Troubleshooting Guide
Contents
1. LON 2 0 0V01390HS cN uv39 40 001 NI ONILYVLS CN H91019 INISN LON 31 1148 9N119413S 4dd 3NI9N3 ONINNAY HONOY 3univd 9NIdV38 2 S 9 Xn V 40 LNOU 440 1331 39VH YANNI YAZINOYHINAS 131lIV3 111 2 2 2 N340H8 9NIHdS H3ZINOHHONAS SauvMWI9vg a3TIVISNI 340A AYYITIXNY A33 N34048 011938 1NOHJ A3 uv39 HILNTI NI LOTS 3404 NYOM H1331 9NIH91019 d3d3dVl LAVHSNIVIA I31SIM L 7 1 2 6 2 2 6 7 39NVH3101 HV39 1HVHSNIVIA 3AISS39X3 6 HLOOL NO HHfl8 HO HV39 LAVHS NO 3WI1 30 100 GALSIML HV39 215 4 2 8 4 2 2 NOLSId H3QNI1A9 3S00110N NOLSId H3 NITA9 d0193NN03 HO 3N11 GAHINId 39V1d 9NOHM OL 14 00 ISOH 13ASY9 31N 00IN 9NIH 0 JOVINVG 2 NOLSId 3A1VA JAVITS 9NDIDILS 50 HIV 3H9NId 10 31 CONVERSION TABLE Decimal Equivalents 3 64 1 4 1 64 1 32 1 16 5 64 3 32 7 64 1 8 9 64 5 32 11 64 3 16 13 64 7 32 15 64 Metric Conversions mm 015625 17 64 265625 33 64 515625 49 64 765625 1 mile 1 609 kilometers Km 08125 9 32 28125 17 82 531252. 35 45 Lbs Ft 3 8 16 Threads 35 45 Lbs Ft 7 16 20 Threads STUDS Secure with Lock Wire 60 Lbs Ft 3 8 16 Minimum SHIFT LEVER HOUSING CAPSCREWS Driven Until Bottomed 5 8 11 Threads 35 45 Lbs Ft 3 8 16 Threads CLUTCH HOUSING NUTS SHIFT BAR HOUSING CAPSCREWS 5 8 18 Threads 35 45 Lbs Ft 3 8 16 Threads Aluminum Housing RANGE SHIFT YOKE CAPSCREWS 140 150 Lbs Ft Oiled 50 65 Lbs Ft 1 2 20 Threads With Nylon Locking Insert Secure with Lock Wire Use Plain Flat Washer Cast Iron Housing i RANGE CYLINDER SHIFT BAR NUT 180 200 Lbs Ft Standard Nut 70 85 Lbs Ft 5 8 18 Threads with Use Lockwasher Nylon Locking Patch 610 6610 Model 60 75 Lbs Ft 1 2 13 Threads Use Lockwasher Z S 2j N 07 77 2 Z ZZ OUTPUT SHAFT NUT 450 500 Lbs Ft Oiled at Vehicle All 1 8 Inch Compression Installation 2 16 Threads with Fittings 25 30 Lbs Inch Nylon Locking Insert C SHAFT FRONT BEARING oiled at vehicle installation RETAINER CAPSCREWS AUXILIARY HOUSING CAPSCREWS 20 25 Lbs Ft 3 8 24 or 35 45 Lbs Ft 3 8 6 Threads 25 35 Lbs Ft 1 2 20 Use Lockwashers Threads Secure with Lock Wire REDUCTION SPLITTER YOKE LOCKSCREW 90 120 Lbs Ft 5 8 18 Threads 35 45 Lbs Ft 7 16 20 Threads CLUTCH HOUSING CAPSCREWS Secure with Lock Wire 1 2 13 Threads OIL DRAIN PLUG Aluminum Housing 45 55 Lbs Ft 3 4 Pipe Threads 70 80 Lbs Ft Use Shakeproof Internal AUX DRIVE GEAR BEARI
3. exceeded Check concentricity of drive line by mounting on lathe centers and dial indicating Check manufacturer s speci fications for runout allowance 4 Engine supports that are worn broken or loose and mounting pads that are worn or deteriorated must be corrected to restore the engine suspen sion to its original vibration tolerance Taking Readings Take readings with protractor from machined surfaces of yokes or companion flanges Plain wing or flange type joints may be encountered Some will require par tial disassembly to obtain accurate readings On plain type joints it may be necessary to remove the bearing cap When taking readings make sure the uni versal joint is in a vertical plane 19 Cut 8580D 11 86 Cut 8580E 11 86 At the rear axle take readings from a machined surface differential carrier that is in the same plane as the axle pinion shaft or from machined surface that is perpen dicular to pinion shaft whichever is easier If vibration occurs while operating empty take readings in empty condition If it occurs when loaded take read ings when loaded When it is necessary to measure drive line lengths measure from joint center to joint center Limits Manufacturer s specifications should be followed when making initial angularity check Some manufacturers have found it necessary to vary from the ideal due to geometrical limitations If vibration persists after ad hering to m
4. springs or rubber blocks has been eliminated by wear set or fracture 4 Drive line out of balance 5 Unequal joint working angles 6 Worn crosses in universal joints GEARS AND SHAFTS Clashing Snubbed clutching teeth Snubbing and clashing gears while shifting are frequent abuses to which unsynchronized transmissions are sub jected Light snubbing will do little damage The real damage is done by the hard clash shift caused by en gaging gears which are far out of synchronization This can break pieces of metal from the ends of the clutch ing teeth Clashing gears can traced to one of three causes 10 7 Loose or worn center bearings 8 Worn or pitted teeth on ring gear and pinion of driving axle Rear axle bearing failure 9 Wheels out of balance 10 Worn spring pivot bearing 11 Loose U bolts 12 Brake drums warped or out of balance 1 Improper shifting This applies to drivers who are not familiar with the shift pattern or have not learned the RPM spread between shifts 2 Clutch Clashing when starting up in first or reverse gear can be caused by insufficient clutch clearance or a dragging clutch not releasing properly This makes the transmission countershafts and mainshaft gears continue rotating while the clutch pedal is de pressed Clashing results when the non rotating sliding clutch is forced to mesh with a rotating mainshaft gear Double clutching during lever shifts will also red
5. 25 32 78125 1 inch 25 4 millimeters mm 046875 19 64 296875 51 64 796875 0625 5 16 3125 13 16 8125 1 pound 0 459 kilograms Kg 078125 21 64 328125 37 64 578125 53 64 828125 1 pint 0 473 liters I 09375 11 32 94375 19 32 59375 27 32 84375 1 pounds feet 1 356 Newton Meters N m 109375 23 64 359375 39 64 609375 55 64 859375 nie 425 8 8 375 58 625 7 8 875 140625 25 64 390625 41 64 640675 57 64 890625 15625 13 32 40625 21 32 65625 29 32 90625 171875 27 64 421875 43 64 671875 59 64 921875 ee 1875 TAG 4375 11 16 6875 15 16 9375 SEM 203125 29 64 453125 45 64 703125 61 64 953125 m 21875 15 32 46875 23 32 71875 31 82 96875 284375 31 64 484375 47 64 734375 63 64 984375 25 1 1 0 MM In 8268 41 1 6142 8661 42 1 6535 9055 43 1 6929 9449 44 1 7323 9843 45 1 7717 1 0236 46 1 8110 1 0630 47 1 8504 1 1024 48 1 8898 1 1417 49 1 9291 1 1811
6. LEVER LOCKS UP OR STICKS IN GEAR NOISE GEAR RATTLE AT IDLE VIBRATION BURNED MAINSHAFT WASHER INPUT SHAFT SPLINES WORN OR INPUT SHAFT BROKEN CRACKED CLUTCH HOUSING BROKEN AUXILIARY HOUSING BURNED SYNCHRONIZER BROKEN SYNCHRONIZER HEAT TWISTED MAINSHAFT DRIVE SET DAMAGED BURNED BEARING OIL LEAKAGE OVERLAPPING GEAR RATIOS SLAN 9013S001 339NV1V8 40 100 53911 2 6 2 6 NOISN4dSNS NYOM 2 6 2 6 13S 3NIT3AlH CN cO 300801 ATu3d0HdlAl LAN LAYHS LNdLNO NOISSIIWSNVHI 01 3NI9N3 LN3INN9ITVSIIN INILSVOOD HO X9n81 40 9NIMOL H3dOHdMWI SM3U9SdV9 SNISSIN HO 3S001 ot 1038 139VINV 3SV9 310H Nid S3AILIGQV 9NIS HO 5110 9NIXIIN SONIY 0 NO 3N0911IS 3AISS32X3 2 4 6 6 2 4 1 2 6 2 6 SONIY 0 NO 3N0911IS ON S39NVH9 110 LNINDIYANI 319NV 9NI1VH3d0 1V389 001 110 ALMWAD HOOd NO 13441 110 H9IH cow T3A31 110 M01 cst CN SE CO 3univd H910719 cN cO 3NI9N3 N34048 1 15 H91019 H3d0Hdlll SONISNOH 1041102 NI NHOM 9 9 1N3W1S V 39V3YNIT H3d0Hdl SNOIL9081S80 ADVANI 3MVu8 H91019 HO S 9 HLIM 3441 03 LON T1nd SONVL 3MVug 1 12 aa1snrav LON 21 19
7. Measures Symbol When You Know Multiply by To Find Symbol LENGTH in inches 2 5 centimeters cm ft feet 30 centimeters cm yd yards 0 9 meters m ml miles 1 6 kilometers km AREA in square inches 6 5 square centimeters cm ft square feet 0 09 square meters m yd square yards 0 8 square meters m square miles 2 6 square kilometers km acres 0 4 hectares ha MASS weight 02 ounces 28 grams g b pounds 0 45 kilograms kg short tons 2000 Ib 0 9 tonnes t VOLUME sp teaspoons 5 milliters ml Tbsp tablespoons 15 milliters ml 102 fluid ounces 30 milliters ml c cups 0 24 liters pt pints 0 47 liters qt quarts 0 95 liters gallons 3 8 liters iy cubic feet 0 03 cubic feet cubic yards 0 76 cubic meters TEMPERATURE exact 5 9 Celsius C temperature after temperature subtracting 32 Approximate Conversions to Metric Measures Symbol When You Know Multiply by To Find Symbol LENGTH mm millimeters 0 04 inches in cm centimeters 0 4 inches in m meters 3 3 feet ft m meters 1 1 yards yd km kilometers 0 6 miles ml AREA cm square centimeters 0 16 square inches in m square meters T2 square yards yd km square kilometers 0 4 square miles m ha hectares 10 000 m 2 5 acres MASS weight g gram 0 035 ounces 02 kg kilograms 2 2 pounds Ib t tonnes 1000 kg 1 1 short tons VOLUME ml milliters 0 03 fluid ounces floz 1 liters 2 1
