Eaton Transmission RTX-13609B Service Manual

Service Manual

Fuller Heavy Duty Transmissions
TRSM0430

July 2010

RT-8608L
RTF-8608L
RTO-11608LL
RTO-14608LL
RTOF-11608LL
RTOF-14608LL
RTX-11608LL
RTX-11609A
RTX-11609B
RTX-11609P
RTX-11609R
RTX-12609A
RTX-12609B
RTX-12609P
RTX-12609R
RTX-13609A
RTX-13609B
RTX-13609P

RTX-13609R
RTX-14608LL
RTX-14609A
RTX-14609B
RTX-14609P
RTX-14609R
RTXF-11608LL
RTXF-11609A
RTXF-11609B
RTXF-11609P
RTXF-11609R
RTXF-12609A
RTXF-12609B
RTXF-12609P
RTXF-12609R
RTXF-13609A
RTXF-13609B
RTXF-13609P

RTXF-13609R
RTXF-14608LL
RTXF-14609A
RTXF-14609B
RTXF-14609P
RTXF-14609R

TABLE OF CONTENTS

FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

OPERATION

8-SPEED "LL" MODELS . . . . . . . . . . . . . .

9-SPEED AND 8608L MODEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13-SPEED MODELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

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

PRECAUTIONS

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

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

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

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

AIR SYSTEM

RANGE SHIFT SYSTEM: ALLMODELS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DEEP REDUCTION AIR SYSTEM: 8-SPEED "LL" MODELS . . . . . . . . . . . . . . . . . . . . . . . . . . .

SPLlTTER SHlFT AIR SYSTEM: 13-SPEED MODELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

AIR SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DISASSEMBLY AND REASSEMBLY-SHIFTING CONTROLS

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

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

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

REMOVALDCOMPANION FLANGE, AUXILIARY SECTION AND CLUTCH HOUSING . . . . . . . . . .

DISASSEMBLYDAUXILIARY SECTION (8-SPEED "LL" MODELS ). . . . . . . . . . . . . . . . . . . .

REASSEMBLY-AUXILIARY SECTION (8-SPEED "LL" MODELS . . . . . . . . . . . . . . . . . . . . .

DISASSEMBLYDAUXILIARY SECTION (9-SPEED MODELS AND 8608L) . . . . . . . . . . . . . . .

REASSEMBLY-AUXILIARY SECTION (9-SPEED MODELS AND 8608L) . . . . . . . . . . . . . . .

DISASSEMBLYDAUXILIARY SECTION (13-SPEED MODELS . . . . . . . . . . . . . . . . . . . . . . . .

REASSEMBLY-AUXILIARY SECTION (13-SPEED MODELS . . . . . . . . . . . . . . . . . . . . . . . .

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

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

INSTALLATION-COMPANION FLANGE, AUXILIARY SECTION AND CLUTCH HOUSING

INSTALLATION-SHIFTING CONTROLS

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

GEAR SHIFT LEVER HOUSING ASSEMBLY . . . . .

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

APPENDIX TAPERED ROLLER BEARING SHIMMING PROCEDURE

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

FOREWORD

This manual is designed to provide detailed infor­mation necessary to service and repair the Fuller
Transmission listed on the cover.

As outlined in the Table of Contents, the manual

is divided into 3 main sections:

a. Technical information and reference
b. Removal, disassembly, reassembly and

installation

c. Options

The format of the manual is designed to be fol­lowed in its entirety if complete disassembly and
reassembly of the transmission is necessary. But if

only one component of the transmission needs to
be repaired, refer to the Table of Contents for the
page numbers showing that component. For exam-

ple, if you need to work on the Shifting Controls,

you will find instructions for removal, disassembly
and reassembly on page 48. Instructions for instal­lation are on page 174. Service Manuals, Illustrated
Parts Lists, Drivers Instructions, and other forms of

®

product service information for these and other
Fuller Transmissions are available upon request. A
Technical Literature Order Form may be found in the
back of this manual. You may also obtain Service
Bulletins, detailing information on product improve­ments, repair procedures and other service-related
subjects by writing to the following address:

EATON CORPORATION
TRANSMISSION DIVISION
Technical Service Department

P.O. Box 4013

Kalamazoo, Michigan 49003
[phone]

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

expressed or implied warranty or representation based on the enclosed information.

