Caja RTX

R R
Eaton Fuller
Heavy Duty Transmissions
Service Manual
11/12/13/14/16709 Series
11/12/13/14/15710 Series
TRSM-0440
September 1991
WARNING!
Before starting a vehicle always be
seated in the drivers seat, place the
transmission in neutral, set the park-
ing brakes and disengage the clutch.
Before working on a vehicle place the /’--
transmission in neutral, set the park-

ing brakes and block the wheels.
Before towing the vehicle place the

transmission in neutral, and lift the
rear wheels off the ground or discon-
nect the driveline to avoid damage to
the transmission during towing.
TABLE OF CONTENTS
FOREWORD
MODEL DESIGNATIONS AND SPECIFICATIONS
LUBRICATION
OPERATION
9-SPEED MODELS
IO-SPEED MODELS
POWER FLOW
TIMING.
TORQUE RECOMMENDATIONS
TOOL REFERENCE
PREVENTIVE MAINTENANCE
PRECAUTIONS
DISASSEMBLY
INSPECTION
REASSEMBLY
CHANGING INPUT SHAFT
AIR SYSTEM
RANGE SHIFT AIR SYSTEM: ALL MODELS
AIR SYSTEM SCHEMATICS
DISASSEMBLY AND REASSEMBLY – SHIFTING CONTROLS
AIR SYSTEM
GEAR SHIFT LEVER HOUSING ASSEMBLY
SHIFT BAR HOUSING ASSEMBLY
REMOVAL – COMPANION FLANGE, AUXILIARY SECTION AND CLUTCH HOUSING
DISASSEMBLY– AUXILIARY SECTION
REASSEMBLY– AUXILIARY SECTION
DISASSEMBLY – FRONT SECTION
REASSEMBLY – FRONT SECTION
INSTALLATION - CLUTCH HOUSING, AUXILIARY SECTION AND
SHIMMING PROCEDURE, AND COMPANION FLANGE
INSTALLATION – SHIFTING CONTROLS
AIR SYSTEM
HELICAL ENDPLAY CHART
1
FOREWORD
This manual is designed to provide detailed information Instructions, Driver Training Programs and other forms of
necessary to service and repair the Eaton® Fuller® Trans- product service information for these and other Eaton Fuller
missions listed on the cover. Transmissions are available upon request. You may also
As outlined in the Table of Contents, the manual is obtain Service Bulletins, detailing information on product
divided into 2 main sections: improvements, repair procedures and other service-related
a. Technical information and reference subjects by writing to the following address:
b. Removal, disassembly, reassembly and
installation EATON CORPORATION
The format of the manual is designed to be followed in its TRANSMISSION DIVISION -
entirety if complete disassembly and reassembly of the Technical Service Department
transmission is necessary. But if only one component of the P.O. Box 4013
transmission needs to be repaired, refer to the Table of Kalamazoo, Michigan 49003
Contents for the page numbers showing that component. (61 6) 342-3344
For example, if you need to work on the Shift Bar Housing,
you will find instructions for removal, disassembly and
reassembly on page 32. Instructions for installation are on
page 86. Service Manuals, Illustrated Parts Lists, Drivers
Every effort has been made to ensure the accuracy of all information in this brochure. However, Eaton Transmission Division
makes no expressed or implied warranty or representation based on the enclosed information. Any errors or omissions may
be reported to Training and Publications, Eaton Transmission Division, P.O. Box 4013, Kalamazoo, Ml 49003.
2
MODEL DESIGNATIONS
AND SPECIFICATIONS
Nomenclature:
RTX-11709H
IMPORTANT: All Fuller Transmissions are identified by

model and serial number. This information is stamped on
the transmission identification tag and affixed to the case.
DO NOT REMOVE OR DESTORY THE TRANSMISSION
IDENTIFICATION TAG.
Relative Speed 1 2 3
9-SPEED GEAR RATIO PTO Gear Length Weight Oil Cap.
Model No To Input R.P.M. In. Lbs. Pints
Spds. (mm) (Kgs.) (Liters)
LO 1 St 2nd 3rd 4th 5th 6th 7th 8th Reverse Right Bottom
RT11709H
RT12709H .696 2890 606 2.55
9 13.29 9.16 6.53 4.80 3.57 2.56 1.83 1.34 1.00 3.89/13.89 .696 (734) (275) (12)
RT13709H
RT14709H
RTX11709H
RTX12709H
2891 664 255
RTX13709H 9 10.55 7.41 5.23 3.79 2.77 1.95 1.38 1.00 0.73 2.99/11.33 .788 .788 (713.3) (301) (12)
RTX14709H
RTX16709H
295 693 255
RTX 167096 9 12.46 7.41 5.23 3.79 2.77 1.95 1.38 1.00 0.73 3.43/13.03 .788 .788 (749.3) (314) (12)
Relative Speed 1 2 3
10-SPEED GEAR RATIO PTO Gear Length Weight Oil Cap.
Model No To Input R.P.M. In. Lbs. Pints
Spds. (mm) (Kgs.) (Liters)
1st 2nd 3rd 4th 5th 6th 7th 8th 9th 10th Reverse Right Bottom
289 604 26
RT11710B 10 .788 .788 (734.1) (274) (12)
606 26
RT12710B 10 .788 .788 289
(734.1) (275) (12)
14.78 11.00 8.17 6.00 4.46 3.31 2.46 1.83 1.34 1.00 3.38/14.78 289 611 26
RT13710B 10 .788 .788 (734.1) (277) (12)
295 624 26
RT14710B 10 .788 .788 (749.3) (283) (12)
289 604 2.6
RTX11710B 10 .788 .788 (734.1) (274) (12)
606 2.6
RTX12710B 10 .788 .788 289
(734.1) (275) (12)
10.99 8.18 6.07 4.46 3.32 2.46 1.83 1.36 1.00 .74 2.52/11.23 289 611 2.6
RTX13710B 10 .788 .788 (734.1) (277) (12)
295 624 2.6
RTX14710B 10 .788 .788 (749.3) (283) (12)
CHART NOTES:
1 Lengths measured from face of clutch housing to front bottoming surface of companion flange or yoke.
2 Weights include SAE No, 1 cast iron clutch housing and standard controls (control valve, gear shift lever and housing
assembly, and air lines), less clutch release parts. For information on available clutch housings, refer to Publication FUL-
140 – “Clutch Housing Chart.” All weights are approximate.
3 Oil Capacities are approximate, depending on inclination of engine and transmission. Always fill transmission with proper
grade and type of lubricant to level of filler opening. See LUBRICATION.
3
LUBRICATION
Proper Lubrication . . . Recommended Lubricants
Fahrenheit
(Celsius)
the Key to long Type
Grade
(SAE)
Ambient
Temperature
transmission life ®
Eaton Roadranger
CD50 Transmission
Fluid
®
50 All
Proper lubrication procedures are the key to a
Heavy Duty Engine 011
good all-around maintenance program. If the MIL.-L.2104B, C or D or 50 Above 10°F(-12°C.)
oil is not doing its job, or if the oil level is API-SF or APICD 40 Above 10°F(-12°C.)
ignored, all the maintenance procedures in the (Previous API designations 30 Below 10°F(-12°C.)
acceptable)
world are not going to keep the transmission
running or assure long transmission life. Mineral Gear 011 with rust 90 Above 10°F.12°C)
and oxldatlon inhlbltor 80W Below 10°F.-12°C)
Eaton® Fuller® Transmissions are designed API-GL1
so that the internal parts operate in a bath of
oil circulated by the motion of gears and The use of mild EP gear oil or multi-pur-
shafts. pose gear oil is not recommended, but if
Thus, all parts will be amply lubricated if these gear oils are used, be sure to adhere to
these procedures are closely followed: the following limitations:
Do not use mild EP gear oil or multi-pur-
1. Maintain oil level. Inspect regularly. pose gear oil when operating temperatures are
2. Change oil regularly. above 230°F (110°C). Many of these gear oils,
3. Use the correct grade and type of oil. particularly 85W140, break down above 230°F
4. Buy from a reputable dealer. and coat seals, bearings and gears with de-
posits that may cause premature failures. If
Lubrication Change and Inspection
these deposits are observed (especially a coat-
Eaton® Roadranger® CD50 Transmission Fluid I ing on seal areas causing oil leakage), change
to Eaton Roadranger CD50 transmission fluid,
HIGHWAY USE
heavy duty engine oil or mineral gear oil to
First 3,000 to 5,000 miles Factory fill assure maximum component life and to main-
(4827 to 8045 Km) inltlal drain.
tain your warranty with Eaton. (Also see
Every 10,000 miles Check fluid level “Operating Temperatures”,)
(16090 Km) Check for leaks.
Additives and friction modifiers are not recom-
Every 250,000 miles Change transmission mended for use in Eaton Fuller transmissions.
(402336 Km) fluid.
OFF-HIGHWAY USE
First 30 hours Factory fill
initial drain.
Every 40 hours Inspect fluld level Check for leaks.
Proper Oil Level
Every 500 hours Change transmission fluld where
severe dirt conditions exist. I Make sure oil is level with filler opening. Be-
cause you can reach oil with your finger does
Every 1,000 hours Change transmission fluid
(Normal off-highway use). I not mean oil is at proper level. One inch of oil
level is about one gallon of oil.
Heavy Duty Engine Lubricant or
Mineral Gear Lubricant Draining Oil
HIGHWAY USE I Drain transmission while oil is warm. To drain
oil remove the drain plug at bottom of case.
First 3,000 to 5,000 miles
(4827 to 8045 Km)
Factory fill
initial drain. I Clean the drain plug before re-installing.
Every 10,000 miles Inspect lubricant level. Refilling
(16090 Km) Check for leaks. Clean case around filler plug and remove plug
Every 50,000 miles Change transmission from side of case. Fill transmission to the
(80450 Km) lubricant.
level of the filler opening. If transmission has
OFF-HIGHWAY USE I two filler openings, fill to level of both open-
First 30 hours Change transmission
ings.
lubricant on new units. The exact amount of oil will depend on the
Every 40 hours Inspect Iubrlcant level. Check for leaks.
transmission inclination and model. Do not
over fill—this will cause oil to be forced out
Every 500 hours Change transmission Iubrlcant where
severe dirt conditions exist.
of the transmission.
When adding oil, types and brands of oil
Every 1,000 hours Change transmission lubricant
(Normal off-hlghway use).
should not be mixed because of possible in-
compatibility.
4
LUBRICATION
Operating Temperatures Proper Lubrication Levels
®
— With Eaton Roadranger
®
as Related to Transmission
CD50 Transmission Fluid Installation Angles
Heavy Duty Engine Oil If the transmission operating angle is more
and Mineral Oil than 12 degrees, improper Iubrication can oc-
cur. The operating angle is the transmission
The transmission should not be operated con- mounting angle in the chassis plus the per-
sistently at temperatures above 250°F (120°C). cent of upgrade (expressed in degrees).
However, intermittent operating temperatures The chart below illustrates the safe percent
to 300°F (149°C) will not harm the transmis- of upgrade on which the transmission can be
used with various chassis mounting angles.
sion. Operating temperatures above 250°F
For example: if you have a 4 degree transmis-
increase the lubricant’s rate of oxidation and sion mounting angle, then 8 degrees (or 14
shorten its effective life. When the average percent of grade) is equal to the limit of 12
operating temperature is above 250°F the degrees. If you have a 0 degree mounting
transmission may require more frequent oil angle, the transmission can be operated on a
12 degree (21 percent) grade.
changes or external cooling.
Anytime the transmission operating angle of
The following conditions in any combina- 12 degrees is exceeded for an extended
tion can cause operating temperatures of over period of time the transmission should be
250°F: (1) operating consistently at slow equipped with an oil pump or cooler kit to
speeds, (2) high ambient temperatures, (3) re- insure proper lubrication.
stricted air flow around transmission, (4) ex- Note on the chart the effect low oil levels
can have on safe operating angles. Allowing
haust system too close to transmission, (5)
the oil level to fall 1/2" below the filler plug
high horsepower, overdrive operation. hole reduces the degree of grade by approxi-
External oil coolers are available to reduce mately 3 degrees (5.5 percent).
operating temperatures when the above condi-
tions are encountered.
Proper Lubrication Levels are Essential!
Transmission Oil Coolers are:
Recommended
— With engines of 350 H.P. and above
with overdrive transmissions
Required
— With engines 399 H.P. and above with
overdrive transmissions and GCW’S
over 90,000 lbs.
— With engines 399 H.P. and above and
1400 Lbs.-Ft. or greater torque
— With engines 450 H.P. and above
— With EP or Multipurpose Gear Oil

