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Troubleshooting Guide

Fuller TransmissionsTRTS0920 EN-USJune 2015

Warnings and Precautions

Warnings and Precautions

Before starting a vehicle always be seated in the driver’s seat, place the transmission in neutral, set the parking brakes anddisengage 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, remove the axle shafts,or disconnect the driveline to avoid damage to the transmission during towing.

The description and specifications contained in this service publication are current at the time of printing.

Eaton Corporation reserves the right to discontinue or modify its models and/or procedures and to change specifications at anytime without notice.

Any reference to brand name in this publication is made as an example of the types of tools and materials recommended for useand should not be considered an endorsement. Equivalents may be used.

This symbol is used throughout this manual to call attention to procedures where carelessness or failure to followspecific instructions may result in personal injury and/or component damage.

Departure from the instructions, choice of tools, materials and recommended parts mentioned in this publication may jeopardizethe personal safety of the service technican or vehicle operator.

Warning: Failure to follow indicated procedures creates a high risk of personal injury to the service technician.

Caution: Failure to follow indicated procedures may cause component damage or malfunction.

Note: Additional service information not covered in the service procedures.

Tip: Helpful removal and installation procedures to aid in the service of this unit.

Always use genuine Eaton replacement parts.

WARNING!

Table of Contents

General Information

How to use this Troubleshooting/Operation Guide ...... 1Transmission Identification ......................................... 2Component Identification ............................................ 4Lubricants and Sealants .............................................. 6Suggested Test Fixtures .............................................. 7

Air System Troubleshooting

8, 9, 10, 11, 13, 15, and 18-Speed Troubleshooting ... 8RTLO 10-Speed Troubleshooting .............................. 23Combination Cylinder Troubleshooting ..................... 33FR-1X210 Troubleshooting ....................................... 51

Operation

Air Line Color Chart ................................................... 64Slave Valve Preselection System ............................... 657,8,9 and 10-Speed Range Air Systems .................... 667L,8,9 and 10-Speed (2-Speed auxiliary) .................. 67RT & RTO-610,6610, 6609, and 8609 Models .......... 69Deep Reduction Air System

(with Dash Mounted Valve) ................................ 71RT, RTO, & RTX xx607LL,

xx608LL, and xx615 models .............................. 72Deep Reduction Air System

(with A-6915 Roadranger Valve) ........................ 75RT, RTO, & RTX xx607LL,

xx608LL, and xx615 Models .............................. 769 and 13-Speed Air Systems

(Top 2 & Convertible) and 18-Speed (Top-2) .... 79RT, RTO, & RTOO xx613 and xx813 Models ............. 83RTLO-xx613 Models ................................................. 86RTLO-xx713 Models ................................................. 89RTLO-xx913 Models ................................................. 92RT0-15618 and RTLO-xx618 Models ........................ 95RTLO-xx718 Models ................................................. 99RTLO-xx918 Models ............................................... 103Combination Cylinder Air System ............................ 1077LL/DLL/MLL, 8LL, 9MLL, and 15-Speed Models .. 108Unique Air Systems ................................................. 111RT &RTO 613 and 6613 Models ............................. 112RT & RTO 613 and 6613 Models

With A-6915 Roadranger Valve ........................ 115RT & RTO 613 and 6615 Models ............................. 1167608LL with A-6915 Roadranger Valve ................... 1197608LL Models ....................................................... 120RTLO-xx610 Speed Air System ............................... 123

RTLO-xxX610 Models ..............................................125RTL-xx710 Speed Models ........................................129RTL-xx710 Models ..................................................130AT-1202 Auxillairy Transmission

(with 2 Position Shift Valve) .............................134AT-1202 Auxiliary Housing (3 Position Valve) .........135

System Components

A-4740 Air Filter/Regulator Assembly ......................137A-5161/A-5454 Air Filter/Regulator Assembly .........138A-3546 Range Valve ................................................139A-5010/A-6909 Roadranger Valve ...........................14014651 Reduction Valve (Dash-Mounted) .................141A-5015/A-6915 Roadranger Valve ...........................142Two Position Selector Valve ....................................143A-4900/A-6913 Roadranger Valve ...........................144A-5013/A-6913 Roadranger Valve ...........................145Three Position Selector Valve ..................................147A-5510/A-6910 Roadranger Valve ...........................148Range Actuator Valve (Old Design) ..........................150Range Actuator Valve (Latest Design) .....................15119470 Poppet-Type Slave Valve ..............................152A-4688 Slave Valve ..................................................153A-5000 Slave Valve ..................................................154Range Cylinder ........................................................155Range Cylinder for 610, 6610, 6609 and 8609 ........156Dash-Mounted Deep Reduction Cylinder .................157Deep Reduction Cylinder with Roadranger Valve .....158RTLO-xx610 Model Range Cylinder Assembly ........160RTL-xx710 Model Range Cylinder Assembly ...........162Intermediate Shift Cylinder Assembly

613 and 6613, 3-Position Selector Valve ..........164Intermediate Shift Cylinder Assembly

613 and 6613, A-5015 Roadranger Valve .........166Combination Cylinder Assembly ..............................168Splitter Cylinder Assembly .......................................171RTLO-xx610 Model Splitter Cylinder Assembly

(Old Design) ....................................................173RTLO-xx610 Model Splitter Cylinder Assembly

(Latest Design) .................................................175RTL-xx710 Model Splitter Cylinder Assembly ..........177RTLO-xx613 Model Splitter Cylinder Assembly .......179RTLO-xx713 Model Splitter Cylinder Assembly .......181RTLO-xx913 Model Splitter Cylinder Assembly .......183RTO-15618 and RTLO-xx618 Model

Splitter Cylinder Assembly ...............................185RTLO-xx718 Model Splitter Cylinder Assembly .......187RTLO-xx918 Model Splitter Cylinder Assembly .......189

Table of Contents

Engineering Reference Drawings

Basic Air System Drawings - 6610,8609, and 6609 ....................................... 191

Basic Air System Drawings - 07L, 08, 08L, 09, and 10-Speed Models .......... 192

Basic Air System Drawings - 07LL, 08LL, and 15 Speed Models .................. 193

Basic Air System Drawings - 707LL, 7/908LL, 7/909LL, and 7/915 Speed Models ................................. 194

Basic Air System Drawings - 11613, 14613, and 15613 Speed Models .................................................. 195

Basic Air System Drawings - 6613, and 7608LL Speed Models ............................................................. 196

Basic Air System Drawings - 18 Speed Models Left-Hand Drive ................... 197

Basic Air System Drawings - 18 Speed Right-Hand Drive ............................. 198

General Information

1

General Information

How to use this Troubleshooting/Operation Guide

The purpose of this manual is to assist in the diagnosis and repair of your air system. Use this manual in conjunction with otherservice literature produced by Eaton®, including Service Bulletins, Illustrated Parts Lists, Service Manuals, and OEM service ma-terial.

This guide provides four functions• Troubleshooting Guide: Designed to isolate and resolve air system problems.

• System Operation and Schematics: Designed to explain a complete air system's operation.

• System Components: Designed to explain each component's function and operation.

• Engineering Reference Drawings: Detailed drawings with optional parts and part numbers.

General Information

2

Transmission Identification

2-Speed Auxiliary/3-Speed and 2x2 Auxiliary

Air Hoses

SlaveValve

Air Lines

RoadrangerValve

Range Cylinder

Air Filter/Regulator

Deep Reduction orSplitter Cylinder

Air Hoses

SlaveValve

Air Lines

RoadrangerRoadrangerValve

Range Cylinder


2-SpeedAuxiliary

3-Speed&2X2 Auxiliary

General Information

3

General Information

Combination Cylinder / RTLO-10 Speeds

Combination

Cylinder

Air Hoses

SlaveValve

Air Lines


CombinationCylinder

RoadrangerValve

Air Lines

RoadrangerValve

Range Cylinder


RTLO-10 Speeds

Splitter Cylinder

CY

L

NO

NC

RangeActuatorValve

Air Hose

General Information

4

Component Identification

Air Filter/ Regulators

Control Valves - Old ProductionTwo Position Selector

A-5010

A-3546

UP-HIGH DOWN-LOW

A-5510

A-5015

Blue

Deep Reduction Valve14651

A-4900

Red

A-5013

Gray

Three Position Selector

WHEN IN LOWRANGE

SHIFT ONLY

DO NOTPRE-SELECT

OUT IN

DEP REDUCT IONE

Gray

8, 9, and 10 Speeds 8LL, 15, 6613 Speeds

RT/RTLO 13 Speeds RTLO-18 SpeedsRTLO-10 Speeds

General Information

5

General Information

Control Valves - Current Production

Slave Valves

Range Valves

A-6909

A-6910

A-6915

Blue

A-6913

Red

A-6918

GrayGray

8, 9, and 10 Speeds 8LL, 15, 6613 Speeds

RT/RTLO 13 Speeds RTLO-18 SpeedsRTLO-10 Speeds

A-4688 - Old19470 - Obsolete A-5000 - Current

23545

CY

L

NO

NC

23545 - old design

P

SE

XH

4303110 - latest design

PS

SEX

H

General Information

6

Lubricants and Sealants

The use of improper sealants and lubricants during air system assembly can cause improper component operation and severetransmission damage.

The following are the recommended sealants and lubricants to be used when assembling air system components:

Name: Eaton® Fuller® Silicone Lubricant

Part #: 71203 (8 oz. container)—Fleet size

Part #: 71206 (4 cc container)—Single application

Where Used: All O-rings and mating surfaces

Name: Eaton® Fuller® Sealant



Where Used: Air fittings and threads

General Information

7

General Information

Suggested Test Fixtures Note: For the Automated transmission models, refer to their Troubleshooting Guides for air system diagnostics.

5/32" Air Line

85003 - Elbow

12881 - 1/8" Tee85003 - Elbow

5/32" Air Line

5/32" Air Line

84006 - 5/32" Push-To-Connect to 1/8" NPTF

12881 - 1/8" Tee 12769 - 1/8" Nipple

5/32" Air Line

84502 - Elbow

12881 - 1/8" Tee85002 - Elbow Assembly

83501 - Grip Nut83001 - Compression Sleeve

1/8" Air Line

0-100 PSI Gauge

0-100 PSI Gauge

0-100 PSI Gauge



Test Fixture for Range Cylinder

Test Fixture For 5/32" Air Line

Test fixture for 1/8" Air lines


8

8, 9, 10, 11, 13, 15, and 18-Speed Troubleshooting Symptom

• Air Leak at Shift Knob

• Air Leak at Slave Valve

• Air Leak from Transmission Breather or Transmission Case is Pressurized

• Air Leak at Splitter Cylinder Cover Exhaust Port

• No or Slow Range Shift into Low

• No or Slow Range Shift into High

• Range Shifts with Shift Lever in Gear

WARNING: Use care when removing air lines or checking for air flow from disconnected lines. High pressure air mayexhaust suddenly. Wear safety glasses. Exhaust all air pressure from system before removing air filter/regulator or com-bination cylinder cover.

Note: During all testing, the vehicle air pressure must be greater than 90 PSI (620 kPa). If during testing the pressure falls below90 PSI (620 kPa), make sure the transmission is in neutral, start the engine, and let the pressure build to governor cutoff.After the pressure reaches the governor cutoff, continue testing. The pressure is critical if the vehicle is equipped with aPressure Protection Valve that would shut off the air supply to certain air circuits if the system pressure dropped below apreset level.

IMPORTANT: Use the following air system troubleshooting procedures for part replacement only if the symptom can be dupli-cated. If the problem is intermittent, parts that are not defective could be replaced.

Instructions

1. Start at “Procedures” for Step A.

2. Based on the “Result” of the procedure, go to the corresponding “What To Do Next”.


9


Procedure 1: Symptom - Air Leak at Shift KnobNormal Operation:

• A burst of air will be exhausted from the shift knob when moving the range selector from low to high. This is the air beingexhausted from the “P” air line.

• A burst of air will be exhausted from the shift knob when moving the splitter button rearward (shifting to low split). Thisis the air being exhausted from the “SP” air line.

Possible Causes:

• Incorrectly attached air lines

• Internal leak in slave valve

• Internal leak at insert valve

• Internal leak at shift knob

Table 10 Air Leak at Shift Knob

Procedure Result What to do next

Step A Remove lower skirt on shift knob.Check for leaking fitting at the shiftknob.

Leak found. Repair leaking fitting or air line.

No leak found. Go to Step B.

Step B Check air lines to make sure all linesare connected to the proper ports onthe shift knob.

Air lines are not connected to theproper ports.

Connect lines properly.

A.) Reversal of “S” and “P” lines willresult in a constant leak from the ex-haust when high range is selected.B.) Reversal of the H/L and “SP”lines will result in a constant leakwhen the splitter button is rearward.

Air lines are connected to the properports.

Go to Step C.

Step C Move the range selector lever downto low range. Check for constant airflow from the exhaust “E” port.

Constant air flow from the “E” port. Replace knob.

No air flow from “E” port. Go to Step D.

Step D Move the range selector up to highrange. Disconnect the small air lineconnected to the “P” port of the shiftknob. Check for air flow from theport and air line.

Constant air is leaking from the “P”port or the “E” port.

Repair or replace the shift knob.

Air is coming out of the disconnect-ed air line.

1. Verify that the air line is connectedto the slave valve “p” port.

2. If properly connected, replace theslave valve.

Air is not leaking from either port ordisconnected air line.

Go to Step E.


10

Step E Reattach the air line to the “P” port.Move the range selector down to lowrange and move the splitter buttonrearward. Disconnect line from the“SP” port. Check for air flowing fromthe SP port on the shift knob.

Air is flowing from the SP line. 1. Check to make sure the “SP” lineis connected to the splitter cylindercover.

2. If the line is properly attached,check that the insert valve (old style)is properly installed (stem facing in-ward) and that the insert valve boreis not defective.

3. Replace the insert valve.

Air is not flowing from the line. Repair or replace the shift knob.




11


Procedure 2: Symptom - Air Leak at Slave ValveNormal Operation:A momentary exhaust of air at the slave valve occurs during a range shift. The air from the low side of the range cylinder isexhausted as air pressure is applied to the high range side. Likewise, air from the high range side of the piston is exhausted as airpressure is applied to the low range side. The exhaust port is located at the slave valve to transmission mounting interface.

Possible Causes:

• Internal leak in range cylinder.

• Internal leak in slave valve.

Table 11 Air Leak at Slave Valve


Step A Confirm that air is leaking from the ex-haust port on the slave valve and not afitting or air line.

Air is leaking from fitting or air line. Repair or replace fitting or air line.

Air is definitely leaking from slavevalve exhaust port.

Go to Step B.

Step B Move range selector down to select lowrange.Remove the 1/4" I.D. rubber air line atthe high range supply port on the rangecylinder.Feel for air flow from the open port onthe range cylinder.Notice if the air leak at the slave valveonly occurs when the transmission is inhigh range.Repeat the above test but remove thelow range air hose and check with highrange selected.

Air is flowing from high range sup-ply port on range cylinder.