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

Eaton Transmission Division makes no

Any errors or omissions may be reported to Train-

MODEL DESIGNATIONS

AND SPECIFICATIONS

Nomenclature:

8-Speed “LL” Series Transmissions

IMPORTANT: All Eaton Fuller Transmissions are
identified by model and serial number. This infor­mation is stamped on the transmission identifica­tion tag and affixed to the case.
DO NOT REMOVE OR DESTROY THE TRANS­MISSION IDENTIFICATION TAG.

RT-8608L Series Transmissions

CHART NOTES:

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

2 Weight — Listed weights are without clutch housing. Weights include standard controls, which consist of

gear shift lever housing, gear shift lever, range and splitter controls and attaching lines. Weight of standard
controls is approximately 10 lbs. (4.5 kg). All weights are approximate.

3 Oil Capacities are approximate, depending on inclination of engine and transmission. Always fill transmis-

sion with proper grade and type of lubricant to level of filler opening. See LUBRICATION.

For parts or service call us

Pro Gear & Transmission, Inc.

1 [phone]

[phone]

[e-mail]

906 W. Gore St.

Orlando, FL 32805

MODEL DESIGNATIONS

AND SPECIFICATIONS

Speed Transmissions

13-Speed Transmissions

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:

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Eaton

Fuller®Transmissions are designed

Thus, all 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

Eaton®Roadranger®CD50 Transmission Fluid

HIGHWAY USE

First 3,000 to 5,000 miles Fact ory fill

(4827 to 8045 Km)

Every 10,000 miles
(16090 Km)

Every 250,000 miles Change transmission
(402336 Km)

Initial drain,

Check fluid level.

Check for leaks.

fluid.

OFF-HIGHWAY USE

First 30 hours Factory fill

Every 40 hours

Every 500 hours Change transmission fluid where

Every 1,000 hours Change transmission fluid

Inspect fluid level, Check for leaks.

severe dirt conditions exist.

(Normal off-highway use).

Initial drain.

Heavy Duty Engine Lubricant or

Mineral Gear Lubricant

HIGHWAY USE

First 3,000 to 5,000 miles

(4827 to 8045 Km) initial drain.

Every 10,000 miles

(16090 Km)

Every 50,000 miles Change transmission

(80450 Km) lub ricant.

Inspect lubricant level.

Factory fill

Check for leaks.

OFF-HIGHWAY USE

First 30 hours

Every 40 hours

Every 500 hours Change transmission lubricant where

Every 1,000 hours

Inspect lubricant level. Check for leaks,

Change transmission lubricant

Change transmission

lubricant on new units.

severe dirt conditions exist.

(Normal of highway use),

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Recommended Lubricants

Fahrenheit

(Celsius)

Type

Eaton®Roadranger
CD50 Transmission
Fluid

Heavy Duty Engine 011
MIL-L-2104B, C or D or

API-SF or API-CD

(Prewous API designations 30 Below 1O”F,(-12”C,)

acceptable)

Mineral Gear Oil with rust

and oxidation inhibitor 80W
API-GL-1

®

(SAE)

50

50

40

90

Grade

Ambient

Temperature

All

Above 10”E(-12”C.)
Above 10”F.(-12”C,)

Above 1O”F,(-12”C.)
Below IO”F.(-12°C,)

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. Be-

cause 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 open-

ings.

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 in-

compatibility.

LUBRICATION

Operating Temperatures

—With Eaton

®

Roadranger

®

CD50 Transmission Fluid
Heavy Duty Engine Oil
and Mineral Oil

The transmission should not be operated con­sistently at temperatures above 250°F (120°C).

However, intermittent operating temperatures

to 300°F (149°C) will not harm the transmis-

sion. Operating temperatures above 250°F

increase the lubricant’s rate of oxidation and
shorten its effective life. When the average
operating temperature is above 250°F, the
transmission may require more frequent oil
changes or external cooling.

The following conditions in any combina­tion can cause operating temperatures of over
250°F: (1) operating consistently at slow

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 condi-

tions are encountered.

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°C). 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 gener­ally limit their success to milder applications.

