ALISSON HT 700 Hydr Service Manual

SM1270EN
Service
Manual
Allison Transmission
AUTOMATIC MODELS
(Hydraulic Controls)
HT 740(D)(RS)(FS)
HT 747(D)
HT 750CRD, HT 750DR(DB)(RS)
HT 750DRD(DB), HT 750DRI
HT 754CR(RS), HT 754CRD
DECEMBER 1996
Revision 1, 1999 April
Division of General Motors Corporation
P.O. Box 894 Indianapolis, Indiana 46206-0894
Printed in the U.S.A. Copyright © 1997 General Motors Corp.

INTRODUCTION
TRADEMARK USAGE
The following trademarks are the property of the companies indicated:
• DEXRON® is a registered trademark of General Motors Corporation.
• Biobor® JF is the registered trademark for a biological inhibitor manufactured by U.S. Borax
and Chemical Corporation.
• Loctite® is a registered trademark of the Loctite Corporation.
• Teflon® is a registered trademark of the DuPont Corporation.
• Permatex® is a registered trademark of the Loctite Corporation.
NOTE:
This publication is revised periodically to include improvements,
new models, special tools, and procedures. A revision is indicated
by letter suffix to the publication number. Check with your
Allison Transmission service outlet for the currently applicable
publication. Additional copies of this publication may be pur-
chased from authorized Allison Transmission service outlets.
Look in your telephone directory under the heading of Transmis-
sions — Truck, Tractor, etc.
ii Copyright © 1997 General Motors Corp.

IMPORTANT SAFETY NOTICE
IT IS YOUR RESPONSIBILITY to be completely familiar with the Warnings and Cau-

tions described in this Service Manual. These Warnings and Cautions advise against the
use of specific service methods that can result in personal injury, damage to the equip-
ment, or cause the equipment to become unsafe. 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. Conse-
quently, Allison Transmission has not undertaken any such broad evaluation. Accord-
ingly, 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 are important to the safe, reliable operation of the equipment.
The service procedures recommended by Allison Transmission and described in this Ser-
vice Manual are effective methods for performing service operations. Some of these ser-
vice operations require the use of tools specifically designed for the purpose. The special
tools should be used when and as recommended.
WARNINGS, CAUTIONS, AND NOTES

Three types of headings are used in this manual to attract your attention:
WARNING!
is used when an operating procedure, practice,
etc., which, if not correctly followed, could result
in personal injury or loss of life.
CAUTION:
is used when an operating procedure, practice,
etc., which, if not strictly observed, could result
in damage to or destruction of equipment.
NOTE:
is used when an operating procedure, practice, etc.,
is essential to highlight.
Copyright © 1997 General Motors Corp. iii

LIST OF WARNINGS
This Manual contains the following Warnings —
IT IS YOUR RESPONSIBILITY TO BE FAMILIAR WITH ALL OF THEM.
• The device described below is intended to be used for dipstick calibration only.
Do not attempt to check actual transmission fluid level with this method.
Checking actual transmission fluid level with this method may require a
technician to be under the vehicle with the engine running and SHOULD NOT
BE ATTEMPTED.
• Shut off the engine, set the parking brake and/or emergency brakes, chock the
vehicle wheels and take any other steps necessary to keep the vehicle from
moving while doing Steps (4) through (9).
• To help avoid injury or property damage caused by sudden and unexpected
vehicle movement, do not check the fluid level until you:
• Put the transmission in N (Neutral).
• Apply the parking brake and emergency brakes and make sure they are
properly engaged.
• Chock the wheels and take any other steps necessary to keep the vehicle
from moving.
• To help avoid injury or property damage caused by sudden and unexpected
vehicle movement, do not start a stationary stall test until you:
• Put the transmission in N (Neutral)...and
• Apply the parking brake and emergency brakes and make sure
they are properly engaged...and
• Chock the wheels and take any other steps necessary to keep the
vehicle from moving.
• Do not burn discarded Teflon® seals; toxic gases are produced by burning.
• Never dry bearings by spinning them with compressed air. A spinning bearing
can disintegrate, allowing balls or rollers to become lethal flying projectiles.
Also, spinning a bearing without lubrication can damage the bearing.
• The main pressure regulator valve spring is under approximately 85 lbs (380 N)
compression.
• Be sure the forward-clutch hub and the fourth-clutch driving hub are installed
into the forward-clutch assembly. If these two hubs are installed into the fourth-
clutch housing assembly by mistake, the transmission will operate in reverse
when the driver selects any forward range.
• Do not install forward-clutch hub 19 (Foldout 13,B) and fourth-clutch driving
hub 22 into the fourth-clutch housing assembly 12 (Foldout 14,A). If these two
hubs are installed into the fourth-clutch housing assembly by mistake, the
transmission will operate in reverse when the driver selects any forward range.
iv Copyright © 1997 General Motors Corp.

TABLE OF CONTENTS
Paragraph Page Paragraph Page
Section 1. GENERAL INFORMATION 2–8. OIL PUMP ASSEMBLY

a. Description . . . . . . . . . . . . . . . . . . . . . . . . 2–4
1–1. SCOPE OF MANUAL
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 2–4
a. Coverage . . . . . . . . . . . . . . . . . . . . . . . . . 1–1
b. Illustrations. . . . . . . . . . . . . . . . . . . . . . . . 1–1 2–9. FRONT SUPPORT AND VALVE ASSEMBLY
c. Maintenance Information. . . . . . . . . . . . . 1–1 2–4
1–2. SUPPLEMENTARY INFORMATION . . . . 1–1 2–10. DESIGNATION OF CLUTCHES,
PLANETARY GEAR SETS
1–3. ORDERING PARTS
a. Necessary for Clarity of Description . . . . 2–4
a. Transmission Nameplate . . . . . . . . . . . . . 1–1
b. Clutch Designations . . . . . . . . . . . . . . . . . 2–4
b. Parts Catalog . . . . . . . . . . . . . . . . . . . . . . 1–1
c. Planetary Gear Set Designations . . . . . . . 2–4
1–4. GENERAL DESCRIPTION
a. Automatic Shifting. . . . . . . . . . . . . . . . . . 1–6 2–11. FORWARD CLUTCH AND TURBINE SHAFT
b. Torque Converter . . . . . . . . . . . . . . . . . . . 1–6 a. Function Differs Among Models. . . . . . . 2–4
c. Lockup Clutch . . . . . . . . . . . . . . . . . . . . . 1–6 b. Description . . . . . . . . . . . . . . . . . . . . . . . . 2–5
d. Hydraulic Input Retarder . . . . . . . . . . . . . 1–6 c. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 2–5
e. Power Takeoff Provisions . . . . . . . . . . . . 1–6 2–12. FOURTH CLUTCH
f. Planetary Gearing, Clutches . . . . . . . . . . 1–6 a. Function Differs Among Models. . . . . . . 2–6
g. Control Valve Body Assembly . . . . . . . . 1–6 b. Description . . . . . . . . . . . . . . . . . . . . . . . . 2–6
h. Output Transfer Housing (Dropbox) . . . . 1–7 c. Operation (All Models) . . . . . . . . . . . . . . 2–6
i. Output Disconnects . . . . . . . . . . . . . . . . . 1–7
2–13. SECOND AND THIRD CLUTCH, AND
1–5. OPERATING INSTRUCTIONS . . . . . . . . . 1–7 CENTER SUPPORT
1–6. SPECIFICATIONS AND DATA . . . . . . . . . 1–7 a. Function Differs Among Models. . . . . . . 2–6
b. Description . . . . . . . . . . . . . . . . . . . . . . . . 2–6
c. Operation of Third Clutch
Section 2. DESCRIPTION AND OPERATION
(All Models). . . . . . . . . . . . . . . . . . . . . . . 2–7
2–1. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–1 d. Operation of Second Clutch
(All Models). . . . . . . . . . . . . . . . . . . . . . . 2–7
2–2. TRANSMISSION MOUNTING
a. Direct Mount 2–14. FIRST CLUTCH
(Straight-Through Models) . . . . . . . . . . . 2–1 a. Function Differs Among Models. . . . . . . 2–7
b. Remote Mount b. Description . . . . . . . . . . . . . . . . . . . . . . . . 2–7
(Straight-Through Models) . . . . . . . . . . . 2–1 c. Operation (HT 740, HT 747) . . . . . . . . . . 2–7
c. Direct Mount (Dropbox Models). . . . . . . 2–1 d. Operation (HT 750CR, HT 754CR) . . . . 2–7
d. Remote Mount (Dropbox Models) . . . . . 2–1 e. Operation (HT 750DR) . . . . . . . . . . . . . . 2–8
2–3. INPUT DRIVE 2–15. LOW CLUTCH
a. Direct Drive . . . . . . . . . . . . . . . . . . . . . . . 2–1 a. Function Differs Among Models. . . . . . . 2–8
b. Remote Drive . . . . . . . . . . . . . . . . . . . . . . 2–1 b. Description . . . . . . . . . . . . . . . . . . . . . . . . 2–8
2–4. TORQUE CONVERTER c. Operation (HT 750CR, HT 754CR) . . . . 2–8
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 2–1 d. Operation (HT 750DR) . . . . . . . . . . . . . . 2–8
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 2–2
2–16. PLANETARY GEARING (HT 740, HT 747)
2–5. LOCKUP CLUTCH a. Description . . . . . . . . . . . . . . . . . . . . . . . . 2–8
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 2–2 b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 2–9
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 2–2
c. Shift Points. . . . . . . . . . . . . . . . . . . . . . . . 2–2 2–17. PLANETARY GEARING
(HT 750CR, HT 754CR)
2–6. TORQUE CONVERTER HOUSING. . . . . . 2–3 a. Description . . . . . . . . . . . . . . . . . . . . . . . . 2–9
2–7. HYDRAULIC INPUT RETARDER . . . . . . 2–3 b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 2–9
Copyright © 1997 General Motors Corp. v

HT 700 SERIES TRANSMISSIONS (HYDRAULIC CONTROLS)
2–18. PLANETARY GEARING (HT 750DR) 2–31. HYDRAULIC SYSTEM

a. Description . . . . . . . . . . . . . . . . . . . . . . 2–10 a. System Functions . . . . . . . . . . . . . . . . . 2–13
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 2–10 b. System Schematics . . . . . . . . . . . . . . . . 2–14
c. Oil Filter, Pump Circuit. . . . . . . . . . . . . 2–14
2–19. SPEEDOMETER DRIVE d. Main Pressure Circuit . . . . . . . . . . . . . . 2–14
(Straight-Through Models)
e. Converter, Cooler, Lubrication
a. Description . . . . . . . . . . . . . . . . . . . . . . 2–10 Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . 2–14
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 2–10 f. Selector Valve, Forward Regulator
2–20. GOVERNOR Circuits . . . . . . . . . . . . . . . . . . . . . . . . . 2–14
a. Description . . . . . . . . . . . . . . . . . . . . . . 2–10 g. Rear Governor Circuit. . . . . . . . . . . . . . 2–15
h. Modulator Pressure Circuit . . . . . . . . . . 2–16
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 2–10
i. Trimmer Regulator Valve . . . . . . . . . . . 2–16
2–21. CONTROL VALVE ASSEMBLY j. Trimmer Valves. . . . . . . . . . . . . . . . . . . 2–16
a. Description . . . . . . . . . . . . . . . . . . . . . . 2–11 k. Lockup Circuit (Actuated by Front
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 2–11 Governor) (HT 740, HT 747, HT 750) . . 2–17
l. Lockup Circuit (Actuated by Rear
2–22. LOW SHIFT AND LOW TRIMMER VALVES
Governor) (HT 740, HT 747) . . . . . . . . 2–17
a. Description . . . . . . . . . . . . . . . . . . . . . . 2–11 m. Priority Valve . . . . . . . . . . . . . . . . . . . . 2–17
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 2–11 n. Clutch Circuits, Drive Ranges
2–23. LOCKUP CUTOFF VALVES (HT 740, HT 747) . . . . . . . . . . . . . . . . . 2–17
a. Description . . . . . . . . . . . . . . . . . . . . . . 2–11 o. Clutch Circuit, Drive Ranges
b. Description, Consistent Hydraulic (HT 750CR, HT 754CR). . . . . . . . . . . . 2–18
Controls (CHC) . . . . . . . . . . . . . . . . . . . 2–11 p. Clutch Circuit, Drive Ranges
(HT 750DR) . . . . . . . . . . . . . . . . . . . . . 2–19
c. Operation (HT 740, HT 747) . . . . . . . . 2–11
q. Automatic Upshifts . . . . . . . . . . . . . . . . 2–20
d. Operation (HT 750DR) . . . . . . . . . . . . . 2–12
r. Automatic Downshifts . . . . . . . . . . . . . 2–21
2–24. SECOND-RANGE START (HT 740, HT 747, s. Downshift and Reverse Inhibiting . . . . 2–21
HT 750CR, HT 754CR)
2–32. TORQUE PATHS THROUGH
a. Description . . . . . . . . . . . . . . . . . . . . . . 2–12
TRANSMISSION (HT 740, HT 747)
b. Forward-Range Operation
a. Converter Operation . . . . . . . . . . . . . . . 2–21
(Vehicle Stationary) . . . . . . . . . . . . . . . 2–12
b. Lockup Operation . . . . . . . . . . . . . . . . . 2–21
c. First-Range Operation . . . . . . . . . . . . . . 2–12 c. Neutral Operation . . . . . . . . . . . . . . . . . 2–22
d. Reverse-Range Operation d. First-Range Operation . . . . . . . . . . . . . . 2–23
(Earlier Models) . . . . . . . . . . . . . . . . . . 2–12 e. Second-Range Operation . . . . . . . . . . . 2–24
e. Reverse-Range Operation f. Third-Range Operation . . . . . . . . . . . . . 2–25
(Later Models). . . . . . . . . . . . . . . . . . . . 2–12 g. Fourth-Range Operation . . . . . . . . . . . . 2–26
2–25. OIL PAN AND OIL FILTER h. Reverse-Range Operation . . . . . . . . . . . 2–27
a. Description . . . . . . . . . . . . . . . . . . . . . . 2–12 2–33. TORQUE PATHS THROUGH
b. Function. . . . . . . . . . . . . . . . . . . . . . . . . 2–13 TRANSMISSION (HT 750CR, HT 754CR)
2–26. REAR ADAPTER HOUSING . . . . . . . . . . 2–13 a. Converter Operation . . . . . . . . . . . . . . . 2–28
b. Lockup Operation . . . . . . . . . . . . . . . . . 2–28
2–27. REAR COVER . . . . . . . . . . . . . . . . . . . . . . 2–13 c. Neutral Operation . . . . . . . . . . . . . . . . . 2–28
2–28. TRANSFER GEAR HOUSING d. First-Range Operation . . . . . . . . . . . . . . 2–29
ADAPTER . . . . . . . . . . . . . . . . . . . . . . . . . 2–13 e. Second-Range Operation . . . . . . . . . . . 2–30
f. Third-Range Operation . . . . . . . . . . . . . 2–31
2–29. TRANSFER GEAR HOUSING
g. Fourth-Range Operation . . . . . . . . . . . . 2–32
(Dropbox) . . . . . . . . . . . . . . . . . . . . . . . . . . 2–13
h. Fifth-Range Operation. . . . . . . . . . . . . . 2–33
2–30. MANUAL DISCONNECT CLUTCH . . . . 2–13 i. Reverse-Range Operation . . . . . . . . . . . 2–34
vi Copyright © 1997 General Motors Corp.

TABLE OF CONTENTS
2–34. TORQUE PATHS THROUGH 3–10. LINKAGE

TRANSMISSION (HT 750DR) a. General Information. . . . . . . . . . . . . . . . 3–10
a. Converter Operation . . . . . . . . . . . . . . . 2–35 b. Selector Lever Installation and
b. Lockup Operation . . . . . . . . . . . . . . . . . 2–35 Adjustment . . . . . . . . . . . . . . . . . . . . . . . 3–10
c. Neutral Operation. . . . . . . . . . . . . . . . . . 2–35
c. Input Retarder Linkage Adjustment . . . 3–10
d. First-Range Torque Path . . . . . . . . . . . . 2–36
d. Modulator Valve Actuator
e. Second-Range Operation . . . . . . . . . . . . 2–37
Adjustment . . . . . . . . . . . . . . . . . . . . . . . 3–10
f. Third-Range Operation . . . . . . . . . . . . . 2–38
g. Fourth-Range Operation . . . . . . . . . . . . 2–39 e. Disconnect Control Linkage
h. Fifth-Range Operation . . . . . . . . . . . . . . 2–40 (Dropbox Models Only). . . . . . . . . . . . . 3–11
i. Reverse-Range Operation . . . . . . . . . . . 2–41
3–11. SHIFT SPEED ADJUSTMENTS
2–35. TORQUE PATHS THROUGH a. Calibrated on Test Stand or in
TRANSMISSION (HT 750DR DB) . . . . . . 2–42 Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . 3–11
b. Location of Adjusting Components. . . . 3–11
Section 3. PREVENTIVE MAINTENANCE c. Checks Before Adjusting Shift Points . . 3–11
3–1. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–1 d. Calibration by Road Test Method
(Using Tachometer Readings) . . . . . . . . 3–12
3–2. INSPECTION AND CARE . . . . . . . . . . . . . 3–1 e. Calibration by Alternate Road Test
Method (Using Speedometer
3–3. DIPSTICK CALIBRATION
Readings) . . . . . . . . . . . . . . . . . . . . . . . . 3–12
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 3–1
b. Procedure . . . . . . . . . . . . . . . . . . . . . . . . . 3–1 f. Calibration by Test Stand Method. . . . . 3–12
3–4. FLUID LEVEL CHECKS 3–12. EXTERNAL LINES AND OIL COOLER
a. Importance of Proper Fluid Level . . . . . . 3–4 a. External Lines . . . . . . . . . . . . . . . . . . . . 3–21
b. Foaming and Aerating . . . . . . . . . . . . . . . 3–4
b. Oil Cooler. . . . . . . . . . . . . . . . . . . . . . . . 3–21
c. Fluid Level Check Procedure . . . . . . . . . 3–4
d. Dropbox Oil Check . . . . . . . . . . . . . . . . . 3–5 3–13. TRANSMISSION STALL TEST
3–5. TRANSMISSION FLUID a. Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . 3–21
RECOMMENDATIONS b. Stall Test Preparation. . . . . . . . . . . . . . . 3–21
a. Recommended Fluids . . . . . . . . . . . . . . . 3–6 c. Stall Test Procedures — Vehicles
b. Cold Weather Start-up . . . . . . . . . . . . . . . 3–6 Without Smoke-Controlled Engines . . . 3–22
3–6. TRANSMISSION FLUID ANALYSIS TEST d. Stall Test Procedures — Vehicles With
RECOMMENDATIONS . . . . . . . . . . . . . . . 3–6 Smoke-Controlled Engines . . . . . . . . . . 3–22
e. Neutral Cool-Down Check Procedure. . 3–22
3–7. CHANGING THE FLUID AND FILTERS f. Results . . . . . . . . . . . . . . . . . . . . . . . . . . 3–22
a. Cleanliness . . . . . . . . . . . . . . . . . . . . . . . . 3–6
b. Transmission Fluid and Filter Change 3–14. PRESERVATION AND STORAGE
Intervals . . . . . . . . . . . . . . . . . . . . . . . . . . 3–7
a. Storage, New Transmissions
c. Oil Capacity . . . . . . . . . . . . . . . . . . . . . . . 3–8
(Prior to Installation) . . . . . . . . . . . . . . . 3–23
d. Fluid and Filter Change Procedure . . . . . 3–8
b. Preservation Methods. . . . . . . . . . . . . . . 3–23
3–8. FLUID CONTAMINATION c. Storage, One Year — Without Fluid . . . 3–23
a. Monitoring Contaminant Levels . . . . . . . 3–9 d. Storage, One Year — With Fluid . . . . . 3–23
b. Examine at Fluid Change. . . . . . . . . . . . . 3–9 e. Restoring Transmission to Service . . . . 3–23
c. Metal Particles . . . . . . . . . . . . . . . . . . . . . 3–9
d. Coolant Leakage . . . . . . . . . . . . . . . . . . . 3–9 3–15. RETAINING INPUT OR OUTPUT FLANGE
e. Auxiliary Filter. . . . . . . . . . . . . . . . . . . . . 3–9
a. Removal . . . . . . . . . . . . . . . . . . . . . . . . . 3–24
3–9. BREATHER . . . . . . . . . . . . . . . . . . . . . . . . 3–10 b. Installation . . . . . . . . . . . . . . . . . . . . . . . 3–24
Copyright © 1997 General Motors Corp. vii

3–16. OUTPUT SEAL AND BEARING h. Inspecting Sealrings, Gaskets . . . . . . . . 4–12

REPLACEMENT — IN VEHICLE i. Inspecting Gears . . . . . . . . . . . . . . . . . . 4–12
a. Removal. . . . . . . . . . . . . . . . . . . . . . . . . 3–24 j. Inspecting Splined Parts . . . . . . . . . . . . 4–13
b. Installation . . . . . . . . . . . . . . . . . . . . . . . 3–25 k. Inspecting Threaded Parts . . . . . . . . . . . 4–13
l. Inspecting Snaprings . . . . . . . . . . . . . . . 4–13
3–17. REPLACING MANUAL DISCONNECT m. Inspecting Springs . . . . . . . . . . . . . . . . . 4–13
OUTPUT SEAL n. Inspecting Clutch Plates . . . . . . . . . . . . 4–13
a. Remove Seal . . . . . . . . . . . . . . . . . . . . . 3–25 o. Inspecting Swaged, Interference-Fit
b. Install Seal . . . . . . . . . . . . . . . . . . . . . . . 3–25 Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–13
p. Inspecting Balls in Clutch Housings. . . 4–13
3–18. CHECKING OIL PRESSURES . . . . . . . . . 3–26 q. Inspecting Sealing Surfaces . . . . . . . . . 4–13
4–6. ASSEMBLY PROCEDURES
3–19. TROUBLESHOOTING — BEFORE
a. Clutches, Pistons . . . . . . . . . . . . . . . . . . 4–13
REMOVAL OR OPERATION
b. Parts Lubrication . . . . . . . . . . . . . . . . . . 4–13
a. Visual Inspection. . . . . . . . . . . . . . . . . . 3–27
c. Threaded Plugs, Hydraulic Fittings . . . 4–14
b. System Knowledge . . . . . . . . . . . . . . . . 3–27
d. Grease Used for Assembly . . . . . . . . . . 4–14
c. Monitoring Contaminant Levels . . . . . . 3–27 e. Sealing Compounds, Nonsoluble
3–20. TROUBLESHOOTING — DURING Greases . . . . . . . . . . . . . . . . . . . . . . . . . 4–14
OPERATION f. Lip-Type Seals . . . . . . . . . . . . . . . . . . . 4–14
a. Determine Trouble Cause . . . . . . . . . . . 3–28 g. Butt-Joint Sealrings . . . . . . . . . . . . . . . . 4–14
b. Properly Tuned Engine . . . . . . . . . . . . . 3–28 h. Interference-Fit Parts. . . . . . . . . . . . . . . 4–14
i. Sleeve-Type Bearings . . . . . . . . . . . . . . 4–15
3–21. TROUBLESHOOTING — AFTER j. Bearings (Ball or Roller) . . . . . . . . . . . . 4–15
REMOVAL. . . . . . . . . . . . . . . . . . . . . . . . . 3–29
4–7. REMOVING (OR INSTALLING)
3–22. TROUBLESHOOTING CHART. . . . . . . . 3–29 TRANSMISSION
a. Drain Fluid . . . . . . . . . . . . . . . . . . . . . . 4–15
Section 4. GENERAL OVERHAUL b. Check Linkages and Lines . . . . . . . . . . 4–15
INFORMATION c. Clean Transmission . . . . . . . . . . . . . . . . 4–15
d. Reconnect at Installation . . . . . . . . . . . . 4–15
4–1. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–1 4–8. WEAR LIMITS. . . . . . . . . . . . . . . . . . . . . . 4–15
4–2. TOOLS AND EQUIPMENT 4–9. SPRING SPECIFICATIONS . . . . . . . . . . . 4–15
a. Improvised Tools and Equipment . . . . . . 4–1 4–10. TORQUE SPECIFICATIONS . . . . . . . . . . 4–15
b. Special Tools . . . . . . . . . . . . . . . . . . . . . . 4–1
c. Mechanic’s Tools, Shop Equipment . . . . 4–1 Section 5. DISASSEMBLY OF
4–3. REPLACEMENT PARTS TRANSMISSION
a. Ordering Information . . . . . . . . . . . . . . . 4–2 5–1. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–1
b. Parts Normally Replaced. . . . . . . . . . . . . 4–2
5–2. REMOVING EXTERNAL COMPONENTS
4–4. CAREFUL HANDLING . . . . . . . . . . . . . . . 4–2 a. Mounting Transmission in Overhaul
4–5. CLEANING, INSPECTION Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–1
b. Removing External Components . . . . . . 5–1
a. Dirt Causes Malfunction . . . . . . . . . . . . . 4–2
b. Cleaning Parts . . . . . . . . . . . . . . . . . . . . . 4–2 5–3. REMOVAL OF MANUAL OUTPUT
c. Cleaning Bearings . . . . . . . . . . . . . . . . . 4–10 DISCONNECT ASSEMBLIES
d. Keeping Bearings Clean . . . . . . . . . . . . 4–10 (Dropbox Models)
e. Inspecting Cast Parts, Machined a. Disassembly. . . . . . . . . . . . . . . . . . . . . . . 5–2
Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . 4–10 5–4. SEPARATING DROPBOX FROM
f. Inspecting Bearings . . . . . . . . . . . . . . . . 4–12 TRANSMISSION
g. Inspecting Bushings, Thrust Washers . . 4–12 a. Removal of Transfer Gear Housing . . . . 5–2
viii Copyright © 1997 General Motors Corp.

TABLE OF CONTENTS
5–5. REMOVING REMOTE COVER, FLYWHEEL, 5–13. REMOVING REAR COMPONENTS

AND LOCKUP CLUTCH (HT 740, 747)
a. Removing Remote Front Cover. . . . . . . . 5–3 a. Governor . . . . . . . . . . . . . . . . . . . . . . . . 5–17
b. Removing Flywheel Assembly . . . . . . . . 5–4 b. Rear Cover . . . . . . . . . . . . . . . . . . . . . . . 5–17
c. Removing Converter Stator . . . . . . . . . . . 5–4 c. First Clutch. . . . . . . . . . . . . . . . . . . . . . . 5–17
5–6. REMOVING OIL PAN AND SCREEN 5–14. REMOVING REAR COMPONENTS
a. 6, 7 and 81⁄2 Inch Oil Pans and Screen . . 5–5 (HT 750CR, 754CR)
b. 41⁄2 Inch Oil Pan and Screen . . . . . . . . . . 5–5 a. Governor . . . . . . . . . . . . . . . . . . . . . . . . 5–18
b. Rear Cover . . . . . . . . . . . . . . . . . . . . . . . 5–18
5–7. REMOVING VALVE BODIES
c. Low Planetary and Clutch . . . . . . . . . . . 5–18
a. Valve Bodies for HT 740, 747. . . . . . . . . 5–6
d. First Clutch and Ring Gear . . . . . . . . . . 5–19
b. Valve Bodies for All HT 750 Models
and 754CR . . . . . . . . . . . . . . . . . . . . . . . . 5–7 5–15. REMOVING CENTER SUPPORT, GEAR
UNIT, SECOND CLUTCH (HT 750CR, 754CR)
5–8. REMOVING TORQUE CONVERTER
PUMP AND PTO COMPONENTS a. Supporting Gear Unit. . . . . . . . . . . . . . . 5–20
a. Converter Pump . . . . . . . . . . . . . . . . . . . . 5–8 b. Removing Components . . . . . . . . . . . . . 5–20
b. Scavenge Pump Assembly. . . . . . . . . . . 5–10 5–16. REMOVING REAR COMPONENTS
c. Power Takeoff . . . . . . . . . . . . . . . . . . . . 5–11 (HT 750DR)
a. Governor . . . . . . . . . . . . . . . . . . . . . . . . 5–21
5–9. REMOVING CONVERTER HOUSING
b. Rear Cover . . . . . . . . . . . . . . . . . . . . . . . 5–21
a. Housing With 2-Bolt Top Cover
c. Low Planetary and Clutch . . . . . . . . . . . 5–21
(No Input Retarder) . . . . . . . . . . . . . . . . 5–12
d. First Clutch and Ring Gear . . . . . . . . . . 5–23
b. Housing With 2-Bolt Top Cover
(With Input Retarder). . . . . . . . . . . . . . . 5–12
c. Housing With 8-Bolt Top Cover Section 6. REBUILD OF SUBASSEMBLIES
(No Input Retarder) . . . . . . . . . . . . . . . . 5–13
d. Housing With 8-Bolt Top Cover 6–1. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–1
(With Input Retarder). . . . . . . . . . . . . . . 5–13 6–2. GENERAL INFORMATION FOR
SUBASSEMBLY REBUILD . . . . . . . . . . . . 6–1
5–10. REMOVING INPUT RETARDER VALVE
BODY, HOUSING AND FRONT SUPPORT, 6–3. FLYWHEEL, LOCKUP CLUTCH,
AND SLEEVE ASSEMBLY CONVERTER TURBINE
a. Input Retarder Valve Body a. Disassembly . . . . . . . . . . . . . . . . . . . . . . . 6–1
Assembly . . . . . . . . . . . . . . . . . . . . . . . . 5–14 b. Rebuilding Flywheel and Lockup-Clutch
b. Input Retarder, Housing and Front Backplate . . . . . . . . . . . . . . . . . . . . . . . . . 6–2
Support, and Sleeve Assembly . . . . . . . 5–14 c. Rebuilding Converter Turbine
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 6–4
5–11. REMOVING FORWARD, FOURTH, THIRD
CLUTCHES d. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 6–6
a. Forward, Fourth Clutches . . . . . . . . . . . 5–15 6–4. TORQUE CONVERTER STATOR
b. Third Clutch . . . . . . . . . . . . . . . . . . . . . . 5–15 ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . . 6–6
5–12. REMOVING CENTER SUPPORT, GEAR b. Rebuilding Stator Assembly . . . . . . . . . . 6–7
UNIT, SECOND CLUTCH
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 6–8
(HT 740, 747, and All HT 750DR Models)
a. Center Support . . . . . . . . . . . . . . . . . . . . 5–16 6–5. TORQUE CONVERTER PUMP ASSEMBLY
b. Gear Unit . . . . . . . . . . . . . . . . . . . . . . . . 5–16 a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–10
c. Second Clutch . . . . . . . . . . . . . . . . . . . . 5–17 b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–10
Copyright © 1997 General Motors Corp. ix

6–6. CONVERTER HOUSING WITH 2-BOLT TOP c. Rework of Forward- (or Fourth-) Clutch
COVER, FRONT SUPPORT, OIL PUMP Housing Rotating Sealring Bore . . . . . . 6–27
(Models Without Input Retarder or Engine- d. Rework of Forward-Clutch Housing
Driven PTO) Inner Seal Hub (HT 750DRD
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–11 Transmissions Only) . . . . . . . . . . . . . . . 6–28
b. Rebuild of Front Support . . . . . . . . . . . 6–13 e. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–28
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–15 6–14. FOURTH-CLUTCH ASSEMBLY
6–7. CONVERTER HOUSING WITH 2-BOLT TOP a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 6–31
COVER, RETARDER PLATE, OIL PUMP b. Rework of Fourth-Clutch Housing
(Models Without Engine-Driven PTO) Rotating Sealring Bore . . . . . . . . . . . . . 6–32
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–18 c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–33
b. Rebuild of Retarder Plate . . . . . . . . . . . 6–19 6–15. CENTER SUPPORT ASSEMBLY
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–19 a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 6–34
6–8. CONVERTER HOUSING WITH 8-BOLT TOP b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–35
COVER, RETARDER PLATE, OIL PUMP 6–16. GEAR UNIT AND MAIN SHAFT
(Models With Engine-Driven PTO) ASSEMBLY (HT 740, 747)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–19 a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 6–37
b. Rework of Retarder Plate . . . . . . . . . . . 6–21 b. Replacing Sun Gear Shaft Bushings . . . 6–38
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–21 c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–38
6–9. CONVERTER HOUSING WITH 8-BOLT TOP 6–17. GEAR UNIT AND MAIN SHAFT
COVER, FRONT SUPPORT, OIL PUMP ASSEMBLY (HT 750DR, HT 750DR DB)
(Models Without Input Retarder and With a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 6–40
Engine-Driven PTO) b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–40
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–22 6–18. GEAR UNIT AND MAIN SHAFT
b. Machining Converter Housing to Accept ASSEMBLY (HT 750CR, HT 754CR)
New PTO Configuration . . . . . . . . . . . . 6–22 a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 6–41
c. Rework of Front Support . . . . . . . . . . . 6–22 b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–42
d. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–22
6–19. PLANETARY CARRIER ASSEMBLIES
6–10. SCAVENGE OIL PUMP, PTO IDLER GEAR a. Assembly Inspection . . . . . . . . . . . . . . . 6–43
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–23 b. Removal, Installation of Pinion
b. Machining Scavenge Pump-Driven Components. . . . . . . . . . . . . . . . . . . . . . 6–43
Gear Bushing. . . . . . . . . . . . . . . . . . . . . 6–23 c. Replacing Bushing in Front Planetary
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–24 Carrier Assemblies . . . . . . . . . . . . . . . . 6–46
6–11. INPUT RETARDER VALVE BODY d. Replacing Bushing In Rear Planetary
ASSEMBLY Carrier Assemblies . . . . . . . . . . . . . . . . 6–47
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–24 6–20. LOW SUN GEAR AND HUB
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–24 (HT 750DR, HT 750DR DB) . . . . . . . . . . . 6–47
6–12. INPUT RETARDER HOUSING, FRONT 6–21. ADAPTER HOUSING ASSEMBLY (HT 750)
SUPPORT a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 6–47
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–24 b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–48
b. Rebuild of Front Support . . . . . . . . . . . 6–25 6–22. REAR COVER ASSEMBLY
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–25 a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 6–49
6–13. FORWARD CLUTCH AND TURBINE SHAFT b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–50
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 6–25 6–23. TRANSMISSION HOUSING
b. Rework of Forward-Clutch Turbine a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 6–53
Shaft and Housing . . . . . . . . . . . . . . . . . 6–27 b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–53
x Copyright © 1997 General Motors Corp.

TABLE OF CONTENTS
6–24. TRANSFER GEAR HOUSING AND GEARS 7–2. CLUTCH CLEARANCES

a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–54 a. Preparation Procedure . . . . . . . . . . . . . . . 7–1
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–56 b. Determine Plate Thickness . . . . . . . . . . . 7–1
6–25. TRANSFER GEAR HOUSING ADAPTER,
7–3. ESTABLISHING CLUTCH CLEARANCES,
OUTPUT SHAFTS
SELECTING CENTER SUPPORT SNAPRING
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–59
(HT 740, HT 747)
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–59
a. First-Clutch Clearance . . . . . . . . . . . . . . . 7–1
6–26. FLEXPLATE ASSEMBLY
b. Selecting Center Support Snapring . . . . . 7–2
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–60
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–60 c. Second-Clutch Clearance. . . . . . . . . . . . . 7–4
6–27. GOVERNOR 7–4. ESTABLISHING CLUTCH CLEARANCES,

a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–60 SELECTING CENTER SUPPORT SNAPRING
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–60 (HT 750, 754CR, HT 750DR, HT 750DR DB)
6–28. OUTPUT MANUAL DISCONNECT a. Low- and First-Clutch Clearances . . . . . . 7–4
ASSEMBLIES b. Selecting Center Support Snapring . . . . . 7–5
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–60 c. Second-Clutch Clearance. . . . . . . . . . . . . 7–6
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–61 7–5. INSTALLING REAR COMPONENTS
6–29. ESTABLISHING CLUTCH CLEARANCES (HT 740, 747)
a. Two Methods . . . . . . . . . . . . . . . . . . . . . 6–62 a. First Clutch. . . . . . . . . . . . . . . . . . . . . . . . 7–7
b. Forward Clutch . . . . . . . . . . . . . . . . . . . 6–63 b. Rear Cover Assembly . . . . . . . . . . . . . . . 7–7
c. Fourth Clutch . . . . . . . . . . . . . . . . . . . . . 6–63
d. All HT Models — Second Clutch . . . . . 6–63 7–6. INSTALLING FIRST CLUTCH, GEAR UNIT,
e. Four Speed Models — First Clutch. . . . 6–63 SECOND CLUTCH, CENTER SUPPORT
f. Five Speed Models — Low Clutch . . . . 6–65 (HT 750, 754CR)
g. Five Speed Models — First Clutch . . . . 6–65 a. First Clutch, Rear Planetary
h. All Models — Third Clutch . . . . . . . . . 6–65 Ring Gear . . . . . . . . . . . . . . . . . . . . . . . . . 7–8
6–30. CONTROL VALVE BODY ASSEMBLY b. Gear Unit, Second Clutch,
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–67 Center Support . . . . . . . . . . . . . . . . . . . . . 7–9
b. Valve Body Check Ball Function, 7–7. INSTALLING REAR COMPONENTS
Description and Location. . . . . . . . . . . . 6–68 (HT 750, 754CR)
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–70 a. Adapter Housing, Low Clutch, Low Ring
6–31. LOW TRIMMER VALVE BODY ASSEMBLY Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–10
(HT 750) b. Low Planetary, Rear Cover
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–73 Assembly . . . . . . . . . . . . . . . . . . . . . . . . 7–10
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–73
7–8. INSTALLING GEAR UNIT, SECOND
6–32. LOW SHIFT VALVE BODY ASSEMBLY CLUTCH, CENTER SUPPORT (HT 740, 747)
(HT 750)
a. Gear Unit, Second Clutch . . . . . . . . . . . 7–11
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–74
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–74 b. Center Support . . . . . . . . . . . . . . . . . . . . 7–12
6–33. LOCKUP CUTOFF VALVE BODY 7–9. INSTALLING REAR COMPONENTS

ASSEMBLY (HT 750DR, DR DB)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6–74 a. First Clutch and Ring Gear . . . . . . . . . . 7–12
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6–74 b. Adapter Housing, Low Clutch and
Planetary Carrier . . . . . . . . . . . . . . . . . . 7–13
c. Rear Cover Assembly . . . . . . . . . . . . . . 7–14
Section 7. ASSEMBLY OF TRANSMISSION
d. Temporary Installation of Transfer Gear
7–1. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–1 Housing Adapter Assembly . . . . . . . . . . 7–15
Copyright © 1997 General Motors Corp. xi

7–10. INSTALLING GEAR UNIT, SECOND 7–20. INSTALLATION OF TRANSFER GEAR

CLUTCH, CENTER SUPPORT HOUSING ADAPTER ASSEMBLY,
(HT 750DR, DR DB) TRANSFER GEAR HOUSING,
a. Gear Unit, Second Clutch . . . . . . . . . . . 7–15 DISCONNECT CLUTCHES, OUTPUT, INPUT
b. Center Support. . . . . . . . . . . . . . . . . . . . 7–16 FLANGES
a. Transfer Gear Housing Adapter
7–11. INSTALLING THIRD, FOURTH, FORWARD
Assembly . . . . . . . . . . . . . . . . . . . . . . . . 7–32
CLUTCHES
a. Third Clutch, Fourth Clutch . . . . . . . . . 7–16 b. Transfer Gear Housing (Dropbox) . . . . 7–33
b. Forward Clutch . . . . . . . . . . . . . . . . . . . 7–17 c. Output Manual Disconnect Clutches . . 7–33
d. Installing Output, Input Flanges . . . . . . 7–34
7–12. INSTALLING TORQUE CONVERTER
HOUSING (Models Without Input Retarder) e. Bearing Retainer and Cover . . . . . . . . . 7–34
a. Housing With 2-Bolt Top Cover. . . . . . 7–18 7–21. REMOVING TRANSMISSION FROM
b. Housing With 8-Bolt Top Cover. . . . . . 7–19 OVERHAUL STAND
7–13. INSTALLING HYDRAULIC INPUT a. Holding Fixture . . . . . . . . . . . . . . . . . . . 7–34
RETARDER COMPONENTS b. Installation of Nuts and Bolts, Holding
a. Housing, Front Support. . . . . . . . . . . . . 7–20 Fixture Removed . . . . . . . . . . . . . . . . . . 7–34
b. Rotor Components . . . . . . . . . . . . . . . . 7–21 7–22. CHECKING SHIFT POINTS. . . . . . . . . . . 7–34
7–14. INSTALLING TORQUE CONVERTER 7–23. POWER TAKEOFF COMPONENTS
HOUSING (Models With Input Retarder)
a. Existing Installation. . . . . . . . . . . . . . . . 7–34
a. Housing With 2-Bolt Top Cover. . . . . . 7–22
b. Determining Turbine-Driven PTO
b. Housing With 8-Bolt Top Cover. . . . . . 7–22
Backlash . . . . . . . . . . . . . . . . . . . . . . . . 7–34
7–15. INSTALLING TORQUE CONVERTER c. Determining Engine-Driven PTO
PUMP, STATOR ASSEMBLIES Backlash . . . . . . . . . . . . . . . . . . . . . . . . 7–35
a. Pump Assembly. . . . . . . . . . . . . . . . . . . 7–23 d. New Installation . . . . . . . . . . . . . . . . . . 7–36
b. Stator Assembly . . . . . . . . . . . . . . . . . . 7–24
Section 8. WEAR LIMITS AND SPRING
7–16. INSTALLING VALVE BODIES DATA
a. Valve Bodies for HT 740, 747 . . . . . . . 7–24
b. Valve Bodies for HT 750, 754CR. . . . . 7–26 8–1. WEAR LIMITS DATA
a. Maximum Variations . . . . . . . . . . . . . . . 8–1
7–17. INSTALLING SCREEN, OIL PAN
a. 6 and 7 Inch Oil Pan, Screen. . . . . . . . . 7–28 b. Cleaning, Inspection . . . . . . . . . . . . . . . . 8–1
b. 81⁄2 Inch Oil Pan, Screen. . . . . . . . . . . . 7–29 c. Bearings, Bearing Journals, Bores . . . . . 8–1
c. 41⁄2 Inch Oil Pan, Screen. . . . . . . . . . . . 7–30 d. Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–1
e. Splines . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–1
7–18. INSTALLING FLYWHEEL, LOCKUP
f. Hook-Type Sealrings. . . . . . . . . . . . . . . . 8–1
CLUTCH, TORQUE CONVERTER TURBINE
a. Align Flywheel for Installation . . . . . . . 7–30 g. Oil Seals . . . . . . . . . . . . . . . . . . . . . . . . . 8–1
b. Installation . . . . . . . . . . . . . . . . . . . . . . . 7–30 8–2. SPRING DATA . . . . . . . . . . . . . . . . . . . . . . 8–1
c. Transmission Front Cover
(Remote Mounting). . . . . . . . . . . . . . . . 7–31
Section 9. CUSTOMER SERVICE
7–19. INSTALLING EXTERNAL COMPONENTS
9–1. OWNER ASSISTANCE. . . . . . . . . . . . . . . . 9–1
a. External Components . . . . . . . . . . . . . . 7–31
b. Input Retarder Valve Body . . . . . . . . . . 7–32 9–2. SERVICE LITERATURE . . . . . . . . . . . . . . 9–2
xii Copyright © 1997 General Motors Corp.

TABLE OF CONTENTS
LIST OF FOLDOUT ILLUSTRATIONS
(Back of Service Manual)
Cross Section Views
1 HT 740(RS), HT 747 Transmission
2 HT 750, HT 754CR Transmission
3 HT 750DR Transmission
4 HT 750DR DB Transmission
Schematic Views
5 HT 740, HT 747 Transmission Hydraulic System
6 HT 750, HT 754CR Transmission Hydraulic System
7 HT 750DR Transmission Hydraulic System — No Lockup In First Range
8 HT 750DR Transmission Hydraulic System — All-Range Lockup
Exploded Views
9,A. Flexplate and Flywheel Assemblies
9,B. Transmission Front Cover, Remote-Mount
10,A. Lockup Clutch And Torque Converter
10,B. Oil Pump And Converter Housing — For Models Without Input Retarder Or Engine-Driven PTO)
11,A. Converter Housing And Ground Sleeve — Models With Engine-Driven PTO
11,B. Converter Housing — Models With Input Retarder — No Engine-Driven PTO
12,A. Scavenge Oil Pump And Engine-Driven Power Takeoff, Driven Gear
12,B. Input Retarder And Input Retarder Housing
13,A. Front Support And Main Regulator Valve Assembly
13,B. Forward Clutch Assembly
14,A. Fourth Clutch Assembly
14,B. Third Clutch, Center Support, And Second Clutch
15,A. Gear Unit And Main Shaft Assembly — HT 740, HT 747
15,B. Gear Unit And Main Shaft Assembly — HT 750, HT 754CR
16,A. Gear Unit And Main Shaft Assembly — HT 750DR
16,B. Transmission Housing, Oil Screen, And Six Inch Deep Oil Pan
17,A. Transmission Housing, Oil Screen, And Seven Inch Oil Pan
17,B. Transmission Housing, Oil Screen, 81⁄2 Inch Oil Pan, And 41⁄2 Inch Oil Pan
18,A. First Clutch
18,B. Adapter Housing, Low-Clutch Plates, And Low Carrier — HT 754CR
19,A. Adapter Housing, Low-Clutch Plates, And Low Carrier — HT 750DR
19,B. Low-Clutch Piston, Rear Adapter Housing, And Governor
20,A. First or Low Piston, Rear Cover, Output Shaft, And Governor
20,B. Control Valve Assembly
21,A. Lockup Cutoff, Low Shift, And Low Trimmer Valve Body Assemblies
21,B. Input Retarder Valve Body Assembly
22,A. Transfer Gear Housing
22,B. Transfer Gears And Transfer Gear Driven Shaft
23,A. Rear Output Disconnect Clutch
23,B. Front Output Disconnect Clutch
Copyright © 1997 General Motors Corp. xiii

NOTES
xiv Copyright © 1997 General Motors Corp.

Section 1 — GENERAL INFORMATION
1–1. SCOPE OF MANUAL 1. The organization or individual has the required
knowledge of the task through:
a. Coverage
• Formal instruction at Allison Transmission
Division (ATD) or Distributor training
1. This manual describes the operation, mainte-
facility.
nance, and overhaul procedures for the Allison
HT 700 Series hydraulically-controlled auto- • On-the-job instruction by an ATD or
matic transmissions. Figures 1–1 through 1–8 Distributor representative.
show external views of the transmissions cov- • Experience in performing the task.
ered in this manual.
2. The work environment is suitable to prevent
contamination or damage to transmission parts
• Transmission components are described and
their functions are explained. or assemblies.
• Detailed instructions are provided for 3. Required tools and fixtures are available as
disassembly, rebuild, and reassembly. outlined in the Service Manual.
• Troubleshooting and part inspection 4. Reasonable and prudent maintenance prac-

instructions are covered in Sections 3 and 4. tices are followed.
• Part wear limits and spring data are covered
in Section 8. NOTE:
2. Because of similarities of all models, instruc- Service organizations and individuals are encour-
tions apply generally to all models. Where pro- aged to contact their local ATD Distributor for in-
cedures vary between models, instructions formation and guidance on any of the tasks outlined
identify specific models. in this manual.
b. Illustrations
1. The text is supported with photographs, line 1–2. SUPPLEMENTARY INFORMATION

drawings, and cross-sectional views. Overhaul Supplementary information will be issued, as required,
procedures are illustrated mainly by photo- to cover any improvements made after publication of
graphs. Line drawings are used to supplement this manual. Check with your dealer or distributor to
detailed assembly procedures. Cross-sectional ensure you have the latest information.
views show torque paths and the relationship
of assembled parts. Large cross-sectional
views, exploded views, and color-coded hy- 1–3. ORDERING PARTS
draulic schematics are included as Foldout
pages in the back of the manual. a. Transmission Nameplate. The nameplate (Figure
1–9) is located on the right side of the transmission.
2. Certain illustrations will not always show the The nameplate displays the transmission serial number,
model being serviced. However, the illustration part number (assembly number), and model number,
will show the correct procedure for all models all three of which must be supplied when ordering re-
— including models not illustrated. placement parts or requesting service information.
c. Maintenance Information. Each task outlined in b. Parts Catalog. All replacement parts should be
this Service Manual has been successfully accom- ordered from your dealer. (Check the Yellow Pages for
plished by service organizations and individuals. It is your nearest authorized service outlet. Listings are un-
not expected that every service organization or indi- der Transmission–Truck or under Engines–Diesel.)
vidual will possess the required special tooling, train- These parts are listed in the current HT 700 Series
ing, or experience to perform all the tasks outlined. Parts Catalog PC1268EN. Do not order parts by illus-
However, any task outlined in this manual may be per- tration item numbers used on exploded views in this
formed if the following conditions are met: manual.
Copyright © 1997 General Motors Corp. 1–1

CONVERTER ACCESS COVER

HOUSING REAR COVER
C G (APPROX)
TO FILTER
BRAKE MOUNTING PAD
OUTPUT SHAFT
FLANGE NUT
REAR
GOVERNOR
FROM FILTER COVER
SELECTOR SHAFT
NEUTRAL START
SWITCH LOCATION
REAR GOVERNOR
PRESSURE MODULATOR OIL DRAIN PLUG
ACTUATOR OPENING
E03591.01
Figure 1–1. Model HT 740 Transmission — Left-Rear View
BREATHER TO COOLER TEMPERATURE

SENSOR PORT
TRANSMISSION
MAIN HOUSING
NAMEPLATE
REVERSE SIGNAL
SWITCH PORT STARTER
GEAR
FLYWHEEL
TORQUE
PREHEAT CONVERTOR
PROVISION
CONVERTER HOUSING
OIL FILLER TUBE MOUNTING PAD
PROVISION
FROM COOLER
E03594.01
Figure 1–2. Model HT 740 Transmission — Right-Front View
1–2 Copyright © 1997 General Motors Corp.

GENERAL INFORMATION
CONVERTER
HOUSING ACCESS COVER TRANSMISSION
MAIN HOUSING ADAPTER HOUSING
TO FILTER
REAR COVER
BRAKE MOUNTING PAD
OUTPUT
SHAFT
FLANGE
NUT
FROM FILTER REAR

GOVERNOR
SELECTOR SHAFT COVER
OIL PAN
NEUTRAL START
SWITCH LOCATION
OIL DRAIN PLUG
REAR GOVERNOR
PRESSURE MODULATOR
ACTUATOR OPENING
E03593.01
BREATHER TO COOLER TEMPERATURE

SENSOR PORT
TRANSMISSION
MAIN HOUSING
NAMEPLATE
REVERSE SIGNAL
SWITCH PORT STARTER
GEAR
FLYWHEEL
TORQUE
PREHEAT CONVERTOR
PROVISION
CONVERTER HOUSING
OIL FILLER TUBE MOUNTING PAD
PROVISION
FROM COOLER
E03594.01

CONVERTER TOP PTO COVER

HOUSING
RETARDER HOUSING
PTO COVER TRANSMISSION ADAPTER HOUSING
TO FILTER MAIN HOUSING
FROM REAR
FILTER COVER
OUTPUT SHAFT
BRAKE
MOUNTING
PAD
FLANGE
NUT
REAR
GOVERNOR
COVER
OIL PAN
SELECTOR SHAFT
SIDE PTO
COVER NEUTRAL START
SWITCH LOCATION OIL DRAIN PLUG
REAR GOVERNOR MODULATOR
PRESSURE ACTUATOR OPENING E03595.01

(With Input Retarder and Engine-Driven PTO Converter Housing)
CONVERTER HOUSING
MOUNTING PAD
BREATHER TORQUE
TRANSMISSION CONVERTOR
MAIN HOUSING
TEMPERATURE
SENSOR PORT
NAMEPLATE
REVERSE SIGNAL
SWITCH PORT STARTER
GEAR
FLYWHEEL
PREHEAT TO COOLER
PROVISION
OIL FILLER TUBE INPUT RETARDER FROM COOLER

PROVISION VALVE BODY
E03596.01

(With Input Retarder and Engine-Driven PTO Converter Housing)

GENERAL INFORMATION
TOP PTO
COVER CONVERTER TO FILTER NEUTRAL START TRANSFER
HOUSING PTO SWITCH LOCATION HOUSING
COVER (DROPBOX)
REMOTE
MOUNTING
COVER
SIDE
MOUNTING SELECTOR SHAFT
PAD
REAR GOVERNOR
PRESSURE DRAIN
SIDE PTO PLUG
COVER FROM FILTER MODULATOR
ACTUATOR OPENING E03597.01
Figure 1–7. Model HT 750 Transmission — Left-Front View

(With Dropbox, Input Retarder, and Engine-Driven PTO Converter Housing)
RETARDER HOUSING
REAR ADAPTER
BREATHER CONVERTER
HOUSING
ADAPTER HOUSING
TRANSFER HOUSING
SIDE MOUNTING
PAD
TEMPERATURE
SENSOR LOCATION
DISCONNECT
CLUTCH
RETARDER VALVE
FOURTH-CLUTCH
PRESSURE TAP
REVERSE SIGNAL
OIL SWITCH LOCATION
PAN
OIL OIL FILLER
DRAIN PLUG HOLE
PLUG
DRAIN PLUG
E03598.01
Figure 1–8. Model HT 750 Transmission — Right-Rear View

(With Dropbox, Input Retarder, and Engine-Driven PTO Converter Housing)

turbine-driven paddle-type rotor enclosed by
two vaned castings. One vaned casting is the
DIVISION OF
GENERAL MOTORS AN
D
AGR
ICULTURA
L
IM retarder plate assembly which is located in
PL
E
EM
ILE AEROSPAC
UAW
ENT
CORPORATION
front of the rotor. The second vaned casting is
WORKERS
INDIANAPOLIS 933
OB
OM
OF
the retarder housing located behind the rotor.
UT AM
DA ERI
UNITE CA
INDIANA
SERIAL NO. PART NO. 3. A manually-controlled valve admits fluid to a

vaned chamber surrounding the rotor. When
XXXXX XXXXXXX
charged, the retarder assists in slowing the
MODEL vehicle.
NO. XX XXXX X
e. Power Takeoff Provisions
V01251
1. PTO(s) are optional on HT 700 Series trans-
Figure 1–9. Transmission Nameplate
missions. Two types of PTO(s) are available:
engine-driven and turbine-driven.
1–4. GENERAL DESCRIPTION
2. Some transmission converter housings have
a. Automatic Shifting. Automatic shifting is accom-
provisions for mounting engine-driven PTO(s).
plished in all ranges on the HT 740(RS), HT 747,
Access mounting pads are located on the right
HT 750, and HT 754CR transmissions. The HT 750DR
side and left side of the converter housing.
and HT 750DR DB transmissions must be manually
shifted into and out of first range, while the remaining 3. Provision for a turbine-driven PTO gear is lo-
ranges are automatic. The design incorporates four cated on the upper-left side of the transmission
speeds forward and one reverse on the HT 740 models, main housing.
and five speeds forward and one reverse on the HT 750
models. All transmissions are designed for operation f. Planetary Gearing, Clutches
with a diesel engine. 1. Three planetary gear sets establish the four for-
ward speeds and one reverse in the HT 740(RS)
b. Torque Converter. A simple, three-element
and HT 747 transmissions. These gear sets are
torque converter transmits power from the engine to
controlled by five hydraulic-applied clutches.
the transmission gearing. The torque converter serves
All gearing is in constant mesh.
as both a fluid coupling and a torque multiplier. Nine
combinations of torque converter elements may be 2. Four planetary gear sets establish the five for-
used. These give converter stall ratios of 2.65:1, ward speeds and one reverse in the HT 750 and
1.51:1, 1.74:1, 2.39:1, 1.78:1, 2.72:1, 2.45:1, 1.91:1, HT 754 transmissions. These gear sets are con-
and 2.70:1. trolled by six hydraulic-applied clutches. All
gearing is in constant mesh.
c. Lockup Clutch. This clutch automatically locks
the turbine element of the torque converter to the fly- g. Control Valve Body Assembly
wheel. When the turbine approaches the speed of the
pump, hydraulic pressure automatically applies the 1. Basic Description. The control valve body as-
lockup clutch. With the lockup clutch applied, engine sembly is the brain of the transmission and is
output is directed to the transmission gearing at a 1:1 hydraulically operated. Fluid passages, valves,
speed ratio. A decrease in speed automatically releases and springs are designed to allow the flow of
the lockup clutch. hydraulic fluid to predesignated areas. Through
variations of pressure and spring force, the
d. Hydraulic Input Retarder components in the valve body are hydraulically
moved at the precise time redirecting fluid to
1. Hydraulic input retarders are optional on HT preselected locations.
700 Series transmissions. They assist in slow-
ing the vehicle. 2. Conventional Controls. Conventional controls
are available in four speed and five speed mod-
2. The input retarder, located between the torque els. In the four speed and DR models all range
converter and transmission gearing, contains a lockup is controlled via the front (pitot) gover-

GENERAL INFORMATION
nor, which is dependent on engine speed and 4 — below and 45 degrees to the left
load factors. The CR model has lockup with no
5 — below and 60 degrees to the left
converter operation in third, fourth, or fifth
ranges. i. Output Disconnects. Output disconnects are
3. Consistent Hydraulic Controls (CHC). CHC available on all dropbox models. Any desired combi-
controls are available on four speed models nation of disconnects can be assembled. Rear discon-
only. The system provides no first lockup, with nects are shown in Figure 1–8 and on Foldout 23,A. A
lockup in second, third, and fourth ranges. front disconnect is shown on Foldout 23,B.
Lockup is interrupted via shuttle valves on all
lockup-to-lockup shifts. All functions are con-
trolled by the rear governor. Refer to Paragraph 1–5. OPERATING INSTRUCTIONS
2–23b for a detailed explanation.
CAUTION:
h. Output Transfer Housing (Dropbox) (Figures Failure to lift the driving wheels off the road, dis-
1–7 and 1–8). Transmissions that have the suffix DB connect the driveline, or remove the axle shafts
in their model designations include a dropbox (transfer before pushing or towing can cause serious trans-
gear housing) at the rear, instead of having the output mission damage.
shaft in line with the input shaft. The dropbox provides
an in-line output and a front and/or rear output below Refer to SA1334EN for operating instructions.
the input center line, at a radius of 20 inches (508
mm). It also provides five angular output positions:
1 — directly below center line 1–6. SPECIFICATIONS AND DATA
2 — below and 15 degrees to the left of The specifications and data in Table 1–1 are applicable
vertical center to the HT 700 Series hydraulically-controlled auto-
3 — below and 30 degrees to the left matic transmissions.
Table 1–1. Specifications and Data

INPUT RATINGS — HT 740
Value
Emergency Equipment,
Crash Trucks And
Parameter General Truck Motorhome, Unit
Crane Carriers
And Other
Input Speed
Maximum full load governed speed 2400 2400 2400 rpm
Minimum full load governed speed 1900 1900 1900 rpm
Minimum idle speed in drive 500 500 500 rpm
Input Power
Maximum net 445 (332) 465 (346) 500 (373) hp (kW)
Input Torque
Maximum net 1435 (1945) 1435 (1945) 1575 (2135) lb ft (N·m)
Turbine Torque
Maximum net 2600 (3525) 2600 (3525) 2600 (3525) lb ft (N·m)
Gross vehicle weight (GVW) 80000 (36287) 65000 (29483) 80000 (36287) lb (kg)
Gross combination vehicle weight (GCW) 130000 (58967) 130000 (58967) 130000 (58967) lb (kg)

Table 1–1. Specifications and Data (cont’d)
INPUT RATINGS — HT 747
Value
City (Transit) Emergency Equipment,
Parameter Unit
Bus Motorhome, & Other
Input Speed
Maximum full load governed speed 2400 2400 rpm
Minimum full load governed speed 1900 1900 rpm
Minimum idle speed in drive 500 500 rpm
Input Power
Maximum net 365 (272) 465 (346) hp (kW)
Input Torque
Maximum net 1100 (1491) 1435 (1945) lb ft (N·m)
Turbine Torque
Maximum net 2200 (2983) 2600 (3525) lb ft (N·m)
Gross vehicle weight (GVW) 60000 (27216) 65000 (29483) lb (kg)
Gross combination vehicle weight (GCW) 130000 (58967) 130000 (58967) lb (kg)
INPUT RATINGS — HT 750DR

Value
Emergency AG Tractors, Prime
Crash Trucks
General Equipment, Movers, Off-Hwy
Parameter And Crane Unit
Truck Motorhome, Truck, & Stationary
Carriers
And Other Equipment
Input Speed
Maximum full load governed speed 2500 2500 2500 2500 rpm
Minimum full load governed speed 1900 1900 1900 1900 rpm
Minimum idle speed in drive 500 500 500 500 rpm
Input Power
Maximum net 445 (332) 465 (346) 500 (373) 445 (332) hp (kW)
Input Torque
Maximum net 1435 (1945) 1435 (1945) 1575 (2135) 1380 (1871) lb ft (N·m)
Turbine Torque
Maximum net 2300 (3118) 2300 (3118) 2300 (3118) 2300 (3118) lb ft (N·m)
Gross vehicle weight (GVW) 80000 (36287) 65000 (29483) 80000 (36287) 80000 (36287) lb (kg)
Gross combination vehicle weight (GCW) 130000 (58967) 130000 (58967) 130000 (58967) 130000 (58967) lb (kg)
INPUT RATINGS — HT 754CR

Value
Emergency Off-Highway
City Crash Trucks AG Tractors
General Equipment, Truck And
Parameter (Transit) And Crane And Prime Unit
Truck Motorhome, Stationary
Bus Carriers Movers
And Other Equipment
Input Speed
Maximum full load governed speed 2100* 2100* 2100* 2100* 2100* 2100* rpm
Minimum full load governed speed 1800 1800 1800 1800 1800 1800 rpm
Minimum idle speed in drive 500 500 500 500 500 500 rpm
Input Power
Maximum net 445 (332) 365 (272) 465 (346) 500 (373) 335 (250) 445 (332) hp (kW)
Input Torque
Maximum net 1435 (1945) 1100 (1491) 1435 (1945) 1575 (2135) 1075 (1458) 1380 (1871) lb ft (N·m)
Turbine Torque
Maximum net 2600 (3525) 2200 (2983) 2600 (3525) 2600 (3525) 2500 (3390) 2600 (3525) lb ft (N·m)
Gross vehicle weight (GVW) 80000 (36287) 60000 (27216) 65000 (29483) 80000 (36287) 80000 (36287) 80000 (36287) lb (kg)
Gross combination vehicle weight (GCW) 130000 (58967) — 130000 (58967) 130000 (58967) — 130000 (58967) lb (kg)
* 2600 With 2GS

GENERAL INFORMATION
Mounting:
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SAE 1 automotive flange
Converter housing . . . . . . . . . . . . . . . . . . . . . Six-hole SAE 2 mounting pad (earlier models have
four-hole SAE 1 mounting pad)
Rear (dropbox). . . . . . . . . . . . . . . . . . . . . . . . Two six-bolt threaded pads
Remote (optional) . . . . . . . . . . . . . . . . . . . . . Straight-through; converter side pads and rear housing top pad
Dropbox; trunnion mount at front with dropbox side pads
Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flexplate
Rotation: (viewed from input)
Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clockwise
Output (in forward ranges) . . . . . . . . . . . . . . Clockwise
Torque converter:
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single-stage, poly-phase, 3 element
TC 470 TC 487 TC 488 TC 495 TC 496 TC 497 TC 498 TC 499 TC 777

HT 740(RS) x x x x x x x x x
HT 740FS x x x
HT 747 x x x x x
HT 750CR x x x x x x x x x
HT 750DR x x x x x x x x
HT 754CR x x x x x x x x
HT 750DR DB x x
Torque multiplication 2.65:1 1.51:1 1.74:1 2.39:1 1.78:1 2.72:1 2.45:1 1.91:1 2.70:1
ratio (at stall)
Lockup clutch . . . . . . . . . . . . . . . . . . . . . . . . Automatic in selected ranges
Gear Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Planetary straight-cut spur, constant mesh
Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil-cooled, hydraulically-actuated, spring-released,
self-compensating for wear
Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Integral
Hydraulic systems:
Oil pump (input) . . . . . . . . . . . . . . . . . . . . . . Engine-driven, positive displacement
Oil pump (scavenge) . . . . . . . . . . . . . . . . . . . Engine-driven, positive displacement, spur gear type
Oil filter/screen . . . . . . . . . . . . . . . . . . . . . . . External (customer-supplied); suction screen (in sump);
governor (in main valve body)
Oil Pan Depth

Fluid capacity: 81⁄2 inch 7 or 6 inch 41⁄2 inch
Initial fill* 42.8 30 34

(40.5 liters) (28.4 liters) (32.2 liters)
* Does not include external circuits

Fluid type . . . . . . . . . . . . . . . . . . . . . . . . . . . Refer to Paragraph 3–5
Transfer gear housing:
Fluid capacity . . . . . . . . . . . . . . . . . . . . . . . . 2.6 U.S. qts (2.5 liters)
Fluid type . . . . . . . . . . . . . . . . . . . . . . . . . . . Type C-4 SAE 30 only
Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Integral, separate from transmission
Fluid pressure: HT 740(RS)/ HT 750CR/ HT 750DR/
HT 747 HT 754CR HT 750DR DB
Main pressure
— Idle 600 rpm in forward or reverse 90 psi 90 psi 90 psi
(621 kPa) min (621 kPa) min (621 kPa) min
— Stall 1200 rpm in forward 140–175 psi 140–175 psi 235–270 psi
(965–1206 kPa) (965–1206 kPa) (1620–1861 kPa)
— Stall 1200 rpm in reverse 235–270 psi 235–270 psi 235–270 psi
(1620–1861 kPa) (1620–1861 kPa) (1620–1861 kPa)
— 1500–2000 rpm in all forward ranges 140–175 psi 140–175 psi
(965–1206 kPa) (965–1206 kPa)
— 3rd, 4th, and 5th ranges 140–175 psi
(965–1206 kPa)
— 1st converter, 2nd converter, and reverse 235–270 psi
(1620–1861 kPa)
— 1st lockup, 2nd lockup, reverse lockup** 140–185 psi
(965–1206 kPa)
Lockup pressure must be within 10 psi (69 kPa) of main pressure.
** Units incorporating all range lockup
Rear Governor Pressure:
Governor Pressure
Governor At rpm* Governor Code**
psi (kPa)
6885570 103–112 psi (710–772 kPa) 1650 461 (later) 54 (earlier)
* May be read from engine tachometer during lockup in highest range

** Ink stamped, head of governor

GENERAL INFORMATION
Lubrication pressure:
Retarder model. . . . . . . . . . . . . . . . . . . . . . . . 30 psi (206 kPa) @ 1900 rpm
Non-retarder model . . . . . . . . . . . . . . . . . . . . 25 psi (172 kPa) @ 1900 rpm
Fluid temperature: Converter-Out

Sump
(To Cooler)
Minimum operating — 150°F (66°C)
Normal operating — 160–220°F (71–104°C)
Lockup operation 250°F (121°C) max 250°F (121°C) max
intermittent intermittent
Converter operation 300°F (149°C) max 250°F (121°C) max
Input retarder operation 330°F (165°C) max 250°F (121°C) max
Transfer gear housing — 250°F (121°C) max
Parking brake provision:
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 x 5 inch (305 x 127 mm) (customer-supplied)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 lb (23 kg)
Drive range and sequences:
HT 740(RS)/747 . . . . . . . . . . . . . . . . . . . . . . Reverse, neutral, 1–2–3–4, 1–2–3, 1–2, 1
HT 750CR . . . . . . . . . . . . . . . . . . . . . . . . . . . Reverse, neutral, 1–2–3–4–5, 1–2–3–4, 1–2–3, 1–2, 1
HT 754CR . . . . . . . . . . . . . . . . . . . . . . . . . . . Reverse, neutral, 1–2–3–4–5, 1–2–3–4, 1–2–3, 1–2, 1
HT 750DR . . . . . . . . . . . . . . . . . . . . . . . . . . . Reverse, neutral, 2–3–4–5, 2–3–4, 2–3, 2, 1
HT 750DR DB . . . . . . . . . . . . . . . . . . . . . . . . Reverse, neutral, 2–3–4–5, 2–3–4, 2–3, 2, 1
Drive range and shift control . . . . . . . . . . . . . . Mechanical (external)
Shifting mechanism . . . . . . . . . . . . . . . . . . . . . . Hydraulic (internal control)
Shift modulation (upshift and downshift) . . . . . Mechanically-actuated (cable, cam, modulator valve);
Pneumatically-actuated (modulator valve, pneumatic lines);
Electrically-actuated (wiring, connectors, electric modulator)
Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Supplied by customer
Neutral, start, and reverse signal
Speedometer drive:
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Spiral gear
Drive gear data . . . . . . . . . . . . . . . . . . . . . . . 6-tooth, right hand helix angle
Driven gear . . . . . . . . . . . . . . . . . . . . . . . . . . Supplied by customer
Speed sensor gear . . . . . . . . . . . . . . . . . . . . . Optional, 16 tooth (requires magnetic pickup)

Dry weight: HT 740(RS) HT 754CR HT 750DR HT 750DR DB
Standard 840 lb 940 lb 940 lb 1375 lb
(381 kg) (426 kg) (426 kg) (624 kg)
Input retarder package 190 lb 190 lb 190 lb 190 lb
(housing, rotor, valve body) (86 kg) (86 kg) (86 kg) (86 kg)
Power takeoff package 120 lb 120 lb 120 lb 120 lb
(converter housing, drive and driven gears) (55 kg) (55 kg) (55 kg) (55 kg)
Transfer gear housing 550 lb
(250 kg)
Power takeoff mounting (optional):
Turbine-driven PTO
Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 o’clock position, as viewed from rear
Mounting flange . . . . . . . . . . . . . . . . . . . . . . . SAE 6-bolt
Intermittent rating . . . . . . . . . . . . . . . . . . . . . . 400 lb ft (543 N·m)
Continuous rating . . . . . . . . . . . . . . . . . . . . . . 300 lb ft (407 N·m)
Drive gear data . . . . . . . . . . . . . . . . . . . . . . . . 6-pitch, 20˚ pressure angle, 78 teeth
Engine-driven PTO
Top mounting pad . . . . . . . . . . . . . . . . . . . . . . 1 o’clock position, as viewed from rear
Intermittent rating . . . . . . . . . . . . . . . . . . . . . . 260 hp (194 kW)
Continuous rating . . . . . . . . . . . . . . . . . . . . . . 200 hp (149 kW)
Drive gear ratio . . . . . . . . . . . . . . . . . . . . . . . . 1.35 x engine speed
Side mounting pad . . . . . . . . . . . . . . . . . . . . . . 8 o’clock position, as viewed from rear

Intermittent rating . . . . . . . . . . . . . . . . . . . . . . 260 hp (194 kW)
Continuous rating . . . . . . . . . . . . . . . . . . . . . . 200 hp (149 kW)
Drive gear ratio . . . . . . . . . . . . . . . . . . . . . . . . 0.844 x engine speed
Manual disconnect clutches (optional at three locations):
Upper rear (B position) . . . . . . . . . . . . . . . . . . In line with input
Lower rear (D position) . . . . . . . . . . . . . . . . . . In line with output
Lower front (C position) . . . . . . . . . . . . . . . . . In line with output
Hydraulic input retarder absorption capacity . . . . . 365 hp (272 kW) at 2100 rpm
Output flange . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Supplied by installer

GENERAL INFORMATION
Transmission Ratios (Mechanical) *
Before S/N 14198–14509 & After
Model Range Clutches Engaged S/N 14679 After S/N 14678 S/N 28004
HT 740(RS) Neutral First
HT 747 First Forward and first 3.69:1 3.69:1
Second Forward and second 2.07:1 2.02:1
Third Forward and third 1.40:1 1.38:1
Fourth Forward and fourth 1.00:1 1.00:1
Reverse Fourth and first 5.73:1 6.04:1
HT 750CR Neutral Low

HT 754CR First Forward and low 3.19:1 3.19:1 3.69:1**
Second Forward and first 1.89:1 1.89:1 2.00:1**
Third Forward and second 1.55:1 1.53:1 1.58:1**
Fourth Forward and third 1.24:1 1.23:1 1.25:1**
Fifth Forward and fourth 1.00:1 1.00:1 1.00:1**
Reverse Fourth and low 7.97:1 8.33:1 9.65:1**
HT 754CR Neutral Low

Optional Ratios First Forward and low 3.69:1
With Second Second Forward and first 2.00:1
Gear Start Third Forward and second 1.58:1
Fourth Forward and third 1.25:1
Fifth Forward and fourth 1.00:1
Reverse Fourth and first 2.96:1
HT 750DR Neutral First

First Forward and low 7.97:1 7.97:1
Second Forward and first 3.19:1 3.19:1
Third Forward and second 2.07:1 2.02:1
Fourth Forward and third 1.40:1 1.38:1
Fifth Forward and fourth 1.00:1 1.00:1
Reverse Fourth and first 4.47:1 4.72:1
HT 750DR DB Neutral First

First Forward and low 7.97:1
Second Forward and first 3.19:1
Third Forward and second 2.02:1
Fourth Forward and third 1.38:1
Fifth Forward and fourth 1.00:1
Reverse Fourth and first 4.72:1
Dropbox only 1.00:1
* Overall torque multiplication ratio of transmission (output stalled) is the product of the converter torque multiplication ratio and the
mechanical (rear) ratio.
** Only these ratios are used on HT 754CR models.

NOTES

Section 2 — DESCRIPTION AND OPERATION
2–1. SCOPE d. Remote Mount (Dropbox Models)
1. A remote mounting is provided for transmis-
This section describes the transmission components and
sions that are mounted to the vehicle and sepa-
explains their functions. It also explains the hydraulic
rated from the engine.
system and the torque paths.
2. This type of mounting requires that the front
and rear of the transmission be supported.
2–2. TRANSMISSION MOUNTING Support the front by attaching a trunnion
mounting bracket onto the front cover hub
and to the vehicle frame. Support the rear by
a. Direct Mount (Straight-Through Models)
attaching a bracket from the dropbox side
1. Mounting converter housing 16 (Foldout pads to the vehicle frame.
10,B) to the engine bell housing, and coupling 3. Flywheel 12 (Foldout 9,A) (used on direct
transmission flywheel 12 (Foldout 9,A) to the mountings) is removed and replaced by drive
engine provide a direct drive from engine to cover 7 (Foldout 9,B) and front cover 4.
transmission.
4. A coupling or flange is installed onto the input
shaft (integral part to drive cover 7), providing
2. This type of mounting requires that a minimum
a remote connection.
of ten grade-8 bolts, including two at the
uppermost bolt holes in the converter housing
to properly retain the converter housing to the 2–3. INPUT DRIVE
engine housing.
a. Direct Drive. Steel laminated flexplate assem-
b. Remote Mount (Straight-Through Models) bly 2 (Foldout 9,A) connects the engine crankshaft
and transmission flywheel assembly 10. This fly-
1. A remote mounting is provided for transmis- wheel serves as the engine flywheel. The inner cir-
sions that are mounted to the vehicle and sepa- cumference of the flexplate assembly bolts to an
rated from the engine (Foldout 9,B). adapter that bolts to the engine crankshaft. The outer
circumference of the plate bolts to flywheel 12. The
2. This type of mounting requires that the trans- flywheel is bolted to torque converter pump 33 (Fold-
mission be supported at both front and rear. A out 10,A). Starter ring gear 11 (Foldout 9,A) is
bracket from the frame to the side pads on the pressed onto the flywheel.
converter supports the front. A second bracket b. Remote Drive. The remote-mounted transmis-
supporting the rear may be mounted to the top sion is driven by a shaft from the engine through uni-
pads on the transmission rear cover and the versal joints, to the input flange that is splined to the
vehicle frame. converter input drive housing assembly. This housing
assembly is bolted to the torque converter pump.
c. Direct Mount (Dropbox Models)
1. Mounting converter housing 16 (Foldout 10,B) 2–4. TORQUE CONVERTER

to the engine bell housing, and coupling trans-
mission flywheel 12 (Foldout 9,A) to the a. Description (Foldout 10,A). The torque con-
engine provide a direct drive from engine to verter consists of three elements — pump assembly
transmission. 32, stator assembly 13, and turbine assembly 8.
These are cast aluminum vaned elements. Pump
2. Dropbox models utilizing this type of mount- assembly 32 is the input element and is driven by the
ing require proper support. It is recommended engine through the flywheel. Turbine assembly 8 is
the transmission be cradle mounted between the output element and is splined to forward clutch
the mounting pads on the side of the engine and turbine shaft assembly 5 (Foldout 13,B). Stator
housing and the mounting pads on the side of assembly 13 (Foldout 10,A) is the reaction (torque
the dropbox. multiplying) element. The stator is supported on free-

wheel roller race 24 which is splined to a stationary 6. As explained in Steps (1) through (5), the
ground sleeve. This stator arrangement provides an torque converter accomplishes three main
overrunning clutch that permits the stator to rotate functions. First, it acts as a disconnect clutch
freely in one direction, but locks in the opposite because little torque is transmitted at engine
direction. idle speed. Second, it multiplies torque at low
turbine/high pump speed to give greater start-
b. Operation ing or driving effort when needed. And third, it
acts as a fluid coupling to efficiently transmit
1. The torque converter assembly is continuously
engine torque to the transmission gearing dur-
filled with fluid, which provides converter
ing drive.
cooling and lubrication. When the converter is
driven by the engine, the pump vanes throw 2–5. LOCKUP CLUTCH
fluid against the turbine vanes. The impact of
the fluid against the turbine vanes tends to a. Description (Foldout 10,A). The lockup clutch
rotate the turbine. consists mainly of three elements — piston 3, clutch
plate 4, and backplate 5. These elements are located
2. The turbine, splined to the transmission input inside the flywheel. The piston and backplate rotate
shaft, transmits torque to the transmission with the converter pump. The clutch plate is located
gearing. At engine idle speed, the impact of between the piston and backplate and is splined to
fluid against the turbine vanes is minimal. At the converter turbine.
high engine speed, the impact is much greater
b. Operation (Foldout 10,A). The lockup shift valve
than at idle, and high torque is produced by the
directs clutch-apply pressure to the lockup-clutch pis-
turbine.
ton when sufficient rotational speed is achieved by the
3. Fluid thrown into the turbine flows to the stator forward clutch and turbine shaft assembly. The clutch-
vanes. The stator vanes change the direction of apply pressure forces the piston to compress the
the fluid flow (when the stator is locked against lockup-clutch plate against the backplate, locking all
rotation), and directs the fluid to the pump in a three elements together. When this occurs, the con-
direction that assists pump rotation. The veloc- verter pump and turbine are locked together providing
ity and redirection of fluid to the pump enables a direct drive from the engine. As rotational speed of
the torque converter to multiply input torque. the forward clutch and shaft assembly decreases, the
lockup shift valve releases the lockup clutch.
4. Greatest torque multiplication occurs when the
turbine is stalled and the pump is rotating at its c. Shift Points. Shift Point Tables 3–6 through 3–13
highest speed. Torque multiplication decreases (Pages 3–13 through 3–20), show the speed (rpm) re-
as the turbine rotates and gains speed. quired to shift from one range to another during closed
or open throttle on transmissions in the 1800 to 3000
5. When the turbine speed approaches the speed rpm range. It also shows the rpm at which the lockup
of the pump, fluid flowing to the stator begins clutch is engaged and disengaged. The Tables are coded
striking the back sides of the stator vanes. This alphabetically to indicate engine application. If the
rotates the stator in the same direction as the transmission being serviced is not applicable to the
turbine and pump. At this point, torque multi- Shift Point Tables or to Table 2–1, Automatic Shift Se-
plication stops and the converter becomes, in quence, contact the Allison Transmission Service De-
effect, a fluid coupling. partment.

DESCRIPTION AND OPERATION
Table 2–1. Automatic Shift Sequence and Lockup/Converter Designation
Transmission Automatic Shift Sequence Lockup/ Applicable

Designation Operation (Full Throttle) Engine/Vocation
HT 740(RS), HT 747 Standard Any diesel in high power to weight

(Coach, Fuel Economy, 1C–2C–2L–3L–4L vehicles (coaches, fire trucks, etc.).
and Fire Truck) High torque rise diesel having a full load
CHC governed speed equal to or less than
1C–2C–2L–3L–4L 2100 rpm and a peak torque below
1300 rpm (trucks)
Second Range Start
2C–2L–3L–4L
HT 740 1C–1L–2C–2L–3C–3L–4C–4L Conventional diesels in on/off-highway

(General) trucks
HT 754CR Standard Conventional and high torque rise

(General) 1C–2C–2L–3L–4L–5L diesels in trucks
Lockup in 1st Hold
Second Range Start
2C–2L–3L–4L–5L
Lockup in 1st Hold
HT 750DR 2C–2L–3C–3L–4C–4L–5C–5L Any diesel in on/off-highway trucks

(General) 1st Hold (1C–1L)
HT 750DR 2C–2L–3L–4L–5L High torque rise diesel having a full load

(High Torque Rise) 1st Hold (1C–1L) governed speed equal to or less than
2100 rpm and a peak torque below
1300 rpm (on/off-highway trucks)
2–6. TORQUE CONVERTER HOUSING 2–7. HYDRAULIC INPUT RETARDER
Converter housing 16 (Foldout 10,B) is machined a. The hydraulic input retarder (Foldout 12,B),
located between the converter and the range gearing,
from cast aluminum. The front of the housing is
consists of three main elements — a rotor and two
machined to mate with an SAE 1 engine flywheel stators. Rotor assembly 10 is a vaned member splined
housing. The rear of the housing is machined to accept to the turbine shaft. The front and rear stators consist
either retarder plate assembly 2 or 19 (Foldout 12,B) of vanes cast into the walls on each side of the
or front support and valve assembly 1 (Foldout 13,A), retarder rotor.
and transmission housing assembly 7 (Foldout 16,B).
b. The rotor turns continuously at turbine shaft
The converter housing encloses and supports the speed. However, the retarder functions only when the
torque converter elements and input-driven oil pump cavity around the rotor is filled with fluid. A manual
assembly 1 (Foldout 10,B). valve directs fluid which fills the cavity when retarder

operation is desired. The churning of the fluid between sets are used for all models in the HT 700
the rotor and stators resists the rotation of the rotor. Part Series. In the first edition of the manual, which
of this energy is used to circulate the fluid through a covered only the HT 740 model transmission,
cooler to dissipate the heat generated. When the control clutches were designated to match the trans-
valve is released, the fluid in the retarder is evacuated. missions forward range selections (first, sec-
ond, third, fourth, and forward). With the intro-
c. The input retarder can be used to slow the vehicle duction of later models with an additional
in traffic, on curves, or on downgrades. Maximum clutch and gear set, and the changes in func-
retarder effect occurs in a lower hold ratio where the tions of each clutch among models, such desig-
speed of the rotor can be constantly maintained. The nation is no longer practical. Also, a similar sit-
throttle should be closed when the retarder is used. uation exists for the planetary gear sets. The
Long continuous use increases the fluid temperature. first edition of the service manual covered only
Short periods of full-release, to interrupt continuous the HT 740 model transmission, which
application, helps prevent overheating. included only three gear sets. These were des-
ignated front, center, and rear for their relation
2–8. OIL PUMP ASSEMBLY to the position of each other and to transmis-
sion front and rear. The five-speed models,
a. Description (Foldout 10,B). Oil pump assembly 1 which have been added, include another gear
consists mainly of three elements: drive gear 5, driven set. Therefore, it was necessary to assign uni-
gears 8, and pump body 3. The oil pump assembly is form designations to each planetary gear set,
retained in the converter housing by six bolts. Driven applicable to all models.
gears 7 are supported in the pump body by gear
shafts 6. 2. Accordingly, to avoid confusion in the desig-
nation of, and reference to, clutches and plane-
b. Operation (Foldout 10,B). When the converter tary gear sets, use the methods outlined in
pump rotates, its rear hub drives pump drive gear 5. Paragraphs 2–10b and c.
Gear 5 is in mesh with driven gears 7. Therefore, as
the gears rotate, fluid is drawn into the inlet port and is b. Clutch Designations. Each clutch in the same
carried between the pump housing and the gear teeth physical location, regardless of model or clutch drive
to the outlet side of the pump into the hydraulic sys- function, has the same name. These uniform clutch
tem. designations are shown in Figure 2–1.
c. Planetary Gear Set Designations. Each gear set

2–9. FRONT SUPPORT AND VALVE in the same physical location, regardless of model or
ASSEMBLY (Foldout 13,A) gear drive function, has the same name. These uniform
The front support and valve assembly is connected to gear set designations are shown in Figure 2–1.
the rear of the input retarder housing or to the rear of
the converter housing if the transmission does not have
2–11. FORWARD CLUTCH AND
an input retarder. It provides support for the forward
clutch and turbine shaft. Contained within the support TURBINE SHAFT (Foldout 13,B)
assembly are three valves: main pressure regulator
valve 3 (Foldout 13,A), lockup shift valve 8, and con- a. Function Differs Among Models
verter bypass valve 14.
1. The forward clutch in the HT 740 and HT 747
has multiple functions. When engaged simulta-
2–10. DESIGNATION OF CLUTCHES, neously with first, second, third, or fourth
PLANETARY GEAR SETS clutch, it produces first, second, third, or fourth
range, in that sequence.
a. Necessary for Clarity of Description
2. In the HT 750CR, HT 754CR, and HT 750DR,
1. In this section and those following, uniform the forward clutch has multiple functions.
designations for clutches and planetary gear When engaged with low, first, second, third, or

fourth clutch, it produces first, second, third, 3. Five of the clutch plates are internal-splined,
fourth, or fifth range, in that sequence. while the remaining five are external-tanged.
The internal-splined plates are splined to the
b. Description forward-clutch hub. The external-tanged plates
are splined to the forward-clutch housing.
1. The forward clutch in models HT 740, HT 747,
HT 750CR, HT 754CR, and HT 750DR con-
c. Operation (Foldout 13,B)
tains the same basic parts. Each model has a
clutch housing with turbine shaft attached, ten 1. Clutch housing and shaft assembly 5 rotate
clutch plates, a piston, a forward-clutch hub, when the converter turbine rotates. Fourth-
and a fourth-clutch driving hub. clutch driving hub 22 also rotates causing the
internal-splined plates of the fourth-clutch
2. The clutch housing contains an oil collector pack to rotate.
ring attached to its OD and works in conjunc-
tion with a pitot tube to produce front governor 2. When hydraulic pressure is directed to the
pressure. If front governor pressure is not front side of piston 12, clutch plates 20 and 21
required, a rectangular steel block is used in are compressed together. This locks forward-
place of the pitot tube. The piston is positioned clutch hub 19 to the forward-clutch housing.
inside the clutch housing in its bore and Because hub 19 is splined to the transmission
retained by twenty piston return springs, a main shaft, the shaft rotates with the hub at
spring retainer, and a snapring. input speed.
LOCKUP FORWARD THIRD FOURTH SECOND FIRST LOW CLUTCH

CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH CLUTCH (5-SPEED MODELS ONLY)
FRONT CENTER REAR GEAR SET LOW GEAR SET

GEAR SET GEAR SET (5-SPEED MODELS ONLY)
E03599.01
Figure 2–1. Uniform Clutch and Planetary Gear Set Designation for HT 700 Series Transmissions
3. The simultaneous application of two clutches is This locks internal-splined plates 4 to external-
necessary to produce one forward or one reverse tanged plates 5 and to clutch housing 14.
range. The forward clutch is applied only in for-
ward ranges (refer to Paragraph 2–11a Steps (1) 3. Because center sun gear and shaft assembly 23
and (2)). When the converter turbine rotates and (Foldout 15,A or B, or Foldout 16,A) is splined
the forward clutch is applied, it drives the main to the clutch housing, it rotates at input speed.
shaft.
4. Rotation of the oil (pitot) collector ring directs 2–13. SECOND AND THIRD CLUTCH,
fluid against the front governor (pitot tube) any AND CENTER SUPPORT
time the converter turbine rotates. Therefore, (Foldout 14,B)
an increase in turbine speed produces a propor-
tional increase in front governor pressure.
a. Function Differs Among Models
1. The second and third clutches, in the HT 740

2–12. FOURTH CLUTCH (Foldout 14,A) and HT 747, perform only one function. When
engaged simultaneously with forward clutch,
a. Function Differs Among Models the second clutch produces second range and
the third clutch produces third range.
1. The fourth clutch, in the HT 740 and HT 747,
has a dual function. When engaged simulta- 2. The second and third clutches, in the
neously with the forward clutch, it produces HT 750CR, HT 754CR, and HT 750DR, per-
fourth range. When engaged with the first form only one function. When engaged with
clutch, it produces reverse range. forward clutch, the second clutch produces
third range and the third clutch produces fourth
2. In the HT 750CR and HT 754CR, the fourth range.
clutch has a dual function. When engaged with
the forward clutch, it produces fifth range. b. Description
When engaged with the low clutch, it produces
reverse range. 1. The second and third clutches, for all three
models, are composed of two identical pistons,
3. In the HT 750DR, the fourth clutch has a dual twenty-one clutch plates (13 in second clutch;
function. When engaged with the forward 8 in third clutch), and a center support.
clutch, it produces fifth range. When engaged
2. Pistons 9 and 20 are separated by a wall in cen-
with the first clutch, it produces reverse range.
ter support housing assembly 15. Each piston
b. Description. The fourth clutch, for all models, is retained in its bore by twenty piston return
contains ten clutch plates, a clutch piston housing, and springs 8 or 21, return spring retainer 7 or 22,
a piston. Five plates are internal-splined and five plates four self-locking retainer rings 6 or 23, and
are external-tanged. The piston is positioned inside the snaprings 5 or 24.
clutch housing in its bore and retained by twenty pis- 3. Eight clutch plates are required for the third
ton return springs, a spring retainer, and a snapring. clutch. The four internal-splined plates are
c. Operation (All Models) (Foldout 14,A) splined to the OD of the fourth-clutch housing
and are free to rotate. The four external-tanged
1. Internal-splined clutch plates 4, driven by plates are splined to the transmission housing.
fourth-clutch driving hub 22 (Foldout 13,B),
rotate any time the input shaft and the forward- 4. Thirteen clutch plates are required for the sec-
clutch housing assembly rotate. ond clutch. The six internal-splined plates are
splined to the OD of the front carrier assembly
2. When hydraulic pressure is directed to the back and are free to rotate. The seven external-
side of fourth-clutch piston 9 (Foldout 14,A), tanged clutch plates are anchored against rota-
clutch plates 4 and 5 are compressed together. tion to the transmission housing.

