HT 700 Hydr Service Manual SM1270 199904

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 purchased from authorized Allison Transmission service outlets.
Look in your telephone directory under the heading of Transmissions Truck, Tractor, etc.
ii
IMPORTANT SAFETY NOTICE

IT IS YOUR RESPONSIBILITY to be completely familiar with the Warnings and Cautions 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 equipment, 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. Consequently, Allison Transmission has not undertaken any such broad evaluation. Accordingly, ANYONE WHO USES A SERVICE PROCEDURE OR TOOL WHICH IS NOT
RECOMMENDED BY ALLISON TRANSMISSION MUST first be thoroughly satisfied
that neither personal safety nor equipment safety will be jeopardized by the service
methods selected.
Proper service and repair are important to the safe, reliable operation of the equipment.
The service procedures recommended by Allison Transmission and described in this Service Manual are effective methods for performing service operations. Some of these service 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.
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 fourthclutch 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
TABLE OF CONTENTS
Paragraph
Page
Section 1. GENERAL INFORMATION

11. SCOPE OF MANUAL
a. Coverage . . . . . . . . . . . . . . . . . . . . . . . . . 11
b. Illustrations. . . . . . . . . . . . . . . . . . . . . . . . 11
c. Maintenance Information. . . . . . . . . . . . . 11
12. SUPPLEMENTARY INFORMATION . . . . 11
13. ORDERING PARTS
a. Transmission Nameplate . . . . . . . . . . . . . 11
b. Parts Catalog . . . . . . . . . . . . . . . . . . . . . . 11
14. GENERAL DESCRIPTION
a. Automatic Shifting. . . . . . . . . . . . . . . . . . 16
b. Torque Converter . . . . . . . . . . . . . . . . . . . 16
c. Lockup Clutch . . . . . . . . . . . . . . . . . . . . . 16
d. Hydraulic Input Retarder . . . . . . . . . . . . . 16
e. Power Takeoff Provisions . . . . . . . . . . . . 16
f. Planetary Gearing, Clutches . . . . . . . . . . 16
g. Control Valve Body Assembly . . . . . . . . 16
h. Output Transfer Housing (Dropbox) . . . . 17
i. Output Disconnects . . . . . . . . . . . . . . . . . 17
15. OPERATING INSTRUCTIONS . . . . . . . . . 17
16. SPECIFICATIONS AND DATA . . . . . . . . . 17
Section 2. DESCRIPTION AND OPERATION

21. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
22. TRANSMISSION MOUNTING
a. Direct Mount
(Straight-Through Models) . . . . . . . . . . . 21
b. Remote Mount
(Straight-Through Models) . . . . . . . . . . . 21
c. Direct Mount (Dropbox Models). . . . . . . 21
d. Remote Mount (Dropbox Models) . . . . . 21
23. INPUT DRIVE
a. Direct Drive . . . . . . . . . . . . . . . . . . . . . . . 21
b. Remote Drive . . . . . . . . . . . . . . . . . . . . . . 21
24. TORQUE CONVERTER
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 21
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 22
25. LOCKUP CLUTCH
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 22
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 22
c. Shift Points. . . . . . . . . . . . . . . . . . . . . . . . 22
26. TORQUE CONVERTER HOUSING. . . . . . 23
27. HYDRAULIC INPUT RETARDER . . . . . . 23
Paragraph
Page
28. OIL PUMP ASSEMBLY

a. Description . . . . . . . . . . . . . . . . . . . . . . . . 24
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 24
29. FRONT SUPPORT AND VALVE ASSEMBLY
24
210. DESIGNATION OF CLUTCHES,
PLANETARY GEAR SETS
a. Necessary for Clarity of Description . . . . 24
b. Clutch Designations . . . . . . . . . . . . . . . . . 24
c. Planetary Gear Set Designations . . . . . . . 24
211. FORWARD CLUTCH AND TURBINE SHAFT
a. Function Differs Among Models. . . . . . . 24
b. Description . . . . . . . . . . . . . . . . . . . . . . . . 25
c. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 25
212. FOURTH CLUTCH
b. Description . . . . . . . . . . . . . . . . . . . . . . . . 26
c. Operation (All Models) . . . . . . . . . . . . . . 26
213. SECOND AND THIRD CLUTCH, AND
CENTER SUPPORT
b. Description . . . . . . . . . . . . . . . . . . . . . . . . 26
c. Operation of Third Clutch
(All Models). . . . . . . . . . . . . . . . . . . . . . . 27
d. Operation of Second Clutch
(All Models). . . . . . . . . . . . . . . . . . . . . . . 27
214. FIRST CLUTCH
b. Description . . . . . . . . . . . . . . . . . . . . . . . . 27
c. Operation (HT 740, HT 747) . . . . . . . . . . 27
d. Operation (HT 750CR, HT 754CR) . . . . 27
e. Operation (HT 750DR) . . . . . . . . . . . . . . 28
215. LOW CLUTCH
b. Description . . . . . . . . . . . . . . . . . . . . . . . . 28
c. Operation (HT 750CR, HT 754CR) . . . . 28
d. Operation (HT 750DR) . . . . . . . . . . . . . . 28
216. PLANETARY GEARING (HT 740, HT 747)
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 28
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 29
217. PLANETARY GEARING
(HT 750CR, HT 754CR)
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 29
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . . 29
HT 700 SERIES TRANSMISSIONS (HYDRAULIC CONTROLS)

Paragraph
Page
218. PLANETARY GEARING (HT 750DR)

a. Description . . . . . . . . . . . . . . . . . . . . . . 210
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 210
219. SPEEDOMETER DRIVE
(Straight-Through Models)
a. Description . . . . . . . . . . . . . . . . . . . . . . 210
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 210
220. GOVERNOR
a. Description . . . . . . . . . . . . . . . . . . . . . . 210
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 210
221. CONTROL VALVE ASSEMBLY
a. Description . . . . . . . . . . . . . . . . . . . . . . 211
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 211
222. LOW SHIFT AND LOW TRIMMER VALVES
a. Description . . . . . . . . . . . . . . . . . . . . . . 211
b. Operation . . . . . . . . . . . . . . . . . . . . . . . . 211
223. LOCKUP CUTOFF VALVES
a. Description . . . . . . . . . . . . . . . . . . . . . .
b. Description, Consistent Hydraulic
Controls (CHC) . . . . . . . . . . . . . . . . . . .
c. Operation (HT 740, HT 747) . . . . . . . .
d. Operation (HT 750DR) . . . . . . . . . . . . .
211
211
211
212
224. SECOND-RANGE START (HT 740, HT 747,

HT 750CR, HT 754CR)
a. Description . . . . . . . . . . . . . . . . . . . . . . 212
b. Forward-Range Operation
(Vehicle Stationary) . . . . . . . . . . . . . . . 212
c. First-Range Operation . . . . . . . . . . . . . . 212
d. Reverse-Range Operation
(Earlier Models) . . . . . . . . . . . . . . . . . . 212
e. Reverse-Range Operation
(Later Models). . . . . . . . . . . . . . . . . . . . 212
225. OIL PAN AND OIL FILTER
a. Description . . . . . . . . . . . . . . . . . . . . . . 212
b. Function. . . . . . . . . . . . . . . . . . . . . . . . . 213
226. REAR ADAPTER HOUSING . . . . . . . . . . 213
227. REAR COVER . . . . . . . . . . . . . . . . . . . . . . 213
228. TRANSFER GEAR HOUSING
ADAPTER . . . . . . . . . . . . . . . . . . . . . . . . . 213
(Dropbox) . . . . . . . . . . . . . . . . . . . . . . . . . . 213
230. MANUAL DISCONNECT CLUTCH . . . . 213
vi
Paragraph
Page
231. HYDRAULIC SYSTEM

a. System Functions . . . . . . . . . . . . . . . . . 213
b. System Schematics . . . . . . . . . . . . . . . . 214
c. Oil Filter, Pump Circuit. . . . . . . . . . . . . 214
d. Main Pressure Circuit . . . . . . . . . . . . . . 214
e. Converter, Cooler, Lubrication
Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . 214
f. Selector Valve, Forward Regulator
Circuits . . . . . . . . . . . . . . . . . . . . . . . . . 214
g. Rear Governor Circuit. . . . . . . . . . . . . . 215
h. Modulator Pressure Circuit . . . . . . . . . . 216
i. Trimmer Regulator Valve . . . . . . . . . . . 216
j. Trimmer Valves. . . . . . . . . . . . . . . . . . . 216
k. Lockup Circuit (Actuated by Front
Governor) (HT 740, HT 747, HT 750) . . 217
l. Lockup Circuit (Actuated by Rear
Governor) (HT 740, HT 747) . . . . . . . . 217
m. Priority Valve . . . . . . . . . . . . . . . . . . . . 217
n. Clutch Circuits, Drive Ranges
(HT 740, HT 747) . . . . . . . . . . . . . . . . . 217
o. Clutch Circuit, Drive Ranges
(HT 750CR, HT 754CR). . . . . . . . . . . . 218
p. Clutch Circuit, Drive Ranges
(HT 750DR) . . . . . . . . . . . . . . . . . . . . . 219
q. Automatic Upshifts . . . . . . . . . . . . . . . . 220
r. Automatic Downshifts . . . . . . . . . . . . . 221
s. Downshift and Reverse Inhibiting . . . . 221
232. TORQUE PATHS THROUGH
TRANSMISSION (HT 740, HT 747)
a. Converter Operation . . . . . . . . . . . . . . .
b. Lockup Operation . . . . . . . . . . . . . . . . .
c. Neutral Operation . . . . . . . . . . . . . . . . .
d. First-Range Operation . . . . . . . . . . . . . .
e. Second-Range Operation . . . . . . . . . . .
f. Third-Range Operation . . . . . . . . . . . . .
g. Fourth-Range Operation . . . . . . . . . . . .
h. Reverse-Range Operation . . . . . . . . . . .
221
221
222
223
224
225
226
227

TRANSMISSION (HT 750CR, HT 754CR)
a. Converter Operation . . . . . . . . . . . . . . . 228
b. Lockup Operation . . . . . . . . . . . . . . . . . 228
c. Neutral Operation . . . . . . . . . . . . . . . . . 228
d. First-Range Operation . . . . . . . . . . . . . . 229
e. Second-Range Operation . . . . . . . . . . . 230
f. Third-Range Operation . . . . . . . . . . . . . 231
g. Fourth-Range Operation . . . . . . . . . . . . 232
h. Fifth-Range Operation. . . . . . . . . . . . . . 233
i. Reverse-Range Operation . . . . . . . . . . . 234
TABLE OF CONTENTS
Paragraph
Page

TRANSMISSION (HT 750DR)
a. Converter Operation . . . . . . . . . . . . . . . 235
b. Lockup Operation . . . . . . . . . . . . . . . . . 235
c. Neutral Operation. . . . . . . . . . . . . . . . . . 235
d. First-Range Torque Path . . . . . . . . . . . . 236
e. Second-Range Operation . . . . . . . . . . . . 237
f. Third-Range Operation . . . . . . . . . . . . . 238
g. Fourth-Range Operation . . . . . . . . . . . . 239
h. Fifth-Range Operation . . . . . . . . . . . . . . 240
i. Reverse-Range Operation . . . . . . . . . . . 241
TRANSMISSION (HT 750DR DB) . . . . . . 242
Section 3. PREVENTIVE MAINTENANCE

31. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
32. INSPECTION AND CARE . . . . . . . . . . . . . 31
33. DIPSTICK CALIBRATION
a. Description . . . . . . . . . . . . . . . . . . . . . . . . 31
b. Procedure . . . . . . . . . . . . . . . . . . . . . . . . . 31
34. FLUID LEVEL CHECKS
a. Importance of Proper Fluid Level . . . . . . 34
b. Foaming and Aerating . . . . . . . . . . . . . . . 34
c. Fluid Level Check Procedure . . . . . . . . . 34
d. Dropbox Oil Check . . . . . . . . . . . . . . . . . 35
35. TRANSMISSION FLUID
RECOMMENDATIONS
a. Recommended Fluids . . . . . . . . . . . . . . . 36
b. Cold Weather Start-up . . . . . . . . . . . . . . . 36
36. TRANSMISSION FLUID ANALYSIS TEST
RECOMMENDATIONS . . . . . . . . . . . . . . . 36
37. CHANGING THE FLUID AND FILTERS
a. Cleanliness . . . . . . . . . . . . . . . . . . . . . . . . 36
b. Transmission Fluid and Filter Change
Intervals . . . . . . . . . . . . . . . . . . . . . . . . . . 37
c. Oil Capacity . . . . . . . . . . . . . . . . . . . . . . . 38
d. Fluid and Filter Change Procedure . . . . . 38
38. FLUID CONTAMINATION
a. Monitoring Contaminant Levels . . . . . . . 39
b. Examine at Fluid Change. . . . . . . . . . . . . 39
c. Metal Particles . . . . . . . . . . . . . . . . . . . . . 39
d. Coolant Leakage . . . . . . . . . . . . . . . . . . . 39
e. Auxiliary Filter. . . . . . . . . . . . . . . . . . . . . 39
39. BREATHER . . . . . . . . . . . . . . . . . . . . . . . . 310
Paragraph
Page
310. LINKAGE
a. General Information. . . . . . . . . . . . . . . . 310
b. Selector Lever Installation and
Adjustment . . . . . . . . . . . . . . . . . . . . . . . 310
c. Input Retarder Linkage Adjustment . . . 310
d. Modulator Valve Actuator
Adjustment . . . . . . . . . . . . . . . . . . . . . . . 310
e. Disconnect Control Linkage
(Dropbox Models Only). . . . . . . . . . . . . 311
311. SHIFT SPEED ADJUSTMENTS
a. Calibrated on Test Stand or in
Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . 311
b. Location of Adjusting Components. . . . 311
c. Checks Before Adjusting Shift Points . . 311
d. Calibration by Road Test Method
(Using Tachometer Readings) . . . . . . . . 312
e. Calibration by Alternate Road Test
Method (Using Speedometer
Readings) . . . . . . . . . . . . . . . . . . . . . . . . 312
f. Calibration by Test Stand Method. . . . . 312
312. EXTERNAL LINES AND OIL COOLER
a. External Lines . . . . . . . . . . . . . . . . . . . . 321
b. Oil Cooler. . . . . . . . . . . . . . . . . . . . . . . . 321
313. TRANSMISSION STALL TEST
a. Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . 321
b. Stall Test Preparation. . . . . . . . . . . . . . . 321
c. Stall Test Procedures Vehicles
Without Smoke-Controlled Engines . . . 322
d. Stall Test Procedures Vehicles With
Smoke-Controlled Engines . . . . . . . . . . 322
e. Neutral Cool-Down Check Procedure. . 322
f. Results . . . . . . . . . . . . . . . . . . . . . . . . . . 322
314. PRESERVATION AND STORAGE
a. Storage, New Transmissions
(Prior to Installation) . . . . . . . . . . . . . . . 323
b. Preservation Methods. . . . . . . . . . . . . . . 323
c. Storage, One Year Without Fluid . . . 323
d. Storage, One Year With Fluid . . . . . 323
e. Restoring Transmission to Service . . . . 323
315. RETAINING INPUT OR OUTPUT FLANGE
a. Removal . . . . . . . . . . . . . . . . . . . . . . . . . 324
b. Installation . . . . . . . . . . . . . . . . . . . . . . . 324
vii

Paragraph
Page
316. OUTPUT SEAL AND BEARING

REPLACEMENT IN VEHICLE
a. Removal. . . . . . . . . . . . . . . . . . . . . . . . . 324
b. Installation . . . . . . . . . . . . . . . . . . . . . . . 325
317. REPLACING MANUAL DISCONNECT
OUTPUT SEAL
a. Remove Seal . . . . . . . . . . . . . . . . . . . . . 325
b. Install Seal . . . . . . . . . . . . . . . . . . . . . . . 325
318. CHECKING OIL PRESSURES . . . . . . . . . 326
319. TROUBLESHOOTING BEFORE
REMOVAL OR OPERATION
a. Visual Inspection. . . . . . . . . . . . . . . . . . 327
b. System Knowledge . . . . . . . . . . . . . . . . 327
c. Monitoring Contaminant Levels . . . . . . 327
320. TROUBLESHOOTING DURING
OPERATION
a. Determine Trouble Cause . . . . . . . . . . . 328
b. Properly Tuned Engine . . . . . . . . . . . . . 328
321. TROUBLESHOOTING AFTER
REMOVAL. . . . . . . . . . . . . . . . . . . . . . . . . 329
322. TROUBLESHOOTING CHART. . . . . . . . 329
Section 4. GENERAL OVERHAUL

INFORMATION
41. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
42. TOOLS AND EQUIPMENT
a. Improvised Tools and Equipment . . . . . . 41
b. Special Tools . . . . . . . . . . . . . . . . . . . . . . 41
c. Mechanics Tools, Shop Equipment . . . . 41
43. REPLACEMENT PARTS
a. Ordering Information . . . . . . . . . . . . . . . 42
b. Parts Normally Replaced. . . . . . . . . . . . . 42
44. CAREFUL HANDLING . . . . . . . . . . . . . . . 42
45. CLEANING, INSPECTION
a. Dirt Causes Malfunction . . . . . . . . . . . . . 42
b. Cleaning Parts . . . . . . . . . . . . . . . . . . . . . 42
c. Cleaning Bearings . . . . . . . . . . . . . . . . . 410
d. Keeping Bearings Clean . . . . . . . . . . . . 410
e. Inspecting Cast Parts, Machined
Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . 410
f. Inspecting Bearings . . . . . . . . . . . . . . . . 412
g. Inspecting Bushings, Thrust Washers . . 412
viii
Paragraph
h.
i.
j.
k.
l.
m.
n.
o.
Inspecting Sealrings, Gaskets . . . . . . . .

Inspecting Gears . . . . . . . . . . . . . . . . . .
Inspecting Splined Parts . . . . . . . . . . . .
Inspecting Threaded Parts . . . . . . . . . . .
Inspecting Snaprings . . . . . . . . . . . . . . .
Inspecting Springs . . . . . . . . . . . . . . . . .
Inspecting Clutch Plates . . . . . . . . . . . .
Inspecting Swaged, Interference-Fit
Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . .
p. Inspecting Balls in Clutch Housings. . .
q. Inspecting Sealing Surfaces . . . . . . . . .
Page
412
412
413
413
413
413
413
413
413
413
46. ASSEMBLY PROCEDURES

a. Clutches, Pistons . . . . . . . . . . . . . . . . . .
b. Parts Lubrication . . . . . . . . . . . . . . . . . .
c. Threaded Plugs, Hydraulic Fittings . . .
d. Grease Used for Assembly . . . . . . . . . .
e. Sealing Compounds, Nonsoluble
Greases . . . . . . . . . . . . . . . . . . . . . . . . .
f. Lip-Type Seals . . . . . . . . . . . . . . . . . . .
g. Butt-Joint Sealrings . . . . . . . . . . . . . . . .
h. Interference-Fit Parts. . . . . . . . . . . . . . .
i. Sleeve-Type Bearings . . . . . . . . . . . . . .
j. Bearings (Ball or Roller) . . . . . . . . . . . .
414
414
414
414
415
415
47. REMOVING (OR INSTALLING)

TRANSMISSION
a. Drain Fluid . . . . . . . . . . . . . . . . . . . . . .
b. Check Linkages and Lines . . . . . . . . . .
c. Clean Transmission . . . . . . . . . . . . . . . .
d. Reconnect at Installation . . . . . . . . . . . .
48. WEAR LIMITS. . . . . . . . . . . . . . . . . . . . . .
49. SPRING SPECIFICATIONS . . . . . . . . . . .
410. TORQUE SPECIFICATIONS . . . . . . . . . .
415
415
415
415
415
415
415
413
413
414
414
Section 5. DISASSEMBLY OF
TRANSMISSION
51. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
52. REMOVING EXTERNAL COMPONENTS
a. Mounting Transmission in Overhaul
Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
b. Removing External Components . . . . . . 51
53. REMOVAL OF MANUAL OUTPUT
DISCONNECT ASSEMBLIES
(Dropbox Models)
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . . 52
54. SEPARATING DROPBOX FROM
TRANSMISSION
a. Removal of Transfer Gear Housing . . . . 52
TABLE OF CONTENTS
Paragraph
Page
Paragraph
Page
55. REMOVING REMOTE COVER, FLYWHEEL,

AND LOCKUP CLUTCH
a. Removing Remote Front Cover. . . . . . . . 53
b. Removing Flywheel Assembly . . . . . . . . 54
c. Removing Converter Stator . . . . . . . . . . . 54
513. REMOVING REAR COMPONENTS

(HT 740, 747)
a. Governor . . . . . . . . . . . . . . . . . . . . . . . . 517
b. Rear Cover . . . . . . . . . . . . . . . . . . . . . . . 517
c. First Clutch. . . . . . . . . . . . . . . . . . . . . . . 517
56. REMOVING OIL PAN AND SCREEN

a. 6, 7 and 812 Inch Oil Pans and Screen . . 55
b. 412 Inch Oil Pan and Screen . . . . . . . . . . 55

(HT 750CR, 754CR)
a. Governor . . . . . . . . . . . . . . . . . . . . . . . . 518
b. Rear Cover . . . . . . . . . . . . . . . . . . . . . . . 518
c. Low Planetary and Clutch . . . . . . . . . . . 518
d. First Clutch and Ring Gear . . . . . . . . . . 519
57. REMOVING VALVE BODIES

a. Valve Bodies for HT 740, 747. . . . . . . . . 56
b. Valve Bodies for All HT 750 Models
and 754CR . . . . . . . . . . . . . . . . . . . . . . . . 57
58. REMOVING TORQUE CONVERTER
PUMP AND PTO COMPONENTS
a. Converter Pump . . . . . . . . . . . . . . . . . . . . 58
b. Scavenge Pump Assembly. . . . . . . . . . . 510
c. Power Takeoff . . . . . . . . . . . . . . . . . . . . 511
59. REMOVING CONVERTER HOUSING
a. Housing With 2-Bolt Top Cover
(No Input Retarder) . . . . . . . . . . . . . . . . 512
b. Housing With 2-Bolt Top Cover
(With Input Retarder). . . . . . . . . . . . . . . 512
c. Housing With 8-Bolt Top Cover
(No Input Retarder) . . . . . . . . . . . . . . . . 513
d. Housing With 8-Bolt Top Cover
(With Input Retarder). . . . . . . . . . . . . . . 513
510. REMOVING INPUT RETARDER VALVE
BODY, HOUSING AND FRONT SUPPORT,
AND SLEEVE ASSEMBLY
a. Input Retarder Valve Body
Assembly . . . . . . . . . . . . . . . . . . . . . . . . 514
b. Input Retarder, Housing and Front
Support, and Sleeve Assembly . . . . . . . 514
511. REMOVING FORWARD, FOURTH, THIRD
CLUTCHES
a. Forward, Fourth Clutches . . . . . . . . . . . 515
b. Third Clutch . . . . . . . . . . . . . . . . . . . . . . 515
512. REMOVING CENTER SUPPORT, GEAR
UNIT, SECOND CLUTCH
(HT 740, 747, and All HT 750DR Models)
a. Center Support . . . . . . . . . . . . . . . . . . . . 516
b. Gear Unit . . . . . . . . . . . . . . . . . . . . . . . . 516
c. Second Clutch . . . . . . . . . . . . . . . . . . . . 517
515. REMOVING CENTER SUPPORT, GEAR

UNIT, SECOND CLUTCH (HT 750CR, 754CR)
a. Supporting Gear Unit. . . . . . . . . . . . . . . 520
b. Removing Components . . . . . . . . . . . . . 520
(HT 750DR)
a. Governor . . . . . . . . . . . . . . . . . . . . . . . . 521
b. Rear Cover . . . . . . . . . . . . . . . . . . . . . . . 521
c. Low Planetary and Clutch . . . . . . . . . . . 521
d. First Clutch and Ring Gear . . . . . . . . . . 523
Section 6. REBUILD OF SUBASSEMBLIES

61. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
62. GENERAL INFORMATION FOR
SUBASSEMBLY REBUILD . . . . . . . . . . . . 61
63. FLYWHEEL, LOCKUP CLUTCH,
CONVERTER TURBINE
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . . 61
b. Rebuilding Flywheel and Lockup-Clutch
Backplate . . . . . . . . . . . . . . . . . . . . . . . . . 62
c. Rebuilding Converter Turbine
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 64
d. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 66
64. TORQUE CONVERTER STATOR
ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . . 66
b. Rebuilding Stator Assembly . . . . . . . . . . 67
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 68
65. TORQUE CONVERTER PUMP ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 610
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 610
ix

Paragraph
Page
66. CONVERTER HOUSING WITH 2-BOLT TOP

COVER, FRONT SUPPORT, OIL PUMP
(Models Without Input Retarder or EngineDriven PTO)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 611
b. Rebuild of Front Support . . . . . . . . . . . 613
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 615
COVER, RETARDER PLATE, OIL PUMP
(Models Without Engine-Driven PTO)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 618
b. Rebuild of Retarder Plate . . . . . . . . . . . 619
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 619
COVER, RETARDER PLATE, OIL PUMP
(Models With Engine-Driven PTO)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 619
b. Rework of Retarder Plate . . . . . . . . . . . 621
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 621
Paragraph
Page
c. Rework of Forward- (or Fourth-) Clutch

Housing Rotating Sealring Bore . . . . . . 627
d. Rework of Forward-Clutch Housing
Inner Seal Hub (HT 750DRD
Transmissions Only) . . . . . . . . . . . . . . . 628
e. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 628
614. FOURTH-CLUTCH ASSEMBLY
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 631
b. Rework of Fourth-Clutch Housing
Rotating Sealring Bore . . . . . . . . . . . . . 632
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 633
615. CENTER SUPPORT ASSEMBLY
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 634
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 635
616. GEAR UNIT AND MAIN SHAFT
ASSEMBLY (HT 740, 747)
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 637
b. Replacing Sun Gear Shaft Bushings . . . 638
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 638

COVER, FRONT SUPPORT, OIL PUMP
(Models Without Input Retarder and With
Engine-Driven PTO)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 622
b. Machining Converter Housing to Accept
New PTO Configuration . . . . . . . . . . . . 622
c. Rework of Front Support . . . . . . . . . . . 622
d. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 622

ASSEMBLY (HT 750DR, HT 750DR DB)
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 640
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 640
610. SCAVENGE OIL PUMP, PTO IDLER GEAR

a. Disassembly . . . . . . . . . . . . . . . . . . . . . 623
b. Machining Scavenge Pump-Driven
Gear Bushing. . . . . . . . . . . . . . . . . . . . . 623
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 624
643
611. INPUT RETARDER VALVE BODY

ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 624
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 624
612. INPUT RETARDER HOUSING, FRONT
SUPPORT
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 624
b. Rebuild of Front Support . . . . . . . . . . . 625
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 625
613. FORWARD CLUTCH AND TURBINE SHAFT
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 625
b. Rework of Forward-Clutch Turbine
Shaft and Housing . . . . . . . . . . . . . . . . . 627
x

ASSEMBLY (HT 750CR, HT 754CR)
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 641
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 642
619. PLANETARY CARRIER ASSEMBLIES
a. Assembly Inspection . . . . . . . . . . . . . . .
b. Removal, Installation of Pinion
Components. . . . . . . . . . . . . . . . . . . . . .
c. Replacing Bushing in Front Planetary
Carrier Assemblies . . . . . . . . . . . . . . . .
d. Replacing Bushing In Rear Planetary
Carrier Assemblies . . . . . . . . . . . . . . . .
643
646
647
620. LOW SUN GEAR AND HUB

(HT 750DR, HT 750DR DB) . . . . . . . . . . . 647
621. ADAPTER HOUSING ASSEMBLY (HT 750)
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 647
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 648
622. REAR COVER ASSEMBLY
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 649
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 650
623. TRANSMISSION HOUSING
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 653
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 653
TABLE OF CONTENTS
Paragraph
Page
624. TRANSFER GEAR HOUSING AND GEARS

a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 654
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 656
625. TRANSFER GEAR HOUSING ADAPTER,
OUTPUT SHAFTS
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 659
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 659
626. FLEXPLATE ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 660
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 660
627. GOVERNOR
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 660
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 660
628. OUTPUT MANUAL DISCONNECT
ASSEMBLIES
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 660
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 661
629. ESTABLISHING CLUTCH CLEARANCES
a. Two Methods . . . . . . . . . . . . . . . . . . . . . 662
b. Forward Clutch . . . . . . . . . . . . . . . . . . . 663
c. Fourth Clutch . . . . . . . . . . . . . . . . . . . . . 663
d. All HT Models Second Clutch . . . . . 663
e. Four Speed Models First Clutch. . . . 663
f. Five Speed Models Low Clutch . . . . 665
g. Five Speed Models First Clutch . . . . 665
h. All Models Third Clutch . . . . . . . . . 665
630. CONTROL VALVE BODY ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 667
b. Valve Body Check Ball Function,
Description and Location. . . . . . . . . . . . 668
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 670
631. LOW TRIMMER VALVE BODY ASSEMBLY
(HT 750)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 673
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 673
632. LOW SHIFT VALVE BODY ASSEMBLY
(HT 750)
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 674
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 674
633. LOCKUP CUTOFF VALVE BODY
ASSEMBLY
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 674
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 674
Section 7. ASSEMBLY OF TRANSMISSION

71. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Paragraph
Page
72. CLUTCH CLEARANCES

a. Preparation Procedure . . . . . . . . . . . . . . . 71
b. Determine Plate Thickness . . . . . . . . . . . 71
73. ESTABLISHING CLUTCH CLEARANCES,
SELECTING CENTER SUPPORT SNAPRING
(HT 740, HT 747)
a. First-Clutch Clearance . . . . . . . . . . . . . . . 71
b. Selecting Center Support Snapring . . . . . 72
c. Second-Clutch Clearance. . . . . . . . . . . . . 74
74. ESTABLISHING CLUTCH CLEARANCES,
SELECTING CENTER SUPPORT SNAPRING
(HT 750, 754CR, HT 750DR, HT 750DR DB)
a. Low- and First-Clutch Clearances . . . . . . 74
b. Selecting Center Support Snapring . . . . . 75
c. Second-Clutch Clearance. . . . . . . . . . . . . 76
75. INSTALLING REAR COMPONENTS
(HT 740, 747)
a. First Clutch. . . . . . . . . . . . . . . . . . . . . . . . 77
b. Rear Cover Assembly . . . . . . . . . . . . . . . 77
76. INSTALLING FIRST CLUTCH, GEAR UNIT,
SECOND CLUTCH, CENTER SUPPORT
(HT 750, 754CR)
a. First Clutch, Rear Planetary
Ring Gear . . . . . . . . . . . . . . . . . . . . . . . . . 78
b. Gear Unit, Second Clutch,
Center Support . . . . . . . . . . . . . . . . . . . . . 79
(HT 750, 754CR)
a. Adapter Housing, Low Clutch, Low Ring
Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . 710
b. Low Planetary, Rear Cover
Assembly . . . . . . . . . . . . . . . . . . . . . . . . 710
78. INSTALLING GEAR UNIT, SECOND
CLUTCH, CENTER SUPPORT (HT 740, 747)
a. Gear Unit, Second Clutch . . . . . . . . . . . 711
b. Center Support . . . . . . . . . . . . . . . . . . . . 712
(HT 750DR, DR DB)
a. First Clutch and Ring Gear . . . . . . . . . . 712
b. Adapter Housing, Low Clutch and
Planetary Carrier . . . . . . . . . . . . . . . . . . 713
c. Rear Cover Assembly . . . . . . . . . . . . . . 714
d. Temporary Installation of Transfer Gear
Housing Adapter Assembly . . . . . . . . . . 715
xi

Paragraph
Page
710. INSTALLING GEAR UNIT, SECOND

CLUTCH, CENTER SUPPORT
(HT 750DR, DR DB)
a. Gear Unit, Second Clutch . . . . . . . . . . . 715
b. Center Support. . . . . . . . . . . . . . . . . . . . 716
711. INSTALLING THIRD, FOURTH, FORWARD
CLUTCHES
a. Third Clutch, Fourth Clutch . . . . . . . . . 716
b. Forward Clutch . . . . . . . . . . . . . . . . . . . 717
712. INSTALLING TORQUE CONVERTER
HOUSING (Models Without Input Retarder)
a. Housing With 2-Bolt Top Cover. . . . . . 718
b. Housing With 8-Bolt Top Cover. . . . . . 719
713. INSTALLING HYDRAULIC INPUT
RETARDER COMPONENTS
a. Housing, Front Support. . . . . . . . . . . . . 720
b. Rotor Components . . . . . . . . . . . . . . . . 721
HOUSING (Models With Input Retarder)
a. Housing With 2-Bolt Top Cover. . . . . . 722
b. Housing With 8-Bolt Top Cover. . . . . . 722
PUMP, STATOR ASSEMBLIES
a. Pump Assembly. . . . . . . . . . . . . . . . . . . 723
b. Stator Assembly . . . . . . . . . . . . . . . . . . 724
716. INSTALLING VALVE BODIES
a. Valve Bodies for HT 740, 747 . . . . . . . 724
b. Valve Bodies for HT 750, 754CR. . . . . 726
717. INSTALLING SCREEN, OIL PAN
a. 6 and 7 Inch Oil Pan, Screen. . . . . . . . . 728
b. 812 Inch Oil Pan, Screen. . . . . . . . . . . . 729
c. 412 Inch Oil Pan, Screen. . . . . . . . . . . . 730
718. INSTALLING FLYWHEEL, LOCKUP
CLUTCH, TORQUE CONVERTER TURBINE
a. Align Flywheel for Installation . . . . . . . 730
b. Installation . . . . . . . . . . . . . . . . . . . . . . . 730
c. Transmission Front Cover
(Remote Mounting). . . . . . . . . . . . . . . . 731
719. INSTALLING EXTERNAL COMPONENTS
a. External Components . . . . . . . . . . . . . . 731
b. Input Retarder Valve Body . . . . . . . . . . 732
xii
Paragraph
Page
720. INSTALLATION OF TRANSFER GEAR

HOUSING ADAPTER ASSEMBLY,
TRANSFER GEAR HOUSING,
DISCONNECT CLUTCHES, OUTPUT, INPUT
FLANGES
a. Transfer Gear Housing Adapter
Assembly . . . . . . . . . . . . . . . . . . . . . . . . 732
b. Transfer Gear Housing (Dropbox) . . . . 733
c. Output Manual Disconnect Clutches . . 733
d. Installing Output, Input Flanges . . . . . . 734
e. Bearing Retainer and Cover . . . . . . . . . 734
721. REMOVING TRANSMISSION FROM
OVERHAUL STAND
a. Holding Fixture . . . . . . . . . . . . . . . . . . . 734
b. Installation of Nuts and Bolts, Holding
Fixture Removed . . . . . . . . . . . . . . . . . . 734
722. CHECKING SHIFT POINTS. . . . . . . . . . . 734
723. POWER TAKEOFF COMPONENTS
a. Existing Installation. . . . . . . . . . . . . . . .
b. Determining Turbine-Driven PTO
Backlash . . . . . . . . . . . . . . . . . . . . . . . .
c. Determining Engine-Driven PTO
Backlash . . . . . . . . . . . . . . . . . . . . . . . .
d. New Installation . . . . . . . . . . . . . . . . . .
734
734
735
736
Section 8. WEAR LIMITS AND SPRING

DATA
81. WEAR LIMITS DATA
a. Maximum Variations . . . . . . . . . . . . . . .
b. Cleaning, Inspection . . . . . . . . . . . . . . . .
c. Bearings, Bearing Journals, Bores . . . . .
d. Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . .
e. Splines . . . . . . . . . . . . . . . . . . . . . . . . . . .
f. Hook-Type Sealrings. . . . . . . . . . . . . . . .
g. Oil Seals . . . . . . . . . . . . . . . . . . . . . . . . .
81
81
81
81
81
81
81
82. SPRING DATA . . . . . . . . . . . . . . . . . . . . . . 81
Section 9. CUSTOMER SERVICE

91. OWNER ASSISTANCE. . . . . . . . . . . . . . . . 91
92. SERVICE LITERATURE . . . . . . . . . . . . . . 92
TABLE OF CONTENTS
LIST OF FOLDOUT ILLUSTRATIONS
(Back of Service Manual)
Cross Section Views
1
2
3
4
HT 740(RS), HT 747 Transmission

HT 750, HT 754CR Transmission
HT 750DR Transmission
HT 750DR DB Transmission
Schematic Views
5
6
7
8
HT 740, HT 747 Transmission Hydraulic System

HT 750, HT 754CR Transmission Hydraulic System
HT 750DR Transmission Hydraulic System No Lockup In First Range
HT 750DR Transmission Hydraulic System All-Range Lockup
Exploded Views
9,A.
9,B.
10,A.
10,B.
11,A.
11,B.
12,A.
12,B.
13,A.
13,B.
14,A.
14,B.
15,A.
15,B.
16,A.
16,B.
17,A.
17,B.
18,A.
18,B.
19,A.
19,B.
20,A.
20,B.
21,A.
21,B.
22,A.
22,B.
23,A.
23,B.
Flexplate and Flywheel Assemblies

Transmission Front Cover, Remote-Mount
Lockup Clutch And Torque Converter
Oil Pump And Converter Housing For Models Without Input Retarder Or Engine-Driven PTO)
Converter Housing And Ground Sleeve Models With Engine-Driven PTO
Converter Housing Models With Input Retarder No Engine-Driven PTO
Scavenge Oil Pump And Engine-Driven Power Takeoff, Driven Gear
Input Retarder And Input Retarder Housing
Front Support And Main Regulator Valve Assembly
Forward Clutch Assembly
Fourth Clutch Assembly
Third Clutch, Center Support, And Second Clutch
Gear Unit And Main Shaft Assembly HT 740, HT 747
Gear Unit And Main Shaft Assembly HT 750, HT 754CR
Gear Unit And Main Shaft Assembly HT 750DR
Transmission Housing, Oil Screen, And Six Inch Deep Oil Pan
Transmission Housing, Oil Screen, And Seven Inch Oil Pan
Transmission Housing, Oil Screen, 812 Inch Oil Pan, And 412 Inch Oil Pan
First Clutch
Adapter Housing, Low-Clutch Plates, And Low Carrier HT 754CR
Adapter Housing, Low-Clutch Plates, And Low Carrier HT 750DR
Low-Clutch Piston, Rear Adapter Housing, And Governor
First or Low Piston, Rear Cover, Output Shaft, And Governor
Control Valve Assembly
Lockup Cutoff, Low Shift, And Low Trimmer Valve Body Assemblies
Input Retarder Valve Body Assembly
Transfer Gear Housing
Transfer Gears And Transfer Gear Driven Shaft
Rear Output Disconnect Clutch
Front Output Disconnect Clutch
xiii

NOTES
xiv
Section 1 GENERAL INFORMATION

11.
SCOPE OF MANUAL
1. The organization or individual has the required

knowledge of the task through:
a. Coverage
Formal instruction at Allison Transmission
1. This manual describes the operation, maintenance, and overhaul procedures for the Allison
HT 700 Series hydraulically-controlled automatic transmissions. Figures 11 through 18
show external views of the transmissions covered in this manual.
Transmission components are described and
their functions are explained.

Detailed instructions are provided for
disassembly, rebuild, and reassembly.