Remove range cylinder cover andrepair leaking range piston or pis-ton seal. After repair, check forproper range operation.

No air flow from high range port. Repair or replace slave valve.


12

Procedure 3: Symptom - Air Leak from Transmission Breather or Transmission Case isPressurizedNormal Operation:There should be no measurable air flow from the transmission breather.

Possible Causes:

• Leak at range yoke bar O-ring

• Leak at splitter yoke bar O-ring

Table 12 Air Leak from Transmission Breather or Transmission Case is Pressurized


Step A Listen for the air leak with the trans-mission shifted to both low andhigh range.

Leak is only in low range. Remove range cylinder and inspect fordamaged range yoke bar, yoke bar O-ring, or range cylinder. Repair as neces-sary.

Leak is in both low andhigh range.

Remove splitter cylinder. Inspect fordamaged splitter yoke bar, O-ring, or cyl-inder. Repair as necessary.


13


Procedure 4: Symptom - Air Leak at Splitter Cylinder Cover Exhaust PortNormal Operation: A burst of air will exhaust from this port when shifting into low split (the splitter button is moved rearward while in low range).

Possible Causes:

• Damaged/defective insert valve

• Leak past insert valve external O-rings

• Leak past splitter cylinder piston

Table 13 Air Leak at Splitter Cylinder Cover Exhaust Port


Step A (oldstyle)

Remove insert valve. Check for contamination, dam-aged seals, or sticky movement. Check the insertvalve bore in the splitter cylinder cover for contami-nation or damage which would result in leakage pastthe insert valve O-rings.

Contamination or damagefound.

Repair or replace as neces-sary.

No contamination or damagefound.

Go to Step B.

Step B Remove the splitter cylinder cover and piston.Check the piston bore for contamination or damage.Check the piston seals for damage.NOTE: Early production transmissions used a papergasket to seal the splitter cover to cylinder, if neces-sary, replace this configuration with the spool valvedesign which uses an O-ring.

Contamination or damagefound.

Repair or replace as neces-sary.


14

Procedure 5: Symptom - No or Slow Range Shift into LowNormal Operation:When the range selector on the shift knob is moved down to select low range, air pressure will flow through the shift knob to the"P" port on the slave valve. The slave valve will direct air pressure through the low range 1/4" rubber hose to the range cylinder toshift the range. There will be a brief burst of air at the slave valve as the high range side of the range piston exhausts. Likewise,when high range is selected, the air pressure in the "P" will be exhausted at the shift knob. This will cause the slave valve to directair to the rear side of the range cylinder piston. The air pressure on the low range side will be exhausted at the slave valve.

Possible Causes:

• Incorrect air line hook up

• Insufficient air supply to transmission

• Damaged or defective air filter / regulator assembly

• Damaged or defective shift knob master valve

• Damaged or defective slave valve

• Damaged or defective range cylinder

• Damaged or defective range yoke or yoke bar

• Damaged or defective range synchronizer

• Damaged or defective gearing in auxiliary section of transmission

Table 14 No or Slow Range Shift into Low


Step A Place the shift lever in neutral.Check for constant air leakage at the shiftknob, slave valve, and transmission casebreather when both low and high rangehave been selected.

Constant air leak is detected. Go to the other corresponding symp-tom first. See beginning of Air SystemTroubleshooting section.

No constant leak is detected. Go to Step B.

Step B Place shift lever in neutral. Move range selector up to high rangeposition. At the rear of the transmission,disconnect the 1/4" rubber air line fromthe low range supply port on the rangecylinder. Check for air flow from the lowrange port.

Air flows from the low rangeport.

Remove range cylinder cover and re-pair leaking range piston or piston seal.

No air flow from low rangeport.

Go to step C.

Step C Check for air flow from the disconnectedair line.

Air flows from disconnectedair line.

Go to step F.

No air flow from disconnect-ed line.

Go to step D.


15


Step D Install a 100 PSI air gauge in the discon-nected air line end. With the shift lever inneutral, move the range selector down toselect low range. Observe the gauge.

The gauge read 0 PSI. Go to step F.

The gauge reads pressure butis lower than 58 PSI or higherthan 63 PSI.

Replace the filter/regulator and checkfor proper range operation.

The gauge reads between 58 -63 PSI.

Go to step E.

Step E Confirm that shift lever is still in neutral.Have an assistant move the range selec-tor up and down between low and highrange. Does the pressure measured atthe gauge respond rapidly when goingfrom high to low?

Pressure rapidly changes be-tween 58-63 PSI and 0 at thegauge.

Air system appears to be operatingsatisfactory. Go to step R.

Pressure does not changerapidly at gauge.

1. Check for a plugged or dirty filter inthe filter/regulator assembly.

2. Check for a pinched or obstructed1/4" rubber air line between the filter/regulator and slave valve.

3. Check for a pinched or obstructed1/4" rubber air line between the slavevalve and the test gauge.

4. If all are satisfactory, go to step F.

Step F Place shift lever in neutral. At the shift knob, move the range selec-tion lever up to select high range.At the slave valve, remove the air linefrom the "P" port. (should be a blackline). Check for air flow from the discon-nected line.

Air flows from the discon-nected line.

1. Confirm that the air lines are con-nected to the correct ports at the shiftknob.

2. If the lines are correct, replace theshift knob.

No air flow from the discon-nected line.

Go to step G.

Step G Check for air flow from the "P" port onthe slave valve.

Air flows from this port. Replace the slave valve.

No air flow from this port. Go to step H.




16

Step H Place the shift lever in neutral. Install a100 PSI pressure gauge in line with the"P" line. Move the range selector backand forth from low to high range. Thegauge should show rapid pressurechange.

The gauge responds slowly. 1. Check for a restricted line betweenthe shift knob and slave valve.


3. Check for a plugged or dirty filter inthe filter / regulator assembly.


5. Check for a pinched or obstructed airline between the slave valve and the "S"port on the shift knob.

6. If all are good, replace the shift knob.

The gauge rapidly moves be-tween 58-63 PSI and 0 PSI.

Go to step I.

Step I If possible, leave air lines attached toslave valve. Unbolt the slave valve fromtransmission side. Check for free move-ment of the plunger pin protruding fromthe case under the slave valve. The pinshould extract when the transmission isshifted into gear and retract when shiftedinto neutral.NOTE: If desired, the slave valve can beactuated and tested while unbolted fromthe transmission case. The air lines, ofcourse, must remain attached.

Actuating plunger pin doesnot move freely.

1. Remove actuating plunger pin andcheck for damage.

2. Check for missing or broken spring.

Actuating plunger pin movesfreely.

Repair or replace slave valve and checkfor proper range operation.




17


Step R If air system has been tested and foundto operate satisfactory, the auxiliary sec-tion must be removed to inspect for me-chanical problem.Remove auxiliary section and inspectfor:•Binding of range yoke bar or piston•Damaged or defective range yoke•Damaged or defective range synchro-nizer •Cracked countershaft weld resulting ingear turning on shaft•Damaged or defective range slidingclutch•Auxiliary section gearing out of time




18

Procedure 6: Symptom - No or Slow Range Shift into HighNormal Operation:When the range selector on the shift knob is moved down to select low range, air pressure will flow through the shift knob to the'P" port on the slave valve. The slave valve will direct air pressure through the low range 1/4" rubber supply hose to the rangecylinder to shift the range. There will be a brief burst of air at the slave valve as the high range side of the range piston exhausts.

Likewise, when high range is selected, the air pressure in the "P" will be exhausted at the shift knob. This will cause the slave valveto direct air to the rear side of the range cylinder piston. The air pressure on the low range side will be exhausted at the slave valve.

Possible Causes:



• Plugged filter

• Incorrect regulator pressure







Table 15 No or Slow Range Shift into High


Step A Place the shift lever in neutral.Check for constant air leakage at the shiftknob, slave valve, and transmission casebreather when both low and high rangehave been selected.


No constant leak is detected. Go to Step B.

Step B Place shift lever in neutral. Move range selector down to low rangeposition.At the transmission rear, disconnect the1/4" rubber air line from the range cylin-der high range supply port.Check for air flow from the cylinder highrange port.

Air flows from the high rangeport.

Remove range cylinder cover and re-pair leaking range piston or piston seal.After repair, check for proper range op-eration.

No air flow from high rangeport.

Go to step C.

Step C Check for air flow from the disconnectedair line.

Air flows from disconnectedair line.

Go to step F.

No air flow from disconnect-ed line.

Go to step D.


19


Step D Install a 100 PSI air gauge in the discon-nected air line end. With the shift lever inneutral, move the range selector up toselect high range. Observe the gauge.

The gauge reads 0 PSI. Go to step F.

The gauge reads pressure butis lower than 58 PSI or higherthan 63 PSI.


The gauge reads between 58 -63 PSI.

Go to step E.

Step E Confirm that shift lever is still in neutral.Have an assistant move the range selec-tor up and down between low and highrange. Does the pressure measured atthe gauge respond rapidly when goingfrom high to low.

Pressure rapidly changes be-tween 58-63 PSI and 0 at thegauge.


Pressure does not changerapidly at gauge.


2. Check for a pinched or obstructed 1/4" rubber air line between the filter/reg-ulator and slave valve.

3. Check for a pinched or obstructed 1/4" rubber air line between the slavevalve and the test gauge.


Step F Place shift lever in neutral. At the shift knob, move the range selec-tion lever up to select high range.At the slave valve, remove the air linefrom the "P" port. (should be black line).Check for air flow from the disconnectedline.

Air flows from the discon-nected line.

1. Confirm that the air lines are con-nected to the correct ports at the shiftknob.


No air flow from the discon-nected line.

Go to step G.

Step G Check for air coming out of the slavevalve "P" port.


No air flow from this port. Go to step H.




20

Step H Place the shift lever in neutral. Install a100 PSI pressure gauge in line with the"P" line. Move the range selector backand forth from low to high range. Thegauge should show rapid pressurechange.


2. Check for a restricted exhaust porton the shift knob.



5. Check for a pinched or obstructed airline between the slave valve and the "S"port on the shift knob.

6. If all are good, replace the shift knob.

The gauge rapidly moves be-tween 58-63 PSI and 0 PSI.

Go to step I.

Step I If possible, leave air lines attached toslave valve.Unbolt the slave valve from transmissionside.Check for free movement of the plungerpin protruding from the case under theslave valve. The pin should extract whenthe transmission is shifted into gear andretract when shifted into neutral.If desired, the slave valve can be actuat-ed and tested while unbolted from thetransmission case. The air lines, ofcourse, must remain attached.

Actuating plunger pin doesnot move freely.



Actuating plunger pin movesfreely.

Repair or replace slave valve and checkfor proper range operation.




21


Step R If air system has been tested and foundto operate satisfactory, the auxiliary sec-tion must be removed to inspect for me-chanical problem.Remove auxiliary section and inspectfor:•Binding of range yoke bar or piston•Damaged or defective range yoke•Damaged or defective range synchro-nizer•Cracked countershaft weld resulting ingear turning on shaft•Damaged or defective range slidingclutch•Auxiliary section gearing out of time




22

Procedure 8: Symptom - Range Shifts with Shift Lever in GearNormal Operation: Range shifts should only occur when the shift lever is in neutral. The range selector can be moved up or down while the shift leveris in a gear position, but the shift will not occur until the shift lever is moved to neutral.

Possible Causes:

• Worn or missing actuating pin or air valve shaft

• Worn shift rail

Procedure:If the range has been confirmed to shift with the shift lever in gear, unbolt the slave valve from the side of the transmission. Con-firm that the actuating pin is present and that it is the proper part number for the corresponding slave valve. If correct, remove theshift bar housing assembly and check for a worn or damaged air valve shaft or worn shift rails. Replace necessary parts.


23


RTLO 10-Speed Troubleshooting

Confirm Correct Components and Plumbing• A-5454 Air Filter/Regulator on the range cylinder cover.

• 1/4 inch air hose from the air filter/regulator to the splitter cylinder cover (iron port).

• A red air line from the air filter/regulator to the tee in the range actuator valve "S" port on the shift bar housing.

• A red air line from the tee to the A-5510/A-6910 Roadranger valve "S" port.

• A black air line from the range actuator valve "P" port to the range cylinder.

• A blue air line from the Roadranger A-5510/A-6910 valve "SP" port to the splitter cylinder cover (brass port.)

WARNING: Prior to removing the air module, exhaust the air from it. Failure to exhaust the air module may result inpersonal injury or damage to parts from the sudden release of air.

WARNING: Use care when removing the test port pipe plugs. If air pressure is present on the plug, it can become aprojectile during removal. When removing the “L” plug or “H” plug, pressure can be shut off by selecting the oppositerange mode. If removing the “F” plug, exhaust the air to the module inlet.

CY

L

NO

NC

Air Hose

Blue Air Line

A-5454Air Filter/Regulator

Black Air Line

Red Air Line

Red Air Line


24

Air Filter/ Regulator Test

Figure 1 Figure 2

Table 1 Air Filter/Regulator Test

Step Procedure Result What to do next

A Place the transmission shift leverin neutral.

B Start the engine and wait for theair system pressure to reach gov-ernor cut off (90 to 125 PSI.)

C Turn the engine off.

If at any time during testing thetruck's air pressure falls below 90PSI; restart the engine, wait for airpressure to reach governor pres-sure, turn the engine off, and con-tinue testing.

D Make sure the splitter control but-ton is rearward.

E Remove the two (2) screws on theRoadranger valve cover and pullthe cover down.

F Disconnect the blue air line fromthe "SP" port.

G Install the correct test fixture foryour air line size in the "SP" line.


25


H Move the splitter control buttonforward to overdrive. The air pres-sure gauge should read between58 and 63 PSI.

Air pressure is outside the 58 to63 PSI range and the truck's airsystem pressure is 90 to 125 PSI.

Replace the A-5454 Filter/Regulator.

Air pressure slowly comes up tobetween 58 and 63 PSI.

Inspect the red air line from the filter/regulatorto the range actuator valve and the red air linefrom the range actuator valve to the A-5510/A-6910 Roadranger valve for restrictions

R Remove the test fixture. Assemblethe Roadranger valve.

Table 1 Air Filter/Regulator Test



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Range System Test

If water or oil is found in an insert valve, remove both insert valves, the filter/regulator, the range cylinder cover, and the rangepiston. Clean everything and replace the range piston O-rings and range cylinder cover gasket. Apply silicone grease to the ex-ternal range piston O-ring and the insert valve O-rings. Assemble and test.

Note: If you replace or repair any parts, return to Step A after completion

Figure 3 Figure 4

Table 2 Range System Test


A Move the transmission shift lever inneutral away from the driver to the topgear rail position.

B Remove the black air line from therange cylinder cover.

C Check for air flow out of the black airline.

There is no air flow from the black airline.

Go to step D.

