PM1772EN Allison

Preventive
Maintenance
CL(B)T/HT 750 Series
Oil Field Applications
PM1772EN
Preventive
Maintenance
1985 MAY
Rev. 1 2000 January
PM1772EN
Allison Transmission
VOCATIONAL MODELS
CLT 750
CLBT 750
CLBT 750DB
HT 750DR
HT 750DR DB
Printed in USA
Copyright 2007 Allison Transmission, Inc.
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 first be thoroughly satisfied 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 specific methods or actions that can result in personal
injury, damage to the equipment, or cause the equipment to become unsafe.
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.
TRADEMARKS USED
Loctite is a registered trademark of the Loctite Corporation
Teflon is a registered trademark of the DuPont Corporation
Viton is a registered trademark of the DuPont Corporation.
ii
TABLE OF CONTENTS
Paragraph
Description
Section I
REMOVING TRANSMISSION FROM VEHICLE
11.
12.
13.
14.
15.
16.
17.
Section II
21.
22.
23.
24.
25.
26.
27.
Section III
31.
32.
33.
34.
35.
Section IV
41.
42.
43.
44.
45.
Page
Draining Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Disconnecting Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Uncoupling From Driveline And Engine. . . . . . . . . . . . . . . . . . 2
Removing Mounting Bolts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Removing The Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Removing Input And Output Flange Or Yokes . . . . . . . . . . . . . 3
Rebuild/Overhaul Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . 3
PREPARING TRANSMISSION FOR INSTALLATION

Checking Flywheel (Engine-Mounted Models). . . . . . . . . . . . . 4
Installing Brake And Output Flange . . . . . . . . . . . . . . . . . . . . . 4
Installing Input Flange (Remote-Mounted) . . . . . . . . . . . . . . . . 5
Installing Range Selector Lever . . . . . . . . . . . . . . . . . . . . . . . . . 5
Installing PTO (Applicable at Any Location) . . . . . . . . . . . . . . 6
Installing Shift Modulation Control . . . . . . . . . . . . . . . . . . . . . . 6
Installing Oil Filler Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
PREPARING VEHICLE FOR TRANSMISSION

INSTALLATION
Checking Flexplate Drive Assembly
(Transmission Engine-Mounted) . . . . . . . . . . . . . . . . . . . . . . . . 8
Checking Input Drive Components
(Transmission Remote-Mounted) . . . . . . . . . . . . . . . . . . . . . . . 8
Checking Chassis And Driveline . . . . . . . . . . . . . . . . . . . . . . . . 9
Oil Cooler, Oil Filter, And Lines . . . . . . . . . . . . . . . . . . . . . . . . 9
Checking Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLING TRANSMISSION INTO VEHICLE

Handling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Mounting To Engine (Transmission Engine-Mounted). . . . . . 11
Installing Transmission Mounting Components . . . . . . . . . . . 12
Rear Support Of The CLBT 750DB . . . . . . . . . . . . . . . . . . . . 12
Coupling To Engine (Transmission Remote-Mounted). . . . . . 13
iii
Paragraph
Description
Section IV
INSTALLING TRANSMISSION INTO VEHICLE (contd)
46.
47.
48.
49.
410.
411.
412.
413.
414.
415.
416.
SECTION V
51.
52.
53.
54.
55.
56.
57.
58.
59.
510.
511.
Section VI
61.
62.
63.
64.
65.
Page
Coupling To Driveline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Connecting Cooler And Oil Filter Lines . . . . . . . . . . . . . . . . . 14
Connecting Range Selector Control. . . . . . . . . . . . . . . . . . . . . 16
Connecting Hydraulic Retarder Control (CLBT Models) . . . . 17
Connecting Modulator Control . . . . . . . . . . . . . . . . . . . . . . . . 17
Connecting Power Takeoff Controls . . . . . . . . . . . . . . . . . . . . 20
Connecting Parking Brake Controls . . . . . . . . . . . . . . . . . . . . 21
Connecting Output Disconnect Controls
(Dropbox Models Only). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Connecting Speedometer Drive . . . . . . . . . . . . . . . . . . . . . . . . 21
Installing Temperature And Pressure
Sensors And Electrical Components . . . . . . . . . . . . . . . . . . . . 21
Filling The Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
OIL SYSTEM
Filling The System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Deep Oil Pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Oil Pan Interchangeability . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Spare Parts Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Installation Of The 812 Inch Transmission Oil Pan Assembly
and Oil Filler Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Oil Level And Oil Dipstick . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Checking Transmission Oil Level . . . . . . . . . . . . . . . . . . . . . . 27
Oil Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Oil Change And Filter Replacement . . . . . . . . . . . . . . . . . . . . 28
Oil Operating Temperatures. . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Oil Level For Transfer Gear Housing (Dropbox) . . . . . . . . . . 29
DUAL MODE OPERATION

