Eaton Fuller Heavy-Duty Transmissions TRTS0910...Eaton Fuller® Heavy-Duty Transmissions TRTS0910 October 2007 FR-11210B FR-12210B FR-13210B FR-14210B FR-15210B FR-9210B …

Troubleshooting Guide

Eaton Fuller® Heavy-Duty TransmissionsTRTS0910October 2007

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

RTXF-14708LL

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

RT-7608LL

RT-8608L

RT-8908LL

RTF-8608L

RTF-8908LL

RTLO-11610B

RTXF-14709H

RTXF-14710B

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

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

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-11509

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

Models

WARNINGBefore starting a vehicle always be seated inthe drivers seat, place the transmission inneutral, set the parking brakes and disengagethe clutch.

Before working on a vehicle place thetransmission in neutral, set the parkingbrakes and block the wheels.

Before towing the vehicle place thetransmission in neutral, and lift the rearwheels off the ground or disconnect thedriveline to avoid damage to thetransmission during towing.Cut 8007K - 1/88

TABLE OF CONTENTS

FORWARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

POWER FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

COMMON TRANSMISSION COMPLAINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

GEARS AND SHAFTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

BEARINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

TRANSMISSION ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

DRIVELINE ANGULARITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

PREVENTIVE MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

TORQUE RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

TROUBLESHOOTER’S GUIDELINE CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

CONVERSION TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

TOWlNG OR COASTlNG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

1

FOREWORDThe purpose of this publication is to provide basic technical information for servicing and repairing heavy duty trucktransmissions. 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 allmechanical 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

• 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 obtainService Bulletins detailing information on product improvements, repair procedures, and other service related sub-jects by writing to the following address:

EATON CORPORATIONTRANSMISSION DIVISIONTechnical Service DepartmentPO. Box 4013Kalamazoo, 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 impliedwarranty or representation based on the enclosed information. Any errors or omissions may be reported to Training and Publications, Eaton TransmissionDivision, PO. Box 4013, Kalamazoo, Ml 49003.

2

TRANSMISSION FUNCTION

The transmission must efficiently transfer the engine’s power, interms of torque, to the vehicle’s rear wheels. Torque is the twist-ing or circular force delivered by the engine’s flywheel. Thetransmission’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 ratiosare correctly spaced so that the engine will operate in itsmost efficient RPM range with progressive speedchanges.

To meet the vehicle’s requirements, the transmissionmust have ratios low enough to start the vehicle mov-ing, to maintain movement up grades, and to keepengine operating in its peak efficiency range. The trans-mission, too, must provide an easy method for gearselection.

A simplified diagram of the power flow through a Fullertwin countershaft transmission will help show howtorque and speed are changed, and how torque is di-vided between the two countershafts.

The input shaft and drive gear (1) are in constant meshwith both countershaft drive gears (2); when the inputshaft turns, the countershaft gears are in constant meshwith the “floating” mainshaft gears (3). The mainshaftgears are simply free-wheeling on the mainshaft (4). A

COUNTERSHAFTDRIVE GEAR

MAINSHAFTGEAR

OUTPUTSHAFT

SLIDINGCLUTCHGEAR

MAINSHAFT

COUNTERSHAFTDRIVE GEAR

INPUT SHAFTAND DRIVE GEAR

sliding clutch gear (5), which is splined to the mainshaft,is engaged into the internal clutching teeth of themainshaft gear, coupling it to the mainshaft. Themainshaft will now be turning at the selected gear ratio.

Fuller twin countershaft Roadranger® transmissionscommonly consist of a five speed front section and ei-ther a two or three speed auxiliary section, both in onecase.

3

POWER FLOW (con’t.)

7. 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 theauxiliary drive gear through a self-aligning slidingclutch gear.)

8. Torque is delivered by the two countershaft lowrange gears to the low range gear.

9. Torque delivered to output shaft through self-aligning sliding clutch gear.

10. Output shaft is attached to drive line.

1. Power (torque) from the engine flywheel is trans-ferred to the input shaft.

2. Splines on input shaft engage internal splines inhub of drive gear.

3. Torque is split between the two countershaft drivegears.

4. Torque delivered by two countershaft gears tomainshaft gear which is engaged. Diagram showsfirst speed gear engaged.

5. Internal splines in hub of mainshaft gear trans-fers torque to mainshaft through sliding clutchgear.

6. Mainshaft transfers torque to auxiliary drive gearthrough a self-aligning coupling gear located inhub of auxiliary drive gear.

4

TIMING

All Fuller twin countershaft transmissions are “timed” at assembly. It is important that proper timing procedures arefollowed when reassembling the transmission. Timing assures that the countershaft gears will contact the matingmainshaft 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 theproper teeth before installation and meshing the marked teeth during assembly. The following is step by step proce-dure for timing:

Front Section

Drive gear teeth correctlymarked for timing.

Cut 7300G-11/86

1. Main Drive Gear - Mark any two adjacent teeth onthe drive gear, then mark the two adjacent teethwhich are directly opposite the first set marked.There must be an equal number of teeth betweenthe markings on each side of the gear.

Tooth on Countershaft di-rectly over Keyway markedfor timing

Cut 7300H-11/86

2. Countershaft Drive Gears - Mark on each drive gearthe gear tooth which is directly over the key-way.This tooth is stamped with an “O” for identifica-tion.

Note: Refer to the appropriate service manual for more detailed timing instructions for the Fuller twin countershafttransmission being assembled.

Countershaft gear teethmeshed with drive gearteeth for correct timing.

Cut 7300F-11/86

3. Meshing Countershaft Gears and Main Drive Gear- Install the drive gear assembly. Mesh the markedleft countershaft gear tooth between the twomarked teeth on the drive gear. Repeat the proce-dure with right countershaft.

Auxiliary Section

The gear set which is marked for timing in the auxiliarysection varies, depending on the model. Usually the gearat the rear of the auxiliary is used.

1. Mainshaft Gear - Mark any two adjacent teeth onthe mainshaft gear, then mark the two adjacentteeth directly opposite.

2. Countershaft Gears - On each countershaftasssembly mark the gear tooth which is stampedwith “O”.

5

COMMON TRANSMISSION COMPLAINTS

Vibration

Although the effects of vibration will show up in thetransmission, vibration usually originates somewhereelse in the drive train. Vibration can usually be felt orheard by the driver; however, in some cases, trans-mission damage caused by vibration will occur withoutthe driver’s knowledge. (Refer to the “Torsional Vibra-tion” section for the causes and cures of vibrationproblems.)

