SERVICE MANUAL.v3
Contents
1. 24 Disassembly ettet el tel t en ettet sve tete Deere ol te tee Me tM M 27 Section VIII Countershaft Disassembly amp 31 Section IX Cleaning amp Inspection Procedures 32 Section X Main Case Reassemlbly t eei ae vad eeu a el game a aan ue Vua adiu a e aee 33 Section XI Range Case 37 Section XII Shift Lever 41 Section XIII Troubleshooting et 42 SAFETY FIRST Carefully read this service manual before beginning any work on your Spicer transmission Throughout this literature you will see symbols that warn of potential physical danger or product damage if the accompanying instructions aren t followed Here are the symbols and their meanings This symbol indicates a potentially hazard ous situation If the instructions aren t followed the result could be death or serious injury This symbol indicates that you must do something in order for the transmission to function properly For example you must use only one gasket underneath the shift tower If itis eliminated or more than one gasket is used binding can occur This would prevent proper shifting of the transmission and could damag2. GROUND SUPPLY 12V DC M2 NS 140 6002 907 NEUTRAL SWITCHES CONNECTORS DEUS SECTION SPLITTER PISTON HOUSING A NUTS O RINGS i SPLITTER PISTON 75 gt 7 h 9 BOLT Iu Va 1 a VC P RANGE PISTON 52 BEARING CAP HOUSING 7 202 o gt SWITCH 3 i RANGE PISTON 5 Ji LM FITTING OUTPUT BEARING ae 8 REAR SEAL SA X NUT CQ 1 W _ BRACKET ORINGS Md BEARING B s CLAMP REAR CASE 777 G SPLITTER ROD FILTER REGULATOR BOLT RANGE ROD 4 Y RANGE FORK SPLITTER FORK 15 RANGE CASE _ pisassemply CLUTCH DRIVE GEAR PR SOET f SYNCHRONIZER CONE THRUST icu RANGE CS ER RAET oe SPRING RANGE SY NCHRONIZER RANGE SY NCHRONIZER RANGE SYNCHRONIZER 17 4 Remove three gear position switches and back up light switch 2 A 3 lt 2 2 2 o o EI 3 o o o 2 o A 3 lt 2 v o n 2 o 3 Remove all air lines and necessary fittings 6 Remove interlock retaining bolts plate
3. housing It may be helpful to place 2 bolts in the threaded bearing cap holes Tightening the bolts will draw the bearing cap from the housing Tap the input shaft out of the bearing cap To disassemble the input shaft assembly remove the snap ring press the bear ing off the shaft 31 SECTION VII COUNTERSHAFT DISASSEMBLY amp REASSEMBLY 1 This view of the countershaft shows the direction of the gears The gears are secured with three keys with the exception of reverse This gear is part of the shaft All gears can be pressed off one at a time towards the front of the countershaft 32 SECTION VIII 2 If a straight edge is placed between the teeth painted here to show the timing marks every gear on the countershaft will be in line CLEANING amp INSPECTION PROCEDURES Cleaning Prior to reassembly wash all parts thoroughly Use a petroleum based solvent Refer to A the solvent manufacturer s saftey precautions to prevent personal injury or transmission damage Do not use water or steam to clean internal components If you do it could cause corrosion of these components A Do not use gasoline to clean parts Gasoline can explode causing serious physical injury Dry the parts immediately with compressed air Coat them with lubricant if they are to be reassembled immediately If the parts are to be stored coat them with a rust inhibitor and wrap them to keep contamination out Inspect parts tho
4. When you want to shift depress the clutch and move the lever to neutral Engage the clutch and allow the engine RPM to drop so engine speed and drive line speed match Depress the clutch and move the lever into gear Engage the clutch and accelerate as conditions permit Downshifting Downshifting is the reverse of upshift ing As the engine approaches the shift point start the downshift approximately 50 100 RPM above the shift point depress the clutch and move the lever to neutral Engage the clutch and raise the engine RPM until the engine and drive line speeds are equal normally governed speed Depress the clutch then shift into the next low gear Engage the clutch Skip Shifting Experienced drivers sometimes want to skip some of the ratios This is acceptable However you should do this only when operating conditions allow Your speed the load and the road type and condition should be considered SECTION I Reminders Double clutch when shifting This will help components match speed better during shifts and will help ensure proper engagement Downshift through all gear speeds when you are slowing down Chassis and trailer brake life can be increased by doing this Do not force the shift since this can cause damage to clutch collars and clutching teeth Use steady force on the shift lever to complete shifts Do not coast in neutral The vehicle could lose RPMs during coasting and you may not be able to shift b
5. and interlock note it is not necessary to mark lines for reassembly since a schematic is provided on page 7 18 9 Using a chain hoist carefully place the transmission on a workbench that has a hole to accommodate the input shaft 8 Remove two clutch housing bolts from the inside of the bell housing before placing the transmission on end 10 Remove the rear bearing retainer and speedometer gear 19 n SECTION V 11 Remove air filter regulator bracket range and splitter 14 Remove the range and splitter piston retaining nuts valves and pistons 12 Remove the rear countershaft bearing retainer shims 15 all the range case bolts then thread two of the case bolts into the threaded holes provide and draw tight to split the range case from the main case 13 Remove the range and splitter piston housings 16 Using a chain hoist lift the range case from the unit 20 SECTION V 18 Use an 1 2 socket to remove the synchronizer ring 21 Using a plastic mallet remove output shaft from range case assembly REPLACE HAMMER 19 Using a puller remove the high range gear and 22 Using a press remove inner output bearing and low synchronizer range gear from output shaft 21 SECTION VII NUT PLUG SPRING BALL gt BOLT PIVOT COVER FILLPLUG WASHER NG lt BEARING CUP PLUG 09 BEARING CUP ROLL PIN Sie OS o NS ho e J E