Troubleshooting and part inspection
instructions are covered in Sections 3 and 4.
Division (ATD) or Distributor training

facility.
On-the-job instruction by an ATD or
Distributor representative.
Experience in performing the task.
2. The work environment is suitable to prevent

contamination or damage to transmission parts
or assemblies.
3. Required tools and fixtures are available as
outlined in the Service Manual.
4. Reasonable and prudent maintenance practices are followed.
Part wear limits and spring data are covered
in Section 8.
2. Because of similarities of all models, instructions apply generally to all models. Where procedures vary between models, instructions
identify specific models.
NOTE:
Service organizations and individuals are encouraged to contact their local ATD Distributor for information and guidance on any of the tasks outlined
in this manual.
b. Illustrations
1. The text is supported with photographs, line
drawings, and cross-sectional views. Overhaul
procedures are illustrated mainly by photographs. Line drawings are used to supplement
detailed assembly procedures. Cross-sectional
views show torque paths and the relationship
of assembled parts. Large cross-sectional
views, exploded views, and color-coded hydraulic schematics are included as Foldout
pages in the back of the manual.
12.
SUPPLEMENTARY INFORMATION
Supplementary information will be issued, as required,

to cover any improvements made after publication of
this manual. Check with your dealer or distributor to
ensure you have the latest information.
13.
ORDERING PARTS
2. Certain illustrations will not always show the

model being serviced. However, the illustration
will show the correct procedure for all models
including models not illustrated.
a. Transmission Nameplate. The nameplate (Figure

19) is located on the right side of the transmission.
The nameplate displays the transmission serial number,
part number (assembly number), and model number,
all three of which must be supplied when ordering replacement parts or requesting service information.
c. Maintenance Information. Each task outlined in

this Service Manual has been successfully accomplished by service organizations and individuals. It is
not expected that every service organization or individual will possess the required special tooling, training, or experience to perform all the tasks outlined.
However, any task outlined in this manual may be performed if the following conditions are met:
b. Parts Catalog. All replacement parts should be

ordered from your dealer. (Check the Yellow Pages for
your nearest authorized service outlet. Listings are under TransmissionTruck or under EnginesDiesel.)
These parts are listed in the current HT 700 Series
Parts Catalog PC1268EN. Do not order parts by illustration item numbers used on exploded views in this
manual.
11

CONVERTER
HOUSING
ACCESS COVER
REAR COVER
C G (APPROX)
TO FILTER
BRAKE MOUNTING PAD
OUTPUT SHAFT
FLANGE NUT
REAR
GOVERNOR
COVER
FROM FILTER
SELECTOR SHAFT
NEUTRAL START
SWITCH LOCATION
REAR GOVERNOR
PRESSURE
MODULATOR
ACTUATOR OPENING
OIL DRAIN PLUG

E03591.01
Figure 11. Model HT 740 Transmission Left-Rear View

TEMPERATURE
SENSOR PORT
TO COOLER
BREATHER
TRANSMISSION
MAIN HOUSING
NAMEPLATE
REVERSE SIGNAL
SWITCH PORT
TORQUE
CONVERTOR
PREHEAT
PROVISION
OIL FILLER TUBE
PROVISION
CONVERTER HOUSING
MOUNTING PAD
FROM COOLER
Figure 12. Model HT 740 Transmission Right-Front View
12
STARTER
GEAR
FLYWHEEL
E03594.01
GENERAL INFORMATION
CONVERTER
HOUSING
ACCESS COVER
TRANSMISSION
MAIN HOUSING
ADAPTER HOUSING
TO FILTER
REAR COVER
BRAKE MOUNTING PAD
OUTPUT
SHAFT
FLANGE
NUT
REAR
GOVERNOR
COVER
FROM FILTER
SELECTOR SHAFT
OIL PAN
NEUTRAL START
SWITCH LOCATION
OIL DRAIN PLUG
REAR GOVERNOR
PRESSURE
MODULATOR
ACTUATOR OPENING
E03593.01
TEMPERATURE
SENSOR PORT
TO COOLER
BREATHER
TRANSMISSION
MAIN HOUSING
NAMEPLATE
REVERSE SIGNAL
SWITCH PORT
TORQUE
CONVERTOR
PREHEAT
PROVISION
OIL FILLER TUBE
PROVISION
STARTER
GEAR
FLYWHEEL
CONVERTER HOUSING
MOUNTING PAD
FROM COOLER
E03594.01
13

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

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

PROVISION
INPUT RETARDER
VALVE BODY
FROM COOLER

(With Input Retarder and Engine-Driven PTO Converter Housing)
14
E03596.01
GENERAL INFORMATION
TOP PTO
COVER
TO FILTER
PTO
COVER
CONVERTER
HOUSING
TRANSFER
HOUSING
(DROPBOX)
NEUTRAL START
SWITCH LOCATION
REMOTE
MOUNTING
COVER
SIDE
MOUNTING
PAD
SELECTOR SHAFT
SIDE PTO
COVER
REAR GOVERNOR
PRESSURE
MODULATOR
ACTUATOR OPENING
FROM FILTER
DRAIN
PLUG
E03597.01
Figure 17. Model HT 750 Transmission Left-Front View

(With Dropbox, Input Retarder, and Engine-Driven PTO Converter Housing)
REAR ADAPTER
TRANSFER HOUSING
RETARDER HOUSING
CONVERTER
HOUSING
BREATHER
ADAPTER HOUSING
SIDE MOUNTING
PAD
TEMPERATURE
SENSOR LOCATION
DISCONNECT
CLUTCH
RETARDER VALVE
OIL
DRAIN
PLUG
FOURTH-CLUTCH
PRESSURE TAP
REVERSE SIGNAL
SWITCH LOCATION
OIL
PAN
PLUG
OIL FILLER
HOLE
DRAIN PLUG
E03598.01
Figure 18. Model HT 750 Transmission Right-Rear View

(With Dropbox, Input Retarder, and Engine-Driven PTO Converter Housing)
15
AGR
ICULTURA
OF
AM
ERI
CA
UNITE
DA
ILE AEROSPAC
WORKERS
OB
ENT
OM
IM
UAW
933
3. A manually-controlled valve admits fluid to a

vaned chamber surrounding the rotor. When
charged, the retarder assists in slowing the
vehicle.
UT
PART NO.
XXXXX
MODEL
NO.
EM
SERIAL NO.
AN
PL
DIVISION OF
GENERAL MOTORS
CORPORATION
INDIANAPOLIS
INDIANA
turbine-driven paddle-type rotor enclosed by

two vaned castings. One vaned casting is the
retarder plate assembly which is located in
front of the rotor. The second vaned casting is
the retarder housing located behind the rotor.
XXXXXXX
XX XXXX X
e. Power Takeoff Provisions

V01251
Figure 19. Transmission Nameplate
14.
GENERAL DESCRIPTION
a. Automatic Shifting. Automatic shifting is accomplished in all ranges on the HT 740(RS), HT 747,
HT 750, and HT 754CR transmissions. The HT 750DR
and HT 750DR DB transmissions must be manually
shifted into and out of first range, while the remaining
ranges are automatic. The design incorporates four
speeds forward and one reverse on the HT 740 models,
and five speeds forward and one reverse on the HT 750
models. All transmissions are designed for operation
with a diesel engine.
b. Torque Converter. A simple, three-element
torque converter transmits power from the engine to
the transmission gearing. The torque converter serves
as both a fluid coupling and a torque multiplier. Nine
combinations of torque converter elements may be
used. These give converter stall ratios of 2.65:1,
1.51:1, 1.74:1, 2.39:1, 1.78:1, 2.72:1, 2.45:1, 1.91:1,
and 2.70:1.
c. Lockup Clutch. This clutch automatically locks
the turbine element of the torque converter to the flywheel. When the turbine approaches the speed of the
pump, hydraulic pressure automatically applies the
lockup clutch. With the lockup clutch applied, engine
output is directed to the transmission gearing at a 1:1
speed ratio. A decrease in speed automatically releases
the lockup clutch.
d. Hydraulic Input Retarder
1. Hydraulic input retarders are optional on HT
700 Series transmissions. They assist in slowing the vehicle.
2. The input retarder, located between the torque
converter and transmission gearing, contains a
16
1. PTO(s) are optional on HT 700 Series transmissions. Two types of PTO(s) are available:
engine-driven and turbine-driven.
2. Some transmission converter housings have
provisions for mounting engine-driven PTO(s).
Access mounting pads are located on the right
side and left side of the converter housing.
3. Provision for a turbine-driven PTO gear is located on the upper-left side of the transmission
main housing.
f. Planetary Gearing, Clutches
1. Three planetary gear sets establish the four forward speeds and one reverse in the HT 740(RS)
and HT 747 transmissions. These gear sets are
controlled by five hydraulic-applied clutches.
All gearing is in constant mesh.
2. Four planetary gear sets establish the five forward speeds and one reverse in the HT 750 and
HT 754 transmissions. These gear sets are controlled by six hydraulic-applied clutches. All
gearing is in constant mesh.
g. Control Valve Body Assembly
1. Basic Description. The control valve body assembly is the brain of the transmission and is
hydraulically operated. Fluid passages, valves,
and springs are designed to allow the flow of
hydraulic fluid to predesignated areas. Through
variations of pressure and spring force, the
components in the valve body are hydraulically
moved at the precise time redirecting fluid to
preselected locations.
2. Conventional Controls. Conventional controls
are available in four speed and five speed models. In the four speed and DR models all range
lockup is controlled via the front (pitot) gover-
GENERAL INFORMATION
nor, which is dependent on engine speed and
load factors. The CR model has lockup with no
converter operation in third, fourth, or fifth
ranges.
3. Consistent Hydraulic Controls (CHC). CHC
controls are available on four speed models
only. The system provides no first lockup, with
lockup in second, third, and fourth ranges.
Lockup is interrupted via shuttle valves on all
lockup-to-lockup shifts. All functions are controlled by the rear governor. Refer to Paragraph
223b for a detailed explanation.
h. Output Transfer Housing (Dropbox) (Figures
17 and 18). Transmissions that have the suffix DB
in their model designations include a dropbox (transfer
gear housing) at the rear, instead of having the output
shaft in line with the input shaft. The dropbox provides
an in-line output and a front and/or rear output below
the input center line, at a radius of 20 inches (508
mm). It also provides five angular output positions:
4 below and 45 degrees to the left

i. Output Disconnects. Output disconnects are
available on all dropbox models. Any desired combination of disconnects can be assembled. Rear disconnects are shown in Figure 18 and on Foldout 23,A. A
front disconnect is shown on Foldout 23,B.
15.
CAUTION:
Failure to lift the driving wheels off the road, disconnect the driveline, or remove the axle shafts
before pushing or towing can cause serious transmission damage.
Refer to SA1334EN for operating instructions.
16.
1 directly below center line

2 below and 15 degrees to the left of
vertical center
OPERATING INSTRUCTIONS
SPECIFICATIONS AND DATA
The specifications and data in Table 11 are applicable

to the HT 700 Series hydraulically-controlled automatic transmissions.
Table 11. Specifications and Data
Parameter
Input Speed
Maximum full load governed speed
Minimum full load governed speed
Minimum idle speed in drive
INPUT RATINGS HT 740

Value
Emergency Equipment,
Crash Trucks And
General Truck
Motorhome,
Crane Carriers
And Other
Unit
2400
1900
500
2400
1900
500
2400
1900
500
rpm
rpm
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 (Nm)
2600 (3525)
80000 (36287)
130000 (58967)
2600 (3525)
65000 (29483)
130000 (58967)
2600 (3525)
80000 (36287)
130000 (58967)
lb ft (Nm)
lb (kg)
lb (kg)
Turbine Torque
Maximum net
Gross vehicle weight (GVW)
Gross combination vehicle weight (GCW)
17

Table 11. Specifications and Data (contd)
INPUT RATINGS HT 747
Value
City (Transit)
Emergency Equipment,
Bus
Motorhome, & Other
Parameter
Input Speed
Input Power
Maximum net
Input Torque
Maximum net
Turbine Torque
Maximum net
Unit
2400
1900
500
2400
1900
500
rpm
rpm
rpm
365 (272)
465 (346)
hp (kW)
1100 (1491)
1435 (1945)
lb ft (Nm)
2200 (2983)
60000 (27216)
130000 (58967)
2600 (3525)
65000 (29483)
130000 (58967)
lb ft (Nm)
lb (kg)
lb (kg)
INPUT RATINGS HT 750DR

Value
Emergency
Crash Trucks
General
Equipment,
And Crane
Truck
Motorhome,
Carriers
And Other
Parameter
Input Speed
Input Power
Maximum net
Input Torque
Maximum net
Turbine Torque
Maximum net
AG Tractors, Prime
Movers, Off-Hwy
Truck, & Stationary
Equipment
Unit
2500
1900
500
2500
1900
500
2500
1900
500
2500
1900
500
rpm
rpm
rpm
445 (332)
465 (346)
500 (373)
445 (332)
hp (kW)
1435 (1945)
1435 (1945)
1575 (2135)
1380 (1871)
lb ft (Nm)
2300 (3118)
80000 (36287)
130000 (58967)
2300 (3118)
65000 (29483)
130000 (58967)
2300 (3118)
80000 (36287)
130000 (58967)
2300 (3118)
80000 (36287)
130000 (58967)
lb ft (Nm)
lb (kg)
lb (kg)
INPUT RATINGS HT 754CR

Value
General
Truck
City
(Transit)
Bus
Emergency
Equipment,
Motorhome,
And Other
Crash Trucks
And Crane
Carriers
AG Tractors
And Prime
Movers
Off-Highway
Truck And
Stationary
Equipment
Unit
2100*
1800
500
2100*
1800
500
2100*
1800
500
2100*
1800
500
2100*
1800
500
2100*
1800
500
rpm
rpm
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 (Nm)
Turbine Torque
Maximum net
2600 (3525)
2200 (2983)
2600 (3525)
2600 (3525)
2500 (3390)
2600 (3525)
lb ft (Nm)
lb (kg)
lb (kg)
Parameter
Input Speed

80000 (36287) 60000 (27216) 65000 (29483) 80000 (36287) 80000 (36287) 80000 (36287)
Gross combination vehicle weight (GCW) 130000 (58967)
130000 (58967) 130000 (58967)
130000 (58967)
* 2600 With 2GS
18
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
HT 740(RS)
HT 740FS
HT 747
HT 750CR
HT 750DR
HT 754CR
HT 750DR DB
Torque multiplication
ratio (at stall)
TC 470 TC 487 TC 488 TC 495 TC 496 TC 497 TC 498 TC 499 TC 777

x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
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
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:
Initial fill*
812 inch
7 or 6 inch
412 inch
42.8
(40.5 liters)
30
(28.4 liters)
34
(32.2 liters)
* Does not include external circuits
19

Fluid type . . . . . . . . . . . . . . . . . . . . . . . . . . .
Transfer gear housing:
Fluid capacity . . . . . . . . . . . . . . . . . . . . . . . .
Fluid type . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Refer to Paragraph 35
2.6 U.S. qts (2.5 liters)
Type C-4 SAE 30 only
Integral, separate from transmission
Fluid pressure:
HT 740(RS)/
HT 747
HT 750CR/
HT 754CR
HT 750DR/
HT 750DR DB
90 psi
(621 kPa) min
90 psi
(621 kPa) min
90 psi
(621 kPa) min
Stall 1200 rpm in forward
140175 psi
(9651206 kPa)
140175 psi
(9651206 kPa)
235270 psi
(16201861 kPa)
Stall 1200 rpm in reverse
235270 psi
(16201861 kPa)
235270 psi
(16201861 kPa)
235270 psi
(16201861 kPa)
15002000 rpm in all forward ranges
140175 psi
(9651206 kPa)
140175 psi
(9651206 kPa)
Main pressure
Idle 600 rpm in forward or reverse
3rd, 4th, and 5th ranges
140175 psi
(9651206 kPa)
1st converter, 2nd converter, and reverse
235270 psi
(16201861 kPa)
1st lockup, 2nd lockup, reverse lockup**
140185 psi
(9651206 kPa)
Lockup pressure must be within 10 psi (69 kPa) of main pressure.

** Units incorporating all range lockup
Rear Governor Pressure:

Governor
6885570
6885571
6885572
Governor Pressure
psi (kPa)
103112 psi (710772 kPa)
8391 psi (572627 kPa)
5965 psi (406448 kPa)
At rpm*
Governor Code**
1650
1650
1650
461 (later) 54 (earlier)

* May be read from engine tachometer during lockup in highest range

** Ink stamped, head of governor
110
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
(To Cooler)
Sump
Minimum operating
150F (66C)
Normal operating
160220F (71104C)
Lockup operation
250F (121C) max

intermittent
250F (121C) max

intermittent
Converter operation
300F (149C) max

intermittent
250F (121C) max

intermittent
Input retarder operation
330F (165C) max

intermittent
250F (121C) max

intermittent
250F (121C) max
Transfer gear housing
Parking brake provision:

Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drive range and sequences:
HT 740(RS)/747 . . . . . . . . . . . . . . . . . . . . . .
HT 750CR . . . . . . . . . . . . . . . . . . . . . . . . . . .
HT 754CR . . . . . . . . . . . . . . . . . . . . . . . . . . .
HT 750DR . . . . . . . . . . . . . . . . . . . . . . . . . . .
HT 750DR DB . . . . . . . . . . . . . . . . . . . . . . . .
Drive range and shift control . . . . . . . . . . . . . .
Shifting mechanism . . . . . . . . . . . . . . . . . . . . . .
Shift modulation (upshift and downshift) . . . . .
12 x 5 inch (305 x 127 mm) (customer-supplied)

50 lb (23 kg)
Reverse, neutral, 1234, 123, 12, 1

Reverse, neutral, 12345, 1234, 123, 12, 1
Reverse, neutral, 12345, 1234, 123, 12, 1
Reverse, neutral, 2345, 234, 23, 2, 1
Reverse, neutral, 2345, 234, 23, 2, 1
Mechanical (external)
Hydraulic (internal control)
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)
111

Dry weight:
Standard
HT 740(RS)
840 lb
(381 kg)
HT 754CR
940 lb
(426 kg)
HT 750DR
940 lb
(426 kg)
HT 750DR DB
1375 lb
(624 kg)
Input retarder package

(housing, rotor, valve body)
190 lb
(86 kg)
190 lb
(86 kg)
190 lb
(86 kg)
190 lb
(86 kg)
Power takeoff package

(converter housing, drive and driven gears)
120 lb
(55 kg)
120 lb
(55 kg)
120 lb
(55 kg)
120 lb
(55 kg)
Transfer gear housing
550 lb
(250 kg)
Power takeoff mounting (optional):

Turbine-driven PTO
Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Mounting flange . . . . . . . . . . . . . . . . . . . . . . .
Intermittent rating . . . . . . . . . . . . . . . . . . . . . .
Continuous rating . . . . . . . . . . . . . . . . . . . . . .
Drive gear data . . . . . . . . . . . . . . . . . . . . . . . .
Engine-driven PTO
Top mounting pad . . . . . . . . . . . . . . . . . . . . . .
Mounting flange . . . . . . . . . . . . . . . . . . . . . . .
Intermittent rating . . . . . . . . . . . . . . . . . . . . . .
Continuous rating . . . . . . . . . . . . . . . . . . . . . .
Drive gear ratio . . . . . . . . . . . . . . . . . . . . . . . .
Drive gear data . . . . . . . . . . . . . . . . . . . . . . . .
10 oclock position, as viewed from rear

SAE 6-bolt
400 lb ft (543 Nm)
300 lb ft (407 Nm)
6-pitch, 20 pressure angle, 78 teeth
1 oclock position, as viewed from rear
SAE 8-bolt
260 hp (194 kW)
200 hp (149 kW)
1.35 x engine speed
6-pitch, 25 pressure angle, 40 teeth
Side mounting pad . . . . . . . . . . . . . . . . . . . . . . 8 oclock position, as viewed from rear

Mounting flange . . . . . . . . . . . . . . . . . . . . . . . SAE 8-bolt
Intermittent rating . . . . . . . . . . . . . . . . . . . . . . 260 hp (194 kW)
Continuous rating . . . . . . . . . . . . . . . . . . . . . . 200 hp (149 kW)
Drive gear ratio . . . . . . . . . . . . . . . . . . . . . . . . 0.844 x engine speed
Drive gear data . . . . . . . . . . . . . . . . . . . . . . . . 6-pitch, 25 pressure angle, 64 teeth
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
112
GENERAL INFORMATION
Transmission Ratios (Mechanical) *
Model
Range
Clutches Engaged
Before
S/N 14679
S/N 1419814509 &

After S/N 14678
HT 740(RS)
HT 747
Neutral
First
Second
Third
Fourth
Reverse
First
Forward and first
Forward and second
Forward and third
Forward and fourth
Fourth and first
3.69:1
2.07:1
1.40:1
1.00:1
5.73:1
3.69:1
2.02:1
1.38:1
1.00:1
6.04:1
HT 750CR
HT 754CR
Neutral
First
Second
Third
Fourth
Fifth
Reverse
Low
Forward and low
Forward and first
Forward and second
Forward and third
Forward and fourth
Fourth and low
3.19:1
1.89:1
1.55:1
1.24:1
1.00:1
7.97:1
3.19:1
1.89:1
1.53:1
1.23:1
1.00:1
8.33:1
HT 754CR
Optional Ratios
With Second
Gear Start
Neutral
First
Second
Third
Fourth
Fifth
Reverse
Low
Forward and low
Forward and first
Forward and second
Forward and third
Forward and fourth
Fourth and first
HT 750DR
Neutral
First
Second
Third
Fourth
Fifth
Reverse
First
Forward and low
Forward and first
Forward and second
Forward and third
Forward and fourth
Fourth and first
HT 750DR DB
After
S/N 28004
3.69:1**
2.00:1**
1.58:1**
1.25:1**
1.00:1**
9.65:1**
3.69:1
2.00:1
1.58:1
1.25:1
1.00:1
2.96:1
7.97:1
3.19:1
2.07:1
1.40:1
1.00:1
4.47:1
7.97:1
3.19:1
2.02:1
1.38:1
1.00:1
4.72:1
Neutral
First
First
Forward and low
Second
Forward and first
Third
Forward and second
Fourth
Forward and third
Fifth
Forward and fourth
Reverse
Fourth and first
Dropbox only
7.97:1
3.19:1
2.02:1
1.38:1
1.00:1
4.72:1
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.
113

NOTES
114
Section 2 DESCRIPTION AND OPERATION

21.
SCOPE
d. Remote Mount (Dropbox Models)
This section describes the transmission components and

explains their functions. It also explains the hydraulic
system and the torque paths.
22.
TRANSMISSION MOUNTING
a. Direct Mount (Straight-Through Models)

1. Mounting converter housing 16 (Foldout
10,B) to the engine bell housing, and coupling
transmission flywheel 12 (Foldout 9,A) to the
engine provide a direct drive from engine to
transmission.
2. This type of mounting requires that a minimum
of ten grade-8 bolts, including two at the
uppermost bolt holes in the converter housing
to properly retain the converter housing to the
engine housing.
b. Remote Mount (Straight-Through Models)
1. A remote mounting is provided for transmissions that are mounted to the vehicle and separated from the engine (Foldout 9,B).
2. This type of mounting requires that the transmission be supported at both front and rear. A
bracket from the frame to the side pads on the
converter supports the front. A second bracket
supporting the rear may be mounted to the top
pads on the transmission rear cover and the
vehicle frame.
c. Direct Mount (Dropbox Models)
1. Mounting converter housing 16 (Foldout 10,B)
to the engine bell housing, and coupling transmission flywheel 12 (Foldout 9,A) to the
engine provide a direct drive from engine to
transmission.
2. Dropbox models utilizing this type of mounting require proper support. It is recommended
the transmission be cradle mounted between
the mounting pads on the side of the engine
housing and the mounting pads on the side of
the dropbox.
1. A remote mounting is provided for transmissions that are mounted to the vehicle and separated from the engine.
2. This type of mounting requires that the front
and rear of the transmission be supported.
Support the front by attaching a trunnion
mounting bracket onto the front cover hub
and to the vehicle frame. Support the rear by
attaching a bracket from the dropbox side
pads to the vehicle frame.
3. Flywheel 12 (Foldout 9,A) (used on direct
mountings) is removed and replaced by drive
cover 7 (Foldout 9,B) and front cover 4.
4. A coupling or flange is installed onto the input
shaft (integral part to drive cover 7), providing
a remote connection.
23.
INPUT DRIVE
a. Direct Drive. Steel laminated flexplate assembly 2 (Foldout 9,A) connects the engine crankshaft
and transmission flywheel assembly 10. This flywheel serves as the engine flywheel. The inner circumference of the flexplate assembly bolts to an
adapter that bolts to the engine crankshaft. The outer
circumference of the plate bolts to flywheel 12. The
flywheel is bolted to torque converter pump 33 (Foldout 10,A). Starter ring gear 11 (Foldout 9,A) is
pressed onto the flywheel.
b. Remote Drive. The remote-mounted transmission is driven by a shaft from the engine through universal joints, to the input flange that is splined to the
converter input drive housing assembly. This housing
assembly is bolted to the torque converter pump.
24.
TORQUE CONVERTER
a. Description (Foldout 10,A). The torque converter consists of three elements pump assembly
32, stator assembly 13, and turbine assembly 8.
These are cast aluminum vaned elements. Pump
assembly 32 is the input element and is driven by the
engine through the flywheel. Turbine assembly 8 is
the output element and is splined to forward clutch
and turbine shaft assembly 5 (Foldout 13,B). Stator
assembly 13 (Foldout 10,A) is the reaction (torque
multiplying) element. The stator is supported on free-
21

wheel roller race 24 which is splined to a stationary
ground sleeve. This stator arrangement provides an
overrunning clutch that permits the stator to rotate
freely in one direction, but locks in the opposite
direction.
b. Operation
1. The torque converter assembly is continuously
filled with fluid, which provides converter
cooling and lubrication. When the converter is
driven by the engine, the pump vanes throw
fluid against the turbine vanes. The impact of
the fluid against the turbine vanes tends to
rotate the turbine.
2. The turbine, splined to the transmission input
shaft, transmits torque to the transmission
gearing. At engine idle speed, the impact of
fluid against the turbine vanes is minimal. At
high engine speed, the impact is much greater
than at idle, and high torque is produced by the
turbine.
3. Fluid thrown into the turbine flows to the stator
vanes. The stator vanes change the direction of
the fluid flow (when the stator is locked against
rotation), and directs the fluid to the pump in a
direction that assists pump rotation. The velocity and redirection of fluid to the pump enables
the torque converter to multiply input torque.
4. Greatest torque multiplication occurs when the
turbine is stalled and the pump is rotating at its
highest speed. Torque multiplication decreases
as the turbine rotates and gains speed.
5. When the turbine speed approaches the speed
of the pump, fluid flowing to the stator begins
striking the back sides of the stator vanes. This
rotates the stator in the same direction as the
turbine and pump. At this point, torque multiplication stops and the converter becomes, in
effect, a fluid coupling.
22
6. As explained in Steps (1) through (5), the

torque converter accomplishes three main
functions. First, it acts as a disconnect clutch
because little torque is transmitted at engine
idle speed. Second, it multiplies torque at low
turbine/high pump speed to give greater starting or driving effort when needed. And third, it
acts as a fluid coupling to efficiently transmit
engine torque to the transmission gearing during drive.
25.
LOCKUP CLUTCH
a. Description (Foldout 10,A). The lockup clutch

consists mainly of three elements piston 3, clutch
plate 4, and backplate 5. These elements are located
inside the flywheel. The piston and backplate rotate
with the converter pump. The clutch plate is located
between the piston and backplate and is splined to
the converter turbine.
b. Operation (Foldout 10,A). The lockup shift valve
directs clutch-apply pressure to the lockup-clutch piston when sufficient rotational speed is achieved by the
forward clutch and turbine shaft assembly. The clutchapply pressure forces the piston to compress the
lockup-clutch plate against the backplate, locking all
three elements together. When this occurs, the converter pump and turbine are locked together providing
a direct drive from the engine. As rotational speed of
the forward clutch and shaft assembly decreases, the
lockup shift valve releases the lockup clutch.
c. Shift Points. Shift Point Tables 36 through 313
(Pages 313 through 320), show the speed (rpm) required to shift from one range to another during closed
or open throttle on transmissions in the 1800 to 3000
rpm range. It also shows the rpm at which the lockup
clutch is engaged and disengaged. The Tables are coded
alphabetically to indicate engine application. If the
transmission being serviced is not applicable to the
Shift Point Tables or to Table 21, Automatic Shift Sequence, contact the Allison Transmission Service Department.
DESCRIPTION AND OPERATION

Table 21. Automatic Shift Sequence and Lockup/Converter Designation
Transmission
Designation
HT 740(RS), HT 747
(Coach, Fuel Economy,
and Fire Truck)
Automatic Shift Sequence Lockup/

Operation (Full Throttle)
Standard
1C2C2L3L4L
Applicable
Engine/Vocation
Any diesel in high power to weight
vehicles (coaches, fire trucks, etc.).
High torque rise diesel having a full load
governed speed equal to or less than
2100 rpm and a peak torque below
1300 rpm (trucks)
CHC
1C2C2L3L4L
Second Range Start
2C2L3L4L
HT 740
(General)
1C1L2C2L3C3L4C4L
Conventional diesels in on/off-highway

trucks
HT 754CR
(General)
Standard
1C2C2L3L4L5L
Lockup in 1st Hold
Second Range Start
2C2L3L4L5L
Lockup in 1st Hold
Conventional and high torque rise

diesels in trucks
HT 750DR
(General)
2C2L3C3L4C4L5C5L
1st Hold (1C1L)
Any diesel in on/off-highway trucks
HT 750DR
(High Torque Rise)
2C2L3L4L5L
1st Hold (1C1L)
High torque rise diesel having a full load

governed speed equal to or less than
2100 rpm and a peak torque below
1300 rpm (on/off-highway trucks)
26.
TORQUE CONVERTER HOUSING
Converter housing 16 (Foldout 10,B) is machined

from cast aluminum. The front of the housing is
machined to mate with an SAE 1 engine flywheel
housing. The rear of the housing is machined to accept
either retarder plate assembly 2 or 19 (Foldout 12,B)
or front support and valve assembly 1 (Foldout 13,A),
and transmission housing assembly 7 (Foldout 16,B).
The converter housing encloses and supports the
torque converter elements and input-driven oil pump
assembly 1 (Foldout 10,B).
27.
HYDRAULIC INPUT RETARDER
a. The hydraulic input retarder (Foldout 12,B),

located between the converter and the range gearing,
consists of three main elements a rotor and two
stators. Rotor assembly 10 is a vaned member splined
to the turbine shaft. The front and rear stators consist
of vanes cast into the walls on each side of the
retarder rotor.
b. The rotor turns continuously at turbine shaft
speed. However, the retarder functions only when the
cavity around the rotor is filled with fluid. A manual
valve directs fluid which fills the cavity when retarder
23

operation is desired. The churning of the fluid between
the rotor and stators resists the rotation of the rotor. Part
of this energy is used to circulate the fluid through a
cooler to dissipate the heat generated. When the control
valve is released, the fluid in the retarder is evacuated.
c. The input retarder can be used to slow the vehicle
in traffic, on curves, or on downgrades. Maximum
retarder effect occurs in a lower hold ratio where the
speed of the rotor can be constantly maintained. The
throttle should be closed when the retarder is used.
Long continuous use increases the fluid temperature.
Short periods of full-release, to interrupt continuous
application, helps prevent overheating.
28.
OIL PUMP ASSEMBLY
a. Description (Foldout 10,B). Oil pump assembly 1

consists mainly of three elements: drive gear 5, driven
gears 8, and pump body 3. The oil pump assembly is
retained in the converter housing by six bolts. Driven
gears 7 are supported in the pump body by gear
shafts 6.
b. Operation (Foldout 10,B). When the converter
pump rotates, its rear hub drives pump drive gear 5.
Gear 5 is in mesh with driven gears 7. Therefore, as
the gears rotate, fluid is drawn into the inlet port and is
carried between the pump housing and the gear teeth
to the outlet side of the pump into the hydraulic system.
29.
FRONT SUPPORT AND VALVE

ASSEMBLY (Foldout 13,A)
The front support and valve assembly is connected to

the rear of the input retarder housing or to the rear of
the converter housing if the transmission does not have
an input retarder. It provides support for the forward
clutch and turbine shaft. Contained within the support
assembly are three valves: main pressure regulator
valve 3 (Foldout 13,A), lockup shift valve 8, and converter bypass valve 14.
210. DESIGNATION OF CLUTCHES,

PLANETARY GEAR SETS
a. Necessary for Clarity of Description
1. In this section and those following, uniform
designations for clutches and planetary gear
24
sets are used for all models in the HT 700

Series. In the first edition of the manual, which
covered only the HT 740 model transmission,
clutches were designated to match the transmissions forward range selections (first, second, third, fourth, and forward). With the introduction of later models with an additional
clutch and gear set, and the changes in functions of each clutch among models, such designation is no longer practical. Also, a similar situation exists for the planetary gear sets. The
first edition of the service manual covered only
the HT 740 model transmission, which
included only three gear sets. These were designated front, center, and rear for their relation
to the position of each other and to transmission front and rear. The five-speed models,
which have been added, include another gear
set. Therefore, it was necessary to assign uniform designations to each planetary gear set,
applicable to all models.
2. Accordingly, to avoid confusion in the designation of, and reference to, clutches and planetary gear sets, use the methods outlined in
Paragraphs 210b and c.
b. Clutch Designations. Each clutch in the same
physical location, regardless of model or clutch drive
function, has the same name. These uniform clutch
designations are shown in Figure 21.
c. Planetary Gear Set Designations. Each gear set
in the same physical location, regardless of model or
gear drive function, has the same name. These uniform
gear set designations are shown in Figure 21.
211. FORWARD CLUTCH AND

TURBINE SHAFT (Foldout 13,B)
a. Function Differs Among Models
1. The forward clutch in the HT 740 and HT 747
has multiple functions. When engaged simultaneously with first, second, third, or fourth
clutch, it produces first, second, third, or fourth
range, in that sequence.
2. In the HT 750CR, HT 754CR, and HT 750DR,
the forward clutch has multiple functions.
When engaged with low, first, second, third, or

3. Five of the clutch plates are internal-splined,
while the remaining five are external-tanged.
The internal-splined plates are splined to the
forward-clutch hub. The external-tanged plates
are splined to the forward-clutch housing.
fourth clutch, it produces first, second, third,

fourth, or fifth range, in that sequence.
b. Description
1. The forward clutch in models HT 740, HT 747,
HT 750CR, HT 754CR, and HT 750DR contains the same basic parts. Each model has a
clutch housing with turbine shaft attached, ten
clutch plates, a piston, a forward-clutch hub,
and a fourth-clutch driving hub.
c. Operation (Foldout 13,B)

1. Clutch housing and shaft assembly 5 rotate
when the converter turbine rotates. Fourthclutch driving hub 22 also rotates causing the
internal-splined plates of the fourth-clutch
pack to rotate.
2. The clutch housing contains an oil collector

ring attached to its OD and works in conjunction with a pitot tube to produce front governor
pressure. If front governor pressure is not
required, a rectangular steel block is used in
place of the pitot tube. The piston is positioned
inside the clutch housing in its bore and
retained by twenty piston return springs, a
spring retainer, and a snapring.
LOCKUP
CLUTCH
FORWARD
CLUTCH
THIRD
CLUTCH
FRONT
GEAR SET
FOURTH
CLUTCH
CENTER
GEAR SET
2. When hydraulic pressure is directed to the

front side of piston 12, clutch plates 20 and 21
are compressed together. This locks forwardclutch hub 19 to the forward-clutch housing.
Because hub 19 is splined to the transmission
main shaft, the shaft rotates with the hub at
input speed.
SECOND
CLUTCH
FIRST
CLUTCH
REAR GEAR SET
LOW CLUTCH
(5-SPEED MODELS ONLY)
LOW GEAR SET

(5-SPEED MODELS ONLY)
E03599.01
Figure 21. Uniform Clutch and Planetary Gear Set Designation for HT 700 Series Transmissions
25

3. The simultaneous application of two clutches is
necessary to produce one forward or one reverse
range. The forward clutch is applied only in forward ranges (refer to Paragraph 211a Steps (1)
and (2)). When the converter turbine rotates and
the forward clutch is applied, it drives the main
shaft.
4. Rotation of the oil (pitot) collector ring directs
fluid against the front governor (pitot tube) any
time the converter turbine rotates. Therefore,
an increase in turbine speed produces a proportional increase in front governor pressure.
212. FOURTH CLUTCH (Foldout 14,A)

1. The fourth clutch, in the HT 740 and HT 747,
has a dual function. When engaged simultaneously with the forward clutch, it produces
fourth range. When engaged with the first
clutch, it produces reverse range.
2. In the HT 750CR and HT 754CR, the fourth
clutch has a dual function. When engaged with
the forward clutch, it produces fifth range.
When engaged with the low clutch, it produces
reverse range.
3. In the HT 750DR, the fourth clutch has a dual
function. When engaged with the forward
clutch, it produces fifth range. When engaged
with the first clutch, it produces reverse range.
b. Description. The fourth clutch, for all models,
contains ten clutch plates, a clutch piston housing, and
a piston. Five plates are internal-splined and five plates
are external-tanged. The piston is positioned inside the
clutch housing in its bore and retained by twenty piston return springs, a spring retainer, and a snapring.
c. Operation (All Models) (Foldout 14,A)
1. Internal-splined clutch plates 4, driven by
fourth-clutch driving hub 22 (Foldout 13,B),
rotate any time the input shaft and the forwardclutch housing assembly rotate.
2. When hydraulic pressure is directed to the back
side of fourth-clutch piston 9 (Foldout 14,A),
clutch plates 4 and 5 are compressed together.
26
This locks internal-splined plates 4 to externaltanged plates 5 and to clutch housing 14.
3. Because center sun gear and shaft assembly 23
(Foldout 15,A or B, or Foldout 16,A) is splined
to the clutch housing, it rotates at input speed.
213. SECOND AND THIRD CLUTCH,

AND CENTER SUPPORT
(Foldout 14,B)
1. The second and third clutches, in the HT 740
and HT 747, perform only one function. When
engaged simultaneously with forward clutch,
the second clutch produces second range and
the third clutch produces third range.
2. The second and third clutches, in the
HT 750CR, HT 754CR, and HT 750DR, perform only one function. When engaged with
forward clutch, the second clutch produces
third range and the third clutch produces fourth
range.
b. Description
1. The second and third clutches, for all three
models, are composed of two identical pistons,
twenty-one clutch plates (13 in second clutch;
8 in third clutch), and a center support.
2. Pistons 9 and 20 are separated by a wall in center support housing assembly 15. Each piston
is retained in its bore by twenty piston return
springs 8 or 21, return spring retainer 7 or 22,
four self-locking retainer rings 6 or 23, and
snaprings 5 or 24.
3. Eight clutch plates are required for the third
clutch. The four internal-splined plates are
splined to the OD of the fourth-clutch housing
and are free to rotate. The four external-tanged
plates are splined to the transmission housing.
4. Thirteen clutch plates are required for the second clutch. The six internal-splined plates are
splined to the OD of the front carrier assembly
and are free to rotate. The seven externaltanged clutch plates are anchored against rotation to the transmission housing.

5. The center support assembly is housed in the
transmission and located by an anchor bolt.
This ensures accurate oil passage hole alignment from the valve body to the second- and
third-clutch piston cavities.
c. Operation of Third Clutch (All Models)
(Foldout 14,B)
1. When hydraulic pressure is directed through
the oil passages in the center support to the
back side of clutch piston 9, clutch plates 3 and
4 are compressed together. This locks the
fourth-clutch housing to the transmission housing and prevents the fourth-clutch housing and
attached components from rotating.
2. With the application of the forward clutch in
conjunction with the third clutch, a reaction
within the planetary gearing produces a forward rotation (third gear ratio) of the output
shaft.
d. Operation of Second Clutch (All Models)
(Foldout 14,B)
1. When hydraulic pressure is directed through
the oil passages in the center support to the
front side of clutch piston 20, clutch plates 25
and 26 are compressed together. This locks the
front planetary carrier to the transmission
housing and prevents the carrier from rotating.
conjunction with the second clutch, a reaction
within the planetary gearing produces a forward rotation (second gear ratio) of the output
shaft.
214. FIRST CLUTCH (Foldout 18,A)
3. In the HT 750DR, the first clutch has a dual

function. When engaged with the forward
clutch, it produces second range. When
engaged with the fourth clutch, reverse range is
produced.
b. Description. The first clutch in all models contains thirteen clutch plates and a piston. The seven
external-tanged plates are held stationary by the transmission housing, while the six internal-splined plates
are free to rotate. The first clutch piston is positioned
in its bore and retained by the return springs and a
spring retainer.
c. Operation (HT 740, HT 747)
(Foldout 18,A)
1. When the first clutch is not engaged, internalsplined plates 2 are free to rotate. Rear planetary ring gear 4 also rotates freely because it is
splined to the internal-splined plates.
back side of the piston (shown in phantom),
clutch plates 1 (Foldout 18,A) and 2 are compressed together. This locks the rotating internal-splined plates to the stationary externaltanged plates, preventing ring gear 4 from
rotating.
3. With the application of forward or fourth
clutch in conjunction with the first clutch (refer
to Paragraph 214a(1)), a reaction within the
planetary gearing produces either forward or
reverse rotation of the output shaft.
d. Operation (HT 750CR, HT 754CR)
(Foldout 18,A)
1. Refer to Paragraph 214c(1).
1. The first clutch, in the HT 740 and HT 747, has

a dual function. When engaged simultaneously
with the forward clutch, first range is produced. When engaged with the fourth clutch,
reverse range is produced.

rotating.
2. In the HT 750CR and HT 754CR, the first

clutch has a single function. When engaged
with the forward clutch, second range is produced.
3. With the application of forward clutch in conjunction with first clutch, a reaction within the
planetary gearing produces a forward rotation
(first gear ratio) of the output shaft.
27

e. Operation (HT 750DR)
(Foldout 18,A)
1. Refer to Paragraph 214c(1).
rotating.
3. With the application of the forward or fourth
clutch in conjunction with the first clutch (refer
to Paragraph 214a(3)), a reaction within the
planetary gearing produces either forward or
reverse rotation of the output shaft.
215. LOW CLUTCH

(Foldout 18,B; Foldout 19,A)
1. Only the five-speed transmissions include the
low clutch. Refer to Figure 21 for the location
of the low clutch.
2. The low clutch, in the HT 750CR and
HT 754CR, has a dual function. When engaged
simultaneously with the forward clutch, first
range is produced. When engaged with the
fourth clutch, reverse range is produced.
3. In the HT 750DR model, the low clutch has a
single function. When engaged with the forward clutch, first range is produced.
b. Description. The low clutch in the HT 750CR,
HT 754CR, and HT 750DR contains thirteen clutch
plates and a piston. The seven external-tanged plates
are held stationary by the adapter housing, while the
six internal-splined plates are free to rotate. The lowclutch piston is positioned in its bore and retained by
twenty-eight piston return springs, the return spring
retainer, four retainer rings, and a snapring.
c. Operation (HT 750CR, HT 754CR)
(Foldout 18,B)
1. When the low clutch is not engaged, internalsplined plates 15 are free to rotate. Low planetary ring gear 14 rotates freely because it is
splined to the internal-splined plates.
28

back side of piston 6 (Foldout 18,B), clutch
plates 15 and 16 are compressed together. This
locks the rotating internal-splined plate to the
stationary external-tanged plate, preventing
ring gear 14 from rotating. The planetary reaction produces low gear ratio.
3. With the application of the forward or fourth
clutch in conjunction with the low clutch, a
reaction within the planetary gearing produces
either forward or reverse rotation of the output
shaft.
d. Operation (HT 750DR)
(Foldout 19,A)
1. When the low clutch is not engaged, internalsplined plates 14 are free to rotate. These plates
rotate freely because they are splined to the OD
of low carrier assembly 29.
back side of piston 6 (Foldout 19,A), clutch
plates 14 and 15 are compressed together. This
locks the rotating internal-splined plate to the
stationary external-tanged plates, preventing
low carrier assembly 29 from rotating.
conjunction with the low clutch, a reaction
within the planetary gearing produces a forward rotation of the output shaft.

