Eaton Transmission T-11605 Service Manual
Service Manual
Fuller Medium Heavy Transmissions
TRSM0200
October 2007
For parts or service call us
Pro Gear & Transmission, Inc.
1 (877) 776-4600
(407) 872-1901
parts@eprogear.com
906 W. Gore St.
Orlando, FL 32805
TABLE OF CONTENTS
Model Designations
Description
Specifications
Lubrication
Preventive Maintenance
Torque Recommendations
Timing
Precautions
Shifting Controls
Removal and Disassembly
Changing input Shaft
Reassembly and installation
Tool Reference
MODEL DESIGNATIONS
“T” = Twin Countershaft
“O” = Used as a letter, denotes Overdrive model
“11” x 100 = 1100 Ibs.-ft. torque capacity rating
“6” = Denotes “multi-mesh” gearing
“05” = Five forward speeds
“A”, “B”, etc. = Following numbers indicates a specific set
of ratios
Since the models in the T-11605 series are identical in construction,
references in this manual apply to all models unless stated otherwise. This includes models not listed above which may have other ratio combinations,
designated by letters following the numerals.
ADDITIONAL LITERATURE
The following additional literature is available for the transmissions covered
in this manual. Write: Marketing Communications, Eaton Corporation,
Transmission Division, North American Headquarters, P.O. Box 4013,
Kalamazoo, Michigan 49003. Phone: (616) 342-3344.
P-533 Illustrated Parts List
102 Trouble Shooting Guide
121
Lubrication Recommendations
16848 Shift Label T-1 1605
16849 Shift Label TO-1 1605
THE T-11605 SERIES TRANSMISSIONS
The New Generation T-11605 series transmissions,
like the proven T-905 series they supersede, are
designed with five forward speeds and one reverse
for medium to heavy duty on-highway vehicles. The
significant difference, however, is that most of the
coarse pitch conventional gearing of the T-905
series has been replaced by the fine pitch "multimesh" gearing of the New Generation Series.
Multi-mesh gearing means there are two or three
teeth per gear always in contact during torque
transfer, instead of just one or two as with conventional gearing. With reduced stress on individual
gear teeth, this multiple contact insures better
distribution of engine torque through a smoother,
less-nosier power flow that ultimately extends
gear and bearing life.
The twin countershaft design, which splits
torque equally between the two shafts to provide a
high torque capacity to weight ratio, remains unchanged. Because of torque splitting, each gear
set carries only half the load, greatly reducing the
face width of each gear. Only the countershaft
gears which mate with multi-mesh mainshaft
gears have been changed to the new gearing concept.
Another unique design feature, also unchanged
from the T-905 series, is the floating gear principle.
The mainshaft gears, when not engaged, "float"
between the countershaft gears, eliminating the
need for gear sleeves and bushings. Only the 1stspeed and reverse gears are of the conventional
gearing type. The remaining forward speed gears
of the mainshaft have been changed to the new
multi-mesh gearing concept.
2865
2857
Speed
5th
4th
3rd
2nd
1
St
Reverse
T-11605A
1.00
3.75
6.35
6.48
TO-11605A
.66
2.46 3.75
4.16
4.25
T-11605B
1.00 .86
1.16
2.04
6.35
6.48
TO-11605B
GEAR RATIOS
MODELS
TO-11605C
.85
1.00
1.80
3.32
6.12
6.03
1.00
1.75
3.23
5.46
5.57
T-11605C
1.00
1.18
2.12
3.90
7.20
7.09
GEAR CHART
T-11605D
1.00
1.31
2.05
3.23
5.46
5.57
TO-11605Dl T-11605M T-11605F
2.46 2.66 3.90
4.16
4.25 5.57
5.46
7.20
7.09
MODEL
T-11605A
TO-11605A
TO-11605B
TO-11605B
T-11605C
TO-11605C
T-11605D
TO-11605D
T-11605M
T-11605F
M.S. = MAINSHAFT
C.S. = COUNTERSHAFT
DRIVE
GEAR
40-T
19646
52-T
19168
40-T
19646
44-T
19166
40-T
19191
44-T
19636
44-T
19166
52-T
19168
44-T
19166
40-T
19191
C.S.
