Transmission And
Clutch Repair

Every transmission and clutch repair at Torpedo begins with a structured diagnostic process. We connect to the truck’s electronic systems to read transmission fault codes, monitor shift timing data, evaluate clutch engagement patterns, and review any historical fault records that indicate recurring issues or progressive wear.

Mechanical diagnosis follows the electronic review. We assess fluid condition — checking for metal contamination, oxidation, and moisture — perform shift quality testing under controlled load, and measure clutch pedal free-play and travel against factory specification. This gives us an accurate picture of the transmission’s actual condition before any teardown begins.

• Repair recommendation built on verified diagnostic data
• Clear estimate with scope and parts listed before work begins
• No teardown surprises and no assumption-based replacements

Manual transmission repair covers the full range of internal mechanical issues on Class 6 through 8 trucks. Common repair work includes input and output shaft bearing replacement, countershaft bearing service, shift fork and rail repair, and synchronizer replacement for transmissions that grind or jump out of gear under load.

For transmissions with heavy internal wear — where multiple bearing sets and synchronizers have failed — we perform complete in-vehicle rebuild. Components are inspected individually, worn parts replaced with quality specifications, and the assembly is verified for shift quality before reinstallation.

• Eaton Fuller, Spicer, and Meritor transmissions serviced
• Post-repair road testing across all gear ranges
• Truck confirmed holding repair before release

Automated manual transmissions require both electronic and mechanical diagnosis. For Eaton UltraShift and Fuller Advantage platforms, we read the transmission control module fault codes, review shift log data, and evaluate clutch actuator and gear selection motor performance before any mechanical work is performed.

Volvo I-Shift, Mack mDrive, and other manufacturer-specific AMT platforms are diagnosed using the appropriate OEM software tools. Electronic actuator replacement, sensor calibration, and clutch wear adjustment are handled alongside any required mechanical repair to ensure the control system is fully synchronized with the mechanical assembly.

• Shift point adjustment and clutch wear reset after every repair
• Engagement programming matched to rebuilt components
• Full shift cycle verification under controlled conditions

Clutch replacement at Torpedo covers the complete clutch assembly — disc, pressure plate, release bearing, pilot bearing, and clutch brake — on all single-disc and twin-disc configurations for Class 6 through 8 trucks. Every clutch job includes a flywheel inspection and resurface evaluation before the new assembly is installed.

Clutch adjustment service corrects pedal free-play and linkage travel to manufacturer specification. Proper clutch adjustment protects the transmission input shaft, prevents premature disc wear, and restores a firm, predictable engagement feel. Adjustment service is performed as a standalone job and as part of any clutch replacement.

• Clutch brake replacement as standalone or alongside full clutch job
• Clutch brake protects transmission during gear engagement from a stop
• Glazed clutch brakes often misdiagnosed as transmission failure

U-joint inspection and replacement is performed on all driveshaft sections — including the inter-axle shaft, full floating axle U-joints, and slip yoke — on semi trucks and trailers. Failed U-joints are a common source of vibration, clunking under load, and driveshaft failure that can cause serious secondary damage to the truck and cargo.

Slip yoke inspection covers spline wear, lubrication condition, and yoke seal integrity. Worn slip yokes allow excessive driveshaft movement that accelerates U-joint wear and causes vibration complaints that are difficult to trace without a complete driveline inspection. We replace slip yoke assemblies when spline wear is beyond tolerance.

• PTO repair and installation for dump, refuse, and tank trucks
• Worn PTO gears, shift forks, and engagement issues diagnosed
• Full PTO installation with hydraulic pump drive adapter fitting

For transmissions with extensive internal wear — multiple bearing failures, damaged gear sets, or housing damage — our technicians perform complete in-vehicle or bench rebuild. Every major rebuild begins with a full internal inspection, component measurement against specification, and a parts list with clear pricing before work begins.

Major rebuild work covers all internal components: main shaft and countershaft gear sets, all bearing races and rollers, shift rails and forks, synchronizer rings, and housing seal replacement. Only components that pass specification measurement are reused — worn parts are replaced regardless of appearance.

• Full shift cycle bench test or in-vehicle verification after assembly
• 30-day post-repair inspection recommended
• Oil condition and fastener torque re-checked to confirm rebuild integrity