6. engine Allow it to build to maximum air pressure Starting in 1 Gear 2 a With the clutch pedal fully depressed to engage the clutch brake see Clutch Brake b Position the range and splitter selector to low Move the gear shift lever into 1 gear position sPLITTER Fig 2 SELECTOR 3 a Release the trucks parking brakes and trailer parking brakes where applicable b Release the clutch pedal gradually to full position c Depress the throttle to start the vehicle moving 4 Normal shift sequence is shown in the shift pattern Figure 1 When the lever is moved use normal double clutch techniques When a shift is desired depress the clutch pedal and move the lever to neutral Engage the clutch allowing the engine to SECTION I drop so engine and drive line speeds are matched Depress the clutch pedal and move the lever into gear Engage the clutch and accelerate as conditions permit 5 On splitter shifts do not move the lever from its position With torque on the drive line merely push the splitter selector and use a single clutch application just enough to break torque To let the engine speed drop Engage the clutch and apply the throttle 6 When the shift requires both splitter and lever position change select the splitter just as the shift lever enters neutral Complete a normal double clutch operation The air shift will be completed automatically as the lever is moved to the next gear po
7. exist a If the bearing fit is tight on the shaft usually the bearings will brinell as they must absorb the pounding force b If the bearing fit is loose the shaft will keep moving inward until it is stopped by the internal parts These conditions must be prevented Power Take Offs Refer to your owner s manual installation procedures and safety precautions when installing any PTO on your transmission Push sleeve over end of shaft Install bearing cap assembly after red sleeve is in place Install seal dry Seal must be installed so that Hydrodynamic lip faces toward inside of transmission Remove seal cardboard shipping tube or plastic installation sleeve just prior to installing bearing cap assembly to transmission 12 SHIFT LEVER psassemply SON Shift Lever Disassembly 1 Cut the tie down straps and lift the boot off the lever Shift Pattern Insert 2 Holding the lever in a vise remove the tower snap amp Nut ring Wash 3 Pull the lever the upper and lower plastic sockets E d the t i ings f the t and the two opposing springs from the tower EUSEB Castellated Nut Upper Lever Pin Upper Lever Isolator Assembly Snap Ring Upper Socket Lower Socket Opposing Disk Springs Tower Gasket Breather 13 002040307 SOLENOIDS CONNECTORS SHIFT KNOB 443514862 S1 82 S3 SPLICE 2
8. ATIONS Gear Ratio Step Ratio Coverage st ame me 10 40 pi 4 8 66 Aaa Input Shaft 5 7 32 20 End Yoke 21 Clutch Housing 5 05 20 8 4 21 Clutch 9 3 54 20 Oil Capacity 2 95 19 Speedometer 11 2 47 20 121 2 06 18 Openings 137 1 74 20 PTO Drive Gears 14 1 45 21 157 1 20 20 16 1 00 19 17 0 84 20 18 0 70 Rev 1 15 64 Rev 2 13 03 Rev 3 3 72 Rev 4 3 10 PSD PRO SHIFT gt DOUBLE PSDO1065 18A O 205 18 S PSDO1085 18A NUMBER OF GEARS OVERDRIVE TORQUE CAPACITY SECTION I RATIO GROUP PSDO205 18A 21 3 1 95 cm 365 kg 50 8 mm x 10 Spline SPL 250 1810 1710 SAE 1 Spicer 15 5 13 9 litres Electronic 8 bolt left amp 6 bolt rightside Both sides 52 teeth 6 pitch gear Both gears turn at 57 or 70 of engine speed SHIFT PATTERN GENERA erecTInNI TORQUE SPECIFICATIONS FOR NUTS AND CAP SCREWS Part Name Nominal Wrench Torque ft 155 Thread Size Dia Non Locking Type Locking Type Bonded Nylon Patch Inches mm Cap Screw or Nut PTO Aperture Cover Cap Screws Cap Screw 10 15 16 Cap Screw with Gasket 97 324 2 Cap Screw with Gasket 22P22 GENERAL INFORMATION How to shift the Spicer PRO Shift 18 Speed Transmission Fig 1 Starting vehicle from a stop 1 a With the gear shift lever in neutral a b Clutch pedal depressed c And brakes set d Start the
9. CREW 6 4 4 SHIFT FORK 2 3 SHIFT BRACKET 4 5 m g j SHIFT ROD 4 5 zz E gt amp GRUB SCREW GRUB SCREW THRUST BRACKET 4 5 27 1 bolts joining the main case to the clutch 3 Use a slide hammer with a 3 8 16 thread adapter to housing After removing all the bolts thread two of the remove the reverse idler shaft case bolts into the threaded holes provided in the main case and draw tight to split the main case from the clutch housing 4 Remove the reverse idler gear caged needle bearing and spacer clutch housing Be extremely careful not to catch the case on the shift fork rods and the oil spry tube as you remove the main case 1 2 Using a chain hoist lift the main case from 28 A 7 Place countershaft and mainshaft assembly into countershaft mainshaft assembly fixture A 5 Install an A frame lifting fixture and use a chain hoist to remove the shaft assembly 8 Remove the lifting tool and slide the countershafts apart 6 Remove shift fork and rail assembly 9 Remove tapered bearing thrust washer and reverse gear 29 12 Remove 2 gear 2 9 34 gear clutch collar and 39 15 Remove 3 retaining bolts from OPTI LUBE pump gear 30 MAIN CASE DISASSEMBLY 16 Remove OPTI LUBE distribution tube 17 To remove the input shaft and bearing cap remove the four cap retaining bolts Pull the shaft from the