Some of the problems found in the transmission dueto drive train vibration are:

1. Gear rattle at idle. (See “Shafts” section.)

Fretted splines

2. Gear and shaft splines “fretted”.

3. Noise. (See “Noise”, this section.)

4. Fretted bearings. (See “Bearing” section.)

5. Repeated rear seal leakage.

Broken synchronizer pins

6. Broken or loose synchronizer pins.

7. Continuous loosening of capscrews, brackets andmountings.

Input spline wear

8. Worn shaft spline wear.

9. Worn universal joints. (Not a transmission symp-tom, but an indicator of vibration.)

6

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 amainshaft gear, the mating teeth must be parallel. Ta-pered or worn clutching teeth will try to “walk” apart asthe gears rotate. Under the right conditions, slipout willresult. Some of these conditions are:

1. Transmission mounted eccentrically with engineflywheel pilot.

2. Excessive gear clashing which shortens clutch-ing teeth.

Snubbed clutching teeth

3. Gear clutching teeth wearing to a taper.

4. Insufficient pressure on detent ball from weak orbroken 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 checkfor loose connections and worn bushings.

Slipout will generally occur when pulling with full poweror decelerating with the load pushing.

Jumpout will occur when a force sufficient to overcomethe detent spring pressure is applied to the yoke bar,moving the clutch gear to a neutral position.

DetentSpring

Cut 7233A-11/86

7

COMMON TRANSMISSION COMPLAINTS (con’t.)

Conditions which may produce jumpout are:

Cut 8005-11/88

Tapered clutching teeth

1. Extra heavy and long shift levers which swing, pen-dulum fashion, from operating over uneven terrain.Whipping action of the lever overcomes detentspring tension.

2. Mechanical remote controls with the mastermounted to the frame. Relative movement betweenengine-transmission package and frame can forcetransmission out of gear. Worn or broken enginemounts increase the effects of this condition.

Auxiliary section

Slipout in the auxiliary section may be caused by theclutching teeth being worn, tapered, or not fully engaged.These conditions cause the clutch gear to “walk” out ofengagement as the gears turn. Causes of these types ofclutching defects are: clashing or normal wear after longlife. Vibrations set up by an improperly aligned driveline and low air pressure add to the slipout problem.

Jumpout in the auxiliary section usually occurs with thesplitter gear set. If torque is not sufficiently broken dur-ing splitter shifts, the sliding clutch gear may not haveenough time to complete the shift before torque is re-applied to the gears. As torque is reapplied, the partiallyengaged clutch gear “jumps” out of the splitter gear.Since the gears have torque applied to them, damagewill be done to the clutching teeth of the mating gears.

Hard ShiftingThe effort required to move a gear shift lever from onegear position to another varies. If too great an effort isrequired it will be a constant cause of complaint fromthe driver.

Most complaints are with remote type linkages used incab-over-engine vehicles. Before checking the transmis-sion for hard shifting the remote linkage should beinspected. Linkage problems stem from worn connec-tions or bushings, binding, improper adjustment, lackof lubrication on the joints or an obstruction which re-stricts free movement.

To determine if the transmission itself is the cause ofhard shifting, remove the shift lever or linkage from thetop of the transmission. Then, move the shift blocksinto each gear position using a prybar or screwdriver. Ifthe yoke bars slide easily, the trouble is with the linkageassembly. If the trouble is in the transmission, it willgenerally be caused by one of the following:

1. Splines of sliding clutch gear binding onmainshaft as a result of a twisted mainshaft key,bent shift yoke or bowed mainshaft key.

8


Hard Shifting (con’t)

2. Yoke bars binding in the bar housing as a resultof cracked housing, overtorqued shift block lock-screw, sprung yoke bar, or swelled areas of theyoke bar.

If hard shifting occurs only in first and reverse, the shiftblock detent plunger movement may be restricted. Thiscan result from burrs on the plunger, or from overtight-ening the plunger spring plug. With the plunger blockedin the depressed position, the plug should be tighteneduntil it bottoms out against the spring, then backed out1/4 to 1/2 turn.

Gear clashing should not be confused with hard shift-ing. Gear clashing occurs when an attempt is made toengage the clutch gear before it has reached synchroni-zation with the mainshaft gear. (See “Clashing”, thissection.)

Heat

The transmission operating temperature should neverexceed 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, transmissionswill produce a certain amount of heat. In most casesnormal operating temperature is approximately 100°F.(40°C.) above ambient. Heat is dissipated through thetransmission case. When conditions prevent the properdissipation of heat, then overheating occurs.

Before checking for possible causes of overheating theoil 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 morethan 12 degrees.

2. Operating consistently under 20 MPH:

3. High engine RPM.

4. Restricted air flow around transmission, due totransmission being “boxed in” by frame rails, decklids, fuel tanks and mounting brackets, or by alarge bumper assembly.

5. Exhaust system too close to transmission.

6. High ambient temperature.

7. High horsepower, overdrive operation.

8. Coasting downhill with the clutch depressed.

In some cases an external oil cooler kit can be used tocorrect overheating problems.

Transmission Oil Coolers are:

Recommended-With engines of 350 H.P. and above with overdrive

transmissions

Required-With engines 399 H.R and above with overdrive trans-

missions and GCW’s over 90,000 lbs.

-With engines 399 HR and above and 1400 Lbs.-Ft. orgreater torque

-With engines 450 H.R. and above

9


Noise

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 orunusual noise. Also noise can originate elsewhere inthe vehicle, but be picked up and amplified by the trans-mission.

Transmission Noise

1. Knocking or thudding.

a. Gears - Bumps or swells on gear teeth. Suchbumps or swells can be removed with a hone orsmall hand grinder; these areas can be identi-fied as highly polished spots on the face of thegear tooth. Generally, this noise is more promi-nent when the gear is loaded; thus, the problemgear can be located as the noise occurs in aspecific gear position. Bumps or swells arecaused by improper handling of gears before orduring assembly.

b. Bearings - Noise comes in at low shaft speedsin any position. It is caused by bearings withdamaged balls or rollers, or with pitted andspalled raceways. (See “Bearings” section.)

c. Cracked Gear - A gear cracked or broken byshock loading or by pressing on shaft duringinstallation will produce this sound at lowspeeds. At high speeds a howl will be present.

