especificaciones 2011-12

8/18/2019 ESPECIFICACIONES 2011-12

1/64More time on the road

Spicer® Axle, Driveshaft, Tire Pressure

Management, and Wheel End Systems

Eaton® Transmissions and Clutches

Eaton Hybrid Power Systems

More time on the roa

Specifications Guide 2011-12


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More time on the road®

What is Roadranger?

The Roadranger® System is an unbeatable combination of the best products from Eaton

Corporation, Dana Holding Corporation, and other trusted partners. The partnership provides

a complete line of drivetrain components, systems, lubricants, safety products and ser-

vice tools, including manual and automatic transmissions, hybrid power systems, clutches,

driveshafts, steer and drive axles, and tire pressure management systems. Truck makers,

dealers, owners and service providers are supported by the Roadranger Marketing team –

providing specification assistance, training, service, parts and warranty expertise throughout

North America.

The Value of the Roadranger® System to You

Dana and Eaton created the Roadranger system with a clear purpose: to help you spend

more time on the road – resulting in more profit and less downtime.It’s founded upon 5 important value pillars:

Reliability - Roadranger drivetrain components are designed and built to last. Spicer®

drive axles for line-haul applications have the longest standard warranties in the industry.

Low Maintenance - Eaton Solo Advantage™ clutches self-adjusting design can save

$1,000 plus over the life of the clutch by eliminating adjustments. Spicer Life Series®

driveshafts feature extended lubrication intervals up to 3 years or 350,000 miles to save

time and money. Spicer wheel end systems eliminate wheel bearing adjustment, extend

seal life, and lower life cycle costs with the Spicer LMSTM

(Low Maintenance System).

Driver Benefits - Spicer torsionally-tuned tandem drive axles make the ride smoother, less

tiring and more trouble-free. Spicer driveshafts resist troublesome vibration. And Eaton’s

automated transmissions help the driver focus on his route, not on shifting. They take less

training, and can broaden your driver pool.

Safety - Eaton® automated transmissions provide improved safety by allowing the driver to

have both hands on the wheel, and eyes on the road.

Support - More than 200 of the most experienced drivetrain consultants and trainers in

the business strategically located across North America. Backed by the Roadranger call

center, and roadranger.com, featuring free literature and video downloads.


3/64This guide is periodically updated throughout the year. The most current information can be found on roadranger.com/spec

Specifications Guide 2011-12

Clutch

Heavy- and Medium-Duty Clutch 26

Fleet & Vehicle ManagementDiagnostic Tools 46

Service & Support

Call Center 54

Warranty Requirements 55

Lubricant Requirements 56

Aftermarket & Parts 57

Online Support 58

Online Training 59

Transmission

General Transmission Information 6

Heavy-Duty Automated Transmission 10

Heavy-Duty Manual Transmission 16

General Medium-Duty Transmission Information 22

Medium-Duty Automated Transmission 24

Medium-Duty Manual Transmission 25

Drive Axle

General Information 29

Heavy-Duty Drive Axle 32Medium-Duty Drive Axle 35

Driveshaft


Heavy-Duty Driveshaft 39

Medium-Duty Driveshaft 42

Steer Axle


Heavy- and Medium-Duty Steer Axle 37

Hybrid Power Systems

Medium-Duty Hybrid Electric System 50

Hydraulic Launch Assist 53

An Overview on How Heavy-Duty Drivetrain Specifications 4

Impact Fuel Economy

Tire Pressure Management Systems

Central Tire Inflation System (CTIS) 47

Wheel End Systems

LMS 49

LMSi 49



Fuel economy in Class 8 vehicles is impacted primarily by enginecharacteristics, driveline specification, resistance factors (load,aerodynamic drag and rolling resistance) and driver behavior.This article will focus on the drivetrain, however please note that

according to a major engine manufacturer, proper driver tech-nique can account for up to 30% fuel economy variation.

Drivetrain specifications that should be considered include transmission overall gear ratio, transmission step size, axle ratios andtire sizes. Although the driver primarily controls engine torque, itis these drivetrain specifications that control engine speed in anygiven condition and hence affect fuel economy and performance.

A properly specified drivetrain will best keep engines operatingat optimum fuel economy. Conversely, faulty drivetrain specifica-tion will result in engines operating excessively and not delivergood fuel economy.

How Heavy-Duty Drivetrain SpecificationsImpact Fuel Economy

The Drivetrain Contribution

Axle and tire size dictate where the engine will operate duringcruise conditions, and should be selected to allow for good fuelefficiency at the road speed and load where the vehicle willspend most of its time. But trade-offs exist. Gearing the vehicletoo fast may result in having to shift too often on slight grades.A good rule of thumb – gear the vehicle to allow it to pull a onepercent grade in top gear at nominal load conditions. With anautomated transmission and the burden of shifting removed,gearing the vehicle faster allows the engine to operate closer toits “Sweet Spot,” thereby improving fuel economy.

Transmission overall gear ratio range should be selected toprovide the required startability in the application, while stillproviding top end gear ratio for the cruise speed operation.The number of gears and step size should then be selectedto keep the engine operating in its best fuel efficiency area atspeeds below cruise speeds. Engines with narrow fuel islandsrequire smaller step size transmissions with more gears to getbest fuel economy, whereas engines with wider fuel islandsuse larger step transmissions with fewer gears. The down sideof smaller steps and more gears – more shifting. Once again,however, automated transmissions will eliminate this drawback.An additional consideration is the use of 13-speed transmis-sions with larger steps in lower gears and smaller steps inhigher gears. The larger steps in lower gears have minimalimpact on fuel economy since little time is spent in thesegears, and smaller steps in higher gears allow for increasedfuel economy in gears where the truck operates the most.

Axle design (apart from ratio selection)may also impact fuel efficiency –especially with the use of a differential

lube pump. Conventional differentialsand lube pumps operate continuouslyand use energy. Various new axles

from Dana have on demand lube pumpsthat only operate when needed

(i.e. compensating for different wheel speeds)to help conserve fuel.

And speaking of lube, tests show “Next Generation”Roadranger FE 75W-90 Fuel Efficient synthetic axle lubricationcan save up to 1% fuel costs annually.

