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 [phone]

[phone]

[e-mail]

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
[phone]

I

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,

I

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

30

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

No

10

10

10

10

10

10

1 St

2nd

3rd

763

996

783

996

7.83 6.00 4 63

996

783

6.00

763

763

6.00

590

463

590

590

463

4th 5th 6th 7th 8th

4.54

357

4 54 3.57

357

.,54

357

Reverse

2.16/7.73 885 885

78

1 00 2.76/9.84

78

2.16/7.73

10 0 2.76/9.84

2.16/7.73

78

.

Relative Speed

PTO Gear

To Input R. PM.

Right

Bottom

696

696 .696

885 885

.696 696

885

.696

885

1

Length

In

28.9

28.9 620

28.9

289

29.5

29.5 697

2

Weight

Lbs.

620

685

685

697

Oil Cap

Pints

26

26

26

26

26

26

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

No

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.

15

15

15

15

15

15

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

78

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.

1

Length

In,

321

33.6

33.6

336

33.6 792 30

2

Weight

Lbs.

670

779

779 30

792

Oil Cap.

Pints

28

28

30

30

LUBRICATION

, ... . . .

Proper

Lubrication . . .
the Key to long
transmission life

Proper lubrication procedures are the key to a

good all-around maintenance program. If the
oil is not doing its job, or if the oil level is
ignored, all the maintenance procedures in the
world are not going to keep the transmission
running or assure long transmission life.

so that the internal parts operate in a bath of
oil circulated by the motion of gears and shafts.

these procedures are closely followed:

Eaton

First 3,000 to 5,000 miles
(4827 to 8045 Km)

Every 10,000 miles
(16090 Km)

Every 250,000 miles
(402336 Km)

Every 100,000 miles (160,000 Km)
or every 3 years whichever occurs first fluid.

I

First 30 hours Factory fill Initial drain,
Every 40 hours Inspect fluid level Check for leaks
Every 500 hours Change transmission fluid where

I

Every 1,000 hours

I

I

First 3,000 to 5,000 miles Factory fill

(4827 to 8045 Km)

I

Every 10,000 miles

(16090 Km)

I

Every 50,000 miles
(80450 Km)

I

I

First 30 hours Change transmission lubricant on new units
Every 40 hours

Every 500 hours Change transmission Iubricant where

Every 1,000 hours Change transmission Iubricant

Change the oil filter when fluid or lubricant is changed.

®

Eaton

Fuller®Transmissions are designed

Thus, ail parts will be amply lubricated if

1. Maintain oil level. Inspect regularly.

2. Change oil regularly.

3. Use the correct grade and type of oil.

4. Buy from a reputable dealer.

Lubrication Change and Inspection

®

Roadranger®CD50 Transmission Fluid

HIGHWAY USE—Heavy Duty and Mid-Range

Factory fill

Inltlal drain

Check fluid level

Check for leaks

Heavy Duty Highway Change Interval

Change transmission

Mid-Range Highway Change Interval

Change transmission

OFF-HIGHWAY USE

severe dirt conditions exist.

Change transmission fluid

(Normal off-highway use),

Heavy Duty Engine Lubricant or

Mineral Gear Lubricant

HIGHWAY USE

Initial drain.

Inspect Iubricant level,

Check for leaks,

Change transmission

OFF-HIGHWAY USE

Inspect Iubricant level Check for leaks

severe dirt conditions exist.

(Normal off-highway use),

lubricant,

fluid,

Recommended Lubricants

Fahrenheit

(Celsius)
Ambient

Temperature

All

Above 10oF(-12oC.)
Above 10oF(-12oC.)
Below 10oF(-12oC.)

Above 10oF(-12oC.)
Below 10oF(-12oC.)

®

Grade

(SAE)

50

50
40

90

80W

Type

Eaton®Roadranger
CD50 Transmission
Fluid

Heavy Duty Engine 011
MI L-L-2104B C or D or

API-SF or API-CD

(Previous API designations 30

acceptable)

Mineral Gear 011 with rust

and oxidation Inhibitor
API-GL-1

The use of mild EP gear oil or multi-pur­pose gear oil is not recommended, but if
these gear oils are used, be sure to adhere to
the following limitations:

Do not use mild EP gear oil or multi-pur­pose gear oil when operating temperatures are
above 230°F (110

o

C). Many of these gear oils,
particularly 85W140, break down above 230°F
and coat seals, bearings and gears with de­posits that may cause premature failures. If
these deposits are observed (especially a coat­ing on seal areas causing oil leakage), change
to Eaton Roadranger CD50 transmission fluid,
heavy duty engine oil or mineral gear oil to
assure maximum component life and to main­tain your warranty with Eaton. (Also see
“Operating Temperatures”.)

Additives and friction modifiers are not recom-

mended for use in Eaton Fuller transmissions.

Proper Oil Level

Make sure oil is level with filler opening. Be­cause you can reach oil with your finger does
not mean oil is at proper level. One inch of oil
level is about one gallon of oil.

Draining Oil

Drain transmission while oil is warm. To drain
oil remove the drain plug at bottom of case.
Clean the drain plug before re-installing.

Refilling

Clean case around filler plug and remove plug
from side of case. Fill transmission to the
level of the filler opening. If transmission has
two filler openings, fill to level of both open­ings.

The exact amount of oil will depend on the
transmission inclination and model. Do not
over fill—this will cause oil to be forced out
of the transmission.

When adding oil, types and brands of oil
should not be mixed because of possible in­compatibility.

4

LUBRICATION

Operating Temperatures

—With Eaton

®

Roadranger

®

CD50 Transmission Fluid

Heavy Duty Engine Oil

and Mineral Oil

The transmission should not be operated con­sistently at temperatures above 250

However, intermittent operating temperatures

o

to 300

F (149oC) will not harm the transmis­sion. Operating temperatures above 250
increase the lubricant’s rate of oxidation and
shorten its effective life. When the average

operating temperature is above 250
transmission may require more frequent oil
changes or external cooling.

The following conditions in any combina-

tion can cause operating temperatures of over

o

F: (1) operating consistently at slow

250

speeds, (2) high ambient temperatures, (3) re­stricted air flow around transmission, (4) ex­haust system too close to transmission, (5)
high horsepower, overdrive operation.

External oil coolers are available to reduce
operating temperatures when the above condi­tions are encountered.

o

F (120oC).

o

F

o

F, the

Proper Lubrication Levels
as Related to Transmission
Installation Angles

If the transmission operating angle is more
than 12 degrees, improper lubrication can oc­cur. The operating angle is the transmission
mounting angle in the chassis plus the per­cent of upgrade (expressed in degrees).

The chart below illustrates the safe percent
of upgrade on which the transmission can be
used with various chassis mounting angles.
For example: if you have a 4 degree transmis­sion mounting angle, then 8 degrees (or 14
percent of grade) is equal to the limit of 12
degrees. If you have a O degree mounting
angle, the transmission can be operated on a
12 degree (21 percent) grade.

Anytime the transmission operating angle of
12 degrees is exceeded for an extended
period of time the transmission should be
equipped with an oil pump or cooler kit to
insure proper lubrication.

Note on the chart the effect low oil levels
can have on safe operating angles. Allowing
the oil level to fall 1/2” below the filler plug
hole reduces the degree of grade by approxi­mately 3 degrees (5.5 percent).

Proper Lubrication Levels are Essential!

Transmission Oil Coolers are:

Recommended

— With engines of 350 H.P. and above

with overdrive transmissions

Required

— With engines 399 H.P. and above with

overdrive transmissions and GCW’S
over 90,000 lbs.

