service manual - roadranger

Fuller® Heavy Duty Transmissions

Service ManualFuller Heavy Duty Transmissions

TRSM0515

October 2007

More time on the road ®

TABLE OF CONTENTS

FOREWORDMODEL DESIGNATIONS AND SPECIFICATIONSLUBRICATIONOPERATION

10-SPEED MODELS15-SPEED MODELS

P O W E R F L O WT I M I N GTORQUE RECOMMENDATIONSTOOL REFERENCEPREVENTIVE MAINTENANCEPRECAUTIONS

DISASSEMBLYINSPECTIONR E A S S E M B L Y

CHANGING INPUT SHAFTAIR SYSTEM

RANGE SHIFT AIR SYSTEM: ALL MODELSDEEP REDUCTION AIR SYSTEM: 15-SPEED MODELS AIR SYSTEM SCHEMATICS

DISASSEMBLY AND REASSEMBLY-SHIFTING CONTROLSAIR SYSTEMGEAR SHIFT LEVER HOUSING ASSEMBLYSHIFT BAR HOUSING ASSEMBLY

REMOVAL-COMPANION FLANGE, AUXILIARY SECTION AND CLUTCH HOUSI NGDISASSEMBLY-AUXILIARY SECTION (10-SPEED MODELS)REASSEMBLY-AUXILIARY SECTION (10-SPEED MODELS)DISASSEMBLY-AUXILIARY SECTION (15-SPEED MODELS)REASSEMBLY-AUXILIARY SECTION (15-SPEED MODELS)DISASSEMBLY-FRONT SECTIONREASSEMBLY-FRONT SECTIONINSTALLATION-COMPANION FLANGE, AUXILIARY SECTIONINSTALLATION-SHIFTING CONTROLS

SHIFT BAR HOUSING ASSEMBLYGEAR SHIFT LEVER HOUSING ASSEMBLYA I R S Y S T E M

A N D C L U T C H H O U S I N G

FOREWORDThis manual is designed to provide detailed infor-mation necessary to service and repair the Fuller®

Transmissions listed on the cover.As outlined in the Table of Contents, the manual

is divided into 3 main sections:a. Technical information and referenceb. Removal, disassembly, reassembly and

installationc. Options

The format of the manual is designed to befollowed in its entirety if complete disassembly andreassembly of the transmission is necessary. But ifonly one component of the transmission needs tobe repaired, refer to the Table of Contents for thepage numbers showing that component. For exam-ple, if you need to work on the Shift Bar Housing,you will find instructions for removal, disassemblyand reassembly on page 44. Instructions for instal-lation are on page 125. Service Manuals, IllustratedParts Lists, Drivers Instructions, Driver Training

Programs and other forms of product service infor-mation for these and other Fuller Transmissions areavailable upon request. A Technical Literature OrderForm may be found in the back of this manual. Youmay also obtain Service Bulletins, detailing informa-tion on product improvements, repair proceduresand other service-related subjects by writing to thefollowing address:

EATON CORPORATIONTRANSMISSION DIVISIONTechnical Service DepartmentP.O. Box 4013Kalamazoo, Michigan 49003(616) 342-3344

I IEvery effort has been made to ensure the accuracy of all information in this brochure. However, Eaton Transmission Division makes no expressedor 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 DESIGNATIONSAND SPECIFICATIONSNomenclature:

RTOF-11610

.

IMPORTANT: All Fuller Transmissions are identi-fied by model and serial number. This informationis stamped on the transmission identification tagand affixed to the case.DO NOT REMOVE OR DESTROY THE TRANS-MISSION IDENTIFICATION TAG.

10-Speed Transmissions (On-Highway):Relative Speed

Gear Ratios PTO Gear 1 2No To Input R. PM. Length Weight Oil Cap

Models Spds 1 St 2nd 3rd 4th 5th 6th 7th 8th 9th 10th Reverse Right Bottom In Lbs. Pints

RT-11610 10 9 9 6 7 6 3 5 9 0 4.54 3 5 7 2 7 9 2 1 4 1 65 1.27 1 00 2.76/9.84 696 .696 28.9 620 26(F)RTO-11610 10 7 8 3 6.00 463 357 280 219 1.68 1 30 1.00 78 2.16/7.73 885 885 28.9 620 26(F) (X)

RT-12610 10 9 9 6 7 6 3 5 9 0 4 5 4 3.57 2.79 2.14 1 65 1,27 1 00 2.76/9.84 696 .696 28.9 685 26(F) (X)RTO-12610 10 7.83 6.00 4 6 3 3 5 7 2 8 0 2 1 9 1 68 1 30 1,00 78 2.16/7.73 885 885 2 8 9 685 26(F) (X)RT-14610 10 9 9 6 7 6 3 5 9 0 . , 5 4 3 5 7 2 7 9 2 1 4 1 6 5 1,27 1 0 0 2.76/9.84 .696 696 29.5 697 26(F)

RTO-14610 10 7 8 3 6.00 4 6 3 3 5 7 2 8 0 2.19 1 68 1 30 1 00 78 2.16/7.73 885 885 29.5 697 26

See Chart Notes.

15-Speed Transmissions (On/Off-Highway):Relative Speed

Gear Ratios PTO Gear 1 2No To Input R. PM. Length Weight

Models Spds. 1 St 2nd 3rd 4th 5th 6th 7th 8th 9th 10thOil Cap.

Reverse Right Bottom In, Lbs. Pints

RT-11615 15 9.96 7.63 5 9 0 4.54 3 5 7 2.79 2 1 4 1 65 1.27 1 00 2.76/9 84 .696 696 32.1 670 28(F) 14.88 1140 881 6 7 8 5 3 3 1469

RTO-11615 15 7 8 3 6 0 0 4 6 3 3.57 2 8 0 2 1 9 1 68 1 30 1 0 0 78 2.16/7 73 .885 885 321 670 28(F) (X) 1169 8 9 6 6 9 2 5 3 3 4,19 11.54

RT-14615 15 9.96 7,63 5 9 0 4.54 3.57 2 7 9 2.14 1 65 1.27 1.00 2,76/9 84 696 696 33.6 779 30(F) (X) 1552 11.89 9 1 9 7.08 5.56 15.33

RTO-14615 15 7.83 6 0 0 4.63 3 5 7 2.80 2.19 1.68 1.30 1 00 .78 2.16/7.73 .885 885 33.6 779 30(F) (X) 1220 9.35 7 2 2 5 5 6 4.37 12,04

RT-15615 15 9 9 6 7.63 5 9 0 4 5 4 3 5 7 2 7 9 2 1 4 1 65 1 27 1 00 2.76/!3.84 696 .696 3 3 6 792 30(F) (X) 1552 11.89 9 1 9 7 0 8 5 5 6 1533

RTO-15615 15 7.83 6.00 4 6 3 3 5 7 2.80 2.19 1.68 1.30 1 00 .78 2.16/7.73 885 .885 33.6 792 30(F) (X) 12.20 9.35 7.22 5.56 4,37 1204

CHART NOTES:Lengths measured from face of clutch housing to front bottoming surface of companion flange or yoke.Weights include SAE No. 1 cast iron clutch housing and standard controls (control valve, gear shift lever andhousing assembly, and air lines), less clutch release parts. For information on available clutch housings, re-fer to Publication FUL-140–” Clutch Housing Chart.” All weights are approximate.Oil Capacities are approximate, depending on inclination of engine and transmission. Always fill transmis-sion with proper grade and type of lubricant to level of filler opening. See LUBRICATION.

LUBRICATIONProperLubrication . . .

Fahrenheit(Celsius)Ambient

Temperature

the Key to longtransmission lifeProper lubrication procedures are the key to agood all-around maintenance program. If theoil is not doing its job, or if the oil level isignored, all the maintenance procedures in theworld are not going to keep the transmissionrunning or assure long transmission life.

Eaton® Fuller® Transmissions are designedso that the internal parts operate in a bath ofoil circulated by the motion of gears and shafts.

Thus, ail parts will be amply lubricated ifthese 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

HIGHWAY USE—Heavy Duty and Mid-Range

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

Every 10,000 miles Check fluid level(16090 Km) Check for leaks

Heavy Duty Highway Change Interval

Every 250,000 miles Change transmission(402336 Km) fluid,

Mid-Range Highway Change Interval

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

I OFF-HIGHWAY USE

First 30 hours Factory fill Initial drain,

Every 40 hours Inspect fluid level Check for leaks

I Every 500 hours Change transmission fluid wheresevere dirt conditions exist.

I Every 1,000 hours Change transmission fluid(Normal off-highway use),

Heavy Duty Engine Lubricant orMineral Gear Lubricant

I HIGHWAY USE

I First 3,000 to 5,000 miles Factory fill(4827 to 8045 Km) Initial drain.

I Every 10,000 miles Inspect Iubricant level,(16090 Km) Check for leaks,

I Every 50,000 miles Change transmission(80450 Km) lubricant,

I OFF-HIGHWAY USE

First 30 hours Change transmission lubricant on new units

Every 40 hours Inspect Iubricant level Check for leaks

Every 500 hours Change transmission Iubricant wheresevere dirt conditions exist.

Every 1,000 hours Change transmission Iubricant(Normal off-highway use),

Change the oil filter when fluid or lubricant is changed.

Recommended Lubricants

GradeType (SAE)

Eaton® Roadranger®

CD50 TransmissionFluid 50 All

Heavy Duty Engine 011MI L-L-2104B C or D or 50 Above 10oF(-12oC.)API-SF or API-CD 40 Above 10oF(-12oC.)

(Previous API designations 30 Below 10oF(-12oC.)acceptable)

Mineral Gear 011 with rust 90 Above 10oF(-12oC.)and oxidation Inhibitor 80W Below 10oF(-12oC.)API-GL-1

The use of mild EP gear oil or multi-pur-pose gear oil is not recommended, but ifthese gear oils are used, be sure to adhere tothe following limitations:

Do not use mild EP gear oil or multi-pur-pose gear oil when operating temperatures areabove 230°F (110oC). Many of these gear oils,particularly 85W140, break down above 230°Fand coat seals, bearings and gears with de-posits that may cause premature failures. Ifthese deposits are observed (especially a coat-ing on seal areas causing oil leakage), changeto Eaton Roadranger CD50 transmission fluid,heavy duty engine oil or mineral gear oil toassure maximum component life and to main-tain your warranty with Eaton. (Also see“Operating Temperatures”.)

Additives and friction modifiers are not recom-mended for use in Eaton Fuller transmissions.

Proper Oil LevelMake sure oil is level with filler opening. Be-cause you can reach oil with your finger doesnot mean oil is at proper level. One inch of oillevel is about one gallon of oil.

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

RefillingClean case around filler plug and remove plugfrom side of case. Fill transmission to thelevel of the filler opening. If transmission hastwo filler openings, fill to level of both open-ings.

The exact amount of oil will depend on thetransmission inclination and model. Do notover fill—this will cause oil to be forced outof the transmission.

When adding oil, types and brands of oilshould not be mixed because of possible in-

4 compatibility.

, ... . . .

LUBRICATIONOperating Temperatures—With Eaton® Roadranger ®

CD50 Transmission FluidHeavy Duty Engine Oiland Mineral Oil

The transmission should not be operated con-sistently at temperatures above 250oF (120oC).However, intermittent operating temperaturesto 300oF (149oC) will not harm the transmis-sion. Operating temperatures above 250oFincrease the lubricant’s rate of oxidation andshorten its effective life. When the averageoperating temperature is above 250oF, thetransmission may require more frequent oilchanges or external cooling.

The following conditions in any combina-tion can cause operating temperatures of over250oF: (1) operating consistently at slowspeeds, (2) high ambient temperatures, (3) re-stricted air flow around transmission, (4) ex-haust system too close to transmission, (5)high horsepower, overdrive operation.

External oil coolers are available to reduceoperating temperatures when the above condi-tions are encountered.

Transmission Oil Coolers are:

Recommended— With engines of 350 H.P. and above

with overdrive transmissions

Required

— With engines 399 H.P. and above withoverdrive transmissions and GCW’Sover 90,000 lbs.

— With engines 399 H.P. and above and1400 Lbs.-Ft. or greater torque

— With engines 450 H.P. and above

— With EP or Multipurpose Gear OilMild EP gear oil and multipurpose gear oil arenot recommended when lubricant operatingtemperatures are above 230°F (110). In addi-tion, transmission oil coolers are not recom-mended with these gear oils since the oilcooler materials may be attacked by thesegear oils. The lower temperature limit and oilcooler restriction with these gear oils gener-ally limit their success to milder applications.

Proper Lubrication Levelsas Related to TransmissionInstallation AnglesIf the transmission operating angle is morethan 12 degrees, improper lubrication can oc-cur. The operating angle is the transmissionmounting angle in the chassis plus the per-cent of upgrade (expressed in degrees).

The chart below illustrates the safe percentof upgrade on which the transmission can beused with various chassis mounting angles.For example: if you have a 4 degree transmis-sion mounting angle, then 8 degrees (or 14percent of grade) is equal to the limit of 12degrees. If you have a O degree mountingangle, the transmission can be operated on a12 degree (21 percent) grade.

Anytime the transmission operating angle of12 degrees is exceeded for an extendedperiod of time the transmission should beequipped with an oil pump or cooler kit toinsure proper lubrication.

Note on the chart the effect low oil levelscan have on safe operating angles. Allowingthe oil level to fall 1/2” below the filler plughole reduces the degree of grade by approxi-mately 3 degrees (5.5 percent).

Proper Lubrication Levels are Essential!

Transmission Mounting AngleDotted line showing “2 Quarts Low” is forreference only. Not recommended.

OPERATION10-Speed Transmissions

Shift Lever Patterns and Shifting Controls

6

OPERATION15-Speed Transmissions

Shift Lever Patterns and Shifting Controls

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-shootingand making repairs.

Front Section Power Flow(All Models]1.

2.

3.

4.

5.

6.

Power (torque) from the vehicle's engine is trans-ferred to the transmission's input shaft.Splines of input shaft engage internal splines inhub of main drive gear.Torque is split between the two countershaftdrive gears.Torque is delivered along both countershaft tomating countershaft gears of "engaged" main-shaft gear. The following cross section views(Figures 1-3) illustrate a 1st/6th speed gearengagement.Internal clutching teeth in hub of engaged main-shaft gear transfers torque to mainshaft throughsliding clutch.Mainshaft transfers torque directly to auxiliarydrive gear.

Auxiliary Section Power Flow:DEEP REDUCTION (15-Speed ModelsOnly)

7.

8.

9.

10.

