Eaton Fuller 13-Speed Manual Transmission

Quick Facts

Manufacturer: Eaton
Transmission Family: Eaton Fuller Roadranger RT-13 Series
Transmission Type: Heavy-Duty Non-Synchronized Manual Transmission
Forward Speeds: 13
Reverse Speeds: Commonly 2
Basic Design: Five-speed main section with low and high ranges plus a high-range splitter
Common Models: RTLO-16913A, RTLO-18913A, RTLO-20913A, and related configurations
Maximum Input Torque: Up to 2,050 lb-ft depending on model
Maximum Gross Combination Weight: Eaton lists the RT-13 family for unlimited GCW within approved application requirements
Top-Gear Configuration: Overdrive
Clutch Type: Driver-Operated Heavy-Duty Dry Clutch
Shift Control: Floor-Mounted Shift Lever with Range Selector and Splitter Button
Synchronization: Non-Synchronized Main Gearing with an air-operated auxiliary section
Common Oil Capacity: Approximately 28 pints or 13 liters depending on model
Approximate Length: Approximately 33.1 inches on common RTLO configurations
Approximate Weight: Approximately 716 lbs on common RTLO configurations
PTO Compatibility: Available PTO openings for approved vocational equipment
Primary Applications: Long Haul, Heavy Haul, Regional Freight, Flatbed, Tanker, Logging, Construction, Agriculture, and Specialized Transportation
Common Truck Class: Class 8
Production Status: Model availability varies; several RTLO configurations have been discontinued, while Eaton continues to provide RT-13 product, parts, service, and remanufacturing support

Overview

The Eaton Fuller 13-Speed Manual is a heavy-duty commercial truck transmission designed to provide more gearing flexibility than a conventional 9-speed or 10-speed while remaining simpler to operate than an 18-speed.

The transmission provides five lower-range positions followed by four high-range gear positions that can each be split into a low and high ratio. This produces thirteen usable forward speeds without requiring every gear position to be split.

The 13-speed became especially popular with owner-operators, long-haul carriers, flatbed fleets, tanker operations, and heavy-duty vocational operators. Its closely spaced upper ratios allow drivers to keep the engine within a productive rpm range when climbing grades, accelerating with a heavy load, or adjusting to changing road conditions.

Unlike an automated manual or fully automatic transmission, the Eaton Fuller 13-speed gives the driver direct control over the clutch, gear lever, range selector, and splitter. Smooth operation requires the driver to match engine speed with road speed during every shift.

The transmission has been widely installed in sleeper trucks, day cab trucks, heavy-haul trucks, and vocational trucks.

Key Characteristics

The defining feature of the Eaton Fuller 13-speed is its combination of range gearing and high-range splitting.

The driver uses the main shift lever to move through the lower gears. After changing into high range, the splitter button allows each of the four upper gear positions to provide two ratios.

This creates smaller steps between the upper gears than those found in a conventional 10-speed. The closer ratio spacing helps the driver maintain engine speed when hauling heavy freight, climbing grades, driving through rolling terrain, or operating with engines that have narrower preferred rpm ranges.

The 13-speed uses Eaton Fuller’s twin-countershaft design. Engine torque is divided between two countershafts, providing a strong torque-to-weight ratio and helping distribute loads across the internal gearing.

The transmission is non-synchronized. The driver must match engine speed, transmission speed, and road speed before engaging the next gear.

Most 13-speed models use an overdrive top gear. This can reduce engine rpm at highway cruising speeds when combined with the proper rear-axle ratio and tire size.

The splitter and range mechanisms are operated by compressed air. Proper truck air pressure is required for consistent range and split shifts.

How the Transmission Works

Engine power enters the transmission through the clutch and input shaft. Internal gears change the relationship between engine speed and driveshaft speed before sending power through the output shaft to the driveshaft, drive axles, and wheels.

The driver starts in low range and moves through the lower gear positions using the main shift lever. These lower gears are not normally split during standard 13-speed operation.

After the lower-range gears have been used, the driver preselects high range with the range selector. The range change occurs as the shift lever passes through neutral.

Once the transmission is in high range, the splitter button becomes part of the normal shifting sequence. Each high-range lever position can be used in its direct and overdrive split.

A typical progression is:

Low
First
Second
Third
Fourth
Fifth Direct
Fifth Overdrive
Sixth Direct
Sixth Overdrive
Seventh Direct
Seventh Overdrive
Eighth Direct
Eighth Overdrive

The exact labeling on the shift knob may vary, but the operating principle remains the same.