The tests, which compared Roadranger FE 75W-90 syntheticgear lubricant to traditional synthetic blends and semi-syntheticblends, included those that were performed with two majorU.S. fleets, and a third that was conducted by an independentfuel economy testing company. One-percent savings can meanup to $500 per truck annually with today’s fuel prices.

The clutch has littledirect impact on fueleconomy as it ismostly completelyengaged when thevehicle is moving.However, newerengines operate at

best fuel economyat lower enginespeeds, duringwhich potentially harmful torsional oscillations may damageother drivetrain components. But the clutch contains aninternal element that dampens these oscillations to preventdamage. So specifying the drivetrain to operate theengine at lower speeds for fuel economy should includea correct damper.

4



Direct Top-Gear Transmission versusan Overdrive Top-Gear Alternative

For many applications, use of a direct top geared transmissioncan be a simple, low cost alternative. That’s because gear andbearing frictional losses during top gear operation (typically85 to 95 percent of running time for most of today’s linehaultrucks) is eliminated. That can result in fuel economy improve-ments of up to one or two percent versus a comparable over-drive specification. Still, some limitations to the application ofdirect drives and potential fuel savings do exist, including:

• The limited availability of very “fast”, low numeric axle ratiosmay not allow for both high cruise speeds and very lowengine speeds. Consequently, some vehicles may performbetter with overdrive transmissions.

• Driveline torque increases by the percentage of one top gearstep (typically 29 to 37 percent) for comparable direct ver-

sus overdrive transmissions. This can limit the availability ofhigher rated engines, force driveline up-charges, and increaseshock load sensitivity.

• Occasionally, vehicles that operate in hilly/mountainous terrain have a low power to weight ratio. Others have averagespeeds limited by traffic congestion or variable speed limits.These vehicles may spend more running time in a gear onestep below the top ratio, and an overdrive might yield betterfuel economy than direct drive in this speed range.

Operating Factors

• GVCW

• Cruise speeds

• Terrain (hilly vs. plains or a combination of both)

• Duty cycle (long periods of constant speed driving orfrequent stops and starts)

All of these factors are used to specify the correct drivetraincomponents for best fuel economy.

How Manufacturers Evaluate Drivetrain Fuel Efficiency

To best evaluate fuel consumption, manufacturers use sev-eral SAE specified tests that are highly useful in determiningrelative fuel economy differences between vehicles and com-ponents. But like the MPG stickers found on cars, the testscannot accurately predict actual fuel economy that will be seenin service. A multitude of vehicle specification and operationalfactors significantly influence fuel economy.

Manufacturers also perform extensive dynamometer testingto determine the efficiency of components. But these com-ponents are very efficient to start with, and the biggest gainstypically result from correctly specifying the vehicle (engine,transmission, axle and tire size) for the conditions under whichit will operate.

Computer simulation is another important tool. These allowmanufacturers to evaluate fuel economy much faster and moreeconomically than field tests.

In the end though, what matters most is the fuel economy thatthe end user gets. That’s why manufacturers often work withend users to monitor real-life fuel efficiency and compare theresults of different configurations.

New Emissions-Compliant Engines Have Caused theDevelopment of More Fuel-Efficient Drivetrain Componen

New emissions compliant engines and continuous fuel priceincreases are further creating growing demand for more fuelefficient solutions. This, of course, means that drivetrain component suppliers are developing new products and features,

well as working to develop new solutions that will enhance fuefficiency and lower emissions. Hybrid electric drivetrains areone significant example. Others include the on demanddifferential lube pump mentioned earlier, tire inflationmanagement systems, and automated transmissions with shcalibrations tailored for specific engines. All of that reflects acontinued focus on efficiency. Yet this is not an entirely newtrend. Fuel efficiency has always been a need of the industryand drivetrain components have always been developed andenhanced over time with that in mind.

New Roadranger Drivetrain Technologies UnderDevelopment for Improving Fuel Economy

A variety of advanced technologies and product enhancemen

are constantly under development and evaluation to enhancefuel efficiency and reduce emissions. To that end, Roadrangerepresenting Eaton and Dana – will continue to launch highvalue new products over the coming years to help meet theefficiency and environmental needs of thetransportation industry.

And as always, working within component supplier’s application guidelines is recommended to determine the best vehiclspecification for any commercial vehicle application. VisitingRoadranger.com will open the door to a wealth of choices.Meanwhile, Roadranger experts remain available throughoutNorth America to lend additional professional assistance.


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“Convertible” 9/13-SpeedsRTOC-16909A converts to an RTLO-16913ARTOC-18909A converts to an RTLO-18913ARTLOC-16909A-T2 convertsto an RTLO-16913ARTLOC-18909A-T2 convertsto an RTLO-18913AOperates as a simple 9-Speedtransmission, easily convertsto a 13-Speed to increase

vehicle versatility and resalevalue. Now available in two

torque ratings...1650 lb-ft.and 1850 lb-ft.

Deep Reduction TransmissionsRT-8908LL, RTO-11/14/16908LL,RTO-11/14/16909ALL Deep Reduction 8LL and 9ALL

transmissions have 8 forwardspeeds, 2 low speeds and

3 reverse speeds to provideversatility in on-off highwayapplications and demanding

on-highway duty, withengines up to 1650 lb-ft.

UltraShift® Transmissions The UltraShift transmission is a two pedalsolution that really improves your bottom line.

With very little “street to seat” training required,UltraShift dramatically widens

the driver pool and reducestraining costs.

Low-Inertia “Super 13” TransmissionsRTLO-12/14/16/18/20913A

Low-Inertia “Super 18” TransmissionsRTLO-14/16/18/20/22918B The “Super 13” features the patentedlow-inertia design concept that makes shifting

smoother, faster and easier. The “Super 18”has 18 forward and 4 reversegears, a 19.7 to 1 overall

reduction and a 14.40 lowgear for unbeatable versatility.

Two overdrive ratios…0.73 and 0.86…provide

efficient cruise RPM’s andeconomical performance.

