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PM1772EN

Preventive
Maintenance
CL(B)T/HT 750 Series
Oil Field Applications

Allison Transmission

VOCATIONAL MODELS

Preventive
Maintenance

1985 MAY

Rev. 1 2000 January
PM1772EN

CLT 750
CLBT 750
CLBT 750DB
HT 750DR
HT 750DR DB

Printed in USA Copyright 2007 Allison Transmission, Inc.

ii

WARNINGS, CAUTIONS, AND NOTES

IT IS YOUR RESPONSIBILITY to be completely familiar with the warnings and
cautions described in this handbook. It is, however, important to understand that
these warnings and cautions are not exhaustive. Allison Transmission could not
possibly know, evaluate, and advise the service trade of all conceivable ways in
which service might be done or of the possible hazardous consequences of each
way. Consequently, Allison Transmission has not undertaken any such broad
evaluation. Accordingly, ANYONE WHO USES A SERVICE PROCEDURE OR
TOOL WHICH IS NOT RECOMMENDED BY ALLISON TRANSMISSION
MUST rst be thoroughly satised that neither personal safety nor equipment safety
will be jeopardized by the service methods selected.
Proper service and repair is important to the safe, reliable operation of the
equipment. The service procedures recommended by Allison Transmission and
described in this handbook are effective methods for performing service operations.
Some of these service operations require the use of tools specially designed for the
purpose. The special tools should be used when and as recommended.
Three types of headings are used in this manual to attract your attention. These
warnings and cautions advise of specic methods or actions that can result in personal
injury, damage to the equipment, or cause the equipment to become unsafe.

TRADEMARKS USED

Loctite


is a registered trademark of the Loctite Corporation
Teon


is a registered trademark of the DuPont Corporation
Viton


is a registered trademark of the DuPont Corporation.

WARNING:

A warning is used when an operating procedure, practice,
etc., if not correctly followed, could result in personal injury or loss of life.

CAUTION:

A caution is used when an operating procedure,
practice, etc., if not strictly observed, could result in damage to or
destruction of equipment.

NOTE:

A note is used when an operating procedure, practice, etc., is
essential to highlight.

iii

TABLE OF CONTENTS

Paragraph Description Page

Section I REMOVING TRANSMISSION FROM VEHICLE

11. Draining Transmission. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
12. Disconnecting Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
13. Uncoupling From Driveline And Engine. . . . . . . . . . . . . . . . . . 2
14. Removing Mounting Bolts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
15. Removing The Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
16. Removing Input And Output Flange Or Yokes . . . . . . . . . . . . . 3
17. Rebuild/Overhaul Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Section II PREPARING TRANSMISSION FOR INSTALLATION

21. Checking Flywheel (Engine-Mounted Models). . . . . . . . . . . . . 4
22. Installing Brake And Output Flange . . . . . . . . . . . . . . . . . . . . . 4
23. Installing Input Flange (Remote-Mounted) . . . . . . . . . . . . . . . . 5
24. Installing Range Selector Lever . . . . . . . . . . . . . . . . . . . . . . . . . 5
25. Installing PTO (Applicable at Any Location) . . . . . . . . . . . . . . 6
26. Installing Shift Modulation Control . . . . . . . . . . . . . . . . . . . . . . 6
27. Installing Oil Filler Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Section III PREPARING VEHICLE FOR TRANSMISSION
INSTALLATION

31. Checking Flexplate Drive Assembly
(Transmission Engine-Mounted) . . . . . . . . . . . . . . . . . . . . . . . . 8
32. Checking Input Drive Components
(Transmission Remote-Mounted) . . . . . . . . . . . . . . . . . . . . . . . 8
33. Checking Chassis And Driveline . . . . . . . . . . . . . . . . . . . . . . . . 9
34. Oil Cooler, Oil Filter, And Lines . . . . . . . . . . . . . . . . . . . . . . . . 9
35. Checking Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Section IV INSTALLING TRANSMISSION INTO VEHICLE

41. Handling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
42. Mounting To Engine (Transmission Engine-Mounted). . . . . . 11
43. Installing Transmission Mounting Components . . . . . . . . . . . 12
44. Rear Support Of The CLBT 750DB . . . . . . . . . . . . . . . . . . . . 12
45. Coupling To Engine (Transmission Remote-Mounted). . . . . . 13

iv

Paragraph Description Page

Section IV INSTALLING TRANSMISSION INTO VEHICLE

(contd)

46. Coupling To Driveline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
47. Connecting Cooler And Oil Filter Lines . . . . . . . . . . . . . . . . . 14
48. Connecting Range Selector Control. . . . . . . . . . . . . . . . . . . . . 16
49. Connecting Hydraulic Retarder Control (CLBT Models) . . . . 17
410. Connecting Modulator Control . . . . . . . . . . . . . . . . . . . . . . . . 17
411. Connecting Power Takeoff Controls . . . . . . . . . . . . . . . . . . . . 20
412. Connecting Parking Brake Controls . . . . . . . . . . . . . . . . . . . . 21
413. Connecting Output Disconnect Controls
(Dropbox Models Only). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
414. Connecting Speedometer Drive . . . . . . . . . . . . . . . . . . . . . . . . 21
415. Installing Temperature And Pressure
Sensors And Electrical Components . . . . . . . . . . . . . . . . . . . . 21
416. Filling The Oil System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

SECTION V OIL SYSTEM

51. Filling The System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
52. Deep Oil Pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
53. Oil Pan Interchangeability . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
54. Spare Parts Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
55. Installation Of The 8

1
2

Inch Transmission Oil Pan Assembly
and Oil Filler Tube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
56. Oil Level And Oil Dipstick . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
57. Checking Transmission Oil Level . . . . . . . . . . . . . . . . . . . . . . 27
58. Oil Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
59. Oil Change And Filter Replacement . . . . . . . . . . . . . . . . . . . . 28
510. Oil Operating Temperatures. . . . . . . . . . . . . . . . . . . . . . . . . . . 29
511. Oil Level For Transfer Gear Housing (Dropbox) . . . . . . . . . . 29

Section VI DUAL MODE OPERATION

61. General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
62. Functional Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
63. Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
64. Downshift Inhibiting CL(B)T 750 (2100 And 2300 rpm
Dropbox Models Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
65. CLBT 750 Dual Mode Transmission With Dropbox. . . . . . . . 36

v

Paragraph Description Page

Section VII RELEASE OF STEP GOVERNOR VALVE BODY
ASSEMBLY P/N 23010297

71. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
72. Interchangeability. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
73. Spare Parts Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

Section VIII MANUAL/AUTOMATIC OPERATION ON OIL FIELD
EQUIPMENT

81. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
82. Mannesmann Rexroth Corporation Shifter . . . . . . . . . . . . . . . 38
83. Bennett Shifter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
84. Preventive Maintenance On Shifters . . . . . . . . . . . . . . . . . . . . 46
85. Mode Shift Valves Used In Mannesmann Rexroth And
Bennett Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

Section IX TROUBLESHOOTING CLBT 750 WITH DUAL MODE

91. Pressure Tap Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
92. Troubleshooting Dual Mode Circuitry. . . . . . . . . . . . . . . . . . . 51
93. Step Governor Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

vi

NOTES

1

11. DRAINING TRANSMISSION

The transmission should be drained before it is removed from the vehicle.


Remove the oil drain plug from the rear of the transmission oil pan. Examine
the drained oil for evidence of water or debris that indicates failure of internal
components.


Reinstall the oil drain plug.


Remove the oil ll tube assembly if it will interfere during transmission
removal.


Disconnect all oil lines from the transmission. Remove the lines from the
vehicle if they will interfere during transmission removal. Plug openings to
keep dirt from entering the oil system.

12. DISCONNECTING CONTROLS

Controls, if not completely removed, should be disconnected from the transmission
and positioned so they do not interfere with transmission removal.


Disconnect all linkage or cables for shifting, shift modulation, hydraulic
retarder operation, parking brake, and speedometer.


Remove the modulator and the modulator actuator rod (if loose in
transmission housing) from the transmission.


Disconnect the power takeoff from its driven equipment. Disconnect the PTO
controls. Remove the PTO completely if it will interfere with transmission
removal.


Disconnect any electrical leads or capillary tubes to the neutral start switch,
reverse signal, solenoid valves, heaters, or pressure and temperature sensors.

NOTE:

If not already marked, put a center-punch mark on the splined
transmission range selector lever, adjacent to the index mark on the
selector shaft, before removing the lever.

REMOVING
TRANSMISSION FROM
VEHICLE

S

ECTION



I

2

13. UNCOUPLING FROM DRIVELINE AND ENGINE


Disconnect the vehicle driveline from the transmission output ange or yoke.
Disconnect the input drive ange or yoke (remote-mounted). Position the
disconnected shafts to avoid interference with transmission removal.


Figure 11 shows a typical method of coupling the engine and transmission
(engine-mounted). Remove the drive bolts that secure the explate to the
converter drive cover.

Figure 11. Typical Method of Coupling Transmission-to-Engine

14. REMOVING MOUNTING BOLTS


If the transmission mountings support the rear of the engine, place a jack or
other support under the engine.


Support the transmission securely on a jack, hoist, or other removal
equipment.


Remove all bolts, spacers, and supports that attach the transmission to the
engine and vehicle.
FLEXPLATE ASSEMBLY
INNER WEAR PLATE
FLEXPLATE-TO-ADAPTER BOLT
ADAPTER-TO-CRANKSHAFT BOLT
CRANKSHAFT HUB ADAPTER
FLYWHEEL HOUSING
CRANKSHAFT
STARTER RING GEAR
FLYWHEEL
DRIVE BOLT (12)
V02376.01
CONVERTER
HOUSING
3.451 in. (87.67 mm)
3.554 in. (90.27 mm)

3

15. REMOVING THE TRANSMISSION


Move the transmission away from the engine until completely clear of the
engine.


Raise or lower the transmission as required to remove it from the vehicle.

16. REMOVING INPUT AND OUTPUT FLANGES OR YOKES

When replacing the transmission, it may be necessary to transfer input and output
anges or yokes to the replacement transmission. If the anges or yokes are retained
by a large self-locking nut, specic procedures must be followed for removal of the
nut.


Before removing the nut, clean the output shaft threads to remove dirt and
contamination. Remove any burrs or thread damage that may be present.


If there are less than ve notches or none at all, loosen the nut until there is
about

1
16

inch gap between the nut and ange.


