Warren, you need to clean that stripped gear up and have it mounted on a plaque. It's amazing he is getting away that easily (not that having to rebuild a transmission is getting off easy). That thing should have scattered like a grenade. It's amazing what heat and no or little oil will do to a transmission. Mind you, I have gone out to calls where guys have tweaked jack shafts and pretzeled drive lines climbing hills (7%~10% and better grades) and managed not to hurt the transmissions or diffs. I would think with no serious damage to the counter shafts and other gears, it would be cost effective to just have you rebuild it (seriously your that far into it any way). I think remans are alright, but it's still a gamble on what "kind" of reman your getting. Thanks for taking us along on this job, looking forward to the next episodes as you get them out there.. Stay Safe & Thanks.. P.S. You airport joke didn't go by unnoticed rotflmao...
As usual, a superlative instruction of a breakdown, diagnosis, and future repair of the gears. I will never cease to be amazed at your cleverness and knowledge of what you do Warren. It takes a very, very special, skill of superb quality to do what you do. I take my hat off to you and wish that I could do more to show just how much I appreciate what you do. My thanks and kindest regards. 😁🔧👌
I'll tell you a little secret about myself, I was working with an old truck mechanic and one day he had a 13 speed Fuller transmission about all torn down and he was doing le you were, going thru inspecting gears and bearings deciding what he need for new parts to put it back together. He says to me the only thing he dreds is timing the gears as he puts it back together. He says sometimes you have to turn a shift 13 to 14 turns to get the timing right as you put the transmission together, and if you lose your place of where your at, you start all over again. Ever since then I've been scared of doing truck transmission. I've been watching you do this stuff for a couple years now and am amazed at your knowledge of stuff you do. Thanks for sharing....
Wow ,what a job .looks very complicated.but you make it look easy .that kid that turned down working for you missed out big time .the knowledge you have far surpasses any mechanic I've ever dealt with . Your a walking encyclopedia. Great work .looking forward to the rebuild series thanks Warren .
Yep, 100% agreed. Even if I didn't agree with a lot of Warren's views/politics etc (and some I actually don't, but mostly do) I'd still be watching just for the man's knowledge and experience hoping just a little bit of it rubs off.
I have worked on hot rods since the 60's and never really did any big trucks though I did help my uncle a few times with his tractors and such on the farm.. But only maybe 3 or 4 different times.. I find this absolutely fascinating.. I wish I was young enough to come and help you out a bit and learn more about it all.. I like your work ethic too.. get 'er done!
The gentleman who stated it would have direct still was saying that because when the #1 sliding clutch is forward it is essentially locking the input shaft to the main shaft by way of the dogs on the inside of that damaged gear. At that point the counter shafts are spinning but no power is going through them. Also if u get the counter shafts mixed up the one with 47 teeth on the pto drive gear goes on the bottom
Really enjoyed this. I helped a guy rebuild one of these a few years back. He was a truck mechanic and knew all the tricks to working on them. Was a lot of fun, and watching you work on this one jogged my memory. I didn't help take the auxiliary section apart, though, so looking forward to that, as well as the re-assembly. Thank you!
It is a very long time since I looked into an Eaton( Fuller) gearbox. Your concise video brings back many memories. look after your back with those heavy bits of iron. Thanks for another great video.
Always learn something from Warren....A smattering of my childhood was listening to truck-driver talk. My dad traded welding/maintenance help for space in a shop with semis out front. I heard much about late 70s trucking woes, ins and outs. At that time a 350 Cummins expanded to the 400 WERE problematic.....Once Mo-Pac had a brake lockup on one drive unit, My dad spent several hours building and grinding that wheel/tire surface so they could transport to maintenance for replacement....Much bread and butter in that small town.
You mentioned that you had a customer complain about travel time! i liked your answer. i think i would have added that they can bring their equipment to the shop. See how far that would go
Some snap rings really suck, I guess it's how you hold your mouth right. That fine metal shavings digging into the skin not good. Metal detectors love us people who worked on machinery most of their lives. I was side lined at the airport passing through the detectors. From the metal in my jaws to the metal under my nails, off with the shoes, detector scanned all over the crotch around the backside too. Happened twice during that trip.