A lever shift requires the driver to physically move the gearshift lever into another position. A split shift changes the auxiliary gearing while the main shift lever remains in the same position.

During a split shift, the driver moves the splitter button and briefly releases engine torque. Once the driveline load is removed and the internal speeds match, the auxiliary section completes the shift.

During a compound shift, the driver moves the main shift lever and changes the splitter position as part of the same shift. Proper timing allows the main and auxiliary sections to complete the transition smoothly.

The range selector and splitter should be preselected before the shift. The driver should not repeatedly move the controls while waiting for a shift to occur.

Because the main gearbox is non-synchronized, the driver must match engine speed with the selected gear. Eaton traditionally teaches double-clutching for lever shifts. Experienced drivers may float the main gears, but incorrect technique can cause gear clash and internal wear.

Common Specifications

Transmission Type

The Eaton Fuller 13-speed is a heavy-duty, constant-mesh, non-synchronized manual transmission with air-operated range and splitter controls.

Forward Speeds

The transmission provides thirteen forward ratios.

The lower portion of the transmission is shifted through the main gear pattern. The four high-range gear positions are split to create eight closely spaced upper ratios.

Reverse Speeds

Common RTLO configurations provide two reverse ratios. The exact reverse operation depends on the transmission model and shift-control design.

Maximum Torque Capacity

RT-13 models cover several input-torque ratings. Depending on the specific model, capacities can range from approximately 1,650 to 2,050 lb-ft.

The transmission model must be matched to the engine’s programmed peak torque.

Gross Combination Weight

Eaton lists the RT-13 family with unlimited maximum GCW. This does not mean the truck can legally or mechanically carry unlimited weight.

Actual capacity remains limited by the engine, clutch, frame, axles, suspension, tires, wheels, driveshaft, brakes, permits, operating territory, and the application approval for the complete vehicle.

Gear Configuration

The transmission combines a five-speed main section with a two-range auxiliary section and a high-range splitter.

The lower-range positions provide the initial gears. Four upper lever positions are split to provide eight high-range ratios.

Gear Ratios

Exact ratios vary by model and ratio set. Common RTLO transmissions use a deep starting ratio and an overdrive top gear.

Buyers should use the complete model designation to identify the correct ratio set rather than assuming every Eaton Fuller 13-speed has identical gearing.

Overdrive Top Gear

The RTLO designation indicates a Roadranger twin-countershaft transmission with an overdrive configuration.

Overdrive reduces the output-to-input ratio in top gear, helping lower engine rpm during highway operation when the transmission is matched with the correct rear-axle ratio.

Range System

The range selector changes the transmission between low and high ranges.

The driver preselects the desired range before moving the shift lever through neutral. Compressed air operates the range-change mechanism.

Splitter System

The splitter divides the four high-range gear positions into direct and overdrive ratios.

This reduces the rpm change between upper gears and provides greater control under heavy loads and changing terrain.

Clutch System

The transmission normally uses a heavy-duty dry clutch operated by a clutch pedal.

Clutch actuation may be mechanical, hydraulic, or power-assisted depending on the truck and model year.

Clutch Brake

The clutch brake helps stop the transmission input gearing when the truck is stationary, allowing the driver to select a starting gear or reverse.

It should not be used during moving shifts.

Lubrication System

The transmission requires an Eaton-approved manual transmission lubricant.

Certain models use an integral oil pump. External oil cooling may be required or recommended for specific high-load or severe-duty applications.

Oil Capacity

Common RTLO configurations have an oil capacity of approximately 28 pints or 13 liters. Capacity should always be confirmed using the exact model number and Eaton service information.

Transmission Length

Common RTLO-16913A and related configurations are approximately 33.1 inches long. Exact dimensions vary by shift housing, input shaft, output arrangement, and other equipment.

Transmission Weight

Common RTLO configurations weigh approximately 716 pounds without the clutch and certain installation components.

PTO Compatibility

PTO openings may be available for hydraulic pumps, wet kits, blowers, compressors, winches, dump bodies, tank equipment, and other vocational systems.

The selected PTO must match the transmission model, opening, rotation, torque requirement, speed, lubrication needs, and duty cycle. Additional information is available in PTO System Explained.

