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Contents
How do you know if your gear synchro is bad?
When something’s wrong with the synchronizer, the first sign is usually a whirring or humming noise. This is the case if you’re hearing the sound at just one specific gear, rather than through the full range of gears. Similarly, problems with the synchronizer can cause a grinding sound.
Do Synchros wear out?
Improper clutch adjustment is the #1 cause for synchro failure in the 3S 5-6 speed trans. The original synchros are a good design and can withstand a lot of abuse, but once a clutch starts to drag and the driver starts to force the trans into gear, the synchro rings will be badly damaged in short time.
How much does it cost to replace Synchros in transmission?
On average, the cost to replace a transmission synchronizer in a vehicle is close to $1750, though prices could be a few hundred dollars more or less. Labor can cost between $600-$1300 depending on where you live, and parts cost around $200-$400.
How much does it cost to fix first gear synchro?
If you are going to replace them, you’d probably want to go ahead and do the clutch and ISB (and throwout bearing and other bearings) while you are in there, but then you are quickly looking at $1500 if you are paying to have it done.
What does a bad synchronizer sound like?
“Bad syncros should only be noticable while shifting, and it would be a kind of grinding sound and the car would be hard to put into gear.
Can you drive with a bad synchro?
If people are driving the cars with bad synchros they just try to prevent the noise by shifting very slowly. It’s not a good idea to wait until every shift is noisy. Normally the synchros should be checked if you install the shorties or whatever. Another $1000 with the bearings but worth it.
What does a synchronizer do in a transmission?
A synchronizer adjusts the speed of the shaft so that the gears align more quickly as you shift. The slider pushes against the keys or balls in the synchronizer, which then push against the blocker ring. That ring then pushes against the gear’s cone, and the friction it causes helps the shaft speeds to equalize.
Where is the synchronizer in transmission?
Synchronizers are the central component of the transmission featuring interfaces to the output, the clutch and, by way of the gear shift, to the driver. The layout and design of the synchronizers play an essential role in how the driver experiences the gear shift.
What are the parts of a synchronizer?
The most important components of a synchronizer are synchronizer ring, having friction surface, and its mating cone (with conical surface). Some cones are integrated with gear sets while others exist as separate cone rings.
What are the three types of synchronizers used in transmissions?
…
Therefore, we have:
- single-cone synchronizer.
- dual-cone synchronizer.
- triple-cone synchronizer.
What happens if a synchro goes bad in a transmission?
As a result, when you shift into a gear with a bad synchro, your transmission will grind into gear. Typically the problem starts out small, only allowing the gears to grind slightly or occasionally, but will worsen over time.
Is it bad to double clutch a synchronized transmission?
While double clutching is not necessary in a vehicle that has a synchronized manual transmission, the technique can be advantageous for smoothly upshifting in order to accelerate and, when done correctly, it prevents wear on the synchronizers which normally equalize transmission input and output speeds to allow …
What is a synchronizer in a transmission?
Synchronizers are conical mechanical clutches used to synchronize the speed of the rotating parts. Synchronizers are used in manual transmission, automated manual transmission, and dual clutch transmissions for passenger and commercial vehicles. The most commonly used material for synchronizer is brass.
What is synchronizer ring?
The synchronizer ring (2) also called blocking ring, balk ring or friction ring, has a conical surface which comes into contact with the friction cone of the gear wheel. The purpose of the synchronizer ring is to produce friction torque in order to decelerate/accelerate the input shaft during a gearshift.
How do you diagnose a manual transmission problem?
- Odd sounds (whirring, squealing, bumping, or thumping)
- Grinding noise.
- Transmission jumps out of gear (into neutral)
- Difficulty shifting gears.
- Car stuck in one gear.
- Car that can’t get into gear.
- Leaking transmission oil.
