Service Manual

Fuller Heavy Duty Transmissions

TRSM0300
October 2007

RTO-11607L
RTO-11607L
RTO-11607LL
RTO-11607LL
RTOF-11607L
RTOF-11607LL
TABLE OF CONTENTS
FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MODEL DESIGNATIONS AND SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION
(L) Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
(LL) Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
POWER FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TORQUE RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TOOL REFERENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PREVENTIVE MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PRECAUTIONS
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
REASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CHANGING INPUT SHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AIR SYSTEM
RANGE SHIFT AI R SYSTEM: ALL MODELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DEEP REDUCTION AIR SYSTEM: (LL) Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AI R 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 (L) Models . . .
REASSEMBLY - AUXILIARY SECTION (L) Models . . . .
DISASSEMBLY - AUXILIARY SECTION (LL) Models . .
REASSEMBLY - AUXILIARY SECTION (LL) Models . . .
DISASSEMBLY - FRONT SECTION . . . . . . . . . . . . . . . . . .
REASSEMBLY - FRONT SECTION . . . . . . . . . . . . . . . . . .
INSTALLATION - COMPANION FLANGE, AUXILIARY SECTION
AND CLUTCH HOUSING . . . . . . . . . . . . . . . . . . . . . . . . .
INSTALLATION - SHIFTING CONTROLS
SHIFT BAR HOUSING ASSEMBLY . . . . . . . . . . . . . .
GEAR SHIFT LEVER HOUSING ASSEMBLY . . . . . .
AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
...........................................
FOREWORD
This manual is designed to provide detailed
information 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 reference
b. Removal, disassembly, reassembly and
installation
c. Options
The format of the manual is designed to be followed
in its entirety if complete disassembly and reassembly
of the transmission is necessary. But if only one
component of the transmission needs to be repaired,
refer to the Table of Contents for the page numbers
showing that component. For example, if you need to
work on the Shift Bar Housing, you will find
instructions for removal, disassembly and reassembly
on page 47. Instructions for installation are on page
131. Service Manuals, Illustrated Parts Lists, Drivers
Instructions, Driver Training Programs and other
forms of product service information for these and
other Fuller Transmissions are available upon request.
A Technical Literature Order Form may be found in the
back of this manual*. You may also obtain Service
Bulletins, detailing information on product
improvements, repair procedures and other service-
related subjects by writing to the following address:
EATON CORPORATION
TRANSMISSION DIVISION
Technical Service Department
P.O. Box 4013
Kalamazoo, Michigan 49003
(616) 342-3000

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 Marketing
Communications, Eaton Transmission Division,
P.O. Box 4013, Kalamazoo, Ml 49003.
MODEL DESIGNATIONS
AND SPECIFICATIONS

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 DESTROY THE
TRANSMISSION IDENTIFICATION TAG.

Gear Ratios —
Deep Reduction Low Range High Range
Model Reverse
Rev. LO-LO LO 1st 2nd 3rd 4th 5th 6th 7th OD Low/High

RTO-11607L — _ 14.87 8.79 5.59 3.57 2.46 1.57 1.00 .76 11.89/3.33

RTO-11607LL 18.53 23.18 14.87 8.79 5.59 3.57 2.46 1.57 1.00 .76 11.89/3.33
 LUBRICATION
Proper Recommended Lubricants
Fahrenheit

Lubrication . . . Type
Grade
(SAE)
(Celsius)
Ambient
Temperature

the Key to long ®

Eaton Roadranger
CD50 Transmission
®

transmission life Fluid

Heavy Duty Engine 011
50 All

o o
MI L-L-2104B C or D or 50 Above 10 F(-12 C.)
Proper lubrication procedures are the key to a API-SF or API-CD 40 o o
Above 10 F(-12 C.)
good all-around maintenance program. If the (Previous API designations 30 o o
Below 10 F(-12 C.)
oil is not doing its job, or if the oil level is acceptable)
ignored, all the maintenance procedures in the Mineral Gear 011 with rust 90
o o
Above 10 F(-12 C.)
world are not going to keep the transmission and oxidation Inhibitor 80W
o o
Below 10 F(-12 C.)
running or assure long transmission life. API-GL-1
Eaton® Fuller ® Transmissions are designed
so that the internal parts operate in a bath of The use of mild EP gear oil or multi-pur-
oil circulated by the motion of gears and shafts. pose gear oil is not recommended, but if
Thus, ail parts will be amply lubricated if these gear oils are used, be sure to adhere to
these procedures are closely followed: the following limitations:
1. Maintain oil level. Inspect regularly. Do not use mild EP gear oil or multi-pur-
2. Change oil regularly. pose gear oil when operating temperatures are
3. Use the correct grade and type of oil. above 230°F (110oC). Many of these gear oils,
4. Buy from a reputable dealer. particularly 85W140, break down above 230°F
and coat seals, bearings and gears with de-
Lubrication Change and Inspection
posits that may cause premature failures. If
Eaton® Roadranger ® CD50 Transmission Fluid these deposits are observed (especially a coat-
HIGHWAY USE—Heavy Duty and Mid-Range
ing on seal areas causing oil leakage), change
to Eaton Roadranger CD50 transmission fluid,
First 3,000 to 5,000 miles Factory fill heavy duty engine oil or mineral gear oil to
(4827 to 8045 Km) Inltlal drain
assure maximum component life and to main-
Every 10,000 miles Check fluid level tain your warranty with Eaton. (Also see
(16090 Km) Check for leaks
“Operating Temperatures”.)
Heavy Duty Highway Change Interval
Additives and friction modifiers are not recom-
Every 250,000 miles Change transmission
(402336 Km) fluid, mended for use in Eaton Fuller transmissions.
Mid-Range Highway Change Interval
Every 100,000 miles (160,000 Km) Change transmission
or 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 Proper Oil Level
Make sure oil is level with filler opening. Be-
I Every 500 hours Change transmission fluid where
severe dirt conditions exist. cause you can reach oil with your finger does
not mean oil is at proper level. One inch of oil
I Every 1,000 hours Change transmission fluid
(Normal off-highway use), level is about one gallon of oil.
Heavy Duty Engine Lubricant or Draining Oil
Mineral Gear Lubricant
Drain transmission while oil is warm. To drain
I HIGHWAY USE oil remove the drain plug at bottom of case.
Clean the drain plug before re-installing.
I First 3,000 to 5,000 miles
(4827 to 8045 Km)
Factory fill
Initial drain.
Refilling
I Every 10,000 miles
(16090 Km)
Inspect Iubricant level,
Check for leaks, Clean case around filler plug and remove plug
from side of case. Fill transmission to the
I Every 50,000 miles
(80450 Km)
Change transmission
lubricant, level of the filler opening. If transmission has
two filler openings, fill to level of both open-
I OFF-HIGHWAY USE
ings.
First 30 hours Change transmission lubricant on new units
The exact amount of oil will depend on the
Every 40 hours Inspect Iubricant level Check for leaks transmission inclination and model. Do not
Every 500 hours Change transmission Iubricant where over fill—this will cause oil to be forced out
severe dirt conditions exist. of the transmission.
Every 1,000 hours Change transmission Iubricant When adding oil, types and brands of oil
(Normal off-highway use), should not be mixed because of possible in-
Change the oil filter when fluid or lubricant is changed. 4 compatibility.
, .. .. . .
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 lubrication 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 250oF (120oC). cent of upgrade (expressed in degrees).
However, intermittent operating temperatures The chart below illustrates the safe percent
to 300oF (149oC) will not harm the transmis- of upgrade on which the transmission can be
used with various chassis mounting angles.
sion. Operating temperatures above 250oF
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 250oF, the degrees. If you have a O degree mounting
transmission may require more frequent oil angle, the transmission can be operated on a
changes or external cooling. 12 degree (21 percent) grade.
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
250oF: (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). 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.
OPERATION
Shift Lever Patterns and
Shifting Controls
POWER FLOW
The transmission must efficiently transfer the engine's power, in terms of torque, to the vehicle's rear wheels.
Knowledge of what takes place in the transmission during torque transfer is essential when trouble-shooting and
making repairs as they become necessary.

Front Section Power Flow: Auxiliary Section Power Flow:

(Both Models) (RTO-11607LL LO/LO)
1. Power (torque) from the vehicle's engine is 7. The auxiliary drive gear splits torque between the
transferred to the transmission's input shaft. two auxiliary countershaft drive gears.
2. Splines of input shaft engage internal splines in 8. T o r q u e i s d e l i v e r e d a l o n g b o t h a u x i l i a r y
hub of main drive gear. countershaft to the mating "engaged" deep
3. Torque is split between the two countershaft drive reduction gear on output shaft.
gears. 9. Torque is transferred to output shaft through
4. Torque is delivered along both countershaft to sliding clutch.
mating countershaft gears of "engaged" mainshaft 10. Output shaft delivers torque to driveline as LO/LO.
gear. The cross section view shown below
illustrates LO/LO 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.

DEEP REDUCTION POWER FLOW

Figure 1
POWER FLOW
Auxiliary Section Power Flow:
LOW RANGE (All Models)
7. The auxiliary drive gear splits torque between the 9. Torque is transferred to range mainshaft or output
two auxiliary countershaft drive gears. shaft through sliding clutch.
8. Torque is delivered along both countershaft to 10. Torque is delivered to driveline as LOW RANGE.
"engaged" low range gear on range mainshaft or
output shaft.

Figure 2.
LOW RANGE POWER FLOW
(RTO-11607L Model Shown)

Auxiliary Section Power Flow:

HIGH RANGE (All Models)
7. The auxiliary drive gear transfers torque directly to 8. Torque is delivered through range mainshaft
the range mainshaft or output shaft through and/or output shaft to driveline as HIGH RANGE
"engaged" sliding clutch. 4th.
7

HIGH RANGE POWER FLOW

(RTO-11607L Model Shown) Figure 3.
TIMING
All Fuller twin countershaft transmissions are “timed”
at assembly. It is important that proper timing
procedures are followed when reassembling the
transmission. Timing assures that the countershaft
gears will contact the mating mainshaft gears at the
same time, allowing mainshaft gears to center on the
mainshaft and equally divide the load.
Timing is a simple procedure of marking the
appropriate teeth of a gear set prior to installation and
placing them in proper mesh while in the transmission.
In the front section, it is necessary to ime only he drive
gear set. And depending on the model, only the low
range or deep reduction gear set is timed in the
auxiliary section.
A. Marking countershaft drive gear teeth.
1. Prior to placing each countershaft assembly into
case, clearly mark on each drive gear the gear
tooth which is directly over the keyway in gear.
(See illustration A.) This tooth is stamped with
an “O” to aid identification.
A. TOOTH ON COUNTERSHAFT
DIRECTLY OVER KEYWAY
MARKED FOR TIMING
B. Marking drive gear teeth.
1. Mark any two adjacent teeth on the drive gear.
2. Mark the two adjacent teeth on the drive gear
which are directly opposite the first set marked.
There should be an equal number of teeth
between the markings on each side of gear. (See
Illustration B.)
B. DRIVE GEAR TEETH
CORRECTLY MARKED
FOR TIMING
C. Meshing marked countershaft gear teeth with
marked drive gear teeth. (After installing drive gear
and mainshaft assemblies, the countershaft
bearings are installed to complete countershaft
installation.)
1. When installing bearings on the left
countershaft, mesh the marked countershaft
gear tooth between two marked teeth on the
drive gear. Repeat the procedure when installing
the right countershaft bearings. (See Illustration
c.)
C. COUNTERSHAFT GEAR TEETH
MESHED WITH DRIVE GEAR TEETH
FOR CORRECT TIMING
D. Timing auxiliary section.
(In the auxiliary section, the low speed gear set is
marked for timing instead of the drive gear set. )
1. Mark any two adjacent teeth on the large
mainshaft low speed gear, then mark the two
adjacent teeth directly opposite—the same
procedure as used when marking the front
section drive gear.
2. On each auxiliary countershaft assembly, mark
the tooth on the small low speed gear which is
stamped with an “O. ”
3. Install the low speed gear and tailshaft assembly
in auxiliary housing.
4. Partially install outer races of countershaft rear
bearings in case bores.
5. Place the auxiliary countershaft assemblies into
position, meshing marked tooth on each
countershaft gear between marked teeth on low
speed gear. Countershafts will be partially
seated in rear bearing.
6. Fully install rear bearings to complete auxiliary
countershaft installation.
TORQUE RECOMMENDATIONS
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 recommended lbs./ft.
ratings. Do not torque capscrews dry.