The auxiliary drive gear splits torque between thetwo auxiliary countershaft drive gears.Torque is delivered along both auxiliary counter-shaft to the mating "engaged" deep reductiongear on output shaft.Torque is transferred to output shaft through slid-ing clutch.Output shaft delivers torque to driveline as DEEPREDUCTION 1st.

DEEP REDUCTION POWER FLOW

8

POWER FLOWAuxiliary Section Power Flow:LOW RANGE (All Models)

7.

8.

The auxiliary drive gear splits torque between the 9. Torque is transferred to range mainshaft or out-two auxiliary countershaft drive gears. put shaft through sliding clutch.Torque is delivered along both countershaft to 10. Torque is delivered to driveline as LOW RANGEthe "engaged" low range gear on range main- 1st.shaft or output shaft.

Auxiliary Section Power Flow:HIGH RANGE (All Models)7. The auxiliary drive gear transfers torque directly 8. Torque is delivered through range mainshaft and/

to the range mainshaft or output shaft through or output shaft to driveline as HIGH RANGE 6th."engaged" sliding clutch.

HIGH RANGE POWER FLOW(10-Speed Model Shown.)

9

TIMINGTiming Procedures: All ModelsAll Ful ler twin countershaft t ransmissions are“timed” at assembly. It is important that proper tim-ing procedures are followed when reassembling thetransmission. Timing assures that the countershaftgears will contact the mating mainshaft gears at thesame time, allowing mainshaft gears to center on themainshaft and equally divide the load.

Timing is a simple procedure of marking the appro-priate teeth of a gear set prior to installation andplacing them in proper mesh while in the transmis-sion. In the front section, it is necessary to time onlythe drive gear set. And, depending on the model, onlythe low range or deep reduction gear set is timed inthe auxiliary section.

Front SectionA. Marking countershaft drive gear teeth.

1. Prior to placing each countershaft assemblyinto case, clearly mark the tooth locateddirectly over the keyway of drive gear asshown. This tooth is stamped with an “O” toaid identification.

A. TOOTH MARKED ON EACHCOUNTERSHAFT DRIVE GEARFOR TIMING PURPOSES

Cut 7300 H-11/86

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 drivegear. As shown below, there should be anequal number of unmarked gear teeth on eachside between the marked sets.

B. TEETH MARKED ON MAINDRIVE GEAR FOR TIMINGPURPOSES

Cut 7300G-11 /86

—

C. Meshing marked countershaft drive gear teethwith marked main drive gear teeth.(After placing the mainshaft assembly into case,the countershaft bearings are installed to com-plete installation of the countershaft assemblies.)1.

2.

When installing the bearings on left counter-shaft, mesh the marked tooth of countershaftdrive gear with either set of two marked teethon the main drive gear.Repeat the procedure when installing thebearings on right countershaft, making use ofthe remaining set of two marked teeth on themain drive gear to time assembly.

C. DRIVE GEAR SET PROPERLYTIMED

Cut 7300F-11 /86

Auxiliary SectionA. Timing the low range gear set of 10-Speed Models

OR the deep reduction gear set of 15-SpeedModels.1.

2.

3.

4.

5.

6.

Mark any two adjacent teeth on the mainshaftgear of set to be timed. Then mark the two ad-jacent teeth located directly opposite the firstset marked as shown in Illustration B.Prior to placing each auxiliary countershaft as-sembly into housing, mark the tooth stampedwith an “O” on gear to mate with timed main-shaft gear as shown in Illustration A.Install the mainshaft gear in position on rangemainshaft OR output shaft.Partially seat the countershaft rear bearings inhousing bores.Place the auxiliary countershaft assembliesinto position and mesh the marked teeth ofmating countershaft gears with the markedteeth of mainshaft gear as shown in Illustrationc.Fully seat the rear bearings on each counter-shaft to complete installation.

1 0

TORQUE RECOMMENDATIONSCorrect 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 instances, eventually causedamage to transmission gears, shafts, and/or bearings. Use a torque wrench whenever possible to attain recom-mended Ibs./ft. ratings. Do not torque capscrews dry.

FRONT SECTION: ALL MODELS

11

TORQUE RECOMMENDATIONS

AUXILIARY SECTIONS

TOOL REFERENCESome repair procedures pictured in this manual show The specialized tools listed below can be obtainedthe use of specialized tools. Their actual use is rec- from a tool supplier or made from dimensions as re-ommended as they make transmission repair easier, quired by the individual user. Detailed Fuller Transmit-faster, and prevent costly damage to critical parts. sion Tool Prints are available upon request by writing.

But for the most part, ordinary mechanic's tools Eaton Corporationsuch as socket wrenches, screwdrivers, etc., and Transmission Divisionother standard shop items such as a press, mauls and Technical Service Dept.soft bars are all that is needed to successfully disas- P.O. Box 4013semble and reassemble any Fuller Transmission. Kalamazoo, Michigan 49003

PAGE T O O L HOW OBTAINED

54 Auxiliary Section Hanger Bracket Made from Fuller TransmissionPrint T-22823

54 Output Shaft Hanger Bracket Made from Stop Nut andflat steel stock

45 Tension Spring Driver Made from Fuller TransmissionPrint T- 11938

59 Snap Ring Pliers Tool Supplier

76 Bearing Pullers (Jaw-Type) Tool Supplier

103 Bearing Puller w/Set Screw Made from Fuller TransmissionPrint T-10325

100 Impact Puller (1/2=13 Threaded End) Tool Supplier

70 Bearing Drivers (Flanged-End) Made from Fuller TransmissionPrint Series T-18042*

67 Oil Seal Driver Made from Fuller TransmissionPrint T-18088=23

118 Countershaft Support Tool Made from Fuller TransmissionPrint T-22247

86 Quill Snap Ring Installer Made from Fuller TransmissionPrint T-22917-F

137 Torque Wrench, 1000 Lbs./Ft. Capacity Tool Supplier

97 Input Shaft Nut Installer Made from Fuller TransmissionPrint T-22553-A

*Dimensions necessary to determine specific tool number required.

PREVENTIVE MAINTENANCE

PREVENTIVE MAINTENANCEPREVENTIVE MAINTENANCE CHECK CHARTCHECKS WITHOUT PARTIALDISASSEMBLY OF CHASSIS OR CAB

1.

2.

3.

4.

5.

6.

7.

8.

Air System and Connectionsa. Check for leaks, worn air lines, loose con-

nections and capscrews. See AIR SYSTEM.

Clutch Housing Mountinga. Check all capscrews of clutch housing

flange for looseness.

Clutch Release Bearing (Not Shown)a. Remove hand hole cover and check radial

and axial clearance in release bearing.b. Check relative position of thrust surface of

release bearing with thrust sleeve on push-type clutches.

Clutch Pedal Shaft and Boresa. 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.

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

mended. See LUBRICATION.

Filler and Drain Plugsa. Remove filler plugs and check level of Iubri-

cant at specified intervals. Tighten filler anddrain plugs securely.

Capscrews and Gasketsa. Check all capscrews, especially those on

PTO covers and rear bearing covers forlooseness which would cause oil leakage.See TORQUE RECOMMENDATIONS.

b. Check PTO opening and rear bearing coversfor oil leakage due to faulty gasket.

Gear Shift Levera. Check for looseness and free play in hous-

ing. If lever is loose in housing, proceedwith Check No. 9.

9. Gear Shift Lever Housing Assemblya. Remove air lines at slave valve and remove

the gear shift lever housing assembly fromtransmission.

b. Check tension spring and washer for setand wear.

c. Check the gear shift lever spade pin andslot for wear.

d. Check bottom end of gear shift lever forwear and check slot of yokes and blocks inshift bar housing for wear at contact pointswith shift lever.

CHECKS WITH DRIVE LINE DROPPED

10. Universal Joint Companion Flangeor Yoke Nuta. Check for tightness. Tighten to recom-

mended torque.

11. Output Shaft (Not Shown)a. Pry upward against output shaft to check

radial clearance in mainshaft rear bearing.

CHECKS WITH UNIVERSAL JOINTCOMPANION FLANGE OR YOKEREMOVED

NOTE: If necessary, use solvent and shop rag to

12.

13.

clean sealing surface of companion flange oryoke. DO NOT USE CROCUS CLOTH, EMERYPAPER OR OTHER ABRASIVE MATERIALSTHAT WILL MAR SURFACE FINISH.

Splines on Output Shaft(Not Shown)a. Check for wear from movement and chuck-

ing action of the universal joint companionflange or yoke.

Mainshaft Rear Bearing Covera. Check oil seal for wear.

PRECAUTIONSDisassemblyIt is assumed in the detailed assembly instructions that the lubricant has been drained from transmission, thenecessary linkage and air lines disconnected and the transmission has been removed from vehicle chassis. Re-moval of the gear shift lever housing assembly (or remote control assembly) is included in the detailed instruc-tions (Disassembly and Reassembly—Shifting Controls); however, this assembly MUST be detached from shiftbar housing before transmission can be removed.

FOLLOW CLOSELY EACH PROCEDURE IN THE DETAILED INSTRUCTIONS, MAKING USE OF THE TEXT, ILLUS.TRATIONS AND PHOTOGRAPHS PROVIDED.

1.

2.

3.

4.

BEARINGS — Carefully wash and relubricate allreusable bearings as removed and protectivelywrap until ready for use. Remove bearings plannedto be reused with pullers designed for this pur-pose.

ASSEMBLIES — When disassembling the variousassemblies, such as the mainshaft, countershaft,and shift bar housing, lay all parts on a cleanbench in the same sequence as removed. This pro-cedure will simplify reassembly and reduce thepossibility of losing parts.

SNAP RINGS — Remove snap rings with pliers de-signed for this purpose. Snap rings removed in thismanner can be reused, if they are not sprung orloose.

INPUT SHAFT — The input shaft can be removedfrom transmission without removing the coun-

Inspection

5

6

tershafts, mainshaft, or main drive gear. Specialprocedures are required and provided in this man-ual.

CLEANLINESS — Provide a clean place to work. Itis important that no dirt or foreign material entersthe unit during repairs. Dirt is an abrasive and candamage bearings. It is always good practice toclean the outside of the unit before starting theplanned disassembly.

WHEN USING TOOLS TO MOVE PARTS — Alwaysapply force to shafts, housings, etc, with restraint.Movement of some parts is restricted. Never applyforce to the part being driven after itThe use of soft hammers, bars anddisassembly work is recommended.

stops solidly.mauls for all

Before reassembling the transmission, check each part carefully for abnormal or excessive wear and damage todetermine reuse or replacement. When replacement is necessary, use only genuine Fuller Transmission parts toassure 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 aidin 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 B. GEARS1.

2.

3.

Wash all bearings in clean solvent. Checkballs, rollers and raceways for pitting, discol-oration, and spalled areas. Replace bearingsthat are pitted, discolored, or spalled.

Lubricate bearings that are not pitted, discol-ored, or spalled and check for axial and radialclearances.Replace bearings with excessive clearances.

Check bearing f i ts. Bearing inner racesshould be tight to shaft; outer races slightlytight to slightly loose in case bore. If bearingspins freely in bore, however, the case shouldbe replaced.

1. Check gear teeth for frosting and pitting.Frosting of gear tooth faces present no threatof transmission failure. Often in continuedoperation of the unit, frosted gears will “heal”and not progress to the pitting stage. And inmost cases, gears with light to moderate pit-ted teeth have considerable gear life remain-ing and can be reused. But gears withadvanced stage pitting should be replaced.

2. Check for gears with clutching teeth abnor-mally worn, tapered, or reduced in lengthfrom clashing in shifting. Replace gearsfound in any of these conditions.

PRECAUTIONSInspection (cont’d.)

3. Check axial clearance of gears. Where exces-sive clearance is found, check gear snap ring,washer, spacer, and gear hub for excessivewear. Maintain .005” to .012” axial clearancebetween mainshaft gears.

C. SPLINES1. Check splines on all shafts for abnormal wear.

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

D. TOLERANCE/LIMIT WASHERS1. Check surfaces of all limit washers. Washers

scored or reduced in thickness should bereplaced.

E. REVERSE IDLER GEAR ASSEMBLIES1. Check for excessive wear from action of roller

bearings.

F. GRAY IRON PARTS1. Check all gray iron parts for cracks and breaks.

Replace or repair parts found to be damaged.Heavy castings may be welded or brazed pro-vided the cracks do not extend into bearingbores or bolting surfaces. When welding, how-ever, never place the ground so as to allow cur-rent to pass through the transmission.

G. CLUTCH RELEASE PARTS1. Check clutch release parts. Replace yokes

worn at cam surfaces and bearing carrierworn at contact pads.

2. Check pedal shafts. Replace those worn atbearing surfaces.

H. SHIFT BAR HOUSING ASSEMBLY1. Check for wear on shift yokes and blocks at

pads and lever slot. Replace excessively wornparts.

2. Check yokes for correct alignment. Replacesprung yokes.

3. Check Iockscrews in yokes and blocks.Tighten and rewire those found loose.

4. If housing has been disassembled, checkneutral notches of shift bars for wear from in-terlock balls.

1.

J .

K.

L.

M.

N.

GEAR SHIFT LEVER HOUSINGASSEMBLY1. Check spring tension on shift lever. Replace

tension spring and washer if lever moves toofreely.

2. If housing is disassembled, check spade pinand corresponding slot in lever for wear. Re-place both parts if excessively worn.

BEARING COVERS1. Check covers for wear from thrust of adjacent

bearing. Replace covers damaged from thrustof bearing outer race.

2. Check bores of covers for wear. Replacethose worn oversize.

OIL RETURN THREADSAND SEALS1. Check oil return threads in front bearing

cover. If sealing action of threads has beendestroyed by contact with input shaft, replacebearing cover.

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

SLIDING CLUTCHES1. Check all shift yokes and yoke slots in sliding

clutches for extreme wear or discolorationfrom heat.

2. Check engaging teeth of sliding clutches forpartial engagement pattern.

SYNCHRONIZER ASSEMBLY1. Check synchronizer for burrs, uneven and ex-

cessive wear at contact surface, and metalparticles.

2. Check blocker pins for excessive wear orlooseness.

3. Check synchronizer contact surfaces on theauxiliary drive and low range gears for exces-sive wear.

O-RINGS1. Check all O-rings for cracks or distortion. Re-

place if worn.

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

1.

2.

3.

4.

5.

GASKETS — Use new gaskets throughout thetransmission as it is being rebuilt. Make sure allgaskets are installed. An omission of any gasketcan result in oil leakage or misalignment ofbearing covers.

CAPSCREWS — To prevent oil leakage, use Loctite242 thread sealant on all capscrews. For torqueratings, see TORQUE RECOMMENDATIONS.