Mild EP gear oil and multipurpose gear oil are
not recommended when lubricant operating
temperatures are above 230° F (110°C). In addi-
tion, transmission oil coolers are not recom-
mended with these gear oils since the oil
cooler materials may be attacked by these
gear oils. The lower temperature limit and oil
cooler restriction with these gear oils gener- Transmission Mounting Angle
ally limit their success to milder applications. Dotted line showing "2 Quarts Low" is for
reference only. Not recommended.
5
OPERATION
9-Speed Tansmissions
Shift Lever Patterns and Shifting Controls
10-Speed Transmissions
6
POWER FLOW
The transmission must efficiently transfer the engine’s power, in terms of torque, to the vehicle’s rear wheels. Knowledge of
what takes place in the transmission during torque transfer is essential when trouble-shooting and making repairs.
Front Section Power Flow
(All Models)
1. Power (torque) from the vehicle’s engine is transferred
to the transmission’s input shaft.
2. Splines of input shaft engage internal splines in hub of
main drive gear.
3. Torque is split between the two countershaft drive gears.
4. Torque is delivered along both countershaft to mating
countershaft gears of "engaged” mainshaft gear. The
following cross section views (Figures 1-2) illustrate a
1st/6th speed gear engagement.
5. Internal clutching teeth in hub of engaged mainshaft
gear transfers torque to mainshaft through sliding clutch.
6. Mainshaft transfers torque directly to auxiliary drive
gear.
7
POWER FLOW
Auxiliary Section Power Flow:
LO RANGE (All Models)
7. 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.
8. Torque is delivered along both countershaft to 10. Torque is delivered to driveline as LO RANGE 1st.
the “’engaged” low range gear on range main- -
shaft or output shaft.
PL 1O Figure 1.
LOW RANGE POWER FLOW
Auxiliary Section Power Flow:

HI RANGE (All Models)
7. The auxiliary drive gear transfers torque directly 8. Torque is delivered through range mainshaft and/or out-
to the range mainshaft or output shaft through put shaft to driveline as HI RANGE 6th.
“engaged” sliding clutch.
8
TIMING
Timing Procedures: All Models
It is e s s e n t i a l t h a t b o t h c o u n t e r s h a f t a s s e m b l i e s o f C. Meshing marked countershaft drive gear teeth
the front and auxiliary sections are “timed. ” This as- with marked main drive gear teeth.
sures proper tooth contact is made between main- (After placing the mainshaft assembly into case,
shaft gears seeking to center on the mainshaft the countershaft bearings are installed to com-
during torque transfer and mating countershaft plete installation of the countershaft as-
gears that distribute the load evenly. If not properly semblies.)
timed, serious damage to the transmission is likely z. When installing the bearings on left counter-
to result from unequal tooth contact causing the shaft, mesh the marked tooth of countershaft
mainshaft gears to climb out of equilibrium. drive gear with either set or two marked teeth
Timing is a simple procedure of marking the ap- on the main drive gear.
propriate teeth of a gear set prior to installation and 2. Repeat the procedure when installing the
placing them in proper mesh while in the transmis- bearings on right countershaft, making use of
sion. In the front section, it is necessary to time the remaining set of two marked teeth on the
only the drive gear set. And depending on the main drive gear to time assembly.
model, only the LO range, deep reduction, or splitter
gear set is timed in the auxiliary section.
Front Section
A. Marking countershaft drive gear teeth.
1. Prior to placing each countershaft assembly
into case, clearly mark the tooth located
directly over the keyway of drive gear as Countershaft gear teeth
shown. This tooth is stamped with an “O” to meshed with drive gear teeth
aid identification. for correct timing.
Cut 7300 F11/86
Auxiliary Section
Tooth on Countershaft A. Timing the auxiliary countershaft.
directly over Keyway
marked for timing
The auxiliary section is different from the standard because
of the helical gear design; therefore, review this procedure
before reassembly.
1. Mark any tooth on the LO range gear. Then mark a
Cut 7300 H-1 1/86 tooth located directly opposite the first marked.
2. Prior to placing each auxiliary countershaft assem-
B. Marking main drive gear teeth. bly into housing, mark the two teeth on the LO range
1. Mark any two adjacent teeth on the main drive gear of each auxiliary countershaft assembly
gear. stamped with the two 0’s. Repeat procedure on the
2. Mark the two adjacent teeth located directly reduction gear of each auxiliary countershaft.
opposite the first set marked on the main
drive gear. As shown below, there should be 3. Install the auxiliary countershaft in the auxiliary hous-
an equal number of unmarked gear teeth on ing lining the timing marks on the countershaft with
each side between the marked sets. the LO range gear and the reduction gear.
4. Seat the auxiliary countershaft bearings.
Drive gear teeth correctly
marked for timing.
Cut 7300G-1 1/86
9
Correct torque application is extremely important to assure long transmission life and dependable performance
Over-tightening or under-tightening can result in a loose installation and, in many instances, eventually cause
damage to transmission gears, shafts, and/or bearings. Use a torque wrench whenever possible to attain recom-
mended lbs./ft. ratings. Do not torque capscrews dry.
FRONT SECTION: ALL MODELS
Cut 7190-1/87 b
10
TORQUE RECOMMENDATIONS
AUXILIARY SECTIONS
Cut 7191-1/87
11
TOOL REFERENCE
Some repair procedures pictured in this manual show The specialized tools listed below can be obtained from
the use of specialized tools. Their actual use is recom- a tool supplier or made from dimensions as required by the
mended as they make transmission repair easier, faster, individual user. Detailed Fuller Transmission Tool Prints are
and prevent costly damage to critical parts. available upon request by writing.
But for the most part, ordinary mechanic’s tools such as Eaton Corporation
socket wrenches, screwdrivers, etc., and other standard Transmission Division
shop items such as a press, mauls and soft bars are all that Technical Service Dept.
is needed to successfully disassemble and reassemble any P.O. Box 4013
Fuller Transmission. Kalamazoo, Michigan 49003
PAGE TOOL HOW OBTAINED
Made from Fuller Transmission

31 Tension Spring Driver
Print T-1 1938
38 Countershaft Strap Made from flat steel stock
38 Shim Gauge T-65514-S
43 Bearing Pullers (Jaw-Type) Tool Supplier
50 Bearing Drivers (Flanged-End) Tool Supplier
61 Snap Ring Pliers Tool Supplier
57 Impact Puller (1/2-13 Threaded End) Tool Supplier
Made from Fuller Transmission

70 Countershaft Support Tool Print T-22247
12
PREVENTATIVE MAINTENANCE
13
PREVENTIVE MAINTENANCE
PREVENTIVE MAINTENANCE CHECK CHART
CHECKS WITHOUT PARTIAL 9. Gear Shift Lever Housing Assembly
DISASSEMBLY OF CHASSIS OR CAB a. Remove air lines at slave valve and remove
the gear shift lever housing assembly from
1. Air System and Connections transmission.
a. Check for leaks, worn air lines, loose con- b. Check tension spring and washer for set
nections and capscrews. See AIR SYSTEM. and wear.
c. Check the gear shift lever spade pin and
2. Clutch Housing Mounting slot for wear.
a. Check all capscrews of clutch housing d. Check bottom end of gear shift lever for
flange for looseness. wear and check slot of yokes and blocks in
shift bar housing for wear at contact points
3. Clutch Release Bearing (Not Shown) with shift lever.
a. Remove hand hole cover and check radial
and axial clearance in release bearing. CHECKS WITH DRIVE LINE DROPPED
b. Check relative position of thrust surface of
release bearing with thrust sleeve on push-
10. Universal Joint Companion Flange
type clutches. or Yoke Nut
a. Check for tightness. Tighten to recom-
4. Clutch Pedal Shaft and Bores mended torque.
a. Pry upward on shafts to check wear.
11. Output Shaft (Not Shown)
b. If excessive movement is found, remove
clutch release mechanism and check bush- a. Pry upward against output shaft to check
ings in bores and wear on shafts. radial clearance in mainshaft rear bearing.
5. Lubricant CHECKS WITH UNIVERSAL JOINT