FRONT SECTION: ALL MODELS

TORQUE RECOMMENDATIONS

Cut 7191A
TOOL REFERENCE
Some repair procedures pictured in this manual show The specialized tools listed below can be obtained
the use of specialized tools. Their actual use is from a tool supplier or made from dimensions as
recommended as they make transmission repair required by the individual user. Detailed Fuller@ Tool
easier, faster, and prevent costly damage to critical Prints are available upon request by writing.
parts.
But for the most part, ordinary mechanic’s tools such Eaton Corporation
as socket wrenches, screwdrivers, etc., and other Transmission Division
standard shop items such as a press, mauls and soft Technical Service Dept.
bars are all that is needed to successfully disassemble P.O. Box 4013
and reassemble any Fuller® Transmission. Kalamazoo, Michigan 49003

PAGE TOOL HOW OBTAINED

57 Auxiliary Section Hanger Bracket Made from Fuller

Print T-22823
®

46 Made from Fuller

Tension Spring Driver
Print T-11938

100 Snap Ring Pliers Tool Supplier

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

®

94 Bearing Drivers (Flanged-End) Made from Fuller Print

Series T-10842*
®
Made from Fuller
87 Quill Snap Ring Installer
Print T-22917-F

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

®

98 Input Shaft Nut Installer Made from Fuller

Print T-22553-A
‘Dimensions necessary to determine specific tool number required.
PREVENTIVE MAINTENANCE
CHECK CHART
PREVENTIVE MAINTENANCE
PREVENTIVE MAINTENANCE CHECK CHART
CHECKS WITHOUT PARTIAL
DISASSEMBLY OF CHASSIS OR CAB
1. Air System and Connections
a. Check for leaks, worn air lines, loose
connections and capscrews. See AIR
SYSTEM.
2. Clutch Housing Mounting
a. Check all capscrews in bolt circle of clutch
housing for looseness.
3. 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.
4.
Clutch Pedal Shaft and Bores
a. Pry upward on shafts to check wear.
b. If excessive movement is found, remove
clutch release mechanism and check
bushings in bores and wear on shafts.
5. Lubricant
a. Change at specified service intervals.
b. Use only the types and grades
recommended. See LUBRICATION.
6. Filler and Drain Plugs
a. Remove filler plugs and check level of
lubricant at specified intervals. Tighten filler
and drain plugs securely.
7. Capscrews and Gaskets
a. Check all capscrews, especially those on
PTO covers and rear bearing covers for
looseness which would cause oil leakage. See
TORQUE RECOMMENDATIONS.
b. Check PTO opening and rear bearing covers
for oil leakage due to faulty gasket.
8. Gear Shift Lever
a. Check for looseness and free play in housing.
If lever is loose in housing, proceed with
Check No. 9.
9. Gear Shift Lever Housing Assembly
a. Remove air lines at slave valve and remove the
gear shift lever housing assembly from
transmission.
b. Check tension spring and washer for set and
wear.
c. Check the gear shift lever spade pin and slot
for wear.
d. Check bottom end of gear shift lever for wear
and check slot of yokes and blocks in shift bar
housing for wear at contact points with shift
lever.
CHECKS WITH DRIVE LINE DROPPED
10. Universal Joint Companion
Flange or Yoke Nut
a. Check for tightness. Tighten to
recommended torque.
11. Output Shaft (Not Shown)
a. Pry upward against output shaft to check
radial clearance in mainshaft rear bearing.
as
CHECKS WITH UNIVERSAL JOINT
COMPANION FLANGE OR YOKE REMOVED
NOTE: If necessary, use a solvent and shop rag to
clean sealing surface of companion flange or
yoke. DO NOT USE A CROCUS CLOTH,
EMERY PAPER OR OTHER ABRASIVE
MATERIALS THAT WILL MAR SURFACE
FINISH.
12. Splines on Output Shaft
a. Check for wear from movement and chucking
action of the universal joint companion flange
or yoke.
13. Mainshaft Rear Bearing Cover
a. Check oil seal for wear.
PRECAUTIONS
Disassembly
It is assumed in the detailed assembly instructions that the lubricant has been drained from transmission, the
necessary linkage and air lines were disconnected, and the transmission has been removed from vehicle chassis.
Removal of the gear shift lever housing assembly (or remote control assembly) is included in the detailed instructions
(Disassembly and Reassembly–Shifting Controls); however, this assembly MUST be detached from shift bar housing
before transmission can be removed.

F O L L O W CLOSELY EACH PROCEDURE IN THE DETAILED INSTRUCTIONS, MAKING USE OF THE T E X T ,

ILLUSTRATIONS AND PHOTOGRAPHS PROVIDED.
1. BEARINGS - Carefully wash and relubricate all countershaft, mainshaft, or main drive gear.
reusable bearings as removed and protectively wrap Special procedures are required and provided in this
until ready for use. Remove bearings planned to be manual.
reused with pullers designed for this purpose.
5. CLEANLINESS - Provide a clean place to work. It is
2. ASSEMBLIES - When disassembling the various important that no dirt or foreign material enters the
assemblies, such as the mainshaft, countershaft, unit during repairs. Dirt is an abrasive and can
and shift bar housing, lay all parts on a clean bench damage bearings. It is always good practice to clean
in the same sequence as removed. This procedure the outside of the unit before starting the planned
will simplify reassembly and reduce the possibility disassembly.
of losing parts.
6. WHEN USING TOOLS TO MOVE PARTS - Always
3. SNAP RINGS - R e m o v e snap rings with pliers apply force to shafts, housings, etc, with restraint.
designed for this purpose. Snap rings removed in Movement of some parts is restricted. Never apply
this manner can be reused. force to the part being driven after it stops solidly.
4. INPUT SHAFT - The input shaft can be removed The use of soft hammers, bars and mauls for all
from transmission without removing the disassembly work is recommended.

Inspection
Before reassembling the transmission, check each part carefully for abnormal or excessive wear and damage to
determine reuse or replacement. When replacement is necessary, use only genuine Fuller® 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 reusing 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 unit’s
history, mileage, application, etc.
Recommended inspection procedures are provided in the following check list.

A. BEARINGS
1. Wash all bearings in clean solvent. Check balls,
rollers and raceways for pitting, discoloration,
and spalled areas. Replace bearings that are
pitted, discolored, or spalled.
2. Lubricate bearings that are not pitted,
discolored, or spalled and check for axial and
radial clearances.
Replace bearings with excessive clearances.
3. Check bearing fits. Bearing inner races should
be tight to shaft; outer races slightly tight to
slightly loose in case bore. If bearing spins
freely in bore, however, the case should be
replaced.
B. GEARS
1. Check gear teeth for frosting and pitting.
Frosting of gear tooth faces present no threat
of transmission failure. Often in continued
operation of the unit, frosted gears will “heal”
and not progress to the pitting stage. In most
cases, gears with light to moderate pitted teeth
have considerable gear life remaining and can
be reused. But gears with advanced stage
pitting should be replaced.
2. Check for gears with clutching teeth
abnormally worn, tapered, or reduced in length
from clashing in shifting. Replace gears found
in any of these conditions.
PRECAUTIONS
Inspection (Cont.)
3. Check axial clearance of gears. Where
excessive clearance is found, check gear snap
ring, washer, spacer, and gear hub for
excessive wear. Maintain .005” to .012” axial
clearance between mainshaft gears.
C. SPLINES
1. Check splines on all shafts for abnormal wear.
If sliding clutch gears, companion flange, or
clutch hub have worn into the sides of the
splines, replace the specific shaft affected.
D. TOLERANCE/LIMIT WASHERS
1. Check surfaces of all limit washers. Washers
scored or reduced in thickness should be
replaced.
E. REVERSE IDLER GEAR ASSEMBLIES
1. Check for excessive wear from action of roller
bearings.
F. GRAY IRON PARTS
1. Check all gray iron parts for cracks and breaks.
Replace or repair parts found to be damaged.
Heavy castings may be welded or brazed
provided the cracks do not extend into bearing
bores or bolting surfaces. When welding,
however, never place the ground so as to allow
current to pass through the transmission.
G. CLUTCH RELEASE PARTS
1. Check clutch release parts. Replace yokes
worn at cam surfaces and bearing carrier worn
at contact pads.
2. Check pedal shafts. Replace those worn at
bearing surfaces.
H. SHIFT BAR HOUSING ASSEMBLY
1. Check for wear on shift yokes and blocks at
pads and lever slot. Replace excessively worn
parts.
2. Check yokes for correct alignment. Replace
sprung yokes.
3. Check Iockscrews in yokes and blocks.
Tighten and rewire those found loose.
4. If housing has been disassembled, check
neutral notches of shift bars for wear from
interlock balls.
I . GEAR SHIFT LEVER HOUSING
ASSEMBLY
1. Check spring tension on shift lever. Replace
tension spring and washer if lever moves too
freely.
2 If housing is disassembled, check spade pin
and corresponding slot in lever for wear.
Replace both parts if excessively worn.
J. BEARING COVERS
1. Check covers for wear from thrust to adjacent
bearing. Replace covers damaged from thrust
of bearing outer race.
2. Check bores of covers for wear. Replace those
worn oversize.
K. OIL RETURN THREADS
AND SEALS
1. Check oil return threads in front bearing cover.
If sealing action of threads has been destroyed
by contact with input shaft, replace bearing
cover.
2. Check oil seal in mainshaft rear bearing cover.
If sealing action of lip has been destroyed,
replace seal.
L. SLIDING CLUTCHES
1. Check all shift yokes and yoke slots in sliding
clutches for extreme wear or discoloration
from heat.
2. Check engaging teeth of sliding clutches for
partial engagement pattern.
M. SYNCHRONIZER ASSEMBLY
1. Check synchronizer for burrs, uneven and
excessive wear at contact surface, and metal
particles.
2. Check blocker pins for excessive wear or
looseness.
3. Check synchronizer contact surfaces on the
auxiliary drive and low range gears for
excessive wear.
N. O-RINGS
1. Check all O-rings for cracks or distortion.
Replace if worn.
PRECAUTIONS
Reassembly
Make sure that interiors of case and housings are clean. It is important that dirt and other foreign materials be kept out
of the transmission during reassembly. Dirt is an abrasive and can damage — polished surfaces of bearings and washers.
Use certain precautions, as listed below, during reassembly.
1. GASKETS - Use new gaskets throughout the 7. BEARINGS - Use of flanged-end bearing drivers is
transmission as it is being rebuilt. Make sure all recommended for the installation of bearings. These
gaskets are installed. An omission of any gasket can special drivers apply equal force to both bearing
result in oil leakage or misalignment of bearing races, preventing damage to balls/rollers and races
covers. while maintaining correct bearing alignment with
bore and shaft. Avoid using a tubular or sleeve-type
2. CAPSCREWS - To prevent oil leakage, use Loctite
242 thread sealant on all capscrews. For torque driver, whenever possible, as force is applied to only
ratings, see TORQUE RECOMMENDATIONS. one of the bearing races. See TOOL REFERENCE.