I have been into smaller Spicer 5252A transmissions and it is amazing how much some gear jammer can destroy. I have had syncro clusters absolutely shattered with all the locking detent pins broken off the rings. Then as those pieces fall down and go between gears they destroy even more. I had heard these twin countershaft transmissions need to be timed and have even seen the tools needed to do it but never been into one. I also agree you sure don't want all that micro metallic debris embedded into your skin. It takes forever to get it all off and the micro splinters removed. This is quite the project but will be so satisfying when all back together and working.
It sucks when you can't remember little tricks that you figured out and learned. I was tearing something apart the other day that I hadn't done one in years and took a little bit to remember those things.
Few mechanical inventions have been as successful at doing their job as the mighty RoadRanger. It had competition from Mack and Spicer which were good enough, but lacked the simplicity and low cost of repair that the RR had. As for the Euro boxes in their day, they were heavy and just deadly expensive to fix. The only time Eaton dropped the ball somewhat was when the 1800 lb/ft engines came on the scene and the front countershaft bearings were still splash fed and it was not quite up to applications in B-Doubles and Road trains (68,000kg to 130,000kg). Once they put the pressure fed oil into the counter shaft bearings, it was all good. In heavy haulage they make 1 million km + with regular oil changes etc. The 18 speed was easily the best version ))
Man I love gears, watching how they mesh together, never did a big boy lke yours but have done a few tractors, and a couple of ranger 5 speeds .. real sense of accomplishment when she's back together and cruzing again. forgive us novices for ohhing over your work. love your videos and comments. Keep the faith.
Surprised there wasn't any more damage for that completely shredded gear. Seems rebuidable for sure. And with you doing the work I'm convinced it'll be better than a reman.
Thanks for the inside look . That young guy should mount that toothless gear somewhere on the truck to remind him to take care of his stuff though the repair bill will be a good reminder .
Warren the man that litterly is a book full of knowlage absolut legend no Hollywood bullshit real life real problems real repairs just awesome still my biggest hero
With that main drive gear stripped, and the inside teeth still there, I'm thinking direct would be the only thing it would have because the counter shafts would not be driven. Great video though. Really enjoy your in depth explanations, and colorful commentary.
Glad to see this video. I have an 8LL waiting for me to pull the back box off to do the range synchro. Hopefully I can wait till you put this one together
A small rope about 3 feet long works good for pulling the main or counter shafts out and for timeing the shafts makes it easy and u don’t smash ur fingers as bad
That gear just needs cleaning its good for another year. I surprised it didn't kill the whole thing. Got a call out today he couldn't move said I had a pop in the rear. Snapped axel shaft was rolling down hill and dumped the clutch popped it like a tooth pick.
Gday Warren with your main box counter shafts the bottom shaft will have more pto gear teeth , can also use a slide hammer to pull the reverse gear idler shafts out backwards if your not removing the oil pump Thanks for the videos mate from 🇦🇺
This is the best video you have made on You Tube. I cannot speak for your content on Tiktok but if you keep making these you will have a million subscribers soon.
Great video Warren!! It has been quite a few years since I've seen the inside of one of those transmissions. Find you some hay bale hooks for reassembly, they help dropping them shafts back in. Cuts down on the finger getting. 🍻
Great video as always Warren. The amount of information you know is amazing. No wonder you have trouble remembering some stuff. I think that with a bit of JB WELD and some silly putty you could have that chewed up gear re-built no problem, lol. Looking forward to the rest of the gearbox videos.
Your so right about knowing your ratings, I have seen guys put transmissions in trucks and then get out on the highway and top speed is 65 mph. because they didn't do their homework. People think you can just put shit in, rears have to match transmission.
Thanks for the share Warren. I used to pull those thing out but never got to take one apart. We had guys in the shop that did the rebuild. now i'm gonna go back a few years, they had a diagram of how to shuffle the gears around inside and they called that Carolina Freight Train Gear set up. All i knew was the guys in the shop hated to do that job, and hear em bitch that they didn't have any granny gears for pullin power. I'd say that was back in the 90's. really kinda miss those days. Catch ya' on the next one.