2. High Pitched Whine or Squeal.

a. Gear Wear - Result of normal gear wear, includ-ing gear tooth pitting from excessive use. Inadvanced deterioration, a howl will result.

b. Mismatched Gear Sets - Such gear sets are iden-tified by an uneven wear pattern on the face ofgear teeth.

c. Bearings - “Pinched” bearings, having insuffi-cient axial or radial clearance. (See “Bearing”section.)

3. Growling

a. Timing Error - Improper timing of the transmis-sion during reassembly, or improper timing dueto gear turning on the countershaft. Both con-ditions produce error in tooth spacing.

10


Noise (CON’T)Causes of Transmission NoiseOriginating 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

springs or rubber blocks has been eliminated by wear setor fracture.

4. Drive line out of balance.5. Unequal joint working angles.6. Worn crosses in universal joints.

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.

GEARS AND SHAFTS

Clashing

Snubbed clutching teeth

Snubbing and clashing gears while shifting are frequentabuses to which unsynchronized transmissions are sub-jected. Light snubbing will do little damage. The realdamage is done by the hard clash shift caused by en-gaging gears which are far out of synchronization. Thiscan break pieces of metal from the ends of the clutch-ing teeth.

Clashing gears can be traced to one of three causes:

1. Improper shifting - This applies to drivers who arenot familiar with the shift pattern or have not learnedthe RPM spread between shifts.

2. Clutch - Clashing when starting up in first or reversegear can be caused by insufficient clutch clearanceor a dragging clutch not releasing properly. Thismakes the transmission countershafts and mainshaftgears continue rotating while the clutch pedal is de-pressed. Clashing results when the non-rotatingsliding clutch is forced to mesh with a rotatingmainshaft gear. Double clutching during lever shiftswill also reduce snubbing and clashing.

3. Inertial Force - Countershafts and mainshaft gearsusually take from 3 to 5 seconds to stop rotatingafter the clutch has been disengaged. Attempting tomesh a clutch gear with a mainshaft gear before themainshaft gear stops will result in clashing. If thetransmission is not equipped with a clutch brake orcountershaft brake, it is necessary to pause a fewseconds after depressing the clutch pedal before at-tempting initial engagement of the transmission.

Gear FailuresAll gear teeth wear because of the sliding action which takesplace as mating teeth mesh. Normal wear is a constantand slow wearing of the tooth surface. Transmission geartooth life can be shortened by various adverse conditions.These conditions and the failures resulting from them arediscussed in the Fuller booklet entitled “Understanding SpurGear Life” (form no. 186).

11

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 manufacturingprocesses. These blemishes, however, do not contrib-ute to gear failure and the gear should not be replacedbecause of these marks.

1. Hob Marks — These are cutting marks or linesformed during the initial cutting of the gear teeth.Hob marks on the tooth face will be removed bythe shaving process, but hob marks in the root ofthe tooth will most likely remain, and may be foundeven on gears with much wear on them.

2. Shaving marks — The shaving operation leavesdistinct diagonal marks on the face of the geartooth. These marks can be distinguished fromscoring marks by the fact they are diagonal, whilescoring marks are more nearly vertical. Most shav-ing marks are removed during normal gearoperation.

3. Lipping — Lipping or shaving burrs, is the for-mation of “lips” at the tip of the gear teethmachining. These “lips” will do no harm to thegear.

Gear Rattle at Idle

Mainshaft gears are designed to have a specified amountof axial clearance which allows them to rotate freely onthe mainshaft. The amount of clearance is governed bythe use of washers. A rough idling engine can set upvibrations, causing the mainshaft gears to rattle as theystrike mating gears. This condition can usually be curedby improving the idling characteristics of the engine.Tolerance washers may have to be changed to bring theaxial gear clearance to within tolerance on high mileageunits.

See the service manual for procedure and specifications.

12

GEARS AND SHAFTS (con’t.)

Shaft Twist and FractureFailure of transmission shafts through fracturing ortwisting is caused when stresses are imposed on themwhich are greater than they were designed to withstand.The main causes for these failures are:

1. Improper clutching techniques.

2. Starting in too high of gear (either front or aux-iliary section).

3. Lugging.

4. Attempting to start with brakes locked.

5. Transmission used for application it was not de-signed to withstand.

6. Bumping into dock when backing.

7. Improper mounting of adjustable 5th wheel.

Fractured mainshaft

As with gear teeth, shafts may fracture as a result offatigue or impact.

Twisted mainshaft

Loads not severe enough to cause shaft fractures maycause the shaft to twist.

13

13-1 13-3

BEARINGS

Fatigue

Bearing race “flaking”

Bearing fatigue is characterized by flaking or spalling ofthe bearing race. Spalling is the granular weakening ofthe bearing steel which causes it to flake away from therace. Because of their rough surfaces, spalled bearingswill run noisy and produce vibration.

Normal fatigue failure occurs when a bearing “lives out”its life expectancy under normal loads and operatingconditions. This type of failure is expected and is a re-sult of metal breakdown due to the continual applicationof speed and load.

Ball path pattern caused by out-of-round squeeze

Premature fatigue failure may occur in transmissionswhen the bearing bore is undersized or out of rounddue to poor quality resleeving. Extreme care should betaken when reboring the housing. Boring the housingoff center will result in misalignment of the shafts. Al-ways use precision equipment such as a jig boringmachine. Never prick punch the bearing bores to tightenthe fit.

Lubrication

Burnt and spalled bearing

Bearing failure due to poor lubrication is characterizedby 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 fromcontaminated oil, improper grade oil, or mixing of oiltypes (including the use of additives).

To prevent this type of failure, the transmission shouldalways be filled to the proper level, using a recommendedtype and grade of oil, and changed at regular intervals.(See “Lubrication” section.)

14

Brinelling

Brinelled raceBrinelling can be identified as tiny identations high onthe shoulder or in the valley of the bearing raceway.They can be caused by improper bearing installation orremoval. Driving or pressing on one race, while sup-porting the other is the primary cause. To preventbrinelling always support the race which has pressureapplied to it. In addition to brinelling, damage can alsooccur to the bearing shields, retainers and snap ringsby using a hammer and chisel to drive bearings. Thisdamage can be avoided by using correct drivers or pull-ers.

