Gear Chart for Part Numbers.............................................................................................................26
DESCRIPTION
CUTAWAY OF FIVE SPEED
TWIN-COUNTERSHAFT TRANSMISSION
2
MODEL DESIGNATIONS
MODEL DESIGNATIONS
=Twin Countershaft Type
T
=Used as a letter, denotes overdrive model
O
=900 lbs. ft. capacity rating
09
=Five speeds
05
“A”, “B”. etc.
=Following numbers indicates a specific set of ratios
Since the models in the T-905 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 ration combinations, designated by letters following the numerals.
PART NUMBERS SHOWN IN THIS MANUAL ARE SUBJECT TO CHANGE AND APPLY ONLY AT TIME OF PRINTING.
3
DESCRIPTION
The T-905 model transmissions have five forward speeds and one reverse speed, and
are designed for heavy duty vehicles. These models are of twin countershaft design
which divides the torque equally between shafts and gears, providing a high capacity to
weight ratio.
The countershafts, identical except for the PTO gears, are short and bearings are of a
relative low capacity due to the split torque principle. All gears have spur type teeth.
The mainshaft floats free, receiving only minor radial loads. Mainshaft vertical displacement to conform to clutched gear position is allowed by rod-like springs which resist
float to right or left.
The mainshaft gears are not jounalled to the mainshaft, but are
located axially by washers and held in position by rotation of the
countershaft gears; this eliminates the need for bushings and
sleeves. Because of equal tooth loading on each side of gear,
pressure is reduced and gear face width can be narrowed. Gears
are clutched by internal splines in hubs of gears. The sliding
clutch gears with short, conical clutching teeth provide shorter
and easier shifts.
The input shaft and drive gear are not integral, thus they can be
changed individually.
4
DESCRIPTION
5
SPECIFICATIONS
SPECIFICATIONS
SPEEDOMETER DRIVE
GEAR RATIOS
T-905AT-905BTO-905ATO-905B
Fifth
Fourth
Third
Second
First
Reverse
1.001.000.650.86
1.541.161.001.00
2.382.041.541.76
3.753.752.443.23
6.356.354.125.47
6.486.484.215.58
SEE PAGE 68
Clutch Release Mechanism
Clutch release bearing carrier, release bearing, extended
front bearing cover, release yoke and pedal shafts furnished with transmission for use with single or two plate,
push type clutches. Flat type front bearing cover furnished for use with single or two plate, pull type clutches.
Power Take-Off
Openings
Bottom: SAE standard heavy-duty type, short length.
Right Side: SAE standard regular-duty type, short
length.
Provision is made in the rear bearing cover for the installation of speedometer gears and the attachment of cable.
MAGNETIC OIL CLEANERS
Two magnetic discs are installed in bottom of case to
catch and hold metallic particles deposited in the oil.
OIL CAPACITY
Approximately 22 pints, depending on inclination of
transmission and engine. Twenty-two pints is a zero
degree measurement.
Nominal torque rating
Clutch housing size
Weight, with grey iron case
Length
From face of clutch housing to rear shoulder
of mainshaft27-19/32 inches
From face of clutch housing to front of
companion flange hub
900 foot-pounds
SAE No. 1 or 2
478 pounds
24-23/32 inches
PTO Drive Gear
Bottom: A 47-Tooth, 6/8 pitch gear on the left counterhshaft.
Right Side: A 45-Tooth, 6/8 pitch gear on the right
countershaft.
PTO Drive Gear Speeds
Both turning at .533 engine speed on T-905A and T905B models; and at .820 engine speed on TO-905A,
and .619 on TO-905B models.
6
SPECIFICATIONS (SHIFTING DIAGRAMS)
Shifting Diagram for T-905 Model Transmissions
Shifting Diagram for TO-905 Model Transmissions
7
LUBRICATION
Proper lubrication procedures are the key to a good allround 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.
LUBRICATION CHANGE AND INSPECTION
HIGHWAY USE
First 3,000-5,000 miles
(4827 - 8045 Km)
Every 5,000 miles
(8045 Km)
Every 50,000 miles
(80,450 Km)
First 30 hoursChange transmission oil on new units.
First 40 hoursInspect oil level. Check for leaks.
Change transmission oil on new units.
Inspect oil level. Check for leaks.
Change transmission oil.
OFF-HIGHWAY
•Have sufficient fluidity - to follow, coat and cushion
all loaded surfaces.
•Be chemically stable - to withstand heat and agitation without 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.
Every 500 hoursChange transmission oil where severe
Every 1,000 hoursChange transmission oil (Normal off-
Change Oil Filter Element, If So Equipped, At Each Oil Change.