3. O-RINGS - Lubricate all O-rings with silicon

lubricant.
4. ASSEMBLY - Refer to the illustrations provided in
the detailed disassembly instructions as a guide to
reassembly.
5. INITIAL LUBRICATION - Coat all limit washers and
splines of shafts with Lubriplate during reassembly
to prevent scoring and galling of such parts.
6. AXIAL CLEARANCES - Maintain original axial
clearances of .005” to .012” for mainshaft gears.
8. U N I V E R S A L J O I N T C O M P A N I O N F L A N G E O R
YOKE - Pull the companion flange or yoke tightly
into place with the output shaft nut, using 450-500
foot-pounds of torque. Make sure the speedometer
drive gear or a replacement spacer of the same width
has been installed. Failure to pull the companion
flange or yoke tightly into place will permit the
output shaft to move axially with resultant damage
to the rear bearing.

IMPORTANT: REFER TO THE APPROPRIATE ILLUSTRATED PARTS LIST

(SPECIFIED BY MODEL SERIES) TO ENSURE THAT PROPER PARTS
ARE USED DURING REASSEMBLY OF THE TRANSMISSION.
CHANGING INPUT SHAFT
Special Procedure For Changing Input Shaft

N O T E : In some cases in field repair it may be

necessary to replace only the input shaft due to
clutch wear on the splines.
In these instances, the input shaft can be
removed without disassembling the
transmission other than removing the shifting
bar housing. Removal of the clutch housing is
optional. Following is the detailed procedure.

A. INPUT SHAFT REMOVAL

1. Remove the gear shift lever housing assembly (or 2. Remove the front bearing cover and gasket.
remote control assembly) from shift bar housing, if
necessary, and the shift bar housing assembly
from transmission case.
CHANGING INPUT SHAFT

6. Drive the input shaft back through the bearing and

3. Remove the drive gear bearing nut (left hand into the case as far as possible. Drive the shaft
threads). forward again to free the input shaft bearing from
Suggestion: For removal of nut ONLY, engage two the bore in the case.
mainshaft sliding clutches into gear to prevent the
input from rotating.
NOTE: If this procedure does not free the bearing from
its bore, repeat steps 4 through 6.

4. Drive the input shaft as far forward as possible.

7. Pry the bearing from the input shaft with two large
screwdrivers.
8. Remove the spacer from the input shaft.

5. Tap the input shaft down to cock the input shaft

bearing in its bore.
CHANGING INPUT SHAFT

9. From the front of transmission, remove the snap 4. Install spacer on input shaft.
ring from I.D. of main drive gear using two small
screwdrivers. If mainshaft was previously locked in
two gears, it may become necessary to place
sliding clutches in the neutral position to rotate
input shaft and mainshaft for removal of snap ring.
10. Pull the input shaft forward from the splines of the
drive gear.

B. INPUT SHAFT INSTALLATION

5. Move the clutch gear forward to contact end of

input shaft in hub of drive gear. Block between rear
of sliding clutch and front of the overdrive gear.
When installing bearing this will hold input shaft in
position to seat the bearing properly.

1. If necessary, install bushing in pocket of input

shaft.
2. Install new input shaft into splines of main drive
gear just far enough to expose snap ring groove in
I.D. of drive gear.
3. Install snap ring in groove of drive gear.
CHANGING INPUT SHAFT
6. Using a flanged-end driver, install the drive gear
bearing on shaft and into case bore. When applying
force to driver, use caution so as not to damage
bearing shield.
7. Remove the blocking from the mainshaft.
8. Apply Fuller¨ adhesive sealant #71204 or equiva-
lent to the cleaned threads of input shaft and nut,
using caution so as not to contaminate bearing
with sealant.
9. Engage two mainshaft sliding clutches into gear to
prevent the mainshaft from rotating and install the
new drive gear bearing nut, left-hand threads, on
input shaft. Tighten nut with 250-300 Lbs./ Ft. of
torque. DO NOT REUSE OLD NUT.
Suggestion: To avoid damaging the O.D. of nut,
use the tool specifically designed for this purpose.
See TOOL REFERENCE.
10. With a punch and maul, peen the nut into the two
milled slots of input shaft, using caution so as not
to distort O.D. of nut.
11. To facilitate proper reinstallation of the shift bar
housing assembly on case, make sure mainshaft
sliding clutches are placed in the neutral position.
12. Reinstall the shift bar housing assembly, the front
bearing cover and all other parts and assemblies
previously removed, making sure to replace the
gaskets used.
NOTE: The above instructions are for changing the
input shaft only. To change the drive gear,
complete disassembly of the front section is
required.
AIR SYSTEM
RTO-11607L
AIR SYSTEM
RTO-11607LL
AIR SYSTEM
RANGE SHIFT AIR SYSTEM - ALL MODELS
Operation
The Range Shift Air System consists of the air
filter/regulator, slave valve, a Range Control Valve or
Master Control Valve, range cylinder, fittings and
connecting air lines. See Air System Schematics.
CONSTANT AIR from the air filter/regulator is
supplied to the “S” or Supply Port of slave valve and
passed through to the INLET or “S” Port of control
valve.
WHILE IN LOW RANGE, the control valve is OPEN
and AIR is returned to slave valve at the "P” or End Port.
This signals the valve to supply AIR in Iine between the
Low Range or “L” Port of slave valve and the Low
Range Port of range cylinder housing. AIR received at
this port moves the range piston to the rear and causes
the auxiliary low range gear to become engaged.
WHILE IN HIGH RANGE, the control valve is
CLOSED and NO AIR is returned to the slave valve.
This signals the slave valve to supply AIR in line
between the High Range or “H” Port of valve and the
High Range Port of range cylinder cover. AIR received
at this port moves the range piston forward to engage
the auxiliary drive gear with sliding clutch and bypass
the low range gear set.
Range shifts can be made ONLY when the gear shift
lever is in, or passing through, neutral. Thus, the range
desired can be PRESELECTED while the shift lever is
in a gear position. As the lever is moved through
neutral, the actuating plunger in the shift bar housing
releases the slave valve piston, allowing it to move to
the selected range position.
Troubleshooting
If the transmission fails to make a range shift or shifts
too slowly, the fault may be in the Range Shift Air
System or actuating components of the shift bar
housing assembly.
To locate the trouble, the following checks should be
made with normal vehicle air pressure applied to the
system, but with the engine off.
CAUTION: NEVER WORK UNDER A VEHICLE
WHILE ENGINE IS RUNNING as personal injury MAY
result from the sudden and unintended movement of
vehicle under power.
1. INCORRECT AIR LINE HOOK-UPS
(See Air System Schematics)
With the gear shift Iever in neutral, move the control
that provides range selection UP and DOWN.
A. If the air lines are crossed between control
valve and slave valve, there will be CONSTANT
AIR flowing from the exhaust port of control
valve WHILE IN HIGH RANGE.
B. If the air lines are crossed between the slave
valve and range cylinder, the transmission
gearing will not correspond with the range
selection. A LOW RANGE selection will result
in a HIGH RANGE engagement and vice versa.
2. AIR LEAKS
With the gear shift lever in neutral, coat all air lines
and fittings with soapy water and check for leaks,
moving the control that provides range selection
UP and DOWN.
A. If there is a steady leak from the exhaust port of
control valve, O-rings and/or related parts of
the control valve are defective.
B. If there is a steady leak from breather of slave
valve: an O-ring in valve is defective, or there is
a leak past O-rings of range cylinder piston.
C. If transmission fails to shift into LOW RANGE
or is slow to make the range shift and the case
is pressurized, see Check Note 7 of this
section.
D. Tighten all loose connections and replace
defective O-rings and parts.
3. AIR FILTER/REGULATOR
(See illustration, Page 26.)
With the gear shift lever in neutral, check the
breather of air filter/regulator assembly. There
should be NO AIR leaking from this port. The
complete assembly should be replaced if a steady
leak is found.
Cut off the vehicle air supply to the air
filter/regulator assembly, disconnect the air line at
fitting in Supply OUTLET and install an air gauge in
opened port. Bring the vehicle air pressure to
normal. Regulated air pressure should be 57.5 to
62.5 PSI.
DO NOT ADJUST SCREW AT BOTTOM OF
REGULATOR TO OBTAIN CORRECT
R E A D I N G S . The air regulator has been
PREADJUSTED within the correct operating
limits. Any deviation from these limits, especially
with regulators that have been in operation for
some time, is likely to be caused by dirt or worn
parts. if replacement or cleaning of the filter
element does nothing to correct the air pressure
readings, replace the complete assembly, as the air
regulator is nonserviceable.
4. CONTROL VALVE (See Pages 27 and 28.)
With the gear shift lever in neutral, select HIGH
RANGE and disconnect the 1/8” O.D. airline at the
OUTLET or “P” Port of control valve.
A. When LOW RANGE is selected, a steady blast
of air will flow from opened port. Select HIGH
RANGE to shut off air flow. This indicates the
control valve is operating properly. Reconnect
air line.
AIR SYSTEM
B. If control valve does not operate properly, 7. RANGE CYLINDER (Refer to the following
check for restrictions and air leaks. Leaks illustration.)
indicate defective or worn O-rings. If any of the seals in the range cylinder assembly
are defective, the range shift will be affected.
5. H I G H R A N G E O P E R A T I O N A. Leak at either O-ring A results in complete
With the gear shift lever in neutral, select LOW failure to make a range shift; steady flow of air
RANGE and disconnect the 1/4” I.D. air line at the from breather of slave valve in both ranges.
port of range cylinder cover. Make sure this line B. Leak at gasket B results in a steady flow of air to
leads from the High Range or “H” Port of slave atmosphere while in HIGH RANGE.
valve.
C. Leak at O-ring C results in a slow shift to LOW
A. When HIGH RANGE is selected, a steady blast RANGE; pressurizing of transmission case.
of air should flow from disconnected line.
Select LOW RANGE to shut off air flow.
B. Move the shift lever to a gear position and
select HIGH RANGE. There should be NO AIR
flowing from disconnected line. Return the
gear shift lever to the neutral position. There
should now be a steady flow of air from
disconnected line. Select LOW RANGE to shut
off air flow and reconnect air line.
C. If the air system does not operate accordingly,
the slave valve or actuating components of the
shift bar housing assembly are defective.

IMPORTANT: RANGE PRESELECTION

The plunger pin, located in case bore between the
slave valve and actuating plunger of shift bar
housing, prevents the slave valve from operating
while the shift lever is in a gear position. When the
lever is moved to or through the neutral position,
the pin is released and the slave valve becomes
operational.

6. LOW RANGE OPERATION

With the gear shift lever in neutral, select HIGH
RANGE and disconnect the 1/4” I.D. air Iine at the
fitting on range cylinder housing. Make sure this
line leads from the Low Range or “L” Port of slave
valve.
A. When LOW RANGE is selected, a steady blast
of air should flow from disconnected line.
Select HIGH RANGE to shut off air flow. RANGE CYLINDER ASSEMBLY
ALL MODELS
B. Move the shift lever to a gear position and
select LOW RANGE. There should be NO AIR
flowing from disconnected line. Return the
gear shift lever to the neutral posiTion. There
should now be a steady flow of air from
disconnected line. Select HIGH RANGE to
shut off air flow and reconnect air line.
c. If the air system does not operate accordingly,
the slave valve or actuating components of the
shift bar housing assembly are defective.
AIR SYSTEM
AIR FILTER/REGULATOR ASSEMBLY

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

SLAVE VALVES

PISTON-TYPE POPPET-TYPE

Refer to the drawing for disassembly and reassembly of the piston-type slave valve assembly. Should the poppet-type
slave valve assembly prove to be defective, replace the complete assembly, as it is non-serviceable. The actuating
components used with these valve assemblies are non-interchangeable. Failure to use the correct plunger pin, spring
and alignment sleeve during installation on the transmission will cause hard shifting in Low Range gears.
AIR SYSTEM
RANGE CONTROL VALVE

NOTE: This valve provides range

selection ONLY. When
equipped on LL Models, the
dash-mounted Deep Reduction
Valve is required to provide
deep reduction selections.