Fretting

Fretted outer race

The bearing outer race can pick up the machining pat-tern of the bearing bore as a result of vibration. Thisaction is called fretting.

Many times a fretted bearing is mistakenly diagnosedas one which has spun in the bore. Only under extremeconditions will a bearing outer race spin in the bore.

Contamination

Contaminated race

When bearings fail as a result of contamination, it isdue to either contaminants entering the transmissioncase or the bearings have been improperly handled dur-ing service or storage. Bearings affected fromcontamination are identified by scoring, scratching orpitting of the raceways and balls or rollers, or a build upof rust or corrosion on the bearing parts. In addition,the presence of very fine particles in the oil, such asabrasive dust, or the use of overly active EP (extremepressure) oils, will act as a lapping compound and pro-duce a very highly polished surface on the racewaysand balls or rollers. This lapping process will signifi-cantly shorten the life of the bearing.

Impurities will always enter the transmission during itsnormal breathing process. This will not seriously affectthe bearings if the transmission oil is changed as rec-ommended.

New bearings should be stored in their wrappers untilready for use. Used bearings should be thoroughlycleaned in solvent, light oil or kerosene, covered with acoat of oil and wrapped until ready for use. Always usea new wrapping after reoiling.

BEARINGS (con’t.)

15

15-1Cut 8346A-11/86

BEARINGS (con’t.)

Misalignment

Bearing misalignment

Misalignment can occur in the input shaft drive gearbearing if the transmission is mounted eccentrically withthe pilot bearing bore in the flywheel. An indication ofthis condition would be damage to the ball separatorsand shield.

The clutch housing, clutch housing mounting face, andpilot bearing should be checked for eccentricity, foreignmatter and proper mounting position when trying tolocate the cause of the misalignment. (See “Alignment”section.)

Electric Arcing

Electric arcing

When an electric current passing through a bearing isbroken at the contact surfaces of the ball or roller andraces, arcing results, which will pit the bearing compo-nents. In extreme cases, the balls or rollers may actuallybe welded to the bearing races, preventing the bearingfrom rotating.

This condition may occur in truck transmissions as aresult of electric welding on the truck with an improperground. When doing either A.C. or D.C. welding, neverplace the ground so as to allow current to pass throughthe transmission.

16

TRANSMISSION ALIGNMENT

Cut 8005A - 11/86

Cut 8005B - 11/86

Cut 8195 - 11/86

12

3

6

9

Common concerns resulting frommisalignment

• Direct gear slipout

• Drive gear bearing failure

• Premature input shaft spline wear from rear hubof two plate clutches.

Concentric alignment means that the engine and trans-mission must have a common axis. The purpose of thissection is to set forth the procedures to use in checkingfor possible misalignment.

The basic instrument needed for taking readings is ataper pointed dial indicator. Accuracy of readings is es-sential for correcting alignment problems. Clean allsurfaces 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 releasecompression on diesel engines. NOTE: Before dial indi-cating engine flywheel or flywheel housing, make sureengine crankshaft does not have excessive end-play. Ifit does, accurate readings cannot be obtained. Place dialindicator finger against flywheel. Force crankshaft backand forth with pry bar. If end-play movement exceedsmaximum as specified by engine manufacturer, it willhave to be corrected.

Worn Housings

Inspect for worn or fretted pilot on both the transmis-sion clutch housing and the engine flywheel housing.The 1/4" pilot lip of transmission clutch housing canwear into the flywheel housing either by transmissionloosening up or after high mileage just from road andengine vibration. Any appreciable amount of wear oneither part will cause misalignment and the part shouldbe replaced.

The wear will generally be found from the 3:00 o’clockto 8:00 o’clock position.

Concentric Alighment of Transmission to Engine

17

Cut 8195A-11/86

04+

8+

12+

0

8-

6-

+ 12 - (-8) = + 20 TOTAL RUNOUTCut 8195B - 11/86

Cut 8195C-11/86

Cut 8195D - 11/86

TRANSMISSION ALIGNMENT (con’t.)

Engine Flywheel Housing Pilot

Dial indicate the pilot or bore of engine flywheel hous-ing. Secure dial indicator to engine flywheel with taperedpoint against housing pilot. Rotate flywheel by hand.With chalk or soap stone, mark high and low points ofindicator as it is being rotated.

The total runout will be the difference between the high-est plus and minus readings. SAE maximum total runoutfor flywheel housing pilot is .008" with No.1 and No.2SAE housings.

Engine Flywheel Housing Face

Dial indicate the face of engine flywheel housing. Withdial indicator secured to flywheel, move tapered pointto contact face of flywheel housing.

Mark high and low points in the same manner as inprevious step. SAE maximum total runout for the fly-wheel housing face is .008" with SAE No.1 and No. 2housings. NOTE: Mark the high and low runout read-ings in clock positions if it is necessary to repositionthe flywheel housing.

Flywheel Face

Dial indicate the flywheel face. Secure dial indicator toengine 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. Forexample, if vehicle has a 14" clutch and readings aretaken just off the outer edge of the clutch disc. wear,maximum tolerence would be .007".

18

TRANSMISSION ALIGNMENT (con’t.)

DRIVELINE ANGULARITY

Cut 8195E-11/86

Cut 8580A-11/86

Flywheel Pilot Bore

Dial indicate pilot bearing bore of flywheel. With indi-cator secured to flywheel housing, move gauge fingerto contact pilot bearing bore surface. Turn flywheel andobtain readings. SAE maximum total run-out for the pi-lot bearing is .005".

Transmission Clutch Housing

The transmission clutch housing face and pilot can notbe checked accurately in the field without special mea-suring tools. Recommended maximum runout for thetransmission clutch housing face and pilot is .003" withSAE No.1 and No.2 housings.

Torsional Vibration

Checking Driveline U-Joint Operation Angles

The action of a drive line with a universal joint at eitherend working through an angle results in a peculiar mo-tion. The drive line will speed up and slow down twicefor each revolution. If the working angles at either endof the shaft are unequal, torsional vibration results. Thistorsional vibration will tend to cancel itself out if bothjoint working angles are equal.