5. The center support assembly is housed in the 3. In the HT 750DR, the first clutch has a dual
transmission and located by an anchor bolt. function. When engaged with the forward
This ensures accurate oil passage hole align- clutch, it produces second range. When
ment from the valve body to the second- and engaged with the fourth clutch, reverse range is
third-clutch piston cavities. produced.
c. Operation of Third Clutch (All Models) b. Description. The first clutch in all models con-
(Foldout 14,B) tains thirteen clutch plates and a piston. The seven
1. When hydraulic pressure is directed through external-tanged plates are held stationary by the trans-
the oil passages in the center support to the mission housing, while the six internal-splined plates
back side of clutch piston 9, clutch plates 3 and are free to rotate. The first clutch piston is positioned
4 are compressed together. This locks the in its bore and retained by the return springs and a
fourth-clutch housing to the transmission hous- spring retainer.
ing and prevents the fourth-clutch housing and
c. Operation (HT 740, HT 747)
attached components from rotating.
(Foldout 18,A)
2. With the application of the forward clutch in 1. When the first clutch is not engaged, internal-
conjunction with the third clutch, a reaction splined plates 2 are free to rotate. Rear plane-
within the planetary gearing produces a for- tary ring gear 4 also rotates freely because it is
ward rotation (third gear ratio) of the output splined to the internal-splined plates.
shaft.
d. Operation of Second Clutch (All Models) 2. When hydraulic pressure is directed to the
(Foldout 14,B) back side of the piston (shown in phantom),
clutch plates 1 (Foldout 18,A) and 2 are com-
1. When hydraulic pressure is directed through pressed together. This locks the rotating inter-
the oil passages in the center support to the nal-splined plates to the stationary external-
front side of clutch piston 20, clutch plates 25 tanged plates, preventing ring gear 4 from
and 26 are compressed together. This locks the rotating.
front planetary carrier to the transmission
housing and prevents the carrier from rotating. 3. With the application of forward or fourth
clutch in conjunction with the first clutch (refer
2. With the application of the forward clutch in to Paragraph 2–14a(1)), a reaction within the
conjunction with the second clutch, a reaction planetary gearing produces either forward or
within the planetary gearing produces a for- reverse rotation of the output shaft.
ward rotation (second gear ratio) of the output
shaft. d. Operation (HT 750CR, HT 754CR)
(Foldout 18,A)
2–14. FIRST CLUTCH (Foldout 18,A) 1. Refer to Paragraph 2–14c(1).
a. Function Differs Among Models 2. When hydraulic pressure is directed to the

back side of the piston (shown in phantom),
1. The first clutch, in the HT 740 and HT 747, has clutch plates 1 (Foldout 18,A) and 2 are com-
a dual function. When engaged simultaneously pressed together. This locks the rotating inter-
with the forward clutch, first range is pro- nal-splined plates to the stationary external-
duced. When engaged with the fourth clutch, tanged plates, preventing ring gear 4 from
reverse range is produced. rotating.
2. In the HT 750CR and HT 754CR, the first 3. With the application of forward clutch in con-
clutch has a single function. When engaged junction with first clutch, a reaction within the
with the forward clutch, second range is pro- planetary gearing produces a forward rotation
duced. (first gear ratio) of the output shaft.

e. Operation (HT 750DR) 2. When hydraulic pressure is directed to the
(Foldout 18,A) back side of piston 6 (Foldout 18,B), clutch
plates 15 and 16 are compressed together. This
1. Refer to Paragraph 2–14c(1).
locks the rotating internal-splined plate to the
2. When hydraulic pressure is directed to the stationary external-tanged plate, preventing
back side of the piston (shown in phantom), ring gear 14 from rotating. The planetary reac-
clutch plates 1 (Foldout 18,A) and 2 are com- tion produces low gear ratio.
pressed together. This locks the rotating inter- 3. With the application of the forward or fourth
nal-splined plates to the stationary external- clutch in conjunction with the low clutch, a
tanged plates, preventing ring gear 4 from reaction within the planetary gearing produces
rotating. either forward or reverse rotation of the output
3. With the application of the forward or fourth shaft.
clutch in conjunction with the first clutch (refer
d. Operation (HT 750DR)
to Paragraph 2–14a(3)), a reaction within the
(Foldout 19,A)
planetary gearing produces either forward or
reverse rotation of the output shaft. 1. When the low clutch is not engaged, internal-
splined plates 14 are free to rotate. These plates
rotate freely because they are splined to the OD
2–15. LOW CLUTCH of low carrier assembly 29.
(Foldout 18,B; Foldout 19,A)
2. When hydraulic pressure is directed to the
a. Function Differs Among Models back side of piston 6 (Foldout 19,A), clutch
plates 14 and 15 are compressed together. This
1. Only the five-speed transmissions include the locks the rotating internal-splined plate to the
low clutch. Refer to Figure 2–1 for the location stationary external-tanged plates, preventing
of the low clutch. low carrier assembly 29 from rotating.
2. The low clutch, in the HT 750CR and 3. With the application of the forward clutch in
HT 754CR, has a dual function. When engaged conjunction with the low clutch, a reaction
simultaneously with the forward clutch, first within the planetary gearing produces a for-
range is produced. When engaged with the ward rotation of the output shaft.
fourth clutch, reverse range is produced.
3. In the HT 750DR model, the low clutch has a 2–16. PLANETARY GEARING
single function. When engaged with the for-
(HT 740, HT 747)
ward clutch, first range is produced.
b. Description. The low clutch in the HT 750CR, a. Description (Foldout 15,A)
HT 754CR, and HT 750DR contains thirteen clutch 1. The gear unit and main shaft assembly con-
plates and a piston. The seven external-tanged plates tains three planetary gear sets. Because their
are held stationary by the adapter housing, while the functions overlap, these are identified as front,
six internal-splined plates are free to rotate. The low- center, and rear planetary carrier assemblies.
clutch piston is positioned in its bore and retained by Their identification is due to their location in
twenty-eight piston return springs, the return spring relation to the transmission and to each other.
retainer, four retainer rings, and a snapring.
2. Each of the three gear sets contains a sun gear
c. Operation (HT 750CR, HT 754CR)
and a ring gear, which are interconnected by the
(Foldout 18,B)
main transmission shaft and a connecting drum.
1. When the low clutch is not engaged, internal- This interconnection of the planetary input,
splined plates 15 are free to rotate. Low plane- reaction, and output elements, and connections
tary ring gear 14 rotates freely because it is with the forward and fourth clutches, produce
splined to the internal-splined plates. four forward speeds and one reverse speed.

b. Operation (Foldout 15,A) Figure 2–9. It contains a sun gear, a carrier
assembly, and a ring gear. The sun gear is
1. Front planetary assembly 5, used in conjunc-
splined to the main shaft, and the rear carrier is
tion with center planetary assembly 16, pro-
splined to the low ring gear, thereby intercon-
duces second range when the forward and sec-
necting the four planetary systems.
ond clutches are applied. Refer to Figure 2–4.
2. The center planetary is active in second, third, 5. This interconnection of the planetary input,
fourth, and reverse ranges, but only in second reaction, and output elements, and connections
and reverse ranges are the compounding of two with the forward and fourth clutches, produces
planetaries required. five forward speeds and one reverse speed.
3. Rear planetary carrier assembly 39 (Foldout

15,A) is active in first and reverse ranges. In b. Operation (Foldout 15,B)
first range the rear planetary acts alone to
transmit torque to the transmission output shaft 1. Front planetary assembly 5, used in conjunc-
via main shaft 36, sun gear 37, and four pin- tion with center planetary assembly 16, pro-
ions in carrier assembly 39. Reverse range is duces third range when the forward and second
activated by compounding the center and rear clutches are applied. Refer to Figure 2–11.
planetary carriers. Refer to Figure 2–7.
2. The center planetary is active in third, fourth,
NOTE: fifth, and reverse ranges.
In fourth range, all three planetaries rotate as a unit
3. Rear planetary carrier assembly 38 is active in
because both the forward and fourth clutches are
second, third, fourth, and fifth ranges. In sec-
engaged. This provides direct drive (1:1 ratio)
ond range, with the application of forward and
through the transmission.
first clutches, torque is transmitted at a reduc-
tion through the low carrier to the output shaft.
Refer to Figure 2–10. In third, fourth, and fifth
2–17. PLANETARY GEARING ranges, its only function is to transmit torque
through the low carrier to the output shaft.
(HT 750CR, HT 754CR)
a. Description (Foldout 15,B) 4. Low planetary carrier assembly 18 (Foldout

18,B) is active in all ranges. With the applica-
1. The planetary gearing is composed of gear unit tion of the forward clutch with any one of the
and main shaft assembly 1 (Foldout 15,B), low other clutches (low, first, second, third, or
planetary carrier assembly 18 (Foldout 18,B), fourth), torque is transmitted, via the main
and its sun gear and ring gear. shaft and planetary carrier components,
through the low carrier to the output shaft. In
2. The gear unit and main shaft assembly con- reverse range, torque is transmitted through the
tains three planetary gear sets. Because their fourth-clutch housing, sun gear shaft assembly
functions overlap, these are identified as front, 23 (Foldout 15,B), center carrier assembly 16,
center, and rear planetary carrier assemblies. and main shaft assembly 34 to the low sun gear
Their identification is due to their location in and carrier.
relation to the transmission and to each other.
3. Each of the three planetary gear sets contains a
sun gear and a ring gear, which are intercon- NOTE:
nected by the main transmission shaft and a In fifth range, all four planetaries rotate as a unit
connecting drum. because both the forward and fourth clutches are
engaged. This provides direct drive (1:1 ratio)
4. The low planetary gear set is located behind through the transmission.
the gear unit and main shaft assembly. Refer to

2–18. PLANETARY GEARING 4. Low planetary carrier assembly 29 (Foldout
(HT 750DR) 19,A) functions only in first range. When the
forward and low clutches are applied, torque is
a. Description (Foldout 16,A) transmitted through the main shaft to the rear
planetary sun gear. Torque is split at this point
1. The planetary gearing in the HT 750CR, and is sent both through the rear carrier to the
HT 754CR, and HT 750DR is similar. The output shaft and through the low sun gear car-
description in Paragraph 2–17a, Steps (1), (2), rier pinions, and ring gear to the output shaft.
and (3), is applicable by changing Foldout This interconnection between the two carriers
15,B to Foldout 16,A and item 18 (Foldout causes a compounding action producing a high
18,B) to item 29 (Foldout 19,A). These steps output torque.
describe the gear unit and shaft assembly and
its three planetary gear sets. NOTE:
2. The low planetary gear set is located behind In fifth range, all four planetaries rotate as a unit
the gear unit and main shaft assembly. Refer to because both the forward and fourth clutches are
Figure 2–15. It contains a carrier assembly, a engaged. This gives direct drive (1:1 ratio) through
sun gear, and a ring gear. The sun gear is driven the transmission.
by the rear planetary ring gear. The low ring
gear is splined to the output shaft and driven by 2–19. SPEEDOMETER DRIVE
the low planetary pinions, which in turn, drives (Straight-Through Models)
the carrier and the output shaft.
a. Description (Foldout 20,A)
3. The three planetary gear sets (front, center, and
rear) work independently of the low planetary 1. The speedometer drive consists of drive gear
system in all but first range. These three plane- 24 and driven gear bushing 15, or speed sensor
taries systems are required to produce second, gear 45 and a magnetic pickup.
third, fourth, fifth, and reverse ranges, trans- 2. Drive gear 24 is a right-hand helix worm gear.
mitting torque directly to the output shaft. The Speed sensor gear 45 is a sixteen-tooth tone
low planetary gear set is required to produce gear. The gears are concentric with the output
first range only. shaft and do not have keys or drive splines. The
gears are clamped between rotating parts
b. Operation (Foldout 16,A) which causes the gears to rotate.
1. Compounding front and center planetary b. Operation (Foldout 20,A). Drive gear 24 rotates
assemblies 5 and 16, used in conjunction with when the transmission output shaft rotates. Bushing 15
the forward and second clutches, produces supports the driven gear (OEM furnished) within the
third range when the forward and second rear cover. The driven gear rotates clockwise (as
clutches are applied. Refer to Figure 2–18. viewed at the cable connection in the rear cover) dur-
ing forward operation.
2. The center planetary is active in third, fourth,
fifth, and reverse ranges. 2–20. GOVERNOR
a. Description (Foldout 20,A). Governor assembly
3. Rear planetary carrier assembly 39 (Foldout 38 is a centrifugal (flyweight) governor which is driven
16,A) is active in all ranges. In first range it by a gear that is integral with output shaft 23 or 30. The
works in combination with the low planetary to governor is supported by a bore in rear cover 14 and
produce a high output torque. In second range pin 11, and retained in the rear cover by cover 42.
it acts alone to transmit torque at a reduction to
the output shaft. In third, fourth, and fifth b. Operation (Foldout 20,A). Rotation of the gover-
ranges, its only function is to transfer torque to nor causes the governor valve (Foldouts 5, 6, 7, and 8)
the output shaft. In reverse range, it transmits to travel within its bore. Governor pressure rises when
torque at a reduction to the output shaft. the valve moves to the left. Governor pressure falls

when the valve moves to the right. Therefore, governor against its spring, allowing main pressure to apply low
pressure is proportional to transmission output speed. clutch (refer Paragraph 2–31p(6)).
Governor pressure, in combination with modulator
pressure (Paragraph 2–31h), provides the automatic 2–23. LOCKUP CUTOFF VALVES
shifting in the transmission. (Refer also to Paragraphs
2–31g, i, j, k, and l for additional information about a. Description (Foldout 21,A)
automatic shift circuits.) 1. Lockup valve body assembly 2 contains three
identical valves 4, 8, and 11. The assembly is
2–21. CONTROL VALVE ASSEMBLY bolted to the lower front of the oil transfer
plate in the transmission oil pan.
NOTE: 2. The valves move in their bores in response to
Refer to Paragraph 2–23b, Lockup Cutoff Valves, various clutch-apply pressures at the moment
for a description of the Consistent Hydraulic Con- the clutches are applied. Some transmission
trols System (CHC). assemblies do not include lockup cutoff valves.
b. Description, Consistent Hydraulic Controls
a. Description (Foldout 20,B). Control valve body (CHC) (Foldout 21,A)
assembly 1 includes the various valves, springs, and 1. CHC is designed for applications that have low
other components that control the selection of ranges gross weight, high horsepower vocations.
and the automatic shifting of gears. The valve body
assembly is bolted to the bottom of the transmission 2. CHC incorporates large clutch feed and
housing which is channeled to direct the flow of fluid exhaust orifice design to reduce transmission
between the valve body and clutches, and other com- fluid temperature effects on shift quality,
ponents. resulting in a more consistent shift calibration.
3. The CHC system incorporates a lockup inter-
b. Operation. Refer to Paragraph 2–31 for opera-
rupt feature (cutoff valves) which allows for
tion of the control valve body assembly.
reduced modulation to shifts (reducing the
operators effect of producing step-through and
2–22. LOW SHIFT AND LOW back-off shifts with the throttle). Also, non-
TRIMMER VALVES modulated 1–2 shift calibration eliminates 2–1
and 1–2 step-through and back-off shifts com-
a. Description (Foldout 21,A). Low shift valve mon in city traffic.
body assembly 23 contains a relay valve, a shift
valve, springs, pins, and an adjusting ring. It is c. Operation (HT 740, HT 747) (Foldout 5)
mounted at the back of the HT 740 control valve 1. When the first, second, third, or fourth clutch is
assembly and is retained by bolt 1. Mounted directly applied, pressure is sent to the lockup cutoff
under the low shift valve body is low-trimmer valve valves. In first range, a valve is pushed upward
body assembly 13. This valve body consists of a and pressure then charges the lockup feed line.
valve, trimmer and retainer plugs, a spring, a valve Lockup occurs in first range when the front gov-
stop, and a pin. Six bolts 22, extending through both ernor pressure is sufficiently high. (Lockup does
valve bodies and the control valve assembly into the not occur in first range on models equipped with
transmission housing, retain the two valve bodies. the rear governor/lockup option).
b. Operation (Foldouts 6, 7, 8). With the selector 2. When the transmission shifts to second range,
valve placed in the D1 (Drive) position, hydraulic fluid first-clutch pressure is exhausted and the
is directed to the 1–2 shift signal valve (Foldout 6) or lockup clutch, if engaged, releases. Also,
through the 1–2 shift signal valve to the top of the 1–2 second-clutch pressure is exerted upon the
relay valve (Foldout 7). Hydraulic fluid (Foldout 6) opposite end of the same valve from which
holds the 1–2 shift valve down until governor pressure first-clutch pressure was released. However,
charges the line (refer to Paragraph 2–31o(3)). Hy- second-clutch pressure must initially flow
draulic fluid (Foldout 7) presses the relay valve down through an orifice to move the valve

downward. This delays the movement of the bore, blocking main pressure flow to the 1–2 relay
valve to a point where second-clutch pressure valve and maintaining first range operation until the
can again apply the lockup clutch. selector lever is moved or D1 hold speed is exceeded.
3. Similar actions occur at the other two valves d. Reverse-Range Operation (Earlier Models).
when second-clutch pressure is released and Shift the selector lever into R (Reverse). Reverse pres-
third-clutch pressure is applied, and when sure from the selector valve is directed to the reverse
third-clutch pressure is released and fourth- signal valve pin and to the 1–2 shift valve, pushing
clutch pressure is applied. them downward. Reverse pressure is also directed to
4. The delay in valve movement provides a the top of the 1–2 relay valve, blocking main pressure.
momentary release of the lockup clutch This allows reverse pressure to pass through the bot-
between upshifts. In downshifts, similar tom of 1–2 relay valve engaging fourth and first
actions occur, but in a reversed sequence. clutches. Reverse pressure in the first trimmer trim
boost area blocks the trimmer and prevents any trim-
d. Operation (HT 750DR) (Foldouts 7, 8) ming action.
1. Operation of the lockup cutoff valves in the e. Reverse-Range Operation (Later Models).
HT 750 model is similar to that described for Shift the selector lever into R (Reverse) position. With
the HT 740. In some models, the first through forward regulated pressure absent, the 1–2 shift spring
fourth-clutch pressures provide lockup feed for at the top of the 1–2 shift valve forces the 1–2 modula-
second through fifth ranges. There is no lockup tor and 1–2 shift valves to the bottom of their bores.
in first range (Foldout 7). This blocks main pressure flow to the top of the 1–2
2. In HT 750DR models (Foldout 8), low-clutch relay valve, leaving the valve at the top of its bore and
pressure is sent to the same valve that receives permitting reverse pressure from the selector valve to
second-clutch pressure through a shuttle ball pass through the bottom of the 1–2 relay valve to the
check valve. Therefore, lockup is effective in fourth and first clutches. Reverse pressure is also
all ranges. directed through the trim regulator valve to the trim
boost area of the first, second, and third trimmers,
2–24. SECOND-RANGE START (HT 740, blocking all trimming action.
HT 747, HT 750CR, HT 754CR) 2–25. OIL PAN AND OIL FILTER
a. Description. The second-range start feature is a. Description
optional for vehicles equipped with a 3.19:1 or 3.69:1
first range ratio transmission. This provides for auto- 1. There are four different oil pans designed for
matic bypassing of first range and accelerating the this transmission series: 6 inch deep, pressed
vehicle in second range from a standing start. steel pan 41 (Foldout 16,B); 7 inch deep,
pressed steel pan 41 (Foldout 17,A); 81⁄2 inch
b. Forward-Range Operation (Vehicle Stationary). deep, cast-iron pan 29 (Foldout 17,B); and a
Shift the selector lever into D4 (Drive 4) position. For- low profile, 41⁄2 inch deep, cast aluminum pan
ward-regulated pressure moves the 1–2 modulator 67 (Foldout 17,B).
valve upward in its bore, compressing the valve spring
2. The pan holds the fluid that activates the
(later models). The tickler spring at the bottom of the
clutches, valves, etc., and is sometimes
1–2 shift valve, forces it upward permitting main pres-
referred to as the sump. The 41⁄2 inch deep oil
sure to pass through the valve, pressing the spring-
pan adapter is retained to the bottom of the
loaded 1–2 relay valve to the bottom of its bore. Prior-
transmission housing with twenty bolt and
ity main pressure is then directed to flow through the
washer assemblies. The 41⁄2 inch deep oil pan
relay valve to the second clutch.
is retained to the bottom of the 41⁄2 inch deep
c. First-Range Operation. Shift the selector lever oil pan adapter with forty-one bolt and washer
into D1 (Drive) position. Hold pressure (D1) is assemblies. The 6 inch, 7 inch, and 81⁄2 inch
directed from the selector valve to an area between the deep oil pans are retained to the bottom of the
1–2 shift valve and the 1–2 modulator valve. This transmission housing with twenty-three bolt
pressure moves the 1–2 shift valve to the bottom of its and washer assemblies.

3. Earlier oil pans have one port on either the left 2–27. REAR COVER (Foldout 20,A)
or right side for attaching an oil fill tube. Cur-
rent oil pans have two ports, one on the left Rear cover 14 is made of cast iron and machined to
side and one on the right, for attaching an oil receive governor assembly 38 and first- or low-clutch
fill tube. One of these ports will have an oil fill piston 4. The rear cover provides support for output
tube, the other will be plugged. All oil pans shaft assemblies 19 or 26. A parking brake mounting
have a port at the rear for draining the fluid. face is also provided on the rear surface. The cover is
the rear closure member and is attached to either the
4. Oil pans with three ports accommodate a fluid transmission housing (HT 740, HT 747) or the adapter
preheating element or the shift-assist feed line housing (HT 750) by twenty-four bolts 17 and 36.
required on split-shaft PTO transmissions.
5. Oil screens 33 (Foldout 16,B), 33 (Foldout ADAPTER
17,A), and 22, 59, and 88 (Foldout 17,B) have
Transfer gear housing adapter 10 (Foldout 19,B) is cast
a box-like frame with a perforated sheet metal
iron and machined to receive governor assembly 27
reinforcement covered by a fine mesh screen
and low-clutch piston 5. An oil seal is installed in the
across the bottom. Sump oil is drawn through
rear of the housing to keep the fluid in the front section
the screen by the oil pump and directed into the
from mixing with the fluid used in the dropbox.
hydraulic system. The screens are retained to
the bottom of the control valve body assembly
with bolts. 2–29. TRANSFER GEAR HOUSING
(DROPBOX) (Foldout 22,B)
CAUTION: The dropbox housing contains a drive gear at the top,
an idler gear in the center, and an output driven gear at
The dropbox has its own hydraulic system and
requires its own grade of fluid. the bottom. Rotation of the drive gear and the output
driven gear are in the same direction. The input-output
ratio is 1.00:1.
b. Function (Foldout 16,B)
2–30. MANUAL DISCONNECT CLUTCH
1. The oil pan holds the fluid supply for the trans-
mission and covers the control valve body (Foldout 23,A)
assemblies and the oil filter. It does not hold A manual disconnect clutch can be mounted at the top
the fluid supply for the dropbox. rear of the dropbox, at the bottom rear, bottom front,
or any combination of these output positions.
2. The oil filter screens all fluid entering the
hydraulic system. 2–31. HYDRAULIC SYSTEM
2–26. REAR ADAPTER HOUSING NOTE:
Unless otherwise specified, all of the hydraulic func-
a. Adapter housing 10 (Foldout 19,A) is machined
tions explained in Paragraph 2–31 and shown on
to receive first-clutch piston 6. Cast slots inside the
Foldouts 5, 6, 7, and 8 are common to the HT 740,
housing receive the tangs of the external-tanged
HT 747, HT 754CR, and HT 750DR.
clutch plates of the low clutch.
b. The rear adapter housing is mounted between a. System Functions. The hydraulic system gener-
main housing 8 (Foldout 16,B) and rear cover 14 ates, directs, and controls the pressure and flow of the
(Foldout 20,A) in the straight-through models. hydraulic fluid within the transmission. The hydrau-
lic fluid (transmission fluid) is the power transmitting
c. In transfer gear housing models, the rear adapter medium in the torque converter. Its velocity drives
housing is covered by transfer housing adapter assem- the torque converter turbine, its flow cools and lubri-
bly 9 (Foldout 19,B) and transfer gear housing 6 cates the transmission, and its pressure applies the
(Foldout 22,A). clutches.

b. System Schematics. Color-coded foldout illus- (yellow) flows to the torque converter. Fluid
trations of the hydraulic system are shown at the end must flow through the converter continuously
of this manual (Foldouts 5, 6, 7, and 8). Each illustra- to keep it filled and to carry off the heat gener-
tion represents the system as it functions during neu- ated within the converter.
tral operation and with the engine idling. 2. Converter-out fluid (orange), leaving the
c. Oil Filter, Pump Circuit (Foldouts 5, 6, 7, 8) torque converter, is directed to an external
cooler (supplied by vehicle or engine manufac-
1. Fluid (blue) is drawn from the sump (transmis- turer). When the transmission includes a
sion oil pan) through a fine-mesh filter screen hydraulic input retarder, converter-out fluid
by the input-driven pump assembly. flows through the retarder control valve before
2. The fluid (red) is discharged by the input pump going to the cooler. A flow of air or water over,
through an external filter and into the bore of or through, the cooler removes the heat from
the main-pressure regulator valve. the transmission fluid.
3. For models equipped with a hydraulic input 3. On models without a hydraulic input retarder,
retarder, the fluid is discharged from two sec- lubrication fluid (green) is directed through the
tions of the input pump. The first section directs transmission to components requiring continu-
fluid (red) to the main-pressure regulator valve. ous lubrication and cooling. The lubrication
The second section directs fluid (black and fluid then drains into the sump. Fluid in excess
green) to the lubrication circuit, and assists in of that required by the lubrication circuit
providing fluid to the converter-in circuit. escapes to the sump through the lubrication
regulator valve.
d. Main Pressure Circuit (Foldouts 5, 6, 7, 8)
4. Lubrication fluid on the input retarder-equipped
1. Main pressure (red) is regulated by the main- models originates in the second section of the
pressure regulator valve. Fluid from the pump input driven pump (Paragraph 2–31c). The fluid
flows into the valve bore, through an internal (black and green) leaving the pump is directed
passage in the valve, to the upper end of the to the 0.250 inch (6.35 mm) orifice and the
valve. Pressure at the upper end of the valve lubrication regulator valve. The fluid (green)
presses the valve downward against the spring passing through the 0.250 inch (6.35 mm) ori-
until fluid (yellow) flows into the converter-in fice is directed to transmission components
circuit. When flow from the pump exceeds the requiring continuous lubrication and cooling.
circuit requirement, the converter bypass valve Fluid in excess of that required by the lubrica-
opens and allows the excess to escape into the tion circuit escapes through the lubrication
converter-out circuit (orange). regulator valve into the converter-in circuit.
Excess supply to the converter-in circuit
2. Although main pressure is controlled primarily escapes to the sump through the converter
by the spring force below the regulator valve, it bypass valve and secondary converter pressure
is also affected by the presence of forward reg- regulator valve.
ulator pressure. When this pressure is not
present at the regulator valve, main pressure is f. Selector Valve, Forward Regulator Circuits
regulated at a higher value. (Foldouts 5, 6, 7, 8)
3. Main pressure (red) is directed to several 1. The selector valve is manually shifted to select
points in the hydraulic circuit. These points the operating range desired. The HT 740 and
vary among models, and depend upon the fea- HT 747 models can be shifted into six lever
tures such as lockup cutoff and hydraulic input positions: R (Reverse), N (Neutral), D4 (Drive
retarder. 4), D3 (Drive 3), D2 (Drive 2), and D1 (Drive).
e. Converter, Cooler, Lubrication Circuit
2. The HT 750 model can be shifted into seven
(Foldouts 5, 6, 7, 8)
lever positions: R (Reverse), N (Neutral),
1. The converter circuit originates at the main- D5 (Drive 5), D4 (Drive 4), D3 (Drive 3),
pressure regulator valve. Converter-in fluid D2 (Drive 2), and D1 (Drive). At each of these

positions, the selector valve establishes the pressure regulator valve when the selector
hydraulic circuit for operation in the condition valve is in any position except R (Reverse). On
indicated. later HT 740 and HT 747 second-range start
units, forward regulator pressure is also
directed to the top of the 1–2 modulator valve.
NOTE: In N (Neutral) and all forward drive ranges,
The quadrant designations listed are not necessarily this regulator pressure assists the pump pres-
the same as those in the vehicle. sure acting downward upon the main-pressure
regulator valve. In R (Reverse), the forward
regulator pressure is absent from the main-
3. On HT 740 and HT 747 models (Foldout 5),
pressure regulator valve. This allows the valve
D1 (Drive), D2 (Drive 2), D3 (Drive 3), and D4
spring to exert its full force upward against the
(Drive 4) are forward ranges. Anytime the
regulator valve, causing an increase in main
vehicle moves forward, regardless of the range
pressure. This increase in pressure is necessary
selected, the transmission starts in first range
for higher clutch pressures to handle the high
(except for second-range start units). Shifting
torque produced in R (Reverse) range.
is automatic in any of the above ranges, vary-
ing with vehicle speed and throttle position. 8. On HT 750DR (Foldouts 7 and 8), first range
develops a high torque ratio. Since high torque
4. On second-range start units, anytime the vehi- requires greater main pressure (approximately
cle moves forward, regardless of the range 250 psi (1723 kPa), to apply and retain the low
selected, the transmission starts in second clutch, forward regulator pressure is omitted in
range and shifting is automatic through third this range. Moving the selector valve to engage
and fourth ranges (HT 740 and 747), or third, third range initiates a hydraulic flow of fluid
fourth, and fifth ranges (HT 750). First range from the 2–3 relay valve to the main regulator
must be manually selected, and does not auto- valve. This fluid forces the regulator valve
matically shift to the next higher range unless downward, bringing main pressure to its nor-
maximum governor pressure is exceeded. mal state (approximately 150 psi (1034 kPa))
for the remaining automatic shifting operations.
5. On HT 750CR and HT 754CR models (Fold-
out 6), D1 (Drive), D2 (Drive 2), D3 (Drive 3), g. Rear Governor Circuit
D4 (Drive 4), and D5 (Drive 5) are forward
ranges. Anytime the vehicle moves forward, 1. Governor feed is main pressure directed to the
regardless of the range selected, the transmis- governor valve. A centrifugal-type governor,
sion starts in first range, (except second-range driven by the transmission output, controls the
start units). Shifting is automatic in any of the position of the governor valve. The position of
above ranges, varying with vehicle speed and the governor valve determines the pressure in
throttle position. the governor circuit. When the transmission
output is not rotating, governor pressure is
6. On HT 750DR (Foldouts 7 and 8), D1 (Drive), approximately 2 psi (13 kPa). When the trans-
D2 (Drive 2), D3 (Drive 3), D4 (Drive 4), and mission output rotates, governor pressure
D5 (Drive 5) are forward ranges. D1 (Drive) is increases and varies with the speed of rotation.
the only range of the five forward ranges that
does not include an automatic shift. The 2. Governor pressure is directed to the shift signal
remaining four ranges (2–5) provide automatic valves in all models, and to the governor accu-
shifts according to vehicle speed and throttle mulator valve on later models. Also, some
position, and within the ranges selected by the models utilize rear governor pressure to control
operator. lockup.
7. On the HT 740 and HT 747 models (Foldout 5) 3. The governor accumulator valve is a spring-
and the HT 750CR and HT 754CR models loaded valve in a straight bore. The accumula-
(Foldout 6), forward regulator pressure is tor valve absorbs pressure surges and provides
directed from the selector valve to the main- a more uniform governor pressure.

h. Modulator Pressure Circuit trimmer valves. A higher modulator pressure
(Foldouts 5, 6, 7, 8) (closed throttle) reduces trimmer regulator
pressure. This results in lower initial clutch
1. The modulator valve produces a regulated,
pressure. Conversely, a lower modulator pres-
reduced pressure which is derived from main
sure (open throttle) results in higher regulator
pressure. The valve is moved to the right by a
pressure and a higher initial clutch pressure.
spring at the left end of the valve when the
throttle is closed. The valve is moved to the left
j. Trimmer Valves
by the cam and spring action when the throttle
is opened. When the spring force at the left of 1. The purpose of the trimmer valves is to mini-
the valve is in balance with the spring force mize shift shock. The valves reduce pressure in
and modulator pressure at the right end of the the clutch-apply circuit during initial clutch
valve, modulator pressure is regulated. application, then gradually return the pressure
2. When the throttle setting is increased, the to the operating maximum. This applies the
movement of the actuator cam forces the mod- clutch gently to prevent harsh shifts.
ulator valve toward the left. This movement to
the left reduces modulator pressure. When the 2. Although each trimmer valve is calibrated for
throttle setting is reduced, the downward the clutch it serves, all trimmers function in the
movement of the actuator cam allows the same manner. Each trimmer includes (from top
spring at the left end of the valve to return the to bottom) an orificed trimmer valve, trimmer
valve to another regulating position. This valve plug, trimmer spring, and stop pin.
causes the modulation pressure to vary with
3. When any clutch (except forward) is applied,
the throttle opening.
apply pressure is also sent to the upper end of
3. At all the shift signal valves, modulator and the trimmer valve. Initially, the valve and plug
governor pressures act on calibrated areas to are pressed downward against the trimmer
upshift the valves against calibrated springs. spring until fluid escapes to exhaust. Fluid
Each of the shift valves and springs is cali- flows through an orifice in the trimmer valve to
brated to ensure that the valves shift at the the cavity between the trimmer valve and plug.
proper time and in proper sequence. At a given Pressure in this cavity forces the plug farther
governor pressure, an increase in modulator downward, to the stop. When pressure is equal
pressure upshifts a shift signal valve. A on both sides, pressure below the trimmer
decrease in modulator pressure causes a down- valve (because it is acting upon a greater diam-
shift if governor pressure alone does not hold eter than at the upper end) pushes the trimmer
the valve upward. valve to the top of the valve bore. This throt-
4. At the trimmer regulator valve, modulator tles, then stops, the escape of fluid to exhaust.
pressure assists in regulating the trimmer regu- When escape of fluid is stopped, clutch-apply
lator pressure against the spring at the top of pressure is at maximum value. The plug
the valve. remains downward, against the stop, until the
clutch is released.
5. At the lockup valve, modulator pressure causes
lockup to occur at a lower vehicle speed. 4. When the clutch is released, the trimmer spring
pushes the trimmer components to the top of
i. Trimmer Regulator Valve the bore. In this position, the trimmer is reset
1. The trimmer regulator valve reduces main and ready to repeat the trimming action when
pressure to a regulated pressure. The regulated the clutch is again engaged.
pressure is raised or lowered by changes in
modulator pressure (red and green). 5. In later models, a trim boost accumulator valve
is connected to the trimmer regulator pressure
2. Trimmer regulator pressure is directed to the circuit. The accumulator absorbs surges in the
lower side(s) of the trimmer regulator plug(s) trimmer regulator pressure and provides a
to vary the clutch-apply pressure pattern of the more uniform regulator pressure.

k. Lockup Circuit (Actuated by Front Governor) m. Priority Valve
(HT 740, HT 747, HT 750)
1. The priority valve ensures that the control sys-
1. The front governor circuit originates at the tem upstream from the valve retains sufficient
front governor (pitot). Rotation of the vaned oil pressure during shifts to perform its automatic
collector ring directs fluid against, and into, the functions.
pitot orifice. This produces a pressure in the
front governor circuit which varies with the 2. Without the priority valve, the filling of a
rotational speed of the collector ring. Pressure clutch requires a greater volume of fluid
increases as speed increases. This pressure is (momentarily) than the pump can supply and
directed to the top of the lockup valve. still maintain the necessary control pressures.
2. When front governor pressure (or front gover-

n. Clutch Circuits, Drive Ranges
nor pressure assisted by modulator pressure) is
(HT 740, HT 747) (Foldout 5)
sufficient to compress the spring at the bottom
of the valve, the lockup valve moves down- 1. There are five clutches in the transmission.
ward. In this position, the valve directs pres- These are: first clutch, second clutch, third
sure to the lockup-clutch piston, which causes clutch, fourth clutch, and forward clutch. The
the lockup clutch to engage. Main pressure clutches are applied for various conditions, as
applies the lockup clutch in models not follows:
equipped with lockup cutoff valves. When
lockup cutoff valves (Paragraph 2–23) are
Condition Clutch(es) Applied
included, clutch-apply pressure from the drive
clutch engaged is used to apply the lockup Neutral First
clutch. Earlier HT 750DR models do not have First range First and forward
first range lockup. Second range Second and forward
Third range Third and forward
l. Lockup Circuit (Actuated by Rear Governor)
(HT 740, HT 747) Fourth range Fourth and forward
Reverse range First and fourth
1. Rear governor pressure varies with vehicle or
transmission output speed. The pressure cre- 2. Each of the five clutches has its own circuit.
ated by the rotational movement of the gover- Each clutch, except the forward clutch, is con-
nor is fed to the top of the lockup valve. During nected to a relay valve and a trimmer valve.
normal operation in first range, this pressure The forward clutch is connected directly to the
never increases sufficiently to overcome the selector valve but does not require connection
lockup valve spring. Therefore, lockup in first to a trimmer valve because the vehicle is not
range does not occur. moving.
2. With an increase in output speed, the governor 3. The first-clutch circuit connects the clutch to
transmits a higher pressure to the lockup valve. the 1–2 relay valve and to the first-clutch trim-
mer valve. In neutral, the 1–2 relay valve is
3. When the pressure is sufficient, the lockup held upward by spring force and main pressure
valve moves downward, compressing its (red) is directed to the first clutch circuit. The
spring. This opens a path for pressure to flow 1–2 relay valve cannot move downward unless
to the lockup-clutch piston. Lockup is now the 1–2 shift signal line is charged. This does
engaged. Main pressure applies the lockup not occur in neutral (vehicle standing) because
clutch in models not equipped with lockup cut- there is no governor pressure to move the 1–2
off valves. When lockup cutoff valves (Para- shift signal valve. Only the first clutch is
graph 2–23) are included, clutch-apply applied, so the transmission output cannot
pressure from the drive clutch engaged is used rotate until two clutches are applied. (Refer to
to apply the lockup clutch. Figure 2–2).

4. The first clutch, in addition to being applied reached). This pressure is a regulated, reduced
during neutral operation, is applied also in first pressure derived from main pressure at the
and reverse ranges. Shifting the selector valve hold regulator valve. Main pressure is directed
from N (Neutral) to D4 (Drive 4) or to any to the hold regulator valve through the hold
other forward drive range (D3, D2, or D1) feed line when the selector valve is at D3, D2,
charges the forward-clutch circuit and applies or D1 position. The pressure produced in the
the forward clutch. The first clutch remains hold regulator valve is directed to the 3–4 shift
charged. Application of the forward clutch also signal valve when the selector valve is at Drive
directs main pressure through the priority valve 3 position. The hold pressure is directed to the
to the 1–2 relay valve. Shifting the selector 2–3 and 3–4 shift signal valves when the selec-
valve from N (Neutral) to R (Reverse) charges tor valve is at Drive 2 position. The pressure is
the fourth-clutch circuit, while the first clutch directed to all three shift signal valves (1–2, 2–
remains applied. In reverse, fourth clutch 3, and 3–4) when the selector valve is at D1
(reverse signal) pressure is also directed to the position.
bottom of the 1–2 relay valve. The pressure at
8. Hold regulator pressure at each shift signal
this point prevents the relay valve from moving
valve pushes the upper valve upward, and
downward during reverse operation. On later
raises the pressure at which the lower valve can
models, a bypass and check ball are provided
be pushed upward by rear governor pressure.
between the reverse and first trimmer passages
Therefore, when hold regulator pressure is
to ensure rapid charging of the first clutch
present, an upshift can occur at that shift signal
when a shift is made from a Drive range to
valve, but only at an elevated speed.
R (Reverse).
5. When the circuits are charged, as described for o. Clutch Circuit, Drive Ranges
the shift to D4 (Drive 4), any forward shift (HT 750CR, HT 754CR) (Foldout 6)
from first to second, second to third, and third 1. There are six clutches in the transmission.
to fourth can occur automatically. These shifts These are: low clutch, first clutch, second
occur as a result of rear governor pressure. At clutch, third clutch, fourth clutch, and forward
less than full throttle, modulator pressure clutch. The clutches are applied for various
assists governor pressure. conditions as follows:

NOTE:
Models equipped with a second-range start feature, Neutral* Low (or First*)
always start in second range and progress to the First range Low and forward
highest range. Refer to Paragraph 2–24. Second range First and forward
Third range Second and forward
Fourth range Third and forward
6. Position of the selector valve determines the
Fifth range Fourth and forward
highest range which is normally reached auto-
Reverse range Low and fourth
matically. In D4 (Drive 4), automatic 1–2, 2–3,
* For second-range start models, first clutch is applied
and 3–4 shifts can occur. In D3 (Drive 3), auto- instead of low clutch.
matic 1–2 and 2–3 shifts can occur. In
D2 (Drive 2), an automatic 1–2 shift can occur. 2. Each of the six clutches has its own circuit. Each
In D1 (Drive), no upshift can occur unless clutch, except the forward clutch, is connected to
over-speed occurs. Automatic downshifts can a relay valve and a trimmer valve. The forward
occur within the selected ranges. clutch is connected directly to the selector valve
7. The various drive ranges limit the highest but does not require connection to a trimmer
range attainable by introducing a pressure valve because the vehicle is not moving.
which prevents rear governor pressure from 3. The low-clutch circuit connects the clutch to
upshifting the signal valves (unless a governor the 1–2 relay valve and to the low trimmer
pressure above that normally attained is valve. In neutral, the 1–2 shift signal valve

feeds main pressure to the top of the 1–2 relay 7. The position of the selector valve determines
valve. As long as main pressure is at the top of the highest range which is normally reached
the 1–2 relay valve, the valve cannot move. automatically. In D5 (Drive 5), automatic 1–2,
Until the 1–2 shift signal valve circuit is 2–3, 3–4, and 4–5 shifts can occur. In
charged by governor pressure, main pressure D4 (Drive 4), automatic 1–2, 2–3 and 3–4
continues to hold the 1–2 relay valve down.
shifts can occur. In D3 (Drive 3), automatic 1–
Therefore, hydraulic fluid is directed to only
2 and 2–3 shifts can occur. In D1 (Drive), no
one clutch. Because two clutches are required
to move the vehicle and because governor pres- upshift can occur unless over-speed occurs.
sure is negligible until the vehicle is moving, Automatic downshifts can occur within the
neutral is maintained. (Refer to Figure 2–8.) selected ranges.
4. The low clutch, in addition to being applied
during neutral operation, is applied also in first 8. The various drive ranges limit the highest
and reverse ranges. Shifting the selector valve range attainable by introducing a pressure
from N (Neutral) to D5 (Drive 5) or to any which prevents rear governor pressure from
other forward drive range (D4, D3, D2, or D1), upshifting the signal valves (unless a gover-
charges the forward-clutch circuit and applies nor pressure well above that normally
the forward clutch. The low clutch remains attained is reached). This pressure is a regu-
charged. Hydraulic fluid is directed from the lated, reduced pressure derived from main
selector valve to the forward clutch. It is also
pressure at the hold regulator valve. Main
directed through the priority valve to the 2–3
pressure is directed to the hold regulator valve
relay valve. The unit is now in first range.
Automatic shifting from first range, progres- through the hold feed line when the selector
sively, to higher ranges (second, third, fourth, valve is at Drive 4, Drive 3, or Drive 2 (D4,
fifth) occurs when vehicle speed increases. The D3, or D2) position. The pressure produced in
highest range attainable, in automatic shifts, is the hold regulator valve is directed to the 4–5
determined by the range selected. Refer to shift signal valve when the selector valve is at
Paragraph 2–31o(7). D4 (Drive 4) position. The hold pressure is
5. Shifting the selector valve from N (Neutral) to directed to the 3–4 and 4–5 shift signal valves
R (Reverse) charges the fourth clutch, while when the selector valve is at the D3 (Drive 3)
the low clutch remains applied. In reverse, position. The pressure is directed to all three
fourth clutch (reverse signal) pressure is also shift signal valves (2–3, 3–4, and 4–5) when
directed to the bottom of the 2–3 relay valve. the selector valve is at the D2 (Drive 2) posi-
The pressure at this point prevents the relay tion.
valve from moving downward during reverse
operation.
9. Hold regulator pressure at each shift signal
6. When the circuits are charged, as described for valve pushes the upper valve upward, and
D5 (Drive 5) above, any forward shift from
raises the pressure at which the lower valve can
first to second, second to third, third to fourth,
be pushed upward by rear governor pressure.
and fourth to fifth can occur automatically.
These shifts occur as a result of rear governor Therefore, when hold regulator pressure is
pressure. At less than full throttle, modulator present, an upshift can occur at that shift signal
pressure assists governor pressure. valve, but only at a higher speed.
NOTE: p. Clutch Circuit, Drive Ranges (HT 750DR)

Models equipped with a second-range start feature (Foldouts 7, 8)
always start in second range and progress to the
highest range, except when D1 (Drive) is selected. 1. There are six clutches in the transmission.
Refer to Paragraph 2–24. These are: low clutch, first clutch, second
clutch, third clutch, fourth clutch, and forward

clutch. The clutches are applied for various (third, fourth, fifth) occurs as vehicle speed
conditions, as follows: increases. Refer to Paragraph 2–31p(8).
5. Shifting the selector valve from N (Neutral) to
R (Reverse) charges the fourth clutch, while
Neutral First the first clutch remains applied. In
First range Low and forward R (Reverse), fourth clutch (reverse signal)
Second range First and forward pressure is also directed to the bottom of the
Third range Second and forward 2–3 relay valve. The pressure at this point pre-
Fourth range Third and forward vents the relay valve from moving downward
Fifth range Fourth and forward during reverse operation.
Reverse range First and fourth 6. First range can be obtained only by manually
shifting the selector lever into D1 (Drive) posi-
2. Each of the six clutches has its own circuit. tion. This range is not automatic. Hydraulic
Each clutch, except the forward clutch, is con- fluid is directed through the bore of the 1–2
nected to a relay valve and a trimmer valve. shift signal valve to the top of the 1–2 relay
The forward clutch is connected directly to the valve. Hydraulic pressure forces the 1–2 relay
selector valve, but does not require connection valve (against its spring force) to the bottom of
to a trimmer valve because the vehicle is not its bore, thereby directing main pressure to the
moving. low trimmer valve and low clutch. When (D1)
position is selected, main pressure is directed
3. The first-clutch circuit connects the clutch to from the selector valve to the forward clutch.
the 1–2 relay valve. In neutral, the 1–2 relay With the application of two clutches, torque is
valve is held upward by its spring force, and transmitted to the output shaft.
main pressure (red) is directed to the clutch cir- 7. When the circuits are charged as described for
cuit. The 2–3 relay valve is also held upward D5 (Drive 5), any forward shift from second to
by its spring force and cannot move downward third, third to fourth, and fourth to fifth can
unless the 2–3 shift signal line is charged. This occur automatically. These shifts occur as a
does not occur in neutral (vehicle standing) result of rear governor pressure. At less than
because there is no governor pressure to shift full throttle, modulator pressure assists gover-
the 2–3 shift signal valve. Only the first clutch nor pressure.
is applied; so the transmission output does not
8. Position of the selector valve determines the
rotate until two clutches are applied simulta-
highest range which is normally reached auto-
neously. (Refer to Figure 2–15.)
matically. In D5 (Drive 5), automatic 2–3, 3–4,
4. The first clutch, in addition to being applied and 4–5 shifts can occur. In D4 (Drive 4), auto-
during neutral operation, is applied also in sec- matic 2–3 and 3–4 shifts can occur. In
ond and reverse ranges. Shifting the selector D3 (Drive 3), automatic 2–3 shifts can occur.
valve from N (Neutral) to D5 (Drive 5) or to In D2 (Drive 2), no upshift can occur (remains
any other forward drive range (D4, D3, D2, or in second range). In D1 (Drive), no upshift can
occur unless over-speed occurs. Automatic
D1), charges the forward-clutch circuit and
downshifts can occur within any selected range
applies the forward clutch. The first clutch
except D1 (Drive) or D2 (Drive 2).
remains charged (except in D1). In D1, the first
clutch exhausts and the low clutch engages. 9. Refer to Paragraph 2–31o Steps (8) and (9) for
Hydraulic fluid is directed from the selector operation of the hold regulator valve.
valve to the forward clutch. It is also directed
through the priority valve to the 2–3 relay q. Automatic Upshifts
valve. The unit is now in second range (except 1. When the transmission is operating in
when the selector is at D1 position). D1 gives D4 (Drive 4) (HT 740 and HT 747) or
first range only. Automatic shifting from sec- D5 (Drive 5) (HT 750), a combination of rear
ond range to progressively higher ranges governor pressure and modulator pressure, or

rear governor pressure alone, upshifts the s. Downshift and Reverse Inhibiting
transmission to the next range. At closed or
part throttle, modulator pressure exists and 1. Inherent in the system, as a result of valve
assists rear governor pressure. At full throttle, areas and pressure calibrations, is a means for
there is no modulator pressure. Therefore, preventing downshifts at a too high vehicle
upshifts occur at lower road speed when the speed or a reverse shift at an excessive forward
throttle is closed and at higher road speed speed.
when the throttle is open.
2. Progressive downshifts occur because the regu-
2. Rear governor pressure is dependent upon the lated hold pressure is calibrated, along with the
rotational speed of the transmission output. valve areas, to shift the signal valves down-
The greater the output (vehicle) speed, the ward against rear governor pressure only when
greater is rear governor pressure. When rear the governor pressure decreases to a value cor-
governor pressure is sufficient, the first upshift responding to a safe downshift speed. There-
occurs (1–2 for HT 740, HT 747, HT 750CR, fore, if speed is too great, rear governor
HT 754CR; or 2–3 for HT 750DR). A further pressure is sufficient to hold the shift signal
increase in rear governor pressure (and vehicle valve upward against hold pressure. As rear
speed) causes a 2–3 (or 3–4) upshift. A still governor pressure decreases, the shift signal
further increase in rear governor pressure valves move downward in sequence.
causes a 3–4 (or 4–5) upshift. Note that each of
these upshifts is either delayed or hastened by
the decrease or increase, respectively, of modu- 2–32. TORQUE PATHS THROUGH
lator pressure.
TRANSMISSION (HT 740, HT 747)
3. In other drive ranges, the same upshift
sequence occurs until the highest range attain- a. Converter Operation. Power is transmitted
able in that range is reached. hydraulically through the torque converter. The
engine drives the converter pump. The pump throws
4. In any automatic upshift, the shift signal valve fluid against the vanes of the turbine, delivering
acts first. This directs a shift signal pressure to torque to the converter turbine shaft. From the tur-
the relay valve. The relay valve shifts, exhaust- bine, fluid flows between the vanes of the stator, and
ing the applied clutch and applying a clutch for re-enters the pump where the cycle begins again.
a higher range. When the engine is idling, impact of the fluid upon
the turbine blades is negligible. When the engine is
r. Automatic Downshifts accelerated, the impact is increased and the torque
directed through the turbine shaft can exceed the
1. Automatic downshifts, like upshifts, are con- engine torque (by an amount equal to the torque ratio
trolled by rear governor and modulator pres- of the converter). Converter operation is illustrated in
sures. Downshifts occur in sequence as rear first, second, (also third — HT 750) and reverse
governor pressure and/or modulator pressures range operation where it is most likely to occur.
decrease. Low modulator pressure (open throt-
tle) hastens the downshift; high modulator b. Lockup Operation. Power is transmitted
pressure (closed throttle) delays downshifts. mechanically through the lockup clutch. Application
of the lockup clutch occurs automatically as a function
2. In any automatic downshift, the shift signal of governor pressure. When the lockup clutch is
valve acts first. This exhausts the shift signal applied, the converter elements rotate as a unit at
pressure which held the relay valve downward. engine speed. This provides a direct drive from the
The relay valve then moves upward, exhaust- engine to the turbine shaft. Lockup operation is illus-
ing the applied clutch and applying the clutch trated in third (except HT 750), fourth, and fifth range
for the next lower range. operation.

LOCKUP TORQUE TURBINE FORWARD FOURTH FRONT CENTER

CLUTCH CONVERTER SHAFT CLUTCH CLUTCH PLANETARY PLANETARY
THIRD SECOND FIRST
CLUTCH CLUTCH CLUTCH
OUTPUT
SHAFT
REAR
SUN GEAR
REAR
PLANETARY
MAIN
SHAFT
Clutch Applied
SUN GEAR CONNECTING
SHAFT DRUM Torque Path
E03600.01
Figure 2–2. Neutral Torque Path (HT 740, HT 747)
c. Neutral Operation (Figure 2–2). Engine torque beyond the fourth-clutch hub. (Although the first
is transmitted through the torque converter as clutch is applied, two clutches must be applied to pro-
described in Paragraph 2–32a. The forward clutch is duce output shaft rotation in either forward or reverse.)
not engaged. Therefore, the torque is not transmitted


THIRD SECOND FIRST
OUTPUT
SHAFT
REAR
SUN GEAR
REAR
PLANETARY
MAIN
SHAFT
Clutch Applied
SUN GEAR CONNECTING
E03600.02
Figure 2–3. First-Range Torque Path (HT 740, HT 747)
d. First-Range Operation (Figure 2–3). Engine shaft and rotates with it. The main shaft then rotates
torque is transmitted through the torque converter as the rear planetary pinions. The pinions are part of
described in Paragraph 2–32a. The forward and first the carrier assembly which is splined to the trans-
clutches are applied. The first clutch application mission output shaft. With the rear ring gear held
anchors the rear planetary ring gear against rotation. stationary by the applied first clutch and the rear sun
The forward clutch application locks the turbine gear rotating the pinions, the rear planetary carrier
shaft and transmission main shaft together to rotate must rotate within the ring gear and drive the output
as a unit. The rear sun gear is splined to the main shaft at a speed reduction of 3.69:1.


THIRD SECOND FIRST
OUTPUT
SHAFT
REAR
SUN GEAR
REAR
PLANETARY
MAIN
SHAFT
Clutch Applied
SUN GEAR CONNECTING
E03600.03
Figure 2–4. Second-Range Torque Path (HT 740, HT 747)
e. Second-Range Operation (Figure 2–4). Engine gear rotates the center sun gear shaft via the carrier
torque is transmitted through the torque converter as pinions. This sun gear is integral with the sun gear
described in Paragraph 2–32a. The forward and the shaft assembly to which the front sun gear is also
second clutches are applied. The second clutch appli- splined. The rotating front sun gear rotates the front
cation anchors the carrier of the front planetary assem- carrier pinions whose carrier is anchored against rota-
bly against rotation. The forward clutch application tion by the applied second clutch. In turn, the rotating
locks the input shaft and main shaft together to rotate front carrier pinions rotate the front ring gear, which,
as a unit. The rear sun gear is splined to both the rotat- along with the center carrier, is splined to the rear
ing main shaft and the center ring gear, and all three planetary through the connecting drum. Rotation of
parts rotate at input speed. With the carrier of the front the connecting drum drives the output shaft through
planetary carrier assembly anchored against rotation the splines of the rear planetary carrier, at a speed
(by second clutch application), the rotating center ring reduction of 2.01:1.


THIRD SECOND FIRST
OUTPUT
SHAFT
REAR
SUN GEAR
REAR
PLANETARY
MAIN
SHAFT
Clutch Applied
SUN GEAR CONNECTING
E03600.04
Figure 2–5. Third-Range Torque Path (HT 740, HT 747)
f. Third-Range Operation (Figure 2–5). Engine ring gear and rotates at input speed. With the center sun
torque is transmitted through the lockup clutch as gear stationary and the center ring gear rotating, the
described in Paragraph 2–32b. The forward and the ring gear drives the center planetary carrier pinions.
third clutches are applied. The third clutch application This rotates the center planetary carrier at a speed
anchors the sun gear shaft against rotation, which pre- reduction of 1.38:1. This carrier and the rear planetary
vents the integral center sun gear from rotating. The carrier are splined to the planetary connecting drum
forward clutch application locks the turbine shaft and and rotate with it as a unit. This causes the output shaft
main shaft together so they rotate as a unit. The rear that is splined to the rear carrier to rotate at the same
sun gear is splined to both the main shaft and the center speed as the center planetary carrier.


THIRD SECOND FIRST
OUTPUT
SHAFT
REAR
SUN GEAR
REAR
PLANETARY
MAIN
SHAFT
Clutch Applied
SUN GEAR CONNECTING
E03600.05
Figure 2–6. Fourth-Range Torque Path (HT 740, HT 747)
g. Fourth-Range Operation (Figure 2–6). Engine With the center and rear sun gears rotating at the same
torque is transmitted through the lockup clutch as speed (locked together), and their carriers splined to
described in Paragraph 2–32b. The forward and fourth the planetary connecting drum, all components rotate
clutches are applied. With the clutches applied, the at input speed. The transmission output shaft is splined
transmission main shaft and the sun gear shaft are to the rear carrier and produces an output ratio of
locked together, and rotate as a unit at input speed. 1.00:1.


THIRD SECOND FIRST
OUTPUT
SHAFT
REAR
SUN GEAR
REAR
PLANETARY
MAIN
SHAFT
Clutch Applied
SUN GEAR CONNECTING
E03600.06
Figure 2–7. Reverse-Range Torque Path (HT 740, HT 747)
h. Reverse-Range Operation (Figure 2–7). Engine opposite direction. The center carrier is splined to the
torque is transmitted through the torque converter as planetary connecting drum, which is splined to the
described in Paragraph 2–32a. Reverse range is the rear carrier. The reverse direction of rotation of the
only range in which the forward clutch is not engaged. center ring gear rotates the rear sun gear. This causes
In this range, the fourth clutch is applied and this
the rear planetary pinions to drive the rear carrier in a
rotates the sun gear shaft assembly (with the front sun
gear splined to it) at input speed. The first clutch is reverse direction within the stationary ring gear. This
also applied and anchors the rear ring gear against causes the transmission output shaft, that is splined to
rotation. The center sun gear rotates the center carrier the rear carrier to rotate in a reverse direction at a
pinions, which in turn rotates the center ring gear in an speed reduction of 6.04:1.

LOCKUP TORQUE FORWARD FOURTH FRONT CENTER REAR LOW

CLUTCH CONVERTER CLUTCH CLUTCH PLANETARY PLANETARY PLANETARY PLANETARY
THIRD SECOND FIRST LOW
CLUTCH CLUTCH CLUTCH CLUTCH
OUTPUT
SHAFT
LOW-
CLUTCH
PISTON
FIRST-
CLUTCH
PISTON
FORWARD- FOURTH- THIRD- SECOND- Clutch Applied

CLUTCH CLUTCH CLUTCH CLUTCH Torque Path
PISTON PISTON PISTON PISTON
E03601.01
Figure 2–8. Neutral Torque Path (HT 750CR, HT 754CR)
2–33. TORQUE PATHS THROUGH b. Lockup Operation. Power is transmitted

TRANSMISSION mechanically through the lockup clutch. Application
(HT 750CR, HT 754CR) of the lockup clutch occurs automatically in selected
a. Converter Operation. Power is transmitted ranges as a function of governor pressure. When the
hydraulically through the torque converter. The lockup clutch is applied, the converter elements rotate
engine drives the converter pump. The pump throws as a unit at engine speed. This provides a direct drive
fluid against the vanes of the turbine, delivering from the engine to the turbine shaft. Lockup operation
torque to the converter turbine shaft. From the tur- is illustrated in fourth and fifth range operation.
bine, fluid flows between the vanes of the stator, and
re-enters the pump where the cycle begins again.
When the engine is idling, the impact of the fluid c. Neutral Operation (Figure 2–8). Engine torque
upon the turbine blades is negligible. When the is transmitted through the torque converter as
engine is accelerated, the impact is increased and the described in Paragraph 2–32a. The forward clutch is
torque directed through the turbine shaft can exceed
the engine torque (by an amount equal to the torque
ratio of the converter). Converter operation is illus- beyond the fourth-clutch hub. (Although the low
trated in first, second, third, and reverse operation clutch is applied, two clutches must be applied to pro-
where it is most likely to occur. duce output shaft rotation in either forward or reverse.)


OUTPUT
SHAFT
LOW-
CLUTCH
PISTON
FIRST-
CLUTCH
PISTON

E03601.02
Figure 2–9. First-Range Torque Path (HT 750CR, HT 754CR)
d. First-Range Operation (Figure 2–9). Engine low planetary pinions. The pinions are part of the low
torque is transmitted through the torque converter as carrier assembly which is splined to the transmission
described in Paragraph 2–33a. The forward and low output shaft. With the low ring gear held stationary
clutches are applied. The low clutch application by the applied low clutch and the low sun gear rotat-
anchors the rear planetary ring gear against rotation.
ing the pinions, the low planetary carrier must rotate
The forward clutch application locks the turbine shaft
and transmission main shaft together so that they within the ring gear and drive the output shaft at a
rotate as a unit. The low sun gear is splined to the speed reduction of 3.69:1. Refer to the specifications
main shaft and rotates with it, and in turn, rotates the and data chart in Section 1 for earlier model ratios.


OUTPUT
SHAFT
LOW-
CLUTCH
PISTON
FIRST-
CLUTCH
PISTON

E03601.03
Figure 2–10. Second-Range Torque Path (HT 750CR, HT 754CR)
e. Second-Range Operation (Figure 2–10). Engine ring gear held stationary by the applied first clutch, the
torque is transmitted through the torque converter as rear carrier rotates in a clockwise direction. Because
described in Paragraph 2–33a. The forward and first the rear carrier hub is splined to the low carrier ring
clutches are applied. The first clutch application gear, it also rotates clockwise. Because two members
anchors the rear planetary ring gear against rotation. of the low planetary system are driving members (rotat-
The forward clutch application locks the turbine shaft ing at differing speeds), the third member (carrier)
and transmission main shaft together to rotate as a becomes the output member. This in turn drives the
unit. The rear sun gear and low sun gear are splined to output shaft at a speed reduction of 2.00:1. Refer to the
the main shaft and rotate with it. These gears rotate the specifications and data chart in Section 1 for earlier
rear and low planetary pinions. With the rear planetary model ratios.


OUTPUT
SHAFT
LOW-
CLUTCH
PISTON
FIRST-
CLUTCH
PISTON

E03601.04
Figure 2–11. Third-Range Torque Path (HT 750CR, 754CR)
f. Third-Range Operation (Figure 2–11). Engine which the front sun gear is splined. The rotating front
torque is transmitted through the torque converter as sun gear rotates the front carrier pinions whose carrier
described in Paragraph 2–33a. The forward and the is anchored against rotation by the applied second
second clutches are applied. The second clutch appli- clutch. In turn, the rotating front carrier pinions rotate
cation anchors the carrier of the front planetary assem- the front ring gear, which, along with the center car-
bly against rotation. The forward clutch application rier, is splined to the rear planetary through the con-
locks the turbine driven shaft (input shaft) and the necting drum. Because the rear carrier hub is splined
main shaft together to rotate as a unit. The rear sun to the connecting drum on one end and to the low car-
gear is splined to both the rotating main shaft and the rier ring gear on the other end, rotation speed of all
center ring gear, and all three parts rotate at input three components is the same. With the low ring gear
speed. With the carrier of the front planetary carrier driving the low planetary pinions and the low sun gear
assembly anchored against rotation (by second clutch (which is splined to the rotating main shaft) also driv-
application), the rotating center ring gear rotates the ing the low pinions, output shaft rotates at a speed
center sun gear shaft via the carrier pinions. The center reduction of 1.58:1. Refer to the specifications and
sun gear is integral with the sun gear shaft assembly to data chart in Section 1 for earlier model ratios.


OUTPUT
SHAFT
LOW-
CLUTCH
PISTON
FIRST-
CLUTCH
PISTON

E03601.05
Figure 2–12. Fourth-Range Torque Path (HT 750CR, 754CR)
g. Fourth-Range Operation (Figure 2–12). Engine rear planetary carrier are splined to the planetary con-
torque is transmitted through the lockup clutch as necting drum. The rear carrier hub on the output side is
described in Paragraph 2–33b. The forward and the splined to the low ring gear. When the connecting
third clutches are applied. The third clutch application drum rotates, the rear carrier and the low ring gear
anchors the sun gear shaft via the fourth-clutch hous- rotate at the same speed. This rotation causes the low
ing against rotation which prevents the integral center ring gear to drive the low planetary pinions while the
sun gear from rotating. The forward clutch application
low sun gear, which is splined to the rotating main
locks the turbine shaft and main shaft together to
rotate as a unit. The rear sun gear is splined to both the shaft, also drives the low pinions. The result is a fur-
main shaft and the center ring gear and rotates at input ther change of ratio (from that produced in the center
speed. With the center sun gear stationary and the cen- planetary). Because the output shaft is splined to the
ter ring gear rotating, the ring gear drives the center rear carrier it rotates at the reduction of 1.25:1. Refer
planetary carrier pinions. This rotates the center plane- to the specifications and data chart in Section 1 for ear-
tary carrier at a speed reduction. This carrier and the lier model ratios.


OUTPUT
SHAFT
LOW-
CLUTCH
PISTON
FIRST-
CLUTCH
PISTON

E03601.06
Figure 2–13. Fifth-Range Torque Path (HT 750CR, 754CR)
h. Fifth-Range Operation (Figure 2–13). Engine With the center, rear and low sun gears rotating at the
torque is transmitted through the lockup clutch as same speed (locked together), and their carriers
described in Paragraph 2–33b. The forward and fourth splined to the planetary connecting drum, all compo-
clutches are applied. With the clutches applied, the nents rotate at input speed. The transmission output
transmission main shaft and the sun gear shaft are shaft is splined to the low carrier and produces an out-
locked together and rotate as a unit at input speed. put ratio of 1.00:1.


OUTPUT
SHAFT
LOW-
CLUTCH
PISTON
FIRST-
CLUTCH
PISTON

E03601.07
Figure 2–14. Reverse-Range Torque Path (HT 750CR, 754CR)
i. Reverse-Range Operation (Figure 2–14). it causes the pinions in the center carrier to rotate in
Engine torque is transmitted through the torque con- the opposite direction. This rotates the center carrier
verter as described in Paragraph 2–33a. Reverse range ring gear in a counterclockwise direction (reverse of
is the only range in which the forward clutch is not input). This reverse rotation is transferred through the
engaged. In this range, the fourth clutch is applied and main shaft and the low planetary carrier to the output
this rotates the sun gear shaft assembly, via the fourth- shaft. This causes the transmission output shaft to
clutch housing, at input speed. The low clutch is also rotate in a reverse direction at a speed reduction of
applied and anchors the low ring gear against rotation. 9.65:1 (second range start models have a 2.96:1 ratio
Because the low ring gear, rear carrier, center carrier reduction). Refer to the specifications and data chart in
and connecting drum are splined together, they form Section 1 for earlier model ratios.
one stationary unit. When the center sun gear rotates,


OUTPUT
SHAFT
LOW-
CLUTCH
PISTON
FIRST-
CLUTCH
PISTON

E03602.01
Figure 2–15. Neutral Torque Path (HT 750DR)
2–34. TORQUE PATHS THROUGH b. Lockup Operation. Power is transmitted

TRANSMISSION (HT 750DR) mechanically through the lockup clutch. Application
of the lockup clutch occurs automatically as a function
a. Converter Operation. Power is transmitted of governor pressure. When the lockup clutch is
hydraulically through the torque converter. The applied, the converter elements rotate as a unit at
engine drives the converter pump. The pump throws engine speed. This provides a direct drive from the
fluid against the vanes of the turbine, delivering
engine to the turbine shaft. Lockup operation is illus-
torque to the converter turbine shaft. From the tur-
bine, fluid flows between the vanes of the stator, and trated in fourth and fifth range operation.
re-enters the pump where the cycle begins again.
When the engine is idling, impact of the fluid upon c. Neutral Operation (Figure 2–15). Engine torque
the turbine blades is negligible. When the engine is is transmitted through the torque converter as
accelerated, the impact is increased and the torque described in Paragraph 2–34a. The forward clutch is
directed through the turbine shaft can exceed the
engine torque (by an amount equal to the torque ratio
of the converter). Converter operation is illustrated in beyond the fourth-clutch hub. (Although the first
first, second, third, and reverse operation where it is clutch is applied, two clutches must be applied to pro-
most likely to occur. duce output shaft rotation in either forward or reverse.)


OUTPUT
SHAFT
LOW-
CLUTCH
PISTON
FIRST-
CLUTCH
PISTON

E03602.02
Figure 2–16. First-Range Torque Path (HT 750DR)
d. First-Range Torque Path (Figure 2–16). Engine the output shaft and the rear carrier from rotating, the
torque is transmitted through the torque converter as rear carrier pinions rotate the rear ring gear. This, in
described in Paragraph 2–34a. The forward and low turn, rotates the low sun gear, which is splined to the
clutches are applied. The low clutch application rear ring gear. With the low carrier held stationary by
anchors the low carrier against rotation. The forward the applied low clutch and the low sun gear rotating
clutch application locks the turbine shaft and main the low carrier assembly pinions, the low ring gear
shaft together to rotate as a unit. The rear sun gear is must rotate. Since the rear carrier and the low ring gear
splined to the rotating main shaft and rotates at input are splined to the output shaft, a combination of rear
speed. This sun gear rotates the rear planetary carrier and low planetary carrier output ratios are simulta-
assembly pinions which, in turn, rotates the rear car- neously introduced to the output shaft to form a speed
rier ring gear. Because vehicle inertia tends to restrain reduction of 7.97:1.


OUTPUT
SHAFT
LOW-
CLUTCH
PISTON
FIRST-
CLUTCH
PISTON

E03602.03
Figure 2–17. Second-Range Torque Path (HT 750DR)
e. Second-Range Operation (Figure 2–17). The graph 2–32d for detailed explanation, differing only in
forward and first clutches are applied. Refer to Para- output shaft speed reduction of 3.19:1.


OUTPUT
SHAFT
LOW-
CLUTCH
PISTON
FIRST-
CLUTCH
PISTON

E03602.04
Figure 2–18. Third-Range Torque Path (HT 750DR)
f. Third-Range Operation (Figure 2–18). The for- path flow. The speed reduction ratio produced is
ward and second clutches are applied. Refer to Para- 2.01:1. Refer to the specifications and data chart in
graph 2–32e for detailed explanation of the torque Section 1 for earlier model ratios.


OUTPUT
SHAFT
LOW-
CLUTCH
PISTON
FIRST-
CLUTCH
PISTON

E03602.05
Figure 2–19. Fourth-Range Torque Path (HT 750DR)
g. Fourth-Range Operation (Figure 2–19). The flow. The speed reduction produced is 1.38:1. Refer to
forward and third clutches are applied. Refer to Para- the specifications and data chart in Section 1 for earlier
graph 2–32f for detailed explanation of torque path model ratios.


OUTPUT
SHAFT
LOW-
CLUTCH
PISTON
FIRST-
CLUTCH
PISTON

E03602.06
Figure 2–20. Fifth-Range Torque Path (HT 750DR)
h. Fifth-Range Operation (Figure 2–20). The for- graph 2–32g for detailed explanation of torque path
ward and fourth clutches are applied. Refer to Para- flow. The speed ratio produced is 1:1.


OUTPUT
SHAFT
LOW-
CLUTCH
PISTON
FIRST-
CLUTCH
PISTON

E03602.07
Figure 2–21. Reverse-Range Torque Path (HT 750DR)
i. Reverse-Range Operation (Figure 2–21). The speed reduction ratio produced is 4.72:1. Refer to the
first and fourth clutches are applied. Refer to Para- specifications and data chart in Section 1 for earlier
graph 2–32h, which explains the planetary action. The model ratios.

;;;;;;;;;;;;
;;;;;;;;;;;;
REAR
ADAPTER TRANSFER REAR UPPER
GEAR HOUSING DISCONNECT
;;;;;;;;;;;;
HOUSING
HOUSING
;;;;;;;;;;;;
;;;;;;;;;;;;
;;;;;;;;;;;;
;;;;;;;;;;;;
;;;;;;;;;;;;
;;;;;;;;;;;;
REAR LOWER
DISCONNECT
HOUSING
FRONT LOWER
DISCONNECT
HOUSING TORQUE PATH
E03603.01
Figure 2–22. Transfer Gear Torque Path (HT 750DR DB)
2–35. TORQUE PATHS THROUGH neutral, and range operations are the same as
TRANSMISSION (HT 750DR DB) explained in Paragraph 2–34.
a. Figure 2–22 shows the HT 750DR with a b. The addition of a transfer gear housing (dropbox)
transfer housing (dropbox) attached. Because the does not change speed reduction ratios. The dropbox
transmission is a HT 750DR, the converter, lockup, has a 1.00:1 ratio.

Section 3 — PREVENTIVE MAINTENANCE
3–1. SCOPE b. Procedure. Create a dipstick calibration device as
detailed in Steps (1) through (3). Mark the actual trans-
This section covers routine and periodic procedures re-
mission dipstick as detailed in Steps (4) through (9).
quired to maintain the transmission in good operating
condition. Included are instructions for inspection,
care of the oil system and breather, linkage adjust- WARNING!
ment, care of the external lines, transmission filter and The device described below is intended to be used
oil cooler, stall testing, storage, and checking fluid for dipstick calibration only. Do not attempt to
pressures. Troubleshooting information is tabulated at check actual transmission fluid level with this
the end of this section. method. Checking actual transmission fluid level
with this method may require a technician to be
3–2. INSPECTION AND CARE under the vehicle with the engine running and
SHOULD NOT BE ATTEMPTED.
The transmission should be kept clean to make inspec-
tion easier. Check for loose bolts, loose or leaking oil
lines, fluid leakage, and condition of control linkage 1. Drill a hole through the length of a 1⁄2-20 x
and cables. Check the transmission fluid level at the 0.75 inch long bolt (7⁄8-14 x 0.50 inch long for
intervals specified in the vehicle or Operator’s Manual. the 4.5 inch deep pan).
3–3. DIPSTICK CALIBRATION 2. Insert a short piece of metal tube, minimum 3⁄16
inch ID, into the bolt at the hole provided in
a. Description. Accurate dipstick calibration is an Step (1) above. Braze or solder the tube in place.
essential step to establish and maintain an accurate
transmission fluid level. Calibrate the dipstick at initial 3. Attach a piece of clear plastic tubing to the
installation of the transmission. Follow the procedure metal tube. Use a suitable length of clear plas-
described below to make a dipstick calibration device. tic tubing to extend a minimum of 12 inches
Use the device to correctly mark the dipstick for any above the oil pan to main case splitline at the
depth of oil pan used on HT 700 Series transmissions.
center of the oil pan (front to rear).
Figures 3–1 and 3–2 illustrate the dipstick calibration
device. Figure 3–3 gives dimensions for calibration of
the dipstick for a 4.5 inch oil pan. Figure 3–4 gives WARNING!
dimensions for a 6.0 inch oil pan. Figure 3–5 gives Shut off the engine, set the parking brake and/or
dimensions for calibration of a 7.0 or an 8.5 inch oil emergency brakes, chock the vehicle wheels and
pan. Figure 3–6 shows typical dipstick markings for take any other steps necessary to keep the vehicle
all oil pan depths. from moving while doing Steps (4) through (9).
CLEAR PLASTIC
TUBE Braze or 1⁄2 -20 x 0.750 in. BOLT
solder
(7⁄8 -14 x 0.500 in. BOLT
FOR
HT 700 WITH 4.5 in. OIL PAN)
LENGTH (AS REQUIRED) METAL TUBE

(MIN. 3⁄16 in. ID)
V02502
Figure 3–1. Plastic Tube and Bolt Connection

MODIFIED DRAIN PLUG
CLEAR PLASTIC TUBE L02503
Figure 3–2. Plastic Tube Length Determination Diagram
4. Make sure the vehicle is on a level surface. Re- 7. Remove the dipstick, if not done previously,
move the transmission oil drain plug and install wipe it clean, and insert it into the fill tube. Re-
the dipstick calibration device made in Steps move the dipstick and mark it at the highest
(1) through (3) above. point that is coated with fluid.
5. Hold the clear plastic tube in a vertical position 8. Repeat Steps (6) and (7) to mark the dipstick
and adjacent to the oil pan splitline at the cen- with the other fluid level marks as shown in
ter of the oil pan (See Figure 3–2). Mark the Figure 3–6. Be sure to mark the dipstick HOT
clear plastic tube using the dimensions from RUN and COLD RUN bands.
Figures 3–3 through 3–5, whichever is right for
the depth oil pan being used.
1.00 in.
(25.4 mm)
1.50 in. TOP OF OIL PAN
NOTE: (38.1 mm) FILL TUBE HOLE
1.75 in.*
These dimensions are ONLY valid at the CENTER (44.5 mm)
of the oil pan.
2.00 in.*
(50.8 mm)
6. Add or drain transmission fluid until the fluid
level is at the lowest mark on the plastic tube.
HOT RUN BAND
COLD RUN BAND 160–200°F (71–93°C)
60–120°F (15–49°C)
NOTE: * Approximate dimension. OEM/customer to establish cold run
band at installation. V02370.01
Be sure that the transmission fluid being used meets
the guidelines given in Paragraph 3–5. Figure 3–3. Fluid Levels For
41⁄2 inch (114.3 mm) Deep Oil Pan

PREVENTIVE MAINTENANCE
1.50 in.
(38.1 mm) Difference between full and add levels is 2 U.S. quarts (1.9 liters)
TOP OF
OIL PAN HOT RUN BAND
160–200°F (71–93°C)
3.00 in.* 2.50 in. 3.50 in.

(63.5 mm) 2.50 in.
3.75 in.* (76.2 mm) (89.9 mm)
4.81 in. (63.5 mm)
(95.2 mm) HOT RUN
(122.2 mm) BAND FULL
160–200°F ADD 4.75 in.*
(71–93°C) TOP OF (120.6 mm)
OIL PAN
OIL PAN
COLD RUN BAND FILL TUBE HOLE COLD RUN BAND

60–120°F (16–49°C) FILL TUBE HOLE 60–120°F (16–49°C)
* Approximate dimension. OEM/customer to establish cold run * Approximate dimension. OEM/customer to establish cold run
band at installation. V02371.01 band at installation. V02372.01
Figure 3–4. Fluid Levels For Figure 3–5. Fluid Levels For 7 and 81⁄2 inch
6 inch (152.4 mm) Deep Oil Pan (177.8 mm and 215.4 mm) Deep Oil Pan
TRANSMISSION-TO-OIL PAN SPLITLINE

(TOP OF OIL PAN)
E
DL
1.00 1.50
TI
1.50 (25.4) 2.50 (38.1)
LA
1.75* (38.1) 3.00* (63.5) 2.50
RA
(44.4) (76.2) (63.5)
UT
RU T
2.00*
RU T
3.75* 3.50
HO
N
HO
N
NE
(50.8) (95.2) (88.9)
IN
4.75*
K
(120.6)
EC
R U LD
R U LD
CH
N
N
CO
CO
RU T
HO
N
R U LD
WITH 41⁄ 2 INCH (114.3 mm) WITH 6 INCH (152.4 mm)
N
CO
DEEP PAN DEEP PAN
PROCEDURE:
USE HOT RUN BAND FOR 160–200°F (71–93°C)
USE COLD RUN BAND FOR 60–120°F (16–49°C) WITH 7 AND 81⁄ 2 INCH
(177.8 mm AND 215.4 mm)
NOTE: DEEP PAN
This illustration is not a template.
Placement of the markings will vary
according to the angle of the Dimensions are in
dipstick protruding into the fluid. inches (millimeters)
Dimensions shown are in the
vertical plane.
*Approximate dimension. OEM/Customer

to establish cold run band at installation. V02374.01
Figure 3–6. Transmission Fluid Dipstick Markings

9. Remove the dipstick calibration device and in the transmission to allow normal operation until a
install the correct drain plug and washer. Hot Check can be made. The Hot Check is the most
Tighten the drain plug to the torque given on important and is required to ensure that the fluid level
Foldout 16,B, 17,A, or 17,B that matches the is correct.
transmission oil pan depth.
3–4. FLUID LEVEL CHECKS NOTE:
a. Importance of Proper Fluid Level. Maintaining • When adding fluid or checking fluid level, dirt or
the proper fluid level is very important. The transmis- foreign material must not be allowed to enter the
sion fluid is used to apply clutches and to lubricate and fill tube. Before removing the dipstick, clean
cool the components. If the fluid level is too low, the re- around the end of the fill tube.
sult can be poor performance (clutches will not receive • Always check the fluid level at least twice to ensure
adequate fluid supply). If the fluid level is too high, that an accurate check is obtained. If inconsistent
overheating results from the fluid being churned and dipstick readings occur, check for proper venting
aerated. of the transmission breather and/or oil fill tube. A
clogged breather can force fluid up into the filler
b. Foaming and Aerating tube and cause an inaccurate reading. A dipstick
that anchors inside the top end of an unvented
1. Transmission performance will be affected
filler tube can draw fluid up into the tube during
when the fluid foams or aerates. The primary
removal and give an inaccurate reading.
causes of aeration are low fluid in the sump,
too much fluid in the sump, or a defective or • Transmission input speed and fluid temperature
missing sealring on the intake pipe of the sump significantly affect the fluid level. An increase in in-
screen. put speed lowers the fluid level; an increase in fluid
temperature raises the fluid level. Thus, the fluid
2. A low fluid level (indicated on the dipstick) level must always be checked with the engine at
will not completely envelop the oil screen. idle (500–800 rpm) and the transmission in N (Neu-
Therefore, fluid and air are drawn by the input tral). A final check of the fluid level must be made
pump and directed to the clutches and torque when the transmission reaches normal operating
converter, causing cavitation noises and irregu- temperature (160–200˚F; 71–93˚C).
lar shifting. Aeration also changes the fluid’s
viscosity and color so that it resembles a thin
milky liquid. CAUTION:
The COLD RUN band level (Figures 3–3 through
3. At normal fluid level (FULL mark on the dip- 3–6) is an approximate dimension that is estab-
stick) the fluid is slightly below the planetary lished by the OEM/Customer at installation. The
gear units. If additional fluid is added bringing exact HOT RUN band dimension and fluid level
the fluid level above the FULL mark, the plan- must be established prior to the COLD RUN di-
etary units will run in the fluid, foaming and mension and fluid level. A HOT RUN check for
aerating it. Overheating and irregular shift pat- proper operating fluid level is also required.
terns can occur when the fluid is aerated.
WARNING!
4. A defective sealring on the oil screen tube will
To help avoid injury or property damage caused
cause the input pump to draw air and fluid
by sudden and unexpected vehicle movement, do
from the sump. Foaming and aeration of the not check the fluid level until you:
fluid is the result. • Put the transmission in N (Neutral).
• Apply the parking brake and emergency
c. Fluid Level Check Procedure. Two checks must brakes and make sure they are properly en-
be made to ensure proper fluid level in the transmis- gaged.
sion — a Cold Check and a Hot Check. The Cold • Chock the wheels and take any other steps
Check is required to ensure that there is enough fluid necessary to keep the vehicle from moving.

1. Cold Check. Park the vehicle on a level sur- d. Dropbox Oil Check
face. Apply the parking brake and chock the
wheels of the vehicle. Operate the engine at CAUTION:
1000–1500 rpm for approximately one minute Do not overfill the dropbox. Overfilling can cause
to purge air from the system (sump fluid tem- excessive fluid temperatures. If fluid level is
perature should reach 60–120˚F (16–49˚C). above the FULL line, drain fluid as required to
Return engine to idle speed and shift to bring it to the proper level.
D (Drive) and R (Reverse) to fill clutch circuits.
Shift to N (Neutral) and be sure that idle speed NOTE:
is 500–800 rpm. Remove the dipstick, wipe it
The dropbox ADD and FULL marks are the same di-
clean, reinsert it and remove it again to check mensions below the horizontal centerline of the output
the fluid level. Add or drain transmission fluid shaft for any mounting angle of rotation (0 degrees, 15
so that fluid level is within the COLD RUN degrees, 30 degrees, 45 degrees, or 60 degrees).
band. Be sure that fluid added meets the specifi-
cations given in Paragraph 3–5. The transmis-
1. Transmissions equipped with a transfer gear
sion can now be run until operating temperature housing (dropbox) have two independent oil
is reached. Make a hot check as soon as normal circuits: the transmission circuit and the drop-
operating temperature is reached. box circuit. Each circuit requires a different
type and grade of fluid and must be checked
CAUTION: and serviced independently.
The fluid level rises as fluid temperature increases. 2. After bringing the dropbox to operating temper-
DO NOT fill above the “COLD RUN” band if the atures, park the vehicle on level ground, turn off
transmission fluid is below normal operating tem- the engine, and apply the parking brake.
perature.
3. If the dropbox has a fill tube level indicator
(Figure 3–7), remove the fill tube plug and
check the fluid level. The dropbox is full when
NOTE: the fluid level is at the top of the fill tube.
Some transmissions have ADD and FULL lines on 4. If the dropbox has a dipstick, remove it and
their dipsticks instead of HOT RUN bands. wipe it clean. Insert the dipstick and check the
fluid level. The safe level for the dropbox is
2. Hot Check. Run the transmission normally until any level between the FULL and ADD marks
operating temperature is reached. Normal oper- on the dipstick. If the level is at or below the
ating temperature is 160–200˚F (71–93˚C) ADD mark, add fluid to bring the level to mid-
sump fluid or 180–220˚F (82–104˚C) converter- way between the ADD and FULL marks.
out fluid. Check the fluid level using the same
method as in the cold check above. Add or drain
fluid to produce consistent readings in the HOT 2 in.
(51 mm)
RUN band (or between the ADD and FULL FULL
lines). Be sure that fluid added meets the specifi- CLOUTPUT SHAFT
cations given in Paragraph 3–5. 3 in.
(76 mm)
ADD
NOTE:
3 ⁄4-14 NPTF
Approximately one quart (0.9 liter) of transmission FLUID
DRAIN
fluid will move the fluid level from the bottom of the FILL PIPE AND
PLUG
HOT RUN band to the middle of the HOT RUN LEVEL INDICATOR
V02375.01
band.
Figure 3–7. Dropbox Fluid Level (Front View)

3–5. TRANSMISSION FLUID 3–6. TRANSMISSION FLUID ANALYSIS
RECOMMENDATIONS TEST RECOMMENDATIONS
a. Recommended Fluids Transmission fluid analysis is recommended because it
plays an essential role in monitoring and understanding
1. Transmission fluids used in the transmission the general condition of the transmission and transmis-
are important influences on transmission re- sion fluid/filter system. The prime intent of fluid analy-
liability. General Motors DEXRON®-III or sis is to evaluate the overall condition of the fluid for
Allison C-4 approved fluids are recom- the purpose of monitoring fluid change intervals. Fluid
mended. Use Type C-4 SAE 30 fluid in all analysis can also monitor fluid contaminants, assist in
applications where the ambient temperature determining transmission failure causes, and monitor
is consistently above 86˚F (30˚C). Use only internal wear. Refer to Automatic Transmission Fluids
Type C-4 SAE 30 transmission fluid in the Technicians’ Guide GN2055EN for in-depth informa-
dropbox. tion on transmission fluid analysis practices.
Table 3–2 gives the minimum series of tests required
2. Some DEXRON®-III fluids are also qualified to properly monitor the condition of the transmission
as Type C-4 fluids. Consult your local Allison and transmission fluid/filter system. These tests can be
dealer or distributor to determine if a performed by most qualified independent oil analysis
DEXRON®-III fluid is also a qualified Type laboratories.
C-4 fluid.
Many qualified independent oil analysis laboratories
provide complete oil analysis and monitoring services
b. Cold Weather Start-up. Listed in Table 3–1 are
including electronic records keeping and statistical
the minimum fluid temperatures at which the transmis-
control. When contracting with a qualified indepen-
sion may be safely operated in a forward or reverse
dent oil analysis laboratory, information on product
range. When ambient temperature is below the mini-
brand name, manufacturer, and viscosity grade should
mum fluid temperature limit and the transmission is
be provided. A new or fresh sample of the transmis-
cold, preheat is required. If auxiliary heating equip- sion fluid should be tested to establish a baseline. The
ment is available, preheat the fluid to the minimum oil analysis laboratory should be advised when chang-
fluid temperature limit. If auxiliary heating equipment ing transmission fluid supplier.
is not available, run the engine for at least 20 minutes
with the transmission in N (Neutral) before operating If Allison Engineering is requested to review an oil anal-
in a forward or reverse range. ysis, the test series data in Table 3–2 will be required for
complete review and best assessment. Information on
CAUTION: product brand name, manufacturer, and C4 Approval
Number and/or GM DEXRON®-III License Number (if
Disregarding minimum fluid temperature limits applicable) must be included with the request.
can result in transmission malfunction or re-
duced transmission life. 3–7. CHANGING THE FLUID
AND FILTERS
Table 3–1. Minimum Fluid Temperature
a. Cleanliness
Requirements
(Ambient Temperature Below Which 1. Fluid must be handled in clean containers to
Preheating is Required) prevent foreign material from entering the
transmission.
Viscosity Grade Fahrenheit Celsius
SAE 0W-20 (Arctic) –31 –35
CAUTION:
DEXRON®-III –22 –30
SAE 10W –4 –20 Do not use containers or fillers for transmission
fluid that have been used for antifreeze solution.
SAE 15W-40 5 –15 Antifreeze and coolant solutions contain ethylene
SAE 30 32 0 glycol, which, if introduced into the transmis-
SAE 40 50 10 sion, can cause friction-faced clutch plates to fail.

2. Clean around the fill tube before removing the • Table 3–3 is a general guide. The fluid must be
dipstick. Lay the dipstick in a clean place changed whenever there is evidence of dirt or
while filling the transmission. high temperature indicated by discoloration or
strong odor.
3. Check the current edition of the HT 700 Series
Parts Catalog PC1268EN for proper oil filters. • Fluid change intervals can be optimized by
Keep the filters in cartons until ready for instal- monitoring oxidation according to the tests and
lation. limits shown in Table 3–4. A fluid is consid-
ered suitable for use if it meets all four limits
b. Transmission Fluid and Filter Change Inter- listed in the table, regardless of color or odor.
vals. Transmission fluid and filter change frequencies If one of the limits is exceeded, however, the
are determined by the severity of transmission service fluid in the transmission should be sampled
and by the filter equipment installed. More frequent again immediately to verify the exceeded limit.
changes may be required when operating conditions If verified, the fluid must be changed regard-
create high levels of contamination or overheating. less of time or mileage. See Paragraph 3–6.
Transmission fluid change intervals are determined as Filter and filter element change intervals are deter-
follows. mined from Table 3–3.
Table 3–2. Transmission Fluid Analysis Test Recommendations

Wear Metals (ppm): Fe, Cu, Pb, Al
Additive and Contaminant Metals (ppm): Ba, B, Ca, Mg, P, Si, Na, Zn
Non-metal Contaminants: Fuel (% vol), Soot (% wt), Water (% vol)
Viscosity (cSt) at 104˚F (40˚C) (ASTM D445)
Viscosity (cSt) at 212˚F (100˚C) (ASTM D445)
TAN (Total Acid Number) (ASTM D664)
Particle Counts (particles/ml) at >5, >10, >15, >20, >30, and >40 microns
ppm = parts per million cSt = centiStokes ml = milliliter
Table 3–3. Transmission Fluid, Filter, and Filter Element Change Intervals
Internal Sump Screen

Fluid Change Interval and Governor Filter External Filter Elements **
50,000 miles At overhaul • After first 5000 miles (8 000 km) and at each 25,000 miles
(80 000 km) or 12 (40 000 km) or 6 months or 600 hours, thereafter*
months or 1200 hours* • An Allison high-efficiency external filter element must be
changed if the engine and transmission are at operating
temperature (over 160˚F; 71˚C) and the Change Filter light
illuminates for any length of time or the element has not
been changed for three years, whichever occurs first.
* Whichever occurs first.
** Allison high-efficiency external filters, which have a change filter indicator, do not need to be changed when the transmission fluid is changed unless
restriction is indicated. There is no mileage limitation with the use of Allison high-efficiency filters.

Table 3–4. Fluid Oxidation
Measurement Limits NOTE:
Procedures outlined in Steps (3) through (10) are
Condition Limit
required only when the suction screen in the oil pan
Viscosity ±25% change from new fluid must be replaced (refer to Table 3–3).
Carbonyl Absorbance +30* change from new fluid
Total Acid Number (TAN) +3.0** change from new fluid 3. After draining is completed, remove twenty-
three washer-head screws or bolts 42 (Foldout
Solids 2% by volume maximum 16,B) that retain the oil pan to the transmission
* Carbonyl absorbance units/cm housing. Discard pan gasket 38 and clean the
** mg of KOH required to neutralize a g of fluid pan with mineral spirits.
Consult your local industrial yellow pages for fluid analysis firms.
Use one fluid analysis firm as results from various firms cannot be 4. Remove bolt 30 (Foldout 16,B) and washer 31.
accurately compared. Remove and inspect oil screen 33 (and spacer
32 on later models). If damage has occurred,
replace the screen. Clean and reuse the screen
c. Oil Capacity. Determine the amount of trans-
if it is in satisfactory condition. Remove, clean,
mission fluid required for a fluid change from the fol-
and reinstall the governor feed line screen in
lowing.
the valve body (Figure 6–123). Refer to Para-
graphs 6–30a(9) and 6–30c(27).
Application U.S. Quarts Liters
5. Prior to installing screen 33, install new seal-
41⁄2 inch deep oil pan 30.5 28.5 ring 34 (Foldout 16,B) onto the oil intake pipe
6 inch deep oil pan 33 31 (integral with screen). Lubricate the sealring
7 inch deep oil pan 33 31 with transmission fluid.
81⁄2 inch deep oil pan 37 35 6. Install the oil screen (aligned so screen does
not require twisting), inserting the oil intake
Dropbox 2.6 2.5
pipe into the hole in the bottom of the trans-
mission. Secure the oil screen with a 5⁄16-18 x
15⁄8 inch washer-head screw. Tighten the screw
d. Fluid and Filter Change Procedure
to 17–20 lb ft (23–27 N·m).
(Foldout 16,B)
CAUTION:
NOTE: Gasket cements, sealing compounds, vegetable-
based cooking compounds, or fibrous non-solu-
The following procedure is for 6 inch oil pans. For
ble greases must never be used inside the trans-
41⁄2 inch, 7 inch, and 81⁄2 inch oil pans, the proce- mission. Only oil-soluble grease (petrolatum)
dure is the same but the torque values may differ. may be used for retaining parts temporarily.
Consult Foldouts 17,A and 17,B for the correct
torque values. 7. Place the oil pan gasket onto the oil pan. A
sealing compound or gasket cement may be
applied only to the oil pan flange area that is
1. The fluid should be warm when draining. This
outside the raised bead of the flange. Do not
ensures quicker and better drainage.
use grease on cork gaskets.
2. On earlier models, remove the fill tube from 8. Install the oil pan and gasket, carefully guiding
the oil pan and allow the fluid to drain. On later them into place. Guard against dirt or foreign
models, remove the drain plug from the rear of material entering the pan. Install the pan to the
the oil pan and allow the fluid to drain. Check housing by attaching a 5⁄16-18 x 5⁄8 inch
the condition of the fluid as described in Para- washer-head screw or 5⁄16-18 x 5⁄8 inch bolt to
graph 3–8. each corner of the pan.