There is air flow. Check the range actuator valve retain-ing bolts. Tighten any loose bolts andcheck again for air flow. If air flow con-tinues, remove the range actuatorvalve retaining bracket bolts. Push thebutton all the way into the valve. If airflow continues, replace the range actu-ator valve. If air flow stops when therange actuator valve is manually oper-ated, remove the actuating pin (lift itout with a magnet). Check the pin forwear. It should be 1.029 to 1.032 inch-es long. If it is not, replace the pin. Ifthe pin length is correct, refer to theservice manual for shift bar housinginspection.


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D Check for air flow from the range cyl-inder port.

There is no air flow from the port. Go to step E.

There is air flow. Remove the insert valve retaining plugfrom the range cylinder cover bottom.The insert valve will be blown out ofthe cover. Clean the insert valve, usingcompressed air and apply siliconegrease to the external O-rings. As-semble and check for air flow from theport. If air flow persists, replace theinsert valve.

E Install the correct test fixture, for yourair line size, in the range cylinder port.

F Move the transmission shift lever to-ward the driver (center rail.) The airpressure should rapidly be between 58and 63 PSI.

Air pressure rapidly comes up to be-tween 58 and 63 PSI.

Remove the test fixture and connectthe black air line to the range cylinder.If air pressure does rapidly come up tobetween 58 and 63 PSI, remove theactuating pin (lift it out with a magnet).The pin should be between 1.029 and1.032 inches long. If it is not, replaceit. If the pin length is correct, refer tothe service manual for shift bar hous-ing inspection.

Air pressure does not rapidly come upto between 58 and 63 PSI.

Inspect the black air line from therange actuator valve "CYL" port for re-strictions.If there are no restrictions,remove the range actuator valve re-taining bolt. Push the button all theway into the valve and release it. If airpressure does not rapidly come up tobetween 58 and 63 PSI, replace therange actuator valve.




28

G Listen for a range shift while movingthe transmission shift lever from neu-tral to the top gear rail and back towardthe driver into the center rail. If there isno range shift, move the transmissionshift lever back and forth again andcheck for a momentary exhaust fromthe insert valve retaining plug in therange cylinder cover bottom.

There is no range shift and there ismomentary exhaust from both insertvalves.

Remove the range cylinder cover. Ifthe piston is stuck from rust and con-tamination, remove the piston, cleanthe cylinder, replace the O-rings, andassemble. Clean the insert valve, usecompressed air and apply siliconegrease to the external O-rings. As-semble and test.

There is no momentary exhaust. Remove the insert valve retaining plugfrom the range cylinder cover bottom.The insert valve will be blown out ofthe cover. Clean the insert valve, usecompressed air and apply siliconegrease to the external O-rings. Assem-ble and test. If there is still no momen-tary exhaust, replace the insert valve.

There is momentary exhaust. Move the transmission shift lever inneutral back and forth again and checkfor momentary exhaust from the insertvalve retaining plug on the range cylin-der cover side. Continue to step I.

I Move the transmission shift lever inneutral toward the driver to the centerrail. Check both insert valve retainingplugs for continuous air flow from theexhaust port.

There is air flow. Remove the insert valve retaining plug.The insert valve will be blown out ofthe cover. Clean the insert valve, usecompressed air and apply siliconegrease to the external O-rings. As-semble and check for air flow. If airflow persists, replace the insert valve.If air flow persists with a new insertvalve, remove the range cylinder coverand inspect the range piston O-ringsfor damage or contamination and therange piston for cracks.

There is no air flow. Go to step J.

J Move the transmission shift lever inneutral away from the driver to the topgear rail. Check both insert valve re-taining plugs for continuous air flowfrom the exhaust port.

There is air flow. Remove the insert valve retaining plug.The insert valve will be blown out ofthe cover. Clean the insert valve, usecompressed air and apply siliconegrease to the external O-rings. As-semble and check for air flow. If airflow persists, replace the insert valve.

There is no air flow. Go to step K.




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K With the transmission shift lever inneutral, toward the driver in the centerrail, remove the breather or breatherhole plug on the shift bar housing.Check for air flow from the hole in theshift bar housing. If there is airflowmove the transmission shift lever inneutral, away from the driver, to thetop gear rail.

Air flow stopped. Refer to the service manual and re-place the range piston shaft to rangecylinder O-ring.

Air flow did not stop. Refer to the service manual and re-place the splitter piston shaft to splittercylinder O-ring.

R If the insert valves were not removedand cleaned during the test, removethem now (remove the insert valve re-taining plugs.) The insert valves willbe blown out the cover. Clean the in-sert valve, use compressed air and ap-ply silicone grease to the external "O"rings. Assemble and test. The rangeportion of the test is now complete.




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Splitter System Test

If you replace or repair any parts , return to Step A after completion

Ffigure 1 Figure 2

Figure 3

Table 3 Splitter System Test


A Wipe off the area around the insertvalve exhaust port.

B Move the control button back andforth several times to clear the ex-haust port.

C Make sure the control button is rear-ward. Loosen the control air line re-taining nut at the splitter cylinder.


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D Remove the loosened control air lineand check for air flow from the cylin-der fitting.

There is no air flow. Go to step E.

There is air flow. Remove the insert valve and clean us-ing compressed air. Then apply sili-cone grease to the o-rings andrecheck for airflow.

E Install, between the control line andthe cylinder fitting, the correct test fix-ture for your air line size.

F Move the control button forward. Air pressure rapidly changes to be-tween 58 and 63 PSI and the truck'sair system is 90 to 125 PSI.

Go to next step G.

Air pressure does not change to be-tween 58 and 63 PSI and the truck'sair system is 90 to 125 PSI.

Inspect the control air line for restric-tions.

G Check the insert valve exhaust port forleakage.

No leakage is detected. Go to next step H.

Leakage is detected. Go to Step L.

H Move the control button rearward andlisten for the shift.

There is a shift. Go to next step I.

There is no shift or a delayed shift. Go to Step L.

I Check the exhaust port for leakage. No leakage is detected. Go to next step J.

Leakage is detected. Go to Step L.

J Move the control button forward andlisten for the shift.

There is a shift. Go to next step K.

There is no shift or a delayed shift. Go to Step L.

K If there is air pressure at the controlline, move the control button rearwardand remove the test fixture. Connectthe control line to the cylinder.

L Remove the insert valve retainingplug. The insert valve will be blownout of the cover (note valve orienta-tion.)

There is no water and/or oil blown out. Go to next step M.

Water and/or oil is blown out. Remove the cylinder cover and cleanthe cover and cylinder. Replace thecylinder cover gasket with a new gas-ket. Install cover.

M Clean insert valve using compressedair.




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N Install the insert valve, as noted inStep L, and replace the retaining plug.

O Check the insert valve exhaust port forleakage.

No leakage is detected. Go to next step P.

Leakage is detected. Replace the insert valve.

P Move the control button forward andlisten for the shift.

There is a shift. Go to next step Q.

There is no shift or a delayed shift. Replace the insert valve.

Q Check the insert valve exhaust port forleakage.

No leakage is detected. Go to next step R.

Leakage is detected. Replace the insert valve.

R Move the control button rearward andlisten for the shift

There is a shift. Go to next step S.

There is no shift or a delayed shift. Replace the insert valve.

S Check the insert valve exhaust port forleakage.

No leakage is detected. Go to next step T.

Leakage is detected. Disassemble (see service manual)and inspect splitter/reduction pistonO-ring and piston to shaft seal.

T Move the control button forward andlisten for the shift.

There is a shift. Go to next step V.

There is no shift or a delayed shift. Disassemble (see service manual)and inspect splitter/reduction pistonO-ring and piston to shaft seal.

V The air system test procedure is nowcomplete and the air system has beenconfirmed to be operating correctly. Ifperformance irregularities persist,they are not caused by the air system.




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Combination Cylinder Troubleshooting

The symptoms listed below are covered on the following pages. Before beginning any of those troubleshooting procedures, placethe transmission in neutral and move the range selection lever from low to high. Listen for any constant air leak from the shiftknob, air module base (exhaust), or transmission breather. If a constant leak is heard, go to that particular leak troubleshootingprocedure first.

If you do not see the symptom you need to correct, refer to the General Troubleshooting chart.

Symptom

• Air Leak from Air Module Base (Exhaust Leak)

• No or Slow Range Shift into High (Shift into low range is good)

• No or Slow Range Shift into Low (Shift into high range is good)

• Constant Air Leak from Shift Knob

• Range Shifts in Gear


Note: Use the air system troubleshooting procedures for part replacement only if the symptom can be duplicated. If the problemis intermittent, parts that are not defective could be replaced.

Note: During all testing, the vehicle air pressure must be greater than 90 PSI (620 kPa). If during testing the pressure falls below90 PSI (620 kPa), make sure the transmission is in neutral, start the engine and let the pressure build to governor cutoff.After the pressure reaches the governor cutoff, continue testing. The pressure is critical if the vehicle is equipped with a ve-hicle air system Pressure Protection Valve that would shut off the air supply to certain air circuits if the system pressuredropped below a preset level.

Note: A 0-150 PSI (0-1034 kPa) air gauge with a 1/16” male pipe thread fitting attachment is required for some of the test proce-dures.




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Procedure 1: Symptom - Air Leak at Shift KnobNormal operation:A burst of air will be exhausted from the shift knob when moving the range selector from low to high. This is the air being exhaust-ed from the "P" air line.

A burst of air will be exhausted from the shift knob when moving the deep reduction button rearward (shifting out of deep reduc-tion).This is the air being exhausted from the “SP” air line.

Possible causes:

• Incorrectly attached air lines

• Internal leak in slave valve

• Internal leak at insert valve

• Internal leak at shift knob



Step A Remove lower skirt on shift knob. Checkfor leaking fitting at the shift knob.

Leak found. Repair leaking fitting or airline.

No leak found. Go to step B.

Step B Check air lines to make sure all lines areconnected to the proper ports on the shiftknob. Reversal of “S” and “P” lines willresult in a constant leak from the exhaustwhen high range is selected. Reversal ofthe H/L and “SP” lines will result in a con-stant leak when the deep reduction but-ton is rearward.

Air lines are not connected to the properports.

Connect lines properly.

Air lines are connected to proper ports. Go to step C.

Step C Move the range selector lever down toLow range. Check for constant air flowfrom the exhaust “E” port.

Constant air flow from “E” port. Replace knob.

No air flow from “E” port. Go to Step D.

Step D Move the range selector up to high range.Disconnect the small air line connectedto the “P” port of the shift knob. Checkfor air flow from the port and air line.

Constant air is leaking from the “P” portor the “E” port.

Repair or replace the shiftknob.

Air is coming out of the disconnectedair line.

1. Verify that the air line isconnected to the slave valve“p” port.

2. If properly connected, re-place the slave valve.

Air is not leaking from either port or dis-connected air line.

Go to Step E.


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Step E Reattach the air line to the “P” port. Movethe range selector down to low range andmove the deep reduction button rear-ward. Disconnect the air line from the“SP” port. Check for air flowing from theSP line.

Air is flowing from the SP line. 1. Check to make sure the“SP” line is connected to thedeep reduction cylinder cov-er.

2. If the line is properly at-tached, check that the insertvalve is properly installed(stem facing inward) andthat the insert valve bore isnot defective.

3. Replace the insert valve.

Air is not flowing from the line. Repair or replace the shift-knob.




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Procedure 2: Symptom - Air Leak at Slave ValveNormal operation:A momentary exhaust of air at the slave valve occurs during a range shift. The air from the low side of the range cylinder is ex-hausted as air pressure is applied to the high range side. Likewise, air from the high range side of the piston is exhausted as airpressure is applied to the low range side. The exhaust port is located at the slave valve to transmission mounting interface.

Possible Causes:

• Internal leak in range cylinder

• Internal leak in slave valve.

Table 2 Air Leak at Slave Valve


Step A Confirm that air is leaking from theexhaust port on the slave valve andnot a fitting or air line.

Air is leaking from fitting or air line. Repair or replace fitting or air line.

Air is definitely leaking from slavevalve exhaust port.

Go to Step B.

Step B Move range selector down to selectlow range. Remove the 1/4” I.D.rubber air line at the high range sup-ply port on the range cylinder. Feelfor air flow from the open port onthe range cylinder. Note: If the airleak at the slave valve only occurswhen the transmission is in highrange, repeat the above test, but re-move the low range air hose andcheck with high range selected.

Air is flowing from high range sup-ply port on range cylinder.

Remove range cylinder cover and re-pair leaking range piston or piston seal.After repair, check for proper range op-eration.

No air flow from high range port. Repair or replace slave valve.


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Procedure 3: Symptom - Air Leak from Transmission Breather or Transmission Case isPressurizedNormal Operation:There should be no measurable air flow from the transmission breather.

Possible causes:

• Leak at range yoke bar O-ring

• Leak at deep reduction yoke bar O-ring

Table 3 Air Leak from Transmission Breather or Transmission Case is Pressurized


Step A Listen for the air leak with the trans-mission shifted to both low and highrange.

Leak is only in low range. Remove range cylinder and inspectfor damaged range yoke bar, yoke barO-ring, or range cylinder. Repair asnecessary.

Leak is in both low and high range. Remove deep reduction cylinder. In-spect for damaged deep reductionyoke bar, O-ring, or cylinder. Repairas necessary.


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Procedure 4: Symptom: Air Leak at Deep Reduction Cylinder Cover Exhaust PortNormal operation:A burst of air will exhaust from this port when shifting into deep reduction (the deep reduction button is moved forward while inlow range).

Possible causes:

• Damaged/defective insert valve

• Leak past insert valve external O-rings

• Leak past deep reduction cylinder piston

Table 4 Air Leak at Deep Reduction Cylinder Cover Exhaust Port


Step A Remove insert valve. Check for con-tamination, damaged seals, or stickymovement. Check the insert valvebore in the deep reduction cylindercover for contamination or damagewhich would result in leakage pastthe insert valve O-rings.

Contamination or damage found. Repair or replace as necessary.

No contamination or damage found. Go to step B.

Step B Remove the deep reduction cylindercover and piston. Check the pistonbore for contamination or damage.Check the piston seals for damage.NOTE: Early production transmis-sions used a paper gasket to seal thepiston to the yoke bar, if necessary,replace this configuration with thecurrent design which uses an O-ring.

Contamination or damage found. Repair or replace as necessary.


39


Procedure 5: Symptom - No or Slow Range Shift into LowNormal Operation:When the range selector on the shift knob is moved down to select low range, air pressure will flow through the shift knob to the‘P port on the slave valve. The slave valve will direct air pressure through the low range 1/4” rubber hose to the range cylinder toshift the range. There will be a brief burst of air at the slave valve as the high range side of the range piston exhausts. Likewise,when high range is selected, the air pressure in the “P” will be exhausted at the shift knob. This will cause the slave valve to directair to the rear side of the range cylinder piston. The air pressure on the low range side will be exhausted at the slave valve.

Possible Causes:



• Damaged or defective air filter / regulator assembly









Step A Place the shift lever in neutral. Checkfor constant air leakage at the shiftknob, slave valve, and transmissioncase breather when both low andhigh range have been selected.


No constant leak is detected. Go to step B.