(HT 740, HT 747)
a. Description (Foldout 15,A)
1. The gear unit and main shaft assembly contains three planetary gear sets. Because their
functions overlap, these are identified as front,
center, and rear planetary carrier assemblies.
Their identification is due to their location in
relation to the transmission and to each other.
2. Each of the three gear sets contains a sun gear
and a ring gear, which are interconnected by the
main transmission shaft and a connecting drum.
This interconnection of the planetary input,
reaction, and output elements, and connections
with the forward and fourth clutches, produce
four forward speeds and one reverse speed.

b. Operation (Foldout 15,A)
1. Front planetary assembly 5, used in conjunction with center planetary assembly 16, produces second range when the forward and second clutches are applied. Refer to Figure 24.
2. The center planetary is active in second, third,
fourth, and reverse ranges, but only in second
and reverse ranges are the compounding of two
planetaries required.
3. Rear planetary carrier assembly 39 (Foldout
15,A) is active in first and reverse ranges. In
first range the rear planetary acts alone to
transmit torque to the transmission output shaft
via main shaft 36, sun gear 37, and four pinions in carrier assembly 39. Reverse range is
activated by compounding the center and rear
planetary carriers. Refer to Figure 27.
NOTE:
In fourth range, all three planetaries rotate as a unit
because both the forward and fourth clutches are
engaged. This provides direct drive (1:1 ratio)
through the transmission.

a. Description (Foldout 15,B)
1. The planetary gearing is composed of gear unit
and main shaft assembly 1 (Foldout 15,B), low
planetary carrier assembly 18 (Foldout 18,B),
and its sun gear and ring gear.
2. The gear unit and main shaft assembly contains three planetary gear sets. Because their
functions overlap, these are identified as front,
center, and rear planetary carrier assemblies.
Their identification is due to their location in
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 interconnected by the main transmission shaft and a
connecting drum.
4. The low planetary gear set is located behind
the gear unit and main shaft assembly. Refer to
Figure 29. It contains a sun gear, a carrier

assembly, and a ring gear. The sun gear is
splined to the main shaft, and the rear carrier is
splined to the low ring gear, thereby interconnecting the four planetary systems.
5. This interconnection of the planetary input,
reaction, and output elements, and connections
with the forward and fourth clutches, produces
five forward speeds and one reverse speed.
b. Operation (Foldout 15,B)
1. Front planetary assembly 5, used in conjunction with center planetary assembly 16, produces third range when the forward and second
clutches are applied. Refer to Figure 211.
2. The center planetary is active in third, fourth,
fifth, and reverse ranges.
3. Rear planetary carrier assembly 38 is active in
second, third, fourth, and fifth ranges. In second range, with the application of forward and
first clutches, torque is transmitted at a reduction through the low carrier to the output shaft.
Refer to Figure 210. In third, fourth, and fifth
ranges, its only function is to transmit torque
through the low carrier to the output shaft.
4. Low planetary carrier assembly 18 (Foldout
18,B) is active in all ranges. With the application of the forward clutch with any one of the
other clutches (low, first, second, third, or
fourth), torque is transmitted, via the main
shaft and planetary carrier components,
through the low carrier to the output shaft. In
reverse range, torque is transmitted through the
fourth-clutch housing, sun gear shaft assembly
23 (Foldout 15,B), center carrier assembly 16,
and main shaft assembly 34 to the low sun gear
and carrier.
NOTE:
In fifth range, all four planetaries rotate as a unit
engaged. This provides direct drive (1:1 ratio)
through the transmission.
29

(HT 750DR)
1. The planetary gearing in the HT 750CR,
HT 754CR, and HT 750DR is similar. The
description in Paragraph 217a, Steps (1), (2),
and (3), is applicable by changing Foldout
15,B to Foldout 16,A and item 18 (Foldout
18,B) to item 29 (Foldout 19,A). These steps
describe the gear unit and shaft assembly and
its three planetary gear sets.
2. The low planetary gear set is located behind
the gear unit and main shaft assembly. Refer to
Figure 215. It contains a carrier assembly, a
sun gear, and a ring gear. The sun gear is driven
by the rear planetary ring gear. The low ring
gear is splined to the output shaft and driven by
the low planetary pinions, which in turn, drives
the carrier and the output shaft.
4. Low planetary carrier assembly 29 (Foldout

19,A) functions only in first range. When the
forward and low clutches are applied, torque is
transmitted through the main shaft to the rear
planetary sun gear. Torque is split at this point
and is sent both through the rear carrier to the
output shaft and through the low sun gear carrier pinions, and ring gear to the output shaft.
This interconnection between the two carriers
causes a compounding action producing a high
output torque.
NOTE:
In fifth range, all four planetaries rotate as a unit
engaged. This gives direct drive (1:1 ratio) through
the transmission.
219. SPEEDOMETER DRIVE

(Straight-Through Models)
3. The three planetary gear sets (front, center, and

rear) work independently of the low planetary
system in all but first range. These three planetaries systems are required to produce second,
third, fourth, fifth, and reverse ranges, transmitting torque directly to the output shaft. The
low planetary gear set is required to produce
first range only.
b. Operation (Foldout 16,A)
2. Drive gear 24 is a right-hand helix worm gear.

Speed sensor gear 45 is a sixteen-tooth tone
gear. The gears are concentric with the output
shaft and do not have keys or drive splines. The
gears are clamped between rotating parts
which causes the gears to rotate.
1. Compounding front and center planetary

assemblies 5 and 16, used in conjunction with
the forward and second clutches, produces
third range when the forward and second
clutches are applied. Refer to Figure 218.
b. Operation (Foldout 20,A). Drive gear 24 rotates

when the transmission output shaft rotates. Bushing 15
supports the driven gear (OEM furnished) within the
rear cover. The driven gear rotates clockwise (as
viewed at the cable connection in the rear cover) during forward operation.
2. The center planetary is active in third, fourth,

fifth, and reverse ranges.
220. GOVERNOR
3. Rear planetary carrier assembly 39 (Foldout

16,A) is active in all ranges. In first range it
works in combination with the low planetary to
produce a high output torque. In second range
it acts alone to transmit torque at a reduction to
the output shaft. In third, fourth, and fifth
ranges, its only function is to transfer torque to
the output shaft. In reverse range, it transmits
torque at a reduction to the output shaft.
210
1. The speedometer drive consists of drive gear

24 and driven gear bushing 15, or speed sensor
gear 45 and a magnetic pickup.
a. Description (Foldout 20,A). Governor assembly

38 is a centrifugal (flyweight) governor which is driven
by a gear that is integral with output shaft 23 or 30. The
governor is supported by a bore in rear cover 14 and
pin 11, and retained in the rear cover by cover 42.
b. Operation (Foldout 20,A). Rotation of the governor causes the governor valve (Foldouts 5, 6, 7, and 8)
to travel within its bore. Governor pressure rises when
the valve moves to the left. Governor pressure falls

when the valve moves to the right. Therefore, governor
pressure is proportional to transmission output speed.
Governor pressure, in combination with modulator
pressure (Paragraph 231h), provides the automatic
shifting in the transmission. (Refer also to Paragraphs
231g, i, j, k, and l for additional information about
automatic shift circuits.)
221. CONTROL VALVE ASSEMBLY

NOTE:
Refer to Paragraph 223b, Lockup Cutoff Valves,
for a description of the Consistent Hydraulic Controls System (CHC).
a. Description (Foldout 20,B). Control valve body
assembly 1 includes the various valves, springs, and
other components that control the selection of ranges
and the automatic shifting of gears. The valve body
assembly is bolted to the bottom of the transmission
housing which is channeled to direct the flow of fluid
between the valve body and clutches, and other components.
b. Operation. Refer to Paragraph 231 for operation of the control valve body assembly.
222. LOW SHIFT AND LOW

TRIMMER VALVES
a. Description (Foldout 21,A). Low shift valve
body assembly 23 contains a relay valve, a shift
valve, springs, pins, and an adjusting ring. It is
mounted at the back of the HT 740 control valve
assembly and is retained by bolt 1. Mounted directly
under the low shift valve body is low-trimmer valve
body assembly 13. This valve body consists of a
valve, trimmer and retainer plugs, a spring, a valve
stop, and a pin. Six bolts 22, extending through both
valve bodies and the control valve assembly into the
transmission housing, retain the two valve bodies.
b. Operation (Foldouts 6, 7, 8). With the selector
valve placed in the D1 (Drive) position, hydraulic fluid
is directed to the 12 shift signal valve (Foldout 6) or
through the 12 shift signal valve to the top of the 12
relay valve (Foldout 7). Hydraulic fluid (Foldout 6)
holds the 12 shift valve down until governor pressure
charges the line (refer to Paragraph 231o(3)). Hydraulic fluid (Foldout 7) presses the relay valve down
against its spring, allowing main pressure to apply low

clutch (refer Paragraph 231p(6)).
223. LOCKUP CUTOFF VALVES

1. Lockup valve body assembly 2 contains three
identical valves 4, 8, and 11. The assembly is
bolted to the lower front of the oil transfer
plate in the transmission oil pan.
2. The valves move in their bores in response to
various clutch-apply pressures at the moment
the clutches are applied. Some transmission
assemblies do not include lockup cutoff valves.
b. Description, Consistent Hydraulic Controls
(CHC) (Foldout 21,A)
1. CHC is designed for applications that have low
gross weight, high horsepower vocations.
2. CHC incorporates large clutch feed and
exhaust orifice design to reduce transmission
fluid temperature effects on shift quality,
resulting in a more consistent shift calibration.
3. The CHC system incorporates a lockup interrupt feature (cutoff valves) which allows for
reduced modulation to shifts (reducing the
operators effect of producing step-through and
back-off shifts with the throttle). Also, nonmodulated 12 shift calibration eliminates 21
and 12 step-through and back-off shifts common in city traffic.
c. Operation (HT 740, HT 747) (Foldout 5)
1. When the first, second, third, or fourth clutch is
applied, pressure is sent to the lockup cutoff
valves. In first range, a valve is pushed upward
and pressure then charges the lockup feed line.
Lockup occurs in first range when the front governor pressure is sufficiently high. (Lockup does
not occur in first range on models equipped with
the rear governor/lockup option).
2. When the transmission shifts to second range,
first-clutch pressure is exhausted and the
lockup clutch, if engaged, releases. Also,
second-clutch pressure is exerted upon the
opposite end of the same valve from which
first-clutch pressure was released. However,
second-clutch pressure must initially flow
through an orifice to move the valve
211

downward. This delays the movement of the
valve to a point where second-clutch pressure
can again apply the lockup clutch.
bore, blocking main pressure flow to the 12 relay

valve and maintaining first range operation until the
selector lever is moved or D1 hold speed is exceeded.
3. Similar actions occur at the other two valves

when second-clutch pressure is released and
third-clutch pressure is applied, and when
third-clutch pressure is released and fourthclutch pressure is applied.
d. Reverse-Range Operation (Earlier Models).

Shift the selector lever into R (Reverse). Reverse pressure from the selector valve is directed to the reverse
signal valve pin and to the 12 shift valve, pushing
them downward. Reverse pressure is also directed to
the top of the 12 relay valve, blocking main pressure.
This allows reverse pressure to pass through the bottom of 12 relay valve engaging fourth and first
clutches. Reverse pressure in the first trimmer trim
boost area blocks the trimmer and prevents any trimming action.
4. The delay in valve movement provides a

momentary release of the lockup clutch
between upshifts. In downshifts, similar
actions occur, but in a reversed sequence.
d. Operation (HT 750DR) (Foldouts 7, 8)
1. Operation of the lockup cutoff valves in the
HT 750 model is similar to that described for
the HT 740. In some models, the first through
fourth-clutch pressures provide lockup feed for
second through fifth ranges. There is no lockup
in first range (Foldout 7).
2. In HT 750DR models (Foldout 8), low-clutch
pressure is sent to the same valve that receives
second-clutch pressure through a shuttle ball
check valve. Therefore, lockup is effective in
all ranges.
224. SECOND-RANGE START (HT 740,

HT 747, HT 750CR, HT 754CR)
a. Description. The second-range start feature is
optional for vehicles equipped with a 3.19:1 or 3.69:1
first range ratio transmission. This provides for automatic bypassing of first range and accelerating the
vehicle in second range from a standing start.
b. Forward-Range Operation (Vehicle Stationary).
Shift the selector lever into D4 (Drive 4) position. Forward-regulated pressure moves the 12 modulator
valve upward in its bore, compressing the valve spring
(later models). The tickler spring at the bottom of the
12 shift valve, forces it upward permitting main pressure to pass through the valve, pressing the springloaded 12 relay valve to the bottom of its bore. Priority main pressure is then directed to flow through the
relay valve to the second clutch.
c. First-Range Operation. Shift the selector lever
into D1 (Drive) position. Hold pressure (D1) is
directed from the selector valve to an area between the
12 shift valve and the 12 modulator valve. This
pressure moves the 12 shift valve to the bottom of its
212
e. Reverse-Range Operation (Later Models).

Shift the selector lever into R (Reverse) position. With
forward regulated pressure absent, the 12 shift spring
at the top of the 12 shift valve forces the 12 modulator and 12 shift valves to the bottom of their bores.
This blocks main pressure flow to the top of the 12
relay valve, leaving the valve at the top of its bore and
permitting reverse pressure from the selector valve to
pass through the bottom of the 12 relay valve to the
fourth and first clutches. Reverse pressure is also
directed through the trim regulator valve to the trim
boost area of the first, second, and third trimmers,
blocking all trimming action.
225. OIL PAN AND OIL FILTER

a. Description
1. There are four different oil pans designed for
this transmission series: 6 inch deep, pressed
steel pan 41 (Foldout 16,B); 7 inch deep,
pressed steel pan 41 (Foldout 17,A); 812 inch
deep, cast-iron pan 29 (Foldout 17,B); and a
low profile, 412 inch deep, cast aluminum pan
67 (Foldout 17,B).
2. The pan holds the fluid that activates the
clutches, valves, etc., and is sometimes
referred to as the sump. The 412 inch deep oil
pan adapter is retained to the bottom of the
transmission housing with twenty bolt and
washer assemblies. The 412 inch deep oil pan
is retained to the bottom of the 412 inch deep
oil pan adapter with forty-one bolt and washer
assemblies. The 6 inch, 7 inch, and 812 inch
deep oil pans are retained to the bottom of the
transmission housing with twenty-three bolt
and washer assemblies.

3. Earlier oil pans have one port on either the left
or right side for attaching an oil fill tube. Current oil pans have two ports, one on the left
side and one on the right, for attaching an oil
fill tube. One of these ports will have an oil fill
tube, the other will be plugged. All oil pans
have a port at the rear for draining the fluid.
4. Oil pans with three ports accommodate a fluid
preheating element or the shift-assist feed line
required on split-shaft PTO transmissions.
5. Oil screens 33 (Foldout 16,B), 33 (Foldout
17,A), and 22, 59, and 88 (Foldout 17,B) have
a box-like frame with a perforated sheet metal
reinforcement covered by a fine mesh screen
across the bottom. Sump oil is drawn through
the screen by the oil pump and directed into the
hydraulic system. The screens are retained to
the bottom of the control valve body assembly
with bolts.
CAUTION:
The dropbox has its own hydraulic system and
requires its own grade of fluid.
b. Function (Foldout 16,B)
1. The oil pan holds the fluid supply for the transmission and covers the control valve body
assemblies and the oil filter. It does not hold
the fluid supply for the dropbox.
2. The oil filter screens all fluid entering the
hydraulic system.
226. REAR ADAPTER HOUSING

a. Adapter housing 10 (Foldout 19,A) is machined
to receive first-clutch piston 6. Cast slots inside the
housing receive the tangs of the external-tanged
clutch plates of the low clutch.
b. The rear adapter housing is mounted between
main housing 8 (Foldout 16,B) and rear cover 14
(Foldout 20,A) in the straight-through models.
c. In transfer gear housing models, the rear adapter
housing is covered by transfer housing adapter assembly 9 (Foldout 19,B) and transfer gear housing 6
(Foldout 22,A).
227. REAR COVER (Foldout 20,A)

Rear cover 14 is made of cast iron and machined to
receive governor assembly 38 and first- or low-clutch
piston 4. The rear cover provides support for output
shaft assemblies 19 or 26. A parking brake mounting
face is also provided on the rear surface. The cover is
the rear closure member and is attached to either the
transmission housing (HT 740, HT 747) or the adapter
housing (HT 750) by twenty-four bolts 17 and 36.

ADAPTER
Transfer gear housing adapter 10 (Foldout 19,B) is cast
iron and machined to receive governor assembly 27
and low-clutch piston 5. An oil seal is installed in the
rear of the housing to keep the fluid in the front section
from mixing with the fluid used in the dropbox.

(DROPBOX) (Foldout 22,B)
The dropbox housing contains a drive gear at the top,
an idler gear in the center, and an output driven gear at
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.
230. MANUAL DISCONNECT CLUTCH

(Foldout 23,A)
A manual disconnect clutch can be mounted at the top
rear of the dropbox, at the bottom rear, bottom front,
or any combination of these output positions.
231. HYDRAULIC SYSTEM

NOTE:
Unless otherwise specified, all of the hydraulic functions explained in Paragraph 231 and shown on
Foldouts 5, 6, 7, and 8 are common to the HT 740,
HT 747, HT 754CR, and HT 750DR.
a. System Functions. The hydraulic system generates, directs, and controls the pressure and flow of the
hydraulic fluid within the transmission. The hydraulic fluid (transmission fluid) is the power transmitting
medium in the torque converter. Its velocity drives
the torque converter turbine, its flow cools and lubricates the transmission, and its pressure applies the
clutches.
213

b. System Schematics. Color-coded foldout illustrations of the hydraulic system are shown at the end
of this manual (Foldouts 5, 6, 7, and 8). Each illustration represents the system as it functions during neutral operation and with the engine idling.
c. Oil Filter, Pump Circuit (Foldouts 5, 6, 7, 8)
1. Fluid (blue) is drawn from the sump (transmission oil pan) through a fine-mesh filter screen
by the input-driven pump assembly.
2. The fluid (red) is discharged by the input pump
through an external filter and into the bore of
the main-pressure regulator valve.
3. For models equipped with a hydraulic input
retarder, the fluid is discharged from two sections of the input pump. The first section directs
fluid (red) to the main-pressure regulator valve.
The second section directs fluid (black and
green) to the lubrication circuit, and assists in
providing fluid to the converter-in circuit.
d. Main Pressure Circuit (Foldouts 5, 6, 7, 8)
1. Main pressure (red) is regulated by the mainpressure regulator valve. Fluid from the pump
flows into the valve bore, through an internal
passage in the valve, to the upper end of the
valve. Pressure at the upper end of the valve
presses the valve downward against the spring
until fluid (yellow) flows into the converter-in
circuit. When flow from the pump exceeds the
circuit requirement, the converter bypass valve
opens and allows the excess to escape into the
converter-out circuit (orange).
2. Although main pressure is controlled primarily
by the spring force below the regulator valve, it
is also affected by the presence of forward regulator pressure. When this pressure is not
present at the regulator valve, main pressure is
regulated at a higher value.
3. Main pressure (red) is directed to several
points in the hydraulic circuit. These points
vary among models, and depend upon the features such as lockup cutoff and hydraulic input
retarder.
e. Converter, Cooler, Lubrication Circuit
(Foldouts 5, 6, 7, 8)
1. The converter circuit originates at the mainpressure regulator valve. Converter-in fluid
214
(yellow) flows to the torque converter. Fluid

must flow through the converter continuously
to keep it filled and to carry off the heat generated within the converter.
2. Converter-out fluid (orange), leaving the
torque converter, is directed to an external
cooler (supplied by vehicle or engine manufacturer). When the transmission includes a
hydraulic input retarder, converter-out fluid
flows through the retarder control valve before
going to the cooler. A flow of air or water over,
or through, the cooler removes the heat from
the transmission fluid.
3. On models without a hydraulic input retarder,
lubrication fluid (green) is directed through the
transmission to components requiring continuous lubrication and cooling. The lubrication
fluid then drains into the sump. Fluid in excess
of that required by the lubrication circuit
escapes to the sump through the lubrication
regulator valve.
4. Lubrication fluid on the input retarder-equipped
models originates in the second section of the
input driven pump (Paragraph 231c). The fluid
(black and green) leaving the pump is directed
to the 0.250 inch (6.35 mm) orifice and the
lubrication regulator valve. The fluid (green)
passing through the 0.250 inch (6.35 mm) orifice is directed to transmission components
requiring continuous lubrication and cooling.
Fluid in excess of that required by the lubrication circuit escapes through the lubrication
regulator valve into the converter-in circuit.
Excess supply to the converter-in circuit
escapes to the sump through the converter
bypass valve and secondary converter pressure
regulator valve.
f. Selector Valve, Forward Regulator Circuits
(Foldouts 5, 6, 7, 8)
1. The selector valve is manually shifted to select
the operating range desired. The HT 740 and
HT 747 models can be shifted into six lever
positions: R (Reverse), N (Neutral), D4 (Drive
4), D3 (Drive 3), D2 (Drive 2), and D1 (Drive).
2. The HT 750 model can be shifted into seven
lever positions: R (Reverse), N (Neutral),
D5 (Drive 5), D4 (Drive 4), D3 (Drive 3),
D2 (Drive 2), and D1 (Drive). At each of these

positions, the selector valve establishes the
hydraulic circuit for operation in the condition
indicated.
NOTE:
The quadrant designations listed are not necessarily
the same as those in the vehicle.
3. On HT 740 and HT 747 models (Foldout 5),
D1 (Drive), D2 (Drive 2), D3 (Drive 3), and D4
(Drive 4) are forward ranges. Anytime the
vehicle moves forward, regardless of the range
selected, the transmission starts in first range
(except for second-range start units). Shifting
is automatic in any of the above ranges, varying with vehicle speed and throttle position.
4. On second-range start units, anytime the vehicle moves forward, regardless of the range
selected, the transmission starts in second
range and shifting is automatic through third
and fourth ranges (HT 740 and 747), or third,
fourth, and fifth ranges (HT 750). First range
must be manually selected, and does not automatically shift to the next higher range unless
maximum governor pressure is exceeded.
5. On HT 750CR and HT 754CR models (Foldout 6), D1 (Drive), D2 (Drive 2), D3 (Drive 3),
D4 (Drive 4), and D5 (Drive 5) are forward
ranges. Anytime the vehicle moves forward,
regardless of the range selected, the transmission starts in first range, (except second-range
start units). Shifting is automatic in any of the
above ranges, varying with vehicle speed and
throttle position.
6. On HT 750DR (Foldouts 7 and 8), D1 (Drive),
D2 (Drive 2), D3 (Drive 3), D4 (Drive 4), and
D5 (Drive 5) are forward ranges. D1 (Drive) is
the only range of the five forward ranges that
does not include an automatic shift. The
remaining four ranges (25) provide automatic
shifts according to vehicle speed and throttle
position, and within the ranges selected by the
operator.
7. On the HT 740 and HT 747 models (Foldout 5)
and the HT 750CR and HT 754CR models
(Foldout 6), forward regulator pressure is
directed from the selector valve to the main-
pressure regulator valve when the selector

valve is in any position except R (Reverse). On
later HT 740 and HT 747 second-range start
units, forward regulator pressure is also
directed to the top of the 12 modulator valve.
In N (Neutral) and all forward drive ranges,
this regulator pressure assists the pump pressure acting downward upon the main-pressure
regulator valve. In R (Reverse), the forward
regulator pressure is absent from the mainpressure regulator valve. This allows the valve
spring to exert its full force upward against the
regulator valve, causing an increase in main
pressure. This increase in pressure is necessary
for higher clutch pressures to handle the high
torque produced in R (Reverse) range.
8. On HT 750DR (Foldouts 7 and 8), first range
develops a high torque ratio. Since high torque
requires greater main pressure (approximately
250 psi (1723 kPa), to apply and retain the low
clutch, forward regulator pressure is omitted in
this range. Moving the selector valve to engage
third range initiates a hydraulic flow of fluid
from the 23 relay valve to the main regulator
valve. This fluid forces the regulator valve
downward, bringing main pressure to its normal state (approximately 150 psi (1034 kPa))
for the remaining automatic shifting operations.
g. Rear Governor Circuit
1. Governor feed is main pressure directed to the
governor valve. A centrifugal-type governor,
driven by the transmission output, controls the
position of the governor valve. The position of
the governor valve determines the pressure in
the governor circuit. When the transmission
output is not rotating, governor pressure is
approximately 2 psi (13 kPa). When the transmission output rotates, governor pressure
increases and varies with the speed of rotation.
2. Governor pressure is directed to the shift signal
valves in all models, and to the governor accumulator valve on later models. Also, some
models utilize rear governor pressure to control
lockup.
3. The governor accumulator valve is a springloaded valve in a straight bore. The accumulator valve absorbs pressure surges and provides
a more uniform governor pressure.
215

h. Modulator Pressure Circuit
(Foldouts 5, 6, 7, 8)
1. The modulator valve produces a regulated,
reduced pressure which is derived from main
pressure. The valve is moved to the right by a
spring at the left end of the valve when the
throttle is closed. The valve is moved to the left
by the cam and spring action when the throttle
is opened. When the spring force at the left of
the valve is in balance with the spring force
and modulator pressure at the right end of the
valve, modulator pressure is regulated.
2. When the throttle setting is increased, the
movement of the actuator cam forces the modulator valve toward the left. This movement to
the left reduces modulator pressure. When the
throttle setting is reduced, the downward
movement of the actuator cam allows the
spring at the left end of the valve to return the
valve to another regulating position. This
causes the modulation pressure to vary with
the throttle opening.
3. At all the shift signal valves, modulator and
governor pressures act on calibrated areas to
upshift the valves against calibrated springs.
Each of the shift valves and springs is calibrated to ensure that the valves shift at the
proper time and in proper sequence. At a given
governor pressure, an increase in modulator
pressure upshifts a shift signal valve. A
decrease in modulator pressure causes a downshift if governor pressure alone does not hold
the valve upward.
4. At the trimmer regulator valve, modulator
pressure assists in regulating the trimmer regulator pressure against the spring at the top of
the valve.
5. At the lockup valve, modulator pressure causes
lockup to occur at a lower vehicle speed.
i. Trimmer Regulator Valve
1. The trimmer regulator valve reduces main
pressure to a regulated pressure. The regulated
pressure is raised or lowered by changes in
modulator pressure (red and green).
2. Trimmer regulator pressure is directed to the
lower side(s) of the trimmer regulator plug(s)
to vary the clutch-apply pressure pattern of the
216
trimmer valves. A higher modulator pressure

(closed throttle) reduces trimmer regulator
pressure. This results in lower initial clutch
pressure. Conversely, a lower modulator pressure (open throttle) results in higher regulator
pressure and a higher initial clutch pressure.
j. Trimmer Valves
1. The purpose of the trimmer valves is to minimize shift shock. The valves reduce pressure in
the clutch-apply circuit during initial clutch
application, then gradually return the pressure
to the operating maximum. This applies the
clutch gently to prevent harsh shifts.
2. Although each trimmer valve is calibrated for
the clutch it serves, all trimmers function in the
same manner. Each trimmer includes (from top
to bottom) an orificed trimmer valve, trimmer
valve plug, trimmer spring, and stop pin.
3. When any clutch (except forward) is applied,
apply pressure is also sent to the upper end of
the trimmer valve. Initially, the valve and plug
are pressed downward against the trimmer
spring until fluid escapes to exhaust. Fluid
flows through an orifice in the trimmer valve to
the cavity between the trimmer valve and plug.
Pressure in this cavity forces the plug farther
downward, to the stop. When pressure is equal
on both sides, pressure below the trimmer
valve (because it is acting upon a greater diameter than at the upper end) pushes the trimmer
valve to the top of the valve bore. This throttles, then stops, the escape of fluid to exhaust.
When escape of fluid is stopped, clutch-apply
pressure is at maximum value. The plug
remains downward, against the stop, until the
clutch is released.
4. When the clutch is released, the trimmer spring
pushes the trimmer components to the top of
the bore. In this position, the trimmer is reset
and ready to repeat the trimming action when
the clutch is again engaged.
5. In later models, a trim boost accumulator valve
is connected to the trimmer regulator pressure
circuit. The accumulator absorbs surges in the
trimmer regulator pressure and provides a
more uniform regulator pressure.

k. Lockup Circuit (Actuated by Front Governor)
(HT 740, HT 747, HT 750)
1. The front governor circuit originates at the
front governor (pitot). Rotation of the vaned oil
collector ring directs fluid against, and into, the
pitot orifice. This produces a pressure in the
front governor circuit which varies with the
rotational speed of the collector ring. Pressure
increases as speed increases. This pressure is
directed to the top of the lockup valve.
2. When front governor pressure (or front governor pressure assisted by modulator pressure) is
sufficient to compress the spring at the bottom
of the valve, the lockup valve moves downward. In this position, the valve directs pressure to the lockup-clutch piston, which causes
the lockup clutch to engage. Main pressure
applies the lockup clutch in models not
equipped with lockup cutoff valves. When
lockup cutoff valves (Paragraph 223) are
included, clutch-apply pressure from the drive
clutch engaged is used to apply the lockup
clutch. Earlier HT 750DR models do not have
first range lockup.
l. Lockup Circuit (Actuated by Rear Governor)
(HT 740, HT 747)
1. Rear governor pressure varies with vehicle or
transmission output speed. The pressure created by the rotational movement of the governor is fed to the top of the lockup valve. During
normal operation in first range, this pressure
never increases sufficiently to overcome the
lockup valve spring. Therefore, lockup in first
range does not occur.
2. With an increase in output speed, the governor
transmits a higher pressure to the lockup valve.
3. When the pressure is sufficient, the lockup
valve moves downward, compressing its
spring. This opens a path for pressure to flow
to the lockup-clutch piston. Lockup is now
engaged. Main pressure applies the lockup
clutch in models not equipped with lockup cutoff valves. When lockup cutoff valves (Paragraph 223) are included, clutch-apply
pressure from the drive clutch engaged is used
to apply the lockup clutch.
m. Priority Valve
1. The priority valve ensures that the control system upstream from the valve retains sufficient
pressure during shifts to perform its automatic
functions.
2. Without the priority valve, the filling of a
clutch requires a greater volume of fluid
(momentarily) than the pump can supply and
still maintain the necessary control pressures.
n. Clutch Circuits, Drive Ranges
(HT 740, HT 747) (Foldout 5)
1. There are five clutches in the transmission.
These are: first clutch, second clutch, third
clutch, fourth clutch, and forward clutch. The
clutches are applied for various conditions, as
follows:
Condition
Clutch(es) Applied
Neutral
First range
Second range
Third range
Fourth range
Reverse range
First
First and forward
Second and forward
Third and forward
Fourth and forward
First and fourth
2. Each of the five clutches has its own circuit.

Each clutch, except the forward clutch, is connected to a relay valve and a trimmer valve.
The forward clutch is connected directly to the
selector valve but does not require connection
to a trimmer valve because the vehicle is not
moving.
3. The first-clutch circuit connects the clutch to
the 12 relay valve and to the first-clutch trimmer valve. In neutral, the 12 relay valve is
held upward by spring force and main pressure
(red) is directed to the first clutch circuit. The
12 relay valve cannot move downward unless
the 12 shift signal line is charged. This does
not occur in neutral (vehicle standing) because
there is no governor pressure to move the 12
shift signal valve. Only the first clutch is
applied, so the transmission output cannot
rotate until two clutches are applied. (Refer to
Figure 22).
217

4. The first clutch, in addition to being applied
during neutral operation, is applied also in first
and reverse ranges. Shifting the selector valve
from N (Neutral) to D4 (Drive 4) or to any
other forward drive range (D3, D2, or D1)
charges the forward-clutch circuit and applies
the forward clutch. The first clutch remains
charged. Application of the forward clutch also
directs main pressure through the priority valve
to the 12 relay valve. Shifting the selector
valve from N (Neutral) to R (Reverse) charges
the fourth-clutch circuit, while the first clutch
remains applied. In reverse, fourth clutch
(reverse signal) pressure is also directed to the
bottom of the 12 relay valve. The pressure at
this point prevents the relay valve from moving
downward during reverse operation. On later
models, a bypass and check ball are provided
between the reverse and first trimmer passages
to ensure rapid charging of the first clutch
when a shift is made from a Drive range to
R (Reverse).
5. When the circuits are charged, as described for
the shift to D4 (Drive 4), any forward shift
from first to second, second to third, and third
to fourth can occur automatically. These shifts
occur as a result of rear governor pressure. At
less than full throttle, modulator pressure
assists governor pressure.
NOTE:
Models equipped with a second-range start feature,
always start in second range and progress to the
highest range. Refer to Paragraph 224.
6. Position of the selector valve determines the
highest range which is normally reached automatically. In D4 (Drive 4), automatic 12, 23,
and 34 shifts can occur. In D3 (Drive 3), automatic 12 and 23 shifts can occur. In
D2 (Drive 2), an automatic 12 shift can occur.
In D1 (Drive), no upshift can occur unless
over-speed occurs. Automatic downshifts can
occur within the selected ranges.
7. The various drive ranges limit the highest
range attainable by introducing a pressure
which prevents rear governor pressure from
upshifting the signal valves (unless a governor
pressure above that normally attained is
218
reached). This pressure is a regulated, reduced

pressure derived from main pressure at the
hold regulator valve. Main pressure is directed
to the hold regulator valve through the hold
feed line when the selector valve is at D3, D2,
or D1 position. The pressure produced in the
hold regulator valve is directed to the 34 shift
signal valve when the selector valve is at Drive
3 position. The hold pressure is directed to the
23 and 34 shift signal valves when the selector valve is at Drive 2 position. The pressure is
directed to all three shift signal valves (12, 2
3, and 34) when the selector valve is at D1
position.
8. Hold regulator pressure at each shift signal
valve pushes the upper valve upward, and
raises the pressure at which the lower valve can
be pushed upward by rear governor pressure.
Therefore, when hold regulator pressure is
present, an upshift can occur at that shift signal
valve, but only at an elevated speed.
o. Clutch Circuit, Drive Ranges
(HT 750CR, HT 754CR) (Foldout 6)
1. There are six clutches in the transmission.
These are: low clutch, first clutch, second
clutch, third clutch, fourth clutch, and forward
clutch. The clutches are applied for various
conditions as follows:
Condition
Clutch(es) Applied
Neutral*
First range
Second range
Third range
Fourth range
Fifth range
Reverse range
Low (or First*)

Low and forward
First and forward
Second and forward
Third and forward
Fourth and forward
Low and fourth
* For second-range start models, first clutch is applied

instead of low clutch.
2. Each of the six clutches has its own circuit. Each

clutch, except the forward clutch, is connected to
a relay valve and a trimmer valve. The forward
clutch is connected directly to the selector valve
but does not require connection to a trimmer
valve because the vehicle is not moving.
3. The low-clutch circuit connects the clutch to
the 12 relay valve and to the low trimmer
valve. In neutral, the 12 shift signal valve

feeds main pressure to the top of the 12 relay
valve. As long as main pressure is at the top of
the 12 relay valve, the valve cannot move.
Until the 12 shift signal valve circuit is
charged by governor pressure, main pressure
continues to hold the 12 relay valve down.
Therefore, hydraulic fluid is directed to only
one clutch. Because two clutches are required
to move the vehicle and because governor pressure is negligible until the vehicle is moving,
neutral is maintained. (Refer to Figure 28.)
4. The low clutch, in addition to being applied
during neutral operation, is applied also in first
and reverse ranges. Shifting the selector valve
from N (Neutral) to D5 (Drive 5) or to any
other forward drive range (D4, D3, D2, or D1),
charges the forward-clutch circuit and applies
the forward clutch. The low clutch remains
charged. Hydraulic fluid is directed from the
selector valve to the forward clutch. It is also
directed through the priority valve to the 23
relay valve. The unit is now in first range.
Automatic shifting from first range, progressively, to higher ranges (second, third, fourth,
fifth) occurs when vehicle speed increases. The
highest range attainable, in automatic shifts, is
determined by the range selected. Refer to
Paragraph 231o(7).
5. Shifting the selector valve from N (Neutral) to
R (Reverse) charges the fourth clutch, while
the low clutch remains applied. In reverse,
fourth clutch (reverse signal) pressure is also
directed to the bottom of the 23 relay valve.
The pressure at this point prevents the relay
valve from moving downward during reverse
operation.
6. When the circuits are charged, as described for
D5 (Drive 5) above, any forward shift from
first to second, second to third, third to fourth,
and fourth to fifth can occur automatically.
These shifts occur as a result of rear governor
pressure. At less than full throttle, modulator
pressure assists governor pressure.
NOTE:
Models equipped with a second-range start feature
always start in second range and progress to the
highest range, except when D1 (Drive) is selected.
Refer to Paragraph 224.
7. The position of the selector valve determines

the highest range which is normally reached
automatically. In D5 (Drive 5), automatic 12,
23, 34, and 45 shifts can occur. In
D4 (Drive 4), automatic 12, 23 and 34
shifts can occur. In D3 (Drive 3), automatic 1
2 and 23 shifts can occur. In D1 (Drive), no
upshift can occur unless over-speed occurs.
Automatic downshifts can occur within the
selected ranges.
8. The various drive ranges limit the highest
range attainable by introducing a pressure
which prevents rear governor pressure from
upshifting the signal valves (unless a governor pressure well above that normally
attained is reached). This pressure is a regulated, reduced pressure derived from main
pressure at the hold regulator valve. Main
pressure is directed to the hold regulator valve
through the hold feed line when the selector
valve is at Drive 4, Drive 3, or Drive 2 (D4,
D3, or D2) position. The pressure produced in
the hold regulator valve is directed to the 45
shift signal valve when the selector valve is at
D4 (Drive 4) position. The hold pressure is
directed to the 34 and 45 shift signal valves
when the selector valve is at the D3 (Drive 3)
position. The pressure is directed to all three
shift signal valves (23, 34, and 45) when
the selector valve is at the D2 (Drive 2) position.
9. Hold regulator pressure at each shift signal
valve pushes the upper valve upward, and
raises the pressure at which the lower valve can
be pushed upward by rear governor pressure.
Therefore, when hold regulator pressure is
present, an upshift can occur at that shift signal
valve, but only at a higher speed.
p. Clutch Circuit, Drive Ranges (HT 750DR)
(Foldouts 7, 8)
1. There are six clutches in the transmission.
These are: low clutch, first clutch, second
clutch, third clutch, fourth clutch, and forward
219

clutch. The clutches are applied for various
conditions, as follows:
Condition
Clutch(es) Applied
Neutral
First range
Second range
Third range
Fourth range
Fifth range
Reverse range
First
Low and forward
First and forward
Second and forward
Third and forward
Fourth and forward
First and fourth
2. Each of the six clutches has its own circuit.

Each clutch, except the forward clutch, is connected to a relay valve and a trimmer valve.
The forward clutch is connected directly to the
selector valve, but does not require connection
to a trimmer valve because the vehicle is not
moving.
3. The first-clutch circuit connects the clutch to
the 12 relay valve. In neutral, the 12 relay
valve is held upward by its spring force, and
main pressure (red) is directed to the clutch circuit. The 23 relay valve is also held upward
by its spring force and cannot move downward
unless the 23 shift signal line is charged. This
does not occur in neutral (vehicle standing)
because there is no governor pressure to shift
the 23 shift signal valve. Only the first clutch
is applied; so the transmission output does not
rotate until two clutches are applied simultaneously. (Refer to Figure 215.)
4. The first clutch, in addition to being applied
during neutral operation, is applied also in second and reverse ranges. Shifting the selector
valve from N (Neutral) to D5 (Drive 5) or to
any other forward drive range (D4, D3, D2, or
D1), charges the forward-clutch circuit and
applies the forward clutch. The first clutch
remains charged (except in D1). In D1, the first
clutch exhausts and the low clutch engages.
Hydraulic fluid is directed from the selector
valve to the forward clutch. It is also directed
through the priority valve to the 23 relay
valve. The unit is now in second range (except
when the selector is at D1 position). D1 gives
first range only. Automatic shifting from second range to progressively higher ranges
220
(third, fourth, fifth) occurs as vehicle speed

increases. Refer to Paragraph 231p(8).
5. Shifting the selector valve from N (Neutral) to
R (Reverse) charges the fourth clutch, while
the first clutch remains applied. In
R (Reverse), fourth clutch (reverse signal)
pressure is also directed to the bottom of the
23 relay valve. The pressure at this point prevents the relay valve from moving downward
during reverse operation.
6. First range can be obtained only by manually
shifting the selector lever into D1 (Drive) position. This range is not automatic. Hydraulic
fluid is directed through the bore of the 12
shift signal valve to the top of the 12 relay
valve. Hydraulic pressure forces the 12 relay
valve (against its spring force) to the bottom of
its bore, thereby directing main pressure to the
low trimmer valve and low clutch. When (D1)
position is selected, main pressure is directed
from the selector valve to the forward clutch.
With the application of two clutches, torque is
transmitted to the output shaft.
7. When the circuits are charged as described for
D5 (Drive 5), any forward shift from second to
third, third to fourth, and fourth to fifth can
occur automatically. These shifts occur as a
result of rear governor pressure. At less than
full throttle, modulator pressure assists governor pressure.
8. Position of the selector valve determines the
highest range which is normally reached automatically. In D5 (Drive 5), automatic 23, 34,
and 45 shifts can occur. In D4 (Drive 4), automatic 23 and 34 shifts can occur. In
D3 (Drive 3), automatic 23 shifts can occur.
In D2 (Drive 2), no upshift can occur (remains
in second range). In D1 (Drive), no upshift can
occur unless over-speed occurs. Automatic
downshifts can occur within any selected range
except D1 (Drive) or D2 (Drive 2).
9. Refer to Paragraph 231o Steps (8) and (9) for
operation of the hold regulator valve.
q. Automatic Upshifts
1. When the transmission is operating in
D4 (Drive 4) (HT 740 and HT 747) or
D5 (Drive 5) (HT 750), a combination of rear
governor pressure and modulator pressure, or

rear governor pressure alone, upshifts the
transmission to the next range. At closed or
part throttle, modulator pressure exists and
assists rear governor pressure. At full throttle,
there is no modulator pressure. Therefore,
upshifts occur at lower road speed when the
throttle is closed and at higher road speed
when the throttle is open.
2. Rear governor pressure is dependent upon the
rotational speed of the transmission output.
The greater the output (vehicle) speed, the
greater is rear governor pressure. When rear
governor pressure is sufficient, the first upshift
occurs (12 for HT 740, HT 747, HT 750CR,
HT 754CR; or 23 for HT 750DR). A further
increase in rear governor pressure (and vehicle
speed) causes a 23 (or 34) upshift. A still
further increase in rear governor pressure
causes a 34 (or 45) upshift. Note that each of
these upshifts is either delayed or hastened by
the decrease or increase, respectively, of modulator pressure.
3. In other drive ranges, the same upshift
sequence occurs until the highest range attainable in that range is reached.
4. In any automatic upshift, the shift signal valve
acts first. This directs a shift signal pressure to
the relay valve. The relay valve shifts, exhausting the applied clutch and applying a clutch for
a higher range.
r. Automatic Downshifts
1. Automatic downshifts, like upshifts, are controlled by rear governor and modulator pressures. Downshifts occur in sequence as rear
governor pressure and/or modulator pressures
decrease. Low modulator pressure (open throttle) hastens the downshift; high modulator
pressure (closed throttle) delays downshifts.
2. In any automatic downshift, the shift signal
valve acts first. This exhausts the shift signal
pressure which held the relay valve downward.
The relay valve then moves upward, exhausting the applied clutch and applying the clutch
for the next lower range.
s. Downshift and Reverse Inhibiting

1. Inherent in the system, as a result of valve
areas and pressure calibrations, is a means for
preventing downshifts at a too high vehicle
speed or a reverse shift at an excessive forward
speed.
2. Progressive downshifts occur because the regulated hold pressure is calibrated, along with the
valve areas, to shift the signal valves downward against rear governor pressure only when
the governor pressure decreases to a value corresponding to a safe downshift speed. Therefore, if speed is too great, rear governor
pressure is sufficient to hold the shift signal
valve upward against hold pressure. As rear
governor pressure decreases, the shift signal
valves move downward in sequence.