RECOMMENDED LUBRICANTS
TYPEGRADETEMPERATURE
Heavy Duty Engine Oil MIL-L2104C, or MIL-L-46152, or
API-SE, or API-CC
Mineral Gear OilSAE 90
Heavy Duty Engine Oil MIL-L2104C, or MIL-L-46152, or
API-SE, or API-CC
Special Recommendation - For extreme cold weather where
temperature is consistently below 0°F.
Heavy Duty Engine Oil MIL-L2104C, or MIL-L-46152, or
API-SE, or API-CC
dirt conditions exist.
highway use).
ON-HIGHWAY VEHICLES
SAE 50 or
SAE 40
SAE 30
SAE 80W
OFF-HIGHWAY
SAE 50 or
SAE 40
SAE 30
SAE 20WBelow 0°F.
Above + 10°F.
(-12.5°C.)
Below + 10°F.
Above + 10°F.
Below + 10°F.
Above + 10°F.
Below + 10°F.
(-18°C.)
4.Buy from a reputable dealer.
Miscellaneous Lubricants
O-Rings and Surfaces - Dowing Corning #200 Silicone,
30,000 Centistokes. Union Carbide L-45 Silicone, 30,000
Centistokes.
8
Lubrication
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.
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; fell to level of
both openings on twin countershaft models.
The exact amount of oil will depend on the transmission
inclination and model. In every instance, 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.
External cooler kits are available to keep the transmission
operating temperature under 250°F. when the conditions
described above are encountered.
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).
Adding Oil
It is recommended that types and brands of oil should
not be intermixed because of possible incompatibility.
Operating Temperature
It is important that the transmission operating temperature does not exceed 250°F. (120°C.) for an extended
period of time. Operating temperatures above 250°F. will
cause breakdown of the oil and shorten transmission life.
The following conditions in any combination can cause
operating temperatures of over 250°F: (1) Operating consistently at roadspeeds under 20 MPH, (2) High engine
RPM, (3) High ambient temperature, (4) Restricted air
flow around transmission, (5) Exhaust system too close
to transmission, (6) high horsepower, over-drive operation. High operating temperatures may require more frequent oil changes.
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 angel, then 8 degrees (or 14 percent of grade) is equal to the limit of 12 degrees. If you
have a 0 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 ½”
below the filler plug hole reduces the degree of grade by
approximately 3 degrees (5.5)
PROPER LUBRICATION LEVELS ARE IMPORTANT!
9
CONVERSION TO OVERDRIVE
TO CONVERT FROM T-905A To
TO-905A, or T-905B to TO-905B
To convert from a T-905A or T-905B to an overdrive
model TO-905A or TO-905B the 4th speed gear on the
mainshaft and mating gears, one on each countershaft,
are interchanged with the main drive gear and mating
countershaft drive gears.
The transmission must be completely disassembled as
the countershaft gears must be removed and interchanged.
Extra parts, other than gaskets are not needed to make
the conversion. A new drive gear bearing nut may be
needed as this part may be damaged during removal.
10
SPECIAL PROCEDURE FOR CHANGING THE CLUTCH (INPUT) SHAFT
In some case it may be necessary to remove only the
input shaft due to clutch wear on the splines. In these
cases, the input shaft can be removed without disassembling the transmission other than removing the shift bar
housing. Removal of the clutch housing is optional. The
following is the detailed procedure:
Disassembly
1.Remove the gear shift lever housing and shift bar
housing from transmission.
2.Remove the front bearing cover.
3.Remove the drive gear bearing nut.
4.Move the 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, remove the snap ring from ID of
drive gear.
7.Peen nut into milled slot in shaft.
8.Re-install front bearing cover, shifting bar housing
and gear shift lever housing.
NOTE:The above instructions are for changing the
input shaft only. To change the drive gear,
removal of the mainshaft and countershaft
bearings is necessary.
7.Pull the input shaft forward and from splines of drive
gear.
Reassembly
1.Install new input shaft into splines of drive gear just
far enough to expose snap ring groove in ID of drive
gear.
2.Install snap ring in ID of drive gear.
3.Install spacer on shaft.
4.IMPORTANT - To prevent damaging the front quill
when installing bearing, move the 4th & 5th speed
sliding clutch gear forward to contact end of input
shaft in hub of drive gear. Block between rear of sliding clutch and front of the 4th speed gear. When
installing bearing this will hold input shaft away from
quill.
5.Install drive gear bearing on shaft and into case bore,
making sure blocking remains in place.
6.Remove blocking from mainshaft and install the
drive gear bearing nut, left-hand thread. Use Loctite
sealant on threads of nut and shaft.
