembled, check spade pin

and corresponding slot in lever for wear. Replace both parts if excessively worn.

BEARING COVERS

1. Check covers for wear from thrust to adjacent

bearing. Replace covers damaged from thrust of bearing outer race.

2. Check bores of covers for wear. Replace those

worn oversize.

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 mainshaft rear bearing cover.

If sealing action of lip has been destroyed, replace seal.

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.

SYNCHRONIZER ASSEMBLY

Check synchronizer for burrs, uneven and excessive wear at contact surface, and metal particles.

Check blocker pins for excessive wear or

looseness. Check synchronizer contact surfaces on the

auxiliary drive and low range gears for excessive wear.

N. O-RINGS

1. Check all O-rings for cracks or distortion.

Replace if worn.

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.

2. CAPSCREWS - To prevent oil leakage, use Loctite 242 thread sealant on all capscrews. For torque

ratings, see TORQUE RECOMMENDATIONS.

3. O-RINGS - Lubricate all O-rings with silicon lubricant.

4. ASSEMBLY - Refer to the illustrations provided in

the detailed disassembly instructions as a guide to

reassembly.

5. INITIAL LUBRICATION - Coat all limit washers and splines of shafts with Lubriplate during reassembly to prevent

AXIAL CLEARANCES - Maintain original axial

clearances of .005” to .012” for mainshaft gears.

scoring and galling of such parts.

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 alignment 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.

—

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 speedometer drive gear or a replacement spacer of the same width has been installed. Failure to pull the companion flange or yoke tightly into place will permit the output shaft to move axially with resultant damage to the rear bearing.

IMPORTANT: REFER TO THE APPROPRIATE ILLUSTRATED PARTS LIST

(SPECIFIED BY MODEL SERIES) TO ENSURE THAT PROPER PARTS

ARE USED DURING REASSEMBLY OF THE TRANSMISSION.

CHANGING INPUT SHAFT

Special Procedure For Changing Input Shaft

NOTE: In some cases in field repair it may be

necessary to replace only the input shaft due to clutch wear on the splines.

In these instances, the input shaft can be removed without disassembling the transmission other than removing the shifting bar housing. Removal of the clutch housing is

optional. Following is the detailed procedure.

A. INPUT SHAFT REMOVAL

Remove the gear shift lever housing assembly (or remote control assembly) from shift bar housing, if necessary, and the shift bar housing assembly from transmission case.

2. Remove the front bearing cover and gasket.

CHANGING INPUT SHAFT

Remove the drive gear bearing nut (left hand

threads).

Suggestion: For removal of nut ONLY, engage two

mainshaft sliding clutches into gear to prevent the input from rotating.

Drive the input shaft back through the bearing and into the case as far as possible. Drive the shaft forward again to free the input shaft bearing from the bore in the case.

NOTE: If this procedure does not free the bearing from

its bore, repeat steps 4 through 6.

4. Drive the input shaft as far forward as possible.

5. Tap the input shaft down to cock the input shaft

bearing in its bore.

Pry the bearing from the input shaft with two large

screwdrivers.

Remove the spacer from the input shaft.

CHANGING INPUT SHAFT

From the front of transmission, remove the snap

ring from I.D. of main drive gear using two small screwdrivers. If mainshaft was previously locked in two gears, it may become necessary to place sliding clutches in the neutral position to rotate input shaft and mainshaft for removal of snap ring.

Pull the input shaft forward from the splines of the

10.

drive gear.

4. Install spacer on input shaft.

INPUT SHAFT INSTALLATION

If necessary, install bushing in pocket of input

shaft.

Install new input shaft into splines of main drive

gear just far enough to expose snap ring groove in

I.D. of drive gear.

Install snap ring in groove of drive gear.

Move the clutch gear forward to contact end of

input shaft in hub of drive gear. Block between rear of sliding clutch and front of the overdrive gear. When installing bearing this will hold input shaft in position to seat the bearing properly.

CHANGING INPUT SHAFT

6. Using a flanged-end driver, install the drive gear bearing on shaft and into case bore. When applying force to driver, use caution so as not to damage bearing shield.

7. Remove the blocking from the mainshaft.

8.9.Apply Fuller¨adhesive sealant #71204 or equiva-

lent to the cleaned threads of input shaft and nut, using caution so as not to contaminate bearing with sealant.

Engage two mainshaft sliding clutches into gear to prevent the mainshaft from rotating and install the new drive gear bearing nut, left-hand threads, on

input shaft. Tighten nut with 250-300 Lbs./ Ft. of

torque. DO NOT REUSE OLD NUT.

Suggestion: To avoid damaging the O.D. of nut,

use the tool specifically designed for this purpose. See TOOL REFERENCE.

10. With a punch and maul, peen the nut into the two

milled slots of input shaft, using caution so as not

to distort O.D. of nut.

To facilitate proper reinstallation of the shift bar

11.

housing assembly on case, make sure mainshaft sliding clutches are placed in the neutral position.

12.

Reinstall the shift bar housing assembly, the front bearing cover and all other parts and assemblies previously removed, making sure to replace the gaskets used.

NOTE: The above instructions are for changing the

input shaft only. To change the drive gear, complete disassembly of the front section is required.

AIR SYSTEM

RTO-11607L

AIR SYSTEM

RTO-11607LL

AIR SYSTEM

RANGE SHIFT AIR SYSTEM - ALL MODELS

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

supplied to the “S” or Supply Port of slave valve and

passed through to the INLET or “S” Port of control valve.

WHILE IN LOW 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 Iine between the Low Range or Range Port of range cylinder housing. AIR received at this port moves the range piston to the rear and causes the auxiliary low range gear to become engaged.

WHILE IN HIGH 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 High Range or “H” Port of valve and the

High 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 low 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 piston, allowing it to move to the selected range position.

“L” Port of slave valve and the Low

Troubleshooting

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.