a. Change at specified service intervals.
COMPANION FLANGE OR YOKE
REMOVED
b. Use only the types and grades as recom-
mended. See LUBRICATION. NOTE: If necessary, use solvent and shop rag to
clean sealing surface of companion flange or
6. Filler and Drain Plugs yoke. DO NOT USE CROCUS CLOTH, EMERY
a. Remove filler plugs and check level of lubri- PAPER OR OTHER ABRASIVE MATERIALS
cant at specified intervals. Tighten filler and THAT WILL MAR SURFACE FINISH.
drain plugs securely.
12. Splines on Output Shaft
7. Capscrews and Gaskets (Not Shown)
a. Check all capscrews, especially those on a. Check for wear from movement and chuck-
PTO covers and rear bearing covers for ing action of the universal joint companion
looseness which would cause oil leakage. flange or yoke.
See TORQUE RECOMMENDATIONS.
b. Check PTO opening and rear bearing covers 13. Mainshaft Rear Bearing Cover
for oil leakage due to faulty gasket. a. Check oil seal for wear.
8. Gear Shift Lever

a. Check for looseness and free play in hous-
ing. If lever is loose in housing, proceed
with Check No. 9.
14
PRECAUTIONS
Disassembly
It is assumed in the detailed assembly instructions that the lubricant has been drained from transmission, the
necessary linkage and air lines disconnected and the transmission has been removed from vehicle chassis. 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 shift
bar housing before transmission can be removed.
FOLLOW CLOSELY EACH PROCEDURE IN THE DETAILED INSTRUCTIONS, MAKING USE OF THE TEXT, ILLUS.
TRATIONS AND PHOTOGRAPHS PROVIDED.
1. BEARINGS — Carefully wash and relubricate all tershafts, mainshaft, or main drive gear. Special
reusable bearings as removed and protectively procedures are required and provided in this man-
wrap until ready for use. Remove bearings planned ual.
to be reused with pullers designed for this pur- 5. CLEANLINESS – Provide a clean place to work. It
pose. is important that no dirt or foreign material enters
2. ASSEMBLIES — When disassembling the various the unit during repairs. Dirt is an abrasive and can
assemblies, such as the mainshaft, countershaft, damage bearings. It is always good practice to
and shift bar housing, lay all parts on a clean clean the outside of the unit before starting the
bench in the same sequence as removed. This pro- planned disassembly.
cedure will simplify reassembly and reduce the 6. WHEN USING TOOLS TO MOVE PARTS — Always
possibility of losing parts. apply force to shafts, housings, etc, with restraint.
3. SNAP RINGS — Remove snap rings with pliers de- Movement of some parts is restricted. Never apply
signed for this purpose. Snap rings removed in this force to the part being driven after it stops solidly.
manner can be reused, if they are not sprung or The use of soft hammers, bars and mauls for all
loose. disassembly work is recommended.
4. INPUT SHAFT—The input shaft can be removed
from transmission without removing the coun-
Inspection
Before reassembling the transmission, check each part carefully for abnormal or excessive wear and damage to
determine reuse or replacement. When replacement is necessary, use only genuine Fuller Transmission parts to
assure continued performance and extended life from your unit.
Since the cost of a new part is generally a small fraction of the total cost of downtime and labor, avoid reus-
ing a questionable part which could lead to additional repairs and expense soon after initial reassembly. To aid
in determining the reuse or replacement of any transmission part, consideration should also be given to the un-
it’s history, mileage, application, etc.
Recommended inspection procedures are provided in the following checklist.
A. BEARINGS B. GEARS
1. Wash all bearings in clean solvent. Check 1. Check gear teeth for frosting and pitting.
balls, rollers and raceways for pitting, discol- Frosting of gear tooth faces present no threat
oration, and spalled areas. Replace bearings of transmission failure. Often in continued
that are pitted, discolored, or spalled. operation of the unit, frosted gears will “heal”
2. Lubricate bearings that are not pitted, discol- and not progress to the pitting stage. And in
ored, or spalled and check for axial and radial most cases, gears with light to moderate pit-
clearances. ted teeth have considerable gear life remain-
ing and can be reused. But gears with
3. Replace bearings with excessive clearances. advanced stage pitting should be replaced.
4. Check bearing fits. Bearing inner races 2. Check for gears with clutching teeth abnor-
should be tight to shaft; outer races slightly mally worn, tapered, or reduced in length
tight to slightly loose in case bore. If bearing from clashing in shifting. Replace gears
spins freely in bore, however, the case should found in any of these conditions.
be replaced.
15
PRECAUTIONS
Inspection (cont’d.) 1. GEAR SHIFT LEVER HOUSING
3. Check axial clearance of gears. Where exces- ASSEMBLY
sive clearance is found, check gear snap ring, 1. Check spring tension on shift lever. Replace
washer, spacer, and gear hub for excessive tension spring and washer if lever moves too
wear. Maintain .005” to .012” axial clearance freely.
between mainshaft gears. 2. If housing is disassembled, check spade pin
C. SPLINES and corresponding slot in lever for wear. Re-
place both parts if excessively worn.
1. Check splines on all shafts for abnormal wear.
If sliding clutch gears, companion flange, or J. BEARING COVERS
clutch hub have worn into the sides of the 1. Check covers for wear from thrust of adjacent
splines, replace the specific shaft affected. bearing. Replace covers damaged from thrust
D. TOLERANCE/LIMIT WASHERS of bearing outer race.
1. Check surfaces of all limit washers. Washers 2. Check bores of covers for wear. Replace
scored or reduced in thickness should be those worn oversize.
replaced.
K. OIL RETURN THREADS
E. REVERSE IDLER GEAR ASSEMBLIES AND SEALS
1. Check for excessive wear from action of roller 1. Check oil return threads on input shaft. If sealing
bearings. action of threads has been destroyed by contact
F. GRAY IRON PARTS with bearing cover, replace input shaft.
1. Check all gray iron parts for cracks and breaks. 2. Check oil seal in rear bearing cover. If sealing
action of lip has been destroyed, replace seal.
Replace parts found to be damaged.
G. CLUTCH RELEASE PARTS L. SLIDING CLUTCHES
1. Check clutch release parts. Replace yokes 1. Check all shift yokes and yoke slots in sliding
worn at cam surfaces and bearing carrier clutches for extreme wear or discoloration
worn at contact pads. from heat.
2. Check pedal shafts. Replace those worn at 2. Check engaging teeth of sliding clutches for
bearing surfaces. partial engagement pattern.
H. SHIFT BAR HOUSING ASSEMBLY M. SYNCHRONIZER ASSEMBLY
1. Check for wear on shift yokes and blocks at 1. Check synchronizer for burrs, uneven and ex-
pads and lever slot. Replace excessively worn cessive wear at contact surface, and metal
parts. particles.
2. Check yokes for correct alignment. Replace 2. Check blocker pins for excessive wear or
sprung yokes. looseness.
3. Check Iockscrews in yokes and blocks. 3. Check synchronizer contact surfaces on the
Tighten and rewire those found loose. auxiliary drive and low range gears for exces-
4. If housing has been disassembled, check sive wear.
neutral notches of shift bars for wear from in- N. O-RINGS
terlock balls.
1. Check all O-rings for cracks or distortion. Re-
place if worn.
16
PRECAUTIONS
Reassembly
Make sure that interiors of case and housings are clean. It is important that dirt and other foreign materials be
kept out of the transmission during reassembly. Dirt is an abrasive and can damage polished surfaces of
bearings and washers. Use certain precautions, as listed below, during reassembly.
1. GASKETS — Use new gaskets throughout the 6. AXIAL CLEARANCES — Maintain original axial
transmission as it is being rebuilt. Make sure all clearances of .005” to .012” for mainshaft gears.
gaskets are installed. An omission of any gasket 7. BEARINGS — Use of flanged-end bearing drivers is
can result in oil leakage or misalignment o f recommended for the installation of bearings.
bearing covers. These special drivers apply equal force to both
2. CAPSCREWS — TO prevent oil leakage, use Loctite bearing races, preventing damage to balls/rollers
242 thread sealant on all capscrews. For torque and races while maintaining correct bearing align-
ratings, see TORQUE RECOMMENDATIONS. ment with bore and shaft. Avoid using a tubular or
3. O-RINGS — Lubricate all O-rings with silicon lubri- sleeve-type driver, whenever possible, as force is
cant. applied to only one of the bearing races. See
TOOL REFERENCE.
4. ASSEMBLY — Refer to the illustrations provided in
the detailed disassembly instructions as a guide 8. UNIVERSAL JOINT COMPANION FLANGE OR
to reassembly. YOKE – Pull the companion flange or yoke tightly
into place with the output shaft nut, using 450-500
5. INITIAL LUBRICATION — Coat all limit washers foot-pounds of torque. Make sure the speedome-
and splines of shafts with Lubriplate during reas- ter drive gear or a replacement spacer of the same
sembly to prevent scoring and galling of such width has been installed. Failure to pull the com-
parts. panion flange or yoke tightly into place will permit
the output shaft to move axially with resultant
damage to the rear bearing.
IMPORTANT: REFER TO THE APPROPRIATE ILLUSTRATED PARTS LIST (SPECl-