8. RTLO 20913A RTLO 20918B RTLO 20918B T2 RTLO 22918B RTLOC 16909A T2 RTXF 14715 RTLOF 11610B RTLOF 11610B T2 RTLOF 12610B RTLOF 12610B T2 RTLOF 12713A RTLOF 12913A RTLOF 13610B RTLOF 13610B T2 RTLOF 14610B RTLOF 14610B T2 RTLOF 14613B RTLOF 14618A RTLOF 14713A RTLOF 14718B RTLOF 14913A RTLOF 14918B RTLOF 14918B T2 RTLOF 15610B RTLOF 15610B T2 RTLOF 16610B RTLOF 16610B T2 RTLOF 16618A RTXF 15615 RTLOF 16713A RTLOF 16713A T2 RTLOF 16718B RTLOF 16913A RTLOF 16913A T2 RTLOF 16918B RTLOF 16918B T2 RTLOF 17610B RTLOF 17610B T2 RTLOF 18610B RTLOF 18718B RTLOF 18913A RTLOF 18913A T2 RTLOF 18918B RTLOF 18918B T2 RTLOF 20913A RTLOF 20918B RTLOF 20918B T2 RTLOF 22918B RTLOFC 16909A T2 RTO 11607L RTO 11607L RTXF 15710B RTO 11607LL RTO 11607LL RTO 11608LL RTO 11707DLL RTO 11707LL RTO 11708LL RTO 11709MLL RTO 11908LL RTO 11909ALL RTO 11909MLL RTO 13707DLL RTO 13707MLL RTO 14608LL RTO 14709MLL RTO 14908LL RTO 14909ALL RTO 14909MLL RTO 16908LL RTO 16909ALL RTOF 11607L RTOF 11607LL RTOF 11608LL RTXF 15710C RTOF 11707LL RTOF 11708LL RTOF 11709MLL RTOF 11908LL RTOF 11909ALL RTOF 11909MLL RTOF 13707DLL RTOF 13707MLL RTOF 14608LL RTOF 14708LL RTOF 14709MLL RTOF 14908LL RTOF 14909ALL RTOF 14909MLL RTOF 16908LL RTOF 16909ALL RTX 11
9. for the pi lot bearing is 005 DRIVELINE ANGULARITY Torsional Vibration Checking Driveline U Joint Operation Angles The action of a drive line with a universal joint at either end working through an angle results in a peculiar mo tion The drive line will speed up and slow down twice for each revolution If the working angles at either end of the shaft are unequal torsional vibration results This torsional vibration will tend to cancel itself out if both joint working angles are equal Types of Noise Noise or vibration which occurs only at certain road speeds and diminishes as speed increases is generally caused by unequal working angles of drive line joints Noise or vibration which is persistent throughout the speed range and varies in intensity with change of speed may be caused by unbalanced drive lines unbalanced brake drums or discs or drive lines with universal joints out of phase Preliminary Checks Make checks of the following before taking angle read ings 1 Check companion flange or yoke nut for loose ness and torque to proper specification if necessary Transmission Clutch Housing The transmission clutch housing face and pilot can not be checked accurately in the field without special mea suring tools Recommended maximum runout for the transmission clutch housing face and pilot is 003 with SAE No 1 and No 2 housings Cut 8580A 11 86 2 Drive line slip joints that do not have the arro
10. internal clutching teeth of the mainshaft gear coupling it to the mainshaft The mainshaft will now be turning at the selected gear ratio Fuller twin countershaft Roadranger transmissions commonly consist of a five speed front section and ei ther a two or three speed auxiliary section both in one case POWER FLOW con t Gat z Sji PDT TED amm k Hi il ELE 27 a T T5 amp Power torque from the engine flywheel is trans ferred to the input shaft Splines on input shaft engage internal splines in hub of drive gear Torque is split between the two countershaft drive gears Torque delivered by two countershaft gears to mainshaft gear which is engaged Diagram shows first speed gear engaged Internal splines in hub of mainshaft gear trans fers torque to mainshaft through sliding clutch gear Mainshaft transfers torque to auxiliary drive gear through a self aligning coupling gear located in hub of auxiliary drive gear hog 10 Torque is split between the two auxiliary counter shaft drive gears In direct drive or high range power is delivered to the output shaft from the auxiliary drive gear through self aligning sliding clutch gear Torque is delivered by the two countershaft low range gears to the low range gear Torque delivered to output shaft through self aligning sliding clutch gear Output shaft is at
11. on them 2 Shaving marks The shaving operation leaves distinct diagonal marks on the face of the gear tooth These marks be distinguished from scoring marks by the fact they are diagonal while scoring marks are more nearly vertical Most shav ing marks are removed during normal gear Operation 3 Lipping Lipping or shaving burrs is the for mation of lips at the tip of the gear teeth machining These lips will do no harm to the gear Gear Rattle at Idle Mainshaft gears are designed to have a specified amount of axial clearance which allows them to rotate freely on the mainshaft The amount of clearance is governed by the use of washers A rough idling engine can set up vibrations causing the mainshaft gears to rattle as they strike mating gears This condition can usually be cured by improving the idling characteristics of the engine Tolerance washers may have to be changed to bring the axial gear clearance to within tolerance on high mileage units See the service manual for procedure and specifications GEARS AND SHAFTS con t Shaft Twist and Fracture Failure of transmission shafts through fracturing or twisting is caused when stresses are imposed on them which are greater than they were designed to withstand The main causes for these failures are 1 2 Improper clutching techniques Starting in too high of gear either front or aux iliary section Lugging Attempti
12. restricted This can result from burrs on the plunger or from overtight ening the plunger spring plug With the plunger blocked in the depressed position the plug should be tightened until it bottoms out against the spring then backed out 1 4 to 1 2 turn Gear clashing should not be confused with hard shift ing Gear clashing occurs when an attempt is made to engage the clutch gear before it has reached synchroni zation with the mainshaft gear See Clashing this section Heat The transmission operating temperature should never exceed 250 F 120 C for an extended period of time If it does the oil will breakdown and shorten transmis sion life Because of the friction of moving parts transmissions will produce a certain amount of heat In most cases normal operating temperature is approximately 100 F 40 C above ambient Heat is dissipated through the transmission case When conditions prevent the proper dissipation of heat then overheating occurs Before checking for possible causes of overheating the oil temperature gauge and sending unit should be in spected to make sure they are giving correct readings Following are some of the causes of overheating See also Lubrication 1 Improper lubrication Oil level too low or too high wrong type of oil or an operating angle of more than 12 degrees 2 Operating consistently under 20 MPH 3 High engine RPM 4 Restricted air flow around transm
13. surfaces thoroughly before proceeding IMPORTANT When taking the following readings ro tate engine by hand do not crank engine with starter Remove spark plugs on gasoline engines and release compression on diesel engines NOTE Before dial indi cating engine flywheel or flywheel housing make sure engine crankshaft does not have excessive end play If it does accurate readings cannot be obtained Place dial indicator finger against flywheel Force crankshaft back and forth with pry bar If end play movement exceeds maximum as specified by engine manufacturer it will have to be corrected Worn Housings 16 x Cut 8005 11 86 for or fretted pilot both the transmis sion clutch housing and the engine flywheel housing The 1 4 pilot lip of transmission clutch housing can wear into the flywheel housing either by transmission loosening up or after high mileage just from road and engine vibration Any appreciable amount of wear on either part will cause misalignment and the part should be replaced Cut 8195 11 86 The wear will generally be found from the 3 00 o clock to 8 00 o clock position TRANSMISSION ALIGNMENT con t Engine Flywheel Housing Pilot Engine Flywheel Housing Face Dial indicate the pilot or bore of engine flywheel hous ing Secure dial indicator to engine flywheel with tapered point against housing pilot Rotate flywheel by hand With chalk or s
