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:
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" M O D E L S
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
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 example, 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 (616) 342-3344
Every effort has been made to ensure the accuracy of all information in this brochure. However, Eaton Transmission Division makes no expressed or implied warranty or representation based on the enclosed information. Any errors or omissions may be reported to Training and Publications, Eaton Transmission Division, P.O. Box 4013, Kalamazoo, Ml 49003.
MODEL DESIGNATIONS
AND SPECIFICATIONS
Nomenclature:
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.
8-Speed “LL” Series Transmissions
RT-8608L Series Transmissions
CHART NOTES: |
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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. |
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3 Oil Capacities are approximate, |
depending on |
inclination |
of |
engine and transmission. Always fill transmis- |
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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(877) 776-4600
(407)872-1901 parts@eprogear.com
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.
Eaton® Fuller® Transmissions are designed so that the internal parts operate in a bath of oil circulated by the motion of gears and shafts.
Thus, all parts will be amply lubricated if these procedures are closely followed:
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
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HIGHWAY USE |
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First |
3,000 to |
5,000 |
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Factory fill |
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8045 |
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Initial |
drain, |
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Every |
10,000 |
miles |
Check |
fluid |
level. |
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(16090 Km) |
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Check |
for |
leaks. |
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Every |
250,000 |
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Change |
transmission |
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(402336 Km) |
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fluid. |
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OFF-HIGHWAY USE |
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First |
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Factory fill |
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Initial |
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Inspect fluid level, Check for leaks. |
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500 hours |
Change transmission fluid |
where |
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Every |
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Change transmission fluid |
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Heavy Duty Engine Lubricant or |
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Mineral Gear Lubricant |
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HIGHWAY USE |
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First |
3,000 to |
5,000 |
miles |
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Factory fill |
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(4827 |
to |
8045 |
Km) |
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initial |
drain. |
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Every |
10,000 |
miles |
Inspect lubricant |
level. |
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(16090 Km) |
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Check |
for |
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Every |
50,000 |
miles |
Change |
transmission |
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(80450 Km) |
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lubricant. |
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OFF-HIGHWAY USE |
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First |
30 |
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Change |
transmission |
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lubricant |
on |
new units. |
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Every |
40 |
hours |
Inspect lubricant level. |
Check |
for |
leaks, |
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Every |
500 hours |
Change transmission |
lubricant |
where |
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severe dirt |
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Every |
1,000 hours |
Change transmission lubricant |
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highway |
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Recommended Lubricants
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Fahrenheit |
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Grade |
(Celsius) |
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Type |
Ambient |
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(SAE) |
Temperature |
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Eaton® Roadranger® |
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CD50 Transmission |
50 |
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All |
Fluid |
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Heavy Duty Engine 011 |
50 |
Above |
10”E(-12”C.) |
MIL-L-2104B, C or D or |
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API-SF or API-CD |
40 |
Above |
10”F.(-12”C,) |
( P r e w o u s A P I d e s i g n a t i o n s 3 0 |
Below |
1O”F,(-12”C,) |
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acceptable) |
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Mineral Gear Oil with rust |
90 |
Above |
1O”F,(-12”C.) |
and oxidation inhibitor |
80W |
Below |
IO”F.(-12°C,) |
API-GL-1 |
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The use of mild EP gear oil or multi-pur- pose 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-pur- pose 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 recommended 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.
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 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 |
Auxiliary Section Power Flow: |
(All Models) |
LO-LO (8-Speed "LL" Models) |
1. |
Power (torque) from the vehicle's engine is trans- |
7. |
2. |
ferred to the transmission's input shaft. |
8. |
Splines of input shaft engage internal splines in |
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hub of main drive gear. |
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3. |
Torque is split between the two countershaft |
9. |
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drive gears. |
4.Torque is delivered along both countershaft to
mating countershaft gears of "engaged" main10. 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.
5.Internal clutching teeth in hub of engaged mainshaft gear transfers torque to mainshaft through sliding clutch.
6.Mainshaft transfers torque directly to auxiliary drive gear.
The auxiliary drive gear splits torque between the two auxiliary countershaft drive gears.
Torque is delivered along both auxiliary countershaft to the mating "engaged" deep reduction gear on output shaft.
Torque is transferred to output shaft through sliding clutch.