10. MIL L 2104D or MIL 46152B API SF CD PURE MINERAL OILS FOR GEAR TYPES R and O Contains corrosion and oxidation inhibitors API GLI CD SAE 50 SAE 90 10 SECTION Oil Changes Depending on the oil used and the vehicle application many factors will influence oil change periods Please contact your lubricant supplier for the replacement intervals or contact your local Spicer agent Refilling First remove all dirt around the filler plug Then refill the transmission with new oil Use the grade recom mended for the existing season and prevailing ser vice The lubricant should be level with the oil fill plug located on the right side of the transmission case Overfilling CAUTION Do not overfill the transmission This usually results in oil breakdown due to excessive heat and aeration from the churning action of the gears Early breakdown of the oil will result in heavy varnish and sludge deposits that plug up oil ports and build up on splines and bearings GENERAL DISASSEMBLY Important Procedure To locate and correct transmission troubles a systematic procedure should be followed Road test whenever possible Mechanics usually get seconded or third hand reports of trouble experienced with the unit These reports do not always accurately describe the actual conditions Sometimes symptoms seem to indicate trouble in the transmission while actually the problem is the axle driveshaft universal joints e
11. SPICER Bulletin No SPSDO165 18 April 2004 TRANSMISSIONS PRO SHIFT 18 Speed TRANSMISSION MODELS PSDO165 18 PSDO185 18 Service Manual PSDO205 18 PRO SHIFT 18 Speed Transmission TABLE OF CONTENTS Section General Information Q 3 Torque Specifications d Her ar e iet tad 4 priver 5 Section Maintenance e 7 Filter Regulator souin neti eh eed atre dati eee eee ey 8 LUBrIGALION xe MD 9 Section ll General Disassembly 555 21 5 ec eres ce cuneo adececeecetececeesscnngcn 10 Section IV Shift Lever eene eene nennen tnnt tnnt nnn 12 section V Electrical Harness 13 Section VI Range Case Disassembly Case Exploded Drawing e et bet b d reti tdi to uec e Es 14 Gears Exploded Drawing Rem Ree e cti redde tienes 15 Disassembly et ER 17 Section VII Main Case Disassembly Main Gase Exploded Drawing E e n edet 22 Clutch Housing Exploded 23 Main Case Gears Exploded
12. ack into the proper gear Do not downshift at road speeds that are too fast This could prevent proper gear engage ment and could damage clutching teeth Do not tow vehicles without first pulling the axles or disconnecting the driveshaft If you tow the vehicle without doing this you can damage drive train components because the system lubrication is inadequate when the vehicle is towed S SECTION Il MAINTENANCE AIR LINE PIPING DIAGRAM MAINTENANCE SECTION Filter Regulator The 18 speed uses a filter regulator preset at 50 55 Ibs 7 Use only petroleum based solvents to clean parts Other types of solvents could damage filter components and affect proper operation 7 Blow air through the filter inside outside to dislodge surface contami nants Otherwise these contaminants could affect proper filter operation and lead to equipment damage Do not disassemble the regulator section 9 It is not field repairable If it is damaged replace it 1 Clean or replace the filter element 7 every 6 12 months or whenever slow shifting is encountered The element should be replaced after three cleanings If regulator malfunction is indicated replace the entire unit 2 To service the filter section shut off the air pressure Unscrew the bowl 1 and remove the O ring 2 Unscrew the stud 4 Remove the louver 5 upper gasket 6 element 7 and lower gasket 8 fro
13. ating clutch will interfere with the proper shifting of gears in any transmission It is also important that the hydraulic air or similar release mechanism is in proper working order If full and complete clutch release is being made the following could be a few of the possible causes of hard shifting complaints a No lubricant in remote control unit Note The forward remote is isolated and is often overlooked Many remote controls used on transmissions and auxiliaries require separate lubrication No lubrication in or grease fittings on u joints or swivels of remote controls c Lack of lubricant or wrong lubricant used causing build up of sticky varnish and sludge deposits on splines of shaft and gears d Badly worn or bent shift forks e Improper adjustment on shifter linkage f Sliding clutch gears tight on splines of shaft 9 Clutch teeth burred over chipped or badly mutilated because of improper shifting h Binding or interference of shift lever with other objects or rods inside the cab of near the remote control i Clutch dragging Free running gears seized or galled on either the thrust face or diameters Sticking in Gear a Clutch not releasing Also check remote units such as hydraulic or air assist Note on some units employing a full air control for clutch release air pressure of approximately 60 lbs or more must be secured before the clutch can be released Do not leave these vehicle