FIED BY MODEL SERIES) TO ENSURE THAT PROPER PARTS ARE
USED DURING REASSEMBLY OF THE TRANSMISSION.
17
CHANGING INPUT SHAFT
Special Procedure
In some cases, it may become necessary to replace the input shaft due to excessive clutch wear on the splines. Except for
removal of the shift bar housing assembly, the input shaft can be removed without further disassembly of the transmission.
Removal of the clutch housing is optional.
NOTE: The following illustration and instructions pertain to changing the input shaft ONLY. To change the main drive gear,
disassembly of the front section is required.
Disassembly Reassembly
1. Remove the gear shift lever housing assembly (or 1. If necessary, replace the bushing in the input
remote control assembly) from shift bar housing, shaft pocket.
and the shift bar housing assembly from trans-
mission case. 2. Install the snap ring in the snap ring groove in-
2. Remove the front bearing cover and gasket. If side the drive gear.
necessary, service the oil seal of model covers so
equipped. 3. Install the drive gear spacer bearing on the input
shaft.
3. Remove the bearing retaining snap ring from
shaft groove. 4. Install the drive gear bearing on the input shaft.
4. Push down on the input shaft to cock the bearing 5. Install the bearing retainer snap ring.
in the bore. Drive the input shaft toward the
transmission rear through the bearing as far as 6. Install the front bearing cover and gasket. Make
possible. Pull the input shaft forward to expose sure to align the oil return hole in the case with
the bearing snap ring. the hole in the cover.
5. Use pry bars or screwdrivers to complete remov- 7. To faciliate proper reinstallation of the shift bar
ing the bearing. housing assembly on case, make sure mainshaft
sliding clutches are placed in the neutral posi-
6. Remove the drive gear spacer and the snap ring. tion.
7. Pull the input shaft forward and out of the drive 8. Reinstall the shift bar housing assembly, the
gear and case. front bearing cover and all other parts and as-
semblies previously removed, make sure to re-
place the gaskets used.
18
AIR SYSTEM
19
AIR SYSTEM
RANGE SHIFT AIR SYSTEM—ALL MODELS
Operation B. If the air lines are crossed between the slave valve
and range cylinder, the transmission gearing will
The Range Shift Air System consists of the air filter/regula- not correspond with the range selection. A LO
tor, slave valve, a Range Valve or Roadranger Valve, range RANGE selection will result in a HI RANGE en-
cylinder, fittings and connecting air lines. See Air System gagement and vice versa.
Schematics.
2. AIR LEAKS
CONSTANT AIR from the air filter/regulator is supplied
to the “S” or Supply Port of slave valve and passed through With the gear shift lever in neutral, coat all air lines and
to the INLET or “S” Port of range valve. fittings with soapy water and check for leaks, moving
the control that provides range selection UP and
WHILE IN LO RANGE, the range valve is OPEN and DOWN.
AIR is returned to slave valve at the “P” or End Port. This
signals the valve to supply AIR in line between the LO A. If there is a steady leak from the exhaust port of
Range or “L” Port of slave valve and the LO Range Port of range valve, O-rings and/or related parts of the
range cylinder housing. AIR received at this port moves the range valve are defective.
range piston to the rear and causes the auxiliary LO range B. If there is a steady leak from breather of slave
gear to become engaged. valve; an O-ring in valve is defective, or there is a
WHILE IN HI RANGE, the range valve is CLOSED and leak past O-rings of range cylinder piston.
NO AIR is returned to the slave valve. This signals the
C. If transmission fails to shift into LO RANGE or is
slave valve to supply AIR in line between the HI Range or
slow to make the range shift and the case is pres-
“H” Port of valve and the HI Range Port of range cylinder
surized, see Check No. 7 of this section.
cover. AIR received at this port moves the range piston
forward to engage the auxiliary drive gear with sliding clutch D. Tighten all loose connections and replace defective
and bypass the LO range gear set. O-rings and parts.
Range shifts can be made ONLY when the gear shift 3. AIR FILTER/REGULATOR
lever is in, or passing through, neutral. Thus, the range (See illustration, Page 22.)
desired can be PRESELECTED while the shift lever is in a With the gear shift lever in neutral, check the breather
gear position. As the lever is moved through neutral, the of air filter/regulator assembly. There should be NO AIR
actuating plunger in the shift bar housing releases the slave leaking from this port. The complete assembly should
valve piston, allowing it to move to the selected range be replaced if a steady leak is found.
position.
Cut off the vehicle air supply to the air filter/regulator
Trouble Shooting assembly, disconnect the air line at fitting in Supply
OUTLET and install an air gage in opened port. Bring
If the transmission fails to make a range shift or shifts the vehicle air pressure to normal. Regulated air pres-
too slowly, the fault may be in the Range Shift Air System or sure should be 57.5 to 62.5 PSI.
actuating components of the shift bar housing assembly.
DO NOT ADJUST SCREW AT BOTTOM OF REGU-
To locate the trouble, the following checks should be
LATOR TO OBTAIN CORRECT READINGS. The air
made with normal vehicle air pressure applied to the sys- regulator has been PREADJUSTED within the correct
tem, but with the engine off. operating limits. Any deviation from these limits, espe-
NEVER WORK UNDER A VEHICLE cially with regulators that have been in operation for
WHILE ENGINE IS RUNNING as some time, is likely to be caused by dirt or worn parts. If
personal injury may result from the sudden and unin- replacement or cleaning of the filter element does noth-
tended movement of vehicle under power. ing to correct the air pressure readings, replace the
complete assembly, as the air regulator is
1. INCORRECT AIR LINE HOOK-UPS
nonserviceable.
(See Air System Schematics)
With the gear shift lever in neutral, move the control 4. RANGE VALVE (See Page 23.)
that provides range selection UP and DOWN.
With the gear shift Iever in neutral, select HI RANGE
A. If the air lines are crossedbetween range valve and disconnect the 5/32"D.O.T. air line at the OUTLET or
and slave valve, there willbe CONSTANT AIR “P” Port of range valve.
flowing from the exhaust port of range valve
WHILE IN HI RANGE.
20
AIR SYSTEM
A. When LO RANGE is selected, a steady blast of air 7. RANGE CYLINDER (Refer to the following illustra-
will flow from opened port. Select HI RANGE to tion.)
shut off air flow. This indicates the range valve is
If any of the seals in the range cylinder assembly are
operating properly. Reconnect air line.
defective, the range shift will be affected.
B. If range valve does not operate properly, check for
A. Leak at either O-ring A results in complete failure to
restrictions and air leaks. Leaks indicate defective
make a range shift; steady flow of air from breather
or worn O-rings.
of slave valve in both ranges.
5. HIGH RANGE OPERATION
B. Leak at gasket B results in a steady flow of air to
With the gear shift lever in neutral, select LO RANGE atmosphere while in HI RANGE.
and disconnect the ‘L” I.D. air line at the port of range
C. Leak at O-ring C results in a slow shift to LO
cylinder cover. Make sure this line leads from the HI
RANGE; pressurizing of transmission case.
Range or “H” Port of slave valve.
A. When HI RANGE is selected, a steady blast of air
should flow from disconnected line. Select LO
RANGE to shut off air flow.
B. Move the shift lever to a gear position and select HI
RANGE. There should be NO AIR flowing from
disconnected line. Return the gear shift lever to the
neutral position. There should now be a steady flow
of air from disconnected line. Select LO RANGE to
shut off air flow and reconnect air line.
C. If the air system does not operate accordingly the
slave valve or actuating components of the shift bar
housing assembly are defective.
I
IMPORTANT: RANGE PRESELECTION
The plunger pin, located in case bore between the
slave valve and actuating plunger of shift bar housing,
prevents the slave valve from operating while the shift
lever is in a gear position. When the lever is moved to
or through the neutral position, the pin is released and
the slave valve becomes operational. Range Cylinder Assembly—All Models
6. LO RANGE OPERATION
With the gear shift lever in neutral, select HI RANGE
and disconnect the 1/4” I.D. air line at the fitting on range
cylinder housing. Make sure this line leads from the LO
Range or "L” Port of slave valve.
A. When LO RANGE is selected, a steady blast of air
should flow from disconnected line. Select HI
RANGE to shut off air flow.
B. Move the shift lever to a gear position and select
LO RANGE. There should be NO AIR flowing from
disconnected line. Return the gear shift lever to the
neutral position. There should now be a steady flow
of air from disconnected line. Select HI RANGE to
shut off air flow and reconnect air line.
C. If the air system does not operate accordingly, the
slave valve or actuating components of the shift bar
housing assembly are defective.
21
AIR SYSTEM
AIR FILTER/REGULATOR ASSEMBLY
Cut 6141-7/86
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
Cut 6090 G-8/84 Cut 6162A-12/84
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-serviceabie.
The actuating components used with these valve assemblies are non-interchangeable. Failure to use the correct
plunger pin, spring, and alignment sleeve during installation on the transmission will cause hard shifting in Low
Range gears.
22
AIR SYSTEM
ROADRANGER VALVE A-5010
Cut 6146G-4/86
Removal and Disassembly Reassembly and Installation

1. Remove two screws holding bottom cover to valve 1 . Refer to the drawing for proper reassemble. Use a
and slide cover down gearshift lever to expose air VERY SMALL amount of ’silicone lubricant on the
line fittings. Disconnect air lines. O-rings to avoid clogging ports. A small amount of
grease on the position springs and balls will help
2. Loosen jam nut and turn Roadranger valve from
to hold them in place during reassembly.
gear shift lever.
2. Reinstall Roadranger valve on gear shift lever and
3. . Pry medallion from recess in top cover. tighten jam nut.
4. Turn out the two screws to remove the top cover
3. Attach air lines and reinstall bottom cover.
from valve housing.
5. Turn out the two screws in side of valve housing to
separate the housing.
6. Remove the Range Preelection Lever from left
housing and the position bails and guide from
lever.
7. If necessary, remove spring and O-ring from bores
in left housing.
8. If necessary, remove springs, O-ring and sleeve
from bores in right housing.
23
7L: 8: 9: and 10 Speed (2-Speed Auxiliary)
Range—LO
A-3546 Range A-5010 Roadranger Slave Valve
Valve Valve Identification
A-4688 Valve
Down
OR Down
Outlet A-5000 Valve
19470 Valve
P S P S
A-4688 Slave Valve 19470 or A-5000

Slave Valve
S
P
HI
OR
S P
HI
LO
LO
Schematic
For all questions

concerning
removal and
Air Filter/Regulator Range Cylinder replacement,
Assembly Assembly refer to Eaton
Service and Parts
LO Air to Housing
Literature.
Port
Air from
Vehicle
Source
No Air
Constant Air
HI
System Operation and Schematics—Operation Guide — 3A-5
7L: 8: 9: and 10 Speed (2-Speed Auxiliary)
Range—HI
A-5010 Roadranger Slave Valve
A-3546 Range
Valve Identification
Valve
A-4688 Valve
Up
OR Up
A-5000 Valve
Outlet
19470 Valve
P S P S
A-4688 Slave Valve 19470 or A-5000

Slave Valve
S
P
HI
OR
S P
HI
LO LO
Schematic
For all questions

concerning
removal and
replacement, Air Filter/Regulator Range Cylinder
refer to Eaton Assembly Assembly
Service and Parts
LO No Air
Literature.
Air from
Vehicle Source
Air to Cover
Port
Constant Air
HI
3A-6 — Operation Guide—System Operation and Schematics
DISASSEMBLY AND REASSEMBLY
SHIFTING CONTROLS
AIR SYSTEM
A. Removal of Control Valve
1. Disconnect the two 5/32" D.O.T.air lines at the "S" or