“B” Ratio FR Series 10-SpeedsFR-9210, FR/FRO-11/12/13/14/15210B, FRO-16210B

“C” Ratio FR Series 10-SpeedsFRO-11/12/13/14/15/16/17/18210C

The FR Series establishes a new standard

in transmission performance, reliability anddurability while delivering more

payload carrying capabilitywith engines up to 1850 lb-ft.The FR Series provides

improved tolerance to driverabuse and more precise shifting

for improved performanceand reduced operating costs.

TransmissionGeneral Information – Heavy-Duty Automated

UltraShift® PLUS Automated Transmissions

UltraShift PLUS is a newfamily of fully automated

transmissions that feature

new automated clutchtechnology and intelligent shiftselection software that employs

grade sensing, weight computation,and driver throttle commands to make intelligent shiftdecisions for efficient, safe and profitable vehicle

performance in a variety of applications.

A total of eight new transmission platforms are now availableas part of the UltraShift PLUS family:

• Linehaul Active Shifting (LAS) - available in both anoverdrive and direct-drive

• Multipurpose High Performance (MHP)

• Multipurpose Extreme Performance (MXP)• Vocational Active Shifting (VAS)• Vocational Construction Series (VCS)• Vocational High Performance (VHP)• Vocational Multipurpose Series (VMS)• Vocational Extreme Performance (VXP)

General Information – Heavy-Duty Manual

AutoShift® TransmissionsOnce the vehicle is in motion,an AutoShift transmission

operates like an automatictransmission, with the efficiency of a manual

transmission. The AutoShift family includes10- and 18-speed heavy-duty models.



Clutch Housing Weights & Availability

Hydraulic Clutch Release Options

* Multi-Piece Hydraulic Clutch Release Design- Aluminum clutch housing weight is 21 lbs [9.52 kg] (without Clutch Release Components)- Aluminum clutch housing weight is 38 lbs [17.23 kg] (with Clutch Release Components)- Cast Iron clutch housing weight is 68 lbs [30.8 kg] (without Clutch Release Components)

** Integral Hydraulic Clutch Release System (effective 2nd quarter 2007) - Clutch housing weight is 27 lbs [12.24 kgs] (without Clutch Release Components)- Clutch housing weight is 34 lbs [15.42 kgs] (with Clutch Release Components)

TransmissionGeneral Information – Heavy-Duty

* No SAE NO. 2 Clutch housing on 13 & 18 Speed Models or automated 10 speeds rated 1450 lb-ft or above.Note: No cast iron clutch housings on UltraShift 10 and 13 speed models.

SHADED AREAS INDICIATE AVAILABLE OPTION, UNLESS INDICATED AS REQUIRED (REQ).

Model Series

SAE NO.1 SAE NO.2

Housing Type Aluminum [kg] Iron [kg] Housing Type Aluminum [kg] Iron [kg]

RT-6609 Standard N/A 71 lbs. [32] Standard N/A 62 lbs. [28]Nodal N/A 89 lbs. [40] Nodal N/A 82 lbs. [37]

All Other RT & FR-Series*Standard 23 lbs. [10] 76 lbs. [34] Standard 21 lbs. [10] 68 lbs. [31]

Nodal 36 lbs. [16] 92 lbs. [42] Nodal N/A 88 lbs. [40]

Model Series

SAE NO.1 SAE NO.2

Housing Type Aluminum Iron Housing Type Aluminum Iron

RT-6609Standard Multi-Piece*

Nodal

All Other RT & FR-SeriesExcept for FR w/Internal oil cooler

Standard Integral** Multi-Piece*

Nodal Multi-Piece*

Nodal Forced Lube Multi-Piece*

Std. Forced Lube Integral**

8



End Yoke Lengths

Fuller® Auxiliary Transmission Specifica tions

Power Take-Off (PTO) SpecificationsNotes:

UltraShift 10 Speeds: Inertia brake is installed on8-bolt PTO opening. A kit isavailable to move the inertiabrake from the 8-bolt opening to the 6-bolt opening.

UltraShift 13 Speeds: Inertiabrake is installed on 8-bolt PTOopening. Inertia brake cannotbe moved to 6-bolt opening.See PTO Information Guide,TRIG2600 for more information.

* Aux C/S Pump Available

TransmissionGeneral Information – Heavy-Duty

* Some Left Side PTO mounts are located on the bottom of the transmission.

Flange

Length

Speedo

To Face

Yoke

Length

Speedo To

Cross

Transmission

Model Series

Yoke

SeriesTransmission

Model Series

Yoke

Series

Yoke

Length

Speedo ToCross

RT-6609

1610 5.75 3.621710 5.25 3.691760 5.65SPL90/100 5.22SPL170 5.75SPL140 6.00

RT-8 thru 13XXXDesign Level6 and 7

1710 4.74 2.741760 5.051810 5.00 2.74SPL170 4.87SPL250 5.18RPL20 4.65

RPL25 5.37SPL140 5.96

RT-14 thru 18XXXDesign Level6 and 7

1710 5.751760 5.97 4.061810 6.06SPL170 5.85SPL250 6.30RPL20 5.47RPL25 5.47SPL140 6.57

All FR & RTDesign Level

2, 4, 9

1710 5.63 3.311760 5.63 3.311810 5.63 3.31SPL170 5.60

SPL250 5.71RPL20 5.63RPL25 6.26SPL140 6.32

Model Right Side Left Side* Rear-Mount

6609 6 Bolt, 33 Tooth, 6/8 Pitch 8 Bolt, 33 Tooth, 6/8 Pitch N/A

AT-1202 (Top Mount) 8 Bolt,30 Tooth, 5 Pitch 6 Bolt, 30 Tooth, 5 Pitch N/A

All Other Models 6 Bolt, 45 Tooth, 6/8 Pitch Gear 8 Bolt, 47 Tooth, 6/8 Pitch Gear32 Tooth, 0.5 Pitch,30° (where available)

FR w/IntegralOil Cooler

Not Available –Interference with cooler

8 Bolt, 47 Tooth,6/8 Pitch Gear

32 Tooth, 0.5 Pitch,30° (where available)

ModelSales Sht.TRSLXXXX

InputMax TQ

lb-ft [Nm]

OutputMax TQ

lb-ft [Nm] O v e r a l l

1 % 2Midship

OilCapPints[ltr]

LengthInches[mm]

Weightlbs.[kg]

PTOSpeed(% of

Engine2 Speeds

AT-1202*0039

17,500 [23,727] 35,700 [48,402] 2.04 2.04 104 1.00 REQ 11 [5] 16.5 [419] 353 [160] 93

2A-92 9,700 [13,151] 22,300 [30,234] 2.30 2.30 130 1.00 REQ 12 [6] 16.2 [411] 310 [141]



TransmissionHeavy-Duty Automated Transmission

Linehaul

• Line haul is moving different types of freight in highmileage operation (over 60,000 miles (95,000 km)/year).