Types of Noise

Noise or vibration which occurs only at certain roadspeeds and diminishes as speed increases is generallycaused by unequal working angles of drive line joints.

Noise or vibration which is persistent throughout thespeed range and varies in intensity with change of speedmay be caused by unbalanced drive lines, unbalancedbrake drums or discs, or drive lines with universal jointsout 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 ifnecessary.

2. Drive line slip joints that do not have the arrowsor other markings pointing to each other will re-sult in the drive line universal joints being out ofphase. In other words, the transmission universaljoint may be turned one spline or more to the rightor left of being aligned with the universal joint atopposite end of the drive line. NOTE: Some com-puter designed drive lines are purposely built withU-joints out of phase. Check manufacturers speci-fications for proper setting. Also, check closely tomake 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 boundor seized. Slip joints must absorb axle housing move-ments.

3. Unbalanced drive lines can cause vibration thatoccurs throughout the speed range of vehicle andvaries in intensity with change of speed. The driveline may be at fault in respect to balance and con-centricity. A quick field check to determine driveline balance can be made by securing a small pieceof metal or similar weight with a hose

19

Cut 8580B - 11/86

Cut 8580C - 11/86

Wing

FlangePlain

Cut 8580D - 11/86

Cut 8580E - 11/86

DRIVELINE ANGULARITY (con’t.)

Preliminary Checks (con’t)

clamp to the front of the tube where the splined shaft iswelded. Road test the vehicle and continue to move theweight around tube until balance point is found and vi-bration disappears, or is minimized.

Drive lines are dynamically balanced to their intendedrotational velocity and not to infinite speeds. Thus, vi-bration can be expected when this rotational velocity isexceeded.

Check concentricity of drive line by mounting on lathecenters 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 deterioratedmust be corrected to restore the engine suspen-sion to its original vibration tolerance.

Taking Readings

Take readings with protractor from machined surfacesof yokes or companion flanges. Plain, wing or flangetype joints may be encountered. Some will require par-tial disassembly to obtain accurate readings.

On plain type joints, it may be necessary to remove thebearing cap. When taking readings, make sure the uni-versal joint is in a vertical plane.

At the rear axle, take readings from a machined surfacedifferential carrier that is in the same plane as the axlepinion shaft, or from machined surface that is perpen-dicular to pinion shaft, whichever is easier.

If vibration occurs while operating empty, take readingsin 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 whenmaking initial angularity check. Some manufacturershave found it necessary to vary from the ideal due togeometrical limitations. If vibration persists after ad-hering to manufacturer’s specifications, contact themanufacturer’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 therear axle joint angle must match. The transmis-sion angle will have a declination reading of from0 to 5 degrees in most cases.

20

Cut 8580F-11/86

DRIVELINE ANGULARITY (con’t.)

b. Axle angle. Take reading either from machinedsurface of axle housing or pinion bearing re-tainer. This angle must be within one degreeof the transmission angle.

c. Example: If transmission angle reading is 3 de-grees down to the rear, the rear axle angle shouldbe 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 withinone degree of transmission angle. NOTE: Therear joint of front tandem axle will be the sameas the front joint.

c. Take reading of joint angle at tandem rear axle,or axle to rear of auxiliary. This angle must bewithin 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 recommendedthat the joint working angle for parallel joint assemblynot exceed 8 degrees for main drive lines over 40" long.For main drive lines under 40" the maximum angle shouldnot exceed Length (L) divided by 5. (This limit does notapply to interaxle drive lines.) Example: For a 35" driveline, the maximum joint working angle would be 35 + 5or 7° This working angle must not be exceeded.

Place protractor on drive line to obtain angle of drive linefrom transmission to axle. The difference between thedrive line angle and the joint angle is the joint workingangle. 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 readingsin the same manner, comparing the universal joint anglesto the drive line angle to which it is attached.

Angularity Checks - Non Parallel Compensating Anglesor Flanges or Yokes

With short wheel base vehicles which have a minimumdrive line length from transmission to axle, the driveline is required to operate through very severe workingangles on some installations. This also applies to inter-axle drive lines. These severe joint working angles inducevibration.

To decrease working angles, the axle is tilted upwarduntil the pinion shaft centerline and transmissionmainshaft centerline intersect midway between the jointcenters.

With tandem drive axles, the rearward axle is tiltedupward until its pinion shaft centerline and forward axlepinion shaft centerline intersect midway between jointcenters.

When figuring non-parallel joint installations, it is nec-essary to take the drive line angle readings as well astransmission and axle angle readings.

1.Single Axle Vehiclesa. 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 angleand the transmission angle will be the trans-mission joint working angle.

(2) The difference between the drive line angleand the axle angle will be the axle joint work-ing angle.

(3) The two working angles of transmissionand axle must be equal.

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.

Cut 8580G-11/86

Angularity Checks Parallel Flanges or Yokes (con’t)

21

DRIVELINE ANGULARITY (con’t.)Angularity Checks-Non Parallel Compensating Anglesof Flanges or Yokes (con’t)

2. Tandem Axles or Vehicles with Auxiliary Units

When taking readings on tandem drive axles or betweenauxiliary and rear axle, the same principles apply as withsingle axle vehicles. Take readings between transmis-sion and front tandem axle, or auxiliary. Take readingsbetween axles or between auxiliary and axle. In otherwords, take angle readings for each set of universaljoints.

Joint Working Angle Limit(Non-Parallel)

It is recommended that the maximum joint working anglefor non-parallel joint assemblies not exceed the maindrive line length divided by 10. For example, if the maindrive line length is 55, the maximum joint working angleis 55 ÷ 10 or 5-1/2 degrees. (This limit does not applyto interaxle drive lines.)

Axle Adjustments

Axle angles may generally be adjusted by one of thefollowing 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 anglewith types of suspensions which have a parallelogrammovement. These allow differential housings to moveup and down in a straight vertical during operation.

Suspensions not having a parallelogram movement willallow axle pinion shaft to oscillate in an arc, therebyconstantly changing pinion shaft angle during opera-tion. A varying amount of vibration can occur causedby working angles of the universal joints being momen-tarily unequal.

Single drive axle vehicles have little or no change ofaxle pinion angle during operation.