TRANSMISSION (HT 740, HT 747)
a. Converter Operation. Power is transmitted
hydraulically through the torque converter. The
engine drives the converter pump. The pump throws
fluid against the vanes of the turbine, delivering
torque to the converter turbine shaft. From the turbine, fluid flows between the vanes of the stator, and
re-enters the pump where the cycle begins again.
When the engine is idling, impact of the fluid upon
the turbine blades is negligible. When the engine is
accelerated, the impact is increased and the 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 illustrated in
first, second, (also third HT 750) and reverse
range operation where it is most likely to occur.
b. Lockup Operation. Power is transmitted
mechanically through the lockup clutch. Application
of the lockup clutch occurs automatically as a function
of governor pressure. When the lockup clutch is
applied, the converter elements rotate as a unit at
engine speed. This provides a direct drive from the
engine to the turbine shaft. Lockup operation is illustrated in third (except HT 750), fourth, and fifth range
operation.
221
LOCKUP
TORQUE
CLUTCH CONVERTER
TURBINE
SHAFT
FORWARD
CLUTCH
FOURTH
CLUTCH
THIRD
CLUTCH
CENTER
FRONT
PLANETARY PLANETARY
SECOND
CLUTCH
FIRST
CLUTCH
OUTPUT
SHAFT
REAR
SUN GEAR
REAR
PLANETARY
MAIN
SHAFT
Clutch Applied
SUN GEAR
SHAFT
CONNECTING
DRUM
Torque Path
E03600.01
Figure 22. Neutral Torque Path (HT 740, HT 747)
c. Neutral Operation (Figure 22). Engine torque

is transmitted through the torque converter as
described in Paragraph 232a. The forward clutch is
not engaged. Therefore, the torque is not transmitted
222
beyond the fourth-clutch hub. (Although the first

clutch is applied, two clutches must be applied to produce output shaft rotation in either forward or reverse.)

LOCKUP
TORQUE
CLUTCH CONVERTER
TURBINE
SHAFT
FORWARD
CLUTCH
FOURTH
CLUTCH
THIRD
CLUTCH
CENTER
FRONT
PLANETARY PLANETARY
SECOND
CLUTCH
FIRST
CLUTCH
OUTPUT
SHAFT
REAR
SUN GEAR
REAR
PLANETARY
MAIN
SHAFT
Clutch Applied
SUN GEAR
SHAFT
CONNECTING
DRUM
Torque Path
E03600.02
Figure 23. First-Range Torque Path (HT 740, HT 747)
d. First-Range Operation (Figure 23). Engine

torque is transmitted through the torque converter as
described in Paragraph 232a. The forward and first
clutches are applied. The first clutch application
anchors the rear planetary ring gear against rotation.
The forward clutch application locks the turbine
shaft and transmission main shaft together to rotate
as a unit. The rear sun gear is splined to the main
shaft and rotates with it. The main shaft then rotates
the rear planetary pinions. The pinions are part of
the carrier assembly which is splined to the transmission output shaft. With the rear ring gear held
stationary by the applied first clutch and the rear sun
gear rotating the pinions, the rear planetary carrier
must rotate within the ring gear and drive the output
shaft at a speed reduction of 3.69:1.
223
LOCKUP
TORQUE
CLUTCH CONVERTER
TURBINE
SHAFT
FORWARD
CLUTCH
FOURTH
CLUTCH
THIRD
CLUTCH
CENTER
FRONT
PLANETARY PLANETARY
SECOND
CLUTCH
FIRST
CLUTCH
OUTPUT
SHAFT
REAR
SUN GEAR
REAR
PLANETARY
MAIN
SHAFT
Clutch Applied
SUN GEAR
SHAFT
CONNECTING
DRUM
Torque Path
E03600.03
Figure 24. Second-Range Torque Path (HT 740, HT 747)
e. Second-Range Operation (Figure 24). Engine

described in Paragraph 232a. The forward and the
second clutches are applied. The second clutch application anchors the carrier of the front planetary assembly against rotation. The forward clutch application
locks the input shaft and main shaft together to rotate
as a unit. The rear sun gear is splined to both the rotating main shaft and the center ring gear, and all three
parts rotate at input speed. With the carrier of the front
planetary carrier assembly anchored against rotation
(by second clutch application), the rotating center ring
224
gear rotates the center sun gear shaft via the carrier
pinions. This sun gear is integral with the sun gear
shaft assembly to which the front sun gear is also
splined. The rotating front sun gear rotates the front
carrier pinions whose carrier is anchored against rotation by the applied second clutch. In turn, the rotating
front carrier pinions rotate the front ring gear, which,
along with the center carrier, is splined to the rear
planetary through the connecting drum. Rotation of
the connecting drum drives the output shaft through
the splines of the rear planetary carrier, at a speed
reduction of 2.01:1.

LOCKUP
TORQUE
CLUTCH CONVERTER
TURBINE
SHAFT
FORWARD
CLUTCH
FOURTH
CLUTCH
THIRD
CLUTCH
CENTER
FRONT
PLANETARY PLANETARY
SECOND
CLUTCH
FIRST
CLUTCH
OUTPUT
SHAFT
REAR
SUN GEAR
REAR
PLANETARY
MAIN
SHAFT
Clutch Applied
SUN GEAR
SHAFT
CONNECTING
DRUM
Torque Path
E03600.04
Figure 25. Third-Range Torque Path (HT 740, HT 747)
f. Third-Range Operation (Figure 25). Engine

torque is transmitted through the lockup clutch as
described in Paragraph 232b. The forward and the
third clutches are applied. The third clutch application
anchors the sun gear shaft against rotation, which prevents the integral center sun gear from rotating. The
forward clutch application locks the turbine shaft and
main shaft together so they rotate as a unit. The rear
sun gear is splined to both the main shaft and the center
ring gear and rotates at input speed. With the center sun
gear stationary and the center ring gear rotating, the
ring gear drives the center planetary carrier pinions.
This rotates the center planetary carrier at a speed
reduction of 1.38:1. This carrier and the rear planetary
carrier are splined to the planetary connecting drum
and rotate with it as a unit. This causes the output shaft
that is splined to the rear carrier to rotate at the same
speed as the center planetary carrier.
225
LOCKUP
TORQUE
CLUTCH CONVERTER
TURBINE
SHAFT
FORWARD
CLUTCH
FOURTH
CLUTCH
THIRD
CLUTCH
CENTER
FRONT
PLANETARY PLANETARY
SECOND
CLUTCH
FIRST
CLUTCH
OUTPUT
SHAFT
REAR
SUN GEAR
REAR
PLANETARY
MAIN
SHAFT
Clutch Applied
SUN GEAR
SHAFT
CONNECTING
DRUM
Torque Path
E03600.05
Figure 26. Fourth-Range Torque Path (HT 740, HT 747)
g. Fourth-Range Operation (Figure 26). Engine

described in Paragraph 232b. The forward and fourth
clutches are applied. With the clutches applied, the
transmission main shaft and the sun gear shaft are
locked together, and rotate as a unit at input speed.
226
With the center and rear sun gears rotating at the same
speed (locked together), and their carriers splined to
the planetary connecting drum, all components rotate
at input speed. The transmission output shaft is splined
to the rear carrier and produces an output ratio of
1.00:1.

LOCKUP
TORQUE
CLUTCH CONVERTER
TURBINE
SHAFT
FORWARD
CLUTCH
FOURTH
CLUTCH
THIRD
CLUTCH
CENTER
FRONT
PLANETARY PLANETARY
SECOND
CLUTCH
FIRST
CLUTCH
OUTPUT
SHAFT
REAR
SUN GEAR
REAR
PLANETARY
MAIN
SHAFT
Clutch Applied
SUN GEAR
SHAFT
CONNECTING
DRUM
Torque Path
E03600.06
Figure 27. Reverse-Range Torque Path (HT 740, HT 747)
h. Reverse-Range Operation (Figure 27). Engine

described in Paragraph 232a. Reverse range is the
only range in which the forward clutch is not engaged.
In this range, the fourth clutch is applied and this
rotates the sun gear shaft assembly (with the front sun
gear splined to it) at input speed. The first clutch is
also applied and anchors the rear ring gear against
rotation. The center sun gear rotates the center carrier
pinions, which in turn rotates the center ring gear in an
opposite direction. The center carrier is splined to the

planetary connecting drum, which is splined to the
rear carrier. The reverse direction of rotation of the
center ring gear rotates the rear sun gear. This causes
the rear planetary pinions to drive the rear carrier in a
reverse direction within the stationary ring gear. This
causes the transmission output shaft, that is splined to
the rear carrier to rotate in a reverse direction at a
speed reduction of 6.04:1.
227
LOCKUP
TORQUE
CLUTCH CONVERTER
FORWARD
CLUTCH
FOURTH
CLUTCH
FRONT
PLANETARY
SECOND
CLUTCH
THIRD
CLUTCH
REAR
CENTER
PLANETARY PLANETARY
FIRST
CLUTCH
LOW
PLANETARY
LOW
CLUTCH
OUTPUT
SHAFT
LOWCLUTCH
PISTON
FIRSTCLUTCH
PISTON
FORWARDCLUTCH
PISTON
FOURTHCLUTCH
PISTON
THIRDCLUTCH
PISTON
SECONDCLUTCH
PISTON
Clutch Applied
Torque Path
E03601.01
Figure 28. Neutral Torque Path (HT 750CR, HT 754CR)

TRANSMISSION
When the engine is idling, the impact of the fluid
upon the turbine blades is negligible. When the
engine is accelerated, the impact is increased and the
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 illustrated in first, second, third, and reverse operation
where it is most likely to occur.
228

of the lockup clutch occurs automatically in selected
ranges as a function of governor pressure. When the
lockup clutch is applied, the converter elements rotate
as a unit at engine speed. This provides a direct drive
from the engine to the turbine shaft. Lockup operation
is illustrated in fourth and fifth range operation.
beyond the fourth-clutch hub. (Although the low

LOCKUP
TORQUE
CLUTCH CONVERTER
FORWARD
CLUTCH
FOURTH
CLUTCH
FRONT
PLANETARY
SECOND
CLUTCH
THIRD
CLUTCH
REAR
CENTER
PLANETARY PLANETARY
FIRST
CLUTCH
LOW
PLANETARY
LOW
CLUTCH
OUTPUT
SHAFT
LOWCLUTCH
PISTON
FIRSTCLUTCH
PISTON
FORWARDCLUTCH
PISTON
FOURTHCLUTCH
PISTON
THIRDCLUTCH
PISTON
SECONDCLUTCH
PISTON
Clutch Applied
Torque Path
E03601.02
Figure 29. First-Range Torque Path (HT 750CR, HT 754CR)
d. First-Range Operation (Figure 29). Engine

described in Paragraph 233a. The forward and low
clutches are applied. The low clutch application
The forward clutch application locks the turbine shaft
and transmission main shaft together so that they
rotate as a unit. The low sun gear is splined to the
main shaft and rotates with it, and in turn, rotates the
low planetary pinions. The pinions are part of the low

carrier assembly which is splined to the transmission
output shaft. With the low ring gear held stationary
by the applied low clutch and the low sun gear rotating the pinions, the low planetary carrier must rotate
within the ring gear and drive the output shaft at a
speed reduction of 3.69:1. Refer to the specifications
and data chart in Section 1 for earlier model ratios.
229
LOCKUP
TORQUE
CLUTCH CONVERTER
FORWARD
CLUTCH
FOURTH
CLUTCH
FRONT
PLANETARY
SECOND
CLUTCH
THIRD
CLUTCH
REAR
CENTER
PLANETARY PLANETARY
FIRST
CLUTCH
LOW
PLANETARY
LOW
CLUTCH
OUTPUT
SHAFT
LOWCLUTCH
PISTON
FIRSTCLUTCH
PISTON
FORWARDCLUTCH
PISTON
FOURTHCLUTCH
PISTON
THIRDCLUTCH
PISTON
SECONDCLUTCH
PISTON
Clutch Applied
Torque Path
E03601.03
Figure 210. Second-Range Torque Path (HT 750CR, HT 754CR)
e. Second-Range Operation (Figure 210). Engine

described in Paragraph 233a. The forward and first
clutches are applied. The first clutch application
The forward clutch application locks the turbine shaft
and transmission main shaft together to rotate as a
unit. The rear sun gear and low sun gear are splined to
the main shaft and rotate with it. These gears rotate the
rear and low planetary pinions. With the rear planetary
230
ring gear held stationary by the applied first clutch, the

rear carrier rotates in a clockwise direction. Because
the rear carrier hub is splined to the low carrier ring
gear, it also rotates clockwise. Because two members
of the low planetary system are driving members (rotating at differing speeds), the third member (carrier)
becomes the output member. This in turn drives the
output shaft at a speed reduction of 2.00:1. Refer to the
specifications and data chart in Section 1 for earlier
model ratios.

LOCKUP
TORQUE
CLUTCH CONVERTER
FORWARD
CLUTCH
FOURTH
CLUTCH
FRONT
PLANETARY
SECOND
CLUTCH
THIRD
CLUTCH
REAR
CENTER
PLANETARY PLANETARY
FIRST
CLUTCH
LOW
PLANETARY
LOW
CLUTCH
OUTPUT
SHAFT
LOWCLUTCH
PISTON
FIRSTCLUTCH
PISTON
FORWARDCLUTCH
PISTON
FOURTHCLUTCH
PISTON
THIRDCLUTCH
PISTON
SECONDCLUTCH
PISTON
Clutch Applied
Torque Path
E03601.04
Figure 211. Third-Range Torque Path (HT 750CR, 754CR)
f. Third-Range Operation (Figure 211). Engine

described in Paragraph 233a. The forward and the
second clutches are applied. The second clutch application anchors the carrier of the front planetary assembly against rotation. The forward clutch application
locks the turbine driven shaft (input shaft) and the
main shaft together to rotate as a unit. The rear sun
gear is splined to both the rotating main shaft and the
center ring gear, and all three parts rotate at input
speed. With the carrier of the front planetary carrier
assembly anchored against rotation (by second clutch
application), the rotating center ring gear rotates the
center sun gear shaft via the carrier pinions. The center
sun gear is integral with the sun gear shaft assembly to
which the front sun gear is splined. The rotating front

sun gear rotates the front carrier pinions whose carrier
is anchored against rotation by the applied second
clutch. In turn, the rotating front carrier pinions rotate
the front ring gear, which, along with the center carrier, is splined to the rear planetary through the connecting drum. Because the rear carrier hub is splined
to the connecting drum on one end and to the low carrier ring gear on the other end, rotation speed of all
three components is the same. With the low ring gear
driving the low planetary pinions and the low sun gear
(which is splined to the rotating main shaft) also driving the low pinions, output shaft rotates at a speed
reduction of 1.58:1. Refer to the specifications and
data chart in Section 1 for earlier model ratios.
231
LOCKUP
TORQUE
CLUTCH CONVERTER
FORWARD
CLUTCH
FOURTH
CLUTCH
FRONT
PLANETARY
SECOND
CLUTCH
THIRD
CLUTCH
REAR
CENTER
PLANETARY PLANETARY
FIRST
CLUTCH
LOW
PLANETARY
LOW
CLUTCH
OUTPUT
SHAFT
LOWCLUTCH
PISTON
FIRSTCLUTCH
PISTON
FORWARDCLUTCH
PISTON
FOURTHCLUTCH
PISTON
THIRDCLUTCH
PISTON
SECONDCLUTCH
PISTON
Clutch Applied
Torque Path
E03601.05
Figure 212. Fourth-Range Torque Path (HT 750CR, 754CR)
g. Fourth-Range Operation (Figure 212). Engine

described in Paragraph 233b. The forward and the
third clutches are applied. The third clutch application
anchors the sun gear shaft via the fourth-clutch housing against rotation which prevents the integral center
sun gear from rotating. The forward clutch application
locks the turbine shaft and main shaft together to
rotate as a unit. The rear sun gear is splined to both the
main shaft and the center ring gear and rotates at input
speed. With the center sun gear stationary and the center ring gear rotating, the ring gear drives the center
planetary carrier pinions. This rotates the center planetary carrier at a speed reduction. This carrier and the
232
rear planetary carrier are splined to the planetary connecting drum. The rear carrier hub on the output side is
splined to the low ring gear. When the connecting
drum rotates, the rear carrier and the low ring gear
rotate at the same speed. This rotation causes the low
ring gear to drive the low planetary pinions while the
low sun gear, which is splined to the rotating main
shaft, also drives the low pinions. The result is a further change of ratio (from that produced in the center
planetary). Because the output shaft is splined to the
rear carrier it rotates at the reduction of 1.25:1. Refer
to the specifications and data chart in Section 1 for earlier model ratios.

LOCKUP
TORQUE
CLUTCH CONVERTER
FORWARD
CLUTCH
FOURTH
CLUTCH
FRONT
PLANETARY
SECOND
CLUTCH
THIRD
CLUTCH
REAR
CENTER
PLANETARY PLANETARY
FIRST
CLUTCH
LOW
PLANETARY
LOW
CLUTCH
OUTPUT
SHAFT
LOWCLUTCH
PISTON
FIRSTCLUTCH
PISTON
FORWARDCLUTCH
PISTON
FOURTHCLUTCH
PISTON
THIRDCLUTCH
PISTON
SECONDCLUTCH
PISTON
Clutch Applied
Torque Path
E03601.06
Figure 213. Fifth-Range Torque Path (HT 750CR, 754CR)
h. Fifth-Range Operation (Figure 213). Engine

described in Paragraph 233b. The forward and fourth
clutches are applied. With the clutches applied, the
transmission main shaft and the sun gear shaft are
locked together and rotate as a unit at input speed.
With the center, rear and low sun gears rotating at the
same speed (locked together), and their carriers
splined to the planetary connecting drum, all components rotate at input speed. The transmission output
shaft is splined to the low carrier and produces an output ratio of 1.00:1.
233
LOCKUP
TORQUE
CLUTCH CONVERTER
FORWARD
CLUTCH
FOURTH
CLUTCH
FRONT
PLANETARY
SECOND
CLUTCH
THIRD
CLUTCH
REAR
CENTER
PLANETARY PLANETARY
FIRST
CLUTCH
LOW
PLANETARY
LOW
CLUTCH
OUTPUT
SHAFT
LOWCLUTCH
PISTON
FIRSTCLUTCH
PISTON
FORWARDCLUTCH
PISTON
FOURTHCLUTCH
PISTON
THIRDCLUTCH
PISTON
SECONDCLUTCH
PISTON
Clutch Applied
Torque Path
E03601.07
Figure 214. Reverse-Range Torque Path (HT 750CR, 754CR)
i. Reverse-Range Operation (Figure 214).

Engine torque is transmitted through the torque converter as described in Paragraph 233a. Reverse range
is the only range in which the forward clutch is not
engaged. In this range, the fourth clutch is applied and
this rotates the sun gear shaft assembly, via the fourthclutch housing, at input speed. The low clutch is also
applied and anchors the low ring gear against rotation.
Because the low ring gear, rear carrier, center carrier
and connecting drum are splined together, they form
one stationary unit. When the center sun gear rotates,
234
it causes the pinions in the center carrier to rotate in

the opposite direction. This rotates the center carrier
ring gear in a counterclockwise direction (reverse of
input). This reverse rotation is transferred through the
main shaft and the low planetary carrier to the output
shaft. This causes the transmission output shaft to
rotate in a reverse direction at a speed reduction of
9.65:1 (second range start models have a 2.96:1 ratio
reduction). Refer to the specifications and data chart in
Section 1 for earlier model ratios.

LOCKUP
TORQUE
CLUTCH CONVERTER
FORWARD
CLUTCH
FOURTH
CLUTCH
FRONT
PLANETARY
SECOND
CLUTCH
THIRD
CLUTCH
REAR
CENTER
PLANETARY PLANETARY
FIRST
CLUTCH
LOW
PLANETARY
LOW
CLUTCH
OUTPUT
SHAFT
LOWCLUTCH
PISTON
FIRSTCLUTCH
PISTON
FORWARDCLUTCH
PISTON
FOURTHCLUTCH
PISTON
THIRDCLUTCH
PISTON
SECONDCLUTCH
PISTON
Clutch Applied
Torque Path
E03602.01
Figure 215. Neutral Torque Path (HT 750DR)

TRANSMISSION (HT 750DR)
When the engine is idling, impact of the fluid upon
the turbine blades is negligible. When the engine is
accelerated, the impact is increased and the 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 illustrated in
first, second, third, and reverse operation where it is
most likely to occur.

of the lockup clutch occurs automatically as a function
of governor pressure. When the lockup clutch is
applied, the converter elements rotate as a unit at
engine speed. This provides a direct drive from the
engine to the turbine shaft. Lockup operation is illustrated in fourth and fifth range operation.
beyond the fourth-clutch hub. (Although the first
235
LOCKUP
TORQUE
CLUTCH CONVERTER
FORWARD
CLUTCH
FOURTH
CLUTCH
FRONT
PLANETARY
SECOND
CLUTCH
THIRD
CLUTCH
REAR
CENTER
PLANETARY PLANETARY
FIRST
CLUTCH
LOW
PLANETARY
LOW
CLUTCH
OUTPUT
SHAFT
LOWCLUTCH
PISTON
FIRSTCLUTCH
PISTON
FORWARDCLUTCH
PISTON
FOURTHCLUTCH
PISTON
THIRDCLUTCH
PISTON
SECONDCLUTCH
PISTON
Clutch Applied
Torque Path
E03602.02
Figure 216. First-Range Torque Path (HT 750DR)
d. First-Range Torque Path (Figure 216). Engine

described in Paragraph 234a. The forward and low
clutches are applied. The low clutch application
anchors the low carrier against rotation. The forward
clutch application locks the turbine shaft and main
shaft together to rotate as a unit. The rear sun gear is
splined to the rotating main shaft and rotates at input
speed. This sun gear rotates the rear planetary carrier
assembly pinions which, in turn, rotates the rear carrier ring gear. Because vehicle inertia tends to restrain
236
the output shaft and the rear carrier from rotating, the
rear carrier pinions rotate the rear ring gear. This, in
turn, rotates the low sun gear, which is splined to the
rear ring gear. With the low carrier held stationary by
the applied low clutch and the low sun gear rotating
the low carrier assembly pinions, the low ring gear
must rotate. Since the rear carrier and the low ring gear
are splined to the output shaft, a combination of rear
and low planetary carrier output ratios are simultaneously introduced to the output shaft to form a speed
reduction of 7.97:1.

LOCKUP
TORQUE
CLUTCH CONVERTER
FORWARD
CLUTCH
FOURTH
CLUTCH
FRONT
PLANETARY
SECOND
CLUTCH
THIRD
CLUTCH
REAR
CENTER
PLANETARY PLANETARY
FIRST
CLUTCH
LOW
PLANETARY
LOW
CLUTCH
OUTPUT
SHAFT
LOWCLUTCH
PISTON
FIRSTCLUTCH
PISTON
FORWARDCLUTCH
PISTON
FOURTHCLUTCH
PISTON
THIRDCLUTCH
PISTON
SECONDCLUTCH
PISTON
Clutch Applied
Torque Path
E03602.03
Figure 217. Second-Range Torque Path (HT 750DR)
e. Second-Range Operation (Figure 217). The

forward and first clutches are applied. Refer to Para-
graph 232d for detailed explanation, differing only in

output shaft speed reduction of 3.19:1.
237
LOCKUP
TORQUE
CLUTCH CONVERTER
FORWARD
CLUTCH
FOURTH
CLUTCH
FRONT
PLANETARY
SECOND
CLUTCH
THIRD
CLUTCH
REAR
CENTER
PLANETARY PLANETARY
FIRST
CLUTCH
LOW
PLANETARY
LOW
CLUTCH
OUTPUT
SHAFT
LOWCLUTCH
PISTON
FIRSTCLUTCH
PISTON
FORWARDCLUTCH
PISTON
FOURTHCLUTCH
PISTON
THIRDCLUTCH
PISTON
SECONDCLUTCH
PISTON
Clutch Applied
Torque Path
E03602.04
Figure 218. Third-Range Torque Path (HT 750DR)
f. Third-Range Operation (Figure 218). The forward and second clutches are applied. Refer to Paragraph 232e for detailed explanation of the torque
238
path flow. The speed reduction ratio produced is

2.01:1. Refer to the specifications and data chart in
Section 1 for earlier model ratios.

LOCKUP
TORQUE
CLUTCH CONVERTER
FORWARD
CLUTCH
FOURTH
CLUTCH
FRONT
PLANETARY
SECOND
CLUTCH
THIRD
CLUTCH
REAR
CENTER
PLANETARY PLANETARY
FIRST
CLUTCH
LOW
PLANETARY
LOW
CLUTCH
OUTPUT
SHAFT
LOWCLUTCH
PISTON
FIRSTCLUTCH
PISTON
FORWARDCLUTCH
PISTON
FOURTHCLUTCH
PISTON
THIRDCLUTCH
PISTON
SECONDCLUTCH
PISTON
Clutch Applied
Torque Path
E03602.05
Figure 219. Fourth-Range Torque Path (HT 750DR)
g. Fourth-Range Operation (Figure 219). The

forward and third clutches are applied. Refer to Paragraph 232f for detailed explanation of torque path
flow. The speed reduction produced is 1.38:1. Refer to

the specifications and data chart in Section 1 for earlier
model ratios.
239
LOCKUP
TORQUE
CLUTCH CONVERTER
FORWARD
CLUTCH
FOURTH
CLUTCH
FRONT
PLANETARY
SECOND
CLUTCH
THIRD
CLUTCH
REAR
CENTER
PLANETARY PLANETARY
FIRST
CLUTCH
LOW
PLANETARY
LOW
CLUTCH
OUTPUT
SHAFT
LOWCLUTCH
PISTON
FIRSTCLUTCH
PISTON
FORWARDCLUTCH
PISTON
FOURTHCLUTCH
PISTON
THIRDCLUTCH
PISTON
SECONDCLUTCH
PISTON
Clutch Applied
Torque Path
E03602.06
Figure 220. Fifth-Range Torque Path (HT 750DR)
h. Fifth-Range Operation (Figure 220). The forward and fourth clutches are applied. Refer to Para-
240
graph 232g for detailed explanation of torque path

flow. The speed ratio produced is 1:1.

LOCKUP
TORQUE
CLUTCH CONVERTER
FORWARD
CLUTCH
FOURTH
CLUTCH
FRONT
PLANETARY
SECOND
CLUTCH
THIRD
CLUTCH
REAR
CENTER
PLANETARY PLANETARY
FIRST
CLUTCH
LOW
PLANETARY
LOW
CLUTCH
OUTPUT
SHAFT
LOWCLUTCH
PISTON
FIRSTCLUTCH
PISTON
FORWARDCLUTCH
PISTON
FOURTHCLUTCH
PISTON
THIRDCLUTCH
PISTON
SECONDCLUTCH
PISTON
Clutch Applied
Torque Path
E03602.07
Figure 221. Reverse-Range Torque Path (HT 750DR)
i. Reverse-Range Operation (Figure 221). The

first and fourth clutches are applied. Refer to Paragraph 232h, which explains the planetary action. The
speed reduction ratio produced is 4.72:1. Refer to the

specifications and data chart in Section 1 for earlier
model ratios.
241
;;;;;;;;;;;;
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;;;;;;;;;;;;
;;;;;;;;;;;;
;;;;;;;;;;;;
;;;;;;;;;;;;
;;;;;;;;;;;;
;;;;;;;;;;;;
;;;;;;;;;;;;
REAR
ADAPTER
HOUSING
TRANSFER
REAR UPPER
GEAR HOUSING DISCONNECT
HOUSING
FRONT LOWER
DISCONNECT
HOUSING
REAR LOWER
DISCONNECT
HOUSING
TORQUE PATH
E03603.01
Figure 222. Transfer Gear Torque Path (HT 750DR DB)

TRANSMISSION (HT 750DR DB)
neutral, and range operations are the same as

explained in Paragraph 234.
a. Figure 222 shows the HT 750DR with a

transfer housing (dropbox) attached. Because the
transmission is a HT 750DR, the converter, lockup,
b. The addition of a transfer gear housing (dropbox)

does not change speed reduction ratios. The dropbox
has a 1.00:1 ratio.
242
Section 3 PREVENTIVE MAINTENANCE

31.
SCOPE
This section covers routine and periodic procedures required to maintain the transmission in good operating
condition. Included are instructions for inspection,
care of the oil system and breather, linkage adjustment, care of the external lines, transmission filter and
oil cooler, stall testing, storage, and checking fluid
pressures. Troubleshooting information is tabulated at
the end of this section.
32.
INSPECTION AND CARE
The transmission should be kept clean to make inspection easier. Check for loose bolts, loose or leaking oil
lines, fluid leakage, and condition of control linkage
and cables. Check the transmission fluid level at the
intervals specified in the vehicle or Operators Manual.
33.
DIPSTICK CALIBRATION
a. Description. Accurate dipstick calibration is an

essential step to establish and maintain an accurate
transmission fluid level. Calibrate the dipstick at initial
installation of the transmission. Follow the procedure
described below to make a dipstick calibration device.
Use the device to correctly mark the dipstick for any
depth of oil pan used on HT 700 Series transmissions.
Figures 31 and 32 illustrate the dipstick calibration
device. Figure 33 gives dimensions for calibration of
the dipstick for a 4.5 inch oil pan. Figure 34 gives
dimensions for a 6.0 inch oil pan. Figure 35 gives
dimensions for calibration of a 7.0 or an 8.5 inch oil
pan. Figure 36 shows typical dipstick markings for
all oil pan depths.
CLEAR PLASTIC
TUBE
b. Procedure. Create a dipstick calibration device as

detailed in Steps (1) through (3). Mark the actual transmission dipstick as detailed in Steps (4) through (9).
WARNING!
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.
1. Drill a hole through the length of a 12-20 x
0.75 inch long bolt (78-14 x 0.50 inch long for
the 4.5 inch deep pan).
2. Insert a short piece of metal tube, minimum 316
inch ID, into the bolt at the hole provided in
Step (1) above. Braze or solder the tube in place.
3. Attach a piece of clear plastic tubing to the
metal tube. Use a suitable length of clear plastic tubing to extend a minimum of 12 inches
above the oil pan to main case splitline at the
center of the oil pan (front to rear).
WARNING!
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).
Braze or
solder
LENGTH (AS REQUIRED)
12 -20 x 0.750 in. BOLT

(78 -14 x 0.500 in. BOLT
FOR
HT 700 WITH 4.5 in. OIL PAN)
METAL TUBE
(MIN. 316 in. ID)
V02502
Figure 31. Plastic Tube and Bolt Connection
31
MODIFIED DRAIN PLUG

CLEAR PLASTIC TUBE
L02503
Figure 32. Plastic Tube Length Determination Diagram
4. Make sure the vehicle is on a level surface. Remove the transmission oil drain plug and install
the dipstick calibration device made in Steps
(1) through (3) above.
7. Remove the dipstick, if not done previously,

wipe it clean, and insert it into the fill tube. Remove the dipstick and mark it at the highest
point that is coated with fluid.
5. Hold the clear plastic tube in a vertical position

and adjacent to the oil pan splitline at the center of the oil pan (See Figure 32). Mark the
clear plastic tube using the dimensions from
Figures 33 through 35, whichever is right for
the depth oil pan being used.
8. Repeat Steps (6) and (7) to mark the dipstick

with the other fluid level marks as shown in
Figure 36. Be sure to mark the dipstick HOT
RUN and COLD RUN bands.
NOTE:
These dimensions are ONLY valid at the CENTER
of the oil pan.
1.00 in.
(25.4 mm)
1.50 in.
(38.1 mm)
1.75 in.*
(44.5 mm)
TOP OF OIL PAN

FILL TUBE HOLE
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.
NOTE:
Be sure that the transmission fluid being used meets
the guidelines given in Paragraph 35.
32
HOT RUN BAND

COLD RUN BAND 160200F (7193C)
60120F (1549C)
* Approximate dimension. OEM/customer to establish cold run
band at installation.
V02370.01
Figure 33. Fluid Levels For

412 inch (114.3 mm) Deep Oil Pan
PREVENTIVE MAINTENANCE
1.50 in.
(38.1 mm)
TOP OF
OIL PAN
Difference between full and add levels is 2 U.S. quarts (1.9 liters)
HOT RUN BAND
160200F (7193C)
2.50 in.
3.00 in.*
(63.5 mm)
3.75 in.* (76.2 mm)
4.81 in.
(95.2 mm)
(122.2 mm)
3.50 in.
(89.9 mm)
2.50 in.
(63.5 mm)
HOT RUN
BAND
160200F
(7193C)
FULL
ADD
TOP OF
OIL PAN
4.75 in.*
(120.6 mm)
OIL PAN
FILL TUBE HOLE
COLD RUN BAND
60120F (1649C)
V02371.01
COLD RUN BAND

60120F (1649C)
FILL TUBE HOLE
V02372.01
Figure 35. Fluid Levels For 7 and 812 inch

(177.8 mm and 215.4 mm) Deep Oil Pan
Figure 34. Fluid Levels For

WITH 6 INCH (152.4 mm)

DEEP PAN
PROCEDURE:
USE HOT RUN BAND FOR 160200F (7193C)
USE COLD RUN BAND FOR 60120F (1649C)
NOTE:
This illustration is not a template.
Placement of the markings will vary
according to the angle of the
dipstick protruding into the fluid.
Dimensions shown are in the
vertical plane.
RA
UT
NE
CO
R U LD
N
HO
RU T
N
CH
CO
R U LD
N
WITH 41 2 INCH (114.3 mm)

DEEP PAN
IN
K
4.75*
(120.6)
3.50
(88.9)
2.50
(63.5)
EC
HO
RU T
N
HO
RU T
N
3.75*
(95.2)
1.50
2.50 (38.1)
3.00* (63.5)
(76.2)
CO
R U LD
N
2.00*
(50.8)
1.00
1.50 (25.4)
1.75* (38.1)
(44.4)
LA
TI
DL
TRANSMISSION-TO-OIL PAN SPLITLINE

(TOP OF OIL PAN)
WITH 7 AND 81 2 INCH

(177.8 mm AND 215.4 mm)
DEEP PAN
Dimensions are in
inches (millimeters)
*Approximate dimension. OEM/Customer

to establish cold run band at installation.
V02374.01
Figure 36. Transmission Fluid Dipstick Markings
33

9. Remove the dipstick calibration device and
install the correct drain plug and washer.
Tighten the drain plug to the torque given on
Foldout 16,B, 17,A, or 17,B that matches the
transmission oil pan depth.
34.
FLUID LEVEL CHECKS
a. Importance of Proper Fluid Level. Maintaining

the proper fluid level is very important. The transmission fluid is used to apply clutches and to lubricate and
cool the components. If the fluid level is too low, the result can be poor performance (clutches will not receive
adequate fluid supply). If the fluid level is too high,
overheating results from the fluid being churned and
aerated.
b. Foaming and Aerating
1. Transmission performance will be affected
when the fluid foams or aerates. The primary
causes of aeration are low fluid in the sump,
too much fluid in the sump, or a defective or
missing sealring on the intake pipe of the sump
screen.
2. A low fluid level (indicated on the dipstick)
will not completely envelop the oil screen.
Therefore, fluid and air are drawn by the input
pump and directed to the clutches and torque
converter, causing cavitation noises and irregular shifting. Aeration also changes the fluids
viscosity and color so that it resembles a thin
milky liquid.
3. At normal fluid level (FULL mark on the dipstick) the fluid is slightly below the planetary
gear units. If additional fluid is added bringing
the fluid level above the FULL mark, the planetary units will run in the fluid, foaming and
aerating it. Overheating and irregular shift patterns can occur when the fluid is aerated.
4. A defective sealring on the oil screen tube will
cause the input pump to draw air and fluid
from the sump. Foaming and aeration of the
fluid is the result.
c. Fluid Level Check Procedure. Two checks must
be made to ensure proper fluid level in the transmission a Cold Check and a Hot Check. The Cold
Check is required to ensure that there is enough fluid
34
in the transmission to allow normal operation until a

Hot Check can be made. The Hot Check is the most
important and is required to ensure that the fluid level
is correct.
NOTE:
When adding fluid or checking fluid level, dirt or
foreign material must not be allowed to enter the

fill tube. Before removing the dipstick, clean
around the end of the fill tube.
Always check the fluid level at least twice to ensure
that an accurate check is obtained. If inconsistent

dipstick readings occur, check for proper venting
of the transmission breather and/or oil fill tube. A
clogged breather can force fluid up into the filler
tube and cause an inaccurate reading. A dipstick
that anchors inside the top end of an unvented
filler tube can draw fluid up into the tube during
removal and give an inaccurate reading.
Transmission input speed and fluid temperature
significantly affect the fluid level. An increase in input speed lowers the fluid level; an increase in fluid
temperature raises the fluid level. Thus, the fluid
level must always be checked with the engine at
idle (500800 rpm) and the transmission in N (Neutral). A final check of the fluid level must be made
when the transmission reaches normal operating
temperature (160200F; 7193C).
CAUTION:
The COLD RUN band level (Figures 33 through
36) is an approximate dimension that is established by the OEM/Customer at installation. The
exact HOT RUN band dimension and fluid level
must be established prior to the COLD RUN dimension and fluid level. A HOT RUN check for
proper operating fluid level is also required.
WARNING!
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.
1. Cold Check. Park the vehicle on a level surface. Apply the parking brake and chock the
wheels of the vehicle. Operate the engine at
10001500 rpm for approximately one minute
to purge air from the system (sump fluid temperature should reach 60120F (1649C).
Return engine to idle speed and shift to
D (Drive) and R (Reverse) to fill clutch circuits.
Shift to N (Neutral) and be sure that idle speed
is 500800 rpm. Remove the dipstick, wipe it
clean, reinsert it and remove it again to check
the fluid level. Add or drain transmission fluid
so that fluid level is within the COLD RUN
band. Be sure that fluid added meets the specifications given in Paragraph 35. The transmission can now be run until operating temperature
is reached. Make a hot check as soon as normal
operating temperature is reached.
CAUTION:
The fluid level rises as fluid temperature increases.
DO NOT fill above the COLD RUN band if the
transmission fluid is below normal operating temperature.
NOTE:
Some transmissions have ADD and FULL lines on
their dipsticks instead of HOT RUN bands.
2. Hot Check. Run the transmission normally until
operating temperature is reached. Normal operating temperature is 160200F (7193C)
sump fluid or 180220F (82104C) converterout 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
RUN band (or between the ADD and FULL
lines). Be sure that fluid added meets the specifications given in Paragraph 35.
d. Dropbox Oil Check
CAUTION:
Do not overfill the dropbox. Overfilling can cause
excessive fluid temperatures. If fluid level is
above the FULL line, drain fluid as required to
bring it to the proper level.
NOTE:
The dropbox ADD and FULL marks are the same dimensions below the horizontal centerline of the output
shaft for any mounting angle of rotation (0 degrees, 15
degrees, 30 degrees, 45 degrees, or 60 degrees).
1. Transmissions equipped with a transfer gear
housing (dropbox) have two independent oil
circuits: the transmission circuit and the dropbox circuit. Each circuit requires a different
type and grade of fluid and must be checked
and serviced independently.
2. After bringing the dropbox to operating temperatures, park the vehicle on level ground, turn off
the engine, and apply the parking brake.
3. If the dropbox has a fill tube level indicator
(Figure 37), remove the fill tube plug and
check the fluid level. The dropbox is full when
the fluid level is at the top of the fill tube.
4. If the dropbox has a dipstick, remove it and
wipe it clean. Insert the dipstick and check the
fluid level. The safe level for the dropbox is
any level between the FULL and ADD marks
on the dipstick. If the level is at or below the
ADD mark, add fluid to bring the level to midway between the ADD and FULL marks.
2 in.
(51 mm)
FULL
3 in.
(76 mm)
ADD
CLOUTPUT SHAFT
NOTE:
Approximately one quart (0.9 liter) of transmission
fluid will move the fluid level from the bottom of the
HOT RUN band to the middle of the HOT RUN
band.
3 4-14
NPTF
FILL PIPE AND
LEVEL INDICATOR
FLUID
DRAIN
PLUG
V02375.01
Figure 37. Dropbox Fluid Level (Front View)
35