Step B Place shift lever in neutral. Moverange selector up to high range posi-tion. At the rear of the transmission,disconnect the 1/4” rubber air linefrom the low range supply port on therange cylinder. Check for air flowfrom the low range port.

Air flows from the low range port. Remove range cylinder cover and re-pair leaking range piston or pistonseal.

No air flow from low range port. Go to step C.

Step C Check for air flow from the discon-nected air line.

Air flows from disconnected air line. Go to step F.

No air flow from disconnected line. Go to step D.


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Step D Install a 100 PSI air gauge in the dis-connected air line end. With the shiftlever in neutral, move the range se-lector down to select low range andobserve the gauge.

The gauge read 0 PSI. Go to step F.

The gauge reads pressure but is low-er than 58 PSI or higher than 63 PSI.


The gauge reads between 58 - 63PSI.

Go to step E.

Step E Confirm that shift lever is still in neu-tral. Have an assistant move therange selector up and down betweenlow and high range. Does the pres-sure measured at the gauge respondrapidly when going from high to low.

Pressure rapidly changes between58-63 PSI and 0 at the gauge.


Pressure does not change rapidly atgauge.


2. Check for a pinched or obstructed1/4” rubber air line between the filter/regulator and slave valve.

3. Check for a pinched or obstructed1/4” rubber air line between the slavevalve and the test gauge.


Step F Place shift lever in neutral. At theshift knob, move the range selectionlever up to select high range. At theslave valve, remove the air line fromthe “P” port (should be black line).Check for air flow from the discon-nected line.

Air flows from the disconnected line. 1. Confirm that the air lines are con-nected to the correct ports at the shiftknob.


No air flow from the disconnectedline.

Go to step G.

Step G Check for air flow from the “P” por-tion the slave valve.


No air flow from this port. Continue to step H.




41


Step H Place the shift lever in neutral. Installa 100 PSI pressure gauge in line withthe “P” line. Move the range selectorback and forth from low to highrange. The gauge should show rapidpressure change.



3. Check for a plugged or dirty filter inthe filter / regulator assembly.

4. Check for a pinched or obstructed 1/4” rubber air line between the filter/regulator and slave valve.

5. Check for a pinched or obstructedair line between the slave valve and the“S” port on the shift knob.

6. If all are good, replace the shiftknob.

The gauge rapidly moves between58-63 PSI and 0 PSI.

Go to step I.

Step I If possible, leave air lines attached toslave valve. Unbolt the slave valvefrom transmission side. Check forfree movement of the plunger pinprotruding from the case under theslave valve. The pin should extractwhen the transmission is shifted intogear and retract when shifted intoneutral.

Actuating plunger pin does not movefreely.



Actuating plunger pin moves freely. Repair or replace slave valve andcheck for proper range operation.




42

Step R If air system has been tested andfound to operate satisfactory, theauxiliary section must be removed toinspect for mechanical problem. Re-move auxiliary section and inspectfor:•Binding of range yoke bar or piston•Damaged or defective range yoke•Damaged or defective range syn-chronizer•Cracked c/s weld resulting in gearturning on shaft•Damaged or defective range slidingclutch•Auxiliary section gearing out oftime.




43


Procedure 6: Symptom - No or Slow Range Shift into HighNormal Operation:When the range selector on the shift knob is moved down to select low range, air pressure will flow through the shift knob to the‘P” port on the slave valve. The slave valve will direct air pressure through the low range 1/4” rubber supply hose to the rangecylinder to shift the range. There will be a brief burst of air at the slave valve as the high range side of the range piston exhausts.Likewise, when high range is selected, the air pressure in the “P” will be exhausted at the shift knob. This will cause the slave valveto direct air to the rear side of the range cylinder piston. The air pressure on the low range side will be exhausted at the slave valve.

Possible Causes:



• Plugged filter

• Incorrect regulator pressure









Step A Place the shift lever in neutral. Checkfor constant air leakage at the shiftknob, slave valve, and transmissioncase breather when both low and highrange have been selected.

Constant air leak is detected. Go to the above correspondingsymptom first. See beginning of AirSystem Troubleshooting section.

No constant leak is detected. Go to step B.

Step B Place shift lever in neutral. Moverange selector down to low range po-sition. At the transmission rear, dis-connect the 1/4” rubber air line fromthe range cylinder high range supplyport. Check for air flow from the cylin-der high range port.

Air flows from the high range port. Remove range cylinder cover and re-pair leaking range piston or pistonseal. After repair, check for properrange operation.

No air flow from high range port. Go to step C.

Step C Check for air flow from the discon-nected air line.

Air flows from disconnected air line. Go to step F.

No air flows from disconnected line. Go to step D.


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Step D Install a 100 PSI air gauge in the dis-connected air line end. With the shiftlever in neutral, move the range selec-tor up to select high range. Observethe gauge.

The gauge reads 0 PSI. Go to step F.

The gauge reads pressure but is low-er than 58 PSI or higher than 63 PSI.


The gauge reads between 58-63 PSI. Go to Step E.

Step E Confirm that a shift lever is still inneutral. Have an assistant move therange selector up and down betweenlow and high range. Does the pres-sure measured at the gauge respondrapidly when going from low to highto low.

Pressure rapidly changes between58-63 PSI and O at the gauge.

Air system appears to be operatingsatisfactory. Go to Step R.

Pressure does not respond rapidly atgauge.



3. Check for a pinched or obstructed1/4" rubber air line between the slavevalve and the test gauge.

4. If all are satisfactory, Go to Step F.

Step F Place shift lever in neutral. At the shiftknob, move the range selector up toselect high range. At the slave valve,remove the air line from the "P" port(should be black line). Check for airflow from the disconnected line.

Air flows from the disconnected line. 1. Confirm proper air line hook-up atthe shift knob.

2. If correct hook-up, replace the shiftknob.

No air flow from the disconnectedline.

Go to Step G.

Step G Check for air coming out of the slavevalve "P" port.


No air flow from this port. Continue to Step H.




45


Step H Place the shift lever in neutral. Installa 100 PSI pressure gauge in line withthe "P" line end. Move the range selec-tion lever back and forth from low tohigh range. The gauge should showrapid pressure change.





5. Check for a pinched or obstructedair line between the slave valve andthe "S" port on the shift knob.

6. If all are good, replace the shiftknob.

The gauge rapidly moves between58-63 PSI and 0 PSI.

Go to Step I.

Step I If possible, leave air lines attached toslave valve. Unbolt the slave valvefrom the transmission side. Check forfree movement of the plunger pin pro-truding from the case under the slavevalve. The pin should extract when thetransmission is shifted into gear andretract when shifted into neutral.NOTE: If desired, the slave valve canbe actuated and tested while unboltedfrom the transmission case. The airlines, of course, must remain at-tached.

Actuating plunger pin does not movefreely.


2. Check for missing or brokenspring.

Actuating plunger pin moves freely. Repair or replace slave valve andcheck for proper range operation.




46

Step R If air system has been tested andfound to operate satisfactory, theauxiliary section must be removed toinspect for mechanical problem. Re-move auxiliary section and inspectfor:•Binding of range yoke bar or piston•Damaged or defective range yoke•Damaged or defective range syn-chronizer•Cracked c/s weld resulting in gearturning on shaft•Damaged or defective range slidingclutch•Auxiliary section gearing out of time.




47


Procedure 7: Symptom - No or Slow Shift into Deep ReductionNormal Operation:When the deep reduction button is moved forward to select deep reduction, air pressure is supplied through the “SP” air line tothe insert valve signal port. This air pressure causes the insert valve to exhaust the air pressure on the rear of the deep reductionpiston and the piston moves rearward. A burst of air occurs at the deep reduction cylinder exhaust port as this air is exhaustedfrom the piston back side. A burst of air also occurs at the shift knob when the deep reduction button is moved rearward. This isthe signal air being exhausted out of the “SP” line.

Possible causes:

• Incorrect air line hook up, Plugged filter.

• Incorrect regulator pressure. Insufficient air supply to transmission.

• Damaged or defective shift knob master valve.

• Damaged or defective deep reduction insert valve.

• Damaged or defective deep reduction piston or cylinder.

• Damaged or defective deep reduction yoke bar or yoke.

• Damaged or defective deep reduction sliding clutch or gearing.

Note: Before completing the following troubleshooting procedure, move the deep reduction button both rearward and forward ancheck for constant exhaust air at either the shift knob or deep reduction cylinder exhaust port. If a constant leak is noticed,go to that troubleshooting procedure first. In addition, confirm that the low and high range shifts are occurring properly. Ifnot, go to the appropriate range shift troubleshooting procedure before completing the following procedure.

Table 7 No or Slow Shift into Deep Reduction


Step A Move range selector down to selectlow range. Move the deep reductionbutton rearward. At the deep reduc-tion cylinder on the transmissionback, remove the small air line whichprovides the signal to the insert valve(SP line). Make sure this line was con-nected to the proper port location onthe cylinder cover. Check for air flowfrom the line.

Air flows from the disconnected line. Go to Step K.

No air flow from disconnected line. Go to Step B.

Step B Connect a 100 PSI pressure gauge tothe disconnected signal port line.Move the deep reduction button for-ward. Read the pressure on the gauge.

Gauge reads 0 PSI. Go to Step F.

Gauge reads pressure, but is lower than58 PSI or higher than 63 PSI.

Replace filter / regulator assembly.

Gauge reads between 58 PSI and 63PSI.

Go to Step C.


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Step C Have an assistant move the deep re-duction button forward and rearward.Observe the pressure gauge.

Pressure rapidly changes between 58-63 PSI and 0 PSI at the gauge.

Go to Step D.

Pressure does not respond rapidly atgauge.

Go to Step F.

Step D Remove the insert valve. NOTE: Afterthe insert valve plug has been re-moved, cover the opening with a shoprag and apply shop air to the signalline port to blow the insert valve out ofit’s bore. Catch the valve with the shoprag. If the vehicle air pressure is stillpresent, constant air flow should beblowing out of the insert valve bore.Inspect the insert valve for contamina-tion or damage. Make sure the smallpiston inside the valve can freely move1/32”.

Insert valve is contaminated, sticking,or damaged.

Replace insert valve, reconnect airline, and check if deep reductionshifts normally.

Insert valve is clean and small internalpiston moves freely.

Go to step E.

Step E Remove the deep reduction cylindercover and deep reduction piston. In-spect piston and bore for contamina-tion or damage.

Deep reduction cylinder bore or pistonis contaminated or damaged.

Repair as necessary, replace insertvalve and air line. Check if deep re-duction shifts normally

Deep reduction cylinder bore or pistonis in good condition.

1. Remove deep reduction cylinderassembly. Inspect for contamina-tion or damage causing deep reduc-tion yoke bar to bind in cylinder.Repair as necessary.

2. Remove auxiliary section and in-spect deep reduction yoke, slidingclutch, and gearing for damagewhich would prevent deep reduc-tion shift. Repair as necessary.




49


Step F At the shift knob, remove the twoscrews attaching the lower cover, andslide the lower cover down to accessthe fittings. Confirm that the air linesare connected to the proper ports.Make sure the shift lever is in neutral.Move the range selector down to se-lect low range, and move the deep re-duction button rearward. Disconnectthe air line connected to the “SP” port.Check for air flow from the “SP” port.

Air flows from “SP” port. Replace shift knob.

No air flow from “SP” port. Go to Step G.

Step G Move deep reduction button forward.Check for air flow from “SP” port.

Air flows from “SP” port. 1. Check for proper air line connec-tion from “SP” port on shift knob to“SP port on deep reduction cylin-der.

2. Check for obstruction in “SP” airline or fittings.

3. If clear, reconnect the air line atthe shift knob, go to step A.

No air flow from “SP” port. Go to step H.

Step H Disconnect air line H/L port on shiftknob. Check for air flow from the dis-connected line.

Air flows from disconnected line. Replace shift knob.

No air flow from disconnectedline.

1. Check to make sure that the shiftlever is in neutral, the range selec-tor is down in low range and the “H/L” line is properly connected to thelow range hose at the slave valve.

2. If no air pressure is available onlow range hose, perform low rangeshift troubleshooting procedure tocorrect this problem.




50

Procedure 8: Symptom - Range Shifts with Shift Lever in GearNormal Operation:Range shift should only occur when the shift lever is in neutral. The range selector can be moved up or down while the shift leveris in a gear position, but the shift will not occur until the shift lever is moved to neutral.

Possible Causes:

• Worn or missing actuating pin or air valve shaft.

• Worn shift rail

Procedure:If the range has been confirmed to shift with the shift lever in gear, unbolt the slave valve from the side of the transmission. Con-firm that the actuating pin is present and that it is the proper P/N for the corresponding slave valve. If correct, remove the shiftbar housing assembly and check for a worn or damaged air valve shaft or worn shift rails. Replace necessary parts.


51


FR-1X210 Troubleshooting

The symptoms listed below are covered on the following pages. Before beginning any of those troubleshooting procedures, placethe transmission in neutral and move the range selection lever from low to high. Listen for any constant air leak from the shiftknob, air module base (exhaust), or transmission breather. If a constant leak is heard, go to that particular leak troubleshootingprocedure first. If you do not see the symptom you need to correct, refer to the General Troubleshooting chart at the beginning ofthis section.

Symptom

• Air leak from Air Module Base (Exhaust leak)

• No or Slow Range Shift into High (Shift into low range is good)

• No or Slow Range Shift into Low (Shift into high range is good)

• Constant Air Leak from Shift Knob

• Range Shifts While Transmission is in Gear


Note: Use the air system troubleshooting procedures for part replacement only if the symptom can be duplicated. If the problemis intermittent, parts that are not defective could be replaced.

Note: During all testing, the vehicle air pressure must be greater than 90 PSI (620 kPa). If during testing the pressure falls below90 PSI (620 kPa), make sure the transmission is in neutral, start the engine and let the pressure build to governor cutoff.After the pressure reaches the governor cutoff, continue testing. The pressure is critical if the vehicle is equipped with a Pres-sure Protection Valve that would shut off the air supply to certain air circuits if the system pressure dropped below a presetlevel.

Note: A 0-150 PSI (0-1034 kPa) air gauge with a 1/16" male pipe thread fitting attachment is required for some of the test proce-dures.

Note: Regulated air pressure is 75 to 85 PSI (517-586 kPa).




52

Air System Nomenclature

Figures 4-1 through 4-3 below show the air module, shift knob, and range alignment lock cover (earlier models) with their com-ponents labeled. These are the primary components used during troubleshooting. If necessary, refer to these figures while trou-bleshooting the air system.


53


Figure 4-4 below shows how to isolate the air module. If necessary, refer to this figure when isolating the air module.

The table below shows which air lines connect to which ports on the shift knob and air module. If necessary, refer to this tablewhen connecting the air lines.

Figure 4-4 Air Module Isolation

Port on Knob Port on Air Module Air Line Color (Typical)

S S Red

P P Black


54

Air System Symptom - Air Leak from Module Base (Exhaust)

Short bursts of air leakage from the module base (exhaust) are normal as the range system is shifted. The module base is definedas both the interface of the module cover and module base and the extreme underside of the module. Leakage is a problem whenit is audible and constant. Air leakage from the module base may result from either a defective air module or a defective rangepiston. The following procedure will identify the defective component.