General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Functional Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Downshift Inhibiting CL(B)T 750 (2100 And 2300 rpm
Dropbox Models Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
CLBT 750 Dual Mode Transmission With Dropbox. . . . . . . . 36
iv
Paragraph
Description
Section VII
RELEASE OF STEP GOVERNOR VALVE BODY

ASSEMBLY P/N 23010297
71.
72.
73.
Section VIII
81.
82.
83.
84.
85.
Section IX
91.
92.
93.
Page
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Interchangeability. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Spare Parts Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
MANUAL/AUTOMATIC OPERATION ON OIL FIELD

EQUIPMENT
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Mannesmann Rexroth Corporation Shifter . . . . . . . . . . . . . . . 38
Bennett Shifter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Preventive Maintenance On Shifters . . . . . . . . . . . . . . . . . . . . 46
Mode Shift Valves Used In Mannesmann Rexroth And
Bennett Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
TROUBLESHOOTING CLBT 750 WITH DUAL MODE

Pressure Tap Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Troubleshooting Dual Mode Circuitry. . . . . . . . . . . . . . . . . . . 51
Step Governor Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
NOTES
vi
REMOVING
TRANSMISSION FROM
VEHICLE
S ECTION
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 fill 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.
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.
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.
13. UNCOUPLING FROM DRIVELINE AND ENGINE

Disconnect the vehicle driveline from the transmission output flange or yoke.
Disconnect the input drive flange 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 flexplate to the
converter drive cover.
FLYWHEEL
FLYWHEEL HOUSING
STARTER RING GEAR
CONVERTER
HOUSING
3.451 in. (87.67 mm)

3.554 in. (90.27 mm)
DRIVE BOLT (12)
FLEXPLATE ASSEMBLY
INNER WEAR PLATE
CRANKSHAFT
FLEXPLATE-TO-ADAPTER BOLT
ADAPTER-TO-CRANKSHAFT BOLT
CRANKSHAFT HUB ADAPTER
V02376.01
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.
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
flanges or yokes to the replacement transmission. If the flanges or yokes are retained
by a large self-locking nut, specific 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 five notches or none at all, loosen the nut until there is
about 116 inch gap between the nut and flange.
The first 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 flange.
Each time the nut is removed, deeply scribe one of the flats 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 five times.
17. REBUILD/OVERHAUL INSTRUCTIONS

Refer to the current edition of Service Manual SM1314EN or SM1270EN for rebuild
or overhaul of the transmission.
SECTION
II
PREPARING
TRANSMISSION FOR
INSTALLATION
21. CHECKING FLYWHEEL (ENGINE-MOUNTED MODELS)

Check the 12-bolt circle at the front of the flywheel. The 12-20 threads must
be undamaged, and the holes free of chips or foreign material.
Check the pilot boss (at center of flywheel) for damage or raised metal that
would prevent free entry into the flexplate 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 flange 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 flange 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 flange or yoke. The brake drum, if it mounts ahead of the
flange or yoke, must be attached before the flange is installed, and its bolts
tightened to the torque recommended by the vehicle manufacturer. Be sure the
flange or yoke hub is seated against the transmission rear bearing.
The output flange or yoke on straight-through model transmissions is retained
by a large self-locking nut. This nut may be reused up to five times if it meets
running torque requirements during removal.
Each time the nut is reused, deeply scribe one of the wrenching flats. 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).
Dropbox models with manual disconnect output clutches use two bolts,
shims, and a locking tab to retain the flange and retainer. Refer to Service
Manual SM1314EN or SM1270EN for shimming procedure and bolt torque.
If the brake drum mounts behind the flange 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 flange 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 flange during installation to avoid seal lip damage.
Install the input flange or yoke. Be sure it is seated against the bearing in the
front of the transmission front cover.
The input flange or yoke is retained by a large self-locking nut. This nut may
be reused up to five times if it meets running torque requirements during
removal.
Each time the nut is reused, deeply scribe one of the wrenching flats. 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.
CAUTION: Do not drive or force the lever onto the shaft. Internal
damage to the transmission might result.
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.
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.
CAUTION: Cork or other soft gaskets cannot be used to mount the
PTO. Use only shims or gaskets recommended by the PTO
manufacturer.
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 fittings. 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) orifice. For the enginedriven PTO, the maximum orifice 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.
CAUTION: PTOs using transmission main pressure to apply the PTO
must have main pressure dead-headed at the valve when not in use.
26. INSTALLING SHIFT MODULATION CONTROL