14. d T J PIVOT BEARING A 4 BEARINGCUP BOLT PIVOT PLATE BOLT m COVER PTO8 ET DOWELL PIN Q FILL PLUG PLUG 7 MAIN CASE BOLT 23 in PIVOT COVER BUSHING O RING E PIN CUP j gt y a7 DISCHARGE TUBE 4 7 GEAR PUMP S FITTING uP SHAFT E 4 gl s DOWEL ROLL PIN UE DASE PIN gt A TA 4 CERAMIC T 4 UP TUBE ds A ae 4 s SNAP RING E PUMP BODY CUE PUMP GEAR QU BUSHING CLUTCH HOUSING F ar f BOLTS 7 SHAFT SEAL FORK n a a 2 BOLT E Tn E 9 WASHER BOLT J Q F S goi SHAFT SEAL RETAINER CLUTCH BRAKE INSPECTION COVER 24 THRUST RING x C S 4TH GEAR Wes E ME 5 SPACER gt THRUST RING THRUST RING REV IDLER BOLT SPACER a BEARING SHAFT Iw C S 5 GEAR 25 SPIRAL RING SPLITTER CLUTCH RING 31 os THRUST WASHER AL a CHE um ji ar SPIRAL RING 26 SHIFT ROD 1 REV SHIFT FORK 1 REV GRUB SCREW GRUB SCREW gt a ACA BEARING SHIFT FORK 4 5 gt BA SHIFT BRACKET 1 REV 1 SHIFT ROD 2 3 GRUB S
15. e the unit This symbol indicates that you must NOT do something in order to avoid damaging the transmission For example you must not use sealant underneath the shift tower Using sealant underneath the tower will prevent proper interlock functioning and could damage the unit Be sure you understand all procedures and instruc tions in this manual before you begin working on your Spicer Transmission If you have any questions contact your Spicer Transmission representative P b bb General Safety Precautions Use a hoist whenever lifting the transmission or shaft assemblies Using a hoist can help prevent muscle strain or other possible injuries Always wear safety glasses when working on the transmissions to help prevent possible eye injury due to small parts such as snap rings or metal chips that may fly up unexpectedly during a tear down or rebuild Be careful when picking up gears or other sharp components If you aren t careful you could cut your hands Consider wearing heavy cloth gloves or covering sharp objects with shop towels before picking them up When draining the transmission prior to working on it be careful to let the unit cool down first Otherwise hot transmis sion fluid could cause burns The information in this service manual was current at the time of publication This information is subject to change at any time without notice 3 GENERAL INFORMATION GEAR RATIOS SPECIFIC
16. erfect pulveriser The rolling motion tends to entrap and hold the abrasives As the balls and raceways wear the bearings become noisy The lapping action tends to increase rapidly as the fine steel from the balls and rollway adds to the lapping material Hard coarse material such as metal chips may enter the bearings during assembly from tools such as hammers drifts and power chisels It may also be created within the unit during service from raking teeth These chips produce small indentations in ball and races When these hard particles jam between the balls and races it may cause the inner race to turn on the shaft or the outer race to turn in the housing TROUBLESHOOTING Fatigue All bearings are subject to fatigue and must be replaced eventually Your own operating experience will dictate mileage replacement of bearings showing only normal wear Corrosion Water acid and corrosive materials formed by deterio ration of lubricant will produce a reddish brown coating and small etched holes over outer and ex posed surfaces of the race Corrosive oxides also act as lapping agents Shaft Fits Bearing fits on rotating shafts are usually specified as tight Excessive looseness even 001 under a load produces a creeping or slipping of the inner race on the rotating shaft The result is that the surface metal of the shafts scrub or wear off The force caus ing the inner race to rotate disappears when the bea
17. ion is blamed for the problem Note whether the unit walks out of gear under drive while pulling a load or on a coast load Also notice whether the gear hop occurs on smooth roads or only on rough roads Items that would prevent full engagement of gears are a Improperly positioned forward remote control which limits full travel forward and backward from the remote neutral position b Improper length shift rails or linkage that limits travel of forward remote from neutral position c Loose bell cranks sloppy ball and socket joints d Shift rails cables etc too spongy or flexible or not secured properly at both ends e Worn or loose engine mounts if forward unit is mounted to frame f Forward remote mount too flimsy or loose on the frame g Set screws loose at remote control joints on shift forks inside remote h Shift fork pads or grove sliding gear or collar worn excessively i Transmission and engine out of alignment either vertically or horizontally A few items which could move the gear or shaft out of proper position particularly on rough roads are a Use of heavy shift level extensions b Broken shift rail poppet springs c Worn shift rail poppet notches d Bent or sprung shift rails Excessive end play in drive gear or countershaft caused by worn bearings or retainers f Worn or missing thrust rings TROUBLESHOOTING Hard Shifting An improperly oper