Transmission Mounting Angle

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

OPERATION

8-Speed “LL” Series Transmissions

Shift Lever Patterns and Shifting Controls

OPERATION

9-Speed and RT-8608L Transmissions

Shift Lever Patterns and Shifting Controls

RTX-11609P and RTX-11609R Transmissions
RTX-12609P and RTX-12609R Transmissions
RTX-14609P and RTX-14609R Transmissions

Shift Lever Patterns and Shifting Controls

OPERATION

13-Speed Underdrive Models

Shift Lever Patterns and Shifting Controls

OPERATION

13-Speed Overdrive Models

Shift Lever Patterns and Shifting Controls

POWER FLOW

The transmission must efficiently transfer the engine's power, in terms of torque, to the vehicle's rear wheels.
Knowledge of what takes place in the transmission during torque transfer is essential when trouble-shooting
and making repairs become necessary.

Front Section Power Flow
(All Models)

1.

Power (torque) from the vehicle's engine is trans-

ferred to the transmission's input shaft.

2.

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

3.
drive gears.
Torque is delivered along both countershaft to

4.
mating countershaft gears of "engaged" main- 10.
shaft gear. The following cross section views
(Figures 2-4) illustrate a 1st/5th speed gear
engagement. Figure 1 illustrates the engagement
of the Lo Speed Gear.
Internal clutching teeth in hub of engaged main-

5.
shaft gear transfers torque to mainshaft through
sliding clutch.

Mainshaft transfers torque directly to auxiliary

6.
drive gear.

Auxiliary Section Power Flow:
LO-LO (8-Speed "LL" Models)

The auxiliary drive gear splits torque between the

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

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

9.

ing clutch.

Output shaft delivers torque to driveline as
LO-LO.

PR15

Figure 1.

LO-LO POWER FLOW

POWER FLOW

Auxiliary Section Power Flow:
LOW RANGE (All Models)

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

"engaged" low range gear on range mainshaft or

output shaft.

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

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

PL1O

LOW RANGE POWER FLOW

(9-Speed Model Shown.)

Auxiliary Section Power Flow:
HIGH RANGE (All Models)

7. The auxiliary drive gear transfers torque
directly to the range mainshaft or output
shaft through "engaged" sliding clutch.

Figure 2.

8. Torque is delivered through range mainshaft and/
or output shaft to driveline as HIGH RANGE 5th.
5th direct with 13-speed models.

PH1O

Figure 3.

HIGH RANGE POWER FLOW

(9-Speed Model Shown.)

POWER FLOW

Auxiliary Section Power Flow:

UNDERDRIVE/OVERDRIVE (13-Speed
Splitter Models ONLY)

The auxiliary drive gear splits torque between the

7.
two auxiliary countershaft drive gears.
Torque is delivered along both auxiliary counter- 10.

8.
shafts to mating countershaft gears of
"engaged"
on output shaft.

underdrive or overdrive splitter gear

Torque is transferred to output shaft through slid-

9.
ing clutch.

Output shaft delivers torque to driveline as 5th

UNDERDRIVE or OVERDRIVE.

Pu/o 10

Figure 4.

UNDERDRIVE/OVERDRIVE POWER FLOW

TIMING

Timing Procedures: All Models

It is essential that both countershaft assemblies of
the front and auxiliary sections are “timed.” This as­sures proper tooth contact is made between main­shaft gears seeking to center on the mainshaft
during torque transfer and mating countershaft gears
that distribute the load evenly. If not properly timed,
serious damage to the transmission is likely to result
from unequal tooth contact causing the mainshaft
gears to climb out of equilibrium.

Timing is a simple procedure of marking the appro­priate teeth of a gear set prior to installation and
placing them in proper mesh while in the transmis­sion. In the front section, it is necessary to time only
the drive gear set. And depending on the model, only
the low range, deep reduction, or splitter gear set is
timed in the auxiliary section.

Front Section

A. Marking countershaft drive gear teeth.

1. Prior to placing each countershaft assembly
into case, clearly mark the tooth located
directly over the keyway of drive gear as
shown. This tooth is stamped with an “O” to
aid identification.

C. Meshing marked countershaft drive gear teeth

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

1.

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

2.

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

C. DRIVE GEAR

SET PROPERLY

TIMED

Cut

7300B

A. TOOTH MARKED ON EACH

COUNTERSHAFT DRIVE GEAR
FOR TIMING PURPOSES

cut 7300

B. Marking main drive gear teeth.

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

2. Mark the two adjacent teeth located directly
opposite the first set marked on the main drive
gear.

As shown below, there should be an

equal number of unmarked gear teeth on each
side between the marked sets.