14. 0 long For main drive lines under 40 the maximum angle should not exceed Length L divided by 5 This limit does not apply to interaxle drive lines Example For a 35 drive line the maximum joint working angle would be 35 5 or 7 This working angle must not be exceeded Place protractor on drive line to obtain angle of drive line from transmission to axle The difference between the drive line angle and the joint angle is the joint working angle For instance if the transmission is 3 degrees down and the drive line angle is down 7 degrees the transmis sion joint working angle is 7 minus 3 or 4 degrees On tandem drive or auxiliary installations take readings in the same manner comparing the universal joint angles to the drive line angle to which it is attached 20 Angularity Checks Non Parallel Compensating Angles or Flanges or Yokes With short wheel base vehicles which have a minimum drive line length from transmission to axle the drive line is required to operate through very severe working angles on some installations This also applies to inter axle drive lines These severe joint working angles induce vibration Cut 8580G 11 86 To decrease working angles the axle is tilted upward until the pinion shaft centerline and transmission mainshaft centerline intersect midway between the joint centers With tandem drive axles the rearward axle is tilted upward until its pinion shaft centerline and forwar
15. 4 Contamination Contaminated race When bearings fail as a result of contamination it is due to either contaminants entering the transmission case or the bearings have been improperly handled dur ing service or storage Bearings affected from contamination are identified by scoring scratching or pitting of the raceways and balls or rollers or a build up of rust or corrosion on the bearing parts In addition the presence of very fine particles in the oil such as abrasive dust or the use of overly active EP extreme pressure oils will act as a lapping compound and pro duce a very highly polished surface on the raceways and balls or rollers This lapping process will signifi cantly shorten the life of the bearing Impurities will always enter the transmission during its normal breathing process This will not seriously affect the bearings if the transmission oil is changed as rec ommended New bearings should be stored in their wrappers until ready for use Used bearings should be thoroughly cleaned in solvent light oil or kerosene covered with a coat of oil and wrapped until ready for use Always use a new wrapping after reoiling BEARINGS con t Misalignment Electric Arcing Cut 8346A 11 86 Bearing misalignment Misalignment can occur in the input shaft drive gear bearing if the transmission is mounted eccentrically with the pilot bearing bore in the flywheel An indication of this condition would b
16. 50 1 9685 1 2205 51 2 0079 1 2598 52 2 0472 1 2992 53 2 0866 1 3386 54 2 1260 1 3780 55 2 1654 1 4173 56 2 2047 1 4567 57 2 2441 1 4961 58 2 2835 1 5354 59 2 3228 60 2 3622 MM In 2 4016 81 62 2 4409 82 63 2 4803 83 64 2 5197 84 65 2 5591 85 66 2 5984 86 67 2 6378 87 68 2 6772 88 69 2 7165 89 70 2 7559 90 71 2 7953 91 72 2 8346 92 73 2 8740 93 74 2 9134 94 75 2 9528 95 76 2 9921 96 77 3 0315 97 78 3 0709 98 79 3 1102 99 80 3 1496 100 3 1890 3 2283 3 2677 3 3071 3 3565 3 3858 3 4252 3 4646 3 5039 3 5433 3 5827 3 6220 3 6614 3 7008 3 7402 3 7795 3 8189 3 8583 3 8976 3 9370 205 8 0709 210 8 2677 215 8 4646 220 8 6614 225 8 8583 230 9 0551 235 9 2520 2 5 5118 240 9 4488 145 5 7087 245 9 6457 150 5 9055 250 9 8425 155 6 1024 255 10 0394 160 6 2992 260 10 2362 165 6 4961 265 10 4331 170 6 6929 270 10 6299 1765 6 8898 275 10 8268 180 7 0866 280 11 0236 185 7 2835 285 11 2205 190 7 4803 290 11 4173 195 7 6772 295 11 6142 200 7 8740 300 11 8110 Approximate Conversions to Metric
17. 509 RTX 11608LL RTX 11609A RTX 11609B RTX 11609P RTX 11609R RTXF 15715 RTX 11610 RTX 11615 RTX 11708LL RTX 11709A RTX 11709B RTX 11709H RTX 11710B RTX 11710C RTX 11715 RTX 12509 RTX 12510 RTX 12515 RTX 12609A RTX 12609B RTX 12609P RTX 12609R RTX 12610 RTX 12709A RTX 12709B RTX 12709H RTX 12710B RTX 12710C RTXF 16709B RTX 13609A RTX 13609B RTX 13609P RTX 13609R RTX 13709H RTX 13710B RTX 13710C RTX 14608LL RTX 14609A RTX 14609B RTX 14609P RTX 14609R RTX 14610 RTX 14615 RTX 14708LL RTX 14709A RTX 14709B RTX 14709H RTX 14710B RTX 14710C RTX 14715 RTX 15615 RTXF 16709H RTX 15710B RTX 15710C RTX 15715 RTX 16709B RTX 16709H RTX 16710B RTX 16710C RTXF 11509 RTXF 11608LL RTXF 11609A RTXF 11609B RTXF 11609P RTXF 11609R RTXF 11610 RTXF 11615 RTXF 11708LL RTXF 11709H RTXF 11710B RTXF 11710C RTXF 11715 RTXF 12509 RTXF 12510 RTXF 16710B RTXF 12515 RTXF 12609A RTXF 12609B RTXF 12609P RTXF 12609R RTXF 12610 RTXF 12709H RTXF 12710B RTXF 12710C RTXF 13609A RTXF 13609B RTXF 13609P RTXF 13609R RTXF 13709H RTXF 13710B RTXF 13710C RTXF 14608LL RTXF 14609A RTXF 14609B RTXF 14609P RTXF 14609R RTXF 14610 RTXF 16710C WARNING Before starting a vehicle always be seated in the drivers seat place the trans
18. D50 transmission fluid heavy duty engine oil or mineral gear oil to assure maximum component life and to main tain your warranty with Eaton Also see Operating Temperatures Additives and friction modifiers are not recommended for use in Eaton Fuller transmissions Proper Oil Level Proper Oil Level Make sure oil is level with filler opening Because you can reach oil with your finger does not mean oil is at proper level One inch of oil level is about one gallon of oil Draining Oil Drain transmission while oil is warm To drain oil remove the drain plug at bottom of case Clean the drain plug before re installing Refilling Clean case around filler plug and remove plug from side of case Fill transmission to the level of the filler opening If trans mission has two filler openings fill to level of both openings The exact amount of oil will depend on the transmission in clination and model Do not over fill this will cause oil to be forced out of the transmission When adding oil types and brands of oil should not be mixed because of possible incompatibility LUBRICATION t Operating Temperatures With Eaton Roadranger CD50 Transmission Fluid Heavy Duty Engine Oil and Mineral Oil The transmission should not be operated consistently at temperatures above 250 F 120 C However inter mittent operating temperatures to 300 F 149 C will not harm the transmission Operating tempera
19. FR 11210B FR 12210B FR 13210B FR 14210B FR 15210B FR 9210B FRF 11210B FRF 12210B FRF 13210B FRF 14210B FRF 15210B FRF 9210B FRO 11210B FRO 11210C FRO 12210B FRO 12210C FRO 13210B FRO 13210C FRO 14210B FRO 14210C FRO 15210B FRO 15210C RTXF 14615 TN FRO 16210B FRO 16210C FRO 17210C FRO 18210C FROF 11210B FROF 11210C FROF 12210B FROF 12210C FROF 13210B FROF 13210C FROF 14210B FROF 14210C FROF 15210B FROF 15210C FROF 16210B FROF 16210C FRW 15210B RT 7608LL RT 8608L RT 8908LL RTF 8608L RTF 8908LL RTLO 11610B RTXF 14708LL RTXF 14709H RTLO 11610B T2 RTLO 12610B RTLO 12610B T2 RTLO 12713A RTLO 12913A RTLO 13610B RTLO 13610B T2 RTLO 14610A RTLO 14610B RTLO 14610B T2 RTLO 14613B RTLO 14618A RTLO 14713A RTLO 14718B RTLO 14913A RTLO 14918B RTLO 14918B T2 RTLO 15610B RTLO 15610B T2 RTLO 16610B RTLO 16610B T2 RTLO 16618A RTXF 14710C RTXF 14710B Fuller Heavy Duty Transmissions Roadranger More time on the road Troubleshooting Guide Fuller Heavy DutyTransmissions TRTS0910 October 2007 RTLO 16713A RTLO 16713A T2 RTLO 16718B RTLO 16913A RTLO 16913A T2 RTLO 16918B RTLO 16918B T2 RTLO 17610B RTLO 17610B T2 RTLO 18610B RTLO 18610B T2 RTLO 18718B RTLO 18718B T2 RTLO 18913A RTLO 18913A T2 RTLO 18918B RTLO 18918B T2
