Eaton Transmission RTOF-11607L Service Manual

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.

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