Output shaft delivers torque to driveline as LO-LO.
Figure 1.
PR15
LO-LO POWER FLOW
POWER FLOW
Auxiliary Section Power Flow:
LOW RANGE (All Models)
7. The auxiliary drive gear splits torque between the two auxiliary countershaft drive gears.
8.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 |
Figure 2. |
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.
8.Torque is delivered through range mainshaft and/ or output shaft to driveline as HIGH RANGE 5th. 5th direct with 13-speed models.
P H 1 O
Figure 3.
HIGH RANGE POWER FLOW
(9-Speed Model Shown.)
POWER FLOW
Auxiliary Section Power Flow:
UNDERDRIVE/OVERDRIVE (13-Speed
Splitter Models ONLY)
7. |
The |
auxiliary |
drive gear splits torque |
between |
the |
9. |
Torque is transferred to output shaft through slid- |
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two |
auxiliary |
countershaft drive gears. |
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ing clutch. |
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8. |
Torque |
is |
delivered |
along both auxiliary counter- |
10. |
Output shaft delivers torque to driveline as 5th |
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s h a f t s |
t o |
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m a t i n g |
c o u n t e r s h a f t |
g e a r s |
o f |
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UNDERDRIVE or OVERDRIVE. |
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"engaged" underdrive or overdrive splitter gear |
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on |
output |
shaft. |
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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.
BTEETH MARKED ON MAIN DRIVE GEAR FOR TIMING PURPOSES
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 ad-
jacent 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.
5.Fully seat the rear bearings on each countershaft to complete installation.
Cut 7300A
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.
(6) CLUTCH HOUSING NUTS. 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 COVER CAPSCREWS,
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) CLUTCH HOUSING CAPSCREWS,115 Lbs./Ft. (156 N.m)
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.
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
PAGE |
T O O L |
HOW OBTAINED |
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6 2 |
Auxiliary Section Hanger Bracket |
Made from Fuller Transmission |
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Print T-22823 |
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62 |
Output Shaft Hanger Bracket |
Made from Stop Nut and |
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flat steel stock |
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5 4 |
Tension Spring Driver |
Made from Fuller Transmission |
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Print T-11938 |
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6 6 |
Snap Ring Pliers |
Tool Supplier |
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67 |
Bearing Pullers (Jaw-Type) |
Tool Supplier |
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1 0 9 |
Bearing Puller w/Set Screw |
Made from Fuller Transmission |
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Print T-10325 |
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1 3 7 |
Impact Puller (1/2-13 Threaded End) |
Tool Supplier |
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1 3 0 |
Bearing Drivers (Flanged-End) |
Made from Fuller Transmission |
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Print Series T-18042* |
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9 9 |
Oil Seal Driver |
Made from Fuller Transmission |
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Print T-18088-23 |
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1 6 7 |
Countershaft Support Tool |
Made from Fuller Transmission |
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Print T-22247 |
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7 7 |
Quill Snap Ring Installer |
Made from Fuller Transmission |
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Print T-22917-F |
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1 7 3 |
Torque Wrench, 1000 Lbs./Ft. Capacity |
Tool Supplier |
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1 7 0 |
Input Shaft Nut Installer |
Made from Fuller Transmission |
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Print T-22553-A |
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*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 connections 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)
9.Gear Shift Lever Housing Assembly
a.Remove air lines at slave valve and remove the gear shift lever housing assembly from transmission.
b.Check tension spring and washer for set and wear.
c.Check the gear shift lever spade pin and slot for wear.
d.Check bottom end of gear shift lever for wear and check slot of yokes and blocks in
shift bar housing for wear at contact points with shift lever.
a.Remove hand hole cover and check radial
and axial clearance in release bearing. CHECKS WITH DRIVE LINE DROPPED
b.Check relative position of thrust surface of
10.Universal Joint Companion Flangerelease 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.
or Yoke Nut
a.Check for tightness. Tighten to recommended torque.
11.Output Shaft (Not Shown)
a.Pry upward against output shaft to check radial clearance in mainshaft rear bearing.
5.Lubricant
a.Change at specified service intervals.
b.Use only the types and grades as recommended. See LUBRICATION.
6.Filler and Drain Plugs
a.Remove filler plugs and check level of lubricant 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.
