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Preventive Maintenance Allison Oil Field PDF
Preventive Maintenance Allison Oil Field PDF
Maintenance
CL(B)T/HT 750 Series
Oil Field Applications
PM1772EN
1985 MAY
Preventive Rev. 1 2000 January
Maintenance PM1772EN
Allison Transmission
VOCATIONAL MODELS
CLT 750
CLBT 750
CLBT 750DB
HT 750DR
HT 750DR DB
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.
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 Page
iii
Paragraph Description Page
iv
Paragraph Description Page
v
NOTES
vi
REMOVING S ECTION
TRANSMISSION FROM
VEHICLE
I
1
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
FLEXPLATE ASSEMBLY
ADAPTER-TO-CRANKSHAFT BOLT
CRANKSHAFT HUB ADAPTER
V02376.01
2
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.
3
PREPARING
SECTION
TRANSMISSION FOR
II INSTALLATION
4
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.
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.
5
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.
6
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).
7
S ECTION PREPARING VEHICLE
FOR TRANSMISSION
III INSTALLATION
8
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.
9
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 SECTION
TRANSMISSION INTO
VEHICLE 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.
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.
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
V06543
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).
CONVERTER FROM
HOUSING COOLER
FROM FILTER PLUG
LEFT SIDE RIGHT SIDE V02378.01
14
PTO MOUNT CONVERTER-OUT
TEMPERATURE BULB
TO FILTER
TO COOLER
FROM FILTER
TO
COOLER
FROM FILTER PLUG FROM
LEFT SIDE COOLER RIGHT SIDE V02379
15
ENGINE CONVERTER-OUT ENGINE
TEMPERATURE BULB PLUG
TO FILTER
PLUG PLUG
TO
FROM FILTER COOLER
CONVERTER INPUT RETARDER HOUSING FROM
HOUSING COOLER
LEFT SIDE RIGHT SIDE V02390
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.
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.
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.
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
ED
UIR
1.5 in. (38 mm)
m) EL
REQ TRAVEL
0 m TRAV
AS
D
GTH
. MI
(14
in
LEN
5.5
SEAT
SNAPRING
SPRING
PLUNGER
CONTROL
CABLE
CAM (WEDGE)
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.
21
pipe sealant (Loctite with Teflon 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.
22
SECTION
OIL SYSTEM
V
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
1.000 NPTF Two-bolt flange for
(for drain and customer furnished
heating element) fill tube and dipstick
3 3 2 3
18.100
5.978 6.578 (459.75)
(151.83) (167.07) 21.360
(542.55)
25.670
(652.02)
6 inch OIL PAN
1.28 R
2 2 2 8.895 (32.5)
0.29 (225.9)
(7.4)
18.08
6.437 7.035 (459.2)
(163.5) (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
24
1.50 in.
TOP OF (38.1 mm)
OIL PAN
Difference between full and add levels is 2 U.S. quarts (1.9 liters)
HOT RUN BAND
160200F (7193C)
3.50 in.
2.50 in. (89.9 mm)
(63.5 mm)
FULL
ADD 4.75 in.*
TOP OF (120.6 mm)
OIL PAN
Figure 53. Transmission Oil Levels (7 and 812 inch Deep Pan)
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.
E
DL
1.50
TI
2.50 (38.1)
LA
3.00* (63.5) 2.50
RA
(76.2) (63.5)
UT
RU T
3.75* 3.50
HO
N
NE
(95.2) (88.9)
IN
4.75*
(120.6) K
EC
RU LD
CH
N
CO
RU T
HO
N
RU LD
DEPTH PAN
PROCEDURE:
Use hot run band for 160200F (7193C)
Use cold run band for 60120F (1649C)
WITH 7 in. and 81 2 in.
NOTE: (177.8 mm and 215.4 mm)
This illustration is not a template. DEPTH PAN
Placement of the markings will vary
according to the angle of the
dipstick protruding into the fluid.
Dimensions shown are in the
vertical plane.
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).
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.