The rst time the retaining nut is removed from the shaft, it must take a
minimum of 400 lb in. (45 Nm) to rotate the nut from the shaft. Each
subsequent time the nut is removed, it must require a minimum of 300 lb in.
(34 Nm) to rotate it from the shaft. The torque value must be measured after
the initial breakaway torque required to loosen the nut from the output ange.


Each time the nut is removed, deeply scribe one of the ats on the nut. This
will allow service personnel to determine how many times the nut has been
used and prevent the nut from being used more than ve times.

17. REBUILD/OVERHAUL INSTRUCTIONS

Refer to the current edition of Service Manual SM1314EN or SM1270EN for rebuild
or overhaul of the transmission.

4

21. CHECKING FLYWHEEL (ENGINE-MOUNTED MODELS)


Check the 12-bolt circle at the front of the ywheel. The

1
2

-20 threads must
be undamaged, and the holes free of chips or foreign material.


Check the pilot boss (at center of ywheel) for damage or raised metal that
would prevent free entry into the explate hub adapter.


Check the starter ring gear for excessive wear or damage. Check welds that
retain the ring gear (where applicable).

22. INSTALLING BRAKE AND OUTPUT FLANGE


Check the rear oil seal for failure or damage. For replacement instructions,
refer to Service Manual SM1314EN or SM1270EN.


Lubricate the oil seal with oil-soluble grease.


Check the output ange or yoke for damage or wear. The oil seal contact
surface must be smooth and regular to prevent oil leaking past the rear oil
seal. Rotate the ange during installation to prevent seal lip damage.


Install the parking brake assembly. Tighten the bolts to the torque
recommended by the vehicle manufacturer.


Install the output ange or yoke. The brake drum, if it mounts ahead of the
ange or yoke, must be attached before the ange is installed, and its bolts
tightened to the torque recommended by the vehicle manufacturer. Be sure the
ange or yoke hub is seated against the transmission rear bearing.


The output ange or yoke on straight-through model transmissions is retained
by a large self-locking nut. This nut may be reused up to ve times if it meets
running torque requirements during removal.


Each time the nut is reused, deeply scribe one of the wrenching ats. This will
allow the mechanic to determine how many times the nut has been used.


Check the output shaft and retaining nut threads to ensure that they are clean
and free of damage. To prevent thread galling and inaccurate torque during
nut installation, apply Molycote Type G or equivalent lubricant to the threads
of the output shaft and retaining nut.


Install the retaining nut and tighten to 600800 lb ft (8141084 Nm).

PREPARING
TRANSMISSION FOR
INSTALLATION

SECTION

II

5


Dropbox models with manual disconnect output clutches use two bolts,
shims, and a locking tab to retain the ange and retainer. Refer to Service
Manual SM1314EN or SM1270EN for shimming procedure and bolt torque.


If the brake drum mounts behind the ange or yoke, install the drum and
retain it with bolts or nuts (as required). Tighten the bolts or nuts.

23. INSTALLING INPUT FLANGE (REMOTE-MOUNTED)


Check the front oil seal for failure or damage. For replacement instructions,
refer to Service Manual SM1314EN or SM1270EN.


Lubricate the oil seal with oil-soluble grease.


Check the input ange or yoke for damage or wear. The oil seal contact
surface must be smooth and regular to prevent oil leaking past the front oil
seal. Rotate the ange during installation to avoid seal lip damage.


Install the input ange or yoke. Be sure it is seated against the bearing in the
front of the transmission front cover.


The input ange or yoke is retained by a large self-locking nut. This nut may
be reused up to ve times if it meets running torque requirements during
removal.


Each time the nut is reused, deeply scribe one of the wrenching ats. This will
allow the mechanic to determine how many times the nut has been used.


Check the input shaft and retaining nut threads to ensure that they are clean
and free of damage. To prevent thread galling and inaccurate torque during
nut installation, apply Molycote Type G or equivalent lubricant to the threads
of the input shaft and retaining nut.


Install the retaining nut and tighten to 450550 lb ft (610745 Nm).

24. INSTALLING RANGE SELECTOR LEVER


Loosen the clamp bolt in the splined range selector lever.


Locate the punch mark that was put on the outer side of the lever when
removed.


Spread the clamp end of the lever, and install the lever so that the punch mark
aligns with the index mark on the end of the transmission selector shaft. Push
the lever onto the shaft until the splines fully engage.


Tighten the clamp bolt to retain the lever.

CAUTION:

Do not drive or force the lever onto the shaft. Internal
damage to the transmission might result.

6

25. INSTALLING PTO (APPLICABLE AT ANY LOCATION)

Space limitations will determine whether the PTO should be installed before or after
the transmission is installed.


The prescribed backlash between the drive gear (in transmission) and driven
gear (in PTO) is 0.0060.029 inch (0.150.73 mm) for the engine-driven and
turbine-driven PTOs.


Establish the proper backlash by selecting the proper thickness shims
(gaskets) when mounting the PTO.


To ensure proper installation, locate the PTO unit driven gear (prior to
installation) immediately behind the transmission drive gear. Install two
headless guide bolts into the top and bottom of the PTO pad. Install the PTO
unit.


Gear backlash can be measured through the inspection port provided in some
PTO housings.


For a PTO mounted at either the top or side of the converter housing, the
prescribed backlash is in addition to that already provided between the drive
gear in the transmission and its driving gear at the rear of the torque converter
pump. Thus, it is necessary to measure the drive gear/converter pump gear
backlash before installing the PTO.


On PTO assemblies that require pressure lubrication, install the lubrication
tube and ttings. The lubricating oil comes from the line returning to the
transmission from the oil cooler. Oil should be directed to the PTO lubrication
circuit after passing through a 0.060 inch (1.52 mm) orice. For the engine-
driven PTO, the maximum orice size permitted is 0.110 inch (2.79 mm). For
the converter-driven PTO, the maximum restriction is 0.032 inch (0.81 mm).
This restriction is usually provided in the PTO.

26. INSTALLING SHIFT MODULATION CONTROL

The shift modulation control should be installed after the transmission is installed.
Reference Paragraph 410.

CAUTION:

Cork or other soft gaskets cannot be used to mount the
PTO. Use only shims or gaskets recommended by the PTO
manufacturer.

CAUTION:

PTOs using transmission main pressure to apply the PTO
must have main pressure dead-headed at the valve when not in use.

7

27. INSTALLING OIL FILLER TUBE

The oil ller tube may be installed before the transmission is installed into the
vehicle, unless its presence will interfere with transmission installation.


Install the oil ller tube onto the oil pan boss. If the tube is retained to the oil
pan by a nut, tighten the nut to 90100 lb ft (123135 Nm).


If the tube is retained by bolts, install oil lter tube and gasket onto the oil
pan. Install two

5
16

-24 bolts with lockwashers into the oil pan boss to retain
the tube assembly. Tighten the bolts to 1316 lb ft (1822 Nm).


Fasten the upper end of the oil ller tube with brackets and bolts as required to
prevent cracks caused by excessive vibration.


Install the dropbox ller tube or oil level check tube into the dropbox (see
Figure 56).

CAUTION:

Ensure that the proper length bolts are used. Using bolts
that are too long may cause cracks (leaks) in the pan.

8

31. CHECKING FLEXPLATE DRIVE ASSEMBLY
(TRANSMISSION ENGINE-MOUNTED)


Inspect the explate. Replace it if worn or damaged. Examine the explate for
cracks, distortion, and elongated bolt holes.


Check the engine crankshaft end play. It must be within the limits prescribed
by the engine manufacturer.


Install the plate assembly onto the engine crankshaft using the bolts and
torques prescribed by the engine or vehicle manufacturer. Refer to Figure 11
for proper position of installed explate.


Check the concentricity of the engine crankshaft hub with the ywheel
housing. Refer to engine specications for runout limits.

32. CHECKING INPUT DRIVE COMPONENTS
(TRANSMISSION REMOTE-MOUNTED)


Inspect the condition of the shaft. Tubular shaft must not be dented or bent.
Welds must be sound.


Remove any accumulation of grease and dirt.


Inspect universal joints, yokes, coupling anges, and slipjoint splines for wear
or damage.


Lubricate universal joints and slipjoints. Use the vehicle manufacturer's
recommended lubricants.


Check universal joints or slipjoints for indexing to conform to vehicle
manufacturers specications.

NOTE:

Misindexing of the driveline can result in premature
transmission failure.

PREPARING VEHICLE
FOR TRANSMISSION
INSTALLATION

S

ECTION

III

9

33. CHECKING CHASSIS AND DRIVELINE

Inspect the chassis and driveline for the following and correct any faulty conditions:


Broken or worn transmission mounts.


Damaged or missing isolators (rubber mounts).


Improper or damaged bolts, hardware.


Cross-frame members, rear-support members.