22

Cut 8192-10/85

PROPEROIL LEVEL

NO NO

PREVENTIVE MAINTENANCE

A good Preventive Maintenance (PM) program can avoidbreakdowns, or reduce the cost or repairs. Often, trans-mission problems can be traced directly to poormaintenance.

Daily

Air Tanks

Bleed air tanks to remove water or oil.

Oil Leaks

Check around bearing covers, PTO covers and othermachined surfaces. Also check for oil leakage on theground before starting truck in the morning.

Following is an inspection schedule that may be helpfulin setting up a PM program. This schedule is not allinclusive as inspection intervals will vary dependingupon operating conditions.

Every 10,000 Miles

Check Oil Level

23

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

Check all capscrews in bolt circle of clutch housing forlooseness.

Capscrew

Cut 8195M-11/86

Zerk Fitting

Cut 8195N-11/86

Check Remote Control Linkage

Check linkage U-joints for wear.

Check for binding.

Lubricate U-joints.

Check connections for tightness.

Check for bushing wear.

Check and clean or replace air filter element.

Universal Joint Companion Flange

Check for proper torque, 450 to 500 lbs. ft. on twin coun-tershaft models.

Cut 8725-11/86

Cut 8725-11/86

Cut 8580H-11/86

Lubricated Pedal Shafts

24


Every 20,000 Miles (con’t)

Output Shaft

Pry upward against output shaft to check radial clear-ance in mainshaft rear bearing.

Check splines for wear from movement and chuckingaction of the universal joint companion flange.

Every 40,000 Miles

Inspect Clutch

NOTE: Inspection Should be Made According toManufacturer’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

*Initial fill on new units should be changed at 5,000miles (see LUBRICATION).

25


Fuller®

Preventive Maintence Recommendations

P,M, OPERATION

Bleed Air Tanks and Listen for Leaks X

Inspect for Oil Leaks X

Check Oil Level X X X X X X X X X X

Inspect Air System Connections X X X X X

Check Clutch Housing Capscrews forLooseness X X X X X

Lube Clutch Pedal Shafts X X X X X

Check Remote Control Linkage X X X X X

Check and Clean or Replace Air Filter Element X X X X X

Check Output Shaft for Looseness X X X X X

Check Clutch Operation and Adjustment X X

Change Transmission Oil *X X X

*Initial fill on new units. See LUBRICATION section.

REPEAT SCHEDULE AFTER 100,00 MILES

DA

ILY

5,0

00

10,0

00

20,0

00

30,0

00

40,0

00

50,0

00

60,0

00

70,0

00

80,0

00

90,0

00

100,0

00

26

LUBRICATION

Proper Lubrication. . .the key to long transmission life

Proper lubrication procedures are the key to a good all-around maintenance program. If the oil is not doing its job, orif the oil level is ignored, all the maintenance procedures inthe world are not going to keep the transmission running orassure long transmission life.

Eaton® Fuller® Transmissions are designed so that the in-ternal parts operate in a bath of oil circulated by the motion ofgears and shafts.

Thus, all parts will be amply lubricated if these proceduresare 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® CD5O Transmission Fluid

HIGHWAY USE-Heavy Duty and Mid.RangeFirst 3,000 to 5,000 miles Factory flit

(4827 to 8045 Km) initial drain.

Every 10,000 miles Check fluid level.

(16090 Km) Check for leaks.

Heavy Duty Highway Change IntervalEvery 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 USEFirst 30 hours Factory fill initial drain.

Every 40 hours Inspect fluid level.Check for leaks.

Every 500 hours Change transmission fluidwhere severe dirt conditions exist.

Every 1,000 hours Change transmission fluid

(Normal off-highway use).

Heavy Duty Engine Lubricant orMineral Gear Lubricant

HIGHWAY USEFirst 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 miles Change transmission

(80450 Km) lubricant.

OFF-HIGHWAY USEFirst 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.

Recommended Lubricants

Fahrenheit (Celsius)

Grade AmbientType (SAE) Temperature

Eaton® Roadranger®

CD5O TransmissionFluid 50 All

Heavy Duty Engine OilMIL-L-2104B, C or D or 50 Above 10°F(-12°C.)

API-SF or Api-CD 40 Above 10°F(-12°C.)(Previous API 30 Below 10°F(-12°C.)

designations acceptable)

Mineral Gear Oil with 90 Above 10°F(-12°C.)rust and oxidation 80W Below 10°F(-12°C.)inhibitor API-GL-1

The use of mild EP gear oil or multi-purpose gear oil is notrecommended, but if these gear oils are used, be sure toadhere to the following limitations:

Do not use mild EP gear oil or multi purpose gear oil whenoperating temperatures are above 2300F (110°C). Many of thesegear oils, particularly 85W140, break down above 2300F andcoat seals, bearings and gears with deposits that may causepremature failures. If these deposits are observed (especially acoating on seal areas causing oil leakage), change to EatonRoadranger CD5O transmission fluid, heavy duty engine oil ormineral gear oil to assure maximum component life and to main-tain your warranty with Eaton. (Also see “OperatingTemperatures”.)

Additives and friction modifiers are not recommended for use

in Eaton Fuller transmissions.

Proper Oil LevelMake 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 OilDrain transmission while oil is warm. To drain oil remove the

drain plug at bottom of case. Clean the drain plug before re-installing.

RefillingClean 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 beforced out of the transmission

When adding oil, types and brands of oil should not be mixedbecause of possible incompatibility.

Improper Oil Level Proper Oil Level

27

LUBRICATION (con’ t.)

Operating Temperatures– With Eaton® Roadranger®

CD50 Transmission FluidHeavy Duty Engine Oiland Mineral Oil

The transmission should not be operated consistentlyat temperatures above 250°F (120°C). However, inter-mittent operating temperatures to 300°F (149°C) willnot harm the transmission. Operating temperaturesabove 250°F increase the lubricant’s rate of oxidationand shorten its effective life. When the average operat-ing temperature is above 250°F, the transmission mayrequire more frequent oil changes or external cooling.

The following conditions in any combination can causeoperating temperatures of over 250°F: (1) operating con-sistently at slow speeds, (2) high ambient temperatures,(3) restricted air flow around transmission, (4) exhaustsystem too close to transmission, (5) high horsepower,overdrive operation.

External oil coolers are available to reduce operatingtemperatures 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 overdrivetransmissions and GCW’s over 90,000 lbs.