The shift modulation control should be installed after the transmission is installed.
Reference Paragraph 410.
27. INSTALLING OIL FILLER TUBE

The oil filler tube may be installed before the transmission is installed into the
vehicle, unless its presence will interfere with transmission installation.
Install the oil filler 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).
CAUTION: Ensure that the proper length bolts are used. Using bolts
that are too long may cause cracks (leaks) in the pan.
If the tube is retained by bolts, install oil filter tube and gasket onto the oil
pan. Install two 516-24 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 filler tube with brackets and bolts as required to
prevent cracks caused by excessive vibration.
Install the dropbox filler tube or oil level check tube into the dropbox (see
Figure 56).
S ECTION
III
PREPARING VEHICLE
FOR TRANSMISSION
INSTALLATION
31. CHECKING FLEXPLATE DRIVE ASSEMBLY

(TRANSMISSION ENGINE-MOUNTED)
Inspect the flexplate. Replace it if worn or damaged. Examine the flexplate 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 flexplate.
Check the concentricity of the engine crankshaft hub with the flywheel
housing. Refer to engine specifications 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 flanges, and slipjoint splines for wear
or damage.
Lubricate universal joints and slipjoints. Use the vehicle manufacturer's
recommended lubricants.
NOTE: Misindexing of the driveline can result in premature
transmission failure.
Check universal joints or slipjoints for indexing to conform to vehicle
manufacturers specifications.
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, flanges 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 flush or replace if cleaning and
flushing are not satisfactory.
Oil cooler connecting lines clean and flush; inspect for deterioration, faulty
connector, kinks.
External oil filter replace filter element; inspect fittings, threads, mounting.
Oil filter lines clean and flush; 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
flushing may not remove all debris from the oil cooler. Installation of an
auxiliary filter 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-efficiency filter recommendations.
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 112 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.
10
INSTALLING
TRANSMISSION INTO
VEHICLE
SECTION
IV
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 flexplate with the access opening at
the front of the engine flywheel housing.
Install a headless 12-20 guide bolt into one of the tapped holes in the
flywheel. Align the guide bolt with the flexplate hole at the access opening.
Lubricate the pilot boss at the center of the flywheel with molybdenum
disulfide grease (Molycote G or equivalent).
Move the transmission toward the engine while guiding the pilot boss on the
flywheel into the flexplate hub (adapter) and the guide bolt into the hole in the
flexplate.
Seat the transmission squarely against the engine flywheel 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 flywheel
housing. Install all of the bolts, finger tight, that retain the transmission to the
engine.
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.
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.
11
Remove the guide bolt through the access opening in the engine flywheel
housing. Replace it with a 12-20 x 1 inch self-locking bolt. Tighten the bolt
finger tight at this time.
NOTE: Do not tighten any flywheel bolts until all of the bolts have
been installed and tightened finger tight.
While rotating the engine, install the eleven remaining, 12-20 x 1 inch
self-locking bolts into the flywheel, finger tight. When all bolts are in place,
tighten them to 96115 lb ft (130156 Nm).
Install the flywheel housing access cover.
43. INSTALLING TRANSMISSION MOUNTING COMPONENTS

CAUTION: Use the type and grade of mounting bolts recommended
by the vehicle manufacturer. The 58-11 bolts in the converter
housing must have at least 114 inch (32 mm) thread engagement. The
34-10 bolts in the rear adapter housing must have at least 112 inch
(38 mm) thread engagement but must not bottom in the adapter
housing.
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 first 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 34-10UNC tapped holes (Figure 41).
12
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
V06543
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 flange or yoke to the flange 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 specifications.
46. COUPLING TO DRIVELINE

Couple the driveline companion flange or universal joint yoke to the flange 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 specifications of the vehicle manufacturer.
13
47. CONNECTING COOLER AND OIL FILTER LINES

