TM-5-3805-254-14-P-2
TRUCK, DUMP, 20 TON, 6X4, ON-OFF HIGHWAY 71,000 GVW, IHC MODEL F-5070 (CCE)
TECHNICAL MANUAL; OPERATOR’S, ORGANIZATIONAL, DIRECT SUPPORT, GENERAL SUPPORT AND DEPT MAINTENANCE MANUAL (INCLUDING REPAIR PARTS INFORMATION AND SUPPLEMENTAL MAINTENANCE INSTRUCTIONS)
JUNE 1980
TM-5-3805-254-14-P-2 - Page 849 of 894
TROUBLE SHOOTING
(a) Improperly positioned forward remote control
which limits full travel forward and backward from the
remote neutral position.
(b) Improper length shift rods or linkage that limits
travel of forward remote from neutral position.
(c) Loose ball cranks, sloppy ball and socket joints.
(d) Shift rods, cables, etc., too spongy, flexible, or
not secured properly at both ends.
(e) Worn or loose auxiliary mounts if remote unit is
mounted to frame.
(f) Forward remote mount too flimsy, loose on
frame, etc.
(g) Set screws loose at remote control joints or on
shift forks inside remote or even inside auxiliary unit.
(h) Shift fork pads or groove in sliding gear or collar
worn excessively.
(i) Worn taper on gear clutch teeth.
(j) Auxiliary out of alignment either vertically or
horizontally.
Jumping Out of Gear:
Jumping out of gear is usually associated with slip-
out reports experienced when crossing railroad tracks
traveling rough roads, etc.
A few items which could move the gear or shaft out
of proper position, particularly on rough roads are:
(a) Use of long and heavy shift lever extensions.
(b) Shift rod poppet springs broken.
(c) Shift rod poppet notches worn.
(d) Shift rod bent or sprung out of line.
(e) Shift fork pads not square with shift rod bore.
(f) Excessive end-play in drive gear, mainshaft or
countershaft caused by worn bearings, retainers, etc.
(g) Thrust washers or faces worn excessively,
missing, etc.
Hard Shifting:
An improperly operating clutch will interfere with the
proper shifting of gears in any auxiliary. It is important
that the hydraulic, air or similar release mechanism (if
used), also be in proper working order. If the mechanic is
sure that a full and complete clutch release is being
made, the following could be a few of the possible
causes for hard shifting complaints.
(a) No lubricant in remote control units. Forward
remote is isolated and is often overlooked. However,
many remote controls used on transmissions and
auxiliaries require separate lubrication.
(b) No lubricant in (or grease fittings on) U-joints or
swivels of remote controls.
(c) Lack of lubricant or wrong lubricant used,
causing buildup of sticky varnish and sludge deposits on
splines of shaft and gears.
(d) Badly
worn or
bent
shift
rods.
(e) Improper adjustment of shifter linkage.
(f) Sliding clutch gears tight on splines of shaft.
(g) Clutch teeth burred over, chipped or badly
mutilated due to improper shifting.
(h) Binding or interference of shift lever with other
objects or rods inside the cab or near the remote control
island.
(i) Driver not familiar with proper shifting procedure
for this transmission. Also includes proper shifting as
used with 2-speed axle, auxiliary, etc.
(j) Drive gear pocket bearing seized, rough, or
dragging.
(k) Gear seizure on thrust face or bearing diameter.
Sticking in Gear:
(a) Clutch not releasing-also check remote units
such as hydraulic or air assist, etc.
Note:
On some units
employing a full air control for clutch release, air pressure
of approximately 60 lbs. or more must be secured before
clutch can be released.
Do not leave these vehicle &
parked in gear.
(b) Sliding clutch gears tight on splines.
(c) Chips wedged between or under splines of shaft
and gear.
(d) Improper adjustment, excessive wear or lost
motion in shifter linkage.
Bearing Failures:
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.
Some of the more prominent reasons for unit removal
with bearing failures are:
(a) Worn out due to dirt
(b) Fatigue of raceways or balls.
(c) Wrong type or grade of lubricant.
(d) Lack of lubricant.
(e) Vibrations-breakup of retainer and brinnelling of
races-fretting corrosion.
(f) Bearings tied-up due to chips in bearings.
(g) Bearings set-up too tight or too loose.
(h) Improper assembly-brinnelling bearing.
(j) Improper fit of shafts or bore.
(k) Acid etch of bearings due to water in lube.
(1) Overloading of vehicle. Overload from engine or
engine too large for transmissions used.
Dirt:
More than 90% of all ball bearing failures are caused
by dirt which is always abrasive.
Dirt may enter the
bearings during assembly of
840
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