Removal and Disassembly Reassembly and Installation

1. Disconnect the air lines and loosen clamp securing
the valve to gear shift lever. Remove valve.
2. Remove the four screws to separate the front and
rear housings and remove the slide and two sets of
position springs and balls.
3. Remove the seal, insert valve O-ring and spring from
rear housing.
4. If necessary, remove the two felt seals. Punch out
the roll pin to remove the control knob from slide.
1. Refer to the drawing for proper reassembly. Use a
VERY SMALL amount of silicone lubricant on the O-
rings to avoid clogging ports. A small amount of
grease on the position springs and balls will help to
hold them in place during reassembly.
2. Install the air lines with their sheathing and O-rings
on the gear shift lever.
3. Secure the valve on gear shift lever with mounting
clamp. The control knob should face to the front and
be approximately 6“ below the centerline of ball
grip.
4. Attach the air lines.
AIR SYSTEM
MASTER CONTROL VALVE A-5010

NOTE: This valve provides range selection ONLY.

When equipped on 15-Speed Models, the
dash-mounted Deep Reduction Valve is
required to provide deep reduction selections.

Cut 6146

Removal and Disassembly Reassembly and Installation

1. Remove two screws holding bottom cover to valve 1. Refer to the drawing for proper reassembly. Use a
and slide cover down gear shift lever to expose air VERY SMALL amount of silicone Iubricant on the O-
line fittings. Disconnect air lines. rings to avoid clogging ports. A small amount of
grease on the position springs and balls will help to
2. Loosen jam nut and turn control valve from gear shift hold them in place during reassembly.
lever.
2. Reinstall control valve on gear shift lever and tighten
3. Pry medallion from recess in top cover. 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 balls 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.

28
AIR SYSTEM
DEEP REDUCTION AIR SYSTEM: LOW-LOW MODELS ONLY
Operation
In addition to the various components of the Range
Shift Air System, the Deep Reduction Air System
utilizes a reduction cylinder and a separate dash-
mounted Deep Reduction Valve OR the Master Control
Valve A-5015.
CONSTANT AIR from the air filter/regulator
assembly is supplied to the reduction cylinder at the
port on right side of cylinder cover. See Air System
Schematics.
With the Deep Reduction lever in the ’’OUT” position,
the valve is OPENED and AIR is supplied to the Center
Port of cylinder cover, moving the reduction piston
forward to disengage deep reduction gearing. With the
lever moved to the “IN” position, the valve is CLOSED
and NO AIR is supplied to the Center Port. CONSTANT
AIR from the air filter/regulator assembly moves the
reduction piston rearward to engage reduction
gearing.
Lever to “OUT” Lever to “IN”
(Valve OPENED) (Valve CLOSED)
For models equipped with the Master Control Valve
A-5015, AIR is supplied to the built-in deep reduction
valve ONLY WHILE IN LOW RANGE from tee fitting at
the Low Range or “L” Port of slave valve. The insert
valve (see Page 33) MUST be installed in cylinder cover
to provide the proper air flow needed to move the
reduction piston in the cylinder. See schematic
provided on Page 31.
NOTE: The insert valve is NOT USED in the reduction
cylinder cover of models equipped with the
Deep Reduction Valve.
With the Deep Reduction Button in the
REARWARD position, the “SP” Port of control
valve is CLOSED and NO AIR is supplied to the
Center Port of cylinder cover.
Button REARWARD
(“SP” Port CLOSED)
WHILE IN LOW RANGE, the button can be moved
FORWARD to operate in DEEP REDUCTION. The
“SP” Port of valve is OPENED when deep reduction
selection is made, supplying AIR to the Center Port of
cylinder cover.
Button FORWARD
(“SP” Port OPENED)
NOTE: WHILE IN HIGH RANGE, the mechanical
interlock of Master Control Valve prevents
movement of Deep Reduction Button to the
FORWARD position.
Troubleshooting
If the transmission fails to shift oR shifts too slowly to or
from DEEP REDUCTION, the fault may be in the Deep
Reduction Air System or related cOmponents of the
Range Shift Air System.
To Iocate the trouble, the following checks should be
made with normal vehicle air pressure supplied to the
system, but with the engine off. See CAUTION, Page
24.
NOTE: It is assumed that correct PSI readings were
obtained from the air filter/regulator and all air
lines have been checked for leaks.
For Models Equipped with
the Deep Reduction Valve . . .
1. Air Supply (See Air System Schematics.)
With the gear shift lever in neutral, loosen the
connection at the INLET (End Port) or Deep
Reduction Valve until it can be determined that
CONSTANT AIR is supplied to valve. Reconnect
air line.
If there is NO AIR, check for a restriction in line
between the Deep Reduction Valve and slave valve,
making sure this line is connected to tee fitting at
the Supply or “S” Port of slave valve.
AIR SYSTEM
2. Deep Reduction Valve (See Air System
Schematics.)
With the gear shift lever in neutral, disconnect the
air line leads from OUTLET of Deep Reduction
Valve.
A. WHILE IN LOW RANGE, move the Deep
Reduction Valve Lever to the “IN” position.
There should be NO AIR from disconnected
line.
B. Move the valve lever to the “OUT” position.
There should now be CONSTANT AIR flowing
from disconnected line. Return the valve Iever
to the “IN” position to shut off air flow and
reconnect air line.
REDUCTION CYLINDER ASSEMBLY
(Models equipped with Deep Reduction Valve ONLY.)
3. Reduction Cylinder (Refer to the following
Illustration.)
If any of {he seals in the reduction cylinder
assembly are defective, the deep reduction shift
will be affected. The degree of air lost will govern
the degree of failure, from slow shiftIng to
complete shift failure.
A. Leak at O-ring A results in a slow shift to
engage deep reduction gearing; pressurizing
of transmission case; deep reduction gearing
can be disengaged.
B. Leak at O-ring B results in slow shifting or
complete failure to engage and disengage
deep reduction gearing; steady flow of air from
exhaust port of Deep Reduction Valve when
lever is in the “IN” position.
C. Leak at gasket C results in a slow shift to
disengage deep reduction gearing; steady flow
of air to atmosphere.
AIR SYSTEM
For Models Equipped with
the Master Control Valve A-5015 . . .
1. Air Supply (See schematic below.) NO AIR, check for a restriction in the 1/8” O.D. air
With the gear shift lever in neutral, select LOW line between the control valve and slave valve,
RANGE and loosen the connection at the “H” Port making sure this line is connected to tee fitting at
of control valve until it can be determined that AIR the Low Range or “L” Port of slave valve.
is supplied to valve. Reconnect air line. If there is

NOTE: Arrows are provided in

this schematic to note
direction of air flow
through PRESSUR-
IZED LINES SHOWN
AS SHADED AREA
ONLY.
AIR SYSTEM
2. Master Control Valve (See Page 34 and 4. Insert Valve (See next page.)
schematic on preceding page.) Any constant flow of air from exhaust port of
With the gear shift lever in neutral, disconnect the cylinder cover usually indicates a faulty insert
1/8” O.D. air line at the Center Port of reduction valve. Exhaust should occur ONLY BRIEFLY when
cylinder cover, making sure this line Ieads from the Deep Reduction Button is moved FORWARD
“SP” Port of control valve. WHILE IN LOW RANGE.
A. WHILE IN LOW RANGE, move the Deep A faulty insert valve, leaking at the O-rings of
Reduction Button FORWARD. There should be valve O.D. or from inner seals, will result in shift
AIR flowing from disconnected line. Move the failure. Two indications of defective O-rings or
button REARWARD to shut off air flow and seals are:
reconnect air line. A. CONSTANT AIR flowing from exhaust port of
B . If the preceding conditions did not exist, the cylinder cover.
control valve is defective, or there is a B. CONSTANT AIR flowing from exhaust port ”E”
restriction in the air lines. of control valve WHILE DEEP REDUCTION
3. Reduction Cylinder (Refer to the following BUTTON IS REARWARD (providing the
illustration.) control valve is operating properly).
If any of the seals in the reduction cylinder The three O-rings in position on valve O.D can be
assembly are defective, the deep reduction shift replaced. However, if an inner seal is damaged, the
will be affected. The degree of air lost will govern complete assembly MUST be replaced.
the degree of failure, from slow shifting to
complete shift failure.
A . Leak at O-ring A results in a slow shift to
engage deep reduction gearing; pressurizing
of transmission case; deep reduction gearing
can be disengaged.
B . Leak at O-ring B results in slow shifting or
complete failure to engage and disengage
deep reduction gearing; steady flow of air from
exhaust port of control valve and/or cylinder
cover when Deep Reduction Button is in the
FORWARD position.
C . Leak at gasket C results in a slow shift to
disengage deep reduction gearing; steady flow
of air to atmosphere.

REDUCTION CYLINDER ASSEMBLY

(Models equipped with Master Control A-5015 ONLY.)
AIR SYSTEM
Insert Valve: LL Models
Equipped with Master Control Valve A-5015
The insert valve is a self-contained 1-3/16” valve Travel of the small insert valve piston is only 3/16”.
assembly located in the reduction cylinder cover. It As shown in the illustrations below, when NO AIR is
CANNOT be disassembled except for the three O- applied to the top side of valve piston, CONSTANT AIR
RINGS ON outer diameter. The O-rings provide a supplied from the regulator passes freely through the
stationary seal and do not move in cylinder. insert valve and to the back side of cylinder piston,
moving the yoke bar forward to disengage deep
reduction gearing (LOW RANGE AND HIGH RANGE).
When AIR is supplied to the top side of valve piston
through signal line, the piston moves down to cutoff air
CENTER PORT, supplied to the back side of cylinder piston. This air is
SIGNAL LINE FROM exhausted out bottom port of cover when CONSTANT
CONTROL VALVE AIR supplied from the regulator is directed to the front
"SP” PORT. side of cylinder piston, moving the yoke bar rearward
to engage deep reduction gearing (LO/LO).
INSERT VALVE

RETAINING NUT

LO/LO
BOTTOM EXHAUST PORT

When installing the insert valve in bottom bore of AIR APPLIED THROUGH SIGNAL LINE
cover, apply Fuller #71206 silicone lubricant or its PUSHES INSERT
equivalent to O-rings and cylinder walls. Install valve in VALVE PISTON DOWN
bore with flat surface to the inside. When installing the
special valve retaining nut, apply Fuller #71204
adhesive/sealant or its equivalent to threads and
tighten. See TORQUE RECOMMENDATIONS.

LOW RANGE AND HIGH RANGE CONSTANT

AIR
NO AIR ON
SIGNAL LINE
CONSTANT
AIR SEALED
OFF AT THIS
POINT

CONSTANT
AIR

AIR EXHAUST THROUGH BOTTOM

PORT FROM BACK SIDE OF PISTON
TO BACK SIDE
OF PISTON,
YOKE BAR
FORWARD

Cut 7 4 5 0 A
AIR SYSTEM
MASTER CONTROL VALVE A-5015

NOTE: This valve provides BOTH range and deep

reduction selection, replacing the need for
separate units (Range Control Valve A-3546 or
Master Control Valve A-5010 with dash-mounted
Deep Reduction Valve).

Removal and Disassembly Reassembly and Installation

1 . Remove two screws holding bottom cover to valve 1. Refer to the drawing for proper reassembly. Use a
and slide cover down gearshift lever to expose air VERY SMALL amount of silicone lubricant on the O-
line fittings. Disconnect air lines. rings to avoid clogging ports. A small amount of
grease on the position springs and balls will help to
2 . Loosen jam nut and turn control valve from gear shift
hold them in place during reassembly.
lever.
2. Reinstall control valve on gear shift lever and tighten
3 . Pry medallion from recess in top cover.
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 . Remove the actuator button from valve housing and
the spring retainer, springs, seal and detent parts
from actuator and/or valve housing.
6 . Turn out the two screws in side of valve housing to
separate the housing.
7 . Remove the Range Preelection Lever from left
housing and the position balls and guide from lever.
8 . If necessary, remove springs, O-ring and retainer
from bores in right housing.

