International 6 Plus Transmission Manual SPICER 7 Speed

TRANSMISSION TECHNOLOGIES Corporation Technology in Motion ® MODELS ES52-7B ES56-7B ES066-7B 7 SPEED TRANSMISSION Service Manual Bulletin No. 2366 Revised August 2002

Tech Support 1-800-401-9866 TABLE OF CONTENTS SECTION I — GENERAL INFORMATION SPECIFICATIONS ......................................................................................................... 1 TORQUE SPECIFICATIONS ......................................................................................... 2 DRIVER INSTRUCTIONS ............................................................................................. 3 SECTION II — MAINTENANCE LUBRICATION .............................................................................................................. 4 TOOL REFERENCE ..................................................................................................... 5 SECTION III — GENERAL DISASSEMBLY ............................................................................. 6 SECTION IV — SHIFT TOWER DISASSEMBLY ...................................................................... 8 SECTION V — REAR CASE DISASSEMBLY REAR CASE EXPLODED DRAWING ........................................................................... 9 REAR CASE GEARS EXPLODED DRAWING ............................................................ 10 REAR CASE DISASSEMBLY ...................................................................................... 11 REAR CASE DISASSEMBLY (OPTI-RAIL) ................................................................. 16 SECTION VI — MAIN CASE DISASSEMBLY MAIN CASE EXPLODED DRAWING .......................................................................... 21 CLUTCH HOUSING & SHIFT FORKS EXPLODED DRAWING ................................. 22 MAIN CASE DISASSEMBLY ....................................................................................... 23 MAIN CASE DISASSEMBLY (OPTI-RAIL) .................................................................. 26 SECTION VII — MAINSHAFT DISASSEMBLY MAINSHAFT EXPLODED DRAWING ......................................................................... 29 MAINSHAFT DISASSEMBLY ...................................................................................... 30 SECTION VIII — COUNTERSHAFT DISASSEMBLY & REASSEMBLY ................................ 32 SECTION IX — CLEANING & INSPECTION PROCEDURES ............................................... 33 SECTION X — MAINSHAFT REASSEMBLY ......................................................................... 34 SECTION XI — MAIN CASE REASSEMBLY ......................................................................... 36 MAIN CASE REASSEMBLY (OPTI-RAIL) ................................................................... 38 SECTION XII — REAR CASE REASSEMBLY ....................................................................... 41 REAR CASE REASSEMBLY (OPTI-RAIL) .................................................................. 45 SECTION XIII — SHIFT TOWER REASSEMBLY ................................................................... 50 SECTION XIV — TROUBLESHOOTING ................................................................................ 51

Tech Support 1-800-401-9866 GENERAL INFORMATION SECTION I 1 Gear Ratios ES52-7B ES066-7B ES56-7B Gear Ratio Ratio % Step Rev. 8.99 6.66 1st 10.09 7.48 —69— 2nd 5.98 4.43 —61— 3rd 3.72 2.76 —45— 4th 2.56 1.90 —41— 5th 1.81 1.34 —34— 6th 1.35 1.00 —35— 7th 1.00 .074 Specifications Torque Capacity ........................ ES52-7B - 520 lbs. ft. (704 nm) ES56-7B - 560 lbs. ft. (758 nm) ESO66-7B - 660 lbs. ft. (894 nm) Ratio Coverage .......................... 10:1 Synchronized ............................. Gears 2-7 Length ....................................... 35” (clutch housing mounting face to washer seat face) Weight ....................................... 454 lbs. (206 kg) Clutch Housing .......................... SAE No. 2 Clutch ........................................ 13” or 14” single or 2-plate push or pull Input Shaft ................................. 1 3/4” - 10-spline or 1 1/2” - 10-spline Lube Capacity ........................... 22 pints (10.4 liters) Speedometer ............................. Provision for mechanical and electronic Power Take-Off .......................... 6-bolt right & left, countershaft rear 34 tooth 18° right-hand helix 17.50° pressure angle PTO Speeds: ............................. % of engine RPM ES52-7B, 48.8% ES56-7B, 48.8% ES066-7B, 65.8% General Application Guidelines On-Highway Use ES56-7B ES52-7B ES066-7B GVW: 50,000 lbs. 65,000 lbs. HP Range: 155 - 210 HP 185 - 250 HP RPM Range: 1,800 - 3,000 Engine Types: 5 - 9 Liter Diesel Simple Shift Pattern R 2 4 6 1 3 N 5 7