8.Gear Shift Lever
CHECKS WITH UNIVERSAL JOINT COMPANION FLANGE OR YOKE R E M O V E D
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 chucking action of the universal joint companion flange or yoke.
13.Mainshaft Rear Bearing Cover
a.Check oil seal for wear.
a. Check for looseness and free play in housing. If lever is loose in housing, proceed with Check No. 9.
PRECAUTIONS
Disassembly
It is assumed in the detailed assembly instructions that the lubricant has been drained from transmission, the necessary linkage and air lines disconnected and the transmission has been removed from vehicle chassis. Removal of the gear shift lever housing assembly (or remote control assembly) is included in the detailed instructions (Disassembly and Reassembly - Shifting Controls); however, this assembly MUST be detached from shift bar housing before transmission can be removed.
FOLLOW CLOSELY EACH PROCEDURE IN THE DETAILED INSTRUCTIONS, MAKING USE OF THE TEXT, ILLUSTRATIONS AND PHOTOGRAPHS PROVIDED.
1.BEARINGS - Carefully wash and relubricate all reusable bearings as removed and protectively wrap until ready for use. Remove bearings planned to be reused with pullers designed for this purpose.
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 designed for this purpose. Snap rings removed in this manner can be reused, if they are not sprung or loose.
4.INPUT SHAFT - The input shaft can be removed from transmission without removing the coun-
tershafts, mainshaft, or main drive gear. Special procedures are required and provided in this manual.
5 CLEANLINESS - Provide a clean place to work. It is important that no dirt or foreign material enters the unit during repairs. Dirt is an abrasive and can damage bearings. It is always good practice to clean the outside of the unit before starting the planned disassembly.
6 WHEN USING TOOLS TO MOVE PARTS - Always apply force to shafts, housings, etc, with restraint. Movement of some parts is restricted. Never apply force to the part being driven after it stops solidly. The use of soft hammers, bars and mauls for all disassembly work is recommended.
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 reus- |
||
ing 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 un- |
|
it’s history, mileage, application, etc. |
|
|
|
Recommended inspection procedures |
are provided in the |
following checklist. |
|
A. BEARINGS
1.Wash all bearings in clean solvent. Check balls, rollers and raceways for pitting, discoloration, and spalled areas. Replace bearings
that are pitted, discolored, or spalled.
2.Lubricate bearings that are not pitted, discolored, or spalled and check for axial and radial clearances.
Replace bearings with excessive clearances.
3.Check bearing fits. Bearing inner races should be tight to shaft; outer races slightly tight to slightly loose in case bore. If bearing spins freely in bore, however, the case should be replaced.
B.GEARS
1.Check gear teeth for frosting and pitting. Frosting of gear tooth faces present no threat of transmission failure. Often in continued operation of the unit, frosted gears will “heal” and not progress to the pitting stage. And in most cases, gears with light to moderate pitted teeth have considerable gear life remaining and can be reused. But gears with advanced stage pitting should be replaced.
2.Check for gears with clutching teeth abnormally worn, tapered, or reduced in length from clashing in shifting. Replace gears found in any of these conditions.
PRECAUTIONS
Inspection (cont'd.)
3. Check axial clearance of gears. Where excessive clearance is found, check gear snap ring, washer, spacer, and gear hub for excessive wear. Maintain .005” to .012” axial clearance between mainshaft gears.
C. SPLINES
1. Check splines on all shafts for abnormal wear. If sliding clutch gears, companion flange, or clutch hub have worn into the sides of the splines, replace the specific shaft affected.
D.TOLERANCE/LIMIT WASHERS
1.Check surfaces of all limit washers. Washers scored or reduced in thickness should be replaced.
E.REVERSE IDLER GEAR ASSEMBLIES
1.Check for excessive wear from action of roller bearings.
F.GRAY IRON PARTS
1.Check all gray iron parts for cracks and breaks. Replace or repair parts found to be damaged. Heavy castings may be welded or brazed provided the cracks do not extend into bearing bores or bolting surfaces. When welding, however, never place the ground so as to allow current to pass through the transmission.
G.CLUTCH RELEASE PARTS
1.Check clutch release parts. Replace yokes worn at cam surfaces and bearing carrier worn at contact pads.