20. It is recommended that the maximum joint working angle for non parallel joint assemblies not exceed the main drive line length divided by 10 For example if the main drive line length is 55 the maximum joint working angle is 55 10 or 5 1 2 degrees This limit does not apply to interaxle drive lines Axle Adjustments Axle angles may generally be adjusted by one of the following ways depending on the type of axle 1 Adjust torque rods if adjustable type 2 Add to or reduce length of non adjustable torque rods 3 Add or reduce the number of shims behind torque rod brackets 4 Use correct amount of wedge shims under spring to axle pad Suspensions Pinion Shaft Angle There will be little or no change of axle pinion angle with types of suspensions which have a parallelogram movement These allow differential housings to move up and down in a straight vertical during operation Suspensions not having a parallelogram movement will allow axle pinion shaft to oscillate in an arc thereby constantly changing pinion shaft angle during opera tion A varying amount of vibration can occur caused by working angles of the universal joints being momen tarily unequal Single drive axle vehicles have little or no change of axle pinion angle during operation 21 PREVENTIVE LU Agood Preventive Maintenance PM program can avoid breakdowns or reduce the cost or repairs Often trans mission
21. NG RETAINER CAPSCREWS Lockwasher 35 45 Lbs Ft 3 8 16 Threads Cast Iron Housing Secure with Lock Wire 80 100 Lbs Ft Use Lockwasher DRIVE GEAR NUT REVERSE IDLER SHAFT NUTS 250 300 Lbs Ft 2 1 8 16 L H Threads Clean 50 60 Lbs Ft Oiled cu71986 6 Threads with Solvasol or Equivalent Stake 2 Places 5 8 18 Threads with Nylon Locking Insert TORQUE RECOMMENDATIONS con t SUPPORT STUD NUTS 170 185 Lbs Ft Oiled at Vehicle Installation 5 8 18 Threads Use Lockwashers ue SAPE TC eR ade OU 60 Lbs Ft Minimum AEN Drive Untill Bottomed 5 8 11 Threads REVERSE SIGNAL SWITCH PLUG 35 50 Lbs Ft 9 6 18 Threads AUX RANGE CYLINDER CAPSCREWS REAR BEARING COVER CAPSCREWS 35 45 Lbs Ft 3 8 16 Threads 35 45 Lbs Ft 3 8 16 Threads Use Lockwashers AUX RANGE CYLINDER COVER CAPSCREWS 35 45 Lbs Ft 3 8 16 Threads REAR BEARING COVER ESLOK CAPSCREWS 35 45 Lbs Ft 3 8 16 Threads Use Brass Flat Washer amp Nylon Collar SMALL P T 0 COVER CAPSCREWS 35 45 Lbs Ft 3 8 16 Threads AUX C SHAFT REAR BEARING OIL FILL PLUG COVER CAPSCREWS 35 45 Lbs Ft 1 1 4 Pipe Threads LARGE P T 0 COVER CAPSCREWS 50 60 Lbs Ft 7 16 14 Threads REDUCTION SPLITTER CYLINDER PLUG 40 50 Lbs Ft 5 8 18 Threads 35 45 Lbs Ft 3 8 16 Threads THERMOCOUPLE PLUG 40 50 Lbs Ft 1 2 Pipe Threads SPEEDOMETER HOUSING PLUG 35 50 Lbs Ft 13 16 20 Threads HAND HOLE COVE
22. R CAPSCREWS 20 25 Lbs Ft 5 16 18 Threads REDUCTION SPLITTER CYLINDER COVER CAPSCREWS 20 25 Lbs Ft 5 16 18 Threads Cut 71915 6 86 THREAD SEALING INSTRUCTIONS eCapscrews Apply Loctite 242 Drove Gear Nut Clutch Housing Studs and Support Studs Apply Thread Sealant Fuller Part No 71204 eTapered Threads Pipe Threads and Airline Fittings Apply Hydraulic Sealant Fuller Part No 71205 29 TROUBLESHOOTER S GUIDELINE Following is a basic procedure guideline for troubleshoot ing transmissions 1 Preliminary Inspection a Personal Observation look for signs of misuse suchas broken mounts fittings or brackets check air lines b Question the Owner or Operator gather informa tion on operating conditions and vehicle use on history of problem and on shifting characteristics if affected c Gather History of Unit including maintenance and lubrication procedures past failures and mileage or hours of use 2 Disassemble Transmission a Keep oil sample for impurities check if needed b During disassembly check for incorrectly installed parts missing parts and nongenuine parts c Clean and inspect each piece closely 3 Determine Type of Failure 4 Determine and correct Cause of Failure To Use Guide Line Chart The Troubleshooter s Guideline chart is used to locate and correct transmission problems To use the guideline 1 Locate the transmission problem in the left hand column 2 Tr
23. ace line horizontally across the page until a rectangle with a number in it is reached 3 Trace up vertical column to find a possible cause The num ber in the intersection of the vertical and horizontal lines tell which corrections to use 4 Possible corrections are listed below There may be more than one possible cause and possible correction for each problem POSSIBLE CORRECTIONS 1 Instruct driver on proper driving techniques 2 Replace parts After trying other listed possible corrections 3 Loosen lockscrew and retighten to proper torque 4 Look for resultant damage 5 Smooth with emery paper 6 Reset to proper specifications 7 Install missing parts 8 Check air lines or hoses 9 Tighten part 10 Correct the restriction 11 Recheck timing 12 Clean part 13 Apply thin film silicone 14 Apply sealant 30 POSSIBLE CAUSE BENT YOKE BAR PROBLEM WEAK OR MISSING DETENT SPRING BURR ON YOKE BAR INTERLOCK BALL OR PIN MISSING TOO STRONG DETENT SPRING CRACKED SHIFT BAR HOUSING BREATHER HOLE PLUGGED DAMAGED INSERT DEFECTIVE REGULATOR LOOSE HOSE OR FITTING WORN YOKE PADS SLIP OUT SPLITTER N N co SLIP OUT RANGE co SLIP OUT OR JUMP OUT FRONT SECTION SLOW SHIFT SPLITTER SLOW SHIFT OR WON T SHIFT RANGE HARD SHIFT OR WON T SHIFT FRONT SECTION ABLE TO SHIFT FRONT SECTION INTO 2 GEARS AT ONCE GRINDING ON INITIAL LEVER ENGAGEMENT
24. ansmission Installation Angles If the transmission operating angle is more than 12 degrees improper lubrication can occur The operating angle is the transmission mounting angle in the chassis plus the percent of upgrade expressed in degrees The chart below illustrates the safe percent of upgrade on which the transmission can be used with various chassis mounting angles For example if you have a 4 degree transmission mounting angle then 8 degrees or 14 percent of grade is equal to the limit of 12 de grees If you have a 0 degree mounting angle the transmission can be operated on a 12 degree 21 per cent grade Anytime the transmission operating angle of 12 de grees is exceeded for an extended period of time the transmission should be equipped with an oil pump or cooler kit to insure proper lubrication Note on the chart the effect low oil levels can have on safe operating angles Allowing the oil level to fall 1 2 below the filler plug hole reduces the degree of grade by approximately 3 degrees 5 5 percent Proper Lubrication Levels are Essential Limitation for Proper Lubrication Percent of Grade Percent Grad Cpmverted tp Degrees Transmission Mounting Angle Dotted line showing 2 Quarts Low is for reference only Not recommended TORQUE RECOMMENDATIONS SLAVE VALVE CAPSCREWS 8 12 Lbs Ft 1 4 20 Threads Use Lockwashers YOKE LOCKSCREWS FRONT BEARING COVER CAPSCREWS Start By Hand Until Cone Engages
25. anufacturer s specifications contact the manufacturer s representative Angularity Checks Parallel Flanges or Yokes 1 Single Axle Vehicles a Transmission angle Take reading of transmis sion angle This angle is the angle to which the rear axle joint angle must match The transmis sion angle will have a declination reading of from 0 to 5 degrees in most cases DRIVELINE ANGULARITY con t Angularity Checks Parallel Flanges or Yokes con t Cut 8580F 11 86 b Axle angle Take reading either from machined surface of axle housing or pinion bearing re tainer This angle must be within one degree of the transmission angle c Example If transmission angle reading is 3 de grees down to the rear the rear axle angle should be 3 degrees up 2 Tandem Axles or Vehicles with Auxiliary Units a Take transmission angle reading b Take reading from joint of front tandem axle or auxiliary joint This reading should be within one degree of transmission angle NOTE The rear joint of front tandem axle will be the same as the front joint c Take reading of joint angle at tandem rear axle or axle to rear of auxiliary This angle must be within one degree of transmission angle Joint Working Angle Limits Parallel Universal joints have a maximum working angle de pending on type and manufacture It is recommended that the joint working angle for parallel joint assembly not exceed 8 degrees for main drive lines over 4