18. lbs 36 REASSEMBLY SECTION X 17 Measure front countershaft end play by prying the countershaft up and down with a large screwdriver thru the PTO opening End play should be 001 008 Adjust end play by adding or subtracting shims under the rear countershaft 37 1 Install range countershafts and high range gear 4 Install output shaft assembly into range case assembly making sure to align the timing marks Install inner output bearing spacer and using the proper driver install the outer output bearing Do not heat bearing 2 Install high range synchronizer race clutch gear 5 Using a chain hoist lift the range case and attach to washer and bolt Torque bolt to 380 400 ft 165 main case with case bolts torque to 38 42 ft Ibs 3 Install cage needle bearing low range gear and 6 Install range and splitter pistons and retaining nuts thrust washer Install inner output bearing to the output and torque to 29 45 ft lbs shaft Do not heat bearin 38 Install range and splitter piston housings and bolts 10 Install air filter regulator bracket range and splitter torque to 29 45 ft lbs valves OUTPUT BEARING CAP DISTANCE A The output bearing cap is installed next To shim the output bearing cap measure the distance from the end of the case to the bearing cup A 8 Install range countershaft rear bearing retainers and shims range countershafts must have a 003 007 of end
19. les out of phase at excessive angles m Center bearings in drive line dry not mounted properly n Wheels out of balance 0 Tire treads humming or vibrating at certain speeds p Air leaks on suction side of induction system especially with turbo chargers Mechanics should try to locate and eliminate noise by means other than a transmission removal or an over haul However if the noise appears to be in the transmission try to determine what position the gearshift lever is in when the noise occurs If the noise is evident in only one gear position the problem is generally traceable to the operating gears Next try to categorize the noise into the following classifications SECTION XIII a Growling humming and grinding These noises are caused by worn chipped rough or cracked gears As gears continue to wear the grinding noise will be noticeable particularly in gear position that throws the greatest load on the worn gear A lack of lubricant or use of improper lubricant can also result in growling and grinding noises This is because there is insufficient lubricant to cool and cover the gears which allows metal to metal contact b Hissing thumping and bumping Hissing noises can be caused by bad bearings As bearings wear and retainers start to break up etc the noise could change to a thumping or bumping c Gear whine This is usually caused by lack of backlash between mating gears Improper PTO shimmi
20. m the stud Do not disassemble the regulator section 9 3 After cleaning inspect the parts carefully Replace any damaged parts 4 Reassemble the unit by first installing the element 7 on the stud 4 so that the large end of the internal taper thinnest wall section is toward the hax on the stud Torque the stud to 5 10 Ibs inch 5 Apply a wipe coat of Dow Corning DC7 Silicone Grease or equivalent to the O ring 2 seating surfaces on the regulator 9 and bowl 1 Apply a light even coat of Molykote or equivalent to the bowl threads Torque the bowl to 5 10 165 inch If the drain valve 3 was removed reinstall it and torque it to 10 15 Ibs inch MAINTENANCE Lubrication 7 CAUTION ensure proper lubrication and operating temperatures in this unit the proper lubricants must be used Correct oil levels must be maintained Spicer recommends using only lubricants produced by reputable well known suppli ers If you want to use a lubricant not specified below please contact your local truck dealer to determine whether the lubricant is suitable for your purposes Recommended Lubricants The lubricants listed below are recommended for use in all Spicer mechanical transmissions Viscosity SAE 50 Type HEAVY DUTY MOTOR OIL According to specifications MIL 2104D or MIL I 46152B API SF CD MIL 2104B and C or 46152 are also acceptable SYNTHETIC MOTOR OIL According to specifications
21. ments causing the trouble are not replaced or corrected because the mechanic only inspects and replaces parts that have failed completely All pieces should be carefully examined because broken parts are often just the result not the cause of the problem All parts that are broken or worn and no longer meet specifications should be replaced Also parts that are worn to the extent that they do not have a long service life remaining should be replaced Replacing these parts now will avoid another tear down on the unit in the near future Also at this time make the recommended changes or modifications to bring the transmission up to date and increase the service life of the unit GENERAL DISASSEMBLY Read this section before starting the detailed disassembly procedures Follow procedures closely to ensure proper transmission operation Rebuild Facilities A suitable holding fixture or overhaul stand with a hole for the input shaft is desirable For easier working conditions table height should be 28 30 inches A light chain hoist should be used to handle the mainshaft and counter shafts during removal and reassembly procedures Cleanliness Transmissions should be steam cleaned prior to disassembly Seal all openings before steam cleaning to prevent entry of dirt and water which can damage serviceable parts Dirt is abrasive and will cause premature wear of bearings and other parts Spicer suggests that me chanic