— With engines 399 H.P. and above and

1400 Lbs.-Ft. or greater torque

— With engines 450 H.P. and above

With EP or Multipurpose Gear Oil

—
Mild EP gear oil and multipurpose gear oil are

not recommended when lubricant operating
temperatures are above 230°F (110). In addi­tion, transmission oil coolers are not recom-

mended with these gear oils since the oil
cooler materials may be attacked by these

gear oils. The lower temperature limit and oil
cooler restriction with these gear oils gener­ally limit their success to milder applications.

Transmission Mounting Angle

Dotted line showing “2 Quarts Low” is for
reference only. Not recommended.

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]

1.

Power (torque) from the vehicle's engine is trans­ferred to the transmission's input shaft.

2.

Splines of input shaft engage internal splines in
hub of main drive gear.

3.

Torque is split between the two countershaft
drive gears.

4.

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.

5.

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.

1.

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.

2.

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

3.
mainshaft OR output shaft.

4.

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

54

54

45

59

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

76

103

100

70

67

118

86

137

97

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

PREVENTIVE MAINTENANCE CHECK CHART

CHECKS WITHOUT PARTIAL
DISASSEMBLY OF CHASSIS OR CAB

1.

Air System and Connections

a. Check for leaks, worn air lines, loose con-

nections and capscrews. See AIR SYSTEM.

2.

Clutch Housing Mounting

a. Check all capscrews of clutch housing

flange for looseness.

Clutch Release Bearing (Not Shown)

3.

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

4.

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

5.

a.

Change at specified service intervals.

b. Use only the types and grades as recom-

mended. See LUBRICATION.

Filler and Drain Plugs

6.

a.

Remove filler plugs and check level of Iubri­cant at specified intervals. Tighten filler and
drain plugs securely.

7.

Capscrews and Gaskets

a. Check all capscrews, especially those on

PTO covers and rear bearing covers for
looseness which would cause oil leakage.
See TORQUE RECOMMENDATIONS.

b. Check PTO opening and rear bearing covers

for oil leakage due to faulty gasket.

9. Gear Shift Lever Housing Assembly

Remove air lines at slave valve and remove

a.

the gear shift lever housing assembly from
transmission.

b. Check tension spring and washer for set

and wear.

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)

Pry upward against output shaft to check

a.

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

a.

Check oil seal for wear.

Gear Shift Lever

8.

a.

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.

1.

BEARINGS — Carefully wash and relubricate all

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

ASSEMBLIES — When disassembling the various

2.

assemblies, such as the mainshaft, countershaft,
and shift bar housing, lay all parts on a clean
bench in the same sequence as removed. This pro­cedure will simplify reassembly and reduce the

possibility of losing parts.

3.

SNAP RINGS — Remove snap rings with pliers de-

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

4.

INPUT SHAFT — The input shaft can be removed

from transmission without removing the coun-

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

5

CLEANLINESS — Provide a clean place to work. It

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

WHEN USING TOOLS TO MOVE PARTS — Always

6

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

1.

Wash all bearings in clean solvent. Check

balls, rollers and raceways for pitting, discol­oration, and spalled areas. Replace bearings
that are pitted, discolored, or spalled.

2.

Lubricate bearings that are not pitted, discol­ored, or spalled and check for axial and radial
clearances.

Replace bearings with excessive clearances.

3.

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

1.

Check gear teeth for frosting and pitting.

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

J.

Check covers for wear from thrust of adjacent

1.

bearing. Replace covers damaged from thrust

of bearing outer race.

2. Check bores of covers for wear. Replace

those worn oversize.

K.

OIL RETURN THREADS
AND SEALS

1. Check oil return threads in front bearing

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

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

action of lip has been destroyed, replace seal.

L.

SLIDING CLUTCHES

1. Check all shift yokes and yoke slots in sliding

clutches for extreme wear or discoloration
from heat.

2. Check engaging teeth of sliding clutches for

partial engagement pattern.

M.

SYNCHRONIZER ASSEMBLY

1. Check synchronizer for burrs, uneven and ex-

cessive wear at contact surface, and metal

particles.

2. Check blocker pins for excessive wear or

looseness.

3. Check synchronizer contact surfaces on the

auxiliary drive and low range gears for exces­sive wear.

N.

O-RINGS

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

place if worn.

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.

6.

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 lubri-

cant.

4.

ASSEMBLY — Refer to the illustrations provided in

the detailed disassembly instructions as a guide
to reassembly.

INITIAL LUBRICATION — Coat all limit washers

5.

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

parts.

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

7.

BEARINGS — Use of flanged-end bearing drivers is

recommended for the installation of bearings.

These special drivers apply equal force to both

bearing races, preventing damage to balls/rollers

and races while maintaining correct bearing align-

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

8.

UNIVERSAL JOINT COMPANION FLANGE OR

YOKE — Pull the companion flange or yoke tightly

into place with the output shaft nut, using 450-500
foot-pounds of torque. Make sure the 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

1.

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-

2.

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

Remove the drive gear bearing nut (left hand

3.

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

4.

as possible and remove the drive gear bearing.
Remove the spacer from input shaft.

5.

From the front of transmission, remove the snap

6.

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

7.

drive gear.

Reassembly

If necessary, install bushing in pocket of input

1.

shaft.

Install new input shaft into splines of main drive

2.

gear just far enough to expose snap ring groove

in I.D. of drive gear.
Install snap ring in groove of drive gear.

3.

install spacer on input shaft.

4.

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

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.

A.

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.

B.

If there is a steady leak from breather of slave
valve: an O-ring in, valve is defective, or there
is a leak past O-rings of range cylinder piston.

If transmission fails to shift into LOW RANGE

C.

or is slow to make the range shift and the
case is pressurized, see Check No. 7 of this
section.

D.

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

A.

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,

B.

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.

A.

Leak at either O-ring A results in complete
failure to make a range shift; steady flow of
air from breather of slave valve in both
ranges.

B.

Leak at gasket B results in a steady flow of air
to atmosphere while in HIGH RANGE.

C.

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

G

Cut

6090 G-8/84

L

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

1.

Disconnect the air lines and loosen clamp se- 1.

curing the valve to gear shift lever. Remove valve.

2.

Remove the four screws to separate the front and
rear housings and remove the slide and two sets

of position springs and balls.

3.

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

4.

If necessary, remove the two felt seals. Punch out
the roll pin to remove the control knob from slide.

1

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,

2.

Install the air lines with their sheathing and O­rings on the gear shift lever.

3.

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.

4.

Attach the air lines.

AIR SYSTEM

ROADRANGER VALVE A-5010

NOTE:

Cut 6146 G-4/86

L

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

1.

Remove two screws holding bottom cover to valve 1.

and slide cover down gearshift lever to expose air

line fittings. Disconnect air lines.

2.

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

Pry medallion from recess in top cover.

3.

Turn out the two screws to remove the top cover

4.

from valve housing.

Turn out the two screws in side of valve housing to

5.

separate the housing.
Remove the Range Preelection Lever from left

6.

housing and the position balls and guide from
lever.

If necessary, remove spring and O-ring from bores

7.

in left housing.
If necessary, remove springs, O-ring and sleeve

8.

from bores in right housing.

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.

Reinstall Roadranger valve on gear shift lever and

2.

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

3.

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.

1.

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.

2.

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

A.

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

Leak at O-ring B results in slow shifting or

B.

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

C.

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.

AIR SYSTEM

Deep Reduction Air System: With A-501 5 Roadranger Valve (cont.)

Cut 7441-4184

REDUCTION CYLINDER ASSEMBLY

Troubleshooting (cont’d.)

1.

Air Supply

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

If there is NO AIR, check for a restriction in the
1/8"OD air line between the Roadranger valve and
slave valve, making sure this line is connected to
tee fitting at the low range, or “L” port, of slave
valve.

2.

Roadranger Valve

With the ‘gear shift lever in neutral, disconnect
the 1/8" OD air line at the center port of reduction
cylinder cover, making sure this line leads from
the “SP” port of Roadranger valve.
A. WHILE IN LOW RANGE, move the deep re-

duction button FORWARD. There should be

AIR flowing from disconnected line. Move the

button REARWARD to shut off air flow and re­connect air line.