2.Check pedal shafts. Replace those worn at 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.
J.BEARING COVERS
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
1.Check oil return threads in front bearing cover. If sealing action of threads has been destroyed by contact with input shaft, replace bearing cover.
2.Check oil seal in rear bearing cover. If sealing action of lip has been destroyed, replace seal.
L.SLIDING CLUTCHES
1.Check all shift yokes and yoke slots in sliding clutches for extreme wear or discoloration from heat.
2.Check engaging teeth of sliding clutches for partial engagement pattern.
M.SYNCHRONIZER ASSEMBLY
1.Check synchronizer for burrs, uneven and excessive 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 - R I N G S
1.Check all O-rings for cracks or distortion. Replace if worn.
PRECAUTIONS
Reassembly
Make sure that interiors of case and housings are clean. It is important that dirt and other foreign materials be kept out of the transmission during reassembly. Dirt is an abrasive and can damage polished surfaces of bearings and washers. Use certain precautions, as listed below, during reassembly.
1.GASKETS - Use new gaskets throughout the transmission as it is being rebuilt. Make sure all gaskets are installed. An omission of any gasket can result in oil leakage or misalignment of bearing covers.
2.CAPSCREWS - To prevent oil leakage, use Loctite 242 thread sealant on all capscrews. For torque ratings, see TORQUE RECOMMENDATIONS.
3.O-RINGS - Lubricate all O-rings with silicon lubricant.
4.ASSEMBLY - Refer to the illustrations provided in
the |
detailed disassembly instructions as a guide |
to |
reassembly. |
5.INITIAL LUBRICATION - Coat all limit washers and splines of shafts with Lubriplate during reassembly to prevent 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 companion flange or yoke tightly into place will permit the output shaft to move axially with resultant damage to the rear bearing.
IMPORTANT: REFER TO THE APPROPRIATE ILLUSTRATED PARTS LIST (SPEClFIED BY MODEL SERIES) TO ENSURE THAT PROPER PARTS ARE USED DURING REASSEMBLY OF THE TRANSMISSION.
CHANGING INPUT SHAFT
Special Procedure
In some cases, it may become necessary to replace the input shaft due to excessive clutch wear on the splines. Except for removal of the shift bar housing assembly, the input shaft can be removed without further disassembly of the transmission. Removal of the clutch housing is optional.
NOTE: The following illustration and instructions pertain to changing the input shaft ONLY. To change the main drive gear, disassembly of the front section is required.
Disassembly
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.
3.Remove the drive gear bearing nut (left hand 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.
5.Remove the spacer from input shaft.
6.From the front of transmission, remove the snap ring from I.D. of main drive gear using two small screwdrivers. If mainshaft was previously locked in two gears, it may become necessary to place
sliding clutches in the neutral position to rotate input shaft for removal of snap ring.
7.Pull the input shaft forward and from splines of drive gear.
Reassembly
1.If necessary, install bushing in pocket of input shaft.
2.Install new input shaft into splines of main drive gear just far enough to expose snap ring groove in I.D. of drive gear.
3. |
Install |
snap ring in groove of drive gear. |
4. |
install |
spacer on input shaft. |
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 dam-
age bearing shield.
Suggestion: Engaging the sliding clutch into main drive gear and blocking it forward will hold the input shaft forward.
6.When drive gear bearing nut is used, degrease the threads of input shaft and new nut. DO NOT REUSE OLD NUT. When snap ring is used, install the snap ring in groove of input shaft and proceed to #10.
7.Apply Fuller Transmission adhesive sealant #71204 or equivalent to the cleaned threads of input shaft and nut, using caution so as not to contaminate bearing with sealant.
8. Engage two mainshaft |
sliding |
clutches |
into |
gear |
|
to prevent the mainshaft from |
rotating |
and |
install |
||
the new drive gear bearing nut, left-hand threads, |
|||||
on |
input shaft. Tighten |
nut with 250-300 Lbs./Ft. |
|||
of |
torque. |
|
|
|
|
Suggestion: To avoid damaging the O.D. of nut, use the tool specifically designed for this purpose. See TOOL REFERENCE.
9.With a punch and maul, peen the nut into the two milled slots of input shaft, using caution so as
not to distort O.D. of nut.