O-RINGS — Lubricate all O-rings with silicon lubri-cant.

ASSEMBLY — Refer to the illustrations provided inthe detailed disassembly instructions as a guideto reassembly.

INITIAL LUBRICATION — Coat all limit washersand splines of shafts with Lubriplate during reas-sembly to prevent scoring and galling of suchparts.

6.

7.

8.

AXIAL CLEARANCES — Maintain original axialclearances of .005” to .012” for mainshaft gears.

BEARINGS — Use of flanged-end bearing drivers isrecommended for the installation of bearings.These special drivers apply equal force to bothbearing races, preventing damage to balls/rollersand races while maintaining correct bearing align-ment with bore and shaft. Avoid using a tubular orsleeve-type driver, whenever possible, as force isapplied to only one of the bearing races. SeeTOOL REFERENCE.

UNIVERSAL JOINT COMPANION FLANGE ORYOKE — Pull the companion flange or yoke tightlyinto place with the output shaft nut, using 450-500foot-pounds of torque. Make sure the speedome-ter drive gear or a replacement spacer of the samewidth has been installed. Failure to pull the com-panion flange or yoke tightly into place will permitthe output shaft to move axially with resultantdamage to the rear bearing.

IMPORTANT: REFER TO THE APPROPRIATE ILLUSTRATED PARTS LIST (SPECI-FIED BY MODEL SERIES) TO ENSURE THAT PROPER PARTS AREUSED DURING REASSEMBLY OF THE TRANSMISSION.

CHANGING INPUT SHAFTSpecial ProcedureIn some cases, it may become necessary to replace the input shaft due to excessive clutch wear on the splines.Except for removal of the shift bar housing assembly, the input shaft can be removed without further disas-sembly of the transmission. Removal of the clutch housing is optional.

NOTE: The following illustration and instructions pertain to changing the input shaft ONLY. To change the maindrive gear, disassembly of the front section is required.

Disassembly 5. Using a flanged-end drive, install the drive gear

1.

2.

3.

4.

5.

6.

7.

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

Remove the front bearing cover and gasket. If nec-essary, remove the oil seal from cover of modelsso equipped.

Remove the drive gear bearing nut (left handthreads) or snap ring from input shaft.Suggestion: For removal of nut ONLY, engage twomainshaft sliding clutches into gear to prevent themainshaft from rotating.

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

Remove the spacer from input shaft.

From the front of transmission, remove the snapring from I.D. of main drive gear using two smallscrewdrivers. If mainshaft was previously lockedin two gears, it may become necessary to placesliding clutches in the neutral position to rotateinput shaft and mainshaft for removal of snap ring.

Pull the input shaft forward and from splines ofdrive gear.

Reassembly

bearing on shaft and into case bore. When apply-ing force to driver, use caution so as not to dam-age bearing shield.Suggestion: Engaging the sliding clutch intomain drive gear and blocking it forward will holdthe input shaft forward.

6. When drive gear bearing nut is used, degreasethe threads of input shaft and new nut. DO NOTREUSE OLD NUT. When snap ring is used, installthe snap ring in groove of input shaft and pro-ceed to #10.

7. Apply Fuller Transmission adhesive sealant#71204 or equivalent to the cleaned threads of in-put shaft and nut, using caution so as not to con-taminate bearing with sealant.

8. Engage two mainshaft sliding clutches into gearto prevent the mainshaft from rotating and installthe new drive gear bearing nut, left-hand threads,on input shaft. Tighten nut with 250-300 Lbs./Ft.of torque.Suggestion: To avoid damaging the O.D. of nut,use the tool specifically designed for this pur-pose. See TOOL REFERENCE.

9. With a punch and maul, peen the nut into the twomilled slots of input shaft, using caution so asnot to distort O.D. of nut.

1.

2.

3.

4.

10. To facilitate proper reinstallation of the shift barIf necessary, install bushing in pocket of input housing assembly on case, make sure mainshaftshaft. sliding clutches are placed in the neutral posi-Install new input shaft into splines of main drive tion.gear just far enough to expose snap ring groove 11. Reinstall the shift bar housing assembly, thein I.D. of drive gear. front bearing cover and all other parts and as-Install snap ring in groove of drive gear. semblies previously removed, making sure to re-

install spacer on input shaft.place the gaskets used.

AIR SYSTEM

AIR SYSTEMRANGE SHIFT AIR SYSTEM—ALL MODELSOperationThe Range Shift Air System consists of the air filter/regulator, slave valve, a Range Valve or RoadrangerValve, range cylinder, fittings and connecting airlines. See Air System Schematics.

CONSTANT AIR from the air filter/regulator is sup-plied to the “S” or Supply Port of slave valve andpassed through to the INLET or “S” Port of rangevalve.

WHILE IN LOW RANGE, the range valve is OPENand AIR is returned to slave valve at the “P” or EndPort. This signals the valve to supply AIR in line be-tween the Low Range or “L” Port of slave valve andthe Low Range Port of range cylinder housing. AIRreceived at this port moves the range piston to therear and causes the auxiliary low range gear to be-come engaged.

WHILE IN HIGH RANGE, the range valve isCLOSED and NO AIR is returned to the slave valve.This signals the slave valve to supply AIR in line be-tween the High Range or “H” Port of valve and theHigh Range Port of range cylinder cover. AIR re-ceived at this port moves the range piston forward toengage the auxiliary drive gear with sliding clutchand bypass the low range gear set.

Range shifts can be made ONLY when the gearshift lever is in, or passing through, neutral. Thus, therange desired can be PRESELECTED while the shiftlever is in a gear position. As the lever is movedthrough neutral, the actuating plunger in the shift barhousing releases the slave valve piston, allowing it tomove to the selected range position.

Trouble ShootingIf the transmission fails to make a range shift orshifts too slowly, the fault may be in the Range ShiftAir System or actuating components of the shift barhousing assembly.

To locate the trouble, the following checks shouldbe made with normal vehicle air pressure applied tothe system, but with the engine off.

NEVER WORK UNDER A VEHICLEWHILE ENGINE IS RUNNING as

personal injury may result from the sudden and unin-tended movement of vehicle under power.

1. INCORRECT AIR LINE HOOK-UPS(See Air System Schematics)With the gear shift lever in neutral, move the con-trol that provides range selection UP and DOWN.A. If the air lines are crossed between range

valve and slave valve, there will be CON-STANT AIR flowing from the exhaust port ofrange valve WHILE IN HIGH RANGE.

B. If the air lines are crossed between the slavevalve and range cylinder, the transmissiongearing will not correspond with the range se-lection. A LOW RANGE selection will result ina HIGH RANGE engagement and vice versa.

2. AIR LEAKSWith the gear shift lever in neutral, coat all airlines and fittings with soapy water and check forleaks, moving the control that provides range se-lection UP and DOWN.

A.

B.

C.

D.

If there is a steady leak from the exhaust portof range valve, O-rings and/or related parts ofthe range valve are defective.

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

If transmission fails to shift into LOW RANGEor is slow to make the range shift and thecase is pressurized, see Check No. 7 of thissection.

Tighten all loose connections and replace de-fective O-rings and parts.

3. AIR FILTER/REGULATOR(See illustration, Page 23.)With the gear shift lever in neutral, check thebreather of air filter/regulator assembly. Thereshould be NO AIR leaking from this port. Thecomplete assembly should be replaced if asteady leak is found.

Cut off the vehicle air supply to the air filter/regulator assembly, disconnect the air line at fit-ting in Supply OUTLET and install an air gage inopened port. Bring the vehicle air pressure to nor-mal. Regulated air pressure should be 57.5 to 62.5Psi.

DO NOT ADJUST SCREW AT BOTTOM OF REGU-LATOR TO OBTAIN CORRECT READINGS. Theair regulator has been PREADJUSTED within thecorrect operating limits. Any deviation from theselimits, especially with regulators that have beenin operation for some time, is likely to be causedby dirt or worn parts. If replacement or cleaningof the filter element does nothing to correct theair pressure readings, replace the complete as-sembly, as the air regulator is nonserviceable.

4. RANGE VALVE (See Pages 24 and 25.)With the gear shift lever in neutral, select HIGHRANGE and disconnect the 1/8” O.D. air line atthe OUTLET or “P” Port of range valve.

AIR SYSTEMA.

B.

When LOW RANGE is selected, a steady blastof air will flow from opened port. Select HIGHRANGE to shut off air flow. This indicates therange valve is operating properly. Reconnectair line.

If range valve does not operate properly,check for restrictions and air leaks. Leaks in:dicate defective or worn O-rings.

5. HIGH RANGE OPERATIONWith the gear shift lever in neutral, select LOWRANGE and disconnect the 1/4” I.D. air line at theport of range cylinder cover. Make sure this lineleads from the High Range or “H” Port of slavevalve.

A. When HIGH RANGE is selected, a steadyblast of air should flow from disconnectedline. Select LOW RANGE to shut off air flow.

B. Move the shift Ievel to a gear position and se-lect HIGH RANGE. There should be NO AIRflowing from disconnected line. Return thegear shift lever to the neutral position. Thereshould now be a steady flow of air from dis-connected line. Select LOW RANGE to shutoff air flow and reconnect air line.

C. If the air system does not operate accord-ingly, the slave valve or actuating componentsof the shift bar housing assembly are defec-tive.

IMPORTANT: RANGE PRESELECTIONThe plunger pin, located in case bore betweenthe salve valve and actuating plunger of shift barhousing, prevents the slave valve from operatingwhile the shift lever is in a gear position. Whenthe lever is moved to or through the neutral po-sition, the pin is released and the slave valve be-comes operational.

6. LOW RANGE OPERATIONWith the gear shift lever in neutral, select HIGHRANGE and disconnect the 1/4” I.D. air line at thefitting on range cylinder housing. Make sure thisline leads from the Low Range or “L” Port ofslave valve.

A.

B.

When LOW RANGE is selected, a steady blastof air should flow from disconnected line. Se-lect HIGH RANGE to shut off air flow.

Move the shift lever to a gear position and se-lect LOW RANGE. There should be NO AIRflowing from disconnected line. Return thegear shift lever to the neutral position. Thereshould now be a steady flow of air from dis-connected line. Select HIGH RANGE to shutoff air flow and reconnect air line.

C. If the air system does not operate accord-ingly, the slave valve or actuating componentsof the shift bar housing assembly are defec-tive.

7. RANGE CYLINDER (Refer to the followingillustration.)If any of the seals in the range cylinder assemblyare defective, the range shift will be affected.

A.

B.

C.

Leak at either O-ring A results in completefailure to make a range shift; steady flow ofair from breather of slave valve in bothranges.

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

Leak at O-ring C results in a slow shift toLOW RANGE; pressurizing of transmissioncase.

Range Cylinder Assembly—All Models

AIR SYSTEMAIR FILTER/REGULATOR ASSEMBLY

Cut 6141-3/86

The air filter contains a replaceable filter element which can be removed by turning out the end cap. This ele-ment should be cleaned at each oil change, or more often under high humidity conditions. Replace if necessary.

SLAVE VALVES

POPPET-TYPEPLUNGER PIN

G

Cut 6090 G-8/84L

Refer to the drawing for disassembly and reassembly of the piston-type slave valve assembly. 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 correctplunger pin, spring, and alignment sleeve during installation on the transmission will cause hard shifting in LowRange gears.

AIR SYSTEMRANGE VALVE A-3546

NOTE: This valve provides rangeselection ONLY. When equippedon 15-Speed Models, thedash-mounted Deep ReductionValve is required to providedeep reduction selections.

1

Removal and Disassembly Reassembly and InstallationDisconnect the air lines and loosen clamp se- 1 .curing the valve to gear shift lever. Remove valve.

Remove the four screws to separate the front andrear housings and remove the slide and two setsof position springs and balls.

Remove the seal, insert valve O-ring and spring 2.

from rear housing.

If necessary, remove the two felt seals. Punch out 3.

the roll pin to remove the control knob from slide.

Refer to the drawing for proper reassembly. Use a1.

2.

3.

4.

VERY SMALL amount of silicone lubricant on theO-rings to avoid clogging ports. A small amount ofgrease on the position springs and balls will helpto hold them in place during reassembly,

Install the air lines with their sheathing and O-rings on the gear shift lever.

Secure the valve on gear shift lever with mountingclamp. The control knob should face to the frontand be approximately 6“ below the centerline ofball grip.

Attach the air lines.4.

AIR SYSTEMROADRANGER VALVE A-5010

L

NOTE:

Cut 6146 G-4/86

This valve provides range selection ONLY.When equipped on 15-Speed Models, thedash-mounted Deep Reduction Valve isrequired to provide deep reduction selections.

Removal and Disassembly Reassembly and Installation1.

2.

3.

4.

5.

6.

7.

8.

Remove two screws holding bottom cover to valve 1.and slide cover down gearshift lever to expose airline fittings. Disconnect air lines.

Loosen jam nut and turn Roadranger valve fromgear shift lever.

Pry medallion from recess in top cover.2.

Turn out the two screws to remove the top coverfrom valve housing.

3.

Turn out the two screws in side of valve housing toseparate the housing.

Remove the Range Preelection Lever from lefthousing and the position balls and guide fromlever.

If necessary, remove spring and O-ring from boresin left housing.

If necessary, remove springs, O-ring and sleevefrom bores in right housing.

Refer to the drawing for proper reassembly. Use aVERY SMALL amount of silicone lubricant on theO-rings to avoid clogging ports. A small amount ofgrease on the position springs and balls will helpto hold them in place during reassembly.

Reinstall Roadranger valve on gear shift lever andtighten jam nut.

Attach air lines and reinstall bottom cover.

AIR SYSTEM

O p e r a t i o n

Deep Reduction Air System: 15-Speed Models OnlyWith Dash-Mounted Deep Reduction Valve

In addition to the components of the Range Air Sys- With the lever moved to the “IN” position, the valvetern, the Deep Reduction Air System utilizes a reduc- is CLOSED and NO AIR is supplied to the centertion cylinder and a separate dash-mounted deep port. CONSTANT AIR from the air filter/regulator as-reduction valve. sembly moves the reduction piston rearward to

CONSTANT AIR from the air filter/regulator as- engage reduction gearing.sembly is supplied to the reduction cylinder at theport on right side of cylinder cover.

With the deep reduction lever in the “OUT” posi-tion, the valve is OPENED and AIR is supplied to thecenter port of cylinder cover, moving the reductionpiston forward to disengage deep reduction gearing.

AIR SYSTEMDeep Reduction Air System: With Dash-Mounted Deep Reduction Valve

, Cut 7440-4/84REDUCTION CYLINDER ASSEMBLY

Troubleshooting duction valve Lever to the “IN” position.If the transmission fails to shift or shifts too slowlyto or from DEEP REDUCTION, the fault may be in theDeep Reduction Air System or related components ofthe Range Shift Air System.