He is right, some customers think they are top priority. I was shop Forman for large equipment shop, customer called demanding a technician immediately. All field guys on other calls, demanded I pull technician off a job to fix his loader, I refused. Get in line!.
Its years since I've seen one of those boxes apart. It will be nice to see how to time them up when being reassembled as I have an idea but have never done one...
Where did you learn how to do this stuff after you got out of the service! So impressive! Watch you for over 2 years and the knowledge you have is priceless. You need to pass that on down to a young person! Thank you for sharing mate!
If I remember correctly the last two guys Warren lined up to start bailed on him before they started. I think one was just finishing his automotive college course. I might be wrong but Warren definitely had extra help planned. Hell if I was starting out I'd sell my soul to work with Warren and absorb all that info. 1year with Warren would be 10yrs of college imo.
I'm always amazed at his breath of knowledge, common sense and ability to figure out how things work. The US Navy usually only picks the best for it's submarine fleet. Not trying to blow up Warren's ego but much admiration and respect for his knowledge, work ethic and skills. To bad the apprentice system of old isn't around. Having a young person go live, work, learn, and sponge up all the knowledge of a skilled master tradesperson is a priceless education that leads to a lifelong career.
He is a master tech.if I was in better shape physically I would talk to him about coming and working witg the man. I have spent my life working on my own things and don't now a quarter of what Warren nows
Gearset A, and gearset B. This is according to the manufacturer spec. One is .73 final on the 13, and .76 final on the 18. They're flipped on the other. ...as per Eaton specs.
The gearset is dependant on what axle you're using, and the job you want it to do, and how you want it done. Manufactures today are just trying to sell trucks, so they make what will sell. The ones buying trucks don't know how it works, so they stick with what the last truck had. The owners choose based on what they think is right, because dad used that ratio. He used that ratio, because grandpa used that ratio. All of the way back, teaching kids the best ones, and why, on through time. Grandpa learned from his dad how to configure the truck, and he calculated based on what he needed with the engine at the time. 150hp. So, today... Ignorant owners run 3.55 rears. That was a highway rear necessary with 150hp, and a 4 speed auxiliary. That's not how trucks work today. Manufacturers have fixed this the last few years (2020-'24) by switching everything to AM transmissions, and telling people to trust, because new transmissions means new rear end ratios. Truth though, the modern engines making 450-600hp are best run with 2.6-2.9 rears, and the AM transmissions are built the way manuals SHOULD be, but nobody would have bought. Adding only air carriages controlled by simple servos to shift. Slap a shift tower on that, and a clutch; you'll have the ideal setup for modern trucks. Nobody will have the timing to shift it, so they'll think it's garbage. The old road kill billies wouldn't buy them, and the market for them will die from reputation assassination. That's why it's difficult to get a proper transmission in a truck now. Manufacturers need to outsmart morons in a way that doesn't make them feel stupid. I've gone to a dealer with my spec sheet, and was told that although it was a great setup, I wouldn't be able to get it. It would require the assembly plant to completely retool a line just for my truck, or have it hand assembled. For enough money, I still wouldn't get my truck, because it would take years for them to get everything in place, and the truck wouldn't be built that late. They wouldn't know how to sell a brand new 2024 in 2030, or whenever. So, yeah. Ignorance has even ruined truck buying. Gotta keep running my 2010 with new parts. Better than dealing with the bullshit caused by ignorance being popular though.
