Eaton Transmission RTOF-11610 Service Manual

Service Manual

Fuller Heavy Duty Transmissions TRSM0525

October 2007

For parts or service call us

Pro Gear & Transmission, Inc.

1 (877) 776-4600

(407) 872-1901

parts@eprogear.com

906 W. Gore St.

Orlando, FL 32805

TABLE OF CONTENTS

FOREWORD MODEL DESIGNATIONS AND SPECIFICATIONS LUBRICATION

OPERATION

10-SPEED MODELS 15-SPEED MODELS

POWER FLOW TIMING TORQUE RECOMMENDATIONS

TOOL REFERENCE

PREVENTIVE MAINTENANCE PRECAUTIONS

DISASSEMBLY INSPECTION REASSEMBLY

CHANGING INPUT SHAFT AIR SYSTEM

RANGE SHIFT AIR SYSTEM: ALL MODELS DEEP REDUCTION AIR SYSTEM: 15-SPEED MODELS

AIR 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 HOUSI NG DISASSEMBLY-AUXILIARY SECTION (10-SPEED MODELS) REASSEMBLY-AUXILIARY SECTION (10-SPEED MODELS) DISASSEMBLY-AUXILIARY SECTION (15-SPEED MODELS) REASSEMBLY-AUXILIARY SECTION (15-SPEED MODELS) DISASSEMBLY-FRONT SECTION REASSEMBLY-FRONT SECTION INSTALLATION-COMPANION FLANGE, AUXILIARY SECTION INSTALLATION-SHIFTING CONTROLS

SHIFT BAR HOUSING ASSEMBLY GEAR SHIFT LEVER HOUSING ASSEMBLY AIR SYSTEM

AND CLUTCH HOUSING

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 exam-

ple, if you need to work on the Shift Bar Housing, you will find instructions for removal, disassembly and reassembly on page 44. Instructions for instal-

lation are on page 125. 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 information on product improvements, repair procedures and other service-related subjects by writing to the following address:

EATON CORPORATION TRANSMISSION DIVISION Technical Service Department

P.O. Box 4013

Kalamazoo, Michigan 49003 (616) 342-3344

Every effort has been made to ensure the accuracy of all information in this brochure.

or implied warranty or representation based on the enclosed information.

Eaton Transmission Division, P.O. Box 4013, Kalamazoo, Ml 49003.

However, Eaton Transmission Division makes no expressed

Any errors or omissions may be reported to Training and Publications,

MODEL DESIGNATIONS

AND SPECIFICATIONS

Nomenclature:

RTOF-11610

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.

10-Speed Transmissions (On-Highway):

279 214

357

280

219

2.79

2 1 9 1 68 1 30

280

279

357

2.19

280

Gear Ratios

1.68

2.14

214

1 68

9th 10th

1 65 1.27 1 00 2.76/9.84

1.00

1,27

1 65

1,00

1,27

165

1 30 1 00

Models Spds

RT-11610 (F)

RTO-11610 (F) (X)

RT-12610 (F) (X)

RTO-12610 (F) (X)

RT-14610 (F)

RTO-14610

1 St

2nd

3rd

763

996

783

996

7.83 6.00 4 63

996

783

6.00

763

6.00

590

463

590

463

4th 5th 6th 7th 8th

4.54

357

4 54 3.57

357

.,54

357

Reverse

2.16/7.73 885 885

1 00 2.76/9.84

2.16/7.73

10 0 2.76/9.84

2.16/7.73

Relative Speed

PTO Gear

To Input R. PM.

Right

Bottom

696

696 .696

885 885

.696 696

885

.696

885

Length

28.9

28.9 620

28.9

289

29.5

29.5 697

Weight

Lbs.

620

685

697

Oil Cap

Pints

See Chart Notes.

15-Speed Transmissions (On/Off-Highway):

Relative Speed

PTO Gear

To Input R. PM.

Right

Bottom

.696 696 32.1 670

.885 885

696 .696

885 .885

1 St

Models

RT-11615 (F)

RTO-11615 (F) (X) 1169 8 96 692 533

RT-14615 (F) (X)

RTO-14615 (F) (X)

RT-15615

(F) (X)

RTO-15615 (F) (X)

Spds.