34
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
 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
 RT, RTO, & RTX XX607LL: XX608LL: and XX615 Models
Deep Reduction
A-3546 Range A-5010 Roadranger Slave Valve
Valve Valve Identification
A-4688 Valve
Down
OR Down

A-5000 Valve
Outlet

19470 Valve
P S P S

A-4688 Slave Valve 19470 or A-5000

Slave Valve
R
P
R
S
OR HI

S P
HI
LO
LO
Schematic

For all questions

concerning
removal and
replacement, Air Filter/Regulator Deep Reduction Valve Range Cylinder Assembly
refer to Eaton Assembly
Service and Parts
Air to
Literature. In
EE
P RE
DUCT
IO Housing
SHIFT ONLY
LO
D

WHEN IN LOW
OUT RANGE IN
Port
Air from DO NOT
PRE-SELECT

Vehicle No Air
R
Source
Reduction
Cylinder
Assembly
Constant Air No Air
HI
RT, RTO, & RTX XX607LL: XX608LL: and XX615 Models
Range—LO

A-3546 Range A-5010 Roadranger Slave Valve

Valve Valve Identification
A-4688 Valve
Down
OR Down

A-5000 Valve
Outlet

19470 Valve
P S P S

A-4688 Slave Valve 19470 or A-5000

Slave Valve
R
P
R
S
OR HI

S P
HI
LO
LO
Schematic

For all questions

concerning
removal and
Air Filter/Regulator Deep Reduction Valve Range Cylinder Assembly replacement,
Assembly refer to Eaton
P RE
DUCT
Air to Service and Parts
EE SHIFT ONLY
IO
Out
Literature.
D

Housing
WHEN IN LOW
OUT RANGE IN

LO
DO NOT
PRE-SELECT
Port
Air from
Vehicle
R
Source
Reduction
Cylinder
Assembly
Constant Air No Air
HI
 RT, RTO, & RTX XX607LL: XX608LL: and XX615 Models
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
R
P
R
S
OR HI

S P
HI
LO
LO
Schematic

For all questions

concerning
removal and
replacement, Air Filter/Regulator Deep Reduction Valve Range Cylinder Assembly
refer to Eaton Assembly
Service and Parts EE
P RE
DUCT
IO No Air
SHIFT ONLY
Out
D

WHEN IN LOW

Literature. OUT RANGE IN

DO NOT
LO
PRE-SELECT

Air from
Vehicle
R
Source
Reduction
Cylinder
Assembly
Constant Air Air to
Cover HI
Port
DISASSEMBLY AND REASSEMBLY
SHIFTING CONTROLS
RANGE SHIFT AIR SYSTEM

A. To Remove the Range Shift Control

Valve. (RTO-11607L)
NOTE: The example shown in this sequence uses an disconnect the nylon air lines at the master control
A-5010 master control valve and a #19470 slave valve.
valve. Disassembly is similar for units equipped
with different control and slave valve
combinations.

2. Disconnect the two nylon air lines at slave valve on

1. Slide the shroud off the master control and transmission.
DISASSEMBLY AND REASSEMBLY
SHIFTING CONTROLS
C. To Remove the Slave Valve
Assembly

3. Remove the master control valve, shroud and nylon

air lines from the shift lever.
B. To Remove the Air Regulator
and Filter Assembly

1. Remove the two air lines between the slave valve

and range cylinder.

1. Disconnect and remove the air line between the

slave valve and air regulator.
2. Remove street ell and reducer from regulator if
necessary.

2. Turn out the four capscrews and remove the slave

valve from the transmission. Remove the sleeve
from the slave valve.

3. Turn out capscrews and remove the air regulator

and filter assembly from transmission.
DISASSEMBLY AND REASSEMBLY
SHIFTING CONTROLS

3. If necessary, remove fittings from slave valves.

4. Remove the actuating spring and pin from bore in

transmission.
DISASSEMBLY AND REASSEMBLY
SHIFTING CONTROLS
RANGE SHIFT AIR SYSTEM

A. Remove the Range Shift Control

Valve (RTO-11607LL)
NOTE: The example shown in this sequence uses an master control and disconnect the nylon air lines at
A-5015 Master Control Valve, a Deep the master control valve.
Reduction Cylinder and an A-4688 Slave Valve.

2. Disconnect the three nylon air lines at the slave

1. Remove retaining screws, slide the shroud off the valve.
 DISASSEMBLY AND REASSEMBLY
SHIFTING CONTROLS
B. To Remove Air Regulator
and Filter Assembly

3. Disconnect the nylon air line at the deep reduction

cylinder.

1. Remove the air line between the air regulator and

the deep reduction cylinder.

4. Remove the master control valve, shroud and nylon 2. Remove the air line running from the air regulator
air lines from the shift lever. to the slave valve at the regulator.
DISASSEMBLY AND REASSEMBLY
SHIFTING CONTROLS

3. Turn out capscrews and remove the air regulator 2. Disconnect the two air lines running between the
and filter assembly from transmission. slave valve and the range cylinder, at the range
cylinder.

C. To Remove the Slave Valve

1. Remove the hose clamp holding the air lines to the 3. Turn out the four capscrews and remove the slave
auxiliary. valve from the transmission.
DISASSEMBLY AND REASSEMBLY
SHIFTING CONTROLS

4. Remove the hat type sleeve from the bore in the 5. Remove the actuating spring and pin from bore in
slave valve. transmission.
DISASSEMBLY AND REASSEMBLY
SHIFTING CONTROLS
GEAR SHIFT LEVER HOUSING
DISASSEMBLY AND REASSEMBLY
SHIFTING CONTROLS
A. Removal and Disassembly B. Reassembly and Installation
1. Install the spade pin in the bore in the housing. If
previously removed, install the O-ring in the
groove.
2. Install the gear shift lever in the housing, fitting the
slot in the lever ball over the spade pin.
3. Place the tension spring washer over the lever ball
with the dished side up.

1. Turn out the capscrews, jar lightly to break the

gasket seal and remove the gear shift lever housing
from the shift bar housing.

4. Seat the tension spring under the lugs in the

housing, seating one coil at a time. Use of a spring
driving tool is recommended.

2. Secure the housing in a vise and use a large

screwdriver to twist between the spring and side of
the housing, forcing the spring from under the
three lugs. Do one coil at a time. Remove the
spring.
3. Remove the washer and gear shift Iever.
4. Remove the spade pin from the bore in the housing. 5. Make sure that the three tension springs and balls
If necessary, remove the O-ring from the housing. are in the shift bar housing bores and install the
gear shift lever housing and gasket on the shift bar
housing.
DISASSEMBLY AND REASSEMBLY
SHIFTING CONTROLS
SHIFT BAR HOUSING ASSEMBLY

A. Removal and Disassembly

Shift Bar Housing

1. Remove the capscrews from the shift bar housing. 2. Jar the housing to break the gasket seal, and Iift the
housing up and off.
DISASSEMBLY AND REASSEMBLY
SHIFTING CONTROLS

3. Tilt the housing, and remove the three tension balls 5. Remove the capscrews from all shift yokes and
and springs. blocks.

4. Place housing in a vice with plunger side up and cut 6. Slide the direct shift rail out of yokes and the
lock wire from all capscrews. housing.
NOTE: Rails not being removed must be in the neutral
position.
DISASSEMBLY AND REASSEMBLY
SHIFTING CONTROLS

7. Remove center rail, yoke and block, being careful 9. Remove reverse rail and yoke.
to remove the neutral interlock pin from the rail.

8. Remove air system interlock plunger. 10. Remove the two interlock balls from the front web.
DISASSEMBLY AND REASSEMBLY
SHIFTING CONTROLS

11. Clamp the reverse yoke in a soft jawed vice and

remove the snap ring from the reverse yoke
plunger.
12. Remove the retainer, springs and plunger from the
bore.
DISASSEMBLY AND REASSEMBLY
SHIFTING CONTROLS
SHIFT BAR HOUSING ASSEMBLY
A. To Reassemble Shift Bar Housing

1. Coat the reverse yoke plunger lightly with oil, and 3. Install the hat shaped retainer in the bore with the
install in bore. crown to the outside.

2. Install the springs in the bore, with the smaller 4. Install the retaining snap ring.
diameter spring inside the larger. 5. Check the plunger for smooth operation by
pushing it down into the bore several times and
checking for free return.
DISASSEMBLY AND REASSEMBLY
SHIFTING CONTROLS

6. Install the reverse rail through the reverse yoke, 8. Drop first interlock ball into web.
with the neutral notches to the rear.

7. Line up the hole in the rail with the hole in the yoke 9. Install range plunger in bore.
and install capscrew.
CAUTION: Do not torque capscrews beyond 45 ft.
lbs. or rails could be distorted.
DISASSEMBLY AND REASSEMBLY
SHIFTING CONTROLS

10. Put reverse rail in neutral and start center rail 12. The shorter capscrew with the beveled head must
partially in, installing center block with tapped hole be installed in the center block.
toward the rear.

11. Install center yoke, and before pushing the rail 13. Drop the second ball in the web.
completely in, install the interlock pin.
DISASSEMBLY AND REASSEMBLY
SHIFTING CONTROLS

14. With the center and reverse rails in the neutral

position, install the direct rail through the block
and yoke.
15. Install all capscrews and lockwire.
16. Check that the lockout feature is working by
putting one rail in gear and attempting to move the
other two rails out of the neutral position. They
should not move.
REMOVAL - COMPANION FLANGE,
AUXILIARY SECTION AND
CLUTCH HOUSING
COMPANION FLANGE, AUXILIARY SECTION
AND CLUTCH HOUSING

A. To Remove the Universal Joint

Companion Flange or Yoke

1. Lock the transmission by engaging two gears with 2. Use a large breaker bar to turn output shaft nut
the mainshaft sliding clutches. from the output shaft
REMOVAL - COMPANION FLANGE,
AUXILIARY SECTION AND
CLUTCH HOUSING
B. To Remove the Auxiliary Section
from Transmission

3. Pull the companion flange or yoke from splines of

output shaft.

1. Turn out the capscrews that attach the two

sections.
2. Insert three puller screws in the tapped holes of
housing flange.

4. R e m o v e t h e s p e e d o m e t e r d r i v e g e a r o r
replacement spacer from hub of flange/yoke or
from inside rear bearing cover remaining on output
shaft (inset). For some models, it is necessary to
remove the snap ring in groove of output shaft
PRIOR to removal of the speedometer gear or
spacer.
3. Tighten puller screws evenly to move auxiliary
NOTE: Temporarily reinstall output shaft nut to section to the rear and just far enough from front
protect the threads during auxiliary removal. section to break gasket seal.
REMOVAL - COMPANION FLANGE,
AUXILIARY SECTION AND
CLUTCH HOUSING

4. Attach lifting eye to auxiliary and hook a hoist into 3. Jar clutch housing with a rubber mallet to break
position before sliding auxiliary section gasket seal and pull from transmission case.
completely off dowels. Remove gasket.
5. Remove the gasket from the front section.

C . Removal of Clutch Housing

1. For models so equipped, remove the clutch release
mechanism and/or clutch brake assembly. See
OPTIONS.

2. Turn out the four capscrews and remove the six

nuts and lockwashers from studs securing the
clutch housing to transmission case.
DISASSEMBLY - AUXILIARY SECTION
AUXILIARY SECTION (LOW)

A. To Remove The Auxiliary

Countershaft Assemblies

1. Remove countershaft bearing covers and the range 2. Remove the countershaft snap ring.
cylinder cover.
DISASSEMBLY
Ñ - AUXILIARY SECTION

3. Remove the locknut holding the range piston in the 5. Remove the capscrews from the shift yoke.
housing.

4. Cut the lockwire from the shift yoke capscrews. 6. Slide the yoke bar back slightly to provide
clearance and lift out the shift yoke.
DISASSEMBLY - AUXILIARY SECTION

7. Remove the piston from the yoke bar. 9. Drive the countershaft assemblies out through the
countershaft bearings using a soft bar and maul.