Figures 42 through 46 illustrates the different oil filter 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
filter. 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).
ENGINE
TO FILTER
INPUT
RETARDER
HOUSING
CONVERTER
HOUSING
ENGINE
PLUG
TO COOLER
(CONVERTER-OUT
TEMPERATURE BULB
ADJACENT)
FROM FILTER
PLUG
LEFT SIDE
FROM
COOLER
RIGHT SIDE
Figure 42. Early CLBT 750 Without Engine-Driven PTO
14
V02378.01
CONVERTER-OUT
TEMPERATURE BULB
PTO MOUNT
TO FILTER
FROM FILTER
ENGINE
TO COOLER
ENGINE
FROM COOLER
LEFT SIDE
RIGHT SIDE
V02388
Figure 43. CLT 750 With Engine-Driven PTO

ENGINE
CONVERTER-OUT
TEMPERATURE BULB
2-BOLT COVER
TO FILTER
FROM FILTER
TO COOLER
ENGINE
FROM COOLER
LEFT SIDE
RIGHT SIDE
V02380
Figure 44. CLT 750 Without Engine-Driven PTO

ENGINE
2-BOLT COVER
ENGINE
PLUG (EARLIER MODELS)
TO FILTER
CONVERTER-OUT
TEMPERATURE BULB
TO
COOLER
PLUG
FROM FILTER
LEFT SIDE
FROM
COOLER
RIGHT SIDE
Figure 45. Current CLBT 750 Without Engine-Driven PTO

15
V02379
ENGINE
CONVERTER-OUT
TEMPERATURE BULB
ENGINE
PLUG
TO FILTER
PLUG
PLUG
CONVERTER
HOUSING
TO
COOLER
FROM FILTER
INPUT RETARDER HOUSING
LEFT SIDE
FROM
COOLER
RIGHT SIDE
V02390
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 (first 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.
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.
3. Adjust linkage to correspond to the transmission range selector.
16
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 112 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.
NEUTRAL START
SWITCH LOCATION
SELECTOR
LEVER SHAFT
MODULATOR
ACTUATOR ROD
(LATER MODELS
RETAINED INTERNALLY)
V06585
Figure 47. Location of Modulator, Neutral Start Switch, and Selector Shaft
17
Connect the engine (throttle) end of the modulator cable housing to its
mounting.
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.
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.
PULL TYPE
PUSH TYPE
V02396
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.
18
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 516-18 x 34 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.
19
AS
REQ
UIR
ED
. MI
D
(14
0 m TRAV
m) EL
5.5
in
LEN
GTH
1.5 in. (38 mm)

TRAVEL
SEAT
SNAPRING
SPRING
PLUNGER
CONTROL
CABLE
CAM (WEDGE)
PULL-TO-OPERATE ILLUSTRATED
L02397
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.
CAUTION: PTOs using main transmission pressure to apply the PTO
must have main pressure dead headed at the valve when not in use.
Couple the PTO output to its driven equipment. Check couplings or universal
joints for proper assembly and alignment.
20
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 specified 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 12 inch pipe
thread adapter sufficiently 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
21
pipe sealant (Loctite with Teflon or equivalent) to the threads of the switch.
Tighten the switch to 5060 lb ft (6881 Nm).
NOTE: The type and location of the neutral-start switch is optional.
Provision is made for installation on the transmission (Figure 47), if
desired.
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 filled before starting the engine. Refer to
Section V, OIL SYSTEM.
22
OIL SYSTEM
SECTION
51. FILLING THE SYSTEM

After the overhaul or rebuild, the system, including all external plumbing and
components such as filters and heat exchanger, must be refilled.
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 first
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 812 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 field 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 fill 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 812 inch oil pan.
23
Two-bolt flange for

customer furnished
fill tube and dipstick
1.000 NPTF
(for drain and
heating element)
13.205 13.465
(335.41) (342.01)
14.705
(373.51)
8.329
(211.56)
3
5.978
(151.83)
3
18.100
(459.75)
21.360
(542.55)
6.578
(167.07)
25.670
(652.02)
6 inch OIL PAN

1.000 NPTF
(for heating
element)
Two-bolt flange for

customer furnished
fill tube and dipstick
12.83
(325.8) 17.26
(438.3)
13.89 14.48
(354.5) (368.4)
16.61
17.26 (421.8)
(438.3)
6.437
(163.5)
2
0.29
(7.4)
8.895
(225.9)
1.28 R
(32.5)
18.08
(459.2)
7.035
(178.7)
20.71
(526.1)
NOTE: Dimensions are in inches (millimeters)
25.78
(654.7)
STANDARD OIL PAN