40
30
15W-40
10W 10-10W
0W-20
30 20 10 0 10 20 30 40 50
(34) (29) (23) (18) (12) (7) (1)
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-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)
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.
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
CL OUTPUT SHAFT
3 in.
(76 mm)
ADD
30
DUAL MODE SECTION
OPERATION VI
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.
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.
32
FILTER OUT
LINE 1
MAIN
RETURN
MODE
SHIFT
VALVE
LINE 4
LINE 2
LINE 5
Use only on
R downshift inhibit
LINE 3
defeat option
N Section 64
5
4
MAIN FEED TO
3 GOVERNOR
2 (DROPBOX ADAPTER
TO GOVERNOR 1 HOUSING)
(REAR COVER)
PRESSURE
CODE psi kPa D
MANUAL C
0 0 0 GOVERNOR
A 2329 159200 PRESSURE B
B 5258 359400
A
C 8995 614655
D 147157 10141083
or Main or Main R N 5 4 3 2 1
V06547
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
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.
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
2.01 1.99 (8.64 8.48)
(51.05 50.55)
NOTE: Dimensions are in inches (millimeters)
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
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.
With Without
Tubular Spacer 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
36
RELEASE OF STEP
SECTION
GOVERNOR VALVE
BODY ASSEMBLY VII
P/N 23010297
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 Old
Part No. Qty 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, 38-16 x 212 Hx Hd
103321 4 103321 3 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.
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).
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.
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.
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
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.
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 fixed-
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.
TRANSMISSION
5 6
3 4
1 2
R N
BENNETT ENTERPRISES
DALLAS, TEXAS
V06549
45
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.
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.
2 2
LEGEND: = Blocked Port
1 = LINE 1 in Figure 61
2 = LINE 2 in Figure 61
4 = LINE 4 in Figure 61 V06558
46
TROUBLESHOOTING SECTION
CLBT 750
WITH DUAL MODE
IX
LOCKUP MAIN
FRONT LUBE MAIN
GOVERNOR LOCKUP FRONT
GOVERNOR
LOCKUP MAIN
LUBE FRONT LOCKUP MAIN
GOVERNOR LUBE FRONT
GOVERNOR
V03605.01
47
SEPTEMBER 1974
PRIOR TO S/N 5940
NOT ACTIVE
MODULATOR
FRONT GOVERNOR MAIN LOCKUP
NOT ACTIVE
LUBE
SEPTEMBER 1974 FRONT GOVERNOR MAIN LOCKUP
AFTER S/N 5939
LUBE
NOT ACTIVE
NOT ACTIVE
MODULATOR
FRONT GOVERNOR MAIN LOCKUP
V03606.01
48
APRIL 1975
PRIOR TO S/N 8250
LUBE
MODULATOR
MAIN LOCKUP
FRONT GOVERNOR
NOT ACTIVE
APRIL 1975 LUBE
AFTER S/N 8249 FRONT MAIN LOCKUP
GOVERNOR
LUBE
NOT ACTIVE
FRONT GOVERNOR MAIN LOCKUP
V03607.01
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
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.
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
R downshift inhibit
LINE 3
defeat option
N Section 64
5
4
MAIN FEED TO
3 GOVERNOR
2 (DROPBOX ADAPTER
TO GOVERNOR 1 HOUSING)
(REAR COVER)
PRESSURE
CODE psi kPa D
MANUAL C
0 0 0 GOVERNOR
A 2329 159200 PRESSURE B
B 5258 359400
A
C 8995 614655
D 147157 10141083
or Main or Main R N 5 4 3 2 1
V06547
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.
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.
55
WITH INHIBIT OPTION WITHOUT INHIBIT OPTION
DEAD
LINE 5 REAR GOVERNOR
FEED
MANUAL MODE MANUAL MODE
DEAD
LINE 5REAR GOVERNOR
FEED
AUTOMATIC MODE AUTOMATIC MODE
L06559
56
PM1772EN 198505 www.allisontransmission.com Printed in USA 200712