Installation Requirements

Installation must account for engine torque, clutch capacity, input-shaft dimensions, flywheel housing, driveshaft angles, rear-axle ratio, tire size, PTO requirements, lubrication, cooling, and chassis clearance.

Common Applications

Long-haul freight
Regional hauling
Heavy-haul transportation
Flatbed operations
Tanker operations
Refrigerated freight
Dry van freight
Logging and forestry work
Construction transportation
Agricultural hauling
Bulk and pneumatic operations
Oilfield transportation
Machinery hauling
Oversized-load transportation
Mountain-route operations
Owner-operator highway tractors
Vocational trucks requiring PTO equipment
High-gross-weight combination vehicles

Truck and Engine Compatibility

The Eaton Fuller 13-speed has been installed across many Class 8 trucks from Peterbilt, Kenworth, Freightliner, Western Star, International, Mack, Volvo, Sterling, and other manufacturers.

Its popularity has been especially strong in traditional long-hood trucks, owner-operator tractors, heavy-haul platforms, logging trucks, and specialized vocational equipment.

Common truck platforms include the Peterbilt 389, Kenworth W900, Kenworth T800, Freightliner Classic, Freightliner Coronado, and Western Star 4900.

Vocational and severe-duty applications may include the Kenworth T880, Peterbilt 567, Freightliner 122SD, and comparable heavy-duty trucks.

Common engine pairings include the Cummins X15, Cummins ISX15, Cummins N14, Caterpillar 3406, Caterpillar C13, Caterpillar C15, Detroit Series 60, and other heavy-duty diesel engines.

The transmission’s input-torque rating must equal or exceed the engine’s maximum programmed torque. Engine modifications or higher electronic torque settings can exceed the transmission’s approved capacity even when the original factory pairing was acceptable.

The rear-axle ratio and tire diameter must be selected with the transmission’s overdrive ratio in mind. Incorrect gearing can cause poor gradeability, excessive clutch use, low engine rpm, high driveline stress, or unnecessarily high engine speed at cruising velocity.

Advantages

Thirteen forward ratios provide strong operating flexibility
Closer upper-gear spacing than a conventional 10-speed
Allows the driver to split high-range gears
Helps keep the engine within its productive rpm range
Well suited to loaded highway operation
Useful in rolling and mountainous terrain
Strong fit for flatbed and tanker operations
Available in high-torque configurations
Twin-countershaft construction provides high torque capacity
Direct driver control over clutch and gear selection
Strong parts and service availability
Widely understood by experienced truck technicians
Popular among owner-operators
Suitable for some heavy-haul applications
Can support transmission-mounted PTO equipment
Fewer ratios and controls than an 18-speed
Mechanical design avoids automated shifting actuators
Good used and remanufactured availability

Limitations or Considerations

Requires more training than a conventional 10-speed
Non-synchronized design requires accurate rpm matching
Driver must learn both range and splitter controls
Improper splitter operation can cause delayed or harsh shifts
Clutch use can increase fatigue in heavy traffic
Driver technique strongly affects transmission life
Air-system problems can interrupt range and split shifts
Fewer low-range split ratios than an 18-speed
Less suited than an 18-speed for extreme heavy haul
Clutch replacement adds ownership expense
High-torque engines can exceed lower-rated transmission models
Improper rear-axle gearing can reduce performance
Manual transmissions are becoming less common in newer fleet trucks
Parts availability may vary for discontinued configurations
Low-speed backing requires careful clutch control
Incorrect shifting can damage gears and engagement teeth

Driver and Operator Experience

The Eaton Fuller 13-speed provides a highly involved driving experience. The driver controls the clutch, main shift lever, range selector, splitter, throttle, and engine rpm throughout the operating cycle.

Drivers familiar with a 10-speed must learn how to use the splitter in high range. The splitter allows the driver to make a smaller ratio change without moving the main shift lever.

The smaller steps between the upper gears are especially useful when climbing grades. If the engine begins losing rpm, the driver can move from the overdrive side of a gear to the direct side of the next lower position without making as large a ratio change as would occur in a 10-speed.

The transmission can also improve control when accelerating with a heavy load. Instead of allowing engine speed to fall substantially between upper gears, the driver can use the split ratios to maintain a more consistent power band.

Not every ratio must be used during every acceleration. A lightly loaded truck on level ground may skip certain split gears. A heavily loaded truck on a grade may require nearly every available ratio.

