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Troubleshooting Guide

October 2007Fuller

® Heavy-Duty Transmissions

TRTS0910EN-US

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-14710CRTLO-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-T2RTXF-14715RTLOF-11610B RTLOF-11610B-T2 RTLOF-12610B RTLOF-12610B-T2RTLOF-12713A RTLOF-12913ARTLOF-13610B RTLOF-13610B-T2RTLOF-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-16618ARTXF-15615RTLOF-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-15710BRTO-11607LL RTO-11607LL RTO-11608LL RTO-11707DLL RTO-11707LL RTO-11708LL RTO-11709MLL RTO-11908LLRTO-11909ALL RTO-11909MLLRTO-13707DLL RTO-13707MLL RTO-14608LL RTO-14709MLL RTO-14908LL RTO-14909ALL RTO-14909MLL RTO-16908LL RTO-16909ALL RTOF-11607L RTOF-11607LL RTOF-11608LLRTXF-15710CRTOF-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-15715RTX-11610 RTX-11615 RTX-11708LL RTX-11709A RTX-11709B RTX-11709H RTX-11710B RTX-11710C RTX-11715 RTX-12509 RTX-12510 RTX-12515RTX-12609A RTX-12609BRTX-12609P RTX-12609R RTX-12610 RTX-12709ARTX-12709B RTX-12709H RTX-12710B RTX-12710CRTXF-16709BRTX-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-14708LLRTX-14709A RTX-14709B RTX-14709H RTX-14710B RTX-14710C RTX-14715 RTX-15615RTXF-16709HRTX-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-16710BRTXF-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-14610RTXF-16710C

Models

0

Warnings

Warnings

WARNINGS

Before starting a vehicle always be seated in the driver's seat, place the transmission in neutral, set the parking brakes and disengage the clutch. Before working on a vehicle, place the transmission in neutral, set the parking brakes and block the wheels. Before towing the vehicle, place the transmission in neutral and lift the rear wheels off the ground or disconnect the driveline to avoid damage to the transmission during towing.

WARNING

WARNING

WARNING

Table of Contents

FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 TRANSMISSION FUNCTION . . . . . . . . . . . . . . . 2 POWER FLOW . . . . . . . . . . . . . . . . . . . . . . . . . 4 TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Front Section . . . . . . . . . . . . . . . . . . . . . . . . 5 Auxiliary Section . . . . . . . . . . . . . . . . . . . . . 5

COMMON TRANSMISSION COMPLAINTS . . . . 6

Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Gear Slipout and Jumpout . . . . . . . . . . . . . . 7 Auxiliary Section . . . . . . . . . . . . . . . . . . . . . 8 Hard Shifting . . . . . . . . . . . . . . . . . . . . . . . . 8 Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Transmission Noise . . . . . . . . . . . . . . . . . . . 9 GEARS AND SHAFTS . . . . . . . . . . . . . . . . . . . 11 Clashing . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Gear Failures . . . . . . . . . . . . . . . . . . . . . . . 11 Manufacturing Marks . . . . . . . . . . . . . . . . . 11 Gear Rattle at Idle . . . . . . . . . . . . . . . . . . . . 12 Shaft Twist and Fracture . . . . . . . . . . . . . . 12 BEARINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Fatigue . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . 14 Brinelling . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Fretting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Contamination . . . . . . . . . . . . . . . . . . . . . . 15 Misalignment . . . . . . . . . . . . . . . . . . . . . . . 16

Electric Arcing . . . . . . . . . . . . . . . . . . . . . . 16TRANSMISSION ALIGNMENT . . . . . . . . . . . . .17

Concentric Alignment of

Transmission to Engine . . . . . . . . . . . . . . . .17 Worn Housings . . . . . . . . . . . . . . . . . . . . . .17 Engine Flywheel Housing Pilot . . . . . . . . . .18 Engine Flywheel Housing Face . . . . . . . . . .18 Flywheel Face . . . . . . . . . . . . . . . . . . . . . . .18 Flywheel Pilot Bore . . . . . . . . . . . . . . . . . . .19 Transmission Clutch Housing . . . . . . . . . . .19 DRIVELINE ANGULARITY . . . . . . . . . . . . . . . .20 Torsional Vibration . . . . . . . . . . . . . . . . . . .20 Taking Readings . . . . . . . . . . . . . . . . . . . . .21 PREVENTIVE MAINTENANCE . . . . . . . . . . . . . .24 Daily . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24 Every 10,000 Miles . . . . . . . . . . . . . . . . . . .24 Every 20,000 Miles . . . . . . . . . . . . . . . . . . .25 Every 40,000 Miles . . . . . . . . . . . . . . . . . . .26 Every *50,000 Miles . . . . . . . . . . . . . . . . . .26

