SECTION C: TRANSMISSION/DRIVELINE

ADAPTATIONS

ALLISON OFF-HIGHWAY TRANSMISSION MODELS

Items discussed in the TRANSMISSION / DRIVELINE ADAPTATIONS section are:

1.0 PURPOSE

2.0 GENERAL

3.0 DESIGN CONSIDERATIONS

3.1 Transmission Output Configurations
3.1.1 Basic (No Retarder, No Park Brake)
3.1.2 With Park Brake
3.1.3 Dropbox Models
3.1.4 Speedometer Drive
3.2 Driveline Design Considerations
3.2.1 Size
3.2.2 Speeds
3.2.3 Maximum Angles
3.2.4 Torsional Vibrations
• Torsional Accelerations
• Inertial Accelerations
• Secondary Couples
• Acceptability
3.2.5 Indexing
3.2.6 Balance and Straightness
3.2.7 Slip Joints
3.3 Interaxle Propshaft Concerns (Tandem Axle Installations)
3.4 Axle and Auxiliary Reduction Selection

4.0 INSTALLATION INSTRUCTIONS

4.1 Flange or Yoke Designed for Interference Fit
4.2 Straight-Through Transmissions Without Park Brake
4.3 Transmissions With Park Brake Installed by Vehicle Builder
4.4 Transmissions With Dropbox
- Output Shafts With Flange-Retainer Nut
- Output Shafts With Two-Bolt Glange Retainer

APPENDICES
1-A Determining Maximum Driveline Length (U.S. Units)
1-B Determining Maximum Driveline Length (Metric Units)

REVISION HISTORY

OHIMC
© 2013 Allison Transmission, Inc. All Rights Reserved. January 28, 2013
 SECTION C:_TRANSMISSION / DRIVELINE ADAPTATION
1.0 PURPOSE
The purpose of this section is to summarize design considerations and installation instructions for
transmission output options, the input driveline for a remote-mounted transmission, and the vehicle
driveline.

2.0 GENERAL
Numerous factors should be considered when designing the vehicle driveline, including the interface
of driveline components to the transmission. The availability of several yokes and flanges offers flex-
ibility in the design of this interface. These topics are discussed in detail in this section.

The basic Allison off-highway transmission models include, as standard features, provisions to mount
a speedometer drive and/or park brake to the rear section of the transmission. Although discussed
briefly in this section, these topics are discussed in more detail in other sections of this manual. Ap-
propriate cross references are provided as necessary.

In addition to significant design requirements, instructions for installing flanges and yokes to the
transmission are discussed in this section. Instructions for installing other driveline components are
referred to the manufacturer of those components, and are not addressed in this document.

Unless otherwise noted, all documents referenced in this document may be found in the Extranet
channel of the Allison Transmission website, www.allisontransmission.com. To locate the referenced
documents, which are identified by italic font, look for Tech Data under the Engineering heading on
the Extranet home page. Contact your Allison Transmission representative if you do not have access
to the Allison Transmission Extranet.

3.0 DESIGN CONSIDERATIONS

The design of the transmission/driveline adaptation requires careful consideration of these key ele-
ments:
• Configuration of the front and rear of the transmission, including drive flange/yoke options
• Input and output driveline considerations

3.1 TRANSMISSION OUTPUT CONFIGURATIONS

The rear of the transmission may be configured in one of three ways:

• Without a park brake or dropbox

• With a park brake
• With an integral dropbox on 5000 series models only (which may or may not also have park brake
or disconnects for each output position)

Each of the above configurations includes a speedometer drive provision which may or may not be
used.

3.1.1 BASIC TRANSMISSION (NO PARK BRAKE, NO DROPBOX)

To complete an installation using this basic transmission configuration, the vehicle builder may select
a flange or yoke from a wide variety available from commercial sources.

To assist in this selection, refer to the Flange and Yoke Information Installation Drawing for a list of
commercially-available flanges and yokes, and their critical dimensions. Design specifications for
these components are shown on a separate drawing. Sources for these parts are listed in Section
K: Support Equipment of this manual.

Off-Highway Installation Manual – January 28, 2013 Page C-2

A retaining nut, which threads onto the transmission output shaft, is used to retain the output flange
or yoke to the shaft. A retaining nut is supplied with each transmission.

3.1.2 PARK BRAKE

As a standard feature, the area surrounding the output shaft of each transmission includes pads for
mounting a park brake directly to the transmission.