Front mounting spacers (some installations have spacers to adapt narrow
converter housing mounts to wider mountings on frame.
Driveline midship or hanger bearings.
Driveline yoke slipjoints for freedom of movement, wear, damage,
lubrication, and indexing.
Universal joints for freedom of movement, wear, damage, and lubrication.
Auxiliary transmission or transfer case for mountings, alignment, anges or
yokes, backlash, and oil leaks.
PTO driven equipment, shafts, and couplings for condition and alignment.
34. OIL COOLER, OIL FILTER, AND LINES
Inspect condition of chassis and transmission-related plumbing. Correct any faulty
conditions found.
Oil cooler (heat exchanger) clean and ush or replace if cleaning and
ushing are not satisfactory.
Oil cooler connecting lines clean and ush; inspect for deterioration, faulty
connector, kinks.
External oil lter replace lter element; inspect ttings, threads, mounting.
Oil lter lines clean and ush; inspect for deterioration, faulty connectors,
kinks.
After a transmission failure that introduces debris into the oil system,
complete cleanup of the system cannot be assured. Repeated cleaning and
ushing may not remove all debris from the oil cooler. Installation of an
auxiliary lter between the cooler and transmission (in return line) is
recommended for use in retarder and non-retarder transmissions. Refer to the
latest revision of Service Information Letter (SIL) 12-TR-93 for Allison
high-efciency lter recommendations.
10
35. CHECKING CONTROLS
Inspect condition of transmission control components on vehicle. Correct any faulty
conditions found.
Range selector control for freedom of movement, frayed or kinked cables,
lubrication, worn rod ends and clevis pins, cotter pins, loose parts, damaged
threads, and proper routing.
Mechanical modulator control components for freedom of movement, frayed
or kinked cables, lubrication, worn rod ends and clevis pins, cotter pins,
damaged threads, and proper routing.
Parking brake control for cracks, bends, wear, damaged threads, worn rod
ends and clevis pins, cotter pins, and proper operation.
PTO controls for damage, wear, lubrication, and proper operation.
Hydraulic retarder control for damage, wear, frayed or kinked cable, worn rod
ends and clevis pins, cotter pins, lubrication, and proper operation. When
control is connected to the hydraulic retarder control valve, the valve must
have full travel of 1
1
2 inch (38 mm) from ON to OFF positions.
Speedometer drive cable for wear, damage, kinks, lubrications, and proper
routing.
Wiring and related electrical components of signals, solenoids valves and
pilot valves, sensors or switches for poor connections, frayed wiring, and
damage.
Capillary tubes or sensors for temperature gauges.
Oil pressure gauge tubing for damage, kinks, and proper routing.
11
41. HANDLING
Handle the transmission carefully to prevent damaging the transmission and
components.
Use a hoist or transmission jack of a type that permits precise control of
transmission movements during installation.
42. MOUNTING TO ENGINE (TRANSMISSION ENGINE-MOUNTED)
Align one of the twelve bolt holes in the explate with the access opening at
the front of the engine ywheel housing.
Install a headless
1
2-20 guide bolt into one of the tapped holes in the
ywheel. Align the guide bolt with the explate hole at the access opening.
Lubricate the pilot boss at the center of the ywheel with molybdenum
disulde grease (Molycote G or equivalent).
Move the transmission toward the engine while guiding the pilot boss on the
ywheel into the explate hub (adapter) and the guide bolt into the hole in the
explate.
Seat the transmission squarely against the engine ywheel housing. NO force
is required. If interference is encountered, move the transmission away from
the engine and investigate the cause.
Align the bolt holes in the converter housing with those in the engine ywheel
housing. Install all of the bolts, nger tight, that retain the transmission to the
engine.
Tighten four bolts at 90 degree intervals around the converter housing bolt
circle. Then tighten the remaining bolts. Use the torque recommended by the
vehicle or engine manufacturer.
CAUTION: The converter housing must be flush against the engine
flywheel housing before tightening any bolts. Do not use the bolts to
seat the housing.
INSTALLING
TRANSMISSION INTO
VEHICLE
SECTION
IV
12
Remove the guide bolt through the access opening in the engine ywheel
housing. Replace it with a
1
2-20 x 1 inch self-locking bolt. Tighten the bolt
nger tight at this time.
While rotating the engine, install the eleven remaining,
1
2-20 x 1 inch
self-locking bolts into the ywheel, nger tight. When all bolts are in place,
tighten them to 96115 lb ft (130156 Nm).
Install the ywheel housing access cover.
43. INSTALLING TRANSMISSION MOUNTING COMPONENTS
Install all bolts, washers, spacers, isolators, supports or cross members
required to support the transmission in the vehicle frame.
Tighten the bolts to the torque recommended by the vehicle manufacturer.
44. REAR SUPPORT OF THE CLBT 750DB
Do not support the rear of the transmission by using the two 4-bolt side
mounting pads of the rst clutch and adapter housing assembly. These pads
are to be used for rear support in straight-through models only. When
installing the dropbox model (CLBT 750), the transfer gear and bearing
retainer side pads should be used for rear support. These mounting pads are
cast iron and have six
3
4-10UNC tapped holes (Figure 41).
NOTE: Do not tighten any flywheel bolts until all of the bolts have
been installed and tightened finger tight.
CAUTION: Use the type and grade of mounting bolts recommended
by the vehicle manufacturer. The
5
8-11 bolts in the converter
housing must have at least 1
1
4 inch (32 mm) thread engagement. The
3
4-10 bolts in the rear adapter housing must have at least 1
1
2 inch
(38 mm) thread engagement but must not bottom in the adapter
housing.
13
Figure 41. Rear Support of the CLT, CLBT 750
45. COUPLING TO ENGINE (TRANSMISSION REMOTE-MOUNTED)
Install (if removed) the input drive shaft components that connect the engine
and transmission.
Couple the ange or yoke to the ange or yoke at the front of the
transmission. Use the bolts and torque recommended by the vehicle
manufacturer.
Check the alignment of the transmission with the engine against the vehicle
manufacturer's specications.
46. COUPLING TO DRIVELINE
Couple the driveline companion ange or universal joint yoke to the ange or
yoke on the transmission. Use the bolts and torque recommended by the
vehicle manufacturer.
Check the universal joint angularity (all joints in driveline) to determine if
they are within the specications of the vehicle manufacturer.
V06543
The 4-bolt pad on the first clutch adapter
housing is used when mounting a straight thru
model, but should not be used for rear support
of the CLT, CLBT 750 DB
The 6-bolt pad on the transfer gear housing
and bearing retainer should be used for rear
support of the CLT, CLBT 750 DB
14
47. CONNECTING COOLER AND OIL FILTER LINES
Figures 42 through 46 illustrates the different oil lter and oil cooler connections
required for engine-driven PTO converter housings with no retarder; engine-driven
PTO with retarder; no engine-driven PTO or retarder; or no engine-driven PTO with
retarder.
On CLBT 750 models, be sure that the plugs closing certain oil and
temperature bulb openings are installed and tightened. Tighten plugs
in oil ports to 4050 lb ft (5468 Nm). Tighten plugs in the
temperature sensor port to 1620 lb ft (2227 Nm). The hexagon-head
plugs seat on O-ring seals.
Be sure oil lines are the proper size and type recommended. Use new O-ring
seals where required.
Connect the oil lines to the transmission and to the oil cooler and external oil
lter. Check to see that the lines are clean and unobstructed.
The lines should be tightened in the transmission to 4050 lb ft (5468 Nm).
Check for sharp bends, kinks, twists, and contact with components that will
chafe the oil lines.
Check for proximity to manifolds or exhaust pipes. Excessive heat will hasten
the deterioration of oil lines.
Recheck the routing of all lines with the applicable illustration (Figures 42,
43, 44, 45, and 46).
Figure 42. Early CLBT 750 Without Engine-Driven PTO
PLUG
ENGINE TO FILTER
INPUT
RETARDER
HOUSING
FROM
COOLER
FROM FILTER
TO COOLER
(CONVERTER-OUT
TEMPERATURE BULB
ADJACENT)
ENGINE
PLUG
CONVERTER
HOUSING
LEFT SIDE RIGHT SIDE V02378.01
15
Figure 43. CLT 750 With Engine-Driven PTO
Figure 44. CLT 750 Without Engine-Driven PTO
Figure 45. Current CLBT 750 Without Engine-Driven PTO
ENGINE
PTO MOUNT
TO FILTER
FROM FILTER
CONVERTER-OUT
TEMPERATURE BULB
TO COOLER
FROM COOLER ENGINE
V02388 LEFT SIDE RIGHT SIDE
ENGINE
2-BOLT COVER
TO FILTER
FROM FILTER
CONVERTER-OUT
TEMPERATURE BULB
TO COOLER
FROM COOLER ENGINE
V02380 LEFT SIDE RIGHT SIDE
2-BOLT COVER ENGINE
FROM
COOLER
TO
COOLER
FROM FILTER
CONVERTER-OUT
TEMPERATURE BULB
PLUG (EARLIER MODELS)
ENGINE
PLUG
V02379
TO FILTER
RIGHT SIDE LEFT SIDE
16
Figure 46. CLBT 750 With Engine-Driven PTO
48. CONNECTING RANGE SELECTOR CONTROL
Place the operators range selector control at the N (Neutral) position. Place
the transmission selector lever at the neutral position (rst detent clockwise
from stop at extreme counterclockwise position when lever is installed to
point downward).
Mannesmann Rexroth Shifter (formerly American Standard WABCO)
1. Place the Mannesmann Rexroth cylinder in the neutral position (Figure 82).
2. Adjust the linkage as necessary to correspond to transmission range
selector detents.
3. In fourth range the T bar should be horizontal with the oil pan.
Bennett Shifter
1. Two people will be required to connect the linkage for the range selector.
2. Place the Bennett shifter in the neutral position. The neutral position for
the Bennett shifter used with the CLBT 750 is achieved by moving the
shaft of the shifter (Figure 86) into its bore until fully seated, then
extending the shaft one position.
3. Adjust linkage to correspond to the transmission range selector.
NOTE: While adjusting the linkage to correspond to a particular
range, air must be continuously supplied to the Bennett shifter. If air is
not supplied continuously, the shaft will extend to make a shift. When
the air is released, the shaft will once again become free to move
allowing the linkage to be adjusted improperly.
ENGINE
ENGINE
TO FILTER
PLUG
FROM
COOLER
TO
COOLER
INPUT RETARDER HOUSING
CONVERTER-OUT
TEMPERATURE BULB
CONVERTER
HOUSING
PLUG
PLUG
V02390
FROM FILTER
LEFT SIDE RIGHT SIDE
17
After verifying that the shifter detents correspond to the transmission range
selector detents, return the selector to neutral.
Find the neutral position for the governor step valve body (Figure 61).
Connect and adjust the governor step valve body linkage as necessary to
correspond to the transmission range selector detents.
Shift through all selector positions, checking each to ensure that the valve
body detents correspond to respective selector positions.
49. CONNECTING HYDRAULIC RETARDER CONTROL
(CLBT MODELS)
Place the operators control at the OFF (disengaged) position.
Check the hydraulic retarder control valve. The valve is spring loaded to retract
into the valve body when the retarder is OFF. Lift the valve upward, to ON
position, to check for full travel of 1
1
2 inch (38 mm) from OFF to ON position.
Release the valve, permitting the spring to retract the valve.
Adjust the linkage so that rod end or clevis registers with the pin hole in the
retarder valve. Connect the linkage to the retarder valve and check the
operation of the valve. The valve must be fully extended when the operators
control is at ON; the valve must be fully retracted when the control is at OFF.
In all installations the control system must include a return spring to ensure
positive release of the retarder valve when the pedal or lever is at the released
position.
410. CONNECTING MODULATOR CONTROL
Install the modulator actuator rod into the modulator valve body through the
modulator mounting hole in the transmission housing (Figure 47). Later
models incorporate a retained actuator rod, installed during assembly of the
valve body.
Figure 47. Location of Modulator, Neutral Start Switch, and Selector Shaft
NEUTRAL START
SWITCH LOCATION
SELECTOR
LEVER SHAFT
V06585
MODULATOR
ACTUATOR ROD
(LATER MODELS
RETAINED INTERNALLY)
18
Connect the engine (throttle) end of the modulator cable housing to its
mounting.
Four types of modulators are currently available for use; a mechanical push
type, a mechanical pull type, air, and electric. The following steps should be
used to determine which type of mechanical modulator is required and how to
adjust the modulator cable travel.
Open the engine throttle fully and check whether the throttle linkage will push
or pull (Figure 48) the cable core when the throttle linkage is moving toward
full-throttle position. If it will push the cable core, then push the cable core
until it reaches the end of its travel. If movement of the throttle linkage toward
full-throttle position will pull the cable, then pull the cable to the end of its
travel.
Figure 48. Current Mechanical Modulators
Adjust the clevis or rod end of the cable core until it registers with the hole in
the throttle linkage lever, and the connecting pin can be freely inserted. With
the pin removed, rotate the clevis or rod end one additional turn
counterclockwise (viewing cable core from its end) for pull-type arrangement,
or one additional turn clockwise for push-type arrangement. This ensures that
the modulator does not prevent the throttle lever from reaching the full on
position. Install the clevis pin or rod end to connect the throttle linkage and
cable. Tighten the lock nut against the clevis or rod end.
Check the travel of the cable core when the throttle is moved from fully open
to fully closed position. The system is designed to provide a minimum travel
of 1.187 inch (30.15 mm), and a maximum of 1.56 inch (39.6 mm). However,
cable travel may vary for different modulator manufacturers.
NOTE: If the modulator actuator rod is omitted or on earlier models,
falls into the pan during modulator installation, the result will be
excessive modulator pressure which will cause the lockup clutch to
engage and kill the engine.
PUSH TYPE PULL TYPE
V02396
19
Various kinds of modulator controls may be used, but the object of each is to
apply increasing force to the modulator actuator rod as the engine fuel control
is moved from closed to open position. The most common type of control is
the cable-operated mechanical actuator with either a lever or sliding wedge to
vary the force on the modulator valve. Both of these types are convertible to
use either push or pull force on the cable when the throttle is opened. Make
sure the modulator control, when connected to the throttle linkage, provides
an increasing force against the modulator actuator rod in the transmission
when the engine throttle is moved toward the open throttle position.
Current actuators include a lever that is marked PUSH on one side, and PULL
on the opposite side. When the modulator control cover is removed, the word
PUSH or PULL can be seen and will indicate how the device is assembled
(see Figure 48).
Earlier mechanical actuators include a sliding wedge (cam). When the cover
is removed, the position of the wedge can be seen. When the smaller end of
the wedge is toward the cable housing, the device is the pull type; when the
larger end of the wedge is toward the cable housing, the device is the push
type (see Figure 49).
The conversion of either the lever or wedge type to the opposite mode of
operation is only a matter of reassembling the internal parts. Reverse the
positions of the lever, spring, and thimble in the lever type to convert it;
reverse the wedge in the wedge type.
Be sure the modulator control action is as required.
Install the O-ring seal onto the modulator control. Coat the O-ring with
oil-soluble grease.
Install the modulator control into the transmission. Retain the control housing
with the spring clip and the
5
16-18 x
3
4 inch bolt provided. The convex side of
the formed end of the clip must be toward the transmission and against the
shoulder of the actuator stem. Tighten the bolt to 1316 lb ft (1822 Nm).
Check the cable routing. Bends must not be less than 8 inch (203 mm) radius.
The cable should not be nearer than 6 inch (152 mm) to the engine exhaust
pipe or manifold. The cable must follow the movements of the throttle
linkage. It may be necessary to add a spring to ensure that the movement
occurs smoothly.
Adjust other types of modulator controls as recommended by the vehicle
manufacturer.
20
Figure 49. Old Style Mechanical Modulator
411. CONNECTING POWER TAKEOFF CONTROLS
If not previously installed, mount the PTO onto the transmission. Refer to
Paragraph 25 for instructions.
Connect controls to the PTO. Check for proper operation of the controls.
Check for cable or linkage rod routing. Kinks, sharp bends, and proximity of
the cable to exhaust pipes or manifold must be avoided. Rods or linkage must
not rub or interfere with adjacent parts.
Couple the PTO output to its driven equipment. Check couplings or universal
joints for proper assembly and alignment.
CAUTION: PTOs using main transmission pressure to apply the PTO
must have main pressure dead headed at the valve when not in use.
SNAPRING
PLUNGER
CAM (WEDGE)
PULL-TO-OPERATE ILLUSTRATED
CONTROL
CABLE
SPRING
SEAT
L02397
5
.
5