CAUTION: NEVER WORK UNDER A VEHICLE

WHILE ENGINE IS RUNNING as personal injury MAY result from the sudden and unintended movement of vehicle under power.

1. INCORRECT AIR LINE HOOK-UPS (See Air System Schematics)

With the gear shift Iever 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 HIGH 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 LOW RANGE selection will result in a HIGH RANGE engagement and vice versa.

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.

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.

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 LOW RANGE

or is slow to make the range shift and the case is pressurized, section.

Tighten all loose connections and replace

defective O-rings and parts.

AIR FILTER/REGULATOR (See illustration, Page 26.)

With the gear shift lever in neutral, check the

breather of air filter/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 gauge 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.

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.

CONTROL VALVE (See Pages 27 and 28.)

With the gear shift lever in neutral, select HIGH

RANGE and disconnect the 1/8” O.D. airline at the OUTLET or “P” Port of control valve.

A. When LOW RANGE is selected, a steady blast

of air will flow from opened port. Select HIGH

RANGE to shut off air flow. This indicates the control valve is operating properly. Reconnect air line.

see Check Note 7 of this

The air regulator has been

AIR SYSTEM

B. If control valve does not operate properly,

check for restrictions and air leaks. Leaks

indicate defective or worn O-rings.

5. HIGH RANGE OPERATION

With the gear shift lever in neutral, select LOW RANGE and disconnect the 1/4” I.D. air line at the port of range cylinder cover. Make sure this line leads from the High Range or “H” Port of slave valve.

When HIGH RANGE is selected, a steady blast of air should flow from disconnected line. Select LOW RANGE to shut off air flow.

Move the shift lever to a gear position and

select HIGH 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 LOW RANGE to shut off air flow and reconnect air line.

If the air system does not operate accordingly,

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.

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.

Leak at gasket B results in a steady flow of air to

atmosphere while in HIGH RANGE.

Leak at O-ring C results in a slow shift to LOW

RANGE; pressurizing of transmission case.

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. LOW RANGE OPERATION

With the gear shift lever in neutral, select HIGH

RANGE and disconnect the 1/4” I.D. air Iine at the

fitting on range cylinder housing. Make sure this

line leads from the Low Range or “L” Port of slave

valve.

When LOW RANGE is selected, a steady blast

of air should flow from disconnected line. Select HIGH RANGE to shut off air flow.

Move the shift lever to a gear position and

select LOW 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 HIGH RANGE to

shut off air flow and reconnect air line.

If the air system does not operate accordingly,

the slave valve or actuating components of the

shift bar housing assembly are defective.

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

PISTON-TYPE

POPPET-TYPE

Refer to the drawing for disassembly and reassembly of the piston-type slave valve assembly. 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 Low Range gears.

AIR SYSTEM

RANGE CONTROL VALVE

NOTE: This valve provides range

selection ONLY. When equipped on LL Models, the dash-mounted Deep Reduction Valve is required to provide deep reduction selections.

Removal and Disassembly Reassembly and Installation

Refer to the drawing for proper reassembly. Use a

Disconnect the air lines and loosen clamp securing

the valve to gear shift lever. Remove valve. Remove the four screws to separate the front and

rear housings and remove the slide and two sets of position springs and balls.

Remove the seal, insert valve O-ring and spring from rear housing.

If necessary, remove the two felt seals. Punch out

the roll pin to remove the control knob from slide.

VERY SMALL amount of silicone lubricant on the Orings to avoid clogging ports. A small amount of grease on the position springs and balls will help to hold them in place during reassembly.

Install the air lines with their sheathing and O-rings

on the gear shift lever. Secure the valve on gear shift lever with mounting

clamp. The control knob should face to the front and be approximately 6“ below the centerline of ball grip.

Attach the air lines.

AIR SYSTEM

MASTER CONTROL VALVE A-5010

NOTE:

Cut 6146

This valve provides range selection ONLY. When equipped on 15-Speed Models, the dash-mounted Deep Reduction Valve is required to provide deep reduction selections.

Removal and Disassembly Reassembly and Installation

Refer to the drawing for proper reassembly. Use a

Remove two screws holding bottom cover to valve

and slide cover down gear shift lever to expose air

line fittings. Disconnect air lines.

Loosen jam nut and turn control valve from gear shift lever.

Pry medallion from recess in top cover.

Turn out the two screws to remove the top cover from valve housing.

Turn out the two screws in side of valve housing to

separate the housing.

Remove the Range Preelection Lever from left

housing and the position balls and guide from lever.

If necessary, remove spring and O-ring from bores in left housing.

If necessary, remove springs, O-ring and sleeve

from bores in right housing.

VERY SMALL amount of silicone Iubricant on the Orings to avoid clogging ports. A small amount of grease on the position springs and balls will help to hold them in place during reassembly.

Reinstall control valve on gear shift lever and tighten

jam nut.

Attach air lines and reinstall bottom cover.

AIR SYSTEM

DEEP REDUCTION AIR SYSTEM: LOW-LOW MODELS ONLY

Operation

In addition to the various components of the Range Shift Air System, the Deep Reduction Air System utilizes a reduction cylinder and a separate dashmounted Deep Reduction Valve OR the Master Control Valve A-5015.

CONSTANT AIR from the air filter/regulator assembly is supplied to the reduction cylinder at the port on right side of cylinder cover. See Air System Schematics.

With the Deep Reduction lever in the ’’OUT” position, the valve is OPENED and AIR is supplied to the Center Port of cylinder cover, moving the reduction piston forward to disengage deep reduction gearing. With the lever moved to the “IN” position, the valve is CLOSED and NO AIR is supplied to the Center Port. CONSTANT AIR from the air filter/regulator assembly moves the

reduction piston

gearing.

Lever to “OUT”

(Valve OPENED)

For models equipped with the Master Control Valve A-5015, AIR is supplied to the built-in deep reduction valve ONLY WHILE IN LOW RANGE from tee fitting at the Low Range or “L” Port of slave valve. The insert valve (see Page 33) MUST be installed in cylinder cover to provide the proper air flow needed to move the reduction piston in the cylinder. See schematic provided on Page 31.