• Operation on road surfaces of good to excellentconcrete or asphalt.

• Distances are more than 30 miles between startingand stopping.

• Typical vehicle configurations are 4X2, 6X2,and 6X4 tractor / trailer combinations and straight trucks.

Heavy Haul

• Movement of heavy equipment or materials at legalmaximums or special permit loadings, typically atGCW in excess of 140,000 lbs.

• Operation on road surfaces of concrete, asphalt andmaintained gravel.

• High horsepower engines and auxiliary gear boxesmight be used.

• Vehicles may be equipped with two retarders.

• 100% load going and empty return.

Logging

• Movement of logs, chips, and pulp between loggingsites and / or mills.

• High horsepower engines and multiple retarders aretypically used in this vocation.

• 3 to 30 miles between starts and stops (typical).

• 90% of loaded operation on road surfaces ofconcrete, asphalt, maintained gravel, crushed rock orhard packed dirt and up to 10% of loaded operationinto sandy or muddy job sites. Vehicles operatingless than 90%, refer to Specialized Applications

“Off-Highway” coverages.• 100% load going and empty return.

Heavy-DutyModel Family L

i n e h a u l

H e a

v y H a u l

L o g

g i n g

M i n

i n g

O i l

F i e l d

C o n

s t r u c t i o n

C i t y D e l i v e r y

R e f u s e

A g r

i c u l t u r a l

O f f

H i g h w a y

UltraShift PLUS VAS

UltraShift PLUS VCS

UltraShift PLUS VHP

UltraShift PLUS VMS

UltraShift PLUS VXP

UltraShift PLUS MHP

UltraShift PLUS MXP

UltraShift PLUS LAS

UltraShift LST

UltraShift LHP

UltraShift LEP

AutoShift 18

AutoShift 10

Shading indicates approved vocations. All automated transmissions must have Eaton engine certification.

10



TransmissionHeavy-Duty Automated Transmission

Mining

• Movement of rock, ore, gravel, and minerals betweenmine sites and delivery sites.

• High horsepower engines are typically usedin this vocation.

• 3 to 30 miles between starts and stops (typical).• 90% operation on-highway and up to 10% into sandy or

muddy job site. Vehicles operating less than 90%, referto Specialized Applications “Off-highway” coverages.

• 100% load going and empty return.

Oil Field

• Movement of production related products, supplies,and tools between job sites.

• Movement of processing equipment and laboratorieson job sites.

• Low mileage operation on road surfaces made ofconcrete, asphalt, maintained gravel, crushed rockor hard packed dirt.

Construction

• Movement of material to and from a job site.

• Or vehicles used in transfer/relocation typically greaterthan 10 miles per trip.

• 90% of loaded operation on road surfaces of concrete,asphalt, gravel, crushed rock or hard packed dirt andup to 10% of loaded operation into sandy or muddyjob sites. Vehicles operating less than 90%, refer toSpecialized Applications“Off-Highway” coverages.

City Delivery

• Pick up and delivery service within cities and/orsuburban areas.

• Operation on road surfaces of concrete, asphaltand maintained gravel.

• 3 miles between starts/stops (typical).

• 100% load going /40% load return (typical).

Refuse

• Vehicles used for residential refuse/recycle pickuptypically a high number of stops per mile.

• Or vehicles operated in commercial/industrialpickup typically a low number of stops per mile.

• Or vehicles used in transfer/relocation typicallygreater than 10 miles per trip.

• 90% of loaded operation on road surfaces ofconcrete, asphalt, or maintained gravel and up to10% of loaded operation into landfill, transferor recycling sites.

Agricultural

• Vehicles used in the agriculture industry. Use

typically involves transportation of agricultural anddairy products to/from/on/around farm sites.

• Typical vehicle types include milk tankers for farm

pickup, feed trucks, or grain silage, and hay haulers(which load in the field).

Off Highway

• Class C Roads. Operation exclusively on privateroad. Asphalt or maintained crushed rock or similarsurface material, variable grades.

See the Roadranger Warranty Guide, TCWY0900,

for complete vocation/application descriptionsand warranty details.



T r a n s m i s s i o n

H e a v y - D u t y A u t o m a t e d

S p e c s , O p t i o n s & P r o v

i s i o n s

M o d e l

l b - f t

M a x T Q

[ N m ]

S a l e s S h t .

T R S L X X X X

I n t e g r a l

O i l

P u m p

T h r u

S h a f t

P T O

E x t e r n a l

O i l - t o -

W a t e r

C o o l e r 1

E x t e r n a l

O i l

F i l t e r 1

O

i l C a p .

P i n t s

[ l t r ]

L e n g t h

I n c h e s

[ m m ] 2

W e i g h t

L b s .