22. ng is the big offender here d Vibration Todays improved highways mean entire powertrains are cruising at higher RPMs These higher speeds mean damage caused by driveline vibration is more obvious than in the past When the maximum RPM of a shaft is reached it begins to bow A resonant hum can be heard and a vibration will be set up This type vibration can cause gear seizures broken synchronizer pins bearing failures brinelling and corrosion During acceleration and deceleration the shaft may pass through half critical vibration half the maximum RPM of the shaft A whine or boom may be heard at this point e Metallic rattles These noises within the transmission usually result from a variety of conditions Engine torsional vibrations are transmitted to the transmission through the clutch In heavy duty equipment clutch discs with vibration dampers are not used so a rattle particularly in neutral is common with diesel equipment In general engine speeds should be 600 RPM or above to eliminate objectionable rattles and vibration during the idle A defective or faulty injector would cause a rough or lower idle speed and possibly a rattle in the transmission A rattle can also be caused by excessive backlash between the PTO input gear and the transmission output gear TROUBLESHOOTING Noise in Neutral Possible Causes a Misalignment of transmission b Worn flywheel pilot bearing c Worn or sc
23. ngine or clutch This is especially true of noise complaints Therefore before removing the transmis sion or related components to locate trouble road test to check the possibility of trouble in other closely associated units Road testing is most effective when the mechanic drives the vehicle However riding with the driver can be informative Check Functioning Prior to Disassembly If a remote control is used a careful check of the remote and connecting linkages and their adjustment must be made The remote unit must be in good working order if the transmission is expected to shift satisfactorily Many times the answer to the trouble is apparent when the unit is inspected prior to disassembly But this evidence is often lost when the parts are sepa rated If possible check the unit prior to disassembly Bear in mind that a careful inspection of the unit should be made as each disassembly step is per formed 11 SECTION Inspect Thoroughly During Disassembly It is poor practice to disassemble a unit or the com plete transmission as quickly as possible without examining the parts The mechanic may completely disassemble a unit and fail to find the cause of the trouble unless he examines the parts After the transmission is disassembled check the lubricant for foreign particles This is a source of trouble often overlooked during the disassembly Repair or Replace Worn Parts Many times the parts or critical adjust
24. ommon problems encountered with clutches a If the clutch slips or does not engage properly first check the internal clutch adjustment If adjustment does not remedy the situation check for weak pressure springs lack of free pedal and worn or oily clutch facings and binding release mechanism If the clutch drags or does not release properly check the internal clutch adjustment Some other causes for clutch drag are an intermediate plate sticking on drive pins or drive lugs the pressure plate not retracing a distorted or warped driven disc worn splines on the main drive gear of the transmission a damaged clutch release bearing or the bushing in the release sleeve dragging on the transmission a damaged clutch release bearing or the bushing in the release sleeve dragging on the transmission drive gear Backup Lights If the backup lights do not function check the follow ing a Continuity of the switch with the ball fully depressed b Electrical plug connection c Wiring PRO SHIFT 18 Speed TRANSMISSION SPICEH TRANSMISSIONS 23382 Commerce Drive Farmington Hills MI 48335 Phone 1 800 401 9866 1 865 329 5090 Fax 1 419 470 8222 tech ttcautomotive com www ttcautomotive com
25. ored countershaft bearings d Sprung or worn countershaft e Excessive backlash in gears f Scuffed gear tooth contact surface g Insufficient lubrication h Use of incorrect grade of lubricant Noise in Gear Possible Causes a Rough chipped or tapered sliding gear teeth b Noisy speedometer gears c Excessive end play of countershaft gears d Refer to conditions listed under Noise in Neutral Cil Leaks Possible Causes a Oil level too high b Wrong lubricant in unit c Seals defective wrong type or omitted from bearing cap d Transmission breather omitted or plugged internally e Cap screws loose omitted or missing from remote control shifter tower bearing caps PTO or covers f Oil drain back openings in bearing caps or case plugged with varnish or dirt g Gaskets shifted or squeezed out of position broken gaskets with pieces still under the shift tower Cracks or holes in castings Loose drain plug Oil leakage from engine Loose speedometer adaptor or connections ASSS lt SECTION XIII Walking or Jumping Out of Gear If the units are walking out of gear it could be caused by a External interference such as the floorboard opening preventing full engagement or b An internal malfunction such as worn clutching teeth allowing the transmission to shift out of position If a remote control is being used make sure it is functioning properly before the transmiss