i
n
.

M
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T
R
A
V
E
L
(
1
4
0

m
m
)
L
E
N
G
T
H


A
S


R
E
Q
U
I
R
E
D
1.5 in. (38 mm)
TRAVEL
21
412. CONNECTING PARKING BRAKE CONTROLS
Connect and properly adjust the parking brake linkage.
Adjust the brake shoe-to-drum clearance, or disc brake pads as specied by
the manufacturer.
413. CONNECTING OUTPUT DISCONNECT CONTROLS
(DROPBOX MODELS ONLY)
Connect and properly adjust the output disconnect linkage. Refer to the
vehicle manual.
414. CONNECTING SPEEDOMETER DRIVE
Install the speedometer driven gear assembly into the transmission. Tighten
the body in the transmission rear cover to 4550 lb ft (6168 Nm). If no
speedometer drive is provided, be sure the plug is installed to close the hole in
the housing (torque is the same as for the driven gear body).
Install the speedometer drive cable onto the driven gear assembly. Tighten the
nut to 50 lb in. (5.65 Nm). Avoid kinks or sharp bends in the cable assembly.
All bends must have a radius of 6 inches (152 mm) or more. No more than
one 90 degree bend is allowed.
415. INSTALLING TEMPERATURE AND PRESSURE SENSORS AND
ELECTRICAL COMPONENTS
Install temperature sensors (capillary tube and bulb or thermocouple) into the
converter housing or hydraulic retarder valve.
See Figures 42 through 46 for various locations. Tighten the
1
2 inch pipe
thread adapter sufciently to prevent leakage.
Install the bulb into the adapter and tighten the nut into the adapter.
Check the capillary tube for interference with parts that might chafe or
damage the tube. Long tubes may require clips or brackets for support.
Install electrical temperature sensors into the proper openings (Figures 42
through 46). Connect electrical leads to the sensors.
Check that all openings in CLBT models that require plugs are plugged
(Figures 42 through 46).
Install the neutral start switch (if so equipped) into the opening in the left side
of the transmission housing (Figure 47). The switch must include an
aluminum washer (gasket) approximately 0.090 inch (2.29 mm) thick. Apply
22
pipe sealant (Loctite

with Teon

or equivalent) to the threads of the switch.