9. Install the remaining nineteen washer-head sible and thoroughly cleaned. Do not disassemble the
screws or bolts, carefully threading each one unit just to the problem area.
through the gasket. Attach all remaining
screws before tightening them.
d. Coolant Leakage
10. Alternately tighten screws 180 degrees apart to
5 lb ft (7 N·m). Repeat the process tightening 1. The presence of ethylene glycol coolant in the
the screws to 10–13 lb ft (14–18 N·m). transmission fluid is detrimental to the reliabil-
ity and durability of the internal components.
11. On later models, install the fill tube at the side Ethylene glycol has a deteriorating effect on
of the pan and tighten the fill tube retainer nut friction-faced clutch plates and nonmetallic
to 40–50 lb ft (54–68 N·m) for the 41⁄2 inch components (seals, gaskets, etc.) and on highly
pan and 90–100 lb ft (122–136 N·m) for all loaded steel parts, such as bearings and gears,
other pans. On later models, install the oil due to reduced lubrication from the fluid.
drain plug at the rear of the oil pan and tighten
the plug to 15–20 lb ft (20–27 N·m).
2. If ethylene glycol in the fluid is suspected, im-
12. Remove the dipstick and pour approximately mediately perform a verification test. A Gly-
30 qts (28.4 L) of transmission fluid into the Tek test kit is available and is a quick and easy
transmission through the fill tube. Then check method to determine the presence of glycol. If
the fluid level using the procedure described in glycol is found, disassemble the transmission,
Paragraph 3–4. inspect and remove all traces of coolant and
varnish deposits resulting from coolant con-
tamination. Replace all seals, gaskets, and fric-
3–8. FLUID CONTAMINATION tion-faced clutch plates. The cooler should be
repaired or replaced prior to installation of the
a. Monitoring Contaminant Levels. Contaminant new or rebuilt transmission.
levels can be monitored by transmission fluid test anal-
ysis. Refer to Paragraph 3–6. e. Auxiliary Filter. If a transmission failure has oc-
curred and introduced debris into the oil system, a
b. Examine at Fluid Change. At each fluid change, complete cleanup of the system is required. Repeated
examine the drained fluid for evidence of dirt or wa- cleaning and flushing does not ensure a clean (free
ter. A normal amount of condensation will emulsify in from debris) oil system, due to cooler retention. To
the fluid during operation of the transmission. How- prevent a repeated transmission failure, it is recom-
ever, if there is evidence of water, check the cooler mended that an auxiliary filter be installed in the out-
(heat exchanger) for leakage between the water and
put line of the oil cooler. This recommendation ap-
fluid areas. Fluid in the water side of the cooler (or ve-
plies whether the failed transmission is overhauled or
hicle radiator) is another sign of leakage and may in-
replaced by a new or rebuilt unit. The auxiliary filter
dicate leakage from the engine oil system. Any sludge
must have a 40 micron particle filtering capacity and a
or soft dirt in the sump should also be removed.
maximum pressure drop of 2 psi at 15 gal/min
c. Metal Particles. Metal particles in the fluid (ex- (13.79 kPa at .946 l/s). The maximum pressure drop
cept for the minute particles normally trapped in the in the cooler circuit must not exceed 30 psi at 15 gal/
filter) indicate damage has occurred in the transmission. min (206 kPa at .946 l/s) at operating temperature and
When these particles are found in the sump, the trans- at full throttle stall. The filter assemblies and filter el-
mission must be disassembled and closely inspected to ements shown in Table 3–5 are recommended for use
identify the source. Metal contamination requires com- in retarder and non-retarder equipped transmissions.
plete disassembly of the transmission and cleaning of Monitor auxiliary filter elements for contamination
all internal and external circuits, cooler, and other areas after 500–1000 hours operation and service when the
where the particles could lodge. During the repair of a filtering system alerts the operator before the filter by-
major internal failure of a transmission, it should be passes (if equipped). Filter change intervals thereafter
dismantled into as many serviceable detail parts as pos- are determined by the vehicles operating condition.

Table 3–5. Recommended Auxiliary Filters b. Selector Lever Installation and Adjustment
Filter Assembly Filter Element
Allison 29510921* Allison 29510918* CAUTION:
AC PM 13-16 PF897 Manual selector shafts that are center-drilled at
their outer ends require an M10 x 1.5–6G nut
AC PM 16-1 PF141
(metric thread). Shafts that are not drilled require
FX 11583 HF6520 a 3⁄8-16 nut (standard inch series). Using the wrong
Fram HP 1-1 HP 1 or AC HD 222 nut damages both the shaft and the nut. Torque for
either nut is 15–20 lb ft (20–27 N·m). Excessive
Purolator OF-15C-1 OF-2C-1
torque applied to the external selector lever retain-
Purolator 20-10 PER-20 ing nut may damage the internal selector lever.
* High-efficiency filters and elements are available from your
authorized Allison distributor.
1. To properly install the external lever, rotate
the manual selector shaft to a position that is
3–9. BREATHER two detent notches from either end of its
travel. Install the external lever so the flat
CAUTION: sides of the shaft opening are parallel to the
Do not spray steam, water, or cleaning solution flats on the shaft, then install the nut. While
directly at the breather. This can force the water holding the lever against rotation, tighten the
or cleaning solution into the transmission. nut to 15–20 lb ft (20–27 N·m).
2. Refer to the vehicle manual for specific linkage
CAUTION: adjustment procedures. The following general
procedures are applicable to most vehicles.
Pliers or a pipe wrench can crush or damage the
stem and may produce metal chips which could — The manual selector lever should move
enter the transmission. easily and give a crisp detent feel in each
position.
The breather is located at the top of the transmission — The linkage should be adjusted so that the
housing as shown in Figure 1–2. The breather prevents stops in the shift tower are positioned by
pressure buildup within the transmission. The breather the detents in the transmission.
must be kept clean and the passage open. The amount
c. Input Retarder Linkage Adjustment. Clean
of dust and dirt determines the frequency the breather
and lubricate all hydraulic input retarder valve linkage.
requires cleaning. Always use the proper size wrench
The retarder is applied when the valve moves upward
to remove or replace the breather.
(out of the valve body). Therefore, it is important for
normal operation with the retarder Off that the linkage
3–10. LINKAGE be adjusted so the valve returns to the retracted posi-
tion. If the linkage causes the retarder to be partially
applied, loss of lubrication pressure, overheating, or
CAUTION: excessive drag and excessive fuel consumption occurs.
Failure to obtain proper detent in DR (Drive), If the valve does not have full travel (1.5 inch
N (Neutral), or R (Reverse) can cause metering (38.1 mm)), maximum performance of the input re-
of the clutch-apply fluid to either the forward or tarder cannot be obtained.
fourth (reverse) clutch. The resulting low apply
pressure and clutch slippage affects the trans- d. Modulator Valve Actuator Adjustment
mission durability.
1. It is imperative that the mechanical linkage be
properly adjusted for efficient performance.
a. General Information. Maintain proper adjust-
ment of all linkage. Periodic inspections should be 2. Place the fuel control lever on the engine at full
made for defective parts. Bent or worn parts should be throttle position.
replaced. All moving parts must be kept clean and well 3. Place the mechanical actuator cable at full
lubricated. throttle position against the mechanical stop.

4. Adjust the clevis at the fuel control lever so the and trimmer regulator. If a test stand is not
pin fits freely through the hole in the clevis, available, satisfactory calibration of shift points
making sure the lever is secure. may be made after road testing the vehicle.
5. Total control cable travel should not be less b. Location of Adjusting Components
than 1.187 inch (30.14 mm) or more than 1.56
inch (39.62 mm). 1. Shift speeds are changed by changing the posi-
tions of adjusting rings that determine the re-
e. Disconnect Control Linkage taining force of certain valve springs in the
(Dropbox Models Only) valve body. Refer to items 22, 78, 88, 97, 102,
and 108 (Foldout 20,B) and 34 (Foldout 21,A).
CAUTION:
Improper shifter shaft adjustment reduces lube 2. Special tool J 24314 is used to depress and ro-
oil flow to the disconnect clutch needle bearing. tate the adjusting rings to the proper positions.
Clockwise rotation increases spring force and
1. If a manual or air actuator is used, adjust the raises the shift point. Counterclockwise rota-
linkage or the cylinder stroke to give a crisp tion reduces spring force and will lower the
detent at the engaged and disengaged positions shift point.
(approximately 1.06 inch (26.9 mm)).
2. Push the shifter shaft inward to the engaged NOTE:

position detent. Rotate the shaft until the outer Each notch of adjustment alters the shift point by
end of the shaft is 1.29–1.33 inch (32.8–33.8 the approximate amount as follows.
mm) from the face of the housing.
HT 754CR,
HT 740, HT 747 HT 750CR And DR
3–11. SHIFT SPEED ADJUSTMENTS
1–2 Shift: 40 rpm 1–2 Shift: 10 rpm
NOTE:
Transmission shift points cannot be satisfactorily ad-
justed if the transmission has an incorrect governor 4–5 Shift: 35 rpm
installed. Check the three-digit code on the governor
with the governor code shown in the current Parts c. Checks Before Adjusting Shift Points
Catalog PC1268EN for the transmission assembly
part number. If the letter “M” follows the three-digit 1. When calibration is made during a road test or
code, the governor is a service replacement assembly. on a test stand that simulates road operation,
If the “M” is not included, the governor was installed certain preparations must be made.
during the factory build.
2. Bring the temperature of the transmission fluid
to 160–220˚F (71–104˚C).
a. Calibrated on Test Stand or in Vehicle
3. Check the engine no-load governor setting and
1. Proper timing of shift speed points is necessary adjust, if required, to conform to the transmis-
for maximum transmission performance. Shifts sion’s engine speed requirements.
may be adjusted on the test stand when the
transmission is rebuilt or overhauled, or during 4. Check the engine for satisfactory performance
road testing the vehicle. before making shift point adjustments.
2. The Kent Moore Valve and Governor Test 5. For mechanical modulator valve actuators,
Stand (J 25000), or Aidco® (Model 250) is de- check the throttle linkage that controls the me-
signed to check the following five principle chanical modulator valve actuator on the trans-
transmission functions: governor, modulator, mission for proper travel, routing, and
hold regulator, shift points (up-down-inhibit), operation.

6. For electrical modulator valve actuators, check e. Calibration By Alternate Road Test Method
the electric modulator system for proper con- (Using Speedometer Readings)
nections, wire routing, and operation.
1. If a tachometer is not available for checking shift
7. Check the shift selector linkage for proper
points, the vehicle speedometer can be used.
range selection.
Proceed as outlined in Steps (2) through (4).
8. Provide accurate instrumentation required for
observing speeds, temperatures, pressures, etc. 2. Check and record the road speed of the vehicle
d. Calibration By Road Test Method at which lockup occurs in the HT 750CR and
(Using Tachometer Readings) HT 754CR models during operation in 1-hold
(refer to Paragraph 3–11d(2)). Also check and
record the top speeds that can be attained while
NOTE: operating in 1–2, 2–3, and 3–4 ranges (HT 750
Before road test, determine the accuracy of the ve- only).
hicle tachometer by comparing it to a known good
tachometer. Make corrections for error, as re-
3. For checking the shift points, place the selector
quired, in subsequent tests.
in Drive 1–4 (HT 740, 747), 1–5 (HT 750CR,
754CR), or 2–5 (HT 750DR), so that all auto-
1. Subtract 100 rpm from the engine full-load matic shifts can occur. Drive the vehicle at full
governed speed and record the remainder as throttle from a standing start until the 3–4
the desired speed for all automatic upshifts to (HT 740) or 4–5 (HT 750) upshift occurs.
occur, except the 1–2 shift in HT 750CR mod- Record the road speed at which each upshift
els. The 1–2 shift in the HT 750CR must occur occurs.
at 100 rpm below lockup engagement speed.
4. Compare the upshift speeds with the speeds re-
2. If doubt exists regarding when lockup is occur-
corded in Step (2). The 1–2 shift in HT 750
ring in HT 750CR and HT 754CR models, in-
stall a 0–300 psi (0–2068 kPa) gauge at the and 754CR models should occur at approxi-
lockup pressure tap. During road operation in mately two mph below the speed recorded for
1-hold, observe the first movement of the lockup engagement. All other upshifts should
gauge and record rpm. This is first gear lockup occur approximately two mph below the top
engagement speed. speeds recorded in Step (2).
3. While driving the vehicle in Drive 1–4 f. Calibration by Test Stand Method. Shift Points
(HT 740) or Drive 2–5 (HT 750) range, check Tables 3–6 through 3–13 provide information required
the wide-open throttle upshift points. These for adjusting shift points on transmissions matched to
shifts should occur at 100 rpm below engine engines having governed speeds from 1800–3000 rpm.
no-load governed speed. If upshift speed points The tables list engine descriptions and their corre-
do not reach those specified, the shift point sponding alphabetic calibration codes. Each alphabetic
speed may be raised by adjusting (increasing) calibration code denotes which calibration column to
the spring load on the 1–2, 2–3, 3–4, or 4–5 use in Shift Points Tables 3–6 through 3–13 to cali-
(HT 750 only) shift signal valve. If upshift brate the corresponding transmission. THE ALPHA-
speeds are above those engine speeds speci-
BETIC CALIBRATION CODES DO NOT FOLLOW
fied, or do not occur at all, the spring load(s)
PREVIOUS CALIBRATION DATA SHEETS OR
must be reduced. Only the load on springs for
SERVICE MANUAL COLUMN IDENTIFIERS.
the valve (or valves) which do not upshift at
the proper speed require adjustment. The actual adjustment procedures are as outlined in
4. Refer to Sections 5, 6, and 7 for procedures Paragraph 3–11b. However, the base for checks and
covering removal and replacement of affected adjustments is output shaft speeds instead of engine
components. Refer to Table 8–2 for Spring governed speed. Individual output shaft speed ranges
Data. are given for each shift.

Table 3–6. HT 740(RS), 747 Shift Points
Engine Governed Speed — rpm 1950–2050 2100–2200 2300–2500 2600–2700
Column (Engine) R AB A B C D E F W AC G AG
Throttle
Position Range Shift Transmission Output Speed (rpm) at Start of Shift
1C–1L — 370–450 420–500 320–420 — — 370–470 — 440–540 470–570 — 470–570
1–2 400–455 500–560 550–600 510–590 430–480 430–480 620–670 510–580 590–650 590–650 590–650 670–730
DR4 2C–2L 560–790 — — — 560–790 770–940 — 700–835 — — 900–1220 —
2–3 965–1005 920–995 1000–1070 970–1050 1000–1070 1000–1070 1120–1190 1100–1170 1100–1170 1100–1170 1240–1320 1240–1310
Full
3–4 1390–1435 1370–1455 1500–1590 1440–1540 1500–1580 1500–1580 1660–1760 1650–1740 1650–1740 1650–1740 1860–1950 1860–1950
DR3 4–3 1910–1430 1860–1500 2040–1430 2040–1430 1910–1430 1910–1430 2100–1570 2100–1570 2100–1570 2100–1570 2300–1790 2320–1990
Copyright © 1997 General Motors Corp.
DR2 3–2 1280–960 1200–820 1330–960 1330–960 1280–960 1280–960 1410–1060 1410–1060 1410–1060 1410–1060 1610–1210 1580–1260
DR1 2–1 670–510 660–510 710–540 710–540 670–510 670–510 720–590 720–590 720–590 720–590 860–670 810–690
4–3 690–525 625–375 750–390 950–550 1000–590 1000–590 1350–890 860–610 760–500 760–500 1120–720 720–290
3–2 555–455 580–390 630–390 730–510 630–440 630–440 860–620 650–485 600–380 600–380 870–570 580–290
Closed DR4
2–1 255–70 380–120 410–190 480–280 350–70 350–70 560–370 385–165 470–240 470–240 410–100 400–20
LU Out 390–190 250 MIN 215 MIN 1360–1040 390–190 480–280 390 MIN 400–200 230 MIN 320 MIN 620–420 320 MIN
COLUMN ENGINE
A, AB, AC, AG CONVENTIONAL DIESEL ENGINE — HT 740D
B, E HIGH TORQUE RISE ENGINE — HT 740D
C, F, G, R CONVENTIONAL DIESEL ENGINE (NO 1ST LOCKUP) — HT 740D
W CONVENTIONAL DIESEL ENGINE (SPECIAL LOCKUP POINT(S)) — HT 740D
D CONVENTIONAL DIESEL ENGINE (NO 1ST LOCKUP) (FOR 190 HP COACH) — HT 740D
3–13
3–14

Engine Governed Speed — rpm 2700– 2200 1950– 2300– 2100– 2100– 1900 2100 2100 2100– 1900 2300

3000 2050 2500 2200 2400 2400
Column (Engine) H Y AH AL AN AS AV CA AZ CE CC CD
Throttle
1C–1L — — — — — — — — — — — —
1–2 640–740 470–530 ** ** ** 430–480 400–455 370–420 370–420 370–420 370–420 370–420
DR4 2C–2L — 560–790 560–790 700–835 560–790 560–790 560–790 580–750 760–975 560–790 580–750 580–750
2–3 1210–1310 1080–1120 965–1005 1100–1170 1100–1070 1000–1070 910–950 1000–1070 1000–1070 1000–1070 910–950 1100–1170
Full
3–4 1840–1940 1610–1660 1390–1435 1650–1740 1500–1580 1500–1580 1345–1390 1500–1580 1500–1580 1500–1580 1345–1390 1650–1740
DR3 4–3 2320–1960 1960–1700 1910–1430 2100–1570 1910–1430 1990–1710 1910–1430 1910–1430 1910–1430 1990–1710 1910–1430 2100–1570
DR2 3–2 1600–1250 1300–1090 1280–960 1410–1060 1280–960 1310–1100 1280–960 1280–960 1280–960 1310–1100 1280–960 1410–1060
DR1 2–1 850–700 680–540 600–530 730–590 600–530 640–560 670–510 670–510 670–510 640–560 670–510 720–590
4–3 710–600 1060–780 690–525 860–610 1000–590 1000–590 615–495 1055–625 1150–795 1055–625 770–560 1030–690
3–2 690–450 670–480 555–455 650–485 630–440 630–440 530–430 610–505 675–535 610–505 555–465 700–540
Closed DR4
2–1 370–230 370–140 ** ** ** 350–70 255–70 385–310 380–310 385–310 385–310 385–310
LU Out — 390–190 390–190 400–200 390–190 390–190 390–190 430–290 560–465 415–275 430–290 430–290
** Check for manual shift function only.
COLUMN ENGINE
Y, AS, AV CONVENTIONAL DIESEL ENGINE (NO 1ST LOCKUP) — HT 740D
H GAS TURBINE ENGINE — HT 740T
AH, AL, AN CONVENTIONAL DIESEL ENGINE (NO 1ST LOCKUP) (2ND RANGE START) — HT 740D
AZ, CA, CC, CD, CE CONVENTIONAL DIESEL ENGINE (CHC) — HT 740
Engine Governed Speed — rpm 1900 2100– 1900–2050 2300– 2100– 2100–2250 1900– 2100–
2250 2450 2400 2050 2250
Column (Engine) CF CG CJ CL CM CN CP CR CS CT CU CV
Throttle
1C–1L — 370–450 — — — — — — — — — —
1–2 ** 480–540 370–420 ** 370–420 370–420 370–420 370–420 400–445 370–420 370–420 370–420
DR4 2C–2L 580–750 — 580–750 580–750 580–750 695–885 580–750 760–975 770–905 (1) 580–750 580–750
2–3 910–950 900–975 995–1070 910–950 910–950 1095–1170 995–1070 995–1070 1000–1070 995–1070 910–950 995–1070
Full
3–4 1345–1390 1360–1455 1480–1520 1350–1390 1350–1390 1650–1740 1490–1580 1490–1580 1500–1590 1490–1580 1350–1390 1350–1390
DR3 4–3 1910–1430 1850–1495 1995–1705 1995–1705 1880–1595 2125–1775 1995–1705 1890–1595 2040–1430 1880–1595 1995–1705 1995–1705
DR2 3–2 1280–960 1185–820 1310–1095 1310–1095 1230–1010 1395–1100 1305–1095 1230–1010 1330–960 1230–1010 1305–1095 1310–1095
DR1 2–1 670–510 655–515 640–550 640–560 605–535 740–600 635–560 605–535 710–540 605–535 635–560 640–560
4–3 770–560 600–385 975–595 770–550 770–550 1030–690 1055–625 1150–795 750–390 1055–625 770–550 770–550
3–2 555–465 550–395 610–505 555–465 555–465 700–540 610–505 675–535 630–390 610–505 555–465 610–505
Closed DR4
2–1 ** 340–75 385–310 ** 385–310 375–300 385–310 385–310 440–350 385–310 385–310 385–310
LU Out 430–290 250 MIN 600–525 600–525 600–525 765–605 600–525 820–600 215 MIN (2) 600–525 600–525
(1) 2C–3L occurs at the 2–3 shift point.

(2) 3L–2C occurs at the 3–2 shift point.
COLUMN ENGINE
CG CONVENTIONAL DIESEL ENGINE — HT 740D
CF CONVENTIONAL DIESEL ENGINE (CHC) (2ND RANGE START) — HT 740D
CJ, CM, CN, CP, CU, CV CONVENTIONAL DIESEL ENGINE (NO 1ST LU/NO MOD LU) (CHCII) — HT 740D
CR CONVENTIONAL DIESEL ENGINE (NO 1ST LU/NO MOD LU/RED LU/RED MOD) (CHCII) — HT 740
CL CONVENTIONAL DIESEL ENGINE (NO 1ST LU, 2ND RANGE START) (CHCII) — HT 740D
CS CONVENTIONAL DIESEL ENGINE (NO 1C–1L CON 2) — HT 740D
CT CONVENTIONAL DIESEL ENGINE (NO 1ST OR 2ND LU, CHC) — HT 740D
3–15
3–16

Engine Governed Speed — rpm 2100 1900 2100 1900

Column (Engine) CY DJ DK DM
Throttle
1C–1L — — — —
1–2 — 370–420 ** 370–420
DR4 2C–2L 765–920 580–750 — 580–750
2–3 1000–1070 910–950 995–1040 910–960
Full
3–4 1500–1590 1350–1390 1480–1520 1350–1390
DR3 4–3 2040–1430 1880–1595 2300–2000 1880–1595
DR2 3–2 1430–960 1230–1010 1500–1300 1230–1010

DR1 2–1 710–540 605–535 850–600 605–535
4–3 750–390 870–670 — 1225–1160
3–2 630–390 585–495 610–505 860–770
Closed DR4
2–1 ** 385–310 ** 385–310
LU Out 393 MIN 600–525 — 600–525
COLUMN ENGINE
DJ CONVENTIONAL DIESEL ENGINE (NO 1ST LU/NO MOD LU) (CHCII) — HT 740D
DM HIGH TORQUE RISE ENGINE (NO 1ST LOCKUP FIXED SHIFT)
CY CONVENTIONAL DIESEL ENGINE (2ND RANGE START CONVENTIONAL)
DK CONVENTIONAL DIESEL ENGINE (2ND RANGE START) NO LOCKUP — HT 740
Table 3–6. HT 750, 754CR/HT 750DR (DB) Shift Points
Engine Governed Speed — rpm 1950–2050 2100–2200 2300–2500
Column (Engine) T AF J K L S AE M N O V
Throttle
Low LC–LL — * * * — — — * — * —
L–1 320–380 ** ** ** 430–500 ** 300–400 ** 450–520 ** **
1C–1L 825–960 370–460 490–580 430–520 900–1010 — 850–960 430–520 960–1110 590–660 —
DR4 1–2 1010–1085 605–645 630–690 650–690 1090–1170 550–600 980–1050 690–750 1200–1280 690–750 650–690
2–3 1245–1335 965–1005 1000–1070 1040–1080 1340–1430 900–950 1240–1330 1120–1190 1470–1560 1100–1170 1035–1075
Full
3–4 1580–1680 1390–1435 1500–1590 1500–1545 1700–1800 1360–1410 1600–1700 1660–1760 1860–1960 1650–1740 1500–1550
DR3 4–3 2080–1610 1840–1500 1850–1520 1850–1520 2110–1610 1850–1520 2050–1730 1910–1560 2140–1760 2020–1700 1910–1565
DR2 3–2 1610–1290 1250–970 1280–960 1280–960 1660–1290 1290–1000 1600–1340 1330–1060 1710–1420 1410–1145 1330–1060
DR1 2–1 1360–1060 760–650 780–620 780–620 1410–1060 780–620 1360–1110 810–660 1460–1160 885–705 805–660
Low 1–L 850–620 330–120 330–120 330–120 960–620 330–120 770–590 390–150 1000–710 370–155 390–150
4–3 1070–660 575–395 840–380 670–470 1270–640 560–370 1010–660 980–630 1030–770 820–550 675–470
3–2 790–550 505–365 630–390 545–405 870–570 475–320 790–530 670–460 820–610 660–440 545–405
Closed DR4 2–1 615–400 420–260 460–310 465–320 680–390 370–160 570–370 560–370 540–350 570–370 465–320
1–L 380–120 ** ** ** 450–120 ** 300–200 ** 475–250 ** **
LU Out 400 MIN 240 MIN 250 MIN 320 MIN 570–320 — 370 MIN 390 MIN 400 MIN 570 MIN —
* Check that automatic converter to lockup shift occurs.

COLUMN ENGINE
J, O CONVENTIONAL DIESEL ENGINE — HT 750DRD
K, M, AF HIGH TORQUE RISE ENGINE — HT 750DRD
S, V CONVENTIONAL DIESEL ENGINE — HT 750DRD (NO LOCKUP)
L, N, T CONVENTIONAL DIESEL ENGINE — HT 750CRD
AE CONVENTIONAL DIESEL ENGINE — HT 750CRD (3.69 GEAR RATIO)
3–17
3–18

Engine Governed Speed — rpm 2600–2700 2800– 1950– 2600– 1950– 2100– 2600– 2300– 2100–

2900 2050 2700 2050 2200 2700 2500 2200
Column (Engine) P O AJ AK AM AO AP AQ AR AT
Throttle
Low LC–LL — * * — — * * * * *
L–1 520–580 ** ** 240–320 385–500 ** ** ** ** **
1C–1L 1140–1290 680–760 680–760 685–830 1080–1230 430–520 850–960 1080–1230 905–1055 490–580
DR4 1–2 1360–1430 790–850 850–910 965–1025 1290–1350 580–645 980–1050 1290–1350 1140–1200 630–690
2–3 1660–1750 1240–1315 1340–1415 1235–1285 1645–1695 920–995 1240–1330 1645–1695 1455–1505 1000–1070
Full
3–4 2100–2200 1860–1950 2000–2090 1535–1585 2055–2105 1390–1485 1600–1700 2055–2105 1815–1865 1500–1590
DR3 4–3 2400–2160 2160–1820 2290–1975 1890–1620 2400–2160 1840–1500 2050–1730 2400–2160 2140–1760 2080–1820
DR2 3–2 1960–1730 1590–1240 1655–1370 1490–1255 1960–1730 1250–970 1600–1340 1960–1730 1710–1420 1460–1200
DR1 2–1 1690–1320 1010–810 1080–830 1260–1010 1690–1320 760–650 1360–1110 1690–1320 1460–1160 920–730
Low 1–L 1140–830 350–150 380–240 675–480 960–800 330–120 770–590 960–720 810–635 330–120
4–3 1490–900 900–620 1055–690 880–670 1270–840 700–475 1010–660 1270–840 850–650 840–380
3–2 1150–570 670–390 660–430 730–575 870–705 560–405 790–530 870–705 745–540 630–390
Closed DR4 2–1 770–530 570–370 595–390 575–425 600–370 450–280 570–370 600–370 480–220 460–310
1–L 740–120 ** — 240–100 420–275 ** ** ** ** **
LU Out 350 MIN 700 MIN 700 MIN 290 MIN 350 MIN 270 MIN 370 MIN 350 MIN 400 MIN 250 MIN

COLUMN ENGINE
AT, O, AJ, AO CONVENTIONAL DIESEL ENGINE — HT 750DRD
P CONVENTIONAL DIESEL ENGINE — HT 750CRD
AM, AK CONVENTIONAL DIESEL ENGINE — HT 750CRD (3.69 GEAR RATIO)
AP, AQ, AR CONVENTIONAL DIESEL ENGINE — HT 754CRD (3.69 GEAR RATIO) (2ND RANGE START)
Engine Governed Speed — rpm 1900 2100– 1950– 1900 2600– 1800– 1900– 2100 1950 2100
2200 2050 2700 1850 2050
Column (Engine) AU AW AX AY CB CH CK CX DA DB
Throttle
Low LC–LL — * * * * * * — — —
L–1 240–320 ** ** ** ** 240–350 ** 400–460 340–420 **
1C–1L 685–830 685–830 685–830 430–520 1080–1230 685–830 430–520 700–880 571–710 —
DR4 1–2 910–975 980–1050 965–1025 550–610 1290–1350 875–925 550–610 980–1050 880–950 550–600
2–3 1185–1235 1240–1330 1235–1285 890–965 1645–1695 1110–1170 890–965 1240–1330 1171–1234 900–950
Full
3–4 1495–1560 1600–1700 1535–1585 1320–1415 2055–2105 1400–1480 1320–1415 1600–1700 1480–1560 1360–1410
DR3 4–3 1890–1620 2050–1730 1890–1620 1840–1500 2400–2160 1890–1620 2080–1820 2050–1730 2050–1730 2080–1820
DR2 3–2 1490–1255 1600–1340 1490–1255 1250–970 1960–1730 1490–1255 1460–1200 1600–1340 1600–1340 1460–1200
DR1 2–1 1260–1010 1360–1110 1260–1010 760–650 1690–1320 1255–1010 920–730 1360–1110 1360–1110 920–730
Low 1–L 675–480 770–590 675–480 330–120 960–720 675–480 330–120 770–590 770–590 330–120
4–3 840–640 1085–715 880–670 645–435 1270–840 820–625 775–575 1190–770 927–699 560–370
3–2 700–565 790–575 730–575 545–385 870–705 705–550 645–475 800–625 728–600 475–320
Closed DR4 2–1 545–395 600–430 575–425 415–235 600–370 570–425 465–325 640–475 582–465 370–160
1–L 240–100 ** ** ** ** 240–100 ** 300–200 260–167 **
LU Out 290 MIN 290 MIN 290 MIN 290 MIN 350 MIN 365 MIN 270 MIN 640–475 615–474 —

COLUMN ENGINE
AY CONVENTIONAL DIESEL ENGINE — HT 750DRD
DB CONVENTIONAL DIESEL ENGINE — HT 750DRD (NO LOCKUP)
AU, CH CONVENTIONAL DIESEL ENGINE — HT 750CRD (3.69 GEAR RATIO)
CB, AW, AX CONVENTIONAL DIESEL ENGINE — HT 754CRD (3.69 GEAR RATIO) (2ND RANGE START)
CK CONVENTIONAL DIESEL ENGINE — HT 750DRD
3–19
CX, DA CONVENTIONAL DIESEL ENGINE — HT 754CRD (NO LOW LOCKUP) (RGL)

Engine Governed Speed — rpm 1950– 2100 1950 2300
2050
Column (Engine) DE DF DG DH DL
Throttle
Low LC–LL * — * — *
L–1 ** ** ** ** **
1C–1L 370–460 700–880 430–520 571–710 490–580
DR4 1–2 605–645 980–1050 650–690 880–950 690–750
2–3 965–1005 1240–1330 1040–1080 1171–1234 1100–1170
Full
3–4 1390–1435 1600–1700 1500–1545 1480–1560 1650–1740
DR3 4–3 1840–1500 2050–1730 1850–1520 2050–1730 2020–1700

DR2 3–2 1250–970 1600–1340 1280–960 1600–1340 1410–1145
DR1 2–1 760–650 1360–1110 780–620 1360–1110 885–705
Low 1–L 330–120 770–590 330–120 770–590 370–155
4–3 790–620 1190–770 845–620 927–699 820–550
3–2 665–515 800–625 640–500 728–600 660–440
Closed DR4 2–1 490–375 640–475 505–390 582–465 570–370
1–L ** ** ** ** **
LU Out 240 MIN 640–475 320 MIN 815–474 250 MIN

COLUMN ENGINE
DE, DG, DL HIGH TORQUE RISE ENGINE — HT 750DRD
3–20
DF, DH CONVENTIONAL DIESEL ENGINE — HT 754CR (NO LOW LOCKUP) (RGL) (2ND RANGE START)
3–12. EXTERNAL LINES AND 3. Perform a cold check of the transmission fluid
OIL COOLER level and adjust as necessary.
4. Install an accurate tachometer (do not rely on
a. External Lines
the vehicle tachometer).
1. Inspect for loose or leaking connections; 5. Install a temperature gauge with the probe in
worn or damaged hoses, or tubing; and loose the transmission converter-out (to cooler) line.
fastenings.
2. Examine the radiator coolant for traces of WARNING!
transmission fluid. This condition indicates a To help avoid injury or property damage caused
faulty heat exchanger. by sudden and unexpected vehicle movement, do
not start a stationary stall test until you:
b. Oil Cooler. Transmission operation at abnormally • Put the transmission in N (Neutral)...and
high temperatures can cause the oil cooler to clog as • Apply the parking brake and emergency
well as transmission failure. Thoroughly clean the oil brakes and make sure they are properly en-
cooler system after each major or minor rebuild (Para- gaged...and
graph 3–8e). Failure to do so may cause poor perfor- • Chock the wheels and take any other steps
mance, overheating and transmission damage. For rec- necessary to keep the vehicle from moving.
ommendations for cleaning or flushing the oil cooler,
see the vehicle Service Manual. 6. Block the vehicle wheels.
7. Start the engine and let the transmission sump
3–13. TRANSMISSION STALL TEST warm to normal operating temperature (160–
200˚F; 71–93˚C).
a. Purpose
8. Perform a hot check of the transmission fluid
1. Stall testing is performed to determine whether level and adjust as necessary.
a power complaint is due to an engine problem 9. Turn all engine accessories OFF.
or a transmission malfunction.
10. Notify everyone to stay clear of the vehicle.
2. Stall speed is the maximum engine rpm attain-
able when the engine is at full throttle and
CAUTION:
when the torque converter turbine is not mov-
ing, or “stalled.” The stall condition causes a rapid rise in fluid
temperature; never maintain the stall for more
3. During a stall test, compare the actual engine than 30 seconds at any one time. Do not let the
speed at full throttle stall with established vehi- converter-out fluid temperature exceed 300˚F
cle manufacturer’s specifications. (149˚C). During stall conditions, converter-out
temperatures rise much faster than internal tem-
peratures. Do not use internal fluid temperature
NOTE: to determine the length of the stall condition. If
Engine stall point data can be obtained from the ve- the stall test is repeated, do not let the engine
hicle manufacturer or from the equipment dealer or overheat. Allow the system to cool down between
distributor. stall checks by performing the cool-down as de-
scribed in Paragraph 3–13e. If the unit does not
have a converter-out temperature gauge, do not
4. Stall tests are used as troubleshooting proce- stall the converter.
dures only — do not perform them as general
checks or maintenance.
CAUTION:
b. Stall Test Preparation
Do not attempt to stall test the HT 750 or 754CR
1. Make sure the fuel control linkage goes to full transmission in R (Reverse), or the HT 750DR in
throttle and does not stick when released. first range. The extremely high torque produced
in either of these ranges may damage the trans-
2. Check the air induction system for restrictions. mission and/or the vehicle driveline.

engine load condition. Perform this check im-
NOTE: mediately after the engine speed has been re-
• For vehicles with engines not equipped with smoke corded in the stall test.
controls, proceed to Paragraph 3–13c.
2. Record the converter-out fluid temperature.
• For vehicles with engines equipped with smoke
controls, skip Paragraph 3–13c and proceed to 3. With the transmission remaining in N (Neu-
Paragraph 3–13d. tral), run the engine at 1200–1500 rpm for two
minutes to cool the fluid.
c. Stall Test Procedures — Vehicles Without 4. At the end of two minutes, record the con-
Smoke-Controlled Engines verter-out fluid temperature. Converter-out
1. Apply the vehicle parking and service brakes. fluid temperature should return to within the
limits of normal operation.
2. Shift to D (Drive).
3. Slowly accelerate to full throttle. f. Results
4. When the tachometer levels off, record the
maximum engine rpm attained. NOTE:
5. Slowly release the throttle. Environmental conditions, such as ambient temper-
ature, altitude, engine accessory loss variations, etc.,
6. Shift to N (Neutral).
affect the power input to the converter. Under such
7. Skip Paragraph 3–13d and proceed immedi- conditions, a stall speed deviation up to ±150 rpm
ately with Paragraph 3–13e — Cool-Down from specification can be accepted as within normal
Check. range.
d. Stall Test Procedures — Vehicles With

Smoke-Controlled Engines 1. An engine stall speed more than 150 rpm be-
low the stall speed specified by the engine
NOTE: manufacturer indicates an engine problem,
such as the need for a tune-up.
Because smoke controls and throttle-delay mecha-
nisms inhibit engine acceleration, the stall testing may 2. An engine stall speed more than 150 rpm
need to be performed while the vehicle is moving. above specification indicates a transmission
problem, such as slipping clutches, cavitation,
1. Locate an isolated area to perform the driving or torque converter failure.
stall test.
3. An extremely low stall speed, such as 33 per-
2. Select a hold range that will limit road speed cent of the specified engine stall rpm, during
(usually 2nd or 3rd range). which the engine does not smoke, could indi-
3. Operate the engine at full throttle, maximum cate a freewheeling torque converter stator.
governed rpm.
4. If the engine stall speed conforms to specifica-
4. Slowly depress the vehicle service brakes
tion, but the transmission fluid overheats, refer
while staying at full throttle.
to the cool-down check. If the fluid does not
5. When the vehicle comes to a stop, record the cool during the two-minute cool-down check, a
engine rpm. This is the stall speed. stuck torque converter stator could be indi-
cated.
6. Proceed immediately with Paragraph 3–13e —
Cool-Down Check. 5. If the engine stall speed does not conform to
specification and the cool-down check shows
e. Neutral Cool-Down Check Procedure
that the transmission fluid cools properly, re-
1. The neutral cool-down check determines if the fer to Paragraph 3–22 for troubleshooting
transmission fluid cools properly following an procedures.

3–14. PRESERVATION AND STORAGE
NOTE:
a. Storage, New Transmissions (Prior to Installa- When calculating the amount of Biobor® JF re-
tion). New transmissions are tested with preservative quired, use the total volume of the system, not just
fluid and drained prior to shipment. The residual fluid the quantity required to fill the transmission. In-
remaining in the transmission provides adequate pro- clude external lines, filters, and the cooler.
tection to safely store the transmission for one full
year (stored without further treatment, indoors in con- 3. Run the engine for approximately five minutes
ditions of normal climate, and with all shipping plugs at 1500 rpm with the transmission in
installed). N (Neutral).
b. Preservation Methods. When the transmission is 4. Drive the vehicle. Make sure the transmission
stored or remains inactive for an extended period (one shifts through all ranges. If it is equipped with
or more years), specific preservation methods are rec- a converter lockup clutch, make sure the
ommended to prevent damage due to rust, corrosion, lockup clutch activates.
and organic growth in the fluid. Preservation methods 5. Continue running the engine at 1500 rpm with
are presented for storage with and without transmis- the transmission in N (Neutral) until normal
sion fluid. operating temperature is reached.
c. Storage, One Year — Without Fluid
CAUTION:
1. Drain the fluid. If the unit does not have a converter-out temper-
ature gauge, do not stall the converter.
2. If the breather can be easily removed, spray 1
fluid ounce (30 milliliters) of VCI #10 (or 6. If normal operating temperature is less than
equivalent) into the transmission through the 225˚F (107˚C), shift the transmission to for-
breather hole. Also, spray 1 fluid ounce (30 ward range and stall the converter. Do not ex-
milliliters) through the fill tube hole. If the ceed 225˚F (107˚C).
breather cannot be removed, spray 2 fluid
ounces (60 milliliters) into the transmission 7. As soon as the transmission is cool enough to
through the fill tube hole. touch, seal all openings and the breather with
moisture-proof tape.
3. Seal all openings and breather with moisture- 8. Coat all exposed, unpainted surfaces with pre-
proof tape. servative grease such as petrolatum (MIL-C-
11796), Class 2.
4. Coat all exposed, unpainted surfaces with pre-
servative grease such as petrolatum (MIL-C- 9. If additional storage time is required, repeat
11796), Class 2. Steps (2) through (8) at yearly intervals; ex-
cept, it is not necessary to drain the transmis-
5. If additional storage time is required, repeat sion each year. Just add VCI #10 and Biobor®
Steps (2) and (4) at yearly intervals. JF (or equivalents).
e. Restoring Transmission to Service
d. Storage, One Year — With Fluid
1. Remove all tape from openings and the
1. Drain the fluid and replace the oil filter ele-
breather.
ments (Paragraph 3–7).
2. Wash off all external grease with mineral spir-
2. Fill the transmission to operating level with a
its.
mixture of one part VCI #10 (or equivalent) to
30 parts DEXRON®-III or C-4 transmission 3. If the transmission is new, drain the residual
fluid. Add 1⁄4 teaspoon of Biobor® JF (or preservative fluid. Refill the transmission to the
equivalent) for each 3 gallons (1 milliliter for proper level (Paragraph 3–7) with
every 10 liters) of fluid in the system. DEXRON®-III or C-4 transmission fluid.

4. If the transmission was prepared for storage grease. Install the flange retaining washer and
without fluid, drain the residual fluid and re- nut.
place the oil filter elements. Refill the transmis-
sion to the proper level with DEXRON®-III or
C-4 transmission fluid. CAUTION:
5. If the transmission was prepared for storage The use of an impact wrench requires a means to
with fluid, it is not necessary to drain and refill hold the flange. Failure to hold the flange can
cause internal damage to the transmission.
the transmission with new transmission fluid.
Check for proper fluid level (Paragraph 3–4).
Add or drain transmission fluid as required to
3. Retain the flange with holding bar J 3453.
obtain the proper level.
Tighten output flange nuts to 600–800 lb ft
(813–1085 N·m); tighten input flange nuts to
3–15. RETAINING INPUT OR 450–550 lb ft (610–746 N·m).
OUTPUT FLANGE
3–16. OUTPUT SEAL AND BEARING
a. Removal REPLACEMENT — IN VEHICLE
1. Before removing the retaining nut, check the
number of notches that have been cut into the a. Removal (Foldout 20,A)
wrenching flats by previous technicians (each 1. Disconnect the vehicle drive shaft and remove
notch indicates one time the nut has been re- the flange (refer to Paragraph 3–15).
used). If there are five notches, do not use the
nut. 2. Remove the dust shield and oil seal as de-
scribed in Paragraph 6–22a.
2. If there are less than five notches (or none at
all), remove all dirt and any burrs from the ex- 3. Remove the snapring that retains the output
posed shaft threads. Then, only loosen the nut bearing.
until there is approximately 1⁄16 inch (1.6 mm)
gap between the nut and flange. 4. Using puller tools J 24420 and J 24534, re-
move the rear bearing (Figure 3–8). The legs of
3. Check the running torque while removing the the bearing remover are designed to lock be-
nut. The nut can be reused only if it meets the tween the inner and outer races of the bearing.
following requirements: Do not force the feet of the legs into position.
Forcing may damage the races.
• The first time (no notches) the nut is
removed the running torque must be at least REAR COVER
400 lb in. (45 N·m).
• Each additional time (one to four notches)
the nut is removed the running torque must REAR BEARING
be at least 300 lb in. (34 N·m). J 24534
b. Installation
1. Each time the nut is reused, deeply scribe one
of the wrenching flats. This method of marking
the nut indicates how many times the nut has
been reused.
J 24420
E03604.01
2. Before installing the retainer nut, coat the
thread of the nut with molybdenum disulfide Figure 3–8. Removing Rear Bearing

b. Installation (Foldout 20,A) 2. Remove the two bolts, lockstrip, and shims that
secure the flange retainer to the output shaft.
1. Install output bearing 35 onto the output shaft. Remove the flange retainer.
Use installer J 24447 and driver handle
J 24202-4 to seat the bearing. 3. Remove the output flange using a puller.
4. Remove the oil seal from the disconnect hous-

2. On assemblies prior to S/N 5660, install bev- ing using seal remover J 24171-1, J 24171-2,
eled snapring 34 (bevel toward rear of trans- and J 24171-4.
mission). On later transmissions, the snapring
is not beveled. Be sure the proper snapring is
b. Install Seal
used and is fully expanded into the groove.
1. Refer to Paragraph 4–6f for seal preparation
3. Pack the rear oil seal with high temperature before installing the lip-type seal. Install oil
grease that conforms to MIL-G-3545A. Place seal 19 or 52 (Foldout 23,A) or 6 (Foldout
the seal on oil seal installer J 24202-1A, seal- 23,B), spring-loaded lip first. Use installer
ing lip facing the installer. Attach handle J 24202-1A and driver handle J 24202-4 to seat
J 24202-4. Apply a non-hardening sealer (Per-
the seal against the shoulder in the housing.
fect Sealer No. 4 or equivalent) onto the outer
surface of the rear oil seal. Pre-coated seals do
not require sealer on the OD. 2. Install the output flange onto the shaft.
3. Install retainer 22 or 55 (Foldout 23,A) or 3

4. Insert the seal installer and the seal into the (Foldout 23,B) and two bolts 24 or 57 (Foldout
rear cover and drive the seal into the bore until 23,A) or 1 (Foldout 23,B) (Figure 3–9).
its rearward surface is 0.60–0.70 inch (15.2–
Tighten the bolts sufficiently to ensure the
17.8 mm) in front of the parking brake mount-
flange is firmly seated on the shaft, then re-
ing surface plane.
move the two bolts and retainer.
5. Coat the outer circumference of the dust shield 4. Measure the distance from the counterbored
with non-hardening sealer. Install the shield, flat surface of the output flange (surface A in Fig-
side first, into the rear cover. Press the shield ure 3–7) to the end of the output shaft. Select a
flush to 0.04 inch (1.0 mm) below the surface.
combination of shims 20 and 21, 53 and 54
(Foldout 23,A), or 4 and 5 (Foldout 23,B) that
6. Install the output flange and retainer nut per will be 0.008–0.012 inch (0.20–0.30 mm) less
Paragraph 3–15. than the measured dimension.
5. Install the selected shims, retainer, lockstrip 23

3–17. REPLACING MANUAL or 56 (Foldout 23,A) or 2 (Foldout 23,B) and
DISCONNECT OUTPUT SEAL two bolts for each flange (Figure 3–9). Tighten
the bolts to 96–115 lb ft (130–156 N·m). Bend
a. Remove Seal a corner of the lockstrip against each bolt head.
1. Disconnect the equipment drive shaft from the 6. Connect the equipment drive shaft to the out-
output flange. put flange.

;;;;
;;;
;;;;
;;;
;;;;
;;
;;;;
;
A
;;
;;;;
;
;;
;;;;
;;;;
;
;;;;
;;;;
;;;
;;;;
;;; Shim as required to 0.008– 0.012 in. (0.203–0.305 mm)
below FACE A of flange
Figure 3–9. Measurement to Determine Flange Shim Thickness
3–18. CHECKING OIL PRESSURES

Oil pressures may be checked during operation of the
V03099
through 3–13. Make pressure tests in conjunction

with the troubleshooting procedures outlined in Para-
graphs 3–19 through 3–22. Refer to specifications
transmission to assist in the location of malfunctions. and data, Paragraph 1–6, for pressures.
Pressure check points are shown in Figures 3–10

SEPTEMBER 1974 JANUARY 1976

PRIOR TO S/N 5940 PRIOR TO S/N 11250
LOCKUP MAIN
FRONT MAIN
LUBE
GOVERNOR LOCKUP FRONT
GOVERNOR
SEPTEMBER 1974 JANUARY 1976

AFTER S/N 5939 AFTER S/N 11249
LOCKUP MAIN
MAIN
LUBE FRONT LOCKUP
FRONT
GOVERNOR LUBE GOVERNOR V03605
Figure 3–10. Transmission Check Points — Models Without Input Retarder
3–19. TROUBLESHOOTING — BEFORE shooting. A thorough study of the description and op-
REMOVAL OR OPERATION eration of the components and hydraulic system is
helpful in determining the cause of trouble.
a. Visual Inspection. Do not operate the vehicle
prior to completing the procedures described in this NOTE:
paragraph. Inspect for fluid leakage. Visually inspect Changes in sound caused by normal engine thermo-
all splitlines, plugs, and all hoses and tube connections static fan cycling, while climbing a long grade with
at the transmission and cooler. Fluid leakage at split- a heavy load, have been mistaken for transmission-
lines may be caused by loose mounting bolts or defec- related sounds.
tive gaskets. Tighten all bolts, plugs, and connections
where leakage is found. Check to ensure that the mod-
ulator control cable and linkage are free. c. Monitoring Contaminant Levels. Identifying
contaminants and their quantities by transmission fluid
b. System Knowledge. The engine and transmission test analysis may be useful in determining the cause of
must be treated as a single package during trouble- transmission failure. Refer to Paragraph 3–6.

SEPTEMBER 1974
PRIOR TO S/N 5940
EFFECTIVE APRIL 1975

AFTER S/N 8249
NOT ACTIVE
MODULATOR
MAIN LOCKUP
FRONT GOVERNOR
SEPTEMBER 1974
AFTER S/N 5939
NOT ACTIVE
LUBE LUBE
MAIN LOCKUP
FRONT GOVERNOR
NOT ACTIVE
NOT ACTIVE
MODULATOR
MAIN LOCKUP
FRONT GOVERNOR V03606
Figure 3–11. Transmission Check Points — Models With Input Retarder
3–20. TROUBLESHOOTING — DURING until the cause(s) of the trouble are identified using the
OPERATION troubleshooting chart (Paragraph 3–22, Table 3–14).
b. Properly Tuned Engine. To make a thorough test
a. Determine Trouble Cause. If inspection (Para- of the engine-mounted transmission, be sure that the
graph 3–19) does not reveal the cause of trouble and the engine is properly tuned and the fluid level in the
vehicle is operational, further troubleshooting is neces- transmission is correct. (Refer to Paragraph 3–4 for
sary. Do not remove the transmission from the vehicle checking fluid level.)

APRIL 1975
PRIOR TO S/N 8250
LUBE
EFFECTIVE JANUARY 1976

NOT ACTIVE AFTER S/N 11249
MODULATOR
MAIN LOCKUP
FRONT GOVERNOR
APRIL 1975
AFTER S/N 8249
NOT ACTIVE
LUBE
MAIN LOCKUP
FRONT GOVERNOR
LUBE
NOT ACTIVE
MAIN LOCKUP
FRONT GOVERNOR V03607
Figure 3–12. Transmission Check Points — Models With Input Retarder and Engine-Driven PTO
3–21. TROUBLESHOOTING — AFTER 3–22. TROUBLESHOOTING CHART

REMOVAL
The troubleshooting information in Table 3–14 out-
When the malfunction was not identified by tests or in- lines the possible causes of transmission troubles and
spections before removal from the vehicle, the trans- their remedies. Capital letters indicate the symptom;
mission may be mounted in a test stand and checked (if numerals following the symptom indicate several pos-
a test stand is available). Particular attention should be sible causes; corresponding numerals in the right col-
given to proper fluid level in every transmission test. umn indicate remedies for the causes.

NEUTRAL START
SWITCH LOCATION
REAR GOVERNOR
PRESSURE
GOVERNOR FEED
REAR GOVERNOR
PRESSURE REVERSE SIGNAL
SWITCH LOCATION FOURTH CLUTCH (HT)
FIFTH CLUTCH (CLT & CLBT)
E03608.01
Figure 3–13. Transmission Check Points — All Models

Table 3–6. Troubleshooting Chart

Cause Remedy
A. AUTOMATIC SHIFTS OCCUR AT TOO HIGH SPEED

1. Governor valve stuck 1. Clean or replace governor
2. Shift signal valve spring adjustment too tight 2. Back off spring adjusting ring (Paragraph 6–30)
3. Valves sticking 3. Overhaul valve body assembly (Paragraph 6–30)
4. Shift points not properly adjusted 4. Refer to Paragraph 3–10
B. AUTOMATIC SHIFTS OCCUR AT TOO LOW SPEED

1. Governor valve stuck 1. Clean or replace governor
2. Governor spring weak 2. Replace governor
3. Shift signal valve spring adjustment too loose 3. Tighten spring adjusting ring (Paragraph 6–30)
4. Modulator valve stuck 4. Clean or replace modulator valve (Paragraph 6–30)
5. Shift points not properly adjusted 5. Refer to Paragraph 3–10
C. LOW MAIN PRESSURE IN ALL RANGES

1. Low fluid level 1. Add fluid to proper level (Paragraph 3–4)
2. Oil filter element clogged 2. Replace filter
3. Sealring at oil intake pipe (filter output) leaking or 3. Replace sealring
missing
4. Main-pressure regulator valve spring weak 4. Replace spring
5. Control valve body leakage 5. Replace or rebuild valve body assembly
6. Valves stuck (trimmers, relays, and main-pressure 6. Overhaul main valve body assembly and
regulator) main-pressure regulator
7. Oil pump, worn or damaged 7. Replace or rebuild oil pump
D. LOW MAIN PRESSURE IN ONE OPERATING RANGE, NORMAL IN OTHER RANGES

1. Leakage in clutch apply circuits for specific range 1. Replace or rebuild valve body assembly
2. Excessive leakage at clutch piston seals 2. Overhaul transmission and replace seals
E. EXCESSIVE CREEP IN FIRST AND REVERSE RANGES

1. Idle throttle setting too high 1. Adjust throttle setting — refer to vehicle manual
F. LOW LUBRICATION PRESSURE

1. Fluid level low 1. Add fluid to proper level (Paragraph 3–4)
2. Excessive internal fluid leakage 2. Check the valve body mounting bolts; lubrication
valve seat and spring — (refer to C, Low Main
Pressure in All Ranges)
3. Cooler lines restricted or leaking 3. Re-route or replace cooler lines, as necessary
4. Lubrication valve spring weak 4. Replace valve spring

Table 3–6. Troubleshooting Chart (cont’d)
Cause Remedy
G. FLUID LEAKING INTO CONVERTER HOUSING

1 Converter pump hub seal worn 1. Replace seal
2. Converter pump hub worn at seal area 2. Replace pump hub
3. Engine rear seal worn 3. Refer to engine (or vehicle) Service Manual
H. TRANSMISSION OVERHEATING IN ALL RANGES

2. Fluid level high 2. Drain fluid to proper level (Paragraph 3–4)
3. Cooler restricted (fluid or coolant side) 3. Remove restrictions
I. NO RESPONSE TO SHIFT LEVER MOVEMENT

1. Range selector linkage disconnected 1. Connect linkage — refer to vehicle Service Manual
2. Range selector linkage defective or broken 2. Repair or replace linkage — refer to vehicle Service
Manual
3. Main pressure low 3. Refer to C
4. Range selector not engaged at control valve 4. Install or replace parts involved (inside oil pan)
J. ROUGH SHIFTING
1. Manual selector linkage out of adjustment 1. Adjust linkage
2. Control valves sticking 2. Replace or rebuild control valve assembly
(Paragraph 6–30)
3. Modulator valve sticking; spring adjustment too tight 3. Repair or replace valves; back off spring adjustment
(Paragraph 6–30)
4. Modulator actuator cable kinked or out of adjustment 4. Replace or adjust actuator cable — refer to vehicle
Service Manual
K. DIRTY FLUID
1. Failure to change fluid at proper interval 1. Change fluid, install new filter (Paragraph 3–7)
2. Heat excessive 2. Refer to H
3. Clutch failure 3. Overhaul transmission
4. Damaged oil filter 4. Replace filter (Paragraph 3–7)
L. FLUID LEAKING AT OUTPUT SHAFT

1. Oil seal at output flange worn or damaged 1. Replace seal
2. Flange worn at seal surface 2. Replace flange

Cause Remedy
M. HIGH STALL SPEED (Refer to Paragraph 3–13)

2. Clutch pressure low 2. Refer to D
3. Forward clutch slipping 3. Rebuild forward clutch (Paragraph 6–13)
4. First clutch slipping 4. Rebuild first clutch (Paragraph 7–3 or 7–4)
5. Fourth clutch slipping (reverse) 5. Rebuild fourth clutch (Paragraph 6–14)
6. Low clutch slipping (5 speed) 6. Rebuild low clutch (Paragraph 7–4)
N. LOW STALL SPEED (Refer to Paragraph 3–13)

1. Engine not performing efficiently 1. Refer to engine manufacturer’s manual or vehicle
Service Manual; may be due to high altitude
2. Broken converter parts 2. Replace converter assembly
O. CLUTCH SLIPPAGE IN ALL FORWARD RANGES

1. Fluid level low 1. Add fluid to proper level
2. Clutch (main) pressure low 2. Refer to C
3. Forward clutch slipping 3. Rebuild forward clutch and replace piston sealrings
4. Sealrings on front support hub worn or broken 4. Replace sealrings
P. CLUTCH SLIPPAGE IN FIRST AND REVERSE RANGES ONLY (HT 740)

1. First clutch slipping 1. Rebuild clutch and replace piston sealrings
Q. CLUTCH SLIPPAGE IN FIRST AND REVERSE RANGES ONLY (HT 750CR)

1. Low clutch slipping 1. Rebuild clutch and replace piston sealrings
R. CLUTCH SLIPPAGE IN FIFTH AND REVERSE RANGES ONLY (HT 750CR, DR)
1. Fourth clutch slipping 1. Rebuild clutch and replace piston sealrings
S. CLUTCH SLIPPAGE IN ALL FORWARD RANGES, BUT NO SLIPPAGE IN REVERSE (All Models)
1. Forward clutch slipping 1. Rebuild clutch and replace piston sealrings
T. CLUTCH SLIPPAGE IN FOURTH AND REVERSE RANGES ONLY (HT 740)

1. Fourth clutch slipping 1. Rebuild clutch and replace piston sealrings
U. CLUTCH SLIPPAGE IN THIRD RANGE ONLY (HT 740)

1. Third clutch slipping 1. Rebuild clutch and replace piston sealrings
V. CLUTCH SLIPPAGE IN SECOND RANGE ONLY (HT 740)

1. Second clutch slipping 1. Rebuild clutch and replace piston sealrings
W. CLUTCH SLIPPAGE IN FOURTH RANGE ONLY (HT 750CR, DR)

1. Third clutch slipping 1. Rebuild clutch and replace piston sealrings

Cause Remedy
X. CLUTCH SLIPPAGE IN THIRD RANGE ONLY (HT 750CR, DR)

1. Second clutch slipping 1. Rebuild clutch and replace piston sealrings
Y. CLUTCH SLIPPAGE IN SECOND RANGE ONLY (HT 750CR)

Z. CLUTCH SLIPPAGE IN SECOND AND REVERSE RANGES ONLY (HT 750DR)

AA. CLUTCH SLIPPAGE IN FIRST RANGE ONLY (HT 750DR)

1. Low clutch slipping 1. Rebuild clutch and replace piston sealrings
AB. VEHICLE MOVES IN NEUTRAL

1. Range selector linkage out of adjustment 1. Adjust linkage properly
2. Forward clutch will not release 2. Rebuild forward clutch
3. Fourth clutch will not release 3. Rebuild fourth clutch
AC. FLUID THROWN FROM FILL TUBE

1. Dipstick loose 1. Tighten cap; replace if necessary
2. Fluid level too high 2. Drain fluid to proper level (Paragraph 3–4)
3. Breather clogged 3. Clean or replace breather
4. Dipstick gasket worn 4. Replace gasket or dipstick
5. Improper dipstick marking (high fluid level) 5. Replace dipstick

Section 4 — GENERAL OVERHAUL INFORMATION
4–1. SCOPE cotter pins during disassembly or assembly of the low
sun gear and hub assembly (Figure 5–54).
This section provides general information for over-
haul, cleaning, and inspection of the transmission. b. Special Tools. Special tools are illustrated in Fig-
Tables include special tools and recommended ures 4–3 through 4–6 and are identified in the tables
replacement of parts and use of service kits. Good following the illustrations.
shop practices, together with recommended proce-
dures, will aid in restoring high quality performance. c. Mechanic’s Tools, Shop Equipment. The fol-
lowing tools, in addition to the common tools ordi-
narily required, must be available.
4–2. TOOLS AND EQUIPMENT
• Snapring pliers
• Micrometer
a. Improvised Tools and Equipment. The follow-
ing items may be improvised: • A 3-leg lifting sling of 1⁄2 ton (454 kg)
capacity with 90 degree angle attaching plates
• Work table —1500 lb (680 kg) capacity (Fig- • Suitable hoist, 1⁄2 ton (454 kg) capacity
ure 4–1) • Container of mineral spirits for cleaning parts
• Overhaul stand (Figure 5–1) • A 100 lb in. (11 N·m) torque wrench
• A 100 lb ft (136 N·m) torque wrench
• Pins to retain low sun gear and hub assembly • A 1000 lb ft (1356 N·m) torque wrench
(Figure 4–2)
• A hot plate or heating equipment (for heating
An improvised tool, similar to that shown in Figure 4–2, bearings or other interference-fit parts to aid
helps to prevent the accidental loss of one or more of the assembly)
48 in.
(120 cm)
78 in.
(200 cm) TRANSMISSION FLUID DRAIN
STEEL TOP
TROUGH
24 in. 16-GAUGE SHEET STEEL
(60 cm) 11⁄2 in. (35 mm) DEEP
11⁄2 in. (35 mm) WIDE
TRANSMISSION 2 x 6 in. BOARD

FLUID DRAIN (5 x 15 cm)
(BOTH SIDES) FOR TOP FRAME
AND LEG BRACKETS
4 x 4 in. LEGS
(10 x 10 cm)
V02733
Figure 4–1. Work Table

• Dry ice or cooling equipment (for cooling it is very important that dirt or foreign material must
sleeves or other interference-fit parts to aid as- not be allowed to enter the transmission. Even minute
sembly) particles can cause the malfunction of close-fit parts
• A press for disassembly and assembly of (such as valves).
spring-loaded clutches, valves, and interfer-
ence-fit parts CAUTION:
• Clean shop cloths (do not use paper cloths)
• Boxes, receptacles for parts Caustic cleaning compounds will damage some
transmission parts. Use only mineral spirits.
• Supply of wood blocks
• Oil-soluble, nonfibrous grease (petrolatum)
• Nonhardening sealer, Permatex® No. 2, or b. Cleaning Parts
equivalent (for plugs, seals, etc.)
1. All the metallic parts of the transmission, ex-
cept bearings and friction-faced clutch plates,
4–3. REPLACEMENT PARTS should be thoroughly cleaned with mineral
spirits or by the steam cleaning method. Do not
a. Ordering Information. Refer to the current issue use caustic soda solution for steam cleaning.
of Parts Catalog PC1268EN for parts information. Use only mineral spirits to clean friction-faced
b. Parts Normally Replaced. The following parts clutch plates.
are normally replaced at each transmission overhaul.
2. Parts should be dried with compressed air.
• Gaskets Steam-cleaned parts should be oiled immedi-
• Lockstrips ately after drying.
• Washers or snaprings damaged by removal 3. Clean oil passages by moving a piece of soft
• Oil seals, piston sealrings wire back-and-forth through the passages and
flushing with mineral spirits. Dry the passages
WARNING! with compressed air.
Do not burn discarded Teflon® seals; toxic gases 4. Examine parts, especially oil passages, after
are produced by burning. cleaning to make certain they are entirely
clean. Reclean if necessary.
4–4. CAREFUL HANDLING
1⁄ 8
x 11⁄4 in. (3 x 30 mm)
During all rebuild procedures, parts and subassemblies COTTER PIN (4)
must be handled carefully to prevent nicking, scratch- CHAIN, BEAD CHAIN,
FLEXIBLE CABLE OR
ing, and denting. Parts with close operating tolerances PLASTIC LINKS (4)
can bind if damaged. Parts that depend upon smooth
surfaces for sealing may leak if scratched. This is very SHEET METAL
important for control valve body assembly parts DISK
3 inch
(valves, when dry, must move freely by their own (8 mm) 9 inch
weight). These parts must be carefully handled and APPROX. (230 mm)
MIN
protected during removal, cleaning, inspection, and
installation as well as kept clean while in storage con-
tainers.
4–5. CLEANING, INSPECTION

V02146
a. Dirt Causes Malfunction. All parts must be
clean to permit effective inspection. During assembly, Figure 4–2. Low Sun Gear and Hub Pins

GENERAL OVERHAUL INFORMATION
2 4 8
5
6
11 13
14
9
15
12
10
17
16 18
19
20
21
V03609
Figure 4–3. Special Tools (1 through 21)

28
24
25 27
26
23
22
29 30 33
32 32
31
34 35 36 37 38 39
41
40
42
43
45 47
48
49
46
44 44
V03610

50 52
53
54
51
56 58
57
55
59 60
62
61 67
63
68 69
64
65
70 71 72 73
66
76
77
79 80
75 78
74
V03611

81 86 87
84
82
83
85
88
89 90
98
99
94
91 95 96 100
93
97
92 101
102
103
104 105
107 109
106 108
E03612.01

Table 4–1. Special Tools

Tool No. Figure Item Description Reference Paragraph
J 1126 4–6 99 Converter housing guide screws, 1⁄2-13 (part of J 24315) 7–12a
J 3387-2 4–6 100 Oil pan guide screw, 5⁄16-18 x 3 (2) (part of J 24315) 5–6a, 7–17a, b
J 6125-1 4–3 9 Slide hammer (used with J 24205-2 and J 24412-2) 6–22a
J 6889-1 4–6 102 Pitot tube guide screw #10–32 x 6 (2) (part of J 24315) 7–12a, 7–13a
J 8092 4–4 38 Driver handle (used with J 24371, J 24197, J 24769, 6–6c, 6–20
J 24368)
J 8433-1 4–5 74 Puller body 5–8a
J 8646-2 4–4 47 Puller body screw 5–8a
J 22214-4 4–5 75 Forcing screw 5–8a
J 23544-A 4–6 106 Idler gear spindle puller set 6–24a
J 23544-1 4–6 107 Idler gear spindle puller screw, 1⁄2-20 thread 6–24a
J 23544-2 4–6 108 Idler gear spindle remover 6–24a
J 23544-5 4–6 109 Idler gear spindle puller screw, 11⁄4-12 thread 6–24a
J 24171 4–4 22 Seal and dust shield remover 3–17a, 6–22a
J 24171-1 4–4 23 Jaw attachment 3–17a, 6–22a
J 24171-2 4–4 24 Rod assembly 3–17a, 5–8c, 6–22a
J 24171-4 4–4 25 Slide hammer 3–17a, 5–8c, 6–22a
J 24192 4–4 29 Clutch pack clearance gauge (forward, fourth) 6–13e, 6–14c
J 24194 4–4 30 Clutch pack clearance gauge (first, second, low) 7–3a
J 24195 4–3 5 Center support lifting bracket 5–12a, 5–15b, 7–3b,
7–4b, 7–6a, b, 7–8a, b,
7–10a, b
J 24196 4–3 19 Main shaft lifting bracket 5–12b, 5–15b, 7–6b,
7–8a, 7–10a
J 24197 4–4 31 Front support needle bearing installer 6–6c
J 24198 4–4 26 Oil pump and dust shield installer (used with J 24202-4) 6–6c, 6–22b
J 24200 4–3 6 Collector ring installer and staking set 6–13e
J 24200-1 4–3 7 Staking tool 6–13e
J 24200-2 4–3 8 Collector ring installer 6–13e
J 24201 4–4 41 Sun gear shaft bushing installer 6–16b
J 24202-1A 4–4 27 Output shaft seal installer (used with J 24202-4) 3–16b, 3–17b, 6–22b
J 24202-4 4–4 28 Driver handle (used with items J 24198, J 24202-1, 3–16b, 3–17b, 6–6c,
J 24447) 6–22b
J 24203 4–4 37 Output shaft bushing installer 6–22b
J 24204 4–3 1 Clutch spring compressor set 6–25a
J 24204-1 4–3 2 Low- and first-clutch spring compressor 6–22a, b
J 24204-2 4–3 3 Bar and stud assembly 6–14a, c, 6–22a, b

Table 4–1. Special Tools (cont’d)
J 24204-3 4–3 4 Forward- and fourth-clutch spring compressor 6–13a, 6–14a, c
J 24205-A 4–6 91 Speedometer driven gear bushing remover and 6–22a, b
installer set
J 24205-1 4–6 92 Speedometer driven gear bushing installer 6–22b
J 24205-2 4–6 93 Speedometer driven gear bushing remover 6–22a
J 24207 4–4 40 Front planetary bushing sleeve installer 6–19c
J 24208-D 4–3 10 Center support compressor set
J 24208-1 4–3 11 Compressor bolt 7–3b, 7–4b
J 24208-2 4–3 12 Compressor sleeve 7–3b, 7–4b
J 24208-3 4–3 13 Compressor bar (bar is also used as gear pack support) 5–15a, b, 7–3b, 7–4b,
7–6a
J 24208-25 4–3 15 Selective snapring gauge assembly 7–3b, 7–4b
J 24209 4–3 21 Fourth-clutch lifting fixture 5–11a, 7–11a
J 24210 4–3 17 Low- and first-clutch piston inner seal protector 6–22b, 6–25b
J 24216-01 4–3 18 Forward-clutch piston inner seal protector 6–13e
J 24217 4–4 35 Main shaft orifice installer
J 24218-2 4–3 16 Stator cam spring and roller retainer ring 6–4c
J 24219 4–3 20 Lockup valve and main pressure regulator spring 6–6a, c
compressor
J 24221 4–6 82 Fourth-clutch alignment fixture 7–11b
J 24310 4–5 52 Transmission holding fixture 5–2a
J 24314 4–4 42 Valve ring adjuster 3–11b
J 24315 4–6 97 Guide pin set consists of two: J 1126, J 3387-2,
J 6889-1, J 24315-1, J 24315-2, J 24315-3
J 24315-1 4–6 101 Oil pump guide screw, 3⁄8-16 x 6 (2) 6–6c
J 24315-2 4–6 103 Flywheel guide screw, 3⁄8-24 x 2 (2) 7–18a, 7–18b
J 24315-3 4–6 98 Valve body guide screw, 1⁄4-20 x 5 (2) 5–7a, b, 7–16a, b
J 24365 4–5 53 Flywheel lifting bracket 5–5b, 7–18a
J 24369 4–4 34 Main and output shaft orifice plug installer 6–16c, 6–17b, 6–22b,
6–25b
J 24371 4–6 86 Low sun gear bushing installer 6–20
J 24412-2 4–6 87 Valve pin remover (used with J 6125-1)
J 24420 4–4 33 Universal puller body (used with J 24534) 3–16a
J 24447 4–5 50 Rear bearing installer (used with J 24202-4) 3–16b
J 24453 4–5 51 Retaining ring installer 6–15b, 6–21b
J 24534 4–4 32 Rear bearing puller legs (2) (used with J 24420) 3–16a
J 24769 4–4 39 Output shaft bushing installer (HT 750DR, used with 6–22b
J 8092)

J 25000-1 4–6 105 Valve body and governor test stand 3–11a
J 25000-227 4–6 89 Valve body test stand adapter
J 25007 4–4 43 Torque converter pump bearing puller 5–8a
J 25007-2 4–4 44 Leg and nut assembly (4) 5–8a
J 25007-3 4–4 45 Puller head 5–8a
J 25007-4 4–4 46 Sleeve 5–8a
J 25458-3 NI Bushing installer 6–16b
J 25562 4–4 49 Output shaft needle bearing installer (used with J 8092) 6–25b
J 25587-01 4–5 55 Planetary rebuilding set 6–4b, 6–19b
J 26282 4–4 36 Shift lever seal installer 6–23b
J 26401 4–6 90 Shift lever seal remover 6–23a
J 26598-A 4–5 56 Converter pump snapring remover and installer 5–8a, 7–15a
J 26857 NI Pump gear gauge set 6–6c
J 26899 4–5 78 PTO gear removing fixture set 6–13a
J 26899-1 4–5 80 Inner ring driver 6–13a
J 26899-2 4–5 79 Outer ring support 6–13a
J 26901-A 4–5 76 Puller bolts, 3⁄8-24 thread 5–8a
J 26997-A 4–5 58 Sun gear bushing swaging tool set 6–16b
J 26997-1 4–5 59 Swaging tool 6–16b
J 26997-2 4–5 60 Collar 6–16b
J 28525 4–6 83 Center support bushing installer and staking set 6–15b
J 28525-1 4–6 84 Center support bushing staking tool 6–15b
J 28525-2 4–6 85 Center support bushing installer 6–15b
J 28557 4–5 77 Front support rear bearing remover 6–6a
J 28646-A 4–5 54 Charging pump bearing installer 6–6c
J 28684 4–6 81 Governor support pin installer 6–22b
J 29121 4–5 61 Stator rivet tool set 6–4b
J 29121-1 4–5 62 Rivet punch staker 6–4b
J 29121-2 4–5 63 Base plate 6–4b
J 29121-3 4–5 64 Rivet remover pin 6–4b
J 29121-4 4–5 65 Top plate 6–4b
J 29198-3 4–5 57 Sealring groove gauge 6–6b, 6–15a
J 29535 4–5 67 Turbine hub rivet tool set 6–3c
J 29535-1 4–5 68 Base plate 6–3c
NI — Not Illustrated.

J 29535-2 4–5 69 Guide plate 6–3c
J 29535-3 4–5 72 Staking tool 6–3c
J 29535-4 4–5 71 Rivet remover tool 6–3c
J 29535-5 4–5 70 Drill guide 6–3c
J 29612 4–6 88 Valve body torque wrench 7–16a, b
J 29863 NI Valve body handling tool 6–30c
J 33079-1 4–6 104 Forward clutch and shaft assembly lifter 5–11a, 7–11b
J 33080 4–6 Charging pump driven gear(s) spindle remover and 6–6a, c
installation tool
J 33080-2 NI Retriever 6–6a
J 33080-4 4–6 94 Collet 6–6a
J 33080-7 4–6 95 Height gauge 6–6c
J 33080-20 4–6 96 Bridge assembly 6–6a
J 33163 NI Valve body parts tray set 6–30a
J 33410 NI Neutral start switch installer/remover socket 7–19a
J 34127 4–3 14 Selective snapring gauge 7–3b, 7–4b
4–5 66 Bolt, 5⁄8-11 x 31⁄4 6–4b
4–5 73 Bolt, 1⁄2-13 x 31⁄2 6–3c
J 34814 NI PTO, turbine driven backlash gauge 7–23b
NI — Not Illustrated.
c. Cleaning Bearings tion. Observe the following rules to ensuring maxi-

mum bearing life.
1. Bearings that have been in service must be
thoroughly washed in mineral spirits.
1. Do not remove the wrapper from new bearings
2. Soak the bearings in mineral spirits if they are until ready to install them.
extremely dirty or filled with hardened grease.
2. Do not remove the grease in which new bear-
3. Before inspection, oil the bearings with the
ings are packed.
same type of oil used in the transmission.
3. Do not lay bearings on a dirty bench. Place
WARNING! them on a clean paper or lint-free cloth.
Never dry bearings by spinning them with com-
pressed air. A spinning bearing can disintegrate, 4. If assembly is not immediately completed,
allowing balls or rollers to become lethal flying wrap or cover the lubricated bearings with
projectiles. Also, spinning a bearing without lu- clean paper or lint-free cloth to keep out dust.
brication can damage the bearing.
e. Inspecting Cast Parts, Machined Surfaces
d. Keeping Bearings Clean. The presence of dirt or
grit in ball bearings is the usual cause of bearing fail- 1. Inspect bores for wear, scratches, grooves and
ures. Keep bearings clean during removal and installa- dirt. Remove scratches and burrs with crocus

cloth. Replace parts that are deeply scratched 5. Inspect the ribs inside the main housing for re-
or grooved. action clutch plate wear grooves. Replace
housings that have wear grooves beyond wear
2. Inspect all oil passages for obstructions. If an limits. (Refer to Table 8–1, Wear Limits.)
obstruction is found, remove it with com- 6. Replace housings or other cast parts that are
pressed air or by working a soft wire back and cracked.
forth through the passage, flushing it out with
7. Inspect all machined surfaces for damage that
mineral spirits.
could cause fluid leakage or other malfunction
of the part. Rework or replace the defective
3. Inspect mounting faces for nicks, burrs, parts.
scratches, and foreign matter. Remove these
8. Inspect the fluid tracks in the valve body and
defects with crocus cloth or a soft stone. If
main housing for porosity, broken lands,
scratches are deep, replace the defective part. cracks, dirt, and land surface imperfections.
These imperfections may cause severe fluid
4. Inspect threaded openings for damaged leakage and lead to transmission failure. The
threads. Clean damaged threads using the cor- oil tracks identified in Figure 4–7 assist in lo-
rect size used tap (a new tap can cut oversize). cating troubled areas.
THIRD AND
TRIMMER LUBRICATION FIRST FOURTH MODULATOR
EXHAUST EXHAUST SECOND FOURTH
MODULATOR
FOURTH
LOW LOCKUP FEED
DRIVE 1 THIRD
FIRST AND
LOW GOVERNOR
FIRST
LUBRICATION
EXHAUST
MAIN
FIRST
FORWARD
REGULATOR
GOVERNOR SECOND
FEED
FORWARD
FORWARD
REGULATOR
MAIN GOVERNOR GOVERNOR LOW REVERSE DRIVE 1

REVERSE SIGNAL E03614.01
Figure 4–7. Main Housing Valve Body Mounting Surface Tracks

f. Inspecting Bearings h. Inspecting Sealrings, Gaskets
1. Inspect bearings for roughness of rotation. Re- 1. Inspect piston sealrings and lip-type seals for
place a bearing if its rotation is still rough after nicks, cuts, tears, splits and pattern damage. A
cleaning and lubricating. damaged seal can indicate rough or sharp
edges in piston grooves or on a mating surface
2. Inspect bearings for scored, pitted, scratched, that could damage a new seal.
cracked, or chipped races, and for excessive
wear of rollers or balls. Replace the bearing if 2. Replace all composition gaskets.
any of these defects are found. 3. Inspect hook-type sealrings for wear, broken
hooks, and distortion.
3. Inspect the defective bearing housing and shaft
for grooved, burred, or galled conditions that 4. Install a new hook-type sealring if the ring
indicates the bearing had been turning in the shows any wear on the OD, or if there is exces-
bore or on the shaft. Replace the defective part sive side wear.
if the damage cannot be repaired with crocus
cloth. 5. The sides of the sealring must be smooth
(0.005 inch (0.13 mm) maximum side wear).
4. When installing a bearing on a shaft, heat the The sides of the shaft groove (or the bore) that
bearing to 200˚F (93˚C) in a fluid bath (ap- the sealring fits into should be smooth (50 mi-
proximately 30 minutes). Use the proper size croinches (1.27 micrometers) equivalent) and
installation sleeve and a press to seat the bear- square with the axis of rotation within 0.002
ing. inch (0.05 mm). Install a new sealring if the
sides of the grooves have to be reworked.
5. When removing a bearing, do not apply pres-
sure across the balls. This can cause burnelling 6. Inspect clutch housing sealring surfaces for
and bearing failure. nicks, burrs, dents, or displaced metal that
could interfere with mating parts or damage
6. If a bearing must be removed or installed with- the piston seal. Remove raised metal, sharp
out a sleeve, press only on the race which is ad- edges, burrs, or nicks with a soft stone and cro-
jacent to the mounting surface. If a press is not cus cloth. Thoroughly clean all residue from
available, seat the bearing with a drift and housing prior to assembly.
hammer by driving against the supported race.
7. Inspect sealring grooves in the piston for nicks,
g. Inspecting Bushings, Thrust Washers burrs, dents, or displaced metal that could
damage the seal. Remove raised metal, sharp
1. Inspect bushings for scores, burrs, roundness, edges, burrs, or nicks with a soft stone and cro-
sharp edges, and evidence of overheating. Re- cus cloth. Thoroughly clean all residue from
move scores with crocus cloth. Remove burrs the piston prior to assembly.
and sharp edges with a scraper or knife blade.
Replace a bushing, using the proper size re- i. Inspecting Gears
placement tool, if it is out-of-round, deeply 1. Inspect gears for scuffed, nicked, burred, or
scored, or excessively worn. broken teeth. Replace the gear if the defect
cannot be removed with a soft stone.
CAUTION:
2. Inspect gear teeth for wear that may have de-
When a defective bushing is removed, care
should be taken to prevent damage to the bush- stroyed the original tooth shape. Replace the
ing bore. gear if this condition is found.
3. Inspect the thrust face of gears for scores,
2. Inspect thrust washers for distortion, scores, scratches, and burrs. Remove these defects
burrs, and wear. Replace the thrust washer if it with a soft stone. Replace the gear if scratches
is defective or worn. and scores cannot be removed.

j. Inspecting Splined Parts. Inspect splined parts
for stripped, twisted, chipped, or burred splines.
Remove burrs with a soft stone. Replace the part if other CLUTCH PLATE
LEVEL SURFACE
defects are found. Spline wear is not considered detri-
mental except when it affects the fit of the splined parts.
k. Inspecting Threaded Parts. Inspect parts for
burred or damaged threads. Replace damaged parts if Measure here for cone V00778
the burrs cannot be removed with a soft stone or fine

file.
Figure 4–8. Method of Measuring Clutch Plate Cone
l. Inspecting Snaprings. Inspect and replace all
snaprings found with nicks, distortion, and excessive
wear. The snapring must snap tight in its groove for q. Inspecting Sealing Surfaces
proper functioning. 1. At locations contacted by hook-type and butt-
m. Inspecting Springs. Inspect and replace all joint sealrings, inspect the ID for step-wear,
springs found with signs of overheating, permanent nicks, scratches, and scoring. Remove only the
set, or wear due to rubbing adjacent parts. Refer to raised metal portion of these defects with a soft
Table 8–2, Spring Data. stone or crocus cloth. Polishing the area to re-
move the defect is not necessary or desirable.
n. Inspecting Clutch Plates If the defects are severe replace the defective
1. Inspect friction-faced steel plates (internal- part.
splined plates) for burrs, embedded metal parti-
2. At locations contacted by spring-loaded, lip-
cles, severely pitted faces, loose facings, exces-
type seals, inspect for nicks, scratches, rough-
sive wear, cone, cracks, distortion, and damaged
ness, or other surface irregularities. Also in-
spline teeth. Remove burrs using a soft honing
spect for embedded particles, step wear, and
stone. Replace plates which have other defects.
dirt on flanges or other components exposed to
2. Inspect steel plates (external-tanged plates) for external contamination. Remove the defects
burrs, scoring, excessive wear, cone, distortion, and restore the finish. Replace the part if scores
imbedded metal, galling, cracks, breaks, and or scratches permits fluid leakage.
damaged tangs. Remove burrs and minor sur-
face irregularities using a soft honing stone.
Replace plates which have other defects. 4–6. ASSEMBLY PROCEDURES
3. Determine the amount of cone in clutch plates a. Clutches, Pistons
by measuring the distance between the ID of
the plate and a level surface (Figure 4–8). Dis- 1. After clutch pack clearances have been estab-
card plates having excessive cone (refer to lished, soak each friction-face clutch plate
Wear Limits, Table 8–1). When assembling a (two-minute minimum) in transmission fluid
clutch pack, soak friction-faced clutch plates (2 prior to final assembly.
minute minimum) in transmission fluid. En-
sure that each plate is installed so the cone of 2. Apply a generous amount of transmission fluid
each plate faces the same direction as the cone to the piston cavity prior to final assembly.
of the adjacent plates.
3. Assemble clutch plates so that the cone of each
o. Inspecting Swaged, Interference-Fit Parts. plate faces the same direction as the cone of
Replace the assembly if there is evidence of looseness. the adjacent plates.
p. Inspecting Balls in Clutch Housings. Inspect all
balls in rotating clutch housings for free movement. b. Parts Lubrication. Lubricate all moving parts
Any restriction could prevent the ball from seating with transmission fluid during final assembly. The
during clutch application. Inspect staking that retains lubricant helps protect the friction-faced surfaces and
the balls. ferrous metals until the unit is in service.

c. Threaded Plugs, Hydraulic Fittings cation. The precoated seals do not require any
additional sealant before installation.
1. New precoated plugs. New plugs precoated
with Teflon® do not need preparation for as- 3. Nonhardening sealing compound. The circum-
sembly. ference of some seals is not precoated with a
dry sealant. A nonhardening sealant should be
2. Reused or uncoated plugs, hydraulic fittings. applied to the circumference of these seals be-
Prepare the threads with a small amount of fore installation.
nonhardening sealer, such as Loctite® Pipe
g. Butt-Joint Sealrings
Sealant with Teflon®, or equivalent. Do not use
Teflon® tape. 1. Butt-joint sealrings require special handling
during assembly. The sealrings contain materi-
CAUTION: als that absorb moisture from the atmosphere
and expand the sealring. The sealrings are
Inaccurate torque can cause leakage and cracked sealed in air-tight packages and should not be
housings. Tighten all pipe plugs to the torque
opened until installation into the transmission.
specified in the assembly procedure and on the
exploded views. Check the end clearance to ensure that the seal-
ring has not been expanded before installing
the sealring.
d. Grease Used for Assembly. Use oil-soluble
grease with a low melting point (petrolatum) to tempo-
rarily retain parts, butt-joint sealrings, scarf-cut seal- CAUTION:
rings, and hook-type sealrings during assembly with If humidity is allowed to penetrate and expand
mating parts. the butt-joint sealring, the sealring can be dam-
aged during installation. A damaged sealring
leaks fluid from the clutch piston cavity and
CAUTION: causes clutch slippage. Do not open the sealed
Do not use oil-soluble grease to retain cork gas- package until sealring is ready for installation.
kets.
2. Remove the sealring from its sealed package
e. Sealing Compounds, Nonsoluble Greases. Do and place it in position inside the bore that it
not use gasket-type sealing compounds, fibrous will be sealing.
greases, or nonsoluble, vegetable-base cooking com- 3. Check the end clearance of the sealring using a
pounds any place inside the transmission. Do not use feeler gauge. The end clearance must not be
them any place where they could be flushed into the less than 0.010 inch (0.25 mm).
transmission hydraulic system. However, if adhesives
or sealers are required for the oil pan gasket, they may 4. Bake the sealring in an oven at 200–300˚F (90
be applied on the pan mounting flange, but only in the to 150˚C) for 24 hours or install a new sealring
area outside of the flange bead. if the end clearance is less than 0.010 inch
(0.25 mm). Repeat Steps (2) and (3) to ensure
f. Lip-Type Seals that the end clearance is correct.
1. When replacing lip-type seals, ensure the 5. Pack the sealring and its groove with a liberal
spring-loaded lip side is toward the fluid to be amount of oil-soluble grease.
sealed (toward the inside of the unit). Coat the 6. Roll up the sealring to about half its free diam-
inside of the seal with high temperature grease eter and hold it for about 10 seconds. Being
(MIL-G-3545A or equivalent) to protect it dur- careful not to spread the sealring more than
ing shaft installation and to provide lubrication necessary, slide it onto the hub. Place one end
during initial operation. of the sealring into the groove and gradually
work the seal into the groove.
2. Dry sealing compound. The circumference of
some seals are precoated with a dry sealant. h. Interference-Fit Parts. Assembly of interfer-
The sealant is usually colored for easy identifi- ence-fit parts may be accomplished by heating and

chilling the respective parts. The female part can be
heated in an oven or oil bath to 300˚F (150˚C). The NOTE:
male part can be chilled in dry ice. Either one or both Position jack or hoist sling to coincide with the
parts may require this thermal process. However, if the transmission center of gravity, as follows (measured
chill process is used for a ferrous alloy part, coat the rearward from front mounting of transmission to
components with transmission fluid to inhibit rust due engine):
to frost and moisture.
• HT 740D — 13.5 inch (343 mm)
i. Sleeve-Type Bearings. The use of a locking com- • HT 747D — 13.5 inch (343 mm)
pound (Loctite® Sleeve Retainer 601 or equivalent) is
• HT 750CR — 15.5 inch (394 mm)
recommended to retain bushings and sleeve-type bear-
ings that have press-fit tolerances. • HT 754CR — 15.5 inch (394 mm)
• HT 750DR — 15.6 inch (396 mm)
j. Bearings (Ball or Roller)
• HT 750DR DB — 23.5 inch (596 mm)
1. Heat the bearing to 200˚F (90˚C) on an electric
hot plate or in an oil bath when installing a
bearing on a shaft. Bearings must be heated c. Clean Transmission. Clean the exterior of the
long enough for sufficient expansion. Heating transmission. Steam cleaning should be followed
time is determined by the size of the bearing. immediately by disassembly, because condensation
Forty-five minutes is sufficient for the largest allowed to remain in the transmission could cause rust.
bearing in an Allison transmission. Use the
proper size installation sleeve and a press to d. Reconnect at Installation. At installation, all
seat the bearing. items should be reconnected. A transmission jack is
convenient to raise the transmission into its mounting
2. If a bearing must be removed or installed with- position. The transmission should be filled with fluid
out a sleeve, be careful to drive or press only (Paragraph 3–7) and road tested after installation.
on the race adjacent to the mounting surface. If
a press is not available, seat the bearing with a
drift and a hammer, driving against the sup-
ported race. 4–8. WEAR LIMITS
Refer to Section 8 for general and specific information
4–7. REMOVING (OR INSTALLING) covering parts fits, clearances, and wear limits.
TRANSMISSION
a. Drain Fluid. Drain the fluid from the transmis- 4–9. SPRING SPECIFICATIONS
sion before removal from the vehicle (Paragraph 3–7).
For better drainage, the transmission should be warm Refer to Table 8–2, Spring Data for spring identifica-
and allowed to drain overnight. Since applications dif- tion and specifications.
fer, consult the vehicle service manual for specific
instructions for transmission removal and installation.
4–10. TORQUE SPECIFICATIONS
b. Check Linkages and Lines. Check that all link-
ages, controls, cooler lines, modulator actuator cable, Assembly procedures in Sections 6 and 7 specify the
temperature connection, input and output couplings, torque requirements for all bolts and nuts. Torque val-
and mounting bolts are disconnected before transmis- ues are also presented on the foldout illustrations at
sion removal (also, oil fill tube and other equipment the back of this manual. Torque values specified are
such as attached parking brake handle, etc.). Oil lines for dry assembly, except when otherwise noted. Bolts
should be carefully placed out of the way of damage and washers should be washed and dried before
and all openings covered to keep out dirt. assembly.

NOTES

Section 5 — DISASSEMBLY OF TRANSMISSION
5–1. SCOPE 2. On models having a two-bolt top cover on the
converter housing, remove two bolts 13 (Fold-
a. This section covers disassembly of HT 740, out 10,B), two washers (earlier models only),
HT 747, HT 750CR, HT 754CR, HT 750DR, and cover 14, and gasket 15.
HT 750DR DB transmissions. The disassembly
sequence is continuous and includes all models. Where 3. On models having an eight-bolt top cover and
procedures apply to specific models, they will be identi- an eight-bolt side cover on the converter hous-
fied by model. ing, remove eight bolts 28 and 39 (Foldout
11,A); eight washers 27 and 40; covers 26 and
NOTE: 41; and gaskets 25 and 42.
For disassembly of HT 740RS models, follow in-
structions for HT 740 models. 4. On models having a converter-driven PTO,
remove six bolts 61 (Foldout 16,B), six wash-
ers 60, cover 59, and gasket 58.
b. When a procedure does not apply to the specific
model being disassembled, go to the next procedure
which is applicable. NOTE:
c. Certain illustrations will not always illustrate the For HT 750DR DB, proceed to Paragraph 5–3.
model being disassembled, but when the operation is
identical the illustration will correctly illustrate the
procedure. 5. Remove the four bolts that retain the governor
cover and gasket (Figure 5–2). Remove the
d. Refer to Sections 4 and 8 for general information cover and gasket.
as follows:
6. Carefully remove the governor by rotating it
Paragraph Description clockwise while removing it.
4–2 Tools, Equipment
4–3 Replacement Parts 7. Remove the bolt that retains the modulator
4–4 Careful Handling retainer (Figure 5–2). Remove the retainer. On
4–5 Cleaning and Inspection earlier models, remove the modulator actuator
8–1 Wear Limits Data rod (Figure 5–3).
8–2 Spring Data
NOTE:
5–2. REMOVING EXTERNAL For straight-through models, proceed to Paragraph
COMPONENTS 5–5.
a. Mounting Transmission in Overhaul Stand

1. Overhaul stands and mounting of the transmis- HOLDING TOP PTO
COVER
sion varies depending upon transmission FIXTURE
J 24310
model. Figure 5–1 shows the transmission
installed in a typical overhaul stand. FLANGE
RETAINER
RETARDER
VALVE
NUT
2. Before installing holding fixture J 24310 onto
the transmission, remove any bolts that will be
obstructed by the bracket.
b. Removing External Components BOLT (4),
1⁄2-13 x 21⁄2
NUT (4), 1⁄2-13
1. Remove the output flange. Paragraph 3–15 OVERHAUL STAND E03621.01
explains the removal procedure for flanges
retained with a self-locking nut. Figure 5–1. Installing Transmission Overhaul Stand

GOVERNOR
COVER
ACTUATOR ROD
MODULATOR
RETAINER
BOLT, 5⁄16-18 x 3⁄4
E03623.01
Figure 5–3. Removing Modulator Actuator Rod

E03622.01 (Earlier Models)
Figure 5–2. Removing Modulator Actuator Retainer 4. Lift off housing 35 and attached parts. Remove
gasket 30.
5. Remove the upper-rear output disconnect

5–3. REMOVAL OF MANUAL OUTPUT assembly by removing six bolts 25 and lock-
DISCONNECT ASSEMBLIES washers 26.
(Dropbox Models)
6. Lift off housing 6 and attached parts. Remove
gasket 1.
a. Disassembly
7. Remove snapring 3 and output drive gear 2.
NOTE: 8. Refer to Paragraph 6–28 for rebuild of the dis-

connect assemblies.
Lower-front or rear disconnect assemblies may be
removed either before or after removal of dropbox
6 (Foldout 22,A) from adapter 9 (Foldout 19,B). 5–4. SEPARATING DROPBOX FROM
However, if the top-rear disconnect is used, discon- TRANSMISSION
nect housing 6 (Foldout 23,A) and attached parts
must be removed before removal of the transfer a. Removal of Transfer Gear Housing
case. Also, snapring 3 and output drive gear 2 must
be removed. (Refer to Steps 5 through 7.) 1. Position the transmission rear end upward.
2. Remove four bolts 32 (Foldout 19,B).