DRIVE
GEAR
75-T
19647
64-T
19167
75-T
19647
71-T
19164
78-T
19190
73-T
19637
71-T
19164
64-T
19167
71-T
19164
78-T
19190
M.S.
4TH
52-T
19171
40-T
19648
44-T
19182
40-T
19648
44-T
19634
40-T
19194
52-T
19171
44-T
19182
52-T
19171
50-T
19984
C.S.
4TH
64-T
19175
75-T
19649
71-T
19181
75-T
19649
73-T
19635
78-T
19186
64-T
19175
71-T
19181
64-T
19175
67-T
19985
M.S.
3RD
56-T
19612
56-T
19612
50-T
19620
50-T
19620
50-T
19620
50-T
19620
56-T
19612
56-T
19612
50-T
19620
50-T
19620
C.S.
3RD
44-T
19613
44-T
19613
46-T
19621
46-T
19621
46-T
19621
46-T
19621
44-T
19613
44-T
19613
46-T
19621
46-T
19621
M.S.
2ND
66-T
19177
66-T
19177
66-T
19177
66-T
19177
66-T
19177
66-T
19177
66-T
19177
66-T
19177
56-T
19624
66-T
19177
GEAR SHIFT PATTERN
C.S.
2ND
33-T
19178
33-T
19178
33-T
19178
33-T
19178
33-T
19178
33-T
19178
33-T
19178
33-T
19178
34-T
19625
33-T
19178
M.S.
1ST
44-T
19082
44-T
19082
44-T
19082
44-T
19082
48-T
15470
48-T
15470
44-T
19082
44-T
19082
44-T
19082
48-T
15470
C.S.
WITH
1ST
13-T
14720
13-T
14720
13-T
14720
13-T
14720
13-T
15475
13-T
15475
13-T
14720
13-T
14720
13-T
14720
13-T
15475
C.S.
WITH
REV.
11-T
14720
11-T
14720
11-T
14720
11-T
14720
11-T
15475
11-T
15475
11-T
14720
11-T
14720
11-T
14720
11-T
15475
2858
Shifting Diagram for
T-1 1605 Model Transmissions
2859
Shifting Diagram for
TO-1 1605 Model Transmissions
Clutch Release Mechanism—
Push-type clutches-single and
2-Plate – Clutch release bearing car-
rier, release bearing, extended front
bearing cover, release yoke, pedal
shafts and pedal adjusting arm furnished.
Pull-Type 2-Plate Clutches —
ing cover machined for clutch brake
furnished. Secure release yoke, pedal
shafts, and pedal adjusting arm from
clutch manufacturer.
Flat bear-
Torque Capacity—
Diesel engines up to 370 hp, 1150
Ibs.-ft. torque (1559 N.m).
Torque rating is to be used as a guide
and not as an approval. For an approval, submit complete vehicle specifications as outlined on Specification
Form No. 62-14.
Speedometer Drive—
Provision is made in the rear bearing
cover for the installation of speedometer gears and attachment of cable.
Power Take-Off–
Openings—SAE Standard.
Right Side—Regular duty type, 6-bolt,
short length.
Bottom—Heavy duty type, 8-bolt.
PTO Gears—
Right Side—45-tooth, 6/8 pitch gear.
Bottom—47-tooth, 6/8 pitch gear.
PTO Drive Gear Speeds—
Both openings, turning at engine
speed:
T-11605A, T-11605 B . . . . . . . . . . ...533
TO-11605A, TO-11605D . . . . . . . ...813
TO-11605B, T-11605D,
T-11605 M . . . . . . . . . . . . . . . . ...619
T-11605C, T-11605 F . . . . . . . . . . . ..513
TO-11605C . . . . . . . . . . . . . . . . . . ..603
Constant mesh type PTO required on
all overdrive models, both openings;
on T-11605C models, both openings;
and on T-11605B right side. (PTO gears
are conventional mesh, not multimesh.)
Reverse Light Switch—
Provision is made in the shift bar housing for the installation of a reverse light
switch.
Weight—
With Standard Controls, SAE No. 1
aluminum clutch housing, less clutch
release parts—
429 lbs. (195 Kg).
Oil Capacity–
Approximately 22 pints (10 Liters),
depending upon inclination of engine
and transmission.
Note: Fill to level of case filler opening.