B

TEETH MARKED ON MAIN
DRIVE GEAR FOR TIMING
PURPOSES

Cut 7300A

Auxiliary Section

A. Timing the deep reduction gear set of 8-speed

“LL” models; the low range gear set of 9-speed
models; or the splitter gear set of 13-speed
models.

1.

Mark any two adjacent teeth on the mainshaft

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

2.

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

3.

Install the mainshaft gear in position on range

mainshaft OR output shaft.

4.

Place the auxiliary countershaft assemblies

into position and mesh the marked teeth of
mating countershaft gears with the marked
teeth of mainshaft gear as shown in Illustration
C.

Fully seat the rear bearings on each counter-

5.
shaft to complete installation.

Correct torque application is extremely important to assure long transmission life and dependable performance. Over-tightening
or under-tightening can result in a loose installation and, in many instance, eventually cause damage to transmission gears, shafts,
and/or bearings. Use a torque wrench whenever possible to attain recommended lbs./ft. ratings. Tighten clutch housing fasteners
in a cross-pattern to help insure even clamp distribution.

(1) MAIN DRIVE GEAR BEARING NUT,
250-300 Lbs.Ft., ApplyLoctite Grade 277
Sealant and Stake to Input Shaft.

(6) FRONT BEARING COVER CAPSCREWS,
35-45 Lbs./Ft., 3/8-16 Threads.
Apply Loctite 242 to Threads.

LUTCH HOUSING NUTS.

(6) C
35Lbs./Ft. (47 N.m) +90° CW rotation or
175 Lbs./ft. (237 N.m)

(4) SLAVE AIR VALVE CAPSCREWS,
8-12 Lbs./ft., 1/4-20 Threads.
Apply Loctite 242 to Threads.

(6) SMALL P.T.O Cover Capscrews,
20-25 Lbs./Ft., 3/8-16 Threads.
Apply Loctite 242 to Threads.

(8) LARGE P.T.O COVER CAPSCREWS,
50-65 Lbs./Ft., 7/16-14 Threads.

Apply Loctite 242 to Threads.
(4) HAND HOLE
20-25 Lbs./Ft., 5/16-18 Threads.

(2)

COUNTERSHAFT FRONT BEARING RETAINER

CAPSCREWS, 90-120 LBS./Ft., 5/8-18 Threads.

(4 or 6) C

LUTCH HOUSING CAPSCREWS, 115 Lbs./Ft. (156 N.m)

COVER CAPSCREWS,

TORQUE RECOMMENDATIONS

AUXILIARY SECTIONS

TOOL REFERENCE

Some repair procedures pictured in this manual show

the use of specialized tools. Their actual use is rec­ommended as they make transmission repair easier,
faster, and prevent costly damage to critical parts.

But for the most part, ordinary mechanic’s tools

such as socket wrenches, screwdrivers, etc., and
other standard shop items such as a press, mauls and
soft bars are all that is needed to successfully disas­semble and reassemble any Fuller Transmission.

PAGE

62

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54

66

Auxiliary Section Hanger Bracket

Output Shaft Hanger Bracket

Tension Spring Driver

Snap Ring Pliers

TOOL

The specialized tools listed below can be obtained
from a tool supplier or made from dimensions as re­quired by the individual user. Detailed Fuller Transmit­sion Tool Prints are available upon request by writing.

Eaton Corporation
Transmission Division
Technical Service Dept.

P.O. Box 4013
Kalamazoo, Michigan 49003

HOW OBTAINED

Made from Fuller Transmission

Print T-22823

Made from Stop Nut and

flat steel stock

Made from Fuller Transmission

Print T-11938

Tool Supplier

67

109

137

130

99

167

77

173

170

Bearing Pullers (Jaw-Type)

Bearing Puller w/Set Screw

Impact Puller (1/2-13 Threaded End)

Bearing Drivers (Flanged-End)

Oil Seal Driver

Countershaft Support Tool

Quill Snap Ring Installer

Torque Wrench, 1000 Lbs./Ft. Capacity

Input Shaft Nut Installer

Tool Supplier

Made from Fuller Transmission

Print T-10325

Tool Supplier

Made from Fuller Transmission

Print Series T-18042*

Made from Fuller Transmission

Print T-18088-23

Made from Fuller Transmission

Print T-22247

Made from Fuller Transmission

Print T-22917-F

Tool Supplier

Made from Fuller Transmission

Print T-22553-A

*Dimensions necessary to determine specific tool number required.