I drove a 800 off road mack back in the 80`s , 300 engine , 65 rears , 1200 X 24 off road 40 MPH tires , about 45-46 ton a trip , it had the mack 7 speed , 1st. , 2nd , go into neutral flip the air shift , go back to 1st , 2nd , 3rd , 4th , 5th . In the mountains it was too high or too low for everything you went at up or down hill on a strip with roads steep as a horses face ,on flat ground it work very well . I drove another 800 mack that had a 350 engine and a 13 speed , much better set up ,it would eat a hill up in 2nd with 47 ton
A lot of drivers here want to drive European trucks because they are comfortable and easy to drive with their ZF gearboxes, but they’re not ‘real’ drivers in my opinion. Many can’t drive a Road-Ranger transmission or know how to double-clutch. As a truck owner, the important thing is Eaton ‘boxes are strong and easy, and when the time comes to repair or replace them, they are way, way cheaper than ZFs. Here, you can buy a brand new Road-Ranger 18 9 18 for less than the price of a gasket and seal kit for a ZF!
Brilliant video Warren. You are firing on all cylinders here. For what it's worth it's my guess that it was working long and hard in second when it failed. Not immediately obvious where the oil went, can you tell us your thoughts.
I was working at a truck stop in the 70s and watched as a mechanic like Warren pull the transmission out of a truck and split on a sheet of cardboard on the pavement
A small dremel would fix that gear right up in no time. LOL Warren, you make this stuff look so easy even when you're struggling with it sometimes. Wouldn't you need to replace that first gear as well? The teeth look like they're at a point instead of the "round" tip. Hope that makes sense. Just seems there are several gears that need to be replaced. Cheers :)
The owner at my last job was looking at buying a used rig from someone he knew. Guy claimed it was a 600 horse engine and blah blah blah. I crawled under to look at a few things and checked the trans tag showing that it was only good for 1600 ft-lbs so we knew it wasn't a factory 600 horse engine, likely 485. The guy selling it started back pedaling lol. Boss still bought it and we wound up putting 50k into it before it even hauled its first load.
Great job👍, I have a question for you Warren , I have 94 freightliner with cat engine nine speed transmission 373 Rockwell differentials I want to put bigger transmission with more speeds,which one you recommend?,
Авто/Мото
Thank you for the videos Mr Warren..👍
Thank you for watching them.
Warren, you need to clean that stripped gear up and have it mounted on a plaque. It's amazing he is getting away that easily (not that having to rebuild a transmission is getting off easy). That thing should have scattered like a grenade. It's amazing what heat and no or little oil will do to a transmission. Mind you, I have gone out to calls where guys have tweaked jack shafts and pretzeled drive lines climbing hills (7%~10% and better grades) and managed not to hurt the transmissions or diffs. I would think with no serious damage to the counter shafts and other gears, it would be cost effective to just have you rebuild it (seriously your that far into it any way). I think remans are alright, but it's still a gamble on what "kind" of reman your getting. Thanks for taking us along on this job, looking forward to the next episodes as you get them out there.. Stay Safe & Thanks.. P.S. You airport joke didn't go by unnoticed rotflmao...
The cold season has arrived, take care of yourself, my friend, because we love you so much.
As usual, a superlative instruction of a breakdown, diagnosis, and future repair of the gears. I will never cease to be amazed at your cleverness and knowledge of what you do Warren. It takes a very, very special, skill of superb quality to do what you do. I take my hat off to you and wish that I could do more to show just how much I appreciate what you do. My thanks and kindest regards. 😁🔧👌
Very well said!
Your work is awesome. Your knowledge and experience with such a very wide range of equipment is amazing.
I'll tell you a little secret about myself, I was working with an old truck mechanic and one day he had a 13 speed Fuller transmission about all torn down and he was doing le you were, going thru inspecting gears and bearings deciding what he need for new parts to put it back together. He says to me the only thing he dreds is timing the gears as he puts it back together. He says sometimes you have to turn a shift 13 to 14 turns to get the timing right as you put the transmission together, and if you lose your place of where your at, you start all over again. Ever since then I've been scared of doing truck transmission. I've been watching you do this stuff for a couple years now and am amazed at your knowledge of stuff you do. Thanks for sharing....
It's timed as you put it together
Wow ,what a job .looks very complicated.but you make it look easy .that kid that turned down working for you missed out big time .the knowledge you have far surpasses any mechanic I've ever dealt with . Your a walking encyclopedia. Great work .looking forward to the rebuild series thanks Warren .