26. ove install the snap ring uf Shift Knob 4 Seatthe boot properly and secure it with two tie down straps Castellated Nut 5 When the tower is installed onto the transmission housing one single gasket A Upper Lever must be in place under the tower assembly for proper gear selection Failure to use any Pin gasket using more than one gasket under the tower may cause binding and damage to the unit de Upper Lever _ lsolator Assembly Snap Ring Upper Socket Opposing Disk Springs Tower d Gasket Breather 42 TROUBLESHOOTING Noisy Operation Noise is usually a very elusive problem and is gener ally not the fault of the transmission Mechanics should road test the vehicle to determine if the driver s complaint of noise is actually in the transmission In numerous instances where drivers have insisted noise was coming from the transmission investiga tions revealed it was caused by one of the following conditions a Fan out of balance or blades bent b Defective vibration dampers d c Crankshaft out of balance Flywheel out of balance Loose flywheel mounting bolts f Rough engine idle producing rattle in gear train 9 Clutch assembly out of balance h Loose or broken engine mounts e i Power take off engaged Worn universal joints K Driveshaft out of balance I Universal joint ang
27. play DISTANCES BEARING ASSEMBLY RANGE CASE Next measure from the face of the range case to the end of the pilot B Subtract the two figures and shim accordingly You can be within four thousandths of an inch so select the shims that will give you the amount closest to what is required 9 Install rear bearing retainer and shims refer to diagram Install speedometer gear 39 MM SECTION XI 11 Install the speedometer gear and end yoke or flange Torque to 550 600 ft Ibs 14 Install the interlock plate and retaining bolts Torque to 52 92 ft Ibs 12 Using a chain hoist carefully place the A transmission in a horizontal poition on a work bench Install two clutch housing retaining bolts Torque to 78 98 ft Ibs 40 SECTION XI 15 Install the detent balls springs and torque plugs to 18 Install wiring harness and attach to shift solenoids 25 41 ft Ibs 16 Install the three gear position switches and back up 19 Attach wiring harness to gear position switches light switch Torque to 25 41 ft Ibs 17 Install all airlines and fittings see schematic on page 7 41 Shift Tower Assembly 1 Place the two opposing springs and the lower p socket into the shift tower Shift Pattern Insert 2 Place the lever through the tower and support it Pi Nut in a vise Washer 3 Washer 3 Install the upper socket Once the socket clears the gro
28. ring fits properly Installation and Removal of Bearings Improper installation or removal of bearings espe cially hammering the bearing on the shaft with off center blows can result in brinelling Since such damage is seldom visible it does not become known until after failure or complete disassembly The correct drivers preferably under an arbor press and pullers should be used Removing bearings is more difficult than installing them In most cases it is necessary to remove the bearing by pulling on the outer race which can damage the balls or races Therefore it is a good idea to replace bearings during an overhaul to prevent problems However if a bearing is not going to be replaced avoid removal during low mileage rebuilds Interchangeability All ball bearings whether manufactured here or abroad are interchangeable in regard to standardized dimensions tolerances and fits However for a given shaft size there are standard bearings for light medium or heavy duty service SECTION XIII Numbers and symbols stamped on inner and outer races of bearings designate size and type Note that the numbering systems of different bearing manufac turers have not been standardized Consult inter changeable tables and use the proper bearings for replacement parts Clutch Troubleshooting Faulty clutch operation interferes with proper shifting of gears in any transmissions The two following paragraphs describe the most c
29. roughly for wear or damage Parts damaged or worn from previous service must be replaced to insure maximum rebuild life Suggested inspection procedures include the following Inspection Clutch Collars Both the internal and external teeth must have sharp edges Check for chipped or broken teeth or teeth with rounded corners Also examine fork slots for wear Replace collars if any of these conditions exist Gears Examine for broken or cracked operating and clutch ing teeth Also check for any unusual wear patterns If any of the preceding exists replace the gear If a gear is replaced also replace the mating gear SECTION IX Thrust Washers Check for flatness or excessive face wear cracks scoring or signs of heat damage Replace if any of these conditions exists Snap Rings New snap rings are recommended with every rebuild Mainshaft Check for signs of twisting or misalignment Also check for worn or damaged splines Replace the shaft if any of these conditions exists Remote Control Check the shift fingers bushing bores and rods for excessive wear or scuffing Replace springs bearing races boots and seals Clean all reusable parts thoroughly and apply a light coat of grease to the pivot points when reassembling Bearings New bearings are recommended with every rebuild See General Disassembly Bearings for further information Housings Inspect the housing sections for cracks If cracks exi