PREVENTIVE MAINTENANCE

PREVENTIVE MAINTENANCE

PREVENTIVE MAINTENANCE CHECK CHART

CHECKS WITHOUT PARTIAL
DISASSEMBLY OF CHASSIS OR CAB

1.

Air System and Connections

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

nections and capscrews. See AIR SYSTEM.

2.

Clutch Housing Mounting

a. Check all capscrews of clutch housing

flange for looseness.

3.

Clutch Release Bearing (Not Shown)

Remove hand hole cover and check radial

a.

and axial clearance in release bearing.

b. Check relative position of thrust surface of

release bearing with thrust sleeve on push-

type clutches.

4.

Clutch Pedal Shaft and Bores

a.

Pry upward on shafts to check wear.

b. If excessive movement is found, remove

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

Lubricant

5.

a. Change at specified service intervals.
b. Use only the types and grades as recom-

mended. See LUBRICATION.

Filler and Drain Plugs

6.

Remove filler plugs and check level of lubri-

a.

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

7.

Capscrews and Gaskets

a. Check all capscrews, especially those on

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

See TORQUE RECOMMENDATIONS.

b. Check PTO opening and rear bearing covers

for oil leakage due to faulty gasket.

Gear Shift Lever

8.

a. Check for looseness and free play in hous-

ing. If lever is loose in housing, proceed

with Check No. 9.

9. Gear Shift Lever Housing Assembly

Remove air lines at slave valve and remove

a.

the gear shift lever housing assembly from
transmission.

b. Check tension spring and washer for set

and wear.

c. Check the gear shift lever spade pin and

slot for wear.

d. Check bottom end of gear shift lever for

wear and check slot of yokes and blocks in
shift bar housing for wear at contact points
with shift lever.

CHECKS WITH DRIVE LINE DROPPED

10. Universal Joint Companion Flange
or Yoke Nut

a. Check for tightness. Tighten to recom-

mended torque.

11. Output Shaft (Not Shown)

Pry upward against output shaft to check

a.

radial clearance in mainshaft rear bearing.

CHECKS WITH UNIVERSAL JOINT
COMPANION FLANGE OR YOKE
REMOVED

NOTE: If necessary, use solvent and shop rag to

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

12. Splines on Output Shaft
(Not Shown)

a. Check for wear from movement and chuck-

ing action of the universal joint companion
flange or yoke.

13. Mainshaft Rear Bearing Cover

a. Check oil seal for wear.

PRECAUTIONS

Disassembly

It is assumed in the detailed assembly instructions that the lubricant has been drained from transmission, the
necessary linkage and air lines disconnected and the transmission has been removed from vehicle chassis. Re­moval of the gear shift lever housing assembly (or remote control assembly) is included in the detailed instruc-

tions (Disassembly and Reassembly - Shifting Controls); however, this assembly MUST be detached from shift

bar housing before transmission can be removed.

FOLLOW CLOSELY EACH PROCEDURE IN THE DETAILED INSTRUCTIONS, MAKING USE OF THE TEXT, ILLUS-

TRATIONS AND PHOTOGRAPHS PROVIDED.

1. BEARINGS - Carefully wash and relubricate all

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

pose.

2. ASSEMBLIES - When disassembling the various
assemblies, such as the mainshaft, countershaft,
and shift bar housing, lay all parts on a clean
bench in the same sequence as removed. This pro­cedure will simplify reassembly and reduce the
possibility of losing parts.

3. SNAP RINGS - Remove snap rings with pliers de-

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

loose.

4. INPUT SHAFT - The input shaft can be removed

from transmission without removing the coun-

tershafts, mainshaft, or main drive gear. Special

procedures are required and provided in this man-

ual.

CLEANLINESS - Provide a clean place to work. It

5

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

WHEN USING TOOLS TO MOVE PARTS - Always

6

apply force to shafts, housings, etc, with restraint.
Movement of some parts is restricted. Never apply
force to the part being driven after it stops solidly.
The use of soft hammers, bars and mauls for all
disassembly work is recommended.

Inspection

Before reassembling the transmission, check each part carefully for abnormal or excessive wear and damage to

determine reuse or replacement. When replacement is necessary, use only genuine Fuller Transmission parts to

assure continued performance and extended life from your unit.