Yep, 100% agreed. Even if I didn't agree with a lot of Warren's views/politics etc (and some I actually don't, but mostly do) I'd still be watching just for the man's knowledge and experience hoping just a little bit of it rubs off.
That kid missed a life long opportunity it never comes twice. Passing your knowledge to help others is wonderful.
I have worked on hot rods since the 60's and never really did any big trucks though I did help my uncle a few times with his tractors and such on the farm.. But only maybe 3 or 4 different times.. I find this absolutely fascinating.. I wish I was young enough to come and help you out a bit and learn more about it all.. I like your work ethic too.. get 'er done!
I like it when you talk us through the repair process and we can really see what you're doing. Very interesting content.
I’m floored by how much knowledge you have! Keep up with the videos man! 👌
The young who study engineering at uni should watch these videos, very informative also the students should have practical
Miss seeing your weenier dogs 🐕. In the beginning or each video,, they are precious ❤️👍🏻💯%
The gentleman who stated it would have direct still was saying that because when the #1 sliding clutch is forward it is essentially locking the input shaft to the main shaft by way of the dogs on the inside of that damaged gear. At that point the counter shafts are spinning but no power is going through them. Also if u get the counter shafts mixed up the one with 47 teeth on the pto drive gear goes on the bottom
Really enjoyed this. I helped a guy rebuild one of these a few years back. He was a truck mechanic and knew all the tricks to working on them. Was a lot of fun, and watching you work on this one jogged my memory. I didn't help take the auxiliary section apart, though, so looking forward to that, as well as the re-assembly. Thank you!
It is a very long time since I looked into an Eaton( Fuller) gearbox. Your concise video brings back many memories. look after your back with those heavy bits of iron. Thanks for another great video.
Great tear down Warren, keen to see the rebuild. Hope you’re keeping well.🇦🇺
Excelllent video Warren, one of your best. Looking forward to the next part of the series. Thanks for posting.🇬🇧
Thank you Warren for a lesson in diagnostics I really enjoy your videos. Tom Uk
That was bloody interesting Warren, thanks for all the explaining...
Your service truck rocks the casbah!
Looking forwards to the rebuild episodes, great work as always. Stay safe.
Always learn something from Warren....A smattering of my childhood was listening to truck-driver talk. My dad traded welding/maintenance help for space in a shop with semis out front. I heard much about late 70s trucking woes, ins and outs. At that time a 350 Cummins expanded to the 400 WERE problematic.....Once Mo-Pac had a brake lockup on one drive unit, My dad spent several hours building and grinding that wheel/tire surface so they could transport to maintenance for replacement....Much bread and butter in that small town.
At @ 19:00 recommend knock the two dowels forward and out to make removal of the auxiliary section easier.
You mentioned that you had a customer complain about travel time! i liked your answer. i think i would have added that they can bring their equipment to the shop. See how far that would go
Some snap rings really suck, I guess it's how you hold your mouth right. That fine metal shavings digging into the skin not good. Metal detectors love us people who worked on machinery most of their lives. I was side lined at the airport passing through the detectors. From the metal in my jaws to the metal under my nails, off with the shoes, detector scanned all over the crotch around the backside too. Happened twice during that trip.
I have been into smaller Spicer 5252A transmissions and it is amazing how much some gear jammer can destroy. I have had syncro clusters absolutely shattered with all the locking detent pins broken off the rings. Then as those pieces fall down and go between gears they destroy even more. I had heard these twin countershaft transmissions need to be timed and have even seen the tools needed to do it but never been into one. I also agree you sure don't want all that micro metallic debris embedded into your skin. It takes forever to get it all off and the micro splinters removed. This is quite the project but will be so satisfying when all back together and working.
It sucks when you can't remember little tricks that you figured out and learned. I was tearing something apart the other day that I hadn't done one in years and took a little bit to remember those things.
Thanks for sharing buddy god bless you and your family
Always makes my day when you post another great video. Thanks.