B. If the preceding conditions did not exist, the

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

Reduction Cylinder (Refer to the above illus-

3.

tration.)

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 com-

plete shift failure.

A. 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.

B. 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 Roadranger valve and/or
cylinder cover when deep reduction button is
in the FORWARD position.

C. Leak at gasket C results in a slow shift to dis-

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

4. Insert Valve (See next page.)

Any constant flow of air from exhaust port of cyl-

inder cover usually indicates a faulty insert valve.
Exhaust should occur ONLY BRIEFLY when deep
reduction button is moved FORWARD WHILE IN
LOW RANGE.

A faulty insert valve, leaking at the O-rings of
valve OD or from inner seals will result in shift
failure. Two indications of defective O-rings or
seals are:

A

CONSTANT AIR flowing from exhaust port of

A.

cylinder cover.
CONSTANT AIR flowing from exhaust port

B.

“E” of Roadranger valve WHILE DEEP RE­DUCTION BUTTON IS REARWARD (providing
the Roadranger valve is operating properly).

The three O-rings in position on insert valve OD

can be replaced. However, if an inner seal is dam­aged, the complete assembly MUST be replaced.

AIR SYSTEM

Deep Reduction Air System: With A-5015 Roadranger Valve (cont.)

The insert valve is a self-contained 1 3/I6” valve as­sembly located in the reduction cylinder cover. It
CANNOT be disassembled except for the three
O-rings on outer diameter. The O-rings provide a sta­tionary seal and do not move in cylinder.

CENTER PORT,

SIGNAL LINE FROM

CONTROL VALVE

“SP” PORT.

INSERT VALVE

RETAINING NUT

BOTTOM EXHAUST PORT

cut 7450-4/84

When installing the insert valve in bottom bore of
cover, apply Fuller #71206 silicone lubricant or its
equivalent to O-rings and cylinder walls. Install valve
in bore with flat surface to the inside. When install­ing the special valve retaining nut, apply Fuller adhe­sive sealant (Pt. No. 71205) or its equivalent to
threads and tighten.

Travel of the small insert valve piston is only 1/ 32”. As
shown in the illustrations below, when NO AIR is ap-

plied to the top side of valve piston, CONSTANT AIR
supplied from the air filter/regulator passes freely
through the insert valve and to the backside of cylin­der piston, moving the yoke bar forward to disengage
deep reduction gearing (LOW RANGE AND HIGH

RANGE). When AIR is applied to the top side of valve

piston through the signal line, the piston moves
down to cut off air supplied to the backside of cylin­der piston. This air is exhausted out bottom port of
the cover when CONSTANT AIR supplied from the

regulator is directed to the front side of cylinder pis­ton, moving the yoke bar rearward to engage deep re­duction gearing (DEEP REDUCTION).

LOW

TO BACK SIDE

OF PISTON,

YOKE BAR

FORWARD

Cut 7450A-4184

RANGE AND HIGH

NO AIR ON

SIGNAL LINE

1

1

11

RANGE

CONSTANT

AIR

DEEP REDUCTION

AIR APPLIED THROUGH SIGNAL LINE

Cut 7450 B-4\84

PUSHES INSERT

VALVE PISTON DOWN

AIR EXHAUST THROUGH BOTTOM

PORT FROM BACK SIDE OF PISTON

CONSTANT

AIR

CONSTANT

AIR SEALED

OFF AT THIS

POINT

INSERT VALVE

AIR SYSTEM

Deep Reduction Air System: With A-50 15 Roadranger Valve (cont.)

, Cut 6147 G-4/86

A-5015 ROADRANGER VALVE

Removal and Disassembly

1.

Remove two screws holding bottom cover to 7.

valve and slide cover down gearshift lever to ex-

pose air line fittings. Disconnect air lines.

2.

Loosen jam nut and turn Roadranger valve from

gear shift lever.

Pry medallion from recess in top cover.

3.

Turn out the two screws to remove the top cover

4.

from valve housing.
Remove the actuator button from valve housing

5.

and the spring retainer, springs, seal and detent

parts from actuator and/or valve housing.

Turn out the two screws in side of valve housing

6.

to separate the housing.

Remove the range preelection lever from left
housing and the position balls and guide from
lever.

If necessary, remove springs, O-ring and retainer

8.

from bores in right housing.

Reassembly and Installation

1.

Refer to the drawing for proper reassembly. Use a

VERY SMALL amount of silicone lubricant on the

O-rings to avoid clogging ports. A small amount
of grease on the position springs and balls will
help to hold them in place during reassembly.

2.

Reinstall Roadranger valve on gear shift lever and

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

3.

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

Range—LO

A-3546 Range
Valve

Down

Outlet

P

S

A-4688 Slave Valve

S

A-5010 Roadranger
Valve

OR

Down

P

OR

Slave Valve
Identification

A-4688 Valve

A-5000 Valve

19470 Valve

SP

19470 or A-5000
Slave Valve

HI

Air Filter/Regulator
Assembly

Air from
Vehicle
Source

HI
LO

Constant Air

S

Range Cylinder
Assembly

LO

Air to Housing
Port

No Air

P

LO

Schematic

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

HI

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

Range—HI

A-3546 Range
Valve

Up

Outlet

P

S

A-4688 Slave Valve

S

A-5010 Roadranger
Valve

OR

Up

P

OR

Slave Valve
Identification

A-4688 Valve

A-5000 Valve

19470 Valve

SP

19470 or A-5000
Slave Valve

HI

Schematic

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

Air Filter/Regulator
Assembly

Air from
Vehicle Source

HI

LO

Constant Air

S

Range Cylinder
Assembly

LO

P

LO

No Air

Air to Cover
Port

HI

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

Deep Reduction

A-3546 Range
Valve

Down

Outlet

P

S

A-4688 Slave Valve

R

A-5010 Roadranger
Valve

Slave Valve
Identification

A-4688 Valve

OR

Down

A-5000 Valve

19470 Valve

SP

19470 or A-5000
Slave Valve

P

S

OR

R

HI

Schematic

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

Air Filter/Regulator
Assembly

Air from
Vehicle
Source

Deep Reduction Valve

E

D

OUT

Reduction
Cylinder
Assembly

Constant Air

HI
LO

E

R

P

E

SHIFT ONLY
WHEN IN LOW

RANGE

DO NOT

PRE-SELECT

S

P

LO

Range Cylinder Assembly

D

U

C

T

I

O

N

IN

In

LO

Air to
Housing
Port

No Air

R

No Air

HI

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

Range—LO

A-3546 Range
Valve

Down

Outlet

P

S

A-4688 Slave Valve

R

A-5010 Roadranger
Valve

Slave Valve
Identification

A-4688 Valve

OR

Down

A-5000 Valve

19470 Valve

SP

19470 or A-5000
Slave Valve

P

S

OR

R

HI

Air Filter/Regulator
Assembly

Air from
Vehicle
Source

Deep Reduction Valve

Reduction
Cylinder
Assembly

Constant Air

OUT

LO

D

HI

R

P

E

E

SHIFT ONLY
WHEN IN LOW

DO NOT

PRE-SELECT

RANGE

S

P

LO

Schematic

For all questions
concerning
removal and

Range Cylinder Assembly

D

U

E

C

T

I

O

N

IN

Out

LO

Air to
Housing
Port

R

No Air

HI

replacement,
refer to Eaton
Service and Parts
Literature.