NOTE: Support the countershaft on the input side to

prevent them from dropping.

10. If necessary, secure the assembly in a vise and

remove the bearing inner race from front of
countershaft with jaw pullers.

NOTE: The vise used should be equipped with brass

jaws or wood blocks to prevent damage to the
countershaft.

8. Pull the yoke bar out the input side of housing.

DISASSEMBLY - AUXILIARY SECTION
REAR HOUSING ASSEMBLY

Cut 6544-10/80

B. To Remove the Synchronizer

Assembly, Mainshaft Assembly
and Range Shift Air Cylinder

1. Slide the synchronizer assembly off the mainshaft. 2. Drive the mainshaft assembly out using a soft bar
and maul.
NOTE: Support the gear while driving.
 DISASSEMBLY - AUXILIARY SECTION

3. Remove the rear bearing cover and the outer roller 5. Remove the range cylinder housing.
bearing.

4. Tap out bearing cups and spacer using a soft 6. Remove the O-Ring from the small bore in the
punch. housing if it is damaged or needs replacement.
DISASSEMBLY - AUXILIARY SECTION

7. Remove the countershaft bearings with a flat driver

and a maul.
 DISASSEMBLY - AUXILIARY SECTION

Cut 6552-9/80

C. Mainshaft Disassembly

1. Remove the bearing inner spacer from the

2. Press the inner bearing from the mainshaft.
mainshaft.

CAUTION: Support the mainshaft from below so it

does not drop and sustain damage during
the pressing operation.
DISASSEMBLY - AUXILIARY SECTION

3. Remove the spline washer from the hub of low

speed gear.
 DISASSEMBLY - AUXILIARY SECTION
SYNCHRONIZER
ASSEMBLY

Cut 480-4179

D. Synchronizer Disassembly

1. Pull upward to remove the high range synchronizer 2. Remove the sliding clutch from low range
from pins. synchronizer pins.

CAUTION: There are three springs which will be

released as the high range synchronizer is
removed from the pins. Cover the
assembly with a rag to prevent losing
springs.
REASSEMBLY - AUXILIARY SECTION
AUXILIARY SECTION (LOW)
A. Mainshaft Reassembly

1. Mark two adjacent gear teeth, and two teeth 180¡

from the first two teeth for timing purposes.

IMPORTANT! There should be the same number of 3. Install low speed gear on mainshaft with clutching
teeth between the markings on each side of the gear. teeth down.

2. Place the spline spacer in hub of low speed gear, 4. Install the spacer washer with chamfer side up.
shoulder toward rear.
REASSEMBLY - AUXILIARY SECTION
5. Heat the rear bearing in oil to 50oF and drop down
into position on mainshaft.
CAUTION: Use asbestos gloves when handling
heated bearings.
6. Install the inner race spacer above the bearing on
the mainshaft.
B. Mainshaft Installation
1. Install the outer bearing races and spacer into the
housing. Make certain the lip on the outer race
seats against the housing.
2. Position the mainshaft and gear assembly in the
housing.
3. Heat the outer bearing in oil to 250oF. Slide the
bearing into position and hold in place until it cools
and seats on the shaft.
REASSEMBLY - AUXILIARY SECTION
4. If previously removed, install the oil seal in rear C. Synchronizer Reassembly
bearing cover, lip of seal to the rear. The spring in
the seal should be toward the inside of the
transmission.

5. Locate the unshielded capscrew hole in the rear 1. Place the larger low range synchronizer face down
bearing cover, and install the capscrew with the on the bench with pins up. Install the sliding clutch
brass washer (or brass washer and plastic sleeve, (recessed side up) down over the pins on the
depending on model) in this hole. synchronizer.

6. Bolt the cover into place using a new gasket. 2. Install the three springs into their bores.

NOTE: The cover may be rotated 180o for proper

speedometer opening location.
REASSEMBLY - AUXILIARY SECTION
D. Synchronizer Installation

3. Position the high range synchronizer ring so that

the springs contact the side of the low speed
synchronizer pins. Seat the ring by pushing down
and twisting counterclockwise to compress
springs.
1. Position the synchronizer in the low range
position, and slide the assembly onto the
mainshaft.
REASSEMBLY - AUXILIARY SECTION
E. Countershaft Installation

1. Seat the bearings part way in the bores with a soft 4. Mesh the marked tooth on each countershaft with
mallet. the marked teeth on the mainshaft gear, and slide
the countershaft into position.

2. If previously removed, install the bearing inner race

on front of each countershaft.

3. Locate gear tooth on both countershaft with "O" 5. Drive the countershaft bearings into the housing
stamp and mark for timing. with a stepped driver and maul, until both bearings
are fully seated on the shoulder in housing.
REASSEMBLY - AUXILIARY SECTION
6. With a soft bar and maul, drive the countershafts to
the rear to expose snap ring grooves in counter-
shaft.
NOTE: It will be necessary to temporarily install the
bearing covers to hold the countershaft
bearings in place during this operation.

8. Reinstall the rear bearing covers using new

gaskets.

F. Range Cylinder Installation

7. Install the snap rings.

1. Bolt the cylinder housing into place using a new

gasket.

NOTE: The air port should be located in the 10 o'clock

position.
REASSEMBLY - AUXILIARY SECTION
2. If previously removed, lubricate the O-ring and 5. Install O-rings on OD and ID of piston and apply a
install in the small bore in the cylinder. light coat of silicone lubricant to the O-rings,

3. Position the shift yoke, and slide the yoke bar 6. Install the piston in the housing with the stepped
through the shift yoke and into the cylinder body face to the inside.
from the input side.

4. Install the yoke capscrews and lock with safety 7. Install a new locknut on the yoke bar to secure the
wire. piston.
REASSEMBLY - AUXILIARY SECTION

8. Install the cylinder cover using a new gasket.

NOTE: The air port opening should be located at the
11 o'clock position.
DISASSEMBLY - AUXILIARY SECTION
AUXILIARY SECTION (LOW - LOW)

A. Countershaft Removal

1. Remove the countershaft bearing covers. 2. Remove the range cylinder cover.
DISASSEMBLY - AUXILIARY SECTION

3. Remove the locking nut from the range yoke shaft 5. Remove the snap rings from the countershaft
and discard. bearings.

4. Remove the reduction cylinder cover. 6. Cut the lockwire and remove capscrews.
DISASSEMBLY - AUXILIARY SECTION

7. Slide the yoke bar part way into the range cylinder
housing to allow clearance for the shift yoke to be
lifted out.
9. Drive out countershaft using a soft-bar and maul.
CAUTION: Support the countershaft from the gear
side to prevent them from dropping.

10. If necessary, secure the assembly in a vise and

remove the bearing inner race from front of
countershaft with jaw pullers.
NOTE: The vise used should be equipped with brass
jaws or wood blocks to prevent damage to the
countershaft.

8. Remove piston from yoke bar, and slide yoke bar

out from gear side of housing.
DISASSEMBLY - AUXILIARY SECTION
B. Synchronizer and Low Range
Gear Removal

3. Turn the tolerance washer to line up the splines

1. Slide the synchronizer from the mainshaft. and slide the low range gear off the mainshaft.

4. Remove spacer from inside low range gear.

2. Remove the square key from the range mainshaft.
DISASSEMBLY - AUXILIARY SECTION

5. Slide the coupler off mainshaft. 6. Remove the snap ring from the mainshaft.
DISASSEMBLY - AUXILIARY SECTION

C. Reduction and Range Cylinder Removal

1. Cut lockwire and remove capscrew from reduction 2. Slide yoke and reduction clutch forward off
cylinder yoke. mainshaft.
DISASSEMBLY - AUXILIARY SECTION

3. Remove the reduction cylinder body and yoke bar. 4. Remove the range cylinder body by removing
capscrews.
DISASSEMBLY - AUXILIARY SECTION

D. Mainshaft Removal

1. Remove C-ring from end of quill, 2. Pry range mainshaft off output shaft quill with two
large screwdrivers.
NOTE: Bearing can be removed from range mainshaft
if replacement is necessary.
DISASSEMBLY - AUXILIARY SECTION

3. Remove rear bearing cover. 5. Slide speedospacer (or gear, depending on model)
off output shaft.
6. Temporarily reinstall rear bearing cover.

4. Remove snap ring from output shaft. 7. Drive the output shaft out through the bearing with
a soft bar and maul.
8. Remove rear bearing cover.
DISASSEMBLY - AUXILIARY SECTION

9. Remove the spacer and two outer races from bore. 10. Drive out the two countershaft bearings.

CAUTION: The bearing is a matched set. If one piece

of the bearing is damaged, the whole set
must be replaced.
DISASSEMBLY - AUXILIARY SECTION
E. Mainshaft Disassembly

3. Remove the washer from inside the deep reduction

gear.

1. Press the inner bearing and deep reduction gear off

the mainshaft.

2. Remove the spacer and oil retention ring from the

deep reduction gear.
DISASSEMBLY - AUXILIARY SECTION
F. Reduction Cylinder Insert
Valve Disassembly

1. Remove the nut from the reduction cylinder cover. 2. Remove the insert valve from the cover.
3. Check the orifices in the valve for obstructions, and
check the O-rings for damage. Replace any
damaged or questionable O-rings.
 REASSEMBLY - AUXILIARY SECTION
AUXILIARY SECTION (LOW - LOW)

. Cut 6590-1/81

A. Mainshaft Reassembly

1. Use a driver to install range mainshaft and bearing 2. Use a "O" ring driver to install the C-ring on the
on quill. nose of the quill.
REASSEMBLY - AUXILIARY SECTION

3. Mark two sets of gear teeth at a point 180 degrees

apart for timing purposes.
4. Turn the mainshaft assembly over in the vise, and
drop the externally splined washer down on the
shaft.
6. Install the rear spacer with the machined surface
riding on the machined surface of the gear.

5. Install the reduction gear on the mainshaft with

conical clutching teeth facing down.
REASSEMBLY - AUXILIARY SECTION
B. Main Shaft Installation

3. Heat the inner bearing in oil to 250oF and lower into

place.
CAUTION: Use asbestos gloves when handling
heated bearings.
1. Install the oil deflector in the rear housing bore with
the cupped surface facing up. Use a large bearing
driver to drive the deflector down until the top
surface of the deflector is 2" below the machined
surface of the output shaft bore.
NOTE: If available, use two bearing outer spacers
stacked on top of each other to drive the oil
deflector into the bore. The deflector will beat
the proper depth when the top of the top spacer
is flush with the machined surface of the output
shaft bore.

4. Install the bearing inner spacer on the shaft and

against the front bearing cone.

2. Install the rear housing over the output shaft,

allowing the housing to rest on the reduction gear.
REASSEMBLY - AUXILIARY SECTION
5. Stack the two bearing cups and outer spacer in the
output shaft bore in the proper sequence. Make
sure that the front bearing cup taper matches the
taper direction of the front bearing cone.
6. Tap the two cups and outer spacer lightly and
evenly into the case bore until the Iip of the rear cup
seats against the machined surface. It will be
necessary to block under the rear housing slightly
to permit the output shaft assembly to move far
enough.
7. Heat and install the rear bearing cone on the shaft
and in the rear cup, taper facing down.
8. Put speedo spacer (or drive gear) into place on
shaft and install snap ring. Reposition housing in
vise.
9. Tap the end of the output drive shaft with a soft bar
and maul to make certain the mainshaft and
bearings are seated.
10. Install the rear bearing cover using a new gasket
and positioning the speedo drive gear bore at
either the 10 o'clock or 3 o'clock position.
NOTE: The capscrew with the brass washer must be
installed in the unshielded capscrew hole
using a new plastic collar.
REASSEMBLY - AUXILIARY SECTION
C. Reduction Cylinder Assembly

1. Replace inner O-ring on reduction cylinder and 3. Install the insert valve into the cover with the tip
external O-ring on reduction yoke bar. Lube both pointing out.
O-rings with silicone lube and install yoke bar in
cylinder,

2. Lube the O-rings on the insert valve with silicone 4. Reinstall the insert valve retaining nut.
lubricant.
REASSEMBLY - AUXILIARY SECTION
D. Low Range Gear Installation

5. Line up air hole in reduction cylinder body with

hole in cover. Install a new gasket and match up the
holes. 1. Slide the low-low clutch part way onto the
mainshaft, with the splined side toward the
6. Install the reduction cylinder using a new gasket. reduction gear.
Position the cylinder so the insert valve is at 6
oÕclock.