Test Procedure:1. Check for air leakage from the module base (exhaust) in each of the four following conditions. (Make sure the range is shiftedwhen the shift lever is in neutral.)

a. Range selection lever in Low and shift lever in neutral.

b. Range selection lever in Low and shift lever in gear.

c. Range selection lever in High and shift lever in neutral.

d. Range selection lever in High and shift lever in gear.

Record the findings (constant leak or no leak) in the following table.

2. If the information you recorded at step 1 matches one of the following tables, replace the air module. If your table does notmatch either of the tables, it will be necessary to isolate and test the air module separately, continue to step 3.

WARNING: Failure to exhaust the air pressure may cause personal injury or damage to parts.

3. Exhaust the air pressure from the air module. To do so, the vehicle’s air tanks may need to be exhausted.

4. Leaving all air lines connected to the module, remove the four capscrews attaching the air module to the shift bar housing. Liftthe air module and tilt it to gain access to the two air holes at the underside on the rear capscrew location. Do not damage or losethe two o-rings used to seal the holes.

5. Block off the air ports on the underside of the module. Use a piece of gasket material or rubber material to seal the bottom ofthe module as shown in Figure 4-1 under “Air System Nomenclature”.

6. Repressurize the air module with an inlet supply pressure of over 90 PSI (620 kPa). To repressurize the air module, the vehiclemay need to be started and air pressure allowed to build up.

7. Check for air leakage in both high and low range. If air continues to leak constantly from the exhaust, the air module is defective.If air does not leak, a range cylinder piston or piston seal failure has occurred. Remove the shift bar housing to gain access to therange shift cylinder.

Range Selector in LOW Range Selector in HIGH

Lever in Neutral

Lever in Gear


Lever in Neutral No Leak Constant Leak

Lever in Gear No Leak Constant Leak


Lever in Neutral Constant Leak Constant Leak

Lever in Gear Constant Leak Constant Leak


55


Air System Symptom - No or Slow Range Shift into High (Shift into Low Range is Good)

This transmission contains a SynchroSaver feature to protect the high range synchronizer. When high range is selected and a frontsection gear is engaged, air pressure is supplied to both sides of the range piston, which reduces synchronizer force. Therefore,if the driver engages a front section gear before the high range synchronizer engages, the high range synchronizer will remain inneutral. When a front section gear engages before the synchronizer shift completes, the driver must shift the lever back to neutralto allow the high range synchronizer to complete its shift. Once the range shift is complete, the driver can complete the front sec-tion shift.

If the high range synchronizer hangs up or is slow to synchronize, the front section may engage first. The driver complaint will bethat the transmission “neutralizes” on a shift to high range. If this condition occurs, perform the following test of the air systemto eliminate the air system as the source of the problem. If the air system performs properly, then the problem is internal to thetransmission range synchronizer system.

Note: The driver must preselect all range shifts.

Note: If a capscrew or stud is installed too far into the right side (air module side) rear support hole, the fastener can extend toofar into the transmission. The fastener may contact the range yoke and bind the range synchronizer assembly during therange shift.

Test Procedure1. Check the shift knob operation.

On the shift knob, remove the screws holding the plastic skirt. Slide the skirt down and out of the way. Move the range selectionlever up into high range. Disconnect the black line connected to the “P” port on the knob.

2. Test the regulator pressure. (Regulator pressure should be between 75 and 85 PSI (517-586 kPa).)

Reconnect the “P” line at the shift knob. Locate the two small pipe plugs on the rear of the air module. One is labeled “H" and theother “L”. (See Figure 4-1 “Air System Nomenclature”). Install a 0-150 PSI (0-1034 kPa) air gauge in the port marked “H.”

Note: Prior to removing the pipe plug, turn off the air flow by flipping the range selector down into the low range position. Thetransmission must be in neutral.

Move the range selector up to the high range position and record the pressure on the gauge. Match the pressure to one of thoseon the chart on the next page, and follow the corresponding instructions.

Question Result What to do next

Does air come out of the “P” port on theknob?

Yes Repair or replace the knob.

No Reconnect the air line to the knob, and con-tinue to the next step.

Question Result What to do Next

What is the air pressure atthe “H” port?

75-85 PSI (517-586 kPa)(to specification)

Continue to the next step.


56

3. Check the spool valve function.

With the shift lever in neutral, move the range selector from low to high several times. Answer the question on the chart below,and follow the instructions corresponding to the result.

4. Isolate and test the air module. Refer to Figure 4-1 “Air System Nomenclature” to see an example of an isolated air module.

WARNING: Failure to exhaust the air module may cause personal injury or damage to parts due to the rapid release of air.

Exhaust the air pressure from the air module. To do so, the vehicle air tanks may need to be exhausted. Remove the four capscrewsattaching the air module to the shift bar housing. Lift the air module and tilt it to gain access to the two air holes at the undersideat the rear capscrew location. Do not damage or lose the two O-rings used to seal the holes. Block off the air ports on the undersideof the module. Repressurize the air module with an inlet supply pressure of over 90 PSI (620 kPa). To repressurize the air module,the vehicle may need to be started and the air pressure allowed to build. With the shift lever in neutral and the gauge still in the“H” test port, move the range selection lever from high to low (down) position.

Answer the question on the chart below, and follow the instructions corresponding to the result.

5. Install the air module, and remove the range alignment lock cover (Figure 4-3). Then move the range selection lever from thelow to high (up) position. If range now shifts properly, inspect and correct the source of binding between lock cover and rangeyoke bar.

Note: To prevent binding, range alignment lock cover capscrews must be tightened when transmission is in Low Range. If thetransmission does not shift properly, continue to Step 6.

Less than 75 PSI(517 kPa)

On the top of the air module, remove the test port pipe plug for fil-tered vehicle air. (Marked “F” as shown in Figure 4-1.)Install the test gauge in the “F” port, and check the pressure. If thepressure is less than 90 PSI (620 kPa), repair the vehicle air systemto achieve full vehicle air pressure at the air module inlet, and repeatthe test. If the pressures greater than 90 PSI (620 kPa) and no ex-ternal air leaks were detected from the air module, shift knob, ortransmission, replace the air module.

Greater than 85 PSI(586 kPA)

Replace the air module.


Does the gauge rapidly go from 75-85 PSI (517-586 kPa) in High to 0PSI in Low?

Yes Air system performs properly. Go tostep 5.

No Continue to the next step.


Does the gauge rapidly go from 75-85PSI (517-586 kPa) in High to) PSI inLow?

Yes Continue to the next step.

No Replace the air module.



57


6. Remove the auxiliary section and inspect the range synchronizer, range yoke, range yoke bar, range yoke snap ring, range slid-ing clutch, and mating gears for excessive wear, binding, or damage. Repair as necessary. If these components do not need repair,continue to Step 7.

7. Remove the shift bar housing and inspect the range piston, piston bar, and cylinder for excessive wear, binding, or damage.Repair as necessary.


58

Air System Symptom - No or Slow Range Shift into Low (Shift into High is Good)Test Procedure:1. Check the shift knob operation.

On the shift knob, remove the two screws holding the plastic skirt. Slide the skirt down and out of the way. Move the range selectorup into high range. Disconnect the black line connected to the “P” port on the knob. Move the range selector down into low. An-swer the question on the chart below and follow the instructions corresponding to the result.

2. Check the air supply to the shift knob.

Disconnect the red line from the “S” port on the shift knob. Answer the question on the chart below and follow the instructionscorresponding to the result.

3. Check the black line for obstruction.

Reconnect the black line at the shift knob. At the air module, disconnect the black air line from the “P” port. Answer the questionon the chart below and follow the instructions corresponding to the result.

4. Check the regulator pressure.

Reconnect the “P” line at the air module. Locate the two small pipe plugs on the rear of the air module. One is labeled “H,” andthe other is labeled “L”. (See Figure 4-1 “Air System Nomenclature”). Install a 0-150 PSI (0-1034 kPa) air gauge in the port marked“L”.

Note: Prior to removing the pipe plug, turn off the air flow by placing the range selector up into the high range position. The trans-mission must be in neutral.


Does air come out of the “P” port on theknob?

Yes Go to Step 3.

No Reconnect the air line to the knob, and con-tinue to the next step.


Is air coming out of the red line? Yes Repair or replace the shift knob.

No Loosen the air fitting for the line that sup-plies vehicle air to the module inlet. If no airis available here, repair the vehicle air to theair module. If air is available at the inlet,check the red line going from the air moduleto the shift knob for obstructions or dam-age. If the line is clear, replace the air mod-ule.


Is air available on the line when therange selector is in the Low position?

Yes Continue to next step.

No Repair the black line for damage or obstruc-tion.


59


Move the range selector down to the low position and record the pressure on the gauge. Match the air pressure to one of thosedescribed on the chart on the next page, and follow the corresponding instructions.

5. Check the spool valve function.

With the shift lever in neutral, move the range selector from low to high several times. Answer the question on the chart belowand follow the instructions corresponding to the result.

6. Isolate the air module from the transmission. Refer to Figure 4-4 “Air System Nomenclature” to see an example of an isolatedair module.


Exhaust the air pressure from the air module. To do so, you may have to exhaust the vehicle air. Remove the four capscrews at-taching the air module to the shift bar housing. Lift the air module and tilt it to gain access to the two air holes on the undersideat the rear capscrew location. Do not lose or damage the two small O-rings that seal the holes. Block off the air ports at the un-derside of the module. Repressurize the air module with an inlet supply pressure of over 90 PSI (620 kPa). To repressurize the airmodule, the vehicle may have to be started and the air pressure allowed to build. With the shift lever in neutral and the gauge stillin the “L” test port, move the range selector from low to high (up) position.

Answer the question on the chart below, and follow the corresponding instructions.


What is the air pressure at the “L” port? 75-85 PSI (517-586 kPa) (To specifica-tion.)

Continue to the next step.

Less than 75 PSI (517 kPa) On the top or the air module, remove thetest port pipe plug for filtered vehicle air.(Marked “F” as shown in Figure 4-1 “AirSystem Nomenclature”)Install the test gauge in the “F” port, andcheck the pressure. If the pressure is lessthan 90 PSI (620 kPa), repair the vehicle airsystem to achieve full vehicle air pressure atthe module inlet, and repeat the test. If thepressure is greater than 90 PSI (620spa)and no external air leaks were detected formthe air module, shift knob, or transmission,replace the air module.

Greater than 85 PSI (586 kPa) Replace the air module.


Does the gauge rapidly go from 75-85PSI (517-586 kPa) in Low to 0 PSI inHigh?

Yes Air system performs properly. Go to step 7.

No Continue to the next step.


Does the gauge rapidly go from 75-85PSI (517-586 kPa) in Low to 0 PSI inHigh?

Yes Continue to next step.


60

7. Install the air module, and remove range alignment lock cover (Figure 4-3 “Air System Nomenclature”). Then move the rangeselector from low to high (up) position. If range now shifts properly, inspect and correct the source of binding between lock coverand range yoke bar.

Note: To prevent binding, range alignment lock cover capscrew must be tightened when transmission is in Low Range. If trans-mission does not shift properly, continue to Step 8

8. Remove the auxiliary section, and inspect range synchronizer, range yoke, range yoke bar, range yoke snap rings, range slidingclutch, and mating gears for excessive wear, binding, or damage. Repair as necessary. If these components do not need repair,continue to step 9.

9. Remove shift bar housing and inspect range piston, piston bar, and cylinder for excessive wear, binding, or damage. Repair asnecessary.

No Replace the air module.



61


Air System Symptom - Constant Air Leak from Shift Knob

In normal operation, a burst of air will be exhausted from the shift knob when moving the range selector from low to high range.

If a constant air leak is detected, first check for a leaking fitting. If the leak occurs when both high and low range are selected andthe leak is from the exhaust “E” port on the shift knob. Repair or replace the shift knob.

If the leak only occurs in high range, check for reversed hook up of “P” and “S” air lines. If the air lines are connected properly,repair or replace the shift knob.


62

Air System Symptom - Range Shift While Transmission is in Gear

The interlock mechanism allows the driver to move the range selection lever while still in gear (preselect). The range will then shiftwhen the shift lever moves into neutral. If the driver preselects a range shift and the shift occurs while the shift lever is in gear, aproblem is present.

Test Procedure:


1. Exhaust air pressure from the air module. To do so, the vehicle air may need to be exhausted.

2. Remove the four capscrews attaching the air module to the shift bar housing. Lift the air module and tilt it to gain access to themodule interlock finger. Do not lose or damage the two O-rings at the rear mounting capscrew.

3. Inspect the module interlock finger for excessive wear. Replace, if necessary.

4. Shine a bright light into the hole the interlock finger engages. Inspect the chamfer on the shift shaft for excessive wear. Toinspect the chamfer, the transmission may need to be shifted into gear so both the forward and rearward chamfers are visible. Ifthe chamfer is excessively worn, remove the shift bar housing, disassemble, and replace the worn parts.

5. If the shift shaft is not excessively worn, replace the air module.


63


Air System Symptom - Air Leak From Breather or Case is Pressurized

If the air leak occurs when the transmission is in high range, the problem is with the range cylinder in the transmission. Removethe shift bar housing, and disassemble and inspect the range cylinder for worn or missing o-rings. Also, inspect the shift bar hous-ing for cracks or porosity.

If the leak only occurs when the transmission is shifted to low range, the air module may be leaking into the transmission at theinterlock finger location. Prior to removing the shift bar housing, perform the following test to determine the problem.

Test Procedure:


Exhaust the air pressure from the air module. To do so, the vehicle air may need to be exhausted. Remove the four capscrewsattaching the air module to the shift bar housing. Lift the air module and tilt it to gain access to the two air holes at the undersideat the rear capscrew location. Do not lose or damage the two small o-rings near the rear capscrew location. Block off the air portson the underside of the module (Figure 4-4 “Air System Nomenclature”). Repressurize the air module with an inlet supply pressureof over 90 PSI (620 kPa). Repressurizing the air module may require starting the vehicle and allowing the air pressure to build.Shift the transmission into low range. Answer the question on the chart below, and follow the instructions corresponding to theresult.


Can any air leakage be detected at themodule interlock finger?

Yes Replace the air module.

No Air leak is at the range cylinder. Removethe shift bar housing, and disassembleand inspect the range cylinder for wornor missing o-rings. Also inspect the shiftbar housing for cracks or porosity.

Operation

64

Air Line Color Chart

Eaton® Fuller® 5/32" air lines are color coded for easy identification. Use the follow chart along with the appropriate system sche-matic when troubleshooting and repairing your air system.

Nomenclature Color

S- Supply Red

P-Pilot Black

H/L- Splitter or Deep reduction Green

A- Supply, Non-regulated Orange

SP- Splitter pilot Blue

B- Brake signal Yellow

E-Exhaust Brown

Operation

65

Operation

Slave Valve Preselection System

An air valve shaft protruding from the shift bar housing prevents the actuating piston in the slave valve from moving while the gearshift lever is in a gear position and releases the piston when the lever is moved to or through neutral.