Synchronizer Replacement on a Manual – YouTube
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- Summary of article content: Articles about Synchronizer Replacement on a Manual – YouTube Updating …
- Most searched keywords: Whether you are looking for Synchronizer Replacement on a Manual – YouTube Updating In this video a 5th gear synchronizer is replaced on a NSG 370 six speed transmission.video, chia sẻ, điện thoại có máy ảnh, điện thoại quay video, miễn phí, tải lên
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Blocker Ring Synchromesh Unit – How it works! (Animation) – YouTube
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- Summary of article content: Articles about Blocker Ring Synchromesh Unit – How it works! (Animation) – YouTube Updating …
- Most searched keywords: Whether you are looking for Blocker Ring Synchromesh Unit – How it works! (Animation) – YouTube Updating http://www.bring-knowledge-to-the-world.com/This animation explains the basic principle of a blocker ring synchromesh unit as it is used in modern manual tra…blocker ring, synchromesh, synchromesh unit, baulk ring, manual transmission, manual gearbox, borg-warner
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3S – SYNCHRO WEAR – Jacks Transmissions
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- Most searched keywords: Whether you are looking for 3S – SYNCHRO WEAR – Jacks Transmissions Updating Improper clutch adjustment is the #1 cause for synchro failure in the 3S 5-6 speed trans. The original synchros are a good design and can withstand a lot of abuse, but once a clutch starts to drag and the driver starts to force the trans into gear, the synchro rings will be badly damaged in short time. When a trans blo..
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3S – SYNCHRO WEAR
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New K3496 Eaton Fuller Synchronizer Replacement Kit | eBay
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- Summary of article content: Articles about New K3496 Eaton Fuller Synchronizer Replacement Kit | eBay Only genuine Eaton synchronizers upgrade your transmission. … Eaton Synchronizer Replacement Kit K3496. $215.45. + $31.94 shipping+ $31.94 shipping+ … …
- Most searched keywords: Whether you are looking for New K3496 Eaton Fuller Synchronizer Replacement Kit | eBay Only genuine Eaton synchronizers upgrade your transmission. … Eaton Synchronizer Replacement Kit K3496. $215.45. + $31.94 shipping+ $31.94 shipping+ … Manufacturer Part Number:K3496. • Genuine Eaton synchronizer kits and assemblies are easily. Manufacturer:Eaton Fuller. • Genuine Eaton synchronizers feature aerospace carbon fiber. • Only genuine Eaton synchronizers upgrade your transmission.
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splitter synchronizer gone bad? | TruckersReport.com Trucking Forum | #1 CDL Truck Driver Message Board
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- Summary of article content: Articles about splitter synchronizer gone bad? | TruckersReport.com Trucking Forum | #1 CDL Truck Driver Message Board A local gear guy told me to replace a spliter valve cover for an updated one … You can download the manuals at roadranger.com and select … …
- Most searched keywords: Whether you are looking for splitter synchronizer gone bad? | TruckersReport.com Trucking Forum | #1 CDL Truck Driver Message Board A local gear guy told me to replace a spliter valve cover for an updated one … You can download the manuals at roadranger.com and select … Hi…just wondering if someone would know what could be the issue with a 13 speed eaton tranny (year 2000).
When splitting the hi range gears (the… - Table of Contents:
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How do I know if my transmission synchronizer is bad? – Theburningofrome.com
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Road Ranger Hi-Lo Synchro Needs Replaced – Engine and Transmission – BigMackTrucks.com
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- Summary of article content: Articles about Road Ranger Hi-Lo Synchro Needs Replaced – Engine and Transmission – BigMackTrucks.com I’ve also downloaded the parts and service manuals from Eaton. These pictures are of a device I’ve built to attach the auxiliary section of … …
- Most searched keywords: Whether you are looking for Road Ranger Hi-Lo Synchro Needs Replaced – Engine and Transmission – BigMackTrucks.com I’ve also downloaded the parts and service manuals from Eaton. These pictures are of a device I’ve built to attach the auxiliary section of … My RTF-915 Road Ranger has started grinding when shifting from hi to lo range. It’s fine going into hi. I think I’ve found the most likely part numbers for the synchro unit, gasket kit, & o-ring kit. I’ve also downloaded the parts and service manuals from Eaton. These pictures are of a device…range shift, road ranger, synchro
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Signs of Bad Manual Transmission Shift Cables, Bushings, Synchros & Repair Cost
Vehicles with manual transmissions are more affordable to purchase and repair, but they can still have transmission issues. Spotting issues early helps owners seek repairs before further damage occurs. Transmission cables, bushings, and synchros are all common areas where problems can arise. Here’s a guide to spotting these problems, so you can seek repair when you need it.
Signs of a Bad Manual Transmission Cable
A manual transmission has two cables. One controls the horizontal movement of the shifter assembly, and the other controls the vertical movement. Over time they can stretch or break, which can impact your transmission’s performance. Unfortunately, problems with these cables can be hard to spot but a correct diagnosis is needed to repair or replace the clutch cable.