Magnetic Oil Cleaners—
Two magnetic discs are installed in
bottom of case to catch and hold
metallic particles deposited in the oil.
PROPER LUBRICATION . . .
THE KEY TO LONG
TRANSMISSION LIFE
Proper lubrication procedures are the key to a good
all-round 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.
Oil is important, because here are some of the
things it must do:
■ Provide a protective film —To
protect surface of heavily loaded
parts such as gear teeth and
bearings, thus preventing metal
to metal contact which causes
scoring, scuffing and seizure.
Act as a coolant—To dissipate
heat.
Have sufficient fluidity—To
follow, coat and cushion all
loaded surfaces.
First 3,000 to
5,000 miles (4827 to 8045 Km)
Every 10,000 miles (16090 Km)
Every 50,000 miles (80450 Km)
First 30 hours Change transmission oil on new units.
Every 40 hours
Every 500 hours
Every 1,000 hours
Change oil filter element, if so equipped, at each oil change,
I
Heavy Duty Engine Oil
MIL-L-2104C or MIL-L-46152
Type
or API-SF or API-CD
Change transmission oil on new units.
Inspect Oil Level. Check for leaks.
Inspect oil level. Check for leaks.
Change transmission oil where severe dirt
Grade
(SAE)
50
40
30
conditions exist.
Change transmission oil
(Normal of off-highwav use).
Ambient
Temperature
Above 10°F.
Above 10°F.
Below 10°F.
I
I
I
I
I
I
I
Be chemically stable—To with-
stand heat and agitation with-
2823
out separation, gumming-up,
oxidizing or corroding.
Be non-foaming—To prevent excessive foam
and increased volume under severe conditions.
Be free of sediment and water—To prevent
sludge and rust.
Fuller Transmissions are designed so that the internal parts operate in a bath of oil circulated by the
motion of gears and shafts. Grey iron parts have
built-in channels where needed, to help lubricate
bearings 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.
Buy from a reputable dealer.
4.
Mineral Gear Oil with rust
and oxidation inhibitor
API-GL-1
Mild EP Gear Oil*
MI L-L-2105 or API-G L-4
I
Multipurpose Gear Oil*
MIL-L-2105B or MIL-L-2105C
or API-G L-5
*Mild EP gear oil or multi-purpose gear oil are not recommended when
lubricant operating temperatures are above 230°F (110°C).
Do not use oil additives, friction modifiers or synthetic lubricants.
Fahrenheit to Celsius: — 40°F = — 40°C
— 15°F = — 26°C
10°F = 12°C
70°F = 21°C
100°F = 38°C
90
80W
90
80W
85W140
80W140
90
80W90
80W
75W
Above 10°F.
Below 10°F.
10” F. to 100°F.
-15” F. to 70°F.
Above 10°F.
Above — 15°F.
10°F. to 100°F.
— 15° F. to 100°F.
— 15°F. to 70°F.
— 40°F.to —150°F.
I
I
2824
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.
2825
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 area 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 rear opening on single countershaft models; fill to level of both openings on twin
countershaft models.
The exact amount of oil will depend on the
transmission inclination and model. In every in-
stance, fill to the level of the filler opening.
Do not over fill—this will cause oil to be forced
out of the case through mainshaft openings.
Proper Lubrication Levels
Transmission Mounting Angle
Adding Oil
It is recommended that types and brands of oil not
be intermixed because of possible incompatibility.
Operating Temperatures
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 transmission.
Operating temperatures above 250°F increase the
lubricant’s rate of oxidation and shortens its effective life. When the transmission is operated inter-
mittently above 250” F, heavy duty engine oil pro-
vides the best oxidation resistance. 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 conditions are encountered.
2826
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 above chart 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 Important!
PREVENTIVE
MAINTENANCE
PREVENTIVE MAINTENANCE CHECK CHART
CHECKS WITHOUT PARTIAL
DISASSEMBLY OF CHASSIS OR CAB
1. Clutch Housing Mounting
a. Check all capscrews in bolt circle of clutch
housing for looseness.
2. 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 bush-
ings in bores and wear on shafts.
3. Clutch Release Bearing
a. Remove hand hole cover and check radial and
axial clearance in release bearing.
b. Check relative position of thrust surface of
release bearing with thrust sleeve on push
type clutches.
