We ran several Bisons on muckshift and site work. The 502/Fuller 9 speed was an excellent combination for that type of work but the clutch and gearbox really got the hammer.
When it came to major repairs to the Fuller gearbox it was sometimes cheaper to get a factory recon unit from the ERF man dealer than buying spare parts.
Hiya the Harrisons A series on page one with the S Jones Mw was new to S jones. she tipped over tipping scrap in Rotherham
so was rebuilt with a new cab and chassis. she was a tweeked 8 lxb with a nine speed fuller. i was told she run at 36 ton
doing all European tanker work untill the no fibre glass cab law came in. i was lucky enough to get her. what a motor in
her day. 65 mph up hill and down dale.
John
An RTO with a 0.85 final ratio is a single overdrive whereas those convertibles are 0.73ish (better not be specific now the experts have turned up 
) which makes them a double overdrive. That makes the splitter on some of the 13spd boxes a lower ratio than the main gear.
So [zb] as you have better research skills than me, is that how the split works on all of the splitter boxes, or are some high splits 
i had an erf ec olympic in the 90s with the 13 speed fuller under drive box , 12th was higher ratio than 13 .never could get my head round the thinking with that . jt was second hand and originated in devon maybe that would explain why .
Interesting to note the nomenclature on the Fuller boxes - X, O numbers, etc.
Am I right in thinking that the A or B suffix related to the shift patter? A being ‘trad’ H shape, B the ‘U’ shape?
[zb]
anorak:
Regarding the “missing” gear on a 9509, 1H on this gearbox would be 3.70:1. This would give a ratio step of 0.81 from 3L and 0.91 to 4L, so this gear is a sort-of split between those two gears. The range-change section is almost certainly direct in high range, so the gears in this section of the ‘box see none of the extra torque developed by first gear in the main ‘box, and the loon is wrong yet again. The reason for Fuller’s ignoring that gear is that it makes the sequence illogical-
Firstly it’s actually Lo/Crawler IE it’s not designed to be used for anything other than in conjunction with the low range of the box just for getting the vehicle moving from a standstill in exceptional conditions.The idea of using it as a gear for any other purpose by calling it non existent 1 st H is going to change the torque loadings within that lo/crawler gear train/set in the main box not the range section.IE the gear reduction provided by the range section in lo range actually reduces the loadings on that crawler gear train/set as opposed to sending it’s output to the rear axle directly.Unless that is you know better. 
Myself and a mate own an A reg Erf C series, which has I’m led to beleive an RTX 11609 which has the arse about face shift pattern for 3rd and 4th and 7th and 8th.
Is this correct because I’m sure I’ve seen other 11609’s with the conventional four over four shift pattern.
Sounds likely, my C series is an ‘A’ box with the conventional pattern.
Older ERF’s and Leyland Buffaloes in my dads old fleet seemed to have a mixture of the two 'boxes… made things entertaining if you swapped off your regular motor 
…When hunting for bits for my C series (c. yr 2000), I was struck by how many E series had the 9-speed fitted - I (wrongly) thought that a twin splitter was the majority fit in the E series.
Cut and pasted from an Eaton-Fuller doc:
HEAVY DUTY MODEL IDENTIFICATION
Example: RT-11609A
FR = Fuller Roadranger
R = Roadranger
T = Twin Countershaft
L = Low-Inertia Concept
O = Overdrive
X = Overdrive
First Digit T = Twin Countershaft
Second & Third Digits x 100 = Nominal Torque Capacity
Fourth Digit = Design Level
Fifth & Sixth Digits 09 = Forward Speeds
Sixth Digit A = Ratio Set
Hi,
After the “V” reg.came on the scene Rugby Cement ,who had been staunch David Brown 6 and 5 speed users,started speccing Fuller 9 speeds. IIRC they were all direct top gear.
They were fitted in the majority of trucks 24t gross and upwards. They were in Seddon Atkinson 300’s fitted with the International engine, these were the first trucks I saw where they came from the factory with the range change switch fastened to the gearlever with a jubilee clip. Cheapness or innovation? They also had the 301’s fitted with the L10-250. ERF B series fitted with Gardner LXC’s again “V” reg onward , C series ERF’s both rigid and artics fitted with Gardner LXCT’s and L10=250’s.
They also had a large batch of Foden S108’s with LXCT’s fitted with the horrible cable change. I don’t know which model box they had but I do remember that when the ICH scheme started some drivers finished up replacing the original box with a heavier duty one after repeated PTO problems.