Drivers should preselect the splitter or range change and then briefly release driveline torque. Holding the accelerator down while demanding an auxiliary shift can prevent the shift from completing smoothly.

The transmission’s flexibility rewards skilled operation. Poor timing, forced shifts, excessive clutch slipping, and repeated gear grinding can significantly reduce component life.

Maintenance and Ownership Notes

The transmission lubricant should be checked at the recommended interval and whenever leakage is suspected.

Only Eaton-approved lubricant of the correct viscosity should be used. Incorrect lubricant can affect shift quality, operating temperature, seals, bearings, and gear life.

Oil leaks commonly develop around the input seal, output seal, PTO openings, case joints, shift-bar housing, range cylinder, and splitter components.

The range and splitter air systems should be inspected for damaged hoses, loose fittings, contaminated valves, worn seals, and air leaks.

Normal truck air pressure is required before the range and splitter systems can operate properly. A transmission problem may sometimes originate elsewhere in the truck’s air system.

The clutch and clutch brake require correct adjustment. A dragging clutch can cause difficult engagement, gear grinding, and excessive wear.

The gearshift lever, tower, bushings, isolator, and control valve should be inspected when the shift pattern becomes loose or the splitter and range controls respond inconsistently.

Driveshaft balance, universal joints, carrier bearings, driveline angles, engine mounts, and transmission mounts should be inspected when vibration develops.

High-gross-weight and mountain operations can raise transmission temperature. Severe-duty configurations may require an oil pump, temperature monitoring, or external cooling equipment.

The complete model and serial numbers should be recorded from the identification tag before ordering parts or a replacement transmission.

Common Transmission Problems

Gear Grinding

Grinding normally occurs when engine speed does not match the selected gear. It can also result from a dragging clutch, worn engagement teeth, damaged shift components, or improper clutch-brake use.

Splitter Will Not Shift

A splitter that remains in one position may have an air leak, damaged control valve, restricted air line, worn splitter cylinder, contaminated air components, or internal auxiliary-section damage.

Delayed Split Shift

A split shift may be delayed when the driver does not release driveline torque. Mechanical causes include low air pressure, air leakage, sticking valves, worn seals, or internal wear.

Range Will Not Change

Failure to shift between low and high ranges may result from insufficient air pressure, a defective range selector, damaged air lines, a worn range cylinder, contamination, or auxiliary-section damage.

Transmission Jumps Out of Gear

Possible causes include worn sliding clutches, damaged engagement teeth, excessive shaft end play, bearing wear, bent shift components, or incomplete gear engagement.

Clutch Drag

A clutch that does not release completely can cause grinding when entering a starting gear or during moving shifts.

Possible causes include incorrect adjustment, linkage problems, hydraulic faults, warped clutch components, or damaged release hardware.

Clutch Brake Wear

A worn clutch brake can make it difficult to select low gear or reverse while stationary.

The clutch brake should not be used during normal moving shifts.

Oil Leaks

Common leak areas include the input and output seals, PTO openings, shift housing, auxiliary case, and case joints.

Low lubricant can rapidly damage gears and bearings.

Bearing Noise

Whining, growling, or rumbling may indicate worn bearings, damaged gears, low oil level, excessive driveline vibration, or incorrect driveline angles.

Overheating

Overheating may result from low lubricant, incorrect oil, excessive operating weight, high driveline angles, improper gearing, severe grades, or insufficient cooling.

Shift-Lever Vibration

Some movement is normal in a mechanical transmission. Excessive vibration can result from worn isolators, damaged mounts, driveshaft imbalance, poor driveline angles, or internal wear.

Splitter Synchronizer Wear

The auxiliary splitter section depends on properly functioning internal components to complete split shifts. Repeated shifting under torque or forcing the splitter can accelerate wear.

Buying Considerations

Identify the complete Eaton model number.
Confirm the transmission’s maximum input-torque rating.
Compare the rating with the engine’s programmed torque.
Verify the exact gear-ratio set.
Confirm that the transmission is an overdrive configuration.
Check compatibility with the truck’s rear-axle ratio.
Evaluate cruising rpm with the intended tire size.
Inspect the transmission identification tag.
Confirm whether the model remains in production or is discontinued.
Check the availability of parts and remanufactured replacements.
Inspect the case, seals, PTO covers, and auxiliary section for leaks.
Examine the lubricant for metal contamination.
Shift through all thirteen ratios during a road test.
Verify every splitter shift.
Test the low-to-high range change.
Check for delayed air-system response.
Listen for bearing and gear noise.
Check whether the transmission jumps out of gear.
Inspect the clutch and clutch brake.
Review the condition of the shift lever and control valve.
Inspect transmission and engine mounts.
Evaluate driveshaft condition and driveline angles.
Confirm PTO compatibility when required.
Review maintenance and rebuild records.
Compare the cost of repairing, rebuilding, or replacing the transmission.