26. ar includ ing gear tooth pitting from excessive use In advanced deterioration a howl will result b Mismatched Gear Sets Such gear sets are iden tified by an uneven wear pattern on the face of gear teeth C Bearings Pinched bearings having insuffi cient axial or radial clearance See Bearing section a Gears Bumps or swells on gear teeth Such bumps or swells be removed with hone Timing Error Improper timing of the transmis small hand grinder these areas can be identi sion during reassembly or improper timing due fied as highly polished spots on the face of the to gear turning on the countershaft Both con gear tooth Generally this noise is more promi ditions produce error in tooth spacing nent when the gear is loaded thus the problem gear can be located as the noise occurs in a specific gear position Bumps or swells are caused by improper handling of gears before or during assembly b Bearings Noise comes in at low shaft speeds in any position It is caused by bearings with damaged balls or rollers or with pitted and spalled raceways See Bearings section COMMON TRANSMISSION COMPLAINTS con t Noise CON T Causes of Transmission Noise Originating Elsewhere in Vehicle see also Alignment section 1 Rough idling engine See Gears and Shafts gear rattle 2 Engine operating noise 3 Clutch driven plates in which the dampening action of
27. ation is to provide basic technical information for servicing and repairing heavy duty truck transmissions A guide to help the mechanic locate the trouble analyze the cause and make the necessary repairs Emphasis is placed on servicing Fuller twin countershaft transmissions however some sections are common to all mechanical transmissions If more in depth diagnosis is required reference can be made to the following publica tions Air System Troubleshooting Guide Understanding Spur Gear Life e Service Manuals Rear Seal Maintenance Guide These programs and other forms of product service information for Fuller transmissions and components are avail able on 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 sub jects by writing to the following address EATON CORPORATION TRANSMISSION DIVISION Technical Service Department PO Box 4013 Kalamazoo MI 49003 Every effort has been made to ensure the accuracy of all information in this brochure However Eaton Transmission Division makes no expressed or implied warranty or representation based on the enclosed information Any errors or omissions may be reported to Training and Publications Eaton Transmission Division PO Box 4013 Kalamazoo MI 49003 TRANSMISSION FUNCTION The transmission must efficiently transfer the en
28. d axle pinion shaft centerline intersect midway between joint centers When figuring non parallel joint installations it is nec essary to take the drive line angle readings as well as transmission and axle angle readings 1 Single Axle Vehicles a Take angle reading of transmission b Take angle reading of drive line c Take angle reading of axle joint d To compute for correct angles 1 The difference between the drive line angle and the transmission angle will be the trans mission joint working angle 2 The difference between the drive line angle and the axle angle will be the axle joint work ing angle The two working angles of transmission and axle must be equal 3 e Example Transmission is 3 degrees down Drive line is 7 5 degrees down Rear axle is 12 degrees down Thus 7 5 minus 3 equals 4 5 degrees 12 minus 7 5 equals 4 5 degrees giving 4 5 equal working angles DRIVELINE ANGULARITY con t Angularity Checks Non Parallel Compensating Angles of Flanges or Yokes con t 2 Tandem Axles or Vehicles with Auxiliary Units When taking readings on tandem drive axles or between auxiliary and rear axle the same principles apply as with single axle vehicles Take readings between transmis sion and front tandem axle or auxiliary Take readings between axles or between auxiliary and axle In other words take angle readings for each set of universal joints Joint Working Angle Limit Non Parallel
29. e the detent spring pressure is applied to the yoke bar moving the clutch gear to a neutral position COMMON TRANSMISSION COMPLAINTS con t Conditions which may produce jumpout are Cut 8005 11 88 1 Extra heavy and long shift levers which swing pen dulum fashion from operating over uneven terrain Whipping action of the lever overcomes detent spring tension 2 Mechanical remote controls with the master mounted to the frame Relative movement between engine transmission package and frame can force transmission out of gear Worn or broken engine mounts increase the effects of this condition Auxiliary section Slipout in the auxiliary section may be caused by the clutching teeth being worn tapered or not fully engaged These conditions cause the clutch gear to walk out of engagement as the gears turn Causes of these types of clutching defects are clashing or normal wear after long life Vibrations set up by an improperly aligned drive line and low air pressure add to the slipout problem ELM E Tapered clutching teeth Jumpout in the auxiliary section usually occurs with the splitter gear set If torque is not sufficiently broken dur ing splitter shifts the sliding clutch gear may not have enough time to complete the shift before torque is re applied to the gears As torque is reapplied the partially engaged clutch gear jumps out of the splitter gear Since the gears have torque applied to them da
30. e damage to the ball separators and shield The clutch housing clutch housing mounting face and pilot bearing should be checked for eccentricity foreign matter and proper mounting position when trying to locate the cause of the misalignment See Alignment section Electric arcing When an electric current passing through a bearing is broken at the contact surfaces of the ball or roller and races arcing results which will pit the bearing compo nents In extreme cases the balls or rollers may actually be welded to the bearing races preventing the bearing from rotating This condition may occur in truck transmissions as a result of electric welding on the truck with an improper ground When doing either A C or D C welding never place the ground so as to allow current to pass through the transmission TRANSMISSION ALIGNMENT Concentric Alighment of Transmission to Engine Common concerns resulting from misalignment Direct gear slipout Drive gear bearing failure Premature input shaft spline wear from rear hub of two plate clutches Cut 8005A 11 86 Concentric alignment means that the engine and trans mission must have a common axis The purpose of this section is to set forth the procedures to use in checking for possible misalignment The basic instrument needed for taking readings is a taper pointed dial indicator Accuracy of readings is es sential for correcting alignment problems Clean all
31. es for wear from movement and chucking action of the universal joint companion flange Every 40 000 Miles Inspect Clutch NOTE Inspection Should be Made According to Manufacturer s Specifications Clutch Check clutch disc faces for wear Check dampening action of clutch driven plate Release Bearing Remove hand hole cover and check axial and radial clear ance in release bearing Check relative position of thrust surface of release bear ing with thrust sleeve on push type clutches Every 50 000 Miles Change Transmission Lubricant fill on new units should be changed at 5 000 miles see LUBRICATION PREVENTIVE MAINTENANCE con t Fuller Preventive Maintence Recommendations 100 000 P M OPERATION Bleed Ar Tanks and Listen tortes E Bi Es gz omnem Inspect Air System Connections X mea X Check Clutch Housing Capscrews for Looseness Lube Clutch Pedal Shafts fr ili Check Remote Control Linkage Check and Clean or Replace Air Filter Element Check Output Shaft for Looseness Check Clutch Operation and Adjustment Change Transmission Oil Initial fill on new units See LUBRICATION section REPEAT SCHEDULE AFTER 100 00 MILES 25 LUBRICATION Proper Lubrication the key to long transmission life Proper lubrication procedures are the key to a good all around maintenance program If the