4. 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 Section.
b. Check PTO opening and rear bearing covers
for oil leakage due to faulty gasket.
5. Gear Lubricant
a. Change at specified service intervals.
b. Use only gear oils as recommended. See
Lubrication Section.
6. Filler and Drain Plugs
a. Remove filler plug and check level of lubri-
cant at specified intervals. Tighten filler and
drain plugs securely.
8. Gear Shift Lever Housing
Assembly
Remove the gear shift lever housing
a.
assembly from transmission.
b.
Check tension spring and washer for set and
wear.
Check the gear shift lever pivot or spade pin
c.
and pin slot for wear.
Check bottom end of gear shift Iever for wear
d.
and check slot of yokes and blocks in shift
bar housing for wear at contact points with
shift lever.
CHECKS WITH DRIVE LINE DROPPED
9.
Universal Joint Companion Flange or
Yoke Nut
a. Check for tightness. Tighten to recom-
mended torque.
CHECKS WITH UNIVERSAL JOINT
COMPANION FLANGE OR YOKE REMOVED
10. Splines on Output Shaft
a. Check for wear from movement and chuck-
ing action of the universal joint companion
flange or yoke.
11. Mainshaft Rear Bearing Cover
a. Check oil seal for wear.
12. Output Shaft
a. Pry upward against output shaft to check
radial clearance in mainshaft rear bearing.
7. Gear Shift Lever
a. Check for looseness and free play in housing.
If lever is loose in housing, proceed with
Check No. 8.
Correct torque application is extremely important to assure long transmission life and dependable perfor-
mance. Over-tightening or under-tightening can result in a loose installation and, in many instances, eventually cause damage to transmission gears, shafts, and/or bearings. Use a torque wrench whenever possible
to ensure proper ft.-lbs. ratings. Do not torque capscrews dry.
Recommended torque ratings, location, and thread sizes of capscrews and nuts incorporated into these
transmissions are provided on the following illustrations.
*With Aluminum Clutch Housing.
2861
I
TORQUE
--
(1)
OUTPUT
or
Yoke),
400-450 Ft.·Lbs., Oiled
RECOMMENDATIONS
SHAFT
NUT
(For
Companion Flange
at
Vehicle
Installation.
(4)
GEAR SHIFT LEVER HOUSING CAPSCREWS,
35·45 Ft.·Lbs.,
Encapsulated
318·16
Loctite.
Threads
Coated
with
1
COUNTERSHAFT REAR BEARING
(8)
CAPSCREWS, 1 1 35-45 Ft.-Lbs.,
(
35-45 Ft.·Lbs.,
\
318-16
Threads. \ /
~
A!l
I//?-!
\ft!_ . J
b::1
1'
l\
COVE~'
o
O
~
=====
~rt\\.
®
(~
~~
',
\LJ
l
~
~
~
\ I
·~1
\ R I
rl~'-
r.A~!~$_H_AfT
I
CAPSCREWS,
~
rilant.
~
II
~~
_j
REAR BEARING COVER
318-16
Threads.
(1) SPEEDOMETER HOUSING
PLUG,
35-75
Threeds, Use Hydraulic
Fl.·Lbs.,
13116-20
'
~\
§ \
(4) CLUTCH HOUSING
CAPSCREWS,
20-25 Ft.-Lbs.,
5116-18
(2)
REVERSE IDLER
25-35 Ft.-Lbs., Use Lockwashers.
HAND
HOLE COVER J
Threads.
SHAFT
LOCK
CAPSCREWS,J
I
(6)
SMALL
20-25
Encapsulated
P.
T.O.
Ft.-Lbs., 3i8-16 Threads Coated
COVER
Loctite.
I
l1)
THERMOCOUPLE PLUG,
40-50 Ft.-Lbs., % Pipe Threads.
CAPSCREWS,~
with
2862
PROPER TIMING PROCEDURES
FOR TIMING
FOR PROPER TIMING
Like other Fuller twin countershaft models, the
T-11605 series transmissions are “timed” at
assembly. Consequently, when the rebuilding of
these units is called for, it is essential that proper
timing procedures are carried out during reassembly and installation. Proper timing assures that the
countershaft gear teeth will come into contact with
the mating mainshaft gear teeth at the same time,
allowing the mainshaft gears to center on the mainshaft and split the load between the countershaft
gear assemblies. If improperly timed, however, the
mainshaft gears would climb out of equilibrium,
resulting in unequal tooth contact between
meshing gears that would lead to more serious
damage occurring to the transmission later.