Variants and Configurations

Eaton Fuller RT-13
Eaton Fuller Roadranger 13-Speed
RTLO-16913A
RTLOM-16913A
RTLO-18913A
RTLO-20913A
1,650 lb-ft Configuration
1,850 lb-ft Configuration
2,050 lb-ft Configuration
Overdrive Configuration
Linehaul Configuration
Heavy-Haul Configuration
Owner-Operator Configuration
PTO-Equipped Configuration
Integral Oil-Pump Configuration
Externally Cooled Configuration
Convertible 9-to-13-Speed Configuration
Factory-Remanufactured Configuration

Comparison to Similar Equipment

Compared with the Eaton Fuller 10-speed, the 13-speed provides closer upper-gear spacing and greater control under changing loads and terrain. The 10-speed has a simpler shift pattern, while the 13-speed gives the driver additional flexibility without requiring the complete shift pattern of an 18-speed.

Compared with an Eaton Fuller 18-speed, the 13-speed splits only the high-range gear positions during normal operation. The 18-speed provides split ratios in both low and high ranges, giving it greater low-speed control and ratio flexibility for extreme heavy haul, steep grades, logging, mining, and off-highway service.

Compared with a 9-speed manual, the 13-speed provides more upper-range ratios and better control over engine rpm. Certain Eaton 9-speed models were designed to be converted into 13-speed configurations.

Compared with an Eaton UltraShift PLUS or Endurant automated manual, the 13-speed requires the driver to operate the clutch and select each gear. Automated transmissions reduce driver workload, while the 13-speed gives an experienced operator direct control over the powertrain.

Compared with an Allison fully automatic transmission, the 13-speed uses a driver-operated clutch and direct mechanical gear selection. An Allison can provide smoother low-speed operation, while the 13-speed is often preferred for highway hauling and applications where the driver wants direct control over gear selection.

Best Fit For

Experienced commercial drivers
Owner-operators
Long-haul carriers
Heavy flatbed operations
Tanker fleets
Regional carriers operating in rolling terrain
Mountain-route operations
Agricultural haulers
Logging operations
Construction fleets
Specialized transportation companies
Moderate heavy-haul operations
Trucks with high-torque diesel engines
Fleets requiring PTO compatibility
Operators wanting more flexibility than a 10-speed
Drivers who do not require all 18 ratios of an 18-speed

Related Truck Types

Sleeper Trucks
Day Cab Trucks
Heavy-Haul Trucks
Vocational Trucks
Class 8 Highway Tractors
Logging Trucks
Construction Trucks
Tanker Trucks
Agricultural Trucks

Related Truck Models

Related Engines

Related Transmission Types

Manual Transmissions
Heavy-Duty Transmissions
13-Speed Transmissions
Range-Splitter Transmissions
Overdrive Transmissions
Linehaul Transmissions
Heavy-Haul Transmissions
Non-Synchronized Transmissions

Related Equipment Systems

Clutch Systems
Clutch Brakes
Driveshafts
Axles and Differentials
Transmission Lubrication Systems
Transmission Cooling Systems
Range-Shift Air Systems
Splitter Systems
Gearshift Controls
PTO Systems

Related Guides

Understand the operating principles in How Commercial Truck Transmissions Work, compare drivetrain designs in Manual vs Automated Manual vs Automatic Transmissions, and evaluate gearing, application, and compatibility in How to Choose a Commercial Truck Transmission.

Regulatory and Compliance Notes

The Eaton Fuller 13-speed must be installed and operated within the engine-torque and application limits approved for the specific transmission model.

Although Eaton lists the RT-13 family with unlimited maximum GCW, the complete vehicle does not have unlimited capacity. Legal and mechanical limits are established by the truck, engine, clutch, driveshaft, axles, frame, suspension, tires, wheels, brakes, permits, and applicable weight laws.