Tighten the switch to 5060 lb ft (6881 Nm).
If the neutral start switch is not mounted at this location, the opening must be
plugged.
Connect the wire leads that serve the neutral start switch.
If so equipped, install the reverse signal switch at the right side of the
transmission housing. Tighten the switch to 45 lb ft (5.46.8 Nm). Connect
the electrical leads.
Install and connect other electrical components such as heaters, winterization
equipment, and pressure sensors.
Install the pressure gauge tubes if so equipped.
Check the starting circuit. The starter should operate only when the
transmission range selector is at the neutral position.
416. FILLING THE OIL SYSTEM
Be sure the oil system is properly lled before starting the engine. Refer to
Section V, OIL SYSTEM.
NOTE: The type and location of the neutral-start switch is optional.
Provision is made for installation on the transmission (Figure 47), if
desired.
23
51. FILLING THE SYSTEM
After the overhaul or rebuild, the system, including all external plumbing and
components such as lters and heat exchanger, must be relled.
The initial running of the engine after overhaul will cause a rapid draw-down
of the transmission oil level. Check the oil level several times during the rst
few minutes of operation and add oil as needed to maintain the level within
the COLD RUN band.
Make an accurate check after the level has stabilized and the oil is hot
(160200F; 7193C). Refer to the following paragraphs in this section for
oil system data.
52. DEEP OIL PAN
An 8
1
2 inch deep cast iron oil pan is standard on the CLBT 750 transmission.
This oil pan increases the sump oil capacity to provide a better roadability in
on-highway and/or off-highway operations and increased pan durability in off
highway operation. The increased oil volume (approximately 3 quarts
(2.8 liters)) maintains a more consistent oil level thereby ensuring ample oil
supply for transmission operation and cooling.
53. OIL PAN INTERCHANGEABILITY
Oil pan parts are fully interchangeable on transmissions in eld service but, all oil
pan parts for a chosen depth must be used together. See Parts Catalog to obtain
correct parts.
Figure 51 illustrates the dimensions relative to the various pan dimensions. A review
of vehicle installation will determine clearances necessary for installation of the
heavy duty deep oil pan.
The oil ll tube used on the 6 inch pan can be adapted to the deep pan with no
change. Dipstick markings are illustrated in Figure 54. Figures 52 and 53
illustrate oil levels on transmissions equipped with the 6, 7, and 8
1
2 inch oil pan.
OIL SYSTEM
SECTION
V
24
Figure 51. Six Inch and Eight and One-Half Inch Oil Pans
54. SPARE PARTS INFORMATION
All old parts will be maintained for servicing straight-through model transmissions in
eld service prior to the effective serial number and current dropbox model
transmissions incorporating the various oil pan options.
Two-bolt flange for
customer furnished
fill tube and dipstick
Two-bolt flange for
customer furnished
fill tube and dipstick
1.000 NPTF
(for heating
element)
STANDARD OIL PAN
8
1
2 inch deep
6 inch OIL PAN
1.000 NPTF
(for drain and
heating element)
NOTE: Dimensions are in inches (millimeters)
0.29
(7.4)
2 2
7.035
(178.7)
6.437
(163.5)
3 3
6.578
(167.07)
5.978
(151.83)
3
2
2
18.08
(459.2)
8.895
(225.9)
8.329
(211.56)
1.28
(32.5)
R
20.71
(526.1)
25.78
(654.7)
18.100
(459.75)
21.360
(542.55)
25.670
(652.02)
12.83
(325.8)
17.26
(438.3)
13.89
(354.5)
14.48
(368.4)
16.61
(421.8)
13.205
(335.41)
13.465
(342.01)
14.705
(373.51)
17.26
(438.3)
V06544
25
Figure 52. Transmission Oil Levels (6 inch Deep Pan)
Figure 53. Transmission Oil Levels (7 and 8
1
2 inch Deep Pan)
55. INSTALLATION OF 8
1
2 INCH TRANSMISSION OIL PAN
ASSEMBLY AND OIL FILLER TUBE
All oil pan assemblies and related parts are installed in the same manner, with the
following assembly exceptions.
Tube assembly P/N 6884063 is installed at the same location, however, it is
secured by a mounting bolt of the lockup clutch cutoff valve body assembly
and the main valve body assembly.
The 8
1
2 inch oil pan lter is retained to the valve body by three
1
4-20 x 3
1
4 inch bolts.
3.75 in.*
(95.2 mm)
HOT RUN
BAND
160200F
(7193C)
OIL PAN
FILL TUBE HOLE
COLD RUN BAND
60120F (1649C)
TOP OF
OIL PAN
V02371.01
3.00 in.*
(76.2 mm)
4.81 in.
(122.2 mm)
2.50 in.
(63.5 mm)
1.50 in.
(38.1 mm)
* Approximate dimension. OEM/customer to establish cold run
band at installation.
3.50 in.
(89.9 mm)
2.50 in.
(63.5 mm)
4.75 in.*
(120.6 mm)
COLD RUN BAND
60120F (1649C) FILL TUBE HOLE
TOP OF
OIL PAN
FULL
ADD
V02372.01
HOT RUN BAND
160200F (7193C)
Difference between full and add levels is 2 U.S. quarts (1.9 liters)
* Approximate dimension. OEM/customer to establish cold run
band at installation.
26
The 8
1
2 inch pan oil drain plug and washer are installed at the rear of the oil
pan (Figure 51).
The same oil ller tube can be adapted for use with the 8
1
2 inch deep oil pan.
56. OIL LEVEL AND OIL DIPSTICK
Figure 53 illustrates the oil levels relative to the 7 and 8
1
2 inch oil pan. These oil
levels are referenced from the top of the oil pan or the pan to transmission housing
splitline.
The COLD RUN band level, Figure 54, is an approximate dimension to be
established by the OEM/customer at installation. An exact HOT RUN band
dimension and oil level should be established prior to the COLD RUN dimension and
oil level. A HOT RUN check for proper operating oil level is required.
Figure 54. Dipstick Markings Location
3.75*
(95.2)
H
O
T
R
U
N
3.00*
(76.2)
2.50
(63.5)
1.50
(38.1)
C
O
L
D
R
U
N
V06545
H
O
T
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I
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N
E
U
T
R
A
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A
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I
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L
E
4.75*
(120.6)
3.50
(88.9)
2.50
(63.5)
C
O
L
D
R
U
N
PROCEDURE:
Use hot run band for 160200F (7193C)
Use cold run band for 60120F (1649C)
NOTE:
This illustration is not a template.
Placement of the markings will vary
according to the angle of the
dipstick protruding into the fluid.
Dimensions shown are in the
vertical plane.
*Approximate dimension. OEM/Customer
to establish cold run band at installation.
WITH 7 in. and 8
1
2 in.
(177.8 mm and 215.4 mm)
DEPTH PAN
WITH 6 in. (152.4 mm)
DEPTH PAN
NOTE: Dimensions are in inches (millimeters)
TRANSMISSION-TO-OIL PAN SPLITLINE
(TOP OF OIL PAN)
27
To calibrate the new dipstick, strike a mark on the side of the oil ller tube (that has
been installed) to correspond with the top of transmission oil pan, referenced in
Figure 54. Position new dipstick down along the outside of oil ll tube, holding the
top even with the top of ll tube (where it would rest if installed into tube). Follow
contour of ll tube with the dipstick down to the mark previously scribed on side of
ll tube representing top of oil pan mark dipstick. Now, measure down 2.5 inch
(64 mm) below this mark and scribe a line across dipstick, this will be the top line of
the HOT RUN band as illustrated in Figure 53. At a point 1.0 inch (25 mm) below
this scribed line, scribe another line across the dipstick; this represents the bottom of
HOT RUN and the top of the COLD RUN band. Measure down 1.25 inch (32 mm)
and scribe the bottom line for the COLD RUN band.
The oil capacity (initial full) of the 6 or 7 inch deep oil pan is 8
1
4 U.S. gallons
(31 liters). The oil capacity (initial ll) of the 8
1
2 inch heavy duty deep oil pan is
9
1
2 U.S. gallons (36 liters).
57. CHECKING TRANSMISSION OIL LEVEL
Cold Oil Check (COLD RUN band). A cold oil check should be performed
with the engine idling and the oil temperature at 60120F (1649C). Oil
registering in the COLD RUN band indicates a sufcient quantity of oil to
safely operate the transmission until the temperature reaches 160200F
(71 93C). When the temperature is 160200F (7193C), a hot oil check
must be made.
Hot Oil Check (HOT RUN band). After the temperature reaches 160200F
(7193C), remove the dipstick from the oil ller tube and check the oil level.
If the oil level registers in the HOT RUN band (Figure 54), the oil level is
satisfactory for the operation of the vehicle. If the oil level registers on, or
below the bottom of the HOT RUN band, add oil to bring the oil level up to
the middle of the HOT RUN band.
Always check the oil level on the dipstick at least twice. Consistency is
important in maintaining accuracy. If inconsistent readings persists, check the
transmission breather for dirt and obstructions. Improper venting atmosphere
may cause pressure buildups inside the transmission.
CAUTION: The oil level rises as sump temperature increases.
Therefore, do not fill above the COLD RUN band before the
transmission has reached normal operating temperature. Excessive oil
causes overheating and irregular shift patterns.
28
58. OIL SPECIFICATIONS
Recommended oil specication is Allison-approved C-4. Usage should comply to the
information and chart related on Figure 55, relative to ambient temperature, uid
viscosity grade, and preheat.
59. OIL CHANGE AND FILTER REPLACEMENT
Oil change and lter replacement frequency is determined by the transmission
application and the severity of operating conditions.
In general, the oil should be changed after 1,200 hours of operation. The
external lter elements should be changed every 600 hours of operation.
Severe operating conditions may require more frequent changes.
The internal suction screen does not require routine servicing. Do not remove
the pan.
To drain the oil, remove the drain plug at the rear of the oil pan. The oil will
drain better if the transmission is hot. Replace the plug when the oil pan is
thoroughly drained.
Remove the external oil lter element(s) and sealrings. Install a new
element(s) and new sealrings.
Four 24 U.S. quarts (22.7 liters) of Allison-approved C-4 oil into the
transmission. Check the oil level as outlined earlier in this section.
Figure 55. Fluid Viscosity Versus Ambient Temperature
CAUTION: The 30F (34C) sump temperature specication is
based on cold engine operation. Even if the engine is warm and capable
of full throttle output, the transmission should not be operated for
30 seconds to allow for buildup of sufcient main pressure.
AMBIENT TEMPERATURE F (C)
0W-20
30
(34)
20
(29)
10
(23)
0
(18)
10
(12)
20
(7)
30
(1)
40 50
15W-40
30
40
10W 10-10W
F
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V
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Y


G
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E
V06546
29
510. OIL OPERATING TEMPERATURES
The maximum oil temperature (converter-out temperature) during converter
operation is 300F (149C). The only exception to this limit is transmissions equipped
with input retarders. For intermittent retarder operation, the converter-out oil
temperature may exceed 275F (135C) but under no condition is the converter-out
oil temperature to exceed 330F (165C). If the maximum converter-out oil
temperature is reached, the following procedure should be followed:
Stop the vehicle and shift the transmission into neutral and operate the engine
at 1500 rpm to reduce the transmission oil temperature.
If the transmission oil does not cool in approximately 30 seconds, or if it
continues to overheat after operation is continued, stop vehicle and engine and
locate the problem.
Some confusion may exist concerning oil temperature and if the temperature quoted
is sump temperature or converter out operating temperature. The following chart
should eliminate the confusion:
511. OIL LEVEL FOR TRANSFER GEAR HOUSING (DROPBOX)
The oil level for the CL(B)T 750 dropbox has been changed. Excessive dropbox oil
temperature may result in some installations during continuous high speed operation.
Lowering the oil level will reduce these temperatures. The new, lower levels are as
follows:
The new FULL and ADD levels correspond to approximately 2.6 quarts (2.5 liters)
and 2 quarts (1.9 liters), respectively. With these reduced volumes, the ADD and
FULL levels remain the same for a cold uid level check or a hot uid level check.
The oil used in the dropbox continues to be Allison-approved C-4, Grade 30.
Converter-Out Sump
Converter Operation 300F (149C) max 250F (121C) max
Retarder Operation 330F (165C) max 250F (121C) max
Lockup Operation 250F (121C) max 250F (121C) max
Normal Operating Temperature 160220F (71104C)
Minimum Sump Oil Temperature 150F (66C)
Distance From Lower Output Shaft Centerline
New Level Old Level
FULL 1.75 inch (44.45 mm) Below 0.5 inch (12.7 mm) Above
ADD 2.80 inch (71.12 mm) Below 0.5 inch (12.7 mm) Below
NOTE: Quantities may vary according to output configuration
options on the dropbox.
30
Be sure oil level dipsticks are calibrated to correspond with the new FULL and ADD
oil levels (Figure 56).
Figure 56 illustrates an alternate ll pipe conguration that is recommended for the
dropbox. This conguration assures that the box will not be overlled and provides
for a quick check of the actual level. A dipstick is not required with this conguration
nor is venting required. Basically, this conguration consists of nipples, elbow and
compression plug (or a threaded cap) with the end of the open tting corresponding
to the FULL oil level requirement in the dropbox.
Figure 56. Dropbox Oil Level Indicator
V02375.01
FLUID
DRAIN
PLUG
FILL PIPE AND
LEVEL INDICATOR
3
4-14 NPTF
2 in.
(51 mm)
FULL
3 in.
(76 mm)
ADD
OUTPUT SHAFT
C
L