By design, the timing of only one set of gears is
necessary—the drive gear set. It is a rather simple
procedure, consisting of marking the proper teeth
of the main and countershaft drive gears prior to installation of the complete assemblies in the case
and meshing those marked gear teeth during
assembly.
Carefully following the step-by-step procedures
given here should enable even the most inexperienced persons in transmission rebuilding to
successfully and properly time these units.
A. Marking countershaft drive gear teeth.
1. Prior to placing each countershaft assembly
into case, clearly mark on each drive gear the
gear tooth which is directly over the keyway
in gear. (See illustration A.) This tooth is
stamped with an “O” to aid identification.
B.c.Marking main drive gear teeth.
Mark any two adjacent teeth on the main
1.
drive gear.
2.
Mark the two adjacent teeth on the main
drive gear which are directly opposite the
first set marked. There should be an equal
number of teeth between the markings on
each side of gear. (See Illustration B.)
B. MAIN DRIVE GEAR TEETH
CORRECTLY MARKED
FOR TIMING
Meshing marked countershaft drive
gear teeth with marked main drive
gear teeth. (After installing main drive
gear and mainshaft assemblies, the
countershaft bearings are installed to
complete countershaft installation.)
1. When installing bearings on the left counter-
shaft, mesh the marked countershaft drive
gear tooth between two marked teeth on the
main drive gear. Repeat the procedure when
installing the right countershaft bearings.
(See Illustration C.)
COUNTERSHAFT DRIVE GEAR
A. TOOTH ON
DIRECTLY OVER
KEYWAY MARKED
C. COUNTERSHAFT DRIVE GEAR TEETH
MESHED WITH MAIN DRIVE GEAR TEETH
REMOVAL AND DISASSEMBLY
It is assumed in the detailed Removal and Disassembly instructions that the lubricant has been
drained from the transmission and the unit has
been removed from the chassis. Although the
removal of the gear shift lever housing assembly is
included in the Shifting Controls Section, this
assembly must first be removed from the transmission before removing unit from the vehicle.
FOLLOW EACH PROCEDURE CLOSELY IN EACH
SECTION, MAKING USE OF BOTH THE TEXT AND
PICTURES.
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, countershafts,
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.
INSPECTION
3. SNAP RINGS — Remove snap rings with pliers
designed for this purpose. Snap rings removed in
this manner can be reused.
4. INPUT SHAFT — The input shaft can be removed
from transmission without removing the countershafts, mainshaft, or drive gear. Special procedures
are required and provided in the Changing Input
Shaft Section of this manual.
5. CLEANLINESS — Provide yourself with 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 DRIVING — 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.
Before reassembling the transmission, the individ-
ual parts should be carefully checked to eliminate
those which should not be reused due to abnormal
or excessive wear or damage. This inspection procedure should be carefully followed to insure the
continued performance and renewed life of the
rebuilt unit with the genuine Fuller parts used.
Since the cost of a new part is generally a small
fraction of the total cost of downtime and labor, the
reuse of a questionable part which could lead to ad-
ditional repairs at a later date is not advisable. With
consideration also given to the unit’s history,
mileage, application, etc., good judgment stemming from product knowledge and experience can
be used in determining the reuse or replacement of
any transmission part.
The recommended inspection procedures are
provided in the following check list:
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 spalIed.
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 for damaged case bores. If
bearing outer races spin freely in the bores, the case
should be replaced.
B. GEARS
1. Check gear teeth for frosting and pitting. Frosting
of gear tooth faces present little or no threat of
transmission failure. Often in continued operation
of the unit, frosted gears will “heal” themselves 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 are destructive
and 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 condi-
tions.
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 on mainshaft forward
speed gears, .005” minimum on reverse gear.
INSPECTION (Cent’d.)
C. SPLINES
1. Check splines on all shafts for wear. If sliding
clutch gears, companion flange, or clutch hub have
worn into the sides of the splines, 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 bearing sleeves for 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 doing either A.C. or D.C. welding,
however, never place the ground so as to allow current to pass through the transmission.