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

Recommended inspection procedures are provided in the following checklist.

A. BEARINGS

1.

Wash all bearings in clean solvent. Check

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

Lubricate bearings that are not pitted, discol-

2.

ored, or spalled and check for axial and radial
clearances.

Replace bearings with excessive clearances.

3.

Check bearing fits. Bearing inner races
should be tight to shaft; outer races slightly
tight to slightly loose in case bore. If bearing
spins freely in bore, however, the case should
be replaced.

B. GEARS

Check gear teeth for frosting and pitting.

1.

Frosting of gear tooth faces present no threat
of transmission failure. Often in continued
operation of the unit, frosted gears will “heal”
and not progress to the pitting stage. And in

most cases, gears with light to moderate pit­ted teeth have considerable gear life remain-

ing and can be reused. But gears with
advanced stage pitting should be replaced.

Check for gears with clutching teeth abnor-

2.

mally worn, tapered, or reduced in length

from clashing in shifting. Replace gears

found in any of these conditions.

PRECAUTIONS

Inspection (cont'd.)

3. Check axial clearance of gears. Where exces­sive clearance is found, check gear snap ring,
washer, spacer, and gear hub for excessive
wear. Maintain .005” to .012” axial clearance
between mainshaft gears.

C. SPLINES

1. Check splines on all shafts for abnormal wear.

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

D. TOLERANCE/LIMIT WASHERS

1. Check surfaces of all limit washers. Washers

scored or reduced in thickness should be
replaced.

E. REVERSE IDLER GEAR ASSEMBLIES

1. Check for excessive wear from action of roller

bearings.

F. GRAY IRON PARTS

1. Check all gray iron parts for cracks and breaks.

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

G. CLUTCH RELEASE PARTS

1.

Check clutch release parts. Replace yokes

worn at cam surfaces and bearing carrier

worn at contact pads.

2.

Check pedal shafts. Replace those worn at
bushing surfaces.

H. SHIFT BAR HOUSING ASSEMBLY

1. Check for wear on shift yokes and blocks at

pads and lever slot. Replace excessively worn
parts.

2. Check yokes for correct alignment. Replace

sprung yokes.

3. Check Iockscrews in yokes and blocks.

Tighten and rewire those found loose.

4. If housing has been disassembled, check

neutral notches of shift bars for wear from in­terlock balls.

I.

GEAR SHIFT LEVER HOUSING
ASSEMBLY

1. Check spring tension on shift lever. Replace

tension spring and washer if lever moves too
freely.

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

BEARING COVERS

J.

1. Check covers for wear from thrust of adjacent

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

2. Check bores of covers for wear. Replace
those worn oversize.

K.

OIL RETURN THREADS

AND SEALS

Check oil return threads in front bearing

1.

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

2.

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

L.

SLIDING CLUTCHES

1. Check all shift yokes and yoke slots in sliding

clutches for extreme wear or discoloration
from heat.

2. Check engaging teeth of sliding clutches for
partial engagement pattern.

M.

SYNCHRONIZER ASSEMBLY

1. Check synchronizer for burrs, uneven and ex-

cessive wear at contact surface, and metal
particles.

2. Check blocker pins for excessive wear or
looseness.

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

N.

O-RINGS

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

place if worn.

PRECAUTIONS

Reassembly

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

1.

GASKETS - Use new gaskets throughout the

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

2.

CAPSCREWS - To prevent oil leakage, use Loctite

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

3.

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

cant.

4.

ASSEMBLY - Refer to the illustrations provided in

the detailed disassembly instructions as a guide
to reassembly.

INITIAL LUBRICATION - Coat all limit washers

5.

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

parts.

6.

AXIAL CLEARANCES - Maintain original axial

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

7.

BEARINGS - Use of flanged-end bearing drivers is

recommended for the installation of bearings.
These special drivers apply equal force to both
bearing races, preventing damage to balls/rollers
and races while maintaining correct bearing align­ment with bore and shaft. Avoid using a tubular or
sleeve-type driver, whenever possible, as force is
applied to only one of the bearing races. See
TOOL REFERENCE.

8.

UNIVERSAL JOINT COMPANION FLANGE OR

YOKE - Pull the companion flange or yoke tightly

into place with the output shaft nut, using 450-500
foot-pounds of torque. Make sure the speedome­ter drive gear or a replacement spacer of the same
width has been installed. Failure to pull the com-

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

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

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

CHANGING INPUT SHAFT

Special Procedure

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

sembly of the transmission. Removal of the clutch housing is optional.