32. g failure due to poor lubrication is characterized by discoloration of the bearing parts spalling of the race and possible breakage of the retainer Failure may re sult not only from a low oil level but also from contaminated oil improper grade oil or mixing of oil types including the use of additives To prevent this type of failure the transmission should always be filled to the proper level using a recommended type and grade of oil and changed at regular intervals See Lubrication section BEARINGS con t Brinelling Brinelled race Brinelling can be identified as tiny identations high on the shoulder or in the valley of the bearing raceway They can be caused by improper bearing installation or removal Driving or pressing on one race while sup porting the other is the primary cause To prevent brinelling always support the race which has pressure applied to it In addition to brinelling damage can also occur to the bearing shields retainers and snap rings by using a hammer and chisel to drive bearings This damage can be avoided by using correct drivers or pull ers Fretting Fretted race The bearing outer race can pick up the machining pat tern of the bearing bore as a result of vibration This action is called fretting Many times a fretted bearing is mistakenly diagnosed as one which has spun in the bore Only under extreme conditions will a bearing outer race spin in the bore 1
33. gine s power terms of torque to the vehicle s rear wheels Torque is the twist ing or circular force delivered by the engine s flywheel The transmission s gear ratios increase or decrease torque depend ing on the requirements needed to move or start the load Gearing also increases or decreases speed The gear ratios are correctly spaced so that the engine will operate in its most efficient RPM range with progressive speed changes To meet the vehicle s requirements the transmission must have ratios low enough to start the vehicle mov ing to maintain movement up grades and to keep engine operating in its peak efficiency range The trans mission too must provide an easy method for gear selection OUTPUT MAINSHAFT SHAFT COUNTERSHAFT DRIVE GEAR MAINSHAFT SLIDING 9 CLUTCH GEAR COUNTERSHAFT DRIVE GEAR INPUT SHAFT AND DRIVE GEAR A simplified diagram of the power flow through a Fuller twin countershaft transmission will help show how torque and speed are changed and how torque is di vided between the two countershafts The input shaft and drive gear 1 are in constant mesh with both countershaft drive gears 2 when the input shaft turns the countershaft gears are in constant mesh with the floating mainshaft gears 3 The gears are simply free wheeling on the mainshaft 4 A sliding clutch gear 5 which is splined to the mainshaft is engaged into the
34. ission due to transmission being boxed in by frame rails deck lids fuel tanks and mounting brackets or by a large bumper assembly Exhaust system too close to transmission High ambient temperature High horsepower overdrive operation Coasting downhill with the clutch depressed In some cases an external oil cooler kit can be used to correct overheating problems Spe C Transmission Coolers Recommended With engines of 350 and above with overdrive transmissions Required With engines 399 H R and above with overdrive trans missions and GCW s over 90 000 Ibs With engines 399 HR and above and 1400 Lbs Ft or greater torque g With engines 450 H R and above COMMON TRANSMISSION COMPLAINTS con t Noise por There will always be a certain level of noise due to nor mal transmission operation However excessive noise or unusual noise such as whine growl or squeal indi cates some kind of a problem The transmission itself can be the cause of excessive or unusual noise Also noise can originate elsewhere in the vehicle but be picked up and amplified by the trans mission Transmission Noise c Cracked Gear A gear cracked or broken by 1 Knocking or thudding shock loading or by pressing on shaft during installation will produce this sound at low speeds At high speeds a howl will be present 2 High Pitched Whine or Squeal a Gear Wear Result of normal gear we
35. les Change transmission 80450 Km lubricant OFF HIGHWAY USE First 30 hours Change transmission lubricant on new units Every 40 hours Inspect lubricant level Check for teaks Every 500 hours Change transmission lubricant where severe dirt conditions exist Every 1 000 hours Change transmission lubricant Normal off highway use Change the oil filter when fluid or lubricant is changed Factory flit initial drain First 30 hours Every 40 hours Every 500 hours Every 1 000 hours 26 Recommended Lubricants Fahrenheit Celsius Ambient Temperature Eaton Roadranger CD50 Transmission Fluid Heavy Duty Engine Oil MIL L 2104B C or D or API SF or Api CD Previous API designations acceptable Above 10 F 12 C Above 10 F 12 C Below 10 F 12 C Mineral Gear Oil with rust and oxidation inhibitor API GL 1 Above 10 F 12 C Below 10 F 129C The use of mild EP gear oil or multi purpose gear oil is not recommended but if these gear oils are used be sure to adhere to the following limitations Do not use mild EP gear oil or multi purpose gear oil when operating temperatures are above 230 F 110 C Many of these gear oils particularly 85W140 break down above 230 F and coat seals bearings and gears with deposits that may cause premature failures If these deposits are observed especially a coating on seal areas causing oil leakage change to Eaton Roadranger C
36. lly the gear at the rear of the auxiliary is used Cut 7300H 11 86 1 Mainshaft Gear Mark any two adjacent teeth on the mainshaft gear then mark the two adjacent teeth directly opposite 2 Countershaft Drive Gears Mark on each drive gear the gear tooth which is directly over the key way This tooth is stamped with an O for identifica tion 2 Countershaft Gears On each countershaft asssembly mark the gear tooth which is stamped with O Note Refer to the appropriate service manual for more detailed timing instructions for the Fuller twin countershaft transmission being assembled COMMON TRANSMISSION COMPLAINTS Vibration Although the effects of vibration will show up in the transmission vibration usually originates somewhere else in the drive train Vibration can usually be felt or heard by the driver however in some cases trans mission damage caused by vibration will occur without the driver s knowledge Refer to the Torsional Vibra tion section for the causes and cures of vibration problems Some of the problems found in the transmission due to drive train vibration are 1 Gear rattle at idle See Shafts section Broken synchronizer pins 6 Broken or loose synchronizer pins 7 Continuous loosening of capscrews brackets and mountings Fretted splines Gear and shaft splines fretted Noise See Noise this section Fretted bearings See Bea