30. s have a wash tank available to clean parts just prior to reassembly Bearings When a transmission is removed at relatively low mileage bearings should be removed with pullers designed for this purpose Wrap the bearings to keep out dirt Clean inspect and lubricate all bearings just prior to reassembly If accumulated mileage is over 150 000 miles we suggest that all bearings be replaced If bearings are worn or damaged always replace them regardless of mileage Front Bearing Retainer When installing the front bearing retainer and seal in the transmission use the red plastic sleeve to prevent serious damage to the oil seal Failure to use the seal sleeve will void the warranty SECTION End Yokes and Flanges Do not hammer on end yokes and flanges to remove or install them It is not only destructive to the yoke or the flange itself but can also cause serious internal transmission damage Ham mering destroys or mutilates the pilot diameters and warps or bends the flange Hammering on end yokes will close in the bearing bores or misalign yoke lugs This will result in early failures of journal needle bearings Serious damage can be done internally to bearings thrust faces and washers by hammering on external parts In most designs when the yoke flange lock nuts are tightened and secure the internal bearings and gears are in proper location When the yoke flange is driven on the shaft however two conditions can
31. s parked in gear Sliding clutch gears tight on splines Chips wedged between or under splines of shaft and gear d Improper adjustments excessive wear or lost motion in shifter linkage SECTION XIII Bearing Failures The service life of most transmissions main and auxiliary is governed by the life of the bearings The majority of bearing failures can be attributed to vibration and dirt Some other prominent reasons for unit bearing failures are a Fatigue of raceways or balls b Wrong type or grade of lubricant c Lack of lubricant d Broken retainers brinelled races and fretting caused by vibration Bearings set up too tight or too loose Improper installation resulting in brinelled bearings g Improper fit of shafts or bore h Acid etching due to water in lube i Vehicle overload or too large and engine for the transmission resulting in overload e f lt 2 Dirt More than 90 of all ball bearing failures are caused by dirt which is always abrasive Dirt may enter the bearings during assembly of units or may be carried into the bearings by the lubricant while in service Dirt also may enter bearings through seals the breather or even dirty containers used for addition or change of lubricant Softer material such as dirt or dust usually forms abrasive paste or lapping compounds within the bearings The pressure between the balls and race ways makes a p
32. sition 7 The shifting from 10 to 11 gear requires a range change as well as a splitter change The range selector can be preselected while the lever is still in the 5 stick position The range change will only happen in neutral and it is synchronized The splitter change to low and the lever change to the 274 stick position requires the same as described above in point 6 8 WARNING The splitter selector should not be changed without following a breaking of the torque applied to the transmission push in the clutch preselection will wear the splitter parts The range selector can be preselected Downshifing Downshifting is actually just the reverse of upshifting see Double Clutching Downshifting Clutch Brake The clutch brake used with this unit is designed for stopping gear rotations so you can shift into 1 and reverse gears The last one inch of clutch pedal travel activates the clutch brake So on shifts other than 1 or reverse from a stop only depress the clutch pedal enough to release the clutch Depressing the pedal to the floorboard will activate the clutch brake and could cause gear hang up or hard shifting When selecting a starting gear if you have a butt tooth condition gradually release the clutch so the drive gear can rotate to align the gear clutching teeth to complete the shift GENERAL INFORMATION Double Clutching Upshifting The normal double clutching technique is suggested
33. st replace that section of the housing Also inspect the shift bar support bracket for cracks or worn slots Replace if either of these conditions exists REASSEMBLY SECTION X 1 Install the input shaft 4 Install OPTI LUBE pump with bolts and torque to 38 42 1105 2 Apply Loctite 515 to front bearing retainer and install 5 Install countershafts splitter clutch gear and shift Torque bolts to 38 42 ft Ibs collar into countershaft mainshaft assembly fixture Continue building mainshaft assembly by placing 5 gear and 4 5 clutch collar and 4 gear into fixture 3 Install OPTI LUBE spray distribution tube and torque bolts to 38 42 ft Ibs 34 REASSEMBLY SECTION X 6 Install 274 gear 2 3 gear clutch collar and 3 gear 9 Install tapered bearing thrust washer and reverse gear 8 Install mainshaft 11 Install the reverse idler gear caged needle bearing and spacer 35 ft lbs 7 12 Attach the A Frame Lifting Fixture and use A a chain hoist to lower the gear assembly into the clutch housing Be careful to line up the OPTI LUBE pump drive gear 15 Install rear mainshaft bearing retainer and torque bolts to 38 42 1 105 13 Using a chain hoist lower the main case onto the clutch housing Be extremely careful not to catch the case on the shift fork rods and the oil pray tube 16 Install rear countershaft bearing retainers and torque bolts to 38 42 ft
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