Few mechanical inventions have been as successful at doing their job as the mighty RoadRanger. It had competition from Mack and Spicer which were good enough, but lacked the simplicity and low cost of repair that the RR had. As for the Euro boxes in their day, they were heavy and just deadly expensive to fix. The only time Eaton dropped the ball somewhat was when the 1800 lb/ft engines came on the scene and the front countershaft bearings were still splash fed and it was not quite up to applications in B-Doubles and Road trains (68,000kg to 130,000kg). Once they put the pressure fed oil into the counter shaft bearings, it was all good. In heavy haulage they make 1 million km + with regular oil changes etc. The 18 speed was easily the best version ))
As usual you blow me away with your knowledge and expertise. love every video Warren. keep 'em coming. take care.
Man I love gears, watching how they mesh together, never did a big boy lke yours but have done a few tractors, and a couple of ranger 5 speeds .. real sense of accomplishment when she's back together and cruzing again. forgive us novices for ohhing over your work. love your videos and comments. Keep the faith.
Yea man. I'm liking this series so far. Learning as I go along and there is nothing at all wrong with that.
Surprised there wasn't any more damage for that completely shredded gear. Seems rebuidable for sure. And with you doing the work I'm convinced it'll be better than a reman.
Thanks for the inside look . That young guy should mount that toothless gear somewhere on the truck to remind him to take care of his stuff though the repair bill will be a good reminder .
Warren the man that litterly is a book full of knowlage absolut legend no Hollywood bullshit real life real problems real repairs just awesome still my biggest hero
Thanks Warren, been along time since I’ve seen the inside of trans. Your doing better in the memory department than I ever would.
That’s crazy I was thinking how that works when pre selecting high range just a couple days ago. pretty cool! you’re awesome man
With that main drive gear stripped, and the inside teeth still there, I'm thinking direct would be the only thing it would have because the counter shafts would not be driven. Great video though. Really enjoy your in depth explanations, and colorful commentary.
what a gear box !!! eaton fuller roadranger your video is very good no computer ! no daft fancy bits just does the job mile after mile Thanks mate !!!
Glad to see this video. I have an 8LL waiting for me to pull the back box off to do the range synchro. Hopefully I can wait till you put this one together
A small rope about 3 feet long works good for pulling the main or counter shafts out and for timeing the shafts makes it easy and u don’t smash ur fingers as bad
totally agree ! a bit of bale string is very handy keep sayin Warren go an get a bit of bale string lol
Very interesting tear down! Thanks Warren.
Very good video, I’m learning lots from you . Thanks for going in to detail.
We always mark them all for timing. So the gears match on wear.
That gear just needs cleaning its good for another year. I surprised it didn't kill the whole thing.
Got a call out today he couldn't move said I had a pop in the rear. Snapped axel shaft was rolling down hill and dumped the clutch popped it like a tooth pick.
Gday Warren with your main box counter shafts the bottom shaft will have more pto gear teeth , can also use a slide hammer to pull the reverse gear idler shafts out backwards if your not removing the oil pump
Thanks for the videos mate from 🇦🇺
Yes the 45 tooth is on top and the 47 on the bottom.
I saw the blast of rust when you took the nut off, good luck!!
Excellent video Warren thanks for your time and consideration top job top engineering 👍🍀💰😎🚛
Great video Warren looking forward to the next video on this transmission rebuild.
Awesome video thanks Warren cant wait for the next one be safe peaceout
That looks a very interesting job . Can't wait to see the assembly videos 👍👍👍👍👍👍
"Eaton 101" Holy cow man. I am glad you know what you are doing. And if you didn't you made a damn good video...
They make a yoke puller. I don't know how often you do them. I actually made one out of a heavy steel bar and a piece of cut off brake chamber thread.
This is the best video you have made on You Tube. I cannot speak for your content on Tiktok but if you keep making these you will have a million subscribers soon.
Thank you Warren certainly learned about gear train
Great video Warren!! It has been quite a few years since I've seen the inside of one of those transmissions. Find you some hay bale hooks for reassembly, they help dropping them shafts back in. Cuts down on the finger getting. 🍻
Great, interesting video Warren, you make it look so easy. "I like the way you talk" 🤣 🇬🇧🇺🇲
Excellent Video Thanks Warren
Great stuff Warren !!