The most common indicator of a stretched transmission cable is a grinding noise. When you let off the clutch, the stretched cable cannot push or pull the lever sufficiently, and you will hear it grinding. This is different than the grinding from a worn clutch, which happens when you engage a gear.
In addition, a stretched cable will cause the shifter to perform sloppily. You will have a lot of play when you move from gear to gear.
If the shift cable breaks, your shifter handle won’t return to its neutral position on its own. If the horizontal cable breaks, you won’t be able to shift. If the vertical cable breaks, you will only be able to shift to third or fourth gear. If both cables break, the shifter handle will move freely, without any changes in the transmissions.
Signs of Bad Manual Transmissions Bushings & Linkage
In a manual transmission, bushings connect the shift cable and the transmission linkage. Like all parts of the transmission, they can wear out and break over time.
Bushings may seem like simple components of your transmission, but they can cause big problems. If you find that your transmission is stuck in gear and you can’t shift out, damage to the bushings and other parts of the linkage or shifter assembly could be the culprit.
Another issue that can happen is the transmission becoming hard to shift. The bushings can make it hard to move the transmission from one gear to the next, even though you eventually do get there.
Unusual sounds can indicate bushing problems as well. With bushings, thumping, bumping, squealing, and whirring sounds are most common. This indicates a problem with the shift linkage, and that problem could be a worn bushing.
Finally, transmission fluid leaks can indicate a problem with the bushing. Transmission oil links can be from a wide range of issues, but don’t neglect to check for bushing problems as you try to find the cause of the leak.
Signs of Problems with Manual Transmission Synchros
Finally, the synchronizers, or synchros, on manual transmissions can cause issues for drivers. Synchros help the transmission smoothly shift from one gear to the next. It adjusts the speed of the shaft so the gears can fall into alignment quickly while you shift. This is an important part of a manual transmission.
When something’s wrong with the synchronizer, the first sign is usually a whirring or humming noise. This is the case if you’re hearing the sound at just one specific gear, rather than through the full range of gears.
Similarly, problems with the synchronizer can cause a grinding sound. If the sound comes only when you’re downshifting, look into synchro problems.
Problems with the gears themselves are also an indicator of synchronizer issues. A worn synchronizer can also cause the transmission to jump into neutral after you shift into gear. This can be a dangerous problem when you’re out on the road. It could also cause the transmission to get stuck in one gear or be hard to shift.
Cost to Fix Problems with the Transmission Synchros, Bushings, and Cables
Experiencing problems with your transmission linkage and cables, including the synchros and bushings, is frustrating, but thankfully these problems can be fairly easy to fix if caught early. First, check to see if your transmission issue is covered by your manufacturer’s warranty. If it is not, then you’re going to have to budget for repair.
Estimating the cost of repair is difficult because it will depend on the complexity of finding the issue and the extent of the damage. Repairing a transmission costs anywhere from $300 to $3000.
Bushings, cables, and synchronizers tend to be on the lower end of the repair cost range, but the cost can go up if the part is hard to get to. If the problem is severe or has caused damage to other components of the transmission, it may be time to think about replacing the transmission.
The best way to get an accurate diagnosis of transmission problems and a true estimate of the repair cost is to have it looked at by a transmission expert. Get a free quote for repairs in the greater Houston area by contacting My Transmission Experts. We have multiple shops throughout the region and will provide an accurate, honest assessment of your transmission problems, along with effective repair solutions.
SEE ALSO
Signs Your Clutch Needs Replacement or Can be Repaired
Manual Transmission Service & Repair
How to Tell if Your Transmission Control Module is Bad
Does a Sealed Transmission Need to Be Serviced?
Transmission Fluid Change & Flush
Automatic Transmission Repair Service
Cost to Fix Reverse Gear
What You Can do to Make Your Transmission Last Longer
Jacks Transmissions
Improper clutch adjustment is the #1 cause for synchro failure in the 3S 5-6 speed trans. The original synchros are a good design and can withstand a lot of abuse, but once a clutch starts to drag and the driver starts to force the trans into gear, the synchro rings will be badly damaged in short time.
When a trans blocks you from going into gear that means the synchro is having a difficult time synchronizing the gear. When this happens it usually means something went wrong with the clutch system. The master or slave could be bad or leaking, the clutch disk hub could be broken, the clutch pressure plate could be warped, or the clutch throw out bearing could be damaged. The synchro is trying to tell you something when it does not go into gear. Forcing it or to continue to drive the vehicle is just going to destroy them.