Fuller® Preventive Maintenance

Recommendations. . . . . . . . . . . . . . . . . . . .26 LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . .27

Proper Lubrication. . .

the key to long transmission life . . . . . . . . .27

TORQUE RECOMMENDATIONS . . . . . . . . . . . .30

TROUBLESHOOTER'S GUIDELINE . . . . . . . . . .32

CONVERSION TABLE . . . . . . . . . . . . . . . . . . . .35 TOWING OR COASTING . . . . . . . . . . . . . . . . . .37 1

Foreword

Foreword

FOREWORD

The purpose of this publication is to provide basic technical information for servicing and repairing heavy duty truck transmissions. A guide to help the mechanic locate the trouble, analyze the cause, and make the necessary repairs. Emphasis is placed on servicing Fuller twin countershaft transmissions; however, some sections are common to all mechanical transmissions. If more in-depth diagnosis is required, reference can be made to the following publications:

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 available on request. You may also obtain Service Bulletins detailing information on product improvements, repair procedures, and other service related subjects by writing to the following address: EATON

TRANSMISSION DIVISION

Technical Service Department

PO. Box 4013

Kalamazoo, MI 49003

Every effort has been made to ensure the accuracy of all information in this brochure. However, Eaton Transmission Division makes no expressed or implied

warranty or representation based on the enclosed information. Any errors or omissions may be reported to Training and Publications, Eaton Transmission

Division, PO. Box 4013, Kalamazoo, Ml 49003.

2

Transmission Function

TRANSMISSION FUNCTION

The transmission must efficiently transfer the engine's power, in terms of torque, to the vehicle's rear wheels. Torque is the twisting or circular force delivered by the engine's flywheel. The transmission's gear ratios increase or decrease torque depending on the requirements needed to move or start the load. Gearing also increases or decreases speed. The gear ratios are correctly spaced so that the engine will operate in its most efficient RPM range with progressive speed changes. To meet the vehicle's requirements, the transmission must have ratios low enough to start the vehicle moving, to maintain movement up grades, and to keep engine operating in its peak efficiency range. The transmission, too, must provide an easy method for gear selection. 3

Transmission Function

Transmission Function

A simplified diagram of the power flow through a Fuller twin countershaft transmission will help show how torque and speed are changed, and how torque is divided between the two countershafts. The input shaft and drive gear (1) are in constant mesh with both countershaft drive gears (2); when the input shaft turns, the countershaft gears are in constant mesh with the "floating" mainshaft gears (3). The mainshaft gears are simply free-wheeling on the mainshaft (4). A sliding clutch gear (5), which is splined to the mainshaft, is engaged into the internal clutching teeth of the mainshaft gear, coupling it to the mainshaft. The mainshaft will now be turning at the selected gear ratio. Fuller twin countershaft Roadranger® transmissions commonly consist of a five speed front section and either a two or three speed auxiliary section, both in one case.

COUNTERSHAFT

DRIVE GEARMAINSHAFT

GEAROUTPUT

SHAFT

SLIDING

CLUTCH

GEARMAINSHAFT

COUNTERSHAFT

DRIVE GEARINPUT SHAFT

AND DRIVE GEAR

4

Power Flow

POWER FLOW

1. Power (torque) from the engine flywheel is

transferred to the input shaft.

2. Splines on input shaft engage internal splines in hub

of drive gear.

3. Torque is split between the two countershaft drive

gears.

4. Torque delivered by two countershaft gears to

mainshaft gear which is engaged. Diagram shows first speed gear engaged.

5. Internal splines in hub of mainshaft gear transfers

torque to mainshaft through sliding clutch gear.

6. Mainshaft transfers torque to auxiliary drive gear

through a self-aligning coupling gear located in hub of auxiliary drive gear.

7. Torque is split between the two auxiliary

countershaft drive gears. (In direct drive or high range, power is delivered to the output shaft from the auxiliary drive gear through a self-aligning sliding clutch gear.)

8. Torque is delivered by the two countershaft low

range gears to the low range gear.

9. Torque delivered to output shaft through self-

aligning sliding clutch gear.

10. Output shaft is attached to driveline.

5

Timing

Timing

TIMING

All Fuller twin countershaft transmissions are "timed" at assembly. It is important that proper timing procedures are followed when reassembling the transmission. Timing assures that the countershaft gears will contact the mating mainshaft gears at the same time, allowing mainshaft gears to center on the mainshaft and equally divide the load. One set of gears must be timed in the front section, and one set the auxiliary section. Timing consists of marking the proper teeth before installation and meshing the marked teeth during assembly. The following is step by step procedure for timing.