G. CLUTCH RELEASE PARTS
1. Check clutch release parts. Replace yokes worn
at cam surfaces and bearing carrier worn at contact
pads.
2. Check pedal shafts. Replace those worn at bearing surfaces.
L GEAR SHIFT LEVER HOUSING
ASSEMBLY
1. Check spring tension on shift lever. Replace ten-
sion spring and washer if lever moves too freely.
2. If housing is disassembled, check pivot or 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 mainshaft 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.
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 re-wire those found loose.
4. If housing has been disassembled, check neutral
notches of shift bars for wear from interlock balls.
Bars indented at points adjacent to the neutral
notch should be replaced.
M. FRONT BEARING COVER
1. Check inside hub of front bearing cover for wear
caused by backing off of drive gear bearing nut.
N. O= RINGS
1. Check all O-rings for cracks or distortion.
Replace if worn.
REASSEMBLY AND INSTALLATION
Since it is important that dirt and other foreign
materials be kept out of the unit during reassembly,
make sure the interiors of the case and housing are
thoroughly cleaned before rebuilding begins. Dirt is
an abrasive and can damage polished surfaces of
bearings and washers.
Use the following precautions during reassembly
and installation:
1. GASKETS — Use new gaskets throughout the
transmission as it is being rebuilt. Make sure all
gaskets are installed, as omission of any gasket
can result in oil Ieakage or misalignment of bearing
covers.
2. CAPSCREWS — TO prevent oil leakage, use
thread sealant on all capscrews. For recommended
torque ratings, see Torque Recommendations
Section.
3. O-RINGS — Lubricate all O-rings with silicone
lubricant.
4. ASSEMBLY — Refer to the illustrations provided
in the Removal and Disassembly Section 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 forward
speed gears; .005” minimum for mainshaft reverse
gear.
7. BEARINGS — Use of flange-end bearing drivers
are recommended for the installation of bearings.
See Tool Reference Section for specific tool recom-
mendations. These special drivers apply equal
force to both bearing races, preventing damage to
balls and races while maintaining correct bearing
alignment with bore and shaft.
8. UNIVERSAL JOINT COMPANION FLANGE OR
YOKE — Pull the companion flange or yoke tightly
into place with the mainshaft nut, using 450-500
foot-pounds of torque. Make sure the speedometer
gear has been installed on yoke. If a speedometer
gear is not used, a replacement spacer of the same
width must be installed. Failure to pull the compan-
ion flange or yoke tightly into place will permit the
output shaft to move axially with resultant damage
to the rear bearing.
I. GEAR SHlFT LEVER HOUSING ASSEMBLY
OLD STYLE
NEW STYLE
1. Install the spade pin or pivot pin, nut and washer
in the bore in the housing. If previously removed,
install the O-ring in the groove.
2.
Secure the housing in a vise and use a large
screwdriver to twist between the spring and side
of the housing, forcing the spring from under the
three lugs. Do one coil at a time. Remove the
spring.
3.
Remove the washer and gear shift lever from
housing once the rubber boot and ball grip have
been removed from lever.
4.
Remove the spade pin or pivot pin, nut and
washer from the bore in the housing. If
necessary, remove the O-ring from the housing.
B. Reassembly
1.
Install the spade pin or pivot pin, nut and
in the bore in the housing. If previously re
install the O-ring in the groove.
washer
moved,
4. Remove assembly from vise
rubber boot over the gear
against neck of housing.
and install the
shift lever and
2.
With the gear shift lever positioned in housing
by spade or pivot pin in lever ball slot. install
the tension spring washer over
with dished-side up.
3.
Seat the tension spring under the lugs in the
housing, seating one coil at a time. Use of a
spring driving tool is recommended.
the lever ball
5. Install ball grip on shift lever.
NOTE: For detailed installation instructions of gear
shift lever housing assembly on shift bar housing
assembly, see Reassembly and Installation Sec-
tion, Part III-B, of this manual.
Il. SHIFT BAR HOUSING ASSEMBLY
A. Removal and Disassembly
1. Turn out the attaching capscrews.
2. Jar to break the gasket seal and lift the shift
bar housing from transmission.
NOTE: During disassembly, lay all parts on a clean
bench in the order in which they are removed to
facilitate reassembly. Keep bars not being removed
in the neutral position or interlock parts will lock
bars.
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