Several flanges are available to accommodate the mounting of a park brake drum to the transmission
output shaft. Because of different clearances and access to attaching bolts, the output flanges for
park brake and non-brake models are not interchangeable. Refer to the Flange and Yoke Information
Installation Drawing for flange details, and to Section K: Support Equipment for source information.
Flange detail specifications are shown on the appropriate Installation Drawing for your transmission
model. Flange retention is similar to the non-park brake models (paragraph 3.1.1)

For more detailed discussion of design and installation requirements relating to park brakes, refer to
Section G: Park Brake.

3.1.3 DROPBOX MODELS

The optional dropbox provision of 5000-series models may include outputs at any of three output
drive locations. Refer to Section A: Transmission Familiarization for additional details.

Each output drive shaft may be equipped with either a flange or yoke, as illustrated on the Flange
/ Yoke Availability Installation Drawing for the appropriate transmission series. Some flanges and
yokes are supplied and installed by the vehicle builder. In some specific configurations, the flanges
or yokes are retained to the output shaft with a retainer plug and two bolts (supplied with transmis-
sion). Otherwise, retention is similar to that of non-dropbox models.

These transmissions may be equipped with a park brake at the "D" dropbox output position. Refer to
the Park brake Provision installation drawing for installation requirements, and to the Flange / Yoke
Availability Installation Drawing for component details. Source information is included in Section K:
Support Equipment.

3.1.4 SPEEDOMETER DRIVE

Each transmission has a provision for an SAE 5/32 (0.156) inch-series heavy duty speedometer shaft
drive.

For straight-through transmission models, the speedometer drive is located on the transmission rear
cover. For the 5000 and 6000-series models, the speedometer is driven at one-half of the trans-
mission output shaft speed. For 8000 and 9000-series models, the speedometer speed is equal to
output shaft speed.

For 5000-series dropbox models, the speedometer drive is located on the rear face of the dropbox,
above output position "D" and left of the transmission centerline (as viewed from the rear). The
speedometer speed is equal to output shaft speed.

For further details, refer to Section J: Interface with Miscellaneous Vehicle Systems and the basic
installation drawing for the appropriate transmission model and configuration.

Off-Highway Installation Manual – January 28, 2013 Page C-3

3.2 DRIVELINE DESIGN CONSIDERATIONS
Proper driveline design is essential to assure minimum vibration and maximum component life. While
the following items are of concern to the transmission, the driveline manufacturer must also approve
any given driveline design.

Generally, factors to be considered in any driveline design are: shaft size and length, speed, angu-
larity, indexing, balance, and the use of slip joints. Input drivelines must typically be held to more
restrictive limitations than output drivelines due to the higher level of input torsional excitation, and
nature of the mass elastic systems involved with each. Specific requirements for input drivelines may
be noted in the sections which follow.

3.2.1 SIZE
Driveline size is determined by speed and torque, which may be calculated or obtained from an
iSCAAN evaluation. Once selected, the shaft size should be analyzed to determine if it is adequate
to prevent shaft "whip" at the shaft length and speed of anticipated use. Refer to the figures in Ap-
pendix 1 to determine minimum shaft size necessary to prevent shaft "whip". (Appendix 1-A is for
shaft sizes in U.S. units, Appendix 1-B is for Metric shaft sizes). The selected size should be re-
viewed with the driveline manufacturer.

Lengths shown are for installed (not collapsed) drivelines and are measured from the center of bear-
ing caps on each end of the shaft. If the length changes from empty to loaded vehicle conditions, the
longest dimension should be considered when referring to the figure. For multiple-shaft drivelines,
the maximum length of the shaft nearest the transmission is defined as the distance from the center
of the bearing cap at the transmission end to the center of the support bearing at the other end.

3.2.2 SPEEDS
Output driveline speeds can exceed maximum engine speed since these transmission models have
overdrive gearing. Use the following formula to determine maximum speed. Refer to the Transmis-
sion Specifications section of this book for transmission gear ratios.

Maximum Output Driveline Speed (rpm) = Maximum Engine Speed (rpm)

Highest Gear Ratio Used

3.2.3 MAXIMUM ANGLES

Two different types of driveline components are typically used in vehicles using these transmission
models: Cardan ("cross"-type) and "constant velocity".

The Cardan driveline is most commonly used, although the constant-velocity (CV) design must
sometimes be used where extreme driveline angularity cannot be avoided. Since the CV driveline is
normally used only in specialized applications, the remainder of this section is devoted to the more
common Cardan type. Any questions relating to constant-velocity drivelines should be directed to the
driveline manufacturer.