35.
TRANSMISSION FLUID
RECOMMENDATIONS
36.
a. Recommended Fluids
1. Transmission fluids used in the transmission
are important influences on transmission reliability. General Motors DEXRON-III or
Allison C-4 approved fluids are recommended. Use Type C-4 SAE 30 fluid in all
applications where the ambient temperature
is consistently above 86F (30C). Use only
Type C-4 SAE 30 transmission fluid in the
dropbox.
2. Some DEXRON-III fluids are also qualified
as Type C-4 fluids. Consult your local Allison
dealer or distributor to determine if a
DEXRON-III fluid is also a qualified Type
C-4 fluid.
b. Cold Weather Start-up. Listed in Table 31 are
the minimum fluid temperatures at which the transmission may be safely operated in a forward or reverse
range. When ambient temperature is below the minimum fluid temperature limit and the transmission is
cold, preheat is required. If auxiliary heating equipment is available, preheat the fluid to the minimum
fluid temperature limit. If auxiliary heating equipment
is not available, run the engine for at least 20 minutes
with the transmission in N (Neutral) before operating
in a forward or reverse range.
CAUTION:
Disregarding minimum fluid temperature limits
can result in transmission malfunction or reduced transmission life.
Table 31. Minimum Fluid Temperature
Requirements
(Ambient Temperature Below Which
Preheating is Required)
Viscosity Grade
Fahrenheit
Celsius
SAE 0W-20 (Arctic)

DEXRON-III
SAE 10W
SAE 15W-40
SAE 30
SAE 40
31
22
4
5
32
50
35
30
20
15
0
10
36
TRANSMISSION FLUID ANALYSIS

TEST RECOMMENDATIONS
Transmission fluid analysis is recommended because it

plays an essential role in monitoring and understanding
the general condition of the transmission and transmission fluid/filter system. The prime intent of fluid analysis is to evaluate the overall condition of the fluid for
the purpose of monitoring fluid change intervals. Fluid
analysis can also monitor fluid contaminants, assist in
determining transmission failure causes, and monitor
internal wear. Refer to Automatic Transmission Fluids
Technicians Guide GN2055EN for in-depth information on transmission fluid analysis practices.
Table 32 gives the minimum series of tests required
to properly monitor the condition of the transmission
and transmission fluid/filter system. These tests can be
performed by most qualified independent oil analysis
laboratories.
Many qualified independent oil analysis laboratories
provide complete oil analysis and monitoring services
including electronic records keeping and statistical
control. When contracting with a qualified independent oil analysis laboratory, information on product
brand name, manufacturer, and viscosity grade should
be provided. A new or fresh sample of the transmission fluid should be tested to establish a baseline. The
oil analysis laboratory should be advised when changing transmission fluid supplier.
If Allison Engineering is requested to review an oil analysis, the test series data in Table 32 will be required for
complete review and best assessment. Information on
product brand name, manufacturer, and C4 Approval
Number and/or GM DEXRON-III License Number (if
applicable) must be included with the request.
37.
CHANGING THE FLUID

AND FILTERS
a. Cleanliness
1. Fluid must be handled in clean containers to
prevent foreign material from entering the
transmission.
CAUTION:
Do not use containers or fillers for transmission
fluid that have been used for antifreeze solution.
Antifreeze and coolant solutions contain ethylene
glycol, which, if introduced into the transmission, can cause friction-faced clutch plates to fail.
2. Clean around the fill tube before removing the
dipstick. Lay the dipstick in a clean place
while filling the transmission.
3. Check the current edition of the HT 700 Series
Parts Catalog PC1268EN for proper oil filters.
Keep the filters in cartons until ready for installation.
Table 33 is a general guide. The fluid must be
changed whenever there is evidence of dirt or

high temperature indicated by discoloration or
strong odor.
Fluid change intervals can be optimized by
b. Transmission Fluid and Filter Change Intervals. Transmission fluid and filter change frequencies
are determined by the severity of transmission service
and by the filter equipment installed. More frequent
changes may be required when operating conditions
create high levels of contamination or overheating.
monitoring oxidation according to the tests and

limits shown in Table 34. A fluid is considered suitable for use if it meets all four limits
listed in the table, regardless of color or odor.
If one of the limits is exceeded, however, the
fluid in the transmission should be sampled
again immediately to verify the exceeded limit.
If verified, the fluid must be changed regardless of time or mileage. See Paragraph 36.
Transmission fluid change intervals are determined as

follows.
Filter and filter element change intervals are determined from Table 33.
Table 32. 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 104F (40C)
(ASTM D445)
Viscosity (cSt) at 212F (100C)
(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 33. Transmission Fluid, Filter, and Filter Element Change Intervals
Fluid Change Interval
50,000 miles
(80 000 km) or 12
months or 1200 hours*
Internal Sump Screen

and Governor Filter
At overhaul
External Filter Elements **

After first 5000 miles (8 000 km) and at each 25,000 miles
(40 000 km) or 6 months or 600 hours, thereafter*

An Allison high-efficiency external filter element must be
changed if the engine and transmission are at operating
temperature (over 160F; 71C) 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.
37

Table 34. Fluid Oxidation
Measurement Limits
Condition
Limit
Viscosity
25% change from new fluid
Carbonyl Absorbance
+30* change from new fluid
Total Acid Number (TAN) +3.0** change from new fluid

Solids
2% by volume maximum
* Carbonyl absorbance units/cm

** mg of KOH required to neutralize a g of fluid
Consult your local industrial yellow pages for fluid analysis firms.
Use one fluid analysis firm as results from various firms cannot be
accurately compared.
c. Oil Capacity. Determine the amount of transmission fluid required for a fluid change from the following.
Application
U.S. Quarts
Liters
30.5
28.5
6 inch deep oil pan
33
31
7 inch deep oil pan
33
31
812 inch deep oil pan
37
35
Dropbox
2.6
2.5
412
inch deep oil pan
d. Fluid and Filter Change Procedure

(Foldout 16,B)
NOTE:
Procedures outlined in Steps (3) through (10) are
required only when the suction screen in the oil pan
must be replaced (refer to Table 33).
3. After draining is completed, remove twentythree washer-head screws or bolts 42 (Foldout
16,B) that retain the oil pan to the transmission
housing. Discard pan gasket 38 and clean the
pan with mineral spirits.
4. Remove bolt 30 (Foldout 16,B) and washer 31.
Remove and inspect oil screen 33 (and spacer
32 on later models). If damage has occurred,
replace the screen. Clean and reuse the screen
if it is in satisfactory condition. Remove, clean,
and reinstall the governor feed line screen in
the valve body (Figure 6123). Refer to Paragraphs 630a(9) and 630c(27).
5. Prior to installing screen 33, install new sealring 34 (Foldout 16,B) onto the oil intake pipe
(integral with screen). Lubricate the sealring
with transmission fluid.
6. Install the oil screen (aligned so screen does
not require twisting), inserting the oil intake
pipe into the hole in the bottom of the transmission. Secure the oil screen with a 516-18 x
158 inch washer-head screw. Tighten the screw
to 1720 lb ft (2327 Nm).
CAUTION:
NOTE:
The following procedure is for 6 inch oil pans. For
412 inch, 7 inch, and 812 inch oil pans, the procedure is the same but the torque values may differ.
Consult Foldouts 17,A and 17,B for the correct
torque values.
1. The fluid should be warm when draining. This

ensures quicker and better drainage.
2. On earlier models, remove the fill tube from
the oil pan and allow the fluid to drain. On later
models, remove the drain plug from the rear of
the oil pan and allow the fluid to drain. Check
the condition of the fluid as described in Paragraph 38.
38
Gasket cements, sealing compounds, vegetablebased cooking compounds, or fibrous non-soluble greases must never be used inside the transmission. Only oil-soluble grease (petrolatum)
may be used for retaining parts temporarily.
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
outside the raised bead of the flange. Do not
use grease on cork gaskets.
8. Install the oil pan and gasket, carefully guiding
them into place. Guard against dirt or foreign
material entering the pan. Install the pan to the
housing by attaching a 516-18 x 58 inch
washer-head screw or 516-18 x 58 inch bolt to
each corner of the pan.
9. Install the remaining nineteen washer-head
screws or bolts, carefully threading each one
through the gasket. Attach all remaining
screws before tightening them.
10. Alternately tighten screws 180 degrees apart to
5 lb ft (7 Nm). Repeat the process tightening
the screws to 1013 lb ft (1418 Nm).
11. On later models, install the fill tube at the side
of the pan and tighten the fill tube retainer nut
to 4050 lb ft (5468 Nm) for the 412 inch
pan and 90100 lb ft (122136 Nm) for all
other pans. On later models, install the oil
drain plug at the rear of the oil pan and tighten
the plug to 1520 lb ft (2027 Nm).
12. Remove the dipstick and pour approximately
30 qts (28.4 L) of transmission fluid into the
transmission through the fill tube. Then check
the fluid level using the procedure described in
Paragraph 34.
38.
FLUID CONTAMINATION
a. Monitoring Contaminant Levels. Contaminant

levels can be monitored by transmission fluid test analysis. Refer to Paragraph 36.
b. Examine at Fluid Change. At each fluid change,
examine the drained fluid for evidence of dirt or water. A normal amount of condensation will emulsify in
the fluid during operation of the transmission. However, if there is evidence of water, check the cooler
(heat exchanger) for leakage between the water and
fluid areas. Fluid in the water side of the cooler (or vehicle radiator) is another sign of leakage and may indicate leakage from the engine oil system. Any sludge
or soft dirt in the sump should also be removed.
c. Metal Particles. Metal particles in the fluid (except for the minute particles normally trapped in the
filter) indicate damage has occurred in the transmission.
When these particles are found in the sump, the transmission must be disassembled and closely inspected to
identify the source. Metal contamination requires complete disassembly of the transmission and cleaning of
all internal and external circuits, cooler, and other areas
where the particles could lodge. During the repair of a
major internal failure of a transmission, it should be
dismantled into as many serviceable detail parts as pos-
sible and thoroughly cleaned. Do not disassemble the

unit just to the problem area.
d. Coolant Leakage
1. The presence of ethylene glycol coolant in the
transmission fluid is detrimental to the reliability and durability of the internal components.
Ethylene glycol has a deteriorating effect on
friction-faced clutch plates and nonmetallic
components (seals, gaskets, etc.) and on highly
loaded steel parts, such as bearings and gears,
due to reduced lubrication from the fluid.
2. If ethylene glycol in the fluid is suspected, immediately perform a verification test. A GlyTek test kit is available and is a quick and easy
method to determine the presence of glycol. If
glycol is found, disassemble the transmission,
inspect and remove all traces of coolant and
varnish deposits resulting from coolant contamination. Replace all seals, gaskets, and friction-faced clutch plates. The cooler should be
repaired or replaced prior to installation of the
new or rebuilt transmission.
e. Auxiliary Filter. If a transmission failure has occurred and introduced debris into the oil system, a
complete cleanup of the system is required. Repeated
cleaning and flushing does not ensure a clean (free
from debris) oil system, due to cooler retention. To
prevent a repeated transmission failure, it is recommended that an auxiliary filter be installed in the output line of the oil cooler. This recommendation applies whether the failed transmission is overhauled or
replaced by a new or rebuilt unit. The auxiliary filter
must have a 40 micron particle filtering capacity and a
maximum pressure drop of 2 psi at 15 gal/min
(13.79 kPa at .946 l/s). The maximum pressure drop
in the cooler circuit must not exceed 30 psi at 15 gal/
min (206 kPa at .946 l/s) at operating temperature and
at full throttle stall. The filter assemblies and filter elements shown in Table 35 are recommended for use
in retarder and non-retarder equipped transmissions.
Monitor auxiliary filter elements for contamination
after 5001000 hours operation and service when the
filtering system alerts the operator before the filter bypasses (if equipped). Filter change intervals thereafter
are determined by the vehicles operating condition.
39

Table 35. Recommended Auxiliary Filters
Filter Assembly
Allison 29510921*
AC PM 13-16
AC PM 16-1
FX 11583
Fram HP 1-1
Purolator OF-15C-1
Purolator 20-10
Filter Element
Allison 29510918*
PF897
PF141
HF6520
HP 1 or AC HD 222
OF-2C-1
PER-20
* High-efficiency filters and elements are available from your

authorized Allison distributor.
39.
BREATHER
CAUTION:
Do not spray steam, water, or cleaning solution
directly at the breather. This can force the water
or cleaning solution into the transmission.
CAUTION:
Pliers or a pipe wrench can crush or damage the
stem and may produce metal chips which could
enter the transmission.
The breather is located at the top of the transmission
housing as shown in Figure 12. The breather prevents
pressure buildup within the transmission. The breather
must be kept clean and the passage open. The amount
of dust and dirt determines the frequency the breather
requires cleaning. Always use the proper size wrench
to remove or replace the breather.
310. LINKAGE
CAUTION:
Failure to obtain proper detent in DR (Drive),
N (Neutral), or R (Reverse) can cause metering
of the clutch-apply fluid to either the forward or
fourth (reverse) clutch. The resulting low apply
pressure and clutch slippage affects the transmission durability.
a. General Information. Maintain proper adjustment of all linkage. Periodic inspections should be
made for defective parts. Bent or worn parts should be
replaced. All moving parts must be kept clean and well
lubricated.
310
b. Selector Lever Installation and Adjustment
CAUTION:
Manual selector shafts that are center-drilled at
their outer ends require an M10 x 1.56G nut
(metric thread). Shafts that are not drilled require
a 38-16 nut (standard inch series). Using the wrong
nut damages both the shaft and the nut. Torque for
either nut is 1520 lb ft (2027 Nm). Excessive
torque applied to the external selector lever retaining nut may damage the internal selector lever.
1. To properly install the external lever, rotate
the manual selector shaft to a position that is
two detent notches from either end of its
travel. Install the external lever so the flat
sides of the shaft opening are parallel to the
flats on the shaft, then install the nut. While
holding the lever against rotation, tighten the
nut to 1520 lb ft (2027 Nm).
2. Refer to the vehicle manual for specific linkage
adjustment procedures. The following general
procedures are applicable to most vehicles.
The manual selector lever should move
easily and give a crisp detent feel in each
position.
The linkage should be adjusted so that the
stops in the shift tower are positioned by
the detents in the transmission.
c. Input Retarder Linkage Adjustment. Clean
and lubricate all hydraulic input retarder valve linkage.
The retarder is applied when the valve moves upward
(out of the valve body). Therefore, it is important for
normal operation with the retarder Off that the linkage
be adjusted so the valve returns to the retracted position. If the linkage causes the retarder to be partially
applied, loss of lubrication pressure, overheating, or
excessive drag and excessive fuel consumption occurs.
If the valve does not have full travel (1.5 inch
(38.1 mm)), maximum performance of the input retarder cannot be obtained.
d. Modulator Valve Actuator Adjustment
1. It is imperative that the mechanical linkage be
properly adjusted for efficient performance.
2. Place the fuel control lever on the engine at full
throttle position.
3. Place the mechanical actuator cable at full
throttle position against the mechanical stop.
4. Adjust the clevis at the fuel control lever so the
pin fits freely through the hole in the clevis,
making sure the lever is secure.
5. Total control cable travel should not be less
than 1.187 inch (30.14 mm) or more than 1.56
inch (39.62 mm).
e. Disconnect Control Linkage
(Dropbox Models Only)
and trimmer regulator. If a test stand is not

available, satisfactory calibration of shift points
may be made after road testing the vehicle.
b. Location of Adjusting Components
1. Shift speeds are changed by changing the positions of adjusting rings that determine the retaining force of certain valve springs in the
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
oil flow to the disconnect clutch needle bearing.
1. If a manual or air actuator is used, adjust the
linkage or the cylinder stroke to give a crisp
detent at the engaged and disengaged positions
(approximately 1.06 inch (26.9 mm)).
2. Push the shifter shaft inward to the engaged
position detent. Rotate the shaft until the outer
end of the shaft is 1.291.33 inch (32.833.8
mm) from the face of the housing.
311. SHIFT SPEED ADJUSTMENTS

NOTE:
Transmission shift points cannot be satisfactorily adjusted if the transmission has an incorrect governor
installed. Check the three-digit code on the governor
with the governor code shown in the current Parts
Catalog PC1268EN for the transmission assembly
part number. If the letter M follows the three-digit
code, the governor is a service replacement assembly.
If the M is not included, the governor was installed
during the factory build.
2. Special tool J 24314 is used to depress and rotate the adjusting rings to the proper positions.
Clockwise rotation increases spring force and
raises the shift point. Counterclockwise rotation reduces spring force and will lower the
shift point.
NOTE:
Each notch of adjustment alters the shift point by
the approximate amount as follows.
HT 754CR,
HT 740, HT 747
HT 750CR And DR
12 Shift: 40 rpm
12 Shift: 10 rpm
23 Shift: 40 rpm
23 Shift: 10 rpm
34 Shift: 40 rpm
34 Shift: 25 rpm
45 Shift: 35 rpm
c. Checks Before Adjusting Shift Points
1. When calibration is made during a road test or
on a test stand that simulates road operation,
certain preparations must be made.
2. Bring the temperature of the transmission fluid
to 160220F (71104C).
a. Calibrated on Test Stand or in Vehicle

1. Proper timing of shift speed points is necessary
for maximum transmission performance. Shifts
may be adjusted on the test stand when the
transmission is rebuilt or overhauled, or during
road testing the vehicle.
2. The Kent Moore Valve and Governor Test
Stand (J 25000), or Aidco (Model 250) is designed to check the following five principle
transmission functions: governor, modulator,
hold regulator, shift points (up-down-inhibit),
3. Check the engine no-load governor setting and

adjust, if required, to conform to the transmissions engine speed requirements.
4. Check the engine for satisfactory performance
before making shift point adjustments.
5. For mechanical modulator valve actuators,
check the throttle linkage that controls the mechanical modulator valve actuator on the transmission for proper travel, routing, and
operation.
311

6. For electrical modulator valve actuators, check
the electric modulator system for proper connections, wire routing, and operation.
7. Check the shift selector linkage for proper
range selection.
8. Provide accurate instrumentation required for
observing speeds, temperatures, pressures, etc.
d. Calibration By Road Test Method
(Using Tachometer Readings)
NOTE:
Before road test, determine the accuracy of the vehicle tachometer by comparing it to a known good
tachometer. Make corrections for error, as required, in subsequent tests.
1. Subtract 100 rpm from the engine full-load
governed speed and record the remainder as
the desired speed for all automatic upshifts to
occur, except the 12 shift in HT 750CR models. The 12 shift in the HT 750CR must occur
at 100 rpm below lockup engagement speed.
2. If doubt exists regarding when lockup is occurring in HT 750CR and HT 754CR models, install a 0300 psi (02068 kPa) gauge at the
lockup pressure tap. During road operation in
1-hold, observe the first movement of the
gauge and record rpm. This is first gear lockup
engagement speed.
3. While driving the vehicle in Drive 14
(HT 740) or Drive 25 (HT 750) range, check
the wide-open throttle upshift points. These
shifts should occur at 100 rpm below engine
no-load governed speed. If upshift speed points
do not reach those specified, the shift point
speed may be raised by adjusting (increasing)
the spring load on the 12, 23, 34, or 45
(HT 750 only) shift signal valve. If upshift
speeds are above those engine speeds specified, or do not occur at all, the spring load(s)
must be reduced. Only the load on springs for
the valve (or valves) which do not upshift at
the proper speed require adjustment.
4. Refer to Sections 5, 6, and 7 for procedures
covering removal and replacement of affected
components. Refer to Table 82 for Spring
Data.
312
e. Calibration By Alternate Road Test Method

(Using Speedometer Readings)
1. If a tachometer is not available for checking shift
points, the vehicle speedometer can be used.
Proceed as outlined in Steps (2) through (4).
2. Check and record the road speed of the vehicle
at which lockup occurs in the HT 750CR and
HT 754CR models during operation in 1-hold
(refer to Paragraph 311d(2)). Also check and
record the top speeds that can be attained while
operating in 12, 23, and 34 ranges (HT 750
only).
3. For checking the shift points, place the selector
in Drive 14 (HT 740, 747), 15 (HT 750CR,
754CR), or 25 (HT 750DR), so that all automatic shifts can occur. Drive the vehicle at full
throttle from a standing start until the 34
(HT 740) or 45 (HT 750) upshift occurs.
Record the road speed at which each upshift
occurs.
4. Compare the upshift speeds with the speeds recorded in Step (2). The 12 shift in HT 750
and 754CR models should occur at approximately two mph below the speed recorded for
lockup engagement. All other upshifts should
occur approximately two mph below the top
speeds recorded in Step (2).
f. Calibration by Test Stand Method. Shift Points
Tables 36 through 313 provide information required
for adjusting shift points on transmissions matched to
engines having governed speeds from 18003000 rpm.
The tables list engine descriptions and their corresponding alphabetic calibration codes. Each alphabetic
calibration code denotes which calibration column to
use in Shift Points Tables 36 through 313 to calibrate the corresponding transmission. THE ALPHABETIC CALIBRATION CODES DO NOT FOLLOW
PREVIOUS CALIBRATION DATA SHEETS OR
SERVICE MANUAL COLUMN IDENTIFIERS.
The actual adjustment procedures are as outlined in
Paragraph 311b. However, the base for checks and
adjustments is output shaft speeds instead of engine
governed speed. Individual output shaft speed ranges
are given for each shift.
Table 36. HT 740(RS), 747 Shift Points

Engine Governed Speed rpm
Column (Engine)
Throttle
Position Range
AB
21002200
A
Shift
23002500
D
26002700
AC
AG
470570
Transmission Output Speed (rpm) at Start of Shift
1C1L
370450
420500
320420
370470
440540
470570
12
400455
500560
550600
510590
430480
430480
620670
510580
590650
590650
590650
670730
2C2L
560790
560790
770940
700835
9001220
23
9651005
920995
10001070
9701050
34
13901435 13701455 15001590 14401540 15001580 15001580 16601760 16501740 16501740 16501740 18601950 18601950
DR3
43
19101430 18601500 20401430 20401430 19101430 19101430 21001570 21001570 21001570 21001570 23001790 23201990
DR2
32
1280960
1200820
1330960
1330960
1280960
1280960
DR1
21
670510
660510
710540
710540
670510
670510
720590
720590
720590
720590
860670
810690
43
690525
625375
750390
950550
1000590
1000590
1350890
860610
760500
760500
1120720
720290
32
555455
580390
630390
730510
630440
630440
860620
650485
600380
600380
870570
580290
21
25570
380120
410190
480280
35070
35070
560370
385165
470240
470240
410100
40020
LU Out
390190
250 MIN
215 MIN
13601040
390190
480280
390 MIN
400200
230 MIN
320 MIN
620420
320 MIN
DR4
DR4
COLUMN
A, AB, AC, AG
B, E
C, F, G, R
W
D
10001070 10001070 11201190 11001170 11001170 11001170 12401320 12401310
14101060 14101060 14101060 14101060 16101210 15801260
ENGINE
CONVENTIONAL DIESEL ENGINE HT 740D
HIGH TORQUE RISE ENGINE HT 740D
CONVENTIONAL DIESEL ENGINE (NO 1ST LOCKUP) HT 740D
CONVENTIONAL DIESEL ENGINE (SPECIAL LOCKUP POINT(S)) HT 740D
CONVENTIONAL DIESEL ENGINE (NO 1ST LOCKUP) (FOR 190 HP COACH) HT 740D
Full
Closed
19502050
R
313
314

2700
3000
2200
1950
2050
2300
2500
2100
2200
2100
2400
1900
2100
2100
2100
2400
1900
2300
Column (Engine)
AH
AL
AN
AS
AV
CA
AZ
CE
CC
CD
Throttle
Position Range
DR4
1C1L
12
640740
470530
**
2C2L
560790
560790
**
**
430480
400455
370420
370420
370420
370420
370420
700835
560790
560790
560790
580750
760975
560790
580750
580750
910950
11001170
12101310 10801120
34
18401940 16101660 13901435 16501740 15001580 15001580 13451390 15001580 15001580 15001580 13451390 16501740
DR3
43
23201960 19601700 19101430 21001570 19101430 19901710 19101430 19101430 19101430 19901710 19101430 21001570
DR2
32
16001250 13001090
DR1
21
850700
43
DR4
9651005
23
Full
Closed
Shift
11001170 11001070 10001070
910950
1280960
14101060
1280960
13101100
1280960
1280960
1280960
13101100
1280960
14101060
680540
600530
730590
600530
640560
670510
670510
670510
640560
670510
720590
710600
1060780
690525
860610
1000590
1000590
615495
1055625
1150795
1055625
770560
1030690
32
690450
670480
555455
650485
630440
630440
530430
610505
675535
610505
555465
700540
21
370230
370140
**
**
**
35070
25570
385310
380310
385310
385310
385310
LU Out
390190
390190
400200
390190
390190
390190
430290
560465
415275
430290
430290
** Check for manual shift function only.
COLUMN
Y, AS, AV
H
AH, AL, AN
AZ, CA, CC, CD, CE
10001070 10001070 10001070
ENGINE
CONVENTIONAL DIESEL ENGINE (NO 1ST LOCKUP) HT 740D
GAS TURBINE ENGINE HT 740T
CONVENTIONAL DIESEL ENGINE (NO 1ST LOCKUP) (2ND RANGE START) HT 740D
CONVENTIONAL DIESEL ENGINE (CHC) HT 740

Column (Engine)
Throttle
Position Range
Closed
CG
CJ
19002050
CL
CM
2300
2450
2100
2400
CN
CP
21002250
CR
1900
2050
2100
2250
CS
CT
CU
CV
370450
12
**
480540
370420
**
370420
370420
370420
370420
400445
370420
370420
370420
2C2L
580750
580750
580750
580750
695885
580750
760975
770905
(1)
580750
580750
23
910950
900975
9951070
910950
910950
10951170
9951070
9951070
10001070
9951070
910950
9951070
34
13451390 13601455 14801520 13501390 13501390 16501740 14901580 14901580 15001590 14901580 13501390 13501390
DR3
43
19101430 18501495 19951705 19951705 18801595 21251775 19951705 18901595 20401430 18801595 19951705 19951705
DR2
32
1280960
1185820
DR1
21
670510
655515
640550
640560
605535
740600
635560
605535
710540
605535
635560
640560
43
770560
600385
975595
770550
770550
1030690
1055625
1150795
750390
1055625
770550
770550
32
555465
550395
610505
555465
555465
700540
610505
675535
630390
610505
555465
610505
21
**
34075
385310
**
385310
375300
385310
385310
440350
385310
385310
385310
LU Out
430290
250 MIN
600525
600525
600525
765605
600525
820600
215 MIN
(2)
600525
600525
DR4
13101095 13101095 12301010 13951100 13051095 12301010
(1) 2C3L occurs at the 23 shift point.

(2) 3L2C occurs at the 32 shift point.
COLUMN
315
CG
CF
CJ, CM, CN, CP, CU, CV
CR
CL
CS
CT
ENGINE
CONVENTIONAL DIESEL ENGINE HT 740D
CONVENTIONAL DIESEL ENGINE (CHC) (2ND RANGE START) HT 740D
CONVENTIONAL DIESEL ENGINE (NO 1ST LU/NO MOD LU) (CHCII) HT 740D
CONVENTIONAL DIESEL ENGINE (NO 1ST LU/NO MOD LU/RED LU/RED MOD) (CHCII) HT 740
CONVENTIONAL DIESEL ENGINE (NO 1ST LU, 2ND RANGE START) (CHCII) HT 740D
CONVENTIONAL DIESEL ENGINE (NO 1C1L CON 2) HT 740D
CONVENTIONAL DIESEL ENGINE (NO 1ST OR 2ND LU, CHC) HT 740D
1330960
12301010 13051095 13101095
Full
CF
2100
2250
Shift
1C1L
DR4
1900
316

Column (Engine)
Throttle
Position
Range
Shift
1900
2100
1900
CY
DJ
DK
DM
1C1L
12
370420
**
370420
2C2L
765920
580750
580750
23
10001070
910950
9951040
910960
34
15001590
13501390
14801520
13501390
DR3
43
20401430
18801595
23002000
18801595
DR2
32
1430960
12301010
15001300
12301010
DR1
21
710540
605535
850600
605535
43
750390
870670
12251160
32
630390
585495
610505
860770
21
**
385310
**
385310
LU Out
393 MIN
600525
600525
DR4
Full
Closed
2100
DR4
COLUMN
DJ
DM
CY
DK
ENGINE
CONVENTIONAL DIESEL ENGINE (NO 1ST LU/NO MOD LU) (CHCII) HT 740D
HIGH TORQUE RISE ENGINE (NO 1ST LOCKUP FIXED SHIFT)
CONVENTIONAL DIESEL ENGINE (2ND RANGE START CONVENTIONAL)
CONVENTIONAL DIESEL ENGINE (2ND RANGE START) NO LOCKUP HT 740
Table 36. HT 750, 754CR/HT 750DR (DB) Shift Points

Column (Engine)
Throttle
Position
Range
Shift
Low
LCLL
DR4
21002200
AF
23002500

*
L1
320380
**
**
**
430500
**
300400
**
450520
**
**
1C1L
825960
370460
490580
430520
9001010
850960
430520
9601110
590660
12
10101085
605645
630690
650690
10901170
550600
9801050
690750
12001280
690750
650690
23
12451335
9651005
10001070 10401080 13401430
900950
12401330 11201190 14701560 11001170 10351075
34
15801680 13901435 15001590 15001545 17001800 13601410 16001700 16601760 18601960 16501740 15001550
DR3
43
20801610 18401500 18501520 18501520 21101610 18501520 20501730 19101560 21401760 20201700 19101565
DR2
32
16101290
1250970
1280960
1280960
16601290 12901000 16001340 13301060 17101420 14101145 13301060
DR1
21
13601060
760650
780620
780620
14101060
780620
Low
1L
850620
330120
330120
330120
960620
43
1070660
575395
840380
670470
1270640
32
790550
505365
630390
545405
21
615400
420260
460310
DR4
13601110
810660
14601160
885705
805660
330120
770590
390150
1000710
370155
390150
560370
1010660
980630
1030770
820550
675470
870570
475320
790530
670460
820610
660440
545405
465320
680390
370160
570370
560370
540350
570370
465320
1L
380120
**
**
**
450120
**
300200
**
475250
**
**
LU Out
400 MIN
240 MIN
250 MIN
320 MIN
570320
370 MIN
390 MIN
400 MIN
570 MIN
* Check that automatic converter to lockup shift occurs.

COLUMN
J, O
K, M, AF
S, V
L, N, T
AE
AE
ENGINE
CONVENTIONAL DIESEL ENGINE HT 750DRD
HIGH TORQUE RISE ENGINE HT 750DRD
CONVENTIONAL DIESEL ENGINE HT 750DRD (NO LOCKUP)
CONVENTIONAL DIESEL ENGINE HT 750CRD
CONVENTIONAL DIESEL ENGINE HT 750CRD (3.69 GEAR RATIO)
Full
Closed
19502050
T
317
318

26002700
Column (Engine)
Throttle
Position
1950
2050
2600
2700
1950
2050
2100
2200
2600
2700
2300
2500
2100
2200
AK
AM
AO
AP
AQ
AR
AT
AJ
Range
Shift
Low
LCLL
L1
520580
**
**
240320
385500
**
**
**
**
**
1C1L
11401290
680760
680760
685830
10801230
430520
850960
10801230
9051055
490580
12
13601430
790850
850910
9651025
12901350
580645
9801050
12901350 11401200
630690
23
16601750 12401315 13401415 12351285 16451695
920995
12401330 16451695 14551505 10001070
34
21002200 18601950 20002090 15351585 20552105 13901485 16001700 20552105 18151865 15001590
DR3
43
24002160 21601820 22901975 18901620 24002160 18401500 20501730 24002160 21401760 20801820
DR2
32
19601730 15901240 16551370 14901255 19601730
1250970
16001340 19601730 17101420 14601200
DR1
21
16901320
1010810
1080830
760650
13601110 16901320 14601160
Low
1L
1140830
350150
380240
675480
960800
330120
770590
960720
810635
330120
43
1490900
900620
1055690
880670
1270840
700475
1010660
1270840
850650
840380
32
1150570
670390
660430
730575
870705
560405
790530
870705
745540
630390
21
770530
570370
595390
575425
600370
450280
570370
600370
480220
460310
1L
740120
**
240100
420275
**
**
**
**
**
LU Out
350 MIN
700 MIN
700 MIN
290 MIN
350 MIN
270 MIN
370 MIN
350 MIN
400 MIN
250 MIN
DR4
Full
Closed
2800
2900
DR4
12601010 16901320

COLUMN
AT, O, AJ, AO
P
AM, AK
AP, AQ, AR
ENGINE
CONVENTIONAL DIESEL ENGINE HT 750CRD
CONVENTIONAL DIESEL ENGINE HT 754CRD (3.69 GEAR RATIO) (2ND RANGE START)
920730

Column (Engine)
Throttle
Position
2100
2200
1950
2050
1900
2600
2700
1800
1850
1900
2050
2100
1950
2100
AU
AW
AX
AY
CB
CH
CK
CX
DA
DB
Shift
Low
LCLL
L1
240320
**
**
**
**
240350
**
400460
340420
**
1C1L
685830
685830
685830
430520
10801230
685830
430520
700880
571710
910975
9801050
875925
550610
9801050
880950
550600
890965
12401330 11711234
9651025
550610
12901350
23
11851235 12401330 12351285
890965
16451695 11101170
34
14951560 16001700 15351585 13201415 20552105 14001480 13201415 16001700 14801560 13601410
DR3
43
18901620 20501730 18901620 18401500 24002160 18901620 20801820 20501730 20501730 20801820
DR2
32
14901255 16001340 14901255
1250970
19601730 14901255 14601200 16001340 16001340 14601200
DR1
21
12601010 13601110 12601010
760650
16901320 12551010
Low
1L
675480
770590
675480
330120
960720
675480
330120
770590
770590
330120
43
840640
1085715
880670
645435
1270840
820625
775575
1190770
927699
560370
32
700565
790575
730575
545385
870705
705550
645475
800625
728600
475320
21
545395
600430
575425
415235
600370
570425
465325
640475
582465
370160
1L
240100
**
**
**
**
240100
**
300200
260167
**
LU Out
290 MIN
290 MIN
290 MIN
290 MIN
350 MIN
365 MIN
270 MIN
640475
615474
Full
DR4
12
920730

COLUMN
319
AY
DB
AU, CH
CB, AW, AX
CK
CX, DA
ENGINE
CONVENTIONAL DIESEL ENGINE HT 750DRD (NO LOCKUP)
CONVENTIONAL DIESEL ENGINE HT 754CRD (3.69 GEAR RATIO) (2ND RANGE START)
CONVENTIONAL DIESEL ENGINE HT 754CRD (NO LOW LOCKUP) (RGL)
13601110 13601110
900950
920730
Range
DR4
Closed
1900

1950
2050
Column (Engine)
Throttle
Position
DF
DG
1950
2300
DH
DL
Shift
Low
LCLL
L1
**
**
**
**
**
1C1L
370460
700880
430520
571710
490580
650690
880950
690750
12
605645
9801050
23
9651005
12401330 10401080 11711234 11001170
34
13901435 16001700 15001545 14801560 16501740
DR3
43
18401500 20501730 18501520 20501730 20201700
DR2
32
1250970
16001340
1280960
16001340 14101145
DR1
21
760650
13601110
780620
13601110
885705
Low
1L
330120
770590
330120
770590
370155
43
790620
1190770
845620
927699
820550
32
665515
800625
640500
728600
660440
21
490375
640475
505390
582465
570370
1L
**
**
**
**
**
LU Out
240 MIN
640475
320 MIN
815474
250 MIN
Full
DR4

COLUMN
320
DE, DG, DL
DF, DH
ENGINE
HIGH TORQUE RISE ENGINE HT 750DRD
CONVENTIONAL DIESEL ENGINE HT 754CR (NO LOW LOCKUP) (RGL) (2ND RANGE START)
Range
DR4
Closed
DE
2100
312. EXTERNAL LINES AND
OIL COOLER
3. Perform a cold check of the transmission fluid

level and adjust as necessary.
4. Install an accurate tachometer (do not rely on
the vehicle tachometer).
a. External Lines
1. Inspect for loose or leaking connections;
worn or damaged hoses, or tubing; and loose
fastenings.
2. Examine the radiator coolant for traces of
transmission fluid. This condition indicates a
faulty heat exchanger.
b. Oil Cooler. Transmission operation at abnormally
high temperatures can cause the oil cooler to clog as
well as transmission failure. Thoroughly clean the oil
cooler system after each major or minor rebuild (Paragraph 38e). Failure to do so may cause poor performance, overheating and transmission damage. For recommendations for cleaning or flushing the oil cooler,
see the vehicle Service Manual.
313. TRANSMISSION STALL TEST

a. Purpose
1. Stall testing is performed to determine whether
a power complaint is due to an engine problem
or a transmission malfunction.
2. Stall speed is the maximum engine rpm attainable when the engine is at full throttle and
when the torque converter turbine is not moving, or stalled.
3. During a stall test, compare the actual engine
speed at full throttle stall with established vehicle manufacturers specifications.
NOTE:
Engine stall point data can be obtained from the vehicle manufacturer or from the equipment dealer or
distributor.
4. Stall tests are used as troubleshooting procedures only do not perform them as general
checks or maintenance.
b. Stall Test Preparation
1. Make sure the fuel control linkage goes to full
throttle and does not stick when released.
2. Check the air induction system for restrictions.
5. Install a temperature gauge with the probe in

the transmission converter-out (to cooler) line.
WARNING!
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.
6. Block the vehicle wheels.
7. Start the engine and let the transmission sump
warm to normal operating temperature (160
200F; 7193C).
8. Perform a hot check of the transmission fluid
level and adjust as necessary.
9. Turn all engine accessories OFF.
10. Notify everyone to stay clear of the vehicle.
CAUTION:
The stall condition causes a rapid rise in fluid
temperature; never maintain the stall for more
than 30 seconds at any one time. Do not let the
converter-out fluid temperature exceed 300F
(149C). During stall conditions, converter-out
temperatures rise much faster than internal temperatures. Do not use internal fluid temperature
to determine the length of the stall condition. If
the stall test is repeated, do not let the engine
overheat. Allow the system to cool down between
stall checks by performing the cool-down as described in Paragraph 313e. If the unit does not
have a converter-out temperature gauge, do not
stall the converter.
CAUTION:
Do not attempt to stall test the HT 750 or 754CR
transmission in R (Reverse), or the HT 750DR in
first range. The extremely high torque produced
in either of these ranges may damage the transmission and/or the vehicle driveline.
321

NOTE:
For vehicles with engines not equipped with smoke
controls, proceed to Paragraph 313c.
For vehicles with engines equipped with smoke
controls, skip Paragraph 313c and proceed to
Paragraph 313d.
c. Stall Test Procedures Vehicles Without
Smoke-Controlled Engines
1. Apply the vehicle parking and service brakes.
2. Shift to D (Drive).
3. Slowly accelerate to full throttle.
4. When the tachometer levels off, record the
maximum engine rpm attained.
5. Slowly release the throttle.
6. Shift to N (Neutral).
7. Skip Paragraph 313d and proceed immediately with Paragraph 313e Cool-Down
Check.
d. Stall Test Procedures Vehicles With
Smoke-Controlled Engines
NOTE:
Because smoke controls and throttle-delay mechanisms inhibit engine acceleration, the stall testing may
need to be performed while the vehicle is moving.
1. Locate an isolated area to perform the driving
stall test.
2. Select a hold range that will limit road speed
(usually 2nd or 3rd range).
3. Operate the engine at full throttle, maximum
governed rpm.
4. Slowly depress the vehicle service brakes
while staying at full throttle.
5. When the vehicle comes to a stop, record the
engine rpm. This is the stall speed.
6. Proceed immediately with Paragraph 313e
Cool-Down Check.
e. Neutral Cool-Down Check Procedure
1. The neutral cool-down check determines if the
transmission fluid cools properly following an
322
engine load condition. Perform this check immediately after the engine speed has been recorded in the stall test.
2. Record the converter-out fluid temperature.
3. With the transmission remaining in N (Neutral), run the engine at 12001500 rpm for two
minutes to cool the fluid.
4. At the end of two minutes, record the converter-out fluid temperature. Converter-out
fluid temperature should return to within the
limits of normal operation.
f. Results
NOTE:
Environmental conditions, such as ambient temperature, altitude, engine accessory loss variations, etc.,
affect the power input to the converter. Under such
conditions, a stall speed deviation up to 150 rpm
from specification can be accepted as within normal
range.
1. An engine stall speed more than 150 rpm below the stall speed specified by the engine
manufacturer indicates an engine problem,
such as the need for a tune-up.
2. An engine stall speed more than 150 rpm
above specification indicates a transmission
problem, such as slipping clutches, cavitation,
or torque converter failure.
3. An extremely low stall speed, such as 33 percent of the specified engine stall rpm, during
which the engine does not smoke, could indicate a freewheeling torque converter stator.
4. If the engine stall speed conforms to specification, but the transmission fluid overheats, refer
to the cool-down check. If the fluid does not
cool during the two-minute cool-down check, a
stuck torque converter stator could be indicated.
5. If the engine stall speed does not conform to
specification and the cool-down check shows
that the transmission fluid cools properly, refer to Paragraph 322 for troubleshooting
procedures.
314. PRESERVATION AND STORAGE
a. Storage, New Transmissions (Prior to Installation). New transmissions are tested with preservative
fluid and drained prior to shipment. The residual fluid
remaining in the transmission provides adequate protection to safely store the transmission for one full
year (stored without further treatment, indoors in conditions of normal climate, and with all shipping plugs
installed).
b. Preservation Methods. When the transmission is
stored or remains inactive for an extended period (one
or more years), specific preservation methods are recommended to prevent damage due to rust, corrosion,
and organic growth in the fluid. Preservation methods
are presented for storage with and without transmission fluid.
NOTE:
When calculating the amount of Biobor JF required, use the total volume of the system, not just
the quantity required to fill the transmission. Include external lines, filters, and the cooler.
3. Run the engine for approximately five minutes
at 1500 rpm with the transmission in
N (Neutral).
4. Drive the vehicle. Make sure the transmission
shifts through all ranges. If it is equipped with
a converter lockup clutch, make sure the
lockup clutch activates.
5. Continue running the engine at 1500 rpm with
the transmission in N (Neutral) until normal
operating temperature is reached.
c. Storage, One Year Without Fluid
CAUTION:
1. Drain the fluid.
If the unit does not have a converter-out temperature gauge, do not stall the converter.
2. If the breather can be easily removed, spray 1

fluid ounce (30 milliliters) of VCI #10 (or
equivalent) into the transmission through the
breather hole. Also, spray 1 fluid ounce (30
milliliters) through the fill tube hole. If the
breather cannot be removed, spray 2 fluid
ounces (60 milliliters) into the transmission
through the fill tube hole.
3. Seal all openings and breather with moistureproof tape.
4. Coat all exposed, unpainted surfaces with preservative grease such as petrolatum (MIL-C11796), Class 2.
5. If additional storage time is required, repeat
Steps (2) and (4) at yearly intervals.
d. Storage, One Year With Fluid
1. Drain the fluid and replace the oil filter elements (Paragraph 37).
2. Fill the transmission to operating level with a
mixture of one part VCI #10 (or equivalent) to
30 parts DEXRON-III or C-4 transmission
fluid. Add 14 teaspoon of Biobor JF (or
equivalent) for each 3 gallons (1 milliliter for
every 10 liters) of fluid in the system.
6. If normal operating temperature is less than

225F (107C), shift the transmission to forward range and stall the converter. Do not exceed 225F (107C).
7. As soon as the transmission is cool enough to
touch, seal all openings and the breather with
moisture-proof tape.
8. Coat all exposed, unpainted surfaces with preservative grease such as petrolatum (MIL-C11796), Class 2.
9. If additional storage time is required, repeat
Steps (2) through (8) at yearly intervals; except, it is not necessary to drain the transmission each year. Just add VCI #10 and Biobor
JF (or equivalents).
e. Restoring Transmission to Service
1. Remove all tape from openings and the
breather.
2. Wash off all external grease with mineral spirits.
3. If the transmission is new, drain the residual
preservative fluid. Refill the transmission to the
proper
level
(Paragraph
37)
with
DEXRON-III or C-4 transmission fluid.
323

4. If the transmission was prepared for storage
without fluid, drain the residual fluid and replace the oil filter elements. Refill the transmission to the proper level with DEXRON-III or
C-4 transmission fluid.
5. If the transmission was prepared for storage
with fluid, it is not necessary to drain and refill
the transmission with new transmission fluid.
Check for proper fluid level (Paragraph 34).
Add or drain transmission fluid as required to
obtain the proper level.
315. RETAINING INPUT OR

OUTPUT FLANGE
grease. Install the flange retaining washer and

nut.
CAUTION:
The use of an impact wrench requires a means to
hold the flange. Failure to hold the flange can
cause internal damage to the transmission.
3. Retain the flange with holding bar J 3453.