Operation

66

7, 8, 9 and 10-Speed Range Air Systems

Air is supplied to the system at the air supply port (1) by the vehicle's air system. The air filter (2) removes foreign matter fromthe air then allows it to pass through the air regulator (3) where the pressure is adjusted for 58 to 63 PSI (4.0 daN/cm2). Fromthere the air passes through the supply air hose (4) and the slave valve supply port (5) through the supply air line (6) to the rangecontrol valve (7). With the range control valve lever or knob down (LO range), air passes through the air line connected to theslave valve "P" port (8). The slave valve then directs air to the LO range hose (9) and exhausts the HI range hose (10). With therange control valve lever or knob up (HI range,) the air line connected to the slave valve "P" port (8) is exhausted. The slave valvethen directs air to the HI range hose (10) and exhausts the LO range hose (9).

Slave Valve Air Filter/Regulator

Range Cylinder

Range ControlValve

1

2

34

5

6

7

8

9

10

Operation

67

Operation

7L, 8, 9 and 10-Speed (2-Speed Auxiliary)

Operation

68

Operation

69

Operation

RT & RTO-610, 6610, 6609, and 8609 Models

Operation

70

Operation

71

Operation

Deep Reduction Air System (with Dash Mounted Valve)

In addition to the components of the range air system, the deep reduction air system utilizes a reduction cylinder and a separatedash mounted deep reduction valve. Air is supplied to the system at the air supply port (1) by the vehicle's air system. The airfilter (2) removes foreign matter from the air then allows it to pass through the air regulator (3) where the pressure is adjusted for58 to 63 PSI. From there the air passes through the supply air hose (4) to the slave valve supply port (5) through the supply airhose (6) to the deep reduction valve (7). Depending upon the position of the deep reduction valve lever, if air passes through theair hose (8) connected to the reduction cylinder center port (9) then the deep reduction gearing is disengaged. If there is no air,the constant air from the air filter/regulator assembly (10) moves the reduction piston rearward to engage deep reduction gearing.

Operation

72

RT, RTO, & RTX xx607LL, xx608LL, and xx615 models

Operation

73

Operation

Operation

74

Operation

75

Operation

Deep Reduction Air System (with A-6915 Roadranger Valve)

In addition to the range air system components, the deep reduction air system uses a reduction cylinder and the Roadranger ValveA-6915.

When the A-6915 Roadranger Valve is used, the deep reduction cover must be equipped with an insert valve.

Air is supplied to the system at the air supply port (1) by the vehicle's air system. The air filter (2) removes foreign matter fromthe air and allows it to pass through the air regulator (3) where the pressure is adjusted for 58 to 63 PSI. From there, the air passesthrough the supply air hose (4) to the slave valve supply port (5) through the supply air line to the Roadranger valve (6).

Depending upon the position of the Roadranger valve button (7), if air passes through the air line (8) connected to the reductioncylinder center port (9), then the deep reduction gearing is engaged. If there is no air, the constant air from the air filter/regulatorassembly (10) moves the reduction piston rearward to disengage deep reduction gearing.

Operation

76

RT, RTO, & RTX xx607LL, xx608LL, and xx615 Models

Operation

77

Operation

Operation

78

Operation

79

Operation

9 and 13-Speed Air Systems (Top 2 & Convertible) and 18-Speed (Top-2)

In addition to the range air system components, the splitter air system uses a splitter cylinder and the Roadranger Valve A-4900/A-6913 or the Two-Position Selector Valve.

Air is supplied to the system at the air supply port (1) by the vehicle’s air system. The air filter (2) removes foreign matter fromthe air then allows it to pass through the air filter regulator (3) where the pressure is adjusted for 58 to 63 psi. From there, the airpasses through the supply air hose (4) to the slave valve supply port (5), through the supply air line (6) to the control valve.

Depending upon the position of the splitter button (7), if air passes through the air line (8) connected to the splitter cylinder centerport (9) then the underdrive/overdrive gearing is engaged. If there is no air, the constant air from the air filter/regulator assembly(10) moves the splitter piston forward to disengage underdrive or overdrive gear.

18-Speed

Operation

80

13-Speed

Operation

81

Operation

9-Speed Top 2 Convertible

Operation

82

9-Speed Non-Top 2 Convertible

Operation

83

Operation

RT, RTO, & RTOO xx613 and xx813 Models

Operation

84

Operation

85

Operation

Operation

86

RTLO-xx613 Models

Operation

87

Operation

Operation

88

Operation

89

Operation

RTLO-xx713 Models

Operation

90

Operation

91

Operation

Operation

92

RTLO-xx913 Models

Operation

93

Operation

Operation

94

Operation

95

Operation

RT0-15618 and RTLO-xx618 Models

Operation

96

Operation

97

Operation

Operation

98

Operation

99

Operation

RTLO-xx718 Models

Operation

100

Operation

101

Operation

Operation

102

Operation

103

Operation

RTLO-xx918 Models

Operation

104

Operation

105

Operation

Operation

106

Operation

107

Operation

Combination Cylinder Air System

The combination cylinder air system functions much like the other air systems except the range cylinder and the deep reductioncylinder are located side by side in the same housing.

Air is supplied to the system at the air supply port (1) by the vehicle's air system. The air filter removes foreign matter from theair then allows it to pass through the air regulator where the pressure is adjusted for 58 to 63 PSI (4.0 daN/cm2). From there theair passes through the supply air hose (2) to the slave valve supply port (3) through the supply air line (4) to the Roadranger valve.

Depending upon the position of the range lever (5), air passes through either the LO range air line (6) or the HI range air line (7)to the range cylinder.

Depending upon the position of the splitter button (8), if air passes through the air line (9) connected to the deep reduction port(10) then the deep reduction gearing is engaged. If there is no air, the constant air from the air filter/regulator assembly movesthe deep reduction piston forward to disengage deep reduction gear.

Roadranger Valve

CombinationCylinder withAir Filter/Regulator

Slave Valve

1

23

4

5

6

7

8

9

10

Operation

108

7LL/DLL/MLL, 8LL, 9MLL, and 15-Speed Models

Operation

109

Operation

Operation

110

Operation

111

Operation

Unique Air SystemsNote: Eaton recommends that you update using the latest air systems to prevent possible synchronizer failure.

RT & RTO 613 and 6613 Air Systems (With 3-Position Selector Valve)

This system consists of a 3-Position Selector valve and an intermediate shift cylinder in addition to the range cylinder. The inter-mediate shift cylinder shifts the transmission between LO range and intermediate. The range cylinder shifts the transmission be-tween intermediate and direct.

Air is supplied to the system at the air supply port (1) by the vehicle's air system. The air filter (2) removes foreign matter fromthe air then allows it to pass through the air regulator (3) where the pressure is adjusted for 58 to 63 PSI (4.0 daN/cm2). Fromthere the air passes through the supply air hose (4) to the slave valve supply port (5) through the supply air line to the controlvalve (6).

Depending upon the position of the control button (7), if air passes through the air line (8) connected to the intermediate shiftcylinder center port (9) then the intermediate/direct gearing is disengaged. If there is no air, the constant air from the air filter/regulator assembly (10) moves the intermediate piston forward to engage LO gearing.

Range Cylinder

Control Valve


SlaveValve

IntermediateShift Cylinder

12

3

4 5

6

7

8

9

10

7

Operation

112

RT & RTO 613 and 6613 Models

Operation

113

Operation

Operation

114

Operation

115

Operation

RT & RTO 613 and 6615 Models With A-6913 Roadranger Valve

This system consists of a A-6915 Roadranger valve and an intermediate shift cylinder in addition to the range cylinder. The inter-mediate shift cylinder shifts the transmission between deep reduction and LO range, the range cylinder shifts the transmission between LO and HI range.

Air is supplied to the system at the air supply port (1) by the vehicle's air system. The air filter (2) removes foreign matter fromthe air then allows it to pass through the air regulator (3) where the pressure is adjusted for 58 to 63 PSI (4.0 daN/cm2). Fromthere the air passes through the supply air hose (4) to the slave valve supply port (5) through the supply air line to the Roadrangervalve (6).

Depending upon the position of the splitter button (7), if air passes through the air line (8) connected to the intermediate shiftcylinder top port (9) then the deep reduction gearing is engaged. If there is no air, the constant air from the air filter/regulatorassembly (10) moves the intermediate piston rearward to disengage deep reduction gearing.

Range Cylinder

Roadranger Valve

SlaveValve


IntermediateShift Cylinder

H/L P S SP

1

2

3

4 5

6

7

8

9

10

Eaton¨

Fuller¨

Transmission

7

Operation

116

RT & RTO 613 and 6613 Models

A-6915

Operation

117

Operation

A-6915

Operation

118

A-6915

Operation

119

Operation

7608LL with A-6915 Roadranger Valve

This system consists of a A-6915 Roadranger valve and a deep reduction cylinder in addition to the range cylinder. The deepreduction cylinder shifts the transmission between deep reduction and LO range. The range cylinder shifts the transmission be-tween LO and HI range.

Air is supplied to the system at the air supply port (1) by the vehicle's air system. The air filter (2) removes foreign matter fromthe air then allows it to pass through the air regulator (3) where the pressure is adjusted for 58 to 63 PSI (4.0 daN/cm2). Fromthere the air passes through the supply air hose (4) to the slave valve supply port (5) through the supply air line to the Roadrangervalve(6).

Depending upon the position of the splitter button (7), if air passes through the air line (8) connected to the deep reduction cylindertop port (9) then the deep reduction gearing is engaged. If there is no air, the constant air from the air filter/regulator assembly(10) moves the piston forward to disengage deep reduction gearing.

Range Cylinder

Roadranger Valve

SlaveValve


10

H/L P S SPEaton¨

Fuller¨

Transmission

12

3

4 5

6

7

7

8

9

Operation

120

7608LL Models

Operation

121

Operation

Operation

122

Operation

123

Operation

RTLO-xx610 Speed Air System

This system consists of a A-6910 Roadranger valve, range actuator valve, a splitter shift cylinder and a range cylinder. The splittercylinder shifts the transmission between odd and even numbered gear positions. The range cylinder shifts the transmission be-tween LO and HI range.

Air is supplied to the system at the air supply port (1) by the vehicle's air system. The air filter (2) removes foreign matter fromthe air then allows it to pass through the air regulator where the pressure is adjusted for 58 to 63 PSI (4.0 daN/cm2). From therethe air passes through the supply air hose (3) to the range actuator valve supply port through the supply air line (4) to theRoadranger valve.

Depending upon the position of the splitter button (5), if air passes through the air line (6) connected to the splitter cylinder topport (7) then the even numbered gear positions are engaged. If there is no air, the constant air from the air filter/regulator as-sembly (8) moves the splitter piston rearward to engage odd numbered gear positions.

The transmission shift lever automatically activiates LO and HI range depending on gear position.

Latest Design

Operation

124

Old Design

Operation

125

Operation

RTLO-xxx610 Models

Operation

126

Operation

127

Operation

Operation

128

Operation

129

Operation

RTL-xx710 Speed Models

This system consists of a A-6910 Roadranger valve, range actuator valve, a splitter shift cylinder and a range cylinder. The splittercylinder shifts the transmission between odd and even numbered gear positions. The range cylinder shifts the transmission be-tween LO and HI range.

Air is supplied to the system at the air supply port (1) by the vehicle's air system. The air filter (2) removes foreign matter fromthe air then allows it to pass through the air regulator where the pressure is adjusted for 58 to 63 PSI (4.0 daN/cm2). From therethe air passes through the supply air hose (3) to the range actuator valve supply port through the supply air line (4) to theRoadranger valve.

Depending upon the position of the splitter button (5), if air passes through the air line (6) connected to the splitter cylinder topport (7) then the even numbered gear positions are engaged. If there is no air, the constant air from the air filter/regulator assem-bly (8) moves the splitter piston forward to engage odd numbered gear positions.

The transmission shift lever automatical activiates LO and HI range depending on gear position.

Operation

130

RTL-xx710 Models

Operation

131

Operation

Operation

132

Operation

133

Operation

Operation

134

AT-1202 Auxillairy Transmission (with 2 Position Shift Valve)

When the lever is moved to the Reduction (RED) position, air is shut off to piston rear side. The constant air moves the rangepiston rearward and shifts the auxiliary transmission into Reduction.

When the lever is moved to the direct (DIR) position, the valve allows air to flow through to the piston rear side. The constant airmoves the range piston forward and shifts the auxiliary transmission into Direct.

LO Range

High Range

LO

Breather HI

Constant airfrom Slave V

Constant airfrom Air Filter/Regulator

REDDIR

AUX. TRANS.DIR RED

SHIFTS ATSTANDSTILL

ONLY

Constant airfrom Slave V

REDDIR

AUX. TRANS.DIR RED

SHIFTS ATSTANDSTILL

ONLY

LO

Breather HI

Constant airConstant airfrom Air Filer/from Air Filer/RegulatorRegulator

Operation

135

Operation

AT-1202 Auxiliary Housing (3 Position Valve)

The valve allows air to pass from #1 to #2 placing the auxiliary transmission in neutral.

#4 is connected to #3 to exhaust the air.

Neutral

Reduction

2

1

4

3

Constant airConstant airfrom Air Filter/from Air Filter/RegulatorRegulator

Constant airfrom Slave Valve

Neutral

Lo

High

2

1

4

3

Constant airfrom Air Filter/Regulator


Neutral

Lo

High

Operation

136

When the switch is moved to the LOW position, the valve closes and stops the air at #1 placing the auxiliary transmission in LO.

When the switch is moved to the HIGH position, the valve opens and allows the air from #1 to pass to #4, placing the auxiliarytransmission in HI.

#2 is connected to #3 to exhaust the air.

Direct

2

1

4

3

Constant airConstant airfrom Air Filter/from Air Filter/RegulatorRegulator


Neutral

Lo

High

System Components

137

System Com

ponents

A-4740 Air Filter/Regulator Assembly

The air filter removes foreign matter from the air then allows it to pass through the air regulator where the pressure is adjusted to58 to 63 PSI. The output air pressure will not be in range if the truck's air pressure is incorrect.

End Cap

O-Rings

Filter Element

Housing

Air Regulator

Plug

System Components

138

A-5161/A-5454 Air Filter/Regulator Assembly

The air filter removes foreign matter from the air then allows it to pass through the air regulator where the pressure is adjusted to58 to 63 PSI. The output air pressure will not be in range if the truck's air pressure is incorrect.

End Cap

O-Rings

Filter Element

Housing

Plug

Air Regulator

O-Rings

System Components

139

System Com

ponents

A-3546 Range Valve

Constant air pressure is supplied from the slave valve to the Range valve inlet or "S" port (1).

In LO range (range knob down (2), air passes through the valve and out the range valve outlet or "P" port (3). This air returns tothe slave valve end port or "P" port depending on the slave valve used.

In HI range (range knob up (2) the knob prevents the air from passing through the Range valve. Air pressure which was in theoutlet line (3) is exhausted out the bottom.