37. mage will be done to the clutching teeth of the mating gears Hard Shifting The effort required to move a gear shift lever from one gear position to another varies If too great an effort is required it will be a constant cause of complaint from the driver Most complaints are with remote type linkages used in cab over engine vehicles Before checking the transmis sion for hard shifting the remote linkage should be inspected Linkage problems stem from worn connec tions or bushings binding improper adjustment lack of lubrication on the joints or an obstruction which re stricts free movement To determine if the transmission itself is the cause of hard shifting remove the shift lever or linkage from the top of the transmission Then move the shift blocks into each gear position using a prybar or screwdriver If the yoke bars slide easily the trouble is with the linkage assembly If the trouble is in the transmission it will generally be caused by one of the following 1 Splines of sliding clutch gear binding on mainshaft as a result of a twisted mainshaft key bent shift yoke or bowed mainshaft key COMMON TRANSMISSION COMPLAINTS con t Hard Shifting con t 2 Yoke bars binding in the bar housing as a result of cracked housing overtorqued shift block lock screw sprung yoke bar or swelled areas of the yoke bar If hard shifting occurs only in first and reverse the shift block detent plunger movement may be
38. mission in neutral set the parking brakes and disengage the clutch Before working on a vehicle place the transmission in neutral set the parking brakes and block the wheels Before towing the vehicle place the transmission in neutral and lift the rear wheels off the ground or disconnect the driveline to avoid damage to the transmission during towing Cut 8007K 1 88 TABLE OF CONTENTS BOR WARD Meta etd ieee Ts 1 POWER FLOW ERU 2 Pee 4 COMMON TRANSMISSION COMPLAINTS 5 qaqaqa kaq aqa aY a laqaq ka 10 13 TRANSMISSION ALIGNMENT 00 pe ertt ro p tds 16 DRIVELINE ANGULARITY 18 PREVENTIVE MAINTENANCE dead asa 22 LUBRICATION 3222222 25252206222820 20002 ta Rs Edd HHRMAHAHRRRRRRREEE ERR 26 TORQUE RECOMMENDATIONS 444 4d ud d oy y ev xac VE EX QUE EGG EE HE EAGLE UE 28 TROUBLESHOOTER S GUIDELINE CHART EE E ERE RE T ESSET 30 CONVERSION TABLES RR REX ERIS 32 TOWING OR COASTING ou dd A aqa kaspas 33 FOREWORD The purpose of this public
39. ng to start with brakes locked Transmission used for application it was not de signed to withstand Twisted mainshaft 6 Bumping into dock when backing Loads not severe enough to cause shaft fractures may Improper mounting of adjustable 5th wheel Fractured mainshaft As with gear teeth shafts may fracture as a result of fatigue or impact BEARINGS Fatigue Lubrication Bearing race flaking Bearing fatigue is characterized by flaking or spalling of the bearing race Spalling is the granular weakening of the bearing steel which causes it to flake away from the race Because of their rough surfaces spalled bearings will run noisy and produce vibration Normal fatigue failure occurs when a bearing lives out its life expectancy under normal loads and operating conditions This type of failure is expected and is a re sult of metal breakdown due to the continual application of speed and load I i Ball path pattern caused by out of round squeeze Premature fatigue failure may occur in transmissions when the bearing bore is undersized or out of round due to poor quality resleeving Extreme care should be taken when reboring the housing Boring the housing off center will result in misalignment of the shafts Al ways use precision equipment such as a jig boring machine Never prick punch the bearing bores to tighten the fit Burnt and spalled bearing 133 Bearin
40. oap stone mark high and low points of indicator as it is being rotated 12 12 8 20 TOTAL RUNOUT Cut 8195B 11 86 The total runout will be the difference between the high est plus and minus readings SAE maximum total runout for flywheel housing pilot is 008 with No 1 and No 2 SAE housings Cut 8195C 11 86 Dial indicate the face of engine flywheel housing With dial indicator secured to flywheel move tapered point to contact face of flywheel housing Mark high and low points in the same manner as in previous step SAE maximum total runout for the fly wheel housing face is 008 with SAE No 1 and No 2 housings NOTE Mark the high and low runout read ings in clock positions if it is necessary to reposition the flywheel housing Flywheel Face Cut 8195D 11 86 Dial indicate the flywheel face Secure dial indicator to engine flywheel housing near the outer edge Turn fly wheel to obtain readings Maximum allowed is 001 runout or face wobble per inch of flywheel radius For example if vehicle has a 14 clutch and readings are taken just off the outer edge of the clutch disc wear maximum tolerence would be 007 TRANSMISSION ALIGNMENT con t Flywheel Pilot Bore Cut 8195E 11 86 Dial indicate pilot bearing bore of flywheel With indi cator secured to flywheel housing move gauge finger to contact pilot bearing bore surface Turn flywheel and obtain readings SAE maximum total run out
41. oil is not doing its job or if the oil level is ignored all the maintenance procedures in the world are not going to keep the transmission running or assure long transmission life Eaton Fuller Transmissions are designed so that the in ternal parts operate in a bath of oil circulated by the motion of gears and shafts Thus all parts will be amply lubricated if these procedures are closely followed 1 Maintain oil level Inspect regulary 2 Chang oil regularly 3 Use the correct grade and type of oil 4 Buy from a reputable dealer Lubrication Change and Inspection Eaton Roadranger CD50 Transmission Fluid HIGHWAY USE Heavy Duty and Mid Range First 3 000 to 5 000 miles 4827 to 8045 Km Every 10 000 miles Check fluid level 16090 Km Check for leaks Heavy Duty Highway Change Interval Every 250 000 mites Change transmission 402336 km fluid Mid Range Highway Change Interval Every 100 000 miles 160 000 Km Change transmission or every 3 years whichever occurs first fluid OFF HIGHWAY USE Factory fill initial drain Inspect fluid level Check for leaks Change transmission fluid where severe dirt conditions exist Change transmission fluid Normal off highway use Heavy Duty Engine Lubricant or Mineral Gear Lubricant HIGHWAY USE First 3 000 to 5 000 miles Factory fill 4827 to 8045 Km initial drain Every 10 000 miles Inspect lubricant level 16090 Km Check for teaks Every 50 000 mi
42. pints pt 1 liters 1 06 quarts qt 1 liters 0 46 gallons gal m cubic meters 35 cubic feet ft m cubic meters 1 3 cubic yards yd TEMPERATURE exact C Celsius 9 5 then Fahrenheit F temperature add 32 temperature F 32 98 6 212 40 0 40 80 120 160 200 Ett 1 L L ey LI T T T T T T T I T T 40 20 20 40 60 80 C 0 37 100 TOWING OR COASTING Cut 8962D 2 89 Cut 8962C 2 89 Fuller transmissions require rotation of the front sec tion countershaft and mainshaft gears to provide adequate lubrication These gears do not rotate when the vehicle is towed with the rear wheels on the ground and the drive train connected The main shaft however is driven at a high rate of speed by the rear wheels The friction between the mainshaft splined washers due to the lack of lubrication and the extreme difference in ro tational speeds will severely damage the transmission Coasting with the transmission in neutral will produce the same damage To prevent this kind of damage Never coast with the transmission in neutral Never coast with the clutch depressed When towing pull the axle shafts or disconnet the drive line or tow with the drive wheels off the ground 33 NOTES 34 Copyright and Dana Corporation 2007 EATON AND DANA CORPORA hereby grants its customer s vendor s or distributor s permission to freely copy reproduce and or distribute this document in p
43. problems can be traced directly to poor maintenance Daily Air Tanks Bleed air tanks to remove water or oil Oil Leaks Check around bearing covers PTO covers and other machined surfaces Also check for oil leakage on the ground before starting truck in the morning Following is an inspection schedule that may be helpful in setting up a PM program This schedule is not all inclusive as inspection intervals will vary depending upon operating conditions Every 10 000 Miles Check Oil Level PROPER OIL LEVEL Cut 8192 10 85 PREVENTIVE MAINTENANCE con t Every 20 000 Miles Air System and Connections Check for leaks worn hoses and air lines loose con nections and loose capscrews Clutch Housing Mounting Cut 8195M 11 86 Check all capscrews in bolt circle of clutch housing for looseness Lubricated Pedal Shafts Cut 8195N 11 86 23 Check Remote Control Linkage Cut 8725 11 86 Check linkage U joints for wear Check for binding Lubricate U joints Check connections for tightness Check for bushing wear Cut 8725 11 86 Check and clean or replace air filter element Universal Joint Companion Flange Cut 8580H 11 86 Check for proper torque 450 to 500 Ibs ft on twin coun tershaft models PREVENTIVE MAINTENANCE con t Every 20 000 Miles con t Output Shaft Pry upward against output shaft to check radial clear ance in mainshaft rear bearing Check splin