[ k g ] 3

P T O

S p e e d

( %

o f

E

n g i n e )

C o m b i n e d

P T O

T o r q u e

( l b - f t )

UltraShift PLUS

V A S

F O - 1

0 E 3 1 0 C - V

A S

1 0 5 0 [ 1 4 2 4 ]

2 5 0 0

R E Q

R E Q

2 6 [ 1 2 ]

3 1 . 8

[ 8 0 7 . 7

]

9 1 5 [ 4 1 5 ]

7 9

5 0 0

F O - 1

2 E 3 1 0 C - V

A S

1 2 5 0 [ 1 6 9 5 ]

F O - 1

4 E 3 1 0 C - V

A S

1 4 5 0 [ 1 9 6 6 ]

F O - 1

6 E 3 1 0 C - V

A S

1 6 5 0 [ 2 2 3 7 ]

F O M - 1

4 E 3 1 0 C - V

A S

1 4 5 0 [ 1 9 6 6 ] 4

F O M - 1

5 E 3 1 0 C - V

A S

1 5 5 0 [ 2 1 0 1 ] 4

F O M - 1

6 E 3 1 0 C - V

A S

1 6 5 0 [ 2 2 3 7 ] 4

V C S

F O - 1

0 E 3 0 8 L L - V

C S

1 0 5 0 [ 1 4 2 4 ]

2 8 [ 1 3 ]

3 4 . 9

[ 8 8 6 . 5

]

9 7 5 [ 4 4 2 ]

9 4

F O - 1

4 E 3 0 8 L L - V

C S

1 4 5 0 [ 1 9 6 6 ]

F O - 1

6 E 3 0 8 L L - V

C S

1 6 5 0 [ 2 2 3 7 ]

F O - 1

7 E 3 0 8 L L - V

C S

1 7 5 0 [ 2 3 7 3 ]

V M S

F O - 1

0 E 3 0 9 A L L - V

M S

1 0 5 0 [ 1 4 2 4 ]

F O - 1

4 E 3 0 9 A L L - V

M S

1 4 5 0 [ 1 9 6 6 ]

F O - 1

6 E 3 0 9 A L L - V

M S

1 6 5 0 [ 2 2 3 7 ]

F O - 1

7 E 3 0 9 A L L - V

M S

1 7 5 0 [ 2 3 7 3 ]

V H P

F O - 1

6 E 3 1 3 A - V

H P

1 6 5 0 [ 2 2 3 7 ]

9 7 8 [ 4 4 4 ]

7 9

F O - 1

8 E 3 1 3 A - V

H P

1 8 5 0 [ 2 5 0 9 ]

F O - 2

0 E 3 1 3 A - V

H P

2 0 5 0 [ 2 7 7 9 ]

V X P

F O - 1 4 E 3 1 8 B - V X P

1 4 5 0 [ 1 9 6 6 ]

F O - 1 6 E 3 1 8 B - V X P

1 6 5 0 [ 2 2 3 7 ]

F O - 1 8 E 3 1 8 B - V X P

1 8 5 0 [ 2 5 0 9 ]

F O - 2 0 E 3 1 8 B - V X P

2 0 5 0 [ 2 7 7 9 ]

F O - 2 2 E 3 1 8 B - V X P

2 2 5 0 [ 3 0 5 1 ]

M H P

F O - 1 4 E 3 1 3 A - M H P

1 4 5 0 [ 1 9 6 6 ]

2 5 0 1

R E Q

R E Q

2 8 [ 1 3 ]

3 4 . 9

[ 8 8 6 . 5

]

9 7 8 [ 4 4 4 ]

7 9

5 0 0

F O - 1 6 E 3 1 3 A - M H P

1 6 5 0 [ 2 2 3 7 ]

F O - 1 8 E 3 1 3 A - M H P

1 8 5 0 [ 2 5 0 9 ]

F O - 2 0 E 3 1 3 A - M H P

2 0 5 0 [ 2 7 7 9 ]

M X P

F O - 1 4 E 3 1 8 B - M X P

1 4 5 0 [ 1 9 6 6 ]

F O - 1 6 E 3 1 8 B - M X P

1 6 5 0 [ 2 2 3 7 ]

F O - 1 8 E 3 1 8 B - M X P

1 8 5 0 [ 2 5 0 9 ]

F O - 2 0 E 3 1 8 B - M X P

2 0 5 0 [ 2 7 7 9 ]

F O - 2 2 E 3 1 8 B - M X P

2 2 5 0 [ 3 0 5 1 ]

S H A D E D A R E A S I N D I C I A T E A V A I L A B L E O P T I O N ,

U N L E S S I N D I C A T E D A S R E Q U I R E D ( R E Q ) .

1 : O i l p u m p r e q u i r e d .

2 : S t a n d a r d i n s t a l l l e n g t h o r m e a s u r e d f r o m y

o k e e n d .

3 : D r y w e i g h t i n c l u d i n g c l u t c h .

4 : + 2 0 0 l b - f t .

[ 2 7 1 N m ] i n t o p t w o g e a r s .

12




i s i o n s ( c o n t i n u e d )