812 inch deep
V06544
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
field service prior to the effective serial number and current dropbox model
transmissions incorporating the various oil pan options.
24
1.50 in.
(38.1 mm)
TOP OF
OIL PAN
2.50 in.
3.00 in.*
(63.5 mm)
3.75 in.* (76.2 mm)
4.81 in.
(95.2 mm)
(122.2 mm)
HOT RUN
BAND
160200F
(7193C)
OIL PAN
FILL TUBE HOLE

COLD RUN BAND
60120F (1649C)
* Approximate dimension. OEM/customer to establish cold run
band at installation.
V02371.01
Figure 52. Transmission Oil Levels (6 inch Deep Pan)
Difference between full and add levels is 2 U.S. quarts (1.9 liters)
HOT RUN BAND
160200F (7193C)
2.50 in.
(63.5 mm)
TOP OF
OIL PAN
FULL
ADD
3.50 in.
(89.9 mm)
4.75 in.*
(120.6 mm)
COLD RUN BAND

60120F (1649C)
FILL TUBE HOLE
* Approximate dimension. OEM/customer to establish cold run
band at installation.
V02372.01
Figure 53. Transmission Oil Levels (7 and 812 inch Deep Pan)
55. INSTALLATION OF 812 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 812 inch oil pan filter is retained to the valve body by three
14-20 x 314 inch bolts.
25
The 812 inch pan oil drain plug and washer are installed at the rear of the oil
pan (Figure 51).
The same oil filler tube can be adapted for use with the 812 inch deep oil pan.
56. OIL LEVEL AND OIL DIPSTICK

Figure 53 illustrates the oil levels relative to the 7 and 812 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.
WITH 6 in. (152.4 mm)

DEPTH PAN
PROCEDURE:
Use hot run band for 160200F (7193C)
Use cold run band for 60120F (1649C)
RA
UT
NE
IN
WITH 7 in. and 81 2 in.

(177.8 mm and 215.4 mm)
DEPTH PAN
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.
K
CO
RU LD
N
HO
RU T
N
CH
CO
RU LD
N
4.75*
(120.6)
3.50
(88.9)
2.50
(63.5)
EC
HO
RU T
N
3.75*
(95.2)
1.50
2.50 (38.1)
3.00* (63.5)
(76.2)
LA
TI
DL
TRANSMISSION-TO-OIL PAN SPLITLINE

(TOP OF OIL PAN)

V06545
Figure 54. Dipstick Markings Location
26
To calibrate the new dipstick, strike a mark on the side of the oil filler 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 fill tube, holding the
top even with the top of fill tube (where it would rest if installed into tube). Follow
contour of fill tube with the dipstick down to the mark previously scribed on side of
fill 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 814 U.S. gallons
(31 liters). The oil capacity (initial fill) of the 812 inch heavy duty deep oil pan is
912 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 sufficient 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 filler 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.
27
58. OIL SPECIFICATIONS

Recommended oil specification is Allison-approved C-4. Usage should comply to the
information and chart related on Figure 55, relative to ambient temperature, fluid
viscosity grade, and preheat.
CAUTION: The 30F (34C) sump temperature specification 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 sufficient main pressure.
59. OIL CHANGE AND FILTER REPLACEMENT
FLUID VISCOSITY GRADE
Oil change and filter 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 filter 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 filter 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.
40
30
15W-40
10W
10-10W
0W-20
30
(34)
20
(29)
10
(23)
0
10
(18) (12)
20
(7)
30
(1)
AMBIENT TEMPERATURE F (C)
40
50
V06546
Figure 55. Fluid Viscosity Versus Ambient Temperature
28
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:
Converter Operation
Retarder Operation
Lockup Operation
Normal Operating Temperature
Minimum Sump Oil Temperature
Converter-Out
Sump
300F (149C) max
250F (121C) max
330F (165C) max
250F (121C) max
250F (121C) max
250F (121C) max
160220F (71104C)
150F (66C)
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:
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
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 fluid level check or a hot fluid level check.
The oil used in the dropbox continues to be Allison-approved C-4, Grade 30.
NOTE: Quantities may vary according to output configuration
options on the dropbox.
29
Be sure oil level dipsticks are calibrated to correspond with the new FULL and ADD
oil levels (Figure 56).
Figure 56 illustrates an alternate fill pipe configuration that is recommended for the
dropbox. This configuration assures that the box will not be overfilled and provides
for a quick check of the actual level. A dipstick is not required with this configuration
nor is venting required. Basically, this configuration consists of nipples, elbow and
compression plug (or a threaded cap) with the end of the open fitting corresponding
to the FULL oil level requirement in the dropbox.
2 in.
(51 mm)
FULL
3 in.
(76 mm)
ADD
3 4-14
CL OUTPUT SHAFT
NPTF
FILL PIPE AND
LEVEL INDICATOR
FLUID
DRAIN
PLUG
V02375.01
Figure 56. Dropbox Oil Level Indicator
30
DUAL MODE
OPERATION
SECTION
VI
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 specified part numbers:
Part Description
Solenoid-piloted:
Air-piloted:
Hydraulic-piloted:
Manual:
Part Number
DG4V-3S-2A-M-FW-B5-60
DG-18V-3-2A-P-60
DG3V-3-2A-7-S-60
DG17V-3-2N-60
Source
Eaton Corporation
Hydraulics Operations
15151 Highway 5
Eden Prairie, MN 55344
Phone: 888-258-0222
All above valves are used with subplate: DGMS-2-4E-10-S.