To locate the trouble, the following checks shouldbe made with normal vehicle air pressure supplied tothe system, but with the engine off.

NOTE: It is assumed that correct PSI readings were

1.

2.

There should be NO AIR flowing from discon-nected line.

B. Move the valve lever to the “OUT” position.There should now be CONSTANT AIR flowingfrom disconnected line. Return the valve leverto the “IN” position to shut off air flow and re-connect air line.

3. Reduction Cylinder (Refer to the above illus-obtained from the air filter/regulator-and all tration.)air lines have been checked for leaks. If any of the seals in the reduction cylinder as-

sembly are defective, the deep reduction shiftAir Supply will be- affected. The degree of air lost will govern

With the gear shift lever in neutral, loosen the the degree of failure, from slow shifting to com-

connection at the INLET (end port) of deep reduc- plete shift failure.

tion valve until it can be determined that CON- A.

STANT AIR is supplied to valve. Reconnect airline.If there is NO AIR, check for a restriction in linebetween the deep reduction valve and slave valve, B.

making sure this line is connected to tee fittingat the supply or “S” port of slave valve.

Deep Reduction ValveWith the gear shift lever in neutral, disconnect C.the air line from OUTLET of deep reduction valve.A. WHILE IN LOW RANGE, move the deep re-

Leak at O-ring A results in a slow shift toengage deep reduction gearing; pressurizingof transmission case; deep reduction gearingcan be disengaged.Leak at O-ring B results in slow shifting orcomplete failure to engage and disengagedeep reduction gearing; steady flow of airfrom exhaust port of deep reduction valvewhen lever is in the “IN” position.Leak at gasket C resultsengage deep reductionof air to atmosphere.

in a slow shift to dis-gearing; steady flow

AIR SYSTEMDeep Reduction Air System: With A-5015 Roadranger Valve

/

OperationIn addition to the various components of the RangeShift Air System, the Deep Reduction Air System uti-lizes a reduction cylinder and a separate dash-mounted deep reduction valve OR the Roadrangervalve A-5015.

NOTE: When the A-5015 Roadranger valve is usedthe deep reduction cover must be equippedwith an insert valve.

CONSTANT AIR from the air filter/regulator as-sembly is supplied to the Roadranger valve A-5015,AIR is supplied to the built-in deep reduction valveONLY WHILE IN LOW RANGE from tee fitting at thelow range or “L” port of slave valve. The insert valveis installed in the cylinder cover to provide the properair flow needed to move the reduction piston in thecylinder.

With the deep reduction button in the REARWARD

WHILE IN LOW RANGE, the button can be movedFORWARD to operate in DEEP REDUCTION. The“SP” port of valve is OPENED when deep reductionselection is made, supplying AIR to the center port ofcylinder cover.

WHILE IN HIGH RANGE, the mechanical interlockof the Roadranger valve prevents movement of deepreduction button to the FORWARD position.

TroubleshootingIf the transmission fails to shift or shifts too slowlyto or from DEEP REDUCTION, the fault may be in theDeep Reduction Air System or related components ofthe Range Shift Air System.

To locate the trouble, the following checks shouldbe made with normal vehicle air pressure supplied tothe system, but with the engine off.

position, the ‘“ SP” port of Roadranger valve is NOTE: It is assumed that correct PSI readings wereCLOSED and NO AIR is supplied to the center port of obtained from the air filter/regulator and allcylinder cover. air lines have been checked for leaks.

28

AIR SYSTEMDeep Reduction Air System: With A-501 5 Roadranger Valve (cont.)

Cut 7441-4184 REDUCTION CYLINDER ASSEMBLY

Troubleshooting (cont’d.)A. Leak at O-ring A results in a slow shift to

1.

2.

3 .

Air SupplyWith the gear shift lever in neutral, select LOWRANGE and loosen the connection at the “H”port of Roadranger valve until it can be deter-mined that AIR is supplied to valve. Reconnect airline.

If there is NO AIR, check for a restriction in the1/8"OD air line between the Roadranger valve andslave valve, making sure this line is connected totee fitting at the low range, or “L” port, of slavevalve.

Roadranger ValveWith the ‘gear shift lever in neutral, disconnectthe 1/8" OD air line at the center port of reductioncylinder cover, making sure this line leads fromthe “SP” port of Roadranger valve.A. WHILE IN LOW RANGE, move the deep re-

duction button FORWARD. There should beAIR flowing from disconnected line. Move thebutton REARWARD to shut off air flow and re-connect air line.

B. If the preceding conditions did not exist, theRoadranger valve is defective, or there is a re-

engage deep reduction gearing; pressurizingof transmission case; deep reduction gearingcan be disengaged.

B. Leak at O-ring B results in slow shifting orcomplete failure to engage and disengagedeep reduction gearing; steady flow of airfrom exhaust port of Roadranger valve and/orcylinder cover when deep reduction button isin the FORWARD position.

C. Leak at gasket C results in a slow shift to dis-engage deep reduction gearing; steady flowof air to atmosphere.

4. Insert Valve (See next page.)Any constant flow of air from exhaust port of cyl-inder cover usually indicates a faulty insert valve.Exhaust should occur ONLY BRIEFLY when deepreduction button is moved FORWARD WHILE INLOW RANGE.

A faulty insert valve, leaking at the O-rings ofvalve OD or from inner seals will result in shiftfailure. Two indications of defective O-rings orseals are:A

striction-in the air lines.A.

Reduction Cylinder (Refer to the above illus- B.tration.)If any of the seals in the reduction cylinder as-sembly are defective, the deep reduction shiftwill be affected. The degree of air lost will govern The three O-rings in position on insert valve ODthe degree of failure, from slow shifting to com- can be replaced. However, if an inner seal is dam-plete shift failure. aged, the complete assembly MUST be replaced.

CONSTANT AIR flowing from exhaust port ofcylinder cover.CONSTANT AIR flowing from exhaust port“E” of Roadranger valve WHILE DEEP RE-DUCTION BUTTON IS REARWARD (providingthe Roadranger valve is operating properly).

AIR SYSTEMDeep Reduction Air System: With A-5015 Roadranger Valve (cont.)

The insert valve is a self-contained 1 3/I6” valve as-sembly located in the reduction cylinder cover. ItCANNOT be disassembled except for the threeO-rings on outer diameter. The O-rings provide a sta-tionary seal and do not move in cylinder.

CENTER PORT,SIGNAL LINE FROM

CONTROL VALVE“SP” PORT.

INSERT VALVE

RETAINING NUT

BOTTOM EXHAUST PORT

c u t 7 4 5 0 - 4 / 8 4

When installing the insert valve in bottom bore ofcover, apply Fuller #71206 silicone lubricant or itsequivalent to O-rings and cylinder walls. Install valvein bore with flat surface to the inside. When install-ing the special valve retaining nut, apply Fuller adhe-sive sealant (Pt. No. 71205) or its equivalent tothreads and tighten.

Travel of the small insert valve piston is only 1/ 32”. Asshown in the illustrations below, when NO AIR is ap-plied to the top side of valve piston, CONSTANT AIRsupplied from the air filter/regulator passes freelythrough the insert valve and to the backside of cylin-der piston, moving the yoke bar forward to disengagedeep reduction gearing (LOW RANGE AND HIGHRANGE). When AIR is applied to the top side of valvepiston through the signal line, the piston movesdown to cut off air supplied to the backside of cylin-der piston. This air is exhausted out bottom port ofthe cover when CONSTANT AIR supplied from theregulator is directed to the front side of cylinder pis-ton, moving the yoke bar rearward to engage deep re-duction gearing (DEEP REDUCTION).

LOW

TO BACK SIDEOF PISTON,YOKE BARFORWARD

RANGE AND HIGH

NO AIR ONSIGNAL LINE

1

RANGE DEEP REDUCTION

1

1 1

CONSTANTAIR

AIR APPLIED THROUGH SIGNAL LINEPUSHES INSERT

VALVE PISTON DOWN

CONSTANTA I R

CONSTANTAIR SEALEDOFF AT THIS

POINT

Cut 7450A-4184 Cut 7450 B-4\84 AIR EXHAUST THROUGH BOTTOMPORT FROM BACK SIDE OF PISTON

INSERT VALVE

AIR SYSTEMDeep Reduction Air System: With A-50 15 Roadranger Valve (cont.)

, Cut 6147 G-4/86 A-5015 ROADRANGER VALVE

Removal and Disassembly1.

2.

3.

4.

5.

6.

Remove two screws holding bottom cover to 7 .valve and slide cover down gearshift lever to ex-pose air line fittings. Disconnect air lines.

8.Loosen jam nut and turn Roadranger valve fromgear shift lever.

Remove the range preelection lever from lefthousing and the position balls and guide fromlever.

If necessary, remove springs, O-ring and retainerfrom bores in right housing.

Pry medallion from recess in top cover. Reassembly and Installation

Turn out the two screws to remove the top cover1.

from valve housing.

Remove the actuator button from valve housingand the spring retainer, springs, seal and detentparts from actuator and/or valve housing. 2.

Turn out the two screws in side of valve housingto separate the housing. 3.

31

Refer to the drawing for proper reassembly. Use aVERY SMALL amount of silicone lubricant on theO-rings to avoid clogging ports. A small amountof grease on the position springs and balls willhelp to hold them in place during reassembly.Reinstall Roadranger valve on gear shift lever andtighten jam nut.

Attach air lines and reinstall bottom cover.

Schematic

For all questionsconcerningremoval andreplacement,refer to EatonService and PartsLiterature.

Range—LO

Air Filter/RegulatorAssembly

Range CylinderAssembly

Air fromVehicleSource

Constant Air

HI

No Air

Air to HousingPort

A-3546 RangeValve

P S

A-5010 RoadrangerValve

DownOR

SP

Slave ValveIdentification

A-4688 Valve

A-5000 Valve

19470 Valve

7L: 8: 9: and 10 Speed (2-Speed Auxiliary)

A-4688 Slave Valve 19470 or A-5000Slave Valve

OR

PS

PS

LO

Down

Outlet

HILO

LO

HI

Schematic


Air fromVehicle Source

Constant Air

HI

Up

Outlet

P S

UpOR

SP


19470 Valve

A-5000 Valve

A-4688 Valve

No Air

Air to CoverPort


Range CylinderAssembly


Range—HI

OR

S

PS


LO

7L: 8: 9: and 10 Speed (2-Speed Auxiliary)

HILO

HI

LO

P

A-3546 RangeValve

Schematic



19470 Valve

A-5000 Valve

A-4688 Valve


OR


Deep Reduction

RT, RTO, & RTX XX607LL: XX608LL: and XX615 Models

Range Cylinder Assembly

No Air

Air toHousingPortLO

HI

WHEN IN LOWRANGE

SHIFT ONLY

DO NOTPRE-SELECT

OUT IN

DEP REDUCT IONE

No Air

In

Deep Reduction Valve

RReductionCylinderAssembly

Constant Air


S

HI

LO

P

R

HILO

P

SR

Down

A-3546 RangeValve

Outlet

P S


DownOR

SP

Schematic



19470 Valve

A-5000 Valve

A-4688 Valve


OR


Range—LO


No Air

Air toHousingPort

LO

HI

Constant Air


S

HI

LO

P

R

HILO

P

SR

Down

A-3546 RangeValve

Outlet

P S


DownOR

SP


WHEN IN LOWRANGE

SHIFT ONLY

DO NOTPRE-SELECT

OUT IN

DEP REDUCT IONE

Out


ReductionCylinderAssembly

R

Schematic


WHEN IN LOWRANGE

SHIFT ONLY

DO NOTPRE-SELECT

OUT IN

DEP REDUCT IONE

Up

Outlet

P S

UpOR

SP


19470 Valve

A-5000 Valve

A-4688 Valve


A-3546 RangeValve


OR


Range—HI



LOOut


ReductionCylinderAssembly

Constant Air


S

HI

LO

P

R

HILO

P

SR

No Air

Air toCoverPort

HI

R

Schematic



19470 Valve

A-5000 Valve

A-4688 Valve

A-5015 Roadranger Valve

OR


Deep Reduction

Down

P S SP

TransmissionsFulerl ®

Forward

S

P

HILO

HI

P

LO

S




No Air

Air toHousingPort

LO

HI

Constant Air


Reduction CylinderAssembly

SP

InsertValve

H/L

H/LH/L

Schematic



19470 Valve

A-5000 Valve

A-4688 Valve


OR


Range—LO

Down

P S SP


Rearward

S

P

HILO

HI

P

LO

S




No Air

Air toHousingPort

LO

HI

Constant Air



H/L

H/LH/L

No Air

SP

InsertValve

Schematic



19470 Valve

A-5000 Valve

A-4688 Valve



OR


Range—HI



LO


Constant Air


No Air

Air toCoverPort

HI

Up

P S SP


Rearward

S

P

HILO

HI

P

LO

S

InsertValve

No Air

SP

H/L

H/L H/L

DISASSEMBLY AND REASSEMBLYSHIFTING CONTROLSAIR SYSTEM

A. Removal of Control ValveNOTE: For removal and disassembly of modelsalso equipped with the Countershaft Brake Con-trol, see OPTIONS.

1. Disconnect the two l/8" O.D. air lines at the "S" orSupply Port and the "P" or End Port of slave valveon transmission case.NOTE: For models equipped with the Range ValveA-3546 or Roadranger Valve A-5010, the gear shiftlever housing assembly can now be removedfrom shift bar housing.

2. For models equipped with the Roadranger ValveA-5015, also disconnect the 1/8" O.D. air line atthe "L" or Low Range Port of slave valve (left);and the 1/8" O.D. air line at the Center Port of re-duction cylinder cover (right).NOTE: If desired, the gear shift lever housing as-sembly can now be removed from shift bar hous-ing.

DISASSEMBLY AND REASSEMBLYSHIFTING CONTROLS

3. Disconnect the two 1/8Ó O.D. air lines at theRange Valve of models so equipped (left). Re-move the ball grip, loosen the valve mountingclamp and remove the valve, mounting clamp, airlines, sheathing and O-rings from gear shift lever(right).NOTE: For disassembly and reassembly of RangeValve, see Page 24.

5. Slide the cover down shift lever to expose valveports and disconnect the two 1/8" O.D. air lines atthe A-5010 valve OR the four 1/8" O.D. air lines atthe A-5015 valve.