31
61. GENERAL DESCRIPTION
The manual shift mode allows upshifts to be made regardless of transmission output
speed and prevents automatic downshifts. In addition to the powershift mode, the
normal automatic operation is maintained so that either manual or automatic shifting
can be selected for installations where the transmission serves a dual purpose.
Switching from manual to automatic is achieved by an externally mounted customer
supplied two position valve* (mode shift valve) that controls the supply of oil to an
externally mounted valve body. Typical installations that would require this system
use the transmission in the power train for roading the equipment and to power some
working machinery located on the vehicle when it is stationary. Examples of
equipment of this type include: oil well servicing rigs, pumping and fracturing rigs,
oil well logging equipment, and logging trucks. In these dual purpose applications,
roading of the vehicle is permitted in automatic mode only. To achieve this
requirement, some type of interlock feature must be incorporated on the vehicle that
prevents the operator from selecting the manual mode when the vehicle is being
roaded. The following describes the complete installation of the kit.
* This valve must be selected from the following specied part numbers:
All above valves are used with subplate: DGMS-2-4E-10-S.
The above mode selection valves are recommended on the basis of satisfactory eld
experience. These mode selection valves are also used with other manual/automatic
shift systems. Since these are four-way valves, one port must be blocked to create the
three-port function dened in SIL 29-TR-82.
Part Description Part Number Source
Solenoid-piloted: DG4V-3S-2A-M-FW-B5-60 Eaton Corporation
Hydraulics Operations
15151 Highway 5
Eden Prairie, MN 55344
Phone: 888-258-0222
Air-piloted: DG-18V-3-2A-P-60
Hydraulic-piloted: DG3V-3-2A-7-S-60
Manual: DG17V-3-2N-60
Air-piloted: Lex-Air BP2S-
3
8 NPT Eagle Equipment
245 Industrial Drive
Franklin, OH 45005
Phone: (513) 382-1691
Fax: 513-746-1656
Type 1 with Viton

Seals
DUAL MODE
OPERATION
SECTION
VI
32
Spacer. This is not included in kit, but it is required with the installation of the check
valve on dropbox models prior to Serial No. 24218. Reference Figure 62.
62. FUNCTIONAL OPERATION
The kit consists of the external valve body as shown in Figure 61 and a check valve
assembly P/N 6882811 shown in Figure 62.
Manual Mode. Oil is supplied to the valve body from the lter out line. A priority
valve in the valve body directs this oil rst to the mode shift valve (LINE 1) and
secondly to the main return line to complete the normal lter circuit. During manual
operation the modeshift valve directs the supply of oil back to the valve body (LINE
2) to feed the selector valve. The selector valve, which is mechanically linked to
transmission lever, in turn feeds oil to a multi-level regulator which produces ve
different constant levels of oil pressure according to position of the selector. These
pressures are: Rev, N, 1st 0 psi; 2nd A psi; 3rd B psi; 4th C psi; 5th D psi
as shown in Figure 61. These various levels of pressure may differ according to the
transmission valve body calibration with which it is used. The output from the step
regulator is then fed to the rear cover (LINE 3) where it intersects the governor output
line through the double ended check valve provided in the kit. When the pressure
from the external valve body exceeds the pressure from the governor, the ball seats in
the upward position and oil passes out the side of the check valve to the shift valves in
the transmission valve body. When the supply to the manual valve body is turned off,
the governor pressure from the transmission governor seats the ball in the downward
position and transmission operates as an automatic. When the feed to the manual
valve body is on and the output of the transmission governor exceeds the output of
the external valve body, the ball will be seated in the down position and the
transmission will be in the range corresponding to that governor pressure. In this way,
the transmission governor overrides the step governor and thereby provides a high
speed downshift inhibiting feature.
Automatic Mode. The mode shift valve blocks the ow of oil from the priority valve
(LINE 1) and exhausts the governor feed (LINES 2 and 3) back to the transmission
sump (LINE 4). The check valve now seats at the bottom end of the valve and the
transmission governor supplies oil to the control valve body producing normal
automatic operation.
63. INSTALLATION
No rework is required on transmissions S/N 4398 and later for check valve
P/N 6882811. Prior to 4398, a rework as shown in Figure 62 is required to accept
the 6882811 check valve. All hydraulic connections are external and provided by the
customer. SAE 100 R5 specication hose is satisfactory.
An additional spacer is required on dropbox models, prior to transmission S/N 24218.
33
Figure 61. Externally-Mounted Valve Body
Use only on
downshift inhibit
defeat option
Section 64
MAIN FEED TO
GOVERNOR
(DROPBOX ADAPTER
HOUSING)
TO GOVERNOR
(REAR COVER)
PRESSURE
CODE psi kPa
0
2329
5258
8995
147157
or Main
0
159200
359400
614655
10141083
or Main
0
A
B
C
D
V06547
MANUAL
GOVERNOR
PRESSURE
MAIN
RETURN
FILTER OUT
LINE 2
D
C
B
A
1
2
3
4
5
N
R
R N 5 4 3 2 1
L
I
N
E