10.To facilitate proper reinstallation of the shift bar housing assembly on case, make sure mainshaft sliding-clutches are placed in the neutral position.
11.Reinstall the shift bar housing assembly, the front bearing cover and all other parts and assemblies previously removed, making sure to replace the gaskets used.
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 between the Low Range or “L” Port of slave valve and the Low Range Port of range cylinder housing. AIR received at this port moves the range piston to the rear and causes the auxiliary low range gear to become engaged.
WHILE IN HIGH RANGE, the 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.
C.If transmission fails to shift into LOW RANGE or is slow to make the range shift and the case is pressurized, see Check No. 7 of this section.
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 normal. Regulated air pressure should be 57.5 to 62.5 PSI.
DO NOT ADJUST SCREW AT BOTTOM OF REGULATOR TO OBTAIN CORRECT READINGS. The air regulator has been PREADJUSTED within the correct operating limits. Any deviation from these
limits, especially with |
regulators that |
have been |
in operation for some |
time, is likely to |
be caused |
by |
dirt |
or worn parts. If replacement or cleaning |
|
of |
the |
filter element does nothing to correct |
the |
air pressure readings, replace the complete |
as- |
||
sembly, |
as the air regulator is nonserviceable. |
||
4. 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 select HIGH RANGE. There should be NO AIR flowing from disconnected line. Return the gear shift lever to the neutral position. There should now be a steady flow of air from dis-
connected line. Select LOW RANGE to shut off air flow and reconnect air line.
C.If the air system does not operate accordingly, 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.
6. LOW RANGE OPERATION
With the gear shift lever in neutral, select HIGH RANGE and disconnect the 1/4” I.D. air line at the fitting on range cylinder housing. Make sure this line leads from the Low Range or “L” Port of slave valve.
A.When LOW RANGE is selected, a steady blast of air should flow from disconnected line. Select HIGH RANGE to shut off air flow.
B.Move the shift lever to a gear position and select LOW RANGE. There should be NO AIR flowing from disconnected line. Return the gear shift lever to the neutral position. There should now be a steady flow of air from disconnected line. Select HIGH RANGE to shut off air flow and reconnect air line.
C.If the air system does not operate accordingly, the slave valve or actuating components
of the shift bar housing assembly are defective.
7.RANGE CYLINDER (Refer to the following illustration.)
If any of the seals in the range cylinder assembly are defective, the range shift will be affected.
A.Leak at either O-ring A results in complete failure to make a range shift; steady flow of air from breather of slave valve in both ranges.
B.Leak at gasket B results in a steady flow of air to atmosphere while in HIGH RANGE.
C.Leak at O-ring C results in a slow shift to LOW RANGE; pressurizing of transmission case.
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 element should be cleaned at each oil change, or more often under high humidity conditions. Replace if necessary.
SLAVE VALVES
PISTON-TYPE |
PISTON-TYPE |
POPPET-TYPE |
\
Refer to the drawing for disassembly and reassembly of the piston-type slave valve assemblies. Should the pop- pet-type slave valve assembly prove to be defective, replace the complete assembly, as it is non-serviceable.
The actuating components used with these valve assemblies are non-interchangeable. Failure to use the correct plunger pin, spring, and alignment sleeve during installation on the transmission will cause hard shifting in Low Range gears.
AIR SYSTEM
RANGE VALVE A-3546
NOTE: This valve provides range selection ONLY. When equipped on 15-Speed Models, the dash-mounted Deep Reduction Valve is required to provide deep reduction selections.
OUTLET (BLACK AIR LINE)
Cut 6155-1/84
Removal and Disassembly |
Reassembly and Installation |
1.Disconnect the air lines and loosen clamp securing the valve to gear shift lever. Remove valve.
2.Remove the four screws to separate the front and
rear housings and |
remove the slide and two sets |
of position springs |
and balls. |
3.Remove the seal, insert valve O-ring and spring from rear housing.
4.If necessary, remove the two felt seals. Punch out the roll pin to remove the control knob from slide.
1 . Refer to the drawing for proper reassembly. Use a VERY SMALL amount of silicone lubricant on the O-rings to avoid clogging ports. A small amount of grease on the position springs and balls will help to hold them in place during reassembly.
2.Install the air lines with their sheathing and O- 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.
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