A Cardan-type universal joint operating at an angle is a source for nonuniform motion. This nonuni-
form motion creates continuous acceleration and deceleration of the driveline and the components
connected to it. Noise and vibration may result.

The maximum permissible installed angle for a driveline is determined by the maximum driveshaft
speed. Refer to Figure C-1. The limitations shown in Figure C-1 are for the case where the joint
angles at both ends of a single shaft are equal, the shaft angularity is in only one plane (i.e. there is
not lateral offset), and yokes are properly indexed (in phase). For further discussion regarding index-

Off-Highway Installation Manual – January 28, 2013 Page C-4

ing, see Section 3.2.5. Note that the allowable
angles for an input driveline differ significantly A

from those of output drivelines.

ANGLE A = ANGLE B
For remote-mounted transmissions, a two-joint, (DEGREES) B

one-shaft, input driveline is normally used. The 12

angles must be as small as possible and should
be nearly equal at both joints. Figure C-2
10
shows the required input driveline alignment for NOT ACCEPTABLE
parallel yoke angles.
8
For output drivelines which are properly indexed OUTPUT
DRIVELINES
and have no axle offset, but the joint angles are
not equal, maximum joint angle variations can 6 INPUT
DRIVELINES
be determined using Figure C-3 (for two-joint
systems). 4

Three-joint systems must comply with the ACCEPTABLE

requirements shown on both Figures C-4 and 2
C-5.

Joint angles should always be evaluated at both 0

0 1000 2000 3000 4000 5000
the empty and loaded vehicle axle position. MAXIMUM SHAFT SPEED (RPM)

Driveline lengths less than 0.46m (18 inches) C015

should be avoided due to the large angular Figure C-1: Driveline Angularity vs. Speed
displacement which can result from even minor
suspension travel. Joint angle limitations in
a yoke design can also affect minimum shaft
length. In all-wheel-drive vehicles, drop-output
or transfer-case versions, the front output driv-
eline must clear the transmission at maximum
suspension travel.
A TOP VIEW

Angles "A" and "B" B

are equal.

SIDE VIEW
C

D
Angles "C" and "D"
are equal.

C285

Figure C-2: Shaft Angles for Parallel

Flanges

Off-Highway Installation Manual – January 28, 2013 Page C-5

 A

B
B A
PARALLEL OR NEARLY-PARALLEL FLANGES
C
Angles A and B will be equal or nearly equal. o
Find angle A and shaft speed on variation scale. 1
o
2 3
o
4
o
5
o

Angle B must be within plus or minus three scale increments of angle A.

JOINT ANGLE "A"

o o JOINT
C 1 2o 3o 4o 5 o
6 ANGLE "B" VARIATION SCALE
D 1 2000 - 2800 RPM
1
2 2 2800 - 3400 RPM
3
o 3 3400 - 4000 RPM
NON-PARALLEL FLANGES 1 2
o o
3
o
4
o
5
Angles C and D must be equal or nearly equal.
Find angle C and shaft speed on variation scale. JOINT ANGLE "C"
Angle D must be within plus or minus three scale increments of angle C.
1. Locate joint angles "A" and
DRIVELINE ANGLE "C" on chart and connect
o
1 2
o
3
o
4
o
5
o
6
o
7
o
8
o with straight line. o
5

ANGLE "A" or "C"

o

1
2. Intersection of line in step 1 4
2 with "Joint Angle B" scale on 3
o

3 chart is ideal angle for joint B. o

2
DRIVELINE ANGLE 3. Maximum deviation of angle o
1
"B" from ideal is dependent
1 2000 - 2800 RPM
upon driveline speed (Scales 0 o o
0 1 2o 3 4 5 6
o o o
2 2800 - 3400 RPM 1, 2, or 3). Angle "B" must be
3 3400 - 4000 RPM within +/- three increments ANGLE "B"
on the appropriate speed scale.
C283

4. Verify that "A" and "C" fall

Figure C-3: Angularity Limits, 2-Joint within the shaded area for
angle "B" at right.
Drivelines
C284

NOTE: The limitations shown in Figure C-4: Angularity Limits, 3-Joint Driv-
Figures C-1, C-3, C-4, and C-5 are elines
applicable if the angularity is in one
plane and the components are properly
indexed. Any other design case
involves a more complicated analysis.