System Components

140

A-5010/A-6909 Roadranger Valve

Constant air pressure is supplied from the slave valve to the Roadranger valve inlet or "S" port (1).

In LO range (range lever down( 2), air passes through the lever and out the Roadranger valve outlet or "P" port (3). This air returnsto the slave valve end port or "P" port depending on the slave valve used.

In HI range (range lever up (2) the lever prevents the air from passing through the Roadranger valve. Air pressure which was inthe outlet line (3) is exhausted out the Roadranger valve "E" port.

System Components

141

System Com

ponents

14651 Reduction Valve (Dash-Mounted)

With the deep reduction lever in the "OUT" position (1), the valve is opened (2) and air is supplied to the deep reduction cylindercover center port, moving the reduction piston forward to disengage deep reduction gearing.

With the deep reduction lever in the "IN" position (1), the valve is closed (2) and no air is supplied to the deep reduction cylindercover center port. The constant air from the air filter/regulator assembly moves the reduction piston rearward to engage deepreduction gearing.

System Components

142


Constant air pressure is supplied from the slave valve to the Roadranger valve “S” port and “H/L” port (for deep reduction and LOrange (1)).

For deep reduction (range lever down (2), deep reduction button forward (3), air flows out of the roadranger valve “P” port and“SP” port (4).

For LO range (range lever down (2), deep reduction button rearward (3), air flows out of the roadranger valve “P” port (4).

For HI range (range lever up (2), deep reduction button rearward (3), the lever stops the air from passing through the Roadrangervalve. Air pressure which was in the outlet line is exhausted out the Roadranger valve bottom.

The Roadranger valve mechanical interlock prevents forward movement of the deep reduction button while in HI range.

System Components

143

System Com

ponents

Two Position Selector Valve

Constant air pressure is supplied from the slave valve to the A-3546 range valve “S” port (1).

For LO range (range knob down (2), selector valve button in the “DIR” position (3), air flows out of the range valve “P” port (4).

For direct operation (range knob up (2), selector valve button in the “DIR” position (3), the knob prevents the air from passingthrough the selector valve: air now flows through the “H” port and into the selector valve (5).

For Underdrive and Overdrive operation (range knob up (2), selector valve button in the forward position (3) air flows through theselector valve “H” port (4) and out the “SP” port (5).

System Components

144


Constant air pressure is supplied from the slave valve to the Roadranger valve “S” port (1).

For LO range (range lever down (2), splitter button rearward (3), air flows out of the Roadranger valve “P” port (4).

For HI range (range lever up (2), splitter button rearward( 3), the lever prevents the air from passing through the Roadranger valve:air now flows through the “H/L” port (4) into the Roadranger valve.

For splitter operation (range lever up (2), splitter button forward (3),air flows through the “H/L” port and air flows out of theRoadranger valve “SP” port (4). Air pressure which was in the outlet line is exhausted out the bottom of the Roadranger valve.

The roadranger valve mechanical interlock prevents forward movement of the splitter button while in LO range.

System Components

145

System Com

ponents


Constant air pressure is supplied from the slave valve to the roadranger valve “S” port (1).

For LO range direct (range lever down (2), actuator button rearward (3),air flows out of the Roadranger valve “P” port (4).

For LO range overdrive (range lever down (2), actuator button forward (3) air flows out of the roadranger valve “P” port and “SP”port (4).

For HI range direct (range lever up (2), actuator button rearward (3),the lever prevents the air from passing through the Roadrang-er valve (4).

System Components

146

For HI range overdrive (range lever up (2), actuator button forward (3),air flows out of the Roadranger valve “SP” port (4). Airpressure which was in the outlet line is exhausted out the Roadranger valve bottom.

System Components

147

System Com

ponents

Three Position Selector Valve


For LO range (selector button in the “LO” position (2), the air is stopped from passing through the selector valve.

For Intermediate range (selector button in the “INT” position (2),air flows out the “SP” port (3).

For HI range (selector button in the “DIR” position 2), air flows out the “P” port (3) and the “SP” port (4).

System Components

148



For LO range 1, 3, 5 gear positions (gear select button in the rearward position (2), the button prevents air from passing throughthe Roadranger valve.

For LO range 2, 4, 6 gear positions (gear select button in the forward position (2), air flows out the roadranger “SP” port.

For HI range 7, 9 gear position (gear select button in the rearward position (2), air is again prevented from passing through theRoadranger valve.

System Components

149

System Com

ponents

For HI range, 8 and 10 gear positions (gear select button in the forward (2) air flows out the roadranger valve “SP” port.

System Components

150

Range Actuator Valve (Old Design)

Constant air pressure is supplied from the air filter/regulator to the range actuator valve "S" port tee (1).

For LO range (1, 2, 3, 4, 5, and 6 gear positions) the "S" port (2) is open and the air is allowed to pass through the range actuatorvalve and out the LO range air line (3).

For HI range (7, 8, 9, and 10 gear positions) the "S" port (2) is closed and no air passes through the range actuator valve (3).

System Components

151

System Com

ponents

Range Actuator Valve (Latest Design)

Constant air pressure is supplied from the air filter/regulator to the range actuator valve "S" port tee (1).

For LO range (1, 2, 3, 4, 5, and 6 gear positions) the "S" port is open and the air is allowed to pass through the range actuator valveand out the LO range air line (2).

For HI range (7, 8, 9, and 10 gear positions) the "S" port is closed and no air passes through the range actuator valve (2).

System Components

152

19470 Poppet-Type Slave Valve

The poppet-type slave valve is a non-serviceable valve. Should this valve prove to be defective replace the complete assemblywith A-5000. There are some preliminary checks to make before replacing the slave valve: check air fittings for restrictions, checktorque of the four (4) mounting capscrews (8-12 lbs. ft.), if valve continues to leak replace.

System Components

153

System Com

ponents

A-4688 Slave Valve

LO Range - Air pressure is supplied to the end cap (1) from the selector/master/Roadranger valve (2). The piston is held forwardsince the surface area is larger on this end (3) than the surface area at the other end (4) and is exposed to constant air pressure.The constant air flows through the piston center passage (5) which is aligned with the side cap LO range port (6). In normal op-eration, exhaust occurs only for an instant as the range shift is made.

HI Range - No air pressure is supplied to the end cap (1) from the selector/master/Roadranger valve (2). The constant air pressureentering the supply port (3) moves the piston to the rear position (4). The constant air flows through the piston center passage(5) which is aligned with the side cap HI range port (6). In normal operation, exhaust occurs only for an instant as the range shiftis made.

System Components

154

A-5000 Slave Valve

LO Range - Air pressure is supplied to the end cap (1) from the selector/master/Roadranger valve (2). The piston is held forwardsince the surface area is larger on this end (3) than the surface area at the other end (4) and is exposed to constant air pressure.The constant air flows through the piston center passage (5) which is aligned with the side cap LO range port (6). In normal op-eration, exhaust occurs only for an instant as the range shift is made.

HI Range - No air pressure is supplied to the end cap (1) from the selector/master/Roadranger valve (2). The constant air pressureentering the supply port (3) moves the piston to the rear position (4). The constant air flows through the piston center passage(5) which is aligned with the side cap HI range port (6) In normal operation, exhaust occurs only for an instant as the range shiftis made.

System Components

155

System Com

ponents

Range Cylinder

LO Range - With the control valve lever down, air is supplied from the slave valve to the range cylinder LO range port (1). This airpressure forces the range cylinder piston to the rear (2), engaging the LO range gearing. Air pressure on the piston back, and inthe HI range air hose (3), is exhausted out the slave valve.

HI Range - With the control valve lever up, air is supplied from the slave valve to the range cylinder cover HI range port (1). Thisair pressure forces the range cylinder piston forward (2), engaging the HI range gearing. Air pressure on the piston front side andin the LO range air hose (3), during LO range operation, is exhausted out the slave valve.

System Components

156

Range Cylinder for 610, 6610, 6609 and 8609

LO Range - With the control valve lever down, air is supplied from the slave valve to the range cylinder LO range port (1). This airpressure forces the range cylinder piston to the rear (2), engaging the LO range gearing. Air pressure on the piston back, and inthe HI range air hose (3), is exhausted out the slave valve.

HI Range - With the control valve lever up, air is supplied from the slave valve to the range cylinder cover HI range port (1). Thisair pressure forces the range cylinder piston forward (2), engaging the HI range gearing. Air pressure on the piston front side andin the LO range air hose (3), during LO range operation, is exhausted out the slave valve.

System Components

157

System Com

ponents

Dash-Mounted Deep Reduction Cylinder

Deep Reduction - With the deep reduction lever in the "IN" position, no air is supplied to the cylinder cover center port (1). Constantair from the air filter/regulator assembly (2) moves the reduction piston rearward (3), engaging deep reduction gearing.

LO Range or HI Range - With the deep reduction lever in the "OUT" position, air is supplied to the cylinder cover center port (1),moving the reduction piston forward (2), disengaging deep reduction gearing.

System Components

158

Deep Reduction Cylinder with Roadranger Valve

Deep Reduction - With the deep reduction button in the "forward" position, air is supplied to the deep reduction cylinder covercenter port (1), moving the reduction piston rearward, engaging deep reduction gearing (2).

LO or HI Range - With the deep reduction lever in the "rearward" position, no air is supplied to the deep reduction cylinder covercenter port (1). The constant air from the air filter/regulator assembly (2) moves the reduction piston forward, disengaging deepreduction gearing (3).

System Components

159

System Com

ponents

Insert ValveThe insert valve is a self-contained 1-13/16" valve assembly located in the reduction cylinder cover. It cannot be disassembledexcept for the three (3) o-rings on the outer diameter. The o-rings provide a stationary seal and do not move in the cylinder.

Insert valve piston travel is only 1/32". When air is applied to the valve piston top side through the signal line, the piston movesdown to cut off air supplied to the cylinder piston backside. This air is exhausted out the cover bottom port when constant airsupplied from the regulator is directed to the cylinder piston front side, moving the yoke bar rearward to engage deep reductiongearing.

When no air is applied to the valve piston top side, constant air supplied from the air filter/regulator passes freely through theinsert valve and to the cylinder piston backside, moving the yoke bar forward to disengage deep reduction gearing.

Deep Reduction

Air exhausted throughbottom port frompiston back side

ConstantAir

Air onSignal Line

Constantair sealedoff at thispoint

ConstantAir

LO Range and HI Range

To piston backside, yokebar forward

No air onSignal Line

System Components

160

RTLO-xx610 Model Range Cylinder AssemblyNote: This is the Old design

LO Range - When the shift lever is moved laterally from 7th to 6th gear, air is supplied to the range cylinder housing port (1),moving the piston rearward, engaging LO range gearing (2).

HI Range - When the shift lever is moved laterally from 6th to 7th gear, no air is supplied to the range cylinder housing port (1),moving the piston forward, engaging HI range gearing (2).

System Components

161

System Com

ponents

Insert ValvesThe insert valves are a self-contained 1-1/2" valve assembly located in the range cylinder cover. It cannot be disassembled exceptfor the three (3) o-rings on the outer diameter. The o-rings provide a stationary seal and do not move in the cylinder.

Insert valve piston travel is only 1/16". When air is applied to the valve piston top side, one piston moves down sealing off theconstant air supplied from the air filter/regulator, the other piston allows the constant air supplied from the air filter/regulator topass freely through the insert valve, to the cylinder piston front side, moving the yoke bar rearward to engage the LO range gearing.

When no air is applied to the signal line, the piston moves up allowing the constant air supplied from the air filter/regulator to passfreely through one insert valve to the piston back side, moving the yoke bar forward to engage HI range gearing and sealing offthe constant air from the air filter/regulator to allow the air from the piston front side to exhaust.

Constant Airfrom Air Valve

Constant air sealedoff at this point

Exhaust from HISide of Cylinder

Constant Air fromAir Filter/Regulator

To piston frontYoke bar rearward

LO Range

No Air onSignal Line

Constant Air fromAir Filter/Regulator

Exhaust fromLO side of CylinderTo piston back

side, Yoke bar forward

Constant Airfrom Air Filter/ Regulator

HI Range

System Components

162

RTL-xx710 Model Range Cylinder Assembly

LO Range - When the shift lever is moved laterally from 7th to 6th gear, air is supplied to the range cylinder housing port (1),moving the piston rearward, engaging LO range gearing (2).

HI Range - When the shift lever is moved laterally from 6th to 7th gear, no air is supplied to the range cylinder housing port (1),moving the piston forward, engaging HI range gearing (2).

System Components

163

System Com

ponents

Spool ValveThe spool valve components shown are part of a self-contained valve assembly, part number A-6864.

The spool valve piston travel is approximately 1/2". When filtered air is supplied from the 4303110 valve to the valve spool rightside (1), constant air from the filter/regulator (2) flows through the valve spool and seal plate to the range cylinder piston frontside moving the yoke bar rearwards. Air is exhausted from the range cylinder rear (3).

When no filtered air is supplied from the 4303110 valve to the valve spool right side (1), constant air from the filter/regulator (2)flows through the valve spool and seal plate to the range cylinder piston back side moving the yoke bar forward. Air is exhaustedfrom the range cylinder front (3).

System Components

164

Intermediate Shift Cylinder Assembly 613 and 6613, 3-Position Selector Valve

LO Range - With the Selector valve button in the "LO" position, no air is supplied to the Intermediate cylinder cover center port(1). The constant air from the air filter/regulator assembly (2) moves the piston forward (3), disengaging underdrive/overdrivegearing.

Intermediate or Direct Range - With the Selector valve button in the "INT" or "DIR" position, air is supplied to the Intermediatecylinder cover center port (1), moving the piston rearward, engaging underdrive/overdrive gearing (2).

System Components

165

System Com

ponents

Insert ValveThe insert valve is a self-contained 1-13/16" valve assembly located in the intermediate cylinder cover. It cannot be disassembledexcept for the three (3) O-rings on the outer diameter. The O-rings provide a stationary seal and do not move in the cylinder.

Insert valve piston travel is only 1/32". When no air is applied to the valve piston top side, constant air supplied from the air filter/regulator passes freely through the insert valve and to the cylinder piston backside, moving the yoke bar forward to disengageunderdrive/overdrive gearing.

When air is applied to the valve piston top side through the signal line, the piston moves down to cut off air supplied to the cylinderpiston backside. This air is exhausted out the cover bottom port when constant air supplied from the regulator is directed to thecylinder piston front side, moving the yoke bar rearward to engage intermediate or direct gearing.

ConstantAir

LO Range



Intermediate Range and Direct Range

ConstantAir

Air onSignal Line



System Components

166

Intermediate Shift Cylinder Assembly 613 and 6613, A-5015 Roadranger Valve

Deep Reduction - With the Roadranger valve lever in the up position, air is supplied to the Intermediate cylinder cover port (1),moving the piston forward, engaging deep reduction gearing (2).