Tech Support 1-800-401-9866 GENERAL INFORMATION SECTION I 2 TORQUE SPECIFICATIONS FOR NUTS AND CAP SCREWS Nom. Size (Dia.) Wrench Torque (ft. lbs.) Part Name Inches mm Min. Max. .375 10 Oil trough (16 x .750) 25 41 .375 10 Intermediate shift bar support (16 x 1.00) 25 41 .375 10 Front mainshaft bearing cap (16 x 1.00) 25 41 .375 10 Overdrive linkage (16 x 1.00) 25 41 .375 10 Rear mainshaft bearing cap (16 x 1.125) 25 41 .375 10 Rear countershaft bearing cap (16 x 1.125) 25 41 .375 10 Clutch housing to main case (16 x 1.25) 25 41 .375 10 Front shift bar support (16 x 2.250) 25 41 .438 11 Rear mainshaft brake cap (14 x 1.25) 40 56 1.062 27 Shift tower trunnion 100 125 .375 10 6-bolt PTO aperture cover 25 41 1.250 32 Mainshaft output nut 300 325 2.548 65 Intermediate mainshaft (spanner) nut 300 325 .875 23 Backup light switch 40 40

Tech Support 1-800-401-9866 GENERAL INFORMATION SECTION I 3 How to Shift the Spicer Easy-Shift 7-Speed Transmissions Synchronizer Information The purpose of a synchronizer is to simplify shifting and help deliver clash-free shifts. Only 1st and reverse gears aren’t synchronized. To shift, the driver depresses the clutch and moves the lever toward the desired gear. When the synchronizer ring makes contact with the desired gear, “blockers” automatically prevent the shift collar from completing the shift until the gear and mainshaft speeds are matched. When the speeds are matched, the synchronizer allows the shift to be completed without clashing. Steady pressure on the shift lever helps the synchronizer do its job. When speeds are synchronized, the lever moves into gear smoothly and easily. If the driver jabs or “teases” the synchronizer, the synchronizer can’t do its job. It is possible to override a blocker if the lever is forced into gear. However, this defeats the purpose of the synchronizer and can shorten the life of the transmission. Driver Instructions Upshifting To drive a vehicle containing this transmission, first depress the clutch and wait for complete release. Next, move the shift lever into 1st gear and engage the clutch. Accelerate to an RPM that will allow enough momentum to select the next higher gear and still have vehicle acceleration after completing the shift into 2nd gear. This is known as the progressive shift technique. Using this shift technique saves fuel. There is usually no reason to go all the way to the governor before you shift to 1 R 2 3 N 4 5 6 7 2nd gear. This method can vary depending on the GVW of the vehicle, road conditions, and type of service. When 2nd gear is desired, declutch and move the shift lever toward that gear. The synchronizer will pick up 2nd gear and synchronize its speed to the mainshaft speed. When synchronized, the lever moves easily into 2nd gear. Continue in the same manner to top road speed. Notice that as you approach top road speed you must accelerate close to the governed speed before allowing the engine to drop to the next gear shift point. This is because air resistance at higher speeds requires more of the available horsepower to get adequate performance. Maximum performance and horsepower are achieved at governed speed. Downshifting To begin downshifting form top gear, declutch and move the shift lever steadily toward 6th gear and speed it up to the vehicle speed. This will allow a clash-free shift from 7th to 6th gear. After the shift, reengage the clutch while accelerating the engine to keep the vehicle moving at the desired speed. If further downshifts are required, continue in a similar manner. Remember that 1st gear isn’t synchronized. Therefore, shifting into gear will require a double clutch operation to complete a clash-free shift. Towing Do not tow vehicles without first pulling the axles or disconnecting the driveshaft. If you tow the vehicle without doing this, you can damage drive train components because the system lubrication is inad- equate when the vehicle is towed.