NOTE: The insert valve is NOT USED in the reduction

cylinder cover of models equipped with the

Deep Reduction Valve.

With the Deep Reduction Button in the

REARWARD position, the “SP” Port of control valve is CLOSED and NO AIR is supplied to the Center Port of cylinder cover.

rearward to engage reduction

Lever to “IN”

(Valve CLOSED)

Button REARWARD

(“SP” Port CLOSED)

WHILE IN LOW RANGE, the button can be moved

FORWARD to operate in DEEP REDUCTION. The “SP” Port of valve is OPENED when deep reduction selection is made, supplying AIR to the Center Port of cylinder cover.

Button FORWARD

(“SP” Port OPENED)

NOTE:

WHILE IN HIGH RANGE, the mechanical

interlock of Master Control Valve prevents movement of Deep Reduction Button to the FORWARD position.

Troubleshooting

If the transmission fails to shift oR shifts too slowly to or

from DEEP REDUCTION, the fault may be in the Deep

Reduction Air System or related cOmponents of the Range Shift Air System.

To Iocate the trouble, the following checks should be made with normal vehicle air pressure supplied to the system, but with the engine off. See CAUTION, Page

24.

NOTE: It is assumed that correct PSI readings were

obtained from the air filter/regulator and all air lines have been checked for leaks.

For Models Equipped with the Deep Reduction Valve . . .

Air Supply (See Air System Schematics.)

With the gear shift lever in neutral, loosen the connection at the INLET (End Port) or Deep

Reduction Valve until it can be determined that CONSTANT AIR is supplied to valve. Reconnect air line.

If there is NO AIR, check for a restriction in line between the Deep Reduction Valve and slave valve, making sure this line is connected to tee fitting at

the Supply or “S” Port of slave valve.

AIR SYSTEM

2. Deep Reduction Schematics.)

With the gear shift lever in neutral, disconnect the air line leads from OUTLET of Deep Reduction

Valve.

WHILE IN LOW RANGE, move the Deep Reduction Valve Lever to the “IN” position.

There should be NO AIR from disconnected

line.

Move the valve lever to the “OUT” position. There should now be CONSTANT AIR flowing from disconnected line. Return the valve Iever to the “IN” position to shut off air flow and

reconnect air line.

Valve (See Air System

3. Reduction Cylinder (Refer to the following Illustration.)

If any of {he seals in the reduction cylinder assembly are defective, the deep reduction shift will be affected. The degree of air lost will govern the degree of failure, from slow shiftIng to

complete shift failure.

Leak at O-ring A results in a slow shift to

engage deep reduction gearing; pressurizing of transmission case; deep reduction gearing can be disengaged. Leak at O-ring B results in slow shifting or

complete failure to engage and disengage deep reduction gearing; steady flow of air from exhaust port of Deep Reduction Valve when lever is in the “IN” position. Leak at gasket C results in a slow shift to

disengage deep reduction gearing; steady flow of air to atmosphere.

REDUCTION CYLINDER ASSEMBLY

(Models equipped with Deep Reduction Valve ONLY.)

AIR SYSTEM

For Models Equipped with

the Master Control Valve A-5015 . . .

1. Air Supply (See schematic below.)

With the gear shift lever in neutral, select LOW RANGE and loosen the connection at the “H” Port of control valve until it can be determined that AIR is supplied to valve. Reconnect air line. If there is

NOTE: Arrows are provided in

this schematic to note direction of air flow through PRESSUR-

IZED LINES SHOWN AS SHADED AREA ONLY.

NO AIR, check for a restriction in the 1/8” O.D. air line between the control valve and slave valve, making sure this line is connected to tee fitting at the Low Range or “L” Port of slave valve.

AIR SYSTEM

2. Master Control Valve (See Page 34 and schematic on preceding page.)

With the gear shift lever in neutral, disconnect the

1/8” O.D. air line at the Center Port of reduction

cylinder cover, making sure this line Ieads from the

“SP” Port of control valve.

WHILE IN LOW RANGE, move the Deep

Reduction Button FORWARD. There should be AIR flowing from disconnected line. Move the failure. Two indications of defective O-rings or button REARWARD to shut off air flow and reconnect air line. If the preceding conditions did not exist, the

control valve is defective, or there is a restriction in the air lines.

Reduction Cylinder (Refer to the following

illustration.)

If any of the seals in the reduction cylinder assembly are defective, the deep reduction shift will be affected. The degree of air lost will govern the degree of failure, from slow shifting to complete shift failure.

Leak at O-ring A results in a slow shift to

engage deep reduction gearing; pressurizing of transmission case; deep reduction gearing can be disengaged.

Leak at O-ring B results in slow shifting or complete failure to engage and disengage deep reduction gearing; steady flow of air from exhaust port of control valve and/or cylinder cover when Deep Reduction Button is in the

FORWARD position. Leak at gasket C results in a slow shift to

disengage deep reduction gearing; steady flow of air to atmosphere.

4. Insert Valve (See next page.)

Any constant flow of air from exhaust port of cylinder cover usually indicates a faulty insert valve. Exhaust should occur ONLY BRIEFLY when Deep Reduction Button is moved FORWARD WHILE IN LOW RANGE.

A faulty insert valve, leaking at the O-rings of

valve O.D. or from inner seals, will result in shift

seals are:

A. CONSTANT AIR flowing from exhaust port of

cylinder cover.

B. CONSTANT AIR flowing from exhaust port ”E”

of control valve WHILE DEEP REDUCTION BUTTON IS REARWARD (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.

REDUCTION CYLINDER ASSEMBLY

(Models equipped with Master Control A-5015 ONLY.)