Supply Port and the "P" or End Port of slave valve on
transmission case.
2. Models equipped with a Roadranger Valve, turn out the
two mounting screws in valve cover.
26
SHIFTING CONTROLS
B. Removal of Air
Filter Regulator Assembly
1. Disconnect and remove the 1/4" I.D. air hose between

the slave valve and air filter/regulator assembly.
3. Slide the cover down shift lever to expose valve ports

and disconnect the two 5/32" D.O.T. air lines at the
A-5010.
2. Turn out the two capscrews and remove the air filter/
regulator assembly.
NOTE: For disassembly and reassembly of Air Filter/
Regulator Assembly, see Page 22.
4. Loosen the jam nut and turn the Roadranger Valve and
nut from gear shift lever. Remove the valve cover, air
lines, sheathing and O-rings from lever.
27
SHIFTING CONTROLS
3. Remove the spring and plunger pin from the transmis-

sion case bore.
1. Disconnect and remove the 1/4" I.D. air hose between
the slave valve supply, LO and HI range ports.
4. If necessary, remove the air line fittings from slave

valve.
2. Turn out the four retaining capscrews and remove slave
valve from transmission case. NOTE: For disassembly and reassembly of piston-type
Slave Valve Assembly ONLY, see Page 22.
28
SHIFTING CONTROLS
A. Removal and Disassembly
1. Turn out the four retaining capscrews, jar lightly to

break gasket seal and remove the gear shaft lever
housing and gasket from shift bar housing.
NOTE: Remote control housings are removed from
shift bar housing in the same manner. For disassembly
and reassembly of controls see Illustrated Parts List
No. P-515.
2. Remove the boot from gear shift lever and secure

assembly in vise with bottom of housing up. Use a large
screwdriver to twist between the spring and housing,
forcing the spring from under the lugs in housing. Do
one coil at a time.
29
SHIFTING CONTROLS
B. Reassembly of Gear
Shift Lever Housing Assembly
3. Remove the tension spring, washer and gear shift lever 1. With the gear shift lever housing secured in vise as
from housing. during disassembly, install the spade pin in bore of
housing tower. If previously removed, install the O-ring
in tower groove.
4. Remove the spade pin from bore in housing tower. If

necessary, remove the O-ring from groove inside tower.
2. Position the gear shift lever in housing with spade pin in
lever ball slot and install the tension spring washer over
ball, dished-side up.
30
SHIFTING CONTROLS
3. Install the tension spring under lugs in housing, seating

one coil at a time. Use of a spring driving tool is recom-
mended.
4. Remove the assembly from vise and install the rubber

boot over gear shift lever and against housing.
31
SHIFTING CONTROLS

NOTE: For models equipped with an Oil Pump and/or
Cooler Assemblies, make sure to disconnect the lube
line at fitting on shift bar housing prior to proceeding
with the following instructions.
NOTE: During disassembly, lay all parts on a clean
bench in order of removal from housing to facilitate
reassembly. Shift bars not being removed MUST be
kept in the neutral position or interlock parts will lock
bars.
2. Tilt the assembly and remove the-three sets of tension

springs and balls from bores in top of housing.
1. Turn out the retaining capscrews, jar to break gasket

seal and lift the shift bar housing from case. Remove
gasket.
32
SHIFTING CONTROLS
3. Secure the assembly in a vise with plunger side up and 6. Move the 2nd-3rd speed shift bar to the rear of housing,
remove gasket material. removing the yoke and block from bar. As the neutral
notch in bar clears the rear boss, remove the small
interlock pin from bore at notch.
....
4. Remove the two capscrews from the oil trough and

remove assembly (left). Cut the lockwire and remove
the Iockscrews from each shift bar and block (right).
NOTE: When removing the shift bars, start with the
upper shift bar, move all the bars to the right and out the
rear boss bore.
7. Remove the actuating plunger from bore at top of cen-

ter boss.
5. Move the 4th-5th Speed shaft to the rear of housing,

removing the yoke and block from bar.
33
SHIFTING CONTROLS
B. Reassembly of Shift
Bar Housing Assembly
8. Move the short 1st-Reverse speed shift bar to the rear

of housing, removing the yoke from bar. As the shift bar
is removed from housing, two "LÓ interlock balls will 1. If previously removed, install the reverse-stop plunger
drop from bottom bore of rear boss. and spring, in 1st-Reverse shift yoke, making sure
plunger is fully seated in bore at yoke slot. Install the
plug and tighten to compress the springs, back the plug
out 1-1/2 turns after it bottoms.
9. If necessary, remove the plug, spring and reverse-stop

plunger from bore in 1st-Reverse speed shift yoke.
2. Complete the yoke assembly process by staking the

plug through the small hole in yoke.
34
SHIFTING CONTROLS
3. Install 1st-Reverse shift bar in the lower bore boss. 5. Install the other 3/4" interlock ball in bore at top of rear
Place the actuating plunger in its bore and place one 3/4" boss. This ball rides between the 2nd-3rd and 4th-5th
interlock ball in the interlock bore down against the 1st- speed shift bars.
Reverse Rail.
NOTE: Start with the lower shift bore of rear boss and
move to the left (front of housing). Keep bars in the
neutral position during installation. DO NOT EXCEED
the recommended torque ratings for yoke Iockscrews
as over-tightening may distort shift bars.
6. Holding notched-end of bar, install the 4th-5th speed

shift bar in upper bore of housing boss, positioning the
shift block on bar between the center and rear bosss;
and the yoke on bar between the front and center
bosses, long hub to the rear of housing. Install the block
4. Holding notched-end of bar, install the 2nd-3rd speed and yoke Iockscrews, tighten and wire securely.
shift bar in middle bore of housing boss, positioning the
shift block on bar between the center and rear bosses;
and the yoke on bar between the front and center
bosses, long hub to the front of housing. Just prior to
inserting notched-end of bar in rear boss, install the
small interlock pin VERTICALLY in bore at neutral
notch. Install the block and yoke Iockscrews, tighten
and wire securely.
NOTE: It is necessary that interlock pin remain in a
vertical position during reassembly as rotation of the
bar will cause pin to jam in tension spring bores.
35
SHIFTING CONTROLS
7. Install the oil trough on shift bar housing, tighten 8. Remove the assembly from vise and install the three
capscrews to recommended torque. tension balls, one in each bore on top of housing, place
a detent spring over each ball to complete the
assembly.
36
REMOVAL - COMPANION FLANGE,
AUXILIARY SECTION AND CLUTCH HOUSING
COMPANION FLANGE,
A. Removal of Universal Joint

Companion Flange or Yoke
2. Pull the yoke straight off the rear of the output shaft
Remove the speedometer drive gear and spacer from
1. Lock the transmission by engaging two mainshaft gears
the shaft.
with sliding clutches (inset). Use a large breaker bar to
turn the nut from output shaft and remove washer if so
equipped.
37
B. Removal of Auxiliary Section
3. Remove rear countershaft bearing cover and counter-

shaft shim.
1. Break loose the retaining capscrews in auxiliary hous-
ing flange. WARNING Auxiliary countershaft shim gauge or retain-
ing straps must be installed to prevent countershafts from
falling free of auxiliary housing.
WARNING Do not use an air gun to tighten capscrews
tighten only by hand till snug new capscrews must be
installed without lockwashers or thread locking material.
4. Install the shim gauge on each countershaft with three

capscrews 2-3/8" x 1" capscrews and x 2-1/2" through
the center hole (left). Remove the retaining capscrews
around the auxiliary housing rear flange (right).
2. Remove the four capscrews from the countershaft rear
bearing cover.
38
C. Removal of Clutch Housing
1. For models so equipped. remove the clutch release
mechanism and/or clutch brake assembly.
5. Remove the auxiliary section from the main case and

clean both gaskets surfaces.
NOTE: Three taped holes are located in the housing
flange to separate the auxiliary section from the
maincase. 2. Remove the 4 capscrews and six nuts with Iockwasher
NOTE: This procedure can be performed in both the that hold the clutch housing to the transmission case.
horizontal and vertical positions.
3. Remove clutch housing from main case assembly.
39
DISASSEMBLY-AUXILIARY SECTION
AUXILIARY SECTION
Cut 6427 D-9/91

I
of Range Cylinder Assembly
2. Remove retaining nut from end of yoke bar.
1. Secure the auxiliary housing in a vise. Remove the 4

capscrews from the range cylinder cover and gasket.
40
3. Remove the range cylinder from the auxiliary section. 4. To service the range piston remove the inner and outer
O-ring from the piston.
NOTE: To complete the removal of the range yoke
assembly the auxiliary countershaft must be removed.
41
B. Removal of Auxiliary
Countershaft Assemblies
2. Remove the upper countershaft shim gauge from the

rear of the countershaft (left). Remove the countershaft
rear bearing race from the auxiliary housing bore (right).
Repeat this procedure for the lower countershaft.
NOTE: When shim gauge is removed the countershaft
it will fall loose in the auxiliary section, provide support
for the countershaft.
1. Partially drive the output shaft forward to provide clear-

ance for auxiliary countershaft removal.
42
3. To replace the countershaft bearings use a jaw-puller

and bearing separator to remove the bearings from
each end of the countershaft.
43
C. Removal and Disassembly

of Synchronizer Assembly
2. Place the larger LO range synchronizer ring on bench

and pull the HI range synchronizer from blocker pins.
before doing so, cover the assembly with a shop towel
1. Remove the range yoke assembly and synchronizer to prevent losing the three springs released from HI
from the auxiliary section. range synchronizer pin locations.
3. Locate the three synchronizer springs and remove the

HI range synchronizer ring (right) remove the sliding
clutch from the LO range synchronizer.
44
AUXILIARY MAINSHAFT ASSEMBLY
Cut 7594-1/88
AUXILIARY HOUSING ASSEMBLY
Cut 7529A - 9/91
45
D. Removal and Disassembly
of Output Shaft and Rear
Bearing Assemblies
1. Use a soft bar and maul to drive the output shaft

forward and through rear bearing assembly.
NOTE: Leave rear bearing cover installed to provide
3. Using the front face of low range gear as a base, press

the output shaft through the gear and bearing. Remove
the bearing and washer from hub of LO range gear.
2. Remove the bearing inner spacer from output shaft.