NOTE: The following illustration and instructions pertain to changing the input shaft ONLY. To change the main

drive gear, disassembly of the front section is required.

Disassembly

1.

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

2.

Remove the front bearing cover and gasket. If nec­essary, remove the oil seal from cover of models
so equipped.

Remove the drive gear bearing nut (left hand

3.

threads) or snap ring from input shaft.
Suggestion: For removal of nut ONLY, engage Iwo

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

4.

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

Remove the spacer from input shaft.

5.

From the front of transmission, remove the snap

6.

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

Pull the input

7.

drive gear.

shaft forward and

from splines of

Reassembly

1.

If necessary,
shaft.

Install new input shaft into splines of main drive

2.

gear just far enough to expose snap ring groove
in I.D. of drive gear.

Install snap ring in groove of drive gear.

3.

4.

install spacer on input shaft.

install bushing in

pocket of input

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

Suggestion:

main drive gear and blocking it forward will hold
the input shaft forward.

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

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

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

taminate bearing with sealant.

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

on input shaft. Tighten nut with 250-300 Lbs./Ft.
of torque.
Suggestion: To avoid damaging the O.D. of nut,
use the tool specifically designed for this pur-

pose. See TOOL REFERENCE.

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

milled slots of input shaft, using caution so as
not to distort O.D. of nut.

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

11. Reinstall the shift bar housing assembly, the
front bearing cover and all other parts and as-

semblies previously removed, making sure to re­place the gaskets used.

Engaging the sliding clutch into

AIR SYSTEM

AIR SYSTEM

RANGE SHIFT AIR SYSTEM—ALL MODELS

Operation

The Range Shift Air System consists of the air filter/

regulator, slave valve, a Range Control Valve or Mas­ter Control Valve, range cylinder, fittings and
connecting air lines. See Air System Schematics.

CONSTANT AIR from the air filter/regulator is sup­plied to the “S” or Supply Port of slave valve and
passed through to the INLET or “S” Port of control

valve.

WHILE IN LOW RANGE, the control valve is OPEN

and AIR is returned to slave valve at the “P” or End

Port. This signals the valve to supply AIR in line be-

tween the Low Range or “L” Port of slave valve and
the Low Range Port of range cylinder housing. AIR

received at this port moves the range piston to the
rear and causes the auxiliary low range gear to be-

come engaged.

WHILE IN HIGH RANGE, the control valve is

CLOSED and NO AIR is returned to the slave valve.
This signals the slave valve to supply AIR in line be­tween the High Range or “H” Port of valve and the
High Range Port of range cylinder cover. AIR re­ceived at this port moves the range piston forward to
engage the auxiliary drive gear with sliding clutch
and bypass the low range gear set.

Range shifts can be made ONLY when the gear

shift lever is in, or passing through, neutral. Thus, the
range desired can be PRESELECTED while the shift
lever is in -a gear position. As the lever is moved

through neutral, the actuating plunger in the shift bar

housing releases the slave valve, allowing it to move

to the selected range position.

Trouble Shooting

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

Air System or actuating components of the shift bar

housing assembly.

To locate the trouble, the following checks should

be made with normal vehicle air pressure applied to

the system, but with the engine off.

CAUTION: NEVER WORK UNDER A VEHICLE

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

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

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

valve and slave valve, there will be CON­STANT AIR flowing from the exhaust port of
control valve WHILE IN HIGH RANGE.

B. If the air lines are crossed between the slave

valve and range cylinder, the transmission
gearing will not correspond with the range se­lection. A LOW RANGE selection will result in
a HIGH RANGE engagement and vice versa.

2. AIR LEAKS

With the gear shift lever in neutral, coat all air

lines and fittings with soapy water and check for
leaks, moving the control that provides range se­lection UP and DOWN.

A.

If there is a steady leak from the exhaust port
of control valve, O-rings and/or related parts
of the control valve are defective.

B.

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

If transmission fails to shift into LOW RANGE

C.

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

D.

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

3. AIR FILTER/REGULATOR

(See illustration, Page 27.)

With the gear shift lever in neutral, check the
breather of air filter/regulator assembly. There
should be NO AIR leaking from this port. The
complete assembly should be replaced if a
steady leak is found.