11
DISASSEMBLY PRECAUTIONS
GENERAL PRECAUTIONS FOR DISASSEMBLY
Important: Read this section before starting the detailed disassembly procedures.
It is assumed in the detailed disassembly instructions
that the transmission lubricant has been drained and the
transmission has been removed from the chassis.
Removal of the gear shift lever housing assembly is
included in the detailed instructions; however, this
assembly must also be removed from transmission
before removing unit from vehicle.
Follow each procedure closely in each section, making
use of both the text and pictures.
1.BEARINGS - Carefully wash and relubricate all bearings as removed and protectively wrap until ready
for use. Remove bearings with pullers designed for
this purpose.
2.SNAP RINGS - Remove snap rings with pliers
designed for this purpose. Rings removed in this
manner can be reused.
3.INPUT SHAFT - The clutch or input shaft can be
removed without removing the countershafts or
mainshaft (Refer to Page 11).
4.CLEANLINESS - Provide a clean place to work. It is
important that no dirt or foreign material enters the
unit during repairs. The outside of the unit should be
carefully cleaned before starting the disassembly.
Dirt is abrasive and can damage bearings.
5.WHEN DRIVING - Apply force to shafts, housings,
etc., with restraint. Movement of some parts is
restricted. Do not apply force after the part being
driven stops solidly. Use soft hammers and bars for
all disassembly work.
12
DETAILED DISASSEMBLY INSTRUCTIONS
DETAILED DISASSEMBLY INSTRUCTIONS
A. To Remove and Disassemble the Gear Shift Lever
Housing Assembly
1.Turn out the four capscrews and lift the gear
shift lever housing, or remote control housing,
from the shifting bar housing (See Illustration
1).
2.Remove the ball grip and rubber dust cover
from the gear shift lever.’
3.Mount the assembly in a vise with the large bottom opening upwards.
4.Free the tension spring by twisting a heavy
screwdriver between spring and housing, forcing spring from its seat in housing (See Illustration 2).
#1 - Lifting gear shift lever housing from shifting bar
housing.
5.Remove the tension spring from housing.
6.Withdraw the tension spring washer and gear
shift lever out through bottom housing (See
Illustration 3).
7.Remove nut and lockwasher from pivot pin.
8.Remove pivot pin by forcing it inward and
through wall of housing.
#2 - Removing the gear shift lever tension spring from
under lugs cast in housing.
#3 - Removing washer and gear shift lever from housing.
13
DISASSEMBLY
#4 - Lifting the shifting bar housing from transmission.
#5 - Removing shifting bar tension springs.
#7 - Removing interlock pin from neutral notch in the 2nd
& 3rd speed shifting bar.
#8 - Two interlock balls are located in front boss, one
between each bar.
I#6 - Pulling the 4th-5th speed shifting bar from housing.
#9 - Turning companion flange nut from output shaft.
14
DISASSEMBLY
B. To Remove the Shifting Bar Housing Assembly
1.Turn out the attaching capscrews.
2.Jar to break the gasket seal and lift the shifting
bar housing from transmission (See Illustration
#4).
C. To Disassemble the Shifting Bar Housing Assembly
NOTE: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.
1.Turn out the two capscrews and remove the tension spring cover from top of housing.
2.Remove the three tension springs from bores in
housing (See Illustration #5).
3.Tilt housing and remove the tension balls
installed under the springs.
4.Place the housing in a vise with the left side up;
the long bar will be at the bottom.
D. To Remove the Companion Flange or Yoke
1.Lock the mainshaft by engaging two speeds
with the mainshaft sliding clutch gears.
2.Turn the elastic stop nut from the output shaft
(See Illustration #9).
3.Pull the flange or yoke from splines of the
tailshaft.
E. To Remove and Disassemble the Rear Bearing
Cover Assembly
1.Turn out the attaching capscrews from the rear
bearing cover.
2.Pry the bearing cover evenly to the rear to
unseat from tailshaft bearing (See Illustration
#10).
5.Cut lockwire and remove lockscrews from each
bar just prior to its removal.
6.Move the top, 4th-5th speed shifting bar to the
front and out of housing, removing shifting yoke
from bar (See Illustration #6).
7.Move the center, 2nd-3rd speed shifting bar to
the front and out of housing, removing the shifting yoke from bar. As the neutral notch in bar
clears housing boss, remove the small interlock
pin from bore in neutral notch (See Illustration
#7).
8.Move the bottom, 1st-Reverse speed shifting
bar to the front and out of housing, removing
the shifting yoke and block from bar.
9.Two interlock balls will fall from interlock ball
opening in front boss as the last bar is removed
(See Illustration #8).
#10 - Prying rear bearing cover evenly to rear.
