Guide come servicing and also repairing Eaton Fuller heavy-duty truck transmission, assistance locating the concern of transmission trouble, analysis the cause and make essential repairs because that 7, 8, 9, 10, 13, 15 and 18 rate Eaton transmissions. For an ext in-depth assistance refer to your transmission model business manual or provide us a speak to at 877-776-4600. The transmission function is to successfully transfer the engine power, in regards to torque, come the vehicle’s behind wheels. Torque is the twisting or one force yielded by the engine’s flywheel. The transmission’s equipment ratios rise or to decrease torque relying on the requirements necessary to move or begin the load. Gearing likewise increases or reduce speed. The gear ratios are correctly spaced so that the engine will operate in the most reliable RPM range with gradual speed changes. To meet the vehicle’s requirements, the transmission must have ratios low enough to begin the vehicle moving, to maintain movement up-grades, and to store the engine operation in that peak effectiveness range. The transmission, too, must carry out an easy an approach for equipment selection.

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Although the impacts of vibration will show up in the transmission, vibration commonly originates somewhere else in the journey train. Vibration can usually it is in felt or heard by the driver; however, in part cases, transmission damages caused by vibration will occur without the driver’s knowledge.

Gear rattle at idleGear & tower splines (fretted)NoiseFretted BearingsRepeated rear seal leakageBroken or loose synchronizer pinsContinuous loosening of capscrews, brackets and also mountingsWorn shaft Spine WearWorn global joints (Not a transmission symptom, but an indicator that vibration.)

Fretted Splines


Broken Synchronizer Pins


Input Spline Wear

Common causes of vibration include driveline imbalance or misalignment, unbalanced wheel or brake drums, turbulent running engine, damaged or worn engine mounts and worn suspension.

Front section When a sliding clutch is moved to connect with a mainshaft gear, the mating teeth should be parallel. Tapered or worn clutching this will try to “walk” apart together the gears rotate. Under the right conditions, slipout will result. Few of these problems are:

Transmission an installed eccentrically through engine flywheel pilot.Excessive gear clashing i beg your pardon shortens clutching teeth.Incorrect mediate of remote shift control linkage bring about partial engagement. Likewise check for loose connections and worn bushings.

Snubbed Clutching Teeth

Gear clutching this wearing come a taper.


Detent Spring

Insufficient push on detent round from weak or damaged detent spring.

Worn Yoke Bar

Excessive wear ~ above detent notch that yoke bar

Conditions that Can cause JumpoutExtra heavy and long transition levers i m sorry swing, pendulum fashion, from operating over uneven terrain. Whipping action of the lever overcomes detent spring tension.Mechanical far controls with the master placed to the frame. Family member movement in between engine-transmission package and frame can pressure transmission the end of gear. Worn or broken engine mounts rise the results of this condition.

Slipout in the assistant section may be resulted in by the clutching teeth being worn, tapered, or not totally engaged. These conditions cause the clutch equipment to “walk” out of engagement as the gears turn.

Causes the these types of clutching defects are clashing or regular wear after long life. Vibrations collection up by one improperly set driveline and also low wait pressure include to the slipout problem.

Jumpout in the auxiliary ar usually occurs with the splitter equipment set. If talk is not sufficiently damaged during splitter shifts, the slide clutch equipment may not have actually enough time to complete the shift before talk is reapplied come the gears. Together torque is reapplied, the partially engaged clutch gear “jumps” the end of the splitter gear. Because the gears have actually torque applied come them, damage will be done to the clutching teeth of the mating gears.

The effort required to relocate a gear change lever from one gear position to an additional varies. If too good an initiative is forced it will it is in a consistent cause of complaint from the driver.