Cut off the vehicle air supply to the air filter/

regulator assembly, disconnect the air line at fit­ting in Supply OUTLET and install an air gage in
opened port. Bring the vehicle air pressure to nor-

mal. Regulated air pressure should be 57.5 to 62.5

PSI.

DO NOT ADJUST SCREW AT BOTTOM OF REGU-

LATOR TO OBTAIN CORRECT READINGS. The

air regulator has been PREADJUSTED within the

correct operating limits. Any deviation from these

limits, especially with regulators that have been

in operation for some time, is likely to be caused

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

4. CONTROL VALVE (See Pages 28 and 29.)

With the gear shift lever in neutral, select HIGH

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

AIR SYSTEM

A. When LOW RANGE is selected, a steady blast

of air will flow from opened port. Select HIGH
RANGE to shut off air flow. This indicates the
control valve is operating properly. Reconnect
air line.

B. If control valve does not operate properly,

check for restrictions and air leaks. Leaks in­dicate defective or worn O-rings.

5. HIGH RANGE OPERATION

With the gear shift lever in neutral, select LOW
RANGE and disconnect the

1

/4” I.D. air line at the
port of range cylinder cover. Make sure this line
leads from the High Range or “H” Port of slave
valve.

A. When HIGH RANGE is selected, a steady

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

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

lect HIGH RANGE. There should be NO AIR
flowing from disconnected line. Return the
gear shift lever to the neutral position. There

should now be a steady flow of air from dis­connected line. Select LOW RANGE to shut
off air flow and reconnect air line.

C. If the air system does not operate accord-

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

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

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

A.

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

B.

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

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

C.

LOW RANGE; pressurizing of transmission
case.

C. If the air system does not operate accord-

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

IMPORTANT: RANGE PRESELECTION

The plunger pin, located in case bore between
the slave valve and actuating plunger of shift bar
housing, prevents the slave valve from operating
while the shift lever is in a gear position. When
the lever is moved to or through the neutral po­sition, the pin is released and the salve valve be­comes operational.

LOW RANGE OPERATION

6.

With the gear shift lever in neutral, select HIGH
RANGE and disconnect the 1/4” I.D. air line at the
fitting on range cylinder housing. Make sure this
line leads from the Low Range or “L” Port of
slave valve.

When LOW RANGE is selected, a steady blast

A.

of air should flow from disconnected line. Se-

lect HIGH RANGE to shut off air flow.

Move the shift lever to a gear position and se-

B.

lect LOW RANGE. There should be NO AIR
flowing from disconnected line. Return the
gear shift lever to the neutral position. There
should now be a steady flow of air from dis­connected line. Select HIGH RANGE to shut
off air flow and reconnect air line.

Cut

7420-4/84

Range Cylinder Assembly—All Models

AIR SYSTEM

AIR FILTER/REGULATOR ASSEMBLY

Cut 6141 -3/86

The air filter contains a replaceable filter element which can be removed by turning out the end cap. This ele-

ment should be cleaned at each oil change, or more often under high humidity conditions. Replace if necessary.

SLAVE VALVES

PISTON-TYPE

Refer to the drawing for disassembly and reassembly of the piston-type slave valve assemblies. Should the pop­pet-type slave valve assembly prove to be defective, replace the complete assembly, as it is non-serviceable.

The actuating components used with these valve assemblies are non-interchangeable. Failure to use the correct

plunger pin, spring, and alignment sleeve during installation on the transmission will cause hard shifting in Low
Range gears.

PISTON-TYPE

\

POPPET-TYPE

AIR SYSTEM

RANGE VALVE A-3546

NOTE: This valve provides range

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

OUTLET (BLACK AIR LINE)

Cut 6155-1/84

Removal and Disassembly Reassembly and Installation

1.

Disconnect the air lines and loosen clamp se- 1.
curing the valve to gear shift lever. Remove valve.

Remove the four screws to separate the front and

2.

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

Remove the seal, insert valve O-ring and spring

3.

from rear housing.
If necessary, remove the two felt seals. Punch out

4.

the roll pin to remove the control knob from slide.

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

Install the air lines with their sheathing and O-

2.

rings on the gear shift lever.

3.

Secure the valve on gear shift lever with mounting
clamp. The control knob should face to the front
and be approximately 6“ below the centerline of
ball grip.

4.

Attach the air lines.