1. Remove the lower-front output disconnect
assembly by removing four bolts 20 (Foldout 3. Remove cover 31 and gasket 29.
23,B), two bolts 22, and lockwashers 23 and 21.
4. Rotate governor assembly 27 clockwise, then
remove it.
2. Lift off housing 19 (Foldout 23,B) and
attached parts. Remove gasket 28. 5. Refer to Paragraph 6–27 for rebuild of the gov-
ernor assembly.
3. Remove the lower-rear output disconnect
assembly by removing four bolts 41 (Foldout 6. Attach a hoist to the dropbox housing. Put
23,A), two bolts 37, and lockwashers 42 and 36. some lift tension on the sling.

DISASSEMBLY OF TRANSMISSION
7. Loosen the twenty-four bolts 19 and 26 (Fold- 11. If shaft assembly 40 is used, pry up staked por-
out 19,B) approximately three turns. Mark the tion of nut 45 (Foldout 19,B) and remove the
indexing of the dropbox to the adapter for cor- nut.
rect reassembly angle (0 degrees, 15 degrees,
12. Carefully remove gear 2 (Foldout 22,B) and at-
30 degrees, 45 degrees, or 60 degrees).
tached bearings 1 and 3 from the shaft.
CAUTION: 13. Remove twenty-two bolts 22 (Foldout 19,B)

and two bolts 23, and lockwashers 21 and 24.
The output drive shaft assembly must remain
seated at all times during removal of dropbox.
Refer to Figure 5–4. CAUTION:
Rear adapter housing assembly 9 (Foldout 19,A)
8. Gently separate the dropbox from the adapter is held in place by the same bolts as transfer gear
and at the same time use a soft mallet to keep housing adapter 9 (Foldout 19,B). The rear
the output drive shaft assembly from pulling adapter housing should be held while removing
upward with the dropbox (Figure 5–4). the transfer gear housing adapter.
9. Remove twenty-four bolts 19 and 26 and lock- 14. With a hoist and a 3-leg sling, lift off transfer
washers 20 and 25. Lift off the dropbox. Trans- gear housing adapter assembly 9.
fer drive gear 2 (Foldout 22,B) will remain
with the drive shaft. 15. Remove output shaft assembly 33 (Foldout
19,B).
10. Refer to Paragraph 6–24 for rebuild of transfer
16. Replace transfer gear housing adapter assem-
gear housing (dropbox) components.
bly 9 (Foldout 19,B) onto the transmission, and
retain it with four bolts 22 equally spaced
NOTE: around the housing.
Remove transmission output shaft assembly 33 or
40 (Foldout 19,B) only if further disassembly of
5–5. REMOVING REMOTE COVER,
transmission is necessary.
FLYWHEEL, AND LOCKUP
CLUTCH
LIFTING
BRACKET
NOTE:
Further disassembly procedures apply to both drop-
OUTPUT MANUAL box and straight-through models. For remote-
DISCONNECT
CLUTCH mount models, proceed with Paragraph 5–5a. For
TRANSFER GEAR direct-mount models, proceed with Paragraph 5–5b.
HOUSING
(DROPBOX)
NOTE:
Position the transmission front end upward.
MAIN HOUSING
OUTPUT SHAFT
a. Removing Remote Front Cover
TRANSFER GEAR
HOUSING ADAPTER (Foldout 9,B)
1. Remove nut 1 and washer 2.
REAR ADAPTER
HOUSING
2. Remove the twenty-one or twenty-two
E03624.01
7⁄16 inch bolts and lockwashers that retain
Figure 5–4. Removing Dropbox Housing From Adapter cover 4 (Foldout 9,B) to the converter housing.

If necessary, use jack bolts to loosen the cover 2. Remove all but one of the thirty bolts 35 (Fold-
(Figure 5–5). out 10,A) and washers 34 (if present) or all but
one of the special bolts 44 and nuts 45 that
3. Lift off cover 4 and discard gasket 5. retain the flywheel on the converter pump (Fig-
ure 5–6).
4. Remove oil seal 3 for replacement only.
3. Install lifting tool J 24365 onto the flywheel
5. If replacement is necessary, remove ball bear- (Figure 5–7). Install the lifting tool in front of
ing 6 from the shaft on drive cover 7 (or from the remaining bolt and washer to allow ease of
the bore in cover 4). removal through the converter housing.
b. Removing Flywheel Assembly 4. Attach a hoist to the lifting tool. Support the
weight of the flywheel during removal of the
remaining bolt and washer.
NOTE:
Position the transmission horizontally. CAUTION:
Whether the turbine is removed with the fly-
1. Place a suitable container beneath the flywheel wheel as shown in Figure 5–8, or remains on the
to catch any excess fluid which may drain dur- transmission, use care to prevent it from falling.
ing removal of the flywheel.
5. Remove the flywheel and attached parts from
JACK BOLTS
the converter housing (Figure 5–8).
SEAL
TRANSMISSION 6. Remove the turbine from the flywheel (or
FRONT COVER transmission). Refer to Paragraph 6–3 for
rebuild of the turbine and flywheel assembly.
c. Removing Converter Stator
1. Holding the stator assembly, lock the stator and
the freewheel roller race together by rotating
E03625.01 the stator in a counterclockwise direction (Fig-
ure 5–8).
Figure 5–5. Removing Transmission Front Cover
J 24310
INPUT RETARDER
HOUSING
CONVERTER HOIST
CONVERTER HOUSING
HOUSING
PTO GEAR
GUIDE BOLT
J 24315-2 J 24365
LIFTING TOOL
RETARDER
VALVE
FLYWHEEL
ASSEMBLY
E03626.01 CONVERTER
PUMP E03627.01
Figure 5–6. Removing Flywheel Bolts Figure 5–7. Lifting Tool Installed on Flywheel

J 3387-2
HOIST
CONVERTER OIL PAN

HOUSING
STATOR J 24365
ASSEMBLY
SEALRING
BOLT (23), 5⁄16-18
E03629.01
TURBINE Figure 5–9. Removing Oil Pan Bolts For

6 inch (152.4 mm) or 7 inch (177.8 mm) Deep Oil Pan
FLYWHEEL
CONVERTER ASSEMBLY
PUMP
E04175.01
BOLT (8)
COVER
PLATE
Figure 5–8. Removing Flywheel and Turbine
2. Carefully lift the stator assembly from the sta-

tor shaft. Refer to Paragraph 6–4 for rebuild of
the stator assembly. OIL SCREEN
BOLT
5–6. REMOVING OIL PAN AND

SCREEN
a. 6, 7, and 81⁄2 Inch Oil Pans and Screen

(Foldouts 16,B; 17,A; and 17,B)
BOLT (7)
1. Position the transmission vertically, front end
SEPARATOR PLATE
(converter housing) upward. E03658.01
Figure 5–10. Removing Oil Screen Screw

2. Remove two oil pan bolts (Figure 5–9) and (HT 740, 747 Valve Body Setup)
install two 5⁄16-18 guide bolts J 3387-2.
b. 41⁄2 Inch Oil Pan and Screen (Foldout 17,B)
3. Remove the remaining twenty-one pan bolts.
1. Position the transmission horizontally, oil pan
Remove the oil pan. Remove the guide bolts.
downward.
4. Remove the oil screen retaining bolt(s) (Fig- 2. Remove the forty bolts 71, 72 and lockwashers
ures 5–10 and 5–11). There are three retaining 70, 73 that retain oil pan 67 to oil pan adapter
bolts on the 81⁄2 inch (215.4 mm) deep oil pan 64. Remove bolt 93 and lockwasher 92 if
screen. present.
3. If replacement of oil pan adapter 64 or gasket
5. Remove the oil screen and sealring (Figure 5– 63 is required, remove twenty bolts 75 and
12). If used, remove the retaining spacers. washers 76 that retain adapter to housing.

4. Remove oil screen retaining bolt 60. 5–7. REMOVING VALVE BODIES
5. Remove oil screen 59 and sealring 58.
NOTE:
For all HT 750 models and 754CR, proceed to Para-
graph 5–7b.
LOCKUP-CLUTCH
FEED TUBE
a. Valve Bodies for HT 740, HT 747
OIL SCREEN 1. Remove the eight bolts that retain the cover
plate (Figure 5–10) or lockup cut-off valve 2
BOLT, 5⁄16-18 x 15⁄8 in.
(Foldout 21,A). Remove the plate or valve.
Refer to Paragraph 6–33 for rebuild of the
lockup clutch cutoff valve body assembly.
2. Remove seven bolts from the separator plate

(Figure 5–10).
3. Remove eighteen bolts from the control valve

body.
E03659.01
4. Remove one 21⁄2 inch long bolt that retains the
selector detent assembly. Remove selector
Figure 5–11. Removing Oil Screen Bolt For
detent assembly.
6 inch (152.4 mm) Deep Oil Pan
(All HT 750 Models and 754CR Valve Body Setup)
NOTE:
SEALRING Do not attempt to remove the valve body at this
time. Three bolts located on the underside of the
transfer plate (Figure 5–18) hold the modulator
body, oil transfer plate, separator plate, and control
valve body together.
INTAKE PIPE
5. Install two 1⁄4-20 x 5 inch guide bolts

J 24315-3, one at the top, the other at the bot-
tom of the oil transfer plate.
OIL SCREEN
CAUTION:
Do not allow the selector valve to drop out of the
valve body when the assembly is removed. Wire
it in place, or remove it from the valve body.
6. Remove the four bolts, two washers and baffle

GOVERNOR that retain the valve body assembly to the
SCREEN
LOCATION transmission (Figure 5–13). Remove the valve
E03660.01 body and separator plate as an assembly.
Figure 5–12. Removing Oil Screen (All HT 750 Models 7. Remove any valve body tubes still attached to
and 754CR Valve Body Setup) the valve body.

BOLT SELECTOR
VALVE
LOCKUP CUTOFF
BAFFLE VALVE BODY
SIGNAL TUBE
CONTROL VALVE
BODY ASSEMBLY
BOLT,
WASHER
LOW TRIMMER
VALVE BODY
LOW SHIFT
VALVE BODY E03662.01
E03661.01
Figure 5–14. Removing Signal Tube
Figure 5–13. Removing Control Valve Assembly (All HT 750 Models and 754CR)
(HT 740, 747)
BOLT "A"
8. Refer to Paragraph 6–30 for rebuild of the con-
trol valve body assembly.
NOTE:
For HT 740 and HT 747, proceed to Paragraph 5–8.
b. Valve Bodies for All HT 750 Models

and 754CR
NOTE:
Models not equipped with all-range lockup will not
contain the lockup-clutch feed tube.
1. Remove the lockup-clutch feed tube (Figure E03663.01

BOLT "B"
5–11) and the 3–4–5 signal tube (Figure 5–14).
Figure 5–15. Valve Body Assembly
2. Remove bolts A and B (Figure 5–15). Install (All HT 750 Models and 754CR)
two 1⁄4-20 guide bolts J 24315-3 into positions
A and B. 5. Refer to Paragraphs 6–31 and 6–32 for rebuild
of the low trimmer and shift valve bodies.
3. Remove the five bolts remaining in the low
trimmer valve body (Figure 5–16). Remove the 6. Remove the seven remaining bolts that retain
low trimmer valve body. the cover plate or lockup cutoff valve (Figure
5–17). Remove the cover plate or lockup cutoff
4. Remove the one remaining bolt in the low shift valve. Refer to Paragraph 6–33 for lockup cut-
valve body. Remove the low shift valve body. off valve body rebuild.

C(15)
BAFFLE
SELECTOR
J 24315-3 A VALVE
BOLT (2), 1⁄4-20 x 11⁄2 in. BOLT, 0.725 LG.
CONTROL VALVE SELECTOR

LOW TRIMMER VALVE BODY ASSEMBLY LEVER DETENT
E
BOLT (3), 1⁄4-20 x 31⁄2 in. BOLT,
1⁄4-20 x 21⁄2 in.
D
SEPARATOR
LOW SHIFT VALVE BODY PLATE TRANSFER
PLATE
E03664.01 BOLT,
1⁄4-20 x 11⁄2 in. LOCKWASHER,
B 1
Figure 5–16. Removing Trimmer Valve Body LOCKWASHER BOLT, ⁄4 in.
1⁄4 in. 1⁄4-20 x 11⁄2 in.
(All HT 750 Models and 754CR) E03666.01
Figure 5–18. Control Valve Body Bolt Locations

LOCKUP CUTOFF
VALVE
BOLT (8), 1⁄4-20 x 3 in.
SEPARATOR PLATE
TRANSFER
LUBRICATION PLATE
VALVE
CONTROL VALVE
ASSEMBLY
J 24315-3
E03665.01
E03667.01
Figure 5–17. Removing Lockup Cutoff Valve
(All HT 750 Models and 754CR)
Figure 5–19. Removing Control Valve Assembly
7. Remove eighteen bolts from the control valve
(Figure 5–18). Remove the selector lever detent
retainer bolt. Models built prior to S/N 10300
5–8. REMOVING TORQUE
use a 0.725 inch (18.4 mm) long bolt to retain CONVERTER PUMP AND PTO
the manual selector valve. Do not remove the COMPONENTS
bolt at this time.
a. Converter Pump
8. Remove the four bolts, two washers, and baffle
that retain the oil transfer plate (Figure 5–18).
NOTE:
9. Remove any valve body tubes still attached to
• Remove snapring 25 (Foldout 10,A) using tool
the valve body.
J 26598-A.
10. Remove the control valve body assembly, sep- • If special tool J 26598-A is not available, remove
arator plate, and transfer plate as a unit (Figure the snapring with snapring pliers. Do not scrape
5–19). Refer to Paragraph 6–30 for rebuild of the ground sleeve splines during removal.
the control valve body assembly.

1. Hold the safety guards open (Figure 5–20), 4. Lift off snapring and remove splined spacer 26.
place the tool over the converter ground sleeve Place tool J 26598-A on a bench, face down.
and snapring, and position the jaws into the Close the jaws and remove the snapring.
snapring gap.
2. Close the jaws by rotating the adjusting nut 5. Remove the converter pump from the converter
(Figure 5–21). housing (Figure 5–22). After S/N 2082 and
prior to the use of the split outer race bearing,
3. Release the safety guards and rotate the adjust- remove the converter pump (Figure 5–23) using
ing nut to the stop nut. tool J 25007 as instructed in Steps (7) through
(10). Refer to Steps (11) through (15) for
SAFETY GUARD removing converter pump with split race bear-
HANDLES
ing.
JAW
ADJUSTING
NUT 6. Using Figure 5–23 as a guide, place puller sleeve
J 25007-4 onto the converter ground sleeve.
PUMP ASSEMBLY
STOP
NUT
JAWS
HUB
SEALRING
J 26598-A
SNAPRING
SAFETY GUARDS E03668.01
SLOT
Figure 5–20. Converter Pump Snapring Tool J 26598-A GROUND
SLEEVE E03670.01
Figure 5–22. Removing Torque Converter Pump

CONVERTER
TOOL, J 26598-A PUMP
J 8646-2
CONVERTER PUMP J 25007-2
CONVERTER J 25007-3
HOUSING
J 25007-4
LOCKSTRIP (6)
GROUND
SLEEVE
BOLT (12), 3⁄8-24 x 11⁄4 in. BALL CONVERTER GROUND
BEARING BEARING SLEEVE
RETAINER E03671.01
E03669.01
SEALRING
Figure 5–23. Removing Torque Converter Pump, Using
Figure 5–21. Removing Converter Pump Snapring Special Tool J 25007

7. Insert the feet of leg and nut assemblies 14. Place puller body J 8433-1 with forcing screw
J 25007-2 between the balls of the bearing J 22214-4 onto sleeve J 25007-4. Insert studs
assembly, spacing them 90 degrees apart. J 26901-A through the puller body as shown in
Figure 5–24. Tighten the forcing screw and
8. Rotate the legs to make the feet press against two stud nuts finger tight maintaining a parallel
both the inner and outer bearing race grooves. position between the puller body and converter
Install puller head tool J 25007-3 onto the legs, pump.
tightening the nuts evenly.
15. Using a wrench, tighten the forcing screw until
9. Install center screw J 8646-2 and tighten it by the converter pump and ground sleeve sepa-
hand until it is centered on sleeve J 25007-4. rate. Remove the pump.
Hold the pump assembly, and tighten the cen-
ter screw until the pump assembly separates
from the ground sleeve. Refer to Paragraph 6– b. Scavenge Pump Assembly
5 for rebuild of the pump assembly. Proceed to
Step (14).
NOTE:
NOTE: For models not equipped with a scavenge pump
The inner race of the split race bearing is a press fit assembly, skip to Paragraph 5–8c.
onto the ground sleeve.
10. Some models after S/N 2082 contained a split 1. Position the transmission horizontally, bottom
outer race converter pump hub bearing. Re- side downward. Remove bolt 3 (Foldout 12,A)
move the split bearing as follows in Steps (11) from the suction tube retaining clip on the
through (15). scavenge pump (Figure 5–25).
11. Select two 3⁄8-24 x 11⁄4 inch bearing retainer
bolts, 180 degrees apart. Bend the lockstrips 2. Remove three bolts and lockwashers that retain
clear of the bolts. Remove the two bolts. the scavenge pump assembly (Figure 5–25).
Remove the pump assembly. Refer to Para-
12. Using Figure 5–24 as a guide, install sleeve graph 6–10 for rebuild of the pump assembly.
J 25007-4 over the converter ground sleeve.
13. Install the two 3⁄8-24 puller body studs
J 26901-A into the two bearing retainer bolt
holes. Tighten each stud finger tight.
J 8433-1
PULLER BODY SCAVENGE PUMP
ASSEMBLY
J 22214-4
FORCING SCREW
GROUND
SLEEVE
J 26901-A
PULLER BOLT (2)
J 25007-4
SLEEVE
BOLT (3), 3⁄8-16 x 21⁄2 in.
LOCKWASHER (3), 3⁄8 in.
SUCTION TUBE
BOLT, 3⁄8-16 x 7⁄8 in.
SUCTION TUBE
E03672.01 RETAINING CLIP E03673.01
Figure 5–24. Removing Torque Converter Pump Figure 5–25. Removing Scavenge Pump Assembly

c. Power Takeoff 5. On current models, remove the 1⁄2-20 x 33⁄4 inch
bolt, lockwasher and plain washer that retains
the side PTO gear spindle (Figure 5–27). Install
NOTE: a 1⁄2-20 x 6 inch bolt to replace the 33⁄4 inch
For models not equipped with a power takeoff, skip bolt, and tighten finger tight.
to Paragraph 5–9. 6. Using a mallet, drive the bolt rearward while
supporting the PTO gear. When the spindle is
free of the housing, remove the bolt, spindle
1. Remove the bolt that retains the PTO idler gear and PTO gear.
spindle (Figure 5–26). 7. Remove the sealring from the PTO gear spindle.
If the gear is damaged, replace the gear assem-
2. Use slide hammer J 24171-4 and adapter bly. Refer to Paragraph 6–10 for replacement of
J 24171-2 to remove the spindle and gear other gear assembly components.
assembly (Figure 5–27). Press the spindle from
the bearing. If the gear is damaged, replace the PTO SPINDLE
gear assembly. Refer to Paragraph 6–10 for ADAPTER
replacement of other gear assembly compo-
nents.
J 24171-4
3. Remove the eight bolts and lockwashers that TOP PTO IDLER GEAR
retain the side PTO cover. Remove the cover
and gasket (Figure 5–27).
4. On earlier models, remove the 1⁄2-20 x 11⁄4

inch bolt, lockwasher and retainer washer from SIDE PTO GEAR
the front of the side PTO gear spindle. Remove BOLT, 1⁄2-20 x 33⁄4 in.
the gear assembly as shown in Figure 5–28. LOCKWASHER, 1⁄2 in.
FLAT WASHER, 1⁄2 in.
SIDE PTO COVER

PTO COVER GASKET
IDLER SPINDLE
BOLT, 1⁄2-13 x 31⁄4 in.
BOLT (8), 7⁄16-14 x 11⁄8 in.
LOCKWASHER (8)
E03675.01
Figure 5–27. Removing Top PTO Idler Gear Spindle

PTO IDLER GEAR
PRY BAR
SIDE PTO MOUNTING

PAD
E03674.01
SIDE PTO GEAR E03676.01
Figure 5–26. Removing Top PTO Gear Retaining Bolt Figure 5–28. Removing Side Power Takeoff Gear

5–9. REMOVING CONVERTER housing (one bolt was removed when the hold-
HOUSING ing fixture was installed) (Figure 5–1). Remove
three nuts 56 and three lockwashers 57.
NOTE:
For models with 2-bolt top cover without an input CAUTION:
retarder proceed with Paragraph 5–9a. For models If the retarder housing is lifted, the pitot tube and/
with 2-bolt top cover with an input retarder, or oil collector ring can be damaged.
proceed with Paragraph 5–9b. For models with
8-bolt top cover without an input retarder, proceed
with Paragraph 5–9c. For models with 8-bolt top
cover with an input retarder proceed with
Paragraph 5–9d.
CONVERTER
HOUSING

(No Input Retarder)
1. From inside the converter housing, remove the

two screws and washers that retain the pitot
tube or steel block (Figure 5–29).
BOLT (7), 1⁄2-13 x 2 in.
WASHER (7), 1⁄2 in.
2. Remove seven bolts and lockwashers from the
inside of the converter housing (Figure 5–29).
3. Remove nine bolts and washers retaining the

converter housing to the transmission housing.
Two bolts were removed before the installation
SCREW (2), #10-32 x 2 in.
of the holding fixture. Refer to Figure 5–1. WASHER (2), #10
E03677.01
4. Remove the converter housing from the trans-

mission housing with the lifting sling and place Figure 5–29. Removing Pitot Tube or Block Screws
it on the work table (Figure 5–30).
5. Refer to Paragraph 6–6 for rebuild of the con-

verter housing assembly.
6. Remove the pitot tube or steel block (Figure

5–30) freed in Step (1).
7. For models with an input retarder, proceed to

Paragraph 5–10. For models without an input
retarder, proceed to Paragraph 5–11.
b. Housing With 2-Bolt Top Cover HOUSING PITOT TUBE (OR BLOCK)
(With Input Retarder)
1. From inside the converter housing, remove the
seven bolts (Figure 5–31).
2. Remove seven bolts 63 and lockwashers 62 E03678.01

(Foldout 16,B) retaining the converter and
input retarder housings to the transmission Figure 5–30. Removing Torque Converter Housing

3. Separate the converter housing from the input
retarder housing, being careful that the retarder
OVERHAUL STAND
housing is not lifted from the transmission
housing (Figure 5–32). When free, remove the
converter housing. Refer to Paragraph 6–7 for
rebuild of the housing assembly.
LOCKWASHER, 1⁄2 in.
4. For models with an input retarder, proceed to BOLT, 1⁄2-13 x 61⁄4 in.
retarder, proceed to Paragraph 5–11. BOLT, 1⁄2-13 x 61⁄2 in.

c. Housing With 8-Bolt Top Cover BOLT, 1⁄2-13 x 61⁄4 in.
(No Input Retarder) LOCKWASHER, 1⁄2 in.
BOLT, 1⁄2-13 x 73⁄4 in.
1. Remove the two screws and washers retaining LOCKWASHER, 1⁄2 in.
BOLT, 1⁄2-13 x 61⁄2 in.
the pitot tube or steel block from inside the
E03679.01
converter housing (Figure 5–29).
Figure 5–31. Removing Converter Housing Bolts
2. Remove seven bolts and washers from inside (Models With Input Retarder)
the converter housing (Figure 5–29).
3. Remove nine bolts 3 and lockwashers 2 (Fold-
out 16,B) retaining the converter housing to the
transmission housing (two bolts removed when
holding fixture was installed) (Figure 5–1).
LIFTING SLING
4. Attach a three-strand lifting sling (Figure 5–30)
and remove the converter housing.
5. Refer to Paragraph 6–9 for rebuild of the con- CONVERTER
HOUSING
verter housing assembly.
6. Remove the pitot tube or steel block (Figure INPUT RETARDER
HOUSING
5–30) freed in Step (1). TRANSMISSION
LEVER HOUSING
7. On earlier models, if the side PTO spindle
must be removed, remove the bolt and washers
from the rear of the spindle. Press the spindle E03680.01
rearward.
Figure 5–32. Removing Converter Housing
8. For models with an input retarder, proceed to
retarder, proceed to Paragraph 5–11. CAUTION:
d. Housing With 8-Bolt Top Cover If the input retarder housing is lifted, the pitot
(With Input Retarder) tube and/or oil collector ring can be damaged.
1. From inside the converter housing, remove

seven bolts and washers (Figure 5–31). 3. Attach a three-strand lifting sling to the con-
verter housing (Figure 5–32) and carefully sep-
2. Remove seven bolts 63 and lockwashers 62 arate the converter housing and retarder
(Foldout 16, B) retaining the converter and housing, being careful that the retarder housing
retarder housings to the transmission housing is not lifted from the transmission housing.
(one bolt removed when holding fixture was When free, remove the converter housing.
installed) (Figure 5–1). Remove three nuts 56 Refer to Paragraph 6–8 for rebuild of the hous-
and three lockwashers 57. ing assembly.

4. For models with an input retarder, proceed to for rebuild of the retarder housing and front
Paragraph 5–10. For models without an input support assembly.
retarder, proceed to Paragraph 5–11.
6. Remove bearing race 2 (Foldout 13,B) or bear-
5–10. REMOVING INPUT RETARDER ing 24 (Foldout 13,A) if they stick to the front
VALVE BODY, HOUSING AND support hub.
FRONT SUPPORT, AND SLEEVE
ASSEMBLY
a. Input Retarder Valve Body Assembly
1. Remove two 3⁄8-16 x 25⁄8 inch bolts 2 (Foldout
21,B) and two 3⁄8 inch lockwashers 1. RETARDER
ROTOR ASSEMBLY
SEALRING
2. Remove four 3⁄8-16 x 33⁄4 inch bolts 4 and four INPUT RETARDER
HOUSING BEARING ASSEMBLY
3⁄8 inch lockwashers 3. Remove two 3⁄8-16 x
BEARING RACE
43⁄4 inch bolts 6 and two 3⁄8 inch lockwashers 5.
3. Remove valve body assembly 9 and gasket 8.

Refer to Paragraph 6–11 for rebuild of the
input retarder valve body assembly.
b. Input Retarder, Housing and Front Support,

and Sleeve Assembly
E03681.01
NOTE: Figure 5–33. Removing Retarder Rotor Assembly

Items 6, 7, and 8 (Foldout 12,B) may have stuck to
the housing assemblies removed in Paragraph 5–9b
or d. If so, they should be removed.
1. If not previously removed, remove thrust race INPUT RETARDER

HOUSING
6 (Foldout 12,B), roller bearing 7, and thrust
race 8 from retarder rotor assembly 10. EYE BOLTS, 3⁄8-16
2. Remove the retarder rotor assembly (Figure 5–

33). Remove thrust race 12 (Foldout 12,B),
bearing 13, and thrust race 14.
3. Remove the sealrings from the front and rear

of the retarder rotor (Figure 5–33). TRANSMISSION
HOUSING
PITOT TUBE
4. Remove two screws 18 and two washers 17
(Foldout 12,B), releasing the pitot tube into oil GASKET
collector ring 6 (Foldout 13,B).
5. Install two 3⁄8-16 eyebolts into the front side of

the input retarder housing (Figure 5–34). E03682.01
Attach a chain or sling to the eye-bolts.
Remove the input retarder housing and front Figure 5–34. Removing Input Retarder
support, and gasket. Refer to Paragraph 6–12 Housing Assembly

5–11. REMOVING FORWARD, FOURTH,
THIRD CLUTCHES
a. Forward, Fourth Clutches
1. If the pitot tube or steel block (Figure 5–34) J 33079-1
was not removed from the oil collector ring,
remove either component (as equipped).
CAUTION: TURBINE SHAFT

FORWARD-CLUTCH
Do not let weight rest on the front governor ASSEMBLY
(pitot) oil collector ring.
COLLECTOR
RING
TRANSMISSION
NOTE: HOUSING
During removal of the forward-clutch assembly, do

not lose race 24 (Foldout 13,B), needle bearing 25 or
race 26, if they stick to the forward-clutch hub. PTO
GEAR
2. Install lifter tool J 33079-1 onto the forward-

clutch turbine shaft (Figure 5–35). Lift out the
forward clutch and turbine shaft assembly. E03683.01
3. Refer to Paragraph 6–13 for rebuild of the for-

ward clutch and turbine shaft assembly. Figure 5–35. Removing Forward-Clutch Assembly
4. Place the hooked legs of lifting tool J 24209

under the edges of the fourth-clutch spring
retainer and remove the fourth clutch (Figure
5–36).
J 24209
NOTE:
Keep both front and rear bearing races with the
FOURTH
clutch assembly during rebuild. CLUTCH
5. Refer to Paragraph 6–14 for rebuild of the BEARING

fourth-clutch assembly. RACE
b. Third Clutch
SNAPRING
1. Remove the snapring (Figure 5–36) that retains
the third-clutch backplate. Remove the back- RETAINER
plate. BACK-
PLATE
2. Remove eight third-clutch plates.
BEARING
AND RACE
NOTE:
Tie the third-clutch plates together, and identify the E03684.01
pack. Retain for inspection.
Figure 5–36. Removing Fourth-Clutch Assembly

5–12. REMOVING CENTER SUPPORT, 3. Install center support lifting bracket J 24195
GEAR UNIT, SECOND CLUTCH into the recess between the sealrings on the
(HT 740, 747, and All HT 750DR center support hub (Figure 5–39).
Models) 4. Lift carefully, straight upward, on the lifting
bracket to remove the center support assembly.
NOTE: If the thrust washer sticks to the rear of the
For HT 750CR and HT 754CR, proceed to Para- support, remove it.
graph 5–15. 5. Refer to Paragraph 6–15 for rebuild of the cen-
ter support assembly.
a. Center Support
1. Remove the center support anchor bolt and b. Gear Unit
washer (Figure 5–37).
1. Attach lifting bracket J 24196 to the main shaft
2. Remove the snapring that retains the center of the gear unit assembly (Figure 5–40).
support assembly (Figure 5–38).
2. Attach a hoist to the lifting bracket eyebolt and
remove the gear unit and shaft assembly from
the transmission housing (Figure 5–40).
3. In HT 750DR model, remove race 16 (Foldout

19,A), needle bearing 17, and race 18 from
gear and hub assembly 19 (one or both of these
items might stick to the gear unit when
removed).
4. Refer to Paragraph 6–16 for rebuild of the

HT 740, 747 gear unit or to 6–17 for HT 750DR.
ANCHOR
BOLT
E03685.01 J 24195
Figure 5–37. Center Support Anchor Bolt

CENTER SUPPORT
ANCHOR BOLT
HOLE
CENTER SUPPORT
SNAPRING
TRANSMISSION
HOUSING
E03686.01 E03687.01
Figure 5–38. Removing Center Support Snapring Figure 5–39. Removing Center Support

2. Position the transmission rear end upward.
3. Remove four bolts 43 (Foldout 20,A).

HOIST
4. Remove cover 42 and gasket 41.
J 24196
5. Rotate governor assembly 38 clockwise, then
remove it.
MAIN SHAFT
6. Refer to Paragraph 6–27 for rebuild of the gov-

GEAR UNIT
ernor assembly.
b. Rear Cover
1. Remove twenty-four bolts and lockwashers

that retain the rear cover to the transmission
housing (Figure 5–42).
2. Attach a lifting sling to the rear cover and

E03688.01 remove the cover from the transmission hous-
ing (Figure 5–43). Remove the gasket.
Figure 5–40. Removing Gear Unit Assembly
(HT 740, 747, and All HT 750DR Models)
3. Refer to Paragraph 6–22 for rebuild of rear
c. Second Clutch cover assembly.
1. Remove the snapring that retains the second- c. First Clutch

clutch plates (Figure 5–41).
1. Remove two external-tanged clutch plates and
2. Remove 13 second-clutch plates (seven are
one internal-splined clutch plate (Figure 5–43).
external-tanged and six are internal-splined
plates).
2. Remove the rear planetary ring gear (Figure
5–43).
NOTE:
Tie the second-clutch plates together, and identify 3. Remove the ten remaining first-clutch plates
the pack. Retain for inspection. from the rear of the transmission housing.
NOTE: NOTE:
• For HT 750DR DB models, disassembly of the
Tie the first-clutch plates together and identify the
transmission is now complete.
• For HT 750DR models, proceed to Paragraph
5–16.
4. Refer to Paragraph 6–23 for rebuild of trans-
mission housing.
5–13. REMOVING REAR COMPONENTS
(HT 740, 747)
NOTE:
a. Governor (Foldout 20,A)
For HT 740 and HT 747 models, disassembly of the
1. If the governor was not previously removed, transmission is now complete.
proceed as follows.

LIFTING SLING
CLUTCH PLATES (13)

SNAPRING
REAR COVER
RING GEAR FIRST-CLUTCH PLATES (13)

E03689.01
GASKET
Figure 5–41. Removing Second-Clutch Snapring
HOUSING
E03691.01
BOLT (3), 1⁄2-13 x 31⁄4 in. REAR COVER

WASHER (3) Figure 5–43. Removing Rear Cover (HT 740, 747)
BOLT (21), 1⁄2-13 x 2 in.
WASHER (21)
b. Rear Cover
1. Remove the twenty-four bolts and lockwashers
that retain the rear cover and the adapter hous-
ing to the transmission housing (Figure 5–44).
2. Attach a hoist to the lifting bracket (fastened to
output shaft) and carefully separate the rear
E03690.01
cover from the adapter housing (Figure 5–45).
Remove the rear cover gasket.
Figure 5–42. Removing Rear Cover Retaining Bolts
(HT 740, 747) 3. Refer to Paragraph 6–22 for rebuild of the rear
cover assembly.
5–14. REMOVING REAR COMPONENTS c. Low Planetary and Clutch
(HT 750CR, 754CR)
a. Governor (Foldout 20,A) CAUTION:

Because the bearing fit on the carrier hub may
1. If the governor was not previously removed, not be tight, do not attempt to carry the plane-
proceed as follows. tary carrier by the bearing.
2. Position the transmission rear end upward.

1. Remove the low planetary carrier assembly
3. Remove four bolts 43 (Foldout 20,A). (Figure 5–46).
2. Refer to Paragraph 6–19 for rebuild of low
4. Remove cover 42 and gasket 41. planetary carrier assembly.
5. Rotate governor assembly 38 clockwise, then 3. Remove the low ring gear with two clutch
remove it. plates (Figure 5–47).
6. Refer to Paragraph 6–27 for rebuild of the gov- 4. Remove the remaining eleven clutch plates
ernor assembly. (Figure 5–47).

LOW RING GEAR

OUTPUT SHAFT LOW
PLANETARY CARRIER
ASSEMBLY CLUTCH PLATES (13)
ADAPTER
BOLT (21), 1⁄2-13 x 5 3⁄4 in. HOUSING
REAR COVER LOCKWASHER (21), 1⁄2 in.
ADAPTER
HOUSING
BOLT (3), 1⁄2-13 x 71⁄4 in.

E03692.01
Figure 5–44. Removing Rear Cover Bolts E03694.01

(HT 750, 754CR)
Figure 5–46. Low Planetary Carrier, Ring Gear, and
Clutch (HT 750, 754CR)
HOIST
LIFTING BRACKET REAR PLANETARY

CARRIER ASSEMBLY
EXTERNAL-TANGED
OUTPUT SHAFT LOW SUN GEAR CLUTCH PLATE
REAR COVER
ADAPTER
REAR COVER HOUSING
GASKET
ADAPTER HOUSING
GASKET ADAPTER HOUSING
GASKET E03695.01
ADAPTER HOUSING
Figure 5–47. Removing Low-Clutch Plates

E03693.01 (HT 750, 754CR)
Figure 5–45. Removing Rear Cover (HT 750, 754CR) d. First Clutch and Ring Gear
1. Remove one internal-splined and one external-
NOTE: tanged clutch plate (Figure 5–48).
Tie the low-clutch plates together, and identify the 2. Remove the ring gear (Figure 5–48).
3. Remove the remaining eleven clutch plates
(Figure 5–48).
5. Remove the adapter housing and the adapter
housing gasket (Figure 5–47). NOTE:
Tie the first-clutch plates together, and identify the
6. Refer to Paragraph 6–21 for rebuild of the pack. Retain for inspection.
adapter housing assembly.

3. Install center support lifting bracket J 24195
NOTE: into the recess between the sealrings on the
For HT 750CR and HT 754CR models, disassembly center support hub (Figure 5–39).
of the transmission is now complete.
4. Lift carefully, straight upward, on the lifting
bracket to remove the center support assembly.
5–15. REMOVING CENTER SUPPORT, 5. Refer to Paragraph 6–15 for rebuild of the cen-
GEAR UNIT, SECOND CLUTCH ter support assembly.
(HT 750CR, 754CR)
a. Supporting Gear Unit of the gear unit assembly (Figure 5–49).
1. With the output end of the transmission 7. Attach a hoist to the lifting bracket eyebolt and
upward, install the adapter housing (less pis- remove the gear unit and shaft assembly from
ton) and gasket. the transmission housing (Figure 5–49).
2. Place center support compressor bar J 24208-3 8. Refer to Paragraph 6–18 for rebuild of the gear
across the rear of the adapter housing so that unit and shaft assembly.
the center hole in the bar will engage the main
shaft (Figure 5–49).
HOIST
3. Install two bolts to retain the tool and the
adapter housing to the transmission housing.
J 24196
b. Removing Components
1. Invert the transmission housing, converter end
upward. Remove the center support anchor
bolt and washer (Figure 5–37).
GEAR UNIT
2. Remove the snapring that retains the center

support assembly (Figure 5–38).
MAIN SHAFT
LOW SUN TRANSMISSION

GEAR HOUSING
EXTERNAL-TANGED
CLUTCH PLATE
REAR PLANETARY
CARRIER ASSEMBLY
ADAPTER
INTERNAL-SPLINED TRANSMISSION HOUSING
CLUTCH PLATE RING GEAR HOUSING
E03696.01 J 24208-3 BOLT (2), 1⁄2-13 x 53⁄4 in. E03697.01
Figure 5–48. Removing First-Clutch Plates Figure 5–49. Removing Gear Unit Assembly
(HT 750, 754CR) (HT 750, 754CR)

9. Remove the snapring that retains the second- in the ring gear until they bottom (Figure 5–50).
clutch plates (Figure 5–41). Remove the 13 The pins should be greased to retain them and
second-clutch plates. should be in holes in the same plane.
NOTE: 2. Carefully invert the transmission housing, rear

cover upward. Remove the twenty-four bolts
Tie the second-clutch plates together, and identify
and lockwashers that retain the rear cover and
the pack. Retain for inspection.
adapter housing to the transmission housing
(Figure 5–44).
10. Invert the transmission housing, rear end up-
ward and remove the two bolts retaining bar 3. Attach a hoist to the lifting bracket (fastened to
J 24208-3, adapter housing, and gasket (Figure the output shaft) and carefully separate the rear
5–49). Remove the bar, housing, and gasket. cover from the adapter housing (Figure 5–51).
11. Refer to Paragraph 6–23 for rebuild of the Remove the rear cover gasket.
transmission housing.
12. For HT 750CR and HT 754CR models, pro- 4. Refer to Paragraph 6–22 for rebuild of the rear
ceed to Paragraph 5–14. cover assembly.
c. Low Planetary and Clutch

5–16. REMOVING REAR COMPONENTS
(HT 750DR) 1. Remove the low ring gear and ball bearing
assembly (Figure 5–52). Remove the ball bear-
a. Governor (Foldout 19,B) ing assembly from the ring gear if bearing
replacement is necessary.
1. If the governor assembly was not previously
removed, proceed with Steps (2) through (6).
2. Remove bearing race from ring gear (Figure
2. Position the rear end upward. 5–52).
3. Remove four bolts 32 (Foldout 19,B).

TRANSMISSION HOUSING
5. Rotate governor assembly 27 clockwise, then REAR PLANETARY

RING GEAR
remove it.
6. Refer to Paragraph 6–27 for rebuild of the gov- COTTER PIN (4), 1⁄8 in.
ernor assembly.
b. Rear Cover
NOTE:
The procedure in Step (1) follows the removal of the
second clutch, Paragraph 5–12c. Position the trans-
mission front upward. The improvised tool shown
in Figure 4–2 may be used, or cotter pins alone (Fig-
ure 5–50).
GEAR AND
HUB ASSEMBLY E03698.01
1. Locate the oil passage holes in the rear plane-
tary ring gear. Insert four 1⁄8 inch cotter pins, Figure 5–50. Retaining Low Sun Gear and Hub Assem-
ninety degrees apart, into the oil passage holes bly (HT 750DR)

HOIST 3. Remove the bearing race and needle bearing

from the low planetary carrier.
LIFTING BRACKET 4. Remove the low planetary carrier assembly
(Figure 5–53). Remove the bearing and bear-
ing races from the low gear hub and gear
OUTPUT SHAFT assembly.
5. Remove the low sun gear and hub assembly
(Figure 5–54). Refer to Paragraph 6–20 for
rebuild of the low sun gear and hub assembly.
REAR COVER
6. Remove seven external-tanged and six internal-
splined low-clutch plates from the adapter
housing (Figure 5–54).
7. Refer to Paragraph 6–19 for rebuild of the low
planetary carrier assembly.
GASKET
BALL BEARING LOW PLANETARY

ADAPTER CARRIER ASSEMBLY
HOUSING LOW RING GEAR
LOW CLUTCH ADAPTER CLUTCH

HOUSING PLATES (13)
E03699.01
Figure 5–51. Removing Rear Cover Assembly

(HT 750DR)
E03701.01
Figure 5–53. Removing Low Planetary Carrier Assembly

(HT 750DR)
LOW GEAR AND

HUB ASSEMBLY
RING GEAR
LOW-CLUTCH PLATES
BEARING RACE
COTTER PIN (4), 1⁄8 in.
NEEDLE
BEARING REAR PLANETARY
LOW PLANETARY RING GEAR
CARRIER ASSEMBLY BEARING
RACE ADAPTER
HOUSING
E03700.01
E03702.01
Figure 5–52. Removing Low Ring Gear Figure 5–54. Removing Low Sun Gear and
(HT 750DR) Hub Assembly (HT 750DR)

8. Remove the adapter housing and gasket (Fig- 2. Grasp the ring gear internally and lift upward,
ure 5–55). Refer to Paragraph 6–21 for rebuild removing the ring gear and ten clutch plates
of the adapter housing assembly. from the transmission housing (Figure 5–56).
d. First Clutch and Ring Gear 3. Remove the three remaining clutch plates.
1. Remove the 1⁄8 inch cotter pins from the rear
4. Refer to Paragraph 6–23 for rebuild of trans-
planetary ring gear (Figure 5–54).
mission housing assembly.
ADAPTER HOUSING
FIRST-CLUTCH
PISTON
RING GEAR
GASKET
TRANSMISSION
HOUSING REAR PLANETARY
RING GEAR
FIRST-
CLUTCH
PLATES
CLUTCH PLATES (10) CLUTCH PLATES (3)
E03704.01
E03703.01
Figure 5–56. Removing Rear Planetary Ring Gear

Figure 5–55. Removing Adapter Housing (HT 750DR) (HT 750DR)

NOTES

Section 6 — REBUILD OF SUBASSEMBLIES
6–1. SCOPE 3. Remove ball bearing 6 (Foldout 10, A) from
converter turbine assembly 8, only if replace-
This section describes the disassembly and assembly of ment is necessary.
subassemblies removed in Section 5. For rebuild proce-
dures, refer to the exploded views (Foldouts 9 through 4. Remove lock patch bolts 43 (Foldout 10,A)
23) located at the end of this manual. Also refer to the from the lockup-clutch backplate if they are
line drawings and photographs in this section. present. Remove the lockup-clutch backplate
from the flywheel (Figure 6–2). Remove the
keys (one key early models) from the flywheel
6–2. GENERAL INFORMATION FOR bore.
SUBASSEMBLY REBUILD
5. Remove the lockup-clutch plate (Figure 6–2).
Refer to Sections 4 and 8 for general overhaul infor-
mation as follows:
6. Remove the lockup-clutch piston (Figure 6–3).
Paragraph Description Remove the sealring from the piston outer
groove.
4–2 Tools, Equipment
4–3 Replacement Parts
NOTE:
4–4 Careful Handling
Inspect the lockup piston for radial cracks extending
4–5 Cleaning and Inspection outward from the ID (units prior to S/N 2510150438).
4–6 Assembly Procedures Replace cracked part with a new piston.
4–10 Torque Specifications
8–1 Wear Limits Data 7. Remove the sealring from the inner hub of the
8–2 Spring Data flywheel (Figure 6–3).
NOTE:
6–3. FLYWHEEL, LOCKUP CLUTCH,
CONVERTER TURBINE Flywheels with welded drive pins will sometimes
have “dimples” on the outer surface of the flywheel
a. Disassembly (Foldout 9,A) behind the pins. These dimples are not detrimental
to the life or performance of the flywheel.
1. Position the flywheel assembly, front down-
ward, on the work table (Figure 6–1).
2. Remove the converter turbine from the flywheel BACKPLATE NOTCH
using two pry bars cushioned (Figure 6–1) to LOCKUP-CLUTCH

KEY
PLATE
prevent scratching the parts.
TURBINE
FLYWHEEL
RING GEAR
FLYWHEEL
FLYWHEEL E03750.01
ASSEMBLY
E03706.01
Figure 6–2. Removing (or Installing)

Figure 6–1. Removing Converter Turbine From Flywheel Lockup-Clutch Backplate

b. Rebuilding Flywheel and Lockup-Clutch
Backplate (Foldouts 9,A and 10,A) SEALRING
PISTON
NOTE:
• Do not attempt this rework procedure unless
adequate machining capabilities are available.
DOWEL PIN KEY
• Depending upon the amount of labor (machining GROOVE
the flywheel and lockup-clutch backplate), time,
part replacement, and extent of rework, LOCK KEY
GROOVE
complete replacement of the assembly may be
more practical.
SEALRING
• Dry ice is needed for this rework procedure.
FLYWHEEL
1. Measure the diameter of the lockup-clutch
sealring bore (Diameter B of Figure 6–4). FLYWHEEL RING GEAR
E03751.01
;;;;
NOTE: Lockup-Clutch Piston
• If the lockup-clutch sealring bore is worn beyond
1.007 inch (25.58 mm) diameter, proceed with
Step (2).
• If the lockup-clutch sealring bore is 1.007 inch
;;
Press sleeve flush
(25.58 mm) diameter or less, skip Steps (2) through 0.04 in (1.0 mm) with SURFACE X
0.06 in (1.5 mm) R
(5) and proceed with Step (6).
1.75 in (44.5 mm)
X
2. Cool a bore sleeve (P/N 6881519) in dry ice.
;;;
INSIDE
DIA A CHAMFER
3. Note whether the chamfers of the flywheel ring
gear 11 (Foldout 9,A) are toward the front or SLEEVE
rear of the flywheel 12, then remove the fly- 6881519
wheel ring gear from the flywheel. 1.2810 in (32.54 mm)

1.2800 in (32.51 mm)
DIA B
4. Rework the bore as shown in Figure 6–4.
OIL PASSAGE HOLES
DIA B must be concentric with
DIA A within 0.004 inch (0.10 mm) TIR V03842
NOTE:
• Cool the sleeve in dry ice for at least 30 minutes
before installing. Figure 6–4. Rework of Flywheel
(Cross-Section View)
• Proper alignment of the sleeve during installation
is necessary to prevent damage to the bore sleeve.
6. Remove any debris from the two oil passages
shown in Figure 6–4. Make sure that these
5. Position the bore sleeve with the inside cham- holes are open.
fer toward the rear side of the flywheel and
press the sleeve flush with surface X (Figure 7. Measure the step wear in the lockup-clutch
6–4). backplate bore of the flywheel.

REBUILD OF SUBASSEMBLIES
9. Machine the lockup-clutch backplate to Di-
NOTE: mension G as shown in Figure 6–5.
• Excessive step wear in the lockup-clutch backplate
10. Note whether the flywheel has one or two keys.
bore from the lockup-clutch backplate MUST be
repaired or the flywheel replaced.
NOTE:
• If the step wear in the lockup-clutch backplate
bore exceeds 0.030 inch (0.76 mm), proceed with • If the flywheel has two keys, skip Steps (11) and
Step (8). (12) and proceed with Paragraph 6–3c.
• If the step wear in the lockup-clutch backplate • Single-keyed flywheels should be upgraded to two
bore of the flywheel is 0.030 inch (0.76 mm) or less, keys. To upgrade, two keys and a reworking of the
skip Steps (8) through (9) and proceed with Step flywheel and lockup-clutch backplate will be
(10). necessary. Proceed with Step (11).
• If a single-keyed lockup-clutch backplate is
replaced by a new one, two keys and a reworking
;; ;
8. Fill the worn area of the lockup-clutch back- of the flywheel will be necessary. Skip Step (11) and
plate bore with spray metal or weld as shown proceed with Step (12).
in Figure 6–5.
Fill existing wear groove with spray metal or weld

(GTAW, E-705-X Weld Wire) in this area, rebore DIA G A
to 15.681–15.686 in. (398.30–398.42 mm) Mill slot 180° from existing
concentric with DIA C within slot to dimensions shown
0.003 in. (0.08 mm) TIR
15.681–15.686 in.
;;
(398.30–398.42 mm)
DIA G
0.62–0.63 in. R
(15.7–16.0 mm)
7.397 in.
(187.88 mm)
DIA C
; ;;
16.050–16.040 in.
(407.67–407.42 mm)
0.563–0.561 in.
(14.30–14.25 mm)
0.010 in.
(0.25 mm) R MAX
0.40 in. (10.2 mm) A
SECTION A-A
V02216.01
Figure 6–5. Rework of Flywheel

11. Mill a second key slot in the lockup-clutch 9. Place the drill guide in the next hole. Rotate the
backplate 180 degrees from the existing key guide plate and drill the rivet. Continue until
slot as shown in Figure 6–6. all the rivet heads have been removed.
12. Mill a second key slot in the flywheel 180 de-
grees from the existing key groove as shown in CAUTION:
Figure 6–5. Do not use a hammer to remove the rivets.
c. Rebuilding Converter Turbine Assembly
(Foldout 10,A) 10. Place the turbine assembly and fixture in a hy-
draulic press. Install rivet remover tool
NOTE: J 29535-4 into the guide plate (Figure 6–9).
Do not disassemble the turbine unless the drive gear Press out each rivet.
or turbine hub is being replaced. If the converter
11. Remove the guide plate retaining bolt and re-
turbine is damaged, replace the assembly. A hy-
draulic press having a minimum capacity of ten move the turbine assembly from the fixture.
tons (88.94 kN), an adjustable press bed with a
25 inch (635 mm) opening, and a pressure gauge 12. Inspect turbine 11 (Foldout 10,A) for cracks,
must be used to assist in determining the rivet stak- distortion, and abrasions. If the above items are
ing load. A reworked turbine assembly must be re- noted, the turbine must be replaced.
balanced.
13. Inspect the rivet holes for burrs or swelling.
Remove burrs as necessary.
1. Remove ball bearing 6 (Foldout 10,A) if not
previously removed. 14. Inspect lockup-clutch hub for cracks, distor-
2. Mark the relationship of the lockup-clutch hub 9, tion, abrasion, and battered or broken teeth.
turbine 11, and turbine hub 10.
15. Reassemble components, being sure to cor-
3. Using Figure 6–7 as a guide, place base plate rectly index the alignment marks (from Step
J 29535-1 on a work bench, hole side up. (2)) of the lockup-clutch hub, turbine, and tur-
4. Place converter turbine assembly 8 (Foldout bine hub. Use the new rivets to help index the
10,A), hub 10 side up, on top of base plate detail components.
J 29535-1. Align the sixteen rivets to the six-
teen holes in the base plate. 16. Install sixteen new rivets through the turbine,
5. Place guide plate J 29535-2 on top of converter turbine hub, and lockup-clutch hub (Figure
turbine hub 10. Centrally locate each rivet in 6–10).
the guide plate holes.
17. Assemble base plate J 29535-1, solid side of
6. Install one 1⁄2-13 x 31⁄2 inch guide plate retain-
plate against the rivet heads (Figure 6–10).
ing bolt (Figure 6–7) to retain the guide plate,
converter turbine, and base plate together. 18. Place guide plate J 29535-2 on top of the as-
Tighten the bolt to 50 lb ft (68 N·m).
sembled components. Centrally locate the riv-
7. Place the turbine assembly and fixture in a drill ets in the holes of the guide plate.
press.
19. Retain the turbine assembly and the two plates
8. Place drill guide J 29535-5 into guide plate
J 29535-2 (Figure 6–8). Using a 1⁄4 inch drill, with the 1⁄2-13 x 31⁄2 inch guide plate retaining
align and drill the rivet approximately 3⁄16 inch bolt (Figure 6–10). Tighten the bolt to 50 lb ft
(4.76 mm) deep, to remove the formed head. (68 N·m).

A
0.62–0.63 in. (15.7–16.0 mm) RADIUS
Mill slot 180° from existing slot
8.255 in.
(209.68 mm)
15.265–15.255 in.
(387.73–387.48 mm)
SECTION A-A A
V03752
Figure 6–6. Rework of Lockup-Clutch Backplate
;;
21. Insert staking tool J 29535-3 into the top plate
BOLT GUIDE PLATE
1⁄2-13 x 31⁄2 in. J 29535-2 (Figure 6–11). Stake the rivet. Stake the second
LOCKUP-CLUTCH RIVET (16) rivet 180 degrees from the first. Stake the third
HUB
rivet 90 degrees from the second, etc., until all
rivets are staked.
22. Remove staking tool, retaining bolt, guide

CONVERTER TURBINE plate, and base plate.
TURBINE HUB
BASE PLATE
J 29535-1 V02210.01
23. Each reclaimed assembly must be balanced by
Figure 6–7. Rivet Removing Fixture the rotating-type static balance method to within
1.0 ounce inch (28 g mm) by removing metal
20. Place the turbine and fixture in the hydraulic from area indicated (Figure 6–12) as required,
press (Figure 6–11). maintaining 0.13 inch (3.3 mm) minimum wall.

d. Assembly
1. If the starter ring gear was removed, install the
starter ring gear after heating it uniformly to
400˚F (204˚C) maximum temperature. Be sure
DRILL PRESS the chamfers of the teeth are facing the proper
direction for starter pinion engagement. The
J 29535-2
GUIDE PLATE ring gear must seat firmly against the shoulder
J 29535-5 on the flywheel.
DRILL GUIDE
CONVERTER 2. Place flywheel 12 (Foldout 9,A) on the work

TURBINE
ASSEMBLY table (cavity side upward).
3. Install sealring 1 (Foldout 10,A) onto the fly-
wheel hub (Figure 6–3), and sealring 2 onto
the OD of lockup-clutch piston 3. Lubricate
both sealrings.
E03753.01
4. Using a pencil, mark the edge of the lockup-
clutch piston opposite a dowel pin hole. Also
Figure 6–8. Removing Rivet Heads From mark the flywheel bore opposite a dowel pin.
Converter Turbine
5. Install the lockup-clutch piston into the fly-
wheel, aligning the pencil marks, to engage the
HYDRAULIC recesses in the piston with the dowel pins (Fig-
PRESS
ure 6–3). Be certain the dowel pins are engaged.
6. Install the keys in the key grooves of the fly-

J 29535-2
wheel (Figure 6–2) using an oil-soluble grease.
J 29535-4 LOCKUP-
BOLT, 1⁄2-13 x 31⁄2 in. CLUTCH
HUB 7. Install the lockup-clutch backplate, flat side
CONVERTER first, engaging the notches in the plate with the
TURBINE
keys in the flywheel (Figure 6–2). Install lock
patch bolts 43 (Foldout 10,A) into the lockup-
clutch backplate if they are used. Tighten the
bolts to 44–52 lb ft (60–71 N·m).
8. If ball bearing 6 (Foldout 10,A) was removed,
E03754.01
press it onto the hub of turbine 8.
;;
Figure 6–9. Removing Rivets From Converter Turbine
9. Carefully center the lockup-clutch plate in the
flywheel. Install the converter turbine assem-
bly, engaging its hub splines with the internal
BOLT GUIDE PLATE
1⁄2-13
x 31⁄2 in. J 29535-2 splines of the lockup-clutch plate. Seat the ball
LOCKUP-CLUTCH RIVET (16) bearing in its bore.
HUB
6–4. TORQUE CONVERTER

STATOR ASSEMBLY
CONVERTER TURBINE
TURBINE HUB
a. Disassembly (Foldout 10,A)
BASE PLATE
J 29535-1
V02213.01
1. Rotate stator freewheel roller race 24 in a
Figure 6–10. Rivet Installation Fixture clockwise direction to free it for removal.

HYDRAULIC PRESS
LOCKUP-
BOLT, 1⁄2-13 x 31⁄2 in. CLUTCH
J 29535-2 HUB
J 29535-3
;;
CONVERTER
TURBINE
STATOR RIVET (10)
STATOR
ASSEMBLY
;;
E03755.01
Figure 6–11. Staking Converter Turbine Rivets
E03756.01
;;
Balance cut area. Figure 6–13. Drilling Stator Rivets
Maintain 0.13 inch (3.3 mm)
minimum wall thickness. 1. Place the stator assembly in a drill press,
Balance within formed rivet side up (Figure 6–13).
1.0 ounce inch (721 g•mm)
;;
using rotating type static
balance.
2. Using a 3⁄8 inch drill, align and drill the rivet,
removing the formed head.
3. Place base plate J 29121-2 under the stator as-
sembly (Figure 6–14). Be sure the holes in the
V02215.01
base plate are under the rivet heads. Place top
plate J 29121-4 on top of the stator assembly.
Figure 6–12. Balancing Converter Turbine
4. Install the 5⁄8-11 x 31⁄4 inch retaining bolt to
2. Remove race 24, thrust bearing 23, thrust bear- hold the two plates together. Tighten the bolt to
ing race 22, ten stator rollers 20, and ten free- 60 lb ft (81 N·m).
wheel roller springs 21 from stator assembly 13.
5. Place fixture stand J 25587-1 on a hydraulic
b. Rebuilding Stator Assembly (Foldout 10,A) press (Figure 6–14). Install rivet remover pin
J 29121-3 into fixture J 25587-1 head. Tighten
NOTE: the tool retainer thumbscrew.
• Do not disassemble the stator assembly unless 6. Place the stator assembly, with base and top
replacement of stator thrust washer 14, rivets 19, plates, onto the fixture stand (drilled rivet side
or washer 18 is necessary. If stator 16 or cam 17 is up).
cracked or damaged, replace the complete stator
7. Align the rivet remover pin with the drilled
assembly.
rivet and press the rivet from the stator assem-
• A hydraulic press having a minimum capacity of bly. Repeat the above process for each rivet.
five tons (44.48 kN), an adjustable table, and a
pressure gauge to assist in determining the rivet 8. Remove the retaining bolt and top plate (Figure
staking load is required to rebuild the stator 6–14). Separate thrust washer 14 (Foldout
assembly. 10,A), side washer 18, two cam washers 15,
and cam 17 from stator 16.

9. Inspect the stator and cam for cracks and the
rivet holes for burrs or swelling. Remove burrs
as required. If cam or stator is cracked or dis-
torted, replace the stator assembly.
10. Place the stator on the work table so that the J 25587-1
thick portion of the vanes are upward (Figure
6–15). Temporarily place two rivets 180 de-
grees apart with the headless ends up into their
grooves in the stator. Using the rivets for align- BOLT, 5⁄8-11 x 31⁄4 in.
ment, install the cam so that the deep end of J 29121-3
each pocket is positioned as shown. Tap the J 29121-4 STATOR
ASSEMBLY
cam into place with a soft drift, then remove
the two rivets.
11. Install cam washers 15 (Foldout 10,A), one on

each side of the stator. Install side washer 18
and thrust washer 14.
12. Align the rivet holes and insert ten new 1⁄4 x
;;
; ;;
;
25⁄8 inch rivets into the stator assembly from
the side washer side and through the stator J 29121-2
E03757.01
thrust washer.
;
;;;
;;
;;;
;;;;
Figure 6–14. Removing Stator Rivets
13. Place the stator assembly on base plate
J 29121-2 (Figure 6–16). Be sure the rivet
heads rest on the base plate between the clear-
ance holes. Install top plate J 29121-4 and the
;
5⁄8-11 x 31⁄4 inch retaining bolt. Strike the top
A B
A
;;
plate with a rubber mallet to seat components.
Tighten retaining bolt to 60 lb ft (81 N·m). B
CAM
RIVET (2) STATOR
;;
14. Place the stator assembly on fixture J 25587-1
(Figure 6–16). Install stake tool J 29121-1 into CAM STATOR
Assemble with
the fixture head of J 25587-1 and tighten the cam pockets in VIEW B-B
thumbscrew finger tight. position shown
Direction of
Deep end freewheel
of pocket rotation
NOTE: ENLARGED VIEW RIVET
SECTION A-A V03615
The amount of force to apply will vary depending
on the condition of the staking tool and the press
Figure 6–15. Locating Cam Pockets
equipment being used.
c. Assembly (Foldout 10,A)
15. Apply approximately 8000 lb (35.58 kN) force
to stake each rivet head. Stake the second rivet 1. Place stator assembly 13 on the work table
180 degrees from the first. Stake the third rivet, (rear side upward), and install thrust bearing
90 degrees from the second, etc., until all rivets race 22 into the stator.
are staked.
2. Coat the pockets of stator assembly 13, stator
16. Remove the top and bottom plates and retaining springs 21, and rollers 20 with oil-soluble
bolt from stator assembly 13 (Foldout 10,A). grease.

J 25587-1
SPRING (10)
BOLT, 5⁄8-11 x 31⁄4 in.
J 29121-1 J 29121-4
STATOR
ASSEMBLY
STATOR
J 24218-2
ROLLER (10)
E03759.01
Figure 6–17. Installing Stator Freewheel Roller
RIVET This flap may point

J 29121-2 E03758.01 THRUST WASHER up (as shown) or
down
Figure 6–16. Staking Stator Rivet SPRING
STATOR CAM
3. Install stator roller holder J 24218-2 into the
stator against the thrust bearing race installed
in Step (1) (Figure 6–17).
NOTE: Roller to be installed in

small end of cam pocket
Two types of stator springs are currently in use.
VIEW A
Prior to transmission S/N 2510095930, spring
convolutes were placed perpendicular to the stator
cam pocket (Figure 6–18, View B). Starting with THRUST WASHER RIVET
S/N 2510095930, spring convolutes were located 90
degrees from earlier springs (Figure 6–18, View A). STATOR CAM
CAUTION:
Do not mix the springs in View A (Figure 6–18)
with the springs in View B within the same stator.
ROLLER
4. Install ten freewheel roller springs into the sta-
SPRING
tor cam pockets. The springs must be posi-
tioned as shown in Figure 6–18. On later VIEW B V02354
models (View A), install the spring with the

Figure 6–18. Spring and Roller in Stator Cam
convolutes (bends) against the stator thrust
washers. The ends of the spring can be up or 5. Install ten freewheel rollers (Figure 6–17).
down against the roller. For earlier models
(View B), the end of the spring must be against 6. Install the thrust bearing onto the freewheel
the roller and toward the freewheel roller race. roller race (Figure 6–19).

STATOR
BOLT (12), 3⁄8-24 x 11⁄4 in.
J 24218-2
RACE
LOCKSTRIP (6)
RETAINER (2)
SEALRING
PUMP
E03761.01
THRUST BEARING
Figure 6–20. Torque Converter Pump Components
E03760.01
4. On later models, remove bolts 27, lockstrips

Figure 6–19. Installing Freewheel Roller Race 28, two-piece retainer 29, split race bearing 36,
gasket 39 or sealring 40, pump hub 41, and hub
7. Start the freewheel roller race into the stator sealring 42.
until the thrust bearing is near the roller holder
(Figure 6–19). Rotate the race clockwise to in- 5. On models containing engine-driven PTO
stall it. gears, remove items 27, 28, 29, and 38. Do not
remove bearing 37 unless part replacement is
8. Remove the stator roller holder J 24218-2 by
necessary.
pulling on the thong attached to it. Push the
roller race inward (rotating it clockwise) until
b. Assembly (Foldout 10,A)
the thrust bearing seats.
9. Rotate the freewheel roller race counterclock-
wise to lock in place. Position the stator assem- NOTE:
bly with its roller race upward until ready for • Inspect the pump hub drive slots for excessive wear
installation. Cover or wrap the assembly to (units prior to S/N 2510201424). If the hub is worn,
keep out dust and dirt. replace it with an increased hardness hub that is
date stamped 8-21-95 or later.
6–5. TORQUE CONVERTER PUMP • Steps (1) through (9) describe the installation of the
ASSEMBLY split race bearing. Steps (10) through (12) describe
the installation of the PTO drive gear with a
a. Disassembly (Foldout 10,A) double-row ball bearing.
1. Remove sealring 31 from the front of converter

pump 33. 1. If bearing 36 was removed, replace it with a
new split race bearing. To install new bearing
2. Flatten the corners of the lockstrips (Figure 36 (split race), follow Steps (2) and (3).
6–20).
2. Make sure the outer races have the same serial
3. On earlier models, remove bolts 27, lockstrips numbers, and all the bearing balls on the inner
28, one-piece bearing retainer 30, gasket 39 or race are in place.
sealring 40, pump hub 41, and hub sealring 42.
Do not remove ball bearing unless replacement 3. Install new bearing 36 (all three parts) into
is necessary. pump hub 41.

6–6. CONVERTER HOUSING WITH
NOTE: 2-BOLT TOP COVER, FRONT
• For pump drive hubs with a seal groove, use
SUPPORT, OIL PUMP
sealring 40.
(Models Without Input Retarder or
• For pump drive hubs without a seal groove, use a
thin or thick gasket 39 (Foldout 10,A), depending
Engine-Driven PTO)
on which bearing retainer is used. a. Disassembly
— For 2-piece retainer 29, use the thick gasket 1. Place the converter housing front downward on
(0.014–0.21 inch (0.36–0.53 mm) thick). the work table (Figure 6–21). Remove and dis-
— For 1-piece retainer 30, use the thin gasket card the two front support hub sealrings, nee-
(0.006–0.008 inch (0.15–0.20 mm) thick). dle roller bearing, and race from the front sup-
port hub.
4. Place new gasket 39 or sealring 40 onto pump 2. Place a 2 x 4 inch (50 x 100 mm) wood block
hub 41 and install both the gasket or sealring through the converter housing access opening,
and the hub onto the rear of the converter pump about 14 inch (350 mm) into the housing (Fig-
33. ure 6–22). Remove four of the six bolts retain-
5. Install retainer 29 or 30 into the front of con- ing the oil pump assembly (Figure 6–21).
verter pump 33. Align the holes in the retainer, Loosen the remaining two bolts, leaving about
converter pump, and pump hub. Install one four turns of thread engaged.
3⁄8-24 x 11⁄4 inch bolt 27 and one lockstrip 28
3. Press on the wood block and tap alternately on
at the 12 o’clock position. Do not tighten the the two loose bolts (Figure 6–22), to dislodge
bolt. the oil pump. Remove the two remaining bolts,
6. Install three more bolts and lockstrips, one and allow the pump to drop onto the wood
each at 3, 6, and 9 o’clock positions. Snug the block. Remove the pump assembly and seal-
bolts in 12, 6, 3, and 9 o’clock sequence. ring (if present) from the outer circumference
of the pump.
CAUTION: 4. Remove the screw that retains the cover to the
oil pump body (Figure 6–23). Remove the cover
Failure to use the sequential tighten procedure
for installing the twelve retainer bolts may lead and the oil pump body containing the drive gear
to premature bearing failure. and driven gear assembly. Replace, if damaged,
any of the 3⁄4 inch (19.05 mm) plugs (used in
7. Tighten the four bolts in the same sequential later models) in the oil pump body.
manner to 33–40 lb ft (45–54 N·m). SEALRING NEEDLE ROLLER
GROOVES GROUND SLEEVE BEARING
8. Install the remaining eight retaining bolts and 3
BOLT (6), ⁄8-16 x 4 or 5 in. BOLT (3), 3⁄8-16 x 21⁄2 in.
CONVERTER BEARING RACE
lockstrips. Tighten the bolts to 33–40 lb ft BYPASS
(45–54 N·m) and bend the corner of each lock- VALVE
strip to retain the twelve bolts. Install sealring NEEDLE ROLLER

LOCKUP BEARING
42 onto hub 41. VALVE
9. Install sealring 31 onto the OD of converter GASKET

FRONT
pump assembly 32. BOLT, 3⁄8-16 x 11⁄2 in. SUPPORT
ASSEMBLY
10. If bearing 37 was removed, install a new bear-
MAIN PRESSURE
ing, grooved end last, into drive gear 38. BOLT (15), 3⁄8-16 x 11⁄2 in. REGULATOR VALVE
11. Install drive gear 38 and bearing 37 onto con-

verter pump 33. HOUSING
12. Retain drive gear 38 and bearing 37 to con- E03762.01
verter pump 33 per Steps (5) through (9) Figure 6–21. Converter Housing Components (2-Bolt
above. Cover, Without Input Retarder)

LOOSE BOLTS
PULLER BRIDGE SCREW
GASKET
PULLER NUT
BRIDGE ASSEMBLY
J 33080-20
COLLAR LOCKNUT
4 BOLTS COLLAR
WOOD, 2 x 4 in. REMOVED
(50 x 100 mm) COLLET
J 33080-4
PUMP BODY
CONVERTER
HOUSING
E03763.01
Figure 6–22. Supporting Oil Pump During Removal
PUMP CAVITY
CONVERTER
HOUSING
GROUND E03765.01
SLEEVE
Figure 6–24. Removing Pump Spindle From

Pump Housing
8. Tighten the collar locknut until the collar is se-

cured against the collet and onto the shaft that
is to be removed.
COVER 9. Retain the puller screw with a wrench while
SCREW
tightening the puller nut to remove the shaft. If
1⁄4-20 x 5⁄8 in. OIL SEAL
DRIVEN
the collet does not pull the shaft, repeat Steps
GEAR (8) and (9) and apply additional torque to the
collet locknut.
BEARING
10. To remove the shaft from collet J 33080-4,
DRIVEN GEAR back off the collar locknut and puller nut. Posi-
SHAFT
SEALRING tion collar over retriever J 33080-2 and tap top
DRIVE of puller screw with a hammer to remove the
GEAR BODY
shaft from the collet.
E03764.01
Figure 6–23. Oil Pump and Torque Converter Housing WARNING!

5. Mark which side of the gears are up and, if The main pressure regulator valve spring is un-
there are two driven gears, upon which spindle der approximately 85 lbs (380 N) compression.
each gear resides. Remove the roller bearing
from the driven gear and the oil seal from the
pump assembly, if replacement is necessary. NOTE:
6. Remove the driven gear shaft (pump spindle) The spring compressor may be used whether the
from the pump housing, if necessary, using front support assembly is attached to or removed
special tool set J 33080. from the torque converter housing.
7. Place bridge assembly J 33080-20 and collet

J 33080-4, (Figure 6–24) over the shaft to be 11. Using spring compressor J 24219, depress the
removed with the legs of the puller on the main pressure regulator valve spring (Figure
pump housing. 6–25) and remove the snapring.

12. Remove the spring compressor, washer 6 b. Rebuild of Front Support
(Foldout 13,A), valve stop 5, spring 4, and
main pressure regulator valve 3. NOTE:
Do not attempt this rework procedure unless ade-
13. Using the spring compressor, remove snapring quate machining capabilities are available.
12, washer 11, valve stop 10, spring 9, and
lockup shift valve 8. 1. Examine the front support for ground sleeve
movement, damage to the ground sleeve (bear-
NOTE: ing journal specifically), and for damage to the
lockup feed sealring bore.
The spring compressor is not required for the re-
maining valve components.
NOTE:
• If there is evidence of ground sleeve movement or
14. Push inward against valve support assembly 16 damage, or if the lockup feed sealring bore shows
and remove snapring 19. Remove support as- signs of damage, proceed with Step (2).
sembly 16, seat 15, converter bypass valve 14,
• Otherwise, skip Step (2) and proceed with Step (3).
and spring 13.
15. Remove the nineteen bolts remaining in the 2. Replace and machine the ground sleeve per
front support assembly (Figure 6–21). Lift off Figures 6–26 or 6–27, depending on transmis-
sion options.
the front support assembly and gasket.
3. Examine the front support for the ground
16. If replacement is necessary, remove the needle sleeve vent hole shown in View B-B of Figure
roller bearing from the bore of the support hub 6–29.
(Figure 6–25). Special tool J 28557 may be
used to remove the needle roller bearing. NOTE:
• The vent hole allows a portion of the converter
17. Remove test plugs 18 (Foldout 10,B) from fluid to bypass the converter inlet. During low
housing 16. speed operation or converter stall operation,
localized heating of the torque converter fluid can
occur as a result of the lack of circulation of the
SNAPRING
NEEDLE ROLLER BEARING fluid within the torque converter. Typical
indication of such a condition is a flywheel that has
turned blue in appearance.
• The converter ground sleeve vent hole has been
J 24219 eliminated on some specific A/N transmissions and
service parts in the HT 700 series. Transmissions
manufactured prior to the release of the non-
vented ground sleeve may be reworked by
installing a plug in the vent hole.
• If the vent hole exists, proceed with Step (4).
MAIN • If the vent hole does not exist, skip Steps (4)
PRESSURE
REGULATOR through (5) and proceed with Step (6).
4. Machine pipe plug P/N 444697 as shown in

E03766.01 Figure 6–28.
Figure 6–25. Removing (or Installing) Main Pressure 5. Tap the ground sleeve, install plug and stake in
Regulator Snapring two places as shown in Figure 6–29.

; A
;;;;
2.28 in. (57.9 mm)
IN THIS
AREA
HOLE F
E 0.007 in. (0.178 mm) E 0.002 in. (0.051 mm)
2.3755 in. (60.34 mm) HOLE F

2.3745 in. (60.31 mm)
R DIA
Press to shoulder
with hole in sleeve 40–120
located as shown
within 2°
SURFACE C
When mounted on DIA D and SURFACE C DIA D
features shall be within the total runout
specified by E
SECTION A-A A V02230
;;
Figure 6–26. Ground Sleeve Replacement in Front Support,
For Models Without Input Retarder and Engine-Driven PTO Option
;;
A
;;
40–120
R
2.3755 in. (60.34 mm)
Press sleeve to 2.3745 in. (60.31 mm)
this dimension
;;
DIA
with hole located
as shown E 0.002 in. (0.051 mm)
0.440 in. (11.18 mm) 30°
2.28 in. (57.9 mm)
DIA D
SURFACE C
When mounted on DIA D and SURFACE C
specified by E SECTION A-A A V02238
Figure 6–27. Ground Sleeve Replacement in Front Support,

For Models With Input Retarder or Engine-Driven PTO Option

6. Insert (do not force) gauge J 29198-3 into a 4. Install lockup shift valve 8, small end first, into
groove on the support hub. Rotate the gauge the bore indicated in Foldout 13,A. Be sure the
360 degrees around the hub. valve will move freely of its own weight in its
bore.
NOTE: 5. Install spring 9 and valve stop 10. Place washer
• If the gauge does not rotate freely, the front 11 on spring 9 and compress the spring into the
support is damaged and should be replaced or valve bore until the snapring groove is clear.
reworked. Install snapring 12.
• A damaged or worn front support hub can be 6. Install spring 13 into the converter bypass
salvaged with guidance from the instructions valve bore indicated in Foldout 13,A. Install
furnished with the sleeve and pin kit. The kit converter bypass valve 14 and valve seat 15.
contains one unfinished front support sleeve, one
sleeve retainer pin, and one machining and 7. Install support assembly 16 and install
installation instruction sheet. Refer to Parts snapring 19 into the valve bore.
Catalog PC1268EN for the kit part number.
8. Place converter housing 16 (Foldout 10,B) on
the work table (front side downward).
c. Assembly
9. Place converter housing gasket 17 onto the
converter housing. Align holes in the gasket
NOTE: with those in the converter housing.
When bearing installer J 24197 is not available, the
10. Install front support assembly 1 (Foldout 13,A)
depth of installation must be measured. Proper
onto converter housing 16 (Foldout 10,B).
depth from the rear of the hub to the rear of the
bearing is 1.26–1.28 inch (32.0–32.5 mm). 11. Install three 3⁄8-16 x 21⁄2 inch bolts into the
front support (Figure 6–21). Tighten the bolts
1. If the needle roller bearing was removed from to 36–43 lb ft (49–58 N·m).
the front support (Figure 6–30), install a new 12. Install one 3⁄8-16 x 11⁄2 inch bolt into the hole
bearing. Installer J 24197 may be used with between the two valve bores that are closer to
handle J 8092 for driving the bearing or with- each other (Figure 6–21). Tighten the bolt to
out the handle when press-installing the bear- 36–43 lb ft (49–58 N·m).
ing. Drive or press on the numbered side of the
bearing. 13. Install fifteen 3⁄8-16 x 11⁄2 inch bolts into the
outer bolt circle of the front support (Figure 6–
NOTE: 21). Tighten the bolts to 36–43 lb ft (49–
58 N·m).
Installation of the main-pressure regulator and
lockup shift valves, as described in Steps (2)
through (5), is done with the aid of spring compres- NOTE:
sor J 24219. The spring compressor is not required
for installation of the converter bypass valve, de- Lubricate both the race and bearing, before install-
scribed in Steps (6) and (7). ing, with sufficient oil-soluble grease to retain them.
2. Install main-pressure regulator valve 3, small 14. Install the bearing race (flat side first) onto the
end first, into the bore. Be sure the valve will front support hub (Figure 6–21). Install the
move freely of its own weight in its bore. needle roller bearing onto the race. Ensure the
inner lube direction lip of the race on the hub is
3. Install spring 4 and valve stop 5. Place washer 0.233 inch (5.9 mm) in length.
6 on spring 4 and compress the spring into the
valve bore until the snapring groove is clear 15. Install a new seal using seal installer J 24198
(Figure 6–25). Install snapring 7. and driver handle J 24202-4 (Figure 6–31).

;;
17. Press the shaft until flush with height gauge.
;;
The installed height of the spindle after instal-
Make from P/N 444697 Pipe Plug,
3⁄8-18
Dryseal NPTF, 0.445–0.475 in. lation should be 0.926–0.885 inch (23.52–
(11.30–12.07 mm) long 22.48 mm).
Machine to 0.365–0.375 in.

18. If roller bearing 9 (Foldout 10,B) was re-
(9.27–9.78 mm) long moved, install a new bearing. Place the bear-
ing, numbered end first, onto installer tool
V03857
J 28646-A. Attach handle J 8092. Install the
bearing into driven gear 8.
Figure 6–28. Machining Vent Hole Plug

NOTE:
16. To install a new driven-gear shaft (pump spin-
If an installer tool is not available, the bearing may
dle), support the charging pump housing in a
be installed with a soft mallet. Drive the bearing on
press. Position height gauge J 33080-7 (Figure the numbered end into driven gear 8, until the bear-
6–32) over the shaft bore and place new shaft ing is 0.001–0.005 inch (0.03–0.13 mm) below the
into the gauge so the chamfer on the shaft will surface.
engage into the housing bore.
;;;
3⁄8-18Dryseal NPTF
PLUG RECESSED
HEAD Install plug flush or below
Apply Loctite® B OD of shaft. Stake plug
Sealer in place (2 places 180° apart)
Installed plug not to extend

DIM A into ID of shaft more than
(REF) 0.031 in. (0.79 mm)
0.625 in. (15.88 mm) DIA VENT HOLE. VIEW B-B
B No index relationship with other features.
REWORK INSTRUCTIONS:
1. Tap 0.625 in. (15.88 mm) vent hole
for 3⁄8-18 Dryseal NPTF. Tap only deep
GROUND DIM A enough for reworked plug to be flush
SLEEVE in. (mm) to just below OD of shaft. Do not tap
6834751 4.130 (104.90) deep enough to allow plug to extend
6837662 4.130 (104.90) into shaft ID more than 0.031 in.
6838112 5.335 (135.51) (0.79 mm). Stop tap operation often
and try plug to ensure proper plug fit.
2. Apply Loctite® sealing compound to plug.
3. Install plug as shown and stake two
places 180° apart.
V03858
Figure 6–29. Reworking Converter Ground Sleeve

DRIVEN GEAR SPINDLE

J 8092
J 24197
NEEDLE
ROLLER
BEARING HEIGHT GAUGE, J 33080-7
FRONT
SUPPORT
PUMP BODY
E03769.01
Figure 6–32. Installing New Pump Spindle

in Pump Housing
21. Place a straight edge across the surface of the

oil pump and oil pump gears as shown in Fig-
ures 6–33 and 6–34 or use slide gauge J 26857.
Insert a thickness gauge between the drive and
driven gears and the straight edge. Replace the
gear if the gear end clearance exceeds 0.006
inch (0.15 mm).
E03767.01
22. Install the cover, and retain it with the
Figure 6–30. Tool for Installing Front Support 1⁄4-20 x 5⁄8 inch flat-head screw (Figure 6–23).
Needle Roller Bearing Tighten the screw until it is below the surface
of the plate.
23. Install the sealring (if used) around the cover
outer circumference (Figure 6–35). Install two
J 24202-4
3⁄8-16 x 6 inch guide screws J 24315-1 into
J 24198 pump at the locations shown.
OIL PUMP 24. Lubricate the sealring (if used) and oil pump
BODY
cavity in the housing (Figure 6–35). Install the
pump assembly, guiding the screws through
the holes indicated.
25. Install six 3⁄8-16 x 4 inch or 5 inch bolts to
retain it (remove guide screws to install last
two bolts) while holding the pump assembly
in place. Tighten the bolts to 36–43 lb ft (49–
E03768.01
58 N·m).
Figure 6–31. Installing Oil Pump Oil Seal 26. Install plugs 18 (Foldout 10,B). Use non-
hardening sealer on the plug threads and
19. Install new plug if plug 4 was removed. Press tighten them to 4–5 lb ft (5–7 N·m).
the plug flush to 0.010 inch (0.25 mm) below
the surface. NOTE:
Front support sealrings must not be installed onto
20. Align the driven gear(s) and drive gear with the the support hub until the converter housing and
oil pump body per the index marks made in front support are installed onto the transmission
Paragraph 6–6a(5). Install the driven gear and housing. Refer to Paragraphs 4–6g and 7–12.
the drive gear into the oil pump body.

STRAIGHT PUMP CAVITY

EDGE
THICKNESS DRIVEN
GAUGE GEAR
E03770.01
CONVERTER
Figure 6–33. Checking Oil Pump Driven Gear HOUSING
End Clearance
GUIDE SCREW
J 24315-1
STRAIGHT
EDGE
PUMP
SEALRING ASSEMBLY
E03772.01
Figure 6–35. Installation Position of Oil Pump Assembly

DRIVE
THICKNESS
GEAR (Housing With 2-Bolt Cover)
GAUGE
E03771.01
Figure 6–34. Checking Oil Pump Drive Gear

End Clearance
STUD (3), 1⁄2-13 x 1⁄2-20 x 6.40 in.
BOLT (15), 3⁄8-16 x 1 in.
6–7. CONVERTER HOUSING WITH BOLT (3), 3⁄8-16 x 1 in.
2-BOLT TOP COVER, RETARDER

PLATE, OIL PUMP
(Models Without Engine-Driven PTO)
a. Disassembly
1. Refer to Paragraph 6–6a Steps (1) through (10)

for removal of the oil pump components. Note
that the oil pump includes two driven gears.
PIPE PLUG (4), 1⁄8 in.
2. Remove sealring 1 (Foldout 12,B) from the

groove in retarder plate 2. BOLT (6), 3⁄8-16 x 4 in.
BOLT, 3⁄8-16 x 11⁄2 in. RETARDER PLATE
3. Remove the eighteen 3⁄8-16 x 1 inch bolts and ASSEMBLY
E03773.01
one 3⁄8-16 x 11⁄2 inch bolt retaining the retarder

plate (Figure 6–36). Figure 6–36. Locating Retarder Plate Assembly Bolts

4. Remove the retarder plate and gasket from the 7. Install the retarder plate assembly and retain it
converter housing. with eighteen 3⁄8-16 x 1 inch bolts and one
3⁄8-16 x 11⁄2 inch bolt. Tighten the 11⁄2 inch
5. Remove plugs 8 (Foldout 11,B). bolt to 36–43 lb ft (49–58 N·m). Tighten the
6. Remove studs 7 only if replacement is necessary. 1 inch bolts to 39–46 lb ft (53–62 N·m).
7. Remove plug 6 only if replacement is necessary. 8. Assemble and install the oil pump as outlined
in Paragraph 6–6c Steps (15) through (24).
8. Position the housing (rear downward) on a Note that the oil pump includes two driven
clean flat surface. gears.
9. Remove lubrication valve pin 13, valve 12, and 9. While holding the pump in position, install
spring 11 only if parts replacement is necessary. six 3⁄8-16 x 3 inch bolts (replacing guide bolts
with last two). Tighten the bolts to 36–43 lb ft
b. Rebuild of Retarder Plate (49–58 N·m).
10. Lubricate with oil-soluble grease, and install
NOTE: sealring 1 (Foldout 12,B) into the groove
around retarder plate 2.
quate machining capabilities are available. 11. If studs 7 (Foldout 11,B) were removed, install
new studs.
1. If the retarder plate has ground sleeve move- 12. Tighten the studs to 15–65 lb ft (20–88 N·m), at
ment, damage to the ground sleeve (bearing a height of 5.47–5.53 inch (138.9–140.5 mm).
journal specifically), or damage to the lockup
feed sealring bore, replace and machine the 6–8. CONVERTER HOUSING WITH
ground sleeve per Figures 6–37 or 6–38, de- 8-BOLT TOP COVER, RETARDER
pending upon transmission options. PLATE, OIL PUMP
(Models With Engine-Driven PTO)
c. Assembly
1. If lubrication valve components 11, 12, and 13 a. Disassembly
(Foldout 11,B) were removed, install new 1. Refer to Paragraph 6–6a Steps (1) through (10)
components. Install valve 12 (larger end first) for removal of the oil pump. Note that the oil
onto pin 13. Install spring 11 into the valve pump includes two driven gears.
cavity in the converter housing.
2. Remove the sealring from the groove in the re-
2. Press the pin into its bore in the converter tarder plate.
housing until the pin head is 0.300 inch
3. Remove nineteen bolts retaining the retarder
(7.62 mm) above the housing surface.
plate (Figure 6–36).
3. Position the housing, front downward, on a 4. Remove the retarder plate and gasket from the
clean flat surface. converter housing (Figure 6–39).
4. If plug 6 was removed, install a new plug. Coat 5. Remove the four test plugs from the converter
the circumference with a non-hardening sealer housing (Figure 6–39).
and install it, flat side first, into the housing.
Drive or press it flush to 0.010 inch (0.25 mm) 6. Remove the three studs from the converter
below the housing rear surface. housing if replacement is necessary (Figure
6–36).
5. Coat four plugs 8 with sealer and install the
plugs. Tighten the plugs to 4–5 lb ft (5–7 N·m). 7. On earlier models, if the side PTO spindle
must be removed, remove the bolt and washers
6. Install gasket 14 and align its holes with those from the rear of the spindle. Press the spindle
in the converter housing. rearward.

;
;;;
;
A
;;;
;;
IN THIS
AREA
1.17 in. (29.71 mm)

REF
E 0.018 in. (0.45 mm)
HOLE B DIA D
HOLE B
Press to shoulder
with HOLE B in sleeve
located as shown
within 2°
SURFACE C
When mounted on DIA D and SURFACE C
;;
A specified by E SECTION A-A V02237
Figure 6–37. Ground Sleeve Replacement in Retarder Plate, Models Without Engine-Driven PTO Option
;;
Press to dimension shown
0.450 in. (11.43 mm)

0.430 in. (10.92 mm)
A SECTION A-A V03781
Figure 6–38. Ground Sleeve Replacement in Retarder Plate, Models With Engine-Driven PTO Option

8. Position the housing, front upward. Remove 12. Remove dowel pins 11 and 16 if replacement is
eight bolts that retain the ground sleeve (Figure necessary.
6–40).
b. Rework of Retarder Plate. Rework the retarder
9. Remove the ground sleeve. plate per Paragraph 6–7b.
10. Remove lubrication valve components (pin, c. Assembly

valve and spring) if replacement is necessary
1. If dowel pins 11 or 16 (Foldout 11,A) were re-
(Figure 6–41).
moved, install new pins. Press them into the
11. Remove plugs 17, 18, 22, and 23 (Foldout housing to a height of 0.440 inch (11.18 mm).
11,A) if cleaning or replacement is necessary.
2. If plugs 17, 18, or 23 were removed, install them
with sealant. Tighten plug 17 to 70–90 lb ft (95–
122 N·m); plug 18 to 110–130 lb ft (149–176
RETARDER N·m); plug 23 to 16–20 lb ft (22–27 N·m).
PLATE
ASSEMBLY
3. If plug 22 was removed, coat the circumfer-
RETARDER PLATE ence of a new plug with non-hardening sealer
GASKET
and install it flat side first. Press or drive it
CONVERTER
HOUSING 0.020–0.060 inch (0.5–1.5 mm) below the sur-
face surrounding the bore.
PLUG
4. If spindle 12 (Foldout 11,A) was removed, in-
stall a new spindle. The assembly procedure for
spindle 52 (Foldout 11,A) is explained in Para-
graph 7–12b Steps (8) through (10). Spindle 12
is symmetrical and may be installed either end
first. The hole in the front of the spindle must
be toward the housing’s center bore (24 degrees
to 30 degrees from a vertical line). Press the
E03774.01
spindle forward until its rear face is flush with
Figure 6–39. Removing (or Installing) Retarder the front of the housing counterbore. Install flat
Plate Assembly washer 13, lockwasher 14, and bolt 15. Tighten
the bolt to 83–100 lb ft (113–136 N·m).
CONVERTER HOUSING
BOLT (8), 3⁄8-16 x 11⁄2 in.
LUBRICATION
VALVE
CONVERTER
GROUND
SLEEVE
COVERTER
HOUSING
CONVERTER GROUND SLEEVE

E03775.01
E03776.01
Figure 6–40. Converter Ground Sleeve Installed Figure 6–41. Converter Housing With Ground Sleeve
(Housing With 8-Bolt Covers) Removed (Housing With 8-Bolt Covers)

5. If lubrication valve pin 19 (Foldout 11,A), 6–9. CONVERTER HOUSING WITH
valve 20, and spring 21 were removed, install 8-BOLT TOP COVER, FRONT
new parts. Install valve 20 (larger end first) SUPPORT, OIL PUMP
onto pin 19. Install spring 21 into its cavity in
the housing. Press the pin to a height of
(Models Without Input Retarder and
0.30 inch (7.6 mm) above the housing surface With Engine-Driven PTO)
adjacent to the valve.
a. Disassembly
6. Install four 1⁄8 inch plugs 35, 36, 37, and 38 1. Refer to Paragraph 6–6a Steps (1) through (10)
(Foldout 11,A) at the bottom of the housing for removal of the oil pump.
(Figure 6–39). Use sealant on the threads.
Tighten the plugs 4–5 lb ft (5–7 N·m). 2. Refer to Paragraph 6–6a Steps (11) through
(17) for removal and disassembly of the front
7. Install the ground sleeve and retain it with support assembly.
eight 3⁄8-16 x 11⁄2 inch bolts (Figure 6–40).
Tighten the bolts to 36–43 lb ft (49–58 N·m). 3. Refer to Paragraph 6–8a Steps (7) through (11)
for the remaining disassembly Steps.
8. Position the housing, front downward (Figure
6–39). Install the retarder plate gasket, aligning b. Machining Converter Housing to Accept New
its holes with those in the converter housing. PTO Configuration (Foldout 12,A)
9. Install the retarder plate (Figure 6–39). Retain NOTE:

the retarder plate with eighteen 3⁄8-16 x 1 inch
bolts and one 3⁄8-16 x 11⁄2 inch bolt. Tighten the Do not attempt this rework procedure unless ade-
1 inch long bolts to 39–46 lb ft (53–62 N·m) quate machining capabilities are available.
and the 11⁄2 inch long bolt to 36–43 lb ft (49–
58 N·m). 1. Beginning with transmission S/N 2510081257,
the side PTO gear in the converter housing
10. Assemble and install the oil pump as outlined locates the bearing using two snaprings,
in Paragraph 6–6c Steps (15) through (24). replacing the old rivet and washer method.
Note that the oil pump includes two driven
gears. 2. To incorporate the snapring retention configu-
ration in earlier model rivet retained bearing
configurations, refer to Figure 6–42 for ma-
11. While holding the oil pump in position, install
chining instructions for the converter housing.
six 3⁄8-16 x 4 inch bolts (replacing guide bolts
with last two). Refer to Figure 6–36 for loca-
tion of bolts. Tighten the bolts to 36–43 lb ft c. Rework of Front Support. Rework the front
(49–58 N·m). support per Paragraph 6–6b.
d. Assembly
12. Lubricate sealring 1 (Foldout 12,B) with oil-
soluble grease. Install the sealring into the 1. Refer to Paragraph 6–6c Steps (1) through (7)
groove around the retarder plate. for assembly of the front support components.
2. Refer to Paragraph 6–8c Steps (1) through (7)

13. If the three studs at the rear of the converter
for initial assembly of the converter housing
housing (Figure 6–36) were removed, install
components.
new studs.
3. Position the housing, front downward. Install
14. Tighten the studs to 15–65 lb ft (20–88 N m) at the front support gasket, and align its holes
a height of 5.47–5.53 inch (138.9–140.5 mm). with those of the converter housing.