Front Section

1. Main Drive Gear - Mark any two adjacent teeth on

the drive gear, then mark the two adjacent teeth which are directly opposite the first set marked. There must be an equal number of teeth between the markings on each side of the gear.

2. Countershaft Drive Gears - Mark on each drive gear

the gear tooth which is directly over the keyway. This tooth is stamped with an "O" for identification.

3. Meshing Countershaft Gears and Main Drive Gear -

Install the drive gear assembly. Mesh the marked left countershaft gear tooth between the two marked teeth on the drive gear. Repeat the procedure with right countershaft.

Auxiliary Section

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

1. Mainshaft Gear - Mark any two adjacent teeth on the

mainshaft gear, then mark the two adjacent teeth directly opposite.

2. Countershaft Gears - On each countershaft

assembly mark the gear tooth which is stamped with "O". Note: Refer to the appropriate service manual for more detailed timing instructions for the Fuller twin countershaft transmission being assembled.

Drive gear teeth correctly

marked for timing.

Cut 7300G-11/86

Tooth on countershaft

directly over keyway marked for timing.

Cut 7300H-11/86

Countershaft gear teeth

meshed with drive gear teeth for correct timing.

Cut 7300F-11/86

6

Common Transmission Complaints

COMMON TRANSMISSION COMPLAINTS

Vibration

Although the effects of vibration will show up in the transmission, vibration usually originates somewhere else in the drive train. Vibration can usually be felt or heard by the driver; however, in some cases, transmission damage caused by vibration will occur without the driver's knowledge. (Refer to the "Torsional Vibration" section for the causes and cures of vibration problems.) Some Transmission Problems Due to Drive Train Vibration:

1. Gear rattle at idle. (See "Shafts" section.)

Fretted Splines

2. Gear and shaft splines "fretted".

3. Noise. (See "Noise" section.)

4. Fretted bearings. (See "Bearing" section.)

5. Repeated rear seal leakage. Broken synchronizer

pins.

Broken Synchronizer Pins

6. Broken or loose synchronizer pins.

7. Continuous loosening of capscrews, brackets and

mountings.

Input Spline Wear

8. Worn shaft spline wear.

9. Worn universal joints. (Not a transmission

symptom, but an indicator of vibration.) 7

Common Transmission Complaints

Common Transmission

Complaints

Common causes of vibration:

1. Driveline imbalance or misalignment. (See

"Transmission Alignment" section.)

2. Unbalanced wheels or brake drums.

3. Rough running engine.

4. Broken or worn engine mounts.

5. Worn suspension.

Gear Slipout and Jumpout

Front Section

When a sliding clutch is moved to engage with a mainshaft gear, the mating teeth must be parallel. Tapered or worn clutching teeth will try to "walk" apart as the gears rotate. Under the right conditions, slipout will result. Some of these conditions are:

1. Transmission mounted eccentrically with engine

flywheel pilot.

2. Excessive gear clashing which shortens clutching

teeth.

Snubbed Clutching Teeth

3. Gear clutching teeth wearing to a taper.

4. Insufficient pressure on detent ball from weak or

broken detent spring.

Worn Yoke Bar

5. Excessive wear on detent notch of yoke bar.

6. Incorrect adjustment of remote shift control linkage

resulting in partial engagement. Also check for loose connections and worn bushings. Slipout will generally occur when pulling with full power or decelerating with the load pushing. Jumpout will occur when a force sufficient to overcome the detent spring pressure is applied to the yoke bar, moving the clutch gear to a neutral position.

Detent

Spring

Cut 7233A-11/86

8

Common Transmission Complaints

Conditions Which May Produce Jumpout

1. Extra heavy and long shift levers which swing,

pendulum fashion, from operating over uneven terrain. Whipping action of the lever overcomes detent spring tension.

2. Mechanical remote controls with the master

mounted to the frame. Relative movement between engine-transmission package and frame can force transmission out of gear. Worn or broken engine mounts increase the effects of this condition.

Auxiliary Section

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

Tapered Clutching Teeth

Jumpout in the auxiliary section usually occurs with the splitter gear set. If torque is not sufficiently broken during splitter shifts, the sliding clutch gear may not have enough time to complete the shift before torque is reapplied to the gears. As torque is reapplied, the partially engaged clutch gearquotesdbs_dbs17.pdfusesText_23