5
L
I
N
E

4
L
I
N
E

3
MODE
SHIFT
VALVE
LINE 1
34
Figure 62. Check Valve Installation
If desired, special modication to the CL(B)T 750, 2100, and 2300 rpm dropbox
models can be performed to defeat the downshift inhibiting feature in the manual
mode only. Refer to DOWNSHIFT INHIBITING CL(B)T 750, 2100, AND 2300
RPM DROPBOX MODELS ONLY.
The valve body has six holes for mounting purposes and can be mounted on the
transmission or on the vehicle. Since the valve body selector valve and the
transmission selector lever are mechanically linked, relative motion between the
transmission and frame that would cause a change in their relative position cannot be
allowed to exist.
Transmissions prior to S/N 4398
ream hole in rear cover 0.34100.3420 in.
(8.6618.667 mm) DIA x 1.48 in. (37.6 mm)
deep minimum
SPACER
(Use only on dropbox models
prior to S/N 24218)
V06548
CHECK VALVE
P/N 6882811
From external
valve body
35
A necessary requirement of the installation is that vehicle roading be done in
automatic mode. To achieve this, some form of interlock is necessary with the signal
that actuates the mode shift valve. This could come from an engagement mechanism
in the vehicle power train or a signal that activates the shift controller in the cab.
Either manual or automatic operation is permissible for no-roading operation.
Drainbacks to the sump (LINES 4 and 5) can be fed into the PTO cover, dipstick
tube, or the drain plug in the transmission oil pan.
64. DOWNSHIFT INHIBITING CL(B)T 750 (2100 AND 2300 RPM
DROPBOX MODELS ONLY)
The downshift inhibiting feature can be defeated in the manual mode only, if desired.
Thus, a downshift will be allowed to occur regardless of transmission output speed. It
is important that this modication be restricted to manual/automatic installations
where there are very small output inertias in the working mode. Applications
satisfying this requirement are primary oil well pumping rigs and other
miscellaneous pumping applications.
The dropbox adapter housing was modied effective transmission S/N 27267 to
accept a customer supplied sleeve 0.340/0.339 OD x 0.185/0.277 ID x 2.01/1.99 inch
long (8.636/8.611 x 4.70/7.04 x 50.8/50.5 mm). Refer to Figure 63. On
transmissions prior to S/N 27267, it is necessary to rework the inside governor
pressure tap (main oil feed to the governor) to accept the sleeve (refer to Figure 62).
Since this operation requires partial disassembly of the transmission, this operation
should be performed by an authorized Allison Transmission repair outlet.
Figure 63. Downshift Inhibit Sleeve
The function of the sleeve is to block an internal main oil feed hole to the governor,
allowing main oil to be fed to the governor through an external line from the mode
shift valve in the automatic mode and to exhaust any governor pressure in the manual
mode.
CAUTION: Dual mode circuitry is not to be tapped for use elsewhere
in the transmission.
NOTE: Dimensions are in inches (millimeters)
V06549
Make from 0.375 (9.53) x 13 gauge [0.185 (4.70) ID]
to 18 gauge [0.277 (7.04) ID] steel tubing
2.01 1.99
(51.05 50.55)
0.340 0.339
(8.64 8.48)
36
65. CLBT 750 DUAL MODE TRANSMISSION WITH DROPBOX
The transfer gear housing adapter used with the dropbox has been slightly changed.
As a result, the CLBT 750 dropbox transmissions S/N 24218 and later will no longer
require the tubular spacer. The boss formerly located at the governor pressure tap has
been shortened. The new transfer gear housing adapters will appear to have a
recessed governor pressure tap boss. The earlier transfer gear housing adapters can be
used but the tubular spacer must also be used.
The following chart summarizes the above:
With
Tubular Spacer
Without
Tubular Spacer
S/N 24218 and Above X
S/N 24217 and Below X
Recessed Governor Pressure
Tap Boss X
Early Model Governor
Pressure Tap Boss X
37
71. GENERAL
A new step governor valve body assembly P/N 23010297 is available to replace the
former body assembly P/N 6883259. The new body assembly incorporates an
additional assembly bolt and washer to prevent oil seep leakage at the body to cover
plate gasket. Early model valve body assemblies P/N 6883259 that have oil seepage
can be reworked by an authorized Allison Transmission service outlet.
The part number changes necessary as a result of this change are as follows:
72. INTERCHANGEABILITY
Body assembly P/N 23010297 is fully interchangeable with early model body
assembly P/N 6883259.
Body P/N 23010293 non-serviceable serviced only with body assembly
P/N 23010297.
Cover P/N 23010294 is fully interchangeable with early model cover P/N 6883256. If
new cover P/N 23010294 is used with new body P/N 23010293, new gasket
P/N 23010295 must also be used. If new cover P/N 23010294 is used with early
model body P/N 6883257, gasket P/N 23010295 or 6883255 may be used.
Gasket P/N 23010295 is fully interchangeable with gasket P/N 6883255.
73. SPARE PARTS INFORMATION
The following old parts are cancelled for customer service:
New
Part No. Qty
Old
Part No. Qty Part Name
23010297 1 6883259 1 Body Assembly, Step Governor Valve
23010293 1 6883257 1 Body, Step Governor Valve
23010294 1 6883256 1 Cover, Step Governor
23010295 1 6883255 1 Gasket, Step Governor
179849 4 179849 3 Bolt,
3
8-16 x 2
1
2 Hx Hd
103321 4 103321 3 Lockwasher,
3
8
Part No. Part Name
6883259 Body Assembly, Step Governor Valve
6883255 Gasket
6883256 Cover
RELEASE OF STEP
GOVERNOR VALVE
BODY ASSEMBLY
P/N 23010297
SECTION
VII
38
81. GENERAL
A manual/automatic kit is available for the 750 Series transmission which permits the
selection of either fully automatic or manual step operation. This permits a mobile rig
to be roaded in fully automatic and worked with manual step control for speed
selection.
This dual mode kit is P/N 6883932 and is fully described in Allison Transmission
Instruction Sheet 109 and SIL 29-TR-82. For manual/automatic control, the kit and
two additional components must be installed and operated in conjunction with the
normal range selector shaft. The separate step governor valve must be operated in
synchronization with the range selector shaft and a mode shift valve connected in the
transmission hydraulic system must activate to change the mode of operation.
Modications to the transmission hydraulic system are necessary and specied in the
kit instructions. The special step governor valve is supplied in the kit. The mode shift
valve is specied but is furnished by the customer. The dealer, or customer, is
instructed to mount and link these valves on the transmission. Currently, there are two
major suppliers of the range shifters; Mannesmann Rexroth Corporation (refer to
Paragraph 82) and Bennett Enterprises, Inc. (refer to Paragraph 83).
82. MANNESMANN REXROTH CORPORATION SHIFTER
A Mannesmann Rexroth Corporation pneumatic control system is available for dual
mode operation of the 750 Series transmissions, HT 750DRD and CL(B)T 750.
Instructions permit roading a vehicle only in automatic mode. An interlock is
recommended to prevent manual step operation when the vehicle is being roaded.
The Mannesmann Rexroth system provides this feature in the form of a station select
system which shifts to automatic mode whenever the driving control valve is supplied
with air pressure. The system shifts to manual step mode whenever the drawworks
control valve is pressurized. A general schematic of the Mannesmann Rexroth control
system is shown in Figure 81.
For assistance, contact:
Mannesmann Rexroth Corporation
1957 Mercer Road
Lexington, KY 40511
Phone: 606-254-8031
MANUAL/AUTOMATIC
OPERATION ON OIL
FIELD EQUIPMENT
SECTION
VIII
39
Figure 81. Mannesmann Rexroth Corp. Shifter Control Schematic
40
A Mannesmann Rexroth Corporation bracket kit P065274 is available for mounting
the multi-position cylinder, step governor valve and the mode shift valve to the
transmission. It consists of a mounting bracket and the necessary linkage to mount
and actuate the range selector shaft and step governor valve simultaneously as
required. The bracket is attached to the two machining lugs on the selector shaft side
of the transmission (Figure 81). The Mannesmann Rexroth multi-position cylinder
provides the seven increments of stroke to position the selector shaft and step
governor valve. The assembly is mounted to the side of the transmission and projects
about 4 inch (102 mm) outside the transmission envelope in places. There is sufcient
clearance for most typical installations.
The 7-position control system shown in Figure 81 is available from Mannesmann
Rexroth and their authorized distributors as Mannesmann Rexroth Kit P/N P065459.
The Mannesmann Rexroth components included in the kit are the 7-position cylinder,
rotair valves, pilotair valve, shuttle valves, bracket, and linkage kit.
7-Position Cylinder. The 7-position cylinder is a medium-duty pneumatic
positioning device that operates through seven predetermined positions of
1
2 inch (13 mm) increments with a total stroke of 3 inch (76 mm).
Maximum operating pressure is 150 psi (1034 kPa) within temperature range
of 40200F (4093C). The cylinder piston rod reaches its various positions
in response to pressure being supplied to the cylinder ports, as shown in
Figure 82.
The 7-position cylinder has reverse at the full extended position of the rod and
is spring-returned to neutral (next position in from reverse) from any position.
The HT 750 transmissions which these cylinders control, have the fully
automatic or drive position adjacent to neutral. The corresponding position is
5 on the 7-position cylinder. However, sequential order of cylinder positions is
a function of the P Number Rotair valve used.
The forces developed by the cylinder are functions of the air pressure applied
to the exposed piston areas and are tabulated for rod movement to the various
stroke positions as shown in Figure 82. The internal spring returns the piston
rod to its neutral position when air pressure is intentionally or unintentionally
exhausted from all control lines. This safety feature returns the transmission
to neutral if the air supply is lost.
Operator Controls. The basic Mannesmann Rexroth pneumatic multi-
position control system consists of a multi-position power cylinder explained
above and a rotary type selector valve. An air supply pressure in the range of
90150 psi (6201034 kPa) is connected to the rotary valve. For each handle
position of the rotary valve, a different combination of the air lines is
pressurized, causing the cylinder to move to corresponding positive positions
and hold in these positions.
41
Figure 82. Cylinder Cross Section and Air Supply Schedule
The rotary type selector valve consists of a subplate portion containing air
strainers in each port connection, a seat and rotary disc valve section, a handle
operating section containing the handle labyrinth and position detents, and an
interlock switch section with a neutral start switch depressed only when the
handle is in the N position. The open labyrinth design permits the handle to be
moved quickly between desired positions and to N position. Detents for each
position permit the operator to feel the handle location for each selection.
When the handle is released, it spring offsets between two pins to help prevent
inadvertent operation. Figure 83 details a cross-section of the rotary type
selector valve.
42
Figure 83. Mannesmann Rexroth Corp. Rotary Type Selector Valve
83. BENNETT SHIFTER
The Bennett shifter manual/automatic adapter is specically designed to assure
precise, trouble-free conversion from automatic transmission to manual powershift
transmission.
For assistance, contact:
Stone-Bennett, Inc.
1419 Upeld Drive
Carrollton, TX 75006
Phone: 972-446-2046
Fax: 972-446-2031
Coupled with the Allison 750 Series transmission and the Allison manual/automatic
option kit P/N 6883932, the Bennett shifter manual/automatic adapter synchronizes
the linear movement of the selector shaft of the step governor valve (furnished with
the Allison kit) with the rotating movement of the transmission range selector shaft.
This combination allows the transmission to operate accurately and effectively into
different modes:
The manual powershift mode, which allows upshifts to be made regardless of
transmission output speed and prevents automatic downshifts.
The normal automatic operating mode.
43
The complete mounting kit is designed to combine the Bennett shifter and the Allison
manual/automatic option kit into a precision operating unit. Selector valve levers are
available for either the HT or CLT transmissions. Figure 84 shows a typical
installation.
Figure 84. Typical Bennett Shifter Installation
A precise indicator system is built into the Bennett shifter and is directly connected
with the transmission range selector lever by mechanical linkages. Once the shifter is
in place, a light in the indicator panel assures the operator that the transmission is in
the range he has selected. This light is connected to the indicator system of the
Bennett shifter and forms a direct feedback system operated either electrically or by
air power. Bennett can supply either an air range indicator system or an electrical
range indicator system.
Figure 85 illustrates a typical installation on an oil well servicing rig where the
transmission is operated in the automatic mode from the cab when on the road and
the manual power shift mode from the rear station when on location.
Bennett Shifter. The shifter mechanism, which is made by Bennett
Enterprises, Inc., can be actuated by either compressed air or hydraulic uid
acting on opposing limited-travel steel pistons moving in aluminum cylinders.
44
In operation, the pistons of the shifter either extend or retract the drive rod of
the shifter, which changes the ranges on the transmission. As either piston is
advanced by the applied air or oil pressure, it moves forward for a xed-
distance full stroke against an opposing return spring until it hits a mechanical
stop. As it does, a spring-loaded pawl is extended out of the moving cylinder
to engage a ratchet tooth on a rack attached to the drive rod of the shifter. This
moves the drive rod one stroke in the direction of the piston, which
corresponds to the next detent position on the transmission shift lever.
Figure 85. Schematic Diagram for a Two-Station Unit
As the air is exhausted from the cylinder at the end of the pistons stroke, the
return spring sets the piston back to its starting position, simultaneously
retracting the pawl as it goes. To move the shift lever of the transmission
another step, the cylinder must be reactivated for an additional stroke.
Reversal of the shifts on the transmission is accomplished in the same step-
wise manner by activating the opposing cylinder on the shifter mechanism. A
wiper arm moving across electrical contacts on the shifter cover sends signals
to the control panel to tell the equipment operator what position the gear shift
lever is in Figure 86 is a cutaway view of the Bennett shifter.
Operator Controls. As with any product fullling a variety of roles and
applications, certain additional add-on features are useful. To enable the user
to tailor any of the basic Bennett shifter models to his individual
requirements, an option list is available. The following are some of the more
popular options:
1. Indicator lights connected directly to the electrical contacts in the shifter
provide the operator with a positive indication of the range of the
transmission (Figure 87).
2. For instantaneous shift to neutral or any range, a special auxiliary cylinder
installation is available (Figure 88).
45
Figure 86. Bennett Shifter Cutaway
Figure 87. Range Indicator Lights
Figure 88. Quick Shift Cylinders
TRANSMISSION
5
3
1
R
6
4
2
N
BENNETT ENTERPRISES
DALLAS, TEXAS
V06549
46
3. A downshift inhibitor valve can be added to the Bennett shifter to prevent
downshifting when the torque converter of the transmission is in lockup.
4. When an electrical range indicator system is used, the neutral terminal of
the shifter provides the necessary electrical path for installation of a
solenoid switch. This prevents starting of the engine except when the
transmission is in neutral.
84. PREVENTIVE MAINTENANCE ON SHIFTERS
Careful attention must be given to the external linkages connecting the transmission
range selector, step governor valve and shifter. All three components must be in the
same detent at the same time. Otherwise, an improper shift could occur which could
fail the transmission.
85. MODE SHIFT VALVES USED IN MANNESMANN REXROTH AND
BENNETT SYSTEMS
Most Mannesmann Rexroth and Bennett systems require two mode shift valves;
either Eaton or Eagle Equipment valves (refer to Paragraph 61). The system is
designed to operate the transmission in the manual mode when air is supplied to the
shift valve. When air is exhausted, or not applied at the mode shift valve, the
transmission will operate in the automatic mode.
In some cases, a Beckett valve will be used with a Bennett shifter. In this case, the
transmission operates in the manual mode when the air to the mode shift valve is
exhausted, or not applied. When the automatic mode is desired, air is applied to the
Beckett shift valve. A schematic of the Beckett valve circuitry is shown in Figure 89.
Figure 89. Mode Shift Valve Schematic
1
2
4
AUTOMATIC MODE
(AIR APPLIED)
LEGEND: = Blocked Port
1 = LINE 1 in Figure 61
2 = LINE 2 in Figure 61
4 = LINE 4 in Figure 61
MANUAL MODE
(AIR EXHAUSTED)
1
2
4
V06558
47
91. PRESSURE TAP LOCATION
Since the introduction of the CLBT 750 transmission, there have been several
changes resulting in different locations for checking specic oil pressure schedules.
Therefore, to avoid confusion and the possibility of checking a pressure schedule at
the wrong location, refer to Figures 91 through 94 for location of the pressure
check points.
Figure 91. Transmission Checkpoints Without Retarder
LOCKUP
LUBE
MAIN
FRONT
GOVERNOR
LOCKUP
MAIN
FRONT
GOVERNOR
SEPTEMBER 1974
PRIOR TO S/N 5940
JANUARY 1976
PRIOR TO S/N 11250
SEPTEMBER 1974
AFTER S/N 5939
JANUARY 1976
AFTER S/N 11249
LOCKUP
LUBE
MAIN
FRONT
GOVERNOR
LOCKUP
LUBE
MAIN
FRONT
GOVERNOR
V03605.01
TROUBLESHOOTING
CLBT 750
WITH DUAL MODE
SECTION
IX
48
Figure 92. Transmission Checkpoints With Retarder
NOT ACTIVE
NOT ACTIVE
LUBE
LUBE
LOCKUP
MAIN
FRONT GOVERNOR
NOT ACTIVE
MODULATOR
LOCKUP
MAIN
FRONT GOVERNOR
FRONT GOVERNOR
SEPTEMBER 1974
PRIOR TO S/N 5940
EFFECTIVE APRIL 1975
AFTER S/N 8249
SEPTEMBER 1974
AFTER S/N 5939
NOT ACTIVE
MODULATOR
LOCKUP
MAIN
V03606.01
49
Figure 93. Transmission Checkpoints With Retarder
And Engine-Driven PTO
APRIL 1975
PRIOR TO S/N 8250
APRIL 1975
AFTER S/N 8249
EFFECTIVE JANUARY 1976
AFTER S/N 11249
V03607.01
NOT ACTIVE
NOT
ACTIVE
LUBE
NOT ACTIVE
LUBE
LOCKUP
LOCKUP
MAIN FRONT
GOVERNOR
MAIN FRONT GOVERNOR
FRONT GOVERNOR
MODULATOR
LOCKUP
MAIN
LUBE
50
Figure 94. Transmission Checkpoints All Models
NEUTRAL START
SWITCH LOCATION
REAR GOVERNOR
PRESSURE
REVERSE SIGNAL
SWITCH LOCATION
FOURTH CLUTCH (HT)
FIFTH CLUTCH (CLT and CLBT)
REAR GOVERNOR
PRESSURE
GOVERNOR FEED
E03608.02
51
92. TROUBLESHOOTING DUAL MODE CIRCUITRY
The following items should be checked before attempting to troubleshoot the
circuitry:
Verify that engine idle speed is not lower than 650 rpm.
Verify that the transmission has the correct oil level. Refer to Section 5,
Figures 52 and 53.
Verify that the air system used to pilot the valves is fully charged.
Verify that all hoses are tight and are not cracked and leaking.
Verify that hose sizes are correct:
#4 minimum hose size for LINES 1, 2, 3, 4, and 5, Figure 95.
#16 minimum hose size for lter out and main return lines,
Figures 95 and 96.
If any of the above conditions are found, they must corrected before any meaningful
troubleshooting can be performed.
Troubleshooting Procedures for Manual Mode Operation
Complaint: Erratic Shifts And/or Not Shifting
Procedures:
1. Verify that detents of the shift tower, transmission range selector,
governor step valve body and Mannesmann Rexroth or Bennett shifter all
correspond to the same range at the same time. Refer to Section IV,
CONNECTING RANGE SELECTOR CONTROL.
2. Shift mode selection valve to manual mode (see Figures 95 and 96).
3. Remove line 3 at governor step valve body. In its place, connect a
pressure gauge which is capable of measuring 300 psi (2069 kPa).
4. Start engine and select all ve forward ranges. While in each range,
record pressure shown on gauge. When completed, shut engine off.
5. Compare values recorded in Step 4 with values shown in Figure 95.
6. If values are correct, proceed with Step 22.
7. If values obtained in Step 4 do not agree with values listed in Figure 95,
the next step is to check mode shift valve.
8. Reconnect line 3 to governor step valve body.
NOTE: If pressures check high in all gear ranges and unit is equipped
with downshift inhibit defeat option, ensure that customer-supplied
sleeve (Figure 63) is installed.
52
9. Remove line 2 coming out of mode shift valve and going to governor step
valve body. Install pressure gauge, used in Step 3, into mode shift valve.
10. Start engine and record pressure; if below 125 psi (862 kPa), proceed to
Step 12.
11. If pressure is 125 psi (862 kPa) or more, problem lies in governor step
valve and should be repaired by authorized personnel or replaced.
12. Shut engine off.
13. Reconnect line 2 and remove line 1 at governor step valve.
14. Install pressure gauge used previously into governor step valve body.
15. Start engine and record pressure. Shut engine off after obtaining a
constant pressure reading.
16. If pressure reading is below 125 psi (862 kPa), proceed to Step 20.
17. If pressure recorded in Step 15 is above 126 psi (862 kPa), problem lies in
mode shift valve.
18. Verify that pilot line for shift valve is connected properly.
19. If all preceding steps have been followed and pilot line was working
properly, mode shift valve should be replaced by a valve of similar make
and model.
20. Verify that external lter connections are correct.
21. If all preceding steps have been followed and malfunction is not located,
the trouble is an internal malfunction of the transmission and should be
taken to an authorized Allison Transmission repair outlet.
22. Reconnect line 3 to governor step valve body.
23. Remove governor pressure tap located on side of transmission housing
(Figure 94).
24. Connect pressure gauge used in Step 3 to governor pressure tap.
25. Start engine and shift through all transmission ranges recording pressure
in each range. After completing readings, shut engine off.
26. Compare values obtained in Step 25 with values in Figure 95. If they do
not agree, proceed to Step 28.
27. If values agree with those in Figure 95, an internal malfunction is
preventing the transmission from operating properly. The transmission
should be taken to an authorized Allison Transmission repair outlet.
28. Remove line 3 at rear governor pressure tap.
53
Figure 95. Externally-Mounted Valve Body
Use only on
downshift inhibit
defeat option
Section 64
MAIN FEED TO
GOVERNOR
(DROPBOX ADAPTER
HOUSING)
TO GOVERNOR
(REAR COVER)
PRESSURE
CODE psi kPa
0
2329
5258
8995
147157
or Main
0
159200
359400
614655
10141083
or Main
0
A
B
C
D
V06547
MANUAL
GOVERNOR
PRESSURE
MAIN
RETURN
FILTER OUT
LINE 2
D
C
B
A
1
2
3
4
5
N
R
R N 5 4 3 2 1
L
I
N
E