3.2.4 TORSIONAL VIBRATIONS

Sometimes it is necessary to use a driveline
with more than one driveshaft. The torsional
vibrations produced by an improperly designed
multi-shaft driveline (even with low joint angles)
may have the same effect on the transmission
as excessively large angles on a single-shaft
driveline. These excessive vibrations may be
reduced or eliminated through the proper selec-
tion of joint angles and shaft phasing. Driveline-
induced torsional vibrations are expressed in
two basic terms — "torsional accelerations" and
"inertial accelerations". As might be expected, RB344
the mathematical analysis of any configuration
beyond the simple one-shaft system can be Figure C-5: Shaft Angles for 3-Joint
quite complex — and beyond the scope of this Drivelines without Offsets

Off-Highway Installation Manual – January 28, 2013 Page C-6

document. The designer is encouraged to consult with the driveline manufacturer and to use readily-
accessible programs which assist in the performance of these analyses in a consistent manner.

Allison provides access to a driveline analysis program for configurations of up to eight joints. This
program considers all system parameters, including axle offset and yoke indexing. The Driveline
Calculation program is one of three design calculation programs which are incorporated in a PC-
based package that is downloadable from the Extranet portal of the Allison website. Select Installa-
tion Design Calcs under the Engineering tab on the Extranet home page. Note that this program is a
downloadable program – it does not run interactively from the website.

NOTE: When using the Allison Design Calcs program the following rules apply. See TD-
167 Installation Design Calculation Users Guide for detailed calculation assistance:
• Vertical slopes are + (positive) when the component (engine, transmission, axle) is
higher in the front of the installation (slopes to the rear)
• The horizontal slope is the angle formed by the centerline of the component (engine,
transmission) and the centerline of the frame rail when viewed from above
• Horizontal offsets are measured from the left frame rail
• A joint index angle is measured in the counter-clockwise direction when viewing
the driveline from the rear of the vehicle, and is always a positive value from 0 to 180
degrees

Torsional Accelerations – "Torsional acceleration" refers to the non-uniform motion which would be
measured at the input of the differential if the transmission were rotating uniformly. The torsional ac-
celeration is the same regardless of which end of the driveshaft rotates uniformly.

Many analyses, including those normally used by Allison, ignore the effects of component mass in the
calculations — concentrating instead on the more critical effects of speed and angularity. For most
analyses, this approach represents a good trade-off of relative simplicity (but which ignores the effects
of some lesser factors such as component mass) versus a more accurate (but much more demanding
mathematical treatment) of the subject.

If the driveline includes a driveline retarder or other such large-inertia component, however, additional
concerns must be addressed. Of primary importance: any large-inertia component which is installed
in the driveline must rotate uniformly with the shaft directly in front and to the rear of the component.
(In other words, the working angles between the subject component and its adjoining driveshafts must
be near zero.) In installations of this type, the working angles to the immediate rear of the transmis-
sion and the front of the axle must compensate for nearly all of the offset between the transmission
and axle.

The Allison approach to an installation of this type is a three-step analysis:

• Evaluate the overall driveline as a multi-shaft design, treating the high-inertia component as an
individual component with no mass. This analysis calculates only the net driveline and fails to
recognize the possible effects, before and after the component, which may mathematically cancel
each other.
• Determine the torsional accelerations for only those driveline components which extend from the
transmission to the driveline joint nearest the rear of the high inertia component.
• Determine the torsional accelerations for only those driveline components which extend from the
driveline joint nearest the front of the high inertia component to the front of the axle.

Off-Highway Installation Manual – January 28, 2013 Page C-7

These latter two steps
permit mathematical CHARACTERISTIC MAXIMUM ACCEPTABLE (Radians / Sec²)
modeling of the system
which do not include INPUT DRIVELINE OUTPUT DRIVELINE
any cancellation effects. Torsional Accelerations
However, this case also Entire driveline - all installations 100 max. 500 max.
does not consider the
mass of the suspect If installation has high-inertia
component — thus re- component in output driveline — 100 max.
quiring the use of more
restrictive acceptability Inertial Accelerations
criteria limits to compen- Design requirements
sate for this shortcom- "Drive" mode *500 max. 1000 max.
ing, and to insure nearly "Coast" mode *500 max. 1000 max.
uniform rotation. See
discussion regarding * At 3060 rpm driveline speed. For limits at lower driveline speeds, perform
"Acceptability" later in calculation using the Installation Design Calculations program (paragraph 2.3.4)
this section, and refer to
Table C-6. Figure C-6: Torsional Vibration Acceptance Criteria

Inertial Accelerations – "Inertial accelerations" are a measure of non-uniform motion imparted by the
U-joint angles. These values are dependent upon the source of the rotation, and are calculated from
both the front ("drive" mode), and rear ("coast") perspectives.