Eagle Equipment
Air-piloted:
Lex-Air BP2S-38 NPT
Type 1 with Viton Seals
245 Industrial Drive
Franklin, OH 45005
Phone: (513) 382-1691
Fax: 513-746-1656
The above mode selection valves are recommended on the basis of satisfactory field
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 defined in SIL 29-TR-82.
31
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 filter out line. A priority
valve in the valve body directs this oil first to the mode shift valve (LINE 1) and
secondly to the main return line to complete the normal filter 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 five
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 flow 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 specification hose is satisfactory.
An additional spacer is required on dropbox models, prior to transmission S/N 24218.
32
FILTER OUT
LINE 1
MAIN
RETURN
MODE
SHIFT
VALVE
LINE 4
LINE 2
LINE 5
Use only on
downshift inhibit
defeat option
Section 64
LINE 3
R
N
5
4
3
2
TO GOVERNOR 1
MAIN FEED TO
GOVERNOR
(DROPBOX ADAPTER
HOUSING)
(REAR COVER)
PRESSURE
CODE
psi
kPa
0
0
0
A
2329
159200
B
5258
359400
C
8995
614655
D
147157 10141083
or Main
or Main
MANUAL C
GOVERNOR
PRESSURE B
A
R N 5 4 3 2 1
V06547
Figure 61. Externally-Mounted Valve Body
33
From external
valve body
CHECK VALVE
P/N 6882811
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
Figure 62. Check Valve Installation
If desired, special modification 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.
34
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.
CAUTION: Dual mode circuitry is not to be tapped for use elsewhere
in the transmission.
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 modification 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 modified 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.
0.340 0.339
(8.64 8.48)
2.01 1.99
(51.05 50.55)

Make from 0.375 (9.53) x 13 gauge [0.185 (4.70) ID]
to 18 gauge [0.277 (7.04) ID] steel tubing
V06549
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.
35
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
S/N 24218 and Above
S/N 24217 and Below
Recessed Governor Pressure
Tap Boss
Early Model Governor
Pressure Tap Boss
Without
Tubular Spacer
X
X
X
X
36
RELEASE OF STEP
GOVERNOR VALVE
BODY ASSEMBLY
P/N 23010297
SECTION
VII
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:
New
Part No.
23010297
23010293
23010294
23010295
179849
103321
Qty
1
1
1
1
4
4
Old
Part No.
6883259
6883257
6883256
6883255
179849
103321
Qty
1
1
1
1
3
3
Part Name
Body Assembly, Step Governor Valve
Body, Step Governor Valve
Cover, Step Governor
Gasket, Step Governor
Bolt, 38-16 x 212 Hx Hd
Lockwasher, 38
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:
Part No.
6883259
6883255
6883256
Part Name
Body Assembly, Step Governor Valve
Gasket
Cover
37
SECTION
VIII
MANUAL/AUTOMATIC
OPERATION ON OIL
FIELD EQUIPMENT
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.
Modifications to the transmission hydraulic system are necessary and specified in the
kit instructions. The special step governor valve is supplied in the kit. The mode shift
valve is specified 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
38
Figure 81. Mannesmann Rexroth Corp. Shifter Control Schematic
39
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 sufficient
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
12 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 multiposition 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.
40
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.
41
Figure 83. Mannesmann Rexroth Corp. Rotary Type Selector Valve
83. BENNETT SHIFTER