AIR SYSTEM

Insert Valve: LL Models

Equipped with Master Control Valve A-5015

The insert valve is a self-contained 1-3/16” valve

assembly located in the reduction cylinder cover. It CANNOT be disassembled except for the three ORINGS ON outer diameter. The O-rings provide a stationary seal and do not move in cylinder.

CENTER PORT,

SIGNAL LINE FROM

CONTROL VALVE

"SP” PORT.

INSERT VALVE

RETAINING NUT

BOTTOM EXHAUST PORT

When installing the insert valve in bottom bore 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 inside. When installing 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 3/16”.

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 freely through the insert valve and to the back side of cylinder piston, moving the yoke bar forward to disengage deep

reduction gearing (LOW RANGE AND HIGH RANGE).

When AIR is supplied to the top side of valve piston

through signal line, the piston moves down to cutoff air supplied to the back side of cylinder piston. This air is

exhausted out bottom port of cover when CONSTANT

AIR supplied from the regulator is directed to the front side of cylinder piston, moving the yoke bar rearward to engage deep reduction gearing (LO/LO).

LO/LO

AIR APPLIED THROUGH SIGNAL LINE

PUSHES INSERT

VALVE PISTON DOWN

LOW RANGE

TO BACK SIDE

OF PISTON,

YOKE BAR

FORWARD

Cut 7450A

AND

HIGH RANGE

NO AIR ON

SIGNAL LINE

CONSTANT

AIR

CONSTANT

AIR SEALED

OFF AT THIS

POINT

CONSTANT

AIR

AIR EXHAUST THROUGH BOTTOM

PORT FROM BACK SIDE OF PISTON

AIR SYSTEM

MASTER CONTROL VALVE A-5015

NOTE:

This valve provides BOTH range and deep

reduction selection, replacing the need for

separate units (Range Control Valve A-3546 or

Master Control Valve A-5010 with dash-mounted Deep Reduction Valve).

Removal and Disassembly Reassembly and Installation

Refer to the drawing for proper reassembly. Use a

Remove two screws holding bottom cover to valve and slide cover down gearshift lever to expose air

line fittings. Disconnect air lines.

Loosen jam nut and turn control valve from gear shift lever.

Pry medallion from recess in top cover.

Turn out the two screws to remove the top cover from valve housing,

Remove the actuator button from valve housing and

the spring retainer, springs, seal and detent parts

from actuator and/or valve housing.

Turn out the two screws in side of valve housing to

separate the housing.

Remove the Range Preelection Lever from left housing and the position balls and guide from lever.

If necessary, remove springs, O-ring and retainer

from bores in right housing.

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.

Reinstall control valve on gear shift lever and tighten

jam nut.

Attach air lines and reinstall bottom cover.

7L: 8: 9: and 10 Speed (2-Speed Auxiliary)

Range—LO

A-3546 Range Valve

Down

Outlet

A-4688 Slave Valve

A-5010 Roadranger Valve

Down

Slave Valve Identification

A-4688 Valve

A-5000 Valve

19470 Valve

19470 or A-5000 Slave Valve

Air Filter/Regulator Assembly

Air from Vehicle Source

HI LO

Constant Air

Range Cylinder Assembly

Air to Housing Port

No Air

Schematic

For all questions concerning removal and replacement, refer to Eaton Service and Parts Literature.

7L: 8: 9: and 10 Speed (2-Speed Auxiliary)

Range—HI

A-3546 Range Valve

Outlet

A-4688 Slave Valve 19470 or A-5000

A-5010 Roadranger Valve

Slave Valve

Slave Valve Identification

A-4688 Valve

A-5000 Valve

19470 Valve

Schematic

For all questions concerning removal and replacement, refer to Eaton Service and Parts Literature.

Air Filter/Regulator Assembly

Air from Vehicle Source

HI LO

Constant Air

Range Cylinder Assembly

No Air

Air to Cover Port

RT, RTO, & RTX XX607LL: XX608LL: and XX615 Models

Deep Reduction

A-3546 Range Valve

Down

A-5010 Roadranger Valve

Down

Outlet

A-4688 Slave Valve 19470 or A-5000

Slave Valve

Slave Valve Identification

A-4688 Valve

A-5000 Valve

19470 Valve

Schematic

For all questions concerning removal and replacement, refer to Eaton Service and Parts Literature.

Air Filter/Regulator Assembly

Air from Vehicle Source

Deep Reduction Valve

OUT

Reduction Cylinder Assembly

Constant Air

SHIFT ONLY WHEN IN LOW

RANGE

DO NOT

PRE-SELECT

Range Cylinder Assembly

Air to Housing Port

No Air

RT, RTO, & RTX XX607LL: XX608LL: and XX615 Models

Range—LO

A-3546 Range Valve

Down

A-5010 Roadranger Valve

Down

Outlet

A-4688 Slave Valve 19470 or A-5000

Slave Valve

Slave Valve Identification

A-4688 Valve

A-5000 Valve

19470 Valve

Air Filter/Regulator Assembly

Air from Vehicle Source

Deep Reduction Valve

Reduction Cylinder Assembly

Constant Air

OUT

PRE-SELECT

SHIFT ONLY WHEN INLOW

RANGE

DO NOT

Schematic

For all questions concerning removal and

Range Cylinder Assembly

Out

Air to Housing Port

No Air

replacement, refer to Eaton Service and Parts Literature.

RT, RTO, & RTX XX607LL: XX608LL: and XX615 Models

Range—HI

A-3546 Range Valve

A-5010 Roadranger Valve

Outlet

A-4688 Slave Valve 19470 or A-5000

Slave Valve

Slave Valve Identification

A-4688 Valve

A-5000 Valve

19470 Valve

Schematic

For all questions concerning removal and replacement, refer to Eaton Service and Parts Literature.