44. ring section Or Repeated rear seal leakage Input spline wear 8 Worn shaft spline wear 9 Worn universal joints Not a transmission symp tom but an indicator of vibration COMMON TRANSMISSION COMPLAINTS con t Common causes of vibration 1 Driveline imbalance or misalignment See Trans mission Alignment section 2 Unbalanced wheels or brake drums 3 Rough running engine 4 Broken or worn engine mounts 5 Worn Suspension Gear Slipout and Jumpout Front Section When a sliding clutch is moved to engage with a mainshaft gear the mating teeth must be parallel Ta pered or worn clutching teeth will try to walk apart as the gears rotate Under the right conditions slipout will result Some of these conditions are 1 Transmission mounted eccentrically with engine flywheel pilot 2 Excessive gear clashing which shortens clutch ing teeth Snubbed clutching teeth 3 Gear clutching teeth wearing to a taper Detent Cut 7233A 11 86 4 Insufficient pressure on detent ball from weak or broken detent spring Worn yoke bar 5 Excessive wear on detent notch of yoke bar 6 Incorrect adjustment of remote shift control link age resulting in partial engagement Also check for loose connections and worn bushings Slipout will generally occur when pulling with full power or decelerating with the load pushing Jumpout will occur when a force sufficient to overcom
45. rinted 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 Roadranger E T N 20 07 Eaton Corporation All rights reserved Printed in USA National Institute for SERVICE EXCELLENCE For spec ing or service assistance call 1 800 826 HELP 4357 24 hours a day 7 days a week Mexico 001 800 826 4357 for more time on the road Or visit our web site at www roadr anger com Eaton Corporation Roadranger Eaton Dana and other trusted partners providing the best products and services in the industry ensuring more time on the road Truck Components Operations Box 4013 Kalamaz oo 49003 U S A www roadranger
46. tached to drive line 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 One set of gears must be timed in the front section and one set the auxiliary section Timing consists of marking the proper teeth before installation and meshing the marked teeth during assembly The following is step by step proce dure for timing Front Section 2 p Drive gear teeth correctly Countershaft gear teeth marked for timing meshed with drive gear teeth for correct timing Cut 7300G 11 86 Cut 7300F 11 86 1 Main Drive Gear Mark any two adjacent teeth on 3 Meshing Countershaft Gears and Main Drive Gear the drive gear then mark the two adjacent teeth Install the drive gear assembly Mesh the marked which are directly opposite the first set marked left countershaft gear tooth between the two There must be an equal number of teeth between marked teeth on the drive gear Repeat the proce the markings on each side of the gear dure with right countershaft Tooth on Countershaft di rectly over Keyway marked D for timing Auxiliary Section The gear set which is marked for timing in the auxiliary section varies depending on the model Usua
47. tures above 250 F increase the lubricant s rate of oxidation and shorten its effective life When the average operat ing temperature is above 250 F the transmission may require more frequent oil changes or external cooling The following conditions in any combination can cause operating temperatures of over 250 F 1 operating con sistently at slow speeds 2 high ambient temperatures 3 restricted air flow around transmission 4 exhaust system too close to transmission 5 high horsepower overdrive operation External oil coolers are available to reduce operating temperatures when the above conditions are encoun tered Transmission Oil Coolers are Recommended With engines of 350 H P and above with over drive transmissions Required With engines 399 H P and above with overdrive transmissions and GCW s over 90 000 Ibs With engines 399 H P and above and 1400 Lbs Ft or greater torque With engines 450 H P and above With ED or Multipurpose Gear Oil Mild EP gear oil and multipurpose gear oil are not recommended when lubricant operating temperatures are above 230 F 110 C In addition transmission oil coolers are not recommended with these gear oils since the oil cooler materials may be attacked by these gear oils The lower temperature limit and oil cooler re striction with these gear oils generally limit their success to milder applications 27 Proper Lubrication Levels as Related to Tr
48. uce snubbing and clashing 3 Inertial Force Countershafts and mainshaft gears usually take from 3 to 5 seconds to stop rotating after the clutch has been disengaged Attempting to mesh a clutch gear with a mainshaft gear before the mainshaft gear stops will result in clashing If the transmission is not equipped with a clutch brake or countershaft brake it is necessary to pause a few seconds after depressing the clutch pedal before at tempting initial engagement of the transmission Gear Failures All gear teeth wear because of the sliding action which takes place as mating teeth mesh Normal wear is a constant and slow wearing of the tooth surface Transmission gear tooth life can be shortened by various adverse conditions These conditions and the failures resulting from them are discussed in the Fuller booklet entitled Understanding Spur Gear Life form no 186 GEARS AND SHAFTS con t Manufacturing Marks Sometimes gears are replaced or thought to be defec tive because of marks left on the gear by manufacturing processes These blemishes however do not contrib ute to gear failure and the gear should not be replaced because of these marks 1 Hob Marks These are cutting marks or lines formed during the initial cutting of the gear teeth Hob marks on the tooth face will be removed by the shaving process but hob marks in the root of the tooth will most likely remain and may be found even on gears with much wear
49. ws or other markings pointing to each other will re sult in the drive line universal joints being out of phase In other words the transmission universal joint may be turned one spline or more to the right or left of being aligned with the universal joint at opposite end of the drive line NOTE Some com puter designed drive lines are purposely built with U joints out of phase Check manufacturers speci fications for proper setting Also check closely to make certain no twist has occured to the tubing causing these two joints to be out of phase Make sure the slip joint works freely and is not bound or seized Slip joints must absorb axle housing move ments 3 Unbalanced drive lines can cause vibration that occurs throughout the speed range of vehicle and varies in intensity with change of speed The drive line may be at fault in respect to balance and con centricity A quick field check to determine drive line balance can be made by securing a small piece of metal or similar weight with a hose DRIVELINE ANGULARITY con t Preliminary Checks clamp to the front of the tube where the splined shaft is welded Road test the vehicle and continue to move the weight around tube until balance point is found and vi bration disappears or is minimized Drive lines are dynamically balanced to their intended rotational velocity and not to infinite speeds Thus vi bration can be expected when this rotational velocity is
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