4. Install the front support assembly and retain it 6–10. SCAVENGE OIL PUMP,
with sixteen 3⁄8-16 x 11⁄2 inch bolts and three PTO IDLER GEAR
3⁄8-16 x 21⁄2 inch bolts. Tighten the bolts to
36–43 lb ft (49–58 N·m). a. Disassembly (Foldout 12,A)
5. Refer to Paragraph 6–6c Steps (15) through

(24) for assembly and installation of the oil NOTE:
pump components. • Steps (1) through (8) describe the disassembly of
the scavenger pump.
6. Install six 3⁄8-16 x 5 inch bolts (replacing guide • Steps (9) and (10) describe the disassembly of the
bolts with last two) while holding the oil pump PTO idler gear.
in position. Tighten the bolts to 36–43 lb ft
(49–58 N·m). 1. Place scavenge oil pump assembly 4 on the
work table with drive gear 5 down and remove
snaprings 15.
NOTE: 2. Remove scavenge pump plate 13.
Lubricate both race and bearing with oil-soluble 3. Remove snapring 12 from the shaft of drive
grease to retain them. gear 5.
4. Remove driven gear assembly 16 from
spindle 10.
7. Install the bearing race (flat side first) onto the
front support hub (Figure 6–21). Install the 5. Remove drive gear 11 from the shaft of drive
needle thrust bearing. Be sure that the inner gear 5. Remove roller 6 from the shaft of
lube direction lip of the race on the hub is gear 5.
;;
0.233 inch (5.9 mm) in length. 6. Remove gear 5 from pump body 9.
7. If replacement is necessary, press needle roller
bearing 7 out of body 9. If replacement is nec-
NEW essary, press needle roller bearing 14 out of
CONFIGURATION
plate 13.
5.94 in.
(150.88 mm) 8. If replacement is necessary, press spindles 10
toward the inside of body 9.
SNAPRING Machine off
9. Remove snapring 22 from both sides of
gear 25.
10. Remove bearing 23 from PTO idler gear 25 if
;
replacement is necessary.
b. Machining Scavenge Pump-Driven Gear
CONVERTER Bushing (Foldout 12,A)
HOUSING SPINDLE
NOTE:
RIVET Do not remove bushing 17 from gear 18 if proper
machining procedure cannot be used at installation
OLD
CONFIGURATION of new bushing.
1. Remove damaged bushing 17 from scavenge

V03859
pump driven gear 18.
Figure 6–42. 8-Bolt Converter Housing — Rework for 2. Press a new bushing into gear 18 to 0.030 inch
PTO Idler Gear Bearing Retention With Snaprings (0.76 mm) below the surface of the gear.

3. Check the ID of the bushing for runout. Runout 6–11. INPUT RETARDER VALVE
must not exceed 0.001 inch (0.03 mm) TIR. BODY ASSEMBLY
Surface finish of the bushing should be 50 mi-
cro-inches (1.27 micrometers). a. Disassembly (Foldout 21,B)
c. Assembly (Foldout 12,A) 1. Remove two bolts and lockwashers 22 and 21
from bottom of valve body 13.
NOTE:
• Steps (1) through (3) describe the assembly of the
PTO idler gear. 3. Slide valve 14 out through bottom of valve
• Steps (4) through (8) describe the assembly of the body 13.
scavenger pump. 4. Remove snapring 18, washers 15 and 17, and
spring 16 from valve 14.
1. If bearing 23 or 34 was removed, apply 5. For replacement, remove seal 10, seal 11 and
Loctite® Retaining Compound 601 (or snapring 12.
equivalent) onto bearing circumference, and
install bearing into bore of gear 25 or 32. b. Assembly (Foldout 21,B)
Allow parts to dry for 2 hours (minimum).
1. If removed, install snapring 12, new seal 11,
2. Retain the bearing by placing washers 24 or 31 with lip toward inside of valve body, and seal
at each end of rivets 26 or 33. Peen the rivets 10 with scraper edge outside valve body 13.
onto the washers so that the peened end ex-
tends no higher than 0.150 inch (3.8 mm) 2. Install washer 15 on bottom end of valve 14.
above the gear face.
3. Install spring 16 and washer 17 on valve 14
3. On later models, bearings 23 or 34 are retained and secure with snapring 18.
in gear 25 or 32 by two snaprings 22 or 35. In-
stall the snaprings. NOTE:
4. If spindles 10 were removed, install the spin- Transmissions with serial numbers prior to
dles (plain ends first) into the inside of body 9. 2510208992 may have retarder valve body gaskets
Press the spindles to 1.0 inch (25.4 mm) above that leak. If the gasket leaks, replace the existing
the inside surface of the body. Install driven gasket 19, cover 20, and bolts 22 with new parts. Do
gear assembly 16 onto spindle 10. not mix the new parts with any of the old parts.
CAUTION: 4. Install gasket 19 and cover 20 with two bolts

Press only on numbered end of bearing when in- 22 and two lockwashers 21. Tighten the bolts
stalling needle roller bearings. to 26–32 lb ft (35–43 N·m).
5. Check the stroke of the retarder valve. The
5. If needle roller bearing 7 was removed, press a stroke should be 11⁄2 inch (38.1 mm).
new bearing to 0.040 inch (1.0 mm) below the
outside surface of body 9.
6–12. INPUT RETARDER HOUSING,
6. If bearing 14 was removed, press a new bear- FRONT SUPPORT
ing flush to 0.010 inch (0.25 mm) below the
outside surface of plate 13. a. Disassembly (Foldout 12,B and Foldout 13,A)
7. Install drive gear 5 into body 9 and install
1. Position the input retarder housing with the
roller 6 into its groove in the shaft of gear 5. In-
front support assembly upward (Figure 6–43).
stall drive gear 11 onto the shaft of gear 5,
aligning the roller with the groove in the gear. 2. Remove and discard two sealrings from the
Secure the gear with snapring 12. hub of the front support (Figure 6–43). Re-
8. Install plate 13 onto body 9. Install snaprings move the needle roller bearing assembly (if not
15 onto spindles 10. previously removed) and bearing race.

FRONT SUPPORT ASSEMBLY SNAPRING PISTON

RETARDER HOUSING RACE
GASKET BOLT (9), 3⁄8-16 x 21⁄4 in. HOUSING
BEARING
BOLT (16), 3⁄8-16 x 11⁄4 in.
RACE
SEALRING (2)
NEEDLE SPRING
ROLLER HUB RETAINER
BEARING
E03778.01
BEARING
RACE
RETARDER Figure 6–44. Forward-Clutch Components
HOUSING
3. Refer to Paragraph 6–6c Steps (1) through (7)
E03777.01 for assembling the front support and valve as-
sembly.
Figure 6–43. Input Retarder Housing and
Front Support Assembly 4. Install the front support assembly onto the in-
put retarder housing and gasket (Figure 6–43).
NOTE: 5. Install the twenty-five bolts as shown in Figure
Check the length and location of the nine bolts re- 6–43. Tighten the bolts evenly to 36–43 lb ft
moved from the inner circle of the front support. (49–58 N·m).
Some models use six bolts of one length and three 6. Using oil-soluble grease to retain them, in-
bolts of another length. stall the bearing race, flat side first, and the
needle roller bearing onto the support hub
3. Remove the nine bolts from the inner circle (Figure 6–43).
and sixteen bolts from the outer circle (Figure 7. Install plugs 20 (Foldout 12,B) into the input re-
6–43). Carefully separate the front support and tarder housing. Use non-hardening sealer on the
valve assembly from the input retarder housing plug threads, and tighten to 4–5 lb ft (5–7 N·m).
(Figure 6–43). Remove the input retarder hous-
ing gasket.
6–13. FORWARD CLUTCH AND
4. Position front support assembly front (mount- TURBINE SHAFT
ing) side downward.
5. Refer to Paragraph 6–6a Steps (11) through a. Disassembly (Foldout 13,B)
(16) for disassembly of the support assembly. 1. Remove sealring 1 from the front of the turbine
6. Remove plugs 20 (Foldout 12, B) from the bot- shaft.
tom of the input retarder housing.
2. Remove bearing race 2 from the hub of for-
b. Rebuild of Front Support. Rebuild the front ward-clutch housing assembly 5.
support per Paragraph 6–6b.
3. Remove two sealrings 4 from the turbine shaft.
c. Assembly (Foldout 12,B and Foldout 13,A) 4. Position forward-clutch assembly 3 on the
1. Position the input retarder housing on blocks work table (turbine shaft down).
front downward (Figure 6–43). 5. Remove bearing race 24 and bearing 25 from
forward-clutch hub 19.
2. Install the gasket onto the input retarder hous-
ing as shown in Figure 6–44. Align the holes in 6. Remove snapring 23 and fourth-clutch driving
the gasket with those in the housing. hub 22.

7. Remove five each of clutch plates 20 and 21. 17. Remove the PTO gear by compressing the
snapring into the clutch housing and sliding the
8. Remove forward-clutch hub 19.
gear from the housing.
9. Remove bearing race 18 and needle roller bear-
ing 17 from the inner hub of the forward-clutch 18. To compress the snapring, insert 10 pieces of
hub (Figure 6–44). steel shim stock (0.093 x 0.020 x 3 inch (2.38 x
.5 x 76.2 mm)) between the snapring and the
10. Remove bearing race 16 from the inner hub of PTO gear (Figure 6–46). To accomplish this,
the forward-clutch housing (Figure 6–44). locate the snapring gap. At the cutout nearest
11. Using spring compressor J 24204-3, compress the gap, press the snapring into the groove in
the spring retainer 14, and remove snapring 15 the housing. Slip a piece of shim stock be-
(Figure 6–45). tween the snapring and the inner ends of the
splines of the PTO gear. Repeat the operation
12. Carefully remove pressure from the spring re- at the other side of the snapring gap. Working
tainer, and remove the spring retainer. at each opening (missing spline) to compress
13. Remove twenty release springs 13 (Foldout the snapring, insert the remaining pieces of
13,B). shim stock at approximately 3 inch (76.2 mm)
increments.
14. Remove forward-clutch piston 12 and sealrings
10 and 11. If a sealring is used inside the clutch 19. Slide the gear free of the clutch housing. Re-
housing, remove and discard it. move the snapring.
15. Do not remove the PTO gear unless replace-
ment is necessary. CAUTION:
Do not damage oil collector ring during PTO
NOTE: gear removal.
To remove earlier PTO gear (slip fit on housing), re-
fer to Steps (16) through (19). To remove later PTO 20. On later models, the PTO gear is press-fitted
gear (press fit on housing), refer to Steps (20) on the clutch housing.
through (24).
21. Remove oil collector ring 6 (Foldout 13,B)
from clutch housing 5 by supporting the inner
16. Remove collector ring 6 only if damaged. Sup- circumference of the ring and pressing the for-
port the inner circumference of the ring and ward clutch housing and input shaft assembly
press the forward housing and input shaft as- free.
sembly free.
22. Place PTO gear fixture J 26899-2 on a press,
flat side downward. Do Steps (17) and (18).
23. Position the forward-clutch housing, turbine

shaft downward, so the PTO gear is resting on
the cylindrical fixture. Center the fixture di-
rectly under the PTO gear.
J 24204-3
SNAPRING CAUTION:
Pressure applied directly to the turbine shaft will
cause permanent damage.
RETAINER
24. Center fixture tool J 26899-1 inside the for-

E03779.01
ward-clutch housing and apply sufficient pres-
Figure 6–45. Removing (or Installing) Forward-Clutch sure to the tool to remove the PTO gear.
Spring Retainer Snapring Remove the snapring.

25. Do not remove balls 7 from the forward-clutch
PTO GEAR SNAPRING
housing unless replacement is necessary.
FORWARD-CLUTCH ASSEMBLY
COLLECTOR
NOTE: RING
The forward-clutch housing and input shaft assem-
bly may require rework for the following reasons:
STEEL SHIM
• The turbine shaft is damaged or loose; STOCK (10)
• The sealring area of the housing requires rework;

• The transmission is an HT 750DRD and its
forward-clutch housing has an inner sealring.
26. If the forward-clutch housing and input shaft

assembly requires rework, support the front of
the forward-clutch housing in a 10 ton
(88.94 kN) press and remove the turbine shaft.
E03780.01
NOTE:
Figure 6–46. Removing PTO Gear From Forward Clutch
• Refer to Paragraph 6–13b to rework the forward-
;;;
clutch housing for a damaged or loose turbine
shaft.
Permissible to hard chrome plate splines
• Refer to Paragraph 6–13c to rework the forward- of used shaft 0.001–0.002 in. (0.025–0.051 mm)
clutch housing rotating sealring bore. thick to tighten loose joint on used assembly
• Refer to Paragraph 6–13d to rework the forward-
;;;
;;
;;
PRESS RAM
clutch housing if the transmission is an DIA B
HT 750DRD and the forward-clutch housing has
an inner sealring. When mounted on FABRICATED TOOL
DIA A AND B, total
runout on SURFACE C
TURBINE SHAFT
b. Rework of Forward-Clutch Turbine Shaft and to be within 0.005 in.
;;;
(0.127 mm)
Housing (Foldout 13,B) FORWARD-
DIA A CLUTCH
HOUSING
SURFACE C FABRICATED
NOTE: TOOL
quate machining capabilities are available.
1. Be sure that the shaft is pressed squarely into

the housing assembly. Refer to Figure 6–47 for
Press to this shoulder in direction
specifications and typical setup to locate the indicated. Must withstand a minimum PRESS BED
forward-clutch housing assembly centerline load of 2000 lbs (900 N) after assembly 2000 lbs (900 N)
V02245.01
square and true with the centerline of the ram.
c. Rework of Forward- (or Fourth-) Clutch Figure 6–47. Rework of Forward-Clutch Turbine
Housing Rotating Sealring Bore Shaft Assembly
(Foldout 14,A)
1. Normal polishing of the sealing surfaces by the 2. Figure 6–48 details required machining, mate-
seals is acceptable wear in the rotating seal bore rial, and assembly to renew the rotating seal
of the forward- (or fourth-) clutch housing. bore of forward- (or fourth-) clutch housing.

d. Rework of Forward-Clutch Housing Inner e. Assembly (Foldout 13,B)
Seal Hub (Foldout 14,A)
(HT 750DRD Transmissions Only) WARNING!
Be sure the forward-clutch hub and the fourth-
clutch driving hub are installed into the forward-
NOTE:
clutch assembly as shown in Figure 6–55. If these
An HT 750DRD forward-clutch housing with an in- two hubs are installed into the fourth-clutch
ner sealring should be reworked to accommodate housing assembly by mistake, the transmission
pistons with X, Y, or Z identification marks. See will operate in reverse when the driver selects
note following Paragraph 6–13e(8). any forward range.
NOTE:
1. If the forward-clutch housing has an inner seal-
ring, machine the forward-clutch housing per Early and later models differ in PTO installation.
Figure 6–49. On later models, use procedures (1) through (5). On
earlier models use procedures (6) through (8).
1. Place forward-clutch housing 5 on a work table

GREEN INSERT
(shaft end downward). Install snapring 8 into
;
MATERIAL-STEEL TUBING
the groove on the OD of the housing.
1.15 in. (29.21 mm)
0.500 in. (12.70 mm) 0.375 in. (9.52 mm) DIA
thru 2 places 180°
0.15 in. (3.81 mm)
15°
3.921 in. (99.59 mm) 3.62 in. 0.6 in.
(1.5 mm) R
;;;; ;;;;;
3.920 in. (99.57 mm) (91.94 mm)
DIA DIA
0.14 in. (3.55 mm)
;; ;;;
1.125 in. (28.57 mm) 0.12 in. (3.05 mm)
3.918 in. (99.51 mm)
DIA C
;; ;;;
3.917 in. (99.49 mm)
DIA B 100
;;;;; ; ;
30°
;;;
0.050 in. 5.690 ± 0.010 in.
(1.27 mm) DIA C (144.53 ± 0.25 mm)
;;
;;; ;;;
;;
R MAX 40–120 DIA D
;;;
3.704 in. (94.08 mm)
3.702 in. (94.03 mm)
DIA B must be concentric DIA D must be concentric
with DIA C within 0.005 in. with DIA C within 0.005 in.
(0.127 mm) TIR (0.127 mm) TIR
Surface to be flat within 0.0005 in.

(0.0127 mm) when measured in a
radial direction and must be free
from raised metal due to nicks.
No step permissible. V02246 V03782
Figure 6–48. Rework of Forward- (or Fourth-) Clutch Figure 6–49. Rework of Forward-Clutch Housing
Housing Rotating Sealring Bore Inner Sealring Hub

2. Heat PTO gear 9 in an oven or an oil bath to 7. Install PTO gear snapring 8 (Foldout 13,B)
350–375˚F (177–191˚C). into its groove on the OD of the forward clutch
housing.
3. Carefully install the PTO gear onto the for-
ward-clutch housing (chamfer end first), until 8. Install PTO gear 9, chamfered ends of the in-
the snapring expands into the PTO gear ternal splines first, onto the forward-clutch
groove. Make sure the snapring is expanded housing. The chamfered ends of the splines
and free in the internal groove of the gear be- should slide over the snapring until the
fore the gear cools. Failure to obtain this condi- snapring engages and expands into the groove
tion can result in difficulty during subsequent in the PTO gear.
removal.
4. Position the forward-clutch housing, turbine

NOTE:
shaft upward. Apply Loctite® 40 Retaining
Compound (or equivalent) onto the collar of • Forward-clutch pistons with identification marks
the collector ring. Install the collector ring X, Y, and Z have the same thicknesses as pistons
(Figure 6–50). Use installer J 24200-2 to drive marked A, B, and C, respectively, but are stronger
the collector ring onto the clutch housing (Fig- because their inner walls are not machined.
ure 6–50). Use light hammer blows, and work Starting with S/N 72371 (approximately), HT 700
around the entire installer circumference. Series transmissions have forward-clutch housings
without an inner sealring groove and use the
5. Using staking tool J 24200-1, bend the edge of pistons marked X, Y, and Z. Transmissions before
the ring into the groove in the clutch housing S/N 72371 have forward-clutch housings with an
(Figure 6–51). Check the four steel balls in the inner sealring groove and used the pistons marked
housing (Figure 6–52). Make sure they are se- A, B, and C. Always discard the seal inside the
curely staked in the housing and are free to forward clutch housing and be sure to replace
move without restriction. pistons with same alphabetic marking.
• For HT 750DRD transmissions, use only pistons
NOTE: marked X, Y, or Z. Rework the forward-clutch
Steps (6) through (8) apply to earlier models. housing for units prior to S/N 72371 per Paragraph
6–13d to accommodate these pistons.
6. If collector ring 6 was removed, replace it with

a new ring. Refer to Steps (4) and (5). CAUTION:
If the forward-clutch housing is replaced, selec-
tion of a proper piston (A, B, C, X, Y, or Z) is im-
perative before sealring installation.
NOTE:
J 24200-2
Before completing the assembly, the clutch clear-
ance must be established. One method is direct mea-
surement as outlined in Steps (9) through (14). An
alternate method is by stack dimension computa-
tion outlined in Paragraph 6–29. If the stack meth-
FORWARD- od is used, disregard Steps (9) through (14).
COLLECTOR CLUTCH
RING HOUSING
E03783.01
9. Using Figure 6–53 as a guide, install forward
Figure 6–50. Installing Pitot Collector Ring piston A into clutch housing E.

;;;;;
;
;
;;;;
C
B E
F
J 24200-1
D
;;;
;
;;
A
FORWARD- Check clearance here
CLUTCH
HOUSING 0.080–0.120 in. (2.03–3.05 mm)
;;;
COLLECTOR RING
E03784.01
V02250
Figure 6–51. Staking Pitot Collector Ring to

Figure 6–53. Forward-Clutch
Forward-Clutch Housing
Assembly — Cross-Section
;;;
11. Install the fourth-clutch driving hub D into
COLLECTOR RING housing E and retain it with snapring F.
Press to shoulder and
bend metal into groove
FORWARD- for entire circumference 12. While holding hub D firmly against snapring
F, measure the clutch clearance with gauge
;;;
CLUTCH
HOUSING J 24192 at the location shown in Figure 6–53.
When clearance is satisfactory, the thinner
step of the gauge will enter between the driv-
Must withstand
30 LB (133.45 N) ing hub and clutch plates; the thicker step will
load applied in BALL (4) not (Figure 6–55). The prescribed clearance is
this direction
;;;
;;;
0.080–0.120 inch (2.03–3.05 mm).
13. If the clutch clearance is not within the speci-

fied limits, remove snapring F, fourth-clutch
driving hub D, and clutch plates B and C. Re-
place clutch plates, as required, to obtain the
;;;
TURBINE desired clearance. Refer to wear limits in Sec-
SHAFT
tion 8 to determine the plate thicknesses.
14. When the clutch clearance is within the speci-

V02247
fied limits of 0.080–0.120 inch (2.03–3.05
mm), remove snapring F and hub D, clutch
plates B and C, and piston A. Keep the clutch
Figure 6–52. Forward-Clutch Housing — Cross-Section
plates in a pack.
10. Beginning with an external-tanged plate, alter- 15. Place piston A on a work table with the return
nately install five external-tanged plates B and spring bosses up. Grease and install two new
five internal-splined plates C into forward- lip-type Teflon® sealrings into the inner and
clutch housing E. outer sealring grooves in the piston.

16. Install sealring protector J 24216-01 onto the 19. Install twenty piston release springs 13 (Fold-
clutch housing hub (Figure 6–54). out 13,B) onto the spring guide bosses of pis-
ton 12. Place spring retainer 14 on top of the
17. Lubricate the piston sealrings with transmis- twenty springs, recessed side (outer lip) of the
sion fluid and centrally locate the piston in the retainer facing down.
housing bore. Place the piston and piston hous- 20. Compress spring retainer 14 (Foldout 13,B)
ing under an arbor press and apply pressure until the snapring groove on the clutch housing
evenly until the piston is properly seated. hub is exposed (Figure 6–46). Install snapring
18. If a press is not available, seat the piston in the 15 into the groove.
housing bore by tapping the piston lightly with 21. Lubricate (with oil-soluble grease) and install
a mallet in a continuous circular pattern until the thrust bearing race onto the inner hub of
the piston is properly seated. forward-clutch housing (Figure 6–44).
22. Lubricate (with oil-soluble grease) and install
the bearing race and needle roller bearing
J 24216-01
onto the inner hub of the forward-clutch hub
(Figure 6–44).
23. Install the forward-clutch hub (outer splines
first) into the forward-clutch housing (Figure
FORWARD-
CLUTCH 6–44).
HOUSING
24. Install the clutch pack removed in Step (14).
Beginning with an external-tanged plate, alter-
nately install five external-tanged plates 20
(Foldout 13,B) and five internal-splined plates
21, into the forward-clutch housing.
PISTON 25. Install fourth-clutch driving hub 22 (Foldout
E03785.01
13,B) and retain it with snapring 23.
Figure 6–54. Installing Forward-Clutch Piston 26. Lubricate and install two sealrings 4 (Foldout
13,B). Install sealring 1 on the front of the tur-
bine shaft. Install thrust bearing race 2, cupped
side first, onto the front of the forward-clutch
J 24192 housing.
FORWARD-
CLUTCH
HUB FORWARD- 27. Lubricate (with oil-soluble grease) and install
CLUTCH bearing race 24, flat side first, and needle
CLUTCH PLATES ASSEMBLY
roller bearing 25 onto the rear of forward-
PTO clutch hub 19.
GEAR
6–14. FOURTH-CLUTCH ASSEMBLY

1. Remove the bearing race from the front hub of
FOURTH- the fourth-clutch housing (Figure 6–56).
CLUTCH
DRIVING
HUB 2. Remove the bearing race from the rear hub of
OIL
COLLECTOR
RING E03786.01
the fourth-clutch housing (Figure 6–57).
Figure 6–55. Checking Forward-Clutch Plate 3. Place the fourth-clutch assembly front hub up
Running Clearance on the work table.

RACE 4. Remove the large snapring and the backplate
FRONT
(Figure 6–58).
HUB
5. Remove five external-tanged clutch plates and

five internal-splined clutch plates.
HOUSING
6. Using J 24204-2 and J 24204-3, compress the
spring retainer until it is clear of the snapring
(Figure 6–59), then remove the snapring.
E03787.01
7. Carefully release the pressure from the spring
Figure 6–56. Removing (or Installing) Fourth-Clutch retainer, then remove the retainer and twenty
Front Bearing Race
clutch release springs.
8. Remove the piston from the clutch housing

RACE (Figure 6–59).
9. Remove sealrings 10 and 11 (Foldout 14,A).

REAR HUB
10. Check the eight steel balls in fourth-clutch

HOUSING
housing 14. Make sure they are securely staked
in the housing and are free to move without re-
striction.
E03788.01
b. Rework of Fourth-Clutch Housing Rotating
Figure 6–57. Removing (or Installing) Fourth-Clutch Sealring Bore (Foldout 14,A). Rework the housing as-
Rear Bearing Race sembly 12 per Paragraph 6–13c.
BACKPLATE SNAPRING
PISTON
SNAPRING
EXTERNAL-
INTERNAL- TANGED EXTERNAL-
SPLINED PLATE TANGED
PLATE PLATE
SPRING
SPRING (20) RETAINER E03789.01
Figure 6–58. Removing (or Installing) Fourth-Clutch Plates

BAR, STUD ASSEMBLY 1. Place fourth-clutch housing assembly 12
J 24204-2
COMPRESSOR (Foldout 14,A) on the work table, flat (rear)
J 24204-3 side downward.
NOTE:
Before continuing the assembly, clutch clearance
must be established. One method is by direct mea-
surement as outlined in Steps (2) through (7). An al-
ternate method is by stack dimension computation,
CLUTCH
outlined in Paragraph 6–29. If the stack method is
PISTON used, disregard Steps (2) through (7).
SNAPRING
RETAINER
SPRING (20)
2. Install fourth-clutch piston 9 into the clutch
CLUTCH HOUSING E03790.01 housing (Figure 6–60). Do not install a seal-
ring into the fourth-clutch housing or on piston
9 at this time.
Fourth-Clutch Spring Retainer Snapring
3. Beginning with an external-tanged plate, alter-
c. Assembly (Foldout 14,A) nately install five external-tanged plates and
five internal-splined plates into the fourth-
WARNING! clutch housing (Figure 6–58).
Do not install forward-clutch hub 19 (Foldout
13,B) and fourth-clutch driving hub 22 into the 4. Install the backplate and snapring (Figure 6–62).
fourth-clutch housing assembly 12 (Foldout
14,A). If these two hubs are installed into the 5. Hold the backplate firmly against the snapring.
fourth-clutch housing assembly by mistake, the Insert gauge J 24192 and check the clearance at
transmission will operate in reverse when the the location shown in Figure 6–61. When clear-
driver selects any forward range. ance is satisfactory, the thinner step of the gauge
will enter between the backplate and clutch
plates; the thicker step will not (Figure 6–62).
NOTE: The prescribed clearance is 0.080–0.120 inch
(2.03–3.05 mm).
Starting with S/N 2510119654, HT 700 Series
transmissions have fourth-clutch housings without an 6. If the clutch clearance is not within the speci-
inner sealring groove and use pistons marked X, Y, fied limits, remove the snapring, backplate, and
and Z. Transmissions before S/N 2510119654 have clutch plates. Replace clutch plates, as re-
fourth-clutch housings with an inner sealring groove quired, to obtain the prescribed clearance. Re-
fer to wear limits in Section 8 to determine the
and used the pistons marked S, T, and M. For the
plate thicknesses.
repair of transmissions prior to the S/N break, all
former parts except the clutch housing are available. 7. When the clutch clearance is within the speci-
If the fourth-clutch housing requires replacement, the fied limits of 0.080–0.120 inch (2.03–3.05
replacement of the piston and piston seals is required. mm), remove the snapring, backplate, clutch
plates, and piston from the clutch housing.
Keep the clutch plates in a pack.
CAUTION:
If the fourth-clutch housing is replaced, selection 8. Lubricate (with oil-soluble grease) and install a
of a proper piston (M, S, T, X, Y, or Z) is impera- new Teflon® sealring 11 into the clutch hous-
tive before sealring installation or clutch plate ing. Be sure the lip of the sealring is facing the
clearance check is done. bottom of the piston cavity.

J 24192
J 24216-01
CLUTCH PLATES
FIFTH CLUTCH
BACKPLATE
SNAPRING
PISTON PISTON
;;;
CLUTCH
HOUSING
E03791.01
;;
E03792.01
;;;
;;;;
Figure 6–60. Installing Fourth-Clutch Piston
Figure 6–62. Checking Fourth-Clutch Clearance
;;
11. If a press is not available, the piston may be in-
stalled with a mallet. Tap the piston lightly in a
SNAPRING continuous circular pattern until the piston is
;;;
;;
properly seated.
BACKPLATE
12. Install twenty clutch release springs, one each
Check on the twenty cast bosses on the fourth-clutch
clearance here piston (Figure 6–58).
0.080–0.120 in.
(2.03–3.05 mm)
13. Install the spring retainer (recessed side (outer
CLUTCH PLATES
lip) down) on the twenty clutch release springs
(Figure 6–58).
14. Compress the spring retainer using J 24204-2
and J 24204-3 tools until the snapring groove
on the clutch hub is clear (Figure 6–59). Install
V02259
the snapring.
Figure 6–61. Fourth-Clutch Assembly
the bearing race onto the rear hub of the fourth-
Cross-Section View
clutch housing (Figure 6–57).
9. Place fourth-clutch piston 9 on the work table 16. Lubricate (with oil-soluble grease) and install
(spring bosses side up). Grease and install new the bearing race onto the front hub of the
Teflon® sealring 10 (lip downward) into the fourth-clutch housing assembly (Figure 6–56).
groove on the outside circumference of the pis-
ton. A sealring for the inside groove in piston 9
is not required. 6–15. CENTER SUPPORT ASSEMBLY
10. Lubricate the two sealrings with transmission a. Disassembly (Foldout 14,B)
fluid. Centrally locate the piston in the housing
bore. Place the piston and housing in an arbor 1. Place center support housing assembly 15
press and apply pressure evenly until the piston (Foldout 14,B), vertically (upright), on the
is properly seated. work table.

2. Remove pistons 9 and 20 with attached parts. b. Assembly (Foldout 14,B)
3. Remove inner sealring 10 and 19, and outer 1. If bushing 16 was removed, place center sup-
sealring 11 and 18 from piston 9 and 20. port housing, long hub upward, in a press (Fig-
ure 6–64). Apply Loctite® Retaining Com-
4. If replacement is necessary, disassemble the pound No. 620 (green) or equivalent. Start the
two piston assemblies. Cut retainer rings 6 and bushing, notched edge upward, into the hub
23 to prevent damaging the piston projections bore. Align the notch within ±10 degrees of the
(Figure 6–63). strut center line shown in Figure 6–65. Using
installer J 28525-2, press the bushing into the
5. Remove the retainer rings, retainers 7 and 22, support housing. To ensure a satisfactory as-
and springs 8 and 21 from pistons 9 and 20. sembly, check to ensure that a press force of
more than 500 lbs (2.224 kN) is used to install
6. Remove sealrings 12 and discard. Remove the bushing (Figure 6–65). Using staking tool
thrust bearing race 14 and needle roller bearing J 28525-1, stake the bushing into the oil port in
13 from the hub of center support housing 17. this support bore.
7. Determine the serviceability of the sealring NOTE:

grooves on the center support hub. Insert, do Force the pistons to the bottom of their cavities dur-
not force, gauge J 29198-3 into a groove on the ing installation of the self-locking retainer rings 6
support hub. Rotate the gauge 360 degrees and 23. This will ensure proper clutch clearance.
around the hub. If the gauge does not rotate
freely, the support is damaged and should be 2. Temporarily place piston 9 in the front piston
replaced. cavity of center support housing 17. Install
twenty springs 8 into the pockets of the piston.
Align spring retainer 7 on the four ejector pin
NOTE: bosses of the piston. Compress the springs by
A damaged or worn center support hub can be sal- forcing the retainer into the recess at the outer
vaged with guidance from the instructions on the in- edge of the center support when the retainer
struction sheet in the Sleeve and Pin Kit. The kit rings are installed (Figure 6–66). Install a new
contains one unfinished center support sleeve, one self-locking retainer ring 6 on the ejector pins
sleeve retainer pin, and one machining and installa- of each piston, using installer J 24453. Remove
tion instruction sheet. Refer to Parts Catalog the piston from the center support.
PC1268EN for the kit part number.
8. If bushing replacement is necessary, collapse

bushing 16 at its seam using a small half-round
chisel. Be careful not to damage the support
bore.
J 28525-2
BUSHING
RETAINER RING
CENTER SUPPORT
HOUSING
THIRD-CLUTCH PISTON E03793.01 E03794.01
Figure 6–63. Removing Self-Locking Retainer Rings Figure 6–64. Installing Center Support Bushing

CENTER SUPPORT
HOUSING
Identifying notch of
bushing must lie in
this area
A
500 lb (2224 N•m)
minimum
assembly
force
10°
10°
Press bushing
flush to 0.010 in.
(0.25 mm) below
this surface
A Stake
SECTION A-A bushing
L02262.01
Figure 6–65. Center Support Bushing Installation Diagram
3. Repeat the procedures in Step (2) to assemble 5. Inspect the piston cavities in center support
items 20 through 23 (Foldout 14,B) into the housing 17 for any obstruction or foreign ma-
rear cavity to support housing 17. terial. Install piston 20 into the rear of the cen-
ter support. Be sure the lips of both the inner
and outer sealrings face the bottom of the pis-
inner sealring 10 and 19, and outer sealrings 11
ton cavity. Leave the assembled third-clutch
and 18 onto pistons 9 and 20. The lips of all
piston 9 out of the center support until final in-
sealrings must be toward the piston cavities of
stallation of the center support assembly in
the center support.
Section 7.
6. Lubricate needle roller bearing 13 and bearing
race 14 with oil-soluble grease. Ensure that the
CENTER SUPPORT inner lube direction lip of the race on the hub is
HOUSING
0.233 inch (5.9 mm) in length. Install the race,
J 24453 RETAINER RING flat side first, onto the front hub of the center
RETAINER support. To facilitate assembly, keep the race
square with the support housing hub during in-
stallation. Forcing may damage the race. In-
BOARD (2), stall the needle roller bearing onto the race.
2 x 4 in.
(50 x 100 mm)
NOTE:
Do not install sealrings onto the support hub until
E03795.01
the center support and fourth-clutch assemblies are
installed into the transmission in Section 7. Refer-
Figure 6–66. Installing Retainer Rings On ence Paragraphs 4–6g, 7–8b, or 7–10b.
Second-Clutch Piston

6–16. GEAR UNIT AND MAIN SHAFT planetary ring gear 9. Remove center sun gear
ASSEMBLY (HT 740, 747) shaft assembly 7.
a. Disassembly (Foldout 15,A) NOTE:

Bushing 24 or 26 (Foldout 15,A) should be removed
1. Using Figure 6–67 as a guide, proceed as fol- if it needs replacing.
lows.
2. Remove front planetary carrier, sun gear and CAUTION:
thrust washers as an assembly.
Do not damage the sun gear shaft when removing
3. Remove sun gear 2 and thrust washers 1 and 3. the bushings.
4. Remove thrust washer 5 from the backside of
6. If bushing 24 or 26 require removal, collapse
planetary carrier assembly 4. Refer to Para-
the bushing and remove it. Collapse the for-
graph 6–19 for rebuild of front planetary carrier
ward bushing by using a small punch through
assembly.
the swaging hole. Collapse the rear bushing by
5. Remove snapring 6 from the front of the plane- using a small chisel between the shaft and the
tary connecting drum 17. Remove the front bushing OD.
17 20
10
9
21
16 19
13 18
14 15
7 11
12
8
5
2
3
1
1 – THRUST WASHER 12 – MAIN SHAFT ASSEMBLY

2 – FRONT PLANETARY SUN GEAR 13 – CENTER PLANETARY RING GEAR
3 – THRUST WASHER 14 – ROLLER BEARING RACE
4 – FRONT PLANETARY CARRIER ASSEMBLY 15 – NEEDLE ROLLER BEARING ASSEMBLY
5 – THRUST WASHER 16 – REAR PLANETARY SUN GEAR
6 – INTERNAL SNAPRING 17 – PLANETARY CONNECTING DRUM
7 – SUN GEAR SHAFT ASSEMBLY 18 – EXTERNAL SNAPRING
8 – THRUST WASHER 19 – ROLLER BEARING RACE
9 – FRONT PLANETARY RING GEAR 20 – REAR PLANETARY CARRIER ASSEMBLY
10 – CENTER PLANETARY CARRIER ASSEMBLY 21 – INTERNAL SNAPRING
11 – EXTERNAL SNAPRING
E03796.01
Figure 6–67. Components of Gear Unit and Main Shaft Assembly (HT 740, 747)

7. Remove center carrier assembly 10. Refer to
Paragraph 6–19 for rebuild of center planetary NOTE:
carrier assembly. Use a minimum of 500 lbs (2.224 kN) assembly force
on bushing installer.
8. Lift main shaft assembly 12 (Figure 6–67)
from planetary connecting drum 17. Center
4. Using J 25458-3, press each bushing into sun
planetary ring gear 13 and rear planetary sun
gear shaft 25 until it is flush with the end of the
gear 16 are attached.
shaft.
9. Remove snapring 18, and remove main shaft 5. Using long end of bushing installer tool
assembly 12 from rear planetary sun gear 16. If J 24201, press new bushing 24 to 0.360 inch
orifice plug 35 (Foldout 15,A) requires re- (9.14 mm) below end surface into the small
placement, remove the plug. Remove thrust OD end of shaft 25 (Figure 6–69).
washer 8 from center planetary ring gear.
6. Install bushing 26 in the same manner as bush-
10. Remove snapring 11 (Figure 6–67) and sepa- ing 24 except, use short end of tool J 24201.
rate center planetary ring gear 13 and rear Press new bushing 26 to 0.260 inch (6.60 mm)
planetary sun gear 16. below end surface into the large OD end of
shaft 25 (Figure 6–69).
11. Remove bearing race 14, needle roller bearing
7. Remove all excess sleeve retainer compound.
15 and bearing race 19.
8. Using swaging tool J 26997-1, stake both
12. Remove snapring 21 and remove rear planetary bushings into holes in sun gear shaft 25 (Figure
carrier assembly 20 from planetary connecting 6–68). Use external collar J 26997-2 when
drum 17. If rear planetary carrier assembly re- swaging the forward bushing 24. No collar is
quires rebuild, or if bearing replacement is nec- required on the installation of the rear sun gear
essary, remove ball bearing 47 (Foldout 15,A). shaft bushing 26.
Refer to Paragraph 6–19 for rebuild of the rear
planetary carrier assembly. CAUTION:
b. Replacing Sun Gear Shaft Bushings Do not bore the bushings.
(Foldout 15,A)
c. Assembly (Foldout 15,A)
1. If orifice plug 35 (Foldout 15,A) was removed
NOTE:
from main shaft 36, install a new plug. Be sure
New bushings are pre-bored and DO NOT RE- the plug is pressed deep enough into the bore
QUIRE MACHINING. to clear the chamfer of the shaft. Use installer
J 24369 to position the orifice plug properly
(Figure 6–70).
CAUTION: 2. Install rear planetary sun gear 16 (Figure 6–67)
Do not damage the ID coating of the new bushing into the rear of center planetary ring gear 13.
during installation. Retain it with snapring 11.
3. Install the sun gear and ring gear, assembled in
1. If bushings 24 and 26 were removed, install Step (2), onto the rear of main shaft assembly
new bushings as follows. 12. The counterbore in gear 16 must be toward
the rear of shaft assembly 12. Retain the sun
2. Mark the location of the rear swaging hole on gear with snapring 18 (recessed in the gear
the end of the sun gear shaft (Figure 6–69). counterbore).
3. Apply Loctite® Sleeve Retainer 601 (or equiv- 4. If ball bearing 47 (Foldout 15,A), was re-
alent) and position bushing 24 at bore of shaft moved, press a new bearing onto the rear plan-
25. Line up the interlock split so that it is 45 etary carrier assembly. Seat it firmly against
degrees from the staking hole in the shaft. the hub shoulder.

5. Place rear planetary carrier 20 (Figure 6–67) in
the backside of planetary connecting drum 17
SWAGING TOOL and secure with snapring 21.
J 26997-1
6. Apply oil-soluble grease to both thrust bearing

COLLAR races 14 and 19 (Figure 6–67), and needle
J 26997-2
roller bearing 15. Install race 19, inner lip first,
into the front bore of rear planetary carrier as-
sembly 20. Install race 14 (flat side first) onto
the rear of center planetary ring gear 13. Be
sure that the inner lube direction lip of race 14
is 0.385 inch (9.8 mm) in length. Install needle
roller bearing 15 onto race 14. Install main
SUN GEAR shaft 12, and attached parts, into the front of
SHAFT ASSEMBLY
the planetary connecting drum 17.
7. Install thrust washer 8 onto the main shaft

assembly.
8. Install center planetary carrier assembly 10

(small diameter first) into center planetary ring
gear 13 and planetary connecting drum 17.
L00773.01
Figure 6–68. Sun Gear Shaft and Swaging Tool 9. Install sun gear shaft assembly 7 (larger end
first) onto the main shaft.
;;;;;
Prebored bushing (2).
Press in to dimension
shown 2 places using
tool J 24201.
DIA A
;;;;;
500 lb 2.0000*in. 2.0000*in. 500 lb
(2224 N) 2.0043 2.0043 (2224 N)
50.800*mm 50.800*mm
50.909 50.909
B 0.006 in. B 0.006 in.

(0.15 mm) (0.15 mm)
0.360 in. (9.14 mm)
0.260 in. (6.60 mm)
• When mounted on DIA A features shall
be within the total runout specified by
B prior to bushing installation Swage bushings into holes
using tool J 26997-1
• Bushing split must be more than 45°
from the swaging hole (2 places)
*Bushing is pre-sized to give
• Each bushing must withstand the 2.0000–2.0043 in. (50.800–50.909 mm) DIA
specified load in the indicated after assembly
direction V02264.01
Figure 6–69. Sun Gear Shaft Bushings Installation Requirements

10. Install front planetary ring gear 9 (splined 2. Remove thrust washer 1 from the front of sun
outer end first) into connecting drum 17 and gear 2.
secure it with snapring 6. 3. Remove sun gear 2 and thrust washer 3.
11. Grease thrust washer 5 (Figure 6–67) and place 4. Remove front planetary carrier assembly 4.
it on the rear hub of the front carrier assembly Refer to Paragraph 6–19 for rebuild of the car-
4. Install the front carrier assembly. rier assembly. Remove thrust washer 5 (Figure
6–71).
12. Install thrust washer 3, front planetary sun gear
2 and thrust washer 1. 5. Remove center sun gear shaft assembly 8. Re-
move the bushings in shaft 8 if worn.
6–17. GEAR UNIT AND MAIN 6. Remove snapring 6 from front of planetary
SHAFT ASSEMBLY connecting drum 19. Remove front planetary
ring gear 7. Remove center planetary carrier
(HT 750DR, HT 750DR DB)
assembly 10. Refer to Paragraph 6–19 for re-
a. Disassembly (Foldout 16,A) build of the center carrier assembly.
7. Remove thrust washer 9. Lift main shaft 11,
1. Using Figure 6–71 as a guide, proceed as fol- and attached parts (12 through 18), from plane-
lows. tary connecting drum 19.
8. Remove snapring 18 from the rear of main
shaft 11. Remove main shaft 11 from sun gear
14. If replacement is required, remove orifice
plug 35 (Foldout 16,A) from shaft 36.
9. Remove snapring 12 (Figure 6–71) from sun
gear 14. Remove sun gear 14 from center plan-
etary ring gear 13.
J 24369
10. Remove thrust race 17, needle roller bearing
16, and thrust race 15.
11. Remove snapring 21 from the rear of planetary
connecting drum 19. Remove rear planetary car-
rier assembly 20 from the drum. Refer to Para-
graph 6–19 for rebuild of the carrier assembly.
1. Install a new orifice plug 35 (Foldout 16,A) if
MAIN SHAFT
removed from shaft 36. (The orificed end of
the plug enters the bore first.) Use installer
J 24369 to properly position the plug (Figure
6–70).
2. Refer to Paragraph 6–16b if bushings 24 and

26 (Foldout 16,A) were damaged or removed
from sun gear shaft 25.
3. Install thrust race 15 (Figure 6–71) (flat side
first) onto the rear of center planetary ring gear
13. Be sure that the inner lube direction lip of
race 15 is 0.385 inch (9.8 mm) in length. In-
stall needle roller bearing 16 onto race 15. In-
E03797.01 stall thick, flat thrust race 17 onto bearing 16.
Figure 6–70. Installing Orifice Plug Into Main Shaft Retain each with oil-soluble grease.

2 13
8 14
20
7 21
11
6 9 10 12 15 19
1 16 18
3
5 17
1 – THRUST WASHER 12 – EXTERNAL SNAPRING

2 – FRONT PLANETARY SUN GEAR 13 – CENTER PLANETARY RING GEAR
4 – FRONT PLANETARY CARRIER ASSEMBLY 15 – THRUST RACE
5 – THRUST WASHER 16 – NEEDLE ROLLER BEARING
6 – INTERNAL SNAPRING 17 – THRUST RACE
7 – FRONT PLANETARY RING GEAR 18 – EXTERNAL SNAPRING
8 – CENTER SUN GEAR SHAFT ASSEMBLY 19 – PLANETARY CONNECTING DRUM
9 – THRUST WASHER 20 – REAR PLANETARY CARRIER ASSEMBLY
10 – CENTER PLANETARY CARRIER ASSEMBLY 21 – INTERNAL SNAPRING
11 – MAIN SHAFT ASSEMBLY
E03798.01
Figure 6–71. Components of Gear Unit and Main Shaft Assembly (HT 750DR and HT 750DR DB)
4. Install rear planetary sun gear 14 (Figure 6–71) 6–18. GEAR UNIT AND MAIN
into the rear of center planetary ring gear 13 SHAFT ASSEMBLY
and retain it with snapring 12. (HT 750CR, 754CR)
5. Install main shaft 11 into the front of sun gear
14 and retain it with snapring 18. a. Disassembly (Foldout 15,B)
6. Install rear planetary carrier assembly 20 into 1. Remove bronze thrust washer 1 (Figure 6–72)
the rear of planetary connecting drum 19 and from sun gear 2. Remove sun gear 2 and
retain it with snapring 21. bronze thrust washer 3.
7. Install shaft 11 (with attached parts 12 through 2. Remove front planetary carrier assembly 4 and
18) into rear planetary carrier assembly 20. thrust washer 5. Refer to Paragraph 6–19 for
8. Install center planetary carrier assembly 10 rebuild of the carrier assembly.
into planetary connecting drum 19. Install 3. Remove sun gear shaft assembly 6 and thrust
thrust washer 9 and sun gear shaft assembly 8 washer 7. Remove the bushings in gear shaft
into center planetary carrier assembly 10. assembly 6 if worn or damaged.
9. Install front planetary ring gear 7 (outer splines
4. Remove snapring 8 and ring gear 9 from the
first) into the front of planetary connecting
front of planetary connecting drum 17.
drum 19 and retain gear 7 with snapring 6.
10. Install thrust washer 5 onto the rear hub of 5. Lift out center planetary carrier assembly 10.
front planetary carrier assembly 4 and retain it Refer to Paragraph 6–19 for rebuild of the car-
with oil-soluble grease. rier assembly.
11. Install front planetary carrier assembly 4 onto 6. Remove snapring 23 and remove low sun
sun gear shaft assembly 8. gear 24.
12. Install thrust washer 3, sun gear 2, and thrust 7. Remove thrust race 20, bearing 21, and thrust
washer 1 onto sun gear shaft assembly 8. race 22.

12 25
9 10
16 24
2
23
1
11 22
6
17 21
7 13 14
4 18
3 5 15
8 20
19
1 – THRUST WASHER 14 – THRUST RACE
2 – FRONT PLANETARY SUN GEAR 15 – NEEDLE ROLLER BEARING
4 – FRONT PLANETARY CARRIER ASSEMBLY 17 – PLANETARY CONNECTING DRUM
5 – THRUST WASHER 18 – INTERNAL SNAPRING
6 – SUN GEAR SHAFT ASSEMBLY 19 – THRUST RACE
7 – THRUST WASHER 20 – THRUST RACE
8 – INTERNAL SNAPRING 21 – NEEDLE ROLLER BEARING
9 – FRONT PLANETARY RING GEAR 22 – THRUST RACE
10 – CENTER PLANETARY CARRIER ASSEMBLY 23 – SNAPRING
11 – MAIN SHAFT ASSEMBLY 24 – LOW PLANETARY SUN GEAR
12 – CENTER PLANETARY RING GEAR 25 – REAR PLANETARY CARRIER ASSEMBLY
13 – EXTERNAL SNAPRING E03799.01
Figure 6–72. Components of Gear Unit and Main Shaft Assembly (HT 750, HT 754CR)
8. Remove main shaft 11. Remove center plane- that the inner lube direction lip of race 14 is
tary ring gear 12 and attached parts (items 13, 0.385 inch (9.8 mm) in length. Install needle
14, 15, 16, and 19). roller bearing 15 onto race 14, retaining each
9. Remove snapring 13 and lift ring gear 12 from with oil-soluble grease.
sun gear 16. Remove race 14, bearing 15, and
race 19. 5. Install thick, flat bearing race 19 onto bearing
15 retaining it with oil-soluble grease.
10. Remove snapring 18 and lift rear planetary car-
rier assembly 25 from drum 17. Refer to Para- 6. Install rear planetary sun gear 16 into the rear
graph 6–19 for rebuild of carrier assembly. of center planetary ring gear 12 and retain it
b. Assembly (Foldout 15,B) with snapring 13.
1. Refer to Paragraph 6–16b if the bushings were 7. Install main shaft 11 (smaller end first) through
removed from sun gear shaft assembly 6 (Fig- the parts (12, 13, 14, 15, 16, and 19) assembled
ure 6–72). above. Install shaft 11 and its assembled parts
into drum 17 until thrust race 19 seats in the
2. Install a new orifice plug 35 (Foldout 15,B)
on shaft 36 (if removed). Refer to Paragraph front counterbore of rear planetary carrier as-
6–16c(1) for replacement. sembly 25.
3. Position planetary connecting drum 17 (Figure 8. Install thrust race 22 (flat side first) onto the
6–72), front (longer internal splines) down- rear hub of rear planetary carrier assembly 25.
ward. Install rear planetary carrier assembly 25 Be sure that the inner lube direction lip of race
(large carrier bore first) into drum 17 and retain 22 is 0.385 inch (9.8 mm) in length. Retain it
the carrier with snapring 18. with oil-soluble grease. Install bearing 21, and
4. Install thrust race 14 (flat side first) onto the thick, flat race 20 onto bearing 21, retaining
rear of center planetary ring gear 12. Be sure each with oil-soluble grease.

9. At the rear of carrier assembly 25, install low
sun gear 24 (extended hub first) over the rear NOTE:
end of shaft 11 and retain it with snapring 23. Do not disassemble carrier assembly unless parts
10. Position the assembly (front upward) and sup- replacement is necessary. Planetary pinions are a
port the rear of carrier assembly 25. matched set. If one pinion requires replacement, the
remaining pinions must also be replaced. Also, new
11. Install center planetary carrier assembly 10 needle roller bearings, thrust washers, and spindles
(outer splines upward) into drum 17. Install should be installed any time a planetary carrier as-
front planetary ring gear 9 (outer splines first) sembly is being rebuilt.
into drum 17. Retain gear 9 with snapring 8.
12. Install thrust washer 7 onto main shaft 11. In-
stall sun gear shaft assembly 6 (larger diameter
b. Removal, Installation of Pinion Components
first) onto shaft 11.
13. Install thrust washer 5 onto the rear hub of
front planetary carrier assembly 4. Install car- NOTE:
rier assembly 4 so that thrust washer 5 seats on
The hydraulic press, used with J 25587-01 Plane-
the front of center planetary carrier assembly
tary Rebuilding Set, should have a ten ton
10.
(88.94 kN) capacity, an adjustable press bed of 25
14. Install bronze thrust washer 3, sun gear 2, and inch (635 mm) minimum opening and a pressure
bronze thrust washer 1 into the front of front gauge to assist in determining proper installation
planetary carrier assembly 4. and staking of the pinion pins.
6–19. PLANETARY CARRIER

1. Using a drill that is slightly smaller than the
ASSEMBLIES pinion pin diameter, drill into the staked ends
of the pins (only one end required). Do not
NOTE: drill into the carrier. The rear ends of all pinion
pins except those in the center carrier assembly
The disassembly and assembly procedures for all
will be drilled. Drill the front ends of the center
planetary carrier assemblies differ only in the prop-
assembly pins.
er tool selection for the specific application. Table
6–1 and Figure 6–73 provide the tool number re-
quired for a specific application and identifies the 2. Place press fixture J 25587-01 in a hydraulic
carrier involved (front, center, rear, and low). If the press. Select the proper spacer and adapter (if
tool is common to all of the planetary carrier assem- required) from the tool chart (see Table 6–1
blies, its number will be listed in the text. If the tool and Figure 6–73). Position these parts (if
is not common, the text will refer to the chart. For used) to support the carrier assembly (drilled
planetary carrier exploded views, refer to the Fold- ends of pinion pins upward) solidly on the
outs at the back of this manual. press fixture.
a. Assembly Inspection 3. Install the proper pin remover (see Table 6–1
and Figure 6–73) into the ram of the press fix-
1. Visually inspect planetary carrier assembly for ture. Press the pinion pins from the carrier as-
evidence of excessive wear, overheat indica- sembly.
tion, damage, or heavy metal contamination.
2. Check end play of planetary carrier pinions. 4. Remove the pinion groups, consisting of pin-
With washer held flat, insert feeler gauge be- ions, bearings, and thrust washers. Refer to
tween carrier and thrust washer. End play must Paragraphs 6–19c or 6–19d if the bushing in a
be within 0.008–0.031 inch (0.20–0.797 mm). carrier assembly must be replaced.

Table 6–1. Planetary Rebuild Tool Numbers
Note: All tools have a basic number (J 25587) and a suffix. Only the suffix is shown below. The figures in parentheses are quantities required.
Pin Pin
Remover Remover Swaging
Planetary Carrier Press Support Pin Installer Installer Loading Pin Swaging Tool
Assembly Fixture Blocks Remover Adapter Spacer Pins Guide Pin Installer Tool Holder
HT 700 (All)
Front -1 -4 -16 -20 (6) -49 (6)* -9 -25 (2) -17
HT 700 (All)
Center -1 -3 -29 -67 (4)* -47 (4)* -30 -21 (2) -17
HT 740, 747D
Rear -1 -3 -29 -2 -6 -46 (4)* -15 -19 (2) -17
HT 750DR
Rear -1 -5 -29 -2 -6 -7 (4) -47 (4)* -31* -21 (2) -17
HT 754CR
HT 750CR
Rear -1 -5 -29 -2 -6 -7 (4) -47 (4)* -66* -21 (2) -17
HT 750DR
Low -1 -4 -29 -7 (4) -47 (4)* -36* -21 (2) -17
HT 754CR
HT 750CR
Low -1 -5 -29 -7 (4) -47 (4)* -32* -21 (2) -17
* Not illustrated in Figure 6–73.
Tools in the chart above are components of planetary rebuilding Kit J 25587-01.
-01
-23
-25
-30
-07 -12
-15 -16 -19
-20 -21
-27
-05 -11
-17
-22
-03 -04
-18
-13 -29
-02
-06 ____ -09
E03801.01
Figure 6–73. Illustrated Planetary Rebuild Tool Kit Components

NOTE: NOTE:
• Lubricate the needle rollers and the thrust washers Pin installers are shaped to avoid interference with
before assembling the pinion groups. bosses on the carrier assemblies. They must be in-
stalled in the ram so that the cutaway portion of the
• For center planetary carrier assemblies, the eight
installer will clear the bosses when the pinion pin is
bronze and eight steel thrust washers may be
pressed in.
replaced by eight SP-21 washers.
9. Select the proper pin installer and install it into
5. Assemble all of the pinion groups for the car- the press fixture ram.
rier assembly. Each group is assembled by in-
serting the proper loading pin into the bore of CAUTION:
the pinion, installing the needle roller bearings Do not put pressure on the carrier as distortion
around the loading pin, installing a steel thrust will damage the carrier.
washer at each end of the pinion, and installing
a bronze thrust washer onto each steel thrust 10. Place a pinion pin onto the pilot end of the pin
washer. guide located below the press fixture ram.
Press the pinion pin into the carrier until the in-
6. Position the carrier assembly rear end upward staller contacts the carrier.
(except the center carrier). Install all pinion
groups into the planetary carrier, aligning the 11. Install the remaining pinion pins as instructed
loading pins (see Table 6–1 and Figure 6–73) in Step (10).
with the pin bores in the carrier. 12. Remove the carrier assembly from the press fix-
ture. Install staking tool holder J 25587-17 into
7. Install the proper pinion guide pins (see Table the opening of the press fixture bed. Install a
6–1 and Figure 6–73) (larger diameters first) staking tool into the holder. Install another stak-
into the pinion pin bores. Push the guide pins ing tool into the press fixture ram. Lubricate
through the carrier until the loading pins drop both ends of the pinion pins with oil-soluble
out. grease.
8. Position the carrier assembly on the press fix- 13. Position the carrier assembly, rear end upward
ture using the proper pin remover and installer (except the center carrier), on the press fixture.
adapter (if required). Use the proper support block to level the car-
rier while the lower staking tool is supporting
the lower end of one pinion pin.
0.120 in. (3.048 mm) TYPICAL
NOTE:
Swaging pressure is approximately three tons
(26.69 kN) for each pinion pin. While applying pres-
sure, rotate pinions and feel for reduction of end
play. The pinions must rotate freely and have
0.008 inch (.203 mm) minimum end play after stak-
ing the pins.
90°
Swage both ends of six 14. Apply sufficient pressure to the press fixture
pins securely, as shown.
Gears must turn freely. ram to firmly stake the ends of the pinion pins
against the metal of the carrier. Figure 6–74 il-
V02967 lustrates a typical swage pattern.
Figure 6–74. Front Planetary Carrier Assembly 15. Stake the remaining pinion pin ends as in-
Staking Location structed in Step (14).

c. Replacing Bushing in Front Planetary 4. Place the carrier in a press (rear downward).
Carrier Assemblies 5. Apply Loctite® Sleeve Retainer No. 601 (or
equivalent) to the OD of a new bushing. In-
NOTE: stall the bushing using tool J 24207 by press-
Depending upon the amount of labor (machining ing the bushing flush to 0.010 inch
bushing), time, parts replacement, and extent of re- (0.254 mm) below its adjacent surface (Figure
work, complete replacement of the assembly may be 6–76).
warranted.
6. Using a lathe with a four jaw chuck, mount the
carrier with surface A facing the chuck. Insert
1. Fabricate six dummy pins to dimensions the six fabricated dummy pins (Figure 6–76)
shown in Figure 6–76. into the pinion pin holes. Adjust the chuck by
;;
2. Place the front carrier on a work table (rear centering the carrier based on surface B and
downward). the runout of the dummy pins.
3. Press the bushing from the carrier. Do not 7. Total runout of bushing after boring must not
scratch or score the bushing bore. (Refer to exceed 0.002 inch (0.05 mm). Use Figure 6–76
Paragraph 4–5e(1)). as a guide.
;;;
Adjust chuck jaws to achieve
“0” TIR (this locates true
DUMMY PINS (6) position of dummy pins)
;;;
;;
SURFACE B
Bushing to be flush to 0.010 in.
(0.25 mm) below this surface
C 0.002 in. (0.05 mm) TIR
Bushing installation load must be 2.7534 in. (69.936 mm)
DIA A
525 lb (2335 N) in direction shown 2.7519 in. (69.898 mm)
BUSHING
SURFACE A
Diameter A must be perpendicular with surface B within 0.001 in. (0.02 mm) TIR.
With respect to surface B and the true position of the six (6) dummy pins,
diameter A shall be within the total runout specified by C.
2.50 in. (63.5 mm)
2.45 in. (62.2 mm)
0.025 in. (0.63 mm)
30°
0.6399 in. (16.253 mm)
0.6394 in. (16.240 mm)
DUMMY PIN V02273
Figure 6–75. Front Carrier Assembly Bushing Installation

d. Replacing Bushing In Rear Planetary Carrier 1. Remove the worn bushing. Do not damage the
Assemblies (Foldout 15,B) bushing bore during removal.
2. Attach handle J 8092 to bushing installer

NOTE:
J 24371. Place the new bushing on the installer
Depending upon the amount of labor (machining
and install the bushing into its bore in the sun
bushing), time, parts replacement, and extent of re-
gear.
work, complete replacement of the assembly may be
warranted. 3. If an installer tool is not available, press the
bushing into its bore 0.100 inch (2.54 mm) be-
1. Remove bushing 41 from rear carrier 40. low the face of the gear.
2. Install a new bushing into the rear carrier per
Figure 6–76.
6–21. ADAPTER HOUSING ASSEMBLY
;;;;
(HT 750)
6–20. LOW SUN GEAR AND HUB
(HT 750DR, HT 750DR DB) a. Disassembly (Foldout 18,B)
Check the gear and hub assembly. Replace the assem-
bly if the assembly is worn, damaged, or has loose 1. Position adapter housing and piston assembly
;;;;
;;
components. If bushing replacement is necessary, pro- 2 (piston assembly upward). Lift out the piston
ceed as follows. assembly (includes items 3 through 8).
BUSHING
Press to dimension shown
B
45
;;;
Bushing installation load must be 2.7534 in. (69.936 mm)
525 lb (2335 N) in direction shown DIA C
2.7519 in. (69.898 mm)
Finish where shown
;;;
Must be clean and free from burrs
3.520 in.
(89.408 mm)
Total runout of diameter C when mounted on pitch

diameter of spline E and surface B to be 0.004 in.
Figure 6–76. Rear Carrier Assembly Bushing Installation

V04668

2. Remove the inner and outer sealrings from the b. Assembly (Foldout 18,B)
piston (Figure 6–77).
1. If removed, install new dowel pins 11 and 12
into housing 10. The pins must project 0.360–
CAUTION: 0.400 inch (9.14–10.16 mm) above the front
Removing the retainer rings by any method face of the adapter housing. Install orifice plug
other than cutting may damage the risers on the 13 (if removed) flush with, or to 0.060 inch
piston. Damaged piston risers will lessen the
(1.52 mm) below the front face of the housing.
holding power of newly installed retainer rings.
2. Place piston 6 in the piston cavity of housing

3. Turn the piston assembly over and cut the four 10. Be sure the pins are firmly bottomed in the
retainer rings while depressing the retainer cavity.
(Figure 6–78).
3. Install twenty-eight springs 5 into their re-
4. Remove the spring retainer and twenty-eight cesses in the piston. Install retainer 4, (offset
springs from the piston (Figure 6–78).
tangs upward) onto the piston and springs.
5. If replacement is necessary, remove dowel pins Align the holes in the tangs with the bosses on
11 and 12, and orifice plug 13 (Foldout 18,B) the piston.
from adapter housing 10.
CAUTION:
Transmission damage or malfunction may occur
if the retainer rings are improperly installed. In-
stalled too far onto the risers, proper clutch
INNER SEALRING clearance cannot be obtained; not installed far
enough, the retainers may fall off.
4. Using installer J 24453 (Figure 6–66), install

four retainer rings 3 (Foldout 18,B). Press
RETAINER
OUTER SEALRING each ring into place until the adjacent retainer
SPRING (28)
PISTON
E03802.01
tang bottoms in the counterbore of the adapter
housing.
Figure 6–77. Removing (or Installing) First-Clutch
Piston Sealrings (HT 754) 5. Remove the piston assembly from the adapter
housing after all four retainer rings are prop-
erly installed.
PISTON 6. Lubricate sealrings 7 and 8 with transmission

RETAINER fluid. Install the sealrings, (lip of each sealring
facing rearward) away from the spring side of
the piston (Figure 6–77).
7. Install the piston assembly into the adapter

RETAINER
RING (4)
housing, being very careful to avoid folding
SPRING (28) the seal lips back upon themselves. If any diffi-
E03803.01
culty is encountered, remove the piston and
Figure 6–78. Removing Retainer Rings From check the seals and housing bore before again
First-Clutch Piston (HT 754) attempting installation.

6–22. REAR COVER ASSEMBLY 8. Using compressor components J 24204-1 and
J 24204-2, compress the spring retainer and
a. Disassembly (Foldout 20,A) springs (Figure 6–83). Remove the snapring
and remove the compressor.
1. Using remover tools J 24171-1, -2, and -4, re-
move the dust shield from the rear cover (Fig- 9. Remove the spring retainer and 30 springs
ure 6–79). (Figure 6–83).
2. Using remover tools J 24171-1, -2, and -4, re- 10. Remove the clutch piston (Figure 6–83). Re-
move the output shaft oil seal from the rear
move the inner and outer sealrings from the
cover (Figure 6–80).
piston.
3. Remove the speedometer drive components
from the rear cover (Figure 6–80). 11. Remove the speedometer driven gear bushing
if replacement is required. Thread remover
4. Remove the snapring that retains the rear out- J 24205-2 into the bushing (Figure 6–84). At-
put shaft bearing (Figure 6–81). tach slide hammer J 6125-1 to remover
5. Remove the rear output shaft, and its attached J 24205-2 and remove the bushing.
parts, from the rear cover (Figure 6–82).
6. Support the front of the speedometer drive gear
or speed sensor gear and press the output shaft
from the gear, spacer sleeve, and bearing (Fig-
ure 6–82).
7. If orifice plug 20 or 27 (Foldout 20,A) or bush-
ing 22 or 29 requires replacement, remove ei-
ther or both as required.
J 24171-2 AND
J 24171-4
J 24171-2 AND
J 24171-4
OIL SEAL
J 24171-1 SHIELD J 24171-1
REAR
COVER
SPEEDOMETER
REAR COVER DRIVE
E03805.01
E03804.01
Figure 6–79. Removing Dust Shield From Rear Cover Figure 6–80. Removing Output Shaft Rear Oil Seal

J 24204-1
SNAPRING J 24204-2
PISTON
COVER
BEARING
SNAPRING
REAR
COVER
RETAINER
SPRING (30)
DOWEL PIN
E03808.01
Figure 6–83. Removing (or Installing) Snapring

E03806.01 Retaining Piston In Rear Cover
Figure 6–81. Removing (or Installing) Output Shaft

Bearing Snapring 12. Remove any remaining parts (dowel pins,
snapring, governor support pin, plugs) that re-
quire replacement, from the rear cover (Figure
6–84).

LIFTING NUT
1. If removed, replace the dowel pins in the

SHAFT
mounting face of the rear cover (Figure 6–83).
Set the pins to a height of 0.360–0.400 inch
BEARING
(9.14–10.16 mm) above the face of the cover.
SPEEDOMETER SPACER SLEEVE
DRIVE GEAR
NOTE:
Snapring 18 (Foldout 20,A) is required on earlier
REAR COVER models.
2. Install the bearing front snapring (if removed)

into the rear cover (Figure 6–85). Install plugs
(if removed) into the rear cover (Figure 6–86).
3. Install the governor support pin using tool

J 28684 (if removed). If the tool is not avail-
able install the pin to the dimension shown in
E03807.01 Figure 6–86. Accuracy of location and concen-
tricity with the governor bore is critical when
Figure 6–82. Removing (or Installing) Output Shaft installing the pin.

;;;;
J 6125-1 REAR COVER
;;;;
;;
5.896 in. (149.76 mm)
5.886 in. (149.50 mm)
BUSHING
DOWEL PIN
;;;;
J 24205-2
SUPPORT
PIN
GOVERNOR PLUG V03811

COVER SUPPORT PIN
DOWEL PIN SNAPRING E03809.01

Figure 6–86. Governor Support Pin Location
5. Lubricate sealrings 5 and 6 (Foldout 20,A)

Figure 6–84. Removing Speedometer-Driven
Gear Bushing with transmission fluid, and install them into
the grooves of piston 4. The lip of each seal-
ring must face the rear of the piston (toward
DOWEL PIN piston cavity in rear cover).
BUSHING
CAUTION:
J 24205-1 Use extreme care to prevent the lip of either seal
folding back over itself. If installation is difficult,
remove the piston and check the seal and cover
bore before again attempting installation.
6. Using inner seal protector J 24210, carefully

install the piston into the rear cover (Figure
6–87).
7. Remove the seal protector. Install thirty springs
(Figure 6–83). Install the spring retainer,
cupped side first, onto the springs.
8. Using compressor components J 24204-1 and
SNAPRING
J 24204-2, compress the retainer and springs
DOWEL GOVERNOR
PIN SUPPORT PIN E03810.01
(Figure 6–83). Install the snapring, and remove
the compressor.
Figure 6–85. Installing Speedometer-Driven 9. If the orifice plug was removed from the output
Gear Bushing shaft, install a new plug, orificed side first
(Figure 6–88). Use installer J 24369 to
4. Install a new speedometer driven-gear bushing properly position the plug in the shaft. For all
(if removed) (Figure 6–85). Use installer models, the plug must clear the chamfer at the
J 24205-1 to seat the bushing in the rear cover. front of the plug bore in the output shaft.

COVER
PISTON
J 24210
J 24369
SHAFT
E03812.01
Figure 6–87. Installing Piston Into Rear Cover
10. If the bushing was removed from the front of

the output shaft, install a new bushing (Figure
6–89). In models HT 740, HT 747, HT 750, E03813.01
HT 754CR, locate the bushing in the shaft with
installer J 24203. Locate the HT 750DR bush- Figure 6–88. Installing Output Shaft Orifice Plug
ing with installer J 24769. In the HT 740,
HT 747 or HT 750, HT 754CR, the bushing is
0.145–0.165 inch (3.68–4.19 mm) from the
front of the shaft. In the HT 750DR, the bush-
ing is 0.330–0.350 inch (8.38–8.89 mm) from
the front of the shaft.
J 24203
(HT 740D, HT 750CRD)
11. Press the speedometer drive gear or speed sen-

sor gear, spacer sleeve, and bearing onto the J 24769
(HT 750DRD)
rear output shaft (Figure 6–82). Install the as-
sembled shaft.
SHAFT
12. On assemblies before S/N 5660, install the

beveled snapring (bevel toward rear of trans-
mission) as shown in Figure 6–81. On later
transmissions, the snapring is not beveled. Be
certain that the proper snapring is used to
match the groove in the housing. Be sure the
snapring is expanded fully into the groove. E03814.01
Figure 6–89. Installing Output Shaft Bushing

13. Before installing the lip-type oil seal, refer to
Paragraph 4–6f for seal preparation. Install the 14. Coat the outer circumference of dust shield 32
oil seal, spring-loaded lip first. Use installer (Foldout 20,A) with non-hardening sealer. In-
J 24202-1A and driver handle J 24202-4 to lo- stall the shield, flat side first, into the rear cover
cate the rear of the seal 0.60–0.70 inch (15.2– using installer J 24198. The rear edge of the
17.8 mm) in front of the parking brake mount- shield must be flush with, to 0.040 inch (1.0
ing surface plane (Figure 6–90). mm) below, the rear surface of the cover.

15. If available, install the output flange after coat- 6. If it is necessary to replace nameplate 6, re-
ing the oil seal inner circumference with high- move one drive screw 5.
temperature grease. Tighten flange retaining
nut 31 (Foldout 20,A) to 600–800 lb ft (813– NOTE:
1085 N·m). Refer to Paragraph 3–15. Replacement parts are ordered in reference to the
16. Install the speedometer drive components (Fig- information on the nameplate. Therefore it is im-
ure 6–80). perative that the new nameplate be stamped with
identical information as on the old nameplate.
6–23. TRANSMISSION HOUSING
b. Assembly (Foldout 16,B)
a. Disassembly (Foldout 16,B)
1. Coat the ID of oil seal 51 (Foldout 16,B) with a
1. Remove oil seal 51 from the transmission seal lubricant, and the OD with a non-harden-
housing with seal remover J 26401. ing sealant. Install the oil seal (lip first) into the
transmission housing (Figure 6–92). Use in-
2. To remove the manual detent lever, use the fol- staller J 26282 to properly locate the seal in the
lowing procedure. Remove the retainer pin and housing. The seal must clear the chamfer in the
locknut (Figure 6–91). housing bore.
CAUTION:
CAUTION:
If the shaft is burred or rough, smooth it with
crocus cloth or a honing stone, before removal, to Manual selector shafts that are center-drilled at
avoid scratching the housing bore. their outer ends require an M10 x 1.5–6G nut
(Metric thread). Shafts that are undrilled require
a 3⁄8-16 nut (standard inch series). Use of the
3. Hold the detent lever in one hand and remove wrong nut will damage both the shaft and nut.
the shaft by carefully pulling through the oil Torque for either nut is 15–20 lb ft (20–27 N·m).
seal in the housing. Remove the detent lever. Excessive torque applied to the external selector
lever retaining nut may damage the internal se-
4. If replacement of breather 1 is necessary, re- lector lever.
move it from the housing.
5. Inspect neutral safety switch plug 50, washer 2. Hold detent lever 43 (Foldout 16,B) so that the
49, and reverse signal plug 4 for damage. If selector valve pin extends toward the inside of
damaged, replace with new parts. the housing (Figure 6–91). Slide the manual
shaft through the opening in the housing, oil
seal, and slot in the detent lever. Install locknut
J 24202-4 44 and retainer pin 48. Tighten the locknut to
15–20 lb ft (20–27 N·m).
J 24202-1A
OIL SEAL
RETAINER PIN
COVER
NUT
DETENT
MANUAL LEVER
SHAFT
SELECTOR
E03815.01 VALVE PIN E03816.01
Figure 6–90. Installing Output Shaft Oil Seal Figure 6–91. Manual Shaft Components

DRIVE GEAR
BALL BEARING
HOUSING
J 26282
OIL
SEAL
E03818.01
E03817.01
Figure 6–93. Removing Transfer Drive Gear
Figure 6–92. Installing Manual Shaft Oil Seal
3. Install breather 1 and reducer (Foldout 16,B) (if

removed) and tighten to 13–16 lb ft (18–22 N·m).
OUTPUT DRIVE COUPLING
4. If removed, install nameplate 6 and drive SNAPRING
screw 5. ADAPTER

AND GEARS
NOTE: GASKET
If any output disconnect is used, and it has not been
removed, refer to Paragraph 5–3. E03819.01
a. Disassembly Figure 6–94. Removing Drive Coupling Snapring
1. Remove the drive gear and bearings (Figure 4. On models with a front-mounted parking
6–93) (if not removed in Section 5). brake, remove eight bearing retainer bolts 31
(Foldout 22,A), washers 32, bearing retainer
2. On front output disconnect models, remove the 29, and gasket 4. If disassembly of the bearing
snapring and drive coupling from the front of retainer assembly is required, refer to Step (9).
the rear output shaft. Remove six bolts, lock-
washers, adapter, and gasket (Figure 6–94). 5. Remove spindle retaining bolt 4 (Foldout 22,B)
and washers 5 and 6. Spindles with a 0.500–20
3. The bearing bore is closed on models without a
UNF-B thread use puller tool set J 23544-A for
front output. If equipped with a speedometer
removal. Spindles with a 1.00–12 UNF-1B
drive, remove bolts 26 (Foldout 22,A), sleeve
thread must be drilled and tapped to 1.250–12
25, oil seal 23, washers 24 and 20, shaft 19,
UNF-1B. Use puller tool set J 23544-A for re-
and gasket 21. Remove bolts 16, washers 17,
moval (Figure 6–95).
cover 18, and gasket 4. When a plain cover is
used, remove bolts 1, washers 2, cover 3, and 6. Remove idler gear 10 (Foldout 22,B), bearings
gasket 4. 8 and 12, snapring 9, and spacer 11.

7. On models with a rear parking brake, remove 9. If parts replacement is necessary, remove oil
eight 1⁄2-13 bolts 11 (Foldout 22,A) and lock- drain tube 13 or 30 (Foldout 22,A), baffle 15 or
washers 10 and remove bearing retainer 12, 27, and oil seal 14 or 28 from bearing retainer
gasket 8, and spacer (Figure 6–96). 12 or 29.
8. On models with a rear output disconnect as- 10. Position a 2 x 2 inch (50.8 x 50.8 mm) wood
sembly (Foldout 23,A), remove six bolts 29, block to hold the output driven gear in place
six washers 28, adapter 27, and gasket 8 (Fold-
(Figure 6–97). Using a soft drift, drive the
out 22,A). Remove snapring 32 (Foldout 23,A)
output shaft out through the rear opening. The
and drive coupling 31.
rear bearing and a spacer will come out with
the shaft.
TOOL, J 23544
11. Lift out the front bearing and spacer, between
the bearing and the gear (Figure 6–98).
TRANSFER IDLER GEAR
12. Remove the wood block and the driven gear

(Figure 6–99).
TRANSFER HOUSING
SHAFT
E03820.01
Figure 6–95. Removing Transfer Idler Gear Spindle

WOOD, 2 x 2 in. (50 x 50 mm) FRONT BEARING E03822.01
RETAINER
ASSEMBLY Figure 6–97. Removing Rear Output Shaft
FRONT BEARING
SPACER
REAR OUTPUT SHAFT
SPACER HOUSING
GASKET
TRANSFER DRIVEN GEAR
E03823.01
E03821.01
Figure 6–98. Removing Front Bearing From

Figure 6–96. Removing Rear Bearing Retainer Assembly Transfer Housing

b. Assembly 3. If the baffle, oil seal, and oil drain tube were
removed, install them into the retainer (Figure
6–102). Before installing the lip-type seal, re-
NOTE:
fer to Paragraph 4–6f for seal preparation. The
Chill spindle 7 (Foldout 22,B) in dry ice for one hour
oil drain tube must align with the bottom of the
before installing it into the transfer gear housing.
chamfer in the hole into which it fits. The oil
seal is installed (lip first) and pressed lightly
1. Place the housing rear side down and install against the shoulder in the retainer. The baffle
the transfer driven gear, with its long hub end is installed, flat side first (as shown), flush with
toward the rear of the housing (Figure 6–100). the rear of the retainer. Install the retainer gas-
ket and retainer assembly.
NOTE:
When only a rear output is used, the longer hub of
the driven gear must be toward the front of the
DRIVEN GEAR
transfer housing. TRANSFER HOUSING
2. Carefully turn the housing front side down

(loose gear inside). Align the gear with the
bearing bores in the bottom of the housing and
install the output shaft spacer toward the gear
(Figure 6–101).
NOTE:
If a rear output disconnect assembly is used, disre-
E03825.01
gard Steps (3) and (4) and continue with Step (5). If
there is no front output, continue with Step (9).
Figure 6–100. Installing Transfer Driven Gear
TRANSFER HOUSING
DRIVEN GEAR
OUTPUT SHAFT
BALL BEARING
ASSEMBLY
TRANSFER SPACER
HOUSING
TRANSFER
DRIVEN GEAR
E03824.01
Figure 6–99. Removing Transfer Driven Gear
E03826.01
Figure 6–101. Installing Rear Output Shaft

Bearing and Spacer

8. On models with a front-mounted parking
NOTE: brake, follow the instructions in Steps (3) and
The angle at which the retainer is installed depends (4). Then install spacer 28 (Foldout 22,B).
upon the angle at which the transfer case is installed
on the transmission housing. In any installation, the
oil drain tube should be aligned as closely as possible 9. On models which have no front output, install
to a downward vertical line (transmission in installed gasket 4 (Foldout 22,A) and either cover 3, re-
position). tained with lockwashers 2 and eight 1⁄2-13 x 11⁄4
inch bolts 1, or cover 18, retained by washers 17
4. Install eight 1⁄2-13 x 11⁄4 inch bolts and and eight 1⁄2-13 x 11⁄4 inch bolts 16. Tighten the
lockwashers. Tighten the bolts to 67–80 lb ft bolts to 67–80 lb ft (91–108 N·m). When a
(91–108 N·m). Install the spacer onto the output speedometer drive is included, assemble and
shaft (Figure 6–103). Loosely install the nut on install items 19 through 26. Tighten the two
5⁄16-18 x 7⁄8 inch bolts (or two screw assem-
the end of the output shaft.
blies) 26 to 13–16 lb ft (18–22 N·m).
5. If a rear output disconnect assembly is used,
install gasket 8 (Foldout 22,A), adapter 27
CAUTION:
(Foldout 23,A), washer 28 and six 1⁄2-13 x 11⁄4
inch bolts 29. Tighten the bolts to 67–80 lb ft Incorrect installation of idler gear bearings 8 and
(91–108 N·m). Install drive coupling 31 and 12 (Foldout 22,B) will cause the bearings to fail.
snapring 32.
6. Turn the housing over (front up) and install the 10. Install snapring 9 (Foldout 22,B) into its bore
spacer and front bearing assembly on the rear in idler gear 10.
output shaft (Figure 6–104).
7. On models having a front output disconnect, install NOTE:
the drive coupling and snapring onto the output
shaft (Figure 6–105). Install the gasket and On earlier models, the outer race of the idler gear
adapter. Install six 1⁄2-13 x 11⁄4 inch bolts and lock- bearing is removable. On later models, the inner
washers to retain the adapter. Tighten the bolts to race is removable.
67–80 lb ft (91–108 N·m), to seat the bearing.
11. On early models, install the outer race (cham-
BAFFLE
OIL SEAL fered end last) into the idler gear bearing bore.
Snug the race to the snapring. Install the inner
RETAINER
race and roller bearing into the outer race.
REAR OUTPUT SHAFT
SPACER
OIL DRAIN TRANSFER
TUBE HOUSING
GASKET
BEARING RETAINER E03828.01

TRANSFER HOUSING E03827.01
Figure 6–102. Installing Rear Bearing Retainer Assembly Figure 6–103. Installing Rear Output Flange Spacer

FRONT BEARING
ASSEMBLY TRANSFER
HOUSING
TRANSFER
HOUSING
IDLER GEAR SPINDLE

SPACER
LOCK BOLT HOLE

REAR OUTPUT SHAFT
TRANSFER IDLER
GEAR ASSEMBLY
BRAKE
DRUM E03831.01
E03829.01
Figure 6–106. Installing Transfer Idler Gear Spindle

Figure 6–104. Installing Output Shaft Front Bearing
BALL BEARING
ADAPTER
DRIVE COUPLING
SNAPRING
DRIVE GEAR
GASKET E03830.01
Figure 6–105. Installing Adapter Retaining Bolt

TRANSFER HOUSING
E03832.01
12. On later models, install the outer race and
roller bearing into the idler gear bearing bore. Figure 6–107. Installing Transfer Drive Gear
Snug the bearing to the snapring. Install the in-
ner race, (chamfered end first).
16. Install the transfer drive gear with bearings
13. Install the transfer idler gear assembly over the attached. Tap it into the bearing bore with a
spacer (if used) and align it and the spacer with soft hammer (Figure 6–107).
the spindle bore in the transfer housing (Figure
6–106).
17. Reinstall plugs 5 or 7 (Foldout 22,A) (if
14. Install the chilled idler gear spindle, aligning removed). If cup plug 9 was used and was
the circular milled slot in the spindle with the removed, press a new cup to the bottom of its
lock bolt hole in the transfer housing. Seat the bore.
spindle in the housing (Figure 6–106).
15. Install the idler spindle retaining washer 6 (Fold- 18. Cover the opening to keep out dirt until the
out 22,B), lockwasher 5 and 7⁄16-14 x 1 inch bolt transfer housing is installed onto the transmis-
4. Tighten the bolt to 42–50 lb ft (57–68 N·m). sion.

6–25. TRANSFER GEAR HOUSING 2. Press in a new pin to the dimension (shown in
ADAPTER, OUTPUT SHAFTS Figure 6–86) if governor support pin 13 was
removed.
a. Disassembly (Foldout 19,B) 3. Install plugs 12 (Foldout 19,B) (if removed).
Tighten the plugs to 10–12 lb ft (14–16 N·m).
1. If replacement is necessary, remove the needle
roller bearing 38 and bushing 35 or 42 from 4. Grease and install inner sealring 7 and outer
output shaft 36 or 43. sealring 6 into the sealring grooves of piston 5.
(Lips of the sealrings must be toward the rear
2. Remove oil seal 11 (Foldout 19,B) from trans- of the transmission.)
fer housing adapter assembly 9.
5. Place adapter assembly 9 (piston cavity up-
ward) on the work table.
NOTE:
6. Using inner seal protector J 24210, carefully
This seal keeps the hydraulic fluid in the front sec- install low-clutch piston 5 (Foldout 19,B)
tion of the transmission separated from the oil in the (spring guide bosses upward) into the piston
dropbox. cavity. Make sure that the lips of the sealrings
face the bottom of the piston cavity.
3. Place adapter assembly 9 (piston side up) on 7. Install thirty piston return springs 4 onto the
the work table. guide bosses of the piston. Install spring re-
tainer 3 (outer lips toward the piston) onto the
4. Using compressor J 24204, compress spring springs.
retainer 3 and remove snapring 2.
8. Compress the spring retainer until it is clear of
5. Carefully release spring pressure and remove the snapring groove in the adapter hub and in-
retainer 3. stall snapring 2.
6. Remove thirty piston release springs 4. 9. Invert the adapter assembly so it is resting (pis-
ton downward) on blocks.
7. Remove low-clutch piston 5 and sealrings 6
and 7. 10. Coat the OD of oil seal 11 (Foldout 19,B) with
non-hardening sealer and the ID with a high-
8. If parts replacement is necessary, remove the temperature grease. Refer to Paragraph 4–6f.
following parts from the transfer housing Install oil seal (lip first) into the bore of adapter
adapter assembly: governor support pin 13, assembly 9. Press or drive the seal inward until
dowel pins 14 and 15, and pipe plugs 12. its rear surface is 1.165–1.175 inch (29.59–
29.85 mm) below the bottom outer machined
b. Assembly (Foldout 19,B) bore.
1. If dowel pins 14 and 15 (Foldout 19,B) were 11. Using tool J 24369 install new orifice plug 37
removed from adapter 10, install new pins. The or 44 (located in the front end of output shaft
pins must extend 0.380 inch (9.7 mm) above 36 or 43) (if removed). Press the plug to a
the adapter face. depth that will clear the front edge of the bore.
12. If needle roller bearing 38 (Foldout 19,B) was
CAUTION:
removed, use tool J 25562 and install a new
The alignment of the governor support pin with needle roller bearing to 0.150 inch (3.81 mm)
the governor bore in the adapter assembly is crit- below the end of the shaft.
ical. The governor must rotate freely and without
interference with either the adapter bore or the 13. If bushing 35 or 42 (Foldout 19,B) was re-
pin. Any interference will result in damage to the moved from shaft 36 or 43, install a new bush-
governor body, the bore in the adapter, or the ing and press it to 0.340 inch (8.64 mm) below
governor driven gear. the end of the shaft.

6–26. FLEXPLATE ASSEMBLY
1. Remove flexplate assembly 2 if not previously

removed from the engine crankshaft.
GOVERNOR FEED
(Must open 0.020 in.
2. Remove twelve self-locking bolts 9 and flex- (0.51 mm) MIN)
GOVERNOR
plate 8, flexplates 6 and 7, and hub assembly 3. PRESSURE
EXHAUST PORTS PORTS
b. Assembly (Foldout 9,A) (Must open 0.020 in.
(0.51 mm) MIN)
1. Install flexplate 6 onto hub assembly 3, align-
ing the dowel pin hole in the plate with pin 5.
Washers attached to plate 6 must face toward
hub assembly 3.
A V02308
2. Install flexplates 7 in the same manner. Figure 6–108. Governor Assembly

(Showing Port Openings)
3. Install plate 8, aligning the plate with dowel
pin 5.
6–28. OUTPUT MANUAL
4. Install twelve self-locking, 1⁄2-20 x 3⁄4 inch or
1⁄2-13 x 11⁄8 inch bolts 9 through plate 8, plates DISCONNECT ASSEMBLIES
6 and 7, and into hub assembly 3. Tighten the
bolts to 96–116 lb ft (130–156 N·m).
NOTE:
5. Install flexplate assembly 2 onto the engine Upper rear, lower rear, or front disconnect-clutch
crankshaft. Refer to the vehicle service manual assemblies are identical. The following instructions
for bolt torque value. (for rebuild of the upper rear assembly) apply to all
locations of the disconnect clutch.
6–27. GOVERNOR
a. Disassembly
1. Remove the bolts and lockwashers which hold
1. The governor may be disassembled for clean- the bearing retainer (Figure 6–109). Remove
ing and inspection. Do not disassemble the the retainer and gasket but do not remove the
governor unless the kit consisting of two gov- oil seal unless replacement is necessary.
ernor weight pins and the cover gasket is avail-
able. 2. Remove the disconnect output shaft and bear-
ing (Figure 6–110). Remove the two detent
2. Follow the directions furnished with the kit to balls and their spring, which will be freed
disassemble the governor. when the shaft is removed.
b. Assembly 3. Remove the shifter shaft by rotating it counter-

clockwise (Figure 6–110).
1. Assemble the governor as outlined in the direc-
tions furnished with the governor service kit. 4. Do not remove the ball bearing assembly or the
needle roller bearing race from the disconnect
2. Check the governor port openings as outlined output shaft unless replacement is necessary
in the kit instructions. Refer to Figure 6–108. (Figure 6–113).

OUTPUT
DISCONNECT
HOUSING
OIL SEAL
RETAINER
1.29–1.33 in.
(32.8–33.7 mm)
GASKET
SHIFTER
FORK OUTPUT
SHAFT DISCONNECT COUPLING
HOUSING SHIFTER FORK E03835.01
Figure 6–111. Removing (or Installing) Disconnect

Driven Coupling
E03830.01
OUTPUT
DISCONNECT
Figure 6–109. Removing (or Installing) Bearing HOUSING
Retainer Bolts
LIP-TYPE
OIL SEAL
OUTPUT SHAFT
SHIFTER
FORK
SHIFTER SHAFT
ROD WIPER
SEAL
E03836.01
Figure 6–112. Installing Shifter Fork

DETENT BALLS 1. If the oil seal and rod wiper were removed
from the body (Figure 6–112), install a new oil
seal first. Press the seal (spring-loaded lip first)
E03834.01 into the body until it seats lightly against the
shoulder in the body bore. Press the wiper into
Figure 6–110. Removing Output Disconnect Shaft the bore to a light seat against the seal.
2. Install the shifter fork (Figure 6–112) (long
5. Remove the output driven coupling (Figure 6– side of threaded boss away from the oil seal)
111) then the shifter fork. into the body.
6. Do not remove the shifter shaft rod wiper and 3. Install the output-driven coupling into the body
oil seal from the housing unless replacement is and engage the shifter fork with the external
necessary (Figure 6–112). groove in the coupling (Figure 6–111).