The truck must remain within its gross vehicle weight rating, gross combination weight rating, gross axle weight ratings, tire ratings, federal bridge-formula requirements, and state-specific weight limits.

Replacement transmissions should match the original application or be approved as part of a properly engineered drivetrain conversion.

Engine programming should not exceed the transmission’s input-torque rating. Performance modifications can overload the clutch, transmission, driveshaft, differentials, and axles.

Changes to transmission ratios or rear-axle gearing can affect engine rpm, road speed, speedometer accuracy, gradeability, emissions-system operation, and overall vehicle performance.

PTO installations must use properly rated equipment and appropriate controls, guarding, and operating procedures.

Real World Operating Notes

In real-world highway service, the Eaton Fuller 13-speed gives the driver flexibility to use only the ratios needed for the load, grade, and traffic conditions.

A lightly loaded truck may skip some split ratios during acceleration. A heavily loaded truck climbing a grade may require every available upper gear.

The splitter is especially useful in rolling terrain. The driver can make a smaller ratio change and keep the engine closer to its most productive rpm range instead of accepting the larger rpm drop of a conventional 10-speed.

The range and splitter controls should be preselected. Drivers should not hold the transmission under heavy torque while waiting for an auxiliary shift.

Drivers should avoid shifting the range selector into low range at excessive road speed. An improperly timed range shift can overspeed internal components or prevent the shift from completing.

On steep grades, the driver should select the needed ratio before engine speed falls too far. Missing a shift with a heavily loaded truck can result in a substantial loss of momentum.

Cold lubricant can make shifts feel slower until the transmission warms. Drivers should avoid forcing the shift lever or splitter during cold operation.

Frequently Asked Questions

How many gears does an Eaton Fuller 13-speed have?

It has thirteen forward ratios and commonly two reverse ratios.

How does the 13-speed create thirteen forward gears?

It uses five lower-range positions followed by four high-range positions that can each be split into direct and overdrive ratios.

Are all thirteen gears split?

No. During normal operation, the four high-range lever positions are split. The lower-range gears are not normally split.

What is the difference between the range selector and splitter?

The range selector changes the transmission between low and high ranges. The splitter divides each high-range lever position into direct and overdrive ratios.

Is the Eaton Fuller 13-speed synchronized?

The main transmission is non-synchronized. The driver must match engine speed with transmission and road speed during lever shifts.

Does the driver have to use every gear?

No. The driver can skip ratios when vehicle weight, terrain, and traffic conditions allow. Heavier loads and steeper grades may require more of the available ratios.

What is the maximum torque capacity?

Depending on the model, Eaton Fuller 13-speed transmissions are rated for approximately 1,650 to 2,050 lb-ft of input torque.

Is the 13-speed suitable for heavy haul?

Yes, it can support many heavy-haul applications within the approved ratings. An 18-speed generally provides greater low-speed and overall ratio flexibility for extreme heavy haul.

What is the difference between a 13-speed and an 18-speed?

A 13-speed normally splits the four high-range gear positions. An 18-speed allows the driver to split both the low- and high-range gear positions.

Can a PTO be installed on an Eaton Fuller 13-speed?

Many models include PTO openings. The PTO must match the exact transmission model, required speed, rotation, torque, lubrication, and duty cycle.

Why will the splitter not shift?

Possible causes include failure to release driveline torque, low air pressure, an air leak, a defective control valve, a damaged splitter cylinder, contaminated components, or internal auxiliary-section wear.

Is the Eaton Fuller 13-speed still available?

Availability depends on the exact model. Eaton has discontinued certain RTLO configurations, but parts, service information, remanufactured units, and used transmissions remain widely available.

Availability and Where to Find

Eaton Fuller 13-speed manual transmissions are available through commercial truck dealers, Eaton-authorized service locations, drivetrain specialists, heavy-truck transmission rebuilders, salvage operations, parts suppliers, auctions, and used commercial equipment marketplaces.

Buyers may find new-old-stock, factory-remanufactured, independently rebuilt, and used take-out transmissions.

Because several RTLO models have been discontinued, buyers should verify current parts support, superseded model numbers, warranty coverage, core requirements, gear ratios, torque ratings, and installation compatibility before purchasing.

Many Eaton Fuller transmissions look similar externally. The identification tag and original truck specifications should be used to verify the model rather than relying on appearance.

Current specifications and technical resources are available through the official Eaton RT-13 page.

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