2. Mesh the shift yoke with the clutch and slide back
onto yoke bar.
REASSEMBLY - AUXILIARY SECTION

3. Install yoke capscrew and lockwire into place. 6. Install low range gear on mainshaft with machined
surface facing machined surface on coupler.

4. Install snap ring on mainshaft.

7. Install the spacer-tolerance washer with beveled
teeth facing out, and mesh it inside the low range
gear.
NOTE: Splined washers with varying thicknesses are
available. Use the washer that provides the
tightest fit in the hub of the gear.

5. Install coupler, with clutching teeth to rear.

REASSEMBLY - AUXILIARY SECTION
E. Countershaft Installation

1. If previously removed, install the bearing inner race

on front of each countershaft.

8. Rotate the spacer-tolerance washer to line up the

square notch in the washer with the keyway in the
range mainshaft. Install the key in the keyway,
shoulder to rear.
9. If the synchronizer was disassembled, rebuild as
detailed in low range auxiliary section.

2. Locate the stamped "O" on each countershaft gear.

Mark the gear tooth directly above the "O" for
timing purposes.

10. Slide the synchronizer into position on the

mainshaft.

3. Install the countershaft bearings with a flanged

driver.
REASSEMBLY - AUXILIARY SECTION

4. Mesh the marked tooth on each countershaft with 7. When the snap ring grooves are fully exposed,
the marked teeth on the reduction gear. install the snap rings.
5. Drive the countershaft bearings fully into place in
the housing.

6. Temporarily install the countershaft bearing 8. Install the bearing covers with new gaskets.
covers and use a soft bar and maul to drive the
countershaft back into the bearing.
 REASSEMBLY - AUXILIARY SECTION
F. Range Air System Installation

1. Install range shift air cylinder body. 5. Install the range yoke capscrews and lockwire.
2. If previously removed, install the O-ring in bore of
range cylinder body.
3. Position the range yoke on the synchronizer.

4. Slide the range yoke bar through the range yoke 6. Install range yoke piston with step to inside. Lube
and into the housing from the gear side. both internal and external O-rings with silicone
before sliding into position.
REASSEMBLY - AUXILIARY SECTION

7. Install a new range yoke locking nut, torquing to 45

ft. lbs.

8. Install range cylinder cover with a new gasket.

DISASSEMBLY - FRONT SECTION
A. To Remove Input Shaft Nut

1. Turn out the capscrews and remove the front

bearing cover. (Tap input shaft to loosen bearing
cover seal. )

2. Engage two mainshaft sliding clutches into gear;

this prevents transmission from rotating. Remove
nut (left hand thread) with drive gear nut removing
tool.
DISASSEMBLY - FRONT SECTION
CASE ASSEMBLIES

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

B. Removal and Disassembly of

Auxiliary Drive Gear Assembly

1. Cut the lockwire from the retainer plate capscrews 3. Insert the three puller screws into tapped holes of
and remove the capscrews the retainer ring and tighten evenly to remove the
drive gear assembly from the case bore.

2. Remove snap rings from the two counter shafts and

the mainshaft.
DISASSEMBLY - FRONT SECTION

4. Remove the snap ring from hub of auxiliary drive 6. If necessary, remove the O-rings from hub O.D. of
gear. auxiliary drive gear.

7. Remove the inner snap ring from the mainshaft.

5. Using the rear face of retainer ring as a base, press

the drive gear through bearing.
DISASSEMBLY - FRONT SECTION

C. Upper Reverse Idler Gear Assembly Removal

1. Remove the upper reverse idler gear assembly 3. Remove the reverse idler shaft plug to allow the
locknut and washer. puller tool to be installed in the end of the shaft.

2. Pull the front auxiliary countershaft bearing with a 4. Install a threaded slide puller in the end of the shaft
flanged slide puller. and pull the reverse idler shaft from the bore.
DISASSEMBLY - FRONT SECTION
D. Upper Countershaft Assembly
and Mainshaft Assembly
Removal

5. Remove the snap ring from the inside of the reverse

gear, allowing the gear to be slid forward on the
mainshaft.

1. Remove the upper countershaft rear bearing by

driving out with a soft bar and maul.
NOTE: Bearing will be damaged during this operation.

6. Lift out upper reverse idler gear and washer. 2. Remove the snap ring from the upper countershaft
front bearing.
DISASSEMBLY - FRONT SECTION

3. Drive the countershaft part way through the 6.
bearing with a soft bar and maul.
NOTE: Make certain that the reverse gear is up on the
lower idler gear and is not hanging up during 7.
this operation.
Support the reverse gear with one thumb from
behind while lifting upon the mainshaft at the front
clutch.
Support reverse gear on the auxiliary web, switch
position of back hand and lift out mainshaft
assembly.

4. When the shaft is almost through, go to the back 8. Remove upper countershaft by sliding the shaft
side and drive the shaft forward to remove the front back, and tilting front up and out.
bearing from the bore.

5. Remove bearing from shaft using bearing puller or

pry bars, and remove upper countershaft toward
case wall as far away from the mainshaft as
possible.
DISASSEMBLY - FRONT SECTION

E. Lower Countershaft, Lower Idler Assembly

and Input Shaft Assembly Removal

3. Tap the input shaft bearing out the front of the case
with a driver.

1. Drive the input shaft back through bearing with a 4. Remove the lower countershaft. Steps for removal
soft bar and maul. are identical to upper countershaft removal.

2. Lift input shaft and input drive gear from case. NOTE: Make certain the countershaft are not mixed
after removal. The upper countershaft has a 45
tooth PTO gear and the lower a 47 tooth PTO.
DISASSEMBLY - FRONT SECTION
5. Remove the lower reverse idler assembly. Steps for
removal are identical to the upper idler assembly
removal.

6. If any of the magnets in the bottom of the case were

damaged during disassembly, chip them out and
glue new magnets into place using Scotch Grip
Rubber Adhesive or equivalent adhesive.

105
DISASSEMBLY - FRONT SECTION

F. To Disassemble the Countershaft Assemblies

NOTE: Both countershaft are disassembled in the
same manner, as construction is identical.

1. Remove snap ring from front of countershaft.

2. Press the drive ear, PTO and overdrive gear off the
countershaft in one cluster.

NOTE: A press with a minimum of 20 tons will be

necessary for this operation.
DISASSEMBLY - FRONT SECTION

3. Press off 2nd speed gear.

4. Press the 1st speed gear from the countershaft,

5. Remove the key and roll pin if replacement is
necessary due to damage or excessive wear.
DISASSEMBLY - FRONT SECTION

G. To Disassemble the Mainshaft Assembly

3. Rotate the tolerance washer to line up splines, and

remove washer, spacer, overdrive gear and second
1. Remove the sliding clutch from the mainshaft. gear.

2. Lift the short key out of the groove in the mainshaft. 4. Clamp the mainshaft in a vise with brass or soft
jaws and withdraw the long key.
DISASSEMBLY - FRONT SECTION

5. Remove the spacer and tolerance washer from 7. Remove low gear with tolerance washer and
mainshaft. spacer.

6. Remove reverse gear and reverse clutch. 8. Remove first gear with tolerance washer and
spacer.
DISASSEMBLY - FRONT SECTION

9. Lift the final sliding clutch and tolerance washer

from the mainshaft.
REASSEMBLY - FRONT SECTION
A. Reassembly of the Countershaft Assemblies

1. If previously removed, install the roll pin and long

key in keyway of countershaft.

3. Press the second speed gear on countershaft, long

hub of gear against first speed gear hub.

2. Align keyway in gear with key in countershaft and 4. Press the overdrive gear on countershaft against
press first speed gear into position on shaft, long second speed gear.
hub of gear toward front of countershaft.
 REASSEMBLY - FRONT SECTION

7. Reinstall the snap ring on the front of the

countershaft.

5. Press the power take-off gear on the countershaft

with the bullet nose teeth against the overdrive
gear.

6. Press the drive gear on the countershaft with the

long nub facing the PTO gear.
REASSEMBLY - FRONT SECTION
B. To Reassemble the Mainshaft Assembly
1. Place the mainshaft in a brass or soft jawed vise
with pilot end down.

2. Install a tolerance washer on the mainshaft with the
step on the washer facing up. Rotate washer to
locate in groove of mainshaft.
NOTE: The stepped side of tolerance washers always
faces a clutch.
4. Install a tolerance washer with the flat side up,
rotate washer to locate in groove. Install a spacer.
5. Temporarily install the key.

3. Locate the missing spline in a clutch, and install 6. Install first gear with clutching teeth toward the
over the groove with the roil pin at the bottom. clutch (flat machined surface facing up).
 REASSEMBLY - FRONT SECTION

7. Install low gear with the machined surface facing 10. Rotate the tolerance washer to line up splines and
down toward first gear. install key.
8. Remove the key.

11. Check the clearance between low and first gear by

lightly wedging the gears apart with two large
screwdrivers and measuring the gap with a feeler
9. Install a spacer and a tolerance washer with the gauge. The gap must be between .005" to .012".
stepped side of the tolerance washer facing up.
REASSEMBLY - FRONT SECTION
12. Washers are available in the following thicknesses
to obtain the correct limits.
.248 -.250
.253 -.255
.258 -.260
.263 -.265
.268 -.270
.273 -.275
Refer to Illustrated Parts Lists for washer part
numbers.

16. Temporarily install the internal snap ring in the

reverse gear, and install the reverse gear with the
clutching teeth facing down.

13. Install a clutch with the missing internal spline of

the clutch aligned over the key.

14. Temporarily remove the key and install the 17. Install the mainshaft snap ring.
tolerance washer with the step down and a spacer.

15. Rotate the tolerance washer to line up splines and

reinstall the key.
REASSEMBLY - FRONT SECTION
NOTE: Because the auxiliary drive gear assembly is
used in checking reverse gear axial clearance,
it must be reassembled before continuing
mainshaft reassembly.

20. Start the auxiliary drive gear bearing on front hub,

18. If previously removed, install the O-rings on
extended front hub of auxiliary drive gear.
bearing snap ring facing groove in retainer ring.
Using both the inner and outer race of bearing as a
base, press the bearing on gear with snap ring in
groove of retainer ring or use a bearing driver
(inset).

19. Install the retainer ring on auxiliary drive gear snap 21. Install the snap ring in groove of front gear hub to
ring groove facing front hub and away from gear retain bearing.
teeth.
REASSEMBLY - FRONT SECTION
22. Temporarily install the auxiliary drive gear on the
mainshaft with the clutching teeth facing up.

23. Apply slight downward pressure on the auxiliary 27. Remove the mainshaft from the vise and install with
drive gear and reverse gear, and check the pilot end up. Install a spacer on the mainshaft.
clearance between the two gears with a feeler
gauge.

24. Clearance can be adjusted by replacing reverse

gear splined washer with a different thickness
washer. Proper clearance at this location should be
.005" to .012".

25. Remove the auxiliary drive gear and reverse gear.

26. Remove the internal snap ring from reverse gear.

(This is necessary for mainshaft installation.)