Air Filter/Regulator Assembly

Air from Vehicle Source

Deep Reduction Valve

Reduction Cylinder Assembly

Constant Air

OUT

SHIFT ONLY WHEN INLOW

RANGE

DO NOT

PRE-SELECT

Range Cylinder Assembly

Out

No Air

Air to Cover

Port

DISASSEMBLY AND REASSEMBLY

SHIFTING CONTROLS

RANGE SHIFT AIR SYSTEM

A. To Remove the Range Shift Control

Valve. (RTO-11607L)

NOTE: The example shown in this sequence uses an

A-5010 master control valve and a #19470 slave valve. Disassembly is similar for units equipped with different control and slave valve combinations.

1. Slide the shroud off the master control and

disconnect the nylon air lines at the master control valve.

2. Disconnect the two nylon air lines at slave valve on

transmission.

DISASSEMBLY AND REASSEMBLY SHIFTING CONTROLS

C. To Remove the Slave Valve

Assembly

Remove the master control valve, shroud and nylon

air lines from the shift lever.

To Remove the Air Regulator

and Filter Assembly

1. Disconnect and remove the air line between the slave valve and air regulator.

2. Remove street ell and reducer from regulator if

necessary.

1. Remove the two air lines between the slave valve and range cylinder.

2. Turn out the four capscrews and remove the slave

valve from the transmission. Remove the sleeve from the slave valve.

3. Turn out capscrews and remove the air regulator

and filter assembly from transmission.

DISASSEMBLY AND REASSEMBLY SHIFTING CONTROLS

3. If necessary, remove fittings from slave valves.

4. Remove the actuating spring and pin from bore in

transmission.

DISASSEMBLY AND REASSEMBLY SHIFTING CONTROLS

RANGE SHIFT AIR SYSTEM

A. Remove the Range Shift Control

Valve (RTO-11607LL)

NOTE: The example shown in this sequence uses an

A-5015 Master Control Valve, a Deep Reduction Cylinder and an A-4688 Slave Valve.

1. Remove retaining screws, slide the shroud off the

master control and disconnect the nylon air lines at the master control valve.

2. Disconnect the three nylon air lines at the slave

valve.

DISASSEMBLY AND REASSEMBLY

SHIFTING CONTROLS

B. To Remove Air Regulator

and Filter Assembly

3. Disconnect the nylon air line at the deep reduction cylinder.

1. Remove the air line between the air regulator and the deep reduction cylinder.

Remove the master control valve, shroud and nylon

air lines from the shift lever.

2. Remove the air line running from the air regulator

to the slave valve at the regulator.

DISASSEMBLY AND REASSEMBLY

SHIFTING CONTROLS

3. Turn out capscrews and remove the air regulator and filter assembly from transmission.

C. To Remove the Slave Valve

2. Disconnect the two air lines running between the slave valve and the range cylinder, at the range cylinder.

Remove the hose clamp holding the air lines to the

auxiliary.

Turn out the four capscrews and remove the slave

valve from the transmission.

DISASSEMBLY AND REASSEMBLY

SHIFTING CONTROLS

4. Remove the hat type sleeve from the bore in the slave valve.

5. Remove the actuating spring and pin from bore in transmission.

DISASSEMBLY AND REASSEMBLY

SHIFTING CONTROLS

GEAR SHIFT LEVER HOUSING

DISASSEMBLY AND REASSEMBLY

SHIFTING CONTROLS

A. Removal and Disassembly

1. Turn out the capscrews, jar lightly to break the gasket seal and remove the gear shift lever housing from the shift bar housing.

Reassembly and Installation

Install the spade pin in the bore in the housing. If previously removed,

groove.

Install the gear shift lever in the housing, fitting the

slot in the lever ball over the spade pin.

Place the tension spring washer over the lever ball

with the dished side up.

install the O-ring in the

2. Secure the housing in a vise and use a large screwdriver to twist between the spring and side of the housing, forcing the spring from under the three lugs. Do one coil at a time. Remove the spring.

3. Remove the washer and gear shift Iever.

4. Remove the spade pin from the bore in the housing.

If necessary, remove the O-ring from the housing.

4. Seat the tension spring under the lugs in the housing, seating one coil at a time. Use of a spring driving tool is recommended.

5. Make sure that the three tension springs and balls are in the shift bar housing bores and install the

gear shift lever housing and gasket on the shift bar

housing.

DISASSEMBLY AND REASSEMBLY SHIFTING CONTROLS

SHIFT BAR HOUSING ASSEMBLY

A. Removal and Disassembly

Shift Bar Housing

1. Remove the capscrews from the shift bar housing.

2. Jar the housing to break the gasket seal, and Iift the

housing up and off.

DISASSEMBLY AND REASSEMBLY

SHIFTING CONTROLS

3. Tilt the housing, and remove the three tension balls and springs.

4. Place housing in a vice with plunger side up and cut lock wire from all capscrews.

5. Remove the capscrews from all shift yokes and blocks.

6. Slide the direct shift rail out of yokes and the

housing.

NOTE: Rails not being removed must be in the neutral

position.

DISASSEMBLY AND REASSEMBLY SHIFTING CONTROLS

7. Remove center rail, yoke and block, being careful to remove the neutral interlock pin from the rail.

8. Remove air system interlock plunger.

9. Remove reverse rail and yoke.

10. Remove the two interlock balls from the front web.

DISASSEMBLY AND REASSEMBLY

SHIFTING CONTROLS

11. Clamp the reverse yoke in a soft jawed vice and remove the snap ring from the reverse yoke

plunger.

12. Remove the retainer, springs and plunger from the bore.

DISASSEMBLY AND REASSEMBLY SHIFTING CONTROLS

SHIFT BAR HOUSING ASSEMBLY

A. To Reassemble Shift Bar Housing

1. Coat the reverse yoke plunger lightly with oil, and install in bore.

2. Install the springs in the bore, with the smaller diameter spring inside the larger.

3. Install the hat shaped retainer in the bore with the crown to the outside.

4. Install the retaining snap ring.

5. Check the plunger for smooth operation by

pushing it down into the bore several times and

checking for free return.