H e a v y - D u t y A u t o m a t e d

M o d e l

R e v e r s e

O v e r a l l

R a t i o

F o r w a r d G e a r s

R 4

R 3

R 2

R 1

1

2

3

4

5

6

7

8

9

1 0

1 1

1 2

1 3

1

4

1 5

1 6

1 7

1 8

UltraShift PLUS

V A S

2 . 7 8

1 3 . 6

3

1 7 . 5

3

1 2 . 8

0

9 . 2 5

6 . 7 6

4 . 9 0

3 . 5 8

2 . 6 1

1 . 8 9

1 . 3 8

1 . 0 0

0 . 7 3

% S t e p

3 8

3 7

3 8

3 4

3 7

3 8

3 7

3 8

3 7

V C S

2 . 8 9

9 . 8 5

1 5 . 2

2

1 9 . 6

8

1 4 . 5

6

9 . 4 2

6 . 2 4

4 . 6 3

3 . 4 0

2 . 5 3

1 . 8 3

1 . 3 6

1 . 0 0

0 . 7 4

% S t e p

5 5

5 1

3 5

3 7

3 4

3 8

3 5

3 6

3 5

V H P

4 . 0 3

1 2 . 8

5

1 5 . 0

6

1 6 . 8

4

1 2 . 2

9

8 . 5 1

6 . 0 5

4 . 3 8

3 . 2 0

2 . 2 8

1 . 9 4

1 . 6 2

1 . 3 8

1 . 1 7

1 . 0 0

0 . 8 6

0 . 7 3

% S t e p

4 4

4 1

3 8

3 7

4 0

1 7

2 0

1 7

1 8

1 7

1 6

1 8

V M S

3 . 4 3

1 3 . 0

3

2 0 . 8

4

3 5 . 7

3

2 6 . 0

8

1 6 . 3

0

1 1 . 8 5

7 . 4 1

5 . 2 3

3 . 7 9

2 . 7 7

1 . 9 5

1 . 3 8

1 . 0 0

0 . 7 3

% S t e p

6 0

3 8

6 0

3 6

3 8

3 7

4 2

4 1

3 8

3 7

V X P

3 . 4 3

4 . 0 3

1 2 . 8

5

1 5 . 0

6

1 9 . 7

3

1 4 . 4

0

1 2 . 2

9

8 . 5 1

7 . 2 6

6 . 0 5

5 . 1 6

4 . 3 8

3 . 7 4

3 . 2 0

2 . 7 3

2 . 2 8

1 . 9 4

1 . 6 2

1 . 3

8

1 . 1 7

1 . 0 0

0 . 8 6

0 . 7 3

% S t e p

1 7

4 4

1 7

2 0

1 7

1 8

1 7

1 7

1 7

2 0

1 8

2 0

1 7

1 8

1 7

1 6

1 8

M H P

4 . 0 3

1 2 . 8

5

1 5 . 0

6

1 6 . 8

4

1 2 . 2

9

8 . 5 1

6 . 0 5

4 . 3 8

3 . 2 0

2 . 2 8

1 . 9 4

1 . 6 2

1 . 3 8

1 . 1 7

1 . 0 0

0 . 8 6

0 . 7 3

% S t e p

4 4

4 1

3 8

3 7

4 0

1 7

2 0

1 7

1 8

1 7

1 6

1 8

M X P

3 . 4 3

4 . 0 3

1 2 . 8

5

1 5 . 0

6

1 9 . 7

3

1 4 . 4

0

1 2 . 2

9

8 . 5 1

7 . 2 6

6 . 0 5

5 . 1 6

4 . 3 8

3 . 7 4

3 . 2 0

2 . 7 3

2 . 2 8

1 . 9 4

1 . 6 2

1 . 3

8

1 . 1 7

1 . 0 0

0 . 8 6

0 . 7 3

% S t e p

1 7

4 4

1 7

2 0

1 7

1 8

1 7

1 7

1 7

2 0

1 8

2 0

1 7

1 8

1 7

1 6

1 8

L A S 1 0 B

3 . 8 9

1 8 . 1

8

1 5 . 4

2

1 5 . 4

2

1 1 . 5

2

8 . 5 5

6 . 2 8

4 . 6 7

3 . 3 0

2 . 4 6

1 . 8 3

1 . 3 4

1 . 0 0

% S t e p

3 4

3 5

3 6

3 4

4 2

3 4

3 4

3 7

3 4

1 7 5 3

1 2 8 0

9 2 5

6 7 6

4 9 0

3 5 8

2 6 1

1 8 9

1 3 8

1 0 0

0 7 3

R a t i o s & S t e p s

M o d e l

l b - f t

M a x T Q

[ N m ]

S a l e s S h t .

T R S L X X X X

I n t e g r a l

O i l

P u m p

T h r u

S h a f t

P T O

E x t e r n a l

O i l - t o -

W a t e r

C o o l e r 1

E x t e r n a l

O i l

F i l t e r 1

O

i l C a p .

P i n t s

[ l t r ]

L e n g t h

I n c h e s

[ m m ] 2

W e i g h t

L b s .

[ k g ] 3

P T O

S p e e d

( %

o f

E

n g i n e )

C o m b i n e d

P T O

T o r q u e

( l b - f t )

UltraShift PLUS

L A S

F O - 1 4 E 3 1 0 C - L A S

1 4 5 0 [ 1 9 6 6 ]

2 5 0 2

R E Q

R E Q

2 6 [ 1 2 ]

3 1 . 8

[ 8 0 7 . 7

]

9 1 5 [ 4 1 5 ]

7 9

5 0 0

F O - 1 6 E 3 1 0 C - L A S

1 6 5 0 [ 2 2 3 7 ]

F O M - 1 4 E 3 1 0 C - L A S

1 4 5 0 [ 1 9 6 6 ] 4

F O M - 1 5 E 3 1 0 C - L A S

1 5 5 0 [ 2 1 0 1 ] 4

F O M - 1 6 E 3 1 0 C - L A S

1 6 5 0 [ 2 2 3 7 ] 4

F M - 1 4 E 3 1 0 B - L A S

1 4 5 0 [ 1 9 6 6 ] 4

7 0

F M - 1 5 E 3 1 0 B - L A S

1 5 5 0 [ 2 1 0 1 ] 4




2 : S t a n d a r d i n s t a l l l e n g t h o r m e a s u r e d f r o m y

o k e e n d .


4 : + 2 0 0 l b - f t . [ 2 7 1 N m ] i n t o p t w o g e a r s .




i s i o n s


H e a

v y - D u t y A u t o m a t e d

M o d e l

l b - f t

M a x T Q

[ N m ]

S a l e s S h t .

T R S L X X X X

I n t e g r a l

O i l

P u m p

T h r u

S h a f t

P T O

E x t e r n a l

O i l - t o -

W a t e r

C o o l e r 1

E x t e r n a l

O i l

F i l t e r 1

O

i l C a p .

P i n t s

[ l t r ]

L e n g t h 2

I n c h e s

[ m m ]

W e i g h t 3

L b s .

[ k g ]

P T O

S p e e d

( %

o f

E

n g i n e )

C o m b i n e d

P T O

T o r q u e

( l b - f t )

UltraShift

L H P

R T L O - 1

6 3 1 3 L - D M 3

1 6 5 0 [ 2 2 3 7 ]

0 3 1 4

R E Q

2 8 [ 1 3 ]

3 3 . 2

[ 8 4 3 . 3

]

9 5 5 [ 3 4 1 ]

7 9

3 5 0 4

R L O M - 1

6 9 1 3 L - D

M 3 5

1 6 5 0 [ 2 2 3 7 ]

L E P

F O - 1

6 D 3 1 3 E - L

E P

1 6 5 0 [ 2 2 3 7 ]

0 3 1 8

R E Q

F O M - 1

6 D 3 1 3 E - L

E P 5

1 6 5 0 [ 2 2 3 7 ]

L S T

R T O - 1 0 9 1 0 B - D M 3

1 0 5 0 [ 1 4 2 4 ]

0 3 0 0

2 6 [ 1 2 ]