Acceptable levels of inertial accelerations in vehicles using an Allison off-highway transmissions are
summarized in Table C-6.

Secondary Couples – Yet another major consideration in the proper design of a driveline is a "sec-
ondary couple". The secondary couple is a bending moment which acts on the supporting members
of the driveline as shown in Figure C-7. These forces, which vary with the length and angle of the
driveline, and with the torque being transmitted, fluctuate in direction and amplitude. Frequency of
the disturbance is twice per shaft revolution. Experience has provided the following guidelines to
minimize the ill effects of secondary couples.

• Parallel Shafts – The maximum joint angle for a drive

PARALLEL FLANGES
shaft which is in excess of 1.016 m (40 inches) in
length should be eight degrees ( 8º ) from centerline C1 C2
to centerline. For drive shafts less than this length, C1 C2
the maximum angle (in degrees) is equal to one-fifth
of the shaft length "L" (expressed in inches), i.e:
Maximum angle (degrees) = L / 5 (inches)

• Intersecting Shafts – Joint angles must be main-

INTERSECTING AXES
tained smaller because of less favorable summation of
forces which produce the couples. For installations of C1 C2
this type, the maximum continuous running joint angle C1 C2
should be less than L/10, where "L" is the shaft length
in inches. C276

Figure C-7: Influence of Secondary

Couple on a Driveline

Off-Highway Installation Manual – January 28, 2013 Page C-8

Acceptability – The primary factors affecting acceptability of the driveline are significant elements of
the overall vehicle design review — angularity, speeds, lengths, etc. The actual driveline torsional ac-
tivity will rarely agree exactly with the design level. For example, most in-vehicle driveline measure-
ments are subject to a small degree of error due to the difficulty of reading obstructed instrumenta-
tion, less than ideal measurement procedures, environmental conditions, etc. Even if a driveline has
been designed and installed properly, the introduction of these small errors may result in calculated
levels in excess of the design guidelines.

For this reason, a two-tier guideline should be used to determine the acceptability of driveline-induced
torsionals:
• When available, the design should be evaluated for acceptability, per the appropriate values
shown in Table C-6. Adequate control of variation in the vehicle assembly process should be
implemented to assure that these values represent production vehicles.
• If documentation of the driveline design is not available for review, an analysis of data from the
actual vehicle is required. Due to the potential for measurement errors, etc. a slightly relaxed set
of criteria is be used to determine acceptability. See Table C-6.

Contact your driveline manufacturer for more detailed information regarding driveline vibration and its
control.

3.2.5 INDEXING
The universal joint at each end of a driveshaft should be indexed to place the flanges in the same
plane. Mis-indexing can cause torsional vibration or noise problems. However, there are instances
where mis-indexing may be used intentionally to correct a specific noise or vibration problem. This
is normally done only with multi-piece drivelines which are not completely in the vertical plane. The
driveline manufacturer should be consulted when mis-indexing is contemplated for this or other rea-
sons. If a driveline is intentionally mis-indexed in this manner, a provision (e.g. blind spline) should
be added as a guide to subsequent reassembly.

When a joint must be mis-indexed, for purposes of driveline torsional calculations, the index angle is
measured in the counter-clockwise direction when viewing the driveline from the rear of the vehicle,
and is always a positive value from 0 to 180 degrees.

3.2.6 BALANCE AND STRAIGHTNESS

Drivelines should be straight and balanced to the specifications of the driveline manufacturer. Bal-
ance weights should be divided and applied near both ends of the driveshaft. It is recommended
that balance be controlled to less than 720 mg-m (1.0 oz-in) for each 4.53 kg (10.0 lb.) of assembly
weight (less flanges and yokes) evaluated at maximum driveline operating speed.

3.2.7 SLIP JOINTS

Slip joints must be designed into the driveline to absorb axial travel which results from powertrain and
axle movement. Generally, as the transmitted torque increases, so does the axial force required to
cause the joint to slip. Thus, it is imperative to follow the driveline manufacturer's recommendations
for lubrication and maintenance.

Vehicle design should also minimize the potential for a hydraulic lock, or of "bottoming out" a slip
joint. For vehicles with unusual driveline arrangements, such as pivot-steer vehicles, review of the
axial forces with Allison Engineering is recommended.