DISASSEMBLY AND REASSEMBLY

SHIFTING CONTROLS

6. Install the reverse rail through the reverse yoke, with the neutral notches to the rear.

7. Line up the hole in the rail with the hole in the yoke and install capscrew.

CAUTION: Do not torque capscrews beyond 45 ft.

lbs. or rails could be distorted.

8. Drop first interlock ball into web.

9. Install range plunger in bore.

DISASSEMBLY AND REASSEMBLY

SHIFTING CONTROLS

10. Put reverse rail in neutral and start center rail partially in, installing center block with tapped hole toward the rear.

11. Install center yoke, and before pushing the rail completely in, install the interlock pin.

12. The shorter capscrew with the beveled head must be installed in the center block.

13. Drop the second ball in the web.

DISASSEMBLY AND REASSEMBLY SHIFTING CONTROLS

With the center and reverse rails in the neutral

14.

position, install the direct rail through the block and yoke.

Install all capscrews and lockwire.

15.

16.

Check that the lockout feature is working by putting one rail in gear and attempting to move the other two rails out of the neutral position. They should not move.

REMOVAL - COMPANION FLANGE, AUXILIARY SECTION AND CLUTCH HOUSING

COMPANION FLANGE, AUXILIARY SECTION

AND CLUTCH HOUSING

A. To Remove the Universal Joint

Companion Flange or Yoke

Lock the transmission by engaging two gears with

the mainshaft sliding clutches.

2. Use a large breaker bar to turn output shaft nut from the output shaft

REMOVAL - COMPANION FLANGE, AUXILIARY SECTION AND CLUTCH HOUSING

B. To Remove the Auxiliary Section

from Transmission

3. Pull the companion flange or yoke from splines of output shaft.

4. Remove the speedometer drive gear or replacement spacer from hub of flange/yoke or

from inside rear bearing cover remaining on output shaft (inset). For some models, it is necessary to

remove the snap ring in groove of output shaft

PRIOR to removal of the speedometer gear or

spacer.

NOTE: Temporarily reinstall output shaft nut to

protect the threads during auxiliary removal.

1. Turn out the capscrews that attach the two sections.

2. Insert three puller screws in the tapped holes of housing flange.

3. Tighten puller screws evenly to move auxiliary section to the rear and just far enough from front section to break gasket seal.

REMOVAL - COMPANION FLANGE, AUXILIARY SECTION AND CLUTCH HOUSING

Attach lifting eye to auxiliary and hook a hoist into

position before sliding auxiliary section completely off dowels.

Remove the gasket from the front section.

3. Jar clutch housing with a rubber mallet to break gasket seal and pull from transmission case.

Remove gasket.

Removal of Clutch Housing

For models so equipped, remove the clutch release mechanism and/or clutch brake assembly. See OPTIONS.

Turn out the four capscrews and remove the six

nuts and lockwashers from studs securing the

clutch housing to transmission case.

DISASSEMBLY - AUXILIARY SECTION

AUXILIARY SECTION (LOW)

A. To Remove The Auxiliary

Countershaft Assemblies

1. Remove countershaft bearing covers and the range cylinder cover.

2. Remove the countershaft snap ring.

DISASSEMBLY - AUXILIARY SECTION

3. Remove the locknut holding the range piston in the housing.

4. Cut the lockwire from the shift yoke capscrews.

5. Remove the capscrews from the shift yoke.

6. Slide the yoke bar back slightly to provide

clearance and lift out the shift yoke.

DISASSEMBLY - AUXILIARY SECTION

Remove the piston from the yoke bar.

Drive the countershaft assemblies out through the

countershaft bearings using a soft bar and maul.

NOTE: Support the countershaft on the input side to

prevent them from dropping.

8. Pull the yoke bar out the input side of housing.

If necessary, secure the assembly in a vise and

10.

remove the bearing inner race from front of

countershaft with jaw pullers.

NOTE: The vise used should be equipped with brass

jaws or wood blocks to prevent damage to the countershaft.

DISASSEMBLY - AUXILIARY SECTION

REAR HOUSING ASSEMBLY

Cut 6544-10/80

B. To Remove the Synchronizer

Assembly, Mainshaft Assembly and Range Shift Air Cylinder

1. Slide the synchronizer assembly off the mainshaft.

2. Drive the mainshaft assembly out using a soft bar

and maul.

NOTE: Support the gear while driving.

DISASSEMBLY - AUXILIARY SECTION

3. Remove the rear bearing cover and the outer roller bearing.

5. Remove the range cylinder housing.

4. Tap out bearing cups and spacer using a soft

punch.

6. Remove the O-Ring from the small bore in the housing if it is damaged or needs replacement.

DISASSEMBLY - AUXILIARY SECTION

7. Remove the countershaft bearings with a flat driver and a maul.

DISASSEMBLY - AUXILIARY SECTION

Cut 6552-9/80

C. Mainshaft Disassembly

1. Remove the bearing inner spacer from the mainshaft.

2. Press the inner bearing from the mainshaft.

CAUTION: Support the mainshaft from below so it

does not drop and sustain damage during

the pressing operation.

DISASSEMBLY - AUXILIARY SECTION

3. Remove the spline washer from the hub of low speed gear.

DISASSEMBLY - AUXILIARY SECTION

SYNCHRONIZER ASSEMBLY

Cut 480-4179

D. Synchronizer Disassembly

1. Pull upward to remove the high range synchronizer from pins.

2. Remove the sliding clutch from low range synchronizer pins.

CAUTION: There are three springs which will be

released as the high range synchronizer is removed from the pins. Cover the

assembly with a rag to prevent losing springs.

REASSEMBLY - AUXILIARY SECTION

AUXILIARY SECTION (LOW)

A. Mainshaft Reassembly

1. Mark two adjacent gear teeth, and two teeth 180¡ from the first two teeth for timing purposes.

IMPORTANT! There should be the same number of teeth between the markings on each side of the gear.