2nd

7.63

9.96

14.88 1140

783

600

7,63

9.96

15 52 11.89

7.83 6 00

1220

9.35 7 22

7.63

996

1552 11.89

7.83

6.00

12.20 9.35

4th

3rd

4.54 3 5 7

590 881 67 8

3.57

463

4.54 3.57

590

7.08 5.56

919

357

4.63 556

454 35 7

590

708 556

919

357

463

5.56

7.22

Gear Ratios

5th 6th

533

280 219 1 68 4,19 11.54

2.80

4.37

2.80 2.19 1.68

4,37

2.79

279

2.19

279

7th 8th

214

2.14

1.68

214

9th 10th

1.27

1 65

1 30 1 0 0

1 65 1.27 1.00 2,76/9 84 696 696

1.30

1 65

1.30 1 00 .78 2.1 6/7.73

1 00 2.76/9 84

1 00

1 27

1 00 2.76/!3.84

Reverse

1469

2.16/7 73 .885 885

15.33

.78 2.16/7.73

12,04

1533

1204

CHART NOTES:

Lengths measured from face of clutch housing to front bottoming surface of companion flange or yoke.

Weights include SAE No. 1 cast iron clutch housing and standard controls (control valve, gear shift lever and housing assembly, and air lines), less clutch release parts. For information on available clutch housings, refer to Publication FUL-140–”

Clutch Housing Chart.”

All weights are approximate.

Oil Capacities are approximate, depending on inclination of engine and transmission. Always fill transmission with proper grade and type of lubricant to level of filler opening. See LUBRICATION.

Length

In,

321

33.6

336

33.6 792 30

Weight

Lbs.

670

779

779 30

792

Oil Cap.

Pints

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

10-Speed Transmissions

Shift Lever Patterns and Shifting Controls

OPERATION

15-Speed Transmissions

Shift Lever Patterns and Shifting Controls

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.

Front Section Power Flow (All 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 following cross section views (Figures 1-3) illustrate a 1st/6th speed gear engagement.

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

Mainshaft transfers torque directly to auxiliary

6. drive gear.

Auxiliary Section Power Flow: DEEP REDUCTION (15-Speed Models

Only)

The auxiliary drive gear splits torque between the

7. two auxiliary countershaft drive gears. Torque is delivered along both auxiliary counter-

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

9. ing clutch.

10.

Output shaft delivers torque to driveline as DEEP REDUCTION 1st.

DEEP REDUCTION POWER FLOW

POWER FLOW

Auxiliary Section Power Flow: LOW RANGE (All Models)

The auxiliary drive gear splits torque between the

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

8. the "engaged" low range gear on range main-

shaft or output shaft.

9. Torque is transferred to range mainshaft or output shaft through sliding clutch.

10. Torque is delivered to driveline as LOW RANGE 1st.

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.

8. Torque is delivered through range mainshaft and/ or output shaft to driveline as HIGH RANGE 6th.

HIGH RANGE POWER FLOW

(10-Speed Model Shown.)

TIMING

Timing Procedures: All Models

—

All Fuller twin countershaft transmissions are

“timed” at assembly. It is important that proper timing procedures are followed when reassembling the

transmission. Timing assures that the countershaft

gears will contact the mating mainshaft gears at the same time, allowing mainshaft gears to center on the mainshaft and equally divide the load.

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

sion. In the front section, it is necessary to time only the drive gear set. And, depending on the model, only the low range or deep reduction gear set is timed in the auxiliary section.

Front Section

A. Marking countershaft drive gear teeth.

1. Prior to placing each countershaft assembly into case, clearly mark the tooth located

directly over the keyway of drive gear as shown. This tooth is stamped with an “O” to aid identification.

A. TOOTH MARKED ON EACH

COUNTERSHAFT DRIVE GEAR FOR TIMING PURPOSES

Cut 7300 H-11/86

B. Marking main drive gear teeth.

1. Mark any two adjacent teeth on the main drive

gear.

2. Mark the two adjacent teeth located directly opposite the first set marked on the main drive gear. As shown below, there should be an equal number of unmarked gear teeth on each side between the marked sets.

B. TEETH MARKED ON MAIN

DRIVE GEAR FOR TIMING PURPOSES

Cut 7300G-11 /86

C. Meshing marked countershaft drive gear teeth

with marked main drive gear teeth. (After placing the mainshaft assembly into case, the countershaft bearings are installed to complete installation of the countershaft assemblies.)

1.2.When installing the bearings on left countershaft, mesh the marked tooth of countershaft drive gear with either set of two marked teeth on the main drive gear.

Repeat the procedure when installing the bearings on right countershaft, making use of the remaining set of two marked teeth on the main drive gear to time assembly.