4. For models equipped with a Roadranger Valve,turn out the two mounting screws in valve cover.

6. Loosen the jam nut and turn the RoadrangerValve and nut from gear shift lever. Remove thevalve cover, air lines, sheathing and O-rings fromlever.NOTE: For disassembly and reassembly of Road-ranger Valve, see Page 25 (A-501 O); or Page 31 (A-5015).


B. Removal of Air FilterRegulator Assembly

3. Turn out the two capscrews and remove the air fil-ter/regulator assembly.NOTE: For disassembly and reassembly of Air Fil-ter/Regulator Assembly, see Page 23.1. Disconnect and remove the 1/4" I.D. air line be-

tween the slave valve and air filter/regulatora s s e m b l y .

C. Removal of Slave Valve

1. Disconnect and remove the 1/4" I.D. air line be-tween the slave valve and Low Range Port inhousing of range cylinder.

2. For 15-Speed Models ONLY, also disconnect the1/4" I.D. air line between the air filter/regulator as-s e m b l y a n d r e d u c t i o n c y l i n d e r .

4 2


2. Disconnect and remove the 1/4" I.D. air line be-tween the slave valve and High Range Port incover of range cylinder.

3. Turn out the four retaining capscrews and removeslave valve from transmission case.

4. Remove the hat-type alignment sleeve from borein slave valve.

5. Remove the spring and plunger pin from bore intransmission case. Remove slave valve gasket.

6. If necessary, removeslave valve.

the air line fittings from

NOTE: For disassembly and reassembly of pis-ton-type Slave Valve Assembly ONLY, see Page23.

DISASSEMBLY GEAR SHIFT LEVERASSEMBLY

Cut 7288D2/86

A. Removal and Disassembly

1. Turn out the four retaining capscrews, jar lightly tobreak gasket seal and remove the gear shift leverhousing and gasket from shift bar housing.

NOTE: Remote control housings are removed fromshift bar housing in the same manner. For disas-sembly and reassembly of LRC Assemblies, see 11-Iustrated Parts List No. P-541. For disassemblyand reassembly of SRC Assemblies, see illus-trated Parts List No. P-515.

2. Remove the boot from gear shift lever and secureassembly in vise with bottom of housing up. Use a largescrewdriver to twist between the spring and housing,forcing the spring from under the lugs in housing.Do one coil at a time.

REASSEMBLY GEAR SHIFT LEVERASSEMBLY

spade pin in leaver ball slot and install the tensionspr ing washer over ba l l , d ished-s ide up .

3. Remove the tension spring, washer and gear shiftlever from housing.

1. With the gear shift lever housing secured in viseas suring disassembly, install the spade pin inbore of housing tower. If previously removed, in-stall the O-ring in tower groove.

4. Remove the spade pin from bore in housingtower. If necessary, remove the O-ring from

2. Position the gear shift lever in housing with

groove inside tower.

B. Reassembly of Gear Shift LeverHousing Assembly

REASSEMBLY GEAR SHIFT LEVERASSEMBLY

3. Install the tension spring under lugs in housing, seatingone coil at a time. Use of a spring driving tool isrecommended.

4. Remove the assembly from vise and install therubber boot over gear shift lever and againsthousing.

DISASSEMBLY AND REASSEMBLYSHIFT BAR HOUSINGSHIFT BAR HOUSING ASSEMBLY

A. Removal and Disassembly of the ShiftBar Housing Assembly

For models equipped with an Oil Pumpand/or Cooler Assembl ies, make sure todisconnect the lube line at the fitting on the shiftba r hous ing be fo re do ing the fo l l ow inginstructions.

1. Turn out the retaining capscrews. Jar the top to 2. Tilt the assembly and remove the three sets of ten-break the gasket seal and lift the shift bar housingfrom the transmission case. Remove the gasket.

sion springs and balls from the housing bores.

NOTE: During disassembly, lay all parts on aclean bench in order of removal from the housingto make reassembly easier. Shift bars not being re-moved must be kept in the neutral position or theinterlocking parts will lock the bars.

DISASSEMBLY AND REASSEMBLYSHIFT BAR HOUSING

3. Secure the assembly in a vise with the plunger-side up. (The front of the housing will be to theleft.) For models so equipped, cut the lockwireand turn out the retaining capscrews to removethe oil trough from the housing.

NOTE: Start with the upper shift bar, move all barsto the right and out the rear boss bore. Cut thelockwire and remove the Iockscrews from each barjust before their removal.

4. Move the 3rd-4th speed shift bar to the housingrear, removing the yoke and block from the bar.

5. Move the 1st-2nd speed shift bar to the housingrear, removing the yoke and block from the bar. Asthe neutral notch in the bar clears the rear boss,remove the small interlock pin from the bore.

6. Remove the actuating plunger from the centerboss bore.


B. Reassembly of the Shift Bar HousingA s s e m b l y .

7. Move the short LO-Reverse speed shift bar to thehousing rear, remove the yoke from the bar. As theshift bar is removed from the housing, two 3/4 in-terlock balls will drop from the rear boss bottombore.

1. If previously removed, install the reverse-stopplunger in the LO-Reverse shift yoke, making surethe plunger is fully seated in the yoke slot bore.

8. If necessary, remove the plug, spring, and reverse-stop plunger from the LO-Reverse speed shiftyoke bore.

2. Install the spring in the yoke bore and on theplunger shank.


3. Install the plug and tighten to compress th espring (left). Back the plug out 1 - 1 1/2 turns andstake the plug through the small hole in the yoke(right.)

4. Secure the shift bar housing in a vise. Hold thenotched-end of the short LO-Reverse speed shiftbar, install the bar in the lower bore of the shift barhousing bosses . Install the yoke Iockscrew ,tighten and wire securely.

NOTE: Start with the lower shift bore of the rearboss and move to the left (front of the housing).Keep bars in the neutral position during installa-tion. DO NOT EXCEED the recommended torqueratings for the yoke Iockscrews as over-tighteningmay distort the shift bars.

5. While holding the plunger shank, install the ac-tuating plunger in the center boss bore.

6. Install one 3/4" interlock ball in the rear boss topbore. This ball rides between LO-Reverse and 1st-2nd speed shift bars.


7. While holding the notched-end of the bar, installthe 1st-2nd speed shift bar in the housing bossmiddle bore. Position the shift block on the bar be-tween the center and rear bosses, and the yoke onthe bar between the front and center bosses, longhub to the housing front. Just before inserting thenotched-end of the rear boss bar, install the smallinterlock pin VERTICALLY in the neutral notchbore. Install the block and yoke Iockscrews,tighten, and lockwire securely.

NOTE: It is necessary that the interlock pin re-main in a vertical position during reassembly asrotation of the bar causes the pin to jam in the ten-sion spring bores.

9.

10.

While holding notched-end of the bar, install the3rd-4th speed shift bar in the housing boss upperbore, position the shift block on the bar betweenthe front and center bosses, long hub to thehousing rear. Install the block and yoke lock-screws, tighten, and lockwire securely.

For models so equipped, install the oil trough onthe housing. Tighten the capscrews and lockwiresecurely.

8. Install the other 3/4" interlock ball in the rear bosstop bore. This ball rides between the 1st-2nd andthe 3rd-4th speed shift bars.


11. Remove the assembly from the vise. Install thethree tension balls, one in each bore on the hous-ing top.

12. Install the three tension springs, one over eachball in the housing bores.

REMOVAL-COMPANION FLANGE,AUXILIARY SECTION AND CLUTCH HOUSINGCOMPANION FLANGE, AUXILIARY SECTIONAND CLUTCH HOUSING

Cut 6

A. Removal of Universal JointCompanion Flange or Yoke

1. Lock the transmission by engaging two main-shaft gears with sliding clutches (inset). Use alarge breaker bar to turn the nut from output shaftand remove washer if so equipped.

2. Pull the companion flange or yoke from splinesof output shaft. Remove the speedometer drivegear or replacement spacer from hub of flange/yoke or from inside rear bearing cover remainingon output shaft (inset). For some models, it isnecessary to remove the snap ring in groove ofoutput shaft PRIOR to removal of the speedome-ter gear or spacer.

REMOVAL - COMPANION FLANGE,AUXILIARY SECTION AND CLUTCH HOUSINGB. Removal of Auxiliary Section

1. Turn out the retaining capscrews in auxiliaryhousing flange.

3. Remove puller screws and attach a chain hoist toauxiliary section. Move the assembly to the rearuntil free of front section and remove gasket.

2. Insert three puller screws in the tapped holes ofhousing flange. Tighten evenly to move auxiliarysection to the rear and just far enough from frontsection to break gasket seal.

4. The auxiliary section can also be removed withtransmission set in the vertical position. Block D

under the clutch housing to prevent damage tothe input shaft, remove the retaining capscrewsin housing flange and lift the assembly from frontsection. Remove gasket.

REMOVAL-COMPANION FLANGE,AUXILIARY SECTION AND CLUTCH HOUSINGC. Removal of Clutch Housing1. For models so equipped, remove the clutch re-

lease mechanism and/or clutch brake assembly.See OPTIONS.

2. Turn out the four capscrews and remove the sixnuts and lockwashers from studs securing theclutch housing to transmission case. 3. Jar clutch housing with a rubber mallet to break

gasket seal and pull from transmission case. Re-move gasket.

DISASSEMBLY - AUXILIARYSECTION (1O-SPEED MODELS)AUXILIARY SECTION (1O-SPEED MODELS)

A. Removal and Disassembly ofRange Cylinder Assembly

2. Remove nut from end of yoke bar.

1. For ease of disassembly, mount the auxiliary sec-tion upright in a vise. Turn out the capscrews andremove the range cylinder cover and gasket.

DISASSEMBLY-AUXILIARYSECTION (10-SPEED MODELS)

5. Remove range yoke from sliding clutch of syn-chronizer assembly.

3. Cut lockwire and remove two yoke Iockscrews.

6. Remove the range piston from cylinder bore.If necessary, remove the O-rings from piston I.D.and O.D. (inset).

4. Pull yoke bar from bore of cylinder housing.

DISASSEMBLY-AUXILIARYSECTION (1O - SPEED MODELS)

7. Turn out the capscrews and remove the range cyl-inder housing and gasket. If necessary, removethe small O-ring from groove in housing bore (in-set).

58


B. Removal of AuxiliaryCountershaft Assemblies

2. Remove the snap ring from groove at rear of eachcountershaft.

1. Turn out the capscrews and remove both coun-tershaft rear bearing covers and gaskets.


3. Use a soft bar and maul to drive the coun-tershafts forward and from rear bearings.

4. Remove the bearings from bores in auxiliary plateby tapping lightly and evenly to the rear with asoft bar.

5. If necessary, secure the assembly in a vise and re-move the bearing inner race from front of coun-tershaft with jaw pullers.NOTE: The vise used should be equipped withbrass jaws or wood blocks to prevent damage tothe countershaft.


C. Removal and Disassembly ofSynchronizer Assembly

2. Place the larger low range synchronizer ring onbench and pull the high range synchronizer fromblocker pins. However, before doing so, cover theassembly with a shop rag to prevent losing thethree springs released from high range synchroni-zer at pin locations.

1. Pull the synchronizer assembly from the splinesof output shaft.

3 . Remove the sliding clutch from pins of low rangesynchronizer ring.

DISASSEMBLY—AUXILIARYSECTION (10-SPEED MODELS)

\\

DISASSEMBLY-AUXILIARYSECTION (10-SPEED MODELS)D. Removal and Disassembly of

Output Shaft and Rear BearingAssemblies

1. Use a soft bar and maul to drive the output shaftforward and through rear bearing assembly.

3. Using the front face of low range gear as a base,press the output shaft through the gear andbearing. Remove the bearing and washer fromhub of low range gear.

2. Remove the bearing inner spacer from outputshaft.

4. If necessary, remove the snap ring from low rangegear of models so equipped.


5. Remove the splined spacer from output shaft.

6. Remove the stepped washer from shaft of modelsso equipped.

7. Turn out the capscrews and remove the rearbearing cover and gasket. The rear bearing conewill drop from bore in auxiliary plate when coveris removed. If necessary, remove the oil seal fromcover (inset).

8. Remove the two bearing cups and outer spacerfrom bore in auxiliary plate.

REASSEMBLY-AUXILIARYSECTION (10-SPEED MODELS)AUXILIARY SECTION (10-SPEED MODELS)A. Reassembly and Installation of

Output Shaft and Rear BearingAssemblies

1. Secure the output shaft in a vise with threadedend up. For models so equipped, install thestepped washer on shaft large diameter stepdown (arrow), then install the splined spacer.

2. For 14610 models, install the spacer with largediameter spliNes down.

3. IMPORTANT: Mark any two adjacent teeth on lowrange gear and repeat the procedure for the twoadjacent teeth directly opposite the first setmarked. A highly visible color of toolmakers" dyeis recommended.

4. If previously removed, install the snap ring in lowrange gear of models so equipped (inset). Installthe gear on output shaft, clutching teeth downand engaged with splines of spacer.

REASSEMBLY-AUXILIARYSECTION (10-SPEED MODELS)

„

5. Install the washer on shaft; 11610, 12610 modelsflat side of washer facing up, 14610 models flatside of washer facing down.

6. Heat the front bearing cone and install on shaftagainst washer, bearing taper up.NOTE: DO NOT HEAT BEARING ABOVE 275oF(136oC). If possible, use heat lamps as source.

7. Install the bearing inner spacer on output shaft.

8. Install the front bearing cup in bore of auxiliaryplate, taper to the inside. Use a soft bar to startcup into bore.


9. Place the bearing outer spacer against cup anduse a soft bar or flanged-end driver to move bothparts evenly into bore.

11. Install the auxiliary plate over end of output shaftassembly. Heat the rear bearing cone and installon shaft, taper down and inside bearing cup.NOTE: DO NOT HEAT BEARING ABOVE 275oF(136oC).

12. If previously removed, install the oil seal in rearbearing cover with a flanged driver (inset). Sealshould be installed so the spring is to the front oftransmission.

10. Place the rear bearing cup against spacer. Use aflanged-end driver to move all three parts evenlyinto bore until lip of rear bearing cup seats onauxiliary plate.


13.

B.

Remount the assembly upright in vise and secureon flange of auxiliary plate. Position the corre-sponding new gasket on cover mounting surfaceand install the rear bearing cover. Use the nyloncollar and brass washer with capscrew at thechamfered hole which intersects speedometerbore (inset). Tighten the capscrews to securecover to auxiliary plate.NOTE: Because the collar becomes distortedwhen compressed, DO NOT RE-USE OLD NYLONCOLLAR.