Tighten output flange nuts to 600800 lb ft
(8131085 Nm); tighten input flange nuts to
450550 lb ft (610746 Nm).
316. OUTPUT SEAL AND BEARING

REPLACEMENT IN VEHICLE
a. Removal
1. Before removing the retaining nut, check the
number of notches that have been cut into the
wrenching flats by previous technicians (each
notch indicates one time the nut has been reused). If there are five notches, do not use the
nut.
2. If there are less than five notches (or none at
all), remove all dirt and any burrs from the exposed shaft threads. Then, only loosen the nut
until there is approximately 116 inch (1.6 mm)
gap between the nut and flange.
3. Check the running torque while removing the
nut. The nut can be reused only if it meets the
following requirements:
a. Removal (Foldout 20,A)

1. Disconnect the vehicle drive shaft and remove
the flange (refer to Paragraph 315).
2. Remove the dust shield and oil seal as described in Paragraph 622a.
3. Remove the snapring that retains the output
bearing.
4. Using puller tools J 24420 and J 24534, remove the rear bearing (Figure 38). The legs of
the bearing remover are designed to lock between the inner and outer races of the bearing.
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

400 lb in. (45 Nm).
REAR COVER
Each additional time (one to four notches)
the nut is removed the running torque must

be at least 300 lb in. (34 Nm).
REAR BEARING
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
2. Before installing the retainer nut, coat the

thread of the nut with molybdenum disulfide
324
Figure 38. Removing Rear Bearing
E03604.01
b. Installation (Foldout 20,A)
1. Install output bearing 35 onto the output shaft.
Use installer J 24447 and driver handle
J 24202-4 to seat the bearing.
2. On assemblies prior to S/N 5660, install beveled snapring 34 (bevel toward rear of transmission). On later transmissions, the snapring
is not beveled. Be sure the proper snapring is
used and is fully expanded into the groove.
3. Pack the rear oil seal with high temperature
grease that conforms to MIL-G-3545A. Place
the seal on oil seal installer J 24202-1A, sealing lip facing the installer. Attach handle
J 24202-4. Apply a non-hardening sealer (Perfect Sealer No. 4 or equivalent) onto the outer
surface of the rear oil seal. Pre-coated seals do
not require sealer on the OD.
4. Insert the seal installer and the seal into the
rear cover and drive the seal into the bore until
its rearward surface is 0.600.70 inch (15.2
17.8 mm) in front of the parking brake mounting surface plane.
5. Coat the outer circumference of the dust shield
with non-hardening sealer. Install the shield, flat
side first, into the rear cover. Press the shield
flush to 0.04 inch (1.0 mm) below the surface.
6. Install the output flange and retainer nut per
Paragraph 315.
317. REPLACING MANUAL

DISCONNECT OUTPUT SEAL
a. Remove Seal
1. Disconnect the equipment drive shaft from the
output flange.
2. Remove the two bolts, lockstrip, and shims that

secure the flange retainer to the output shaft.
Remove the flange retainer.
3. Remove the output flange using a puller.
4. Remove the oil seal from the disconnect housing using seal remover J 24171-1, J 24171-2,
and J 24171-4.
b. Install Seal
1. Refer to Paragraph 46f for seal preparation
before installing the lip-type seal. Install oil
seal 19 or 52 (Foldout 23,A) or 6 (Foldout
23,B), spring-loaded lip first. Use installer
J 24202-1A and driver handle J 24202-4 to seat
the seal against the shoulder in the housing.
2. Install the output flange onto the shaft.
3. Install retainer 22 or 55 (Foldout 23,A) or 3
(Foldout 23,B) and two bolts 24 or 57 (Foldout
23,A) or 1 (Foldout 23,B) (Figure 39).
Tighten the bolts sufficiently to ensure the
flange is firmly seated on the shaft, then remove the two bolts and retainer.
4. Measure the distance from the counterbored
surface of the output flange (surface A in Figure 37) to the end of the output shaft. Select a
combination of shims 20 and 21, 53 and 54
(Foldout 23,A), or 4 and 5 (Foldout 23,B) that
will be 0.0080.012 inch (0.200.30 mm) less
than the measured dimension.
5. Install the selected shims, retainer, lockstrip 23
or 56 (Foldout 23,A) or 2 (Foldout 23,B) and
two bolts for each flange (Figure 39). Tighten
the bolts to 96115 lb ft (130156 Nm). Bend
a corner of the lockstrip against each bolt head.
6. Connect the equipment drive shaft to the output flange.
325
;;;;
;;;
;;;;
;;;
;;;;
;;
;;;;
;
;;
;;;;
;
;;
;;;;
;;;;
;
;;;;
;;;;
;;;
;;;;
;;;
Shim as required to 0.008 0.012 in. (0.2030.305 mm)

below FACE A of flange
V03099
Figure 39. Measurement to Determine Flange Shim Thickness
318. CHECKING OIL PRESSURES
Oil pressures may be checked during operation of the

transmission to assist in the location of malfunctions.
Pressure check points are shown in Figures 310
326
through 313. Make pressure tests in conjunction

with the troubleshooting procedures outlined in Paragraphs 319 through 322. Refer to specifications
and data, Paragraph 16, for pressures.
JANUARY 1976
PRIOR TO S/N 11250
SEPTEMBER 1974
PRIOR TO S/N 5940
LOCKUP
MAIN
FRONT
GOVERNOR
SEPTEMBER 1974
AFTER S/N 5939
LOCKUP
LUBE
MAIN
FRONT
GOVERNOR
LUBE
LOCKUP
JANUARY 1976
AFTER S/N 11249
MAIN
FRONT
GOVERNOR
LOCKUP
LUBE
MAIN
FRONT
GOVERNOR
V03605
Figure 310. Transmission Check Points Models Without Input Retarder
319. TROUBLESHOOTING BEFORE

REMOVAL OR OPERATION
a. Visual Inspection. Do not operate the vehicle
prior to completing the procedures described in this
paragraph. Inspect for fluid leakage. Visually inspect
all splitlines, plugs, and all hoses and tube connections
at the transmission and cooler. Fluid leakage at splitlines may be caused by loose mounting bolts or defective gaskets. Tighten all bolts, plugs, and connections
where leakage is found. Check to ensure that the modulator control cable and linkage are free.
b. System Knowledge. The engine and transmission
must be treated as a single package during trouble-
shooting. A thorough study of the description and operation of the components and hydraulic system is
helpful in determining the cause of trouble.
NOTE:
Changes in sound caused by normal engine thermostatic fan cycling, while climbing a long grade with
a heavy load, have been mistaken for transmissionrelated sounds.
c. Monitoring Contaminant Levels. Identifying
contaminants and their quantities by transmission fluid
test analysis may be useful in determining the cause of
transmission failure. Refer to Paragraph 36.
327

SEPTEMBER 1974
PRIOR TO S/N 5940
EFFECTIVE APRIL 1975

AFTER S/N 8249
NOT ACTIVE
MODULATOR
FRONT GOVERNOR
LOCKUP
MAIN
SEPTEMBER 1974
AFTER S/N 5939
NOT ACTIVE
LUBE
LUBE
FRONT GOVERNOR
MAIN
LOCKUP
NOT ACTIVE
NOT ACTIVE
MODULATOR
FRONT GOVERNOR
MAIN
LOCKUP
V03606
Figure 311. Transmission Check Points Models With Input Retarder
320. TROUBLESHOOTING DURING

OPERATION
until the cause(s) of the trouble are identified using the

troubleshooting chart (Paragraph 322, Table 314).
a. Determine Trouble Cause. If inspection (Paragraph 319) does not reveal the cause of trouble and the
vehicle is operational, further troubleshooting is necessary. Do not remove the transmission from the vehicle
b. Properly Tuned Engine. To make a thorough test

of the engine-mounted transmission, be sure that the
engine is properly tuned and the fluid level in the
transmission is correct. (Refer to Paragraph 34 for
checking fluid level.)
328
APRIL 1975
PRIOR TO S/N 8250
LUBE
EFFECTIVE JANUARY 1976

AFTER S/N 11249
NOT ACTIVE
MODULATOR
FRONT GOVERNOR
LOCKUP
MAIN
APRIL 1975
AFTER S/N 8249
NOT ACTIVE
LUBE
FRONT GOVERNOR
MAIN
LOCKUP
LUBE
NOT ACTIVE
FRONT GOVERNOR
MAIN
LOCKUP
V03607
Figure 312. Transmission Check Points Models With Input Retarder and Engine-Driven PTO
321. TROUBLESHOOTING AFTER

REMOVAL
When the malfunction was not identified by tests or inspections before removal from the vehicle, the transmission may be mounted in a test stand and checked (if
a test stand is available). Particular attention should be
given to proper fluid level in every transmission test.
322. TROUBLESHOOTING CHART

The troubleshooting information in Table 314 outlines the possible causes of transmission troubles and
their remedies. Capital letters indicate the symptom;
numerals following the symptom indicate several possible causes; corresponding numerals in the right column indicate remedies for the causes.
329
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 313. Transmission Check Points All Models
330
Table 36. Troubleshooting Chart
Cause
A.
Remedy
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 630)
3. Valves sticking
3. Overhaul valve body assembly (Paragraph 630)
4. Shift points not properly adjusted
4. Refer to Paragraph 310
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 630)
4. Modulator valve stuck
4. Clean or replace modulator valve (Paragraph 630)
5. Shift points not properly adjusted
5. Refer to Paragraph 310
C.
LOW MAIN PRESSURE IN ALL RANGES
1. Low fluid level
1. Add fluid to proper level (Paragraph 34)
2. Oil filter element clogged
2. Replace filter
3. Sealring at oil intake pipe (filter output) leaking or

missing
3. Replace sealring
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

regulator)
6. Overhaul main valve body assembly and

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

F.
1. Adjust throttle setting refer to vehicle manual
LOW LUBRICATION PRESSURE
1. Fluid level low
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
331

Table 36. Troubleshooting Chart (contd)
Cause
G.
Remedy
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
1. Fluid level low
2. Fluid level high
2. Drain fluid to proper level (Paragraph 34)
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 630)
3. Modulator valve sticking; spring adjustment too tight 3. Repair or replace valves; back off spring adjustment
(Paragraph 630)
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 37)
2. Heat excessive
2. Refer to H
3. Clutch failure
3. Overhaul transmission
4. Damaged oil filter
4. Replace filter (Paragraph 37)
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
332
Cause
Remedy
M. HIGH STALL SPEED (Refer to Paragraph 313)

1. Fluid level low
2. Clutch pressure low
2. Refer to D
3. Forward clutch slipping
3. Rebuild forward clutch (Paragraph 613)
4. First clutch slipping
4. Rebuild first clutch (Paragraph 73 or 74)
5. Fourth clutch slipping (reverse)
5. Rebuild fourth clutch (Paragraph 614)
6. Low clutch slipping (5 speed)
6. Rebuild low clutch (Paragraph 74)
N.
LOW STALL SPEED (Refer to Paragraph 313)
1. Engine not performing efficiently
1. Refer to engine manufacturers 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. 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)

Q.
CLUTCH SLIPPAGE IN FIRST AND REVERSE RANGES ONLY (HT 750CR)
1. Low clutch slipping

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

W.
CLUTCH SLIPPAGE IN THIRD RANGE ONLY (HT 740)
1. Third clutch slipping

V.
CLUTCH SLIPPAGE IN FOURTH AND REVERSE RANGES ONLY (HT 740)
1. Fourth clutch slipping

U.
CLUTCH SLIPPAGE IN ALL FORWARD RANGES, BUT NO SLIPPAGE IN REVERSE (All Models)

T.
CLUTCH SLIPPAGE IN FIFTH AND REVERSE RANGES ONLY (HT 750CR, DR)
1. Fourth clutch slipping

S.
CLUTCH SLIPPAGE IN FOURTH RANGE ONLY (HT 750CR, DR)
1. Third clutch slipping
333

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

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
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 34)
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
334
Section 4 GENERAL OVERHAUL INFORMATION

41.
SCOPE
cotter pins during disassembly or assembly of the low

sun gear and hub assembly (Figure 554).
This section provides general information for overhaul, cleaning, and inspection of the transmission.
Tables include special tools and recommended
replacement of parts and use of service kits. Good
shop practices, together with recommended procedures, will aid in restoring high quality performance.
42.
b. Special Tools. Special tools are illustrated in Figures 43 through 46 and are identified in the tables
following the illustrations.
c. Mechanics Tools, Shop Equipment. The following tools, in addition to the common tools ordinarily required, must be available.
TOOLS AND EQUIPMENT
Snapring pliers
Micrometer
A 3-leg lifting sling of 12 ton (454 kg)
a. Improvised Tools and Equipment. The following items may be improvised:
Work table 1500 lb (680 kg) capacity (Fig-
ure 41)
Overhaul stand (Figure 51)
Pins to retain low sun gear and hub assembly
(Figure 42)
An improvised tool, similar to that shown in Figure 42,
helps to prevent the accidental loss of one or more of the
48 in.
(120 cm)
capacity with 90 degree angle attaching plates

Suitable hoist, 12 ton (454 kg) capacity
Container of mineral spirits for cleaning parts
A 100 lb in. (11 Nm) torque wrench
A 100 lb ft (136 Nm) torque wrench
A 1000 lb ft (1356 Nm) torque wrench
A hot plate or heating equipment (for heating
bearings or other interference-fit parts to aid
assembly)
78 in.
(200 cm)
TRANSMISSION FLUID DRAIN

STEEL TOP
TROUGH
16-GAUGE SHEET STEEL
112 in. (35 mm) DEEP
112 in. (35 mm) WIDE
24 in.
(60 cm)
TRANSMISSION
FLUID DRAIN
(BOTH SIDES)
4 x 4 in. LEGS
(10 x 10 cm)
2 x 6 in. BOARD
(5 x 15 cm)
FOR TOP FRAME
AND LEG BRACKETS
V02733
Figure 41. Work Table
41

Dry ice or cooling equipment (for cooling
43.
sleeves or other interference-fit parts to aid assembly)

A press for disassembly and assembly of
spring-loaded clutches, valves, and interference-fit parts
Clean shop cloths (do not use paper cloths)
Boxes, receptacles for parts
Supply of wood blocks
Oil-soluble, nonfibrous grease (petrolatum)
Nonhardening sealer, Permatex No. 2, or
equivalent (for plugs, seals, etc.)
REPLACEMENT PARTS
a. Ordering Information. Refer to the current issue

of Parts Catalog PC1268EN for parts information.
b. Parts Normally Replaced. The following parts
are normally replaced at each transmission overhaul.
Gaskets
Lockstrips
Washers or snaprings damaged by removal
Oil seals, piston sealrings
WARNING!
Do not burn discarded Teflon seals; toxic gases
are produced by burning.
44.
CAUTION:
Caustic cleaning compounds will damage some
transmission parts. Use only mineral spirits.
b. Cleaning Parts
1. All the metallic parts of the transmission, except bearings and friction-faced clutch plates,
should be thoroughly cleaned with mineral
spirits or by the steam cleaning method. Do not
use caustic soda solution for steam cleaning.
Use only mineral spirits to clean friction-faced
clutch plates.
2. Parts should be dried with compressed air.
Steam-cleaned parts should be oiled immediately after drying.
3. Clean oil passages by moving a piece of soft
wire back-and-forth through the passages and
flushing with mineral spirits. Dry the passages
with compressed air.
4. Examine parts, especially oil passages, after
cleaning to make certain they are entirely
clean. Reclean if necessary.
CAREFUL HANDLING
1 8
During all rebuild procedures, parts and subassemblies

must be handled carefully to prevent nicking, scratching, and denting. Parts with close operating tolerances
can bind if damaged. Parts that depend upon smooth
surfaces for sealing may leak if scratched. This is very
important for control valve body assembly parts
(valves, when dry, must move freely by their own
weight). These parts must be carefully handled and
protected during removal, cleaning, inspection, and
installation as well as kept clean while in storage containers.
45.
it is very important that dirt or foreign material must

not be allowed to enter the transmission. Even minute
particles can cause the malfunction of close-fit parts
(such as valves).
x 114 in. (3 x 30 mm)

COTTER PIN (4)
CHAIN, BEAD CHAIN,

FLEXIBLE CABLE OR
PLASTIC LINKS (4)
SHEET METAL
DISK
3 inch
(8 mm)
APPROX.
9 inch
(230 mm)
MIN
CLEANING, INSPECTION
V02146
a. Dirt Causes Malfunction. All parts must be

clean to permit effective inspection. During assembly,
42
Figure 42. Low Sun Gear and Hub Pins
GENERAL OVERHAUL INFORMATION

2
4
5
6
11
13
14
9
15
12
10
17
16
18
19
20
21
V03609
Figure 43. Special Tools (1 through 21)
43

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

52
50
53
54
51
56
57
58
55
59
62
60
67
61
63
68
69
64
65
70
71
72
73
66
76
77
75
78
79
80
74
V03611
45

81
82
87
86
84
83
85
88
89
90
98
99
94
91
95
100
96
93
97
92
101
102
103
104
105
107
106
109
108
E03612.01
46

Table 41. Special Tools
Tool No.
Figure
Item
Description
Reference Paragraph
J 1126
46
99
Converter housing guide screws, 12-13 (part of J 24315) 712a
J 3387-2
46
100
Oil pan guide screw, 516-18 x 3 (2) (part of J 24315)
56a, 717a, b
J 6125-1
43
Slide hammer (used with J 24205-2 and J 24412-2)
622a
J 6889-1
46
102
Pitot tube guide screw #1032 x 6 (2) (part of J 24315)
712a, 713a
J 8092
44
38
Driver handle (used with J 24371, J 24197, J 24769,

J 24368)
66c, 620
J 8433-1
45
74
Puller body
58a
J 8646-2
44
47
Puller body screw
58a
J 22214-4
45
75
Forcing screw
58a
J 23544-A
46
106
Idler gear spindle puller set
624a
J 23544-1
46
107
Idler gear spindle puller screw, 12-20 thread
624a
J 23544-2
46
108
Idler gear spindle remover
624a
J 23544-5
46
109
Idler gear spindle puller screw, 114-12 thread
624a
J 24171
44
22
Seal and dust shield remover
317a, 622a
J 24171-1
44
23
Jaw attachment
317a, 622a
J 24171-2
44
24
Rod assembly
317a, 58c, 622a
J 24171-4
44
25
Slide hammer
317a, 58c, 622a
J 24192
44
29
Clutch pack clearance gauge (forward, fourth)
613e, 614c
J 24194
44
30
Clutch pack clearance gauge (first, second, low)
73a
J 24195
43
Center support lifting bracket
512a, 515b, 73b,

74b, 76a, b, 78a, b,
710a, b
J 24196
43
19
Main shaft lifting bracket
512b, 515b, 76b,

78a, 710a
J 24197
44
31
Front support needle bearing installer
66c
J 24198
44
26
Oil pump and dust shield installer (used with J 24202-4) 66c, 622b
J 24200
43
Collector ring installer and staking set
613e
J 24200-1
43
Staking tool
613e
J 24200-2
43
Collector ring installer
613e
J 24201
44
41
Sun gear shaft bushing installer
616b
J 24202-1A 44
27
Output shaft seal installer (used with J 24202-4)
316b, 317b, 622b
J 24202-4
44
28
Driver handle (used with items J 24198, J 24202-1,

J 24447)
316b, 317b, 66c,

622b
J 24203
44
37
Output shaft bushing installer
622b
J 24204
43
Clutch spring compressor set
625a
J 24204-1
43
Low- and first-clutch spring compressor
622a, b
J 24204-2
43
Bar and stud assembly
614a, c, 622a, b
47

Table 41. Special Tools (contd)
Tool No.
Figure
Item
Description
Reference Paragraph
J 24204-3
43
Forward- and fourth-clutch spring compressor
613a, 614a, c
J 24205-A
46
91
Speedometer driven gear bushing remover and

installer set
622a, b
J 24205-1
46
92
Speedometer driven gear bushing installer
622b
J 24205-2
46
93
Speedometer driven gear bushing remover
622a
J 24207
44
40
Front planetary bushing sleeve installer
619c
J 24208-D
43
10
Center support compressor set
J 24208-1
43
11
Compressor bolt
73b, 74b
J 24208-2
43
12
Compressor sleeve
73b, 74b
J 24208-3
43
13
Compressor bar (bar is also used as gear pack support)
515a, b, 73b, 74b,

76a
J 24208-25
43
15
Selective snapring gauge assembly
73b, 74b
J 24209
43
21
Fourth-clutch lifting fixture
511a, 711a
J 24210
43
17
Low- and first-clutch piston inner seal protector
622b, 625b
J 24216-01
43
18
Forward-clutch piston inner seal protector
613e
J 24217
44
35
Main shaft orifice installer
J 24218-2
43
16
Stator cam spring and roller retainer ring
64c
J 24219
43
20
Lockup valve and main pressure regulator spring

compressor
66a, c
J 24221
46
82
Fourth-clutch alignment fixture
711b
J 24310
45
52
Transmission holding fixture
52a
J 24314
44
42
Valve ring adjuster
311b
J 24315
46
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
46
101
Oil pump guide screw, 38-16 x 6 (2)
66c
J 24315-2
46
103
Flywheel guide screw, 38-24 x 2 (2)
718a, 718b
J 24315-3
46
98
Valve body guide screw, 14-20 x 5 (2)
57a, b, 716a, b
J 24365
45
53
Flywheel lifting bracket
55b, 718a
J 24369
44
34
Main and output shaft orifice plug installer
616c, 617b, 622b,

625b
J 24371
46
86
Low sun gear bushing installer
620
J 24412-2
46
87
Valve pin remover (used with J 6125-1)
J 24420
44
33
Universal puller body (used with J 24534)
316a
J 24447
45
50
Rear bearing installer (used with J 24202-4)
316b
J 24453
45
51
Retaining ring installer
615b, 621b
J 24534
44
32
Rear bearing puller legs (2) (used with J 24420)
316a
J 24769
44
39
Output shaft bushing installer (HT 750DR, used with

J 8092)
622b
48

Tool No.
J 25000-1
Figure
46
Item
Description
Reference Paragraph
105
Valve body and governor test stand
311a
J 25000-227 46
89
Valve body test stand adapter
J 25007
44
43
Torque converter pump bearing puller
58a
J 25007-2
44
44
Leg and nut assembly (4)
58a
J 25007-3
44
45
Puller head
58a
J 25007-4
44
46
Sleeve
58a
J 25458-3
NI
Bushing installer
616b
J 25562
44
49
Output shaft needle bearing installer (used with J 8092) 625b
J 25587-01
45
55
Planetary rebuilding set
64b, 619b
J 26282
44
36
Shift lever seal installer
623b
J 26401
46
90
Shift lever seal remover
623a
J 26598-A
45
56
Converter pump snapring remover and installer
58a, 715a
J 26857
NI
Pump gear gauge set
66c
J 26899
45
78
PTO gear removing fixture set
613a
J 26899-1
45
80
Inner ring driver
613a
J 26899-2
45
79
Outer ring support
613a
J 26901-A
45
76
Puller bolts, 38-24 thread
58a
J 26997-A
45
58
Sun gear bushing swaging tool set
616b
J 26997-1
45
59
Swaging tool
616b
J 26997-2
45
60
Collar
616b
J 28525
46
83
Center support bushing installer and staking set
615b
J 28525-1
46
84
Center support bushing staking tool
615b
J 28525-2
46
85
Center support bushing installer
615b
J 28557
45
77
Front support rear bearing remover
66a
J 28646-A
45
54
Charging pump bearing installer
66c
J 28684
46
81
Governor support pin installer
622b
J 29121
45
61
Stator rivet tool set
64b
J 29121-1
45
62
Rivet punch staker
64b
J 29121-2
45
63
Base plate
64b
J 29121-3
45
64
Rivet remover pin
64b
J 29121-4
45
65
Top plate
64b
J 29198-3
45
57
Sealring groove gauge
66b, 615a
J 29535
45
67
Turbine hub rivet tool set
63c
J 29535-1
45
68
Base plate
63c
NI Not Illustrated.
49

Tool No.
Figure
Item
Description
Reference Paragraph
J 29535-2
45
69
Guide plate
63c
J 29535-3
45
72
Staking tool
63c
J 29535-4
45
71
Rivet remover tool
63c
J 29535-5
45
70
Drill guide
63c
J 29612
46
88
Valve body torque wrench
716a, b
J 29863
NI
Valve body handling tool
630c
J 33079-1
46
Forward clutch and shaft assembly lifter
511a, 711b
J 33080
46
Charging pump driven gear(s) spindle remover and

installation tool
66a, c
J 33080-2
NI
Retriever
66a
J 33080-4
46
94
Collet
66a
J 33080-7
46
95
Height gauge
66c
J 33080-20
46
96
Bridge assembly
66a
J 33163
NI
Valve body parts tray set
630a
J 33410
NI
Neutral start switch installer/remover socket
719a
J 34127
43
14
Selective snapring gauge
73b, 74b
45
66
Bolt, 58-11 x 314
64b
45
73
Bolt, 12-13 x 312
63c
PTO, turbine driven backlash gauge
723b
J 34814
NI
104
NI Not Illustrated.
c. Cleaning Bearings
1. Bearings that have been in service must be
thoroughly washed in mineral spirits.
2. Soak the bearings in mineral spirits if they are
extremely dirty or filled with hardened grease.
3. Before inspection, oil the bearings with the
same type of oil used in the transmission.
tion. Observe the following rules to ensuring maximum bearing life.

1. Do not remove the wrapper from new bearings
until ready to install them.
2. Do not remove the grease in which new bearings are packed.
WARNING!
3. Do not lay bearings on a dirty bench. Place

them on a clean paper or lint-free cloth.
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.
4. If assembly is not immediately completed,

wrap or cover the lubricated bearings with
clean paper or lint-free cloth to keep out dust.
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 failures. Keep bearings clean during removal and installa-
410
1. Inspect bores for wear, scratches, grooves and

dirt. Remove scratches and burrs with crocus

cloth. Replace parts that are deeply scratched
or grooved.
2. Inspect all oil passages for obstructions. If an
obstruction is found, remove it with compressed air or by working a soft wire back and
forth through the passage, flushing it out with
mineral spirits.
3. Inspect mounting faces for nicks, burrs,
scratches, and foreign matter. Remove these
defects with crocus cloth or a soft stone. If
scratches are deep, replace the defective part.
4. Inspect threaded openings for damaged
threads. Clean damaged threads using the correct size used tap (a new tap can cut oversize).
TRIMMER
5. Inspect the ribs inside the main housing for reaction clutch plate wear grooves. Replace
housings that have wear grooves beyond wear
limits. (Refer to Table 81, Wear Limits.)
6. Replace housings or other cast parts that are
cracked.
7. Inspect all machined surfaces for damage that
could cause fluid leakage or other malfunction
of the part. Rework or replace the defective
parts.
8. Inspect the fluid tracks in the valve body and
main housing for porosity, broken lands,
cracks, dirt, and land surface imperfections.
These imperfections may cause severe fluid
leakage and lead to transmission failure. The
oil tracks identified in Figure 47 assist in locating troubled areas.
THIRD AND
FOURTH
LUBRICATION
FIRST
MODULATOR
EXHAUST
EXHAUST
SECOND
FOURTH
MODULATOR
FOURTH
LOCKUP FEED
LOW
DRIVE 1
FIRST AND
LOW
FIRST
THIRD
GOVERNOR
LUBRICATION
EXHAUST
MAIN
FIRST
FORWARD
REGULATOR
SECOND
GOVERNOR
FEED
FORWARD
FORWARD
REGULATOR
MAIN GOVERNOR
GOVERNOR LOW
SIGNAL
REVERSE
REVERSE
DRIVE 1
E03614.01
Figure 47. Main Housing Valve Body Mounting Surface Tracks
411

f. Inspecting Bearings
h. Inspecting Sealrings, Gaskets
1. Inspect bearings for roughness of rotation. Replace a bearing if its rotation is still rough after
cleaning and lubricating.
2. Inspect bearings for scored, pitted, scratched,
cracked, or chipped races, and for excessive
wear of rollers or balls. Replace the bearing if
any of these defects are found.
3. Inspect the defective bearing housing and shaft
for grooved, burred, or galled conditions that
indicates the bearing had been turning in the
bore or on the shaft. Replace the defective part
if the damage cannot be repaired with crocus
cloth.
4. When installing a bearing on a shaft, heat the
bearing to 200F (93C) in a fluid bath (approximately 30 minutes). Use the proper size
installation sleeve and a press to seat the bearing.
5. When removing a bearing, do not apply pressure across the balls. This can cause burnelling
and bearing failure.
6. If a bearing must be removed or installed without a sleeve, press only on the race which is adjacent to the mounting surface. If a press is not
available, seat the bearing with a drift and
hammer by driving against the supported race.
g. Inspecting Bushings, Thrust Washers
1. Inspect bushings for scores, burrs, roundness,
sharp edges, and evidence of overheating. Remove scores with crocus cloth. Remove burrs
and sharp edges with a scraper or knife blade.
Replace a bushing, using the proper size replacement tool, if it is out-of-round, deeply
scored, or excessively worn.
1. Inspect piston sealrings and lip-type seals for

nicks, cuts, tears, splits and pattern damage. A
damaged seal can indicate rough or sharp
edges in piston grooves or on a mating surface
that could damage a new seal.
2. Replace all composition gaskets.
3. Inspect hook-type sealrings for wear, broken
hooks, and distortion.
4. Install a new hook-type sealring if the ring
shows any wear on the OD, or if there is excessive side wear.
5. The sides of the sealring must be smooth
(0.005 inch (0.13 mm) maximum side wear).
The sides of the shaft groove (or the bore) that
the sealring fits into should be smooth (50 microinches (1.27 micrometers) equivalent) and
square with the axis of rotation within 0.002
inch (0.05 mm). Install a new sealring if the
sides of the grooves have to be reworked.
6. Inspect clutch housing sealring surfaces for
nicks, burrs, dents, or displaced metal that
could interfere with mating parts or damage
the piston seal. Remove raised metal, sharp
edges, burrs, or nicks with a soft stone and crocus cloth. Thoroughly clean all residue from
housing prior to assembly.
7. Inspect sealring grooves in the piston for nicks,
burrs, dents, or displaced metal that could
damage the seal. Remove raised metal, sharp
edges, burrs, or nicks with a soft stone and crocus cloth. Thoroughly clean all residue from
the piston prior to assembly.
i. Inspecting Gears
1. Inspect gears for scuffed, nicked, burred, or
broken teeth. Replace the gear if the defect
cannot be removed with a soft stone.
CAUTION:
When a defective bushing is removed, care
should be taken to prevent damage to the bushing bore.
2. Inspect thrust washers for distortion, scores,
burrs, and wear. Replace the thrust washer if it
is defective or worn.
412
2. Inspect gear teeth for wear that may have destroyed the original tooth shape. Replace the
gear if this condition is found.
3. Inspect the thrust face of gears for scores,
scratches, and burrs. Remove these defects
with a soft stone. Replace the gear if scratches
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
defects are found. Spline wear is not considered detrimental 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
the burrs cannot be removed with a soft stone or fine
file.
l. Inspecting Snaprings. Inspect and replace all
snaprings found with nicks, distortion, and excessive
wear. The snapring must snap tight in its groove for
proper functioning.
m. Inspecting Springs. Inspect and replace all
springs found with signs of overheating, permanent
set, or wear due to rubbing adjacent parts. Refer to
Table 82, Spring Data.
n. Inspecting Clutch Plates
1. Inspect friction-faced steel plates (internalsplined plates) for burrs, embedded metal particles, severely pitted faces, loose facings, excessive wear, cone, cracks, distortion, and damaged
spline teeth. Remove burrs using a soft honing
stone. Replace plates which have other defects.
2. Inspect steel plates (external-tanged plates) for
burrs, scoring, excessive wear, cone, distortion,
imbedded metal, galling, cracks, breaks, and
damaged tangs. Remove burrs and minor surface irregularities using a soft honing stone.
Replace plates which have other defects.
3. Determine the amount of cone in clutch plates
by measuring the distance between the ID of
the plate and a level surface (Figure 48). Discard plates having excessive cone (refer to
Wear Limits, Table 81). When assembling a
clutch pack, soak friction-faced clutch plates (2
minute minimum) in transmission fluid. Ensure that each plate is installed so the cone of
each plate faces the same direction as the cone
of the adjacent plates.
LEVEL SURFACE
CLUTCH PLATE
Measure here for cone
V00778
Figure 48. Method of Measuring Clutch Plate Cone
q. Inspecting Sealing Surfaces

1. At locations contacted by hook-type and buttjoint sealrings, inspect the ID for step-wear,
nicks, scratches, and scoring. Remove only the
raised metal portion of these defects with a soft
stone or crocus cloth. Polishing the area to remove the defect is not necessary or desirable.
If the defects are severe replace the defective
part.
2. At locations contacted by spring-loaded, liptype seals, inspect for nicks, scratches, roughness, or other surface irregularities. Also inspect for embedded particles, step wear, and
dirt on flanges or other components exposed to
external contamination. Remove the defects
and restore the finish. Replace the part if scores
or scratches permits fluid leakage.
46.
ASSEMBLY PROCEDURES
a. Clutches, Pistons
1. After clutch pack clearances have been established, soak each friction-face clutch plate
(two-minute minimum) in transmission fluid
prior to final assembly.
2. Apply a generous amount of transmission fluid
to the piston cavity prior to final assembly.
o. Inspecting Swaged, Interference-Fit Parts.