Most complaints space with remote kind linkages used in cabover-engine vehicles. Before checking the infection for hard moving the remote affiliation should be inspected. Linkage problems stem native worn connections or bushings, binding, improper adjustment, absence of lubrication top top the joints or an obstruction which restricts complimentary movement. To determine if the transmission itself is the cause of hard shifting, remove the transition lever or link from the height of the transmission. Then, move the shift blocks right into each gear position using a pry bar or screwdriver. If the yoke bars slide easily, the trouble is with the link assembly. If the trouble is in the transmission, it will normally be caused by among the following:

Splines of slide clutch equipment binding top top mainshaft as a an outcome of a twisted mainshaft key, bent transition yoke or bowed mainshaft key.Yoke bars binding in the bar real estate as a an outcome of cracked housing, over-torqued transition block lockscrew, sprung yoke bar, or swelled locations of the yoke bar.

If tough shifting occurs just in an initial and reverse, the shift block detent plunger movement might be restricted. This deserve to result from burrs top top the plunger, or indigenous overtightening the plunger spring plug. Through the plunger blocked in the depressed position, the plug must be tightened till it bottoms out against the spring, climate backed out 1/4 to 1/2 turn.Gear clashing must not be puzzled with difficult shifting. Gear clashing occurs when an effort is made to communicate the clutch gear before it has actually reached synchronization through the mainshaft gear.

The transmission operating temperature need to never exceed 250°F (120°C) for an extended period of time. If that does, the oil will break down and shorten infection life.

Because of the friction of moving parts, transmissions will produce a particular amount of heat. In most situations normal operating temperature is approximately 100°F (40°C) above ambient. Warm is dissipated with the infection case. When problems prevent the proper dissipation of heat, then overheating occurs.Before checking for possible causes that overheating, the oil temperature gauge and also sending unit should be inspected to make sure they are offering correct readings.

Causes the Overheating 1. Improper lubrication. Oil level too low or as well high, wrong kind of oil, or an operating angle of an ext than 12 degrees.2. Operating repetitively under 20 MPH.3. High engine RPM.4. Minimal air flow about transmission, due to the transmission being “boxed in” by framework rails, deck lids, fuel tanks and mounting brackets, or through a large bumper assembly.5. Exhaust system too close come transmission.6. High ambient temperature.7. High horsepower, overdrive operation.8. Coasting downhill v the clutch depressed.

In some cases, an external oil cooler kit deserve to be provided to correct overheating problems.

Transmission Oil Coolers are:Recommended

With engines the 350 H.P. And above with overdrive transmissions


With engines 399 H.P and above with overdrivetransmissions and GCWs over 90,000 lbs.With engines 399 H.P. And above and 1400 Lbs.-Ft.or greater torqueWith engines 450 H.P. And also above

There will always be a details level that noise because of the normal transmission operation. However, excessive noise or unusual noise such as a whine, growl, or squeal indicates some kind of a problem.

The infection itself can be the reason of extreme or unusual noise. Also, noise have the right to originate in other places in the vehicle, yet be picked up and amplified by the transmission.

Gears – bump or swells on gear teeth. Such bumps or swells have the right to be gotten rid of with a hone or small hand grinder; these areas can be determined as highly polished pots on the challenge of the gear tooth. Generally, this noise is more prominent when the gear is loaded; thus, the problem gear can be situated as the noise wake up in a specific gear position. Bumps or swells are led to by improper managing of gears before or during assembly.Bearings – Noise come in in ~ low obelisk speeds in any type of position. It is caused by bearings with damaged balls or rollers, or through pitted and spalled raceways.
Cracked Gear – A equipment cracked or broken by shock loading or by pushing on column during installation will create this sound in ~ low speeds. At high speeds a howl will be present.
Gear undertake – an outcome of normal gear wear, including gear tooth pitting from extreme use. In advanced deterioration, a howl will certainly result.Mismatched equipment Sets – Such equipment sets are identified by one uneven wear sample on the confront of equipment teeth.Bearings –“Pinched” bearings, having insufficient axial or radial clearance
Timing Error – Improper time of the transmission during reassembly, or improper timing due to gear turning on the countershaft. Both problems produce an error in this spacing.
Engine operating noise.Clutch propelled plates in which the dampening action of springs or rubber blocks has actually been eliminated by wear set or fracture.Driveline out of balance.Unequal joint working angles.Worn crosses in universal joints.Loose or worn center bearings.Worn or pitted teeth on ring gear and pinion of control axle.Rear axle bearing failure.Wheels out of balance.Worn spring pivot bearing.Loose “U” bolts.Brake north warped or the end of balance.