Apart from the cable change Fodens I can’t recall any installation problems despite each truck having more than one driver.
Cheers Bassman
Bassman:
Hi,
After the “V” reg.came on the scene Rugby Cement ,who had been staunch David Brown 6 and 5 speed users,started speccing Fuller 9 speeds. IIRC they were all direct top gear.
They were fitted in the majority of trucks 24t gross and upwards. They were in Seddon Atkinson 300’s fitted with the International engine, these were the first trucks I saw where they came from the factory with the range change switch fastened to the gearlever with a jubilee clip. Cheapness or innovation? They also had the 301’s fitted with the L10-250. ERF B series fitted with Gardner LXC’s again “V” reg onward , C series ERF’s both rigid and artics fitted with Gardner LXCT’s and L10=250’s.
They also had a large batch of Foden S108’s with LXCT’s fitted with the horrible cable change. I don’t know which model box they had but I do remember that when the ICH scheme started some drivers finished up replacing the original box with a heavier duty one after repeated PTO problems.
Apart from the cable change Fodens I can’t recall any installation problems despite each truck having more than one driver.Cheers Bassman
Both Foden and Sed-Atki used that cable-change arrangement for their Fullers, and later Twin-splitters too. OK till the cables got slack - I can’t say I liked them as much as the more conventional ones. Robert
I’m pleased to say that I managed to complete my whole driving career without encountering a cable gearchange.
Retired Old ■■■■:
I’m pleased to say that I managed to complete my whole driving career without encountering a cable gearchange.
I spent 17+ years with them and never had a problem at all! None stretched or broke as long as they were kept lubricated, though the change could be heavy at times and the left shoulder ached a bit.
Pete.
I’ve been planting spuds lately & my left shoulder’s giving me a bit of gyp. Maybe I should have bedded it in with a couple of years on a cable gearchange. 
Retired Old ■■■■:
I’ve been planting spuds lately & my left shoulder’s giving me a bit of gyp. Maybe I should have bedded it in with a couple of years on a cable gearchange.
Good exercise ROF, it evened out the ache in the right shoulder which came from lifting wage packets!
Pete.
newmercman:
An RTO with a 0.85 final ratio is a single overdrive whereas those convertibles are 0.73ish (better not be specific now the experts have turned upSo [zb] as you have better research skills than me, is that how the split works on all of the splitter boxes, or are some high splits
My dodgy research skills have just revealed an error in my original post- RTX is also an overdrive 'box, but with the lever positions for the two top ratios transposed. God knows why. RT is the underdrive version. I have tried to find out if the RTOO had a three-speed splitter section, or two splitter sections in series. I have failed on that score. I do not know why the information is presented in such an opaque manner- the thing is just three (or four) gearboxes in series. Why don’t they just print the ratios in the 'boxes and be done with? Try understanding this-
google.co.uk/url?q=http://w … 0Frjdi69zQ
Sussed it, I think- the RTOO must have had an overdrive in the main 'box, so its direct gear would be one down from top. 0.73 is the ratio step for the main gears, 0.87 is the step for the splitter, so that makes sense. One of the things I read called it a “triple overdrive”, so that would account for the gear you would get with direct drive (fourth in the main 'box, or third if you neglect first, which is only worth using in low range) and overdrive split.
One of the documents said that the top gear in the RTOO was 0.62. 0.87x0.73=0.64, so maybe there is a rounding error. Either way, that is one hell of a high gear. Did you not say, on another thread, that your Turbostar had been retrofitted with an RTOO?
Here’s a treat for you, Robert:
vibratesoftware.com/html_hel … _trans.htm
…and for those of us who like to split hairs, if not gears:
vibratesoftware.com/html_hel … _trans.htm
Those RTLO gearboxes seem to have the overdrive ratio in the main 'box, with an underdrive splitter section, giving only two overdrive gears overall- 0.73 and 0.86.
Splitter on both ranges:
vibratesoftware.com/html_hel … TLO-14913A
15 speeds:
vibratesoftware.com/html_hel … #RTO-16915
I never retrofitted any gearboxes, in fact I’ve never even had to change a clutch on anything I’ve ever owned. I did a range change on my 143, but that’s the extent of my driveline issues. I put a stick in place of electronics on my EuroStar, but the oily bits stayed the same