Great video as always Warren. The amount of information you know is amazing. No wonder you have trouble remembering some stuff. I think that with a bit of JB WELD and some silly putty you could have that chewed up gear re-built no problem, lol. Looking forward to the rest of the gearbox videos.
Damn Warren , Your one piece is actually clean! Must be early am. Thanks for all the lessons!
thanks to take time to film all these stuff. nice vids...
Boy, you don't see that every day....excellent video.
Your so right about knowing your ratings, I have seen guys put transmissions in trucks and then get out on the highway and top speed is 65 mph. because they didn't do their homework. People think you can just put shit in, rears have to match transmission.
Great video Warren.
Thanks for the share Warren. I used to pull those thing out but never got to take one apart. We had guys in the shop that did the rebuild. now i'm gonna go back a few years, they had a diagram of how to shuffle the gears around inside and they called that Carolina Freight Train Gear set up. All i knew was the guys in the shop hated to do that job, and hear em bitch that they didn't have any granny gears for pullin power. I'd say that was back in the 90's. really kinda miss those days. Catch ya' on the next one.
He is right, some customers think they are top priority. I was shop Forman for large equipment shop, customer called demanding a technician immediately. All field guys on other calls, demanded I pull technician off a job to fix his loader, I refused. Get in line!.
Its years since I've seen one of those boxes apart. It will be nice to see how to time them up when being reassembled as I have an idea but have never done one...
Where did you learn how to do this stuff after you got out of the service! So impressive! Watch you for over 2 years and the knowledge you have is priceless. You need to pass that on down to a young person! Thank you for sharing mate!
If I remember correctly the last two guys Warren lined up to start bailed on him before they started. I think one was just finishing his automotive college course. I might be wrong but Warren definitely had extra help planned. Hell if I was starting out I'd sell my soul to work with Warren and absorb all that info. 1year with Warren would be 10yrs of college imo.
I'm always amazed at his breath of knowledge, common sense and ability to figure out how things work. The US Navy usually only picks the best for it's submarine fleet.
Not trying to blow up Warren's ego but much admiration and respect for his knowledge, work ethic and skills.
To bad the apprentice system of old isn't around. Having a young person go live, work, learn, and sponge up all the knowledge of a skilled master tradesperson is a priceless education that leads to a lifelong career.
i’m still trying to start out and would do anything to apprentice for him and help him, the knowledge I have learned from just videos is amazing.
He in absoluter legend
@@ohboy2118 All but the soul selling, I agree with you. 👿😉
I would always knock the guide pins back when pulling the back half off while leaving the main case in the truck. It made it easier IMO
My name is Warren, thank you for attending my Master Class.
Thank you
He is a master tech.if I was in better shape physically I would talk to him about coming and working witg the man. I have spent my life working on my own things and don't now a quarter of what Warren nows
Incredible 👍👍👍
I do Transmssions and Engine all day🥇
2nd gear is sharp because the driver probably starts off in 2nd often
good vid warren
Oh man you are like the human google with this stuff!
Your work style seems similar to mine. I always tell my customers “I’d rather sell you time instead of parts if I can help it”
100k not far off mate 👌👌
If the A suffix means one ratio set maybe the B indicates an improved ratio, probably resulting in better fuel efficiency
Gearset A, and gearset B. This is according to the manufacturer spec. One is .73 final on the 13, and .76 final on the 18. They're flipped on the other.
...as per Eaton specs.
The gearset is dependant on what axle you're using, and the job you want it to do, and how you want it done. Manufactures today are just trying to sell trucks, so they make what will sell. The ones buying trucks don't know how it works, so they stick with what the last truck had. The owners choose based on what they think is right, because dad used that ratio. He used that ratio, because grandpa used that ratio. All of the way back, teaching kids the best ones, and why, on through time. Grandpa learned from his dad how to configure the truck, and he calculated based on what he needed with the engine at the time. 150hp.
So, today... Ignorant owners run 3.55 rears. That was a highway rear necessary with 150hp, and a 4 speed auxiliary. That's not how trucks work today.