There is a simple test for this. If you suspect your clutch is dragging, try this, but please be very careful:
1) Have the car running with the e-brake off so it can roll.
2) Push the clutch pedal all the way to the floor and hold it there.
3) Turn off your launch limiter, if equipped, so the engine can hit the rev limiter.
4) Put the car into 1st gear.
5) Rev the engine up until you feel the car start to move forward.
If the car moves forward below hitting the limiter your clutch is dragging. You absolutely MUST fix this or you will not only have clutch problems but a trans that is grinding into gear and dead too.
Please note, if your trans is grinding when you go into gear you are doing serious damage to expensive parts very quickly. Every time it grinds more $$ is crunching away. Fluid will not help. If it grinds it’s over.
Here are a couple of pictures of worn out synchros that were forced to go into gear when the clutch was dragging terribly badly:
1-2 gear synchro rings. Bad on top, good on bottom:
3-4 gear synchro rings. Bad on top, good on bottom:
Here is a gear and synchro slider with damage due to the owner continuing to drive the vehicle while it was grinding into gear:
Eaton Transmission Synchronizer Warranty Repair
Service Manual
Synchronizer Warranty Repair Strategy
TRSM0915 EN-US
October 2007
i
War ni ngs and Pr ecaut i ons Ta bl e of Cont e nt s
What i s i n t hi s Gui de?
Most Common Reasons for Delayed, Adjusted or Rejected Warranty Claims
Synchr oni zer War r ant y Cover age
Repai r St andar ds
Cau s es Fo r Sy n c h r o n i zer Dam ag e
Synchr oni zer Par t s Ter mi nol ogy
Repl aci ng/ Reuse of Par t s Dur i ng Synchr oni zer Repai r
Low Range Synchronizer
Auxi l i ar y Dr i ve Gear / Reduct i on Gear
Auxi l i ar y Range Shi f t Yoke
Auxi l i ar y Range Sl i di ng Cl ut ch
Ge ne r a l I nf or ma t i on
What i s i n t hi s Gui de?
The r epai r st r at egy cont ai ned i n t hi s document i s i nt ended t o guide the mechanic in the proper r epl acement of par t s associ – at ed wi t h a synchr oni zer r epai r for standard heavy duty Eaton Fu l l er t r an s m i s s i o n s. Fo r q u es t i o n s r eg ar d i n g w ar r an tab i l i t y, call the Roadranger Call Center at 1-800-826-HELP (4357).
Ti ps for Synchroni zer Repai rs
•Always confirm the complaint. •Always perform diagnostics before any repair. •Always verify proper transmission performance after any r epai r.
Reference Li terature
•Eaton Warranty Manual – TCWY- •Air System Troubleshooting/Operation Guide – TRTS- 0902 •General Troubleshooting Guide – TRTS- •Understanding Spur Gear Life – TRSM-
Most Common Reasons
Most Common Reasons
Most Common Reasons for Delayed, Adj ust e d or Re j e ct e d Wa r r a nt y Cl a i ms
These appl y t o Tr ansmi ssi on, Axl e, and Br ake War r ant y Cl ai m s
Labor hours exceed Standard Repair Times (SRT). -The original equipment manufacturer deter- mines R & R labor times. -Eaton Truck Components determines bench repai r l abor t i mes. Labor hours charged to a claim contain operations not required to perform necessary repairs. -Example, complete overhaul of transmission for a synchronizer repair or an auxiliary repair for a mainshaft repair. Parts mark-up exceed normal margins. -Parts improperly priced Unauthorized product updates. -Any product update not related to the warrant- abl e r epai r must f i r st be aut hor i zed by Road- ranger Truck Components. Over repair. -Replacing reusable parts -Replacing component that should be repaired All parts replaced during the repair were not returned when requested. Non- cover ed par t s added t o an ext ended warranty claim*. Miscellaneous parts or shop supplies -Towing added to a claim -Secondary damage to non-Roadranger parts -See warranty manual for complete list of non- covered items (ref. TCWY- 0600, Sect i on 5) Roadranger product is not the primary cause for repai r. -Driveline failure, master clutch breakage, or suspension worn or misadjusted, any of which damages the Roadranger component. Subsequent repair/rebuild from an improper prior repai r. -Gasket leaks -Debris from previous failure -Repeat failures Non-warrantable failure. -Engine/Transmission mismat ch ( possi bl e r esul t of engine re-rate) -Application/Vehicle mismatch which results in an unappr oved appl i cat i on Op er at i o n al ab u s e -Faulty maintenance practices -Normal wear No failure. Vehicle out of warranty. Claim too old. -Claims must be submitted within 90 days of the repai r. No Roadranger product serial number on claim. Claim has already been paid. Vehicle not meeting the requirements for extended warranty. Re-submitted original rejected claim with no new information to support claim. Warranty claim without an itemized list of parts replaced.