4. Install a new ball bearing if removed from the 2. Paragraphs 6–29b through 6–29h, outline the
disconnect output shaft. Press on the inner race stack dimension computation method for each
of the bearing and seat it against the shaft clutch. Stationary clutch clearances from the
shoulder (Figure 6–113). center support to the rear cover are covered in
5. Install a new race and retain it with the Paragraphs 6–29d through 6–29h.
snapring (Figure 6–113) if the needle roller
bearing race was removed from the shaft.
NOTE:
6. Install the shifter shaft by threading it clock-
The stack methods outlined require that clutch
wise into the shifter fork (Figure 6–114).
plates be new. The specified load must be evenly dis-
7. Install the detent spring and two detent balls tributed over the entire clutch pack.
(Figure 6–113).
8. Install the assembled shaft into the output-

driven coupling while holding the detent balls OUTPUT SHAFT
until they engage the ID of the coupling. Tap

BALL BEARING
the outer race of the ball bearing assembly un- ASSEMBLY
til it seats on the shoulder in the body.
9. Install a new oil seal 19 (Foldout 23,A) if re- DETENT BALL

moved from the retainer. Press the seal (spring-
loaded lip first) into the retainer until it seats
lightly on the shoulder in the retainer.
SNAPRING
10. Install the gasket, retainer, six lockwashers,
DETENT BALL
and six 1⁄2-13 x 11⁄2 inch bolts (Figure 6–109).
Tighten the bolts to 67–80 lb ft (91–108 N·m). NEEDLE BEARING
INNER RACE DETENT SPRING
E03837.01
11. Push the shifter inward (to engaged position

detent) and adjust it by rotating the shaft until Figure 6–113. Installing Driven Coupling Detent Spring
the outer end of the shaft is 1.29–1.33 inch
(32.8–33.8 mm) from the outer steel face of the
shaft rod wiper oil seal (Figure 6–109). OUTPUT SHAFT
SHIFTER SHAFT
6–29. ESTABLISHING CLUTCH
CLEARANCES
a. Two Methods
1. Either of two methods may be used to establish
the proper clutch clearances (clutches re-
leased). One method is by direct measurement.
This method is incorporated in each clutch as- DRIVEN COUPLING
sembly procedure relating either to subassem-
DETENT BALLS
bly rebuild or transmission assembly (see Para-
graphs 6–13, 6–14, 7–3, 7–4, and 7–11). The BODY
second method is by stack dimension computa-
E03838.01
tion, which may be more convenient when
quantity or assembly-line overhaul practices
are used. Figure 6–114. Installing Output Disconnect Shaft

;;;
b. Forward Clutch
;;;
1. Stack the forward-clutch plates and fourth-
clutch hub as shown in Figure 6–115.
980–1020 lb
(4359– 4537 N)
2. Apply the specified load and measure dimen- LOAD
sion X.
3. From the table in Figure 6–115, select the for-
ward-clutch piston. Use the parts measured,
and the selected piston, in the forward-clutch
assembly.
X
c. Fourth Clutch
1. Stack the fourth-clutch plates and backplate as
shown in Figure 6–116.
2. Apply the specified load and measure dimen- DIM X USE PISTON MARKED
sion X. 1.3615–1.3878 in. 6885128 C
(34.582–35.250 mm) 23016567 X
1.3882–1.4148 in. 6885130 B
3. From the table in Figure 6–116, select the (35.260–35.935 mm) 23016568 Y
fourth-clutch piston. Use the parts measured,
;;
1.4152–1.4415 in. 6885129 A
and the selected piston, in the fourth-clutch as- (35.946–36.614 mm) 23016569 Z
V02315
sembly.
Figure 6–115. Forward-Clutch Stack Dimension
d. All HT Models — Second Clutch
1. Stack the clutch plates and piston as shown in
;;
Figure 6–117. Be sure the specific internal-
splined clutch plates designed for the unit are
being used in this stacking procedure. (Refer to 980–1020 lb
(4359– 4537 N)
Parts Catalog PC1268EN.) LOAD
2. Apply the specified load and measure dimen-

sion X.
3. From the table in Figure 6–117, select the
recommended clutch plates to satisfy the
required clutch plate clearance.
X
e. Four Speed Models — First Clutch
DIM X USE PISTON MARKED
being used in this stacking procedure. (Refer to 1.3615–1.3878 in. 6885131 T
Parts Catalog PC1268EN.) (34.582–35.250 mm) 23016567 X
1.3882–1.4148 in. 6885132 S
(35.260–35.935 mm) 23016568 Y
2. Apply the specified load and measure dimen- 1.4152–1.4415 in. 6885133 M
sion X. (35.946–36.614 mm) 23016569 Z
V02316
3. From the table in Figure 6–118, select the rec-

ommended clutch plates to satisfy the required
clutch plate clearance. Figure 6–116. Fourth-Clutch Stack Dimension

;;;;;;
;;;;;;
HT 4 SPEED MODELS 1 THROUGH 4 — 1st CLUTCH
;;;
980–1020 lb
(4359– 4537 N)
; ;; ;;;
LOAD
;;;
;;;
3 PLATE
23047771
;;;;
;;;
X
STACK DIMENSION
4 PLATE DIM X PLATE PLATE

23047772 23047771 23047772
FROM TO
2.6130 2.5997 ADD 2 REMOVE 2
2.5997 2.5864 ADD 1 REMOVE 1
2.5864 2.5644 — —
2.5644 2.5511 REMOVE 1 ADD 1
2.5511 2.5378 REMOVE 2 ADD 2
V04177
;;;;;;
Figure 6–117. All Models — Second-Clutch Stack Dimension
;;;;;;
4 SPEED 1 THROUGH 4 — 2nd CLUTCH
ALL HT MODELS 5 SPEED 1 THROUGH 5 — 2nd CLUTCH
;;;
; ;; ;;;
980–1020 lb
;;;;
; ;;
(4359– 4537 N)
LOAD
3 PLATE
;;;;
;
6834488
X STACK DIMENSION
DIM X PLATE PLATE

FROM TO 6834488 6834720
3.2280 3.2147 ADD 2 REMOVE 2
4 PLATE 3.2147 3.2014 ADD 1 REMOVE 1
6834720 3.2014 3.1794 — —
3.1794 3.1661 REMOVE 1 ADD 1
3.1661 3.1528 REMOVE 2 ADD 2
V04176
Figure 6–118. Four Speed Model — First-Clutch Stack Dimension

f. Five Speed Models — Low Clutch 2. Apply the specified load and measure dimen-
sion X.
Figure 6–119. Be sure the specific internal- 3. From the table in Figure 6–120, select the
splined clutch plates designed for the unit are recommended clutch plates to satisfy the
being used in this stacking procedure. (Refer to required clutch plate clearance.
Parts Catalog PC1268EN.)
h. All Models — Third Clutch
2. Apply the specified load, and measure dimen-
sion X. 1. Stack the clutch plates and piston as shown in
3. From the table in Figure 6–119, select the
recommended clutch plates to satisfy the
being used in this stacking procedure (Refer to
required clutch plate clearance.
Parts Catalog PC1268EN.)
g. Five Speed Models — First Clutch
2. Apply the specified load and measure dimen-
1. Stack the clutch plates and piston as shown in sion A.
splined clutch plates designed for the unit are 3. From the table in Figure 6–121, select the rec-
being used in this stacking procedure. (Refer to ommended clutch plates to satisfy the required
Parts Catalog PC1268EN.) clutch plate clearance.
;;;;;;;;;
HT 5 SPEED MODELS LOW, 1 THROUGH 4 — LOW CLUTCH
1 THROUGH 5 — LOW CLUTCH
;;;;;
;;;;
;;;
980–1020 lb
(4359– 4537 N)
;;;;;;;
;;
LOAD
;;
;;
;;
;;;
;;;
;;
;;
;;
4 PLATE
;;
23047772
X
STACK DIMENSION
3 PLATE
23047771 DIM X PLATE PLATE
FROM TO 23047771 23047772
2.6130 2.5997 ADD 2 REMOVE 2
2.5997 2.5864 ADD 1 REMOVE 1
2.5864 2.5644 — —
2.5644 2.5511 REMOVE 1 ADD 1
2.5511 2.5378 REMOVE 2 ADD 2
V03852
Figure 6–119. Five Speed Model — Low-Clutch Stack Dimension

;;;;;;;;;
HT 5 SPEED MODELS LOW, 1 THROUGH 4 — 1st CLUTCH
1 THROUGH 5 — 1st CLUTCH
;;;;; ;;;
980–1020 lb
;;;;
(4359– 4537 N)
LOAD
X
4 PLATE
23047772
;;;;;;;
;; ;;
;;
;;
;;;
;;;
;;
STACK DIMENSION
3 PLATE
DIM X PLATE PLATE
23047771 FROM TO 23047771 23047772
3.1230 3.1097 ADD 2 REMOVE 2
3.1097 3.0964 ADD 1 REMOVE 1
3.0964 3.0744 — —
3.0744 3.0611 REMOVE 1 ADD 1
3.0611 3.0478 REMOVE 2 ADD 2
V03853
Figure 6–120. Five Speed Model — First-Clutch Stack Dimension
ALL MODELS
980–1020 lb
(4359– 4537 N) 4 SPEED 1 THROUGH 4 — 3rd CLUTCH
LOAD 5 SPEED 1 THROUGH 5 — 3rd CLUTCH
1 PLATE A
6834488
3 PLATE
6834720
CENTER SUPPORT
STACK DIMENSION
DIM A PLATE PLATE

FROM TO 6834488 6834720
3.0932 3.0845 ADD 2 REMOVE 2
3.0845 3.0712 ADD 1 REMOVE 1
3.0712 3.0426 — —
3.0426 3.0293 REMOVE 1 ADD 1
V04346
Figure 6–121. All Models — Third-Clutch Stack Dimension

6–30. CONTROL VALVE BODY OIL TRANSFER
ASSEMBLY PLATE
CAUTION:
The valve body assembly contains a number of
springs, some of which are similar and can be
mistakenly interchanged. Also, springs vary in
valve bodies used on different models. If the
springs are not reinstalled in the same locations CONTROL
SEPARATOR
from which removed, erratic shift patterns may PLATE VALVE
ASSEMBLY
occur. For these reasons, it is recommended that BOLT (3), 1⁄4-20 x 21⁄2 in. MODULATOR
BODY
each spring, at removal, be tagged with its item E03839.01
number in Foldout 20,B and utilize valve body Figure 6–122. Components of Control Valve Assembly
parts tray set J 33163. This will simplify correct
assembly of the valve body components. 9
a. Disassembly (Foldout 20,B)

10
1. Place valve assembly 1 (Foldout 20,B) on the
work table (modulator valve body 28 upward). 8
(Refer to Figure 6–122.)
11
2. If not previously removed, remove manual se-
12
lector valve 80 or 81. Stop bolt 70 must be re-
moved before valve 81 can be removed. 13
3. Remove three bolts 17 that retain modulator

16
valve body 28. Remove control valve body 30
while holding oil transfer plate 7 and separator
plate 29 together.
4. Invert the oil transfer and separator plates (sep-
arator plate on top) while holding them firmly
together. Place them on the work table.
5. Lift or slide separator plate 29 off oil transfer
plate 7. Note check ball locations in the oil
transfer plate (Figure 6–122). Make a sketch or
14
list that will identify the ball sizes and loca-
tions (for reassembly). Remove the balls. 15
E03840.01
NOTE:
Figure 6–123. Ball Locations in Oil Transfer Plate
If balls are accidentally lost, dropped, or misplaced, (Refer to Subparagraph b for Description of Function)
refer to Figure 6–123, Paragraph 6–30b, and Parts
Catalog PC1268EN for proper location and de- NOTE:
scription of function.
Before removing pins 27, 79, 82, 103, and 109, make
a note or sketch that shows the position of adjusting
6. Remove the lubrication pressure regulator rings 26, 78, 88, 97, 102, and 108 in respect to their
valve from the oil transfer plate as follows. De- retaining pins. If the valve body is reassembled with
press cup washer 4 (Foldout 20,B) and remove the same springs, and the adjusting rings are in
pin 5. Release washer 4 and remove it. Remove their original positions, the original calibration of
spring 3 and valve 2. Remove valve pin 6 from the valve body is maintained.
the oil transfer plate.

7. Disassemble the modulator valve body re- 19. Remove retainer pin 79, adjusting ring 78,
moved in Step (3). Press adjusting ring 22 or spring washer 77, valve stop 76, spring 75, and
26 inward and remove retainer pin 27. Release valve 74.
the adjusting ring and remove it. Remove valve
stop 21, washer 20, spring 19, and valve 18. NOTE:
After S/N 2510066689, remove spring 25, Step (20) explains the removal of the 1–2 shift valve
modulator valve 24, and modulator actuator configuration used in earlier production second-
valve 23. range start units. Step (21) explains the removal of
8. Remove priority valve 73, spring 72, and valve the 1–2 shift valve configuration used in later pro-
stop 71 from control valve body 30. duction second-range start units. Step (22) explains
the removal of the 1–2 shift valve used in all trans-
9. Position valve body 30 (flat side upward) on missions that do not require second-range start.
the work table. Remove plug 65 and screen as-
sembly 64.
20. Remove retainer pin 82, reverse signal sleeve
10. Remove eight bolts 50 while holding trimmer 92, signal plug 91, shift valve 90, and shift
cover 49 against spring pressure. Relieve pres- valve spring 89. Go on to Step (23).
sure and remove cover 49. 21. Remove retainer pin 82, adjusting ring 88,
11. Remove springs 33 and 34, valve stop 35, trim- valve stop 87, spring 86, modulator valve 85,
mer plug 32, and trimmer valve 31. 1–2 shift valve 84, and spring 83. Go on to
Step (23).
12. Remove springs 38 and 39, stop 40, plug 37,
and valve 36. 22. Remove retainer pin 82, adjusting ring 97, stop
96, spring 95, modulator valve 94, and 1–2
13. Remove springs 43 and 44, stop 45, plug 42, shift valve 93.
and valve 41.
23. Remove retainer pin 103, adjusting ring 102,
14. Remove valve 48, spring 47, and stop 46. spring 100, valve stop 101, and valves 98 and
15. Remove springs 53 and 54, stop 55, plug 52, 99.
and valve 51. 24. Remove retainer pin 109, adjusting ring 108,
spring 106, valve stop 107, and valves 105 and
104.
NOTES:
• In Steps (16) through (24), the components in each NOTE:
bore are spring-loaded and must be compressed In earlier models, valve stop 112 consisted of two
while removing the retainer pins. separate pieces.
• In earlier models, valve stop 60 consists of two sep-
arate pieces.
25. Remove retainer pin 113, valve stop 112,
spring 111, and valve 110.
16. Remove retainer pin 56, valve stop 60, spring
59, and valve 58. 26. Remove retainer pin 117, spring 115, valve
stop 116, and valve 114.
17. Remove retainer pin 57, spring spacer 63,
spring 62, and valve 61. b. Valve Body Check Ball Function,
Description and Location
18. Remove retainer pin 69, spring 67, stop 68, and
valve 66.
NOTE:
Refer to Figure 6–123 for ball location in oil
NOTE: transfer plate and hydraulics foldouts for various
Before S/N 10300, remove retainer pin 79, plug 119, models. Refer to Parts Catalog PC1268EN to
stop 118, spring 75, and valve 74. After S/N 10299 identify which check balls are used for a specific
remove parts in Step (19). assembly number transmission.

1. Check ball #8 (1⁄4 inch ball) is used in the DR 4. Check ball #10 (1⁄4 inch ball) is used only on
with all range lockup, and some early model DR models with all range lockup. Its location
CRs. It is located in a line between the third-, in all range lockup models is shown in Foldout
fourth-, and fifth-clutch feed and the forward 10 schematic. The function of ball #10 in the
regulator line. It allows flow to the forward lockup cutoff models is to close the exhaust to
regulator, but checks flow to the clutch applica- first or third lockup feed when line is not in
tion line. In the DR, forward regulator pressure use. Example: When first lockup feed line is
comes from two separate sources. Either charged, the check ball will block exhaust to
source or both will reduce main pressure. The third lockup feed line and vice/versa.
first source is lockup clutch. The second source
is third-, fourth-, or fifth-clutch apply pressure.
NOTE:
Check ball #10 is used for a separate purpose when
2. During first and second range, main pressure is
a split shaft PTO is used to drive water pumps (fire
reduced, by lockup pressure, only during
truck application). In models modified for high
lockup operation. In first or second, the third-,
range lockup for split shaft PTO operation prior to
fourth-, and fifth-clutch apply line is exhausted
S/N 10300, the function of the ball is to allow main
at the upper stem of the 2–3 relay valve. Check
pressure to feed the fourth clutch when solenoids
ball #8 is seated when the lockup-clutch comes are energized and to prevent the exhaust of fourth-
on and prevents the loss of knock-down pres- clutch pressure when in reverse range. Without the
sure. During third, fourth, and fifth range oper- check ball, the fourth-clutch pressure in forward or
ation, clutch pressure unseats ball #8 and reverse will feed back to the normally open solenoid
reduces main pressure by exerting a downward valve and exhaust.
force on the main pressure regulator valve.
During third, fourth, and fifth range opera-
tion, lockup pressure or the lack of it during 5. Check ball #11 (5⁄16 inch ball) is located be-
converter phase will not affect main pressure, tween governor pressure line to lockup (pitot
remembering that either one or both signals pressure) and forward regulator line. Its func-
(3–4–5 clutch pressure or lockup apply pres- tion is to prevent lockup in reverse. Forward
sure) will serve to reduce main pressure. Main regulator line is not charged in reverse range;
pressure will be high in first range and second therefore, all governor pressure (pitot pressure)
range operation, but reduced by “forward” is exhausted through this line. Without gover-
regulator pressure in all other forward ranges nor pressure (pitot pressure) lockup will not
to prevent undue wear to the lockup-clutch re- occur.
action plate and release horsepower to the 6. Check ball #12 (1⁄4 inch ball) is located in the
wheels. third-clutch pressure line next to the 3–4 relay
valve in the four speed, or 4–5 relay valve in
3. Check ball #9 (1⁄4 inch ball) is used only in CR the five speed. Check ball #12 restricts the feed
models and is located in the modulator line to third clutch for clutch overlap and allows
feeding to the lockup valve and where 3–4–5 full exhaust.
signal tube taps into the modulator line. The
function of the check ball is to seat on 3–4–5 7. Check ball #13 (1⁄4 inch ball) is located in the
signal feed line when in first and second ranges second-clutch pressure line next to the 2–3 re-
(2–3 relay valve up), and allow modulated lay valve in the four speed, or 3–4 relay valve
lockup in first and second ranges. When (drive in the five speed. Its function is to restrict the
feed to second clutch for clutch overlap and al-
4 line) 3–4–5 signal feed line is charged, the
lows full exhaust.
check ball blocks the modulator feed to the
lockup valve and allows main pressure (clutch 8. Check ball #14 (1⁄4 inch ball) is located in the
feed pressure) to feed directly to lockup valve; governor pressure line. Its function is to delay
therefore, maintaining lockup from third range the loss of governor pressure to the 1–2, 2–3, 3–
through fifth range. 4 shift signal valves (four speed) or 2–3, 3–4,

4–5 shift signal valves (five speed), in the event 5. Install third-clutch trimmer valve 31 (Foldout
of a sudden loss of governor pressure. 20,B), smaller end first, plug 32, secondary
spring 33, primary spring 34, and valve stop 35
9. Check ball #15 (1⁄4 inch ball) is located in the into bore E (Figure 6–124) of valve body 30.
governor pressure line. Its function is to delay
the loss of governor pressure to the 1–2 shift 6. Install first-clutch trimmer valve 36 (smaller
signal valve (five speed), in the event of a sud- end first), plug 37, secondary spring 38, pri-
den loss of governor pressure. mary spring 39, and valve stop 40 into bore F
(Figure 6–124) of valve body 30.
10. Check ball #16 (1⁄4 inch ball) is a reverse range
priority bypass. It allows feed to first clutch by- 7. Install trimmer boost accumulator stop 46
passing the priority valve in reverse range. (Foldout 20,B), spring 47, and trimmer boost
accumulator valve 48 into bore R (Figure 6–
124) of valve body 30.
c. Assembly (Foldout 20,B)
8. Place trimmer valve cover 49 (Foldout 20,B)
onto valve body 30. Compress the springs and
NOTE:
retain the cover with eight 1⁄4-20 x 5⁄8 inch bolts
Check the position of all components, configuration 50. Tighten the bolts to 9–11 lb ft (12–15 N·m).
of all valves and plugs, and identification of all
springs before installation. Place the valve body on a 9. Install trimmer regulator valve 114 (smaller di-
work table (flat side upward). Refer to Figure 6–124; ameter first), spring 115, and valve stop 116
Foldout 20,B; and spring chart in Section 8. All into bore G (Figure 6–124) of valve body 30
valves, when dry, should move freely by their own (Foldout 20,B). Depress the valve stop and in-
weight in their bores. sert retainer pin 117 into its hole in the valve
body.
1. Install relay valve 61 (Foldout 20,B) (larger di-
ameter first) spring 62 and valve spring spacer NOTE:
63 into bore A, Figure 6–124. Depress spacer In earlier models, valve stop 112 consisted of two
63 and install retainer pin 57 into its hole in separate pieces.
valve body 30.
10. Install relay valve 110, spring 111, and valve

NOTE: stop 112 into bore H (Figure 6–124) of valve
In earlier models, valve stop 60 consisted of two sep- body 30 (Foldout 20,B). Depress the valve stop
arate pieces. and insert retainer pin 113 into the hole at the
front of the valve bore.
11. Install shift valve 104 (smaller end first), mod-
2. Install relay valve 58, spring 59, and valve stop
ulator valve 105 (smaller end first), spring 106,
60 into bore B, Figure 6–124. Depress the
valve stop 107, and adjusting ring 108 (flat side
valve stop and install retainer pin 56 into its
first) into bore I (Figure 6–124) of valve body
hole in valve body 30.
30 (Foldout 20,B).
3. Install fourth-clutch trimmer valve 51 (smaller 12. Align the pin hole in valve stop 107 with the
end first), plug 52, secondary spring 53, pri- pin holes in the valve body. Compress the
mary spring 54, and valve stop 55 into bore C spring and install retainer pin 109 into the
(Figure 6–124) of valve body 30. valve body to retain adjusting ring 108. Be sure
the adjusting ring is in the same position as it
4. Install second-clutch trimmer valve 41 (smaller
was before removal.
end first), plug 42, secondary spring 43, pri-
mary spring 44, and valve stop 45 into bore D 13. Install shift valve 98 (smaller diameter first),
(Figure 6–124) of valve body 30. modulator valve 99 (smaller diameter first),

spring 100, valve stop 101, and adjusting ring and install retainer pin 82 into the valve body
102 (flat side first) into bore J (Figure 6–124) to retain adjusting ring 97. Be sure the adjust-
of valve body 30 (Foldout 20,B). ing ring is in the same position as it was before
removal.
14. Align the pin hole in valve stop 101 with the
pin holes in the valve body. Compress the
spring and install retainer pin 103 into the
NOTE:
valve body to retain adjusting ring 102. Be sure
the adjusting ring is in the same position as it Before S/N 10300, install hold regulator valve 74,
was before removal. spring 75, valve stop 118, and a holding regulator
valve plug 119 into bore L of valve body 30. Depress
the valve plug and insert retainer pin 79 into the
NOTE: hole at the front of the valve bore.
A configuration difference between the early and
late production 1–2 shift valves was introduced into
the transmission. The early production version in- 21. After S/N 10299 install hold regulator 74,
stalled in Steps (15) and (16) is 89 through 92. The spring 75, valve stop 76, washer 77, and ad-
later production version installed in Steps (17) and justing ring 78, flat side first, into bore L (Fig-
(18) is 83 through 88 and 120. Steps (19) and (20) ex- ure 6–124) of valve body 30 (Foldout 20,B).
plain the installation of the 1–2 shift valve parts
used in models that do not have second-range start. 22. Align the pin hole in valve stop 76 with the pin
holes in the valve body. Compress the spring
and install retainer pin 79 into the valve body
15. Install 1–2 shift valve spring 89, 1–2 shift to retain adjusting ring 78. Be sure the adjust-
valve 90, signal plug 91, and reverse signal ing ring is in the same position as it was before
sleeve 92 (smaller diameter first), into bore K removal.
(Figure 6–124) of valve body 30 (Foldout
20,B). 23. Install priority valve stop 71, spring 72, and
priority valve 73 into bore M (Figure 6–124) of
16. Align the pin hole in signal sleeve 92 with the
valve body 30 (Foldout 20,B).
pin holes in the valve body. Compress the
spring and install pin 82 into the valve body. 24. Prior to S/N 2510066690, install modulator valve
17. Install 1–2 shift valve spring 83, 1–2 shift 18 (longer end first), spring 19, retainer washer
valve 84 or 1–2 shift assist helper valve 120, 20, valve stop 21 and adjusting ring 22 (flat side
1–2 modulator valve 85, spring 86 (if used), first), into bore N (Figure 6–123) of valve body
valve stop 87, and adjusting ring 88 into bore 28 (Foldout 20,B). After S/N 2510066689, install
K (Figure 6–124) of valve body 30 (Foldout modulator actuator valve 23, modulator valve
20,B). 24, spring 25, and adjusting ring 26 into bore N
of valve body 28.
18. Align the pin hole in valve stop 87 with the pin
holes in the valve body. Compress the spring 25. Align the pin hole in valve stop 21 (if stop is
and install retainer pin 82 into the valve body used) with the pin holes in the valve body.
to retain adjusting ring 88. Be sure the adjust- Compress the spring and install retainer pin 27
ing ring is in the same position as it was before into valve body 28 to retain adjusting ring 22
removal. or 26. Be sure the adjusting ring is in the same
19. Install shift valve 93 (shorter end first), modu- position as it was before removal.
lator valve 94, spring 95, valve stop 96, and ad-
26. Install governor accumulator valve 66, spring
justing ring 97, flat side first, into bore K
67, and valve stop 68 into bore S (Figure 6–124)
(Figure 6–124) of valve body 30 (Foldout
of valve body 30 (Foldout 20,B). Align stop 68
20,B).
and valve body for correct retainer pin installa-
20. Align the pin hole in valve stop 96 with the pin tion. Compress spring 67 and install retainer
holes in the valve body. Compress the spring pin 69.

Section
Section
Section
Section
Section
Section
Section E03844.01
Figure 6–124. Control Valve Assembly — With Components Installed
27. Install governor screen assembly 64 (open end

first) into bore Q. Retain the screen assembly NOTE:
with plug 65. Tighten to 4–6 lb ft (6–8 N·m). Refer to Parts Catalog PC1268EN for current
spring and lube (secondary converter relief) valve
28. Install check valve pin 6 (smaller end first) configuration. Current three gear charging pump
through the top side of oil transfer plate 7. In- transmissions incorporate an orificed relief valve
stall lubrication valve (three gear pump, sec- for increased cooler flow.
ondary converter relief valve) 2, spring 3, and
cup washer 4 onto pin 6 from bottom side of
plate 7. Depress cup washer 4 and install re- 29. Position oil transfer plate 7, channeled side up-
tainer pin 5. ward, on the work table.

30. Place each check valve ball into the oil transfer 36. Install stop bolt 70 (when valve 81 is used) into
plate in the same position it was removed dur- control valve assembly. The flat end of the bolt
ing disassembly. Retain the balls in the plate must align with the flat side of the selector
with oil-soluble grease. If correct ball location valve (Figure 6–125). Tighten the stop bolt to
(and/or current ball construction configuration) 36–43 lb ft (49–58 N·m).
is not known, refer to the transmission assem-
bly number in the control valve section in Parts
Catalog PC1268EN. NOTE:
Refer to Paragraph 3–11 for the adjustment of shift
NOTE: speed points.
Failure to retain the balls with oil-soluble grease
may result in balls being accidentally misplaced 37. For ease of handling, install valve body lifter
during subsequent assembly steps. tool J 29863 in threaded boss in center of valve
body. To prevent dust or dirt from contaminat-
31. Place separator plate 29 (Foldout 20,B) onto ing the valve assembly, place it in a plastic bag
the oil transfer plate so that their bolt holes until ready for installation into the transmis-
align. Grasp the two plates together, invert sion.
them, and position them on the assembled con-
trol valve body so that priority valve 73 is com-
pressed against spring 72 into its bore in valve 6–31. LOW TRIMMER VALVE BODY
body 30. ASSEMBLY (HT 750)
NOTE: a. Disassembly (Foldout 21,A)

Do not separate the oil transfer plate and the sepa- 1. Press inward on retainer plug 21 and remove
rator plate during handling. A slight separation retainer pin 15.
could dislocate the check valve balls and cause mal-
function of the transmission. 2. Release pressure and remove plug 21, springs
19 and 18, valve stop 20, plug 17, and valve 16.
32. Install the assembled modulator valve onto the b. Assembly (Foldout 21,A)
oil transfer plate as shown in Figure 6–122. In-
1. Install low-clutch trimmer valve 16 (recessed
stall three 1⁄4-20 x 21⁄2 inch bolts to retain the
end first) into valve body 14.
modulator body, oil transfer plate, separator
plate and control valve body assembly as a
unit. Do not tighten the bolts at this time.
CONTROL VALVE
33. Align the bolt holes in the control valve as- ASSEMBLY
sembly with those in the separator plate and
oil transfer plate. When all bolt holes are
aligned, tighten the bolts installed in Step (32)
to 8–12 lb ft (11–16 N·m).
34. Install manual selector valve 80 (Foldout 20,B)
into bore O (Figure 6–124) of control valve
body 30. Valve 80 may be temporarily retained
by tape or soft wire until the valve assembly is
installed onto the transmission.
STOP BOLT MANUAL SELECTOR
35. Before S/N 1030, in HT 750 models, valve VALVE
81 must be positioned so that its flat side is E03841.01
upward (when assembly is positioned as in Figure 6–125. Tightening Selector Valve Stop Bolt
Figure 6–125). (HT 750 Prior To S/N 10300)

NOTE: NOTE:
All valves, when dry, should move freely by their All valves, when dry, should move freely by their
own weight in their bores. own weight in their bores.
2. Install trimmer plug 17. 2. Install valve 38 (HT 750DR) into valve
body 27.
3. Install springs 18 and 19, valve stop 20, and re-
tainer plug 21. 3. Install spring 37, valve stop 36, washer 35, and
adjusting ring 34. Align the hole in valve stop
4. Compress springs 18 and 19, and install re- 36 with the pin hole in valve body 27. Position
tainer pin 15 to secure plug 21. the adjusting ring in the same position as it was
before removal (Step 6–32a(3)).
4. Press inward against adjusting ring 34 until re-
6–32. LOW SHIFT VALVE BODY tainer pin 28 can be installed.
ASSEMBLY (HT 750)
5. Install relay valve 29, spring 30, valve stop 31.
In earlier models, install valve stop 32 and
a. Disassembly (Foldout 21,A) plug 33.
1. Depress valve stop 31 against its spring and re- 6. Press inward against valve stop 31, and install
move retainer pin 28. retainer pin 28.
NOTE: 6–33. LOCKUP CUTOFF VALVE

In earlier models, valve stop 31 consisted of two sep- BODY ASSEMBLY
arate pieces 32 and 33.
2. Release spring pressure and remove valve stop 1. Remove retainer pins 5 and 7 from valve
31, spring 30, and relay valve 29. body 6.
2. Remove valve plugs 3, 9, and 10, and valves 4,

NOTE: 8, and 11 from their respective bores.
Note position of adjusting ring 34 in relation to re- b. Assembly (Foldout 21,A)
tainer pin 28 before removal.
NOTE:
3. Depress adjusting ring 34 against its spring and All valves, when dry, should move freely by their
remove retainer pin 28. own weight in their bores.
4. Remove adjusting ring 34, washer 35, valve
stop 36, spring 37, and valve 38 (HT 750DR). 1. Install the lockup cutoff valves in the same lo-
cation that they were in before removal.
5. From HT 750, HT 754CR assemblies, remove
retainer pin 26, plug 24, and valve 25. 2. Install valves 4, 8 and 11 into their respective
bores in valve body 6.
3. Install valve plugs 3, 9, and 10 into their re-
1. Install, into HT 750, HT 754CR assemblies, spective bores. Retain the valves with pins 5
valve 25, plug 24, and retainer pin 26. and 7.

Section 7 — ASSEMBLY OF TRANSMISSION
7–1. SCOPE the clutch released. Install all thick plates to-
ward the piston end of the pack.
a. This section covers the assembly of the HT 740,
HT 747, HT 750, 754CR, HT 750DR, and HT 750DR DB 2. Determine the wear on both internal and exter-
transmissions. The assembly sequence is continuous nal plates (refer to wear limits in Section 8).
and includes all models. Procedures are indicated Replace worn plates. Thicknesses of external-
where they apply to specific models. tanged plates in the low, first, second, and third
clutches in earlier models may be different
b. When a procedure does not apply to the specific from the thicknesses of corresponding plates in
model being assembled, go to the next applicable pro- later models. Wear limits stated in Section 8
cedure. are for plates presently supplied.
c. Certain illustrations will not always illustrate the 3. If it is necessary to replace an external-tanged
model being assembled. However, when the operation plate, be sure the plate thickness is identical
is identical, the illustration will correctly illustrate the to the original equipment. Refer to Paragraph
procedure. 7–2b Steps (1) and (2). Keep the clutch packs
separated (do not mix the plates of one clutch
d. Refer to Section 4 for general assembly informa- with the plates of another).
tion as follows:
Paragraph Description NOTE:

4–2 Tools, Equipment For HT 740 and HT 747 models, proceed with Para-
4–3 Replacement Parts graph 7–3. For HT 750, HT 754CR, HT 750DR,
4–4 Careful Handling and HT 750DR DB models, proceed with Para-
graph 7–4.
4–6 Assembly Procedures
4–10 Torque Specifications
4. Clearance for all clutch plates is established
during assembly procedure. Clearances for the
7–2. CLUTCH CLEARANCES forward and fourth clutches are established
during rebuild of those subassemblies in Sec-
NOTE: tion 6.
The clearances for low, first, second, and third
clutches are established by direct measurement in
this section (Paragraphs 7–3, 7–4, and 7–11). Refer 7–3. ESTABLISHING CLUTCH
to Paragraph 6–29 for stack dimension computa- CLEARANCES, SELECTING
tion of clutch clearances. CENTER SUPPORT SNAPRING
(HT 740, HT 747)
a. Preparation Procedure. Preparations are re-
quired to establish the proper clearance for each clutch a. First-Clutch Clearance
pack.
b. Determine Plate Thickness NOTE:
Before assembly, the clutch clearance must be es-
1. Determine the original thickness of each exter- tablished. One method is by direct measurement as
nal-tanged plate with a micrometer. Because outlined in Steps (1) through (4). An alternate meth-
the tangs of the clutch plate are not subject to od is by stack dimension computation outlined in
face wear, the micrometer reading at a tang Paragraph 6–29. If the stack method is used, disre-
will be the original thickness. Each clutch pack gard Steps (1) through (4).
must contain one thick plate next to the piston,
and a basic number of thick and thin plates.
The combination of thick and thin plates is se- 1. Place the transmission housing in a vertical po-
lected to meet the prescribed clearance with sition (Figure 7–1) (rear end upward).

2. Beginning with an external-tanged clutch
plate, alternately install seven external-tanged
and six internal-splined first-clutch plates (Fig-
FEELER GAUGE
ure 7–1).
3. Install the rear cover assembly (as assembled
in Paragraph 6–22) and gasket onto the rear of
the transmission housing and secure it with six
evenly spaced 1⁄2-13 x 2 inch bolts and flat
washers. Refer to Figure 7–9. Tighten the bolts
to approximately 30 lb ft (41 N·m).
4. Invert the transmission housing (front upward).
Using a feeler gauge, check the clearance
between the clutch plates (Figure 7–2). Any
dimension within 0.060–0.110 inch (1.52–2.79 CLUTCH PLATE (13)
mm) is satisfactory. Replace worn plates with E03721.01
new plates to establish the desired clearance.
Recheck the clearance.
Figure 7–2. Checking First-Clutch Clearance
(HT 740, 747)
b. Selecting Center Support Snapring
NOTE: Note tang-slot PLATE

relation
If the stack method of selecting the second-clutch
components is used, disregard Step (1).
1. Beginning with an external-tanged plate, alter-

nately install seven second-clutch external-tanged
and six internal-splined plates (Figure 7–3).
2. Retain the plates with the selective snapring

(Figure 7–4). The snapring should be color
coded white and measure 0.155–0.157 inch E03722.01
(3.94–3.99 mm).
Figure 7–3. Installing Second-Clutch
3. Remove the third-clutch piston from the center
External-Tanged Plate
support assembly (if not previously removed).
Install lifting bracket J 24195 into the recess
between the sealring grooves on the center sup-
port hub (Figure 7–5).
PLATE CLUTCH PLATES (13)
SNAPRING
TRANSMISSION
HOUSING
E03720.01 E03689.01
Figure 7–1. Installing First-Clutch

External-Tanged Plate Figure 7–4. Installing Second-Clutch Snapring

ASSEMBLY OF TRANSMISSION
4. Install the center support into the transmission Gauge Snapring Color
housing (Figure 7–5). Be sure the tapped hole Snapring Thickness
Lug Code
in the support is aligned with the anchor bolt 0.149 inch Blue 0.148–0.150 inch
hole in the bottom of the housing. (3.78 mm) (3.76–3.81 mm)
0.153 inch Yellow 0.152–0.154 inch
5. Remove lifting bracket J 24195 from the center (3.88 mm) (3.86–3.91 mm)
support. Install the special 3⁄8-16 x 3 inch (21⁄4
0.156 inch White 0.155–0.157 inch
inch long bolt on earlier models) anchor bolt
(3.96 mm) (3.94–3.99 mm)
into the support through the anchor bolt hole in
0.159 inch Red 0.158–0.160 inch
the bottom of the housing (Figure 7–5).
Tighten the bolt finger tight. (4.04 mm) (4.01–4.06 mm)
6. Place compressor sleeve J 24208-2 on the hub NOTE:

of the center support (Figure 7–6). Place com-
If a white selective snapring fits loosely, a red
pressor J 24208-3 across the transmission
snapring can be used in place of the white snapring
housing, retaining the compressor bar with two
under the center support to retain the second
bolts.
clutch. If the selective snapring continues to be
loose, refer to the following Step for two service-
7. Compress the center support by tightening cen- released snaprings of thicker dimension to be used
ter screw J 24208-1 to 5 lb ft (7 N·m). Deter- in the selective snapring location.
mine the width of the snapring opening using
gauge J 34127 (Figure 7–6). Select one of the
snaprings in the following list (gauge lug 8. Determine the width of the snapring opening
thicknesses are stamped on the tool shaft). using gauge J 24208-25 instead of gauge
Select the thickest snapring that can be inserted J 34127 (Figure 7–6). Select one of the
tightly into the groove to eliminate all possible snaprings in the following list (gauge lug
movement of the center support. thicknesses are stamped on the tool shaft).
Select the thickest snapring that can be inserted
tightly into the groove to eliminate all possible
movement of the center support.
J 24195 J 24208-1
J 24208-3
CENTER SUPPORT
ANCHOR BOLT J 24208-2

HOLE
J 34127
E03687.01 E03723.01
Figure 7–5. Installing Center Support Assembly Figure 7–6. Checking Selective Snapring Clearance

Snapring Snapring Snapring CLUTCH

PLATES (13)
P/N Color Code Thickness
23013848 Orange 0.162–0.164 inch CENTER
SUPPORT
(4.11–4.16 mm)
23013852 Orange/Blue 0.165–0.167 inch
(4.19–4.24 mm)
9. Install the selected snapring. The snapring

should require light force to fully seat it into
the groove in the case and retain the center
support. If the snapring fits freely in the
groove, it is not thick enough. Be sure the gap
of the snapring is at the top of the housing. FEELER GAUGE E03724.01
10. Remove compressor J 24208-3 and sleeve Figure 7–7. Checking Second-Clutch
J 24208-2. Plate Clearance
c. Second-Clutch Clearance
7–4. ESTABLISHING CLUTCH
NOTE: CLEARANCES, SELECTING
Before completing the assembly, the clutch clear- CENTER SUPPORT SNAPRING
ance must be established. One method is by direct (HT 750, 754CR, HT 750DR,
measurement as outlined in Step (4). An alternate HT 750DR DB)
method is by stack dimension computation outlined
in Paragraph 6–29. If the stack method was used to a. Low- and First-Clutch Clearances
select the second-clutch components, disregard
Steps (1) through (4).
NOTE:
1. Invert the transmission housing (rear upward). Two methods of checking clutch plate clearance
2. Remove the six bolts and washers that tempo- have been established. One method is by direct mea-
rarily retained the rear cover to the transmis- surement as outlined in Steps (1) through (7). The
sion housing. Remove the rear cover and alternate method is by stack dimension computa-
gasket. tion outlined in Paragraph 6–29. If the stack meth-
od is used, disregard Steps (1) through (7).
3. Remove the thirteen first-clutch plates from the
transmission housing. Since these plates have
been preset for clearance, they should be main- 1. Place the transmission housing in a vertical po-
tained as a pack for final installation. sition (Figure 7–8) (rear upward).
4. Using a feeler gauge, check the second-clutch 2. Beginning with an external-tanged clutch
plate clearance (Figure 7–7). Any dimension plate, alternately install seven external-tanged
within 0.060–0.110 inch (1.52–2.79 mm) is and six internal-splined first-clutch plates (Fig-
satisfactory. Replace worn plates with new ure 7–8).
plates to establish the desired clearance.
3. Install two guide bolts (180 degrees apart) into
Recheck the clearance.
the transmission housing. Align and install the
adapter housing assembly (as assembled in
NOTE:
Paragraph 6–21) and gasket.
Leave the second clutch and the center support in
the transmission housing until the housing is again 4. Beginning with an external-tanged clutch
positioned front upward. Continue assembly of plate, alternately install seven external-tanged
Model HT 740 and HT 747 at Paragraph 7–5. and six internal-splined low-clutch plates (Fig-
ure 7–18).

5. Install the rear cover assembly (as assembled 7. Using a feeler gauge, check the clearance
in Paragraph 6–22) and gasket onto the rear of between the first-clutch plates (Figure 7–11). It
the transmission housing and secure it with six is recommended the gauge be placed between
1⁄2-13 x 53⁄4 inch bolts and lockwashers, evenly the transmission housing and the first steel
spaced (Figure 7–9). Tighten the bolts to plate. Any dimension within 0.060–0.110 inch
approximately 30 lb ft (40 N·m). (1.52–2.79 mm) is satisfactory. Replace worn
clutch plates with new plates to establish the
6. Invert the transmission (front upward). Using a desired clearance, then recheck the clearance.
feeler gauge, check the clearance between the b. Selecting Center Support Snapring
low-clutch plates (Figure 7–10). It is recom-
mended the gauge be placed between the NOTE:
adapter housing wall and the first steel plate. If the stack method of selecting the second-clutch
Any dimension within 0.060–0.110 inch components is used, disregard Step (1).
(1.52–2.79 mm) is satisfactory. Replace worn
clutch plates with new plates to establish the
1. Install thirteen second-clutch plates, beginning
desired clearance, then recheck the clearance.
with an external-tanged plate. Alternately in-
stall seven external-tanged plates and six inter-
nal-splined plates (Figure 7–3).
INTERNAL-SPLINED PLATE 2. Retain the plates with the selective snapring
(Figure 7–4). The snapring should be color
coded white and measure 0.155–0.157 inch
(3.94–3.99 mm).
3. Remove the third-clutch piston from the center
support assembly (if not previously removed).
Install bracket J 24195 into the recess between
the sealrings on the center support hub (Figure
EXTERNAL-TANGED 7–5).
PLATE E03725.01
4. Install the center support into the transmission
housing (Figure 7–5). Be sure the tapped hole
Figure 7–8. Installing First-Clutch Plates in the support is aligned with the anchor bolt
hole in the bottom of the housing.
OUTPUT SHAFT
FEELER GAUGE
REAR FIRST-CLUTCH PLATE

COVER
LOW-CLUTCH PLATES
OUTPUT SHAFT
E03726 .01
E03727.01
Figure 7–9. Installing Rear Cover Assembly Figure 7–10. Checking Low-Clutch Clearance
(HT 750, HT 754CR, HT 750DR) (HT 750CR, DR)

LOW-CLUTCH PLATES
OUTPUT SHAFT NOTE:
FIRST-CLUTCH PLATES If a white selective snapring fits loosely, a red
snapring can be used in place of the white snapring
under the center support to retain the second
clutch. If the selective snapring continues to be
loose, refer to the following Step for two service-
released snaprings of thicker dimension to be used
in the selective snapring location.
8. Using gauge J 24208-25 instead of gauge

J 34127, determine the width of the snapring
opening (Figure 7–6). Select one of the
FEELER GAUGE snaprings in the following list. Gauge lug
thicknesses are stamped on the tool shaft.
E03728.01
Select the thickest snapring that can be inserted
Figure 7–11. Checking First-Clutch Clearance tightly into the groove to eliminate all possible
(HT 750DR, HT 754CR) movement of the center support.
5. Remove lifting bracket J 24195 from the center Snapring Snapring Snapring
support. Install a used 3⁄8-16 x 3 inch (21⁄4 inch P/N Color Code Thickness
long bolt on earlier models) anchor bolt into 23013848 Orange 0.162–0.164 inch
the support through the anchor bolt hole in the
(4.11–4.16 mm)
bottom of the housing (Figure 7–5). Tighten
the bolt finger tight. 23013852 Orange/Blue 0.165–0.167 inch
(4.19–4.24 mm)
6. Place the compressor sleeve J 24208-2 on the
hub of the center support. Place compressor
9. Install the selected snapring. The snapring
J 24208-3 across the transmission housing.
should require light force to fully seat it into
Retain the compressor bar with two bolts (Fig-
the groove in the case and retain the center
ure 7–6).
support. If the snapring fits freely in the
7. Compress the center support by tightening the groove, it is not thick enough. Be sure the gap
center screw J 24208-1 to 5 lb ft (7 N·m). of the snapring is at the top of the housing.
Determine the width of the snapring opening,
using gauge J 34127 (Figure 7–6). Gauge lug 10. Remove compressor J 24208-3 and sleeve
thicknesses are stamped on the tool shaft. J 24208-2.
Select one of the snaprings in the following c. Second-Clutch Clearance
list. Select the thickest snapring that can be
inserted tightly into the groove to eliminate all
possible movement of the center support. NOTE:
Gauge Snapring Snapring Two methods of checking clutch plate clearance
Lug Color Code Thickness have been established. One method is by direct mea-
0.149 inch Blue 0.148–0.150 inch surement as outlined in Step (6). The alternate
(3.78 mm) (3.76–3.81 mm) method is by stack dimension computation outlined
0.153 inch Yellow 0.152–0.154 inch in Paragraph 6–29. If the stack method is used to se-
lect second-clutch components, disregard Steps (1)
(3.88 mm) (3.86–3.91 mm)
through (6).
0.156 inch White 0.155–0.157 inch
(3.96 mm) (3.94–3.99 mm)
0.159 inch Red 0.158–0.160 inch 1. Invert the transmission housing (rear cover
(4.04 mm) (4.01–4.06 mm) upward).

2. Remove the six bolts and washers that tempo- 4. Install the rear planetary ring gear (Figure 7–12)
rarily retained the rear cover to the transmis- (longer splines first).
sion housing, then remove the rear cover and 5. Install the three remaining clutch plates as
gasket. shown in Figure 7–12. Be sure a thick plate is
3. Remove the thirteen low-clutch plates from the placed next to the piston (refer to Paragraph
adapter housing (Figure 7–18). Since these 7–2b(1)).
plates are preset for the low-clutch clearance,
b. Rear Cover Assembly
they should be maintained as a pack so they
cannot be intermixed with other plates. 1. Place the rear cover gasket onto the rear cover.
4. Remove the adapter housing and gasket from Retain the gasket with oil-soluble grease (Fig-
the transmission housing (Figure 7–27). ure 7–13). Be sure the holes in the gasket are
aligned with those in the main housing.
5. Remove the thirteen first-clutch plates from the
2. Attach a lifting sling to the rear cover (Figure
transmission housing. These plates were preset
7–13). Carefully install the rear cover assem-
for proper clearance and should be maintained
bly (as assembled in Paragraph 6–22), guiding
as a pack for final installation.
the two dowel pins into place. (Dowel pins are
6. Using a feeler gauge, check the second-clutch different sizes.)
plate clearance (Figure 7–7). It is
recommended the gauge be placed between the RING THICK
PLATE GEAR PLATE
transmission housing and the first steel plate. (10)
Any dimension within 0.060–0.110 inch

plates with new plates to establish the desired
clearance. Recheck the clearance.
INTERNAL- SPLINED
PLATE
EXTERNAL-TANGED
NOTE: PLATE
E03729.01
Leave the second clutch and the center support in
the transmission housing until the housing is again Figure 7–12. Installing First-Clutch Plates
positioned front end upward. Begin assembly of
Model HT 750, 754CR at Paragraph 7–6. Begin as-
sembly of Model HT 750DR at Paragraph 7–9.
LIFTING SLING
7–5. INSTALLING REAR

COMPONENTS (HT 740, 747)
REAR COVER
a. First Clutch
1. Place the transmission housing in a vertical po-

sition (rear upward).
RING GEAR FIRST-CLUTCH PLATES (13)
2. Install the first-clutch pack removed in Para-
graph 7–3c(3) or first-clutch components GASKET
selected by stack method.
3. Beginning with an external-tanged clutch HOUSING
plate, alternately install five external-tanged E03691.01
and five internal-splined clutch plates (Figure
7–12). Figure 7–13. Installing Rear Cover Assembly

3. Install twenty-one 1⁄2-13 x 2 inch bolts and 4. Place the adapter housing (with piston (front)
three 1⁄2-13 x 31⁄4 inch bolts, and lockwashers, downward) onto the transmission housing.
to retain the rear cover. Tighten the bolts to
67–80 lb ft (91–108 N·m). 5. Install compressor bar J 24208-3 onto the
adapter housing (Figure 7–14), retaining it
4. Install the governor assembly into the rear
with two 1⁄2-13 x 53⁄4 inch bolts.
cover by rotating it counterclockwise (Figure
7–22). 6. Position the transmission with the front
5. Install the governor cover and gasket. Retain upward.
them with four 5⁄16-18 x 9⁄16 inch bolts.
Tighten the bolts 10–13 lb ft (14–18 N·m). 7. Remove the center support snapring and
anchor bolt. Attach bracket J 24195 to the cen-
6. Invert the transmission (front upward).
ter support and remove the support assembly
(Figure 7–5).
NOTE:
8. Remove the snapring (Figure 7–4). Remove
Continue assembly of Model HT 740, HT 747 at the second-clutch plates (except when plates
Paragraph 7–8. were selected by stack method). These plates
are now preset for proper clearance and should
be retained as a pack for final installation.
7–6. INSTALLING FIRST CLUTCH,
GEAR UNIT, SECOND CLUTCH, HOIST
CENTER SUPPORT
(HT 750, 754CR) J 24196
a. First Clutch, Rear Planetary Ring Gear

1. Place the rear planetary ring gear short splines
(rear) downward, on a bench. Install ten of the
plates from the clutch pack removed in Para- GEAR UNIT
graph 7–4c(5) or from the first-clutch compo-

nents selected by the stack method as follows.
Lay aside the first three plates from the piston MAIN SHAFT
end of the pack (refer to Paragraph 7–2b).
TRANSMISSION
Starting with the fourth plate in the pack (inter- HOUSING
nal-splined), alternately install five internal-
splined and five external-tanged plates onto the
ring gear.
2. Align the external tangs of the plate pack.

Carefully invert the ring gear and plate pack
and install the assembled parts into the rear of
the transmission housing.
3. Install the three remaining plates of the pack
(external-tanged, internal-splined, external-
tanged sequence).
ADAPTER
HOUSING
NOTE: J 24208-3 BOLT (2), 1⁄2-13 x 53⁄4 in. E03697.01
Last plate installed must be a thick plate. Figure 7–14. Installing Gear Unit Assembly
(HT 750, 754CR)

b. Gear Unit, Second Clutch, Center Support 5. Install the sealrings onto the center support
hub. Attach lifting bracket J 24195 and install
1. Attach lifting bracket J 24196 to the assembled the center support assembly. Align the tapped
gear unit (Figure 7–14). Lower the gear unit hole in the support to the hole in the transmis-
carefully, aligning the pinions of the rear plan- sion housing (Figure 7–17).
etary to mesh with the rear planetary ring gear.
Next, remove the lifting bracket. 6. Install the special 3⁄8-16 x 3 inch (21⁄4 inch in
earlier models) anchor bolt and plain washer,
2. Install the second-clutch plate pack removed finger tight. Remove the lifting bracket.
in Paragraph 7–6a(8) (or plate pack selected 7. Install the snapring, selected in Paragraph 7–
by the stack method). The thinner external- 4b(7), that retains the center support assembly
tanged plates should be installed toward the (Figure 7–25). The gap of the snapring should
rear of the transmission housing (refer to Para- be toward the top of the transmission.
graph 7–2b). Begin with an external-tanged
plate (Figure 7–15) and alternately install
seven external-tanged and six internal-splined
plates.
3. Install the white color coded snapring (or red, CLUTCH PLATES (13)
refer to Paragraph 7–4b(7)) that retains the SNAPRING
second-clutch pack (Figure 7–16).
CAUTION:
Improper installation of the sealrings may cause
transmission failure. Refer to Paragraph 4–6g
for proper installation procedure.
E03689.01
4. Install the third-clutch piston assembly into the

Figure 7–16. Installing Second-Clutch Snapring
center support. The lips of the sealring must be
toward the cavity in the center support.
GEAR UNIT
J 24195
CENTER SUPPORT
ANCHOR BOLT
HOLE
EXTERNAL-TANGED
CLUTCH PLATE E03687.01
E03730.01
Figure 7–15. Installing Second-Clutch Plate Figure 7–17. Installing Center Support

8. Position the transmission rear upward and b. Low Planetary, Rear Cover Assembly
remove the two bolts and compressor bar from
the adapter housing. CAUTION:
Do not lift the low carrier by the ball bearing.
The bearing may be loose, permitting the assem-
7–7. INSTALLING REAR bly to drop.
COMPONENTS (HT 750, 754CR)
1. Install the low planetary carrier by carefully
a. Adapter Housing, Low Clutch, Low Ring Gear aligning the teeth of the four pinions with those
of the low ring gear (Figure 7–19).
1. Place the low ring gear (flat side (rear) down-
ward) on a bench. Install ten plates of the low- 2. Place the rear cover gasket onto the rear cover.
clutch pack removed in Paragraph 7–4c(3) (or Retain the gasket with oil-soluble grease (Fig-
clutch pack selected by the stack method), as ure 7–20). Be sure the holes in the gasket are
follows. Lay aside the first three plates from aligned with those in the adapter housing.
the piston end of the pack. The plates laid aside
REAR CARRIER EXTERNAL-TANGED
should include two thick external tanged plates CLUTCH PLATE
(refer to Paragraph 7–2b). Beginning with the
fourth plate in the pack (internal-splined), al-
ternately install five internal-splined and five
external-tanged plates onto the ring gear.
2. Remove the adapter housing from the trans-

mission housing. Do not drop the first-clutch
piston.
3. Place the adapter housing (with piston upward)
over the assembled low ring gear and clutch INTERNAL-SPLINED
plates. CLUTCH PLATE
LOW RING GEAR E03731.01

4. Install the adapter housing gasket onto the ADAPTER HOUSING
adapter housing, aligning the holes in the gas- Figure 7–18. Installing Low-Clutch Plates
ket with those in the housing. Retain the gasket and Ring Gear (HT 750, HT 754CR)
with oil-soluble grease.
LOW RING GEAR
5. Grasp the assembled adapter housing, ring LOW
PLANETARY CARRIER
gear, and clutch plates, invert the assembly and ASSEMBLY CLUTCH PLATES (13)
install it onto the rear of the transmission hous-
ADAPTER
ing as follows. HOUSING
6. Align the adapter housing dowel pins with

proper holes in the transmission housing.
Lower the adapter housing until the internal
teeth of the low ring gear begin to mesh with
splines on the rear planetary carrier hub. Sup-
port the adapter housing while meshing the low
ring gear by tapping with a soft mallet. When
mesh is complete, seat the adapter housing.
7. Install the three remaining low-clutch plates
(laid aside in Step (1)). Install the plates in E03694.01
external-tang, internal-spline, external-tang Figure 7–19. Low Planetary Carrier, Ring Gear and
sequence (Figure 7–18). Clutch (HT 750, HT 754CR)

3. Attach a lifting bracket to the output shaft (Fig- a. Gear Unit, Second Clutch
ure 7–20). Using a hoist, guide the cover onto
the adapter housing. (Since the dowel pins in 1. Remove the center support anchor bolt (Figure
the cover are different in size, installation is 7–37). Remove the special selective snapring
simplified.) that retains the center support. Using lifting
bracket J 24195, remove the center support
4. Install twenty-one 1⁄2-13 x 53⁄4 inch bolts and (Figure 7–5).
three 1⁄2-13 x 71⁄4 inch bolts, and lockwashers,
to retain the rear cover (Figure 7–21). Tighten 2. Remove the snapring, the second-clutch plates,
the bolts to 67–80 lb ft (91–108 N·m). and retain the plates in a pack.
5. Install the governor assembly into the rear of the gear unit assembly (Figure 7–23). Attach
cover by rotating it counterclockwise (Figure a hoist to the eyebolt on bracket J 24196. Lower
7–22). the gear unit assembly (as assembled in Para-
graph 6–16) into the transmission housing,
6. Install the governor cover gasket and cover, and engaging the internal splines of the rear carrier
retain them with four 5⁄16-18 x 9⁄16 inch bolts. hub with the external splines of the output shaft.
Tighten the bolts to 10–13 lb ft (14–18 N·m).
OUTPUT SHAFT
BOLT (3), 1⁄2-13 x 71⁄4 in.
NOTE:
Continue assembly of Model HT 750, 754CR at
Paragraph 7–11. BOLT (21), 1⁄2-13 x 53⁄4 in.
ADAPTER
HOUSING
7–8. INSTALLING GEAR UNIT, REAR

COVER
SECOND CLUTCH, CENTER
SUPPORT (HT 740, 747)
HOIST
E03732.01
LIFTING BRACKET Figure 7–21. Installing Rear Cover Bolts

(HT 750, HT 754CR, HT 750DR)
OUTPUT SHAFT
OUTPUT
SHAFT
GOVERNOR
REAR COVER ASSEMBLY
REAR
COVER
ADAPTER
REAR COVER HOUSING
GASKET ADAPTER
HOUSING
ADAPTER HOUSING TRANSMISSION

GASKET HOUSING
E03733.01
E03693.01
Figure 7–22. Installing Governor Assembly
Figure 7–20. Installing Rear Housing (HT 750, HT 754CR) (HT 750, HT 754CR, HT 750DR)

4. Install 13 (previously selected) second-clutch
plates beginning with an external-tanged plate,
HOIST
and alternately installing seven external-tanged
Be sure a thick external-tanged steel plate is
next to the piston. (Refer to Paragraph 7–2b.)
J 24196
5. Install the white color coded snapring (or red, MAIN SHAFT
refer to Paragraph 7–3b(7)) that retains the
second-clutch plates (Figure 7–16).
GEAR UNIT
b. Center Support
CAUTION:
Improper installation of sealrings may cause
transmission failure. Refer to Paragraph 4–6g
for proper installation procedure.
E03688.01
1. Install the third-clutch piston assembly into the Figure 7–23. Installing Gear Unit Assembly
center support. The lip of the sealring must be (HT 740, HT 747, HT 750DR)
toward the cavity in the center support.
2. Install the sealrings onto the center support

hub. Attach lifting bracket J 24195 and install J 24195
the center support assembly. Align the tapped
hole in the support to the hole in the transmis- CENTER SUPPORT
sion housing (Figure 7–24). ANCHOR BOLT

HOLE
3. Install the special 3⁄8-16 x 3 inch anchor bolt
and plain washer finger tight, then remove the
lifting bracket.
NOTE:
It may be necessary to compress the center support
to install the selective snapring.
4. Install the snapring, selected in Paragraph E03687.01
7–3b(7), that retains the center support assem-

Figure 7–24. Installing Center Support
bly (Figure 7–25). The gap of the snapring
should be toward the top of the transmission.
7–9. INSTALLING REAR
COMPONENTS (HT 750DR, DR DB)
NOTE:
a. First Clutch and Ring Gear
Continue assembly of Model HT 740, HT 747 at
Paragraph 7–11. 1. Install one external-tanged and one internal-
splined first-clutch plate into the rear of the

transmission (Figure 7–8). These plates should
come from the front of the clutch pack re- NOTE:
moved in Paragraph 7–4c(5) (or first-clutch Figure 4–2 illustrates a handy tool that may be eas-
plates selected by the stack method), and the ily improvised. This tool will ensure that the cotter
external-tanged plate should be a thin plate (if pins will be removed before assembly is completed.
pack includes thin plates — refer to Paragraph
7–2b).
3. Install four 1⁄8 inch cotter pins (11⁄2 inch max-
2. Install the rear planetary ring gear (Figure 7–26) imum length) into the four oil holes nearest
(stepped diameter upward). the rear of the rear planetary ring gear (Figure
5–50).
3. Install the remainder of the first-clutch pack
removed in Paragraph 7–4c(5) (or selected by
4. Install gear and hub assembly 19 (Foldout
the stack method). Begin with an external-
19,A) (larger end first) into the rear planetary
tanged plate, and alternately install six
ring gear. The hub will stop when it reaches the
external-tanged and five internal-splined
four cotter pins.
plates (Figure 7–26). The last plate must be a
thick external-tanged plate (refer to Paragraph
7–2b). 5. Install bearing race 21 (Foldout 19,A) (flat side
first) onto the rear of gear and hub assembly 19.
Coat needle roller bearing 22 and race 23 with
b. Adapter Housing, Low Clutch and oil-soluble grease and install it onto race 21.
Planetary Carrier
6. Install the low planetary carrier assembly (as
1. Place the adapter housing gasket on the adapter assembled in Paragraph 6–19) into the adapter
housing (Figure 7–27). Retain the gasket on housing (Figure 7–28).
the housing with oil-soluble grease. Be sure all
holes in the gasket are aligned with those in the 7. Beginning with an external-tanged plate,
housing. alternately install seven external-tanged and
six internal-splined low-clutch plates (Figure
2. Carefully place the adapter housing assembly 7–28).
(as assembled in Paragraph 6–21) onto the
transmission housing. (Since the dowel pins in
8. Install ball bearing 28 (Foldout 19,A) onto rear
the housing are different in size, installation is
hub of the low ring gear 27.
simplified.)
RING GEAR
CENTER SUPPORT
SNAPRING
TRANSMISSION
HOUSING
INTERNAL-SPLINED EXTERNAL-TANGED
PLATE PLATE
E03734.01
E03686.01
Figure 7–25. Installing Center Support Snapring Figure 7–26. Installing First-Clutch Plate (HT 750DR)

ADAPTER HOUSING
FIRST-CLUTCH
PISTON
RING GEAR
BEARING RACE
NEEDLE
BEARING
LOW PLANETARY
CARRIER ASSEMBLY BEARING
RACE
GASKET
TRANSMISSION
HOUSING REAR PLANETARY
RING GEAR
FIRST-
CLUTCH
PLATES
E03700.01
E03703.01
Figure 7–29. Installing Low Ring Gear (HT 750DR)
Figure 7–27. Installing Adapter Housing (HT 750DR)

c. Rear Cover Assembly
1. Install a lifting bracket onto the threaded end

LOW PLANETARY CARRIER ASSEMBLY
BEARING RACE
of the output shaft (Figure 7–30).
2. Install the rear cover gasket onto the rear cover

(Figure 7–30). Be sure the holes in the gasket
align with those in the adapter housing. Retain
the gasket on the rear cover with oil-soluble
grease.
3. Attach a hoist to the lifting bracket. Install the

rear cover (as assembled in Paragraph 6–22)
onto the adapter housing (Figure 7–30). (Since
the dowel pins in the cover are of different size,
EXTERNAL-TANGED PLATE installation is simplified.)
ADAPTER HOUSING INTERNAL-SPLINED PLATE E03735.01
Figure 7–28. Installing Low-Clutch Plate (HT 750DR) 4. Install twenty-one 1⁄2-13 x 53⁄4 inch bolts and
three 1⁄2-13 x 71⁄4 inch bolts, and lockwashers,
9. Install bearing race 24 (lip first) and needle to retain the rear cover (Figure 7–21). Tighten
bearing 25 into the rear ID of the low carrier the bolts to 67–80 lb ft (91–108 N·m).
assembly (Figure 7–29). Install rear race 26 on
the front hub of the low ring gear (Figure 7–29). 5. Install the governor assembly into the rear
Retain the bearing and two races with oil-solu- cover by rotating it counterclockwise (Figure
ble grease. 7–22).
10. Install the low ring gear by carefully engaging 6. Install the governor cover gasket and cover, and
the teeth of the gear with those of the four retain them with four 5⁄16-18 x 9⁄16 inch bolts.
planetary pinions (Figure 7–29). Tighten the bolts to 10–13 lb ft (14–18 N·m).

HOIST 7–10. INSTALLING GEAR UNIT,
SECOND CLUTCH, CENTER
LIFTING BRACKET
SUPPORT (HT 750DR, DR DB)
a. Gear Unit, Second Clutch

OUTPUT SHAFT
1. Remove the selective snapring that retains the
center support (Figure 7–25). Remove the an-
chor bolt that retains the center support to the
REAR COVER
2. Install lifting bracket J 24195 onto center sup-

port and remove the support (Figure 7–24).
3. Remove the second-clutch snapring, then the
second-clutch plates. Identify the pack and
keep it intact.
GASKET
CAUTION:
BALL BEARING
ADAPTER Be sure all four cotter pins have been removed
HOUSING LOW RING GEAR from the rear planetary ring gear. (Refer to Para-
LOW CLUTCH
graph 7–9b(3).)
4. Remove the four 1⁄8 inch cotter pins installed in

Paragraph 7–9b(3).
E03699.01
5. Install bearing race 18 (Foldout 19,A) into the

Figure 7–30. Installing Rear Cover Assembly (HT 750DR) recess in the front of the sun gear and hub
assembly. Retain it with oil-soluble grease.
d. Temporary Installation of Transfer Gear 6. Install bearing race 16 and needle bearing 17
Housing Adapter Assembly (Foldout 19,B) onto the hub of the rear carrier assembly.
Retain them with oil-soluble grease.
NOTE: 7. Attach lifting bracket J 24196 to the main shaft

of the gear unit assembly (Figure 7–23). Attach
For ease of handling, the dropbox should not be in- a hoist to the eyebolt on the lifting bracket.
stalled until the main transmission is completely as- Lower the gear unit assembly (as assembled in
sembled. Paragraph 6–17) into the transmission housing,
engaging the teeth of the four carrier pinions
and the internal splines in the carrier hub with
1. Attach a 3-leg sling to rear of adapter 10 and the internal teeth of the rear ring gear and
install the adapter. external splines of the output shaft.
2. Install two 1⁄2-13 x 73⁄4 inch bolts 23 and lock- 8. Install thirteen pre-selected second-clutch
washers 24 into opposite holes in the bolt cir- plates beginning with an external-tanged plate
cle (180 degrees apart). and alternately installing seven external-tanged
3. Tighten bolts sufficiently to retain the adapter.
9. Install the white color coded snapring (or red,
4. Invert the transmission (front upward). refer to Paragraph 7–4b(7)) that retains the

second-clutch plates. Be sure the snapring gap 7–11. INSTALLING THIRD, FOURTH,
is located at the top of the transmission hous- FORWARD CLUTCHES
ing (Figure 7–31).
b. Center Support NOTE:

Two methods of checking clutch plate clearance
CAUTION: have been established. One method is by direct mea-
surement as outlined in Steps (4) and (5). The alter-
Improper installation of sealrings may cause
transmission failure. Refer to Paragraph 4–6g nate method is by stack dimension computation
for proper installation procedure. outlined in Paragraph 6–29. If the stack method is
used, disregard Steps (4) and (5).
1. Install the third-clutch piston assembly into the
center support. The lips of the sealrings must a. Third Clutch, Fourth Clutch
be toward the cavity in the center support.
1. Prior to the installation of the fourth-clutch as-
2. Install the sealrings onto the center support sembly, be sure the bearing races at both the
hub. Attach lifting bracket J 24195 and install front and back are in place (Figure 6–56 and 6–
the center support assembly. Align the tapped 57). Check also that the sealrings, bearing, and
hole in the support to the hole in the transmis- race are in place on the center support. Be sure
sion housing (Figure 7–24). the inner lube-direction lip of the race on the
center support is 0.233 inch (5.9 mm). Install
3. Install the special 3⁄8-16 x 3 inch bolt and plain the fourth-clutch assembly.
washer finger tight then remove the lifting
bracket. 2. When installing the third-clutch plates (Figure
7–32), the external-tanged clutch plates must
have a definite tang-to-slot relation. The tangs
NOTE: must be installed into the shorter, narrower
slots (the wider slots are longer and extend to
It may be necessary to compress the center support
the second-clutch plates). Figure 7–32 illus-
to install the selective snapring.
trates the proper tang-slot relationship (note
the wider space between two of the tangs and
4. Install the selective snapring (Paragraph 7–4b(7)) its location).
that retains the center support (Figure 7–25). Be
sure the gap of the snapring is at the top of the
CLUTCH PLATES (13)

SNAPRING
THIRD-CLUTCH
PLATE
Note tang
slot location FOURTH-CLUTCH
ASSEMBLY
E03689.01 E03736.01
Figure 7–31. Installing Second-Clutch Snapring Figure 7–32. Installing Third-Clutch Plates

7. Place lifting bracket J 24209 under the spring
CAUTION: retainer of the fourth-clutch assembly (refer to
Be sure the clutch plate next to the piston is a Figure 5–36). Align the internal splines of the
thick plate. third-clutch plates and the sun gear shaft to the
fourth-clutch housing. Install the housing.
3. Install eight third-clutch plates as follows (Fig-
ure 7–32). Beginning with a thick external- 8. Be sure the bearing race at the top (front) of the
tanged plate, alternately install four external- clutch is in place. If not, lubricate it with oil-
tanged plates and four internal-splined plates. soluble grease and install.
Refer to Paragraph 7–2b(1).
b. Forward Clutch
4. Install backplate 2 (Foldout 14,B) and white
color coded snapring 1. Be sure the gap of the WARNING!
snapring is at the top of the transmission hous-
ing. Be sure the forward-clutch hub and the fourth-
clutch driving hub are installed into the forward-
5. Check the third-clutch clearance by inserting a clutch assembly as shown in Figure 6–55. If these
feeler gauge between the snapring and the two hubs are installed into the fourth-clutch
backplate of the third clutch (Figure 7–33). housing by mistake, the transmission will oper-
ate in reverse when the driver selects any for-
Any dimension between 0.040–0.064 inch
ward range.
plates with new plates to establish the desired
clearance. If the assembly is satisfactory, con- 1. Prior to installing the forward-clutch assembly,
tinue assembly with Paragraph 7–11b. make sure the thrust bearing race and thrust
bearing have been installed at the rear of the
6. If the clearance is not satisfactory, replace the clutch assembly. Install thrust race 2 (Foldout
plates in the third clutch as required to obtain a 13,B) (cup side first) onto the forward-clutch
satisfactory clearance. Refer to Paragraph 7–2b housing. Install needle bearing 24 (Foldout
and wear limits in Section 8. 13,A) onto race 23 (refer to Foldout 1). Retain
the bearing and race with oil-soluble grease.
NOTE: 2. Install alignment fixture J 24221. Engage the
Do not remove the support ring from the fourth- fourth-clutch plates by applying air pressure to
clutch housing. the fourth-clutch piston (Figure 7–34). If all
plates do not engage tool J 24221, the fixture
will rise slightly when air pressure is applied.
SNAPRING 3. Hold air pressure in the clutch and remove the

fixture. Install lifting fixture J 33079-1 to the
FOURTH CLUTCH
turbine shaft (Figure 7–35) and lift into instal-
THIRD-CLUTCH
BACKPLATE lation position. Continue holding air pressure
and install the forward-clutch assembly (with
race and bearing).
4. Release the air pressure when the forward

clutch is fully seated (forward clutch will fall
slightly when air is released if the clutch is not
fully seated).
5. Make sure the thrust bearing race on the front

of the forward-clutch assembly is installed
E03737.01
(Figure 7–36). If not, apply oil-soluble grease
Figure 7–33. Installing Third-Clutch Snapring to the race and install it.

6. Be sure to install a new center support bolt.
J 24221
Tighten the bolt to 39–46 lb ft (53–62 N·m)
THIRD-CLUTCH PLATES (Figure 7–37).
7–12. INSTALLING TORQUE

CONVERTER HOUSING
(Models Without Input Retarder)
1. Place the converter housing assembly (as as-

sembled in Paragraph 6–6) on the work table
so that both the front and rear are accessible.
2. Make sure thrust race 23 (Foldout 13,A) and

needle bearing 24 have been installed at the
rear of the converter housing. Ensure the inner
lube-direction lip of the race on the converter
housing is 0.233 inch (5.9 mm).
NOTE:
E03738.01 If assembly includes front pitot blocker 27 (Foldout
13,A), it may be installed now. Tighten the screws to
Figure 7–34. Applying Air Pressure to
Fourth-Clutch Piston 30–48 lb in. (3–5 N·m) (Figure 7–39). If installed,
disregard Steps (5) and (8).
CAUTION:
Improper installation of the two sealrings onto
J 33079-1 the front support hub may cause transmission
failure. Refer to Paragraph 4–6g for proper in-
stallation procedure.
TURBINE SHAFT 3. Install the sealrings onto the front support hub.
FORWARD-CLUTCH
Attach a lifting sling to the converter housing
ASSEMBLY (Figure 7–36). Raise the converter housing
assembly above the transmission.
COLLECTOR
RING 4. Install two 1⁄2-13 x 23⁄8 inch guide screws
TRANSMISSION
HOUSING J 1126, one in the converter housing and one in
the transmission housing (Figure 7–36).
5. Install two #10–32 x 6 inch guide screws
PTO
GEAR J 6889-1 into the pitot tube. Exit port of pitot
tube must face toward guide screws (Figure
7–36). Install the pitot tube and guide screws
so that the guide screws enter the screw holes
in the converter housing, and entrance port of
E03683.01
pitot tube faces outward (toward pitot collec-
Figure 7–35. Installing Forward-Clutch Assembly tor ring) (Figure 7–36).

6. Install the converter housing onto the transmis- 9. Install nine 1⁄2-13 x 2 inch bolts with lock-
sion housing, using care to avoid damage to the washers through the transmission housing into
pitot tube and collector ring (Figure 7–36). the converter housing (Figure 7–38). The two
remaining bolts and lockwashers cannot be
7. Install seven 1⁄2-13 x 2 inch bolts and lock- installed until the mounting bracket is
washers at the inside of the converter housing removed. Tighten all converter housing bolts to
(Figure 7–38) and finger tighten the bolts. 50–60 lb ft (68–81 N·m).
8. Install the pitot tube screws and washers as 10. Tighten the center support anchor bolt to 39–
each guide screw is removed (Figure 7–39). 46 lb ft (53–62 N·m) (Figure 7–37).
Tighten the screws to 30–48 lb in (3–5 N·m).
CONVERTER GROUND 1. Refer to Paragraph 7–12a Steps (1) through (6)
SLEEVE
LIFTING SLING for initial installation procedures (refer to re-
build Paragraph 6–9).
CONVERTER HOUSING
CONVERTER BOLT (7), 1⁄2-13 x 2 in.

HOUSING WASHER (7), 1⁄2 in.
J 1126
J 6889-1
OIL COLLECTOR RING J 1126
PITOT TUBE
OR
BLOCKER
BEARING
RACE
TRANSMISSION TRANSMISSION
HOUSING HOUSING
E03730.01
BOLT (11), 1⁄2-13 x 2 in.
WASHER (11), 1⁄2 in. E03740.01
Figure 7–36. Installing Converter Housing Assembly
Figure 7–38. Installing Converter Housing Bolts
CONVERTER
HOUSING
BOLT (7), 1⁄2-13 x 2 in.

WASHER (7), 1⁄2 in.
ANCHOR
BOLT
SCREW (2), #10-32 x 2 in.

WASHER (2), #10
E03685.01 E03677.01
Figure 7–37. Center Support Anchor Bolt Figure 7–39. Installing Pitot Tube Screw

2. Install two 1⁄2-13 x 21⁄4 inch self-locking bolts, 9. Install the PTO idler gear and spindle (Figure
with flat washers, into the recessed holes in the 7–40). Install the gear and spindle into the bore
mounting pad (at the 8 o’clock position, near the top of the converter housing, aligning
viewed from front of transmission. Tighten the the bolt hole in the spindle with the tapped hole
bolts to 81–97 lb ft (110–132 N·m). in the housing.
3. Install a 1⁄2-13 x 21⁄2 inch bolt (counterclock- 10. Retain the gear and spindle with a 1⁄2-13 x 31⁄4
wise) with a lockwasher into the next bolt hole. inch self-locking bolt. Tighten the bolt to 81–
Tighten the bolt to 67–80 lb ft (91–108 N·m). 97 lb ft (110–132 N·m) (Figure 7–40).
4. Install a 1⁄2-13 x 33⁄4 inch bolt, with lock-
11. Install the scavenge pump assembly onto the
washer, at the five o’clock position (older mod-
mounting pad (Figure 7–41). Through holes in
els use a 21⁄8 inch bolt). Install three
1⁄2-13 x 21⁄8 inch bolts, with lockwashers, into the pump drive gear, install three 3⁄8-16 x 21⁄2
inch bolts, with lockwashers, to retain the
the remaining holes. Tighten the bolt to 50–60
pump. Install a 3⁄8–16 x 7⁄8 inch self-locking
lb ft (68–81 N·m).
bolt to retain the lug on the pump suction tube.
5. Install the pitot tube screws and washers as
each guide screw is removed (Figure 7–39). 12. Tighten the pump mounting bolts to 26–32 lb ft
Tighten the screws to 30–48 lb in. (3–5 N·m). (35–43 N·m) (Figure 7–41). Tighten the tube
lug bolt to 36–43 lb ft (49–58 N·m).
6. Install eleven 1⁄2-13 x 2 inch bolts, with lock-
washers, through the front flange of the trans- 7–13. INSTALLING HYDRAULIC INPUT
mission housing, into the rear of the converter
housing. (Some bolt holes may be blocked by
RETARDER COMPONENTS
mounting fixture, install bolts when removed
a. Housing, Front Support
from fixture.) Tighten the bolts to 50–60 lb ft
(68–81 N·m). 1. Make sure the thrust race and needle bearing
have been installed at the rear of the input re-
tarder housing assembly. Also check that the
NOTE: needle bearing rear race is in place at the front
For transmissions equipped with a power takeoff at of the forward-clutch (Figure 7–42).
the top and/or side of the converter housing, contin-
ue assembly as applicable in the following steps. CAUTION:
Improper installation of the two sealrings onto
7. On earlier models, install PTO idler gear the front support hub may cause transmission
assembly 30 (Foldout 12,A) onto the spindle failure. Refer to Paragraph 4–6g for proper in-
stallation procedures.
near the bottom of the converter housing.
Install retainer 29, lockwasher 28, and bolt 27
2. Install the sealrings onto the front support hub.
to retain the gear assembly. Tighten the bolt to
Install a 1⁄2-13 x 7 inch headless guide bolt into
83–100 lb ft (113–136 N·m).
a tapped hole in the front of the transmission
8. On later models, install gear assembly 30 housing.
(Foldout 12,A) into the converter housing. 3. If pitot block 27 (Foldout 13,A) is used, install
Install sealring 51 (Foldout 11,A) onto spindle it onto the rear of the front support (at rear of
52. Coat the spindle with oil-soluble grease. input retarder housing. Retain the block with
Align the gear with the spindle bore in the two screws 18 (Foldout 12,B), and washers 17.
housing. Install spindle 52 by driving it for- Tighten the screws to 30–48 lb in (3–5 N·m).
ward with a soft mallet until its larger diameter
seats against the inner race of the bearing in the 4. Install two #10–32 x 6 inch guide screws
gear. Install lockwasher 53 and 1⁄2-20 x 33⁄4 J 6889–1 into the pitot tube. The exit port
inch bolt 54 to retain the spindle. Tighten the (between tapped holes) of the pitot tube must
bolt to 83–100 lb ft (113–136 N·m). face toward the guide screws (Figure 7–42).

Position the guide screws and pitot tube in the 6. Lower the input retarder housing, engaging the
pitot collector ring so that the entrance port of guide bolt with the proper bolt hole in the
the tube faces outward (toward lip of collector housing. Continue to lower the housing until
ring (Figure 7–42). the pitot tube guide screws enter the pitot tube
screw holes. Seat the retarder housing on the
5. Align the new gasket with the bolt circle pat- transmission housing. Place a 1⁄2 x 6 inch bolt
tern. Position the input retarder housing assem- into a hole opposite the 7 inch guide bolt, and
bly (Figure 7–42) so that the flat outer side is align the housing until the 6 inch bolt drops
freely through the hole in the transmission
toward the right side of the transmission.
housing front flange.
7. Remove the 6 inch bolt, leaving the 7 inch
IDLER SPINDLE
headless bolt in place.
BOLT, 1⁄2-13 x 31⁄4 in.
b. Rotor Components
1. Coat thrust bearing races 8 and 12 (Foldout
PTO IDLER GEAR 12,B) with oil-soluble grease, and install them
(flat sides first) onto the front and rear hubs of
the retarder rotor assembly.
2. Coat bearing assemblies 7 and 13 with oil-solu-
ble grease and install them onto races 8 and 12.
3. Install race 6 (coated with oil-soluble grease)
onto the front support (at rear of the converter
housing assembly).
4. Install race 14 (coated with oil-soluble grease)
onto the front hub of the retarder housing
(installed on transmission).
INPUT RETARDER
E03674.01 HOUSING
Figure 7–40. Installing Top PTO Gear Retaining Bolt
FORWARD-
SCAVENGE PUMP CLUTCH
ASSEMBLY J 6889-1 ASSEMBLY
BOLT (3), 3⁄8-16 x 21⁄2 in.
SUCTION TUBE BEARING

PITOT RACE
BOLT, 3⁄8-16 x 7⁄8 in. TUBE
SUCTION TUBE TRANSMISSION
RETAINING CLIP E03673.01 E03741.01
HOUSING
Figure 7–41. Installing Scavenge Pump Assembly Figure 7–42. Installing Input Retarder Housing

5. Coat sealrings 9 and 11 with oil-soluble grease 4. Install eight 1⁄2-13 x 6 inch bolts, with lock-
and install them onto the front and rear hubs of washers, through the front flange of the trans-
the rotor assembly. mission housing, the input retarder housing,
6. Install the rotor assembly (Figure 7–43) (bolt and into the rear of the converter housing.
heads upward — toward front of transmission), Tighten the bolts to 50–60 lb ft (68–81 N·m).
onto the turbine shaft splines. Seat the rotor on 5. Install three 1⁄2 inch lockwashers, and three
the thrust bearing race at the rear. When the 1⁄2-20 nuts, onto the studs projecting through
rotor is seated, the rotor front vanes should be the transmission housing front flange. Tighten
approximately one inch below the front surface the nuts to 50–60 lb ft (68–81 N·m).
of the retarder housing.
7–14. INSTALLING TORQUE
1. Make sure bearing race 6 (Foldout 12,B) and
CONVERTER HOUSING sealring 1 are in place at the rear of the con-
(Models With Input Retarder) verter housing assembly (as rebuilt in Para-
graph 6–8).
2. Using a hoist, lower the converter housing onto
1. Make sure that bearing race 6 (Foldout 12,B) the input retarder housing, engaging the
and sealring 1 are in place at the rear of the 1⁄2-13 x 7 inch headless guide bolt projecting
converter housing assembly (as rebuilt in Para- from the input retarder housing (Figure 7–44).
graph 6–7). The three studs engage holes in the input
retarder housing.
2. Using a hoist, lower the converter housing onto
the input retarder housing, engaging the 3. Install two 1⁄2-13 x 61⁄4 inch bolts, with flat
1⁄2-13 x 7 inch headless guide bolt projecting washers, into the recessed holes in the scav-
from the input retarder housing. The three studs enge pump mounting pad (Figure 7–45).
engage holes in the input retarder housing.
4. Into the next bolt hole, counterclockwise,
3. Install seven 1⁄2-13 x 6 inch bolts, with lock- install a 1⁄2-13 x 61⁄4 inch (early models) or 61⁄2
washers, into the holes inside the front of the inch (later models) bolt, with a lockwasher
converter housing (remove 1⁄2-13 x 7 inch (Figure 7–45).
headless guide bolt to install the last bolt).
HOIST
LIFTING SLING
RETARDER
ROTOR ASSEMBLY
SEALRING
INPUT RETARDER
HOUSING BEARING ASSEMBLY
BEARING RACE
CONVERTER
HOUSING
GUIDE BOLT
STUD (3), 1⁄2-13 x
ROTOR ASSEMBLY 1⁄2-20 x 6.40 in.
INPUT RETARDER TRANSMISSION

HOUSING HOUSING
E03742.01
E03681.01
Figure 7–43. Installing Retarder Rotor Assembly Figure 7–44. Installing the Converter Housing

PUMP ASSEMBLY
OVERHAUL STAND
LOCKWASHER, 1⁄2 in. HUB

BOLT, 1⁄2-13 x 61⁄4 in. SEALRING

BOLT, 1⁄2-13 x 61⁄2 in.

BOLT, 1⁄2-13 x 61⁄4 in.
BOLT, 1⁄2-13 x 73⁄4 in.
SLOT
LOCKWASHER, 1⁄2 in. GROUND
SLEEVE E03670.01
BOLT, 1⁄2-13 x 61⁄2 in.
E03679.01 sembly to 300˚F (149˚C) with oil before installation.
Figure 7–45. Installing Converter Housing Bolts
(Input Retarder Models)
Figure 7–46. Installing Torque Converter
5. Install a 1⁄2-13 x 61⁄4 inch (early models) or Pump Assembly
73⁄4 inch (later models) bolt, with a lock-
washer, into the hole nearest the side PTO gear 1. Install the torque converter pump assembly, (as
spindle (Figure 7–45). Install three 1⁄2-13 x 61⁄4 rebuilt in Paragraph 6–5), onto the ground
inch bolts, with lockwashers, into the three sleeve (Figure 7–46) and check the sealring on
remaining holes. the hub. Align the slots in the pump hub with
tangs in the oil pump drive gear as the pump is
6. Tighten the seven bolts installed in Steps (3) being installed.
through (5) to 50–60 lb ft (68–81 N·m).
7. Install eight 1⁄2-13 x 6 inch bolts, with lock- 2. Install spacer 26 (Foldout 10,A) onto the con-
washers, through the front flange of the trans- verter ground sleeve.
mission housing, the input retarder housing,
and into the rear of the converter housing.
NOTE:
8. Install three 1⁄2 inch lockwashers, and three If special tool J 26598-A is not available, install the
1⁄2–20 nuts, onto the studs projecting through
snapring with snapring pliers. Do not scrape the
the transmission housing front flange. ground sleeve splines during installation.
9. Tighten the eight bolts and the three nuts to
50–60 lb ft (68–81 N·m).
3. Place snapring 25 into tool J 26598-A as fol-
10. For transmissions equipped with a power take- lows. Close the jaws of the tool by rotating the
off at the top and/or side of the converter hous- adjusting nut (Figure 7–47). Place the snapring
ing, complete the installation as outlined in in the tool, under the safety guards. Position
Paragraph 7–12b Steps (7) through (12). the jaws of the tool in the snapring gap. Open
the jaws of the tool by rotating the adjusting
7–15. INSTALLING TORQUE nut to the stop nut.
CONVERTER PUMP, STATOR
4. Place the tool with snapring 25 over the ground
ASSEMBLIES sleeve. Open the safety guards to position the
a. Pump Assembly snapring (Figure 7–48).
5. Close the jaws, set the snapring in its bore in
NOTE:
the ground sleeve, and remove the tool.
After transmission S/N 2081, the pump bearing is
press fit on the ground sleeve. It may be necessary 6. On models that do not include an engine-
to heat the hub and bearing area of the pump as- driven power takeoff, install sealring 31 (Fold-

SAFETY GUARD 7–16. INSTALLING VALVE BODIES

HANDLES
JAW NOTE:
ADJUSTING
NUT • A preset valve body torque wrench J 29612 may be
used to tighten all valve body bolts to their final
torque.
• Proper bolt torque and bolt torque sequence must
be followed to maintain proper valve body opera-
STOP
NUT tion. The bolt torque sequence has a proven, direct
effect on transmission shifts.
JAWS
a. Valve Bodies For HT 740, HT 747

1. Install two 1⁄4-20 x 5 inch guide screws
SNAPRING
J 26598-A J 24315-3 into opposite holes in the bottom of
SAFETY GUARDS E03668.01 the transmission housing (Figure 7–49).
out 10,A) near the outer bolt holes of the pump
(Figure 7–48). CAUTION:
Do not allow the selector valve to fall out during
Figure 7–47. Converter Pump Snapring Tool handling of the assembly.
2. Install the control valve assembly (as assem-

TOOL, J 26598-A
CONVERTER bled in Paragraph 6–30), onto the transmission,
PUMP
using the guide screws as support. The groove
in the selector valve must engage the pin on the
detent lever.
NOTE:
On transmissions with 41⁄2 inch oil pans, the oil re-
turn baffles prior to S/N 2510180367 had slots near
their tops which allow oil spray on the dipsticks.
Transmissions with right hand dipstick tubes are
LOCKSTRIP (6) primarily affected by the spray. This spray has been
observed to alter dipstick readings, complicating
GROUND
proper oil level calibrations. To eliminate the spray,
SLEEVE replace the slotted oil return baffle with a new baf-
BOLT (12), 3⁄8-24 x 11⁄4 in. fle.
BEARING
RETAINER
E03669.01
SEALRING
3. Install the oil return baffle and retain it with two
Figure 7–48. Installing Converter Pump Snapring 1⁄4-20 x 11⁄2 inch bolts marked A (Figure 7–50).
b. Stator Assembly 4. Install two 1⁄4-20 x 11⁄2 inch bolts B and two
1. Install the freewheel roller race and stator as- 1⁄4 inch washers through the oil transfer plate
sembly, as rebuilt in Paragraph 6–4. and into the transmission housing. Bolts A and
B retain the oil transfer plate, separator plate,
2. Rotate the stator clockwise to check for free- and control valve assembly to the transmis-
dom of rotation. The stator should lock if coun- sion housing (Figure 7–50). Tighten the bolts
terclockwise rotation is attempted. to 8–12 lb ft (11–16 N·m).

10. Hand install the rest of the bolts C and D.
NOTE:
• The detail main valve body is held to the transmis- 11. Tighten any loose bolts to 4–6 lb ft (6–8 N·m)
sion by bolts C, D, and G of Figure 7–50. using a circular inside-out pattern.
— Later models use fifteen 1⁄4-20 x 3 inch bolts C, 12. Tighten these bolts to 8–12 lb ft (11–16 N·m)
three 1⁄4-20 x 31⁄2 inch bolts D, and one using a circular inside-out pattern.
1⁄4-20 x 21⁄2 inch bolt G.
— Earlier models use seventeen 1⁄4-20 x 3 inch

NOTE:
bolts C (two of which were replaced by
1⁄4-20 x 31⁄2 inch bolts at the lower D positions Some transmissions use lockup cutoff valve body as-
in later models), one 1⁄4-20 by 31⁄2 inch bolt D at sembly 2 (Foldout 21,A) retained by eight 1⁄4-20 x 3
the upper D position, and one 1⁄4-20 x 21⁄2 inch inch bolts; the rest use a cover plate retained by
bolt G. eight 1⁄4-20 x 21⁄4 inch bolts (early models use 2 inch
bolts) marked E in Figure 7–50.
• Steps (5) through (12) install bolts C, D, and G. The
bolt torques and bolt torque sequences in these
Steps must be followed to maintain proper valve
body operation. CAUTION:
The bolts should be started by hand to prevent
binding.
CAUTION:
The bolts should be started by hand to prevent 13. Install the cover plate or lockup cutoff valve
binding. body assembly and retain it with hand-started
bolts. Torque each bolt to 4–6 lb ft (6–8 N·m),
5. Install by hand bolt G and all bolts C and D starting at one corner and following the pe-
that will be hidden by valve body tubes and rimeter of the plate or valve body assembly.
their brackets. Using the same torque pattern, tighten the
bolts to 8–12 lb ft (11–16 N·m).
6. Tighten bolt G to 4–6 lb ft (6–8 N·m). Tighten
the other bolts to 4–6 lb ft (6–8 N·m) using a
circular inside-out pattern.
7. Remove two guide screws (J 24315-3) and
install by hand two bolts C in their place. If
these bolts will be hidden by valve body tubes DETENT
LEVER
and their brackets, tighten them to 4–6 lb ft HEADLESS GUIDE
(6–8 N·m). BOLT (2)
8. Repeat the torque pattern in Step (6) until SELECTOR

VALVE
each bolt has been tightened to 8–12 lb ft (11–
16 N·m).
CAUTION:
On models that include a lockup cutoff valve
body assembly, the signal tube must be installed
into the hole nearer the center of the valve body.
The hole near the end of the valve body must re-
main open.
CONTROL
VALVE ASSEMBLY
9. Install the valve body tubes, the tube brackets, E03743.01
and hand install the bolts that retain the

brackets. Figure 7–49. Installing Control Valve Assembly

BOLT E (8),
1⁄4-20 x 21⁄4 in. NOTE:
COVER
BOLT A, PLATE On transmissions with 4.5 inch oil pans, the oil re-
1⁄4-20 x 11⁄2
turn baffles prior to S/N 2510180367 had slots near
GUIDE BOLT (2)
their tops which allow oil spray on the dipsticks.
BAFFLE Transmissions with right hand dipstick tubes are
BOLT A, primarily affected by the spray. This spray has been
1⁄4-20 x 11⁄2 in.
SELECTOR observed to alter dipstick readings, complicating
DETENT
CONTROL proper oil level calibrations. To eliminate the spray,
VALVE
ASSEMBLY replace the slotted oil return baffle with a new baf-
BOLT D (3), BOLT G, fle.
1⁄4-20 x 31⁄2 in. 1⁄4-20 x 21⁄2 in.
OIL
TRANSFER
3. Install the oil return baffle and retain it with two
PLATE BOLT C (15), 1⁄4-20 x 11⁄2 inch bolts marked A (Figure 7–52).
1⁄4-20 x 3 in.
BOLT B, 1⁄4-20 x 11⁄2 in. 4. Install two 1⁄4-20 x 11⁄2 inch bolts B and two 1⁄4
WASHER, 1⁄4 in.
BOLT B,
1⁄4-20 x 11⁄2 in. inch washers through the oil transfer plate and
WASHER, 1⁄4 in. BOLT F (7),
1⁄4-20 x 11⁄2 in. E03744.01 into the transmission housing (Figure 7–52).
Bolts A and B retain the oil transfer plate, sep-
Figure 7–50. Valve Body Bolt Locations
arator plate and control valve assembly to the
transmission housing (Figure 7–54). Tighten
14. Install seven 1⁄4-20 x 11⁄2 inch bolts marked F
the bolts to 8–12 lb ft (11–16 N·m).
through the separator plate, transfer plate, and
into the transmission housing. Tighten the
bolts to 8–12 lb ft (11–16 N·m). NOTE:
• The detail main valve body is held to the transmis-
b. Valve Bodies For HT 750, HT 754CR sion by bolts C, D, and E of Figure 7–52.
— Later models use fifteen 1⁄4-20 x 3 inch bolts
NOTE:
C, three 1⁄4-20 x 31⁄2 inch bolts D, and one
• A preset valve body torque wrench J 29612 may be 1⁄4-20x 21⁄2 inch bolt E.
used to tighten all valve body bolts to their final
torque. — Earlier models use seventeen 1⁄4-20 x 3 inch
bolts C (two of which were replaced by
• Proper bolt torque and bolt torque sequence must
1⁄4-20 x 31⁄2 inch bolts at the lower D positions
be followed to maintain proper valve body opera-
tion. The bolt torque sequence has a proven, direct in later models), one 1⁄4-20 x 31⁄2 inch bolt D at
affect on transmission shifts. the upper D position, and one 1⁄4-20 x 21⁄2 inch
bolt E.
• Steps (5) through (12) install bolts C, D, and E. The
1. Install two guide screws J 24315–3 into oppo-
site holes in the transmission housing (Figure bolt torques and bolt torque sequences in these
7–51). Steps must be followed to maintain proper valve
body operation.
2. Install the control valve assembly (as assem-
bled in Paragraph 6–30), using the guide
CAUTION:
screws as support, onto the transmission. The
groove in the selector valve must engage the The bolts should be started by hand to prevent
pin on the detent lever. binding.

