(a) Improperly positioned forward remote control
(c) Lack of lubricant or wrong lubricant used,
which limits full travel forward and backward from the
causing buildup of sticky varnish and sludge deposits on
remote neutral position.
splines of shaft and gears.
(d) Badly worn or bent shift rods.
(b) Improper length shift rods or linkage that limits
travel of forward remote from neutral position.
(e) Improper adjustment of shifter linkage.
(c) Loose ball cranks, sloppy ball and socket joints.
(f) Sliding clutch gears tight on splines of shaft.
(d) Shift rods, cables, etc., too spongy, flexible, or
(g) Clutch teeth burred over, chipped or badly
not secured properly at both ends.
mutilated due to improper shifting.
(e) Worn or loose auxiliary mounts if remote unit is
mounted to frame.
objects or rods inside the cab or near the remote control
(f) Forward remote mount too flimsy, loose on
(i) Driver not familiar with proper shifting procedure
(g) Set screws loose at remote control joints or on
for this transmission. Also includes proper shifting as
shift forks inside remote or even inside auxiliary unit.
used with 2-speed axle, auxiliary, etc.
(h) Shift fork pads or groove in sliding gear or collar
(j) Drive gear pocket bearing seized, rough, or
(i) Worn taper on gear clutch teeth.
(k) Gear seizure on thrust face or bearing diameter.
(j) Auxiliary out of alignment either vertically or
Sticking in Gear:
Jumping Out of Gear:
(a) Clutch not releasing-also check remote units
Jumping out of gear is usually associated with slip-
such as hydraulic or air assist, etc. Note: On some units
out reports experienced when crossing railroad tracks
employing a full air control for clutch release, air pressure
traveling rough roads, etc.
of approximately 60 lbs. or more must be secured before
A few items which could move the gear or shaft out
clutch can be released. Do not leave these vehicle &
of proper position, particularly on rough roads are:
parked in gear.
(a) Use of long and heavy shift lever extensions.
(b) Sliding clutch gears tight on splines.
(b) Shift rod poppet springs broken.
(c) Chips wedged between or under splines of shaft
(c) Shift rod poppet notches worn.
(d) Shift rod bent or sprung out of line.
(d) Improper adjustment, excessive wear or lost
(e) Shift fork pads not square with shift rod bore.
motion in shifter linkage.
(f) Excessive end-play in drive gear, mainshaft or
countershaft caused by worn bearings, retainers, etc.
(g) Thrust washers or faces worn excessively,
The service life of most transmissions either main or
auxiliaries is governed by the life of the bearings. Majority
of bearing failures can be attributed to vibration and dirt.
An improperly operating clutch will interfere with the
Some of the more prominent reasons for unit removal
proper shifting of gears in any auxiliary. It is important
with bearing failures are:
that the hydraulic, air or similar release mechanism (if
(a) Worn out due to dirt
used), also be in proper working order. If the mechanic is
(b) Fatigue of raceways or balls.
sure that a full and complete clutch release is being
(c) Wrong type or grade of lubricant.
made, the following could be a few of the possible
(d) Lack of lubricant.
causes for hard shifting complaints.
(e) Vibrations-breakup of retainer and brinnelling of
(a) No lubricant in remote control units. Forward
(f) Bearings tied-up due to chips in bearings.
remote is isolated and is often overlooked. However,
(g) Bearings set-up too tight or too loose.
many remote controls used on transmissions and
(h) Improper assembly-brinnelling bearing.
auxiliaries require separate lubrication.
(j) Improper fit of shafts or bore.
(k) Acid etch of bearings due to water in lube.
(b) No lubricant in (or grease fittings on) U-joints or
(1) Overloading of vehicle. Overload from engine or
swivels of remote controls.
engine too large for transmissions used.
More than 90% of all ball bearing failures are caused
by dirt which is always abrasive. Dirt may enter the
bearings during assembly of