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

Range—HI

A-3546 Range
Valve

Up

Outlet

P

S

A-4688 Slave Valve

R

A-5010 Roadranger
Valve

Slave Valve
Identification

A-4688 Valve

OR

Up

A-5000 Valve

19470 Valve

SP

19470 or A-5000
Slave Valve

P

S

OR

R

HI

Schematic

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

Air Filter/Regulator
Assembly

Air from
Vehicle
Source

Deep Reduction Valve

Reduction
Cylinder
Assembly

Constant Air

OUT

HI
LO

E

D

E

R

P

E

SHIFT ONLY

WHEN IN LOW

RANGE

DO NOT

PRE-SELECT

S

P

LO

Range Cylinder Assembly

D

U

C

T

I

O

N

IN

Out

LO

No Air

R

Air to
Cover

HI

Port

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

Deep Reduction

A-5015 Roadranger Valve

Down

H/L

A-4688 Slave Valve

S

PS

SP

Forward

19470 or A-5000
Slave Valve

OR

r

Fule

l

Transmissions

Slave Valve
Identification

A-4688 Valve

®

A-5000 Valve

19470 Valve

HI

Schematic

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

H/L

Air Filter/Regulator
Assembly

Air from
Vehicle
Source

HI
LO

Reduction Cylinder
Assembly

Constant Air

P

S

H/L

P

LO

Range Cylinder Assembly

Air to

LO

Housing
Port

SP

Insert
Valve

No Air

HI

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

Range—LO

A-5015 Roadranger Valve

Down

H/L

A-4688 Slave Valve

S

PS

SP

Rearward

19470 or A-5000
Slave Valve

OR

r

Fule

l

Transmissions

Slave Valve
Identification

A-4688 Valve

®

A-5000 Valve

19470 Valve

HI

H/L

Air Filter/Regulator
Assembly

Air from
Vehicle
Source

HI
LO

Reduction Cylinder
Assembly

Constant Air

P

S

H/L

P

LO

Schematic

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

No Air

Range Cylinder Assembly

LO

SP

Insert

No Air

Valve

Air to
Housing
Port

HI

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

Range—HI

A-5015 Roadranger Valve

Up

H/L

A-4688 Slave Valve

S

PS

SP

Rearward

19470 or A-5000
Slave Valve

OR

r

Fule

l

Transmissions

Slave Valve
Identification

A-4688 Valve

®

A-5000 Valve

19470 Valve

HI

Schematic

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

H/L

Air Filter/Regulator
Assembly

Air from
Vehicle
Source

HI

LO

Reduction Cylinder
Assembly

Constant Air

P

S

H/L

P

LO

Range Cylinder Assembly

No Air

LO

No Air

SP

Insert
Valve

Air to
Cover
Port

HI

DISASSEMBLY AND REASSEMBLY
SHIFTING CONTROLS

AIR SYSTEM

A. Removal of Control Valve

NOTE: For removal and disassembly of models
also equipped with the Countershaft Brake Con­trol, see OPTIONS.

1.

Disconnect the two l/8" O.D. air lines at the "S" or
Supply Port and the "P" or End Port of slave valve
on transmission case.

NOTE: For models equipped with the Range Valve
A-3546 or Roadranger Valve A-5010, the gear shift

lever housing assembly can now be removed
from shift bar housing.

2. For models equipped with the Roadranger Valve

A-5015, also disconnect the 1/8" O.D. air line at
the "L" or Low Range Port of slave valve (left);
and the 1/8" O.D. air line at the Center Port of re­duction cylinder cover (right).
NOTE: If desired, the gear shift lever housing as­sembly can now be removed from shift bar hous­ing.

DISASSEMBLY AND REASSEMBLY
SHIFTING CONTROLS

3.

Disconnect the two 1/8Ó O.D. air lines at the
Range Valve of models so equipped (left). Re­move the ball grip, loosen the valve mounting

clamp and remove the valve, mounting clamp, air

lines, sheathing and O-rings from gear shift lever

(right).

NOTE: For disassembly and reassembly of Range

Valve, see Page 24.

5. Slide the cover down shift lever to expose valve
ports and disconnect the two 1/8" O.D. air lines at
the A-5010 valve OR the four 1/8" O.D. air lines at
the A-5015 valve.

4. For models equipped with a Roadranger Valve,
turn out the two mounting screws in valve cover.

6.

Loosen the jam nut and turn the Roadranger
Valve and nut from gear shift lever. Remove the
valve cover, air lines, sheathing and O-rings from
lever.
NOTE: For disassembly and reassembly of Road­ranger Valve, see Page 25 (A-501 O); or Page 31 (A-

5015).

DISASSEMBLY AND REASSEMBLY
SHIFTING CONTROLS

B. Removal of Air Filter

Regulator Assembly

3. Turn out the two capscrews and remove the air fil-

ter/regulator assembly.

NOTE: For disassembly and reassembly of Air Fil-

1. Disconnect and remove the 1/4" I.D. air line be-

tween the slave valve and air filter/regulator
assembly.

ter/Regulator Assembly, see Page 23.

C. Removal of Slave Valve

2. For 15-Speed Models ONLY, also disconnect the
1/4" I.D. air line between the air filter/regulator as­sembly and reduction cylinder.

1. Disconnect and remove the 1/4" I.D. air line be­tween the slave valve and Low Range Port in
housing of range cylinder.

DISASSEMBLY AND REASSEMBLY

SHIFTING CONTROLS

2. Disconnect and remove the 1/4" I.D. air line be­tween the slave valve and High Range Port in

cover of range cylinder.

3. Turn out the four retaining capscrews and remove
slave valve from transmission case.

5. Remove the spring and plunger pin from bore in
transmission case. Remove slave valve gasket.

6.

If necessary, remove
slave valve.
NOTE: For disassembly and reassembly of pis­ton-type Slave Valve Assembly ONLY, see Page

23.

the air line fittings from

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

DISASSEMBLY GEAR SHIFT LEVER

ASSEMBLY

A. Removal

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

NOTE: Remote control housings are removed from

shift bar housing in the same manner. For disas­sembly and reassembly of LRC Assemblies, see 11-

Iustrated Parts List No. P-541. For disassembly

and reassembly of SRC Assemblies, see illus­trated Parts List No. P-515.

and Disassembly

Cut 7288D2/86

2.

Remove the boot from gear shift lever and secure
assembly in vise with bottom of housing up. Use a large
screwdriver to twist between the spring and housing,
forcing the spring from under the lugs in housing.
Do one coil at a time.

REASSEMBLY GEAR SHIFT LEVER

ASSEMBLY

B. Reassembly of Gear Shift Lever

Housing Assembly

3. Remove the tension spring, washer and gear shift
lever from housing.

4. Remove the spade pin from bore in housing
tower. If necessary, remove the O-ring from

groove inside tower.

1. With the gear shift lever housing secured in vise
as suring disassembly, install the spade pin in
bore of housing tower. If previously removed, in­stall the O-ring in tower groove.

2. Position the gear shift lever in housing with
spade pin in leaver ball slot and install the tension
spring washer over ball, dished-side up.

REASSEMBLY GEAR SHIFT LEVER

ASSEMBLY

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

4. Remove the assembly from vise and install the
rubber boot over gear shift lever and against
housing.

DISASSEMBLY AND REASSEMBLY

SHIFT BAR HOUSING

SHIFT BAR HOUSING ASSEMBLY

A. Removal and Disassembly of the Shift

Bar Housing Assembly

For models equipped with an Oil Pump
and/or Cooler Assemblies, make sure to
disconnect the lube line at the fitting on the shift
bar housing before doing the following
instructions.

1. Turn out the retaining capscrews. Jar the top to
break the gasket seal and lift the shift bar housing

from the transmission case. Remove the gasket.

2. Tilt the assembly and remove the three sets of ten­sion springs and balls from the housing bores.

NOTE: During disassembly, lay all parts on a
clean bench in order of removal from the housing
to make reassembly easier. Shift bars not being re­moved must be kept in the neutral position or the
interlocking parts will lock the bars.

DISASSEMBLY AND REASSEMBLY

SHIFT BAR HOUSING

3.