The Bennett shifter manual/automatic adapter is specifically designed to assure
precise, trouble-free conversion from automatic transmission to manual powershift
transmission.
For assistance, contact:
Stone-Bennett, Inc.
1419 Upfield 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.
42
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 fluid
acting on opposing limited-travel steel pistons moving in aluminum cylinders.
43
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 fixeddistance 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 stepwise 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 fulfilling 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).
44
Figure 86. Bennett Shifter Cutaway

TRANSMISSION
5
3
1
R
6
4
2
N
BENNETT ENTERPRISES
DALLAS, TEXAS
Figure 87. Range Indicator Lights
Figure 88. Quick Shift Cylinders

45
V06549
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.
AUTOMATIC MODE
(AIR APPLIED)
1
MANUAL MODE
(AIR EXHAUSTED)
4
LEGEND:
= Blocked Port
1 = LINE 1 in Figure 61
Figure 89. Mode Shift Valve Schematic
46
V06558
TROUBLESHOOTING
CLBT 750
WITH DUAL MODE
SECTION
IX
91. PRESSURE TAP LOCATION

Since the introduction of the CLBT 750 transmission, there have been several
changes resulting in different locations for checking specific 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.
JANUARY 1976
PRIOR TO S/N 11250
SEPTEMBER 1974
PRIOR TO S/N 5940
LOCKUP
MAIN
FRONT
GOVERNOR
LUBE
LOCKUP
SEPTEMBER 1974
AFTER S/N 5939
LOCKUP
LUBE
MAIN
FRONT
GOVERNOR
JANUARY 1976
AFTER S/N 11249
MAIN
FRONT
GOVERNOR
LOCKUP
LUBE
MAIN
FRONT
GOVERNOR
V03605.01
Figure 91. Transmission Checkpoints Without Retarder

47
SEPTEMBER 1974
PRIOR TO S/N 5940
EFFECTIVE APRIL 1975

AFTER S/N 8249
NOT ACTIVE
MODULATOR
FRONT GOVERNOR
MAIN
LOCKUP
SEPTEMBER 1974
AFTER S/N 5939
NOT ACTIVE
LUBE
FRONT GOVERNOR
MAIN
LOCKUP
LUBE
NOT ACTIVE
NOT ACTIVE
MODULATOR
FRONT GOVERNOR
MAIN
LOCKUP
V03606.01
Figure 92. Transmission Checkpoints With Retarder
48
APRIL 1975
PRIOR TO S/N 8250
LUBE
EFFECTIVE JANUARY 1976

AFTER S/N 11249
NOT
ACTIVE
MODULATOR
FRONT GOVERNOR
MAIN
LOCKUP
APRIL 1975
AFTER S/N 8249
NOT ACTIVE
LUBE
FRONT
GOVERNOR
MAIN
LOCKUP
LUBE
NOT ACTIVE
FRONT GOVERNOR
MAIN
LOCKUP
V03607.01
Figure 93. Transmission Checkpoints With Retarder

And Engine-Driven PTO
49
NEUTRAL START
SWITCH LOCATION
REAR GOVERNOR
PRESSURE
REVERSE SIGNAL
SWITCH LOCATION
FOURTH CLUTCH (HT)

FIFTH CLUTCH (CLT and CLBT)
GOVERNOR FEED
REAR GOVERNOR
PRESSURE
E03608.02
Figure 94. Transmission Checkpoints All Models
50
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 filter 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 five 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.
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.
8. Reconnect line 3 to governor step valve body.
51
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 filter 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.
52
FILTER OUT
LINE 1
MAIN
RETURN
MODE
SHIFT
VALVE
LINE 4
LINE 2
LINE 5
Use only on
downshift inhibit
defeat option
Section 64
LINE 3
R
N
5
4
3
2
TO GOVERNOR 1
MAIN FEED TO
GOVERNOR
(DROPBOX ADAPTER
HOUSING)
(REAR COVER)
PRESSURE
CODE
psi
kPa
0
0
0
A
2329
159200
B
5258
359400
C
8995
614655
D
147157 10141083
or Main
or Main
MANUAL C
GOVERNOR
PRESSURE B
A
R N 5 4 3 2 1
V06547
Figure 95. Externally-Mounted Valve Body
53
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.
54
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.
55
WITH INHIBIT OPTION