- With engines 399 H.P. and above and 1400 Lbs.-Ft. or greater torque

- With engines 450 H.P. and above

-With ED or Multipurpose Gear Oil

Mild EP gear oil and multipurpose gear oil are notrecommended when lubricant operating temperaturesare above 230°F (110°C). In addition, transmission oilcoolers are not recommended with these gear oils sincethe oil cooler materials may be attacked by these gearoils. The lower temperature limit and oil cooler re-striction with these gear oils generally limit theirsuccess to milder applications.

Proper Lubrication Levels as Related to TransmissionInstallation Angles.

If the transmission operating angle is more than 12degrees, improper lubrication can occur. The operatingangle is the transmission mounting angle in the chassisplus the percent of upgrade (expressed in degrees).

The chart below illustrates the safe percent of upgradeon which the transmission can be used with variouschassis mounting angles. For example: if you have a 4degree 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, thetransmission 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 thetransmission should be equipped with an oil pump orcooler kit to insure proper lubrication.

Note on the chart the effect low oil levels can have onsafe operating angles. Allowing the oil level to fall 1/2"below the filler plug hole reduces the degree of gradeby approximately 3 degrees (5.5 percent).

Proper Lubrication Levels are Essential!

22

20

18

16

14

12

10

8

6

4

2

00° 1° 2° 3° 4° 5° 6° 7°

12°

11°20’

10°13’

9°16’

8°

6°51’

5°48’

4°35’

3°26’

2°18’

1°8’

0°

TRANSMISSION OIL LEVEL TO BOTTOM

OF FILLER HOLE

TRANSMISSION OIL LEVEL 1/2” BELOW

FILLER HOLE

2 QUARTS LOW

Transmission Mounting Angle

Dotted line showing “2 Quarts Low” is for referenceonly. Not recommended.

Lim

itati

on f

or

Pro

per

Lubri

cati

on

Perc

ent

of

Gra

de

Perc

ent

Gra

d C

pm

vert

ed t

p D

egre

es

28

SLAVE VALVE CAPSCREWS,8-12 Lbs.-Ft., 1/4-20 Threads.Use Lockwashers.

FRONT BEARING COVER CAPSCREWS35-45 Lbs.-Ft., 3/8-16 Threads.

STUDS60 Lbs.-Ft., 3/8-16 Minimum,Driven Until Bottomed, 5/8-11 Threads.

CLUTCH HOUSING NUTS5/8-18 ThreadsAluminum Housing:140-150 Lbs.-Ft (Oiled)With Nylon Locking Insert.Use Plain Flat Washer.Cast Iron Housing:180-200 Lbs.-Ft Standard Nut.Use Lockwasher

C’SHAFT FRONT BEARINGRETAINER CAPSCREWS,20-25 Lbs.-Ft., 3/8-24 or25-35 Lbs.-Ft., 1/2-20Threads, Secure with Lock Wire90-120 Lbs.-Ft., 5/8-18 Threads.

All 1/8 Inch CompressionFittings 25-30 Lbs.-Inch

CLUTCH HOUSING CAPSCREWS,1/2-13 ThreadsAluminum Housing:70-80 Lbs.-Ft., Use Shakeproof InternalLockwasher.Cast Iron Housing:80-100 Lbs. Ft. Use Lockwasher

DRIVE GEAR NUT,250-300 Lbs.-Ft., 2-1/8-16 L.H. Threads, CleanThreads with Solvasol or Equivalent Stake 2 Places.

REVERSE IDLER SHAFT NUTS,50-60 Lbs.-Ft., (Oiled)5/8-18 Threads with Nylon Locking Insert.

AUX. DRIVE GEAR BEARING RETAINER CAPSCREWS.35-45 Lbs.-Ft., 3/8-16 Threads,Secure with Lock Wire.

OIL DRAIN PLUG45-55 Lbs.-Ft., 3/4 Pipe Threads.

REDUCTION/SPLITTER YOKE LOCKSCREW35-45 Lbs.-Ft., 7/16-20 Threads,Secure with Lock Wire.

AUXILIARY HOUSING CAPSCREWS,35-45 Lbs.-Ft., 3/8-6 Threads.Use Lockwashers.

OUTPUT SHAFT NUT,450-500 Lbs.-Ft., (Oiled at VehicleInstallation). 2-16 Threads withNylon Locking Insert.(oiled at vehicle installation)

RANGE CYLINDER SHIFT BAR NUT,70-85 Lbs.-Ft., 5/8-18 Threads withNylon Locking Patch.(610)6610 Model, 60-75 Lbs.-Ft.1/2-13 Threads, Use Lockwasher.)

RANGE SHIFT YOKE CAPSCREWS,50-65 Lbs.-Ft., 1/2-20 Threads,Secure with Lock Wire

SHIFT BAR HOUSING CAPSCREWS,35-45 Lbs.-Ft., 3/8-16 Threads.

SHIFT LEVER HOUSING CAPSCREWS,35-45 Lbs.-Ft., 3/8-16 Threads.

YOKE LOCKSCREWSStart By Hand Until Cone Engages,35-45 Lbs.-Ft., 7/16-20 Threads,Secure with Lock Wire.

Cut 7190S 6/86

TORQUE RECOMMENDATIONS

29

TORQUE RECOMMENDATIONS (con’t.)SUPPORT STUD NUTS,170-185 Lbs.-Ft., (Oiled at VehicleInstallation). 5/8-18 Threads,Use Lockwashers

SUPPORT STUD,60 Lbs.-Ft., Minimum.Drive Untill Bottomed5/8-11 Threads.

REAR BEARING COVER CAPSCREWS,35-45 Lbs.-Ft., 3/8-16 Threads,Use Lockwashers.

REAR BEARING COVER ESLOK CAPSCREWS,35-45 Lbs.-Ft., 3/8-16 Threads,Use Brass Flat Washer & Nylon Collar.

OIL FILL PLUG,35-45 Lbs.-Ft., 1-1/4 Pipe Threads.

LARGE P.T.O. COVER CAPSCREWS,50-60 Lbs.-Ft., 7/16-14 Threads.

REDUCTION/SPLITTER CYLINDER PLUG,40-50 Lbs.-Ft., 5/8-18 Threads.

REDUCTION/SPLITTER CYLINDER COVER CAPSCREWS,20-25 Lbs.-Ft., 5/16-18 Threads.