Tech Support 1-800-401-9866 4 MAINTENANCE SECTION II Lubrication To insure proper lubrication and operating tem- peratures in this unit, the proper lubricants must be used. Correct oil levels must be main- tained. TTC recommends using only lubricants produced by reputable, well-known suppliers. If you want to use a lubricant not specified below, please contact your local truck dealer to determine whether the lubricant is suitable for your purposes. Recommended Lubricants The lubricants listed below are recommended for use in all Spicer mechanical transmissions, auxiliaries, and transfer cases. Oil Changes For off highway use, TTC recommends that the oil be changed after the first 24 hours of service, but before 100 hours of service have been completed. Many factors influence the following oil change periods. There- fore, a definite mileage interval is not specified here. In general, a drain and flush should be scheduled at 50,000 miles, or one-year intervals. If synthetic oil is used, a drain and flush should be scheduled at 500,000 miles, or 5 year intervals. Off- highway uses usually require an oil change every 1,000 hours. The oil level in the transmission should be checked every 5,000 miles (8045 km) on-highway, or every 40 hours in off-highway operation. When it is necessary to add oil, TTC recommends that types and brands of oil not be mixed. The correct oil level in this transmission is established by the filler plug opening. Refill First, remove all dirt around the filler plug. Then refill the transmission with now oil. Use the grade recommended for the existing season and prevailing service. The lubricant should be level with the oil fill plug located on the right side of the transmission case. Overfilling Do not overfill the transmission. This usually results in oil breakdown due to excessive heat and aeration form the churning action of the gears. Early breakdown of the oil will result in heavy varnish and sludge deposits that plug up oil ports and build up on splines and bearings. ! TEMPERATURE GRADE TYPE Above 0°F (-18°C) SAE 30 or 40 Heavy duty engine oil meeting MIL-L-2104 D or Below 0°F (-18°C) SAE 30 MIL-L-46152 B, API-SF, or API-CD (MIL-L-2104 B & C, or 46152 are also acceptable) Above 0°F (-18°C) SAE 90 Straight mineral gear oil Below 0°F (-18°C) SAE 80 R & O type API-GL-1 All CD SAE 50 Synthetic engine oil meeting CD SAE 30 MIL-L-2104 D or MIL-L-46152 B, API-SF or API-CD Do not use extreme pressure additive such as those found in multi-purpose or rear axle type lubricants. These additives are not required for this unit and my, in some cases, create transmission problems. Multi-purpose oils, as a group, have relatively poor oxidation stability, a high rate of sludge formation, and a greater tendency to react on or corrode the bronze parts in this transmission.

Tech Support 1-800-401-9866 5 MAINTENANCE SECTION II Tool Reference This Spicer transmission can be repaired with ordinary mechanic’s tools. However, if your transmission has a mainshaft intermediate nut rather than a snap ring, vehicle downtime can be minimized with the use of this special socket. It is available through Sealed Power Corporation, part number OEM6599 To order, contact: OTC Division Sealed Power Corporation O.E.M. Sales 655 Eisenhower Drive Owatonna, MN 55060 Phone: (800) 533-6127 Fax: (800) 283-8665

Tech Support 1-800-401-9866 GENERAL DISASSEMBLY SECTION III 6 Important Procedure To locate and correct unit power or auxiliary transmission troubles, a systematic procedure should be followed. Road test whenever possible. Mechanics usually get second- or third-hand reports of trouble experienced with the unit. These reports do not always accurately describe the actual conditions. Sometimes symptoms seem to indicate trouble in the transmission, while actually the problem is with the axle, driveshaft, universal joints, engine or clutch. This is especially true of noise complaints. Therefore, before removing the transmission or related components to locate trouble, road test to check the possibility of trouble in other closely associ- ated units. Road testing is most effective when the mechanic drives the vehicle. However, riding with the driver can be very informative. Check Functioning Prior to Disassembly If a remote control is used, a careful check of the remote and connecting linkages (and their adjustment) must be made. The remote unit must be in good working order if the transmission is expected to shift satisfactorily. Many times, the answer to the trouble is apparent when the unit is inspected prior to disassembly. But this evidence is often lost when the parts are separated. If possible, check the unit prior to disassembly. Bear in mind that a careful inspection of the unit should be made as each disassembly step is performed. Inspect Thoroughly During Disassembly It is poor practice to disassemble a unit or the complete transmission as quickly as possible without examining the parts. The mechanic may completely dissemble a unit and fail to find the cause of the trouble, unless he examines the parts. After the transmission is disassembled, check the lubricant for foreign particles, This is a source of trouble often overlooked during the disassembly. Repair or Replace Worn Parts Many times the parts or critical adjustments causing the trouble are not replace or corrected because the mechanic only inspects and replaced parts that have failed completely. All pieces should be carefully examined because broken parts are often just the result—not the cause—of the problem. All parts that are broken or worn and no longer meet specifications should be replaced. Also, parts that are worn to the extent that they do not have a long service life remaining should be replace. Replacing these parts now will avoid another teardown on the unit in the near future. Also at this time, make the recommended changes or modifications to bring the transmission up to date and increase the service life of the unit.

