The Stovebolt Site Forums The Parking Lot Big Bolts fuller 10 speed transmission

Not sure if they are original, but a friend of mine has a few V6 trucks with Roadrangers, still uses them.

Grigg

True, then sounds like you have a push type clutch.

Have you found any more numbers on that tag?
Do you have any pictures of the transmission and or clutch?

Have you tried driving it again, any better luck?
Here is a manual on how to drive a 10 speed Roadranger:
http://www.roadranger.com/ecm/idcpl...n=Primary&&dDocName=RR_TRSM-0515

Grigg

My '71 9500, with what I believe had a RT 610, may have had a clutch brake and I didn't even know it. Just by habit, I would push the clutch all the way down at a stop and while shifting, about 3/4 of the way down. The other 2 Road Rangers that I drove was another 9500 (A '70 with a 6-71) and a late 60's White (9000 ?) with a 220 Cummins. Shifting all 3 trucks was no problem and all went smooth. I guess my personal technique just worked out. What's funny is that when I would ride with the other hired driver, he would only push the clutch about 1/4 of the way down. He was also the one who never learned how to downshift. Riding with him was not fun at times.

haven't found any more numbers. I'll go take some pictures tomorrow. i guess my tranny is a roadranger but it is allot bigger than the one in the roadranger manual. the numbers i found are on a brass plate on the right hand side of the transmission.

here's a picture of the truck http://rides.webshots.com/photo/2669798080103559715UAMguD

I am going to guess it has an RT-910, if it is a 10 speed, but the tag will say for sure, and pictures will help.

Grigg

more pictures
http://community.webshots.com/user/cosmo93
the last one is the transmission plate

It does look like an RT910 or similar, for sure it is a Roadranger 10 speed, not a 13 speed.
The tag does not look like I would expect, perhaps it is from a rebuilder, and not the original tag.
A lot of Fuller/Eaton/Dana/Roadranger info can be found here:
http://www.roadranger.com/Roadranger/servicesalesliterature/index.htm

Grigg

Nice looking truck. Looks like you have all wheel drive. Check to see if you still have an original sticker on the inside of the glove box door. That may tell you more about the original trans.

Bill

so could it be one that is supposed to have a push button on the shifter but somebody took it off?

Push button for what?

For the countershaft brake? If so then there will be something more than a cover plate bolted on a PTO opening, it will be one casting generally flat and have a second casting about 3" square and a small air line going to the middle of it.

For the range shift? Yes, it should have a valve in the shifter knob or one hose clamped to the shifter stalk, I can see the range air cylinder in the transmission photo, top right when looking from the back.

Grigg

for the countershaft brake

Not all Roadrangers with push type clutches will have a countershaft brake, although they should.

Look in this manual:
http://www.roadranger.com/ecm/idcpl...n=Primary&&dDocName=RR_TRSM-0515
Page number 13 upper right picture shows the countershaft brake installed on the small PTO opening, but no air lines or button.

Do you have a picture of your transmission from the bottom side?

Grigg

last three are from under the transmission
http://community.webshots.com/user/cosmo93

You don't have a countershaft brake, it would be seen in the picture labeled "right side bottom view" and would replace the flat plate PTO cover that is held on with 6 bolts.
The only thing it would help is when starting from a stop, as without it you either wait for things to stop spinning, or grind gears.

It does look like a push type clutch, as I think I can see the linkage is in the bottom set of holes, as it should be for push type linkage. (pull type uses the top set of holes in the clutch housing)

So, we have not solved why it is hard to shift have we?
Could it be you just need some practice? It took me several thousand miles to get the hang of driving mine. I would recommend starting to learn by using the clutch and double clutching, eventually you may prefer to not use the clutch, but wait a while before you try that.

Grigg

If it's hard to get into gear when you are stopped, pull it into gear while it's still rolling a little. It's worked for me the past 44 years.

i don't think there's enough room between the transmission and the shifters for the transfer case to put a countershaft brake in the side PTO opening

It only sticks out about 2" from the PTO opening, From the picture It looks like there is plenty of room for one?
But again, that is not a big concern till you get it on the road and really use the truck, then you may want one, if you hardly use the truck you can do without. Either way, is has nothing to do with shifting between gears when driving.

Grigg

there is lots of room in the middle of the opening but the shaft that the shifters are on is only about 1/4 inch away from the PTO opening on the top. we are going to pull a semi trailer about 75 miles with it in a couple of weeks and there are lots of hills, only one really steep one so it would be nice if it would shift right, i do think part of it is the amount of practice, i can shift pretty good around the property but my dad is the one that drives it on the road, he used to drive older school buses so he is used to double clutching but it is still hard for him to shift. actually we have been thinking about buying a '72 Peterbuilt cab over with a cummins 350 and 13 speed trans but that probably wont happen until after we move the trailer.

If you wanted to see the button for a countershaft brake look at the pictures on this auction, on the shifter it is about 6" down, just below the black part.
http://cgi.ebay.com/ebaymotors/85-G...itemZ160239782280QQrdZ1QQsspagenameZWDVW

Grigg

thanks for the link i had never run across an air operated counter shaft brake. either would have ignored it or perhaps tried it to see what would happen with foot on clutch.

You only want to use it with the clutch depressed and the truck not moving. It literally pushes the piston rod of an air cylinder at the face (outer edge) of the PTO gear, the plunger is machined to match the OD of the gear, so it does not grab, just creates friction and slows and stops the shafts.

I wish I had taken a picture of it in pieces before I installed it, it is very simple, whole thing is 3 pieces, an o-ring, and a gasket.

I needed one for the ford I had, and looked and looked, finally had to order one from the junk yard, they called around and found one, and I paid for it, a fair price, but it was not cheap. Then a few months later I see several at different places..
If I ever had the transmission out of the truck It would have gone back together with a pull type clutch and clutch brake, a better setup to start with.

Grigg