Reassembly and Installation

2. Install the three springs in bores of high rangesynchronizer ring.

of Synchronizer Assembly

3. Place the high range synchronizer ring overblocker pins of low range synchronizer, seatingthe springs against pins.

1. Place the larger low range synchronizer ring onbench and install the sliding clutch on blockerpins, recessed side up.


C. Timing and Installation ofAuxiliary Countershaft Assemblies

4. Apply downward pressure to the high range syn-chronizer ring WHILE TWISTING COUNTER-CLOCKWISE to compress the springs and fullyseat ring on blocker pins of low range synchroni-ze r.

5. Install the synchronizer assembly on splines ofoutput shaft, low range ring in recess of lowrange gear.

1. If previously removed, install the bearing innerrace on front of each countershaft.

2. IMPORTANT: On the low range gear of each aux-iliary countershaft assembly, use a highly visiblecolor of toolmaker's dye to mark the toothstamped with an "O" for timing purposes.


4. Install the snap ring in groove at rear of eachcountershaft.

3. Place one of the assemblies into position in rearplate, meshing the marked tooth of countershaftlow range gear with either set of two markedteeth of low range gear on output shaft (inset).Center rear of countershaft in bearing bore, startrear bearing in bore and complete installationwith a flanged-end driver and maul. Repeat theprocedure with other auxiliary countershaft as-sembly, making sure the low range gear set re-mains in time during bearing installation.NOTE: Check synchronizer assembly for springsthat may have been released from bores in highrange ring during bearing installation.

5. Position the corresponding new gasket on covermounting surface and install both rear bearingcovers. Tighten capscrews to secure covers to _auxiliary plate.

REASSEMBLY-AUXILIARYSECTION (1O-SPEED MODELS)D. Reassembly and Installation of


1. If previously removed, install the O-ring in bore ofrange cylinder housing.

2. Position the corresponding new gasket on hous-ing mounting surface and install the cylinderhousing in rear bore of auxiliary plate, air fittingto the upper left. Secure housing to plate withcapscrews tightened to recommended torque rat-ings.

3. Place the range yoke into position with slidingclutch of synchronizer assembly, long hub ofyoke to the front (RT-11610/12610 Series); longhub of yoke to the rear (RT-14610 Series). Insertthreaded-end of yoke bar through yoke and intobore of range cylinder housing, aligning thenotches in bar with yoke Iockscrew holes (inset).

4. Install the two yoke Iockscrews, tighten and wiresecurely.


5. If previously removed, install the O-rings in theI.D. and O.D. of range piston.

7. Position the corresponding new gasket on covermounting surface and install the range cylindercover on housing, open port to the upper left.Tighten capscrews to secure cover to housing.

6. In cylinder housing bore, install the range pistonon yoke bar, flat side to the rear. Secure with nuttightened to recommended torque ratings (inset).

DISASSEMBLY-AUXILIARYSECTION (15-SPEED MODELS)AUXILIARY SECTION (15-SPEED MODELS)

*NOTE: Use lockwire at these positions during reassembly.Cut 6426-10/80

A. Removal and Disassembly ofRange Cylinder Assembly

2. Remove nut from end of yoke bar.

1. For ease of disassembly, mount the auxiliary sec-tion upright in a vise. Turn out the capscrews andremove the range cylinder cover and gasket.

3. Cut lockwire and remove two yoke Iockscrews.


4. Pull yoke bar from bore of cylinder housing.

5. Remove range yoke from slidingchronizer assembly.

clutch of syn-

6. Remove the range piston from cylinder bore.If necessary, remove the O-rings from piston I.D.and O.D. (inset).

7. Turn out the capscrews and remove the range cyl-inder housing and gasket. If necessary, removethe small O-ring from groove in housing bore(inset).

DISASSEMBLY - AUXILIARYSECTION 5-SPEED MODELS)


1. Turn out the capscrews and remove both coun-tershaft rear bearing covers.NOTE: For removal and disassembly of modelsequipped with an Auxiliary Oil Pump Assemblyon rear of countershaft, see OPTIONS.


3. Use a soft bar and maul to drive the coun-tershaft forward and from rear bearings.

4. If necessary, secure the assembly in a vise andremove the bearing inner race from front of coun-tershaft with jaw pullers.NOTE: The vise used should be equipped withbrass jaws or wood blocks to prevent damage to


C. Removal and Disassembly ofSynchronizer Assembly

3. Remove the sliding clutch from pins of low rangesynchronizer ring.

1. Pull the synchronizer assembly from the splinesof range mainshaft.

2. Place the larger low range synchronizer ring onbench and pull the high range synchronizer fromblocker pins. However, before doing so, cover theassembly with a shop rag to prevent losing thethree springs released from high range synchroni-zer at pin locations.


D. Removal of Low Range Gear

1. Remove the key from keyway of range mainshaft.2. Turn the washer located in the hub of low range

gear so that the splines of washer align with thesplnes of mainshaft.


3. Pull the low range gear and washer from splinesof range mainshaft.

4. Remove the coupler from splines of range main-shaft.NOTE: If desired, Removal and Disassembly ofRange Mainshaft Assembly may be performedprior to Removal and Disassembly of Deep Re-duction Cylinder Assembly.


NOTE: Use lockwire at these positions during reassembly.Cut 6443-12/83

E. Removal and Disassembly of DeepReduction Cylinder Assembly

1. Turn out the capscrews and remove the deep re-duction cylinder cover and gasket.

2. If necessary, turn out the insert valve retainingnut of covers so equipped and remove insertvalve from bore.


3. Cut lockwire and remove the Iockscrew from shift

F. Removal and Disassembly ofRange Mainshaft AssemblyNOTE: Refer to the illustration provided at Part Dof this section.

yoke.

1. Remove snap ring from range mainshaft.

4. Pull the yoke bar from cylinder housing and re-move shift yoke. If necessary, remove the O-ringfrom piston O.D. (inset).

2. Remove deep reduction sliding clutch.

5. Remove the deep reduction cylinder housing andgasket from auxiliary housing. If necessary, re-move the small O-ring from bore in cylinder hous-ing.


5. Remove the front bearing from bore in rangemainshaft. If necessary, press the bushing frommainshaft bore (inset).

3. Remove the "C" ring from groove at front of main-shaft quill.

4. Insert jaws of puller behind range mainshaft andpull from quill.


Cut 6527-1 /87

G. Removal and Disassembly ofOutput Shaft and Rear BearingAssembliesNOTE: In addition to the above, refer to the illus-

of this section.tration provided at Part D

2. If not previously done so, remove the snap ringand speedometer drive gear or replacement spa-cer from output shaft of models so equipped.

1. Turn out the capscrews and remove the rearbearing cover and gasket. If necessary, removethe oil seal from cover (inset).

83


3. Temporarily reinstall rear bearing cover in posi-tion on housing ONLY to catch rear bearing conereleased from bore in the following procedure.

5. Remove rear bearing cover and bearing cone.

6. Remove the two bearing cups and outer spacerfrom bore in auxiliary housing.

4. Use a soft bar and maul to drive the output shaftforward and through rear bearing assembly. Thiswill cause the rear bearing cone to be releasedfrom bore in auxiliary housing.NOTE: When applying force to rear of outputshaft, DO NOT DAMAGE THREADS. Supportfront of shaft to avoid damaging the mainshaftquill once output shaft is free of bearing.


7. Remove the bearing inner spacer from outpu

t

shaft.

8. Using the front face of deep reduction gear as abase, press the output shaft through the bearingand gear. This will free the bearing, gear, washer,and, for models so equipped, the spacer or oil re-tention ring. DO NOT DAMAGE MAINSHAF

T

QUILL.

9. If necessary, remove the snap ring from I.D. ofdeep reduction gear of models so equipped.

8 5

REASSEMBLY-AUXILIARYSECTION (15-SPEED MODELS)AUXILIARY SECTION (15-SPEED MODELS)A. Reassembly and Installation of

Range Mainshaft Assembly

1. Secure the output shaft in a vise with mainshaftquill up.

2. If necessary, press the bushing in rear bore ofrange mainshaft (inset) and install the mainshaftin position on quill.

3. Install the bearings in front bore of range main-shaft. Use a small flanged-end driver to properlyseat bearing in bore on mainshaft quill.

4. Install the "C" ring in groove of mainshaft quill toretain bearing.

REASSEMBLY-AUXILIARYSECTION (15-SPEED MODELS)B. Reassembly and Installation of

Output Shaft and Rear

3. IMPORTANT: Mark any two adjacent teeth ondeep reduction gear and repeat the procedure forthe two adjacent teeth directly opposite the firstset marked. A highly visible color of toolmakers'dye is recommended for making timing marks.

1. Remount the output shaft in vise with threaded-endup and secure on range mainshaft. For models soequipped, install the stepped washer on shaft, largediameter step down.

2. Install the splined spacer on output shaft. Formodels equipped with stepped washer on shaft,install the spacer with large diameter splinesdown (right).

R15-52

4. If previously removed, install the snap ring indeep reductionset). Install theteeth down and

gear of models so equipped- (in-gear on output shaft, clutchingengaged with splines of spacer.


5. Install the washer on shaft against deep reduc-tion gear, small diameter step down (Left: 11615Models); or side with large groove up (Right:15615 and 14615 Models).NOTE: For models not equipped with the oil reten-tion ring in auxiliary housing, proceed to No. 8.

6. Place the oil retention ring in housing bore,cupped side up (left). Use a soft bar and two rearbearing outer spacers stacked on top of eachother to move the oil retention ring 2" deep intobore. The ring will be at the proper depth whentop of second spacer is flush with housing bore.Remove the spacers when installation is com-pleted.

7. Place two mainshaft spacers or flat steel stock ofequivalent thickness (.190") on rear face of deepreduction gear, 180o from each other (left). Installthe auxiliary housing over end of output shaft as-sembly, allowing the housing to rest on blocking(right).

8. Heat the front bearing cone and install on outputshaft against oil retention ring, bearing taper-up(left). For models not equipped with the oil reten-tion ring in auxiliary housing, install the heatedbearing cone on shaft against washer, taper up(right).NOTE: DO NOT HEAT BEARING ABOVE 275oF(136oC). If possible, use heat lamps as source.

„

9. Install the bearing inner spacer on output shaftagainst front bearing cone.

10. Place the front bearing cup in housing bore, taperto the inside, and use a soft bar to start cup intobore.


11. Stack the bearing outer spacer and rear bearingcup on top of the front bearing cup in proper se-quence. Use a soft bar or a flanged driver to moveall three parts evenly into housing bore until lipof rear bearing cup seats on housing.

14. Remount assembly upright in vise and secure. ln-stall the deep reduction sliding clutch on outputshaft, internal splines toward gear and engagedwith splines of shaft.

12. If not previously done so, install the auxiliaryhousing over end of output shaft assembly. Heatthe rear bearing cone and install on shaft, taperdown and inside bearing cup.NOTE: DO NOT HEAT BEARING ABOVE 275oF(136oC).

13. For models equipped with the oil retention ring inauxiliary housing, install the speedometer drivegear or replacement spacer on output shaft andretain with snap ring installed in groove of shaft(left). Remove the blocking (two mainshaft spa-cers or flat steel stock) from between the deep re-duction gear and auxiliary housing (right).

15. Install snap ring in groove of range mainshaft.

REASSEMBLY - AUXILIARYSECTION (15-SPEED MODELS)

16. If previously removed, install the oil seal in rearbearing cover (inset). Seal should be installed sothe spring is to the front of cover.

17. Position gasket on cover mounting surface andinstall the rear bearing cover on auxiliary hous-ing. Use the nylon collar and brass washer withcapscrew at the chamfered hole which intersectsspeedometer bore (inset). Tighten capscrews to se-cure cover to housing.NOTE: Because the collar becomes distortedwhen compressed, DO NOT REUSE OLD NYLONCOLLAR.

C. Reassembly and Installation ofDeep Reduction Cylinder Assembly

1. If previously removed, install the small O-ring inbore of cylinder housing (inset). Position the cor-responding new gasket on housing mounting sur-face and install the deep reduction cylinderhousing in rear bore of auxiliary housing, airchannel to the right.

2. If previously removed, install the O-ring in grooveof yoke bar piston.


5. For models so equipped, install the insert valvein bottom exhaust port of cylinder cover asshown (left). Install the valve retaining nut in ex-haust port of cover and tighten to recommendedtorque ratings (right).NOTE: Prior to installation of insert valve, apply asmall amount of silicone lubricant to O-rings onO.D. of valve.

3. Place the reduction yoke into position with slid-ing clutch, lockscrew hole to the front. From rearof auxiliary housing, insert the yoke bar throughcylinder bore and into yoke, aligning the notch inbar with yoke lockscrew hole.

6. Position the corresponding new gasket on covermounting surface and install the deep reductioncylinder cover, aligning the air channel with chan-nel in cylinder housing. Tighten capscrews to se-cure cover to cylinder housing.

4. Install the yoke lockscrew, tighten and wire se-curely.


D. Installation of Low Range Gear

1. Install the coupler on range mainshaft, clutchingteeth to the rear.

3. Install the splined tolerance washer on mainshaftand in hub of low range gear. Rotate the washerin groove of mainshaft to engage external splineswith clutching teeth of gear and align square in-ternal spline with keyway of mainshaft.IMPORTANT: This washer is available in varyingthicknesses. Use the splined tolerance washerthat provides a snug fit in gear hub.

2. Install the low range gear on mainshaft againstcouplete, clutching teeth.

4. Install the key in keyway of range mainshaft, in-serting the thick end of key in square internalspline of tolerance washer to lock low range gearon shaft.

REASSEMBLY-AUXILIARYSECTION (15-SPEED MODELS]E. Reassembly and Installation of

Synchronizer Assembly

1. Place the larger low range synchronizer ring onbench and install the sliding clutch on blockerpins, recessed side up.

2. Install the three springs in bores of high rangesynchronizer ring.

3. Place the high range synchronizer ring overblocker pins of low range synchronizer, seatingthe springs against pins.

4. Apply downward pressure to the high range syn-chronizer ring WHILE TWISTING COUNTER-CLOCKWISE to compress the springs and fullyseat ring on blocker pins of low range synchronizer.


5.

F.

Install the synchronizer assembly on splines ofrange mainshaft, low range ring towards rear.

Timing and Installation ofAuxiliary Countershaft Assemblies

1. If previouslyrace on front

removed, install the bearing innerof each countershaft.

2. IMPORTANT: On the low range gear of each aux-i l iary countershaft assembly locate the "O"stamped on one tooth. Align tooth with "O", withsmaller deep reduction gear tooth and mark withhigh visible color of toolmakers' dye.