3. Install low speed gear on mainshaft with clutching teeth down.

2. Place the spline spacer in hub of low speed gear, shoulder toward rear.

4. Install the spacer washer with chamfer side up.

REASSEMBLY - AUXILIARY SECTION

B. Mainshaft Installation

5. Heat the rear bearing in oil to 50oF and drop down into position on mainshaft.

CAUTION: Use asbestos gloves when handling

heated bearings.

1. Install the outer bearing races and spacer into the housing. Make certain the lip on the outer race seats against the housing.

6. Install the inner race spacer above the bearing on the mainshaft.

2. Position the mainshaft and gear assembly in the housing.

3. Heat the outer bearing in oil to 250 bearing into position and hold in place until it cools

and seats on the shaft.

F. Slide the

REASSEMBLY - AUXILIARY SECTION

If previously removed, install the oil seal in rear

bearing cover, lip of seal to the rear. The spring in the seal should be toward the inside of the transmission.

C. Synchronizer Reassembly

Locate the unshielded capscrew hole in the rear bearing cover, and install the capscrew with the brass washer (or brass washer and plastic sleeve, depending on model) in this hole.

1. Place the larger low range synchronizer face down on the bench with pins up. Install the sliding clutch (recessed side up) down over the pins on the synchronizer.

6. Bolt the cover into place using a new gasket.

NOTE: The cover may be rotated 180

speedometer opening location.

for proper

2. Install the three springs into their bores.

REASSEMBLY - AUXILIARY SECTION

D. Synchronizer Installation

Position the

the springs synchronizer pins. Seat the ring by pushing down

and twisting counterclockwise to compress

springs.

high range synchronizer ring so that

contact the side of the low speed

1. Position the synchronizer in the low range position, and slide the assembly onto the mainshaft.

REASSEMBLY - AUXILIARY SECTION

E. Countershaft Installation

1.2.Seat the bearings part way in the bores with a soft

mallet.

If previously removed, install the bearing inner race

on front of each countershaft.

4. Mesh the marked tooth on each countershaft with the marked teeth on the mainshaft gear, and slide the countershaft into position.

3. Locate gear tooth on both countershaft with "O" stamp and mark for timing.

Drive the countershaft bearings into the housing

with a stepped driver and maul, until both bearings

are fully seated on the shoulder in housing.

REASSEMBLY - AUXILIARY SECTION

6. With a soft bar and maul, drive the countershafts to the rear to expose snap ring grooves in counter-

shaft.

NOTE: It will be necessary to temporarily install the

bearing covers to hold the countershaft

bearings in place during this operation.

8. Reinstall the rear bearing covers using new gaskets.

7. Install the snap rings.

F. Range Cylinder Installation

1. Bolt the cylinder housing into place using a new

gasket.

NOTE: The air port should be located in the 10 o'clock

position.

REASSEMBLY - AUXILIARY SECTION

2. If previously removed, lubricate the O-ring and install in the small bore in the cylinder.

3. Position the shift yoke, and slide the yoke bar through the shift yoke and into the cylinder body from the input side.

5. Install O-rings on OD and ID of piston and apply a light coat of silicone lubricant to the O-rings,

6. Install the piston in the housing with the stepped

face to the inside.

4. Install the yoke capscrews and lock with safety wire.

7. Install a new locknut on the yoke bar to secure the piston.

REASSEMBLY - AUXILIARY SECTION

8. Install the cylinder cover using a new gasket. NOTE: The air port opening should be located at the

11 o'clock position.

DISASSEMBLY - AUXILIARY SECTION

AUXILIARY SECTION (LOW - LOW)

A. Countershaft Removal

1. Remove the countershaft bearing covers.

2. Remove the range cylinder cover.

DISASSEMBLY - AUXILIARY SECTION

Remove the snap rings from the countershaft

3. Remove the locking nut from the range yoke shaft and discard.

bearings.

4. Remove the reduction cylinder cover.

6. Cut the lockwire and remove capscrews.

DISASSEMBLY - AUXILIARY SECTION

7. Slide the yoke bar part way into the range cylinder housing to allow clearance for the shift yoke to be lifted out.

8. Remove piston from yoke bar, and slide yoke bar

out from gear side of housing.

9. Drive out countershaft using a soft-bar and maul. CAUTION: Support the countershaft from the gear

side to prevent them from dropping.

10. If necessary, secure the assembly in a vise and

remove the bearing inner race from front of

countershaft with jaw pullers.

NOTE: The vise used should be equipped with brass

jaws or wood blocks to prevent damage to the countershaft.

DISASSEMBLY - AUXILIARY SECTION

B. Synchronizer and Low Range

Gear Removal

1. Slide the synchronizer from the mainshaft.

2. Remove the square key from the range mainshaft.

3. Turn the tolerance washer to line up the splines

and slide the low range gear off the mainshaft.

4. Remove spacer from inside low range gear.

DISASSEMBLY - AUXILIARY SECTION

5. Slide the coupler off mainshaft.

6. Remove the snap ring from the mainshaft.

DISASSEMBLY - AUXILIARY SECTION

C. Reduction and Range Cylinder Removal

1. Cut lockwire and remove capscrew from reduction cylinder yoke.

2. Slide yoke and reduction clutch forward off mainshaft.

DISASSEMBLY - AUXILIARY SECTION

3. Remove the reduction cylinder body and yoke bar.

4. Remove the range cylinder body by removing

capscrews.

DISASSEMBLY - AUXILIARY SECTION

D. Mainshaft Removal

1. Remove C-ring from end of quill,

2. Pry range mainshaft off output shaft quill with two

large screwdrivers.

NOTE: Bearing can be removed from range mainshaft

if replacement is necessary.

DISASSEMBLY - AUXILIARY SECTION

3. Remove rear bearing cover.

4. Remove snap ring from output shaft.

5. Slide speedospacer (or gear, depending on model)

off output shaft.