2 9 . 9

[ 7 5 9 . 5

]

8 8 5 [ 4 0 1 ]

9 4

R T O - 1 2 9 1 0 B - D M 3

1 2 5 0 [ 1 6 9 5 ]

R T O - 1 4 9 1 0 B - D M 3

1 4 5 0 [ 1 9 6 6 ]

R E Q

8 9 2 [ 4 0 4 ]

R T O - 1 6 9 1 0 B - D M 3

1 6 5 0 [ 2 2 3 7 ]

R T O M - 1 6 9 1 0 B - D M 3 6

1 6 5 0 [ 2 2 3 7 ]

F M - 1 4 D 3 1 0 B - L S T 7

1 4 5 0 [ 1 9 6 6 ]

7 0

F M - 1 5 D 3 1 0 B - L S T 7

1 5 5 0 [ 2 1 0 1 ]

AutoShift

A S 1 0

R T O - 1 0 9 1 0 B - A S 3

1 0 5 0 [ 1 4 2 4 ]

0 2 8 1

2 6 [ 1 2 ]

2 9 . 9

[ 7 5 9 . 5

]

8 2 1 [ 3 7 2 ]

9 4

3 5 0 4

R T O - 1 2 9 1 0 B - A S 3

1 2 5 0 [ 1 6 9 5 ]

R T O - 1 4 9 1 0 B - A S 3

1 4 5 0 [ 1 9 6 6 ]

R E Q

8 7 3 [ 3 9 5 ]

R T O - 1 6 9 1 0 B - A S 3

1 6 5 0 [ 2 2 3 7 ]

8 7 4 [ 3 9 6 ]

R T O - 1 8 9 1 0 B - A S 3

1 8 5 0 [ 2 5 0 9 ]

R T O - 1 4 9 1 0 C - A S 3

1 4 5 0 [ 1 9 6 6 ]

7 9

R T O - 1 6 9 1 0 C - A S 3

1 6 5 0 [ 2 2 3 7 ]

A S 1 8

R T L O - 1 4 9 1 8 A - A S 3

1 4 5 0 [ 1 9 6 6 ]

0 2 8 5

R E Q

R E Q

2 8 [ 1 3 ]

3 3 . 2

[ 8 4 3 . 3

]

9 6 9 [ 3 3 5 ]

7 9

R T L O - 1 6 9 1 8 A - A S 3

1 6 5 0 [ 2 2 3 7 ]

R T L O - 1 8 9 1 8 A - A S 3

1 8 5 0 [ 2 5 0 9 ]

R T L O - 2 0 9 1 8 A - A S 3

2 0 5 0 [ 2 7 7 9 ]

R E Q

R T L O - 2 2 9 1 8 A - A S 3

2 2 5 0 [ 3 0 5 1 ]

5 0 0




2 : S t a n d a r d i n s t a l l l e n g t h .


4 : T r a n s m i s s i o n c a n b e o r d e r e d w i t h h e a v y - d u t y i n p u t b e a r i n g ( 4 3 0 1 4 1 7 ) t o a l l o w 5

0 0 l b

- f t o f c o m b i n e d P T O o u t p u t t o r q u e .

5 : A d d i t i o n a l 1 0 0 l b - f t i n t o p 4 g e a r s .

6 : A d d i t i o n a l 1 0 0 l b - f t i n t o p 2 g e a r s .

7 :

A d d i t i o n a l 2 0 0

l b - f t i n t o p 2 g e a r s .

N o t e : A u t o S h i f t r e q u i r e s a p p r o p r i a t e , a

n d E a t o n c e r t i f i e d ,

e l e c t r o n i c e n g i n e .

C o n s u l t e n g i n e O E M

f o r

a v a i l a b i l i t y .

14



R a t i o s


H e a

v y - D u t y A u t o m a t e d

M o d e l

R e v e r s e

O v e r a l l

R a t i o

F

o r w a r d G e a r s

R 4

R 3

R 2

R 1

1

2

3

4

5

6

7

8

9

1 0

1 1

1 2

1 3

1 4

1 5

1 6

1 7

1 8

UltraShift

L E P

1 3 . 0

9

1 1 . 7 0

3 . 5 0

1 4 . 2

5

1 0 . 4

0

7 . 2 6

5 . 1 6

3 . 7 4

2 . 7 3

2 . 2 8

1 . 9 4

1 . 6 2

1 . 3 8

1 . 1 7

1 . 0 0

0 . 8 6

0 . 7 3

L H P

1 3 . 0

9

1 1 . 1 7

3 . 5 0

1 6 . 5

5

1 2 . 1

9

1 0 . 4

0

8 . 5 1

6 . 0 5

4 . 3 8

3 . 2 0

2 . 2 8

1 . 9 4

1 . 6 2

1 . 3 8

1 . 1 7

1 . 0 0

0 . 8 6

0 . 7

3

1 0 B - L S T

3 . 3 8

1 5 . 1

0

1 4 . 7

3

1 4 . 7

3

1 1 . 0

0

8 . 1 7

6 . 0 0

4 . 4 6

3 . 3 0

2 . 4 6

1 . 8 3

1 . 3 4

1 . 0 0

1 0 B - D M 3

2 . 5 2

1 1 . 2

3

1 4 . 8

1

1 0 . 9

6

8 . 1 8

6 . 0 7

4 . 4 6

3 . 3 2

2 . 4 5

1 . 8 3

1 . 3 6

1 . 0 0

0 . 7 4

AutoShift

1 0 B - A S 3

2 . 5 2

1 1 . 2

3

1 4 . 8

1

1 0 . 9

6

8 . 1 8

6 . 0 7

4 . 4 6

3 . 3 2

2 . 4 5

1 . 8 3

1 . 3 6

1 . 0 0

0 . 7 4

1 0 C - A S 3

2 . 7 8

1 3 . 6

3

1 7 . 5

3

1 2 . 8

0

9 . 2 5

6 . 7 6

4 . 9 0

3 . 5 8

2 . 6 1

1 . 8 9

1 . 3 8

1 . 0 0

0 . 7 3

1 8 A - A S 3

2 . 9 9

3 . 5 0

1 1 . 1 7

1 3 . 0

9

1 6 . 7

0

1 2 . 1

9

1 0 . 4

0

8 . 5 1

7 . 2 6

6 . 0 5

5 . 1 6

4 . 3 8

3 . 7

4

3 . 2

0

2 . 7 3

2 . 2 8

1 . 9 4

1 . 6 2

1 . 3

8

1 . 1 7

1 . 0 0

0 . 8 6

0 . 7 3




i s i o n s


H

e a v y - D u t y M a n u a l

M o d e l

l b - f t

M a x T Q

[ N m ]

S a l e s S h t .