Off-Highway Installation Manual – January 28, 2013 Page C-9

3.3 INTERAXLE PROPSHAFT CONCERNS (TANDEM AXLE INSTALLATIONS)
A tandem axle will generate angular accelerations, through the working angles at each end of the
interaxle propshaft, similarly to any other driveshaft. Thus, an improper interaxle driveshaft design or
installation will generate the same damaging vibrations as an improperly designed or installed drive-
shaft between the transmission and axle.

In order to minimize the effects of these potentially damaging vibrations on the transmission, compli-
ance with the following guidelines for maximum joint working angles are necessary.

Note: These requirements are for "working" angles (which are calculated composite
angles based on vertical and horizontal angular components). These guidelines are not
directly applicable to the measured horizontal and vertical angles of an installation.

For assistance in determining working joint angles,

consult the driveline manufacturer or refer to the
Allison Installation Design Calc program discussed
in paragraph 3.2.4. In making these calculations, UNACCEPTABLE
the interaxle driveshaft should be analyzed inde-
pendently as a "two-joint" driveline system.
ACCEPTABLE
Ideally, the operating angles on each end of the
driveshaft should be equal to or within one degree
of each other, have a maximum operating angle
of three degrees, and have a minimum continuous
operating angle of 0.5 degrees.

However when these criteria cannot be met, Fig- A341

ure C-8 may be used to determine the maximum
permissible shaft working joint angle as a function Figure C-8: Determining Maximum Interax-
of the maximum driveshaft speed. The combina- le-Driveshaft Angularity Based on Speed
tion of interaxle shaft length, maximum driveline
speed, and working angle should be reviewed
with the axle manufacturer.

3.4 AXLE AND AUXILIARY REDUCTION SELECTION

Off-highway applications are defined as those in which high gradeability requirements or high rolling
resistance are encountered during a normal duty cycle, in addition to regular operation. In general,
axle and auxiliary reduction selections are based on off-highway use, running in converter mode of
first and reverse gears. A complete vehicle performance calculation and gradeability analysis is avail-
able in the iSCAAN system.

In order to meet both vehicle top speed and off-highway performance requirements, the use of auxil-
iary transmissions or multi-speed axles is sometimes necessary. These optional components should
be considered at the time the vehicle is designed.

4.0 INSTALLATION INSTRUCTIONS

Since these transmissions are sometimes shipped without output flanges or yokes, it may be neces-
sary for the vehicle builder to provide and install these components. The following sections discuss
the preferred procedures for flange installation.

Off-Highway Installation Manual – January 28, 2013 Page C-10

Specific questions regarding output flanges and yokes, or park brake components should be directed
to the manufacturer of those components.

4.1 FLANGE OR YOKE DESIGNED FOR INTERFERENCE FIT

In order to provide a consistent snug fit of input drive flanges on all 5000 through 9000-series remote-
mount transmissions, the input spline is designed to have an interference fit with any properly-sized
input flange or yoke.
NOTE: In order to assemble these two components, the input flange or yoke must
typically be heated to 121ºC (250ºF) maximum temperature prior to assembly.

Dimensional tolerances for the output shafts and output flanges/yokes also may create an interfer-
ence fit on some of these assemblies. Should an interference of the output parts exist, the
flange or yoke should be heated (121ºC, 250ºF maximum temperature) to assist assembly.

Before installing a flange, make certain the flange, transmission shaft, and seal are clean and in good
condition. If the shaft is coated with Cosmoline (as received from the factory with no flange installed),
thoroughly remove the Cosmoline prior to installing the flange, using care not to damage the seal.

When installing a flange, be careful not to roll or cut the lip seal or the dirt shield. To minimize this
risk, perform the following procedure when installing either an input or output flange:

1. After aligning the flange splines with the shaft splines, push the flange onto the shaft, taking care
not to damage the seal or dirt shield.

2. Before seating the flange, work it back and forth on the shaft to assure that the seal and dirt
shield do not roll on the flange.

3. Seat the flange against the bearing.

4. Before tightening the flange, inspect the dirt shield to assure it has not been damaged or rolled.

5. Do not paint the dirt shield or seal contact surface on the flange.

6. Proceed with normal flange installation.

4.2 STRAIGHT-THROUGH TRANSMISSIONS WITHOUT PARK BRAKE

The output flange/yoke installation procedure may differ slightly for the various transmission models.

1. Remove flange retaining nut from transmission. Be sure that the flange, output shaft and
retaining nut are clean.

CAUTION: Care must be exercised to avoid transmission output seal or journal damage.
Check to ensure that the seal is free of tears and cuts. The seal journal section of the
output flange/yoke must not be scratched or nicked.