5
L
I
N
E

4
L
I
N
E

3
MODE
SHIFT
VALVE
LINE 1
54
29. Check double seated check valve to verify that check ball is free to move.
If check ball is hanging up, try cleaning valve. If cleaning does not correct
problem, proceed to Step 31.
30. Verify that ball seats fully on either end of valve. If ball seats fully on
both its seats, proceed to Step 32.
31. If check valve assembly fails either Step 29 or 30, a new check valve
assembly is needed. Check valve assembly (P/N 6882811) should be
ordered.
32. Verify that port in middle of check valve aligns itself with governor
passage in rear cover (see Figure 63). Refer to Section VI for units with
dropboxes.
33. If ports do not line up, proceed to Step 35.
34. If cause of malfunction is not determined in preceding steps, take the
transmission to an authorized Allison Transmission repair outlet.
35. Verify depth of reamed hole in rear cover by referencing Figure 63. If
readings do not agree, proceed to Step 37.
36. If after all above steps nothing is found to indicate problem, take
transmission to an authorized Allison Transmission repair outlet.
37. Repair of reamed depth in rear cover requires partial disassembly of
transmission; therefore, take transmission to an authorized Allison
Transmission repair outlet.
Complaint: Will Operate In One Mode Only
Procedures:
1. Verify that mode selection valve (manually operated valve) is working
properly and is supplying air pressure to pilot removing valves in circuit.
2. Shift mode selector valve to automatic mode.
3. Remove line 3, Figure 95, from mode shift valve.
4. Install pressure gauge.
5. Start engine and record pressure.
6. Pressure should read 0 psi (0 kPa) when in automatic mode. If pressure is
zero, proceed to step 12.
7. If pressure reading was not zero, shut engine off and reconnect line 3.
8. Remove line 2 from mode shift valve and install pressure gauge.
9. Start engine and record pressure. After obtaining a constant pressure
reading, shut engine off.
10. If pressure reading was zero, proceed to Step 12.
55
11. If pressure reading in Step 9 was higher than 0 psi (0 kPa), mode shift
valve needs replacing. Replace failed mode shift valve with similar make
and model.
12. If preceding steps do not reveal malfunction, perform procedure for
Erratic Shifts And/or Not Shifting.
Complaint: Not Shifting
Procedure:
1. Disconnect linkage from shifter.
2. Shift transmission through ranges, verifying that shaft extending from
shifter is moving properly.
3. If shifter is moving properly, proceed to Step 5.
4. If shifter is not moving properly, clean all dirt and debris from around
shifter and shifter linkages.
5. Reconnect linkages. Verify that all linkages are connected properly.
(Refer to Paragraph 48, Connecting Range Selector Control.)
6. Start engine and check if complaint has been eliminated.
7. If preceding steps do not reveal any malfunction, perform procedure for
Erratic Shifting And/or Not Shifting.
Troubleshooting Procedures For Automatic Mode Operation
Most troubleshooting procedures for automatic mode are listed in Service
Manual SM1314EN. However, the steps listed below should also be used to
check the additional circuitry due to the dual mode operation.
1. Check linkages and verify that detents of shift selector, transmission
range selector, governor step valve body, and Mannesmann Rexroth or
Bennett shifter all correspond to same range at same time. If not, refer to
Section IV, Connecting Range Selector Control.
2. Check double seated check valve at governor and verify that check ball is
not sticking and that it seats fully on both its seats (Figure 63).
3. Check and verify that both mode selection and mode shift valves are
working properly.
4. Engine idle speed must be lower than 650 rpm.
93. STEP GOVERNOR VALVE
A hydraulic schematic of the step governor valve is shown in Figure 96.
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Figure 96. Governor Valve Hydraulic Schematic
LINE 4
LINE 2 LINE 1
MAIN M/A BODY
REAR GOVERNOR
FEED
WITHOUT INHIBIT OPTION WITH INHIBIT OPTION
MANUAL MODE MANUAL MODE
AUTOMATIC MODE AUTOMATIC MODE
REAR GOVERNOR
FEED
SUMP LINE 4
LINE 2 LINE 1
MAIN M/A BODY
SUMP
LINE 4
LINE 2 LINE 1
MAIN M/A BODY
SUMP
DEAD
DEAD
LINE 4
LINE 2 LINE 1
LINE 5
LINE 5
MAIN M/A BODY
SUMP
L06559
PM1772EN 198505 Printed in USA 200712 www.allisontransmission.com