SEPARATOR PLATE LOCKUP CUTOFF

TRANSFER VALVE
LUBRICATION PLATE BOLT (8), 1⁄4-20 x 3 in.
VALVE
CONTROL VALVE
ASSEMBLY
J 24315-3
E03667.01
E03665.01
Figure 7–51. Installing Control Valve Body

Figure 7–53. Installing Lockup Cutoff Valve (HT 750)
CAUTION:
C(15)
BAFFLE On models that include a lockup cutoff valve
SELECTOR
A VALVE body assembly, the signal tube must be installed
BOLT (2), 1⁄4-20 x 11⁄2 in. BOLT, 0.725 LG. into the hole nearer the center of the valve body.
CONTROL VALVE SELECTOR The hole near the end of the valve body must re-
BODY ASSEMBLY LEVER DETENT
E
main open.
BOLT (3), 1⁄4-20 x 31⁄2 in. BOLT,
1⁄4-20 x 21⁄2 in.
D 9. Install the valve body tubes, the tube brackets,
SEPARATOR
and hand install the bolts that retain the
PLATE TRANSFER brackets.
PLATE
BOLT,
1⁄4-20 x 11⁄2 in. LOCKWASHER,
1
10. Hand install the rest of the bolts C and D.
B BOLT, ⁄4 in.
LOCKWASHER 1⁄4-20 x 11⁄2 in.
1⁄4 in.
E03666.01 11. Tighten any loose bolts to 4–6 lb ft (6–8 N·m)
using a circular inside-out pattern.
Figure 7–52. Control Valve Body Bolt Locations
5. Install by hand bolt E and all bolts C and D that 12. Tighten these bolts to 8–12 lb ft (11–16 N·m)
will be hidden by valve body tubes and their using a circular inside-out pattern.
brackets.
6. Tighten bolt E to 4–6 lb ft (6–8 N·m). Tighten NOTE:
the other bolts to 4–6 lb ft (6–8 N·m) using a Some transmissions use the lockup cutoff valve
circular inside-out pattern. body assembly (Figure 7–53) retained by eight
7. Remove two guide screws (J 24315-3) and 1⁄4-20 x 3 inch bolts; the rest use cover plate 23
install by hand two bolts C in their place. If (Foldout 16,B) retained by eight 1⁄4-20 x 21⁄4 inch
these bolts will be hidden by valve body tubes bolts (early models use 2 inch bolts).
and their brackets, tighten them to 4–6 lb ft (6–
8 N·m).
CAUTION:
8. Repeat the torque pattern in Step (6) until
each bolt has been tightened to 8–12 lb ft (11– The bolts should be started by hand to prevent
16 N·m). binding.

13. Install the cover plate or lockup cutoff valve BOLT "A"
body assembly and retain it with hand-started
bolts. Torque each bolt to 4–6 lb ft (6–8 N·m),
starting at one corner and following the perime-
ter of the plate or valve body assembly. Using
the same torque pattern, tighten the bolts to 8–
12 lb ft (11–16 N·m).
14. Install the low shift valve body (Figure 7–55)
and retain it with one hand-started 1⁄4-20 x 23⁄4
inch bolt.
15. Install the low trimmer valve body (Figure 7–55)
and retain it with six 1⁄4-20 x 4 inch hand-started
bolts.
16. Torque each bolt to 4–6 lb ft (6–8 N·m) follow-
ing the pattern shown in Figure 7–56. Using the
same torque pattern, tighten the bolts to 8–12
E03663.01
lb ft (11–16 N·m). BOLT "B"
Figure 7–54. Valve Body Assemblies (HT 750)

7–17. INSTALLING SCREEN, OIL PAN
a. 6 and 7 Inch Oil Pan, Screen
1. Lubricate and install sealring onto the neck of
the intake tube on the oil screen. LOCKUP CUTOFF
VALVE BODY
2. Install the oil screen so the intake tube and seal- SIGNAL TUBE
ring fit squarely and snugly into the transmis- CONTROL VALVE
BODY ASSEMBLY
sion housing (Figure 7–57). Do not twist the oil
screen during installation, push straight inward.
3. On the 6 inch deep oil pan, retain the oil screen
with one 5⁄16-18 x 15⁄8 inch bolt and 5⁄16 plain
washer (Figure 7–58). Later models use a
spacer located on the bolt between the oil LOW TRIMMER
screen and valve body. Tighten the bolt to 17– VALVE BODY
20 lb ft (23–27 N·m). LOW SHIFT
E03662.01
VALVE BODY
4. On the 7 inch deep oil pan, retain the oil screen Figure 7–55. Installing Signal Tube (HT 750)
with one 5⁄16-18 x 23⁄4 inch bolt, 5⁄16 plain
washer and two spacers. Tighten the bolt to
17–20 lb ft (23–27 N·m).
5. Install two 5⁄16-18 x 3 inch guide screws
J 3387–2 into the transmission housing (Fig-
ure 7–58).
CAUTION:
If adhesives or sealers are required to retain the
oil pan gasket, they may be applied onto the pan
V03745
mounting flange, but only in the area outside the
flange bead. Figure 7–56. Low Trim and Shift Body Torque Pattern

SEALRING
J 3387-2
SCREW, 5⁄16-18 x 15⁄8 in.

INTAKE
OIL PIPE HOUSING
SCREEN
OIL PAN
E03746.01 GASKET E03747.01
Figure 7–57. Installing Oil Screen Figure 7–58. Installing Oil Pan (Shown is the
6 inch Oil Pan and Screen)
6. Install a new oil pan gasket over the guide
screws. Align all holes in the gasket with those J 3387-2
in the housing (Figure 7–58).
OIL PAN
7. To install the oil pan (Figure 7–59) use twenty-
three 5⁄16-18 x 5⁄8 or 11⁄16 inch bolts. Alter-
nately, 180 degrees apart, tighten each bolt to
approximately half the final torque. Final
torque should be 10–13 lb ft (14–18 N·m) for
5⁄8 inch plated bolts and 13–16 lb ft (18–22
N·m) for 11⁄16 inch bolts. Pan bolts must retain
a minimum of 5 lb ft (7 N·m) torque after gas-
BOLT (23), 5⁄16-18
ket set to prevent leakage.
b. 81⁄2 Inch Oil Pan, Screen

1. Lubricate and install sealring onto the neck of E03629.01
the intake tube on the oil screen.
Figure 7–59. Installing Oil Pan Bolts
2. Install the oil screen so the intake tube and
sealring fit squarely and snugly into the trans-
mission housing (Figure 7–57). Do not twist CAUTION:
the oil screen during installation, push straight If adhesives or sealers are required to retain the
inward. If used, install the retaining bolt oil pan gasket, they may be applied onto the pan
spacer. mounting flange, but only in the area outside the
flange bead.
3. Retain the oil screen with three 5⁄16-18 x 31⁄4
inch bolts or three 1⁄4-20 x 31⁄4 inch bolts and 5. Install a new oil pan gasket over the guide
tighten the bolts to 8–12 lb ft (11–16 N·m). screws and align all holes in the gasket with
4. Install two 5⁄16-18 x 3 inch guide screws those in the housing (Figure 7–58).
J 3387–2 into the transmission housing (Figure 6. To install the oil pan, use twenty-three
7–58). 5⁄16-18 x 43⁄4 inch bolts. Alternately, 180 degrees

apart, tighten each bolt to 6–8 lb ft (8–10 N·m). 7. Install oil pan gasket and pan onto the oil pan
Using the same torque pattern, tighten each adapter. Retain the oil pan with thirty-seven
bolt to 13–16 lb ft (18–22 N·m). To prevent 5⁄16-18 x 11⁄4 inch bolts and lockwashers (36 in
leakage after the gasket has set, the pan bolts later models), three 5⁄16-18 x 33⁄4 or 5 inch
must retain a minimum of 5 lb ft (7 N·m). bolts and lockwashers, and one 5⁄16-18 x 21⁄2 or
2 inch bolt and lockwasher. Tighten the bolts to
13–16 lb ft (18–22 N·m).
NOTE:
Some transmissions between S/N 2510165294 and
251016673 have 8.5 inch oil pans with P/N 29507909 7–18. INSTALLING FLYWHEEL,
for drain plug washer 27 (Figure 17,B). Oil may LOCKUP CLUTCH, TORQUE
leak past this washer because its large OD will not CONVERTER TURBINE
properly seat in the counter bore surface of the oil
pan. Drain plug washers P/N 29507909 must be re- a. Align Flywheel for Installation
placed by washers P/N 29511756 which have a
smaller OD. 1. Position the transmission horizontally (Figure
7–60).
c. 41⁄2 Inch Oil Pan, Screen 2. Place the flywheel assembly (as assembled in
Paragraph 6–3) on a work table (ring gear side
1. Lubricate and install sealring onto the neck of down). Install two 3⁄8-24 x 2 inch guide screws
the intake tube on the oil screen. J 24315-2 into the flywheel mounting holes
(Figure 7–60). Be sure the sealring on the end
2. Install the oil screen so the intake tube and of the input shaft is in place (Figure 7–60).
sealring fit squarely and snugly into the trans-
mission housing (Figure 7–57). Do not twist 3. Carefully lift the flywheel to a vertical position
the oil screen during installation, push straight and attach lifting bracket J 24365 opposite one
inward. guide screw. Retain the bracket with 1⁄2-20
bolts.
3. Retain the oil screen with one 5⁄16-18 x 5⁄8 or
11⁄16 inch bolt. Tighten the bolt to 13–16 lb ft 4. Attach a hoist to the lifting bracket. Align the
(18–22 N·m). flywheel assembly with the transmission (Fig-
ure 7–60).
CAUTION b. Installation
If adhesives or sealers are required to retain the
oil pan gasket, they may be applied onto the pan
mounting flange, but only in the area outside the NOTE:
flange bead. For transmissions with 777 torque converters, the
flywheel assembly is attached to the converter hous-
4. Install a new oil pan gasket onto the transmis- ing by special bolts 44 (Foldout 10,A) and nuts 45.
sion housing. Align the holes in the gasket with
those in the housing.
1. Push flywheel assembly straight onto the trans-
5. Install the oil pan adapter onto the transmis- mission, aligning guide screws J 24315–2 with
sion housing. Retain the adapter to the hous- corresponding bolt holes in the converter
ing with twenty 5⁄16-18 x 13⁄4 inch bolts pump. Engage turbine splines with the for-
(5⁄16-18 x 15⁄8 inch bolts on earlier models) ward-clutch shaft splines (Figure 7–61).
and twenty lockwashers. Tighten the bolts to
2. Using the access hole at the top of the con-
13–16 lb ft (18–22 N·m).
verter housing, install one 3⁄8-24 x 11⁄4 inch
6. Install oil pan adapter gasket onto the oil pan bolt and one 3⁄8 inch flat washer or one special
adapter. Align all the holes in the gasket to bolt and nut through the converter housing into
those in the oil pan adapter. the flywheel assembly (Figure 7–62).

HOIST
J 24310
INPUT RETARDER
CONVERTER HOUSING
HOUSING
CONVERTER HOUSING
STATOR J 24365
ASSEMBLY J 24315-2 PTO GEAR
SEALRING
RETARDER
VALVE
E03626.01
TURBINE Figure 7–62. Installing Flywheel Retaining Bolts

J 24315-2
CONVERTER
FLYWHEEL c. Transmission Front Cover
ASSEMBLY
PUMP (Remote Mounting) (Foldout 9,B)
E03628.01
Figure 7–60. Installing Flywheel and Turbine NOTE:

Bearing 6 (Foldout 9,B) with only one side shielded
should be replaced with a sealed bearing. Refer to
current Parts Catalog PC1268EN. If the bearing
with only one side shielded is not replaced, fill the
cavity in the front cover between the outside seal
HOIST
CONVERTER
HOUSING
and bearing 6 half full of high temperature grease.
GUIDE BOLT 1. Install a new sealed bearing 6 (Foldout 9,B) if

J 24315-2 J 24365
LIFTING TOOL removed from converter drive housing 7. Seat
the bearing against the hub shoulder.
2. Install two 7⁄16-14 headless guide bolts into the
front cover, 180 degrees apart (Figure 7–63).
3. Install cover gasket (Figure 7–63).
FLYWHEEL 4. Install the front cover onto the converter hous-
ASSEMBLY ing (Figure 7–63).
CONVERTER
PUMP E03627.01 5. Install twenty of twenty-two 7⁄16-14 x 11⁄2 inch
bolts and lockwashers through the converter
Figure 7–61. Installing Flywheel Onto
the Converter Pump
housing into the input drive cover. Remove the
guide bolts and install the remaining two bolts
3. Release the hoist and remove the lifting and lockwashers. Tighten bolts to 42–50 lb ft
bracket. (57–68 N·m).
4. Install the remaining 29 bolts and flat washers 7–19. INSTALLING EXTERNAL
or thirty-five special bolts and nuts (Figure 7– COMPONENTS
62). Remove guide screws J 24315-2 prior to
installing the last two bolts and washers. a. External Components
1. For earlier models, install the modulator pres-
5. Tighten the bolts or special bolts and nuts to sure valve actuator rod (Figure 7–64). Retain
41–49 lb ft (56–66 N·m). the rod with a plastic cup plug.

TRANSMISSION FRONT
COVER
ACTUATOR ROD
GUIDE
BOLT
GASKET
CONVERTER
GUIDE HOUSING
BOLT
E03748.01
E03623.01
Figure 7–63. Installing Transmission Front Cover
Figure 7–64. Installing Modulator Actuator Rod
2. Install the modulator valve retainer and secure (Earlier Models)
it with one 5⁄16-18 bolt (Figure 7–65). Do not
tighten the bolt at this time (modulator actuator
7–20. INSTALLATION OF TRANSFER
will be installed when the transmission goes
into the vehicle). GEAR HOUSING ADAPTER
ASSEMBLY, TRANSFER GEAR
3. On transmissions equipped with a 2-bolt top
cover, install items 1 through 3 (Foldout 11,B). HOUSING, DISCONNECT
Tighten the bolts to 15–20 lb ft (20–27 N·m). CLUTCHES, OUTPUT, INPUT
4. On transmissions equipped with a six-bolt FLANGES
cover on the transmission housing, install
items 58, 59, 60, and 61 (Foldout 16,B). a. Transfer Gear Housing Adapter Assembly
Tighten the bolts to 15–20 lb ft (20–27 N·m). (Foldout 19,B)
5. On transmissions equipped with an eight-bolt 1. Attach 3-leg lifting sling to rear of adapter
top and/or side cover on the converter housing, housing assembly 9.
install items 25 through 28 (Foldout 11,A) and/
or items 39 through 42. Tighten the bolts to 2. Remove the two bolts and lockwashers
42–50 lb ft (57–68 N·m). installed temporarily in Paragraph 7–9d.
6. If used, install the neutral start switch with 3. Lift off assembled adapter assembly 9.
J 33410 socket wrench. Torque the switch to
50–60 lb ft (68–81 N·m). When the switch is CAUTION:
not used, torque the plug to 25–30 lb ft (34–
41 N·m). Do not bump governor support pin 13 when in-
stalling the output shaft assembly (33 or 40).
b. Input Retarder Valve Body
1. Install input retarder valve body gasket 8 4. Install output shaft assembly 33 or 40 onto end
(Foldout 21,B). of transmission main shaft.
5. Install gasket 8 with holes and cutouts aligned
2. Install input retarder control valve body assem- with those in main housing.
bly 9 onto the input retarder housing.
6. Lubricate sealing lip of seal 11 and the sealing
3. Retain the valve body with two 3⁄8-16 x 25⁄8
surface of output shaft with oil-soluble grease.
inch bolts, four 3⁄8-16 x 33⁄4 inch bolts, and two
3⁄8-16 x 43⁄4 inch bolts (all with lockwashers). 7. Carefully lift housing adapter assembly 9 into
Tighten the eight bolts evenly to 26–32 lb ft place over the shaft and guide the shaft through
(35–43 N·m). seal 11.

2. Check the angular position of the dropbox as
GOVERNOR
COVER
marked at disassembly in Paragraph 5–4.
Install rear gasket 39 (Foldout 19,B), aligning
holes with those in adapter housing.
3. Carefully lower the dropbox into place and
seat bearing 3 (Foldout 22,B) into the bearing
bore in the dropbox.
4. Install twenty-one 1⁄2-13 x 13⁄4 inch bolts 19
(Foldout 19,B), with lockwashers 20, through
MODULATOR
RETAINER the thicker bosses.
BOLT, 5⁄16-18 x 3⁄4
5. Install three 1⁄2-13 x 13⁄8 inch bolts 26, with
lockwasher 25, into the remaining three holes
having thinner bosses. Tighten the twenty-four
E03622.01
bolts to 67–80 lb ft (91–108 N·m).
Figure 7–65. Installing Modulator Actuator Retainer 6. If cup plug 9 (Foldout 22,A), used with shaft
assembly 33 (Foldout 19,B), was removed,
8. Lower housing adapter carefully and engage coat the OD of the plug lightly with nonhard-
dowel pins 14 and 15. ening sealer and press the plug to the bottom of
the bore (with cup side out).
CAUTION:
Avoid any side movement of the shaft that can c. Output Manual Disconnect Clutches
damage the seal or move the governor support
pin. NOTE:
The assembly parts and procedure for installing the
9. Carefully install transfer drive gear 2 (Foldout
upper rear, lower rear, and lower front disconnect-
22,B) with bearings 1 and 3 in place. Install
clutch housings to the transfer gear housing is simi-
gear 2, long hub end first, onto output shaft.
lar. The installation procedure listed below is for
10. If a threaded-end shaft is used, install the spe- only one disconnect-clutch housing, but is applica-
cial 2–16 nut 45 (Foldout 19,B) on end of shaft ble for all three disconnect housing installations. All
assembly. peculiar parts will be noted.
11. Tighten the nut to 45–50 lb ft (61–68 N·m) and
stake the lip of the nut into the rear of the gear 1. Install manual disconnect output clutch gasket
at all of the six slots in gear hub. If the orienta- 30 (Foldout 23,A).
tion of the nut does not interfere, stake the nut
against the right side of each notch. 2. Position and install disconnect housing 35,
and associated parts as assembled in Para-
graph 6–28.
CAUTION:
Front section of transmission must not be moved
before installing the dropbox. Rearward move- NOTE:
ment could allow the output drive shaft to dam- Note the size of the bolts used to retain the discon-
age the governor support pin and rear seal.
nect housing to the transfer gear housing for each of
the disconnect assemblies.
b. Transfer Gear Housing (Dropbox)
1. Attach hoist and lifting bracket or 3-leg sling 3. Install two 1⁄2-13 x 21⁄2 inch bolts 37 and lock-
to the rear of the assembled transfer gear hous- washer 36. Install four 1⁄2-13 x 11⁄2 inch bolts
ing and lift the housing into position over the 41 and lockwasher 42. Tighten all six bolts to
transmission front section. 67–80 lb ft (91–108 N·m).

d. Installing Output, Input Flanges BOLT (2), 3⁄8-16 x 7⁄8 in.
1. For shafts with a flange retained with nut, in- ACCESSORY COVER WASHER (2), 3⁄8 in.
stall output flanges per Paragraph 3–15.

GASKET
2. For shafts with a flange retained with bolts,
install flanges onto the manual disconnect out-
put shafts per Paragraph 3–17b, Steps (2)
through (5).
e. Bearing Retainer And Cover
1. If cover 3 (Foldout 22,A) was used on the
lower front position of the dropbox, install gas- WASHER (2), 1⁄2 in.
ket 4 and cover 3. Retain the cover with eight
1⁄2-13 x 11⁄4 inch bolts and eight lockwashers. BOLT (2), 1⁄2-13 x 2 in.
Tighten the bolt to 67–80 lb ft (91–108 N·m).
2. If bearing retainer assembly 12 (Foldout 22,A) E03749.01

was used on the lower rear position of the
dropbox, install retainer gasket 8 and retainer Figure 7–66. Installing Converter Housing Retainer Bolt
assembly 12. Fasten the retainer onto the drop-
box with eight 1⁄2-13 x 11⁄4 inch bolts 11 and 7–23. POWER TAKEOFF COMPONENTS
lockwashers 10. Tighten the bolts to 67–80
a. Existing Installation
lb ft (91–108 N·m).
1. Space limitations will determine whether the
PTO should be installed before or after the
7–21. REMOVING TRANSMISSION transmission is installed.
FROM OVERHAUL STAND
2. The prescribed backlash between the drive-
a. Holding Fixture gear (in transmission) and the driven gear (in
PTO) is 0.006–0.029 inch (0.15–0.73 mm) for
1. Attach a hoist to the holding fixture that is se- engine and turbine-driven installations or as
cured to the transmission. specified by the PTO manufacturer.
2. Remove all fasteners that retain the holding
fixture and the transmission to the overhaul
CAUTION:
stand. Remove the transmission and fixture Cork or other soft gasket material cannot be
from the overhaul stand. used to mount the PTO. Use only the shims or
gaskets recommended by the PTO manufacturer.
3. Remove the four bolts and nuts that retain the
holding fixture to the transmission, then
b. Determining Turbine-Driven PTO Backlash
remove the fixture.
1. Position tool J 34814 (Figure 7–67) onto PTO
b. Installation of Nuts and Bolts, Holding Fix- pad with plunger engagement between two
ture Removed. Install any nuts, bolts, or washers drive-gear teeth.
that may have been blocked by the transmission
2. Tighten the two hold-down bolts.
holding fixture (Figure 7–66). Tighten the nuts to
50–60 lb ft (68–81 N·m); tighten the bolts to 50– 3. Measure the height between the gauge pin and
60 lb ft (68–81 N·m). base plate (Figure 7–67) with a feeler gauge
and refer to the chart.
4. Install two headless guide bolts, one into the
7–22. CHECKING SHIFT POINTS
top and one into the bottom of the PTO mount-
Refer to Paragraph 3–11 for procedures covering ing pad. Place the required shims or gasket on
checking and adjusting shift point speeds. the guide bolts.

CAUTION: NOTE:
The transmission and PTO can be damaged if the
When instructions are not immediately available
PTO is installed with its driven-gear to the front
of the PTO drive-gear. from the vehicle manufacturer, the following meth-
od is suggested for determining the proper back-
5. If the PTO has a manual disconnect, be sure lash.
that the disconnect lever is in the disconnect
position. When the PTO is installed on the
mounting pad, the PTO driven-gear must be to 1. Hold gear 1 (Figure 7–68) (transmission drive-
the rear of the PTO drive-gear in the transmis- gear) by holding the input flywheel.
sion.
2. Move gear 2 (transmission driven-gear) in both
6. Install the PTO on the mounting pad. directions. Measure the backlash with an indica-
tor as shown in Figure 7–68. This is quantity A.
7. Connect the lubrication line (if used).
3. Hold the output shaft of PTO 4 (Figure 7–69)
c. Determining Engine-Driven PTO Backlash stationary.
4. Move gear 3 (PTO drive-gear) in both direc-

CAUTION: tions. Measure the backlash with an indicator
The backlash in power takeoff (PTO) installa- as shown in Figure 7–69. This is quantity B.
;;
tions should be carefully checked. Excessive or
insufficient backlash can result in damage to the 5. Hold gear 1 (transmission drive-gear) by hold-
transmission and the PTO assembly. ing the input flywheel.
BASE PLATE TRANSMISSION

MAIN CASE
GAUGE PIN
MEASUREMENT
PTO PAD
HOLD-DOWN
BOLT
J 34814 PTO DRIVE
GEAR
MEASUREMENT CORRECTION
0.011–0.046 inch Correct Height One 0.030 inch Gasket

(0.27–1.16 mm) (One 0.76 mm Gasket)
0.047–0.070 inch Correct Height Two 0.030 inch Gaskets

(1.19–1.78 mm) (Two 0.76 mm Gaskets)
V02394
Figure 7–67. Measuring Turbine-Driven PTO Backlash

6. Attach a steel strap (Figure 7–70) to the PTO
Read backlash
output shaft with a C clamp.
on indicator
Hold
TRANSMISSION
HOUSING
indicator 7. Mark off radius R on the strap (Figure 7–70).
stationary
Radius R is equivalent to the radius of the PTO
input drive-gear 3. Take the backlash measure-
2
PITCH LINE ment at this point on the strap.
(APPROX. MIDDLE
OF TOOTH)
1 8. Move the output shaft in both directions and
INDICATOR CONTACT
measure the backlash using an indicator as
shown in Figures 7–68 and 7–69. This is quan-
Hold drive gear tity C.
V02780.02
Figure 7–68. Determining PTO Drive-Gear Backlash 9. Add quantity A to quantity B, then subtract this
sum from quantity C. The remainder will be
Hold PTO the backlash between the transmission gear
output shaft PTO OUTPUT
and the PTO gear. Call this quantity D.
PTO HOUSING
Read backlash 10. For safe PTO operation, the value of quantity D
4 on indicator
should be 0.006–0.029 inch (0.15–0.73 mm).
The formula is stated: D = C – (A + B).
3
Hold
11. Continue PTO installation with instruction
indicator from Paragraph 7–23b Steps (4) through (7).
stationary
PITCH LINE (APPROX.
MIDDLE OF TOOTH) d. New Installation
INDICATOR CONTACT
V02781.02 1. Contact Allison Transmission Division for ap-
proval of planned installation, or for recom-
Figure 7–69. Determining PTO Driven-Gear Backlash
mendations.
MEASUREMENT POINT STEEL STRAP 2. Speeds, type of duty, power requirements, and
R – RADIUS EQUIVALENT other factors must be considered when adding a
TO RADIUS OF PTO R
R PTO to a transmission. If the job requirements
INPUT DRIVE GEAR
PTO OUPUT of the PTO cannot be fully met by the transmis-
SHAFT
sion, the installation will not be satisfactory.
PTO
HOUSING Also, the transmission could be damaged.
3 R CLAMP
3. Follow all of the recommendations in Para-

2 graph 7–23a.
TRANSMISSION 4. If a lubrication source is required, the return line

HOUSING 1 from cooler-to-transmission may be tapped.
Provide a 0.060 to 0.110 inch (1.52–2.79 mm)
Hold transmission
drive gear restriction in the lubrication circuit for engine-
V02782.02
driven PTO, or 0.032 inch (0.81 mm) restriction
Figure 7–70. Determining PTO for turbine-driven PTO. This restriction is usu-
Drive-to-Driven-Gear Backlash ally provided in the PTO.

Section 8 — WEAR LIMITS AND SPRING DATA
8–1. WEAR LIMITS DATA f. Hook-Type Sealrings. Sides of the sealring
should be smooth with maximum wear of 0.005 inch
a. Maximum Variations. Wear limits information (0.13 mm). The sides of the groove into which the
in this section shows the maximum wear at which sealrings fit should be smooth within 50 microinches
components are expected to function satisfactorily. (1.27 micrometers) and square with the axis of rota-
Table 8–1 lists the wear limits data and is referenced to tion within 0.002 inch (0.05 mm). A new sealring
the exploded views (Foldouts 9 through 23) in the should be installed if grooves are reworked or if there
back of this manual. is wear on the sealring outside diameter.
b. Cleaning, Inspection. Parts must be clean to per- g. Oil Seals. Seals should be replaced if they show
mit effective inspection for wear or damage. Refer to signs of excessive hardening, scoring, cracking or
Section 4. other indications of deterioration. (See Section 4.)
c. Bearings, Bearing Journals, Bores. The appli-

cation of bearings to any product is based on the rec- 8–2. SPRING DATA
ommendations of the bearing manufacturer and there-
fore, no diametric dimensional deviation should be
a. Springs must be clean to permit effective inspec-
permitted in the bearing or mated parts. Bearings
tion. Springs should be replaced if there are signs of
should be carefully checked for signs of distress
overheating, wear due to rubbing adjacent parts, or
before reinstalling in the transmission.
permanent set. Discard springs which do not meet the
d. Gears. Gears should be inspected for load pattern load height specifications in the spring chart.
and signs of distress. Any distress indicates a possible
future failure, and the reuse of the gears is the decision b. Inspection criteria (load vs. height) and identifi-
of the individual customer, based on experience. Back- cation characteristics of the springs are presented in
lash cannot be used to establish critical wear of a gear. Table 8–2. The spring data are keyed to the exploded
The backlash tolerances are of such nature that a gear views (Foldouts 9 through 23) in the back of this man-
usually pits, scuffs, scores, or galls long before the ual.
gear wear becomes critical.
e. Splines. Unless severe, spline wear is not consid- NOTE:

ered detrimental except where it affects tightness of an When more than one spring part number is listed
assembly such as driveline flanges. Backlash cannot for the same location, refer to the HT 700 Series
be used to establish critical wear because both mating Parts Catalog PC1268EN to determine which
parts must be concentrically located to obtain accurate spring is used in your specific assembly number.
measurement of backlash.

Table 8–1. Wear Limits
Wear Limit
Illustration Description inches mm
Foldout 9,A,B FLYWHEEL ASSEMBLY

7, 12 Maximum step wear, lockup backplate bore of flywheel 0.030 0.76
Foldout 10,A TORQUE CONVERTER AND LOCKUP CLUTCH

3 Piston — Maximum face wear (plate contact area) 0.010 0.25
4 Plate — Minimum thickness 0.190 4.83
4 Minimum depth of oil grooves 0.008 0.20
5 Backplate — Maximum face wear (plate contact area) 0.010 0.25
5 Backplate — Maximum face wear (plate contact area) 0.010 0.25
13 Stator assembly (TC 470)
Roller thrust washer — Minimum thickness 0.022 0.56
Front thrust washer — Maximum ID 4.018 102.06
Front thrust washer — Minimum thickness 0.460 11.68
Rear Thrust Washer — Maximum ID 4.018 102.06
22 Thrust bearing race — Minimum thickness 0.029 0.74
24 Roller race — Minimum OD 3.998 101.55
Foldout 10,B OIL PUMP ASSEMBLY

3, 5, 10 Body, gear, and cover
— Gear 5 maximum end clearance between body 3 and cover 10 0.006 0.15
3, 7, 10 Body, gear and cover:
— Gear 7 maximum end clearance between body 3 and cover 10 0.006 0.15
Foldout 12,A SCAVENGE OIL PUMP

9, 11, 13 Body, gear, and plate
— Gear 11 maximum end clearance between body 9, and plate 13 0.007 0.18
9, 18, 13 Body, gear, and plate
— Gear 18 maximum end clearance between body 9 and plate 13 0.007 0.18

WEAR LIMITS AND SPRING DATA
Table 8–1. Wear Limits (cont’d)
Wear Limit
Foldout 13,B FORWARD CLUTCH
20 External-tanged clutch plate
— Minimum thickness 0.0993 2.522
— Maximum cone 0.010 0.25
21 Internal-splined clutch plate — Minimum thickness 0.090 2.29
— Minimum depth of oil grooves 0.008 0.20
22 Fourth-clutch driving hub
— Minimum thickness, plate contact area 0.390 9.91
Foldout 14,A FOURTH-CLUTCH ASSEMBLY

3 Clutch backplate — Minimum thickness 0.390 9.91
5 External-tanged clutch plate
Foldout 14,B THIRD CLUTCH, CENTER SUPPORT, SECOND CLUTCH

2 Third-clutch backplate — Minimum thickness 0.490 12.45
3, 25 Internal-splined clutch plate — Minimum thickness 0.1347 3.421
4, 26 External-tanged clutch plate (color code: red)
External-tanged clutch plate (color code: green)
16 Center support bushing
— Maximum clearance on sun gear shaft 25 (Foldout 15,B)
or 25 (Foldout 16,A) 0.009 0.229
Foldout 15,A GEAR UNIT AND MAIN SHAFT ASSEMBLY

2 Thrust washer — Minimum thickness 0.091 2.31
7 Front carrier bushing
— Maximum clearance on sun gear shaft 23 0.0072 0.183

Wear Limit
24, 26 Sun gear shaft bushing
— Maximum clearance on main shaft 36 (Foldout 15,A) 0.0064 0.163
25 Sun gear shaft bushing 16 (Foldout 14,B)
— Maximum clearance in support 0.009 0.229
Sun gear shaft bushing 7 (Foldout 15,A)
— Maximum clearance in carrier 0.0072 0.183
Foldout 15,B, GEAR UNIT AND MAIN SHAFT ASSEMBLY

Foldout 16,A
7 Front carrier bushing
— Maximum clearance on sun gear shaft 23 0.0072 0.183
24, 26 Sun gear shaft bushing
— Maximum clearance on main shaft 36 (Foldout 15,B) 0.0064 0.163
25 Sun gear shaft
— Maximum clearance in support bushing 16 (Foldout 14,B) 0.009 0.229
Sun gear shaft — Maximum clearance in carrier bushing 7
(Foldout 16,A) 0.0072 0.183
Foldout 16,B TRANSMISSION MAIN HOUSING

8 Main housing
— Reaction clutch plate tang groove, maximum depth 0.090 2.29
Foldout 18,A FIRST CLUTCH
1 External-tanged clutch plate (color code: red or yellow)
External-tanged clutch plate (color code: green or blue)

Wear Limit
Foldout 18,B ADAPTER HOUSING, LOW-CLUTCH PLATES
10 Adapter housing reaction clutch plate
— Tang groove, maximum depth 0.090 2.29
16 External-tanged clutch plate (color code: red or yellow)
16 External-tanged clutch plate (color code: green or blue)
Foldout 19,A ADAPTER HOUSING, LOW-CLUTCH PLATES

10 Adapter housing, reaction clutch plate tang groove
— Maximum depth 0.090 2.29
15 External-tanged clutch (color code: red or yellow)
15 External-tanged clutch (color code: green or blue)
20 Low sun gear and hub bushing
— Maximum clearance on output shaft 35 (Foldout 19,B) 0.0068 0.173
Foldout 19,B ADAPTER HOUSING, LOW-CLUTCH PLATES

10 Adapter housing reaction clutch plate
— Tang groove, maximum depth 0.090 2.29
Foldout 20,A REAR COVER, OUTPUT SHAFT AND GOVERNOR

14 Rear cover
— Maximum clearance of governor bore to governor 0.004 0.10
22, 29 Output shaft bushing
— Maximum clearance on main shaft 34 (Foldout 15,A),
34 (Foldout 15,B), 34 (Foldout 16,A) 0.004 0.10

8–6
Table 8–2. Spring Data

Length Under Load

Spring Free
No. Wire Dia.* OD Length in. lb.
Foldout Ref. Spring Part No. Color Code Coils in. (mm) in. (mm) in. (mm) (mm) (N)
10,A 21 Stator freewheel 6775852 No Color Code 0.465 0.81 0.38 0.36–0.66
(11.81) (20.6) (9.7) (1.6–2.9)
23018535 No Color Code 0.81 0.38 0.36–0.66
(20.6) (9.7) (1.6–2.9)
11,A 21 Lubrication valve 6837882 No Color Code 8.5 0.054 0.733 1.74 0.81 5.02–6.14
(1.37) (18.6) (44.2) (20.6) (24.3–27.3)
11,B 11 Lubrication valve 6837882 No Color Code 8.5 0.054 0.733 1.74 0.81 5.02–6.14
(1.37) (18.6) (44.2) (20.6) (24.3–27.3)

13,A 4 Main regulator valve 6839209 No Color Code 19 0.1285 0.830 3.94 2.64 82.4–86.6
(3.26) (21.1) (100.1) (67.1) (366.5–385.2)
13,A 9 Lockup shift valve 6769252 Solid green 14 0.08 2.65 1.62 21.1–23.3
(2.03) (67.3) (41.1) (93.9–103.6)
6838089 Green stripe 17 0.092 0.743 3.04 1.80 29.00–31.00
(2.34) (18.9) (77.2) (45.7) (129.0–137.9)
6838090 Solid white 16 0.081 0.720 2.66 1.80 13.44–14.36
(2.04) (18.3) (67.6) (45.7) (59.8–63.9)
6838520 Solid blue 16 0.081 0.720 2.93 1.80 17.60–18.80
(2.04) (18.3) (74.4) (45.7) (78.3–83.6)
6839268 Blue stripe 16 0.081 0.720 3.33 1.80 23.80–25.40
(2.04) (18.3) (84.6) (45.7) (105.9–113.0)
6839419 Solid orange 16 0.081 0.720 3.22 1.80 22.10–23.50
(2.04) (18.3) (81.8) (45.7) (98.3–104.5)
6880166 Solid green 17 0.092 0.743 3.51 1.80 39.6–42.6
(2.34) (18.9) (89.1) (45.7) (176.1–189.5)
13,A 13 Converter bypass valve 6769252 Solid green 14 0.081 0.690 2.65 1.62 21.1–23.3
(2.04) (17.5) (67.3) (41.2) (93.9–103.6)
13,B 13 Forward-clutch piston 6836138 Solid orange 10.2 0.062 0.439 1.25 0.88 17.5–19.3
release (1.57) (11.2) (31.8) (22.4) (77.8–85.9)
* Mean dimension shown.

Table 8–2. Spring Data (cont’d)
Length Under Load
Spring Free
14,A 8 Fourth-clutch piston 6836138 Solid orange 10.2 0.062 0.439 1.25 0.88 17.5–19.3
release (1.57) (11.2) (31.8) (22.4) (77.8–85.9)
14,B 8 Third-clutch piston release 6831656 Solid green 11.5 0.041 0.385 1.29 0.82 4.30–5.70

(1.04) (9.8) (32.8) (20.8) (19.1–25.4)
14,B 21 Second-clutch piston 6831656 Solid green 11.5 0.041 0.385 1.29 0.82 4.30–5.70
release (1.04) (9.8) (32.8) (20.8) (19.1–25.4)
18,B 5 First-clutch piston release 6831656 Solid green 11.5 0.041 0.385 1.29 0.82 4.30–5.70
(1.04) (9.8) (32.8) (20.8) (19.1–25.4)

19,A 5 First-clutch piston release 6831656 Solid green 11.5 0.041 0.385 1.29 0.82 4.30–5.70
(1.04) (9.8) (32.8) (20.8) (19.1–25.4)
19,B 4 Low-clutch piston release 6880418 Solid blue 9.5 0.073 0.500 1.31 0.90 26.05–27.85
(1.85) (12.7) (33.3) (22.9) (115.9–123.9)
20,A 3 Low-clutch piston release 6836138 Solid orange 10.2 0.062 0.439 1.25 0.88 17.5–19.3
(1.57) (11.2) (31.8) (22.4) (77.8–85.9)
6880418 Solid blue 9.5 0.073 0.500 1.31 0.90 26.05–27.85
(1.85) (12.7) (33.3) (22.9) (115.9–123.9)
20,B 3 Lubrication check valve 6836693 Solid green 19 0.092 0.535 2.48 1.97 32.25–37.05
(2.34) (13.6) (63.0) (50.0) (143.5–164.8)
6839127 Solid blue 17 0.107 0.611 2.45 1.97 39.41–48.21
(2.69) (15.5) (62.2) (50.0) (175.3–214.4)
6880652 Solid blue, 18.5 0.092 0.535 2.38 1.97 27.9–29.9
white stripe (2.34) (13.6) (60.5) (50.0) (124.0–133.0)
23018455 Solid yellow, 19 0.090 0.532 2.56 1.97 35.72–39.48
black stripe (2.29) (13.5) (65.0) (50.0) (158.9–175.6)

8–7
8–8
Length Under Load

Spring Free
20,B 19, 25 Modulator valve 6833934 Solid white, 10 0.054 0.490 1.47 0.80 11.9–13.1
orange stripe (1.37) (12.5) (37.3) (20.3) (52.9–58.3)
6838077 Solid yellow 10 0.054 0.490 1.15 0.80 6.01–7.15
(1.37) (12.5) (29.2) (20.3) (26.7–31.8)
6838519 Blue stripe 10 0.054 0.490 1.27 0.80 8.39–9.03
(1.37) (12.5) (32.3) (20.3) (37.3–40.2)
6880980 Solid blue, 10 0.054 0.490 1.36 0.80 9.88–10.92
red stripe (1.37) (12.5) (34.5) (20.3) (44.0–48.6)

23012948 Solid white, 10 0.054 0.490 1.47 0.80 11.9–13.1
orange stripe (1.37) (12.5) (37.3) (20.3) (52.9–58.3)
20,B 33 Third-clutch trimmer 6880118 Solid blue, 8.5 0.092 0.690 1.45 1.10 20.70–25.30
valve (secondary) white stripe (2.34) (17.5) (36.8) (27.9) (92.52–112.5)
6880274 Solid yellow, 9.6 0.092 0.690 1.69 1.10 32.6–39.8
blue stripe (2.34) (17.5) (42.9) (27.9) (145.0–177.0)
6883300 Solid green, 10 0.084 0.69 1.95 1.1 29.4–35.4
white stripe (2.13) (17.53) (49.5) (27.9) (131–157)
6885166 Solid orange, 9.6 0.091 0.690 1.69 1.10 32.6–39.8
white stripe (2.31) (17.5) (42.9) (27.9) (145.0–177.0)
23013908 Solid white 10 0.080 0.690 1.80 1.10 20.3–24.
(2.03) (17.5) (45.7) (27.9) (90.3–110.8)
20,B 34 Third-clutch trimmer 6833938 Solid yellow 12.5 0.080 0.940 2.96 1.10 15.95–17.65
valve (primary) (2.03) (23.9) (75.2) (27.9) (70.9–78.5)
6833945 Solid blue 7.4 0.092 0.930 2.27 1.94 9.40–11.4
(2.33) (23.6) (58.4) (49.3) (41.8–50.7)
6839271 Solid white, 10 0.103 0.940 2.56 1.94 20–22
yellow stripe (2.61) (23.9) (65.0) (49.3) (89.0–97.9)

Length Under Load
Spring Free
20,B 34 Third-clutch trimmer 6880045 Solid orange 10 0.099 0.940 2.18 1.94 6.2–7.4
valve (primary) (cont’d) (2.50) (23.9) (55.4) (49.3) (27.6–32.9)
23012937 Solid white 9 0.098 0.949 2.27 1.94 9.4–11.4

(2.49) (24.1) (57.7) (49.3) (41.8–50.7)
20,B 38 First-clutch trimmer valve 6839102 Solid red 8.5 0.092 0.780 1.68 1.10 32.6–39.8
(secondary) (2.34) (19.8) (42.7) (27.9) (145.0–177.0)
6880274 Solid yellow, 9.6 0.092 0.690 1.69 1.10 32.6–39.8
blue stripe (2.34) (17.5) (42.9) (27.9) (145.0–177.0)

6885166 Solid orange, 9.6 0.092 0.690 1.69 1.10 32.6–39.8
white stripe (2.34) (17.5) (42.9) (27.9) (145.0–177.0)
23011985 Solid red, 8.9 0.086 0.690 1.52 1.10 19.5–23.9
yellow stripe (2.18) (17.5) (38.6) (27.9) (86.7–106.3)
20,B 39 First-clutch trimmer valve 6833938 Solid yellow 12.5 0.080 0.940 2.96 1.10 15.95–17.65
(primary) (2.03) (23.9) (75.2) (27.9) (70.9–78.5)
6833945 Solid blue 7.4 0.092 0.930 2.27 1.65 17.5–20.5
(2.34) (23.6) (57.7) (41.9) (77.8–91.2)
6835730 Solid orange, 8.5 0.114 0.940 2.16 1.94 12.2–14.8
blue stripe (2.89) (23.9) (54.9) (49.3) (54.3–65.8)
6837693 Solid green 8.5 0.113 0.940 1.97 1.10 50.4–55.6
(2.87) (23.9) (50.0) (27.9) (224.2–247.3)
6839271 Solid white, 10 0.103 0.940 2.56 1.94 20–22
yellow stripe (2.60) (23.9) (65.0) (49.3) (89.0–97.9)
6880045 Solid orange 8 0.099 0.940 2.18 1.94 6.2–7.4
(2.51) (23.9) (55.4) (49.3) (27.6–32.9)
23013754 Solid red 8.5 0.113 0.940 2.16 1.94 12.2–14.8
(2.87) (23.9) (54.9) (49.3) (16.5–20.1)

8–9
8–10
Length Under Load

Spring Free
20,B 39 First-clutch trimmer valve 23014200 Solid red 12 0.08 0.94 2.68 1.1 13.2–16.2
(primary) (cont’d) (2.03) (23.88) (68.1) (27.9) (59–72)
23018733 No color, 9 0.078 0.940 2.98 1.10 16.0–17.6
end color orange (1.98) (23.87) (75.70) (27.94) (71.17–78.28)
20,B 43 Second-clutch trimmer 6880118 Solid blue, 8.5 0.091 0.690 1.45 1.10 21.7–25.3
6883300 Solid green, 10 0.084 0.690 1.95 1.10 29.0–35.4
white stripe (2.13) (17.5) (49.5) (27.9) (128.9–157.5)

6885166 Solid orange, 9.6 0.092 0.690 1.69 1.10 32.6–39.8
white stripe (2.34) (17.5) (42.9) (27.9) (145.0–177.0)
23011985 Solid red, 8.9 0.086 0.69 1.52 1.1 19.5–23.9
yellow stripe (2.18) (17.53) (38.6) (27.9) (86.7–106.3)
20,B 44 Second-clutch trimmer 6833940 Solid orange, 8.5 0.121 0.950 2.38 1.94 29–35
valve (primary) yellow stripe (3.07) (24.1) (60.5) (49.3) (39–47)
6833945 Solid blue 7.4 0.092 0.930 2.27 1.94 9.40–11.40
(2.34) (23.6) (57.7) (49.3) (41.8–50.7)
6839271 Solid white, 10 0.103 0.940 2.56 1.94 20–22
yellow stripe (2.61) (23.9) (65.0) (49.3) (89.0–97.9)
6880045 Solid orange 10 0.099 0.940 2.18 1.94 6.2–7.4
(2.51) (23.9) (55.4) (49.3) (27.6–32.9)
23012937 Solid white 9 0.098 0.949 2.27 1.94 9.4–11.4
(2.49) (24.1) (57.7) (49.3) (41.8–50.7)
20,B 47 Trim boost accumulator 6838839 Solid purple, 8 0.092 0.93 1.95 1.1 22.4–26.4
orange stripe (2.34) (23.6) (49.5) (27.9) (99.6–117.4)
6838989 Solid blue, 20 0.062 0.564 2.77 1.49 11.6–12.8
orange stripe (1.57) (14.3) (70.4) (37.9) (51.6–56.9)

Length Under Load
Spring Free
20,B 53 Fourth-clutch trimmer 6880118 Solid blue, 8.5 0.092 0.690 1.45 1.10 21.7–25.3
6880274 Solid yellow, 9.6 0.092 0.690 1.69 1.10 32.6–39.8

blue stripe (2.34) (17.5) (42.9) (27.9) (145.0–177.0)
6885166 Solid orange, 9.6 0.092 0.690 1.69 1.10 32.6–39.
white stripe (2.34) (17.5) (42.9) (27.9) (145.0–177.0)
23011985 Solid red, 8.9 0.086 0.69 1.52 1.1 19.5–23.9
yellow stripe (2.18) (17.53) (38.6) (27.9) (86.7–106.3)

20,B 54 Fourth-clutch trimmer 6833940 Solid orange, 8.7 0.121 0.950 2.38 1.94 29.0–35.0
valve (primary) yellow stripe (3.07) (24.1) (60.5) (49.3) (129.0–155.7)
6833945 Solid blue 7.4 0.092 0.930 2.27 1.94 9.4–11.4
(2.34) (23.6) (57.7) (49.3) (41.8–50.7)
6838839 Solid purple, 8 0.092 0.930 1.95 1.10 22.4–26.4
orange stripe (2.34) (23.6) (49.5) (27.9) (99.6–117.4)
6880045 Solid orange 10 0.099 0.940 2.18 1.94 6.2–7.4
(2.51) (23.9) (55.4) (49.3) (27.6–32.9)
6885166 Solid orange, 9.6 0.092 0.69 1.69 1.1 32.6–39.8
white stripe (2.34) (17.53) (42.9) (27.9) (145–177)
23012937 Solid white 9 0.098 0.949 2.27 1.94 9.4–11.4
(2.49) (24.1) (57.7) (49.3) (41.8–50.7)
20,B 59 2–3 relay valve 6832462 Solid red 11 0.073 0.690 2.18 1.20 16.2–19.8
(1.85) (17.5) (55.4) (30.5) (72.1–88.1)
6834528 Solid blue, 11 0.073 0.680 1.52 1.10 7.2–8.89
yellow stripe (1.85) (17.3) (38.6) (28.0) (32.0–39.1)
20,B 62 1–2 relay valve 6834528 Solid blue, 11 0.073 0.680 1.52 1.10 7.2–8.8
yellow stripe (1.85) (17.3) (38.6) (28.0) (32.0–39.1)

8–11
8–12
Length Under Load

Spring Free
20,B 67 Governor accumulator 6838988 Solid orange, 10 0.051 0.564 1.84 0.70 9.6–10.6
valve blue stripe (1.30) (14.3) (46.7) (17.8) (42.7–47.2)
20,B 72 Priority valve 6835729 Solid white, 11 0.054 0.384 1.17 0.94 8.15–9.25
yellow stripe (1.37) (9.8) (29.7) (23.9) (36.3–41.2)
20,B 75 Hold regulator valve 6835733 Solid white, 11 0.041 0.400 1.77 1.15 5.85–6.45
orange stripe (1.04) (10.2) (45.0) (29.3) (26.0–28.7)
6836783 Solid orange, 11 0.041 0.400 1.70 1.15 5.29–5.51
blue stripe (1.04) (10.2) (43.2) (29.2) (23.5–24.5)

6836784 Solid yellow 13 0.041 0.400 1.90 1.15 5.93–6.17
(1.04) (10.2) (48.3) (29.2) (26.4–27.5)
6836785 Solid white 14 0.041 0.400 2.01 1.15 6.22–6.48
(1.04) (10.2) (51.1) (29.2) (27.7–28.8)
6836867 Solid yellow, 11 0.041 0.400 1.62 1.15 4.55–4.75
orange stripe (1.04) (10.2) (41.2) (29.2) (20.2–21.2)
6836917 Black stripe 11 0.041 0.400 1.59 1.15 4.26–4.44
(1.04) (10.2) (40.4) (29.2) (19.0–19.8)
6836977 Solid orange 16 0.047 0.400 1.85 1.15 7.79–8.11
(1.19) (10.2) (47.0) (29.2) (34.7–36.0)
6837539 Solid blue, 11 0.041 0.400 1.72 1.15 5.44–5.66
white stripe (1.04) (10.2) (43.7) (29.2) (24.2–26.2)
6837540 Solid red 11 0.041 0.400 1.75 1.15 5.73–5.97
(1.04) (10.2) (44.35) (29.2) (25.5–26.6)
6837541 Solid yellow, 14 0.044 0.400 1.82 1.15 6.61–6.89
blue stripe (1.12) (10.2) (46.4) (29.2) (29.4–30.7)
6837953 Solid blue 14 0.044 0.400 1.91 1.15 7.46–7.76
(1.12) (10.2) (48.5) (29.2) (33.2–34.5)
6838088 Solid blue, 17.7 0.048 0.409 1.68 1.15 5.14–5.36
yellow stripe (1.22) (10.4) (42.7) (29.2) (22.9–23.8)

Length Under Load
Spring Free
20,B 75 Hold regulator valve 6838367 Solid blue, 15 0.049 0.409 1.79 1.15 8.55–9.05
(cont’d) orange stripe (1.24) (10.4) (45.5) (29.2) (38.0–40.3)
6838368 Solid yellow, 15 0.049 0.409 1.92 1.15 10.25–10.75

red stripe (1.24) (10.4) (48.8) (29.2) (45.6–47.8)
6880319 Solid orange, 15 0.049 0.409 1.88 1.15 9.75–10.25
white stripe (1.24) (10.4) (47.8) (29.2) (43.4–45.6)
6880320 Solid green, 17 0.049 0.409 1.93 1.15 9.00–9.60
white stripe (1.24) (10.4) (49.0) (29.2) (40.0–42.7)

20,B 83 1–2 shift assist valve 6834536 No color code 15 0.020 0.330 1.25 0.94 0.166–0.206
(0.050) (8.38) (31.8) (23.9) (0.74–0.92)
6885007 Solid white, 12 0.054 0.64 2.07 1.15 5.2–5.8
orange stripe (1.37) (16.3) (52.6) (29.2) (23.1–25.8)
20,B 86 1–2 shift valve 6838357 Solid red 14 0.063 0.64 2.53 1.15 12.25–12.75
(1.59) (16.26) (64.3) (29.2) (54.5–56.7)
6883665 Solid white, 12 0.054 0.64 2.82 1.15 9.65–10.35
green stripe (1.37) (16.3) (71.6) (29.2) (42.9–46)
6884947 No color 12 0.054 0.64 2.86 1.15 9.9–10.6
(1.37) (16.26) (72.6) (29.2) (44–47.2)
6884951 No color, 14 0.062 0.64 2.4 1.15 11.25–11.75
orange stripe (1.57) (16.26) (61) (29.2) (50–52.3)
6884953 No color, 14 0.062 0.64 2.45 1.15 11.75–12.25
green stripe (1.57) (16.26) (62.2) (29.2) (52.3–54.5)
6885065 Solid blue 12 0.054 0.64 1.82 1.15 3.75–4.25
(1.37) (16.26) (46.2) (29.2) (16.7–18.9)
23013269 Solid orange 12 0.054 0.64 2.69 1.15 8.9–9.6
(1.37) (16.3) (68.3) (29.2) (39.6–42.7)

8–13
8–14
Length Under Load

Spring Free
20,B 86 1–2 shift valve (cont’d) 23017050 Solid red, 14 0.06 0.64 2.44 1.15 12–12.5
purple stripe (1.52) (16.3) (63) (29.2) (53.4–55.6)
20,B 89 1–2 shift assist valve 6834536 No color code 15 0.020 0.330 1.25 0.94 0.166–0.206
(0.050) (8.38) (31.8) (23.9) (0.74–0.92)
20,B 95 1–2 shift valve 6833935 Solid blue 9 0.054 0.640 2.17 1.15 8.6–9.1
(1.37) (16.3) (55.1) (29.2) (38.3–40.5)
6833941 Solid blue, 13.5 0.062 0.640 2.15 1.15 9.35–9.85
white stripe (1.57) (16.3) (54.6) (29.2) (41.6–43.8)

6833942 Solid white 12 0.054 0.640 2.50 1.15 7.85–8.35
(1.37) (16.3) (63.5) (29.2) (34.9–37.1)
6834576 Solid orange, 12 0.054 0.640 2.39 1.15 7.18–7.68
yellow stripe (1.37) (16.3) (60.7) (29.2) (31.9–34.2)
6834903 Solid white, 12 0.054 0.640 2.22 1.15 6.1–6.7
yellow stripe (1.37) (16.3) (56.4) (29.2) (27.1–29.8)
6835309 Solid yellow, 12 0.054 0.640 2.32 1.15 6.75–7.25
blue stripe (1.37) (16.3) (58.9) (29.2) (30.0–32.3)
6835310 Solid green 13 0.059 0.640 2.51 1.15 10.75–11.25
(1.50) (16.3) (63.8) (29.2) (47.8–50.0)
6837454 Solid yellow 10.8 0.056 0.672 1.99 1.15 8.22–8.72
(1.42) (17.0) (50.4) (29.2) (36.6–38.8)
6837540 Solid red 11 0.041 0.400 1.74 1.15 5.97–6.15
(1.04) (10.2) (44.3) (29.2) (26.6–27.4)
6838356 Solid blue, 14 0.062 0.640 2.43 1.15 11.45–11.95
yellow stripe (1.57) (16.3) (61.7) (29.2) (50.9–53.2)
6838357 Solid red 14 0.062 0.640 2.53 1.15 l2.25–12.75
(1.57) (16.3) (64.3) (29.2) (54.5–56.7)
6838358 Solid orange, 14 0.062 0.640 2.57 1.15 12.74–13.26
white stripe (1.57) (16.3) (65.3) (29.2) (56.7–59.0)

Length Under Load
Spring Free
20,B 95 1–2 shift valve (cont’d) 6838366 Solid yellow, 14 0.062 0.640 2.67 1.15 13.45–14.05
red stripe (1.57) (16.3) (67.8) (29.2) (59.8–62.5)
6880991 Solid blue, 12 0.054 0.640 2.75 1.15 9.25–9.95

red stripe (1.37) (16.3) (69.9) (29.2) (41.1–44.3)
6880992 Solid white, 12 0.054 0.640 2.85 1.15 9.85–10.55
red stripe (1.37) (16.3) (72.4) (29.2) (43.8–46.9)
6880993 Solid green, 12 0.054 0.640 2.98 1.15 10.60–11.40
white stripe (1.37) (16.3) (75.7) (29.2) (47.2–50.7)

6881060 Solid yellow, 12 0.054 0.640 2.62 1.15 8.50–9.10
orange stripe (1.37) (16.3) (66.6) (29.2) (37.8–40.5)
6881061 Solid blue, 12 0.054 0.640 2.55 1.15 8.10–8.70
orange stripe (1.37) (16.3) (64.8) (29.2) (36.0–38.7)
6883665 Solid white, 12 0.054 0.640 2.82 1.15 9.65–10.35
green stripe (1.37) (16.3) (71.6) (29.2) (42.9–46.0)
6884934 Yellow stripe 12 0.054 0.640 2.23 1.15 6.20–6.80
(1.37) (16.3) (56.6) (29.2) (27.6–30.3)
6884936 Solid orange, 12 0.054 0.640 2.36 1.15 6.95–7.55
white stripe (1.37) (16.3) (59.9) (29.2) (30.9–33.6)
6884938 Solid white, 12 0.054 0.640 2.44 1.15 7.45–8.05
red stripe (1.37) (16.3) (61.9) (29.2) (33.1–35.8)
6884940 Solid yellow, 12 0.054 0.640 2.53 1.15 7.95–8.55
orange stripe (1.37) (16.3) (64.3) (29.2) (35.4–38.0)
6884941 Red stripe 12 0.054 0.640 2.57 1.15 8.20–8.80
(1.37) (16.3) (65.3) (29.2) (36.5–39.1)
6884943 Solid white, 12 0.052 0.640 2.65 1.15 8.65–9.35
orange stripe (1.32) (16.3) (67.3) (29.2) (38.5–41.6)

8–15
8–16
Length Under Load

Spring Free
20,B 95 1–2 shift valve (cont’d) 6884944 Solid blue, 12 0.052 0.640 2.69 1.15 8.90–9.60
red stripe (1.32) (16.3) (68.3) (29.2) (39.6–42.7)
6884946 Solid yellow, 12 0.054 0.640 2.78 1.15 9.4–10.1
white stripe (1.37) (16.3) (70.6) (29.2) (41.8–44.9)
6884947 Solid white, 12 0.054 0.640 2.86 1.15 9.90–10.60
green stripe (1.37) (16.3) (72.6) (29.2) (44.0–47.2)
6884949 Blue stripe 12 0.054 0. 640 2.94 1.15 10.4–11.2
(1.37) (16.3) (74.7) (29.2) (46.0–49.6)

6884950 Solid green, 14 0.062 0.640 2.37 1.15 11.0–11.5
white stripe (1.57) (16.3) (60.2) (29.2) (48.9–51.2)
6884951 Orange stripe 14 0.062 0.640 2.40 1.15 11.3–11.8
(1.57) (16.3) (60.9) (29.2) (50.0–52.3)
6884953 Green stripe 14 0.062 0.640 2.45 1.15 11.8–12.3
(1.57) (16.3) (62.2) (29.2) (52.3–54.5)
6884954 Solid yellow, 14 0.062 0.640 2.48 1.15 12.0–12.5
white stripe (1.57) (16.3) (62.9) (29.2) (53.4–55.6)
6884955 Solid blue, 14 0.062 0.640 2.54 1.15 12.5–13.0
orange stripe (1.57) (16.3) (64.5) (29.2) (55.6–57.8)
6885007 Solid white, 12 0.054 0.640 2.07 1.15 5.2–5.8
orange stripe (1.37) (16.3) (52.6) (29.2) (23.1–25.8)
6885065 Solid blue 12 0.054 0.640 1.82 1.15 3.75–4.25
(1.37) (16.3) (46.2) (29.2) (16.7–18.9)
23012937 Solid white 9 0.098 0.949 2.27 1.94 9.4–11.4
(2.49) (24.1) (57.7) (49.3) (41.8–50.7)
23012949 Solid blue, 12 0.054 0.640 2.94 1.15 10.35–11.15
green stripe (1.37) (16.3) (60.9) (29.2) (14.0–15.1)
23012951 Solid orange, 12 0.054 0.640 2.98 1.15 10.6–11.4
green stripe (1.37) (16.3) (75.7) (29.2) (14.4–15.5)

Length Under Load
Spring Free
green stripe (1.50) (16.3) (63.8) (29.2) (14.6–15.3)
23013267 Solid yellow 12 0.054 0.640 2.57 1.15 8.2–8.8

(1.37) (16.3) (65.3) (29.2) (11.1–11.9)
23013269 Solid orange 12 0.054 0.640 2.69 1.15 8.9–9.6
(1.37) (16.3) (68.3) (29.2) (39.6–42.7)
23013271 Solid blue, 12 0.054 0.640 2.73 1.15 9.15–9.85
yellow stripe (1.37) (16.26) (69.30) (29.20) (40.7–43.8)

23013273 Solid orange, 12 0.054 0.640 2.65 1.15 8.65–9.35
yellow stripe (1.37) (16.3) (67.3) (29.2) (11.7–12.7)
23013276 Solid blue, 12 0.054 0.640 2.36 1.15 6.95–7.55
red stripe (1.37) (16.3) (59.9) (29.2) (30.9–33.6)
23017028 Solid yellow, 12 0.054 0.640 2.65 1.15 8.65–9.35
black stripe (1.37) (16.3) (67.3) (29.2) (38.5–41.6)
23017031 Solid orange, 12 0.054 0.640 2.36 1.15 6.95–7.5
black stripe (1.37) (16.3) (59.9) (29.2) (30.9–33.6)
23017043 Solid light green, 12 0.054 0.640 2.23 1.15 6.2–6.8
black stripe (1.37) (16.3) (56.6) (29.2) (27.6–30.2)
23017046 Solid yellow, 12 0.054 0.640 2.44 1.15 7.45–8.05
purple stripe (1.37) (16.3) (62.0) (29.2) (33.1–35.8)
purple stripe (1.57) (16.3) (60.2) (29.2) (48.9–51.2)
23017050 Solid red, 12 0.062 0.640 2.44 1.15 12.0–12.5
purple stripe (1.57) (16.26) (61.98) (29.20) (53.4–55.6)
23018388 Solid white, 12 0.054 0.640 2.53 1.15 7.95–8.55
end color red (1.37) (16.3) (64.3) (29.2) (35.4–38.0)

8–17
8–18
Length Under Load

Spring Free
20,B 95 1–2 shift valve (cont’d) 23045294 Solid light blue, 13.7 0.056 0.64 2.92 1.15 10.35–11.15
end color red (1.42) (16.26) (55.1) (29.2) (46–49.6)
20,B 100 2–3 shift valve 6833935 Solid blue 9 0.054 0.640 2.17 1.15 8.6–9.1
(1.37) (16.3) (55.1) (29.2) (38.3–40.5)
6833941 Solid blue, 13.5 0.062 0.640 2.15 1.15 9.35–9.85
white stripe (1.57) (16.3) (54.6) (29.2) (41.6–43.8)
6833942 Solid white 12 0.054 0.640 2.50 1.15 7.85–8.35
(1.37) (16.3) (63.5) (29.2) (34.9–37.1)

6834902 Solid orange 13 0.059 0.640 2.41 1.15 9.95–10.45
(1.50) (16.3) (61.1) (29.2) (44.3–46.5)
6835310 Solid green 13 0.059 0.640 2.51 1.15 10.75–11.25
(1.50) (16.3) (63.8) (29.2) (47.8–50.0)
6837454 Solid yellow 9 0.056 0.640 1.98 1.15 8.22–8.72
(1.42) (16.3) (50.4) (29.2) (36.6–38.8)
6838356 Solid blue, 14 0.062 0.640 2.43 1.15 11.45–11.95
yellow stripe (1.57) (16.2) (61.7) (29.2) (50.9–53.2)
6838357 Solid red 14 0.062 0.640 2.52 1.15 12.25–12.75
(1.57) (16.2) (64.0) (29.2) (54.5–56.7)
6838358 Solid orange, 14 0.062 0.640 2.57 1.15 12.74–13.26
white stripe (1.57) (16.3) (65.3) (29.2) (56.7–59.0)
6838366 Solid yellow, 14 0.062 0.640 2.67 1.15 13.45–14.05
red stripe (1.57) (16.3) (67.8) (29.2) (59.8–62.5)
6880991 Solid blue, 12 0.054 0.640 2.75 1.15 9.25–9.95
red stripe (1.37) (16.3) (69.9) (29.2) (41.1–44.3)
6880992 Solid white, 12 0.054 0.640 2.85 1.15 9.85–10.55
red stripe (1.37) (16.3) (72.4) (29.2) (43.8–46.9)
6880993 Solid green, 12 0.054 0.640 2.98 1.15 10.60–11.40
white stripe (1.37) (16.3) (75.7) (29.2) (47.2–50.7)

Length Under Load
Spring Free
orange stripe (1.37) (16.3) (66.6) (29.2) (37.8–40.5)
6882078 Solid yellow, 12 0.054 0.640 2.93 1.15 10.50–10.95

white stripe (1.37) (16.3) (74.4) (29.2) (45.6–48.7)
6883665 Solid white, 12 0.054 0.640 2.82 1.15 9.65–10.35
green stripe (1.37) (16.3) (71.6) (29.2) (42.9–46.0)
6884941 Red stripe 12 0.054 0.640 2.57 1.15 8.2–8.8
(1.37) (16.3) (65.3) (29.2) (36.5–39.1)

6884944 Solid blue, 12 0.054 0.640 2.69 1.15 8.9–9.6
red stripe (1.37) (16.3) (68.3) (29.2) (39.6–42.7)
6884945 Solid green, 12 0.054 0.640 2.73 1.15 9.2–9.9
white stripe (1.37) (16.3) (69.3) (29.2) (40.7–43.8)
6884946 Solid yellow, 12 0.054 0.640 2.78 1.15 9.4–10.1
white stripe (1.37) (16.3) (70.6) (29.2) (41.8–44.9)
6884947 Solid white, 12 0.054 0.640 2.86 1.15 9.9–10.6
green stripe (1.37) (16.3) (72.6) (29.2) (44.0–47.2)
6884948 Yellow stripe 12 0.054 0.640 2.90 1.15 10.2–10.9
(1.37) (16.3) (73.7) (29.2) (45.4–48.3)
6884949 Blue stripe 12 0.054 0.640 2.94 1.15 10.35–11.15
(1.37) (16.3) (74.7) (29.2) (46.0–49.6)
6884950 Solid green, 14 0.062 0.640 2.37 1.15 11.0–11.5
white stripe (1.57) (16.3) (60.2) (29.2) (48.9–51.2)
6884951 Orange stripe 14 0.062 0.640 2.40 1.15 11.3–11.8
(1.57) (16.3) (60.9) (29.2) (50.0–52.3)
6884953 Green stripe 14 0.062 0.640 2.45 1.15 11.8–12.3
(1.57) (16.3) (62.2) (29.2) (52.3–54.5)

8–19
8–20
Length Under Load

Spring Free
20,B 100 2–3 shift valve (cont’d) 6884956 Solid white, 14 0.062 0.640 2.59 1.15 12.95–13.55
green stripe (1.57) (16.3) (65.8) (29.2) (57.6–60.3)
23012949 Solid blue, 12 0.054 0.640 2.94 1.15 10.35–11.15
green stripe (1.37) (16.3) (60.9) (29.2) (14.0–15.1)
23012950 Solid white, 12 0.054 0.640 2.90 1.15 10.15–10.85
blue stripe (1.37) (16.3) (73.7) (29.20) (45.2–48.3)
23012951 Solid orange, 12 0.054 0.640 2.98 1.15 10.6–11.4
green stripe (1.37) (16.3) (75.7) (29.2) (14.4–15.5)

23012954 Solid yellow, 13 0.059 0.640 2.51 1.15 10.75–11.25
green stripe (1.50) (16.3) (63.8) (29.2) (14.6–15.3)
23012956 Solid red, 13 0.059 0.64 2.41 1.15 9.95–10.45
blue stripe (1.5) (16.26) (61.2) (29.2) (44.3–46.5)
23013268 Solid blue 12 0.062 0.640 2.59 1.15 12.95–13.55
(1.57) (16.26) (65.77) (29.20) (57.6–60.3)
23013271 Solid blue, 12 0.054 0.640 2.73 1.15 9.15–9.85
yellow stripe (1.37) (16.3) (69.3) (29.2) (12.4–13.4)
purple stripe (1.57) (16.3) (60.2) (29.2) (48.9–51.2)
23017050 Solid red, 14 0.06 0.64 2.44 1.15 12–12.5
purple stripe (1.52) (16.3) (63) (29.2) (53.4–55.6)
23045294 Solid light blue, 13.7 0.056 0.64 2.92 1.15 10.35–11.15
end color red (1.42) (16.26) (55.1) (29.2) (46–49.6)
20,B 106 3–4 shift valve 6832462 Solid red 11 0.072 0.690 2.18 1.20 16.20–19.80
(1.83) (17.5) (55.4) (30.5) (72.0–88.0)
6833935 Solid blue 9 0.054 0.640 2.17 1.15 8.6–9.1
(1.37) (16.3) (55.1) (29.2) (38.3–40.5)
6833941 Solid blue, 13.5 0.062 0.640 2.15 1.15 9.35–9.85
white stripe (1.57) (16.3) (54.6) (29.2) (41.6–43.8)

Length Under Load
Spring Free
20,B 106 3–4 shift valve (cont’d) 6833942 Solid white 12 0.054 0.640 2.50 1.15 7.85–8.35
(1.37) (16.3) (63.5) (29.2) (34.9–37.1)
6834528 Solid blue, 11 0.073 0.680 1.52 1.10 7.20–8.80

yellow stripe (1.85) (17.3) (38.6) (27.9) (32.0–39.1)
6834576 Solid orange, 12 0.054 0.640 2.39 1.15 7.18–7.68
yellow stripe (1.37) (16.3) (60.7) (29.2) (31.9–34.2)
6834902 Solid orange 13 0.059 0.640 2.41 1.15 10.0–10.5
(1.50) (16.3) (61.2) (29.2) (44.3–46.5)

6835310 Solid green 13 0.059 0.640 2.51 1.15 10.75–11.25
(1.50) (16.3) (63.8) (29.2) (47.8–50.0)
6837454 Solid yellow 10.8 0.056 0.672 1.99 1.15 8.22–8.72
(1.42) (17.0) (50.6) (29.2) (36.6–38.8)
6838356 Solid blue, 14 0.062 0.640 2.43 1.15 11.45–11.95
yellow stripe (1.57) (16.3) (61.7) (29.2) (50.9–53.2)
6838357 Solid red 14 0.063 0.640 2.53 1.15 12.25–12.75
(1.60) (16.3) (64.3) (29.2) (54.5–56.7)
6880991 Solid blue, 12 0.054 0.640 2.75 1.15 9.25–9.95
red stripe (1.37) (16.3) (69.9) (29.2) (41.1–44.3)
6880992 Solid white, 12 0.054 0.640 2.85 1.15 9.85–10.55
red stripe (1.37) (16.3) (72.4) (29.2) (43.8–46.9)
6880993 Solid green, 12 0.054 0.640 2.98 1.15 10.60–11.40
white stripe (1.37) (16.3) (75.7) (29.2) (47.2–50.7)
6881060 Solid yellow, 12 0.054 0.640 2.62 1.15 8.50–9.10
orange stripe (1.37) (16.3) (66.6) (29.2) (37.8–40.5)
6881061 Solid blue, 12 0.054 0.640 2.55 1.15 8.10–8.70
orange stripe (1.37) (16.3) (64.8) (29.2) (36.0–38.7)

8–21
8–22
Length Under Load

Spring Free
green stripe (1.37) (16.3) (71.6) (29.2) (42.9–46.0)
6884938 Solid white, 12 0.054 0.640 2.44 1.15 7.45–8.05
red stripe (1.37) (16.3) (61.9) (29.2) (9.9–10.9)
6884940 Solid yellow, 12 0.054 0.640 2.53 1.15 7.9–8.6
orange stripe (1.37) (16.3) (64.3) (29.2) (35.4–38.0)
6884941 Red stripe 12 0.054 0.640 2.57 1.15 8.2–8.8
(1.37) (16.3) (65.3) (29.2) (36.5–39.1)

6884943 Solid white, 12 0.054 0.640 2.65 1.15 8.65–9.35
orange stripe (1.37) (16.3) (67.3) (29.2) (11.7–12.7)
6884944 Solid blue, 12 0.054 0.640 2.69 1.15 8.9–9.6
red stripe (1.37) (16.3) (68.3) (29.2) (39.6–42.7)
6884945 Solid green, 12 0.054 0.640 2.73 1.15 9.15–9.85
white stripe (1.37) (16.3) (69.3) (29.2) (40.7–43.8)
6884946 Solid yellow, 12 0.054 0.640 2.78 1.15 9.4–10.1
white stripe (1.37) (16.3) (70.6) (29.2) (41.8–44.9)
6884947 Solid white, 12 0.054 0.640 2.86 1.15 9.9–10.6
green stripe (1.37) (16.3) (72.6) (29.2) (44.0–47.2)
6884948 Yellow stripe 12 0.054 0.640 2.90 1.15 10.2–10.9
(1.37) (16.3) (73.7) (29.2) (45.2–48.3)
6884949 Blue stripe 12 0.054 0.640 2.94 1.15 10.4–11.2
(1.37) (16.3) (74.7) (29.2) (46.0–49.6)
6884950 Solid green, 14 0.062 0.640 2.37 1.15 11.0–11.5
white stripe (1.57) (16.3) (60.2) (29.2) (48.9–51.2)
6884953 Green stripe 14 0.062 0.640 2.45 1.15 11.75–12.25
(1.57) (16.3) (62.2) (29.2) (52.3–54.5)
6884954 Solid yellow, 14 0.062 0.640 2.48 1.15 12.0–12.5
white stripe (1.57) (16.3) (62.9) (29.2) (53.3–55.6)

Length Under Load
Spring Free
20,B 106 3–4 shift valve (cont’d) 23012949 Solid blue, 12 0.054 0.640 2.94 1.15 10.35–11.15
green stripe (1.37) (16.3) (74.7) (29.2) (46.0–49.6)
23012950 Solid white, 12 0.054 0.640 2.90 1.15 10.15–10.85

blue stripe (1.37) (16.3) (73.7) (29.2) (45.2–48.3)
23012951 Solid orange, 12 0.054 0.640 2.98 1.15 10.6–11.4
green stripe (1.37) (16.3) (75.7) (29.2) (14.4–15.5)
23012954 Solid yellow, 13 0.059 0.640 2.51 1.15 10.75–11.25
green stripe (1.50) (16.3) (63.8) (29.2) (14.6–15.3)

23013267 Solid yellow 12 0.054 0.640 2.57 1.15 8.2–8.8
(1.37) (16.3) (65.3) (29.2) (11.1–11.9)
23013269 Solid orange 12 0.054 0.640 2.69 1.15 8.9–9.6
(1.37) (16.3) (68.3) (29.2) (12.1–13.0)
23013271 Solid blue, 12 0.054 0.640 2.73 1.15 9.15–9.85
yellow stripe (1.37) (16.3) (69.3) (29.2) (12.4–13.4)
23013272 Solid white, 12 0.054 0.640 2.78 1.15 9.4–10.1
yellow stripe (1.37) (16.3) (70.6) (29.2) (41.8–44.9)
23013274 Solid orange, 12 0.054 0.640 2.53 1.15 7.95–8.55
blue stripe (1.37) (16.3) (64.3) (29.2) (10.8–11.6)
23017028 Solid yellow, 12 0.054 0.640 2.65 1.15 8.65–9.35
black stripe (1.37) (16.3) (67.3) (29.2) (38.5–41.6)
23017046 Solid yellow, 12 0.054 0.640 2.44 1.15 7.45–8.05
purple stripe (1.37) (16.3) (62.0) (29.2) (33.1–35.8)
purple stripe (1.57) (16.3) (60.2) (29.2) (48.9–51.2)
23017050 Solid red, 12 0.062 0.640 2.44 1.15 12.0–12.5
purple stripe (1.57) (16.26) (61.98) (29.20) (53.4–55.6)

8–23
8–24
Length Under Load

Spring Free
end color red (1.37) (16.3) (64.3) (29.2) (35.4–38.0)
23045294 Solid light blue, 13.7 0.056 0.64 2.92 1.15 10.35–11.15
end color red (1.42) (16.26) (55.1) (29.2) (46–49.6)
20,B 111 3–4 relay valve 6832462 Solid red 11 0.073 0.690 2.18 1.20 16.2–19.8
(1.85) (17.5) (55.4) (30.4) (72.1–88.1)
6834528 Solid blue, 11 0.073 0.680 1.52 1.10 7.2–8.8
yellow stripe (1.85) (17.3) (38.6) (27.9) (32.0–39.1)

20,B 115 Trimmer regulator valve 6770763 Solid orange 14 0.041 0.480 1.78 0.78 3.80–4.20
(1.04) (12.2) (45.2) (17.8) (16.9–18.7)
6838285 Solid yellow, 8 0.041 0.501 1.095 0.69 2.57–3.13
orange stripe (1.04) (12.7) (27.8) (17.5) (11.4–13.9)
6880186 Solid yellow, 12 0.041 0.464 1.37 0.89 2.43–2.69
blue stripe (1.04) (11.8) (34.8) (22.6) (10.8–11.9)
6880246 Solid blue 13 0.041 0.464 1.81 0.89 4.25–4.75
(1.04) (11.8) (46.0) (22.6) (18.9–21.1)
23018423 Solid lt. blue, 12.5 0.041 0.460 1.33 0.860 2.30–2.54
end color lt. green (1.04) (11.68) (33.78) (21.84) (10.2–11.3)
21,A 18 Low shift trimmer valve 6833940 Solid orange, 8.5 0.121 0.95 2.38 1.94 29–35
(secondary) yellow stripe (3.07) (24.13) (60.5) (49.3) (129–156)
6839102 Solid white 8.5 0.091 0.720 1.68 1.10 21.60–39.80
(2.31) (18.3) (42.7) (27.9) (145.0–177.0)
6880274 Solid blue, 9.6 0.091 0.690 1.69 1.10 32.60–39.80
red stripe (2.31) (17.5) (42.9) (27.9) (96.8–177.0)
6885166 Solid orange, 9.6 0.092 0.690 1.69 1.10 32.6–39.
white stripe (2.34) (17.5) (42.9) (27.9) (145.0–177.0)

Length Under Load
Spring Free
21,A 19 Low shift trimmer valve 6833938 Solid green 12.5 0.080 0.940 2.96 1.10 8.30–10.30
(primary) (2.03) (23.9) (75.2) (27.9) (36.9–45.8)
6833940 Solid blue, 8.5 0.121 0.950 2.38 1.94 29.00–35.00

orange stripe (3.07) (24.1) (60.5) (49.3) (129.0–155.7)
6833945 Solid blue 7.4 0.092 0.930 2.27 1.94 9.40–11.40
(2.34) (23.6) (58.4) (49.3) (41.8–50.7)
23012937 Solid white 9 0.099 0.949 2.27 1.10 34.8–38.8
(2.51) (24.1) (57.7) (27.9) (154.8–172.6)

23018733 End color orange 11.3 0.078 0.94 2.98 1.94 8.3–10.3
(1.98) (23.88) (75.7) (49.3) (36.9–45.8)
21,A 30 Low shift relay valve 6768544 Solid yellow, 14.0 0.054 0.560 1.99 0.84 8.10–9.90
orange stripe (1.37) (14.2) (50.6) (21.3) (36.0–44.0)
6839214 Solid white, 14 0.054 0.594 1.92 0.84 6.3–7.7
green stripe (1.37) (15.09) (48.8) (21.3) (28–34.3)
21,A 37 Low shift signal valve 6778156 No color code 11.5 0.041 0.440 1.45 0.80 4.30–4.50
(1.04) (11.2) (36.8) (20.3) (19.1–20.0)
6838285 Solid yellow, 8.0 0.041 0.501 1.10 0.69 2.57–3.13
orange stripe (1.04) (12.7) (27.9) (17.5) (11.4–13.9)
6838340 Solid orange 12.0 0.038 0.450 2.08 1.09 4.00–4.50
(0.97) (11.4) (52.8) (27.7) (17.8–20.0)
6838341 No color code 11.0 0.041 0.450 1.95 1.09 4.90–5.40
(1.04) (11.4) (49.5) (27.7) (21.8–24.0)
6838342 Solid yellow, 12.0 0.038 0.450 1.98 1.09 3.60–4.10
white stripe (0.97) (11.4) (50.3) (27.7) (16.0–18.2)
6880154 Solid white, 11.0 0.041 0.450 1.88 1.09 4.55–4.95
yellow stripe (1.04) (11.4) (47.8) (27.7) (20.2–22.0)

8–25
8–26
Length Under Load

Spring Free
21,A 37 Low shift signal valve 6880155 Orange stripe 12.0 0.038 0.450 1.80 1.09 2.90–3.20
(cont’d) (0.97) (11.4) (45.8) (27.7) (12.9–14.2)
6880186 Solid yellow, 12 0.041 0.464 1.37 0.89 2.43–2.69
blue stripe (1.04) (11.8) (34.8) (22.6) (10.8–12.0)
6881036 Solid orange, 9.0 0.044 0.501 1.16 0.69 3.37–4.13
blue stripe (1.12) (12.7) (29.5) (17.5) (15.0–18.4)
23012820 Solid yellow 14 0.038 0.450 1.51 1.09 1.42–1.58
(0.97) (11.43) (38.4) (27.7) (6.3–7.0)

21,B 16 Input retarder control 6838531 No color code 8.1 0.105 1.600 3.98 1.45 19.51–23.85
valve (2.67) (40.6) (101.1) (36.8) (86.8–106.1)
23,A 12 Disconnect detent 5171417 No color code 12 0.059 0.438 2.13 1.50 18.0–22.0
(1.50) (11.1) (53.9) (38.1) (80.1–97.9)
23,A 45 Disconnect detent 5171417 No color code 12 0.059 0.438 2.13 1.50 18.0–22.0
(1.50) (11.1) (53.9) (38.1) (80.1–97.9)
23,B 13 Disconnect detent 5171417 No color code 12 0.059 0.438 2.13 1.50 18.0–22.0
(1.50) (11.1) (53.9) (38.1) (80.1–97.9)
Section 9 — CUSTOMER SERVICE
9–1. OWNER ASSISTANCE Step Two — When it appears the problem cannot be
resolved readily at the distributor level without addi-
The satisfaction and good will of the owners of Allison tional assistance, contact the Allison Transmission Re-
transmissions are of primary concern to Allison Trans- gional Office responsible for the local distributor. You
mission Division (ATD), its distributors, and their will be assisted by a member of the Regional Service
dealers. Manager’s staff, depending on the nature of your prob-
lem.
As an owner of an Allison transmission, you have ser-
vice locations throughout the world that are eager to For prompt assistance, please have the following infor-
meet your parts and service needs with: mation available.
• Expert service by trained personnel • Name and location of authorized distributor
• Emergency service 24 hours a day in many or dealer
areas • Type and make of equipment
• Complete parts support • Transmission model number, serial number,
• Sales teams to help determine your power and assembly number (if equipped with
requirements electronic controls, also provide the ECU
assembly number)
• Product information and literature
• Transmission delivery date and accumulat-
Normally, any situation that arises in connection with ed miles and/or hours of operation
the sale, operation, or service of your transmission will
be handled by the distributor or dealer in your area • Nature of problem
(check the telephone directory for the Allison Trans- • Chronological summary of unit’s history
mission service outlet nearest you). Step Three — If you contacted a regional office and
you are still not satisfied, present the entire matter to
Refer to the Sales and Service Directory SA2229EN
the Home Office by writing to the following address or
for the current listing of Allison Transmission autho-
calling the phone number below:
rized distributor and service dealers.
Manager Warranty Administration — PF9
We recognize, however, that despite the best intentions
of everyone concerned, misunderstandings may occur. Allison Transmission
To further assure your complete satisfaction, we have P.O. Box 894, Indianapolis, Indiana 46206–0894
developed the following three-step procedure to be Phone: (317) 242–3538
followed in the event a problem has not been handled The inclusion of all pertinent information will assist
satisfactorily. the Home Office in expediting the matter. If an addi-
tional review by the Home Office of all the facts in-
Step One — Discuss the problem with a member of volved indicates that some further action can be taken,
management from the distributorship or dealership. the Regional Office will be advised.
Frequently, complaints are the result of a breakdown
in communication and can quickly be resolved by a When contacting the Regional or Home Office, please
member of management. If you have already dis- keep in mind that ultimately the problem will likely be
cussed the problem with the Sales or Service Manager, resolved at the distributorship or dealership utilizing
contact the General Manager. All ATD dealers are as- their facilities, equipment, and personnel. Therefore,
sociated with an ATD distributor. If the problem origi- it is suggested the above steps be followed in sequence
nates with a dealer, explain the matter to a manage- when experiencing a problem.
ment member of the distributorship with whom the
dealer has his service agreement. The dealer will pro- Your purchase of an Allison Transmission product is
vide his ATD distributor’s name, address, and tele- greatly appreciated, and it is our sincere desire to as-
phone number on request. sure complete satisfaction.

9–2. SERVICE LITERATURE Table 9–1. Service Literature
Literature Title HT 740, 750
Additional service literature is available. This service
literature provides fully illustrated instructions for the Operator’s Manual OM1334EN
operation, maintenance, service, overhaul, and parts Mechanic’s Tips MT1366EN
support of your transmission. To ensure that you get
Parts Catalog PC1268EN
maximum performance and service life from your
PC3032EN
unit, see your dealer or distributor for the following
publications. Check the telephone directory for the Troubleshooting Manual TS1838EN
Allison Transmission service outlet nearest you. Automatic Transmission Fluid GN2055EN
Technicians’ Guide
Preventive Maintenance Manual PM2572EN
Preventive Maintenance Oil Field PM1772EN
Applications
Technicians’ Guide (Inspection/
Analysis) GN2033EN

F OLDOUT 1
1 — Flywheel Ring Gear
2 — Lockup-Clutch Piston
3 — Torque Converter Turbine 1 2 3 4 5 6 7 8 9 10 11 12 13 15 17 18 19 20 21 22 23
4 — Torque Converter Stator
5 — Torque Converter Pump 14 16
6 — Accessory Cover
7 — Torque Converter Housing
8 — Main Charging Oil Pump 24 25 26 27
9 — Front Support and Main Regulator Valve
10 — Forward Clutch
11 — Fourth Clutch
12 — Third Clutch
13 — Center Sun Gear Shaft
14 — Third-Clutch Piston
15 — Center Support Housing
16 — Second-Clutch Piston
17 — Main Shaft
18 — Second Clutch
19 — Main Housing
20 — Front Planetary Carrier
21 — Center Planetary Carrier
22 — Rear Planetary Carrier
23 — First- and Reverse-Clutch
24 — Rear Cover
28
25 — Governor Drive Gear 29
26 — Speedometer Drive Gear 30
27 — Output Shaft
31
28 — Output Flange Retainer Nut
29 — Governor Driven Gear 32
30 — First- and Reverse-Clutch Piston
31 — Rear Planetary Ring Gear
32 — Planetary Connecting Drum
44 33
33 — Center Planetary Ring Gear 45
34 — Front Planetary Sun Gear 46 43
35 — Main Control Valve Body
42
36 — Oil Filter
37 — Oil Transfer Plate 41 34
38 — Oil Pan 40 39
39 — Fourth-Clutch Piston 35
38
40 — Fourth-Clutch Housing
37
41 — Converter-Driven PTO Gear
42 — Fourth-Clutch Drive Hub E03860.01
43 — Forward-Clutch Hub 36
44 — Forward-Clutch Piston
45 — Pitot Tube
46 — Flywheel
Foldout 1. HT 740(RS), HT 747 Transmission Cross Section View
Legend For Foldout 2
1 — Flywheel Ring Gear 29 — Speedometer Drive Gear

2 — Lockup Clutch 30 — Output Shaft
3 — Torque Converter Turbine 31 — Output Flange Retainer Nut
4 — Torque Converter Stator 32 — Governor Driven Gear
5 — Torque Converter Pump 33 — Low Planetary Sun Gear
6 — Accessory Cover 34 — Low-Clutch Piston
7 — Torque Converter Housing 35 — Low Planetary Ring Gear
8 — Main Charging Oil Pump 36 — First-Clutch Piston
9 — Front Support and Main Regulator Valve 37 — Rear Planetary Ring Gear
10 — Forward Clutch 38 — Planetary Connecting Drum
11 — Fourth Clutch 39 — Center Planetary Ring Gear
12 — Third Cutch 40 — Front Planetary Sun Gear
13 — Center Sun Gear Shaft 41 — Low Shift Valve Body
14 — Third-Clutch Piston 42 — Low Trimmer Valve Body
15 — Center Support Housing 43 — Main Control Valve Body
16 — Second-Clutch Piston 44 — Oil Filter
17 — Main Shaft 45 — Fourth-Clutch Piston
18 — Second Clutch 46 — Fourth-Clutch Housing
19 — Main Housing 47 — Fourth-Clutch Drive Hub
20 — Front Planetary Carrier 48 — Cover Plate
21 — Center Planetary Carrier 49 — Oil Pan
22 — Rear Planetary Carrier 50 — Oil Transfer Plate
23 — First Clutch 51 — Converter-Driven PTO Gear
24 — Adapter Housing 52 — Forward-Clutch Hub
25 — Low Clutch 53 — Pitot Tube
26 — Low Planetary Carrier 54 — Forward-Clutch Piston
27 — Rear Cover 55 — Flywheel
28 — Governor Drive Gear
Foldout 2 Copyright © 1997 General Motors Corp.