Manufacturers have fixed this the last few years (2020-'24) by switching everything to AM transmissions, and telling people to trust, because new transmissions means new rear end ratios.
Truth though, the modern engines making 450-600hp are best run with 2.6-2.9 rears, and the AM transmissions are built the way manuals SHOULD be, but nobody would have bought. Adding only air carriages controlled by simple servos to shift. Slap a shift tower on that, and a clutch; you'll have the ideal setup for modern trucks. Nobody will have the timing to shift it, so they'll think it's garbage. The old road kill billies wouldn't buy them, and the market for them will die from reputation assassination. That's why it's difficult to get a proper transmission in a truck now. Manufacturers need to outsmart morons in a way that doesn't make them feel stupid.
I've gone to a dealer with my spec sheet, and was told that although it was a great setup, I wouldn't be able to get it. It would require the assembly plant to completely retool a line just for my truck, or have it hand assembled. For enough money, I still wouldn't get my truck, because it would take years for them to get everything in place, and the truck wouldn't be built that late.
They wouldn't know how to sell a brand new 2024 in 2030, or whenever.
So, yeah. Ignorance has even ruined truck buying. Gotta keep running my 2010 with new parts. Better than dealing with the bullshit caused by ignorance being popular though.
I drove a 800 off road mack back in the 80`s , 300 engine , 65 rears , 1200 X 24 off road 40 MPH tires , about 45-46 ton a trip , it had the mack 7 speed , 1st. , 2nd , go into neutral flip the air shift , go back to 1st , 2nd , 3rd , 4th , 5th . In the mountains it was too high or too low for everything you went at up or down hill on a strip with roads steep as a horses face ,on flat ground it work very well . I drove another 800 mack that had a 350 engine and a 13 speed , much better set up ,it would eat a hill up in 2nd with 47 ton
Warren, I would love to hear your life story. You are a very interesting. I would love to hear what shaped you.
A lot of drivers here want to drive European trucks because they are comfortable and easy to drive with their ZF gearboxes, but they’re not ‘real’ drivers in my opinion. Many can’t drive a Road-Ranger transmission or know how to double-clutch.
As a truck owner, the important thing is Eaton ‘boxes are strong and easy, and when the time comes to repair or replace them, they are way, way cheaper than ZFs. Here, you can buy a brand new Road-Ranger 18 9 18 for less than the price of a gasket and seal kit for a ZF!
Brilliant video Warren. You are firing on all cylinders here. For what it's worth it's my guess that it was working long and hard in second when it failed.
Not immediately obvious where the oil went, can you tell us your thoughts.
I was working at a truck stop in the 70s and watched as a mechanic like Warren pull the transmission out of a truck and split on a sheet of cardboard on the pavement
Do you think that with out oil, the steel heated up and might have metal fatigue because of over heating.
A small dremel would fix that gear right up in no time. LOL
Warren, you make this stuff look so easy even when you're struggling with it sometimes.
Wouldn't you need to replace that first gear as well? The teeth look like they're at a point instead of the "round" tip. Hope that makes sense. Just seems there are several gears that need to be replaced. Cheers :)
the B is a lower gear ( good for field work)
Just for your info. eaton is the differential division fuller is the transmission division
The owner at my last job was looking at buying a used rig from someone he knew. Guy claimed it was a 600 horse engine and blah blah blah. I crawled under to look at a few things and checked the trans tag showing that it was only good for 1600 ft-lbs so we knew it wasn't a factory 600 horse engine, likely 485. The guy selling it started back pedaling lol. Boss still bought it and we wound up putting 50k into it before it even hauled its first load.
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Is it going back together with mechanical over drive?
Warren, do you have and recommend any Harbor Freight impact tools. Thought you had the bigger 1/2 model for around $270.
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Great job👍, I have a question for you Warren , I have 94 freightliner with cat engine nine speed transmission 373 Rockwell differentials I want to put bigger transmission with more speeds,which one you recommend?,
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What's the story on that Jhon Deere behind you we see very often? It has tire off but nothing is ever done to it...