4. Remove the LO range gear washer, LO range gear and
splined washer from the shaft.
46
5. Remove the rear bearing cover capscrews and rear 6. Remove the bearing race from the bearing bore if ser-
bearing cover, be careful not to drop the outer rear vice is required.
bearing.
47
REASSEMBLY-AUXILIARY SECTION
AUXILIARY SECTION
A. Reassembly and Installation
of Output Shaft and Rear
Bearing Assemblies
3. Install the LO range gear on the output shaft (left)

before placing the washer on the shaft apply some oil to
the contact surfaces. (right)
1. IMPORTANT: Mark two timing teeth on the synchro-

nizer side of the LO range gear. Teeth must be 180o
apart on the gear, count the number of teeth between
each tooth they will be equal to each other.
4. Heat the front bearing inner race and install it on the

output shaft against the washer.
NOTE: Do not heat the bearing above 275oF (136oC)
use a bearing heater when possible.
WARNING l Compare the front bearing and rear bear-
ing inner diameters. The front bearing inner diameter is
larger and is installed first.
2. Place the output shaft on a bench and install the spline

washer.
48
5. Install the auxiliary rear bearing race into the housing 2. Install the three springs in bores of HI range synchro-
bore. nizer ring.
B. Reassembly and Installation

of Synchronizer Assembly
3. Place the HI range synchronizer ring over blocker pins

of LO range synchronizer, seating the springs against
pins.
1. Place the larger LO range synchronizer ring on bench

and install the sliding clutch on blocker pins, recessed
side up.
49
C. Timing and Installation of
the Countershaft Assemblies
4. Cover the synchronizer with a shop towel to prevent

injury to hands. Apply downward pressure to the HI
range synchronizer ring WHILE TWISTING
COUNTER-CLOCKWISE to compress the springs and
fully seat ring on blocker pins of LO range synchronizer.
1. If previously removed, install the countershaft bearings

on each of the countershaft.
5. Install the synchronizer assembly on splines of output

shaft
2. IMPORTANT: Locate the "O" stamped in each coun-

tershaft and mark the adjoining teeth with a highly
visable paint or dye
50
AUXILIARY SECTION FIXTURE
To assist in reassembly of the auxiliary section, you can

make this auxiliary section fixture out of a section of 2 x
12.
5. Check the timing marks on the LO range gear making

sure the countershaft gear timing marks are aligned
between the LO range gear teeth.
3. Place the two countershaft in the fixture or on a flat

bench with the large HI range gears down.
6. Place the range yoke assembly into the synchronizer

sliding clutch.
4. Position the output shaft, LO range and synchronizer

assembly between the two countershaft.
51
9. Place the shim gauges over each bearing, install

capscrews 1-2-1/2 x 3/8", and 2-1" x 3/8" (left) TIGHTEN ALL
CAPSCREWS ONLY TILL SNUG (right) straps may
also be used.
7. Place the auxiliary housing over the output shaft and

countershaft assemblies.
10. Install range cylinder into auxiliary section bore (left)

torque capscrews to required torque (right).
11. Place range piston in cylinder bore (left) torque piston

retaining nut to recommended specification (right).
8. Install the two rear countershaft bearing races in the

auxiliary section bores.
12. Position new gasket and range cylinder cover on the

range cylinder and tighten to recommended torque.
52
13. Install bearing spacer on the output shaft (left) heat the
rear bearing and place it on the output shaft until seated
(right).
NOTE: Do not heat the bearing above 275oF (136o)
use a bearing heater if possible.
15. Install output yoke and nut on output shaft, for installa-
tion of auxiliary section to the main case.
14. Locate the rear bearing cover and gasket on housing,

tighten bolts to recommended torque (left)
NOTE: One rear bearing capscrews hole is chamfered
the nylon collar and brass washer must be installed at
this location to correctly seal the rear bearing cover. DO
NOT REUSE OLD NYLON COLLAR.
NOTE: Spacer must be installed between bearing and
speedometer drive gear (right).
53
DISASSEMBLY-FRONT SECTION
CASE ASSEMBLIES
A. Removal and Disassembly of

Auxiliary Drive Gear Assembly
2. Cut lockwire and remove the capscrews from bearing

retainer ring.
1. Remove the snap ring from groove at rear of mainshaft.
54
3. Insert three puller screws in the specially tapped holes

of retainer ring. Tighten screws evenly to pull the auxil-
iary drive gear assembly from case bore.
55
B. Removal and
Disassembly of Left
Reverse Idler Gear Assembly
2. Remove the idler shaft plug from the rear of the shaft.
1. Move the mainshaft reverse gear as far to the rear as

possible and remove the snap ring from I.D. of gear.
3. Remove the front countershaft bearing race
56
4. Loosen the reverse idler shaft nut (left) remove the nut
and washer from the shaft (right).
6. Use an impact puller 1/2-13 threaded end, to remove

idler shaft from case bore.
5. Move reverse gear forward against 10 gear.
7. As the idler shaft and washer is removed to the rear,

remove the (2) thrust washers, and gear from case.
57
Cut 6346A - 10/80
C. Removal of
Countershaft Bearings
NOTE: In the following instructions, the front and
rear bearings from BOTH countershaft are re-
moved. For removal of the mainshaft assembly
from case, it is necessary to remove the bearings
from right countershaft ONLY.
2. From inside the case, use a soft punch and maul to

drive the countershaft rear bearings to the rear and
from case bores.
NOTE: This procedure will damage the bearings and
should not be attempted unless replacement of the
bearings is planned.
1. Remove the snap ring from groove at rear of each

countershaft.
58
3. Remove the capscrew (left) and front bearing retainer

plate from the countershaft (right).
6. Use a bearing puller or pry bars to remove the counter-

shaft front bearings.
NOTE: The bearing inner race will remian pressed on
countershaft.
4. Use a soft bar and maul to drive each countershaft to

the rear as far as possible. This will partially unseat the
front bearings.
NOTE: The soft bar used should have a flattened end
that is large enough so as not to damage holes for roll 7. Remove the 6 capscrews from the front bearing cover
pin and capscrew. (left) with snap ring pliers remove the snap ring from
input shaft (right).
8. Drive the input shaft to the rear through the input bear-
ing (left) remove the input bearing and spacer from the
shaft (right).
5. From the rear of case, use a soft bar and maul to drive
each countershaft forward to unseat the front bearings
from case bores and expose the bearing snap rings.
59
9. Remove the internal snap ring from the drive gear (left)
pull the input shaft out of the drive gear (right).
NOTE: Inspect the input shaft bushing for wear and
replace if necessary.
Cut 6390 D-5/85
60
D. Removal and Disassembly of

Mainshaft Assembly
1. Block the right countershaft assembly against case wall

and pull the mainshaft assembly to the rear to free pilot
from pocket of input shaft (left). Tilt front of mainshaft up
and lift the assembly from case (right).
Use caution as the reverse gear is free and can fall 3. Remove the snap ring from groove at rear of mainshaft.
from shaft.
4. Remove the reverse gear and spacer from rear of

2. Remove the 4th-5th speed sliding clutch from front of mainshaft.
mainshaft.
61
5. From rear of mainshaft, pull the key from mainshaft 6. Turn the reverse gear limit washer to align its splines
keyway. with those of mainshaft and remove washer. Remove
1st reverse sliding clutch at the same time.
NOTE: When removing limit washers, spacers and
gears, note their location on mainshaft to facilitate
reassembly. Keep the internal-splined washers and ex-
ternal-splined spacers with the gear from which they
were removed. There is ONLY one limit washer and
one spacer belonging to each gear.
7. Lift and rotate 1st gear to align splines of the limit

washer for removal.
62
8. Remove the limit washer, spacer and 1st gear from the 10. Remove each remaining gear, limit washer, spacer and
shaft. sliding clutch from mainshaft in the same manner previ-
ously detailed. And, if necessary, remove the snap ring
from I.D. of each gear.
9. Lift and remove 2nd gear limit washer, spacer, gear

and 2nd/3rd sliding clutch from the mainshaft.
63
E. Removal and Disassembly
of Countershaft Assemblies
NOTE: Refer to the illustration provided on page 58
of this section. Except for the PTO gears, the left
and right countershaft assemblies are identical and
disassembled in the same manner.
1. Move the right countershaft assembly to the rear as far

as possible so front of shaft can be removed from case
3. Using the rear face of 4th speed gear as a base, press
bore and moved to the center of case. Lift the assembly
the drive gear, PTO gear and 4th speed (or overdrive)
from case and repeat the procedure for left counter-
gear from each countershaft. This will also remove the
shaft assembly.
front bearing inner race from countershaft of models
NOTE: The left and right reverse idler gear assem- so equipped.
blies are identical and disassembled in the same
IMPORTANT: NEVER USE THE PTO GEAR AS A
manner. If removal and disassembly of this assem-
PRESSING BASE. The narrow face width of the gear
bly is necessary, refer to Part B of this section.
makes it very susceptible to breakage.
2. Remove the drive gear retaining snap ring from front of

each countershaft.
64
F. Disassembly of
Auxiliary Drive Gear
1. Remove the retaining ring from the front of the auxiliary

drive gear (left) remove the snap ring from the auxiliary
drive gear hub (right).
4. Using the rear face of 2nd speed gear as a base, press

the 3rd speed and 2nd speed gears from each counter-
shaft.
NOTE: Always use caution when pressing a cluster of
gears from countershaft. It is necessary to press these
gears off in a cluster of three and, then, in a cluster of
two.
2. Using the rear face of the retainer as a base press the

drive gear through the bearing,
5. If necessary, remove the key and roll pin from counter-

shaft.
65
REASSEMBLY-FRONT SECTION
CASE ASSEMBLIES
NOTE: Before starting reassembly, make sure the three
magnetic discs are solidly in place at bottom of case.
These can be secured to disc mounting surfaces with
Scotch Grip Rubber Adhesive or equivalent adhesive.
A. Reassembly
3. Install the snap ring into its groove (left) place the outer
retainer ring and seat with the proper driver (right).
B. Reassembly and
Installation of Right
1. Install the retaining ring on the front auxiliary drive gear,