Secure the assembly in a vise with the plunger­side up. (The front of the housing will be to the
left.) For models so equipped, cut the lockwire
and turn out the retaining capscrews to remove
the oil trough from the housing.

5. Move the 1st-2nd speed shift bar to the housing
rear, removing the yoke and block from the bar. As
the neutral notch in the bar clears the rear boss,
remove the small interlock pin from the bore.

NOTE: Start with the upper shift bar, move all bars
to the right and out the rear boss bore. Cut the
lockwire and remove the Iockscrews from each bar

just before their removal.

4. Move the 3rd-4th speed shift bar to the housing
rear, removing the yoke and block from the bar.

6. Remove the actuating plunger from the center
boss bore.

DISASSEMBLY AND REASSEMBLY

SHIFT BAR HOUSING

B. Reassembly of the Shift Bar Housing

Assembly.

7.

Move the short LO-Reverse speed shift bar to the

housing rear, remove the yoke from the bar. As the
shift bar is removed from the housing, two 3/4 in­terlock balls will drop from the rear boss bottom

bore.

1. If previously removed, install the reverse-stop
plunger in the LO-Reverse shift yoke, making sure
the plunger is fully seated in the yoke slot bore.

8. If necessary, remove the plug, spring, and reverse­stop plunger from the LO-Reverse speed shift

yoke bore.

2. Install the spring in the yoke bore and on the

plunger shank.

DISASSEMBLY AND REASSEMBLY
SHIFT BAR HOUSING

3. Install the plug and tighten to compress th e
spring (left). Back the plug out 1 - 1 1/2 turns and
stake the plug through the small hole in the yoke
(right.)

5. While holding the plunger shank, install the ac­tuating plunger in the center boss bore.

4.

Secure the shift bar housing in a vise. Hold the
notched-end of the short LO-Reverse speed shift

bar, install the bar in the lower bore of the shift bar
housing bosses .
tighten and wire securely.

NOTE: Start with the lower shift bore of the rear
boss and move to the left (front of the housing).
Keep bars in the neutral position during installa­tion. DO NOT EXCEED the recommended torque
ratings for the yoke Iockscrews as over-tightening
may distort the shift bars.

Install the yoke Iockscrew ,

6. Install one 3/4" interlock ball in the rear boss top
bore. This ball rides between LO-Reverse and 1st­2nd speed shift bars.

DISASSEMBLY AND REASSEMBLY
SHIFT BAR HOUSING

7. While holding the notched-end of the bar, install
the 1st-2nd speed shift bar in the housing boss
middle bore. Position the shift block on the bar be­tween the center and rear bosses, and the yoke on
the bar between the front and center bosses, long
hub to the housing front. Just before inserting the
notched-end of the rear boss bar, install the small

interlock pin VERTICALLY in the neutral notch
bore. Install the block and yoke Iockscrews,
tighten, and lockwire securely.

NOTE: It is necessary that the interlock pin re-

main in a vertical position during reassembly as

rotation of the bar causes the pin to jam in the ten-

sion spring bores.

While holding notched-end of the bar, install the

9.

3rd-4th speed shift bar in the housing boss upper
bore, position the shift block on the bar between
the front and center bosses, long hub to the
housing rear. Install the block and yoke lock­screws, tighten, and lockwire securely.

10.

For models so equipped, install the oil trough on
the housing. Tighten the capscrews and lockwire
securely.

8. Install the other 3/4" interlock ball in the rear boss
top bore. This ball rides between the 1st-2nd and
the 3rd-4th speed shift bars.

DISASSEMBLY AND REASSEMBLY
SHIFT BAR HOUSING

11. Remove the assembly from the vise. Install the
three tension balls, one in each bore on the hous­ing top.

12. Install the three tension springs, one over each
ball in the housing bores.

REMOVAL-COMPANION FLANGE,

AUXILIARY SECTION AND CLUTCH HOUSING

COMPANION FLANGE, AUXILIARY SECTION
AND CLUTCH HOUSING

Cut 6

A. Removal of Universal Joint

Companion Flange or Yoke

1. Lock the transmission by engaging two main­shaft gears with sliding clutches (inset). Use a

large breaker bar to turn the nut from output shaft

and remove washer if so equipped.

2. Pull the companion flange or yoke from splines
of output shaft. Remove the speedometer drive
gear or replacement spacer from hub of flange/
yoke or from inside rear bearing cover remaining
on output shaft (inset). For some models, it is

necessary to remove the snap ring in groove of
output shaft PRIOR to removal of the speedome­ter gear or spacer.

REMOVAL - COMPANION FLANGE,

AUXILIARY SECTION AND CLUTCH HOUSING

B. Removal of Auxiliary Section

3. Remove puller screws and attach a chain hoist to

1. Turn out the retaining capscrews in auxiliary

housing flange.

auxiliary section. Move the assembly to the rear
until free of front section and remove gasket.

2. Insert three puller screws in the tapped holes of
housing flange. Tighten evenly to move auxiliary

section to the rear and just far enough from front
section to break gasket seal.

4. The auxiliary section can also be removed with
transmission set in the vertical position. Block
under the clutch housing to prevent damage to
the input shaft, remove the retaining capscrews
in housing flange and lift the assembly from front
section. Remove gasket.

D

REMOVAL-COMPANION FLANGE,
AUXILIARY SECTION AND CLUTCH HOUSING

C. Removal of Clutch Housing

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

2. Turn out the four capscrews and remove the six
nuts and lockwashers from studs securing the
clutch housing to transmission case.

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

DISASSEMBLY - AUXILIARY

SECTION (1O-SPEED MODELS)

AUXILIARY SECTION (1O-SPEED MODELS)

A. Removal and Disassembly of

Range Cylinder Assembly

1. For ease of disassembly, mount the auxiliary sec­tion upright in a vise. Turn out the capscrews and

remove the range cylinder cover and gasket.

2. Remove nut from end of yoke bar.

DISASSEMBLY-AUXILIARY
SECTION (10-SPEED MODELS)

5. Remove range yoke from sliding clutch of syn­chronizer assembly.

3. Cut lockwire and remove two yoke Iockscrews.

6. Remove the range piston from cylinder bore.

If necessary, remove the O-rings from piston I.D.

and O.D. (inset).

4. Pull yoke bar from bore of

cylinder housing.

DISASSEMBLY-AUXILIARY

SECTION (1O - SPEED MODELS)

7. Turn out the capscrews and remove the range cyl-

inder housing and gasket. If necessary, remove
the small O-ring from groove in housing bore (in­set).

DISASSEMBLY-AUXILIARY
SECTION (10-SPEED MODELS)

B. Removal of Auxiliary

Countershaft Assemblies

1. Turn out the capscrews and remove both coun­tershaft rear bearing covers and gaskets.

2. Remove the snap ring from groove at rear of each
countershaft.

DISASSEMBLY-AUXILIARY
SECTION (10-SPEED MODELS)

3. Use a soft bar and maul to drive the coun­tershafts forward and from rear bearings.

5.

If necessary, secure the assembly in a vise and re­move the bearing inner race from front of coun-

tershaft with jaw pullers.

NOTE: The vise used should be equipped with
brass jaws or wood blocks to prevent damage to
the countershaft.

4.

Remove the bearings from bores in auxiliary plate
by tapping lightly and evenly to the rear with a
soft bar.

DISASSEMBLY-AUXILIARY

synchronizer ring.

SECTION (10-SPEED MODELS)

C. Removal and Disassembly of

Synchronizer Assembly

1. Pull the synchronizer assembly from the splines
of output shaft.

2. Place the larger low range synchronizer ring on
bench and pull the high range synchronizer from
blocker pins. However, before doing so, cover the
assembly with a shop rag to prevent losing the
three springs released from high range synchroni­zer at pin locations.

Remove the sliding clutch from pins of low range

3 .

DISASSEMBLY—AUXILIARY
SECTION (10-SPEED MODELS)

\

\

DISASSEMBLY-AUXILIARY

SECTION (10-SPEED MODELS)

D. Removal and Disassembly of

Output Shaft and Rear Bearing

Assemblies

1. Use a soft bar and maul to drive the output shaft
forward and through rear bearing assembly.

3. Using the front face of low range gear as a base,
press the output shaft through the gear and
bearing. Remove the bearing and washer from

hub of low range gear.

2. Remove the bearing inner spacer from output
shaft.

4. If necessary, remove the snap ring from low range
gear of models so equipped.

DISASSEMBLY-AUXILIARY
SECTION (10-SPEED MODELS)

7. Turn out the capscrews and remove the rear
bearing cover and gasket. The rear bearing cone

will drop from bore in auxiliary plate when cover

5. Remove the splined spacer from output shaft.

is removed. If necessary, remove the oil seal from
cover (inset).

6. Remove the stepped washer from shaft of models
so equipped.

8. Remove the two bearing cups and outer spacer
from bore in auxiliary plate.

REASSEMBLY-AUXILIARY

SECTION (10-SPEED MODELS)

AUXILIARY SECTION (10-SPEED MODELS)

A. Reassembly and Installation of

Output Shaft and Rear Bearing

Assemblies

1. Secure the output shaft in a vise with threaded
end up. For models so equipped, install the
stepped washer on shaft large diameter step
down (arrow), then install the splined spacer.

3. IMPORTANT: Mark any two adjacent teeth on low
range gear and repeat the procedure for the two

adjacent teeth directly opposite the first set
marked. A highly visible color of toolmakers" dye

is recommended.

2. For 14610 models, install the spacer with large
diameter spliNes down.

4. If previously removed, install the snap ring in low

range gear of models so equipped (inset). Install
the gear on output shaft, clutching teeth down
and engaged with splines of spacer.

REASSEMBLY-AUXILIARY
SECTION (10-SPEED MODELS)

„

5. Install the washer on shaft; 11610, 12610 models
flat side of washer facing up, 14610 models flat
side of washer facing down.

7. Install the bearing inner spacer on output shaft.

6.

Heat the front bearing cone and install on shaft

against washer, bearing taper up.

NOTE: DO NOT HEAT BEARING ABOVE 275

o

(136

C). If possible, use heat lamps as source.

8.

Install the front bearing cup in bore of auxiliary
plate, taper to the inside. Use a soft bar to start

o

F

cup into bore.

REASSEMBLY-AUXILIARY

auxiliary plate.

SECTION (10-SPEED MODELS)

11. Install the auxiliary plate over end of output shaft
assembly. Heat the rear bearing cone and install
on shaft, taper down and inside bearing cup.

NOTE: DO NOT HEAT BEARING ABOVE 275

9. Place the bearing outer spacer against cup and

use a soft bar or flanged-end driver to move both

parts evenly into bore.

(136oC).

o

F

10. Place the rear bearing cup against spacer. Use a

flanged-end driver to move all three parts evenly

into bore until lip of rear bearing cup seats on

12.

If previously removed, install the oil seal in rear
bearing cover with a flanged driver (inset). Seal
should be installed so the spring is to the front of
transmission.

REASSEMBLY-AUXILIARY

SECTION (10-SPEED MODELS)

13.

Remount the assembly upright in vise and secure
on flange of auxiliary plate. Position the corre­sponding new gasket on cover mounting surface
and install the rear bearing cover. Use the nylon
collar and brass washer with capscrew at the
chamfered hole which intersects speedometer
bore (inset). Tighten the capscrews to secure

cover to auxiliary plate.

NOTE: Because the collar becomes distorted

when compressed, DO NOT RE-USE OLD NYLON
COLLAR.

2. Install the three springs in bores of high range
synchronizer ring.

B.

Reassembly and Installation

of Synchronizer Assembly

1. Place the larger low range synchronizer ring on
bench and install the sliding clutch on blocker
pins, recessed side up.

3. Place the high range synchronizer ring over
blocker pins of low range synchronizer, seating
the springs against pins.

REASSEMBLY-AUXILIARY
SECTION (10-SPEED MODELS)

C. Timing and Installation of

Auxiliary Countershaft Assemblies

4. Apply downward pressure to the high range syn-

chronizer ring WHILE TWISTING COUNTER­CLOCKWISE to compress the springs and fully
seat ring on blocker pins of low range synchroni­ze r.

5. Install the synchronizer assembly on splines of
output shaft, low range ring in recess of low
range gear.

1. If previously removed, install the bearing inner
race on front of each countershaft.

2. IMPORTANT: On the low range gear of each aux­iliary countershaft assembly, use a highly visible
color of toolmaker's dye to mark the tooth
stamped with an "O" for timing purposes.

REASSEMBLY-AUXILIARY

SECTION (10-SPEED MODELS)

4. Install the snap ring in groove at rear of each
countershaft.

3. Place one of the assemblies into position in rear
plate, meshing the marked tooth of countershaft

low range gear with either set of two marked
teeth of low range gear on output shaft (inset).
Center rear of countershaft in bearing bore, start
rear bearing in bore and complete installation

with a flanged-end driver and maul. Repeat the

procedure with other auxiliary countershaft as­sembly, making sure the low range gear set re­mains in time during bearing installation.

NOTE: Check synchronizer assembly for springs
that may have been released from bores in high

range ring during bearing installation.

5. Position the corresponding new gasket on cover
mounting surface and install both rear bearing

covers. Tighten capscrews to secure covers to _
auxiliary plate.

REASSEMBLY-AUXILIARY
SECTION (1O-SPEED MODELS)

D. Reassembly and Installation of

Range Cylinder Assembly

3. Place the range yoke into position with sliding
clutch of synchronizer assembly, long hub of
yoke to the front (RT-11610/12610 Series); long
hub of yoke to the rear (RT-14610 Series). Insert
threaded-end of yoke bar through yoke and into

1. If previously removed, install the O-ring in bore of
range cylinder housing.

bore of range cylinder housing, aligning the
notches in bar with yoke Iockscrew holes (inset).

2. Position the corresponding new gasket on hous­ing mounting surface and install the cylinder
housing in rear bore of auxiliary plate, air fitting
to the upper left. Secure housing to plate with
capscrews tightened to recommended torque rat­ings.

4. Install the two yoke Iockscrews, tighten and wire

securely.

REASSEMBLY-AUXILIARY

SECTION (10-SPEED MODELS)

5. If previously removed, install the O-rings in the
I.D. and O.D. of range piston.

7. Position the corresponding new gasket on cover
mounting surface and install the range cylinder

cover on housing, open port to the upper left.
Tighten capscrews to secure cover to housing.

6. In cylinder housing bore, install the range piston
on yoke bar, flat side to the rear. Secure with nut
tightened to recommended torque ratings (inset).

DISASSEMBLY-AUXILIARY
SECTION (15-SPEED MODELS)

AUXILIARY SECTION (15-SPEED MODELS)

*NOTE: Use lockwire at these positions during reassembly.

Cut 6426-10/80

A. Removal and Disassembly of

Range Cylinder Assembly

1. For ease of disassembly, mount the auxiliary sec­tion upright in a vise. Turn out the capscrews and

remove the range cylinder cover and gasket.

2. Remove nut from end of yoke bar.

3. Cut lockwire and remove two yoke Iockscrews.

DISASSEMBLY-AUXILIARY

SECTION (15-SPEED MODELS)

6. Remove the range piston from cylinder bore.
If necessary, remove the O-rings from piston I.D.
and O.D. (inset).

4. Pull yoke bar from bore of cylinder housing.

7.

Turn out the capscrews and remove the range cyl-

inder housing and gasket. If necessary, remove
the small O-ring from groove in housing bore
(inset).