C. DRIVE GEAR SET PROPERLY

Cut

7300F-11 /86

TIMED

Auxiliary Section

A. Timing the low range gear set of 10-Speed Models

OR the deep reduction gear set of 15-Speed Models.

Mark any two adjacent teeth on the mainshaft gear of set to be timed. Then mark the two adjacent teeth located directly opposite the first set marked as shown in Illustration B.

Prior to placing each auxiliary countershaft assembly into housing, mark the tooth stamped with an “O” on gear to mate with timed mainshaft gear as shown in Illustration A. Install the mainshaft gear in position on range

3. mainshaft OR output shaft.

Partially seat the countershaft rear bearings in housing bores. Place the auxiliary countershaft assemblies

5. into position and mesh the marked teeth of mating countershaft gears with the marked teeth of mainshaft gear as shown in Illustration c. Fully seat the rear bearings on each counter-

6. shaft to complete 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 Ibs./ft. ratings. Do not torque capscrews dry.

FRONT SECTION: ALL MODELS

TORQUE RECOMMENDATIONS

AUXILIARY SECTIONS

TOOL REFERENCE

Some repair procedures pictured in this manual show the use of specialized tools. Their actual use is rec- from a tool supplier or made from dimensions as reommended as they make transmission repair easier, faster, and prevent costly damage to critical parts.

But for the most part, ordinary mechanic's tools Eaton Corporation such as socket wrenches, screwdrivers, etc., and other standard shop items such as a press, mauls and soft bars are all that is needed to successfully disassemble and reassemble any Fuller Transmission.

PAGE

Auxiliary Section Hanger Bracket

Output Shaft Hanger Bracket

Tension Spring Driver

Snap Ring Pliers

T O O L HOW OBTAINED

The specialized tools listed below can be obtained

quired by the individual user. Detailed Fuller Transmitsion Tool Prints are available upon request by writing.

Transmission Division Technical Service Dept.

P.O. Box 4013 Kalamazoo, Michigan 49003

Made from Fuller Transmission

Print T-22823

Made from Stop Nut and

flat steel stock

Made from Fuller Transmission

Print T- 11938

Tool Supplier

103

100

118

137

Bearing Pullers (Jaw-Type) Tool Supplier

Bearing Puller w/Set Screw

Impact Puller (1/2=13 Threaded End)

Bearing Drivers (Flanged-End)

Oil Seal Driver

Countershaft Support Tool

Quill Snap Ring Installer

Torque Wrench, 1000 Lbs./Ft. Capacity

Input Shaft Nut Installer

Made from Fuller Transmission

Print T-10325

Tool Supplier

Made from Fuller Transmission

Print Series T-18042*

Made from Fuller Transmission

Print T-18088=23

Made from Fuller Transmission

Print T-22247

Made from Fuller Transmission

Print T-22917-F

Tool Supplier

Made from Fuller Transmission

Print T-22553-A

*Dimensions necessary to determine specific tool number required.

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 con-

nections and capscrews. See AIR SYSTEM.

Clutch Housing Mounting

a. Check all capscrews of clutch housing

flange for looseness.

Clutch Release Bearing (Not Shown)

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

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

Change at specified service intervals.

b. Use only the types and grades as recom-

mended. See LUBRICATION.

Filler and Drain Plugs

Remove filler plugs and check level of Iubricant 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.

9. Gear Shift Lever Housing Assembly

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.

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

Check for tightness. Tighten to recommended torque.

11. Output Shaft (Not Shown)

Pry upward against output shaft to check

radial clearance in mainshaft rear bearing.

CHECKS WITH UNIVERSAL JOINT COMPANION FLANGE OR YOKE REMOVED

NOTE: If necessary, use solvent and shop rag to

clean sealing surface of companion flange or yoke. DO NOT USE CROCUS CLOTH, EMERY PAPER OR OTHER ABRASIVE MATERIALS THAT WILL MAR SURFACE FINISH.

12.

Splines on Output Shaft (Not Shown)

a. Check for wear from movement and chuck-

ing action of the universal joint companion

flange or yoke.

13.

Mainshaft Rear Bearing Cover

Check oil seal for wear.

Gear Shift Lever

Check for looseness and free play in housing. If lever is loose in housing, proceed with Check No. 9.