*During the OEM warranty period, the truck manufacturer may cover items listed on the Exclusions List in the Road- ranger Warranty Manual. Contact your OEM for details.
Repai r Standards
Repai r Standards Repai r Standards
The f ol l owi ng descr i pt i ons cover the normal repair strategy for the mainshaft assembly. All mainshaft parts should be inspected for abnormal wear while transmission is disassem- bled.
Labor Necessary to Repai r Front Box
Mainshaft Assembly
Tr an s m i s s i o n m ai n s h af t r ep ai r requires complete removal of the transmission from the vehicle. Use standard OEM repair times or refer to Section 4 of the Roadranger Warranty Man- ual for labor hour guidelines. Labor hour guidelines include replacement of all damaged mainshaft pieces. Repair does not normally require overhaul of the auxiliary section, except when contamination is significant as indicated below.
Ai r Syst e m Re pa i r
Repai r i ng ai r syst em component i s not part of a mainshaft assembl y r epai r.
Be a r i ng a nd Lubr i cation Replacement
Bear i ng r epl acement i s onl y r equi r ed when bear i ngs ar e dam- aged dur i ng nor mal r emoval and with high levels of oil con- tamination. Reuse most bearings during mainshaft assembly repair. Refer to figures for “rule of thumb” on how to deter- mine when contamination levels require bearing replacement.
Lubrication replacement is recommended when significant damage is done to external gear teeth. Use the same criteria of contamination used for proper bearing replacement. See the Eaton Warranty Manual for specific lubrication usage.
Miscellaneous Parts Normal l y Repl aced
Duri ng a Repai r
The f ol l owi ng par t s ar e consi der ed nor mal r epl acement par t s for a warrantable mainshaft washer repair: •All gaskets where sealing surface was broken. •The rear bearing on the upper countershaft in the front section. This bearing is typically damaged during removal.
Repl aci ng ot her gasket s, t he i nput shaft, clutch brake, output seal, output shaft nut, PTO repair, etc. is not considered a nor- mal part of a mainshaft assembly repair.
Repl ace l ube and bear i ngs when damage t o gear i ng appear s similar to or worse than damage on this gear. Replacement is required due to fine particle contamination.
Re- use l ube and bear i ngs when damage t o gear i ng appear s similar to damage on this gear.
Ca use s f or Synchr oni ze r Da ma ge
Ca use s For Synchroni zer Damage
Obse r ve d Condi t i on Ca use
Broken Pins
Broken Synchronizer Ring
Sides of Clutch Teeth Indented
Thi s damage i s t he r esul t of excessi ve dr i vel i ne vi br at i on. Ch ec k t h e f o l l o w i n g i t em s f o r t h e c au s e o f ex c es s i v e v i b r at i o n :
Worn u-joints
Improper driveline angles
Prop shaft balance or improper phasing
Ride height improperly adjusted
Worn suspension parts
Burned Synchronizer Friction Material
Friction Material Transfer to Cone Surface
Burned Cone Surface
Heat on Nose of Cone
Range shifting with the lever in neutral. Always pre-select the range shift by moving the range but t on pr i or t o l eavi ng t he gear.
Operating the driveline PTO without completing synchronizer shift to high range.
Releasing clutch after having selected high range with vehi- cle stationary and begin driving. Always use Low range to start the vehicle moving.
Vehicle air system contamination. A dirty air system slows the performance of the synchronizer. Drain air tanks and check air system as a regular part of maintenance.
Improperly repaired from a previous failure. Alignment dowel pins to rear case must be properly installed to avoid case-to-case misalignment. Refer to the Service Manual for proper installation procedures.
Low air pressure and air leaks. Perform system checks at repair.