2. Lubricate the seal mounted in the output housing with transmission fluid or petroleum jelly.

3. Start the flange/yoke on the output shaft, ensuring the splines are properly engaged and slide
freely. Push the flange/yoke into the transmission.

CAUTION: Do not use hammers or other similar tools to force the flange/yoke onto the
shaft. Should an interference of these parts exist, the flange or yoke should be heated
(121ºC, 250ºF maximum temperature) to assist assembly. Failure to observe this caution
may result in transmission damage.

Off-Highway Installation Manual – January 28, 2013 Page C-11

4. Start the retaining nut on the output shaft until finger tight.

5. Torque the nut to 950–1155 N•m (700–1000 lb-ft) while restraining the output flange/yoke.

6. Rotate the flange/yoke by hand to check for binding, interference or run-out.

7. Follow recommendation of the manufacturer regarding installation of other driveline components.

4.3 TRANSMISSIONS WITH PARK BRAKE INSTALLED BY THE VEHICLE BUILDER

The output flange/yoke installation procedure is discussed below.

1. Remove flange retaining nut from transmission. Be sure that the flange, output shaft and
retaining nut are clean.

CAUTION: Exercise care to avoid transmission output seal or journal damage. Check
to ensure that the seal is free of tears and cuts. The seal journal section of the output
flange must not be scratched or nicked.

2. Lubricate the seal mounted in the output housing with transmission fluid or petroleum jelly.

3. Start the flange on the output shaft, ensuring the splines are properly engaged and slide freely.
Push the flange into the transmission.

CAUTION: Do not use hammers or other similar tools to force the flange/yoke onto the
shaft. Should an interference of these parts exist, the flange or yoke should be heated
(121ºC, 250ºF maximum temperature) to assist assembly. Failure to observe this caution
may result in transmission damage.

4. Start the retaining nut on the output shaft until finger tight.

5. Torque the nut to 950–1155 N•m (700–1000 lb-ft) while restraining the output flange/yoke
assembly.

6. Rotate the flange/yoke by hand to check for binding, interference or run-out.

7. Slide the brake drum onto the output flange. Ensure that the drum is properly centered on the pi-
lot diameter on the flange, and that the bolt holes in the drum are aligned with the threaded holes
in the flange.

8. Pilot the output flanged yoke into the center of the park brake drum, ensuring alignment of the
holes in the flanged yoke with those in the brake drum and transmission flange.

9. Secure brake drum and yoke to transmission flange with appropriately sized SAE Grade 8 or ISO
Grade 10.9 bolts. Torque per the recommendations of the driveline components manufacturer.

For information regarding design and installation of the park brake apply linkage and controls, refer to
Section G: Park Brake.

4.4 TRANSMISSIONS WITH DROPBOX

Following is the preferred procedure for installing flanges. These steps are common to models with
and without disconnects:

1. Support the transmission in horizontal position.

Off-Highway Installation Manual – January 28, 2013 Page C-12

2. Remove plastic shaft cover.

3. Lubricate the seal with transmission fluid or petroleum jelly (DO NOT USE GREASE).

4. Properly install the flange and insure it is seated against the shaft bearing.

NOTE: During installation, care should be exercised to avoid damage to the seal journal
or the oil, seal. Inspect the flange seal journal for nicks or scratches and the seal for
cuts and tears.

Output Shafts With Flange-Retainer Nut

1. Lubricate the shaft threads with transmission fluid, molybdenum disulfide or other suitable lubri-
cants.

2. Install the flange retaining nut. Torque to 950–1155 N•m (700–1000 lb-ft)

3. Rotate flange by hand to check for binding or interference.

CAUTION: Do not use a hammer or similar tool to force the flange/yoke onto the shaft.
Should an interference of these parts exist, the flange or yoke should be heated (121ºC,
250ºF maximum temperature) to assist assembly. Failure to observe this caution may
result in transmission damage.

4. Retaining nut should be torqued by hand, using a torque multiplier.

Output Shafts With Two-Bolt Flange Retainer

1. Shim per the appropriate installation drawing to obtain desired spacing as shown in Figure C-9.

2. Install the flange retainer lock strap and bolts.

3. Torque bolts to 131–156 N•m (96–115 lb-ft)

CAUTION: Do not use a hammer or similar

tool to force the flange/yoke onto the shaft.
"A"
Should an interference of these parts exist, the
flange or yoke should be heated (121ºC, 250ºF
maximum temperature) to assist assembly.
Failure to observe this caution may result in
transmission damage.