3. Place one countershaft into position in housing,meshing the marked tooth of countershaft gearwith either set of two marked teeth of mainshaftdeep reduction gear (inset). Center rear of coun-tershaft in bearing bore, start rear bearing in boreand complete installation with a flanged-enddriver and maul. Repeat the procedure with otherauxiliary countershaft assembly, making sure thedeep reduction gear set remains in time duringbearing installation.NOTE: Check synchronizer assembly for springsthat may be released during bearing installation.


G. Reassembly and Installation ofRange Cylinder Assembly

4. Install the snap ring in groove at rear of eachcountershaft.

1. If previously removed, install the O-ring in bore ofrange cylinder housing.

5. Position the corresponding new gasket on covermounting surface and install both rear bearingcovers. Tighten capscrews to secure covers toauxiliary housing.NOTE: For reassembly and installation of modelsequipped with an Auxiliary Oil Pump Assemblyon rear of countershaft, see OPTIONS.

2. Position the corresponding new gasket on hous-ing mounting surface and install the cylinderhousing in rear bore of auxiliary housing, air fit-ting to the upper left. Tighten capscrews to se-cure cylinder housing to auxiliary housing.


3. Place the range yoke into position with slidingclutch of synchronizer assembly, long hub ofyoke to the rear. Insert threaded-end of yoke barthrough yoke and into bore of range cylinderhousing, aligning the notches in bar with yokeIockscrew holes.

6. In cylinder housing bore, install the range pistonon yoke bar, flat side to the rear. Secure with nuttightened to recommended torque ratings (inset).

4. Install the two yoke Iockscrews, tighten and wiresecurely. 7. Position the corresponding new gasket on cover

mounting surface and install the range cylindercover on housing, open port to the upper left.Tighten capscrews to secure cover to housing.

5. If previously removed, install the O-rings in theI.D. and O.D. of range piston. 96

DISASSEMBLY-FRONT SECTIONA. Removal of Front Bearing Cover

and Input Shaft Nut

1. Turn out the retaining capscrews and remove thedrivegear bearing cover and gasket.

2. If necessary remove the oil seal from cover ofmodels so equipped.

3. Engage two mainshaft sliding clutches into gear,this prevents transmission from rotating. Removenuting

NOTE:

(left hand thread) with drive gear nut remov-tool.

On models using snap ring in place of nut, re-move snap ring.

DISASSEMBLY-FRONT SECTIONCASE ASSEMBLIES

*NOTE: Use lockwire at these positions during reassembly.Cut 6417-9/80

B. Removal and Disassembly ofAuxiliary Drive Gear Assembly

1. Remove the snap ring from groove at rear ofmainshaft.

2. Cut lockwire and remove the capscrews frombearing retainer ring.

DISASSEMBLY-FRONT SECTION

4. Remove the snap ring from hub of auxiliary drivegear.

3. Insert three puller screws in the specially tappedholes of retainer ring. Tighten screws evenly topull the auxiliary drive gear assembly from casebore.

5. Using the rear face of retainer ring as a base,press the drive gear through bearing.

6. If necessary, remove the O-rings from hub O.D. ofauxiliary drive gear.


C. Removal and Disassembly of LeftReverse Idler Gear Assembly

1. Move the mainshaft reverse gear as far to the rearas possible and remove the snap ring from I.D. ofgear .

2. Move the reverse gear forward and against the 1stspeed gear, engaging the splines of mainshaftsliding clutch.


3. Using inside jaw pullers or impact puller, removethe auxiliary countershaft front bearing from leftreverse idler gear bore. If necessary, repeat theprocedure for removing the auxiliary countershaftfront bearing from right reverse idler gear bore.

4. Turn out the stop nut from front of idler shaft andremove washer.

5. Remove the pipe plug from rear of idler shaft anduse an impact puller, 1/2-13 threaded end, to re-move shaft from case bore (inset).

6. As the idler shaft and washer is moved to therear, remove the thrust washer, and gear fromcase.

7. If necessary, remove the inner race from bearingand press needle bearing from idler gear.

DISASSEMBLY-FRONT SECTIONCOUNTERSHAFTASSEMBLY

D. Removal of Countershaft BearingsNOTE: In the following instructions, the front andrear bearings from BOTH countershaft are re-moved. For removal of the mainshaft assemblyfrom case, it is necessary to remove the bearingsfrom right countershaft ONLY.

2. From inside the case, use a soft punch and maulto drive the countershaft rear bearings to the rearand from case bores.NOTE: This procedure will damage the bearingsand should not be attempted unless replacementof the bearings is planned.



3. Turn out the capscrew and remove the frontbearing retainer plate from each countershaft.

5. From the rear of case, use a soft bar and maul todrive each countershaft forward to unseat thefront bearings from case bores and expose thebearing snap rings.

4. Use a soft bar and maul to drive each counter-shaft to the rear as far as possible. This will par-tially unseat the front bearings.NOTE: The soft bar used should have a flattenedend that is large enough so as not to damageholes for roll pin and capscrew.

6. Use a bearing puller or pry bars to remove thecountershaft front bearings.N O T E : The bearing inner race of modelsequipped with roller-type front bearings will re-main pressed on countershaft.


E. Removal and Disassembly ofMainshaft Assembly

2. Remove the 4th-5th speed sliding clutch fromfront of mainshaft.

1. Block the right countershaft assembly againstcase wall and pull the mainshaft assembly to therear to free pilot from pocket of input shaft. Tiltfront of mainshaft up and lift the assembly fromcase (inset). Use caution as the reverse gear isfree and can fall from shaft.


3. Remove the snap ring from groove at rear ofmainshaft.

5. From rear of mainshaft, pull the key from main-shaft keyway.NOTE: When removing limit washers, spacersand gears, note their location on mainshaft to fa-cilitate reassembly. Keep the internal-splinedwashers and external-splined spacers with thegear from which they were removed. There isONLY one limit washer and one spacer belongingto each gear.

4. Remove themainshaft.

reverse gear and spacer from rear of

6. Turn the reverse gear limit washer to align itssplines with those of mainshaft and removewasher.


7. Remove the 1st-Reverse speed sliding clutchfrom mainshaft.

8. Using a small screwdriver, turn the limit washer inhub of 1st speed gear to align its splines withthose of the mainshaft.

9. Pull the 1st speed gear from rear of mainshaft toremove limit washer, spacer and gear. If neces-sary, remove the snap ring from I.D. of gear (in-set).

10. Remove each remaining gear, limit washer, spacerand sliding clutch from mainshaft in the samemanner previously detailed. And, if necessary, re-move the snap ring from I.D. of each gear.

DISASSEMBLY - FRONT SECTION

F. Removal and Disassembly ofMain Drive Gear Assembly

2. Move upper countershaft to right and removedrive gear and spacer from case.

1. Drive the input shaft back through bearing with asoft bar and maul. Remove input shaft from case(inset).


3. Drive the input shaft bearing out the front ofcase.

4. If necessary, remove the snap ring from drivegear.

5. Check the bushing in pocket of input shaft andreplace if worn or damaged.

6. Remove the front and rear bearings from leftcountershaft as described in Part D of this sec-tion.

DISASSEMBLY-FRONT SECTIONG. Removal and Disassembly of

Countershaft AssembliesNOTE: Refer to the illustration provided at Part Dof this section. Except for the PTO gears, the leftand right countershaft assemblies are identicaland disassembled in the same manner.

1. Move the right countershaft assembly to the rearas far as possible so front of shaft can be re-moved from case bore and moved to the center ofcase. Lift the assembly from case and repeat theprocedure for left countershaft assembly.NOTE: The left and right reverse idler gear as-semblies are identical and disassembled in thesame manner. If removal and disassembly of thisassembly is necessary, refer to Part B of this sec.tion.

3. Remove the drive gear retaining snap ring fromfront of each countershaft.

3. Using the rear face of 4th speed gear as a base,press the drive gear, PTO gear and 4th speed (oroverdrive) gear from each countershaft (left). Thiswill also remove the front bearing inner race fromcountershaft of models so equipped (right).IMPORTANT: NEVER USE THE PTO GEAR AS APRESSING BASE. The narrow face width of thisgear makes it very susceptible to breakage.

4. Using the rear face of 2nd speed gear as a base,press the 3rd speed and 2nd speed gears fromeach countershaft.NOTE: Always use caution when pressing a clus-ter of gears from countershaft. It is necessary topress these gears off in a cluster of three and,then, in a cluster of two.


5. If necessary, remove the key and roll pin fromcountershaft.

REASSEMBLY-FRONT SECTIONCASE ASSEMBLIESNOTE: Before starting reassembly, make sure thethree magnetic discs are solidly in place at bottom ofcase. These can be secured to disc mounting sur-faces with Scotch Grip Rubber Adhesive or equiva-lent adhesive.

A. Reassembly and Installation ofRight Reverse Idler Gear Assembly

1. If previously removed, thread pipe plug in rear ofreverse idler shaft and tighten. Install the washeron shaft, flat side to the front (inset).

2. If previously removed, press the needle bearinginto bore of reverse idler gear.

3. Install the bearing inner race on idler shaft and in-sert shaft into case bore, threaded-end of shaft tothe front. As the idler shaft is moved forward, in-stall the reverse idler gear on shaft, long hub tothe front and seating on bearing inner race. Posi-tion the thrust washer on shaft between the gearand support boss in case and continue withmovement of idler shaft forward into bore of sup-port boss.

REASSEMBLY-FRONT SECTION

5. Install the OUTER RACE of auxiliary countershaftfront bearing into case bore and against washer.

NOTE: The bearing INNER RACE is installed onfront of auxiliary countershaft and never withouter race.

B. Reassembly of CountershaftAssembliesNOTE: Except for the PTO gears, the left andright countershaft assemblies are identical andreassembled in the same manner.

1. If previously removed, install the roll pin and keyin keyway of countershaft.

2. Align keyway of gear with key in countershaft andpress the 2nd speed gear on shaft, long hub ofgear to the front of countershaft.

3. Press the 3rd speed gear on countershaft, longhub of gear against 2nd speed gear hub.


4. Press the 4th speed (or Overdrive) gear on coun-tershaft, long hub of gear to the front of shaft.

5. Start the PTO gear onto countershaft, bullet-noseside of teeth facing up and toward rear of shaft.Align keyway of drive gear with key in coun-tershaft and press BOTH gears onto shaft, longhub of drive gear against PTO gear.NOTE: The left countershaft assembly has a 47-tooth PTO gear; the right countershaft assemblyhas a 45-tooth PTO gear.

6. To avoid confusion during installation, mark theend of left countershaft with an "L"; the end ofright countershaft with an "R".

7. Install the drive gear retaining snap ring in grooveon front of each countershaft.


8. For models equipped with rol ler- type frontbearings, use a rubber mallet or flanged-enddriver to install bearing inner race on shaft,shoulder of race against shoulder of coun-tershaft.

IMPORTANT: Mark the countershaft drive gear fortiming purposes. On the drive gear of each coun-tershaft assembly, mark the tooth aligned with key-way of gear and stamped with an "O" for easyidentification. A highly visible color of toolmakers'dye is recommended for making timing marks.

. -

C. Partial Installation ofCountershaft Assemblies

1. Place the left countershaft assembly into posi-tion in case, making sure that the "L"-marked as-sembly has the larger 47-tooth PTO gear.

2. Place the right countershaft assembly into posi-tion in case, making sure that the "R"-marked as-sembly has the smaller 45-tooth PTO gear.

REASSEMBLY-FRONT SECTIOND. Bearing Installation of Left

Countershaft Assembly

3. Center the front of left countershaft in bearingand move the assembly forward.

1. Move the left countershaft assembly to the rearand insert countershaft support tool or blockingto center shaft in rear case bore.

4. Use a flanged-end bearing driver to completelyseat front bearing or bearing outer race in casebore.

2. Use a flanged-end bearing driver to start thebearing in case bore.NOTE: The inner race of roller-type front bearingis pressed on front of countershaft.


5. Position the retainer plate on front of left counter-shaft, roll pin in hole at end of shaft, and securewith capscrew tightening to recommended tor-que ratings.

6. Remove countershaft support tool or blocking.

from rear case bore and install the left counter-shaft rear bearing with larger I.D. lead chamfer tothe front of shaft and install the snap ring ingroove at rear of left countershaft.

REASSEMBLY-FRONT SECTIONE. Reassembly, Installation and Timing

of Main Drive Gear Assembly

3. Mesh the marked tooth of left countershaft drivegear with either set of two marked teeth on maindrive gear. Slide the input shaft through the maindrive gear (inset).

1. If previously removed, install the snap ring in I.D.of main drive gear and the bushing in pocket ofinput shaft (inset).

4. Install spacer (inset) and bearing on the inputshaft with external snap ring to the outside.

2. Mark the main drive gear for timing purposes.Mark any two adjacent teeth on drive gear and re-peat the procedure for the two adjacent teethdirectly opposite the first set marked. A highlyvisible color of toolmakers' dye is recommendedfor making timing marks.

REASSEMBLY-FRONT SECTIONã

5. Tap the bearing into position in the bore with asoft mallet.

7. Use a soft bar and maul to drive the input shaftthrough bearing. Remove front bearing cover.

F. Reassembly of AuxiliaryDrive Gear AssemblyNOTE: Because the auxiliary drive gear assembly

and centering mainshaft in rear bearing boreis used in checking reverse gear axial clearances

during Reassembly and Partial Installation ofMainshaft Assembly, it is necessary to completethe following instructions BEFORE proceeding toPart G.

6. Temporarily install the front bearing cover.

1. If previously removed, install the O-rings on ex-tended front hub of auxiliary drive gear.

REASSEMBLY - FRONT SECTION

2.

3.

Install the retainer ring on auxiliary drive gear,snap ring groove facing front hub and away fromgear teeth.

Start the auxiliary drive gear bearing on front hub,bearing snap ring facing groove in retainer ring.Using both the inner and outer race of bearing asa base, press the bearing on gear with snap ringin groove of retainer ring or use a bearing driver(inset).

4.

G.

1 .

Install the snap ring in groove of front gear hub toretain bearing.

Reassembly and Partial Installationof Mainshaft AssemblyIf previously removed, install the correspondingsnap rings in I.D. of mainshaft gears.


FC1.89

2. Secure the mainshaft in a vise equipped withbrass jaws or wood blocks, pilot-end of shaftdown. If previously removed, install the roll pin inkeyway.

3. Install the 4th speed gear limit washer on main-shaft, flat side of washer up. Rotate washer in the1st or bottom groove of mainshaft to align thesplines of washer with those of the mainshaft. in-stall the key in mainshaft keyway to lock washerin place.

4. Install the spacer on shaft against washer.

5. Install the 4th speed (or Overdrive) gear on main-shaft, clutching teeth down and engaged with ex-ternal splines of spacer.NOTE: Gear limit washers are internally splinedand locked to mainshaft by the key. Gear spacersare externally splined to engage with clutchingteeth in gear hubs. There is one limit washer andone spacer for each gear in the mainshaft as-sembly.