6. Temporarily reinstall rear bearing cover.

7. Drive the output shaft out through the bearing with

a soft bar and maul.

8. Remove rear bearing cover.

DISASSEMBLY - AUXILIARY SECTION

9. Remove the spacer and two outer races from bore.

CAUTION:

The bearing is a matched set. If one piece of the bearing is damaged, the whole set

must be replaced.

10. Drive out the two countershaft bearings.

DISASSEMBLY - AUXILIARY SECTION

E. Mainshaft Disassembly

Remove the washer from inside the deep reduction

gear.

Press the inner bearing and deep reduction gear off

the mainshaft.

2. Remove the spacer and oil retention ring from the deep reduction gear.

DISASSEMBLY - AUXILIARY SECTION

F. Reduction Cylinder Insert

Valve Disassembly

1. Remove the nut from the reduction cylinder cover.

2. Remove the insert valve from the cover.

3. Check the orifices in the valve for obstructions, and

check the O-rings for damage. Replace any damaged or questionable O-rings.

REASSEMBLY - AUXILIARY SECTION

AUXILIARY SECTION (LOW - LOW)

Cut 6590-1/81

A. Mainshaft Reassembly

1. Use a driver to install range mainshaft and bearing on quill.

2. Use a "O" ring driver to install the C-ring on the nose of the quill.

REASSEMBLY - AUXILIARY SECTION

3. Mark two sets of gear teeth at a point 180 degrees apart for timing purposes.

4. Turn the mainshaft assembly over in the vise, and

drop the externally splined washer down on the shaft.

6. Install the rear spacer with the machined surface riding on the machined surface of the gear.

Install the reduction gear on the mainshaft with

conical clutching teeth facing down.

REASSEMBLY - AUXILIARY SECTION

B. Main Shaft Installation

3. Heat the inner bearing in oil to 250oF and lower into place.

CAUTION: Use asbestos gloves when handling

heated bearings.

1. Install the oil deflector in the rear housing bore with the cupped surface facing up. Use a large bearing driver to drive the deflector down until the top surface of the deflector is 2" below the machined surface of the output shaft bore.

NOTE: If available, use two bearing outer spacers

stacked on top of each other to drive the oil deflector into the bore. The deflector will beat the proper depth when the top of the top spacer

is flush with the machined surface of the output

shaft bore.

4. Install the bearing inner spacer on the shaft and against the front bearing cone.

2. Install the rear housing over the output shaft, allowing the housing to rest on the reduction gear.

REASSEMBLY - AUXILIARY SECTION

5. Stack the two bearing cups and outer spacer in the output shaft bore in the proper sequence. Make sure that the front bearing cup taper matches the taper direction of the front bearing cone.

6.7.Tap the two cups and outer spacer lightly and

evenly into the case bore until the Iip of the rear cup seats against the machined surface. It will be

necessary to block under the rear housing slightly to permit the output shaft assembly to move far enough.

Heat and install the rear bearing cone on the shaft

and in the rear cup, taper facing down.

8. Put speedo spacer (or drive gear) into place on shaft and install snap ring. Reposition housing in vise.

9. Tap the end of the output drive shaft with a soft bar and maul to make certain the mainshaft and bearings are seated.

10. Install the rear bearing cover using a new gasket

and positioning the speedo drive gear bore at either the 10 o'clock or 3 o'clock position.

NOTE: The capscrew with the brass washer must be

installed in the unshielded capscrew hole using a new plastic collar.

REASSEMBLY - AUXILIARY SECTION

C. Reduction Cylinder Assembly

Replace inner O-ring on reduction cylinder and external O-ring on reduction yoke bar. Lube both O-rings with silicone lube and install yoke bar in

cylinder,

Install the insert valve into the cover with the tip

pointing out.

2. Lube the O-rings on the insert valve with silicone lubricant.

4. Reinstall the insert valve retaining nut.

REASSEMBLY - AUXILIARY SECTION

D. Low Range Gear Installation

5. Line up air hole in reduction cylinder body with hole in cover. Install a new gasket and match up the holes.

6. Install the reduction cylinder using a new gasket. Position the cylinder so the insert valve is at 6 oÕclock.

1. Slide the low-low clutch part way onto the mainshaft, with the splined side toward the

reduction gear.

2. Mesh the shift yoke with the clutch and slide back onto yoke bar.

REASSEMBLY - AUXILIARY SECTION

3. Install yoke capscrew and lockwire into place. 6. Install low range gear on mainshaft with machined surface facing machined surface on coupler.

4. Install snap ring on mainshaft.

5. Install coupler, with clutching teeth to rear.

7. Install the spacer-tolerance washer with beveled

teeth facing out, and mesh it inside the low range gear.

NOTE: Splined washers with varying thicknesses are

available. Use the washer that provides the tightest fit in the hub of the gear.

REASSEMBLY - AUXILIARY SECTION

E. Countershaft Installation

If previously removed, install the bearing inner race

on front of each countershaft.

8. Rotate the spacer-tolerance washer to line up the square notch in the washer with the keyway in the range mainshaft. Install the key in the keyway, shoulder to rear.

9. If the synchronizer was disassembled, rebuild as detailed in low range auxiliary section.

10. Slide the synchronizer into position on the mainshaft.

2. Locate the stamped "O" on each countershaft gear. Mark the gear tooth directly above the "O" for

timing purposes.

3. Install the countershaft bearings with a flanged driver.

REASSEMBLY - AUXILIARY SECTION

4. Mesh the marked tooth on each countershaft with the marked teeth on the reduction gear.

5. Drive the countershaft bearings fully into place in the housing.

7. When the snap ring grooves are fully exposed, install the snap rings.

Temporarily install the countershaft bearing

covers and use a soft bar and maul to drive the countershaft back into the bearing.

8. Install the bearing covers with new gaskets.

Eaton Transmission RTOF-11607L Service Manual

Specifications and Main Features

Frequently Asked Questions

User Manual