4. Bend retainer lock strap outward against flats on

the bolt head to resist loosening of the bolts.

SHIM AS REQUIRED
TO 0.20 - 0.30 mm
(0.008 - 0.120 in.)
BELOW FACE "A
OF FLANGE
RB150A

Figure C-9: Shim Installation

for Disconnect Outputs

Off-Highway Installation Manual – January 28, 2013 Page C-13

 C B A
80 1000

75 1 1 /2 x .083
Ð INC HE S
1 1 /2 x .065
1500

Ð INC HE S
R .P
70

Ð .M.
2000 1 3 /4 x .065
65

MAXIMUM DR IVE L INE S P E E D

C

2 x .095
2 x .083

T UB E S IZE
2500
TOL

2 x .065
60 2 x .050
3000
L E NG T H LC

55 4000 2 1 /2 x .083
2 1 /2 x .065
5000
2 3 /4 x .065
50 3 x .134
6000 3 x .095
3 x .083
3 x .065
7000 3 1 /4 x .065
3 1 /2 x .188
8000 3 1 /2 x .156
45 3 1 /2 x .134
9000 3 1 /2 x .095
10000 3 1 /2 x .083
3 1 /2 x .065
11000 4 x .120
12000 4 x .095
4 x .083
40 4 1 /2 x .259
4 1 /2 x .188
4 1 /2 x .095

5 1 /4 x .375

35

6 x .500
6 x .250
N672E

PROCEDURE
1. Locate proper shaft length* on Scale "C".
2. Locate maximum shaft speed on Scale "B".
3. Draw a straight line through these two points and extend it to Scale "A".
4. Read shaft size on Scale "A" at the point of intersection. (If intersection is between two tube sizes, select the
larger size.)

* Shaft length —
• If shaft has no support bearing, measure length between U-joint centerlines.
• If shaft has center support bearing, measure length from U-joint centerline to centerline of the support bearing.

APPENDIX 1-A: DETERMINING MAXIMUM DRIVELINE LENGTH (U.S. UNITS)

Off-Highway Installation Manual – January 28, 2013 Page C-14

 C B A

1500
2000

Ð MIL L IME T E R S

Ð MIL L IME T E R S
R .P
1900

Ð .M.
2000

1800 60 x 4.0

MA XIMUM DR IV E L INE S P E E D
2500
C

1700
3000

T UB E S IZE
TOL

70 x 4.0
1600
70 x 3.0
L E NG T H LC

4000
1500 80 x 4.0
80 x 3.5
5000 85 x 5.0
1400
92 x 6.5
6000
90 x 4.0

1300 7000 100 x 6.0

100 x 5.0
100 x 4.0
8000 104 x 8.0
100 x 3.0
9000 110 x 6.0
1200
111.5 x 6.75
10000 110 x 4.0
11000 120 x 6.0
120 x 5.0
12000 120 x 4.0
1100 124 x 8.0
120 x 3.0
130 x 6.0

140 x 5.0
143 x 7.5
1000 142 x 6.0 N672M

PROCEDURE
1. Locate proper shaft length* on Scale "C".
2. Locate maximum shaft speed on Scale "B".
3. Draw a straight line through these two points and extend it to Scale "A".
4. Read shaft size on Scale "A" at the point of intersection. (If intersection is between two tube sizes, select the
larger size.)

* Shaft length —
• If shaft has no support bearing, measure length between U-joint centerlines.
• If shaft has center support bearing, measure length from U-joint centerline to centerline of the support bearing.

APPENDIX 1-B: DETERMINING MAXIMUM DRIVELINE LENGTH (METRIC UNITS)

Off-Highway Installation Manual – January 28, 2013 Page C-15

 REVISION HISTORY
January 28, 2013
• Clarified driveline calculation parameters in paragraphs 3.2.4 and 3.2.5
• Added copyright note on page 1.

August 12, 2010

• Revised cover page format.

July 23, 2010

• Added hyperlinks.

August 3, 2007
• In Sections 4.2 and 4.3, delete lubrication of output shaft splines before installing flange. Revise
alternate recommended seal lube from molybdenum disulfide to petroleum jelly.

September 14, 2005

• Updated document format and added Revision History. Enlarged graphics previously known as
Figures C-1A and C-1B, and moved them to Appendices 1-A and 1-B. Changed reference for driv-
eline calculation program from SCAAN to Extranet.

Off-Highway Installation Manual – January 28, 2013 Page C-16