3.Remove the bearing cover from tailshaft (See
Illustration #11).
4.Remove the speedometer gear, or replacement
spacer, and the bearing washer from tailshaft or
from cover.
5.Pull the outer bearing from tailshaft. (This bearing may remain in cover; in this case, move the
bearing evenly forward and from cover) See
Illustration #12.
6.Remove the oil seal from cover if necessary.
15
DISASSEMBLY
#11 - Removing rear bearing cover from tailshaft.
#12 - Pulling the tailshaft outer bearing.
#15 - Removing tailshaft from case bore. Start assembly
to the rear by prying evenly against bearing snap ring.
#13 - Removing capscrews from flat keys.
#14 - Removing flat keys from tailshaft. These keys maintain relative position of mainshaft to tailshaft.
#16 - Removing key spacer ring from tailshaft.
#17 - Turning bearing nut from tailshaft, left-hand thread.
16
DISASSEMBLY
F.To Remove and Disassemble the Tailshaft Assem-
bly
1.Cut lockwire and turn out the two 5/16” capscrews from the two flat keys (See Illustration
#13).
2.Remove the two flat keys from bores in tailshaft.
These keys maintain the position of the mainshaft in relation to tailshaft (See Illustration
#14).
3.Move the tailshaft evenly to the rear and from
case bore. Moving the mainshaft assembly to
the rear will start moving tailshaft from bore
(See Illustration #15).
4.Remove the splined coupling gear from mainshaft, or from pocket in tailshaft.
5.Turn out the 5/16” capscrews and remove the
key spacer ring from tailshaft (See Illustration
#16).
6.Remove the bearing nut from tailshaft, left-hand
thread (Illustration #17).
G. To Remove the Clutch Housing
NOTE:The clutch housing can be removed at any
time during transmission disassembly. However, it must be removed BEFORE the two
countershafts can be removed.
1.Remove the clutch release mechanism if the
transmission is so equipped.
2.Turn out the four bolts and remove the six nuts
and lockwashers from studs at front of case
(See Illustration #18).
3.Break gasket seal and pull clutch housing from
case (See Illustration #19).
7.Press the front bearing from tailshaft.
#18 - Turning attaching bolts from clutch housing.
#19 - Removing clutch housing from case.
17
DISASSEMBLY
#20 - Removing snap ring from ID of the mainshaft
reverse gear.
#21 - Removing lockplate from left reverse idler shaft.
#23 - Removing left reverse idler gear and the two thrust
washers from case.
#24 - Removing rear bearing cover from right countershaft.
#22 - Removing left reverse idler shaft with impact puller.
#25 - Removing bearing retainer plat from front of right
countershaft.
18
DISASSEMBLY
H. To Remove the Left Reverse Idler Gear
NOTE:The left reverse idler gear must be removed in
order to remove the mainshaft assembly.
1.Move the mainshaft assembly forward as far as
possible and the mainshaft reverse gear to the
rear against case.
2.Remove the snap ring from ID of the mainshaft
reverse gear (See Illustration #20).
3.Move the 1st-Reverse sliding clutch gear and
the reverse gear as far forward as possible on
the mainshaft.
4.Turn out capscrew at rear of transmission and
remove the lock plate from slot in the idler shaft
(See Illustration #21).
5.Use impact puller to withdraw the idler shaft
from case (See Illustration #22).
6.Remove the reverse idler gear and the two
thrust washers from case (See Illustration #23).
7.Remove inner race of bearing from gear bore.
8.Press needle bearing from gear bore.
4.Use puller to remove rear bearing from shaft. A
snap ring can be installed in rear bearing groove
to facilitate pulling if groove type puller is not
available (See Illustration #27).
5.Use soft bar and mall to move right countershaft
forward to partially unseat front bearing (See
Illustration #28).
6.Remove front bearing from countershaft (See
Illustration #29).
9.Remove plug from idler shaft if necessary.
I.To Remove Bearings from Right Countershaft
NOTE:In order to remove the mainshaft assembly it
will be necessary to move the right countershaft by removing bearings.
1.Turn out capscrews and remove rear bearing
cover from right countershaft (See Illustration
#24).
2.Cut lockwire, turn out the two capscrews and
remove bearing retainer plate from front of right
countershaft (See Illustration #25).
3.Use soft bar and mall to move the right countershaft to the rear until snap ring groove in rear
bearing is exposed. Do not unseat shaft from
front bearing (See Illustration #26).
#26 - Moving right countershaft to the rear to expose rear
bearing. DO NOT UNSEAT FRONT BEARING FROM
SHAFT.
#27 - Pulling rear bearing from right countershaft.
19
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