PRECAUTIONS

Disassembly

It is assumed in the detailed assembly instructions that the lubricant has been drained from transmission, the necessary linkage and air lines disconnected and the transmission has been removed from vehicle chassis. Re-

moval of the gear shift lever housing assembly (or remote control assembly) is included in the detailed instructions (Disassembly and Reassembly—Shifting Controls); however, this assembly MUST be detached from shift bar housing before transmission can be removed.

FOLLOW CLOSELY EACH PROCEDURE IN THE DETAILED INSTRUCTIONS, MAKING USE OF THE TEXT, ILLUS. TRATIONS AND PHOTOGRAPHS PROVIDED.

BEARINGS — Carefully wash and relubricate all

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

signed for this purpose. Snap rings removed in this manner can be reused, if they are not sprung or loose.

INPUT SHAFT — The input shaft can be removed

from transmission without removing the coun-

tershafts, mainshaft, or main drive gear. Special procedures are required and provided in this manual.

CLEANLINESS — Provide a clean place to work. It

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

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 The use of soft hammers, bars and disassembly work is recommended.

stops solidly. mauls for all

Inspection

Before reassembling the transmission, check each part carefully for abnormal or excessive wear and damage to determine reuse or replacement. When replacement is necessary, use only genuine Fuller Transmission parts to assure continued performance and extended life from your unit.

Since the cost of a new part is generally a small fraction of the total cost of downtime and labor, avoid reusing a questionable part which could lead to additional repairs and expense soon after initial reassembly. To aid in determining the reuse or replacement of any transmission part, consideration should also be given to the unit’s history, mileage, application, etc.

Recommended inspection procedures are provided in the following checklist.

A. BEARINGS

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.

B. GEARS

Check gear teeth for frosting and pitting.

Frosting of gear tooth faces present no threat of transmission failure. Often in continued operation of the unit, frosted gears will “heal” and not progress to the pitting stage. And in most cases, gears with light to moderate pitted teeth have considerable gear life remaining and can be reused. But gears with advanced stage pitting should be replaced.

2. Check for gears with clutching teeth abnormally worn, tapered, or reduced in length from clashing in shifting. Replace gears found in any of these conditions.

PRECAUTIONS

Inspection (cont’d.)

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.

C. SPLINES

1. Check splines on all shafts for abnormal wear.

If sliding clutch gears, companion flange, or clutch hub have worn into the sides of the splines, replace the specific shaft affected.

D. TOLERANCE/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

1. Check for wear on shift yokes and blocks at

pads and lever slot. Replace excessively worn parts.

2. Check yokes for correct alignment. Replace sprung yokes.

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

4. If housing has been disassembled, check neutral notches of shift bars for wear from interlock balls.

GEAR SHIFT LEVER HOUSING

1. 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

Check covers for wear from thrust of adjacent

bearing. Replace covers damaged from thrust

of bearing outer race.

2. Check bores of covers for wear. Replace

those worn oversize.

OIL RETURN THREADS AND SEALS

1. Check oil return threads in front bearing

cover. If sealing action of threads has been destroyed by contact with input shaft, replace bearing cover.

2. Check oil seal in rear bearing cover. If sealing

action of lip has been destroyed, replace seal.

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

1. Check synchronizer for burrs, uneven and ex-

cessive wear at contact surface, and metal

particles.

2. Check blocker pins for excessive wear or

looseness.

3. Check synchronizer contact surfaces on the

auxiliary drive and low range gears for excessive wear.

O-RINGS

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

place 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.

GASKETS — Use new gaskets throughout the

transmission as it is being rebuilt. Make sure all gaskets are installed. An omission of any gasket can result in oil leakage or misalignment of bearing covers.

CAPSCREWS — To prevent oil leakage, use Loctite

242 thread sealant on all capscrews. For torque ratings, see TORQUE RECOMMENDATIONS.

O-RINGS — Lubricate all O-rings with silicon lubri-

cant.

ASSEMBLY — Refer to the illustrations provided in

the detailed disassembly instructions as a guide to reassembly.

INITIAL LUBRICATION — Coat all limit washers

and splines of shafts with Lubriplate during reassembly to prevent scoring and galling of such

parts.

AXIAL CLEARANCES — Maintain original axial clearances of .005” to .012” for mainshaft gears.

BEARINGS — Use of flanged-end bearing drivers is

recommended for the installation of bearings.

These special drivers apply equal force to both

bearing races, preventing damage to balls/rollers

and races while maintaining correct bearing align-

ment with bore and shaft. Avoid using a tubular or sleeve-type driver, whenever possible, as force is applied to only one of the bearing races. See TOOL REFERENCE.