F OLDOUT 2
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27
28 29 30
31
33 32
34
35
37
38 36
52 39
54 53
55
51 40
41
50
42
49 48 47 46 45 44 43 E03861.01
Foldout 2. HT 750, HT 754CR Transmission Cross Section View

1 — Flywheel Ring Gear 33 —

Governor Driven Gear
2 — Lockup Clutch 34 —
Low Planetary Sun Gear
3 — Torque Converter Turbine 35 —
Low-Clutch Piston
4 — Torque Converter Stator 36 —
Low Planetary Carrier
5 — Torque Converter Pump 37 —
Rear Planetary Carrier
6 — PTO Accessory Cover 38 —
First-Clutch Piston
7 — Engine-Driven PTO Idler Gear 39 —
Rear Planetary Ring Gear
8 — Main Charging Oil Pump 40 —
Planetary Connecting Drum
9 — Torque Converter Housing 41 —
Center Planetary Ring Gear
10 — Input Retarder Housing 42 —
Low Shift Valve Body
11 — Retarder Rotor 43 —
Low Trimmer Valve Body
12 — Front Support and Main Regulator Valve 44 —
Center Planetary Carrier
13 — Pitot Collector Ring 45 —
Main Control Valve Body
14 — Forward Clutch 46 —
Front Planetary Ring Gear
15 — Fourth Clutch 47 —
Front Planetary Carrier
16 — Third Clutch 48 —
Oil Pan
17 — Third-Clutch Piston 49 —
Fourth-Clutch Piston
18 — Center Support Housing 50 —
Center Sun Gear Shaft
19 — Main Shaft 51 —
Cover Plate
20 — Second-Clutch Piston 52 —
Fourth-Clutch Housing
21 — Front Planetary Sun Gear 53 —
Converter-Driven PTO Gear
22 — Second Clutch 54 —
Fourth-Clutch Drive Hub
23 — Main Housing 55 —
Forward-Clutch Hub
24 — First Clutch 56 —
Pitot Tube
25 — Adapter Housing 57 —
Forward-Clutch Piston
26 — Low Clutch 58 —
Retarder Plate
27 — Low Planetary Ring Gear 59 —
Scavenge Pump
28 — Rear Cover 60 —
Engine-Driven PTO and Scavenge Pump
29 — Governor Drive Gear Drive Gear
30 — Speedometer Drive Gear 61 — Input Shaft
31 — Output Shaft 62 — Flywheel
32 — Output Flange Retainer Nut

F OLDOUT 3
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27
28 29 30 31
32
33
34
35
36
37
40 39 38
57 56 41
55
42
54
62 61 60 59 58 43
53
52
E03862.01
51 50 49 48 47 46 45 44
Foldout 3. HT 750DR Transmission Cross Section View

1 — Flywheel Ring Gear 36 —

Disconnect Clutch Output Driven Gear
2 — Lockup Clutch Backplate 37 —
Transfer Drive Gear
3 — Torque Converter Turbine 38 —
Transfer Idler Gear
4 — Torque Converter Stator 39 —
Transfer Idler Gear Spindle
5 — Torque Converter Pump 40 —
Disconnect Clutch Housing Adapter
6 — PTO Accessory Cover 41 —
Transfer Driven Gear Shaft
7 — Engine-Driven PTO Idler Gear 42 —
Transfer Driven Gear
8 — Main Charging Oil Pump 43 —
Low-Clutch Piston
9 — Torque Converter Housing 44 —
Low Planetary Ring Gear
10 — Input Retarder Housing 45 —
Low Planetary Carrier
11 — Retarder Rotor 46 —
Rear Planetary Sun Gear
12 — Front Support and Main Regulator Valve 47 —
Planetary Connecting Drum
13 — Pitot Collector Ring 48 —
Low Shift Valve Body
14 — Forward Clutch 49 —
Low Trimmer Valve Body
15 — Fourth Clutch 50 —
Main Control Valve Body
16 — Third Clutch 51 —
Center Planetary Carrier
17 — Third-Clutch Piston 52 —
Front Planetary Carrier
18 — Center Support Housing 53 —
Oil Filter
19 — Main Shaft 54 —
Fourth-Clutch Piston
20 — Second-Clutch Piston 55 —
Oil Pan
21 — Center Sun Gear Shaft 56 —
Forward-Clutch Housing
22 — Second Clutch 57 —
Oil Transfer Plate
23 — Main Housing 58 —
Fourth-Clutch Drive Hub
24 — Rear Planetary Ring Gear 59 —
Cover Plate
25 — First Clutch 60 —
Converter-Driven PTO Drive Gear
26 — Rear Planetary Carrier 61 —
Forward-Clutch Hub
27 — Adapter Housing 62 —
Pitot Tube
28 — Low Planetary Sun Gear 63 —
Forward-Clutch Piston
29 — Low Clutch 64 —
Retarder Plate
30 — Transfer Gear Housing (Dropbox) Adapter 65 —
Scavenge Pump
31 — Transfer Gear Housing (Dropbox) 66 —
Engine-Driven PTO and Scavenge Pump
32 — Manual Disconnect Clutch Housing Drive Gear
33 — Disconnect Clutch Shift Fork 67 — Input Shaft
34 — Disconnect Clutch Shift Shaft 68 — Flywheel
35 — Disconnect Clutch Output Shaft

F OLDOUT 4
1 2 3 4 5 6 7 8
9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35
37 36
46 45 44 43 38
63 47
64 48 39
62 49
68 67 66 65
34 33 40 32 33 34 35
61
60
59 58 57 56 55 54 53 52 51 50
41
35 32 40 41 42 E03863.01
Foldout 4. HT 750DR DB Transmission Cross Section View

F OLDOUT 5
FRONT GOVERNOR
Lubrication
LOCKUP CLUTCH PRESSURE
THIRD CLUTCH PRESSURE
Tap HT 740, 747
Lockup Main Pressure SECOND CLUTCH PRESSURE
Valve Regulator Valve Converter THIS LINE ABSENT
External ORIFICE Bypass Valve Lube Regulator Valve IN 3-GEAR PUMP Front
Governor Forward Fourth First
Oil Filter (FRONT (Secondary Converter FIRST CLUTCH PRESSURE
SUPPORT) Option Clutch Clutch Clutch
Regulator In 3-Gear Third Second
Pump) Clutch Clutch
;
TWO
GEAR
Lockup PUMP
Clutch Input
Pressure Pump
;;
Tap
Lubrication
Regulator
Valve (3 Gear)
Gov. ADDED
Pressure FOR CONVERTER
Tap THREE OUT
GEAR
PUMP
Filter
Cooler CONVERTER – IN LUBRICATION
Sump
BALL CLOSED ON FOURTH CLUTCH PRESSURE
#11 CHC TYPE
MODELS FORWARD REGULATOR PRESSURE Pull To
DRIVE–3 PRESSURE Open
FOURTH CLUTCH PRESSURE ALSO AVAILABLE Throttle
Main IN PUSH TO
Pressure MAIN PRESSURE FORWARD CLUTCH PRESSURE MAIN PRESSURE OPEN MODEL
Tap
CLOSED Trimmer MODULATOR PRESSURE CLOSED ON 2nd DRIVE–2 PRESSURE

CHC MODELS 3–4
Regulator GEAR START
WITHOUT LOCKUP Relay Valve
OPEN MODULATION Valve Neutral DR1
ORIFICE Start DR2
Switch DR3 ORIFICE
LOCKUP FEED BALL
ORIFICE DR4
FOR CONVENTIONAL #12
N
TRANSMISSIONS OPEN ON R
2nd GEAR ORIFICE
CLOSED ON START
2ND GEAR
3 – 4 Lockup ORIFICE
START DRIVE–1 Modulator
Cutoff Valve PRESSURE Valve
2 – 3 Shift
OPEN ON CHC 3–4 Signal 1 – 2 Shift DRIVE–4
ORIFICE TYPE MODEL SIGNAL Valve Signal
3rd OPEN ON PRESSURE
(REAR GOVERNOR Valve Mechanical
2ND GEAR
OPTION)
START Actuator
3 – 4 Shift ORIFICE
4th Signal Valve 2nd GEAR Selector
ORIFICE 2–3 Valve
SIGNAL 1–2 START OPTION
REVERSE SIGNAL
REVERSE
2 – 3 Lockup
Cutoff Valve Reverse MAIN PRESSURE
Signal Switch 3–4 SHIFT
CONVERTER–IN
ORIFICE 4th Clutch Hold CONVERTER–OUT
Pressure Tap ORIFICE 1–2 Priority Regulator
SHIFT Valve Valve LUBRICATION
ORIFICE
LUBRICATION FEED
MAIN PRESSURE EXHAUST OR SUMP
ORIFICE 2nd FRONT GOVERNOR PRESSURE
ORIFICE REAR GOVERNOR PRESSURE
ORIFICE BALL REVERSE
MODULATOR PRESSURE
#13
LOCKUP FEED PRESSURE
1–2
FORWARD REGULATOR PRESSURE
Relay Valve
ORIFICE FIRST CLUTCH PRESSURE
1 – 2 Lockup TRIMMER REGULATOR PRESSURE
Cutoff Valve ORIFICE ORIFICE ORIFICE 2–3 FIRST CLUTCH PRESSURE
Relay Valve
FILTER SCREEN BALL Governor
ORIFICE (IN VALVE BODY)
ORIFICE #14 Accumulator
Valve
Governor
Feed Tap ORIFICE
BALL Governor
LOCKUP FEED #16 Pressure Tap
1st & Rev. Clutch 3rd Clutch 2nd Clutch 4th Clutch Reverse ORIFICE
Trimmer Valve Trimmer Valve Trimmer Valve Trimmer Valve Priority
Bypass
ORIFICE Trim Boost
1st Accumulator Valve Rear
Governor
REAR GOVERNOR PRESSURE V00516.01
Valve
Foldout 5. HT 740, HT 747 Transmission Hydraulic System (Schematic View)

;;
F OLDOUT 6,A
;;;;
;;;;; ;;
;;
FRONT GOVERNOR PRESSURE THIRD CLUTCH PRESSURE
LUBRICATION PRESSURE
HT 754CR
Lockup
Converter Turbine Conventional
LOCKUP CLUTCH PRESSURE Clutch Converter Pump Fourth
;; ; ;;;;
FIRST CLUTCH PRESSURE
;;
;;;;; ;;
;;
Clutch
;;;;
Third Second
Forward First Low
;;
;; ;; ;;;;
;
Clutch Clutch
Main Input Clutch Clutch Clutch
; ;;; ;;;
Pressure
;
Regulator
Pump *
23 Lubrication
;;
Valve
;;
+
; ;;;; ;;;; ; ;;;

;; ;; ;;;;
Converter LOW
;
GPM Pressure
CLUTCH
;;;;;
TWO Bypass Regulator PRESSURE
; ;; ;
GEAR Valve
;;;;;;
@ 2100
;;;;;; ;;
PUMP +
;;
RPM
Cooler
; ;;;
; ;;;;;; ;
;;;;;;;; ;
;;; ;;;;;
; ;;;;;; ;; ; ;;;;
;;
Screen
;
Sump
;;;
;; CONVERTER-IN
;;;;
CONVERTER- OUT
FOURTH CLUTCH
PRESSURE TAP
SECOND
;;;;
;;
ORIFICE FOURTH CLUTCH PRESSURE CLUTCH
Lockup MAIN BALL #11
PRESSURE
Valve PRESSURE Pull To
TAP MAIN PRESSURE Open Throttle
Modulator
MODULATOR DRIVE – 4 PRESSURE Actuator
BALL #9
PRESSURE (ALSO AVAILABLE
ORIFICE IN PUSH TO
OPEN MODEL)
MODULATOR PRESSURE ORIFICE
Trimmer
Regulator ORIFICE
4–5 4 – 5 Shift 3 – 4 Shift 2 – 3 Shift
ORIFICE
Valve Relay Valve Signal Valve Signal Valve Signal Valve
FORWARD REGULATOR
PRESSURE
BALL
#12
ADJUSTING Modulator
ORIFICE ADJUSTING RING ADJUSTING
RING
Pressure
MAIN PRESSURE RING Regulator
CONVERTER–IN DRIVE – 3 PRESSURE
DRIVE – 1 PRESSURE Low
CONVERTER–OUT
Clutch
MODULATOR DRIVE – 2 PRESSURE 1–2 Trimmer
FRONT GOVERNOR Shift Valve
LOW Signal
LUBRICATION
CLUTCH Valve
LOW CLUTCH 4 – 5 SIGNAL PRESSURE
D1(1)
TRIMMER REGULATOR PRESSURE D2(1-2)
Neutral
EXHAUST OR SUMP Start D3(1-3)
Switch D4(1-4) GOVERNOR
REAR GOVERNOR Reverse REAR D5(1-5) PRESSURE
FORWARD REGULATOR Signal REVERSE PRESSURE GOVERNOR PRESSURE N
R Hold
NOTE: FOURTH CLUTCH
PRESSURE FORWARD Regulator
FOR MODELS WITH THREE-GEAR
*INPUT PUMP, REFER TO SA3076. THIRD CLUTCH Valve
CLUTCH 3 – 4 SHIFT
PRESSURE
3–4
Priority MAIN PRESSURE
SECOND CLUTCH SIGNAL ORIFICE 1–2
PRESSURE PRESSURE Valve ORIFICE HOLD
ORIFICE 2–3 Relay Valve
FEED
Relay Valve
1 – 2 SIGNAL
PRESSURE
ORIFICE
ADJUSTING RING
ORIFICE ORIFICE ORIFICE BALL #14 BALL

#15
REVERSE
BALL PRESSURE ORIFICE
#13 ORIFICE Governor
Selector Valve
Valve ORIFICE
BALL
#16
3–4
Trim Boost First Clutch Third Clutch Second Clutch Fourth Clutch Relay Valve MAIN PRESSURE
Accumulator Trimmer Trimmer Valve Trimmer Valve Trimmer Valve Governor
DRIVE – 4 PRESSURE Accumulator
FILTER SCREEN ORIFICE
Valve Valve
SIGNAL TUBE (IN VALVE BODY) Valve
TRIM BOOST PRESSURE GOVERNOR PRESSURE

V04368.01
Foldout 6,A. HT 750, HT 754CR Transmission Hydraulic System (Schematic View) — Conventional
;;
F OLDOUT 6,B
;;;;
;;;;;
;;
;;
REAR GOVERNOR PRESSURE THIRD CLUTCH PRESSURE
LUBRICATION PRESSURE
HT 754CR
Lockup
Converter Turbine Rear Governor Lockup
LOCKUP CLUTCH PRESSURE Clutch Converter Pump
;
Fourth FIRST CLUTCH PRESSURE
;;
;;;;;
;;
;;
Clutch
;;;;
;; ;;;;
Third Second
Forward First Low
;; ;; ;;;;
;
Clutch Clutch
Main Clutch Clutch Clutch
Input
; ;;; ;;;
Pressure
;; ;
Regulator
Pump *
23 Lubrication
;;
Valve
;;
+ Pressure
; ;;;; ; ;;
;; ;;;
;; ;;
Converter LOW
GPM
;;
Regulator CLUTCH
;;;;;
TWO Bypass
PRESSURE
; ;; ;
GEAR Valve
;;
@ 2100
;;;;;; ;; ;;
;;;
PUMP +
;; ;;;
RPM
Cooler
; ;;;
; ;;;;;;
;;;;; ;
;;;
;;
; ;;
;;;;
;;;;; ;;
; ;
;; ;;;;
Screen
;
Sump
;;
;;
; ;;;;
CONVERTER-OUT
CONVERTER-IN
;;;;
;; FOURTH CLUTCH
PRESSURE TAP SECOND
CLUTCH
FOURTH CLUTCH PRESSURE
Lockup MAIN PRESSURE
Valve PRESSURE
Pull To
TAP MAIN PRESSURE
Open Throttle
Modulator
DRIVE – 4 PRESSURE Actuator
MODULATOR PRESSURE ORIFICE (ALSO AVAILABLE
IN PUSH TO
OPEN MODEL) ORIFICE
MODULATOR PRESSURE
Trimmer
ORIFICE
Regulator 4–5 4 – 5 Shift 3 – 4 Shift 2 – 3 Shift
Valve Relay Valve Signal Valve Signal Valve Signal Valve
FORWARD REGULATOR
PRESSURE
BALL
#12
ORIFICE
ADJUSTING Modulator
ADJUSTING RING ADJUSTING
RING
Pressure
MAIN PRESSURE RING Regulator
CONVERTER–IN DRIVE – 3 PRESSURE
DRIVE – 1 PRESSURE Low
CONVERTER–OUT
Clutch
MODULATOR DRIVE – 2 PRESSURE 1–2 Trimmer
LUBRICATION Shift Valve
LOW CLUTCH LOW Signal
CLUTCH Valve
TRIMMER REGULATOR PRESSURE 4–5 SIGNAL PRESSURE
D1(1)
EXHAUST OR SUMP
Neutral D2(1-2)
REAR GOVERNOR Start D3(1-3)
Switch D4(1-4)
FORWARD REGULATOR Reverse GOVERNOR
D5(1-5) PRESSURE
Signal REVERSE PRESSURE GOVERNOR PRESSURE N
NOTE:
FOR MODELS WITH THREE-GEAR R Hold
* INPUT PUMP, REFER TO SA3076.
FOURTH CLUTCH
PRESSURE FORWARD Regulator
THIRD CLUTCH Valve
CLUTCH 3 – 4 SHIFT
PRESSURE
3–4
SECOND CLUTCH SIGNAL
Priority MAIN PRESSURE
ORIFICE
Valve ORIFICE 1–2
PRESSURE PRESSURE 2–3 HOLD
ORIFICE
FEED
Relay Valve
Relay Valve
1 – 2 SIGNAL
PRESSURE
ORIFICE
ADJUSTING RING
ORIFICE ORIFICE ORIFICE BALL #14 BALL

#15
REVERSE
BALL PRESSURE ORIFICE
#13 ORIFICE Governor
Selector Valve
Valve ORIFICE
BALL
#16
3–4
Trim Boost First Clutch Third Clutch Second Clutch Fourth Clutch Relay Valve MAIN PRESSURE
Accumulator Trimmer Trimmer Valve Trimmer Valve Trimmer Valve Governor
DRIVE – 4 PRESSURE Accumulator
FILTER SCREEN ORIFICE
Valve Valve
SIGNAL TUBE (IN VALVE BODY) Valve
TRIM BOOST PRESSURE GOVERNOR PRESSURE

V04833.01
Foldout 6,B. HT 750, HT 754CR Transmission Hydraulic System (Schematic View) — Rear Governor Lockup
F OLDOUT 7
;;;
;;;
;;; ;;;;
RETARDER-IN PRESSURE
RETARDER-OUT PRESSURE
LUBRICATION
HT 750DR
;; ;;
PRESSURE MAIN PRESSURE Main
Pressure
Regulator Conventional
; ;;;;
; ;;;;;
Valve Fourth
Clutch Third Second
Converter Clutch First Low
Clutch
;;
;;
; ;;;;;;;;; ;;
Bypass Valve Lockup Clutch Clutch FIRST CLUTCH
; ;;;;;;;;
Valve Forward PRESSURE
Filter
;; ;;
;;; ;;;;;
ORIFICE Clutch
;;; ;
;;;
;;; ; ;;;;
LOW
;;;
;;
;;; ;
CLUTCH
LOCKUP PRESSURE
;;;;
;; ;;;;;;;
;;
;;; ; ;;
;
; ;;;;;; ;; ;;;;;
Input
Pump ✝
ORIFICE
;;;;;;;;
;;;;
Secondary
Cooler
; ;;; ;; ;;;
;;;
;; ;;
Converter
;
Regulator
Valve
CONVERTER-IN FORWARD CLUTCH

Pull To
Screen PRESSURE PRESSURE
Open Throttle
Sump FOURTH CLUTCH PRESSURE
Hydraulic Input Lubrication ORIFICE
Retarder Control Valve Regulator SECOND CLUTCH PRESSURE
Valve Modulator
CONVERTER-OUT PRESSURE
Actuator
(ALSO AVAILABLE
LOCKUP IN PUSH TO
OPEN MODEL)
MAIN LOCKUP FEED
PRESSURE ORIFICE
MODULATOR
FRONT
PRESSURE
GOVERNOR
THIRD CLUTCH PRESSURE 3 – 4 Shift 2 – 3 Shift 1 – 2 Shift FORWARD REGULATOR PRESSURE

3–4
Signal Valve Signal Valve Signal Valve DR1 (Low) Modulator
MAIN Relay Valve
Manual DR2 (1C-1L) Pressure
CONVERTER – IN
Selector DR3 (1C-1L-2C-2L) Regulator
TUBE
CONVERTER – OUT Valve DR4 (1C-1L-2C-2L-3C-3L)
MODULATOR ORIFICE ADJUSTING ADJUSTING DR (1C-1L-2C-2L-3C-3L-4C-4L)
ORIFICE ADJUSTING RING
ORIFICE RING N
FRONT GOVERNOR RING R
LUBRICATION BALL Neutral
#12
LOW CLUTCH Start
FOURTH HOLD 3 HOLD 2 HOLD 1
TRIMMER REGULATOR Switch ORIFICE
CLUTCH
ORIFICE ORIFICE
EXHAUST OR SUMP PRESSURE
TAP
REAR GOVERNOR ORIFICE
RETARDER – IN Trimmer
LOCKUP FEED Regulator
RETARDER – OUT Valve
LUBRICATION FEED Hold
REAR GOVERNOR
Regulator ADJUSTING
FOURTH CLUTCH PRESSURE RING
PRESSURE Valve
Low – 1
and THIRD AND FOURTH REVERSE FEED Low – 1 Low – 1
ORIFICE FEED PRESSURE Relay Shift Signal
2–3 REVERSE PRESSURE
Lockup BALL # 10 Valve Valve
SIGNAL
Cutoff 1 – 2 SIGNAL BALL
Valve PRESSURE #8
SECOND CLUTCH
PRESSURE
1–2
ORIFICE Priority ORIFICE
THIRD CLUTCH Relay
ORIFICE LOW CLUTCH PRESSURE PRESSURE Valve Valve ORIFICE
FILTER SCREEN
(IN VALVE BODY) REAR
FIRST CLUTCH PRESSURE ORIFICE GOVERNOR
PRESSURE
ORIFICE
Trim ORIFICE
ORIFICE ORIFICE ORIFICE
Boost ORIFICE ORIFICE
Accumulator
Valve
ORIFICE
BALL
4th Clutch Governor
#13
Trimmer Valve ORIFICE Accumulator
Valve Rear Governor Valve
ORIFICE ORIFICE
3–4 ORIFICE Low Clutch

Lockup 2nd Clutch BALL #16 Notes:
2–3 Trimmer Valve
Cutoff Trimmer Valve
LOCKUP FEED PRESSURE
1st Clutch 3rd Clutch Relay TRIMMER * Not Used for Models with No Low Range Lockup
Valve 1–2
Trimmer Valve Trimmer Valve Valve REGULATOR ✝ For Earlier Models with Two-Gear
Lockup PRESSURE
Input Pump, Refer to SA3075.
Cutoff
Valve
V04826.01
SIGNAL TUBE
*
Foldout 7. HT 750DR Transmission Hydraulic System (Schematic View) — Conventional
F OLDOUT 8
;;;
;;;
;;;; ;
;;
RETARDER-IN PRESSURE
RETARDER-OUT PRESSURE
LUBRICATION
PRESSURE MAIN PRESSURE Main HT 750DR
;; ;;
Pressure
Regulator Lockup to Lockup
;; ;;;;; ;;;
;
Valve
Fourth Third Second
Converter Clutch First Low
Bypass Valve Lockup Clutch Clutch FIRST CLUTCH
Clutch Clutch
;;; ;;;;
;; ;;;;; ;;
Valve PRESSURE
;
Forward
;;; ;;
Filter
ORIFICE Clutch
;; ;;;;
;;;
;;
;;;;;
;; ; ;;;
LOW
;;
;;;
;;
;; ;; ;
;;; ; ;; ;;
;;; ;;
; ; ;
CLUTCH
;;
;;;
;;
LOCKUP PRESSURE
;;;;;;
;;;;;
;;
;;; ; ;;
; ;;;; ;;;;; ; ;;;; ;;;
;;
Input
;;
;;
Secondary
Pump ✝
ORIFICE
Cooler Converter
;;
;
;;; ;;; ;; ; ;
;;
Regulator
Valve
CONVERTER-IN FORWARD CLUTCH

Pull To
Screen PRESSURE PRESSURE
Open Throttle
Sump FOURTH CLUTCH PRESSURE
Hydraulic Input Lubrication ORIFICE
Retarder Control Valve Regulator
SECOND CLUTCH PRESSURE
Valve
CONVERTER-OUT PRESSURE Modulator
Actuator
LOCKUP (ALSO AVAILABLE
IN PUSH TO
OPEN MODEL)
MAIN LOCKUP FEED
PRESSURE
ORIFICE
MODULATOR
FRONT
PRESSURE
GOVERNOR
THIRD CLUTCH PRESSURE 2 – 3 Shift 1 – 2 Shift FORWARD REGULATOR PRESSURE

3 – 4 Shift
3–4 Signal Valve Signal Valve
MAIN Signal Valve DR1 (Low) Modulator
Relay Valve
Manual DR2 (1C-1L) Pressure
CONVERTER – IN
Selector DR3 (1C-1L-2L) Regulator
CONVERTER – OUT Valve DR4 (1C-1L-2L-3L)
TUBE
MODULATOR ORIFICE
ADJUSTING
ADJUSTING ADJUSTING DR (1C-1L-2L-3L-4L)
ORIFICE ORIFICE RING RING N
FRONT GOVERNOR BALL RING R
LUBRICATION #12 Neutral
LOW CLUTCH Start
FOURTH HOLD 3 HOLD 2 HOLD 1
TRIMMER REGULATOR Switch ORIFICE
CLUTCH
ORIFICE ORIFICE
EXHAUST OR SUMP PRESSURE
TAP
REAR GOVERNOR ORIFICE
RETARDER – IN Trimmer
LOCKUP FEED Regulator
RETARDER – OUT Valve
LUBRICATION FEED Hold
Regulator ADJUSTING
FOURTH CLUTCH PRESSURE REAR GOVERNOR RING
PRESSURE Valve
Low–1
and THIRD AND FOURTH CLUTCH REVERSE FEED Low – 1 Low – 1
ORIFICE Relay
2 –3 BALL # 10 REVERSE FEED PRESSURE PRESSURE Shift Signal
Lockup SIGNAL Valve Valve
Cutoff 1 – 2 SIGNAL BALL
Valve PRESSURE #8
SECOND CLUTCH
PRESSURE
1–2
ORIFICE Priority Relay
ORIFICE
THIRD CLUTCH
ORIFICE LOW CLUTCH PRESSURE PRESSURE Valve Valve ORIFICE
FILTER SCREEN
(IN VALVE BODY) REAR
FIRST CLUTCH PRESSURE ORIFICE GOVERNOR
PRESSURE
ORIFICE
Trim ORIFICE
ORIFICE ORIFICE ORIFICE
Boost ORIFICE ORIFICE
Accumulator
Valve
ORIFICE
4th Clutch Governor
Trimmer Valve ORIFICE Accumulator
Valve Rear Governor Valve
ORIFICE ORIFICE
Notes:
3–4 ORIFICE
Low Clutch
2nd Clutch Not Used for Models with No Low Range Lockup
Lockup
Trimmer Valve 2–3
BALL #16 Trimmer Valve *
Cutoff LOCKUP FEED PRESSURE
3rd Clutch Relay TRIMMER ✝ For Earlier Models with Two-Gear Input
Valve 1st Clutch
1–2 Trimmer Valve Valve REGULATOR Pump, Refer to SA3075.
Trimmer Valve PRESSURE
Lockup
Cutoff
Valve
V04369.01
SIGNAL TUBE
*
Foldout 8. HT 750DR Transmission Hydraulic System (Schematic View) — Lockup to Lockup
9,A 9,B
1 — Self-Locking Bolt, 1⁄2-20 x 1 (12) A 1 — Nut (11⁄4-12) A
Self-Locking Bolt, 3⁄8-24 x 1 (12) B 2 — Washer
2 — Flexplate Assembly 3 — Oil Seal
3 — Flexplate Hub Assembly 4 — Front Cover
4 — Hub 5 — Gasket
5 — Dowel Pin 6 — Ball Bearing
6 — Flexplate 7 — Converter Drive Cover
7 — Flexplate (4)
8 — Flexplate Torque lb ft N·m
9 — Self-Locking Bolt, 1⁄2-20 x 3⁄4 (12) A A 450–550 610–746
Self-Locking Bolt, 1⁄2-13 x 11⁄8 (12) A
10 — Flywheel Assembly
11 — Flywheel Ring Gear
12 — Flywheel
13 — Converter Housing Adapter
(HT 750 Models)
14 — Flywheel Housing Gasket
Torque lb ft N·m
A 96–115 130–156
B 41–49 56–66

F OLDOUT 9
A B
3
4 6
5 7
1
8 2 5
1 3
9
7
11
10
12
13
14
V03864
V02033
Foldout 9,A. Flexplate And Flywheel Assemblies (Exploded View) Foldout 9,B. Transmission Front Cover, Remote-Mount (Exploded View)
10,A 41 — Converter Pump Hub

42 — Sealring
1 —
Sealring 43 — Lock Patch Bolt, 3⁄8-24 (24) C
2 —
Sealring 44 — Special Bolt (36)
3 —
Lockup-Clutch Piston 45 — Nut, 3⁄8-24 (36) B
4 —
Lockup-Clutch Plate
5 —
Lockup-Clutch Backplate Torque lb ft N·m
6 —
Ball Bearing A 33–40 45–54
7 —
Key (2 On Later Models) B 41–49 56–66
8 —
Torque Converter Turbine Assembly C 44–52 60–71
9 —
Lockup-Clutch Hub
10 —
Turbine Hub
11 —
Turbine 10,B
12 —
Rivet (16) 1 — Oil Pump Assembly
13 —
Torque Converter Stator Assembly 2 — Oil Seal
14 —
Stator Thrust Washer 3 — Oil Pump Body
15 —
Stator Cam Washer (2) 4 — Plug, 3⁄4 (3) (Non-Retarder Automotive
16 —
Stator Housing)
17 —
Stator Cam 5 — Oil Pump Drive Gear
18 —
Freewheel Side Washer 6 — Driven Gear Shaft
19 —
Rivet, 1⁄4 x 25⁄8 (10) 7 — Driven Gear Assembly
20 —
Stator Freewheel Roller (10) 8 — Driven Gear
21 —
Stator Freewheel Roller Spring (10) 9 — Roller Bearing
22 —
Thrust Bearing Race 10 — Pump Cover
23 —
Thrust Bearing 11 — Flat Head Machine Screw, 1⁄4-20 x 5⁄8
24 —
Stator Freewheel Roller Race 12 — Sealring
25 —
External Snapring 13 — Bolt, 3⁄8-16 x 3⁄4 (2) B
26 —
Converter Pump Spacer 14 — Converter Access Cover
27 —
Bolt, 3⁄8-24 x 11⁄4 (12) A 15 — Converter Access Cover Gasket
28 —
Lockstrip (6) 16 — Converter Housing
29 —
Bearing Retainer (2) (Later Models) 17 — Converter Housing Gasket
30 —
Bearing Retainer (Earlier Models) 18 — Pipe Plug, 1⁄8 (4) C
31 —
Sealring 19 — Bolt, 7⁄16-14 x 11⁄2 (22) D
32 —
Torque Converter Pump Assembly 20 — Lockwasher, 7⁄16 (22)
33 —
Torque Converter Pump 21 — Lockwasher, 1⁄2 (7)
34 —
Washer (30) 22 — Bolt, 1⁄2-13 x 2 (7) A
35 —
Self-Locking Bolt, 3⁄8-24 x 11⁄4 (30) B 23 — Flat Washer (2)
36 —
Ball Bearing (Later Models) (Split Race) 24 — Fillister Head Machine Screw (2) E
37 —
Double Row Ball Bearing (With PTO)
38 —
Power Takeoff Drive Gear (With PTO) Torque lb ft N·m
A 50–60 68–81
39 —
Converter Pump Hub Gasket (Later Models)
B 15–20 20–27
0.014–0.21 inch (0.36–0.53 mm)
C 4–5 5–7
— Converter Pump Hub Gasket (Earlier Models) D 42–50 57–68
0.006–0.008 inch (0.15–0.20 mm)
E 3–4 4–6
40 — Converter Pump Sealring

F OLDOUT 10
A B
1
4
45 2
3
5
5 7
43
6
9
21
10 22
23
8 24
11
25
12 26
13
14 20
15
16
27
17
28
30 15
18
19
31
32
33
34
29 35 39
36
40 41
42
44
37
38 E03886.01
Foldout 10,A. Lockup Clutch And Torque Converter (Exploded View) Foldout 10,B. Oil Pump And Converter Housing — For Models Without Input Retarder
Or Engine-Driven PTO (Exploded View)
Legend For Foldout 11,A
1 — Bolt, 3⁄8-16 x 11⁄2 (8) A 37 — Plug, 1⁄8 E

2 — Converter Ground Sleeve 38 — Plug, 1⁄8 E
3 — Bolt, 1⁄2-13 x 21⁄4 (2) (Non-Retarder Models) N 39 — Bolt, 7⁄16-14 x 11⁄8 (8) C
4 — Plain Washer, 1⁄2 (2) (Non-Retarder Models) 40 — Lockwasher, 7⁄16 (8)
5 — Bolt, 1⁄2-13 x 21⁄2 (Non-Retarder Models) B 41 — PTO Cover
6 — Lockwasher, 1⁄2 (1) (Non-Retarder Models) 42 — PTO Cover Gasket
7 — Plain Washer, 1⁄2 (2) (With Retarder) 43 — Flat Washer (2)
8 — Bolt, 1⁄2-13 x 61⁄4 (2) (With Retarder) Q 44 — Fillister Head Machine Screw (2) F
9 — Converter Housing Assembly 45 — Lockwasher, 1⁄2 (3) (Non-Retarder)
10 — Converter Housing 46 — Bolt, 1⁄2-13 x 21⁄8 (3) (Non-Retarder) B
11 — Dowel Pin (2) 47 — Lockwasher, 1⁄2 (3) (With Retarder)
12 — PTO Gear Spindle 48 — Bolt, 1⁄2-13 x 61⁄4 (3) (With Retarder) Q
13 — Plain Washer, 1⁄2 49 — Lockwasher, 1⁄2 (With Retarder)
14 — Lockwasher, 1⁄2 50 — Bolt, 1⁄2-13 x 61⁄2 (With Retarder) Q
15 — Bolt, 1⁄2-20 x 1 L — Bolt, 1⁄2-13 x 61⁄4 Q
16 — Dowel Pin (2) 51 — Sealring
17 — Pipe Plug, 1 H 52 — PTO Drive Gear Spindle
18 — Pipe Plug, 11⁄2 J 53 — Lockwasher, 1⁄2
19 — Lubrication Valve Pin (With Retarder) 54 — Bolt, 1⁄2-20 x 33⁄4 L
20 — Lubrication Valve (With Retarder) 55 — Lockwasher, 1⁄2 (Non-Retarder)
21 — Lubrication Valve Spring (With Retarder) 56 — Bolt, 1⁄2-13 x 33⁄4 (Non-Retarder) Q
22 — Cup Plug, 3⁄4 57 — Plain Washer, 1⁄2 (With Retarder)
23 — Pipe Plug, 1⁄2 K 58 — Bolt, 1⁄2-13 x 73⁄4 (With Retarder) Q
24 — Cup Plug 59 — Lockwasher, 7⁄16 (2)
25 — PTO Cover Gasket 60 — Bolt, 7⁄16-14 x 2 (2) C
26 — PTO Cover 61 — Lockwasher, 7⁄16 (19)
27 — Lockwasher, 7⁄16 (8) 62 — Bolt, 7⁄16-14 x 11⁄2 (19) C
28 — Bolt, 7⁄16-14 x 11⁄8 (8) C
AR — As Required
29 — Seal
30 — Plug, 15⁄16 P Torque lb ft N·m
31 — Stud, 1⁄2-13 x 1⁄2-20 x 6.25 (3) D A 36–43 49–58
— Stud, 1⁄2-13 x 1⁄2-20 x 6.40 (3) D B 67–80 91–108
With Retarder) C 42–50 57–68
— Stud, 0.003 Oversize (AR) (With Retarder) D 15–65 20–88
E 4–5 5–7
— Stud, 0.006 Oversize (AR) (With Retarder)
F 3–4 4–6
— Stud, 0.009 Oversize (AR) (With Retarder) H 70–90 95–122
— Stud, 0.012 Oversize (AR) (With Retarder) J 110–130 149–176
32 — Converter Housing Gasket K 16–20 22–27
33 — Seal L 83–100 113–136
34 — Plug, 3⁄4 M M 21–28 28–38
N 81–97 110–132
35 — Plug, 1⁄8 E
P 60–70 81–95
36 — Plug, 1⁄8 E Q 50–60 68–81
Copyright © 1997 General Motors Corp. Foldout 11

Legend For Foldout 11,B
1 — Bolt, 3⁄8-16 x 3⁄4 (2) A

2 — Converter Housing Access Cover
3 — Converter Housing Access Cover Gasket
4 — Converter Housing Assembly
5 — Converter Housing
6 — Plug
7 — Stud, 1⁄2-13 x 1⁄2-20 x 6.25 (3) B
— Stud, 1⁄2-13 x 1⁄2-20 x 6.40 (3) B
— Stud, 0.003 Oversize (AR)
8 — Pipe Plug, 1⁄8 (4) C
9 — Lockwasher, 1⁄2 (7)
10 — Bolt, 1⁄2-13 x 6 (7) D (With Retarder)
— Bolt, 1⁄2-13 x 2 (7) D (Without Retarder)
11 — Lubrication Valve Spring
12 — Lubrication Valve
13 — Lubrication Valve Pin
14 — Converter Housing Gasket
15 — Sealring
16 — Plug
AR — As Required
Torque lb ft N·m
A 15–20 20–27
B 15–65 20–88
C 4–5 5–7
D 50–60 68–81

F OLDOUT 11
A B
Foldout 11,A. Converter Housing And Ground Sleeve — Models With Foldout 11,B. Converter Housing — Models With
Engine-Driven PTO (Exploded View) Input Retarder — No Engine-Driven PTO (Exploded View)
12,A 12,B
1 — Bolt, 3⁄8-16 x 21⁄2 (3) A 1 — Sealring
2 — Lockwasher, 3⁄8 (3) 2 — Retarder Plate
3 — Bolt, 3⁄8-16 x 7⁄8 D 3 — Bolt, 3⁄8-16 x 11⁄2 A
4 — Scavenge Oil Pump Assembly 4 — Bolt, 3⁄8-16 x 1 (18) D
5 — Drive Gear 5 — Bolt, 3⁄8-16 x 3 (6) Used With Item #2 A
6 — Roller — Bolt, 3⁄8-16 x 4 (6) Used With Item #19 A
7 — Needle Roller Bearing 6 — Thrust Bearing Race
8 — Body Assembly 7 — Roller Bearing Assembly
9 — Body 8 — Thrust Bearing Race
10 — Spindle (2) 9 — Sealring
11 — Drive Gear 10 — Retarder Rotor Assembly
12 — External Snapring 11 — Sealring
13 — Scavenge Pump Plate 12 — Thrust Bearing Race
14 — Needle Roller Bearing 13 — Roller Bearing Assembly
15 — External Snapring (2) 14 — Thrust Bearing Race
16 — Driven Gear Assembly 15 — Input Retarder Housing Gasket
17 — Bushing 16 — Input Retarder Housing Assembly
18 — Driven Gear 17 — Flat Washer (2)
19 — Scavenge Pump Tube 18 — Fillister Head Machine Screw (2) B
20 — Bolt, 1⁄2-13 x 31⁄4 B 19 — Retarder Plate
21 — Idler Gear Spindle 20 — Pipe Plug, 1⁄8 (5) Some Models C
22 — Snapring (2) — Pipe Plug, 1⁄8 (4) Some Models C
23 — Single-Row Ball Bearing — Pipe Plug, 1⁄8 (1) Later Models C
24 — Bearing Retainer Washer (6) 21 — Ground Sleeve
25 — PTO Idler Gear 22 — Ground Sleeve (With Engine-Driven PTO)
26 — Rivet (3)
Torque lb ft N·m
27 — Bolt, 1⁄2-20 x 11⁄4 (Early Models) C
A 36–43 49–58
— Bolt, 1⁄2-20 x 33⁄4 (Later Models) C B 3–4 4–5
28 — Lockwasher, 1⁄2 C 4–5 5–7
29 — PTO Gear Retainer D 39–46 53–62
30 — PTO Gear Assembly
31 — Bearing Retainer Washer (6)
32 — Side PTO Gear
33 — Rivet (3)
34 — Single-Row Ball Bearing
35 — Snapring (2)
Torque lb ft N·m
A 26–32 35–43
B 81–97 110–131
C 83–100 113–136
D 36–43 49–58

F OLDOUT 12
A B
Foldout 12,A. Scavenge Oil Pump And Engine-Driven Power Takeoff, Driven Gear (Exploded View) Foldout 12,B. Input Retarder And Input Retarder Housing (Exploded View)
13,A 36 — Bolt, 3⁄8-16 x 21⁄4 (9) (With Input Retarder,

With And Without Engine-Driven PTO) A
1 — Front Support Assembly — Bolt, 3⁄8-16 x 21⁄2 (3) (No Input Retarder,
2 — Front Support Housing (No Input Retarder, With Engine-Driven PTO) A
No Engine-Driven PTO) 37 — Sleeve
3 — Main-Pressure Regulator Valve 38 — Stator Shaft (Ground Sleeve)
4 — Main Regulator Valve Spring
5 — Valve Stop Torque lb ft N·m
6 — Retainer Washer A 36–43 49–58
7 — Internal Snapring
8 — Lockup Shift Valve
9 — Valve Spring 13,B
10 — Valve Stop 1 — Sealring
11 — Retainer Washer 2 — Thrust Bearing Race
12 — Internal Snapring 3 — Forward Clutch Assembly
13 — Valve Spring 4 — Butt-Joint Sealring (2)
14 — Converter Bypass Valve 5 — Forward-Clutch Housing and Input Shaft
15 — Valve Seat Assembly
16 — Valve Support Assembly 6 — Pitot Oil Collector Ring
17 — Valve Guide 7 — Ball, 3⁄16 (4)
18 — Valve Support 8 — Internal Snapring
19 — Snapring 9 — PTO Gear
20 — Needle Roller Bearing Assembly 10 — Piston Inner Sealring
21 — Bolt, 3⁄8-16 x 21⁄2 (3) A 11 — Piston Outer Sealring
22 — Bolt, 3⁄8-16 x 4 (6) A 12 — Forward-Clutch Piston (Marked):
— Bolt, 3⁄8-16 x 5 (6) A — Z, A 1.110–1.120 Inch (28.19–28.45 mm)
23 — Thrust Bearing Race — Y, B 1.137–1.149 Inch (28.87–29.13 mm)
24 — Needle Roller Bearing Assembly — X, C 1.164–1.174 Inch (29.56–29.82 mm)
25 — Butt-Joint Sealring (2) 13 — Forward-Clutch Release Spring (20)
26 — Locknut, #10–32 (2) 14 — Spring Retainer
27 — Front Pitot Blocker 15 — External Snapring
28 — Front Pitot Tube 16 — Thrust Bearing Race
29 — Bolt, 3⁄8-16 x 11⁄2 (16) A 17 — Needle Roller Bearing Assembly
30 — Sleeve Assembly 18 — Thrust Bearing Race
31 — Pin (Rework Only) 19 — Forward-Clutch Hub
32 — Sleeve (Rework Only) 20 — External-Tanged Clutch Plate (5)
33 — Front Support Housing (With Input Retarder 21 — Internal-Splined Clutch Plate (5)
Or With Engine-Driven PTO) 22 — Fourth-Clutch Driving Hub
34 — Bolt, 3⁄8-16 x 5 (6) (No Input Retarder, 23 — Internal Snapring
With Engine-Driven PTO) A 24 — Thrust Bearing Race
35 — Bolt, 3⁄8-16 x 11⁄4 (16) (With Input 25 — Roller Bearing Assembly
Retarder, With And Without Engine-Driven
26 — Thrust Bearing Race
PTO) A
27 — Turbine Shaft
— Bolt, 3⁄8-16 x 11⁄2 (16) (No Input
Retarder, With Engine-Driven PTO) A 28 — Forward-Clutch Housing

F OLDOUT 13
A B
1 2
4
3
6
27
28 7
5
16 10
17
18 11
19 12
13
14
15
20
21
22
23
24
25
26
V02864.01
Foldout 13,A. Front Support And Main Regulator Valve Assembly (Exploded View) Foldout 13,B. Forward Clutch Assembly (Exploded View)
14,A 14,B
1 — Fourth Clutch Assembly 1 — Snapring
2 — Snapring 2 — Third-Clutch Backplate
3 — Clutch Backplate 3 — Internal-Splined Clutch Plate (4)
4 — Internal-Splined Clutch Plate (5) 4 — External-Tanged Clutch Plate (4):
5 — External-Tanged Clutch Plate (5) — 0.0993–0.1063 (Red) (AR)
6 — Snapring — 0.1161–0.1231 (Green) (AR)
7 — Spring Retainer 5 — Snapring (1):
8 — Clutch Release Spring (20) — 0.148–0.150 inch (3.76–3.81 mm) (Blue)
9 — Fourth-Clutch Piston (Marked): — 0.152–0.154 inch (3.86–3.91 mm) (Yellow)
— Z, M 1.110–1.120 Inch (28.19–28.45 mm) — 0.155–0.157 inch (3.94–3.99 mm) (White)
— Y, S 1.137–1.147 Inch (28.87–29.13 mm) — 0.158–0.160 inch (4.01–4.06 mm) (Red)
— X, T 1.164–1.174 Inch (29.56–29.82 mm) 6 — Self-Locking Retainer Ring (4)
10 — Piston Outer Sealring 7 — Spring Retainer
11 — Clutch Housing Sealring 8 — Piston Release Spring (20)
12 — Fourth-Clutch Housing Assembly 9 — Third-Clutch Piston
13 — Ball, 3⁄16 (8) 10 — Piston Inner Sealring
14 — Fourth-Clutch Housing 11 — Piston Outer Sealring
15 — Thrust Bearing Race 12 — Butt-Joint Sealring (2)
13 — Needle Roller Bearing
14 — Thrust Bearing Race
15 — Center Support Housing Assembly
16 — Bushing
17 — Center Support Housing
18 — Piston Outer Sealring
19 — Piston Inner Sealring
20 — Second-Clutch Piston
21 — Piston Release Spring (20)
22 — Spring Retainer
23 — Self-Locking Retainer Ring (4)
24 — Snapring
25 — Internal-Splined Clutch Plate (6)
26 — External-Tanged Clutch Plate (7):
— 0.0993–0.1063 (Red) (AR)
— 0.1161–0.1231 (Green) (AR)
27 — Sleeve Assembly
28 — Pin (Rework Only)
29 — Sleeve (Rework Only)
AR –As Required

F OLDOUT 14
A B
1
1
2 2
10 5
11 6
7
12
8
4 13
9
14
16 15
5
17
6
7 18
27 28 19
8
9 29 20
21
10 22
11 12 24
13
14
23
15
25
26
V03872
V03871
Foldout 14,A. Fourth Clutch Assembly (Exploded View) Foldout 14,B. Third Clutch, Center Support, And Second Clutch (Exploded View)
15,A 15,B
1 — Gear Unit And Main Shaft Assembly 1 — Gear Unit And Main Shaft Assembly
2 — Thrust Washer 2 — Thrust Washer
3 — Front Planetary Sun Gear 3 — Front Planetary Sun Gear
5 — Front Planetary Carrier Assembly 5 — Front Planetary Carrier Assembly
6 — Flange And Carrier Assembly 6 — Flange And Carrier Assembly
7 — Sleeve Bushing 7 — Sleeve Bushing
8 — Bronze Thrust Washer (12) 8 — Bronze Thrust Washer (12)
9 — Needle Roller Bearing (6) 9 — Needle Roller Bearing (6)
10 — Pinion (6) 10 — Pinion (6)
11 — Steel Thrust Washer (12) 11 — Steel Thrust Washer (12)
12 — Pinion Pin (6) 12 — Pinion Pin (6)
13 — Thrust Washer
13 — Thrust Washer
14 — Internal Snapring
14 — Snapring 15 — Front Planetary Ring Gear
15 — Front Planetary Ring Gear 16 — Center Planetary Carrier Assembly
16 — Center Planetary Carrier Assembly 17 — Pinion Pin (4)
17 — Pinion Pin (4) 18 — Center Planetary Carrier
18 — Center Planetary Carrier 19 — Bronze Thrust Washer (8)
19 — Bronze Thrust Washer (8) 20 — Pinion (4)
20 — Pinion (4) 21 — Needle Roller Bearing (8)
21 — Needle Roller Bearing (8) 22 — Steel Thrust Washer (8)
22 — Steel Thrust Washer (8) 23 — Center Sun Gear Shaft Assembly
23 — Center Sun Gear Shaft Assembly 24 — Split Sleeve Bushing
24 — Split Sleeve Bushing 25 — Center Sun Gear Shaft
25 — Center Sun Gear Shaft 26 — Split Sleeve Bushing
26 — Split Sleeve Bushing 27 — Thrust Washer
27 — Thrust Washer 28 — Planetary Connecting Drum
28 — Planetary Connecting Drum 29 — External Snapring
29 — External Snapring 30 — Center Planetary Ring Gear
30 — Center Planetary Ring Gear 31 — Thrust Race
31 — Thrust Race 32 — Needle Roller Bearing
32 — Needle Roller Bearing 33 — Thrust Race
33 — Thrust Race 34 — Main Shaft Assembly
34 — Main Shaft Assembly 35 — Orifice Plug
35 — Orifice Plug 36 — Main Shaft
37 — Rear Planetary Sun Gear
36 — Main Shaft
38 — Rear Planetary Carrier Assembly
37 — Rear Planetary Sun Gear 39 — Rear Carrier And Bushing Assembly
38 — External Snapring 40 — Rear Carrier
39 — Rear Planetary Carrier Assembly 41 — Sleeve Bushing
40 — Rear Planetary Carrier 42 — Bronze Thrust Washer (8)
41 — Pinion Pin (4) 43 — Pinion (4)
42 — Bronze Thrust Washer (8) 44 — Needle Roller Bearing (4)
43 — Needle Roller Bearing (8) 45 — Steel Thrust Washer (8)
44 — Pinion (4) 46 — Pinion Pin (4)
45 — Steel Thrust Washer (8) 47 — Thrust Race
46 — Internal Snapring 48 — Needle Roller Bearing
47 — Ball Bearing 49 — Thrust Race
48 — SP-21 Washer (2) 50 — Internal Snapring
51 — Low Planetary Sun Gear
52 — External Snapring
53 — SP-21 Washer (2)

F OLDOUT 15
A B
1 1
12 12 6 18
8 11 6 8 11 17
18 10
10 17 9
9 11 8
11 8 2
7
7 3
4
5 19
2 22
19
3 22 20
4 20 13 21
5 21 14
22
22 53 19
24 23 15
19
13 48
14 25 16
15 26 53
27 28
24 23 16 48
25
37 30
26 29
27 28
31
29 30 47 32
37
48 33
38
49
31 35 34
50
32 38 36
46 51
33
35 34 52
47
36 39
39 41
40
46
41
40
42
42 45
45
44
43
43
44 45 42
45
42
V03873
V03874
Foldout 15,A. Gear Unit And Main Shaft Assembly — HT 740, HT 747 (Exploded View) Foldout 15,B. Gear Unit And Main Shaft Assembly — HT 750, HT 754CR (Exploded View)
Legend For Foldout 16,A
1 — Gear Unit And Main Shaft Assembly 24 — Split Sleeve Bushing

2 — Thrust Washer 25 — Center Sun Gear Shaft
3 — Front Planetary Sun Gear 26 — Split Sleeve Bushing
5 — Front Planetary Carrier Assembly 28 — Planetary Connecting Drum
6 — Flange And Carrier Assembly 29 — External Snapring
7 — Sleeve Bushing 30 — Center Planetary Ring Gear
8 — Bronze Thrust Washer (12) 31 — Thrust Race
9 — Needle Roller Bearing (6) 32 — Needle Roller Bearing
10 — Pinion (6) 33 — Thrust Race
11 — Steel Thrust Washer (12) 34 — Main Shaft Assembly
12 — Pinion Pin (6) 35 — Orifice Plug
13 — Thrust Washer 36 — Main Shaft
14 — Internal Snapring 37 — Rear Planetary Sun Gear
15 — Front Planetary Ring Gear 38 — External Snapring
16 — Center Planetary Carrier Assembly 39 — Rear Planetary Carrier Assembly
17 — Pinion Pin (4) 40 — Rear Planetary Carrier
18 — Center Planetary Carrier 41 — Pinion Pin
19 — Bronze Thrust Washer (8) 42 — Bronze Thrust Washer (8)
20 — Pinion (4) 43 — Needle Roller Bearing (4)
21 — Needle Roller Bearing (8) 44 — Pinion (4)
22 — Steel Thrust Washer (8) 45 — Steel Thrust Washer (8)
23 — Center Sun Gear Shaft Assembly 46 — Internal Snapring

Legend For Foldout 16,B
1 — Transmission Breather H 40 — Drain Plug Washer

1A — Transmission Breather Reducer J 41 — Oil Pan
2 — Lockwasher, 1⁄2 (11) (Non-Retarder) 42 — Plated Bolt, 5⁄16-18 x 5⁄8 (23) F
3 — Bolt, 1⁄2-13 x 2 (11) (Non-Retarder) A — Bolt, 5⁄16-18 x 11⁄16 (23) L
4 — Pipe Plug, 1⁄8 B 43 — Inside Detent Lever Assembly
5 — Drive Screw 44 — Locknut, 3⁄8 C
6 — Nameplate 45 — Modulator Valve Actuator Pin
7 — Transmission Housing Assembly 46 — Bolt, 5⁄16-18 x 9⁄16 (Early Models) F
8 — Transmission Housing — Bolt, 5⁄16-18 x 3⁄4 (Current Models) F
9 — Pipe Plug, 1⁄8 B — Bolt, 5⁄16-18 x 11⁄16 (Current Models) F
10 — Washer, 3⁄8 (Center Support) 47 — Modulator-To-Housing Retainer
11 — Bolt, 3⁄8-16 x 3 (Center Support) G 48 — Shaft Retainer Pin
12 — Oil Return Baffle 49 — Washer
13 — Bolt, 1⁄4-20 x 11⁄2 (2) I 50 — Pipe Plug, 3⁄4 K
14 — Plain Washer, 1⁄4 51 — Shaft Seal
15 — Bolt, 1⁄4-20 x 11⁄2 D 52 — Pipe Plug, 1⁄8 B
16 — Bolt, 1⁄4-20 x 11⁄2 (7) D 53 — Manual Selector Shaft Assembly
17 — Plain Washer, 1⁄4 54 — Manual Selector Shaft
18 — Bolt, 1⁄4-20 x 11⁄2 D 55 — Manual Selector Shaft Nut C
19 — Bolt, 1⁄4-20 x 31⁄2 (3) D 56 — Nut, 1⁄2-20 (3) (Input Retarder Models) A
20 — Bolt, 1⁄4-20 x 3 (15) D 57 — Lockwasher, 1⁄2 (3)
21 — Bolt, 1⁄4-20 x 21⁄2 D 58 — PTO Cover Gasket
22 — Detent Roller And Spring Assembly 59 — PTO Cover
23 — Cover Plate 60 — Washer (6)
24 — Bolt, 1⁄4-20 x 2 (8) (Early Models) D 61 — Bolt, 3⁄8-16 x 3⁄4 (6) C
— Bolt, 1⁄4-20 x 21⁄4 (8) (Current Models) D 62 — Lockwasher, 1⁄2 (8) (Input Retarder Models)
25 — Signal Tube, 3, 4, 5 (HT 750) 63 — Bolt, 1⁄2-13 x 6 (8) (Input Retarder Models) A
26 — Low Signal Tube 64 — Manual Selector Shaft
27 — 3–4 Shift Assist Tube Clip
Torque lb ft N·m
28 — 3–4 Shift Assist Tube
A 50–60 68–81
29 — Signal Tube B 4–5 5–7
30 — Bolt, 5⁄16-18 x 15⁄8 E C 15–20 20–27
31 — Plain Washer, 5⁄16 D 8–12 11–16
32 — Oil Filter Spacer (2) E 17–20 23–27
33 — Oil Screen F 10–13 14–18
34 — Sealring G 39–46 53–62
H 13–16 18–22
35 — Heater Orifice Plug, 1 inch
I 9–11 12–15
— Plug J 12–16 16–22
36 — Washer K 25–30 34–41
37 — Plug L 13–16 18–22
38 — Oil Pan Gasket
39 — Drain Plug C

F OLDOUT 16
A B
1
12 6
8 11
10
9
11 8
18
7 17
2
3
4 19
5 22
20
21
13 22
14 19
15
24 23 16
25
26
27 28
29 30
37
38
31
32
46 33
35 34
36
39
40
41
42
45
43
44
45 42
V02049.01
Foldout 16,A. Gear Unit And Main Shaft Assembly — HT 750DR (Exploded View) Foldout 16,B. Transmission Housing, Oil Screen, And Six Inch Deep Oil Pan (Exploded View)
17,A 47 —
Modulator-To-Housing Retainer
48 —
Shaft Retainer Pin
1 — Transmission Breather H 49 —
Washer
1A — Transmission Breather Reducer J 50 —
Pipe Plug, 3⁄4 B
2 — Lockwasher, 1⁄2 (11) (Non-Retarder) 51 —
Shaft Seal
3 — Bolt, 1⁄2-13 x 2 (11) (Non-Retarder) A 52 —
Pipe Plug, 1⁄8 B
4 — Pipe Plug, 1⁄8 B 53 —
Manual Selector Shaft Assembly
5 — Drive Screw 54 —
Manual Selector Shaft
6 — Nameplate 55 —
Manual Selector Shaft Nut C
7 — Transmission Housing Assembly 56 —
Nut, 1⁄2-20 (3) (Input Retarder Models) A
8 — Transmission Housing 57 —
Lockwasher, 1⁄2 (3)
9 — Pipe Plug, 1⁄8 B 58 —
PTO Cover Gasket
10 — Washer, 3⁄8 (Center Support) 59 —
PTO Cover
11 — Bolt, 3⁄8-16 x 3 (Center Support) G 60 —
Washer (6)
12 — Oil Return Baffle 61 —
Bolt, 3⁄8-16 x 3⁄4 (6) C
13 — Bolt, 1⁄4-20 x 11⁄2 (2) I 62 —
Lockwasher, 1⁄2 (8) (Input Retarder Models)
14 — Plain Washer, 1⁄4 63 —
Bolt, 1⁄2-13 x 6 (8) (Input Retarder Models) A
15 — Bolt, 1⁄4-20 x 11⁄2 D 64 —
Modulator Pressure Transfer Tube (HT 740
16 — Bolt, 1⁄4-20 x 11⁄2 (7) D Fixed Shift Only)
17 — Plain Washer, 1⁄4 65 — 1⁄8 NPT 90˚ Elbow (HT 740 Fixed Shift Only)
18 — Bolt, 1⁄4-20 x 11⁄2 D 66 — 1⁄8 NPT 45˚ Elbow (HT 740 Fixed Shift Only)
19 — Bolt, 1⁄4-20 x 31⁄2 (3) D
20 — Bolt, 1⁄4-20 x 3 (15) D Torque lb ft N·m
21 — Bolt, 1⁄4-20 x 21⁄2 D A 50–60 68–81
22 — Detent Roller And Spring Assembly B 4–5 5–7
23 — Cover Plate C 15–20 20–27
24 — Bolt, 1⁄4-20 x 2 (8) (Early Models) D D 8–12 11–16
— Bolt, 1⁄4-20 x 21⁄4 (8) (Current Models) D E 17–20 23–27
25 — Signal Tube, 3, 4, 5 (HT 750) F 10–13 14–18
26 — Low Signal Tube G 39–46 53–62
27 — 3–4 Shift Assist Tube Clip H 13–16 18–22
28 — 3–4 Shift Assist Tube I 9–11 12–15
29 — Manual Selector Shaft J 12–16 16–22
30 — Bolt, 5⁄16-18 x 23⁄4 E K 25–30 34–41
31 — Plain Washer, 5⁄16 L 13–16 18–22
32 — Oil Filter Spacer (2)
33 — Oil Screen
34 — Sealring 17,B
35 — Heater Orifice Plug, 1 inch
1 — Breather E
— Plug
2 — Plug, 1⁄8 B
36 — Washer
3 — Screw, Drive
37 — Plug
4 — Nameplate
38 — Oil Pan Gasket
5 — Transmission Housing Assembly
39 — Drain Plug C
6 — Transmission Housing
40 — Drain Plug Washer
7 — Fourth Clutch Check Plug
41 — Oil Pan
8 — Washer, 3⁄8 (Center Support)
42 — Plated Bolt, 5⁄16-18 x 5⁄8 (23) F
9 — Bolt, 3⁄8-16 x 3 (Center Support) G
— Bolt, 5⁄16-18 x 11⁄16 (23) L
10 — Oil Return Baffle
43 — Inside Detent Lever Assembly
11 — Bolt, 1⁄4-20 x 11⁄2 (2) D
44 — Locknut, 3⁄8 C
12 — Plain Washer, 1⁄4
45 — Modulator Valve Actuator Pin
13 — Bolt, 1⁄4-20 x 11⁄2 A
46 — Bolt, 5⁄16-18 x 9⁄16 (Early Models) F
14 — Bolt, 1⁄4-20 x 11⁄2 (7) A
— Bolt, 5⁄16-18 x 3⁄4 (Current Models) F
15 — Plain Washer, 1⁄4
— Bolt, 5⁄16-18 x 11⁄16 (Current Models) F

Legend For Foldout 17 (cont’d)
16 — Bolt, 1⁄4-20 x 11⁄2 A 64 — Oil Pan Adapter

17 — Bolt, 1⁄4-20 x 31⁄2 (3) A 65 — Oil Pan Adapter Gasket
18 — Bolt, 1⁄4-20 x 3 (15) A 66 — Pipe Plug, 1⁄4
19 — Bolt, 1⁄4-20 x 21⁄2 A — Pipe Plug, 3⁄8
20 — Detent Roller And Spring Assembly 67 — Oil Pan
21 — Sealring 68 — Drain Plug Washer
22 — Oil Screen — O-ring Seal
23 — Bolt, 5⁄16-18 x 31⁄4 (3) P 69 — Drain Plug C
— Bolt, 1⁄4-20 x 31⁄4 (3) A 70 — Lockwasher, 5⁄16 (3)
24 — Oil Pan Gasket 71 — Bolt, 5⁄16-18 x 33⁄4 (3) K
25 — Pipe Plug, 1⁄8 N — Bolt, 5⁄16-18 x 5 (3) K
26 — Heater Orifice Plug, 1 Inch 72 — Bolt, 5⁄16-18 x 11⁄4 (37) K
27 — Drain Plug Washer 73 — Lockwasher, 5⁄16 (37)
28 — Drain Plug L 74 — Inverted Flared Tube Plug
29 — Oil Pan, 81⁄2 Inch Depth — Plug, 5⁄16-12
30 — Bolt, 5⁄16-18 x 43⁄4 (23) K 75 — Bolt, 5⁄16-18 x 13⁄4 (20) (Later Models) K
31 — Inside Detent Lever Assembly — Bolt, 5⁄16-18 x 15⁄8 (20) (Earlier Models) K
32 — Locknut, 3⁄8 L 76 — Washer (20)
33 — Valve Spacer 77 — Flat Washer, Copper
34 — Bolt, 5⁄16-18 x 9⁄16 (Early Models) F 78 — Bolt, 1⁄2-20 x 11⁄2 (2) M
— Bolt, 5⁄16-18 x 3⁄4 (Later Models) F — Bolt, 1⁄2-20 x 11⁄2 (2) H
— Bolt, 5⁄16-18 x 11⁄16 (Early Models) F 79 — Oil Level Indicator
35 — Modulator Retainer 80 — Sealring
36 — Shaft Retainer Pin 81 — Bolt, 5⁄16-18 x 13⁄8 (4) K
37 — Washer, 3⁄4 82 — Adapter Plate
38 — Plug, 3⁄4-16 J 83 — Adapter Plate Gasket
39 — Manual Selector Oil Seal 84 — Sealring
40 — Manual Selector Shaft And Nut Assembly 85 — Spacer
41 — Manual Selector Shaft 86 — Manual Selector Shaft
42 — Manual Selector Shaft Nut (Metric) 87 — Sealring
43 — Plug, 1⁄8 88 — Oil Screen
44 — Nut, 1⁄2-20 (3) H 89 — Bolt, 1⁄4-20 x 31⁄4 (3) A
45 — Lockwasher (3) 90 — Low Signal Tube
46 — PTO Cover Gasket 91 — 3–4 Shift Assist Tube
47 — PTO Cover 92 — Lockwasher, 5⁄16
48 — Washer, 3⁄8 (6) 93 — Bolt, 5⁄16-18 x 21⁄2 K
49 — Bolt, 3⁄8-16 x 3⁄4 (6) L — Bolt, 5⁄16-18 x 2 K
51 — Bolt, 1⁄2-13 x 6 (8) (Retarder Models) H Torque lb ft N·m
52 — Bolt, 1⁄2-13 x 2 (11) (Non-Retarder Models) H A 8–12 11–16
53 — Lockwasher, 1⁄2 (11) B 4–5 5–7
54 — Cover Plate C 20–30 27–41
55 — Bolt, 1⁄4-20 x 2 (8) (Early Models) A D 9–11 12–15
— Bolt, 1⁄4-20 x 21⁄4 (8) (Later Models) A E 14–16 19–22
56 — Signal Tube F 10–13 14–18
57 — Reducer I G 39–46 53–62
58 — Sealring H 50–60 68–81
59 — Oil Screen I 12–16 16–22
60 — Bolt, 5⁄16-18 x 5⁄8 K J 25–30 34–41
— Bolt, 5⁄16-18 x 11⁄16 K K 13–16 18–22
61 — Inverted Flared Tube Plug L 15–20 20–27
— Plug, 5⁄16-12 M 5–7 7–9
62 — Heater Orifice Plug N 10–12 14–16
63 — Oil Pan Gasket P 17–20 23–27

F OLDOUT 17
A B
Foldout 17,A. Transmission Housing, Oil Screen, And Seven Inch Oil Pan (Exploded View) Foldout 17,B. Transmission Housing, Oil Screen, 81⁄2 Inch Oil Pan,
And 41⁄2 Inch Oil Pan (Exploded View)
18,A 18,B
1 — External-Tanged Clutch Plate (7): 1 — Adapter Housing Gasket
— 0.0993–0.1063 inch (2.43–2.60 mm) (AR) 2 — Adapter Housing And Piston Assembly
— 0.1161–0.1231 inch (2.95–3.13 mm) (AR) 3 — Self-Locking Retainer Ring (4)
2 — Internal-Splined Clutch Plate (6) 4 — Spring Retainer
3 — Rear Planetary Ring Gear (HT 750DR) 5 — Piston Release Spring (28)
4 — Rear Planetary Ring Gear 6 — First-Clutch Piston
(HT 740 And HT 750CR) 7 — Piston Inner Sealring
AR — As Required
9 — Adapter Housing Assembly
10 — Adapter Housing
11 — Dowel Pin, 3⁄8 x 3⁄4
12 — Dowel Pin, 7⁄16 x 3⁄4
13 — Orifice Plug
14 — Low-Clutch Ring Gear
15 — Internal-Splined Clutch Plate (6)
16 — External-Tanged Clutch Plate (7)
— 0.0993–0.1063 inch (2.43–2.60 mm) (AR)
— 0.1161–0.1231 inch (2.95–3.13 mm) (AR)
17 — Ball Bearing
18 — Low Planetary Carrier Assembly
19 — Low Planetary Carrier
20 — Pinion Pin (4)
21 — Bronze Thrust Washer (8)
22 — Needle Roller Bearing (4)
23 — Pinion (4)
24 — Steel Thrust Washer (8)
AR — As Required

F OLDOUT 18
A B
1
2
3
3
5 2
1
9
11
HT 750 DR
4
10
7
8
12
13
;;;;;
;;;;;
;;;;;
HT 740 D
HT 747 D
HT 750 CR
;;;;;
HT 754 CR
;;;;;;
;;;;;
19
14
;;;;;;
HT 750 CR 20
HT 754 CR
;;;;;;
HT 740 D 15
HT 747 D
18
;;;;;;
21
24 16
22
23
;;;;;;
24 17
21
;;;;;;
;;;;;;
HT 750 DR
V03890
E03891.01
Foldout 18,A. First Clutch (Exploded View) Foldout 18,B. Adapter Housing, Low-Clutch Plates, And Low Carrier — HT 754CR (Exploded View)
19,A 5 — Low Piston

6 — External Sealring
1 — Adapter Housing Gasket 7 — Internal Sealring
2 — Adapter Housing And Piston Assembly 8 — Adapter Housing Gasket
3 — Self-Locking Retainer Ring (4) 9 — Transfer Housing Adapter Assembly
4 — Spring Retainer 10 — Transfer Housing Adapter
5 — Piston Release Spring (28) 11 — Oil Seal
6 — First-Clutch Piston 12 — Pipe Plug, 1⁄8 (2) B
7 — Piston Inner Sealring 13 — Governor Support Pin
8 — Piston Outer Sealring 14 — Dowel Pin
9 — Adapter Housing Assembly 15 — Dowel Pin
10 — Adapter Housing 16 — Breather
11 — Dowel Pin, 3⁄8 x 3⁄4 17 — Reducer
12 — Dowel Pin, 7⁄16 x 3⁄4 18 — Seal Plug
13 — Orifice Plug 19 — Bolt, 1⁄2-13 x 13⁄4 (21) A
14 — Internal-Splined Clutch Plate (6) 20 — Lockwasher, 1⁄2 (21)
15 — External-Tanged Clutch Plate (7) 21 — Lockwasher, 1⁄2 (22)
— 0.0993–0.1063 inch (2.43–2.60 mm) (AR) 22 — Bolt, 1⁄2-13 x 53⁄4 (22) A
— 0.1161–0.1231 inch (2.95–3.13 mm) (AR) 23 — Bolt, 1⁄2-13 x 73⁄4 (2) A
16 — Thrust Bearing Race 24 — Lockwasher, 1⁄2 (2)
17 — Needle Roller Bearing 25 — Lockwasher, 1⁄2 (3)
18 — Thrust Bearing Race 26 — Bolt, 1⁄2-13 x 13⁄8 (3) A
19 — Gear And Hub Assembly 27 — Governor Assembly, ID No. 462
20 — Bushing 28 — Governor Pin And Gasket Assembly
21 — Thrust Bearing Race 29 — Governor Gasket
22 — Needle Roller Bearing 30 — Governor Pin
23 — Thrust Bearing Race 31 — Governor Cover
24 — Thrust Bearing Race 32 — Bolt, 5⁄16-18 x 9⁄16 (4) C
25 — Needle Roller Bearing 33 — Output Shaft Assembly
26 — Thrust Bearing Race 34 — Output Shaft And Bushing Assembly
27 — Low Planetary Ring Gear 35 — Bushing
28 — Ball Bearing 36 — Output Shaft
29 — Low Planetary Carrier Assembly 37 — Cup Plug
30 — Low Planetary Carrier 38 — Needle Roller Bearing Assembly
31 — Pinion Pin (4) 39 — Transfer Housing Gasket
32 — Bronze Thrust Washer (8) 40 — Output Shaft Assembly
33 — Pinion (4) 41 — Output Shaft And Bushing Assembly
34 — Needle Roller Bearing (4) 42 — Bushing
35 — Steel Thrust Washer (8) 43 — Output Shaft
AR — As Required
44 — Cup Plug
45 — Nut, 2–16 D
19,B Torque lb ft N·m
1 — Bearing Spacer A 67–80 91–108
2 — Internal Snapring B 10–12 14–16
3 — Spring Retainer C 10–13 14–18
4 — Piston Release Spring (30) D 45–50 61–68

F OLDOUT 19
A B
5
2
1
9
11
4
10
7
8
12
13
14
15
16
17
18
20
19
30 21
29 22
23
24
31
32 25
35
34
33 26
35
32
27
28
E02057.02
Foldout 19,A. Adapter Housing, Low-Clutch Plates, And Low Carrier — HT 750DR (Exploded View) Foldout 19,B. Low-Clutch Piston, Rear Adapter Housing, And Governor (Exploded View)
20,A 44 — Speedo Plug D

45 — Speed Sensor Gear
2 — Spring Retainer Torque lb ft N·m
3 — Piston Release Spring (30) A 67–80 91–108
4 — Low-Clutch Piston (HT 750, 754) B 600–800 813–1085
C 10–13 14–18
— First-Clutch Piston (HT 740, 747)
D 40–50 54–68
E 10–12 14–16
6 — Piston Inner Sealring
7 — Rear Cover Gasket
8 — Rear Cover Assembly
9 — Plug, 1⁄8 NPTF E
20,B
10 — Plug, 1⁄8 NPTF E 1 — Control Valve Assembly
11 — Governor Support Pin 2 — Lubrication Valve
12 — Dowel Pin, 3⁄8 x 3⁄4 3 — Check Valve Spring
13 — Dowel Pin, 7⁄16 x 3⁄4 4 — Spring Cup Washer
14 — Rear Cover 5 — Spring Pin
15 — Speedometer Driven Gear Bushing 6 — Check Valve Pin
16 — Lockwasher, 1⁄2 (21) 7 — Oil Transfer Plate
17 — Bolt, 1⁄2-13 x 53⁄4 (21) (HT 750) A 8 — Ball, 1⁄4 Diameter
— Bolt, 1⁄2-13 x 2 (21) (HT 740) A 9 — Ball, 1⁄4 Diameter
18 — Internal Snapring 10 — Ball, 1⁄4 Diameter
(Use Before S/N 5660) 11 — Ball, 5⁄16 Diameter
19 — Output Shaft Assembly 12 — Ball, 1⁄4 Diameter
(HT 740, HT 750CRD) 13 — Ball, 1⁄4 Diameter
20 — Orifice Plug 14 — Ball, 1⁄4 Diameter
21 — Output Shaft And Bushing Assembly 15 — Ball, 1⁄4 Diameter
22 — Bushing 16 — Ball, 1⁄4 Diameter
23 — Output Shaft 17 — Bolt, 1⁄4-20 x 21⁄2 (3) A
24 — Speedometer Drive Gear 18 — Modulator Valve
25 — Spacer Sleeve 19 — Modulator Valve Spring
26 — Output Shaft Assembly (HT 750DRD) 20 — Retainer Washer
27 — Orifice Plug 21 — Valve Stop
28 — Output Shaft And Bushing Assembly 22 — Spring Adjusting Ring
29 — Bushing 23 — Modulator Actuator Valve
30 — Output Shaft 24 — Modulator Valve
31 — Self-Locking Nut 2–16 B 25 — Spring
32 — Dust Shield 26 — Adjusting Ring
33 — Lip-Type Oil Seal 27 — Retainer Pin
34 — Internal Snapring 28 — Modulator Pressure Valve Body
35 — Ball Bearing 29 — Separator Plate
36 — Bolt, 1⁄2-13 x 71⁄4 (3) (HT 750) A 30 — Control Valve Body
— Bolt, 1⁄2-13 x 31⁄4 (3) (HT 740) A 31 — Third-Clutch Trimmer Valve
37 — Lockwasher, 1⁄2 (3) 32 — Trimmer Plug
38 — Governor Assembly 33 — Trimmer Valve Secondary Spring
39 — Governor Pin And Gasket Assembly 34 — Trimmer Valve Primary Spring
40 — Governor Pin (2) 35 — Third-Clutch Trimmer Valve Stop
41 — Gasket 36 — First- And Reverse-Clutch Trimmer Valve
42 — Governor Cover 37 — Trimmer Plug
43 — Bolt, 5⁄16-18 x 9⁄16 (4) C 38 — Trimmer Valve Secondary Spring

Legend For Foldout 20 (cont’d)
39 —
Trimmer Valve Primary Spring 85 — 1–2 Modulator Valve (HT 740, 2nd Range
40 —
First-Clutch Trimmer Valve Stop Start, Late Production Units)
41 —
Second-Clutch Trimmer Valve 86 — 1–2 Shift Valve Spring (HT 740, 2nd Range
42 —
Trimmer Plug Start, Late Production Units)
43 —
Trimmer Valve Secondary Spring 87 — 1–2 Shift Valve Stop (HT 740, 2nd Range
44 —
Trimmer Valve Primary Spring Start, Late Production Units)
45 —
Second-Clutch Trimmer Valve Stop 88 — Spring Adjusting Ring (HT 740, 2nd Range
46 —
Trimmer Boost Accumulator Stop Start, Late Production Units)
47 —
Trimmer Boost Accumulator Valve Spring 89 — 1–2 Shift Valve Assist Spring (HT 740,
48 —
Trimmer Boost Accumulator Valve 2nd Range Start, Early Production Units)
49 —
Trimmer Valve Cover 90 — 1–2 Shift Valve (HT 740, 2nd Range Start,
Early Production Units)
50 —
Bolt, 1⁄4-20 x 5⁄8 (8) B
91 — Signal Plug (HT 740, 2nd Range Start,
51 —
Fourth-Clutch Trimmer Valve
Early Production Units)
52 —
Trimmer Plug
92 — Reverse Signal Sleeve (HT 740,
53 —
Trimmer Valve Secondary Spring 2nd Range Start, Early Production Units)
54 —
Trimmer Valve Primary Spring 93 — 1–2 (2–3) Shift Valve*
55 —
Fourth-Clutch Trimmer Valve Stop 94 — 1–2 (2–3) Modulator Valve*
56 —
Retainer Pin 95 — 1–2 (2–3) Shift Valve Spring*
57 —
Retainer Pin 96 — 1–2 (2–3) Shift Valve Stop*
58 —
2–3 (3–4) Relay Valve* 97 — Spring Adjusting Ring
59 —
2–3 (3–4) Relay Valve Spring* 98 — 2–3 (3–4) Shift Valve*
60 —
2–3 (3–4) Relay Valve Stop* 99 — 2–3 (3–4) Modulator Valve*
61 —
1–2 (2–3) Relay Valve* 100 — 2–3 (3–4) Shift Valve Spring*
62 —
1–2 (2–3) Relay Valve Spring* 101 — 2–3 (3–4) Shift Valve Stop*
63 —
Valve Spring Spacer 102 — Spring Adjusting Ring
64 —
Governor Screen Assembly 103 — Retainer Pin
65 —
Pipe Plug, 1⁄8 D 104 — 3–4 (4–5) Shift Valve*
66 —
Governor Accumulator Valve 105 — 3–4 (4–5) Modulator Valve*
67 —
Governor Accumulator Valve Spring 106 — 3–4 (4–5) Shift Valve Spring*
68 —
Governor Accumulator Valve Stop 107 — 3–4 (4–5) Shift Valve Stop*
69 —
Retainer Pin 108 — Spring Adjusting Ring
70 —
Special Bolt Assembly (HT 750) C 109 — Retainer Pin
71 —
Priority Valve Stop 110 — 3–4 (4–5) Relay Valve*
111 — Relay Valve Spring
72 —
Priority Valve Spring
112 — 3–4 (4–5) Relay Valve Stop*
73 —
Priority Valve 113 — Retainer Pin
74 —
Hold Regulator Valve 114 — Trimmer Regulator Valve
75 —
Hold Regulator Valve Spring 115 — Trimmer Regulator Valve Spring
76 —
Hold Regulator Valve Stop 116 — Trimmer Regulator Valve Stop
77 —
Washer 117 — Retainer Pin
78 —
Spring Adjusting Ring 118 — Hold Regulator Valve Stop
79 —
Retainer Pin 119 — Hold Regulator Valve Plug
80 —
Manual Selector Valve 120 — 1–2 Shift Assist Helper Valve (HT 740, 2nd
81 —
Manual Selector Valve Range Start, Later Production Units)
(Before S/N 10300 (HT 750) Torque lb ft N·m
82 — Retainer Pin A 8–12 11–16
83 — 1–2 Shift Valve Assist Spring (HT 740, 2nd B 4–6 6–8
Range Start, Late Production Units) C 36–43 49–58
84 — 1–2 Shift Valve (HT 740, 2nd Range Start, D 10–12 14–16
Late Production Units)
* Range designations in parentheses are for HT 750; others are for
HT 740.

F OLDOUT 20
A B
Foldout 20,A. First or Low Piston, Rear Cover, Output Shaft, And Governor (Exploded View) Foldout 20,B. Control Valve Assembly (Exploded View)
21,A 21,B
1 — Bolt, 1⁄4-20 x 3 (8) A 1 — Lockwasher, 3⁄8 (2)
2 — Lockup Cutoff Valve Body Assembly 2 — Bolt, 3⁄8-16 x 25⁄8 (2) A
3 — Plug 3 — Lockwasher, 3⁄8 (4)
4 — Second- And Third-Clutch Lockup Cutoff 4 — Bolt, 3⁄8-16 x 33⁄4 (4) A
Valve 5 — Lockwasher, 3⁄8 (2)
5 — Pin
6 — Bolt, 3⁄8-16 x 43⁄4 (2) A
6 — Lockup Cutoff Valve Body
7 — Plug B
7 — Pin (2)
8 — Third- And Fourth-Clutch Lockup Cutoff 8 — Input Retarder Control Valve Body Gasket
Valve 9 — Input Retarder Control Valve BodyAssembly
9 — Plug 10 — Oil Seal
10 — Plug 11 — Oil Seal
11 — First- And Second-Clutch Lockup Cutoff 12 — Internal Snapring
Valve 13 — Input Retarder Control Valve Body
12 — Bolt, 1⁄4-20 x 23⁄4 B 14 — Input Retarder Control Valve
13 — Low-Clutch Trimmer Valve Body Assembly 15 — Washer
14 — Low-Clutch Trimmer Valve Body 16 — Input Retarder Control Valve Spring
15 — Pin
17 — Washer
16 — Low Trimmer Valve
17 — Low Trimmer Plug
18 — Inner Spring 19 — Input Retarder Control Valve Cover Gasket
19 — Outer Spring 20 — Input Retarder Control Valve Cover
20 — Stop 21 — Lockwasher, 3⁄8 (2)
21 — Plug 22 — Bolt, 3⁄8-16 x 7⁄8 (2) A
22 — Bolt, 1⁄4-20 x 4 (6) B Torque lb ft N·m
23 — Low Shift Valve Body Assembly A 26–32 35–43
24 — Plug (HT 750CR And HT 754CR Only) B 16–20 22–27
25 — Low Shift Signal Valve (HT 750CR And
HT 754CR Only)
26 — Pin (HT 750CR And HT 754CR Only)
27 — Low Shift Valve Body
28 — Pin (2)
29 — Relay Valve
30 — Spring
31 — Stop
32 — Stop (Earlier Models)
33 — Plug (Earlier Models)
34 — Low Shift Signal Valve Adjusting Ring
35 — Washer
36 — Stop
37 — Spring
38 — Low Shift Signal Valve (HT 750DR Only)
Torque lb ft N·m
A 8–12 11–16
B 9–11 12–15

F OLDOUT 21
A B
Foldout 21,A. Lockup Cutoff, Low Shift, And Low Trimmer Valve Body Assemblies (Exploded View) Foldout 21,B. Input Retarder Valve Body Assembly (Exploded View)
22,A 22,B
1 — Bolt, 1⁄2-13 x 11⁄4 (8) A 1 — Roller Bearing
2 — Lockwasher, 1/2 (8) 2 — Transfer Drive Gear
3 — Bearing Retainer 3 — Roller Bearing
4 — Adapter Housing Gasket 4 — Bolt, 7⁄16-14 x 1 A
5 — Plug, 3⁄4 NPTF 5 — Lockwasher, 7⁄16
6 — Transfer Gear Housing 6 — Spindle Retainer Washer
7 — Plug, 1⁄4 NPTF 7 — Idler Gear Spindle
8 — Adapter Housing Gasket 8 — Roller Bearing Assembly
9 — Cup Plug 9 — Internal Snapring
10 — Lockwasher, 1⁄2 (8) 10 — Transfer Idler Gear
11 — Bolt, 1⁄2-13 x 11⁄4 (8) A 11 — Spacer
12 — Bearing Retainer 12 — Roller Bearing Assembly
13 — Drain Tube 13 — Self-Locking Nut, 2–16 B
14 — Oil Seal 14 — Single-Row Ball Bearing
15 — Baffle 15 — Spacer
16 — Bolt, 1⁄2-13 x 11⁄4 (8) A 16 — Spacer
17 — Lockwasher, 1⁄2 (8) 17 — Transfer Driven Shaft Assembly
18 — Bearing Retainer 18 — Output Shaft
19 — Speedo Drive Shaft 19 — Bearing And Race Assembly
20 — Washer 20 — Transfer Gear Driven Shaft Assembly
21 — Gasket 21 — Output Shaft
22 — Drive Sleeve Assembly 22 — Needle Roller Bearing Assembly
23 — Oil Seal 23 — Transfer Gear Driven Shaft
24 — Washer 24 — Transfer Driven Gear
25 — Sleeve 25 — Spacer
26 — Bolt, 5⁄16-18 x 7⁄8 (2) B 26 — Spacer
— Screw Assembly (2) B 27 — Single-Row Ball Bearing
27 — Baffle 28 — Spacer
28 — Oil Seal 29 — Self-Locking Nut, 2–16 B
29 — Bearing Retainer 30 — Transfer Gear Driven Shaft Assembly
30 — Drain Tube 31 — Needle Roller Bearing
31 — Bolt, 1⁄2-13 x 11⁄4 (8) A 32 — Output Shaft
33 — Bolt, 1⁄2-13 x 11⁄4 (8) A
Torque lb ft N·m
34 — Lockwasher, 1⁄2 (8) A 42–50 57–68
35 — Bearing Retainer B 600–800 813–1085
36 — Oil Seal
Torque lb ft N·m
A 67–80 91–108
B 13–16 18–22

F OLDOUT 22
A B
;;;;;
;;;;;
;;;;;
1
;;;;;
2
4
56
7
8
9
10
13 11
14 12
15
17
18
16
19
22 24
20
25
21
27
28
29
23
26
31
30
32
31
V03896
Foldout 22,A. Transfer Gear Housing (Exploded View) Foldout 22,B. Transfer Gears And Transfer Gear Driven Shaft (Exploded View)
23,A 49 — Bearing Retainer

1 — Disconnect Clutch Housing Gasket 51 — Bolt, 1⁄2-13 x 11⁄2 (6) A
2 — Output Drive Gear 52 — Oil Seal
3 — External Snapring 53 — Shim, 0.025
4 — Output-Driven Coupling 54 — Shim, 0.005 (4)
5 — Shifter Fork 55 — Retainer
6 — Disconnect Clutch Housing 56 — Locking Strip
7 — Oil Seal 57 — Bolt, 1⁄2-20 x 11⁄4 (2) B
8 — Rod Wiper Seal
9 — Shifter Fork Shaft Torque lb ft N·m
10 — External Snapring A 67–80 91–108
11 — Output Shaft B 96–115 130–156
12 — Detent Spring
13 — Detent Ball (2) 23,B
14 — Bearing Retainer Gasket
1 — Bolt, 1⁄2-20 x 11⁄4 (2) A
2 — Lock Strip
16 — Bearing Retainer
3 — Retainer
4 — Shim, 0.025
18 — Bolt, 1⁄2-13 x 11⁄2 (6) A
5 — Shim, 0.005 (4)
19 — Oil Seal
6 — Oil Seal
20 — Shim, 0.025
7 — Bolt, 1⁄2-13 x 11⁄2 (6) B
21 — Shim, 0.005 (4)
22 — Retainer
9 — Bearing Retainer
23 — Locking Strip
24 — Bolt, 1⁄2-20 x 11⁄4 (2) B
11 — Bearing Retainer Gasket
25 — Bolt, 1⁄2-13 x 11⁄2 (6) A
12 — Output Shaft
27 — Disconnect Clutch Housing Adapter
14 — Detent Ball (2)
29 — Bolt, 1⁄2-13 x 11⁄4 (6) A
16 — Shifter Fork Shaft
30 — Disconnect Clutch Housing Gasket
31 — Output Drive Gear
18 — Oil Seal
19 — Disconnect Clutch Housing
33 — Output Drive Coupling
20 — Bolt, 1⁄2-13 x 11⁄2 (4) B
34 — Shifter Fork
35 — Disconnect Clutch Housing
22 — Bolt, 1⁄2-13 x 21⁄2 (2) B
37 — Bolt, 1⁄2-13 x 21⁄2 (2) A
24 — Shifter Fork
38 — Oil Seal
25 — Output Drive Coupling
40 — Shifter Fork Shaft
27 — Output Drive Gear
41 — Bolt, 1⁄2-13 x 11⁄2 (4) A
28 — Disconnect Clutch Housing Gasket
29 — Disconnect Clutch Housing Adapter
30 — Bolt, 1⁄2-13 x 11⁄4 (6) B
44 — Output Shaft
46 — Detent Ball (2) Torque lb ft N·m
47 — Bearing Retainer Gasket A 96–115 130–156
48 — Single-Row Ball Bearing B 67–80 91–108

F OLDOUT 23
A B
Foldout 23,A. Rear Output Disconnect Clutch (Exploded View) Foldout 23,B. Front Output Disconnect Clutch (Exploded View)

ALISSON HT 700 Hydr Service Manual

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ALISSON HT 700 Hydr Service Manual

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SM1270EN

Printed in the U.S.A. Copyright © 1997 General Motors Corp.

ii Copyright © 1997 General Motors Corp.

IT IS YOUR RESPONSIBILITY to be completely familiar with the Warnings and Cau-

WARNINGS, CAUTIONS, AND NOTES

Copyright © 1997 General Motors Corp. iii

IT IS YOUR RESPONSIBILITY TO BE FAMILIAR WITH ALL OF THEM.

iv Copyright © 1997 General Motors Corp.

Section 1. GENERAL INFORMATION 2–8. OIL PUMP ASSEMBLY

Copyright © 1997 General Motors Corp. v

2–18. PLANETARY GEARING (HT 750DR) 2–31. HYDRAULIC SYSTEM

vi Copyright © 1997 General Motors Corp.

2–34. TORQUE PATHS THROUGH 3–10. LINKAGE

Copyright © 1997 General Motors Corp. vii

3–16. OUTPUT SEAL AND BEARING h. Inspecting Sealrings, Gaskets . . . . . . . . 4–12

viii Copyright © 1997 General Motors Corp.

5–5. REMOVING REMOTE COVER, FLYWHEEL, 5–13. REMOVING REAR COMPONENTS

Copyright © 1997 General Motors Corp. ix

x Copyright © 1997 General Motors Corp.

6–24. TRANSFER GEAR HOUSING AND GEARS 7–2. CLUTCH CLEARANCES

6–27. GOVERNOR 7–4. ESTABLISHING CLUTCH CLEARANCES,

6–33. LOCKUP CUTOFF VALVE BODY 7–9. INSTALLING REAR COMPONENTS

Copyright © 1997 General Motors Corp. xi

7–10. INSTALLING GEAR UNIT, SECOND 7–20. INSTALLATION OF TRANSFER GEAR

xii Copyright © 1997 General Motors Corp.

Copyright © 1997 General Motors Corp. xiii

xiv Copyright © 1997 General Motors Corp.

• Troubleshooting and part inspection 4. Reasonable and prudent maintenance prac-

1. The text is supported with photographs, line 1–2. SUPPLEMENTARY INFORMATION

Copyright © 1997 General Motors Corp. 1–1

CONVERTER ACCESS COVER

BRAKE MOUNTING PAD

Figure 1–1. Model HT 740 Transmission — Left-Rear View

BREATHER TO COOLER TEMPERATURE

Figure 1–2. Model HT 740 Transmission — Right-Front View

1–2 Copyright © 1997 General Motors Corp.

BRAKE MOUNTING PAD

FROM FILTER REAR

Figure 1–3. Model HT 750 Transmission — Left-Rear View

BREATHER TO COOLER TEMPERATURE

Figure 1–4. Model HT 750 Transmission — Right-Front View

Copyright © 1997 General Motors Corp. 1–3

CONVERTER TOP PTO COVER

Figure 1–5. Model HT 750 Transmission — Left-Rear View

OIL FILLER TUBE INPUT RETARDER FROM COOLER

Figure 1–6. Model HT 750 Transmission — Right-Front View

1–4 Copyright © 1997 General Motors Corp.

Figure 1–7. Model HT 750 Transmission — Left-Front View

Figure 1–8. Model HT 750 Transmission — Right-Rear View

Copyright © 1997 General Motors Corp. 1–5

SERIAL NO. PART NO. 3. A manually-controlled valve admits fluid to a

1–6 Copyright © 1997 General Motors Corp.

Table 1–1. Specifications and Data

Copyright © 1997 General Motors Corp. 1–7

INPUT RATINGS — HT 750DR

INPUT RATINGS — HT 754CR

1–8 Copyright © 1997 General Motors Corp.

TC 470 TC 487 TC 488 TC 495 TC 496 TC 497 TC 498 TC 499 TC 777

Oil Pan Depth

Initial fill* 42.8 30 34

* Does not include external circuits

Copyright © 1997 General Motors Corp. 1–9

** Units incorporating all range lockup

Rear Governor Pressure: