Eaton Transmission RTX-12510 Service Manual

Download

Page 1

Service Manual

Fuller Heavy Duty Transmissions TRSM0503

October 2007

RTX-12510 RTX-12515 RTXF-12510 RTXF-12515

Page 2

For parts or service call us

Pro Gear & Transmission, Inc.

1 (877) 776-4600

(407) 872-1901

parts@eprogear.com

906 W. Gore St.

Orlando, FL 32805

Page 3

Table of Contents

Model Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . ...3

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...4

Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...6

Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...8

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..10

Air Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...16

Preventive Maintenance . . . . . . . . . . . . . . . . . . ...24

Changing Input Shaft . . . . . . . . . . . . . . . . . . . . . . . . . ...26

Disassembly Precautions . . . . . . . . . . . . . . . . . . . . . . ...27

Disassembly Instructions

I. Shifting Controls . . . . . . . . . . . . . . . . . . . . . . . . . ...28

A. Deep Reduction Air System (RT-12515) . . . . ...29

B. Range Shift Air System . . . . . . . . . . . . . . . . . . ...29

C. Gear Shift Lever Housing . . . . . . . . . . . . . . . . ...32

D. Shift Bar Housing . . . . . . . . . . . . . . . . . . . . . . ...33

II. companion Flange, Auxiliary Housing and

Clutch Housing . . . . . . . . . . . . . . . . . . . . . . . . . . ...36

111. Front Section . . . . . . . . . . . . . . . . . . . . . . . . . . . ...38

A. Auxiliary Drive Gear .. . . . . . . . . . . . . . . . ...38

B. Left Reverse Idler Gear .... . . . . . . . . . . . . . . ...39

C. Countershaft Bearings . . . . . . . . . . . . . . . . . . . ...41

D. Mainshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...42

E. Drive Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...43

F. Countershafts . . . . . . . . . . . . . . . . . . . . . . . . . ...45

G. Right Reverse Idler Gear .. . . . . . . . . . . . . . . ...45

IV. Auxiliary Section –RT-1110 Series . . . . . . . . . . ...46

A. Range Shift Cylinder . . . . . . . . . . . . . . . . . . . . ...46

B. Auxiliary Countershafts . . . . . . . . . . . . . . . . . ...47

C. Synchronizer . . . . . . . . . . . . . . . . . . . . . . . . . . ...47

D. Low Speed Gear and Output Shaft . . . . . . . . . ...48

V. Auxiliary Section –RT-12510 Series . . . . . . . . . ...50

A. Range Shift Cylinder . . . . . . . . . . . . . . . . . . . . ...50

B. Auxiliary Counershafts . . . . . . . . . . . . . . . . . ...52

C. Synchronizer . . . . . . . . . . . . . . . . . . . . . . . . . . ...53

D. Output Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . ...54

VI. Auxiliary Section –RT-12515 Series . . . . . . . . . ...56

A. Range Shift Cylinder . . . . . . . . . . . . . . . . . . . . ...56

B. Auxiliary Counterhafts . . . . . . . . . . . . . . . . . ...58

C. Synchronizer . . . . . . . . . . . . . . . . . . . . . . . . . . ...59

D. Low Range Gear and Range Mainshaft . . . . . . ...60

E. Deep Reduction Shift Cylinder . . . . . . . . . . . . ...62

F. Output Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . ...63

Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...64

Torque Ratings . . . . . . . . . . . . . . . . . . . . . - . . . . . . . ...66

Reassembly Precautions . . . . . . . . . . . . . . . . . . . . . . . ...68

Reassembly Instructions

I. Auxiliary Section-RT-1110 Series . . . . . . . . . . ...69

A. Output Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . ...69

B. Synchronizer . . . . . . . . . . . . . . . . . . . . . . . . . . ...71

C. Auxiliary Countershafts . . . . . . . . . . . . . . . . . ...72

D. Range Shift Cylinder . . . . . . . . . . . . . . . . . . . . ...74

II. Auxiliary Section –RT-12510 Series . . . . . . . . . ...76

A. Output Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . ...76

B. Synchronizer . . . . . . . . . . . . . . . . . . . . . . . . . . ...80

C. Auxiliary Countershafts . . . . . . . . . . . . . . . . . ...81

D. Range Shift Cylinder . . . . . . . . . . . . . . . . . . . . ...82

III. Auxiliary Section –RT-12515 Series . . . . . . . . . ...84

A. Output Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . ...84

B. Range Mainshaft . . . . . . . . . . . . . . . . . . . . . . . ...89

C. Deep Reduction Shift Cylinder . . . . . . . . . . . . ...90

D. Low Range Gear . . . . . . .

E. Synchronizer . . . . . . . . . .

F. Auxiliary Countershafts .

G. Range Shift Cylinder . . . .

IV. Front Section . . . . . . . . . . .

A. Right Reverse Idler Gear .

B. Countershafts . . . . . . . . .

C. Countershaft Installation

D. Drive Gear . . . . . . . . . . . .

E. Drive Gear Installation . . F. Left Countershaft Timing

Mainshaft Axial Clearances . . . .

G. Mainshaft . . . . . . . . . . . .

H. Mainshaft Installation . . . I. Left Reverse Idler Gear . .

J. Mainshaft Final Installation . . . . . . . . . . . . . ...113

K. Auxiliary Drive Gear . . . . . . . . . . . . . . . ...114

V. Companion Flange, Auxiliary Housing and

Clutch Housing . . . . . . . . . . . . . . . . . . . . . . . . . ...116

VI. Shifting Controls . . . . . . . . . . . . . . . . . . . . . . . . ...118

A. Shift Bar Housing . . . . . . . . . . . . . . . . . . . . . ...118

B. Gear Shift Lever Housing . . . . . . . . . . . . . . . ...121

C. Air System . . . . . . . . . . . . . . . . . . . . . . . . . . ...122

Tool Reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...124

Page 4

Model Designations

RT-lll O– Roadranger RTO-1 110 –- Roadranger

1100 Ibs.-ft, RT-12510 – Roadranger RTO-12510 – Roadranger

1250 Ibs.-ft. RT-12515 – Roadranger RTO-1 2515 – Roadranger

1250 Ibs.-ft. “F” –

Included in

ward position of the gear shift lever.

transmission, twin countershaft, 10 speeds, 1100 lbs./ft. torque capacity. transmission, twin countershaft, 10 speeds, including an overdrive ratio, torque capacity. transmission, twin countershaft, 10 speeds, 1250 lbs./ft. torque capacity. transmission, twin countershaft, 10 speeds, including an torque capacity. transmission, twin countershaft, 15 speeds, 1250 lbs./ft. transmission, twin countershaft, 15 speeds, including an

letter

before numerals, such as RTF-12510, etc. denotes for-

overdrive ratio,

torque capacity

overdrive ratio,

NOTE

Illustrated parts lists with part numbers are available upon request. Write Service Department, Eaton Corporation,

Transmission Division, 222 Mosel Avenue, Kalamazoo,

Michigan 49007.

Page 5

Description

The RT-111 O and RT-12510 transmissions are designed for heavy-duty on-highway equipment. The twin countershaft design, which splits torque equally between the two shafts, provides a high torque capacity to weight ratio . Because of torque splitting, each gear set carries only half the load, greatly reducing the face width of each gear.

Another unique design feature is the floating gear principle. The mainshaft gears when not engaged “float” between the countershaft gears, eliminating the need for gear sleeves and bushings. All gears are in constant mesh and have spur type teeth.

The RT-111 O and RT-12510 transmissions have ten forward speeds and two reverse, consisting of a five-speed front section and a two-speed auxiliary or range section, both contained in one case. First through fifth speeds are obtained by using the five gear ratios in the front section

through the low speed gear of the range section. Sixth

through tenth speeds are obtained by using the five gear ratios in the front section through the high speed (direct drive) range gear. As in other Roadranger transmissions, the ratios are progressively spaced.

The RT-125 15 transmissions have 15 forward speeds and three consisting of a five-speed front section, which is identical to the RT-1 110 and RT-1251O front section, and a three-speed auxiliary or range section. Both sections are contained in one case, the rear plate being extended to accommodate the extra set of gears. The 15 speeds are obtained by using the five speeds of the front section through direct drive (high range), through the low speed range gear, and through the hole-gear of the auxiliary sec-

tion. The hole-gear in the RT-12515 transmissions is engaged by air when selected by the driver.

Page 6

Page 7

Specifications - RT-1 110 Series

Speeds 10 progressive forward speeds, 2 reverse Nominal Torque Capacity 1100 lb.-ft.

Input Drive Shaft 2“ diameter

Power Take-Off

Openings Right Side: SAE standard 6 bolt regular duty type, short length. Bottom: SAE standard 8-bolt heavy-duty type.

PTO Gear Relative Speed to Input R.P. M.

Right

Side: 45-tooth 6/8 pitch gear turning at .700 engine speed on RT-1 110 and RTF-1 110 models; .888 engine speed on RTO-1 110 and RTOF-1 110 models.

Bottom: 47-tooth 6/8 pitch gear turning at .700 engine speed on 110 and RTF-1 110 models, .888 engine speed on RTO-1 110 and RTOF-1 110 models.

Weight

SAE No. 1 aluminum clutch housing with standard controls, less clutch release parts – 620 lbs.

Oil Capacity

Approximately 25 pints, depending on inclination of engine

and transmission. Fill to level of case filler opening.

Range

Low Range

GEAR RATIOS

RT-111O and RTF-111O

RATIO % STEP

10th

Range Shift

1.00

1.27 ‘

9th

1.65

8th 7th

2.11

6th

2.74

3.55

5th 4th

4.50

3rd

5.83

2nd

7.49

1 St

9.71

High Reverse 2.74

Low Reverse 9.71

27 27

30 30 28 30 30 30 27 30 30 28 30

RTO-1 110 and RTOF-1 110

SPEED RATIO % STEP

10th

9th 8th 7th 6th

Range Shift 5th

4th 3rd 2nd

1 St

High Reverse 2.16

Low Reverse 7.65

.79

1.00

1.30 28

1.66

2.16 29

2.79 27

3.55

4.59 28

5.90 30

7.65

Specifications - RT-I 2510 Series

Speeds Nominal Torque Capacity 1250 lb.-ft.

Power Take-Off

PTO Gear Relative Speed to Input R.P.M.

Weight

Clutch Housing Size

Oil Capacity

10 progressive forward speeds, 2 reverse.

Openings

Right Side: SAE standard 6-bolt regular duty type, short length. Bottom: SAE standard 8-bolt heavy-duty type.

Right Side: 45-tooth 6/8 pitch gear turning at .700 engine speed on RT-1 2510 and RTF-12510 models, .888 engine speed on RTO-1 2510 and RTOF-1251O models.

Bottom: 47-tooth 6/8 pitch gear turning at .700 engine

speed on RT-1251O and RTF-1 2510 models, .888 engine speed on RTO-1 2510 and RTOF-12510 models.

SAE No. 1 clutch housing with standard controls, less clutch

release parts – 698 lbs.

SAE No. 1 deep only, 6-5/8”, for push or pull type clutches.

Approximately 25 pints, depending on inclination of engine

and transmission. Fill to level of case filler opening.

High

Range

Low Range

GEAR RATIOS

RT-1251O and RTF-1251O

;PEED RATIO % STEP

9th

8th 7th 6th

5th

4th

3rd 2nd

1 St

Shift

1.00

1.27

1.65

2.11

2.74

3.55

4.50

5.83

7.49

9.71

2.74

9.71

27 29 28

30 29

27 29

28 30

10th

High Reverse

Low Reverse

RTO-125 10 and RTOF-12510

SPEED RATIO % STEP

10th

9th

8th 7th

6th

Range Shift

5th

4th

3rd 2nd

1 St

High Reverse

Low

Reverse

.79

1.00

1.30

1.66

2.16

2.79

3.55

4.59

5.90

7.65

2.16

7.65

27 30 28

30 29

27 30 28

Page 8

Specifications -

RT-1 2515 Series

Speeds

15 forward speeds, 3 reverse. Five deep reduction ratios,

plus evenly spaced ratios for a selective 11 or 12 progressive

ratios.

Nominal Torque Capacity

1250 lb.-ft.

Power Take-Off

Openings

Right Side: SAE standard 6-bolt regular duty type, short length. Bottom: SAE standard 8-bolt heavy-duty type.

PTO Gear Relative Speed to Input R.P. M.

RT-12515 and RTF-12515

Right Side: 45-tooth 6/8 pitch gear turning .700 engine speed.

Bottom: 47-tooth 6/8 pitch gear turning .700 engine speed.

GEAR RATIOS

RTO-12515 and RTOF-125 15

RANGE

SPEED % STEP RATIO % STEP SPEED

.79

1.00

1.30

1.66

2.16

2.79

1 St

10th

9th

8th

7th

6th 5th

4th

3rd

2nd

1 St

Deep Red. Range

RATIO %

10.93

STEP

3.99 27

5.07 29

6.56

8.43 29

High Reverse . . . . . . . . . . . . . . . . . . . . 2.16

Low Reverse . . . . . . . . . . . . . . . . . . . . . 7.65

Deep Reduction Reverse . . . . . . . . . ...10.93

High Range

Low Range

RTO-12515 and RTOF-12515

Right Side: 45-tooth 6/8 pitch gear turning .888 engine speed. Bottom: 47-tooth 6/8 pitch gear turning .888 engine speed.

Clutch Housing Size

SAE No. 1 deep only, 6-5/8”, for push or pull type clutches.

Weight

SAE No. 1 clutch housing, with standard controls, less clutch release parts – 770 lbs.

Oil Capacity

Approximately 28 pints, depending on inclination of engine and transmission. Fill to level of case filler opening.

GEAR RATIOS

RT-12515 and RTF-12515

RATIO % STEP SPEED % STEP % STEP SPEED

Deep Red. Range

5.07

6.43

8.34

10.70

13.87

27 30 28 29

High Reverse . . . . . . . . . . . . . . . . . . . . . . . . 2.74

Low Reverse . . . . . . . . . . . . . . . . . . . . . . . . 9.71

Deep Reduction Reverse . . . . . . . . . . . . ...13.87

RANGE

5th

3rd’

1 St

1.00

1.27

1.65

2.11

2.74

3.55

4.50

5.83

7.49

9.71

10th

9th

8th

7th

6th 5th

4th

3rd

2nd

1 St

High Range

Low Range

Page 9

LUBRICATION

, ... . . .

Proper

Lubrication . . . the Key to long transmission life

Proper lubrication procedures are the key to a

good all-around maintenance program. If the oil is not doing its job, or if the oil level is

ignored, all the maintenance procedures in the

world are not going to keep the transmission

running or assure long transmission life.

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

these procedures are closely followed:

Eaton

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

Every 10,000 miles (16090 Km)

Every 250,000 miles (402336 Km)

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

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

Every 1,000 hours

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

Every 10,000 miles (16090 Km)

Every 50,000 miles (80450 Km)

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

Every 500 hours Change transmission Iubricant where

Every 1,000 hours Change transmission Iubricant

Change the oil filter when fluid or lubricant is changed.

Eaton

Fuller®Transmissions are designed

Thus, ail parts will be amply lubricated if

1. Maintain oil level. Inspect regularly.

2. Change oil regularly.

3. Use the correct grade and type of oil.

4. Buy from a reputable dealer.

Lubrication Change and Inspection

Roadranger®CD50 Transmission Fluid

HIGHWAY USE—Heavy Duty and Mid-Range

Factory fill

Inltlal drain

Check fluid level

Check for leaks

Heavy Duty Highway Change Interval

Change transmission

Mid-Range Highway Change Interval

Change transmission

OFF-HIGHWAY USE

severe dirt conditions exist.

Change transmission fluid

(Normal off-highway use),

Heavy Duty Engine Lubricant or

Mineral Gear Lubricant

HIGHWAY USE

Initial drain.

Inspect Iubricant level,

Check for leaks,

Change transmission

OFF-HIGHWAY USE

Inspect Iubricant level Check for leaks

severe dirt conditions exist.

(Normal off-highway use),

lubricant,

fluid,

Recommended Lubricants

Fahrenheit

(Celsius) Ambient

Temperature

All

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

Above 10oF(-12oC.)

Below 10oF(-12oC.)

Grade

(SAE)

50 40

80W

Type

Eaton®Roadranger CD50 Transmission

Fluid

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

API-SF or API-CD

(Previous API designations 30

acceptable)

Mineral Gear 011 with rust

and oxidation Inhibitor API-GL-1

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

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

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

Additives and friction modifiers are not recom-

mended for use in Eaton Fuller transmissions.

Proper Oil Level

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

Draining Oil

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

Refilling

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

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

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

Page 10

LUBRICATION

Operating Temperatures

—With Eaton

Roadranger

CD50 Transmission Fluid

Heavy Duty Engine Oil

and Mineral Oil

The transmission should not be operated con-

sistently at temperatures above 250 However, intermittent operating temperatures

to 300

F (149oC) will not harm the transmission. Operating temperatures above 250 increase the lubricant’s rate of oxidation and shorten its effective life. When the average operating temperature is above 250 transmission may require more frequent oil changes or external cooling.

The following conditions in any combina-

tion can cause operating temperatures of over

F: (1) operating consistently at slow

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

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

F (120oC).

F, the

Proper Lubrication Levels as Related to Transmission Installation Angles

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

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

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

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

Proper Lubrication Levels are Essential!

Transmission Oil Coolers are:

Recommended

— With engines of 350 H.P. and above

with overdrive transmissions

Required

— With engines 399 H.P. and above with

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

— With engines 399 H.P. and above and

1400 Lbs.-Ft. or greater torque

— With engines 450 H.P. and above

With EP or Multipurpose Gear Oil

—

Mild EP gear oil and multipurpose gear oil are not recommended when lubricant operating temperatures are above 230°F (110). In addition, transmission oil coolers are not recommended with these gear oils since the oil cooler materials may be attacked by these gear oils. The lower temperature limit and oil

cooler restriction with these gear oils gener-

ally limit their success to milder applications.

Transmission Mounting Angle

Dotted line showing “2 Quarts Low” is for

reference only. Not recommended.

Page 11

Operation

In the following instructions, it is assumed that the driver is familiar with motor trucks and tractors, and that he can coordinate the necessary movements of the shift lever and clutch pedal to make progressive and selective gear engagements in either direction, up or down.

RT-I 110 and RT-12510 Operation

The RT-1 110 and RT-12510 have ten selective ratios, evenly and progressively spaced. Do not shift these transmissions as you would a conventional model with an auxiliary or two-speed axle, because there is no split-shifting.

All shifts are made with one lever. The range control button is used one time only during an upshift sequence, and one time only during a downshift sequence.

Ten speeds obtained with one gear shift lever and range control button.

Since the transmissions consist of a five-speed front section and a two-speed range section, the ten forward speeds are obtained by using a five-speed shifting pattern twice – the first time with the transmission in low range, and the second time with the transmission in high range.

Shift pattern for the RT-1110 and R T-1251 O model transmissions.

Shift pattern for the R TO-1I10andRTO-12510 model transmissions.

Page 12

Upshifting

To get to high range

pull button

while in 5th speed, then move lever to 6th speed.

Downshifting

To get to low range

push button DOWN

6th speed,

then move lever to 5th speed.

speed.

RANGE

Upshifting

1. Move the gearshift lever to the neutral position.

2. Start the engine.

3. Wait for air system to reach normal line pressure.

4. Now look at the Range Control Button. If it is up push

it to the down position. (With the downward movement of the button, the transmission will shift into low range.) If the button

was down when the truck was last used,

the transmission is already in low range.

5. Now start the vehicle and shift progressively through 1st, 2nd, 3rd and 4th to 5th.

6. When in 5th and

ready for the next upward shift, PULL

the Range Control Button UP and move the lever to 6th speed. As the lever

passes through the neutral position,

the transmission will automatically shift from low range to high range.

7. With the transmission in high range, you may now shift

progressively through 7th, 8th and 9th to 10th.

Downshifting

1. When shifting down, move the lever from 10th through each successive lower speed to 6th.

2. When in 6th, and ready for the next downward shift,

PUSH

the Range Control Button DOWN and move the

lever to 5th speed. As the lever

tral position,

the transmission will automatically shift

passes through the neu-

from high range to low range.

3. With the transmission in low range, shift downward

through each of the four remaining steps.

Driving tip: always start vehicle moving in first speed gear.

Page 13

General Instructions

Precautions

The shift through neutral is important only on the first shift made after the control button is moved. Subsequent shifts through neutral will not activate the automatic range shift until the control button is moved once more.

When necessary to slow or

stop the vehicle, shift down through the individual short steps, allowing the compression of the engine to slow the vehicle. The life of chassis and trailer brakes can thus be prolonged.

When slowing the vehicle, it is also permissible to coast in high range with the clutch disengaged. The shift to low range, however, should not be made until it is necessary to accelerate the vehicle once more.

Shifts will be fast and short as the gear shift lever stroke is 2% inches between positions. Conical engagement teeth are standard on these transmissions, gear clashing. Gear ratios average

thus helping to eliminate

26 per cent between ratio

steps.

To protect the transmission from abuse, the following precautions should be observed when shifting the vehicle:

1. Do not attempt to shift from high range to low range at high vehicle speeds.

This downward range shift should be made only at a road speed equal to that provided by fifth

or a

lower gear at governed

engine speed.

Do not attempt to make any range shifts either up or

down when the vehicle is moving in reverse. Stay in the range originally selected.

A mylar shift diagram is furnished with each transmission should be installed on the vehicle dashboard. If it has been misplaced, Service Kalamazoo, Michigan.

new m

shift diagrams can be purchased from the

t, Transmission Division, Eaton Corporation,

Skip Shifting

After becoming proficient in shifting this transmission, the

operator may wish to skip some of the gear ratios to offset

a particular Operating condition.

Skip shifting can be done when upshifting providing the range control button is pulled up to the high range position before making any shift which passes fifth speed.

Skip shifting is also possible during downshifting providing the range control button is pushed down to the low range

position before making any shift which passes sixth speed.

Page 14

RT-12515 and RTO-12515 Operation

The RT-125 15 transmission, like the RT-125 10, has a fivespeed front section and a two-speed auxiliary or range section which enables the driver to select 10 forward speeds, evenly and progressively spaced. However, the RT-125 15 models have an additional five speeds obtained through a deep reduction gear (hole-gear).

The 10 ratios in high and low range are obtained with one lever and a range control button. The five speeds in deep reduction are obtained with the same gearshift lever and a Deep Reduction Valve which controls the “IN” or “OUT” position of the reduction gear.

The five ratios in deep reduction are evenly and progressively spaced. These five ratios, however, overlap the low range ratios and are not progressively spaced in relation to the low range ratios.

The deep reduction gear should be used only when

SHIFTING DIAGRAM OF THE RT-12515

Fifteen speeds obtained with one gear lever, a Range Control Button and a Deep Reduction Valve.

(Ratios shown with each gear shift lever position.)

operating under adverse conditions and only when the transmission is in LOW RANGE with the control valve button down. Never move the Deep Reduction Valve to “IN” when in high range. When the valve is moved to “IN” the reduction ratios will be engaged regardless of the position of the Range Control Button.

The RTO-12515 is operated in the same manner as the

RT-125 15 except for the reversal of the 4th and 5th gearshift lever positions.

Upshift Through Low and High Range

Shift upward through the 10 speeds of low and high range in the same manner as upshifting the RT-12510 or RTO12510 model transmissions. MAKE SURE THE DEEP REDUCTION VALVE IS IN THE “OUT” POSITION AT ALL TIMES during the low and high range shifts.

SHIFTING DIAGRAM OF THE RTO-12515

Fifteen speeds obtained with one gear shift lever, a

Range Control Button and a Deep Reduction Valve. (Ratios shown with each gear shift lever position.)

One through 10 speeds . . .

and Deep Reduction gear disengaged.

. . .

Five additional ratios . . . gaged.

with Range Control Button

with Deep Reduction gear en-

One through 10 speeds . . .

and Deep Reduction gear disengaged.

. . .

Five additional ratios engaged.

. . .

with Range Control Button

with Deep Reduction gear

Page 15

SUGGESTED SHIFT PATTERN FOR THE RT-12515 THROUGH REDUCTION AND LOW AND HIGH RANGE

(Ratios shown next to each gear shift lever position)

Shift 1 through 5 with range

Move deep

Pull range control button up while in 5th of low range . . . and shift

reduction valve to “OUT”

control button down and deep reduction valve to “IN”

while in 5th reduction . . .

and shift through 4th &

6th through 10th

5th of low range

Upshift Through Deep Reduction, Low and High Range

There are several patterns of upshifting depending upon 2. conditions of road and load. Check gear ratios to determine the best ratio split for your particular condition. The following instructions are recommended for average condi- 3. tions:

1. With the gearshift lever in neutral, the engine started and 4. air system pressure normal, PUSH THE RANGE CONTROL BUTTON TO THE DOWN POSITION.

Move the Deep Reduction Valve

to the “IN” position to

engage the deep reduction gear.

Start the vehicle and shift progressively from 1st through

5th of the shift pattern.

When in 5th speed position and ready for the next upshift, move the Deep Reduction Valve to the “OUT” position and shift to the 4th speed position, thus shifting

Page 16

out of the reduction ratios to low range ratios. Torque will keep the reduction gear engaged until the shift out of fifth position is made. Remember, although

the shift

lever is moved from 5th to 4th, this is an upshift and accelerator must be moved accordingly. There will be no automatic range shift as the transmission already is in low range.

5. Shift through the 4th and 5th speed positions of low

range.

6. When ready for the next upshift, pull the Range Control Button up while in the 5th speed position of low range and shift the lever to the first speed position of the shift pattern. As the lever passes through neutral, the transmission will automatically shift from low to high range.

7. Shift progressively upward from 6th through 10th in

high range.

NOTE: The above is for the RT-12515. RTO12515 shift from reduction to low range would differ, according to the ratios desired.

Important Procedures

1. When making the shift from a reduction ratio to a low range ratio, move the Deep Reduction Valve from “IN” to “OUT” IMMEDIATELY BEFORE making the shift. This is not a pre-select valve and only torque will hold the reduction gear after the lever is moved to “OUT”; the shift cylinder will make the shift by air as soon as torque is released.

2. Never move the Deep Reduction Valve lever with the

transmission in high range (range control button up) as the reduction gear bypasses both the low and high range sections, regardless of the position of the range control button.

3. When downshifting it should not be necessary to shift

into deep reduction ratios. The reduction in low range should be sufficient in most operating conditions.

All instructions pertaining to the Range Control Button, skip shifting and general precautions of the ten-speed shift pattern of

the RT-1 110 and RT-1251O apply as well to the RT-12515.

Page 17

Air Systems

Range Shift Air System – All Models

This system consists of an air filter, regulator, air valve, control valve, shift cylinder, fittings and connecting lines. See Illustration A.

Constant regulated air is supplied to the bottom port of the air valve and to the “IN” port of the control valve. With the control button down, air passes through the control valve and to the end port of the air valve. This permits air from the constant supply to flow through the low range port in bottom, side cap of air valve and to the shift cylinder air port. Air on this port moves the shift piston and bar to the rear to engage the low range gear.

With the control button up the control valve is closed and air is removed from end port of air valve. This permits air

from the constant supply to flow through the high range port in rear, side cap of air valve and to the shift cylinder cover air port. Air on this port moves the shift piston and bar forward to engage the high range gear.

When the control button is moved from one position to another, air from the previously charged line exhausts through the breather in air valve.

On some transmissions the air valve may be installed in a

180° position from that shown in Illustration A. The porting on these models, however, remains the same. The bottom port in the side cap is always the low range port.

Page 18

Hole-Gear Air System – RT-12515 Series

This system uses the air filter and regulator of the range shift air system, plus a Deep Reduction Valve, mounted in the vehicle’s cab, and a hole- gearshift cylinder. See Illustration B.

Constant regulated air is supplied to the end port of the deep reduction valve and to the air port in the lower, right side of the hole -gearshift cylinder cover.

The deep reduction valve lever has two positions, “IN” and “OUT”. With the lever moved to the “IN” position the

valve is off. Thus, constant air channeled through the shift

cylinder and cover to the front of the shift piston moves the piston and shift bar to the rear to engage the hole-gear.

As the hole-gear is engaged the range mainshaft is disengaged from the output shaft, removing the low and high range sections from the power flow.

With the deep reduction valve lever moved to the “OUT”

position air flows out the side port of the valve and to the air port near the center of the hole -gearshift cylinder cover. This air, pushing against a larger piston area than the constant air supply, moves the shift piston and bar forward to disengage the hole-gear. As the hole-gear is disengaged, the range mainshaft is engaged to the output shaft, permitting use of the low and high range sections.

B. Hook-up diagram and troubleshooting checkpoints for

the hole-gear air system.

Page 19

Air Valve Operation

With the range control button up the control valve shuts off the air supply to the end cap. Thus, the constant air ing at the constant supply port forces the piston to the rear. The constant air also flows through a channel in the center of the piston and to an external port which is aligned with the high range port of the air valve.

C. Exploded view of value. The alignment sleeve not part of assembly, but must be housing for proper

operation.

With the control button down the control valve opens and

supplies air to the end cap. Since the piston area is larger on this end of the piston, it is forced in the opposite direction. The external air port in the piston is now aligned with the

low range port of the air valve.

The four O-rings are indicated by circled numbers. If any of these are defective, there will be a constant air leak out of the exhaust on the air valve. In normal operation, exhaust will occur only for an instant as the range shift is made. The following chart is to be used as a guide to determine defective O-rings.

Defective

O-Rings

2or3

Constant leak through exhaust in low range only. Constant leak through exhaust in both ranges. Constant leak through exhaust in high range; steady but low volume

RESULT

leak through exhaust in low range.

To Disassemble Air Valve

Turn out the two capscrews and remove the side cap 4.

1. from valve body.

Remove the valve insert from piston and remove O ring 5.

from the valve insert.

Remove the spring from piston.

Turn end cap from valve body and withdraw piston from

bore.

Remove the two O-rings from piston. Remove the nylon plug from piston and remove O-ring

6. from plug.

Page 20

Air Valve Pre-Selection

An actuating pin protruding from the shifting bar housing prevents the actuating piston in the air valve from moving while the gearshift lever is in a gear position and releases the

SLEEVE

D, Cross-section actuating pin and plunger assembly.

piston when the lever is moved to or through neutral. See detailed installation of air valve for installation precaution concerning the actuating pin.

Air Regulator

The air regulator is not serviceable. If defective replace the air regulator unit. Reading at output of air regulator should be 57.5 to 62.5 psi.

Air Filter & Regulator Assembly

Page 21

E. Exploded of control value. The

air to cap of air ualoe.

“IN’’port

constant

If the O-rings or parts in the control valve are defective there will be a constant air leak out the exhaust located on bottom of control valve.

defective insert valve O-ring will result in a constant leak through exhaust in both ranges and valve will not make range shifts.

A defective housing O-ring will result in a constant, low volume leak through exhaust in low range only.

If the slide is assembled backwards, there will be a constant leak through exhaust in high range. When installing slide in control valve make sure that slot in slide faces the outlet

part.

To Disassemble the Control Valve

1. Remove the four screws to separate front and rear housings.

supply. The “OUTLET” port connected by O. L).

Remove the slide and the two position balls and springs.

Remove the flat metal seal from outlet side and remove

the O-ring from body.

Remove the valve insert from front housing and re-

move the O-ring from valve insert. Remove the wave washer installed under valve insert.

Remove

Punch out roll pin and remove control button from

slide.

Qty.

the two felt wipers from valve housings.

Air Valve O-Ring sizes, Ill. C

Location

Valve Insert and Plug Piston Piston

Control Valve O-Ring sizes, Ill. E

Valve Insert .301 Housing .375

ID Width

.208 .549 .364

.070

.103

.070

.070 .062

Page 22

Trouble Shooting

Range Shift Air System All Models

The following checks are to be made with normal vehicle air pressure but with the engine off. Refer to Illustration A for check points.

Incorrect Hook-Up

With normal vehicle air pressure and gearshift lever in the neutral position, move the control button up and down, from one range to another.

If lines are crossed between the control valve and the

air valve on transmission, there will be a steady flow of air from the top exhaust in control valve if button is held in the up position.

If lines are crossed between the air valve on transmis-

sion and the air or shift cylinder, the transmission gearing will not correspond with the button position. Low range, down position of button, will result in high range gear engagement in the transmission and vice versa.

Air Leaks

With normal vehicle air pressure and gearshift lever in the neutral position, coat all air lines and fittings with soapy water and check for leaks, moving control button to

both positions.

If there is a steady leak out exhaust of control valve,

there are defective parts or O-rings in the control valve.

If there is a steady leak out breather on air valve;

there is a defective O-ring in the air valve; or there is a leak past O-rings on the shift cylinder piston (see Ill.

F, Check Point E).

If transmission fails to shift into low range or is slow

to make the shift and the transmission case is pressurized, see Ill. F, Check Point E.

Tighten all loose connections and replace defective

parts or O-rings.

Air Regulator, Check Point A

With normal line pressure and gearshift lever in neutral, check exhaust port on side of air regulator. There should be no leak from this port.

If there is a steady leak from exhaust port, this indicates a defective air regulator and should be replaced.

Cut off the vehicle air pressure and install air gauge in line at output port of air regulator. Bring vehicle air pressure to normal. Regulated pressure should be 57.5 to

62.5 psi. If correct pressure readings are not obtained, replace

regulator.

Control Valve, Check Point B

With the gearshift lever in neutral, pull the control but-

ton up to high range and disconnect the 1/8" black

nylon air line at air valve. a,

When control button is pushed down a steady blast of air should flow from the disconnected line. Air will shut off when button is pulled up. This indicates that control valve is operating correctly. Reconnect air line. If control valve does not operate correctly, check for leaks, restrictions and defective O-rings.

High Range, Check Point C

With the gearshift lever in neutral, push the control button down and disconnect the high range air line from the shift cylinder cover.

Pull the control button up. There should be a steady flow of air from the high range air line. Push button down to shut off air.

Make sure vehicle engine is off and move the gearshift lever to a gear position. Pull the button up; there should be no air at high range line. Move the gearshift lever to neutral; there should now be a steady flow of air from the high range line. Push button down to shut off air and reconnect line.

If air system operated incorrectly, this indicates that air valve is defective or that actuating parts in shifting bar housing are jammed or defective.

Page 23

6. Low Range, Check Point D

With the gearshift lever in neutral, pull the control button up and disconnect the low range air line at shift cylinder.

a. Repeat procedure under Check Point C, reversing the

position of the control button in order to check the low range operation.

7. Range Shift Cylinder – Check Point E

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

Refer to Illustration F for location of seals. Make sure cylinder bore is clean to prevent damage to piston seal. Use only a very light amount of shellac or Permatex on cover gasket to prevent clogging cylinder. Tighten cover capscrews securely.

Page 24

Hole-Gear Air System

RT-12515 and RTO-12515 Transmissions

The following checks are to be made with normal vehicle air pressure but with the engine off. It is assumed air lines have been checked for leaks and the air regulator has been checked and the correct reading obtained. Refer to Illustrat

on B for check

points.

Air Input – Check Point F

With gearshift lever in neutral and normal vehicle air

pressure, loosen the connection at input (end port) of

the deep reduction valve until it can be determined that

there is a constant flow of air at this point. Reconnect

line.

If there is no air at this point, there is a restriction in the

line between the deep reduction valve and air valve. Also

Refer to Illustration

Leak at seal A . . . .

Leak at seal B....

G, for location of seals

Failure to engage hole-gear; pressurizing of transmission; hole-gear can be disengaged.

Failure to engage hole-gear; leak from deep reduction valve exhaust port when valve is “IN”.

check to make sure this line is connected to constant

supply.

Deep Reduction Valve – Check Point G

G. Cutaway. Deep Reduction Shift Cylinder. (R T-12515 models)

With the deep reduction valve lever to “IN”, remove the line from the deep reduction valve at the port in hole-

gearshift cylinder; there should be no air at this point.

Move the deep reduction valve lever to “OUT”. There

should now be a constant air flow from line. Move lever

to “IN” to shut off air. If the above conditions do not

exist, deep reduction valve is faulty or there is a restric-

tion in air line.

Hole-Gearshift Cylinder – Check Point H

If any of the seals in the hole-gearshift cylinder are defective the hole-gearshift will be affected. The degree of

lost air, of course, will govern the degree of failure, from

slow shift to complete failure to shift.

Page 25

Preventive Maintenance Check Chart

CHECKS WITHOUT PARTIAL

DISASSEMBLY OF

CHASSIS OR CAB

Air System and Connections

a. Check for leaks, worn air lines, loose connections and

capscrews. See Air Systems.

Clutch Housing Mounting

a. Check all capscrews in bolt circle of clutch housing

for looseness. Tighten to recommended torque.

Clutch Release Bearing

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 push type clutches.

Clutch Pedal Shaft and Bores

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

mechanism and check bushings in bores and wear on shafts.

8. Gearshift Lever Housing Assembly

Remove air lines at air valve and remove the gearshift

lever housing assembly from transmission.

Check tension spring and washer for set and wear.

Check the gearshift lever pivot pin and pivot pin slot for wear.

Check bottom end of gearshift 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

9. Universal Joint Companion Flange Nut

a. Check for tightness. Tighten to recommended torque.

CHECKS WITH UNIVERSAL JOINT

COMPANION FLANGE REMOVED

10. Splines on Output Shaft

a. Check for wear from movement and chucking action

of the universal joint companion flange.

Gear Lubricant

a. Change at specified service intervals. b. Use only gear oils as recommended. See Lubrication

section.

Filler and Drain Plugs

a. Remove filler plug and check level of lubricant at

specified intervals.

Tighten filler and drain plugs

securely.

Gear Shift Lever

a. Check for looseness and free play in housing. If lever

is loose in housing, proceed with Check No. 8.

11. Mainshaft Rear Bearing Cover

a. Check oil seal for wear.

12. Output Shaft a. Pry upward against output shaft to check radial clear

ante in mainshaft rear bearing.

Page 26

. . .

Page 27

Special Procedure For

Clutch (Input) Shaft

In some cases in field repair it may benecessary to replace

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

In these instances the input shaft can be removed without disassembling the transmission other than removing the shifting bar housing. Removal of the clutch housing is optional. Following is the detailed procedure:

Disassembly

Remove gearshift lever housing and shift bar housing

1. from transmission.

Remove the front bearing cover.

Engage the mainshaft sliding clutches in two gears and

3. remove the drive gear bearing nut.

Move the drive gear assembly as far forward as possible and remove the drive gear bearing.

Remove the washer from input shaft.

From the front, remove the snap ring from ID of drive

6. gear.

Pull the input shaft forward and from splines of drive gear.

Install snap ring in ID of drive gear.

Install washer on shaft.

Move the fourth-fifth speed sliding clutch gear forward

to contact end of input shaft

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

Install drive gear bearing on shaft and into case bore,

making sure blocking remains in place.

Remove blocking from mainshaft and install the drive

gear bearing nut, left-hand thread. Use Loctite sealant on threads of nut and shaft.

Peen nut into milled slots in shaft.

Re-install front bearing cover, shifting bar housing and

gearshift lever housing.

NOTE: 7%e above instructions are for changing the input shaft only. To change the drive gear, complete disassembly of the fron t section must be made.

Reassembly

1. Install new input shaft into splines of drive gear just far enough to expose snap ring groove in ID of drive gear.

Make sure

the input shaft.

that the bushing is installed in the pocket

Page 28

General Precautions for Disassembly

IMPORTANT: Read this section before starting

the detailed disassembly procedures.

[t is assumed in the detailed disassembly instructions that the lubricant has been drained

necessary linkage and air lines removed and the transmission has been removed from the chassis. Removal of the gearshift lever housing assembly is included in the detailed instructions; however, this assembly must also be removed from transmission before removing unit from vehicle.

RT-12515 and RTO-I2515 models, air lines from the

hole-gear switch in cab must be disconnected at the transmission before removing unit from vehicle.

each procedure closely in each section, making use

of both the text and pictures.

BEARINGS Carefully wash and relubricate all bear-

ings as removed and protectively wrap until ready for use. Remove all bearings with pullers designed for this purpose punch.

-- do not remove bearings with hammer and

from the transmission, the

SNAP RINGS Remove snap rings with pliers designed

for this purpose. Rings removed in this manner can be reused.

INPUT SHAFT The clutch

moved on most models without removing the countershaft, mainshaft or drive gear. See page 26.

CLEANLINESS Provide a clean place to work. It is important that no dirt or foreign material enters the unit

during repairs.

fully cleaned before starting the disassembly. Dirt is abrasive and can damage highly polished parts such as bearings, sleeves and bushings.

or input shaft can be re-

The outside of the unit should be care-

WHEN DRIVING Apply force to shafts, housings,

etc., with restraint. Movement of some parts is re-

stricted. stops solidly. Use soft hammers and bars for all disassembly work.

Do not apply force after the part being driven

Page 29

1. Shifting Controls.

Page 30

Removal of the Deep Reduction Shift Air

1. Remove the 1/4" ID air line between the deep reduction shift cylinder and the tee fitting forward of the filter / regulator assembly.

System D

RT-12515 Series

B. Removal of the Range Shift Air System

1. Disconnect the black and white 1/8" OD air line at the air valve on the side of the transmission.

NOTE: The gear shift lever housing, range control valve and lines may now be removed as a unit by turning out the four capscrews at the base of the gear shift lever housing.

2. Disconnect the black and white 1/8" O D air line at the

range control valve on the shift lever.

Page 31

Disassembly - Air System

Removal of the Range Shift Air System - continued

5. Remove the hose clamp and disconnect the two 1/4" ID

air lines between

cylinder.

air valve and the range shift

Loosen the clamp holding the range control valve to the

lever.

Turn the shift ball from the top of the lever and remove the valve, air lines, sheathing and o-rings. For further disassembly of the range control valve, refer to page 20.

NOTE: For ease of reassembly, it is advisable to tag the 1/4" I.D. air lines as to their proper locations during re-

moval.

6. Disconnect the 1/4" ID air line between the air valve and

the filter/regulator assembly.

7. Remove the filter/regulator assembly from the auxiliary housing. For further disassembly, refer to page 19.

Page 32

8. Turn out the four capscrews and remove the air valve from the side of the front case. For further disassembly

of the air valve, refer to page 18.

10. Remove the spring and plunger from the bore in the adaptor plate.

Remove the alignment sleeve

bore in the adaptor plate.

from the air valve or the

11. Turn out the two capscrews and two Allen head screws

and remove the adaptor plate from the side

of the case.

Page 33

Removal and Disassembly of the Gear Shift Lever Housing

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

4. Turn out the nut and remove the pivot pin from the housing.

2. Remove the rubber dust cover from the lever and mount

the assembly in a vise by the housing. Free the tension spring from the housing by inserting a large, heavybladed scredriver between the spring and the housing and twisting. Force the spring from under the lugs in the housing one coil at a time.

3. Remove the tension spring washer and lever from the

housing.

5. Remove the O-ring from the groove in the top of the housing.

Page 34

Removal and Disassembly of the Shift Bar Housing Assembly

Turn out the retaining capscrews, jar to break the gasket

seal and lift the shift bar housing from the case.

Mount the housing on its side in a vise with the exposed

end of the actuating plunger facing up.

NOTE: Lay all parts on a clean bench in the order of removal to facilitate reassembly. Bars not being removed must be kept in the neutral position or interlock parts will lock the bars, preventing removal.

Remove the three tension springs and tip the housing to remove the three tension balls located under the springs. If necessary, remove the reverse light pin and plug from the housing.

4. Cut the lockwire, turn out the lockscrews and remove the oil trough from the side of the shift bar housing. (Oil trough is optional )

Page 35

Disassembly of the Shift Bar Housing - continued

5. Cut the lockwires, turn out the lockscrews and remove the 4th-5th speed shift bar, block and yoke from the housing.

7. CRemove the actuating plunger from the bore in the

housing.

6. Cut the lockwires, turn out the lockscrews and remove

the 2nd-3rd speed shift bar, block and yoke from the

housing. As the neutral notch clears the housing boss,

remove the interlock pin from the notch.

8. Cut the lockwire, turn out the lockscrew and remove the lst-reverse speed shift bar and yoke.

Page 36

Shift Bar Housing

9. Remove the two interlock balls from the bore in the housing boss.

Page 37

Companion Flange, auxiliary housing and Clutch Housing

II. Companion Flange, Auxiliary Housing

and Clutch Housing

Removal of the Companion Flange or Yoke

1. Use a large breaker bar to remove the stop nut from the output shaft.

Removal of the Auxiliary Housing

NOTE: The RT-12515 auxiliary housing is shown in the following steps, but the procedure is the same for the RT-12510 and RT-1110 series transmissions.

2. Remove the stop nut washer and companion flange or yoke from the splines of the output shaft.

Turn out the capscrews and insert three puller screws in the three tapped holes in the auxiliary housing flange. Tighten the puller screws evenly to move the housing

approximately 1/2" to the rear.

Attach a chain hoist to the auxiliary housing and move the housing to the rear and off the front case dowel pins.

Page 38

Companion Flange, auxiliary housing and Clutch Housing

3. The transmission can also beset vertically to remove the

auxiliary housing. Block under the clutch housing to prevent damage to the input shaft and lift the auxiliary

housing upwards and from the front case.

Removal of the Clutch Housing

1. If so equipped, remove and/or upshift clutch brake and turn out nuts and bolts securing the clutch housing to the front case.

the clutch release mechanism

2. Jar the clutch housing with a rubber mallet to break the gasket seal and pull the housing straight forward and off

the studs and front bearing cover.

Page 39

III Front Section

A. Removal and Disassembly of the Auxiliary Drive Gear Assembly

1. Remove the mainshaft rear snap ring from the shaft.

Insert three puller screws in the tapped holes of the

3. retainer ring and tighten evenly to remove the drive gear assembly from the case bore.

2. Cut the lockwires and remove the lockscrews from the bearing retainer ring.

Remove the snap ring from the hub of the auxiliary drive gear and press the retainer ring and bearing from the gear.

Page 40

Removal and Disassembly of the Left Reverse Idler Gear Assembly

Front Section

Move the mainshaft

possible and remove gear.

reverse gear as far to the rear as

the snap

ring from the ID of the

Use inside jaw pullers to remove the left auxiliary coun-

3. tershaft front bearing from the reverse idler bore. The right auxiliary countershaft front bearing may also be removed at this time.

2. Move the reverse gear forward and against theist speed gear, engaging the splines of the sliding clutch.

4. Remove the elastic stop nut and washer from the front of the idler shaft.

Page 41

Disassembly of the Left Reverse Idler Gear Assembly - continued

5. Remove the plug from the bore in the rear of the idler shaft, insert an impact puller in the bore and remove the shaft.

6. As the shaft is moved to the rear, remove the gear and

thrust washer from the case.

7. If necessary, washer from the idler shaft.

remove the bearing inner race and rear

Page 42

Removal of the Countershaft Bearings

1. Remove the snap ring from the rear of each countershaft.

4. Use a soft bar and mall to drive each countershaft as far to the rear as possible. This will partially unseat the front bearings.

2. From inside the case, use a mall and punch to drive the countershaft rear bearings to the rear and from the case bores and shafts.

NOTE: Removal procedures will most likely damage the bearings and removal should not be attempted unless replacement of the bearings is planned.

3. Cut the lockwires, turn out the lockscrews and remove the two front bearing retaining plates.

5. Use a soft bar and mall on the rear of each countershaft to drive each shaft as far forward as possible, unseating the front bearings from the case bores. This will expose the front bearing snap rings.

6. Use a bearing puller to remove the countershaft front bearings.

Page 43

Removal and Disassembly of the Mainshaft Assembly

Block the right countershaft against the side of the case and move the mainshaft as far to the rear as possible. Tip the front of the mainshaft up and remove the assembly from the case. Use caution as the reverse gear is free and may fall from the shaft.

4. Remove the reverse gear spacer and pull the key to the rear and from the mainshaft.

NOTE: When removing washers, spacers and gears, note

their location to facilitate reassembly of the mainshaft. Keep washers and spacers with the gear from which they were removed; there is one spacer and one washer for each gear. The spacers have external splines and the washers have internal splines.

2. Remove the 4th-5th speed sliding clutch.

3. Remove the snap ring from the rear of the mainshaft.

5. Work the washers, spacers and gears from the mainshaft.

It will be necessary to turn the washers, located in the hubs of the gears, shaft. If necessary, remove the snap ring from the hub of each gear.

to align with the splines of the main-

Page 44

Removal and Disassembly of the Drive Gear Assembly

1. Turn out the f rent bearing cover retaining capscrews and from inside the case, use a soft bar and mall to move the drive gear forward. This will force the front bearing cover away from the case. Remove the front bearing cover from the input shaft.

3. Move the drive gear assembly to the rear and into the case, working past the countershaft gears. Remove the

drive gear assembly from the case.

2. Remove the snap ring from the drive gear bearing.

4. Relieve the drive gear bearing nut at the points where it is peened into the milled slots of the shaft.

Page 45

Disassembly of the Drive Gear Assembly - continued

5. Turn the bearing nut from the shaft. (LH thread)

6. Using the rear face of the drive gear as abase, press the shaft through the gear to unseat the bearing from the

shaft. This will free the bearing, spacer and drive gear. If necessary, remove the snap ring from the drive gear.

Page 46

Removal and Disassembly of the Countershaft Assemblies

NOTE: Except for the number of teeth on the PTO gear, the countershaft assemblies are identical and are disassembled in the same manner.

1. Move the right countershaft to the rear as far as possible, moving the front of the shaft to the inside of the case. Lift the shaft from the case and repeat the procedure for the left countershaft.

IMPORTANT: Never use the PTO gear as a pressing base. The narrow thickness of this gear makes it susceptible to breakage.

3. Using the 2nd speed gear as a base, press the 2nd and 3rd speed gears from the shaft. If necessary, use a hammer and punch to remove keyway.

2. Remove the spacer from the front of the countershaft and using the 4th speed gear as a base, press the direct, PTO and 4th speed gears from the shaft. This will re-

quire a press of at least 25 ton capacity. Use a safety

shield as a precaution.

Removal and Disassembly of the Right Reverse Idler Gear Assembly

NOTE: The right reverse idler gear assembly is identical to the left and is disassembled in the same manner.

the key from the countershaft

Page 47

IV. Auxiliary Section - RT-1110 Series

Removal and Disassembly of the Range Shift Cylinder Assembly

1. For ease of disassemble y, mount the auxiliary section upright in a vise. Turn out the capscrews and remove the range shift cylinder cover.

2. Turn the nut from the end of the shift yoke bar.

4. Pull the yoke bar to the rear and out of the cylinder. Remove the piston from the housing.

5. Remove the O-rings from the OD and ID of the piston.

3. Cut the lockwire and turn out the two yoke lockscrews.

6. Turn out the capscrews and remove the shift cylinder housing from the auxiliary plate. Remove the shift yoke from the sliding clutch gear of the synchronizer assembly. If necessary, remove the O-ring from the bore in the cylinder housing.

Page 48

6. Removal of the Auxiliary Countershaft Assemblies

1. Turn out the capscrews and remove the two rear bearing covers.

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

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

Removal and Disassembly of the Synchronizer Assembly

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

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

NOTE: Check the bearing inner race on the front of each countershaft t. If worn or damaged, remove with pry bars or appropriate jaw pullers. If the auxiliary countershaft t f rent bearings are to be changed, these inner races must be changed also.

Pull the direct (high range) cone synchronizer from the

2., pins of the low assembly with a cloth as the three springs will be released at the blocker pin locations.

speed synchronizer ring. Cover the

Page 49

Removal and Disassembly of the Synchronizer Assembly - continued

3. Remove the sliding clutch gear from the pins of the low speed synchronizer.

D. Disassembly of the Low Speed Gear and Tailshaft Assembly

1. Use a soft bar and mall to drive the output shaft forward

and through the rear bearing.

2. Remove the bearing inner spacer from the shaft.

3. Using the front face of the low speed gear as a base, press that shaft through the gear and bearing, freeing bearing, washer and gear from shaft.

4. If necessary, speed gear.

remove snap ring from the ID of the low

Page 50

5. Remove the splined spacer from the shaft.

7. Turn out the capscrews and remove the rear bearing cover. If necessary, remove the oil seal from the cover.

8. Remove the bearing rear cone from the housing.

6. Remove the stepped washer from the shaft.

9. Remove the two bearing cups and outer spacer from the housing bore.

Page 51

V Auxiliary Section - RT-12510 Series

A. Removal and Disassembly of the Range Shift Cylinder Assembly

1. For ease of disassembly, mount the auxiliary section upright in a vise.

range shift cylinder cover.

2. Turn the elastic stop nut from the end of the yoke bar.

Turn out the capscrews and remove the

3. Cut the lockwire and turn out the two yoke lockscrews.

4. Pull the bar forward and out of the shift cylinder. Remove the piston from the cylinder bore.

Page 52

5. Remove the O-rings from the OD and ID of the piston and from the bore in the shift cylinder.

6. Turn out the capscrews and remove the shift cylinder housing. Remove the shift yoke from the sliding clutch

gear of the synchronizer. If necessary, remove O-ring

from bore in cylinder housing.

Page 53

Removal of the Auxiliary Countershaft Assemblies

1. Turn out the capscrews and remove the two rear bearing covers.

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

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

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

NOTE: Check bearing inner races on front of each countershaft. If worn or damaged, remove with pry bars or appropriate jaw pullers.

Page 54

Removal and Disassembly of the Synchronizer Assembly -- continued

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

Remove the sliding clutch gear from the pins of the low speed synchronizer.

2. Pull the direct (high range) cone synchronizer from the pins of the low speed synchronizer ring. Cover with a cloth as the three springs will be released at the blocker pin locations.

Page 55

Removal and Disassembly of the Output Shaft Assembly

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

2. Remove the bearing inner spacer from the shaft.

Using the front face of the low speed gear as a base, press the shaft through the gear and bearing. Remove the splined spacer from the hub of the gear.

4. Turn out the capscrews and remove the rear bearing housing. If necessary, remove the oil seal from the housing. Remove the rear bearing cone from the housing.

Page 56

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

Page 57

VI Auxiliary Section - RT-12515 Series

Removal and Disassembly of the Range Shift Cylinder Assembly

1. For ease of disassembly, mount the auxiliary section in a vise in the upright position. Turn out the capscrews and remove the range shift cylinder cover.

2. Turn the nut from the end of the yoke bar.

3. Cut the lockwire and turn out the two yoke lockscrews.

4. Push the yoke bar to the rear and from the housing. Remove the piston from the bar.

Page 58

5. Remove the O-rings from the piston.

6. Turn out the capscrews and remove the shift cylinder housing. If necessary, remove the O-ring from the ID of the housing.

Page 59

Removal of the Auxiliary Countershaft Assemblies.

1. Turn out the capscrews and remove the two rear bearing covers.

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

2. Remove the snap ring from the rear of each auxiliary countershaft.

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

5. If necessary, front of each countershaft with a puller or pry bars.

remove the bearing inner race from the

Page 60

Removal and Disassembly of the Synchronizer Assembly

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

3. Remove the sliding clutch from the pins of the low speed synchronizer.

2. Pull the direct (high range) cone synchronizer from the pins of the low speed synchronizer ring. Cover the assembly with a cloth as the three springs will be released at the blocker pin locations.

Page 61

D. Removal of the Low Range Gear and Range Mainshaft Assembly

1. Remove the key from the keyway between the splines of the range mainshaft.

2. Turn the washer located in the hub of the gear so that

the splines on the washer align with the splines on the shaft.

3. Pull the gear and washer forward and off the splines of the range mainshaft.

4. Remove the coupler from the shaft.

Page 62

5. Remove the snap ring from the output shaft quill.

Remove the bearing from the shaft. If necessary, use an

inside jaw impact puller.

6. Use a puller or pry bars to pull the range mainshaft forward and from the output shaft quill.

8. If necessary, shaft. Check the bushing in the shaft and replace if worn.

remove the snap ring from the OD of the

Page 63

Removal and Disassembly of the Deep Reduction Shift Cylinder

1. Cut the lockwire and turn out the lockscrew from the shift yoke.

Remove the yoke bar from the housing. Remove the O-ring from the bar.

2. Pull the shift yoke and clutch forward and from the auxiliary housing.

3. Turn out the capscrews and remove the shift cylinder

cover.

5. Remove the cylinder housing from the auxiliary housing. Remove the O-ring from the bore in the housing.

Page 64

Removal and Disassembly of the Output Shaft Assembly

1. Turn out the capscrews and remove the rear bearing housing. If necessary, remove the oil seal from the hous-

ing.

2. Remove the snap ring from the output shaft.

4. Use a soft bar and mall to drive the output shaft forward and from the auxiliary housing.

5. Use the deep reduction gear as a base to press the rear bearing from the output shaft. This will free the gear, washer, spacer and oil deflector.

3. Remove the speedometer drive gear or replacement spacer from the-shaft.

6. Remove the two bearing cups and outer spacer from the auxiliary housing bore.

Page 65

Inspection

Before reassembling the transmission, the individual parts should be carefully checked to eliminate those damaged from previous service. This inspection procedure should be carefully followed to insure the maimum of wear life from the rebuilt unit.

The cost of a new part is generally a small fraction of the total cost of downtime and labor, should the use of a questionable

part make additional repairs necessary before the next regularly scheduled overhaul.

Recommended inspection procedures are set forth in the following checklist:

A. Bearings

1. Wash all bearings in clean solvent. Check balls, rolls and races for pits and spalled areas. Replace bearings which are pitted or spalled.

Lubricate bearings

which are spalled or pitted and check for axial and radial clearances. Replace bearings with excessive clearances.

Check fits of bearings in case bores. If outer races turn freely in the bores, the case should be replaced.

B. Gears

1. Check operating gear teeth for pitting on the tooth faces. Gears with pitted teeth should be replaced.

2. Check all engaging gear teeth. Gears with teeth worn, tapered or reduced in length from clashing in shifting

should be replaced.

3. Check axial clearances of gears. Where excessive clearance is found, check gear snap ring, washer, spacer and gear hub for excessive wear. Maintain .005 to

.012 axial clearance of mainshaft gears.

C. Splines

1. Check splines on all shafts for wear. If sliding clutch gears, companion flange or clutch hub have worn into the sides of the splines, the shafts in this condition should be replaced.

D. Thrust Washers

1. Check surfaces of all thrust washers. Washers scored or reduced in thickness should be replaced.

E. Reverse Gear and Shaft

1. Check bearing sleeve for wear from action of roller bearings.

. Check all gray iron parts

for cracks and breaks. Replace or repair parts found to be damaged. Heavy castings may be welded or brazed providing the cracks do not extend into bearing bores or bolting surfaces.

Page 66

Clutch Release Parts

1. Check clutch release parts. Replace yokes worn at cam surfaces and gearing carrier worn at contact pads.

2. Check pedal shafts. Replace those worn at bearing surfaces.

H. Shifting Bar Housing Assembly

1. Check yokes and blocks for wear at pads and lever slot. Replace worn parts.

Check yokes for align-

ment. Straighten those which are sprung.

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

If housing has been dis-

mantled,

check neutral

notches of shifting bars for wear from interlock balls.

Bars indented at points adjacent to the neutral notch

should be replaced.

I. Gearshift Lever Housing Assembly

1. Check spring tension on shift lever. Replace tension spring and washer if lever moves too freely.

2. If housing is dismantled, check pivot pin and corresponding slot in lever for wear. Replace both parts if worn.

J. Bearing Covers

1. Check covers for wear from thrust of adjacent bearing. Replace covers worn and grooved 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 the cover.

2. Check oil seal in mainshaft rear bearing cover. If sealing action of lip has been destroyed, replace seal.

L. Synchronizers

1. Check high and low range synchronizers for burrs, uneven and excessive wear at contact surface.

2. Check blocker pins for excessive wear or looseness.

3. Check synchronizer contact surfaces on the high and low range gears for excessive wear.

4. Check contact surfaces of synchronizers for imbedded metal particles.

Page 67

Torque Ratings

Recommended torque ratings, location and thread sizes of capscrews and nuts are listed below.Capscrew lengths are given for

reference purposes as a guide for installation at proper locations.

Correct torque application is extremely important to assure long transmission life and dependable performance. Over-tightening and under-tightening can result in a loose installation and. in many instances, eventually cause damage to transmission gears, shafts or bearings. Do not torque capscrews dry.

CAPSCREWS

Thread Size

Location Qty. And Length Foot-Pounds

Air Valve

Air Valve Adapter Plate

Filter Bracket

1/4-20 x 1 -3/4 15-20

1/4-20 x 7/8

3/8-1 6 x 3/4

Torque Rating

15-20

20-25

18-23

*PTO Cover. small

Hole-Gear Shift Cylinder

3/8-16 x 3/4

5/16-18 xl-7/8

(12-15 with oil filter)

20-25

(RT-12515 only)

Aux. Drive Gear Retainer Ring Range Shift Cylinder Range Shift Cylinder Cover Range Shift Cylinder Cover

(RT-I2515 only) Shift Bar Housing Gear Shift Lever Housing Front Bearing Cover Countershaft Rear Bearing Covers Rear Plate to Case

Rear Plate to Case (RT-12515 only)

Mainshaft Rear Bearing Cover

C/S Front Bearing Retainers

6 4 4 4

3/8-16 x 1 3/8-16 x 1 3/8-16 x 1 3/8-16 x l-1/4

35-45

3/8-16 x 1-1/4 4 6 8

3/8-16 x 1-1/4

3/8-16 x 2

3/8-16 x 1-3/4

3/8-16 x 1-1/2

1 6 4

3/8-16 x 2 3/8-1 6 x 2-3/4 3/8-24 x 1

PTO Cover large Clutch Housing to Case

*NOTE: Installing the capscrews with more than 23 ft-lbs. of torque will force the corners

case with resultant oil leakage.

8 2

7/16-14 x 1-1/4

l/2-13 x 1-1/2

l/2-13 x 3-l/2

50-65

90-100

of the PTO cover away from the

Page 68

Location

Qty .

NUTS

Torque Rating

Thread Size Foot-Pounds

Reverse Idler Shafts

Range Shift Piston Clutch Housing to Case Drive Gear Companion Flange or Yoke

1 6 1 1

Location of Gaskets

Seat gasket with shellac on part to be installed. Use new gaskets throughout when assembling transmission. Gaskets are located between the following parts:

RT-1110, RT-12510

1. Gearshift lever housing and shift bar housing.

2. Shift bar housing and case.

3. Air valve adapter plate and case.

4. Air valve and adapter plate.

5. Clutch housing and case.

6. Front bearing cover and case.

7. Rear plate and case.

8. Mainshaft rear bearing cover and rear plate.

9. Auxiliary range shift cylinder cover and cylinder.

5/18-18 5/8-18 5/8-18 2-1/8-16 2-16

75-80 70-85

180-190

250-300 450-500

10. Auxiliary range shift cylinder and rear plate.

11. Right auxiliary countershaft rear bearing cover and rear plate.

12. Left auxiliary countershaft rear bearing cover and rear

plate.

13. Large PTO cover and case.

14. Small PTO cover and case.

RT-12515

To the above list add:

1. Hole-gear shift cylinder cover and cylinder.

2. Hole-gear shift cylinder and case.

Page 69

General Precautions for Reassembly

IMPORTANT: Read this section before starting

the detailed reassembly procedures.

Make sure that interiors of case and housings are clean. It is important that dirt be kept out of transmission during reassembly. Dirt is abrasive and can damage polished surfaces of sleeves, bushings, bearings and washers. Use certain precautions, as listed below, during reassembly.

GASKETS -- Use new gaskets throughout the transmis-

sion as it is being rebuilt. Make sure all gaskets are in-

stalled, as omission of gasket can result in oil leakage or misalignment of bearing covers.

See

"Location of

Gaskets" heading.

CAPSCREWS --To prevent oil leakage, use thread

sealant on all capscrews. See torque rating chart for recommended torque.

O-RINGS - Lubricate all O-rings with Fuller part no.

3. 71206 or 71203 silicone lubricant.

BEARINGS - Use of

recommended for the

flanged-end bearing drivers is

installation of bearings. These

drivers apply equal force to both races of bearing, preventing damage to balls and races and maintaining correct bearing alignment with shaft and bore. If tubular or sleeve type driver is used, apply force only to inner race.

7. UNIVERSAL JOINT COMPANION FLANGE - Pull the companion flange tightly into place with the mainshaft nut, using 450-500 foot-pounds of torque. Make sure the

INITIAL LUBRICATION Coat all thrust washers and

4. splines of shafts with Lubriplate during installation to provide initial lubrication, preventing scoring and galling.

AXIAL CLEARANCES D Maintain original axial clear-

ances of mainshaft forward speed gears of .005" to

.01 .012".

Mainshaft reverse gear clearance is .005" to

2".

speedometer gear has been installed on yoke. If a speedometer gear is not used, a replacement spacer of the same width must be used. Failure to pull the yoke or flange tightly into place will permit the shaft to move axially with resultant damage to rear bearing.

Page 70

REASSEMBLY INSTRUCTIONS

1. Auxiliary Section - RT-1110 Series

Reassembly of the Output Shaft and Rear Bearing Assembly

1. Set the output shaft on bench with threaded end up and install the stepped washer, large diameter down.

2. Install the splined spacer on the shaft, large diameter down.

Page 71

A. Reassembly of the Output Shaft Assembly - continued

3. If previously removed, install the snap ring in the ID of the low speed gear and install the gear on-the shaft, flat side up.

4. Install the washer on the shaft.

6. Install the bearing inner spacer on the shaft.

7. Place the front cup of the rear bearing into the rear of the housing bore, taper to the inside.

5. Install the front bearing cone on the shaft and against

the washer, taper up. Bearing is a matched set; make sure correct cone for cup is used as indicated by markings.

NOTE: Heating of bearing cones for installation is recommended, provided the bearing is not heated over 275¡ F. Heat lamps are recommended as heat source.

8. Place the bearing outer spacer on the cup and place rear cup on the spacer. into the rear bore until the lip of the rear cup seats on the housing.

Tap the two cups and spacer evenly

Page 72

Reassembly and Installation of the Synchronizer Assembly

1. Place the larger low speed ring on the bench with the pins upward and install the sliding clutch on the ring,

protruding clutching teeth down.

Apply pressure to the direct ring while twisting counterclockwise to fully seat the direct ring on the low speed ring pins.

2. Install the three springs in the direct ring.

3. Install the direct ring on the low speed ring pins, seating the springs against the pins.

Set the synchronizer assembly on blocking approxi-

mately 2" high on a bench large enough to accommodate the rear housing.

Page 73

c. Timing and Installation of the Auxiliary Countershafts and Output Shaft

1. On the small diameter low range gear of each countershaft, mark the tooth which is stamped with an "O".

IMPORTANT: Make sure that the bearing inner race has been installed on the front of each auxiliary countershaft, large diameter towards the gear.

3. Install the output shaft assembly on the synchronizer, meshing the splines of the shaft with the synchronizer.

2. Mark any two adjacent teeth on the low speed gear and 4. Place the countershaft into position against the output

then mark the two teeth directly opposite.

shaft, meshing the marked tooth on each countershaft between a set of marked teeth on the low speed gear.

Page 74

5. Place the auxiliary housing down over the assembly, centering the countershafts in the rear bearing bores.

6. Heat the rear bearing cone and install it on the output

shaft, taper facing down.

8. Install the countershaft rear bearings on the shafts and in the bores.

9. Install the snap ring in the rear of each countershaft.

7. If previously removed, install the oil seal in the rear bearing cover and install the cover on the rear housing. The capscrew with the brass washer is installed in the hole intersecting the speedometer bore.

10. Install the rear bearing covers.

Page 75

Installation of the Range Shift Cylinder Assembly

1. Install the housing in a vise in the upright position. Install O-ring in the cylinder bore and secure the housing to the rear housing with four capscrews. The air line

fitting is to the top.

2. Hold the shift yoke in position in the sliding clutch slot, long hub to the front, and insert the yoke bar through the yoke hub and shift cylinder threaded end first. Align the slots in the shaft with the lockscrew bores in the yoke hub. Insert two yoke lockscrews; tighten and wire securely.

3. Install the O-rings in the OD and ID of the piston.

Install the piston on the bar, flat side out, and secure

with the elastic stop nut.

Page 76

5. Install the shift cylinder cover with the air line fitting to the top left.

Page 77

11. Auxiliary Section -

Reassembly of the Output Shaft and Rear Bearing Assembly

RT-12510 Series

1. Place the output shaft on a bench with the threaded end up and install the splined spacer on the shaft, large diameter down.

2. Mark any two adjacent teeth on the low speed gear and then mark the two teeth directly opposite.

Page 78

3. Install the low speed gear on the shaft with the clutching teeth down and engaging the splines of the spacer.

5. Heat and install the front bearing cone on the shaft and against the washer, taper facing up.

NOTE: Heating of the bearing will facilitate installation.

Do not heat the bearing over 275

4. Install the washer on the shaft, flat surface down.

6. Install the bearing inner spacer on the shaft.

Page 79

A. Reassembly of the Output Shaft and Rear Bearing Assembly - continued

Place the bearing rear cup on the outer spacer and evenly

Place the front cup of the bearing assembly in the plate

bore with the taper to the inside. Tap the cup evenly into the plate with a soft bar.

tap the cup into the plate bore until the lip of the cup seats against the plate.

8. Place the outer spacer on the front cup and tap the spacer evenly into the plate bore.

Place the rear plate over the output shaft assembly. Use

10. caution to avoid moving the lip of the rear cup away from the plate.

Page 80

11. Heat and install the rear bearing cone, taper to the . .

reside.

NOTE: Heating of the bearing will facilitate installation. Do not heat the bearing over 275

13.

Install the rear bearing housing over the output shaft

and against equipped with a speedometer drive gear, the gear must be installed on the output shaft prior to installation of

the rear bearing housing. capscrew intersecting the speedometer drive gear bore.

the rear plate.

Use a brass washer on the

If the transmission is

12. If previously removed, install the oil seal in the rear bearing housing,

Page 81

Reassembly and installation of the Synchronizer Assembly

1. Place the larger (low speed) brass synchronizer ring on a bench with the pins facing up and install the sliding

clutch gear over the ring, protruding clutching teeth down.

Apply pressure to the direct ring while twisting counter-

clockwise to fully seat the direct ring on the low speed ring pins.

2. Install the three springs in the direct ring.

3. Install the direct ring on the low speed ring pins, seating the springs against the pins.

Mount the auxiliary plate in a vise in the upright posi-

tion and install the synchronizer assembly on the output shaft and into the reduction gear bore.

Page 82

Timing and Installation of the Auxiliary Countershaft Assemblies

1. On the small diameter low range gear of each countershaft, mark the tooth which is stamped with an "O".

. .

3. Install the snap ring on the rear of each countershaft.

2. Place one of the countershaft into position in the rear plate, meshing the marked tooth on the countershaft between two of the marked teeth on the low speed gear. Use a soft bar to start the rear bearing on to the shaft and into the case bore and use a bearing driver to complete the installation. during bearing installation to make sure that the springs do not pop out. Repeat the procedure for the remaining countershaft.

NOTE: Make sure that the bearing inner race is installed

on the front of each auxiliary countershaft.

Check the synchronizer assembly

4. Install the countershaft rear bearing covers.

Page 83

Installation of the Range Shift Cylinder Assembly

1. If previously removed, install the O-ring in the bore of the cylinder housing and install the housing in the rear plate bore, air fitting to the top right. Secure with the four capscrews.

3. Insert the two yoke lockscrews; tighten and wire securely.

2. Hold the shift yoke in position in the synchronizer sliding clutch gear with the long hub of the yoke to the rear

and insert the yoke bar through the yoke and cylinder housing, aligning the notches in the bar with the yoke lockscrew bores.

4. If previously removed, install the O-rings in the OD and ID of the piston.

Page 84

5. Install the piston on the bar, flat side out and secure with the elastic stop nut.

6. Install the shift cylinder cover on the housing with the air fitting to the top left.

Page 85

IIl. Auxiliary Section -

A. Reassembly of the Output Shaft and Rear Bearing Assembly

RT-12515 Series

1. Place the output shaft on blocking with the threaded end up. Use caution to avoid damage to the quill.

2. Install the splined spacer on the shaft.

Page 86

3. Mark any two adjacent teeth on the reduction gear and then mark the two teeth directly opposite.

4. Install the reduction gear on the shaft and spacer with the clutching teeth down.

5. Install the washer on the shaft and against the gear with the side with the large groove facing up.

6. Install the oil deflector in the rear housing bore with the cupped surface facing up. Use a large bearing driver to

drive the deflector down until the top surface of the deflector is 2" below the machined surface of the output

shaft bore.

NOTE: If available, use two bearing outer spacers stacked on top of each other to drive the oil deflector into the bore. The deflector will be at the proper depth when the top of the top spacer is flush with the machined surface of the output shaft bore.

Page 87

Reassembly of the Output Shaft Assembly - continued

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

8. Heat the front bearing cone and install in the bore and against the oil deflector with the cone surface facing up.

NOTE: Heating of the bearings will facilitate installa-

tion. Do not heat the bearings over 275

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

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

Page 88

11. Tap the two cups and outer spacer lightly and evenly into the case bore until the lip of the rear cup seats

against the machined surface. It will be necessary to

block under the rear housing slightly to permit the

output shaft assembly to move far enough.

13. Install the speedometer drive gear or replacement spacer on the shaft and against the rear bearing cone.

12. Heat and install the rear bearing cone on the shaft and in the rear cup, taper facing down.

14. Install the snap ring in the output shaft groove.

Page 89

A. Reassembly of the Output Shaft Assembly - continued

15.

If previously removed, install the oil seal in the rear bearing housing with the side of the seal with the seam facing into the housing.

16. Install the rear bearing housing on the auxiliary housing, making sure that the oil port in the auxiliary

housing aligns with the notch in the bearing housing.

Use a brass washer on the capscrew intersecting the speedometer drive bore.

Page 90

Installation of the Range Mainshaft Assembly

Install the clutch gear on the shaft, internal clutching

1. teeth to the rear.

3. Install the range mainshaft on the output shaft quill.

If previously removed, install the snap ring on the range

mainshaft. Check the bushing in the pocket of the main-

shaft for wear. Replace if defective.

4. Install the bearing on the quill and in the range mainshaft.

5. Secure the bearing with the snap ring.

Page 91

C. Reassembly and Installation of the Deep Reduction Shift Cylinder

1. Install an O-ring in the bore of the shift cylinder and install the cylinder in the auxiliary housing with the air channel to the right.

2. Install the yoke in the sliding clutch yoke slot with the lockscrew hole facing up.

3. Install the O-ring in the yoke bar groove and push the yoke bar forward and through the cylinder housing and the shift yoke. Install the yoke Iockscrew; tighten and wire securely.

4. Install the cylinder cover, aligning the air channel with the channel in the cylinder housing.

Page 92

Installation of the Low Range Gear

1. Install the coupler on the shaft, large diameter to the rear.

3. Install the splined washer on the shaft and in the hub of the gear. Turn the washer to lock the gear on the shaft.

NOTE: Splined washers with varying thicknesses are available. Use the washer that provides the tightest fit in the hub of the gear.

2. Mark any two adjacent teeth on the low range gear and then mark the two teeth directly opposite. Install the gear on the shaft and against the coupler with the dished

side facing to the front.

4. Install the key in the keyway, inserting the thick end between the splines of the washer.

Page 93

Reassembly and Installation of the Synchronizer Assembly

1. Place the larger low speed ring on the bench with the pins upward and install the sliding clutch on the ring, protruding clutching teeth down.

4. Apply pressure to the direct ring while twisting counterclockwise to fully seat the direct ring on the low speed ring pins.

2. Install the three springs in the direct ring.

3. Install the direct ring on the low speed ring pins, seating the springs against the pins.

5. Install the synchronizer assembly on the splines of the output shaft and in the hub of the low speed gear.

Page 94

Timing and Installation of the Auxiliary Countershaft Assemblies

1. Mark the tooth which is stamped with an "O" on each of the three sets of gears on the auxiliary countershaft.

Place one of the countershaft into position in the case,

2. meshing the marked teeth on the shaft between one of the sets of marked teeth on each of the gears. Hold the countershaft in position and use a soft bar to tap the rear bearing on to the shaft and into the case bore. Use a bearing driver to complete installation of the bearing.

Check the synchronizer during bearing installation to make sure that the springs do not pop out. Repeat the procedure to install the remaining countershaft.

3. Install the snap ring in the groove on the rear of each countershaft.

4. Install the two rear bearing covers.

IMPORTANT: Make sure that the bearing inner race is

installed on the front of each countershaft.

Page 95

Reassembly and Installation of the Range Shift Cylinder

1. Install the O-ring in the bore of the shift cylinder and install the cylinder housing in the rear housing with the air line fitting to the top.

2. Hold the shift yoke in position on the sliding clutch with the long hub of bar through the in the bar with Install the two curely.

the yoke to the rear and insert the yoke hub and shift cylinder, aligning the slots

the lockscrew bores in the yoke hub.

yoke lockscrews; tighten and wire se-

Page 96

3. Install the O-rings in the O D and ID of the piston.

5. Install the elastic stop nut on the bar and tighten securely.

4. Install the piston on the bar with the flat face out.

6. Install the cover on the shift cylinder with the air fitting to the top left.

Page 97

IV. Front Section

A. Reassembly and Installation of the Right Reverse Idler Gear Assembly

NOTE: Check to make sure that the three magnetic discs are solidly in place in the bottom of the case. These can be installed with "3M Brand" adhesive, No. EC

1300.

1. Install the plug in the end of the reverse idler shaft and install the idler gear washer on the shaft. If previously removed, press the needle bearing into the bore of the idler gear.

2. If previously removed, install the bearing inner race on the shaft and insert the shaft, threaded end first into the

lower right wall of the case. As the shaft is moved for-

ward, install the reverse idler gear and thrust washer on the shaft, making sure that the long hub on the idler gear

is facing towards the front of the case. The thrust washer is installed between the front of the gear and the housing boss.

Page 98

Seat the shaft securely in the bore, maliing sure that the

3. needle bearings are positioned properly on the inner race before moving the shaft forward. Secure the shaft with the washer and elastic stop nut. Tighten to recommended torque.

4. Install the auxiliary countershaft front bearing in the bore with a bearing driver.

Page 99

Reassembly of the Countershaft Assemblies

NOTE: Except for the number of teeth on the PTO gears, the countershaft are identical and assembled in the same manner.

Page 100

1. If previously removed, with the beveled end of the key away from the gears.

2. Press the 2nd speed gear on to the shaft with the long

hub of the gear facing down.

install the key in the keyway

4. Press the 4th speed or O/D gear onto the haft with the long hub of the gear facing down.

3. Press the 3rd speed gear on to the shaft with the long hub of the gear facing up.

5. Start the PTO gear on to the shaft with the rounded side

of the teeth facing up. Install the drive gear on the shaft with the long hub facing up and press the PTO and drive gears into position. to the drive gear.

Install the spacer on the shaft next

Eaton Transmission RTX-12510 Service Manual

Specifications and Main Features

Frequently Asked Questions

User Manual