Replace the assembly if there is evidence of looseness.
3. Assemble clutch plates so that the cone of each

plate faces the same direction as the cone of
the adjacent plates.
p. Inspecting Balls in Clutch Housings. Inspect all

balls in rotating clutch housings for free movement.
Any restriction could prevent the ball from seating
during clutch application. Inspect staking that retains
the balls.
b. Parts Lubrication. Lubricate all moving parts

with transmission fluid during final assembly. The
lubricant helps protect the friction-faced surfaces and
ferrous metals until the unit is in service.
413

c. Threaded Plugs, Hydraulic Fittings
1. New precoated plugs. New plugs precoated
with Teflon do not need preparation for assembly.
2. Reused or uncoated plugs, hydraulic fittings.
Prepare the threads with a small amount of
nonhardening sealer, such as Loctite Pipe
Sealant with Teflon, or equivalent. Do not use
Teflon tape.
CAUTION:
Inaccurate torque can cause leakage and cracked
housings. Tighten all pipe plugs to the torque
specified in the assembly procedure and on the
exploded views.
d. Grease Used for Assembly. Use oil-soluble
grease with a low melting point (petrolatum) to temporarily retain parts, butt-joint sealrings, scarf-cut sealrings, and hook-type sealrings during assembly with
mating parts.
CAUTION:
Do not use oil-soluble grease to retain cork gaskets.
e. Sealing Compounds, Nonsoluble Greases. Do
not use gasket-type sealing compounds, fibrous
greases, or nonsoluble, vegetable-base cooking compounds any place inside the transmission. Do not use
them any place where they could be flushed into the
transmission hydraulic system. However, if adhesives
or sealers are required for the oil pan gasket, they may
be applied on the pan mounting flange, but only in the
area outside of the flange bead.
f. Lip-Type Seals
1. When replacing lip-type seals, ensure the
spring-loaded lip side is toward the fluid to be
sealed (toward the inside of the unit). Coat the
inside of the seal with high temperature grease
(MIL-G-3545A or equivalent) to protect it during shaft installation and to provide lubrication
during initial operation.
2. Dry sealing compound. The circumference of
some seals are precoated with a dry sealant.
The sealant is usually colored for easy identifi414
cation. The precoated seals do not require any

additional sealant before installation.
3. Nonhardening sealing compound. The circumference of some seals is not precoated with a
dry sealant. A nonhardening sealant should be
applied to the circumference of these seals before installation.
g. Butt-Joint Sealrings
1. Butt-joint sealrings require special handling
during assembly. The sealrings contain materials that absorb moisture from the atmosphere
and expand the sealring. The sealrings are
sealed in air-tight packages and should not be
opened until installation into the transmission.
Check the end clearance to ensure that the sealring has not been expanded before installing
the sealring.
CAUTION:
If humidity is allowed to penetrate and expand
the butt-joint sealring, the sealring can be damaged during installation. A damaged sealring
leaks fluid from the clutch piston cavity and
causes clutch slippage. Do not open the sealed
package until sealring is ready for installation.
2. Remove the sealring from its sealed package
and place it in position inside the bore that it
will be sealing.
3. Check the end clearance of the sealring using a
feeler gauge. The end clearance must not be
less than 0.010 inch (0.25 mm).
4. Bake the sealring in an oven at 200300F (90
to 150C) for 24 hours or install a new sealring
if the end clearance is less than 0.010 inch
(0.25 mm). Repeat Steps (2) and (3) to ensure
that the end clearance is correct.
5. Pack the sealring and its groove with a liberal
amount of oil-soluble grease.
6. Roll up the sealring to about half its free diameter and hold it for about 10 seconds. Being
careful not to spread the sealring more than
necessary, slide it onto the hub. Place one end
of the sealring into the groove and gradually
work the seal into the groove.
h. Interference-Fit Parts. Assembly of interference-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 300F (150C). The
male part can be chilled in dry ice. Either one or both
parts may require this thermal process. However, if the
chill process is used for a ferrous alloy part, coat the
components with transmission fluid to inhibit rust due
to frost and moisture.
NOTE:
Position jack or hoist sling to coincide with the
transmission center of gravity, as follows (measured
rearward from front mounting of transmission to
engine):
HT 740D 13.5 inch (343 mm)
i. Sleeve-Type Bearings. The use of a locking compound (Loctite Sleeve Retainer 601 or equivalent) is
recommended to retain bushings and sleeve-type bearings that have press-fit tolerances.
HT 750CR 15.5 inch (394 mm)

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 200F (90C) on an electric

hot plate or in an oil bath when installing a
bearing on a shaft. Bearings must be heated
long enough for sufficient expansion. Heating
time is determined by the size of the bearing.
Forty-five minutes is sufficient for the largest
bearing in an Allison transmission. Use the
proper size installation sleeve and a press to
seat the bearing.
2. If a bearing must be removed or installed without a sleeve, be careful to drive or press only
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 supported race.
47.
HT 747D 13.5 inch (343 mm)
REMOVING (OR INSTALLING)

TRANSMISSION
a. Drain Fluid. Drain the fluid from the transmission before removal from the vehicle (Paragraph 37).
For better drainage, the transmission should be warm
and allowed to drain overnight. Since applications differ, consult the vehicle service manual for specific
instructions for transmission removal and installation.
c. Clean Transmission. Clean the exterior of the

transmission. Steam cleaning should be followed
immediately by disassembly, because condensation
allowed to remain in the transmission could cause rust.
d. Reconnect at Installation. At installation, all
items should be reconnected. A transmission jack is
convenient to raise the transmission into its mounting
position. The transmission should be filled with fluid
(Paragraph 37) and road tested after installation.
48.
WEAR LIMITS
Refer to Section 8 for general and specific information

covering parts fits, clearances, and wear limits.
49.
SPRING SPECIFICATIONS
Refer to Table 82, Spring Data for spring identification and specifications.
410. TORQUE SPECIFICATIONS

b. Check Linkages and Lines. Check that all linkages, controls, cooler lines, modulator actuator cable,
temperature connection, input and output couplings,
and mounting bolts are disconnected before transmission removal (also, oil fill tube and other equipment
such as attached parking brake handle, etc.). Oil lines
should be carefully placed out of the way of damage
and all openings covered to keep out dirt.
Assembly procedures in Sections 6 and 7 specify the

torque requirements for all bolts and nuts. Torque values are also presented on the foldout illustrations at
the back of this manual. Torque values specified are
for dry assembly, except when otherwise noted. Bolts
and washers should be washed and dried before
assembly.
415

NOTES
416
Section 5 DISASSEMBLY OF TRANSMISSION

51.
SCOPE
a. This section covers disassembly of HT 740,

HT 747, HT 750CR, HT 754CR, HT 750DR, and
HT 750DR DB transmissions. The disassembly
sequence is continuous and includes all models. Where
procedures apply to specific models, they will be identified by model.
NOTE:
For disassembly of HT 740RS models, follow instructions for HT 740 models.
b. When a procedure does not apply to the specific
model being disassembled, go to the next procedure
which is applicable.
c. Certain illustrations will not always illustrate the
model being disassembled, but when the operation is
identical the illustration will correctly illustrate the
procedure.
d. Refer to Sections 4 and 8 for general information
as follows:
Paragraph
42
43
44
45
81
82
Description
Tools, Equipment
Replacement Parts
Careful Handling
Cleaning and Inspection
Wear Limits Data
Spring Data
2. On models having a two-bolt top cover on the

converter housing, remove two bolts 13 (Foldout 10,B), two washers (earlier models only),
cover 14, and gasket 15.
3. On models having an eight-bolt top cover and
an eight-bolt side cover on the converter housing, remove eight bolts 28 and 39 (Foldout
11,A); eight washers 27 and 40; covers 26 and
41; and gaskets 25 and 42.
4. On models having a converter-driven PTO,
remove six bolts 61 (Foldout 16,B), six washers 60, cover 59, and gasket 58.
NOTE:
For HT 750DR DB, proceed to Paragraph 53.
5. Remove the four bolts that retain the governor
cover and gasket (Figure 52). Remove the
cover and gasket.
6. Carefully remove the governor by rotating it
clockwise while removing it.
7. Remove the bolt that retains the modulator
retainer (Figure 52). Remove the retainer. On
earlier models, remove the modulator actuator
rod (Figure 53).
NOTE:
52.
REMOVING EXTERNAL
COMPONENTS
For straight-through models, proceed to Paragraph

55.
a. Mounting Transmission in Overhaul Stand

1. Overhaul stands and mounting of the transmission varies depending upon transmission
model. Figure 51 shows the transmission
installed in a typical overhaul stand.
HOLDING
FIXTURE
J 24310
TOP PTO
COVER
FLANGE
RETAINER
NUT
RETARDER
VALVE
2. Before installing holding fixture J 24310 onto

the transmission, remove any bolts that will be
obstructed by the bracket.
b. Removing External Components
1. Remove the output flange. Paragraph 315
explains the removal procedure for flanges
retained with a self-locking nut.
BOLT (4),
12-13 x 212
NUT (4), 12-13
OVERHAUL STAND
E03621.01
Figure 51. Installing Transmission Overhaul Stand
51

GOVERNOR
COVER
ACTUATOR ROD
BOLT, 516-18 x 34
MODULATOR
RETAINER
E03623.01
E03622.01
Figure 52. Removing Modulator Actuator Retainer
53.
REMOVAL OF MANUAL OUTPUT

(Dropbox Models)
Figure 53. Removing Modulator Actuator Rod

(Earlier Models)
4. Lift off housing 35 and attached parts. Remove

gasket 30.
5. Remove the upper-rear output disconnect
assembly by removing six bolts 25 and lockwashers 26.
6. Lift off housing 6 and attached parts. Remove
gasket 1.
a. Disassembly
7. Remove snapring 3 and output drive gear 2.
NOTE:
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).
However, if the top-rear disconnect is used, disconnect housing 6 (Foldout 23,A) and attached parts
must be removed before removal of the transfer
case. Also, snapring 3 and output drive gear 2 must
be removed. (Refer to Steps 5 through 7.)
8. Refer to Paragraph 628 for rebuild of the disconnect assemblies.
54.
SEPARATING DROPBOX FROM

TRANSMISSION
a. Removal of Transfer Gear Housing

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
23,B), two bolts 22, and lockwashers 23 and 21.
2. Lift off housing 19 (Foldout 23,B) and
attached parts. Remove gasket 28.
3. Remove the lower-rear output disconnect
assembly by removing four bolts 41 (Foldout
23,A), two bolts 37, and lockwashers 42 and 36.
52
3. Remove cover 31 and gasket 29.

4. Rotate governor assembly 27 clockwise, then
remove it.
5. Refer to Paragraph 627 for rebuild of the governor assembly.
6. Attach a hoist to the dropbox housing. Put
some lift tension on the sling.
DISASSEMBLY OF TRANSMISSION
7. Loosen the twenty-four bolts 19 and 26 (Foldout 19,B) approximately three turns. Mark the
indexing of the dropbox to the adapter for correct reassembly angle (0 degrees, 15 degrees,
30 degrees, 45 degrees, or 60 degrees).
CAUTION:
The output drive shaft assembly must remain
seated at all times during removal of dropbox.
Refer to Figure 54.
8. Gently separate the dropbox from the adapter
and at the same time use a soft mallet to keep
the output drive shaft assembly from pulling
upward with the dropbox (Figure 54).
9. Remove twenty-four bolts 19 and 26 and lockwashers 20 and 25. Lift off the dropbox. Transfer drive gear 2 (Foldout 22,B) will remain
with the drive shaft.
10. Refer to Paragraph 624 for rebuild of transfer
gear housing (dropbox) components.
NOTE:
Remove transmission output shaft assembly 33 or
40 (Foldout 19,B) only if further disassembly of
transmission is necessary.
11. If shaft assembly 40 is used, pry up staked portion of nut 45 (Foldout 19,B) and remove the
nut.
12. Carefully remove gear 2 (Foldout 22,B) and attached bearings 1 and 3 from the shaft.
13. Remove twenty-two bolts 22 (Foldout 19,B)
and two bolts 23, and lockwashers 21 and 24.
CAUTION:
Rear adapter housing assembly 9 (Foldout 19,A)
is held in place by the same bolts as transfer gear
housing adapter 9 (Foldout 19,B). The rear
adapter housing should be held while removing
the transfer gear housing adapter.
14. With a hoist and a 3-leg sling, lift off transfer
gear housing adapter assembly 9.
15. Remove output shaft assembly 33 (Foldout
19,B).
16. Replace transfer gear housing adapter assembly 9 (Foldout 19,B) onto the transmission, and
retain it with four bolts 22 equally spaced
around the housing.
55.
REMOVING REMOTE COVER,

FLYWHEEL, AND LOCKUP
CLUTCH
LIFTING
BRACKET
OUTPUT MANUAL
DISCONNECT
CLUTCH
TRANSFER GEAR
HOUSING
(DROPBOX)
NOTE:
Further disassembly procedures apply to both dropbox and straight-through models. For remotemount models, proceed with Paragraph 55a. For
direct-mount models, proceed with Paragraph 55b.
NOTE:
Position the transmission front end upward.
MAIN HOUSING
OUTPUT SHAFT
a. Removing Remote Front Cover

(Foldout 9,B)
TRANSFER GEAR
HOUSING ADAPTER
1. Remove nut 1 and washer 2.

REAR ADAPTER
HOUSING
E03624.01
Figure 54. Removing Dropbox Housing From Adapter
2. Remove the twenty-one or twenty-two

716 inch bolts and lockwashers that retain
cover 4 (Foldout 9,B) to the converter housing.
53

If necessary, use jack bolts to loosen the cover
(Figure 55).
3. Lift off cover 4 and discard gasket 5.
2. Remove all but one of the thirty bolts 35 (Foldout 10,A) and washers 34 (if present) or all but
one of the special bolts 44 and nuts 45 that
retain the flywheel on the converter pump (Figure 56).
4. Remove oil seal 3 for replacement only.

5. If replacement is necessary, remove ball bearing 6 from the shaft on drive cover 7 (or from
the bore in cover 4).
3. Install lifting tool J 24365 onto the flywheel

(Figure 57). Install the lifting tool in front of
the remaining bolt and washer to allow ease of
removal through the converter housing.
4. Attach a hoist to the lifting tool. Support the
weight of the flywheel during removal of the
remaining bolt and washer.
b. Removing Flywheel Assembly

NOTE:
Position the transmission horizontally.
CAUTION:
1. Place a suitable container beneath the flywheel

to catch any excess fluid which may drain during removal of the flywheel.
Whether the turbine is removed with the flywheel as shown in Figure 58, or remains on the
transmission, use care to prevent it from falling.
5. Remove the flywheel and attached parts from
the converter housing (Figure 58).
JACK BOLTS
SEAL
6. Remove the turbine from the flywheel (or

transmission). Refer to Paragraph 63 for
rebuild of the turbine and flywheel assembly.
TRANSMISSION
FRONT COVER
c. Removing Converter Stator
E03625.01
1. Holding the stator assembly, lock the stator and

the freewheel roller race together by rotating
the stator in a counterclockwise direction (Figure 58).
Figure 55. Removing Transmission Front Cover
J 24310
INPUT RETARDER
HOUSING
CONVERTER HOUSING
HOIST
CONVERTER
HOUSING
PTO GEAR
GUIDE BOLT
J 24315-2
J 24365
LIFTING TOOL
RETARDER
VALVE
FLYWHEEL
ASSEMBLY
CONVERTER
PUMP
E03626.01
Figure 56. Removing Flywheel Bolts
54
E03627.01
Figure 57. Lifting Tool Installed on Flywheel
J 3387-2
HOIST
CONVERTER
HOUSING
OIL PAN
J 24365
STATOR
ASSEMBLY
SEALRING
BOLT (23), 516-18
E03629.01
TURBINE
CONVERTER
PUMP
Figure 59. Removing Oil Pan Bolts For

6 inch (152.4 mm) or 7 inch (177.8 mm) Deep Oil Pan
FLYWHEEL
ASSEMBLY
BOLT (8)
E04175.01
COVER
PLATE
Figure 58. Removing Flywheel and Turbine
2. Carefully lift the stator assembly from the stator shaft. Refer to Paragraph 64 for rebuild of
the stator assembly.
OIL SCREEN
BOLT
56.
REMOVING OIL PAN AND

SCREEN
a. 6, 7, and 812 Inch Oil Pans and Screen

(Foldouts 16,B; 17,A; and 17,B)
1. Position the transmission vertically, front end
(converter housing) upward.
2. Remove two oil pan bolts (Figure 59) and
install two 516-18 guide bolts J 3387-2.
BOLT (7)
SEPARATOR PLATE
E03658.01
Figure 510. Removing Oil Screen Screw

(HT 740, 747 Valve Body Setup)
b. 412 Inch Oil Pan and Screen (Foldout 17,B)

3. Remove the remaining twenty-one pan bolts.
Remove the oil pan. Remove the guide bolts.
1. Position the transmission horizontally, oil pan

downward.
4. Remove the oil screen retaining bolt(s) (Figures 510 and 511). There are three retaining
bolts on the 812 inch (215.4 mm) deep oil pan
screen.
2. Remove the forty bolts 71, 72 and lockwashers

70, 73 that retain oil pan 67 to oil pan adapter
64. Remove bolt 93 and lockwasher 92 if
present.
5. Remove the oil screen and sealring (Figure 5

12). If used, remove the retaining spacers.
3. If replacement of oil pan adapter 64 or gasket

63 is required, remove twenty bolts 75 and
washers 76 that retain adapter to housing.
55

57.
4. Remove oil screen retaining bolt 60.
REMOVING VALVE BODIES
5. Remove oil screen 59 and sealring 58.

NOTE:
For all HT 750 models and 754CR, proceed to Paragraph 57b.
LOCKUP-CLUTCH
FEED TUBE
a. Valve Bodies for HT 740, HT 747

1. Remove the eight bolts that retain the cover
plate (Figure 510) or lockup cut-off valve 2
(Foldout 21,A). Remove the plate or valve.
Refer to Paragraph 633 for rebuild of the
lockup clutch cutoff valve body assembly.
OIL SCREEN
BOLT, 516-18 x 158 in.
2. Remove seven bolts from the separator plate

(Figure 510).
3. Remove eighteen bolts from the control valve
body.
E03659.01
Figure 511. Removing Oil Screen Bolt For

(All HT 750 Models and 754CR Valve Body Setup)
4. Remove one 212 inch long bolt that retains the

selector detent assembly. Remove selector
detent assembly.
NOTE:
SEALRING
INTAKE PIPE
Do not attempt to remove the valve body at this

time. Three bolts located on the underside of the
transfer plate (Figure 518) hold the modulator
body, oil transfer plate, separator plate, and control
valve body together.
5. Install two 14-20 x 5 inch guide bolts
J 24315-3, one at the top, the other at the bottom 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.
GOVERNOR
SCREEN
LOCATION
E03660.01
Figure 512. Removing Oil Screen (All HT 750 Models

and 754CR Valve Body Setup)
56
6. Remove the four bolts, two washers and baffle

that retain the valve body assembly to the
transmission (Figure 513). Remove the valve
body and separator plate as an assembly.
7. Remove any valve body tubes still attached to
the valve body.
SELECTOR
VALVE
BOLT
LOCKUP CUTOFF
VALVE BODY
BAFFLE
SIGNAL TUBE
CONTROL VALVE
BODY ASSEMBLY
BOLT,
WASHER
LOW TRIMMER
VALVE BODY
LOW SHIFT
VALVE BODY
E03662.01
E03661.01
Figure 514. Removing Signal Tube

(All HT 750 Models and 754CR)
Figure 513. Removing Control Valve Assembly

(HT 740, 747)
BOLT "A"
8. Refer to Paragraph 630 for rebuild of the control valve body assembly.
NOTE:
For HT 740 and HT 747, proceed to Paragraph 58.
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
511) and the 345 signal tube (Figure 514).
2. Remove bolts A and B (Figure 515). Install
two 14-20 guide bolts J 24315-3 into positions
A and B.
3. Remove the five bolts remaining in the low
trimmer valve body (Figure 516). Remove the
low trimmer valve body.
4. Remove the one remaining bolt in the low shift
valve body. Remove the low shift valve body.
E03663.01
BOLT "B"
Figure 515. Valve Body Assembly

5. Refer to Paragraphs 631 and 632 for rebuild

of the low trimmer and shift valve bodies.
6. Remove the seven remaining bolts that retain
the cover plate or lockup cutoff valve (Figure
517). Remove the cover plate or lockup cutoff
valve. Refer to Paragraph 633 for lockup cutoff valve body rebuild.
57
C(15)
BAFFLE
SELECTOR
VALVE
BOLT, 0.725 LG.
A
BOLT (2), 14-20 x 112 in.
J 24315-3
CONTROL VALVE
BODY ASSEMBLY
LOW TRIMMER VALVE
SELECTOR
LEVER DETENT
E
BOLT (3), 14-20 x 312 in.

D
LOW SHIFT VALVE BODY

E03664.01
Figure 516. Removing Trimmer Valve Body

SEPARATOR
PLATE
BOLT,
14-20 x 112 in.
LOCKWASHER
14 in.
BOLT,
14-20 x 212 in.
TRANSFER
PLATE
B
LOCKWASHER,
1
BOLT, 4 in.
14-20 x 112 in.
E03666.01
Figure 518. Control Valve Body Bolt Locations

LOCKUP CUTOFF
VALVE
BOLT (8), 14-20 x 3 in.
SEPARATOR PLATE
LUBRICATION
VALVE
TRANSFER
PLATE
CONTROL VALVE
ASSEMBLY
J 24315-3
E03665.01
E03667.01
Figure 517. Removing Lockup Cutoff Valve

7. Remove eighteen bolts from the control valve

(Figure 518). Remove the selector lever detent
retainer bolt. Models built prior to S/N 10300
use a 0.725 inch (18.4 mm) long bolt to retain
the manual selector valve. Do not remove the
bolt at this time.
8. Remove the four bolts, two washers, and baffle
that retain the oil transfer plate (Figure 518).
9. Remove any valve body tubes still attached to
the valve body.
10. Remove the control valve body assembly, separator plate, and transfer plate as a unit (Figure
519). Refer to Paragraph 630 for rebuild of
the control valve body assembly.
58
Figure 519. Removing Control Valve Assembly
58.
REMOVING TORQUE
CONVERTER PUMP AND PTO
COMPONENTS
a. Converter Pump
NOTE:
Remove snapring 25 (Foldout 10,A) using tool
J 26598-A.
If special tool J 26598-A is not available, remove
the snapring with snapring pliers. Do not scrape

the ground sleeve splines during removal.
1. Hold the safety guards open (Figure 520),
place the tool over the converter ground sleeve
and snapring, and position the jaws into the
snapring gap.
4. Lift off snapring and remove splined spacer 26.

Place tool J 26598-A on a bench, face down.
Close the jaws and remove the snapring.
2. Close the jaws by rotating the adjusting nut

(Figure 521).
5. Remove the converter pump from the converter

housing (Figure 522). After S/N 2082 and
prior to the use of the split outer race bearing,
remove the converter pump (Figure 523) using
tool J 25007 as instructed in Steps (7) through
(10). Refer to Steps (11) through (15) for
removing converter pump with split race bearing.
3. Release the safety guards and rotate the adjusting nut to the stop nut.
SAFETY GUARD
HANDLES
JAW
ADJUSTING
NUT
6. Using Figure 523 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
Figure 520. Converter Pump Snapring Tool J 26598-A
SLOT
GROUND
SLEEVE
E03670.01
Figure 522. Removing Torque Converter Pump

TOOL, J 26598-A
CONVERTER
PUMP
CONVERTER PUMP
CONVERTER
HOUSING
J 8646-2
J 25007-2
J 25007-3
J 25007-4
LOCKSTRIP (6)
GROUND
SLEEVE
BOLT (12), 38-24 x 114 in.
SEALRING
BALL
BEARING
BEARING
RETAINER
CONVERTER GROUND
SLEEVE
E03671.01
E03669.01
Figure 521. Removing Converter Pump Snapring
Figure 523. Removing Torque Converter Pump, Using

Special Tool J 25007
59

7. Insert the feet of leg and nut assemblies
J 25007-2 between the balls of the bearing
assembly, spacing them 90 degrees apart.
8. Rotate the legs to make the feet press against
both the inner and outer bearing race grooves.
Install puller head tool J 25007-3 onto the legs,
tightening the nuts evenly.
9. Install center screw J 8646-2 and tighten it by
hand until it is centered on sleeve J 25007-4.
Hold the pump assembly, and tighten the center screw until the pump assembly separates
from the ground sleeve. Refer to Paragraph 6
5 for rebuild of the pump assembly. Proceed to
Step (14).
14. Place puller body J 8433-1 with forcing screw

J 22214-4 onto sleeve J 25007-4. Insert studs
J 26901-A through the puller body as shown in
Figure 524. Tighten the forcing screw and
two stud nuts finger tight maintaining a parallel
position between the puller body and converter
pump.
15. Using a wrench, tighten the forcing screw until
the converter pump and ground sleeve separate. Remove the pump.
b. Scavenge Pump Assembly
NOTE:
NOTE:
The inner race of the split race bearing is a press fit
onto the ground sleeve.
For models not equipped with a scavenge pump

assembly, skip to Paragraph 58c.
10. Some models after S/N 2082 contained a split

outer race converter pump hub bearing. Remove the split bearing as follows in Steps (11)
through (15).
1. Position the transmission horizontally, bottom

side downward. Remove bolt 3 (Foldout 12,A)
from the suction tube retaining clip on the
scavenge pump (Figure 525).
11. Select two 38-24 x 114 inch bearing retainer

bolts, 180 degrees apart. Bend the lockstrips
clear of the bolts. Remove the two bolts.
12. Using Figure 524 as a guide, install sleeve
J 25007-4 over the converter ground sleeve.
2. Remove three bolts and lockwashers that retain

the scavenge pump assembly (Figure 525).
Remove the pump assembly. Refer to Paragraph 610 for rebuild of the pump assembly.
13. Install the two 38-24 puller body studs

J 26901-A into the two bearing retainer bolt
holes. Tighten each stud finger tight.
J 8433-1
PULLER BODY
GROUND
SLEEVE
SCAVENGE PUMP
ASSEMBLY
J 22214-4
FORCING SCREW
J 26901-A
PULLER BOLT (2)
J 25007-4
SLEEVE
BOLT (3), 38-16 x 212 in.
LOCKWASHER (3), 38 in.
SUCTION TUBE
BOLT, 38-16 x 78 in.
E03672.01
Figure 524. Removing Torque Converter Pump
510
SUCTION TUBE
RETAINING CLIP
E03673.01
Figure 525. Removing Scavenge Pump Assembly
c. Power Takeoff
NOTE:
For models not equipped with a power takeoff, skip
to Paragraph 59.
1. Remove the bolt that retains the PTO idler gear

spindle (Figure 526).
2. Use slide hammer J 24171-4 and adapter
J 24171-2 to remove the spindle and gear
assembly (Figure 527). Press the spindle from
the bearing. If the gear is damaged, replace the
gear assembly. Refer to Paragraph 610 for
replacement of other gear assembly components.
3. Remove the eight bolts and lockwashers that
retain the side PTO cover. Remove the cover
and gasket (Figure 527).
4. On earlier models, remove the 12-20 x 114
inch bolt, lockwasher and retainer washer from
the front of the side PTO gear spindle. Remove
the gear assembly as shown in Figure 528.
5. On current models, remove the 12-20 x 334 inch

bolt, lockwasher and plain washer that retains
the side PTO gear spindle (Figure 527). Install
a 12-20 x 6 inch bolt to replace the 334 inch
bolt, and tighten finger tight.
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
and PTO gear.
7. Remove the sealring from the PTO gear spindle.
If the gear is damaged, replace the gear assembly. Refer to Paragraph 610 for replacement of
other gear assembly components.
PTO SPINDLE
ADAPTER
J 24171-4
TOP PTO IDLER GEAR
SIDE PTO GEAR

BOLT, 12-20 x 334 in.
LOCKWASHER, 12 in.
FLAT WASHER, 12 in.
SIDE PTO COVER
PTO COVER GASKET
IDLER SPINDLE
BOLT, 12-13 x 314 in.
BOLT (8), 716-14 x 118 in.

LOCKWASHER (8)
E03675.01
Figure 527. Removing Top PTO Idler Gear Spindle

PTO IDLER GEAR
PRY BAR
SIDE PTO MOUNTING

PAD
E03674.01
Figure 526. Removing Top PTO Gear Retaining Bolt
SIDE PTO GEAR
E03676.01
Figure 528. Removing Side Power Takeoff Gear
511

59.
REMOVING CONVERTER
HOUSING
NOTE:
For models with 2-bolt top cover without an input
retarder proceed with Paragraph 59a. For models
with 2-bolt top cover with an input retarder,
proceed with Paragraph 59b. For models with
8-bolt top cover without an input retarder, proceed
with Paragraph 59c. For models with 8-bolt top
cover with an input retarder proceed with
Paragraph 59d.
housing (one bolt was removed when the holding fixture was installed) (Figure 51). Remove
three nuts 56 and three lockwashers 57.
CAUTION:
If the retarder housing is lifted, the pitot tube and/
or oil collector ring can be damaged.
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 529).
BOLT (7), 12-13 x 2 in.

WASHER (7), 12 in.
2. Remove seven bolts and lockwashers from the

inside of the converter housing (Figure 529).
3. Remove nine bolts and washers retaining the
converter housing to the transmission housing.
Two bolts were removed before the installation
of the holding fixture. Refer to Figure 51.
SCREW (2), #10-32 x 2 in.

WASHER (2), #10
E03677.01
4. Remove the converter housing from the transmission housing with the lifting sling and place
it on the work table (Figure 530).
Figure 529. Removing Pitot Tube or Block Screws
5. Refer to Paragraph 66 for rebuild of the converter housing assembly.

6. Remove the pitot tube or steel block (Figure
530) freed in Step (1).
7. For models with an input retarder, proceed to
Paragraph 510. For models without an input
retarder, proceed to Paragraph 511.
(With Input Retarder)
HOUSING
PITOT TUBE (OR BLOCK)
1. From inside the converter housing, remove the

seven bolts (Figure 531).
2. Remove seven bolts 63 and lockwashers 62
(Foldout 16,B) retaining the converter and
input retarder housings to the transmission
512
E03678.01
Figure 530. Removing Torque Converter Housing
3. Separate the converter housing from the input
retarder housing, being careful that the retarder
housing is not lifted from the transmission
housing (Figure 532). When free, remove the
converter housing. Refer to Paragraph 67 for
rebuild of the housing assembly.
OVERHAUL STAND
LOCKWASHER, 12 in.
BOLT, 12-13 x 614 in.
LOCKWASHER, 12 in.
BOLT, 12-13 x 612 in.
LOCKWASHER, 12 in.
BOLT, 12-13 x 614 in.
c. Housing With 8-Bolt Top Cover

(No Input Retarder)
LOCKWASHER, 12 in.
BOLT, 12-13 x 734 in.
1. Remove the two screws and washers retaining

the pitot tube or steel block from inside the
converter housing (Figure 529).
2. Remove seven bolts and washers from inside
the converter housing (Figure 529).
LOCKWASHER, 12 in.
BOLT, 12-13 x 612 in.
E03679.01
Figure 531. Removing Converter Housing Bolts

(Models With Input Retarder)
3. Remove nine bolts 3 and lockwashers 2 (Foldout 16,B) retaining the converter housing to the
transmission housing (two bolts removed when
holding fixture was installed) (Figure 51).
4. Attach a three-strand lifting sling (Figure 530)
and remove the converter housing.
5. Refer to Paragraph 69 for rebuild of the converter housing assembly.
6. Remove the pitot tube or steel block (Figure
530) freed in Step (1).
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
rearward.
LIFTING SLING
CONVERTER
HOUSING
INPUT RETARDER
HOUSING
LEVER
TRANSMISSION
HOUSING
E03680.01
Figure 532. Removing Converter Housing
CAUTION:
If the input retarder housing is lifted, the pitot
tube and/or oil collector ring can be damaged.
d. Housing With 8-Bolt Top Cover

(With Input Retarder)
1. From inside the converter housing, remove
seven bolts and washers (Figure 531).
2. Remove seven bolts 63 and lockwashers 62
(Foldout 16, B) retaining the converter and
retarder housings to the transmission housing
(one bolt removed when holding fixture was
installed) (Figure 51). Remove three nuts 56
and three lockwashers 57.
3. Attach a three-strand lifting sling to the converter housing (Figure 532) and carefully separate the converter housing and retarder
housing, being careful that the retarder housing
is not lifted from the transmission housing.
When free, remove the converter housing.
Refer to Paragraph 68 for rebuild of the housing assembly.
513

510. REMOVING INPUT RETARDER

VALVE BODY, HOUSING AND
FRONT SUPPORT, AND SLEEVE
ASSEMBLY
for rebuild of the retarder housing and front

support assembly.
6. Remove bearing race 2 (Foldout 13,B) or bearing 24 (Foldout 13,A) if they stick to the front
support hub.
a. Input Retarder Valve Body Assembly

1. Remove two 38-16 x 258 inch bolts 2 (Foldout
21,B) and two 38 inch lockwashers 1.
RETARDER
ROTOR ASSEMBLY
SEALRING
2. Remove four 38-16 x 334 inch bolts 4 and four

38 inch lockwashers 3. Remove two 38-16 x
434 inch bolts 6 and two 38 inch lockwashers 5.
INPUT RETARDER
HOUSING
BEARING ASSEMBLY
BEARING RACE
3. Remove valve body assembly 9 and gasket 8.

Refer to Paragraph 611 for rebuild of the
input retarder valve body assembly.
b. Input Retarder, Housing and Front Support,
and Sleeve Assembly
E03681.01
NOTE:
Items 6, 7, and 8 (Foldout 12,B) may have stuck to
the housing assemblies removed in Paragraph 59b
or d. If so, they should be removed.
1. If not previously removed, remove thrust race
6 (Foldout 12,B), roller bearing 7, and thrust
race 8 from retarder rotor assembly 10.
Figure 533. Removing Retarder Rotor Assembly
INPUT RETARDER
HOUSING
EYE BOLTS, 38-16
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 533).
4. Remove two screws 18 and two washers 17
(Foldout 12,B), releasing the pitot tube into oil
collector ring 6 (Foldout 13,B).
5. Install two 38-16 eyebolts into the front side of
the input retarder housing (Figure 534).
Attach a chain or sling to the eye-bolts.
Remove the input retarder housing and front
support, and gasket. Refer to Paragraph 612
514
TRANSMISSION
HOUSING
PITOT TUBE
GASKET
E03682.01
Figure 534. Removing Input Retarder

Housing Assembly
511. REMOVING FORWARD, FOURTH,
THIRD CLUTCHES
a. Forward, Fourth Clutches
1. If the pitot tube or steel block (Figure 534)
was not removed from the oil collector ring,
remove either component (as equipped).
J 33079-1
CAUTION:
TURBINE SHAFT
FORWARD-CLUTCH
ASSEMBLY
Do not let weight rest on the front governor

(pitot) oil collector ring.
COLLECTOR
RING
NOTE:
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.
TRANSMISSION
HOUSING
PTO
GEAR
2. Install lifter tool J 33079-1 onto the forwardclutch turbine shaft (Figure 535). Lift out the
forward clutch and turbine shaft assembly.
3. Refer to Paragraph 613 for rebuild of the forward clutch and turbine shaft assembly.
E03683.01
Figure 535. 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
536).
J 24209
NOTE:
Keep both front and rear bearing races with the
clutch assembly during rebuild.
FOURTH
CLUTCH
5. Refer to Paragraph 614 for rebuild of the

fourth-clutch assembly.
BEARING
RACE
b. Third Clutch
1. Remove the snapring (Figure 536) that retains
the third-clutch backplate. Remove the backplate.
SNAPRING
RETAINER
BACKPLATE
2. Remove eight third-clutch plates.

NOTE:
Tie the third-clutch plates together, and identify the
pack. Retain for inspection.
BEARING
AND RACE
E03684.01
Figure 536. Removing Fourth-Clutch Assembly
515

512. REMOVING CENTER SUPPORT,
GEAR UNIT, SECOND CLUTCH
(HT 740, 747, and All HT 750DR
Models)
NOTE:
For HT 750CR and HT 754CR, proceed to Paragraph 515.
3. Install center support lifting bracket J 24195

into the recess between the sealrings on the
center support hub (Figure 539).
4. Lift carefully, straight upward, on the lifting
bracket to remove the center support assembly.
If the thrust washer sticks to the rear of the
support, remove it.
5. Refer to Paragraph 615 for rebuild of the center support assembly.
a. Center Support
1. Remove the center support anchor bolt and
washer (Figure 537).
2. Remove the snapring that retains the center
support assembly (Figure 538).
b. Gear Unit
1. Attach lifting bracket J 24196 to the main shaft
of the gear unit assembly (Figure 540).
2. Attach a hoist to the lifting bracket eyebolt and
remove the gear unit and shaft assembly from
the transmission housing (Figure 540).
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).
HT 740, 747 gear unit or to 617 for HT 750DR.
ANCHOR
BOLT
J 24195
E03685.01
Figure 537. Center Support Anchor Bolt
CENTER SUPPORT
ANCHOR BOLT
HOLE
CENTER SUPPORT
SNAPRING
TRANSMISSION
HOUSING
E03687.01
E03686.01
Figure 538. Removing Center Support Snapring
516
Figure 539. Removing Center Support
3. Remove four bolts 43 (Foldout 20,A).
HOIST

remove it.
J 24196
MAIN SHAFT
GEAR UNIT

b. Rear Cover
1. Remove twenty-four bolts and lockwashers
that retain the rear cover to the transmission
housing (Figure 542).
E03688.01
Figure 540. Removing Gear Unit Assembly

(HT 740, 747, and All HT 750DR Models)
c. Second Clutch
1. Remove the snapring that retains the secondclutch plates (Figure 541).
2. Remove 13 second-clutch plates (seven are
external-tanged and six are internal-splined
plates).
NOTE:
Tie the second-clutch plates together, and identify
the pack. Retain for inspection.
NOTE:
For HT 750DR DB models, disassembly of the
transmission is now complete.
For HT 750DR models, proceed to Paragraph
516.

(HT 740, 747)
2. Attach a lifting sling to the rear cover and

remove the cover from the transmission housing (Figure 543). Remove the gasket.
3. Refer to Paragraph 622 for rebuild of rear
cover assembly.
c. First Clutch
1. Remove two external-tanged clutch plates and
one internal-splined clutch plate (Figure 543).
2. Remove the rear planetary ring gear (Figure
543).
3. Remove the ten remaining first-clutch plates
from the rear of the transmission housing.
NOTE:
Tie the first-clutch plates together and identify the
4. Refer to Paragraph 623 for rebuild of transmission housing.
NOTE:
a. Governor (Foldout 20,A)
1. If the governor was not previously removed,
proceed as follows.
For HT 740 and HT 747 models, disassembly of the

transmission is now complete.
517

LIFTING SLING
CLUTCH PLATES (13)

SNAPRING
REAR COVER
RING GEAR
FIRST-CLUTCH PLATES (13)
E03689.01
GASKET
Figure 541. Removing Second-Clutch Snapring

HOUSING
E03691.01
BOLT (3), 12-13 x 314 in.

WASHER (3)
REAR COVER
Figure 543. Removing Rear Cover (HT 740, 747)
BOLT (21), 12-13 x 2 in.

WASHER (21)
b. Rear Cover
1. Remove the twenty-four bolts and lockwashers
that retain the rear cover and the adapter housing to the transmission housing (Figure 544).
E03690.01
Figure 542. Removing Rear Cover Retaining Bolts

(HT 740, 747)

(HT 750CR, 754CR)
3. Refer to Paragraph 622 for rebuild of the rear

cover assembly.
c. Low Planetary and Clutch
CAUTION:
a. Governor (Foldout 20,A)

1. If the governor was not previously removed,
proceed as follows.
518
2. Attach a hoist to the lifting bracket (fastened to

output shaft) and carefully separate the rear
cover from the adapter housing (Figure 545).
Remove the rear cover gasket.
Because the bearing fit on the carrier hub may

not be tight, do not attempt to carry the planetary carrier by the bearing.
3. Remove four bolts 43 (Foldout 20,A).
1. Remove the low planetary carrier assembly

(Figure 546).
2. Refer to Paragraph 619 for rebuild of low

planetary carrier assembly.

remove it.
3. Remove the low ring gear with two clutch

plates (Figure 547).
4. Remove the remaining eleven clutch plates

(Figure 547).
LOW
PLANETARY CARRIER
ASSEMBLY
OUTPUT SHAFT
REAR COVER
LOW RING GEAR

CLUTCH PLATES (13)
ADAPTER
HOUSING
BOLT (21), 12-13 x 5 34 in.

ADAPTER
HOUSING
BOLT (3), 12-13 x 714 in.

E03692.01
Figure 544. Removing Rear Cover Bolts

(HT 750, 754CR)
E03694.01
Figure 546. Low Planetary Carrier, Ring Gear, and

Clutch (HT 750, 754CR)
HOIST
REAR PLANETARY
CARRIER ASSEMBLY
EXTERNAL-TANGED
LOW SUN GEAR
CLUTCH PLATE
LIFTING BRACKET
OUTPUT SHAFT
REAR COVER
REAR COVER
GASKET
ADAPTER
HOUSING
ADAPTER HOUSING
GASKET
ADAPTER HOUSING
E03693.01
Figure 545. Removing Rear Cover (HT 750, 754CR)
NOTE:
Tie the low-clutch plates together, and identify the
5. Remove the adapter housing and the adapter
housing gasket (Figure 547).
adapter housing assembly.
ADAPTER HOUSING
GASKET
E03695.01
Figure 547. Removing Low-Clutch Plates

(HT 750, 754CR)
d. First Clutch and Ring Gear

1. Remove one internal-splined and one externaltanged clutch plate (Figure 548).
2. Remove the ring gear (Figure 548).
3. Remove the remaining eleven clutch plates
(Figure 548).
NOTE:
Tie the first-clutch plates together, and identify the
519

NOTE:
For HT 750CR and HT 754CR models, disassembly
of the transmission is now complete.
3. Install center support lifting bracket J 24195

into the recess between the sealrings on the
center support hub (Figure 539).
4. Lift carefully, straight upward, on the lifting
bracket to remove the center support assembly.
515. REMOVING CENTER SUPPORT,

GEAR UNIT, SECOND CLUTCH
(HT 750CR, 754CR)
5. Refer to Paragraph 615 for rebuild of the center support assembly.

of the gear unit assembly (Figure 549).
a. Supporting Gear Unit

1. With the output end of the transmission
upward, install the adapter housing (less piston) and gasket.
7. Attach a hoist to the lifting bracket eyebolt and

remove the gear unit and shaft assembly from
2. Place center support compressor bar J 24208-3

across the rear of the adapter housing so that
the center hole in the bar will engage the main
shaft (Figure 549).
8. Refer to Paragraph 618 for rebuild of the gear

unit and shaft assembly.
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 537).
GEAR UNIT
2. Remove the snapring that retains the center

support assembly (Figure 538).
MAIN SHAFT
LOW SUN
GEAR
EXTERNAL-TANGED
CLUTCH PLATE
TRANSMISSION
HOUSING
REAR PLANETARY
CARRIER ASSEMBLY
INTERNAL-SPLINED
CLUTCH PLATE
RING GEAR
TRANSMISSION
HOUSING
E03696.01
Figure 548. Removing First-Clutch Plates

(HT 750, 754CR)
520
ADAPTER
HOUSING
J 24208-3
BOLT (2), 12-13 x 534 in.
E03697.01
Figure 549. Removing Gear Unit Assembly

(HT 750, 754CR)
9. Remove the snapring that retains the secondclutch plates (Figure 541). Remove the 13
second-clutch plates.
in the ring gear until they bottom (Figure 550).