snap ring groove facing up.
1. If required replace the idler bearing and race.
2. Start the bearing on hub and press into position till fully
2. Place the rear thrust washer on the idler shaft.
seated.
66
3. Install the bearing inner race on idler shaft and insert 5. Install the idler shaft plug in the end of the shaft and
shaft into case bore, threaded-end of shaft to the front. tighten.
As the idler shaft is moved forward, install the reverse
idler gear on shaft, long hub to the front and seating on
bearing inner race. Position the thrust washer on shaft
between the gear and support boss in case and con-
tinue with movement of idler shaft forward into bore of
support boss.
6. Install the OUTER RACE of auxiliary countershaft front

bearing into case bore and properly seat it.
4. Making sure that the reverse idler shaft is seated in

bore of support boss and forward as far as possible,
install the washer and stop nut on front of shaft. Tighten
nut to recommended torque.
67
C. Reassembly of
Countershaft Assemblies
NOTE: Except for the PTO gears, the left and right
countershaft assemblies are identical and
reassembled in the same manner.
3. Press the 3rd speed gear on countershaft, long hub of

gear against 2nd speed gear hub.
1. If previously removed, install the roll pin and key in

keyway of countershaft.
4. Press the 4th speed (or Overdrive) gear on counter-

2. Align keyway of gear with key in countershaft and press
the 2nd speed gear on shaft, long hub of gear to the shaft, long hub of gear to the front of shaft.
front of countershaft.
68
5. Start the PTO gear onto countershaft, bullet-nose side 7. Use the proper driver to install the bearing race on the
of teeth facing up and toward rear of shaft. Align key- countershaft.
way of drive gear with key in countershaft and press
BOTH gears onto shaft, long hub of drive gear against
PTO gear.
NOTE: The left (lower) countershaft assembly has a
47-tooth PTO gear; the right (upper) countershaft
assembly has a 45-tooth PTO gear, mark each shaft
accordingly by L (left) and R (right).
IMPORTANT: Mark the countershaft drive gear for timing

purposes. On the drive gear of each countershaft assem-
bly, mark the tooth aligned with keyway of gear and
stamped with an "O" for easy identification. A highly visible
color of toolmakers" dye is recommended for making timing
marks.
6. Install the drive gear retaining snap ring in groove on

front of each countershaft.
69
D. Partial Installation of E. Bearing Installation of
Countershaft Assemblies Left Countershaft Assembly
1. Place the left countershaft assembly into position in 1. Move the left countershaft assembly to the rear and
case, making sure that the "L"-marked assembly has insert countershaft support tool or blocking to center
the larger 47-tooth PTO gear. shaft in rear case bore.
2. Place the right countershaft assembly into position in 2. Use a flanged-end bearing driver to start the bearing in
case, making sure that the "R"-marked assembly has case bore. Center the countershaft in the bearing and
the smaller 45-tooth PTO gear. complete the installation.
70
F. Reassembly, Installation
and Timing of Main
Drive Gear Assembly
3. Position the retainer plate on front of left countershaft,

roll pin in hole at end of shaft, and secure with capscrew
tightening to recommended torque ratings when shaft
can be secured.
1. Mark the main drive gear for timing purposes. Mark any
two adjacent teeth on drive gear and repeat the proce-
dure for the two adjacent teeth directly opposite the first
set marked. A highly visible color of toolmaker's dye is
recommended for making timing marks.
4. Remove countershaft support tool or blocking from rear

case bore and install the left countershaft rear bearing
with larger I.D. lead chamfer to the front of shaft and
install the snap ring in groove at rear of left counter-
shaft.
2. Mesh the marked tooth of left countershaft drive gear

with either set of two marked teeth on main drive gear.
Slide the input shaft through the main drive gear.
71
G. Reassembly and Partial
Installation of Mainshaft
Assembly
3. Install spacer and bearing on the input shaft with exter-

nal snap ring to the outside.
1. Secure the mainshaft in a vise equipped with brass

jaws or wood blocks, pilot-end of shaft down. If previ-
ously removed, install the roll pin in keyway.
4. Install spacer and bearing on the input shaft with exter-

nal snap ring to the outside.
2. Install the 4th speed gear limit washer on mainshaft, flat

side of washer up. Rotate washer in the 1st or bottom
groove of mainshaft to align the splines of washer with
those of the mainshaft. Feed a plastic line up from the
bottom of the mainshaft to secure the washer.
72
5. Install the 3rd speed washer, rotate the washer to align

splines and feed the plastic line up to hold washer in
place.
3. Place 4th speed spacer and gear on the mainshaft

clutching teeth down with external splines of spacer
engaged into the gear.
NOTE: Gear limit washers are internally splined and
locked to mainshaft by the key. Gear spacers are exter-
nally splined to engage with clutching teeth in gear
hubs. There is one limit washer and one spacer for
each gear in the mainshaft assembly.
6. Insert two large screwdrivers between the 3rd and 4th

speed (or Overdrive) gears to check axial clearance.
Making sure the gear hubs are parallel, insert a feeler
gage between hubs. Correct axial clearance should be
from .005" to .012" If the clearance is less than the
minimum .005" tolerance, the limit washer in the 3rd
speed gear should be replaced by a thinner limit
washer. This will increase the axial clearance between
the gears. If the clearance checked is greater than the
maximum .012" tolerance, a thicker limit washer should
be installed in the 3rd speed gear. This would decrease
4. Install the 3rd speed gear and spacer on shaft against the axial clearance between the gears.
4th speed (or Overdrive) gear, clutching teeth up.
73
7. Install the 2nd-3rd speed sliding clutch, aligning the

missing internal spline of sliding clutch with plastic line
feed line up.
8. Install the 2nd speed gear limit washer on mainshaft,

flat side of washer up. Rotate washer in the 3rd groove
of mainshaft to align the splines of washer with those of
the mainshaft and feed the plastic line up through the
washer also install the spacer at this time.
74
SETTING CORRECT
AXIAL CLEARANCES
1
FOR MAINSHAFT GEARS
Axial Clearance (End-Play) Limits Are:
.005’’-.012“ for all mainshaft gears
Washers are used to obtain the correct limits; six thick-
nesses are available as follows:
LIMITS (INCH) COLOR CODE
.248 -.250 WHITE
.253 -.255 GREEN
.258 -.260 ORANGE
.263 -.265 PURPLE
.268 -.270 YELLOW
.273 -.275 BLACK
* “PLUS RED”
*NOTE: New style limit washers come in a full range of
tolerances as corresponding colors listed above “plus red.”
(Example: “Orange plus red” limit washer has an inch limit
thickness of .258 -.260.)
Refer to Illustrated Parts Lists for washer part numbers.
Always use the .248 -.250” low limit washer (“White” or
“white plus red”) in the 2nd and 4th speed gear positions as
shown at right.
NOTE: On Overdrive models, the 4th speed gear becomes
5th speed.
IMPORTANT: Refer to the appropriate illustrated parts list
(specified by model) to ensure that proper parts are used
during reassembly of the transmission.
75
11. Install the spacer in 1st speed gear, engaging the exter-
nal splines of spacer with clutching teeth of gear. Place
9. Install the 2nd speed gear on mainshaft clutching teeth the limit washer into 1st gear and rotate the washer to
down and engaged with external splines of spacer. align the splines then feed plastic line up the mainshaft.
12. Check axial clearances and make adjustments, if nec-

10. Install the 1st speed gear on shaft against 2nd speed essary, between the 1st and 2nd speed gears as de-
gear, clutching teeth up. scribed in No. 6 of this section.
76
13. Install the 1st-Reverse speed sliding clutch, aligning 15. Install the snap ring in 6th groove of mainshaft to retain
the missing internal spline of sliding clutch with plastic key in keyway
line feed line up.
16. Install the snap ring in hub of reverse gear ONLY TO

CHECK AXIAL CLEARANCE (END-PLAY) LIMITS.
14. Install the reverse gear limit washer on mainshaft, flat

side of washer up. Rotate washer in the 5th groove of
mainshaft to align the splines of washer with those of
the mainshaft and feed the plastic line up and install the
spacer.
77
17. Install the reverse gear on mainshaft, clutching teeth

down and engaged with external splines of spacer.
19. Separate the auxiliary drive gear and reverse gear by

placing two screwdrivers 180: opposite each other be-
tween the gears. Allow the weight of the screwdrivers to
separate the gears, do not apply downward pressure to
screwdrivers. Check the clearance between the auxil-
iary drive gear and reverse gear. Select the proper limit
washer that will allow the correct clearance of .005 -
.012. between the gears.
NOTE: THIS CHECK IS MADE BY SPREADING THE
GEARS WITH SCREWDRIVERS.
18. Install the auxiliary drive gear assembly in its proper

position on rear of mainshaft.
78
20. With the proper reverse gear limit washer installed on

the mainshaft, remove the auxiliary drive gear assem-
bly and reverse gear. Remove the snap ring from hub
of reverse gear and reinstall the gear on mainshaft.
Engage the clutching teeth of gear with the splines of
the spacer and sliding clutch and move the reverse
gear against the 1st speed gear.
22. Block the right countershaft assembly against case wall
and lower the mainshaft assembly into position with the
reverse gear held against 1st speed gear and rear of
shaft moved into case bore. Moving the pilot-end of
mainshaft into pocket bushing of input shaft.
NOTE: Check to make sure that marked tooth on left
countershaft drive gear has remained in mesh with
marked set of teeth on main drive gear.
21. Remove the snap ring from the 6th groove of the
mainshaft. Place the mainshaft key in line with the
plastic line. While pulling the line out follow it down with
the mainshaft key (left) reinstall the snap ring after key
is seated.
23. Center rear of mainshaft in case bore and install the

auxiliary drive gear assembly on shaft, partially seating
the bearing in bore. DO NOT COMPLETE iNSTALLA-
TION AT THIS TIME.
79
H. Bearing installation and Timing
of Right Countershaft Assembly
IMPORTANT: The left countershaft assembly MUST
remain in time with main drive gear when timing
right countershaft assembly.
3. Position the front countershaft bearing in its bore and

install it with proper bearing driver (left) install the re-
taining washer and capscrew making sure to align pin
in shaft. Tighten capscrew to recommended torque.
1. Remove blocking from right countershaft assembly and

place it parallel to mainshaft assembly. Mesh the
marked tooth of right countershaft drive gear with re-
maining set of two marked teeth on main drive gear.
4. Move the reverse gear to the rear on mainshaft and use