6. Install the 3rd speed gear on shaft against 4thspeed (or Overdrive) gear, clutching teeth up.

8. Remove the key from keyway and install the 3rdspeed gear limit washer on mainshaft, flat side ofwasher down and against spacer. Rotate washerin the 2nd groove of mainshaft to align thesplines of washer with those of the mainshaftand reinsert key in keyway to lock washer inplace (inset).

7. Install the spacer in 3rd speed gear, engaging theexternal splines of spacer with clutching teeth ofgear.

121


10. Install the 2nd-3rd speed sliding clutch, aligningthe missing internal spline of sliding clutch withkey in mainshaft.

9. Insert two large screwdrivers between the 3rdand 4th speed (or Overdrive) gears to check axialclearances. Apply slight downward pressure onscrewdriver handles to spread gears evenly. Mak-ing sure the gear hubs are parallel, insert a feelergage between hubs. Correct axial clearanceshould be from .005" to .012". If the clearance isless than the minimum .005" tolerance, the limitwasher in the 3rd speed gear should be replacedby a thinner limit washer. This will increase theaxial clearance between the gears. If the clear-ance checked is greater than the maximum .012"tolerance, a thicker limit washer should be in-stalled in the 3rd speed gear. This would de-crease the axial clearance between the gears.

11. Remove the key from keyway and install the 2ndspeed gear limit washer on mainshaft, flat side ofwasher up. Rotate washer in the 3rd groove ofmainshaft to align the splines of washer withthose of the mainshaft and reinsert key in keywayto lock washer in place.

REASSEMBLY - FRONT SECTIONSETTING CORRECT AXIALCLEARANCES FORMAINSHAFT GEARSAxial Clearance (End-Play) Limits Are:

.005"-.012" for all mainshaft gears

Washers are used to obtain the correct limits; sixthicknesses are available as follows:

LIMITS (INCH),248-.250.253 -.255.258-.260.263-.265.268-.270.273-.275

*

COLOR CODEWHITEGREEN

ORANGEPURPLEYELLOWBLACK

"PLUS RED"

*NOTE: New style limit washers come in a full rangeof tolerances as corresponding colors listed above"plus red." (Example: "Orange plus red" limitwasher has an inch limit thickness of .258-.260 .).

Refer to Illustrated Parts Lists for washer part num-hers.

Always use the .248-.250" low limit washer ("White"or "white plus red") in the 2nd and 4th speed gear po-sitions as shown at right.

**On Overdrive models, the 4th speed gear becomes5th speed.



13. Install the 2nd speed gear on mainshaft, clutch-ing teeth down and engaged with external splinesof spacer.

14. Install the 1st speed gear on shaft against 2ndspeed gear, clutching teeth up.

15. Install the spacer in 1st speed gear, engaging theexternal splines of spacer with clutching teeth ofgear.


16. Remove the key from keyway and install the 1stspeed gear limit washer on mainshaft, flat side ofwasher down and against spacer. Rotate washerin the 4th groove of mainshaft to align the splinesof washer with those of the mainshaft and rein-sert key in keyway to lock washer in place (inset).

17. Check axial clearances and make adjustments, ifnecessary, between the 1st and 2nd speed gearsas described in No. 9 of this section.


18. Install the 1st-Reverse speed sliding clutch, align-ing the missing internal spline of sliding clutchwith key in mainshaft.

19. Remove the key from keyway and install the re-verse gear limit washer on mainshaft, flat side ofwasher up. Rotate washer in the 5th groove ofmainshaft to align the splines of washer withthose of the mainshaft and reinsert key in keywayto lock washer in place,


21. Install the snap ring in 6th groove of mainshaft toretain key in keyway.


22. Install the snap ring in hub of reverse gear ONLYTO CHECK AXIAL CLEARANCE (END-PLAY)LIMITS.

24. Install the auxiliary drive gear assembly in itsproper position on rear of mainshaft.

23. Install the reverse gear on mainshaft, clutchingteeth down and engaged with external splines ofspacer.


25. Force both the reverse gear and auxiliary drivegear downward on the shaft to flatten their re-spective snap rings. Making sure the gear hubsare parallel, insert a feeler gage between thehubs of the reverse gear and auxiliary drive gear.Correct axial clearance should be from .005" to.012". If clearance is less than the minimum .005"tolerance, the reverse gear limit washer should bereplaced by a thinner limit washer. This will in-crease the axial clearance between the gears. Ifthe clearance checked is greater than the max-imum .012" tolerance, a thicker limit washershould be installed in the reverse gear. Thiswould decrease the axial clearance between thegears.NOTE: THIS CHECK IS MADE WITHOUTSPREADING THE GEARS WITH SCREW-DRIVERS.

26. With the proper reverse gear limit washer in-stalled on mainshaft, remove the auxiliary drivegear assembly and reverse gear.

27. Remove the snap ring from hub of reverse gearand reinstall the gear on mainshaft. Engage theclutching teeth of gear with the splines of spacerand sliding clutch and move the reverse gearagainst the 1st speed gear.


28. Remove the mainshaft assembly from vise. Alignthe missing internal spline of 4th-5th speed slid-ing clutch with key in mainshaft and install onfront of shaft, engaging the external splines ofsliding clutch with clutching teeth of 4th speed(or Overdrive) gear.

30. Move the pilot-end of mainshaft into pocket bush-ing of input shaft.

29. Block the right countershaft assembly againstcase wall and lower the mainshaft assembly intoposition with the reverse gear held against 1stspeed gear and rear of shaft moved into casebore.

1 2 9


31. With the reverse gear remaining against 1stspeed gear, mesh the corresponding forwardspeed gears of left countershaft assembly. Checkto make sure that marked tooth on left coun-tershaft drive gear has remained in mesh withmarked set of teeth on main drive gear.

32. Center rear of mainshaft in case bore and installthe auxiliary drive gear assembly on shaft, par-tially seating the bearing in bore. DO NOT COM-PLETE INSTALLATION AT THIS TIME.

„H. Bearing Installation and Timing of

Right Countershaft AssemblyIMPORTANT: The left countershaft assemblyMUST remain in time with main drive gear whentiming right countershaft assembly.

1. Remove blocking from r ight countershaft as-sembly and place it parallel to mainshaft as-sembly . Mesh the marked too th o f r igh tcountershaft drive gear with remaining set of twomarked teeth on main drive gear.

130


2. Insert countershaft support tool or blocking inrear bearing bore.

3. Install the right countershaft bearings in thesame manner described in Part D for left coun-tershaft bearings.

4. With bearing installation complete, install thesnap ring in groove at rear of right countershaft.

5. Move the reverse gear to the rear on mainshaftand use a screwdriver to engage sliding clutcheswith all forward speed gears. A sliding clutch thatwill not engage with a gear indicates the gear setis not in proper mesh. The bearings of the rightcountershaft would then need to be removed andthe drive gear set retimed.NOTE: Do not engage sliding clutches with morethan one gear at the same time. This will lock thegearing and prevent the mainshaft and countershaftassemblies from rotating.

1. Reassembly and Installation ofLeft Reverse Idler Gear AssemblyNOTE: Since the left and right reverse idler gearassemblies are identical, reassembly and installa-tion of the left reverse idler gear assembly shouldbe performed at this time as described in Part Aof this section.

1 3 1

REASSEMBLY-FRONT SECTIONJ. Completed Installation of Mainshaft

and Auxiliary Drive Gear Assemblies

1. Remove the auxiliary drive gear assembly frommainshaft and rear bearing bore. Do not allowmainshaft to move to rear when removing aux-iliary drive gear.

3. Align the external splines of spacer with clutch-ing teeth of reverse gear and move spacerforward on mainshaft and into gear.

4. Install the snap ring in hub of reverse gear andmove the reverse gear forward on mainshaft andinto proper position in case.

2. Move the reverse gear to the rear as far as possi-ble, meshing teeth of gear with those of the re-verse idler gears.

1 3 2


5. Reinstall the auxiliary drive gear assembly on rearof mainshaft. Use a flanged-end driver and maulto seat bearing in case bore.

7. Install the snap ring in groove at end of main-shaft.

K. Installation of Drive Gear Nutand Front Bearing Cover

6. Align the six capscrew holes in retainer with thetapped holes in case and install capscrews.Tighten to recommended torque ratings and lock-wire the capscrews in groups of three.

1. Apply Loctite grade 277 sealant to cleanedthreads of new drive gear bearing nut. DO NOTREUSE OLD NUT.NOTE: For models equipped with a snap ring toretain bearing, install the snap ring in groove ofinput shaft and proceed to No. 3.

REASSEMBLY-FRONT SECTION„

2. Engage two mainshaft sliding clutches into gearto prevent transmission from rotating.

4. If previously removed, install the oil seal in drivegear bearing cover of models so equipped.

3. Install the nut on shaft (left hand threads). Usinga drive gear nut installer, tighten to 250-300 lbs/ftof torque. Use a punch and maul to peen the nuti n t o t h e t w o m i l l e d s l o t s o f i n p u t s h a f t .

5. Install the drive gear bearing cover and gasket,making sure to align the oil return hole in case.Secure cover on case with retaining capscrews(inset).

INSTALLATION-COMPANION FLANGE,AUXILIARY SECTION AND CLUTCH HOUSINGCOMPANION FLANGE, AUXILIARY SECTIONAND CLUTCH HOUSINGA. Installation of Clutch Housing

1. Position the corresponding new gasket on hous-ing mounting surface and install the clutch hous-ing on front case, piloting on the six studs •anddrive gear bearing cover.

2. Install the six nuts with washers or lockwasherson studs and tighten. See TORQUE RECOMMEN-DATIONS.

3.

4.

Install the four capscrews with lockwashers andtighten. See TORQUE RECOMMENDATIONS.

For models so equipped, install the clutch re-lease mechanism and/or clutch brake assembly.See OPTIONS.

INSTALLATION-COMPANION FLANGE,AUXILIARY SECTION AND CLUTCH HOUSINGB. Installation of Auxiliary Section

NOTE: Make sure the bearing inner race is in-stalled on front of each auxiliary countershaft BE.FORE proceeding with the following.

1. Attach a chain hoist to auxiliary. Move the as-sembly evenly into rear of front case, piloting iton the dowel pins. As assembly is movedforward, the countershaft drive gears will meshwith the auxiliary drive gear.IMPORTANT: On 15-speed auxiliary sections,shift the deep reduction sliding clutch into deepreduction before installing auxiliary. This will pre-vent possible timing error.

3. The auxiliary section can also be installed withtransmission set in the vertical position. Blockunder the clutch housing to prevent damage tothe input shaft, position the corresponding newgasket on plate/housing mounting surface andlower the assembly onto rear of front case. Installthe retaining capscrews and tighten securely. SeeTORQUE RECOMMENDATIONS,IMPORTANT: On 15-speed auxiliary sections,shift the deep reduction sliding clutch into deepreduction before installing auxiliary. This will pre-vent possible timing error.

2. Install the retaining capscrews in flange of aux-iliary plate/housing and tighten to secure the aux-iliary section to the front section. See TORQUERECOMMENDATIONS.

136

INSTALLATION-COMPANION FLANGE,AUXILIARY SECTION AND CLUTCH HOUSINGC. Installation of Universal Joint

Companion Flange or Yoke

1.

2. Lock the transmission by engaging two main-shaft gears with sliding clutches. Install thewasher and/or nut on output shaft and tighten nutusing 450-500 lbs/ft of torque.

For models so equipped, install the speedometerdrive gear or replacement spacer in position onhub of companion flange or yoke. Install the com-panion flange or yoke on splines of output shaftand move into rear bearing cover.NOTE: For 14615/15615 models, the speedometerdrive gear or replacement spacer is installed onoutput shaft prior to installation of rear bearingcover.

1 3 7

INSTALLATION-SHIFTING CONTROLSSHIFT BAR HOUSING ASSEMBLYA. Installation

1. Place all three mainshaft sliding clutches in theneutral position.

Install the new shift bar housing gasket in posi-tion on case.

2. With all three shift bars in the neutral position, in-stall the shift bar housing assembly on case, fit-ting the shift yokes into slots of correspondingsliding clutches.NOTE: Avoid tilting the assembly during installationas the three sets of tension springs and balls arefree to be released from bores in top of housing.

3. Install the capscrews in housing and tighten tosecure the assembly to case.

INSTALLATION-SHIFTING CONTROLSGEAR SHIFT LEVER HOUSING ASSEMBLYA. Installation

NOTE: For models equipped with a LRC or SRCAssembly, the housing is installed in the samemanner described in the following instructions.

3. Install the retaining capscrews in housing flangeand tighten to secure the assembly to shift barhousing.

1. Check the shift bar housing assembly to makesure shift block and yoke notches are aligned inthe neutral position.

2. Install the new gear shift lever housing gasket inposition on shift bar housing and install the gearshift lever housing assembly on shift bar hous-ing, fitting the lever into shift block and yokenotches.

INSTALLATION-SHIFTING CONTROLSAIR SYSTEMA. Installation of Slave Valve

3. Install the hat-type alignment sleeve in bore of

1. If previously removed, install the air line fittingson slave valve.

2. Install the spring on shank of actuating pin andinsert in bore of transmission case.

slave valve.

4.

B.

Position the corresponding new gasket on valvemounting surface and install the-slave valve oncase, inserting the end of actuating pin into align-ment sleeve. Secure the valve to case with fourretaining capscrews tightened evenly.

Installation of Air Lines(See Air System Schematics on pages 32-36.)

Fo r spec’ing or service assistance, call 1-80 0-826-HELP (4357) 24 hours a day, 7 days a w eek (Mexico:

001-80 0-826-4357), for mo re time on the road. O r visit our w eb sit e at www .roadr ang er.com .

Eaton Corporation • Truc k Components Operations • P. O. Bo x 4013 • Kalamaz oo, MI 490 03 • U.S.A. • www .roadranger .com

Roadranger: Eaton, Dana and other trusted partner s providing the best products and services in the industry , ensuring more time on the road.

©20 07 Eaton Corporation · All rights reserved.Pr inted in US A

Copyright Eaton and Dana Corporation,2007. EATON AND DANA CORPORA TIONhereby grants its customer s, vendor s, ordistributor s permission to freely copy,reproduce and/or distribute this documentin printed format. It may be copied only in itsentirety without any changes or modifications.THIS INFORMATION IS NOT INTENDEDFOR SALE OR RESALE, AND THIS NOTICEMUST REMAIN ON ALL COPIES.

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