28. Install second gear with the clutching teeth down.

(Machined surface facing up.)
REASSEMBLY - FRONT SECTION
31. Install the short key in the keyway.
29. Install overdrive gear with the clutching teeth
facing up.
30. Install a spacer in the overdrive gear. Install a
tolerance washer with the stepped side facing up,
aligning the square internal notch of the tolerance
washer with the keyway in the mainshaft.
32. Check the clearance between the second and
overdrive gears by placing two large screwdrivers
between the gears. Apply light downward pressure
on the screwdrivers, and measure the gap between
the gears with a feeler gauge.
33. The clearance between the gears must be between
.005" and .01 2". Adjust in the same manner as low
and first gear.
REASSEMBLY - FRONT SECTION

34. Install the sliding clutch.

35. Remove the mainshaft assembly from the vise.

36. Install the reverse gear (without internal snap ring)

and the mainshaft snap ring if previously removed.
REASSEMBLY - FRONT SECTION
C. Lower Countershaft Installation

1. Before beginning installation, mark the gear tooth 3. Install the front bearing (snap ring to outside) into
directly above the keyway on both countershaft the case and onto the countershaft using a flanged
for timing purposes. This tooth will be identified by driver.
an "O" that is stamped on the front of the tooth.

4. When the snap ring groove is fully exposed, install

the snap ring on the countershaft.

2. Position the lower countershaft (47 tooth PTO

gear) in the front section.
REASSEMBLY - FRONT SECTION

5. Position the rear countershaft bearing with the 7. Install the snap ring on the countershaft when the
chamfered side of the inner race toward the inside. groove is fully exposed.
8. Tap on the drive gear end of the countershaft with a
soft bar and maul, to make certain both bearings
are fully seated.

D. Lower Reverse Idler

Gear Installation

6. Drive the new rear bearing in with a flanged driver. 1. Press the inner needle bearing and race into the
reverse idler gear, if they were removed.
REASSEMBLY - FRONT SECTION

2. Position the idler gear in the case with the long hub 5. Drive the shaft back into the boss with a soft bar
toward the front of the transmission. and maul.

3. Start the shaft, with half moon washer installed, 6. Install the washer and locknut on the shaft and
partway into the gear. tighten securely. Check the gear for free rotation
after tightening nut.

4. Position the flat washer between the gear and boss,

and install the shaft completely into the boss.
REASSEMBLY - FRONT SECTION
E. Input Drive Gear
Assembly Installation

7. Install the plug in the end of the shaft.

1. Paint any two adjacent teeth of the main drive gear

and then paint the two teeth directly opposite.

2. Install the inner bushing in the input shaft if

removed.

8. Install the auxiliary bearing with a driver until the

bearing bottoms against idler shaft retainer,

3. Install the main drive gear (snap ring toward case)

and input shaft, meshing the marked teeth with the
marked tooth on the lower countershaft.
4. Slide the input shaft through the main drive gear.
REASSEMBLY - FRONT SECTION

5. Install spacer and bearing on shaft with external 8. Use a long bar and maul to drive the input shaft out
snap ring to the outside. through the bearing from the inside of the case.
9. Remove the front bearing cover.
NOTE: If a flanged driver of the correct length is
available, it can be used to install the bearing. If
the driver is unavailable, follow steps 6 through
8.

6. Tap the bearing into position in the bore with a soft

mallet.
7. Temporarily install the front bearing cover.
REASSEMBLY - FRONT SECTION
F. Mainshaft Assembly and
Upper Countershaft Installation
1. Lower the upper countershaft assembly into
position in the case.
2. Rotate the countershaft until the timing tooth is
close to the marked teeth on the main drive gear.
3. Pry the countershaft awayfrom the drive gear as far
as possible with a large screwdriver.
4. Lower the mainshaft assembly into position,
reverse end first.
CAUTION: Support the reverse gear to prevent it
from dropping and causing injury.
5. Use a soft mallet to temporarily install the auxiliary
drive gear assembly. Seat it part way into the
bearing bore to hold the mainshaft in position.
6. Check to make sure the timing marks are still
properly in mesh between the lower countershaft
and the main drive gear.
REASSEMBLY - FRONT SECTION
10. Install the upper reverse idler gear assembly
following the same sequence as used for the lower
reverse idler.

7. Remove the screwdriver wedging the upper

countershaft and rotate the countershaft until the
timing tooth is meshed correctly with the drive gear
timing teeth. 11. Slide the reverse gear back into position and install
the snap ring in the gear.
8. Install the front and rear countershaft bearings,
following the same sequence used when installing
the lower countershaft bearings.

9. Remove the auxiliary drive gear assembly. Do not

let the mainshaft move to the rear when removing
auxiliary drive gear.
REASSEMBLY - FRONT SECTION
G. Auxiliary Drive Gear Installation
1. Reinstall auxiliary drive gear assembly.

2. Install the capscrews holding the auxiliary drive
gear to the case, and torque to specifications.
4. Install rear snap ring on mainshaft.
5. Check that the gear assemblies all spin freely, and
engage all clutches to check that the unit is timed
correctly.

3. Lockwire the capscrews.

REASSEMBLY - FRONT SECTION
H. Drive Gear Nut and Bearing
Cover Installation

1. Apply Ioctite grade 277 sealant and install a new 3 Install the bearing cover using a new gasket and
drive gear nut and torque to 250-300 lbs. ft. of aligning the oil return slot in the cover with the hole
torque using a drive gear nut installer. DO NOT in the case.
REUSE OLD NUT.

2. Stake the nut into the two milled slots of the input
shaft with a staking tool or a punch and maul.
INSTALLATION - COMPANION FLANGE,
AUXILIARY SECTION AND CLUTCH
HOUSING
A. Clutch Housing Installation

1. Position the corresponding new gasket on housing
mounting surface and install the clutch housing on
front case, piloting on the six studs and drive gear
bearing cover.
2. Install the six nuts with washers or lockwashers on
studs and tighten. See TORQUE RECOMMEN-
DATIONS.
3. Install the four capscrews with lockwashers and
tighten. See TORQUE RECOMMENDATIONS.
B. Auxiliary Section Installation
2. Slide the auxiliary part way onto the dowels, and
remove the lifting eye.
3. Slide the auxiliary the rest of the way into position.
It may make assembly easier if someone slowly
rotates the input shaft during installation.
4. Fasten the auxiliary to the front section, drawing
the capscrews down evenly. See TORQUE
RECOMMENDATIONS.
C. Companion Flange Installation

1. Install a new auxiliary mating surface gasket.

Lower the auxiliary section into position with a
hoist and align on the dowel pins. 1. Lock the transmission by engaging two gears with
the mainshaft sliding clutches.
NOTE: When installing a low-low auxiliary, the deep
reduction clutch must be moved to the rear,
engaging the deep reduction gear.
INSTALLATION - COMPANION FLANGE,
AUXILIARY SECTION AND CLUTCH
HOUSING

2. Slide the companion flange or yoke onto the output

shaft.

3. Install the output shaft nut and washer, torqueing

to 450-500 ft. lbs.
INSTALLATION - SHIFTING CONTROLS
SHIFT BAR HOUSING ASSEMBLY
A. Installation

1. Make sure the shift bars are in the neutral position. 4. Install the shifting bar housing on transmission,
fitting yokes into slots of corresponding clutch
gears.

2. Place the sliding clutches on the mainshaft in the

neutral position.
3. Install a new shift bar housing gasket in position on 5. Install the attaching capscrews; tighten securely.
the case.
INSTALLATION - SHIFTING CONTROLS
GEAR SHIFT LEVER HOUSING ASSEMBLY
A. Installation

1. Make certain the three tension springs and balls

are in the shift housing bores and install the gear
shift lever housing and gasket on the shift bar
housing, fitting the lever into shift block and yoke
notches.

2. Install the four capscrews and tighten securely.

INSTALLATION - SHIFTING CONTROLS
AIR SYSTEM - RTO-11607L
A. Installation of Slave Valve
NOTE: For air line routing on transmissions equipped
with a different combination of control valve
and slave valve, see air schematics on pages 35
to 37.

1. Install the actuating pin and spring in bore in

4. Install the slave valve on transmission using a new
transmission.
gasket. Tighten capscrews evenly and securely.
2. If previously removed, install the fittings on the Actuating plunger in case fits into alignment sleeve
slave valve. in slave valve.

B. Installation of Air Lines

and Regulator

3. Make sure the alignment sleeve is installed in the

slave valve.
1. Install the low range airline between the "L" port on
the slave valve and the air port in the body of the
range cylinder.
INSTALLATION - SHIFTING CONTROLS

2. Install the high range air line between the "H" port 4. Install the air line between the air regulator and the
on slave valve and the air port in the cover of the "S" port of slave valve.
range cylinder.
C. Master Control Valve Installation

Install the air regulator and filter assembly on 1. Install the master control valve on the gear shift
mounting surface on the range cylinder cover; lever.
tighten capscrews securely. 2. If air lines are to be replaced, measure lines and
sheathing for correct length.
INSTALLATION - SHIFTING CONTROLS
3. Install sheathing on lines and draw under shroud
on lever.

4. Connect the black nylon air line to the "S" port on 6. Install the white nylon air line from the "P" port of
the master control valve, and the white nylon line to the control valve to the "P" port in the slave valve.
the "P" port.

5. Install the black nylon air line from the "S" port of
the control valve to the "S" port in the slave valve.
INSTALLATION - SHIFTING CONTROLS
AIR SYSTEM - RTO-11607LL
A. Installation of Slave Valve
NOTE: For air line routing on transmissions equipped
with a different combination of control valve
and slave valve, see air schematics on pages 35
to 37.

3. Install the slave valve using a new gasket.

B. Installation of Air Lines

and Regulator

1. Install the actuating pin and spring in bore in

transmission.

1. Install the air line from the low range port in the
slave valve to the body of the range cylinder.

2. Install the hat type alignment sleeve in the slave

valve.

2. Install the line from the high range port of the slave
valve to the cover of the range cylinder.
INSTALLATION - SHIFTING CONTROLS

3. Install the air regulator and filter assembly on 5. Install the air line from the slave valve to the
mounting surface on the range cylinder; tighten reduction cylinder.
capscrews securely.

4. Install the air supply line from the slave valve to the 6. Install the hose clamp that routes the air lines.
air regulator.
INSTALLATION - SHIFTING CONTROLS
C. To Install the Master Control Valve

5. Install the nylon air line from the "H" port of the
master control valve to the low range port of the
slave valve.

1. Install the master control valve on the gear shift

lever.
2. If air lines are to be replaced, measure lines and
sheathing for correct length.
3. Install sheathing on lines and draw under shroud
on lever.

6. Install the nylon air line from the "SP" port of the
control valve to the reduction cylinder.

4. Connect the black nylon air line to the "S" port on

the master control valve, and the white nylon line to
the "P" port.
Copyright Eaton Corporation, 2012.
Eaton hereby grant their customers,
vendors, or distributors permission
to freely copy, reproduce and/or
distribute this document in printed
format. It may be copied only in
its entirety without any changes or
modifications. THIS INFORMATION
IS NOT INTENDED FOR SALE OR
RESALE, AND THIS NOTICE MUST
REMAIN ON ALL COPIES.
Note: Features and specifications
listed in this document are subject to
change without notice and represent
the maximum capabilities of the
software and products with all options
installed. Although every attempt has
been made to ensure the accuracy of
information contained within, Eaton
makes no representation about the
completeness, correctness or accuracy
and assumes no responsibility for
any errors or omissions. Features and
functionality may vary depending on
selected options.
For spec’ing or service assistance,
call 1-800-826-HELP (4357) or visit
www.eaton.com/roadranger.
In Mexico, call 001-800-826-4357.

Roadranger: Eaton and trusted partners

providing the best products and services in the
industry, ensuring more time on the road.

Eaton Corporation
Vehicle Group
P.O. Box 4013
Kalamazoo, MI 49003 USA
800-826-HELP (4357)
www.eaton.com/roadranger
Printed in USA