a screwdriver to engage sliding clutches with all for-
ward speed gears. A sliding clutch that will not engage
with a gear indicates the gear set is not in proper mesh.
The bearings of the right countershaft would then need
to be removed and the drive gear set retimed.
NOTE: Do not engage sliding clutches with more than
one gear at the same time. This will lock the gearing
and prevent the mainshaft and countershaft assem-
blies from rotating.
2. Insert countershaft support tool or blocking in rear bear-

ing bore.
80
1. Reassembly and
Installation of Left
NOTE: Since the left and right reverse idler gear
assemblies are identical, reassembly and installa-
tion of the left reverse idler gear assembly should
be performed at this time as described in Part B of
this section.
J. Completed Installation of
Mainshaft and Auxiliary Drive
Gear Assemblies
2. Move the reverse gear to the rear as far as possible,

meshing teeth of gear with those of the reverse idler
gears.
1. Remove the auxiliary drive gear assembly from

mainshaft and rear bearing bore. Do not allow
mainshaft to move to rear when removing auxiliary
drive gear.
3. Align the external splines of spacer with clutching teeth

of reverse gear and move spacer forward on mainshaft
and into gear. Install the snap ring in hub of reverse
gear and move the reverse gear forward on mainshaft
and into proper position in case.
81
4. Reinstall the auxiliary drive gear assembly on rear of 6. Install the snap ring in groove at end of mainshaft.
mainshaft. Use a flanged-end driver and maul to seat
bearing in case bore.
5. Align the six capscrew holes in retainer with the tapped

holes in case and install capscrews. Tighten to recom-
mended torque and lockwire the capscrews in groups
of three.
82
INSTALLATION-COMPLETE FLANGE,
COMPANION FLANGE, AUXILIARY SECTION
AND CLUTCH HOUSING
A. Installation of Clutch Housing B. Installation of Auxiliary Section
and Shimming Procedure
NOTE: The following procedure can be completed
in both the horizontal and vertical positions. Care
must be taken when the procedure is completed in
the horizontal as parts may shift and cause damage
to the auxiliary countershaft bearing covers.
NOTE: Front box sliding clutches must be in the
neutral position.
NOTE: The shim gauge tool print is available from
Eaton Corp. Tool Print Number T-65514-S.
1. Position the coreesponding new gasket on housing

mounting surface and install the clutch housing on front
case, piloting on the six studs and drive gear bearing
cover.
1. Place the transmission in the vertical position. Place (2)

blocks of wood under the clutch housing to prevent
2. Install the six nuts with washers or lockwashers on transmission from tipping or causing damage to the
studs and tighten. Install the four capscrews with input shaft. Lower the auxiliary section onto the rear of
lockwashers and tighten. See TORQUE RECOMMEN- the front case.
DATIONS.
IMPORTANT: The auxiliary section should be en-
gaged in gear so the auxiliary section output yoke
can be rotated.
83
2. Install the retaining capscrews in flange of auxiliary 4. Each capscrew (3/8" x 1") must have clean threads (no
housing and tighten to recommended torque. thread adhesive applied to threads) with no Iockwasher
Threads in case must also be free of thread adhesive
3. Remove the center bolt from each shim gauge, loosen

the (2) cover capscrews. 5. Turn capscrews until they contact the shim gauge sur-
face, then evenly apply 7 in./lbs. of torque to each
capscrew.
CAUTION: Rear countershaft bearing cover gaskets
must not be installed at this time.
84
C. Installation of Universal Joint
Companion Flange or Yoke
6. Rotate the output shaft six times clockwise then six

times counter clockwise to properly seat the counter- I
shaft bearings. Use a feeler gauge to measure the
clearance between the shim gauge and the auxiliary 1. Lock the transmission in gear by engaging two sliding
housing surface next to each capscrew location. clutches at the same time.
Record each measurement and average the two mea-
surements. Refer to the helical end play chart (Page
90) and select the number in the 1st column which
corresponds to the average measurement which was
achieved. Follow the column to the right to determine
the proper shim required by thickness, part number and
shim color. Repeat this procedure for the remaining
countershaft.
7. After the correct shim has been selected, place the 2. Apply the proper torque to the output nut to complete
shim on the rear countershaft bearing race, install the the installation of the yoke or flange
countershaft rear bearing cover and gasket (left). Check
for cover shim alignment, if misaligned the bearing
cover may be damaged when final torque is applied to
cover capscrews (right). Perform the same procedure
on the remaining rear countershaft.
NOTE: This procedure can be performed with a
.100 gauging shim and the existing rear bearing
covers, follow the same procedure.
NOTE: There is a separate shim requirement when
an auxiliary countershaft oil pump is being in-
stalled.
85
lNSTALLATlON-
SHIFTING CONTROLS
A. Installation
1. Place all three mainshaft sliding clutches in the neutral 3. Install the capscrews in housing and tighten to secure
the assembly to case.
position.
2. Install the new shift bar housing gasket in position on 4. Install shift tower gasket and the three detent balls and
case. With all three shift bars in the neutral position, springs.
install the shift bar housing assembly on case, fitting
the shift yokes into slots of corresponding sliding
clutches.
86
INSTALLATION-
SHIFTING CONTROLS
A. Installation
1. Check the sift bar housing assembly to make sure shift 2. Install the retaining capscrews in housing flange and
block and yoke notches are aligned in the neutral posi- tighten to secure the assembly to shift bar housing.
tion.
87
lNSTALLATlON-
SHIFTING CONTROLS
AIR SYSTEM
A. installation of Slave Valve
3. Position the corresponding new gasket on valve mount-

ing surface and install the slave valve on case, inserting
the end of actuating pin into alignment sleeve. Secure
the valve to case with four retaining capscrews tight-
ened evenly.
1. If previously removed, install the air line fittings on slave
valve.
B. Installation of the Air Hoses
and Air/Filter Regulator
2. Install the spring on shank of actuating pin and insert in

bore of transmission case.
1. Install the Air/Filter Regulator to the range valve cover.
88
lNSTALLATlON-
SHIFTING CONTROLS
2. Connect the "L" I.D. air hoses to the slave valve (left)
complete connections by installing the lines to the range
cylinder and air/filter regulator (right).
4. Pull Roadranger valve cover up and install the (2) re-

taining screws.
3. Connect the 5/32" D.O.T. air line to the proper

Roadranger valve ports (left), connect the lines to slave
valve as required. (right).
89
HELlCAL ENDPLAY CHART
Average the feeler gauge measurement and match the measurement to the Feeler Gauge Average Gap in the
left column. Follow the column to the right to identify the shim thickness to be used, part number and color
code of the correct shim.
FEELER GAUGE SHIM STANDARD SHIM OIL PUMP SHIM COLOR

AVERAGE GAP THICKNESS PART NUMBER PART NUMBER CODE
.072 - .075 .036 - .037 21452 21472 RED
.069 - .0715 .039 - .040 21453 21473 PINK
.066 - .0685 .042 - .043 21454 21474 BROWN
.063 - .0655 .045 - .046 21455 21475 TAN
.060 - .0625 .048 - .049 21456 21476 ORANGE
.057 - .0595 .051 - .052 21457 21477 YELLOW
.054 - .0565 .054 - .055 21458 21478 GREEN
n 0 5 1 - .0535 .057 - .058 21459 21479 LIGHT BLUE
.048 - .0505 .060 - .061 21460 21480 LAVENDER
.045 - .0475 .063 - .064 21461 21481 WHITE
.042 - .0445 .066 - .067 21684 21686 BLACK
.039 - .0415 .069 - .070 21685 21687 SILVER

If the helical transmission is equipped with an auxiliary countershaft oil pump use the fourth column to
identify the oil pump shim.
122

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R R

Before working on a vehicle place the /’--

transmission in neutral, set the park-

Before towing the vehicle place the

IMPORTANT: All Fuller Transmissions are identified by

— With EP or Multipurpose Gear Oil

Auxiliary Section Power Flow:

Cut 7300G-1 1/86

FRONT SECTION: ALL MODELS

PAGE TOOL HOW OBTAINED

Made from Fuller Transmission

38 Countershaft Strap Made from flat steel stock

38 Shim Gauge T-65514-S

43 Bearing Pullers (Jaw-Type) Tool Supplier

50 Bearing Drivers (Flanged-End) Tool Supplier

61 Snap Ring Pliers Tool Supplier

57 Impact Puller (1/2-13 Threaded End) Tool Supplier

Made from Fuller Transmission

5. Lubricant CHECKS WITH UNIVERSAL JOINT

8. Gear Shift Lever

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

Cut 6090 G-8/84 Cut 6162A-12/84

Removal and Disassembly Reassembly and Installation

Outlet A-5000 Valve

A-4688 Slave Valve 19470 or A-5000

For all questions

A-4688 Slave Valve 19470 or A-5000

For all questions

A. Removal of Control Valve

1. Disconnect the two 5/32" D.O.T.air lines at the "S" or

1. Disconnect and remove the 1/4" I.D. air hose between

3. Slide the cover down shift lever to expose valve ports

3. Remove the spring and plunger pin from the transmis-

4. If necessary, remove the air line fittings from slave

1. Turn out the four retaining capscrews, jar lightly to

2. Remove the boot from gear shift lever and secure

4. Remove the spade pin from bore in housing tower. If

3. Install the tension spring under lugs in housing, seating

4. Remove the assembly from vise and install the rubber

A. Removal and Disassembly

2. Tilt the assembly and remove the-three sets of tension

1. Turn out the retaining capscrews, jar to break gasket

4. Remove the two capscrews from the oil trough and

7. Remove the actuating plunger from bore at top of cen-

5. Move the 4th-5th Speed shaft to the rear of housing,

8. Move the short 1st-Reverse speed shift bar to the rear

9. If necessary, remove the plug, spring and reverse-stop

2. Complete the yoke assembly process by staking the

6. Holding notched-end of bar, install the 4th-5th speed

A. Removal of Universal Joint

3. Remove rear countershaft bearing cover and counter-

4. Install the shim gauge on each countershaft with three

5. Remove the auxiliary section from the main case and

3. Remove clutch housing from main case assembly.

Cut 6427 D-9/91

2. Remove retaining nut from end of yoke bar.

1. Secure the auxiliary housing in a vise. Remove the 4

2. Remove the upper countershaft shim gauge from the