T R S L X X X X

I n t e g r a l

O i l

P u m p

T h r u

S h a f t

P T O

I n t e r n a l

O i l C o o l e r

E x t e r n a l

O i l - t o -

W a t e r

C o o l e r

E

x t e r n a l

O i l

F i l t e r

O i l C a p .

P i n t s

[ l t r ]

L e n g t h

I n c h e s

[ m m ]

W

e i g h t

L b s .

[ k g ] 1

P T O

S p e e d

( %

o f

E n g i n e )

C o m b i n e d

P T O

T o r q u e

( l b - f t )

9 - S p e e d s

R T - 6 6 0 9 A

6 6 0 [ 8 9 5 ]

0 2 9 9

1 2 [ 6 ]

2 8 . 4

[ 7 2 1 ]

3 7 6 [ 1 7 0 ]

7 2

3 5 0 2

R T - 8 6 0 8 L

8 6 0 [ 1 1 6 6 ]

2 7 [ 1 3 ]

2 8 . 9

[ 7 3 4 ]

5 8 1 [ 2 6 3 ]

5 8

R T - 8 7 0 9 B

7 0

5 0 0

R T - 1 1 7 0 9 H

1 1 5 0 [ 1 5 5 9 ]

3 5 0 2

R T - 1 2 7 0 9 H

1 2 5 0 [ 1 6 5 9 ]

5 8 3 [ 2 6 4 ]

R T - 1 3 7 0 9 H

1 3 5 0 [ 1 8 3 0 ]

5 8 8 [ 2 6 7 ]

R T - 1 4 7 0 9 H

1 4 5 0 [ 1 9 6 6 ]

2 9 . 5

[ 7 4 9 ]

6 0 7 [ 2 7 5 ]

R T O C - 1 6 9 0 9 A

1 6 5 0 [ 2 2 3 7 ]

3 3 4 9

R E Q

2 8 [ 1 3 ]

3 3 . 1

[ 8 4 1 ]

7 1 6 [ 3 2 5 ]

7 9

R T O C M - 1 6 9 0 9 A 3

R T L O C - 1 6 9 0 9 A - T 2 4

R T O C - 1 8 9 0 9 A

1 8 5 0 [ 2 5 0 8 ]

R E Q

5 0 0

R T L O C - 1 8 9 0 9 A - T 2

R T X - 1 1 6 0 9 B

1 1 5 0 [ 1 5 5 9 ]

N / A

2 7 [ 1 3 ]

2 8 . 9

[ 7 3 4 ]

5 8 1 [ 2 6 3 ]

3 5 0 2

R T X - 1 2 6 0 9 B

1 2 5 0 [ 1 6 5 9 ]

5 8 3 [ 2 6 4 ]

R T X - 1 3 6 0 9 B

1 3 5 0 [ 1 8 3 0 ]

5 8 8 [ 2 6 7 ]

R T X - 1 4 6 0 9 B

1 4 5 0 [ 1 9 6 6 ]

2 9 . 5

[ 7 4 9 ]

6 0 7 [ 2 7 5 ]

R T X - 1 6 7 0 9 B

1 6 5 0 [ 2 2 3 7 ]

R E Q

6 1 7 [ 2 8 0 ]



1 : L e s s c l u t c h h o u s i n g ,

l u b r i c a n t , a n d e n d y o k e .

2 : T r a n s

m i s s i o n c a n b e o r d e r e d w i t h h e a v y - d u t y i n p u t b e a r i n g ( 4 3 0

1 4 1 7 ) t o a l l o w 5

0 0 l b - f t o f c o m b i n e d P T O o u t p u t t o r q u e .

3 : T h i s t r a n s m i s s i o n c a n b e r a t e d a t 1 0 0 l b - f t o f a d d i t i o n a l t o r q u e a b o v e t h e l i m i t s i n t h e t o p 2 r a t i o s o n l y .

4 : 1 7 5 0 l b - f t . i n t o p t h r e e g e a r s o n l y .

W h e n c o n v e r t e d t o a

1 3 - s p e e d ,

t h e e n g i n e h a s t o b e r e - r a t e d t o n o g r e a t e r t h a n m

a x i m u m

r a t e d t r a n s m i s s i o n t o r q u e .

16



R a t i o s & S t e p s


H

e a v y - D u t y M a n u a l

M o d e l

R e v e r s e

O v e r a l l

R a t i o

F o r w a r d G e a r s

L

H

L L

L

1

2

3

4

5

6

7

8

9

9-Speeds

R T - 6 6 0 9 A

1 2 . 0

8

3 . 5

3

1 2 . 7

2

1 2 . 7

2

8 . 6

1

6 . 2

7

4

. 6 6

3 . 4

2

2 .

5 2

1 . 8

3

1 . 3

6

1 . 0

0

%

S t e p

4 8

3 7

3 5

3 6

3 6

3 7

3 5

3 6

R T - 8 6 0 8 L

1 7 . 9

9

4 . 7

0

1 7 . 2

1

1 7 . 2

1

1 0 . 2

3

7 . 2

3

5

. 2 4

3 . 8

3

2 .

6 7

1 . 8

9

1 . 3

7

1 . 0

0

%

S t e p

6 8

4 2

3 8

3 7

4 3

4 2

3 6

3 7

R T - 8 7 0 9 B

1 3 . 8

9

3 . 8

9

1 3 . 2

9

1 3 . 2

9

9 . 1

6

6 . 5

3

4

. 8 0

3 . 5

7

2 .

5 7

1 . 8

3

1 . 3

4

1 . 0

0

%

S t e p

4 5

4 0

3 6

�

especificaciones 2011-12

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