Following is a straightforward procedure guideline for troubleshooting transmissions:

Preliminary InspectionPersonal Observation – look at for signs of misuse such as damaged mounts, fittings or brackets; check airlines.Question the Owner or Operator – gather information on operation conditions and also vehicle use, on the background of the problem, and also on shifting characteristics if affected.Gather background of Unit – consisting of maintenance and lubrication procedures, previous failures, and mileage or hours of use.Disassemble TransmissionKeep oil sample for impurities, examine if needed.During disassembly, examine for incorrectly installed parts, absent parts, and nongenuine parts.Clean and inspect each item closely.Determine form of FailureDetermine and also correct cause of Failure

The Troubleshooter’s pointer Chart is supplied to situate and correct transmission problems. To use the guideline,

1) situate the transmission difficulty in the box below

2) hover over package to see the possible problem and take keep in mind of the numbers next to the possible cause

3) describe the list below and also locate the corresponding number provided next come the problem. The equivalent number from the list will certainly tell girlfriend the possible correction.

4) There may be much more than one possible cause and feasible correction because that each problem.

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Instruct driver on ideal driving techniques.Replace parts (after do the efforts other listed possible corrections).Loosen lock-screw and retighten to appropriate torque.Look because that resultant damage.Smooth through emery paper.Reset to suitable specifications.Install missing parts.Check airlines or hoses.Tighten part.Correct the restriction.Recheck timing.Clean part.Apply slim film silicone.Apply sealant.

Worn Yoke Pads (1,2)Damaged Insert (2)Defective Regulator (2)Loose water tap or fitting (9)Pinched air line or Connector (10)Gear Twisted out of Time on pillar (2,4)Tapered Clutching this (2)Worn Yoke Slot in Clutch equipment (1,2)Inner race Left turn off Front the Aux C/S (2,7)Bearing fail (2)Pre-Selecting Splitter (1)Not using Clutch (1,4)

Damaged Insert (2)Defective Regulator (2)Loose water tap or installation (9)Pinched Air water tap (10)Damaged “O” Ring (2)Improperly placed Gasket (6)Pinched Air heat or Connector (10)Pre-Selecting Splitter (1)Not making use of Clutch (1,4)No Silicone ~ above “O” ring (13)Excessive Silicone on “O” ring (12,13)
Worn Yoke Pads (2)Weak or missing Detent feather (2,7)Gear Twisted the end of Time on pillar (2,4)Tapered Clutching teeth (2)Worn Yoke Slot in Clutch gear (2)Broken key (Front Section) (2)Not using Clutch (1,4)Linkage Obstructions (10)Improper linkage Adjustment (6)Broken Engine mountain (2)Misalignment Engine to transmission (2,6)
Defective Regulator (2)Loose water tap or fitting (9)Pinched Air water tap (10)Sticking servant Valve Piston (12,13)Damaged “O” Ring (12,13,2)Pinched Air line or Connector (10)Air Cylinder Piston Nut loosened (9,12)Air Cylinder Piston Cracked (2,13)Broken crucial (Auxiliary) (2,4)Synchronizer Spring damaged (2,7)Failed Synchronizer (1,2)No Silicone ~ above “O” ring (13)Excessive Silicone ~ above “O” rings (12,13)
Defective Regulator (2)Loose hose or fitting (9)Pinched Air heat or Connector (10)Gear Twisted the end of Time on pillar (2,4)Tapered Clutching teeth (2)


Twisted Mainshaft (2)Linkage Obstructions (10)Improper linkage Adjustment (6)


Defective Regulator (2)Yoke installed Backwards (2,6)Synchronizer Spring broken (2,7)Poor high quality Oil (2,6)Mixing oil or utilizing Additives (2,6)

Broken Engine mountain (2)Output column Nut Improperly Torqued (6)Improper Driveline set up (6)Worn Suspension (2,6)Tires the end of Balance, loosened Lug Nuts (2,6)