Tech Support 1-800-401-9866 GENERAL DISASSEMBLY SECTION III 7 Read this section before starting the detailed disassembly proce-dures. Follow each procedure closely in each section, making use of both text and pictures. Rebuild Facilities A suitable holding fixture or overhaul stand with a hole for the input shaft is desirable. For easier working conditions, table height should be 28 - 30 inches. A light chain hoist should be used to handle the mainshaft and countershaft during removal and reassembly procedures. Cleanliness Transmissions should be steam cleaned prior to disassembly. Seal all openings before steam cleaning to prevent entry of dirt and water which can damage serviceable parts. Dirt is abrasive and will cause premature wear of bearings and other parts. TTC suggests that mechanics have a wash tank available to clean parts just prior to reassembly. Bearings When a transmission is removed at relatively low mileage, bearings should be removed with pullers designed for this purpose. Wrap the bearings to keep out dirt. Clean, inspect, and lubricate all bearings just prior to reassembly. If accumu- lated mileage is over 150,000 miles, we suggest that all bearings be replaced. If bearings are worn or damaged, always replace them regardless of mileage. ! End Yokes and Flanges Do not hammer on end yokes and flanges to remove or install them. It is not only destructive to the yoke or the flange itself, but can also cause serious internal damage. Hammering destroys or mutilates the pilot diameters and warps or bends the flange. Hammering on end yokes will close-in the bearing bores or misalign yoke lugs. This will result in early failures of journal needle bearings. Serious damage can be done internally to bearings, thrust faces and washers, pilot bearings, etc., by hammering on external parts. In most designs, when the yoke/flange locknuts are tightened and secure, the internal bearings and gears are in proper location. When the yoke/flange is driven on the shaft, however, two conditions can exist. (a) If the bearing fit is tight on the shaft, usually the bearings will brinell as they must absorb the pounding force. (b) If the bearing fit is loose, the shaft will keep moving inward until it is stopped by the internal parts such as the pilot bearing thrust washers. Power Take-Offs Refer to your owner’s manual and installation procedures when installing any PTO on your transmission. Front Bearing Retainer & Seal When installing the front bearing retainer and seal in the transmission, use the red plastic sleeve to prevent serious damage to the oil seal. Failure to use the seal sleeve will void the seal warranty. ! PUSH SLEEVE OVER END OF SHAFT INSTALL BEARING CAP ASSEMBLY AFTER RED SLEEVE IS IN PLACE INSTALL SEAL DRY HYDRODYNAMIC LIP SEAL MUST BE INSTALLED SO THAT HYDRODYNAMIC LIP FACES TOWARD INSIDE OF TRANSMISSION REMOVE SEAL CARDBOARD SHIPPING TUBE OR PLASTIC INSTALLATION SLEEVE JUST PRIOR TO INSTALLING BEARING CAP ASSEMBLY TO TRANSMISSION

Tech Support 1-800-401-9866 SHIFT TOWER DISASSEMBLY SECTION IV 8 Shift Tower Disassembly 1. Begin disassembly by cutting the two tie cables which secure the boot. 2. Slide the boot off the shift lever. 3. Remove the two trunnion screws. 4. Lift the lever from the tower. 5. To remove the shift yoke from the lever, simply press out the pivot pin. 6. Wash all parts. Inspect them thoroughly for damage. Replace parts as necessary. HANDLE UPPER TIE CABLE BOOT LOWER TIE CABLE SHIFT LEVER PIVOT PIN YOKE BOSS SHIFT TOWER SCREW SHIFT TOWER TRUNNION SCREW

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International 6 Plus Transmission Manual SPICER 7 Speed

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