HAND HOLE COVER CAPSCREWS,20-25 Lbs.-Ft., 5/16-18 Threads.

SPEEDOMETER HOUSING PLUG,35-50 Lbs.-Ft., 13/16-20 Threads.

THERMOCOUPLE PLUG,40-50 Lbs.-Ft., 1/2 Pipe Threads.

AUX. C’SHAFT REAR BEARINGCOVER CAPSCREWS,35-45 Lbs.-Ft., 3/8-16 Threads.

SMALL P.T.O. COVER CAPSCREWS35-45 Lbs.-Ft., 3/8-16 Threads.

AUX. RANGE CYLINDERCOVER CAPSCREWS,35-45 Lbs.-Ft., 3/8-16 Threads.

AUX. RANGE CYLINDERCAPSCREWS,35-45 Lbs.-Ft., 3/8-16 Threads.

AIR FILTER/REGULATOR CAPSCREWS,8-12 Lbs.-Ft., 1/4-20 Threads.

REVERSE SIGNAL SWITCH PLUG,35-50 Lbs.-Ft., 9/6-18 Threads.

THREAD SEALING INSTRUCTIONS

•Capscrews-Apply Loctite 242•Drove Gear Nut, Clutch Housing Studs, and Support Studs-Apply Thread Sealant (Fuller Part No. 71204)•Tapered Threads (Pipe Threads) and Airline Fittings-Apply-Hydraulic Sealant (Fuller Part No. 71205)

Cut 7191S 6/86

30

TROUBLESHOOTER’S GUIDELINEFollowing is a basic procedure guideline for troubleshoot-ing transmissions:

1.Preliminary Inspection.

a. Personal Observation – look for signs of misusesuch as broken mounts, fittings or brackets; checkair lines.

b. Question the Owner or Operator – gather informa-tion on operating conditions and vehicle use, onhistory of problem, and on shifting characteristicsif affected.

c. Gather History of Unit – including maintenance andlubrication procedures, past failures, and mileageor hours of use.

2.Disassemble Transmission.

a. Keep oil sample for impurities, check if needed.

b. During disassembly, check for incorrectly installedparts, 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 andcorrect transmission problems.

To use the guideline, 1) Locate the transmission problemin the left hand column; 2) Trace line horizontally acrossthe 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 linestell which corrections to use; 4) Possible corrections arelisted below. There may be more than one possible causeand possible correction for each problem.

POSSIBLE CORRECTIONS1. 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.

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SLOW SHIFT (SPLITTER)

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? @ @ A B C D E F G H I B J K H A L D B J L G B M H G A D N M H F L O A H LP Q R S T U V W X Y Z T [ \ Y T ] ^ [ U _ ` a U Q S Q b T c ` Y d P Q R S T Ue f g h i jv v v k � � k v o u o w p z s z � k l m n o p k lm v m o l u k v o u o w p z s � k l m n o p k lv v o u o w p y s y x o o u x uv v o u o w p � s � { } w | p { |� v � k � � v o u o w p z s � v k � o p v �� f �m v � p � � } w o m o l u k v o u o w p z s � � p � � } w o k l m n o p k l �v � p � � } w o v o u o w p � s r p � � } w o { } w | p { | �� v � p � � } w o � k � � v o u o w p z s � p � � } w o v k � o p v �n } n o m u } w o p � � z � z z z v � � r s t } m w o p� � � � � � o k � n u �� w } v z s z y t � � l m o p � �� k � � � w } v p r s r � � � l | p � �u u � l l o p � � z z z � � � � s � p n � w u u � l p� � e � � fv � v k � � k u o w p z s z y x � � k | � � l m o p x � � �� k u o w p r s � � k l u p � u� � k u o w p � s z � � � } w u p � u� � k u o w p z s � � � } � � � l p � } �v � m � � k m v o u o w p y t m � � k m x o o u x u �v � m � � k m v o u o w p � s y m � � k m { } w | p { | �i f � � f � � i � � f � o � } m u �°

� � o � p k � p ~ � t � u n o l � } n w o l n o k u°

�u o v � o w } u � w o } | | y r � u o v � o w } u � w o ¡ ¡ ¢ ¢£ ¤ ¢°¥

°¦£ ¤ ¢ § ¢£ ¢¢ ¤ ¢ ¢ ¤ ¢¨ ¢ § ©ª ¨ « ¬ ¡ ¢ ¬ ¢ ¡ ¬ ¢ ¨ ¢ ¢ ¢

33

TOWING OR COASTING

Fuller transmissions require rotation of the front sec-tion countershaft and mainshaft gears to provideadequate lubrication. These gears do not rotate whenthe vehicle is towed with the rear wheels on the groundand the drive train connected. The main-shaft, however,is driven at a high rate of speed by the rear wheels. Thefriction between the mainshaft splined washers, due tothe lack of lubrication and the extreme difference in ro-tational speeds, will severely damage the transmission.Coasting with the transmission in neutral will producethe 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 disconnetthe drive line, or tow with the drive wheels off theground.

Cut 8962D-2/89 Cut 8962C-2/89

TransmissionMounting AngleMax-

OperatingAngle

Percent of grade

34

NOTES

® ¯ ° ±

Copyright Eaton Corporation, 2012. Eaton hereby grant their customers, vendors, or distributors permission to freely copy, reproduce and/or distribute this document in printed format. It may be copied only in its entirety without any changes or modifications. THIS INFORMATION IS NOT INTENDED FOR SALE OR RESALE, AND THIS NOTICE MUST REMAIN ON ALL COPIES.

Note: Features and specifications listed in this document are subject to change without notice and represent the maximum capabilities of the software and products with all options installed. Although every attempt has been made to ensure the accuracy of information contained within, Eaton makes no representation about the completeness, correctness or accuracy and assumes no responsibility for any errors or omissions. Features and functionality may vary depending on selected options.

For spec’ing or service assistance, call 1-800-826-HELP (4357) or visit www.eaton.com/roadranger.In Mexico, call 001-800-826-4357.

Eaton CorporationVehicle GroupP.O. Box 4013Kalamazoo, MI 49003 USA800-826-HELP (4357)www.eaton.com/roadranger

Printed in USA

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providing the best products and services in the

industry, ensuring more time on the road.

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