Chipped Clutching Teeth
Severely Rounded Clutching Teeth
Excessive Scoring on Shift Fork
Failed Synchronzier (see causes for burned friction material above).
Worn friction material
Low or high air pressure. Regulator is preset, replace if air pressure is low or high. Air pressure is normally between 57–62 PSI. Some transmissions use different filter/regula- tors, refer to the proper service manual for exact setting.
Repl aci ng/ Reuse of Parts
Repl aci ng/ Reuse of Par t s Dur i ng Synchr oni zer Repai r
Note: Thi s document gui des t he r epai r i ng technician in the proper replacement of synchronizer parts.
Hi gh Range Synchroni zer
Pi n Appearance
Repl ace when Reuse when
Loose pins
Excessive wear on blocker pin corners
Broken pins
Wear appearance on pin shanks, slight rounding of blocker pin corners
Repl aci ng/ Reuse of Parts
Repl aci ng/ Reuse of Parts
Ri ng Appearance
Fri cti on Materi al Appearance
Repl ace when Reuse when
Cracked
Ring has contacted gear face leaving marks
Ring adjacent to friction material discolored due to heat (color is purple to black)
Uniform or splotchy baked “carmel” color appearance on ring from manufacturing
Repl ace when Reuse when
Sections of friction material greater than 1/8 inch square missing from the ring exposing bare metal or black adhesive
Small pieces of material are missing (up to 1/8 inch square)
Circular damage tracks in material
Friction material has frayed woven edge
Tiny metal pieces embedded into friction material (unless pieces are scoring cone surface)
Repl aci ng/ Reuse of Parts
Repl aci ng/ Reuse of Parts
Fri cti on Materi al Appearance
Repl ace when Reuse when
Sections of friction material greater than 1/8 inch square debonded from the ring exposing bare metal or black adhesive
Glazed appearance
Small pieces of material are missing (up to 1/8 inch square)
Friction material has frayed woven edge
Tiny metal pieces embedded into friction material (unless pieces are scoring cone surface)
Friction material has “fuzzy” appearance
Repl aci ng/ Reuse of Parts
Auxi l i ar y Dr i ve Gear / Reduct i on Gear
Clutching Teeth Appearance
Repl ace when Reuse when
Blue or blackened range clutching teeth
Clutching teeth snubbed, severely chipped, or sides of teeth worn from vibrations
Clutching teeth are rounded, sides of teeth polished, or small chips at corners
Repl aci ng/ Reuse of Parts
Auxi l i ar y Range Shi f t Yoke
Shi ft Yoke Wear
Shi ft Yoke Appearance
Repl ace when Reuse when
Yoke pad thickness is less than 0 inch at any point on the pad area (refer to page 6)
Polish or light wear on pads
Uneven pad wear Note: Uneven pad wear i s nor mal
Repl ace when Reuse when
Broken shift yoke or bar
Weld on bar end is cracked
Threads are damaged and cannot be re-threaded
Thread damage is repairable.
Repl aci ng/ Reuse of Parts
Repl aci ng/ Reuse of Parts
Auxi l i ar y Range Sl i di ng Cl ut ch
Clutching Teeth Appearance
Repl ace when Reuse when
Clutching teeth snubbed, severel y chi pped, or wor n f r om vibration
Clutching teeth are rounded, sides of teeth polished, or small chips at corners
Repl aci ng/ Reuse of Parts
Repl aci ng/ Reuse of Parts
Cl ut ch Cha mf e r e d Hol e s
Repl ace when Reuse when
Badly worn chamfered pin holes
Stepped or indentations in chamfered holes
Slight rounding of chamfered holes
Copyright Eaton, 201. Eaton hereby grant their customers, vendors, or distributors permission to freely copy, reproduce and/or distribute this document in printed format. It may be copied only in its entirety without any changes or modifications. THIS INFORMATION IS NOT INTENDED FOR SALE OR RESALE, AND THIS NOTICE MUST REMAIN ON ALL COPIES. Note: Features and specifications listed in this document are subject to change without notice and represent the maximum capabilities of the software and products with all options installed. Although every attempt has been made to ensure the accuracy of information contained within, Eaton makes no representation about the completeness, correctness or accuracy and assumes no responsibility for any errors or omissions. Features and functionality may vary depending on selected options. For spec’ing or service assistance, call 1-800-826-HELP (4357) or visit eaton/roadranger. In Mexico, call 001-800-826-4357.
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