LO or HI Range - With the Roadranger valve lever in the down position, no air is supplied to the Intermediate cylinder cover port(1). The constant air from the air filter/regulator assembly (2) moves the piston rearward (3), disengaging deep reduction gearing.

System Components

167

System Com

ponents


Insert valve piston travel is only 1/32". When air is applied to the valve piston top side through the signal line, constant air suppliedfrom the air filter/regulator passes freely through the insert valve and to the cylinder piston backside, moving the yoke bar forwardto engage deep reduction gearing.

When no air is applied to the valve piston top side, the piston moves up to cut off air supplied to the cylinder piston backside. Thisair is exhausted out the cover back center bore, when constant air supplied from the cylinder is directed to the cylinder piston frontside, the yoke bar moves rearward to disengage deep reduction gearing.

System Components

168

Combination Cylinder Assembly

The combination cylinder combines the range operation with the deep reduction operation. Each functions separately, but arecontained in the same housing.

Deep Reduction - With the range lever in the "down" position, air is supplied to the LO range port (1), moving the range pistonrearward to engage LO range gearing (2), and the deep reduction button is in the "forward" position. Air is supplied to the deepreduction cylinder cover center port (3), moving the reduction piston rearward (4), and engaging deep reduction gearing.

LO Range - With the range lever in the "down" position, air is supplied to the LO range port (1), moving the range piston rearward(2), engaging LO range gearing AND the deep reduction button is in the "rearward" position. No air is supplied to the deep reductioncylinder cover center port (3). The constant air from the air filter/regulator assembly moves the reduction piston forward (4), dis-engaging deep reduction gearing

System Components

169

System Com

ponents

HI Range - With the range lever in the "up" position, air is supplied to the HI range port (1), moving the range piston forward (2),engaging HI range gearing AND the deep reduction button is in the "rearward" position. No air is supplied to the deep reductioncylinder cover center port (3). The constant air from the air filter/regulator assembly moves the reduction piston forward (4), dis-engaging deep reduction gearing.


Insert valve piston travel is only 1/32". When air is applied to the valve piston top side through the signal line, the piston movesdown to cut off air supplied to the cylinder piston backside. This air is exhausted out the cover bottom port when constant air,supplied from the regulator, is directed to the cylinder piston frontside, moving the yoke bar rearward to engage deep reductiongearing.

Deep Reduction


ConstantAir

Air onSignal Line


System Components

170

When no air is applied to the valve piston top side, constant air supplied from the air filter/regulator passes freely through theinsert valve and to the cylinder piston backside, moving the yoke bar forward to disengage deep reduction gearing.

ConstantAir

LO Range and HI Range



System Components

171

System Com

ponents

Splitter Cylinder Assembly

LO Range or Direct - With the splitter button in the "rearward" position, no air is supplied to the splitter cylinder cover center port(1). The constant air from the air filter/regulator assembly (2) moves the splitter piston forward, disengaging underdrive/overdrivegearing (3).

Underdrive/Overdrive - With the splitter button in the "forward" position, air is supplied to the splitter cylinder cover center port(1), moving the splitter piston rearward, engaging underdrive/overdrive gearing (2).

System Components

172


Insert valve piston travel is only 1/32”. When no air is applied to the valve piston top side, constant air supplied from the air filter/regulator passes freely through the insert valve and to the cylinder piston backside, moving the yoke bar forward to disengageunderdrive/overdrive gearing.

When air is applied to the valve piston top side through the signal line, the piston moves down to cut off air supplied to the cylinderpiston backside. This air is exhausted out the cover bottom port when constant air supplied from the regulator is directed to thecylinder piston front side, moving the yoke bar rearward to engage underdrive/overdrive gearing.

ConstantAir

LO Range



Intermediate Range and Direct Range

ConstantAir

Air onSignal Line



System Components

173

System Com

ponents

RTLO-xx610 Model Splitter Cylinder Assembly (Old Design)

Odd Numbered Gear Positions (1, 3, 5, 7, 9) With the Roadranger valve button in the rearward position, no air is supplied to thesplitter cylinder cover port (1), moving the piston rearward, disengaging splitter gearing (2).

Even Numbered Gear Positions (2, 4, 6, 8, 10) With the Roadranger valve button in the forward position, air is supplied to thesplitter cylinder cover port (1), moving the piston forward, engaging splitter gearing (2).

System Components

174

Insert ValveThe insert valve is a self-contained 1-13/16" valve assembly located in the splitter cylinder cover. It cannot be disassembled exceptfor the three (3) O-rings on the outer diameter. The O-rings provide a stationary seal and do not move in the cylinder.

Insert valve piston travel is only 1/32". When no air is applied to the valve piston top side through the signal line, constant airsupplied from the air filter/regulator moves the yoke bar rearward to engage the rear auxiliary drive gear (LO and HI range direct),while air is exhausted out the insert valve.

When air is applied to the valve piston top side, the piston moves down passing air through the insert valve bottom to the cylinderpiston front and backside, moving the yoke bar forward to engage the front auxiliary drive gear (LO and HI range overdrive).

From pistonbackside, yokebar rearward

Exhaust




Air onSignal Line

To piston backside, yoke barforward

Constant Air

System Components

175

System Com

ponents

RTLO-xx610 Model Splitter Cylinder Assembly (Latest Design)

Odd Numbered Gear Positions (1, 3, 5, 7, 9) With the Roadranger valve button in the rearward position, no air is supplied to thesplitter cylinder cover port (1), moving the piston rearward, disengaging splitter gearing (2).

Even Numbered Gear Positions (2, 4, 6, 8, 10) With the Roadranger valve button in the forward position, air is supplied to thesplitter cylinder cover port (1), moving the piston forward, engaging splitter gearing (2).

System Components

176


The spool valve piston travel is approximately 1/2". When no air is supplied from the Roadranger valve to the valve spool left side(1), constant air from the filter/regulator (2) is supplied to the splitter cylinder piston front side moving the yoke bar rearward. Airis exhausted from the splitter cylinder rear (3) and from the breather situated on the valve assembly rear.

When air is supplied from the Roadranger valve to the valve spool left side (1), constant air from the filter/regulator (2) is suppliedto the splitter cylinder piston rear side moving the yoke bar forward. Air is exhausted from the splitter cylinder front (3) and fromthe breather situated on the valve assembly rear.

System Components

177

System Com

ponents

RTL-xx710 Model Splitter Cylinder Assembly

Odd Numbered Gear Positions (1, 3, 5, 7, 9) With the Roadranger valve button in the forward position, air is supplied to thesplitter cylinder cover port (1), moving the piston rearward, disengaging splitter gearing (2).

Even Numbered Gear Positions (2, 4, 6, 8, 10) With the Roadranger valve button in the rearward position, no air is supplied tothe splitter cylinder cover port (1), moving the piston forward, engaging splitter gearing (2).

System Components

178


The spool valve piston travel is approximately 1/2". When air is supplied from the Roadranger valve to the valve spool left side (1),constant air from the filter/regulator (2) is supplied to the splitter cylinder piston front side moving the yoke bar rearward. Air isexhausted from the splitter cylinder rear (3) and from the breather situated on the valve assembly rear.

When no air is supplied from the Roadranger valve to the valve spool left side (1), constant air from the filter/regulator (2) is sup-plied to the splitter cylinder piston rear side moving the yoke bar forward. Air is exhausted from the splitter cylinder front (3) andfrom the breather situated on the valve assembly rear.

System Components

179

System Com

ponents

RTLO-xx613 Model Splitter Cylinder Assembly

LO Range or HI Range L - With the splitter control button in the "rearward" position, no air is supplied to the splitter cylinder coverleft port (1). The constant air from the air filter/regulator assembly (2) moves the splitter piston rearward, disengaging the frontauxiliary gear (3).

HI Range H - With the splitter control button in the "forward" position, air is supplied to the splitter cylinder cover left port (1),moving the splitter piston forward, engaging the front auxiliary drive gear (2).

System Components

180

Insert ValveThe insert valve is a self-contained 1-13/16" valve assembly located in the intermediate shift cylinder cover. It cannot be disas-sembled except for the three (3) O-rings on the outer diameter. The O-rings provide a stationary seal and do not move in the cyl-inder.

Insert valve piston travel is only 1/32". When no air is applied to the valve piston top side through the signal line, constant airsupplied from the air filter/regulator moves the yoke bar rearward to engage the rear auxiliary drive gear (LO and HI range L), whileair is exhausted out the insert valve.

When air is applied to the valve piston top side, the piston moves down passing air through the insert valve bottom to the cylinderpiston front and backside, moving the yoke bar forward to engage the front auxiliary drive gear (HI range H).



Exhaust


Air onSignal Line


Constant Air


System Components

181

System Com

ponents


LO Range or HI Range L - With the splitter control button in the "rearward" position, no air is supplied to the splitter cylinder covertop port (1). The constant air from the air filter/regulator assembly (2) moves the splitter piston forward, disengaging the rearauxiliary drive gear (3).

HI Range H - With the splitter control button in the "forward" position, air is supplied to the splitter cylinder cover top port (1),moving the splitter piston rearward, engaging the rear auxiliary drive gear (2).

System Components

182


Insert valve piston travel is only 1/32". When no air is applied to the valve piston top side, constant air supplied from the air filter/regulator passes freely through the insert valve and to the cylinder piston backside, moving the yoke bar forward to disengage therear auxiliary drive gear (LO range and HI range L).

When air is applied to the valve piston top side through the signal line, the piston moves down to cut off air supplied to the cylinderpiston backside. This air is exhausted out the cover bottom port as constant air supplied from the regulator is directed to the cyl-inder piston front side, moving the yoke bar rearward to engage the rear auxiliary drive gear (HI range H).

To pistonbackside, yokebar forward


Air onSignal Line


From piston backside, yoke barrearward

System Components

183

System Com

ponents


LO Range or HI Range Low Split - With the splitter control button in the "rearward" position, no air is supplied to the splitter cyl-inder cover top port (1). The constant air from the air filter/regulator assembly (2) moves the splitter piston rearward, disengagingthe rear auxiliary drive gear (3).

HI Range High Split - With the splitter control button in the "forward" position, air is supplied to the splitter cylinder cover top port(1), moving the splitter piston forward, engaging the rear auxiliary drive gear (2).

System Components

184


The spool valve piston travel is approximately 1/2". When no air is supplied from the Roadranger valve to the valve spool left side(1), constant air from the filter/regulator (2) is supplied to the splitter cylinder piston rear side moving the yoke bar forward.

When air is supplied from the Roadranger valve to the valve spool left side (1), constant air from the filter/regulator (2) is suppliedto the splitter cylinder piston front side moving the yoke bar rearward. Air is exhausted from the splitter cylinder rear (3) and fromthe breather situated on the valve assembly rear.

System Components

185

System Com

ponents

RTO-15618 and RTLO-xx618 Model Splitter Cylinder Assembly

LO or HI Range L - With the splitter control button in the "rearward" position, no air is supplied to the splitter cylinder cover leftport (1). The constant air from the air filter/regulator assembly (2) moves the splitter piston rearward, disengaging the front aux-iliary drive gear (3).

LO or HI Range H - With the splitter control button in the "forward" position, air is supplied to the splitter cylinder cover left port(1), moving the splitter piston forward, engaging the front auxiliary drive gear (2).

System Components

186


Insert valve piston travel is only 1/32". When no air is applied to the valve piston top side through the signal line, constant airsupplied from the air filter/regulator moves the yoke bar rearward to engage the rear auxiliary drive gear (LO and HI range L), whileair is exhausted out the insert valve.

When air is applied to the valve piston top side, the piston moves down passing air through the insert valve bottom to the cylinderpiston front and backside, moving the yoke bar forward to engage the front auxiliary drive gear (LO range and HI range H).



Exhaust


Air onSignal Line


Constant Air


System Components

187

System Com

ponents


LO Range or HI Range L - With the splitter control button in the "rearward" position, no air is supplied to the splitter cylinder covertop port (1). The constant air from the air filter/regulator assembly (2) moves the splitter piston forward, disengaging the rearauxiliary drive gear (3).

LO Range or HI Range H - With the splitter control button in the "forward" position, air is supplied to the splitter cylinder covertop port (1), moving the splitter piston rearward, engaging the rear auxiliary drive gear (2).

System Components

188


Insert valve piston travel is only 1/32". When no air is applied to the valve piston top side, constant air supplied from the air filter/regulator passes freely through the insert valve and to the cylinder piston backside, moving the yoke bar forward to disengage therear auxiliary drive gear (LO range and HI range L).

When air is applied to the valve piston top side through the signal line, the piston moves down to cut off air supplied to the cylinderpiston backside. This air is exhausted out the cover bottom port as constant air supplied from the regulator is directed to the cyl-inder piston front side, moving the yoke bar rearward to engage the rear auxiliary drive gear (LO range and HI range H).

To pistonbackside, yokebar forward


Constant Air

Air onSignal Line


From piston backside, yoke barrearward

Exhaust

System Components

189

System Com

ponents


LO Range or HI Range Low Split - With the splitter control button in the "rearward" position, no air is supplied to the splitter cyl-inder cover top port (1). The constant air from the air filter/regulator assembly (2) moves the splitter piston forward, disengagingthe rear auxiliary drive gear (3).

LO Range or HI Range High Split - With the splitter control button in the "forward" position, air is supplied to the splitter cylindercover top port (1), moving the splitter piston rearward, engaging the rear auxiliary drive gear (2).

System Components

190


The spool valve piston travel is approximately 1/2”. When no air is supplied from the Roadranger valve to the valve spool left side(1), constant air from the filter/regulator (2) is supplied to the splitter cylinder piston rear side moving the yoke bar forward. Airis exhausted from the splitter cylinder front (3) and from the breather situated on the valve assembly rear.

When air is supplied from the Roadranger valve to the valve spool left side (1), constant air from the filter/regulator (2) is suppliedto the splitter cylinder piston front side moving the yoke bar rearward. Air is exhausted from the splitter cylinder rear (3) and fromthe breather situated on the valve assembly rear.


191

Engineering Reference Draw

ings

Basic Air System Drawings - 6610, 8609, and 6609


192

Basic Air System Drawings - 07L, 08, 08L, 09, and 10-Speed Models


193


ings

Basic Air System Drawings - 07LL, 08LL, and 15 Speed Models


194

Basic Air System Drawings - 707LL, 7/908LL, 7/909LL, and 7/915 Speed Models


195


ings

Basic Air System Drawings - 11613, 14613, and 15613 Speed Models


196

Basic Air System Drawings - 6613, and 7608LL Speed Models


197


ings

Basic Air System Drawings - 18 Speed Models Left-Hand Drive


198

Basic Air System Drawings - 18 Speed Right-Hand Drive

Copyright Eaton, 2015Eaton 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.

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

Printed in USA

Roadranger: Eaton and trusted partners providing the best products and services in the industry, ensuring more time on the road.

Fuller Transmissions TRTS0920 EN-US - Eatoneaton/@roadranger/documents/... · Fuller Transmissions...

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Transcript of Fuller Transmissions TRTS0920 EN-US - Eatoneaton/@roadranger/documents/... · Fuller Transmissions...