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 com-

panion flange or yoke tightly into place will permit the output shaft to move axially with resultant damage to the rear bearing.

IMPORTANT: REFER TO THE APPROPRIATE ILLUSTRATED PARTS LIST (SPECI-

FIED BY MODEL SERIES) TO ENSURE THAT PROPER PARTS ARE USED DURING REASSEMBLY OF THE TRANSMISSION.

CHANGING INPUT SHAFT

Special Procedure

In some cases, it may become necessary to replace the input shaft due to excessive clutch wear on the splines. Except for removal of the shift bar housing assembly, the input shaft can be removed without further disassembly of the transmission. Removal of the clutch housing is optional.

NOTE: The following illustration and instructions pertain to changing the input shaft ONLY. To change the main drive gear, disassembly of the front section is required.

Disassembly

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.

Remove the front bearing cover and gasket. If nec-

essary, remove the oil seal from cover of models so equipped.

Remove the drive gear bearing nut (left hand

threads) or snap ring from input shaft.

Suggestion: For removal of nut ONLY, engage two

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

Move the main drive gear assembly as far forward

as possible and remove the drive gear bearing. Remove the spacer from 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 and from splines of

drive gear.

Reassembly

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.

install spacer on input shaft.

5. Using a flanged-end drive, 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. Suggestion: Engaging the sliding clutch into main drive gear and blocking it forward will hold the input shaft forward.

6. When drive gear bearing nut is used, degrease the threads of input shaft and new nut. DO NOT REUSE OLD NUT. When snap ring is used, install the snap ring in groove of input shaft and proceed to #10.

7. Apply Fuller Transmission adhesive sealant #71204 or equivalent to the cleaned threads of in-

put shaft and nut, using caution so as not to con-

taminate bearing with sealant.

8. 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.

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

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

9. 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.

10. To facilitate proper reinstallation of the shift bar housing assembly on case, make sure mainshaft sliding clutches are placed in the neutral posi-

tion.

11. Reinstall the shift bar housing assembly, the front bearing cover and all other parts and assemblies previously removed, making sure to re-

place the gaskets used.

AIR SYSTEM

RANGE SHIFT AIR SYSTEM—ALL MODELS

Operation

The Range Shift Air System consists of the air filter/ regulator, slave valve, a Range Valve or Roadranger Valve, range cylinder, fittings and connecting air lines. See Air System Schematics.

CONSTANT AIR from the air filter/regulator is sup-

plied to the “S” or Supply Port of slave valve and passed through to the INLET or “S” Port of range valve.

WHILE IN LOW RANGE, the range valve is OPEN and AIR is returned to slave valve at the “P” or End Port. This signals the valve to supply AIR in line between the Low Range or “L” Port of slave valve and

the Low 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 range 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 re-

ceived 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.

Trouble Shooting

If the transmission fails to make a range shift or shifts too slowly, the fault may be in the Range Shift

Air System or actuating components of the shift bar

housing assembly.

To locate the trouble, the following checks should be made with normal vehicle air pressure applied to the system, but with the engine off.

NEVER WORK UNDER A VEHICLE

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

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

With the gear shift lever in neutral, move the control that provides range selection UP and DOWN. A. If the air lines are crossed between range

valve and slave valve, there will be CONSTANT AIR flowing from the exhaust port of

range 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.

2. AIR LEAKS

With the gear shift lever in neutral, coat all air lines and fittings with soapy water and check for leaks, moving the control that provides range selection UP and DOWN.

If there is a steady leak from the exhaust port of range valve, O-rings and/or related parts of the range 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, see Check No. 7 of this section.

Tighten all loose connections and replace defective O-rings and parts.

3. AIR FILTER/REGULATOR (See illustration, Page 23.)

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 gage in opened port. Bring the vehicle air pressure to normal. Regulated air pressure should be 57.5 to 62.5

Psi.

DO NOT ADJUST SCREW AT BOTTOM OF REGU-

LATOR TO OBTAIN CORRECT READINGS. The

air regulator has been PREADJUSTED within the correct operating limits. Any deviation from these

limits, especially with regulators that have been

in operation for some time, is likely to be caused

by dirt or worn parts. If replacement or cleaning of the filter element does nothing to correct the air pressure readings, replace the complete as-

sembly, as the air regulator is nonserviceable.