5. Remove range yoke from sliding

chronizer assembly.

clutch of syn-

DISASSEMBLY - AUXILIARY
SECTION 5-SPEED MODELS)

Turn out the capscrews and remove both coun-

1.

tershaft rear bearing covers.

NOTE: For removal and disassembly of models
equipped with an Auxiliary Oil Pump Assembly
on rear of countershaft, see OPTIONS.

2. Remove the snap ring from groove at rear of each
countershaft.

DISASSEMBLY-AUXILIARY
SECTION (15-SPEED MODELS)

3. Use a soft bar and maul to drive the coun­tershaft forward and from rear bearings.

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

remove the bearing inner race from front of coun-

tershaft with jaw pullers.

NOTE: The vise used should be equipped with
brass jaws or wood blocks to prevent damage to

DISASSEMBLY-AUXILIARY

zer at pin locations.

SECTION (15-SPEED MODELS)

C. Removal and Disassembly of

Synchronizer Assembly

1. Pull the synchronizer assembly from the splines
of range mainshaft.

2. Place the larger low range synchronizer ring on
bench and pull the high range synchronizer from
blocker pins. However, before doing so, cover the
assembly with a shop rag to prevent losing the
three springs released from high range synchroni-

3. Remove the sliding clutch from pins of low range
synchronizer ring.

DISASSEMBLY-AUXILIARY

SECTION (15-SPEED MODELS)

D. Removal of Low Range Gear

1. Remove the key from keyway of range mainshaft.

2. Turn the washer located in the hub of low range

gear so that the splines of washer align with the
splnes of mainshaft.

DISASSEMBLY-AUXILIARY
SECTION (15-SPEED MODELS)

Remove the coupler from splines of range main-

3. Pull the low range gear and washer from splines
of range mainshaft.

4.

shaft.
NOTE: If desired, Removal and Disassembly of
Range Mainshaft Assembly may be performed
prior to Removal and Disassembly of Deep Re­duction Cylinder Assembly.

DISASSEMBLY-AUXILIARY

SECTION (15-SPEED MODELS)

NOTE: Use lockwire at these positions during reassembly.

Cut 6443-12/83

E. Removal and Disassembly of Deep

Reduction Cylinder Assembly

2. If necessary, turn out the insert valve retaining
nut of covers so equipped and remove insert

valve from bore.

1. Turn out the capscrews and remove the deep re­duction cylinder cover and gasket.

DISASSEMBLY-AUXILIARY
SECTION (15-SPEED MODELS)

F. Removal and Disassembly of

Range Mainshaft Assembly

NOTE: Refer to the illustration provided at Part D

of this section.

3. Cut lockwire and remove the Iockscrew from shift

yoke.

4. Pull the yoke bar from cylinder housing and re­move shift yoke. If necessary, remove the O-ring
from piston O.D. (inset).

1. Remove snap ring from range mainshaft.

2. Remove deep reduction sliding clutch.

5. Remove the deep reduction cylinder housing and

gasket from auxiliary housing. If necessary, re­move the small O-ring from bore in cylinder hous­ing.

DISASSEMBLY-AUXILIARY

SECTION (15-SPEED MODELS)

5. Remove the front bearing from bore in range
mainshaft. If necessary, press the bushing from
mainshaft bore (inset).

3. Remove the "C" ring from groove at front of main­shaft quill.

4. Insert jaws of puller behind range mainshaft and
pull from quill.

DISASSEMBLY-AUXILIARY

SECTION (15-SPEED MODELS)

Cut

6527-1 /87

G. Removal and Disassembly of

Output Shaft and Rear Bearing

Assemblies

NOTE: In addition to the above, refer to the illus-

tration provided at Part D

of this section.

2.

If not previously done so, remove the snap ring
and speedometer drive gear or replacement spa­cer from output shaft of models so equipped.

1. Turn out the capscrews and remove the rear
bearing cover and gasket. If necessary, remove
the oil seal from cover (inset).

DISASSEMBLY-AUXILIARY

SECTION (15-SPEED MODELS)

3. Temporarily reinstall rear bearing cover in posi­tion on housing ONLY to catch rear bearing cone
released from bore in the following procedure.

4. Use a soft bar and maul to drive the output shaft
forward and through rear bearing assembly. This
will cause the rear bearing cone to be released
from bore in auxiliary housing.
NOTE: When applying force to rear of output
shaft, DO NOT DAMAGE THREADS. Support

front of shaft to avoid damaging the mainshaft
quill once output shaft is free of bearing.

5. Remove rear bearing cover and bearing cone.

6. Remove the two bearing cups and outer spacer

from bore in auxiliary housing.

DISASSEMBLY-AUXILIARY

SECTION (15-SPEED MODELS)

t

7. Remove the bearing inner spacer from outpu
shaft.

9. If necessary, remove the snap ring from I.D. of
deep reduction gear of models so equipped.

8. Using the front face of deep reduction gear as a
base, press the output shaft through the bearing

and gear. This will free the bearing, gear, washer,
and, for models so equipped, the spacer or oil re­tention ring. DO NOT DAMAGE MAINSHAF
QUILL.

T

85

REASSEMBLY-AUXILIARY

SECTION (15-SPEED MODELS)

AUXILIARY SECTION (15-SPEED MODELS)

A. Reassembly and Installation of

Range Mainshaft Assembly

1. Secure the output shaft in a vise with mainshaft
quill up.

3. Install the bearings in front bore of range main­shaft. Use a small flanged-end driver to properly
seat bearing in bore on mainshaft quill.

2. If necessary, press the bushing in rear bore of
range mainshaft (inset) and install the mainshaft
in position on quill.

4. Install the "C" ring in groove of mainshaft quill to
retain bearing.

REASSEMBLY-AUXILIARY

SECTION (15-SPEED MODELS)

B. Reassembly and Installation of

Output Shaft and Rear

1. Remount the output shaft in vise with threaded-end
up and secure on range mainshaft. For models so

equipped, install the stepped washer on shaft, large
diameter step down.

3. IMPORTANT: Mark any two adjacent teeth on
deep reduction gear and repeat the procedure for
the two adjacent teeth directly opposite the first
set marked. A highly visible color of toolmakers'

dye is recommended for making timing marks.

2. Install the splined spacer on output shaft. For
models equipped with stepped washer on shaft,
install the spacer with large diameter splines
down (right).

R15-52

4. If previously removed, install the snap ring in
deep reduction

set). Install the

teeth down and

gear of models so equipped

gear on output shaft, clutching

engaged with splines of spacer.

-

(in-

REASSEMBLY-AUXILIARY

SECTION (15-SPEED MODELS)

5. Install the washer on shaft against deep reduc­tion gear, small diameter step down (Left: 11615

Models); or side with large groove up (Right:
15615 and 14615 Models).
NOTE: For models not equipped with the oil reten-

tion ring in auxiliary housing, proceed to No. 8.

6. Place the oil retention ring in housing bore,
cupped side up (left). Use a soft bar and two rear
bearing outer spacers stacked on top of each
other to move the oil retention ring 2" deep into
bore. The ring will be at the proper depth when
top of second spacer is flush with housing bore.
Remove the spacers when installation is com­pleted.

8. Heat the front bearing
shaft against oil retention ring, bearing taper-up

(left). For models not equipped with the oil reten­tion ring in auxiliary housing, install the heated

bearing cone on shaft against washer, taper up

(right).

NOTE: DO NOT HEAT BEARING ABOVE 275

(136oC). If possible, use heat lamps as source.

„

9. Install the bearing inner spacer on output shaft
against front bearing cone.

cone and install on output

o

F

7. Place two mainshaft spacers or flat steel stock of
equivalent thickness (.190") on rear face of deep

reduction gear, 180
the auxiliary housing over end of output shaft as­sembly, allowing the housing to rest on blocking
(right).

o

from each other (left). Install

10. Place the front bearing cup in housing bore, taper
to the inside, and use a soft bar to start cup into

bore.

REASSEMBLY-AUXILIARY

SECTION (15-SPEED MODELS)

11. Stack the bearing outer spacer and rear bearing

cup on top of the front bearing cup in proper se­quence. Use a soft bar or a flanged driver to move
all three parts evenly into housing bore until lip

of rear bearing cup seats on housing.

14. Remount assembly upright in vise and secure. ln­stall the deep reduction sliding clutch on output
shaft, internal splines toward gear and engaged
with splines of shaft.

12. If not previously done so, install the auxiliary
housing over end of output shaft assembly. Heat
the rear bearing cone and install on shaft, taper
down and inside bearing cup.
NOTE: DO NOT HEAT BEARING ABOVE 275
(136oC).

13. For models equipped with the oil retention ring in
auxiliary housing, install the speedometer drive
gear or replacement spacer on output shaft and

retain with snap ring installed in groove of shaft
(left). Remove the blocking (two mainshaft spa­cers or flat steel stock) from between the deep re­duction gear and auxiliary housing (right).

o

F

15. Install snap ring in groove of range mainshaft.

REASSEMBLY - AUXILIARY

SECTION (15-SPEED MODELS)

C. Reassembly and Installation of

Deep Reduction Cylinder Assembly

16. If previously removed, install the oil seal in rear
bearing cover (inset). Seal should be installed so
the spring is to the front of cover.

17. Position gasket on cover mounting surface and
install the rear bearing cover on auxiliary hous­ing. Use the nylon collar and brass washer with

capscrew at the chamfered hole which intersects
speedometer bore (inset). Tighten capscrews to se­cure cover to housing.
NOTE: Because the collar becomes distorted
when compressed, DO NOT REUSE OLD NYLON
COLLAR.

1. If previously removed, install the small O-ring in
bore of cylinder housing (inset). Position the cor­responding new gasket on housing mounting sur-

face and install the deep reduction cylinder
housing in rear bore of auxiliary housing, air
channel to the right.

2. If previously removed, install the O-ring in groove
of yoke bar piston.

REASSEMBLY-AUXILIARY

SECTION (15-SPEED MODELS)

5. For models so equipped, install the insert valve
in bottom exhaust port of cylinder cover as
shown (left). Install the valve retaining nut in ex­haust port of cover and tighten to recommended

torque ratings (right).

NOTE: Prior to installation of insert valve, apply a
small amount of silicone lubricant to O-rings on
O.D. of valve.

3. Place the reduction yoke into position with slid­ing clutch, lockscrew hole to the front. From rear
of auxiliary housing, insert the yoke bar through
cylinder bore and into yoke, aligning the notch in
bar with yoke lockscrew hole.

4. Install the yoke lockscrew, tighten and wire se­curely.

6. Position the corresponding new gasket on cover
mounting surface and install the deep reduction
cylinder cover, aligning the air channel with chan-

nel in cylinder housing. Tighten capscrews to se-

cure cover to cylinder housing.

REASSEMBLY-AUXILIARY

SECTION (15-SPEED MODELS)

D. Installation of Low Range Gear

1. Install the coupler on range mainshaft, clutching
teeth to the rear.

2. Install the low range gear on mainshaft against
couplete, clutching teeth.

3. Install the splined tolerance washer on mainshaft
and in hub of low range gear. Rotate the washer

in groove of mainshaft to engage external splines
with clutching teeth of gear and align square in­ternal spline with keyway of mainshaft.
IMPORTANT: This washer is available in varying

thicknesses. Use the splined tolerance washer
that provides a snug fit in gear hub.

4. Install the key in keyway of range mainshaft, in­serting the thick end of key in square internal
spline of tolerance washer to lock low range gear

on shaft.

REASSEMBLY-AUXILIARY

SECTION (15-SPEED MODELS]

E. Reassembly and Installation of

Synchronizer Assembly

3. Place the high range synchronizer ring over
blocker pins of low range synchronizer, seating

1. Place the larger low range synchronizer ring on
bench and install the sliding clutch on blocker

pins, recessed side up.

the springs against pins.

2. Install the three springs in bores of high range
synchronizer ring.

4.

Apply downward pressure to the high range syn­chronizer ring WHILE TWISTING COUNTER­CLOCKWISE to compress the springs and fully
seat ring on blocker pins of low range synchronizer.

REASSEMBLY-AUXILIARY

SECTION (15-SPEED MODELS)

2. IMPORTANT: On the low range gear of each aux-

5.

Install the synchronizer assembly on splines of

range mainshaft, low range ring towards rear.

iliary countershaft assembly locate the "O"
stamped on one tooth. Align tooth with "O", with

smaller deep reduction gear tooth and mark with

high visible color of toolmakers' dye.

F.

Timing and Installation of

Auxiliary Countershaft Assemblies

1. If previously
race on front

removed, install the bearing inner
of each countershaft.

3. Place one countershaft into position in housing,
meshing the marked tooth of countershaft gear

with either set of two marked teeth of mainshaft
deep reduction gear (inset). Center rear of coun­tershaft in bearing bore, start rear bearing in bore
and complete installation with a flanged-end

driver and maul. Repeat the procedure with other
auxiliary countershaft assembly, making sure the
deep reduction gear set remains in time during

bearing installation.

NOTE: Check synchronizer assembly for springs
that may be released during bearing installation.

REASSEMBLY-AUXILIARY

SECTION (15-SPEED MODELS)

G. Reassembly and Installation of

Range Cylinder Assembly

4. Install the snap ring in groove at rear of each
countershaft.

5. Position the corresponding new gasket on cover
mounting surface and install both rear bearing

covers. Tighten capscrews to secure covers to
auxiliary housing.

NOTE: For reassembly and installation of models

equipped with an Auxiliary Oil Pump Assembly
on rear of countershaft, see OPTIONS.

1. If previously removed, install the O-ring in bore of
range cylinder housing.

2. Position the corresponding new gasket on hous­ing mounting surface and install the cylinder
housing in rear bore of auxiliary housing, air fit­ting to the upper left. Tighten capscrews to se­cure cylinder housing to auxiliary housing.

REASSEMBLY-AUXILIARY

SECTION (15-SPEED MODELS)

3. Place the range yoke into position with sliding
clutch of synchronizer assembly, long hub of
yoke to the rear. Insert threaded-end of yoke bar
through yoke and into bore of range cylinder
housing, aligning the notches in bar with yoke
Iockscrew holes.

6. In cylinder housing bore, install the range piston
on yoke bar, flat side to the rear. Secure with nut
tightened to recommended torque ratings (inset).

4. Install the two yoke Iockscrews, tighten and wire
securely.

5. If previously removed, install the O-rings in the
I.D. and O.D. of range piston.

7. Position the corresponding new gasket on cover
mounting surface and install the range cylinder
cover on housing, open port to the upper left.

Tighten capscrews to secure cover to housing.

96

DISASSEMBLY-FRONT SECTION

A. Removal of Front Bearing Cover

and Input Shaft Nut

3. Engage two mainshaft sliding clutches into gear,
this prevents transmission from rotating. Remove
nut

1. Turn out the retaining capscrews and remove the
drivegear bearing cover and gasket.

NOTE:

(left hand thread) with drive gear nut remov-

ing

tool.
On models using snap ring in place of nut, re-

move snap ring.

2. If necessary remove the oil seal from cover of
models so equipped.

DISASSEMBLY-FRONT SECTION

CASE ASSEMBLIES

*NOTE: Use lockwire at these positions during reassembly.

Cut 6417-9/80

B. Removal and Disassembly of

Auxiliary Drive Gear Assembly

1. Remove the snap ring from groove at rear of
mainshaft.

2. Cut lockwire and remove the capscrews from
bearing retainer ring.