SUMP
WITHOUT INHIBIT OPTION
LINE 4
MAIN
LINE 1
M/A BODY
LINE 2
SUMP
MAIN
LINE 1
LINE 4
M/A BODY
LINE 2
DEAD
REAR GOVERNOR
LINE 5
FEED
MANUAL MODE
MANUAL MODE
SUMP
LINE 4
MAIN
LINE 1
M/A BODY
LINE 2
SUMP
MAIN
LINE 1
LINE 4
M/A BODY
LINE 2
DEAD
REAR GOVERNOR
FEED
AUTOMATIC MODE
LINE 5
AUTOMATIC MODE
L06559
Figure 96. Governor Valve Hydraulic Schematic

56
PM1772EN 198505
www.allisontransmission.com
Printed in USA 200712

PM1772EN Allison

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Copyright 2007 Allison Transmission, Inc.

WARNINGS, CAUTIONS, AND NOTES

CAUTION: A caution is used when an operating procedure,

NOTE: A note is used when an operating procedure, practice, etc., is

REMOVING TRANSMISSION FROM VEHICLE

PREPARING TRANSMISSION FOR INSTALLATION

PREPARING VEHICLE FOR TRANSMISSION

INSTALLING TRANSMISSION INTO VEHICLE

INSTALLING TRANSMISSION INTO VEHICLE (contd)

DUAL MODE OPERATION

RELEASE OF STEP GOVERNOR VALVE BODY

MANUAL/AUTOMATIC OPERATION ON OIL FIELD

TROUBLESHOOTING CLBT 750 WITH DUAL MODE

11. DRAINING TRANSMISSION

12. DISCONNECTING CONTROLS

13. UNCOUPLING FROM DRIVELINE AND ENGINE

3.451 in. (87.67 mm)

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

14. REMOVING MOUNTING BOLTS

15. REMOVING THE TRANSMISSION

16. REMOVING INPUT AND OUTPUT FLANGES OR YOKES

17. REBUILD/OVERHAUL INSTRUCTIONS

21. CHECKING FLYWHEEL (ENGINE-MOUNTED MODELS)

22. INSTALLING BRAKE AND OUTPUT FLANGE

23. INSTALLING INPUT FLANGE (REMOTE-MOUNTED)

24. INSTALLING RANGE SELECTOR LEVER

25. INSTALLING PTO (APPLICABLE AT ANY LOCATION)

26. INSTALLING SHIFT MODULATION CONTROL

27. INSTALLING OIL FILLER TUBE

31. CHECKING FLEXPLATE DRIVE ASSEMBLY

32. CHECKING INPUT DRIVE COMPONENTS

33. CHECKING CHASSIS AND DRIVELINE

34. OIL COOLER, OIL FILTER, AND LINES

35. CHECKING CONTROLS

42. MOUNTING TO ENGINE (TRANSMISSION ENGINE-MOUNTED)

43. INSTALLING TRANSMISSION MOUNTING COMPONENTS

44. REAR SUPPORT OF THE CLBT 750DB

The 4-bolt pad on the first clutch adapter

The 6-bolt pad on the transfer gear housing

Figure 41. Rear Support of the CLT, CLBT 750

45. COUPLING TO ENGINE (TRANSMISSION REMOTE-MOUNTED)

46. COUPLING TO DRIVELINE

47. CONNECTING COOLER AND OIL FILTER LINES

Figure 42. Early CLBT 750 Without Engine-Driven PTO

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

Figure 46. CLBT 750 With Engine-Driven PTO

48. CONNECTING RANGE SELECTOR CONTROL

49. CONNECTING HYDRAULIC RETARDER CONTROL

410. CONNECTING MODULATOR CONTROL

Figure 48. Current Mechanical Modulators

1.5 in. (38 mm)

Figure 49. Old Style Mechanical Modulator

411. CONNECTING POWER TAKEOFF CONTROLS

412. CONNECTING PARKING BRAKE CONTROLS

413. CONNECTING OUTPUT DISCONNECT CONTROLS

414. CONNECTING SPEEDOMETER DRIVE

415. INSTALLING TEMPERATURE AND PRESSURE SENSORS AND

416. FILLING THE OIL SYSTEM

51. FILLING THE SYSTEM

52. DEEP OIL PAN

53. OIL PAN INTERCHANGEABILITY