4. RANGE VALVE (See Pages 24 and 25.)

With the gear shift lever in neutral, select HIGH

RANGE and disconnect the 1/8” O.D. air line at the OUTLET or “P” Port of range valve.

AIR SYSTEM

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 range valve is operating properly. Reconnect

air line.

If range valve does not operate properly,

check for restrictions and air leaks. Leaks in: dicate 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. A. When HIGH RANGE is selected, a steady

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

B. Move the shift Ievel to a gear position and se-

lect 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.

C. If the air system does not operate accord-

ingly, the slave valve or actuating components of the shift bar housing assembly are defective.

7. RANGE CYLINDER (Refer to the following illustration.)

If any of the seals in the range cylinder assembly are defective, the range shift will be affected.

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.

C. If the air system does not operate accord-

ingly, the slave valve or actuating components of the shift bar housing assembly are defective.

IMPORTANT: RANGE PRESELECTION

The plunger pin, located in case bore between the salve 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 line at the fitting on range cylinder housing. Make sure this line leads from the Low Range or “L” Port of slave valve.

A.B.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.

Range Cylinder Assembly—All Models

AIR SYSTEM

AIR FILTER/REGULATOR ASSEMBLY

Cut 6141-3/86

The air filter contains a replaceable filter element which can be removed by turning out the end cap. This element should be cleaned at each oil change, or more often under high humidity conditions. Replace if necessary.

SLAVE VALVES

POPPET-TYPE

PLUNGER PIN

Cut

6090 G-8/84

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 VALVE A-3546

NOTE: 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

Disconnect the air lines and loosen clamp se- 1.

curing 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.

Reassembly and Installation

Refer to the drawing for proper reassembly. Use a VERY SMALL amount of silicone lubricant on the O-rings to avoid clogging ports. A small amount of grease on the position springs and balls will help to hold them in place during reassembly,

Install the air lines with their sheathing and Orings 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

ROADRANGER VALVE A-5010

NOTE:

Cut 6146 G-4/86

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

Remove two screws holding bottom cover to valve 1.

and slide cover down gearshift lever to expose air

line fittings. Disconnect air lines.

Loosen jam nut and turn Roadranger 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.

Reassembly and Installation

Reinstall Roadranger valve on gear shift lever and

tighten jam nut. Attach air lines and reinstall bottom cover.

AIR SYSTEM

Deep Reduction Air System: 15-Speed Models Only With Dash-Mounted Deep Reduction Valve

Operation

In addition to the components of the Range Air Systern, the Deep Reduction Air System utilizes a reduction cylinder and a separate dash-mounted deep reduction valve.

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

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 rearward to

engage reduction gearing.

AIR SYSTEM

Deep Reduction Air System: With Dash-Mounted Deep Reduction Valve

, Cut 7440-4/84

REDUCTION CYLINDER ASSEMBLY

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 locate the trouble, the following checks should be made with normal vehicle air pressure supplied to the system, but with the engine off.

NOTE: It is assumed that correct PSI readings were

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

Air Supply

With the gear shift lever in neutral, loosen the connection at the INLET (end port) of 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.

Deep Reduction Valve

With the gear shift lever in neutral, disconnect the air line from OUTLET of deep reduction valve.

A. WHILE IN LOW RANGE, move the deep re-

duction valve Lever to the “IN” position. There should be NO AIR flowing from discon-

nected line.

B. Move the valve lever to the “OUT” position.

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

3. Reduction Cylinder (Refer to the above 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 deep reduction valve when lever is in the “IN” position.

Leak at gasket C results

engage deep reduction of air to atmosphere.

in a slow shift to disgearing; steady flow

AIR SYSTEM

Deep Reduction Air System: With A-5015 Roadranger Valve

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 Roadranger valve A-5015.

NOTE: When the A-5015 Roadranger valve is used

the deep reduction cover must be equipped with an insert valve.

CONSTANT AIR from the air filter/regulator assembly is supplied to the Roadranger 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

is installed in the cylinder cover to provide the proper air flow needed to move the reduction piston in the cylinder.

With the deep reduction button in the REARWARD

position, the ‘“

CLOSED and NO AIR is supplied to the center port of obtained from the air filter/regulator and all

cylinder cover.

SP” port of Roadranger valve is

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.

WHILE IN HIGH RANGE, the mechanical interlock of the Roadranger 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 locate the trouble, the following checks should

be made with normal vehicle air pressure supplied to

the system, but with the engine off.

NOTE: It is assumed that correct PSI readings were

air lines have been checked for leaks.

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