The pins should be greased to retain them and
should be in holes in the same plane.
NOTE:
Tie the second-clutch plates together, and identify
the pack. Retain for inspection.
2. Carefully invert the transmission housing, rear

cover upward. Remove the twenty-four bolts
and lockwashers that retain the rear cover and
adapter housing to the transmission housing
(Figure 544).
10. Invert the transmission housing, rear end upward and remove the two bolts retaining bar
J 24208-3, adapter housing, and gasket (Figure
549). Remove the bar, housing, and gasket.
transmission housing.
12. For HT 750CR and HT 754CR models, proceed to Paragraph 514.
3. Attach a hoist to the lifting bracket (fastened to

the output shaft) and carefully separate the rear
cover from the adapter housing (Figure 551).
Remove the rear cover gasket.
4. Refer to Paragraph 622 for rebuild of the rear
cover assembly.
c. Low Planetary and Clutch

(HT 750DR)
a. Governor (Foldout 19,B)
1. If the governor assembly was not previously
removed, proceed with Steps (2) through (6).
2. Position the rear end upward.
1. Remove the low ring gear and ball bearing

assembly (Figure 552). Remove the ball bearing assembly from the ring gear if bearing
replacement is necessary.
2. Remove bearing race from ring gear (Figure
552).
3. Remove four bolts 32 (Foldout 19,B).
TRANSMISSION HOUSING

remove it.
REAR PLANETARY
RING GEAR
COTTER PIN (4), 18 in.
b. Rear Cover
NOTE:
The procedure in Step (1) follows the removal of the
second clutch, Paragraph 512c. Position the transmission front upward. The improvised tool shown
in Figure 42 may be used, or cotter pins alone (Figure 550).
GEAR AND
HUB ASSEMBLY
1. Locate the oil passage holes in the rear planetary ring gear. Insert four 18 inch cotter pins,
ninety degrees apart, into the oil passage holes
E03698.01
Figure 550. Retaining Low Sun Gear and Hub Assembly (HT 750DR)
521

3. Remove the bearing race and needle bearing
from the low planetary carrier.
HOIST
LIFTING BRACKET
OUTPUT SHAFT
4. Remove the low planetary carrier assembly

(Figure 553). Remove the bearing and bearing races from the low gear hub and gear
assembly.
5. Remove the low sun gear and hub assembly
(Figure 554). Refer to Paragraph 620 for
rebuild of the low sun gear and hub assembly.
REAR COVER
6. Remove seven external-tanged and six internalsplined low-clutch plates from the adapter
7. Refer to Paragraph 619 for rebuild of the low
GASKET
BALL BEARING
ADAPTER
HOUSING
LOW PLANETARY
CARRIER ASSEMBLY
LOW RING GEAR
LOW CLUTCH
ADAPTER
HOUSING
CLUTCH
PLATES (13)
E03699.01
Figure 551. Removing Rear Cover Assembly

(HT 750DR)
E03701.01
Figure 553. Removing Low Planetary Carrier Assembly

(HT 750DR)
LOW GEAR AND

HUB ASSEMBLY
RING GEAR
LOW-CLUTCH PLATES
BEARING RACE
COTTER PIN (4), 18 in.
LOW PLANETARY
CARRIER ASSEMBLY
NEEDLE
BEARING
BEARING
RACE
REAR PLANETARY
RING GEAR
ADAPTER
HOUSING
E03700.01
E03702.01
Figure 552. Removing Low Ring Gear

(HT 750DR)
522
Figure 554. Removing Low Sun Gear and

Hub Assembly (HT 750DR)
8. Remove the adapter housing and gasket (Figure 555). Refer to Paragraph 621 for rebuild
of the adapter housing assembly.
d. First Clutch and Ring Gear
2. Grasp the ring gear internally and lift upward,

removing the ring gear and ten clutch plates
from the transmission housing (Figure 556).
3. Remove the three remaining clutch plates.
1. Remove the 18 inch cotter pins from the rear

planetary ring gear (Figure 554).
4. Refer to Paragraph 623 for rebuild of transmission housing assembly.
ADAPTER HOUSING
FIRST-CLUTCH
PISTON
RING GEAR
GASKET
TRANSMISSION
HOUSING
REAR PLANETARY
RING GEAR
FIRSTCLUTCH
PLATES
CLUTCH PLATES (10)
CLUTCH PLATES (3)

E03704.01
E03703.01
Figure 555. Removing Adapter Housing (HT 750DR)
Figure 556. Removing Rear Planetary Ring Gear

(HT 750DR)
523

NOTES
524
Section 6 REBUILD OF SUBASSEMBLIES

61.
SCOPE
This section describes the disassembly and assembly of

subassemblies removed in Section 5. For rebuild procedures, refer to the exploded views (Foldouts 9 through
23) located at the end of this manual. Also refer to the
line drawings and photographs in this section.
62.
GENERAL INFORMATION FOR

SUBASSEMBLY REBUILD
Refer to Sections 4 and 8 for general overhaul information as follows:

Paragraph
63.
Description
42
Tools, Equipment
43
Replacement Parts
44
Careful Handling
45
Cleaning and Inspection
46
Assembly Procedures
410
Torque Specifications
81
Wear Limits Data
82
Spring Data
3. Remove ball bearing 6 (Foldout 10, A) from

converter turbine assembly 8, only if replacement is necessary.
4. Remove lock patch bolts 43 (Foldout 10,A)
from the lockup-clutch backplate if they are
present. Remove the lockup-clutch backplate
from the flywheel (Figure 62). Remove the
keys (one key early models) from the flywheel
bore.
5. Remove the lockup-clutch plate (Figure 62).
6. Remove the lockup-clutch piston (Figure 63).
Remove the sealring from the piston outer
groove.
NOTE:
Inspect the lockup piston for radial cracks extending
outward from the ID (units prior to S/N 2510150438).
Replace cracked part with a new piston.
7. Remove the sealring from the inner hub of the
flywheel (Figure 63).
FLYWHEEL, LOCKUP CLUTCH,

CONVERTER TURBINE
a. Disassembly (Foldout 9,A)
NOTE:
Flywheels with welded drive pins will sometimes
have dimples on the outer surface of the flywheel
behind the pins. These dimples are not detrimental
to the life or performance of the flywheel.
1. Position the flywheel assembly, front downward, on the work table (Figure 61).
2. Remove the converter turbine from the flywheel
using two pry bars cushioned (Figure 61) to
prevent scratching the parts.
BACKPLATE
NOTCH
LOCKUP-CLUTCH
PLATE
KEY
TURBINE
FLYWHEEL
RING GEAR
FLYWHEEL
E03750.01
FLYWHEEL
ASSEMBLY
E03706.01
Figure 61. Removing Converter Turbine From Flywheel
Figure 62. Removing (or Installing)

Lockup-Clutch Backplate
61

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.

Depending upon the amount of labor (machining
the flywheel and lockup-clutch backplate), time,

part replacement, and extent of rework,
complete replacement of the assembly may be
more practical.
KEY
GROOVE
DOWEL PIN
LOCK KEY
GROOVE
SEALRING
Dry ice is needed for this rework procedure.
1. Measure the diameter of the lockup-clutch

sealring bore (Diameter B of Figure 64).
FLYWHEEL
FLYWHEEL RING GEAR
E03751.01
;;;;
;;
;;;
Lockup-Clutch Piston
NOTE:
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
(25.58 mm) diameter or less, skip Steps (2) through

(5) and proceed with Step (6).
2. Cool a bore sleeve (P/N 6881519) in dry ice.

3. Note whether the chamfers of the flywheel ring
gear 11 (Foldout 9,A) are toward the front or
rear of the flywheel 12, then remove the flywheel ring gear from the flywheel.
4. Rework the bore as shown in Figure 64.
Press sleeve flush

with SURFACE X
0.04 in (1.0 mm)

0.06 in (1.5 mm) R
1.75 in (44.5 mm)
DIA A
SLEEVE
6881519
1.2810 in (32.54 mm)

1.2800 in (32.51 mm)
DIA B
OIL PASSAGE HOLES

DIA B must be concentric with
DIA A within 0.004 inch (0.10 mm) TIR
NOTE:
Cool the sleeve in dry ice for at least 30 minutes
before installing.
Proper alignment of the sleeve during installation
is necessary to prevent damage to the bore sleeve.
5. Position the bore sleeve with the inside chamfer toward the rear side of the flywheel and
press the sleeve flush with surface X (Figure
64).
62
INSIDE
CHAMFER
V03842
Figure 64. Rework of Flywheel

(Cross-Section View)
6. Remove any debris from the two oil passages

shown in Figure 64. Make sure that these
holes are open.
7. Measure the step wear in the lockup-clutch
backplate bore of the flywheel.
REBUILD OF SUBASSEMBLIES
NOTE:
Excessive step wear in the lockup-clutch backplate
bore from the lockup-clutch backplate MUST be
repaired or the flywheel replaced.
If the step wear in the lockup-clutch backplate
bore exceeds 0.030 inch (0.76 mm), proceed with
Step (8).
If the step wear in the lockup-clutch backplate
bore of the flywheel is 0.030 inch (0.76 mm) or less,
skip Steps (8) through (9) and proceed with Step
(10).
;;
;;
;
8. Fill the worn area of the lockup-clutch backplate bore with spray metal or weld as shown
in Figure 65.
SECTION
A-A
9. Machine the lockup-clutch backplate to Dimension G as shown in Figure 65.

10. Note whether the flywheel has one or two keys.
NOTE:
If the flywheel has two keys, skip Steps (11) and
(12) and proceed with Paragraph 63c.

Single-keyed flywheels should be upgraded to two
keys. To upgrade, two keys and a reworking of the

flywheel and lockup-clutch backplate will be
necessary. Proceed with Step (11).
If a single-keyed lockup-clutch backplate is
replaced by a new one, two keys and a reworking
of the flywheel will be necessary. Skip Step (11) and
proceed with Step (12).
Fill existing wear groove with spray metal or weld

(GTAW, E-705-X Weld Wire) in this area, rebore DIA G
to 15.68115.686 in. (398.30398.42 mm)
concentric with DIA C within
0.003 in. (0.08 mm) TIR
15.68115.686 in.
(398.30398.42 mm)
DIA G
Mill slot 180 from existing

slot to dimensions shown
0.620.63 in. R
(15.716.0 mm)
7.397 in.
(187.88 mm)
DIA C
16.05016.040 in.
(407.67407.42 mm)
0.5630.561 in.
(14.3014.25 mm)
0.010 in.
(0.25 mm) R MAX
0.40 in. (10.2 mm)
;;
A
V02216.01
Figure 65. Rework of Flywheel
63

11. Mill a second key slot in the lockup-clutch
backplate 180 degrees from the existing key
slot as shown in Figure 66.
12. Mill a second key slot in the flywheel 180 degrees from the existing key groove as shown in
Figure 65.
c. Rebuilding Converter Turbine Assembly
(Foldout 10,A)
NOTE:
Do not disassemble the turbine unless the drive gear
or turbine hub is being replaced. If the converter
turbine is damaged, replace the assembly. A hydraulic press having a minimum capacity of ten
tons (88.94 kN), an adjustable press bed with a
25 inch (635 mm) opening, and a pressure gauge
must be used to assist in determining the rivet staking load. A reworked turbine assembly must be rebalanced.
1. Remove ball bearing 6 (Foldout 10,A) if not
previously removed.
2. Mark the relationship of the lockup-clutch hub 9,
turbine 11, and turbine hub 10.
3. Using Figure 67 as a guide, place base plate
J 29535-1 on a work bench, hole side up.
4. Place converter turbine assembly 8 (Foldout
10,A), hub 10 side up, on top of base plate
J 29535-1. Align the sixteen rivets to the sixteen holes in the base plate.
5. Place guide plate J 29535-2 on top of converter
turbine hub 10. Centrally locate each rivet in
the guide plate holes.
6. Install one 12-13 x 312 inch guide plate retaining bolt (Figure 67) to retain the guide plate,
converter turbine, and base plate together.
Tighten the bolt to 50 lb ft (68 Nm).
7. Place the turbine assembly and fixture in a drill
press.
8. Place drill guide J 29535-5 into guide plate
J 29535-2 (Figure 68). Using a 14 inch drill,
align and drill the rivet approximately 316 inch
(4.76 mm) deep, to remove the formed head.
64
9. Place the drill guide in the next hole. Rotate the

guide plate and drill the rivet. Continue until
all the rivet heads have been removed.
CAUTION:
Do not use a hammer to remove the rivets.
10. Place the turbine assembly and fixture in a hydraulic press. Install rivet remover tool
J 29535-4 into the guide plate (Figure 69).
Press out each rivet.
11. Remove the guide plate retaining bolt and remove the turbine assembly from the fixture.
12. Inspect turbine 11 (Foldout 10,A) for cracks,
distortion, and abrasions. If the above items are
noted, the turbine must be replaced.
13. Inspect the rivet holes for burrs or swelling.
Remove burrs as necessary.
14. Inspect lockup-clutch hub for cracks, distortion, abrasion, and battered or broken teeth.
15. Reassemble components, being sure to correctly index the alignment marks (from Step
(2)) of the lockup-clutch hub, turbine, and turbine hub. Use the new rivets to help index the
detail components.
16. Install sixteen new rivets through the turbine,
turbine hub, and lockup-clutch hub (Figure
610).
17. Assemble base plate J 29535-1, solid side of
plate against the rivet heads (Figure 610).
18. Place guide plate J 29535-2 on top of the assembled components. Centrally locate the rivets in the holes of the guide plate.
19. Retain the turbine assembly and the two plates
with the 12-13 x 312 inch guide plate retaining
bolt (Figure 610). Tighten the bolt to 50 lb ft
(68 Nm).
A
0.620.63 in. (15.716.0 mm) RADIUS
Mill slot 180 from existing slot
8.255 in.
(209.68 mm)
15.26515.255 in.
(387.73387.48 mm)
SECTION
A-A
A
V03752
Figure 66. Rework of Lockup-Clutch Backplate
;;
BOLT
12-13 x 312 in.
LOCKUP-CLUTCH
HUB
CONVERTER
TURBINE
BASE PLATE
J 29535-1
GUIDE PLATE
J 29535-2
RIVET (16)
TURBINE
HUB
21. Insert staking tool J 29535-3 into the top plate

(Figure 611). Stake the rivet. Stake the second
rivet 180 degrees from the first. Stake the third
rivet 90 degrees from the second, etc., until all
rivets are staked.
22. Remove staking tool, retaining bolt, guide
plate, and base plate.
V02210.01
Figure 67. Rivet Removing Fixture
20. Place the turbine and fixture in the hydraulic

press (Figure 611).
23. Each reclaimed assembly must be balanced by

the rotating-type static balance method to within
1.0 ounce inch (28 g mm) by removing metal
from area indicated (Figure 612) as required,
maintaining 0.13 inch (3.3 mm) minimum wall.
65

d. Assembly
DRILL PRESS
J 29535-2
GUIDE PLATE
J 29535-5
DRILL GUIDE
CONVERTER
TURBINE
ASSEMBLY
1. If the starter ring gear was removed, install the

starter ring gear after heating it uniformly to
400F (204C) maximum temperature. Be sure
the chamfers of the teeth are facing the proper
direction for starter pinion engagement. The
ring gear must seat firmly against the shoulder
on the flywheel.
2. Place flywheel 12 (Foldout 9,A) on the work
table (cavity side upward).
3. Install sealring 1 (Foldout 10,A) onto the flywheel hub (Figure 63), and sealring 2 onto
the OD of lockup-clutch piston 3. Lubricate
both sealrings.
E03753.01
Figure 68. Removing Rivet Heads From

Converter Turbine
HYDRAULIC
PRESS
J 29535-4
BOLT, 12-13 x 312 in.
J 29535-2
LOCKUPCLUTCH
HUB
E03754.01
;;
Figure 69. Removing Rivets From Converter Turbine

BOLT
x 312 in.
LOCKUP-CLUTCH
HUB
CONVERTER
TURBINE
BASE PLATE
J 29535-1
GUIDE PLATE
J 29535-2
RIVET (16)
7. Install the lockup-clutch backplate, flat side

first, engaging the notches in the plate with the
keys in the flywheel (Figure 62). Install lock
patch bolts 43 (Foldout 10,A) into the lockupclutch backplate if they are used. Tighten the
bolts to 4452 lb ft (6071 Nm).
8. If ball bearing 6 (Foldout 10,A) was removed,
press it onto the hub of turbine 8.
9. Carefully center the lockup-clutch plate in the
flywheel. Install the converter turbine assembly, engaging its hub splines with the internal
splines of the lockup-clutch plate. Seat the ball
bearing in its bore.
64.
TURBINE
HUB
Figure 610. Rivet Installation Fixture
66
5. Install the lockup-clutch piston into the flywheel, aligning the pencil marks, to engage the
recesses in the piston with the dowel pins (Figure 63). Be certain the dowel pins are engaged.
6. Install the keys in the key grooves of the flywheel (Figure 62) using an oil-soluble grease.
CONVERTER
TURBINE
12-13
4. Using a pencil, mark the edge of the lockupclutch piston opposite a dowel pin hole. Also
mark the flywheel bore opposite a dowel pin.
V02213.01
TORQUE CONVERTER
STATOR ASSEMBLY

1. Rotate stator freewheel roller race 24 in a
clockwise direction to free it for removal.
HYDRAULIC PRESS
BOLT, 12-13 x 312 in.

J 29535-3
;;
;;
;;
;;
J 29535-2
LOCKUPCLUTCH
HUB
CONVERTER
TURBINE
STATOR RIVET (10)
STATOR
ASSEMBLY
E03755.01
Figure 611. Staking Converter Turbine Rivets
E03756.01
Balance cut area.

Maintain 0.13 inch (3.3 mm)
minimum wall thickness.
Balance within
1.0 ounce inch (721 gmm)
using rotating type static
balance.
V02215.01
Figure 612. Balancing Converter Turbine
2. Remove race 24, thrust bearing 23, thrust bearing race 22, ten stator rollers 20, and ten freewheel roller springs 21 from stator assembly 13.
b. Rebuilding Stator Assembly (Foldout 10,A)
NOTE:
Do not disassemble the stator assembly unless
replacement of stator thrust washer 14, rivets 19,

or washer 18 is necessary. If stator 16 or cam 17 is
cracked or damaged, replace the complete stator
assembly.
A hydraulic press having a minimum capacity of
five tons (44.48 kN), an adjustable table, and a

pressure gauge to assist in determining the rivet
staking load is required to rebuild the stator
assembly.
Figure 613. Drilling Stator Rivets
1. Place the stator assembly in a drill press,

formed rivet side up (Figure 613).
2. Using a 38 inch drill, align and drill the rivet,
removing the formed head.
3. Place base plate J 29121-2 under the stator assembly (Figure 614). Be sure the holes in the
base plate are under the rivet heads. Place top
plate J 29121-4 on top of the stator assembly.
4. Install the 58-11 x 314 inch retaining bolt to
hold the two plates together. Tighten the bolt to
60 lb ft (81 Nm).
5. Place fixture stand J 25587-1 on a hydraulic
press (Figure 614). Install rivet remover pin
J 29121-3 into fixture J 25587-1 head. Tighten
the tool retainer thumbscrew.
6. Place the stator assembly, with base and top
plates, onto the fixture stand (drilled rivet side
up).
7. Align the rivet remover pin with the drilled
rivet and press the rivet from the stator assembly. Repeat the above process for each rivet.
8. Remove the retaining bolt and top plate (Figure
614). Separate thrust washer 14 (Foldout
10,A), side washer 18, two cam washers 15,
and cam 17 from stator 16.
67

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 distorted, replace the stator assembly.
10. Place the stator on the work table so that the
thick portion of the vanes are upward (Figure
615). Temporarily place two rivets 180 degrees apart with the headless ends up into their
grooves in the stator. Using the rivets for alignment, install the cam so that the deep end of
each pocket is positioned as shown. Tap the
cam into place with a soft drift, then remove
the two rivets.
J 25587-1
BOLT, 58-11 x 314 in.

J 29121-3
STATOR
ASSEMBLY
J 29121-4
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 14 x
258 inch rivets into the stator assembly from
the side washer side and through the stator
thrust washer.
13. Place the stator assembly on base plate
J 29121-2 (Figure 616). Be sure the rivet
heads rest on the base plate between the clearance holes. Install top plate J 29121-4 and the
58-11 x 314 inch retaining bolt. Strike the top
plate with a rubber mallet to seat components.
Tighten retaining bolt to 60 lb ft (81 Nm).
14. Place the stator assembly on fixture J 25587-1
(Figure 616). Install stake tool J 29121-1 into
the fixture head of J 25587-1 and tighten the
thumbscrew finger tight.
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J 29121-2
Figure 614. Removing Stator Rivets
The amount of force to apply will vary depending

on the condition of the staking tool and the press
equipment being used.
CAM
STATOR
RIVET (2)
Assemble with
cam pockets in
position shown
Deep end
of pocket
NOTE:
E03757.01
CAM
STATOR
VIEW
Direction of
freewheel
rotation
RIVET
ENLARGED VIEW
SECTION A-A
B-B
V03615
Figure 615. Locating Cam Pockets
c. Assembly (Foldout 10,A)

15. Apply approximately 8000 lb (35.58 kN) force
to stake each rivet head. Stake the second rivet
180 degrees from the first. Stake the third rivet,
90 degrees from the second, etc., until all rivets
are staked.
16. Remove the top and bottom plates and retaining
bolt from stator assembly 13 (Foldout 10,A).
68
1. Place stator assembly 13 on the work table

(rear side upward), and install thrust bearing
race 22 into the stator.
2. Coat the pockets of stator assembly 13, stator
springs 21, and rollers 20 with oil-soluble
grease.
J 25587-1
SPRING (10)
BOLT, 58-11 x 314 in.

J 29121-1
J 29121-4
STATOR
ASSEMBLY
STATOR
J 24218-2
ROLLER (10)
E03759.01
Figure 617. Installing Stator Freewheel Roller
RIVET
J 29121-2
E03758.01
THRUST WASHER
Figure 616. Staking Stator Rivet
This flap may point

up (as shown) or
down
SPRING
STATOR CAM
3. Install stator roller holder J 24218-2 into the

stator against the thrust bearing race installed
in Step (1) (Figure 617).
NOTE:
Two types of stator springs are currently in use.
Prior to transmission S/N 2510095930, spring
convolutes were placed perpendicular to the stator
cam pocket (Figure 618, View B). Starting with
S/N 2510095930, spring convolutes were located 90
degrees from earlier springs (Figure 618, View A).
Roller to be installed in
small end of cam pocket
VIEW A
THRUST WASHER
RIVET
STATOR CAM
CAUTION:
Do not mix the springs in View A (Figure 618)
with the springs in View B within the same stator.
4. Install ten freewheel roller springs into the stator cam pockets. The springs must be positioned as shown in Figure 618. On later
models (View A), install the spring with the
convolutes (bends) against the stator thrust
washers. The ends of the spring can be up or
down against the roller. For earlier models
(View B), the end of the spring must be against
the roller and toward the freewheel roller race.
ROLLER
SPRING
VIEW B
V02354
Figure 618. Spring and Roller in Stator Cam
5. Install ten freewheel rollers (Figure 617).

6. Install the thrust bearing onto the freewheel
roller race (Figure 619).
69

STATOR
BOLT (12), 38-24 x 114 in.

J 24218-2
RACE
LOCKSTRIP (6)
RETAINER (2)
SEALRING
PUMP
E03761.01
Figure 620. Torque Converter Pump Components
THRUST BEARING
E03760.01
Figure 619. Installing Freewheel Roller Race
7. Start the freewheel roller race into the stator

until the thrust bearing is near the roller holder
(Figure 619). Rotate the race clockwise to install it.
8. Remove the stator roller holder J 24218-2 by
pulling on the thong attached to it. Push the
roller race inward (rotating it clockwise) until
the thrust bearing seats.
9. Rotate the freewheel roller race counterclockwise to lock in place. Position the stator assembly with its roller race upward until ready for
installation. Cover or wrap the assembly to
keep out dust and dirt.
65.
TORQUE CONVERTER PUMP

ASSEMBLY

1. Remove sealring 31 from the front of converter
pump 33.
2. Flatten the corners of the lockstrips (Figure
620).
3. On earlier models, remove bolts 27, lockstrips
28, one-piece bearing retainer 30, gasket 39 or
sealring 40, pump hub 41, and hub sealring 42.
Do not remove ball bearing unless replacement
is necessary.
610
4. On later models, remove bolts 27, lockstrips

28, two-piece retainer 29, split race bearing 36,
gasket 39 or sealring 40, pump hub 41, and hub
sealring 42.
5. On models containing engine-driven PTO
gears, remove items 27, 28, 29, and 38. Do not
remove bearing 37 unless part replacement is
necessary.
b. Assembly (Foldout 10,A)
NOTE:
Inspect the pump hub drive slots for excessive wear
(units prior to S/N 2510201424). If the hub is worn,

replace it with an increased hardness hub that is
date stamped 8-21-95 or later.
Steps (1) through (9) describe the installation of the
split race bearing. Steps (10) through (12) describe

the installation of the PTO drive gear with a
double-row ball bearing.
1. If bearing 36 was removed, replace it with a
new split race bearing. To install new bearing
36 (split race), follow Steps (2) and (3).
2. Make sure the outer races have the same serial
numbers, and all the bearing balls on the inner
race are in place.
3. Install new bearing 36 (all three parts) into
pump hub 41.
NOTE:
For pump drive hubs with a seal groove, use
sealring 40.
For pump drive hubs without a seal groove, use a
thin or thick gasket 39 (Foldout 10,A), depending
on which bearing retainer is used.
For 2-piece retainer 29, use the thick gasket
(0.0140.21 inch (0.360.53 mm) thick).
For 1-piece retainer 30, use the thin gasket
(0.0060.008 inch (0.150.20 mm) thick).
4. Place new gasket 39 or sealring 40 onto pump
hub 41 and install both the gasket or sealring
and the hub onto the rear of the converter pump
33.
5. Install retainer 29 or 30 into the front of converter pump 33. Align the holes in the retainer,
converter pump, and pump hub. Install one
38-24 x 114 inch bolt 27 and one lockstrip 28
at the 12 oclock position. Do not tighten the
bolt.
6. Install three more bolts and lockstrips, one
each at 3, 6, and 9 oclock positions. Snug the
bolts in 12, 6, 3, and 9 oclock sequence.
CAUTION:
Failure to use the sequential tighten procedure
for installing the twelve retainer bolts may lead
to premature bearing failure.
7. Tighten the four bolts in the same sequential
manner to 3340 lb ft (4554 Nm).
8. Install the remaining eight retaining bolts and
lockstrips. Tighten the bolts to 3340 lb ft
(4554 Nm) and bend the corner of each lockstrip to retain the twelve bolts. Install sealring
42 onto hub 41.
9. Install sealring 31 onto the OD of converter
pump assembly 32.
66.
CONVERTER HOUSING WITH

2-BOLT TOP COVER, FRONT
SUPPORT, OIL PUMP
(Models Without Input Retarder or
Engine-Driven PTO)
a. Disassembly
1. Place the converter housing front downward on
the work table (Figure 621). Remove and discard the two front support hub sealrings, needle roller bearing, and race from the front support hub.
2. Place a 2 x 4 inch (50 x 100 mm) wood block
through the converter housing access opening,
about 14 inch (350 mm) into the housing (Figure 622). Remove four of the six bolts retaining the oil pump assembly (Figure 621).
Loosen the remaining two bolts, leaving about
four turns of thread engaged.
3. Press on the wood block and tap alternately on
the two loose bolts (Figure 622), to dislodge
the oil pump. Remove the two remaining bolts,
and allow the pump to drop onto the wood
block. Remove the pump assembly and sealring (if present) from the outer circumference
of the pump.
4. Remove the screw that retains the cover to the
oil pump body (Figure 623). Remove the cover
and the oil pump body containing the drive gear
and driven gear assembly. Replace, if damaged,
any of the 34 inch (19.05 mm) plugs (used in
later models) in the oil pump body.
SEALRING
GROOVES GROUND SLEEVE
3
BOLT (6), 8-16 x 4 or 5 in.
CONVERTER
BYPASS
VALVE
11. Install drive gear 38 and bearing 37 onto converter pump 33.
12. Retain drive gear 38 and bearing 37 to converter pump 33 per Steps (5) through (9)
above.
NEEDLE ROLLER
BEARING
LOCKUP
VALVE
BOLT, 38-16 x 112 in.
10. If bearing 37 was removed, install a new bearing, grooved end last, into drive gear 38.
NEEDLE ROLLER
BEARING
BOLT (3), 38-16 x 212 in.
BEARING RACE
BOLT (15), 38-16 x 112 in.
GASKET
FRONT
SUPPORT
ASSEMBLY
MAIN PRESSURE
REGULATOR VALVE
HOUSING
E03762.01
Figure 621. Converter Housing Components (2-Bolt

Cover, Without Input Retarder)
611

LOOSE BOLTS
PULLER BRIDGE SCREW
GASKET
PULLER NUT
BRIDGE ASSEMBLY
J 33080-20
COLLAR LOCKNUT
WOOD, 2 x 4 in.
(50 x 100 mm)
COLLAR
COLLET
J 33080-4
PUMP BODY
4 BOLTS
REMOVED
CONVERTER
HOUSING
E03763.01
Figure 622. Supporting Oil Pump During Removal
PUMP CAVITY
CONVERTER
HOUSING
E03765.01
GROUND
SLEEVE
Figure 624. Removing Pump Spindle From

Pump Housing
8. Tighten the collar locknut until the collar is secured against the collet and onto the shaft that
is to be removed.
COVER
SCREW
14-20 x 58 in.
OIL SEAL
DRIVEN
GEAR
BEARING
DRIVEN GEAR
SHAFT
SEALRING
DRIVE
GEAR
BODY
9. Retain the puller screw with a wrench while

tightening the puller nut to remove the shaft. If
the collet does not pull the shaft, repeat Steps
(8) and (9) and apply additional torque to the
collet locknut.
10. To remove the shaft from collet J 33080-4,
back off the collar locknut and puller nut. Position collar over retriever J 33080-2 and tap top
of puller screw with a hammer to remove the
shaft from the collet.
E03764.01
Figure 623. Oil Pump and Torque Converter Housing
612
WARNING!
The main pressure regulator valve spring is under approximately 85 lbs (380 N) compression.
5. Mark which side of the gears are up and, if

there are two driven gears, upon which spindle
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)

from the pump housing, if necessary, using
special tool set J 33080.
The spring compressor may be used whether the

front support assembly is attached to or removed
from the torque converter housing.
7. Place bridge assembly J 33080-20 and collet

J 33080-4, (Figure 624) over the shaft to be
removed with the legs of the puller on the
pump housing.
11. Using spring compressor J 24219, depress the

main pressure regulator valve spring (Figure
625) and remove the snapring.
12. Remove the spring compressor, washer 6
(Foldout 13,A), valve stop 5, spring 4, and
main pressure regulator valve 3.
13. Using the spring compressor, remove snapring
12, washer 11, valve stop 10, spring 9, and
lockup shift valve 8.
NOTE:
The spring compressor is not required for the remaining valve components.
b. Rebuild of Front Support

NOTE:
Do not attempt this rework procedure unless adequate machining capabilities are available.
1. Examine the front support for ground sleeve
movement, damage to the ground sleeve (bearing journal specifically), and for damage to the
lockup feed sealring bore.
NOTE:
If there is evidence of ground sleeve movement or
14. Push inward against valve support assembly 16

and remove snapring 19. Remove support assembly 16, seat 15, converter bypass valve 14,
and spring 13.
15. Remove the nineteen bolts remaining in the
front support assembly (Figure 621). Lift off
the front support assembly and gasket.
16. If replacement is necessary, remove the needle
roller bearing from the bore of the support hub
(Figure 625). Special tool J 28557 may be
used to remove the needle roller bearing.
17. Remove test plugs 18 (Foldout 10,B) from
housing 16.
SNAPRING
NEEDLE ROLLER BEARING
J 24219
MAIN
PRESSURE
REGULATOR
E03766.01
Figure 625. Removing (or Installing) Main Pressure

Regulator Snapring
damage, or if the lockup feed sealring bore shows

signs of damage, proceed with Step (2).
Otherwise, skip Step (2) and proceed with Step (3).
2. Replace and machine the ground sleeve per

Figures 626 or 627, depending on transmission options.
3. Examine the front support for the ground
sleeve vent hole shown in View B-B of Figure
629.
NOTE:
The vent hole allows a portion of the converter
fluid to bypass the converter inlet. During low
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
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
eliminated on some specific A/N transmissions and
service parts in the HT 700 series. Transmissions
manufactured prior to the release of the nonvented ground sleeve may be reworked by
installing a plug in the vent hole.
If the vent hole exists, proceed with Step (4).
If the vent hole does not exist, skip Steps (4)
through (5) and proceed with Step (6).
4. Machine pipe plug P/N 444697 as shown in
Figure 628.
5. Tap the ground sleeve, install plug and stake in
two places as shown in Figure 629.
613
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2.28 in. (57.9 mm)
IN THIS
AREA
HOLE
0.007 in. (0.178 mm)
0.002 in. (0.051 mm)

HOLE
2.3755 in. (60.34 mm)

2.3745 in. (60.31 mm)
DIA
Press to shoulder
with hole in sleeve
located as shown
within 2
40120
SURFACE C
When mounted on DIA D and SURFACE C
features shall be within the total runout
specified by E
SECTION
DIA
A-A
V02230
Figure 626. Ground Sleeve Replacement in Front Support,

For Models Without Input Retarder and Engine-Driven PTO Option
40120
Press sleeve to
this dimension
with hole located
as shown
0.440 in. (11.18 mm)
2.3755 in. (60.34 mm)

2.3745 in. (60.31 mm)
DIA
0.002 in. (0.051 mm)
DIA
SURFACE
30
2.28 in. (57.9 mm)

specified by E
SECTION
A-A
Figure 627. Ground Sleeve Replacement in Front Support,

For Models With Input Retarder or Engine-Driven PTO Option
614
V02238
6. Insert (do not force) gauge J 29198-3 into a
groove on the support hub. Rotate the gauge
360 degrees around the hub.
4. Install lockup shift valve 8, small end first, into

the bore indicated in Foldout 13,A. Be sure the
valve will move freely of its own weight in its
bore.
NOTE:
If the gauge does not rotate freely, the front
support is damaged and should be replaced or
reworked.
A damaged or worn front support hub can be
salvaged with guidance from the instructions
furnished with the sleeve and pin kit. The kit
contains one unfinished front support sleeve, one
sleeve retainer pin, and one machining and
installation instruction sheet. Refer to Parts
Catalog PC1268EN for the kit part number.
5. Install spring 9 and valve stop 10. Place washer

11 on spring 9 and compress the spring into the
valve bore until the snapring groove is clear.
Install snapring 12.
c. Assembly
6. Install spring 13 into the converter bypass

valve bore indicated in Foldout 13,A. Install
converter bypass valve 14 and valve seat 15.
7. Install support assembly 16 and install
snapring 19 into the valve bore.
8. Place converter housing 16 (Foldout 10,B) on
the work table (front side downward).
9. Place converter housing gasket 17 onto the
converter housing. Align holes in the gasket
with those in the converter housing.
NOTE:
When bearing installer J 24197 is not available, the
depth of installation must be measured. Proper
depth from the rear of the hub to the rear of the
bearing is 1.261.28 inch (32.032.5 mm).
10. Install front support assembly 1 (Foldout 13,A)

onto converter housing 16 (Foldout 10,B).
1. If the needle roller bearing was removed from

the front support (Figure 630), install a new
bearing. Installer J 24197 may be used with
handle J 8092 for driving the bearing or without the handle when press-installing the bearing. Drive or press on the numbered side of the
bearing.
12. Install one 38-16 x 112 inch bolt into the hole
between the two valve bores that are closer to
each other (Figure 621). Tighten the bolt to
3643 lb ft (4958 Nm).
NOTE:
Installation of the main-pressure regulator and
lockup shift valves, as described in Steps (2)
through (5), is done with the aid of spring compressor J 24219. The spring compressor is not required
for installation of the converter bypass valve, described in Steps (6) and (7).
2. Install main-pressure regulator valve 3, small
end first, into the bore. Be sure the valve will
move freely of its own weight in its bore.
3. Install spring 4 and valve stop 5. Place washer
6 on spring 4 and compress the spring into the
valve bore until the snapring groove is clear
(Figure 625). Install snapring 7.
11. Install three 38-16 x 212 inch bolts into the

front support (Figure 621). Tighten the bolts
to 3643 lb ft (4958 Nm).
13. Install fifteen 38-16 x 112 inch bolts into the

outer bolt circle of the front support (Figure 6
21). Tighten the bolts to 3643 lb ft (49
58 Nm).
NOTE:
Lubricate both the race and bearing, before installing, with sufficient oil-soluble grease to retain them.
14. Install the bearing race (flat side first) onto the
front support hub (Figure 621). Install the
needle roller bearing onto the race. Ensure the
inner lube direction lip of the race on the hub is
0.233 inch (5.9 mm) in length.
15. Install a new seal using seal installer J 24198
and driver handle J 24202-4 (Figure 631).
615
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17. Press the shaft until flush with height gauge.
The installed height of the spindle after installation should be 0.9260.885 inch (23.52
22.48 mm).
Make from P/N 444697 Pipe Plug,

Dryseal NPTF, 0.4450.475 in.
(11.3012.07 mm) long
38-18
Machine to 0.3650.375 in.

(9.279.78 mm) long
V03857
18. If roller bearing 9 (Foldout 10,B) was removed, install a new bearing. Place the bearing, numbered end first, onto installer tool
J 28646-A. Attach handle J 8092. Install the
bearing into driven gear 8.
Figure 628. Machining Vent Hole Plug
NOTE:
16. To install a new driven-gear shaft (pump spindle), support the charging pump housing in a
press. Position height gauge J 33080-7 (Figure
632) over the shaft bore and place new shaft
into the gauge so the chamfer on the shaft will
engage into the housing bore.
38-18
Dryseal NPTF
PLUG RECESSED
HEAD
Apply Loctite
Sealer
If an installer tool is not available, the bearing may

be installed with a soft mallet. Drive the bearing on
the numbered end into driven gear 8, until the bearing is 0.0010.005 inch (0.030.13 mm) below the
surface.
;;;
Install plug flush or below
OD of shaft. Stake plug
in place (2 places 180 apart)
Installed plug not to extend

into ID of shaft more than
0.031 in. (0.79 mm)
DIM A
(REF)
VIEW
0.625 in. (15.88 mm) DIA VENT HOLE.

No index relationship with other features.
B-B
REWORK INSTRUCTIONS:
1. Tap 0.625 in. (15.88 mm) vent hole
for 38-18 Dryseal NPTF. Tap only deep
enough for reworked plug to be flush
to just below OD of shaft. Do not tap
deep enough to allow plug to extend
into shaft ID more than 0.031 in.
(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.
GROUND
DIM A
SLEEVE
in. (mm)
6834751 4.130 (104.90)
6837662 4.130 (104.90)
6838112 5.335 (135.51)
V03858
Figure 629. Reworking Converter Ground Sleeve
616
DRIVEN GEAR SPINDLE
J 8092
J 24197
NEEDLE
ROLLER
BEARING
HEIGHT GAUGE, J 33080-7

FRONT
SUPPORT
PUMP BODY
E03769.01
Figure 632. 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 Figures 633 and 634 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
Figure 630. Tool for Installing Front Support

Needle Roller Bearing
22. Install the cover, and retain it with the

14-20 x 58 inch flat-head screw (Figure 623).
Tighten the screw until it is below the surface
of the plate.
23. Install the sealring (if used) around the cover
outer circumference (Figure 635). Install two
38-16 x 6 inch guide screws J 24315-1 into
pump at the locations shown.
J 24202-4
J 24198
OIL PUMP
BODY
E03768.01
Figure 631. Installing Oil Pump Oil Seal
19. Install new plug if plug 4 was removed. Press

the plug flush to 0.010 inch (0.25 mm) below
the surface.
20. Align the driven gear(s) and drive gear with the
oil pump body per the index marks made in
Paragraph 66a(5). Install the driven gear and
the drive gear into the oil pump body.
24. Lubricate the sealring (if used) and oil pump

cavity in the housing (Figure 635). Install the
pump assembly, guiding the screws through
the holes indicated.
25. Install six 38-16 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 3643 lb ft (49
58 Nm).
26. Install plugs 18 (Foldout 10,B). Use nonhardening sealer on the plug threads and
tighten them to 45 lb ft (57 Nm).
NOTE:
Front support sealrings must not be installed onto
the support hub until the converter housing and
front support are installed onto the transmission
housing. Refer to Paragraphs 46g and 712.
617
PUMP CAVITY
STRAIGHT
EDGE
THICKNESS
GAUGE
DRIVEN
GEAR
E03770.01
Figure 633. Checking Oil Pump Driven Gear

End Clearance
CONVERTER
HOUSING
GUIDE SCREW
J 24315-1
STRAIGHT
EDGE
PUMP
ASSEMBLY
SEALRING
E03772.01
THICKNESS
GAUGE
Figure 635. Installation Position of Oil Pump Assembly

(Housing With 2-Bolt Cover)
DRIVE
GEAR
E03771.01
Figure 634. Checking Oil Pump Drive Gear

End Clearance
STUD (3), 12-13 x 12-20 x 6.40 in.

BOLT (15), 38-16 x 1 in.
67.

2-BOLT TOP COVER, RETARDER
PLATE, OIL PUMP
(Models Without Engine-Driven PTO)
BOLT (3), 38-16 x 1 in.
a. Disassembly
1. Refer to Paragraph 66a Steps (1) through (10)
for removal of the oil pump components. Note
that the oil pump includes two driven gears.
2. Remove sealring 1 (Foldout 12,B) from the
groove in retarder plate 2.
PIPE PLUG (4), 18 in.
BOLT (6), 38-16 x 4 in.

BOLT, 38-16 x 112 in.
3. Remove the eighteen 38-16 x 1 inch bolts and

one 38-16 x 112 inch bolt retaining the retarder
plate (Figure 636).
618
RETARDER PLATE
ASSEMBLY
E03773.01
Figure 636. Locating Retarder Plate Assembly Bolts
4. Remove the retarder plate and gasket from the
converter housing.
5. Remove plugs 8 (Foldout 11,B).
6. Remove studs 7 only if replacement is necessary.
7. Remove plug 6 only if replacement is necessary.
8. Position the housing (rear downward) on a
clean flat surface.
9. Remove lubrication valve pin 13, valve 12, and
spring 11 only if parts replacement is necessary.
b. Rebuild of Retarder Plate
NOTE:
1. If the retarder plate has ground sleeve movement, damage to the ground sleeve (bearing
journal specifically), or damage to the lockup
feed sealring bore, replace and machine the
ground sleeve per Figures 637 or 638, depending upon transmission options.
c. Assembly
1. If lubrication valve components 11, 12, and 13
(Foldout 11,B) were removed, install new
components. Install valve 12 (larger end first)
onto pin 13. Install spring 11 into the valve
cavity in the converter housing.
2. Press the pin into its bore in the converter
housing until the pin head is 0.300 inch
(7.62 mm) above the housing surface.
7. Install the retarder plate assembly and retain it

with eighteen 38-16 x 1 inch bolts and one
38-16 x 112 inch bolt. Tighten the 112 inch
bolt to 3643 lb ft (4958 Nm). Tighten the
1 inch bolts to 3946 lb ft (5362 Nm).
8. Assemble and install the oil pump as outlined
in Paragraph 66c Steps (15) through (24).
Note that the oil pump includes two driven
gears.
9. While holding the pump in position, install
six 38-16 x 3 inch bolts (replacing guide bolts
with last two). Tighten the bolts to 3643 lb ft
(4958 Nm).
10. Lubricate with oil-soluble grease, and install
sealring 1 (Foldout 12,B) into the groove
around retarder plate 2.
11. If studs 7 (Foldout 11,B) were removed, install
new studs.
12. Tighten the studs to 1565 lb ft (2088 Nm), at
a height of 5.475.53 inch (138.9140.5 mm).
68.

8-BOLT TOP COVER, RETARDER
PLATE, OIL PUMP
(Models With Engine-Driven PTO)
a. Disassembly
for removal of the oil pump. Note that the oil
pump includes two driven gears.
2. Remove the sealring from the groove in the retarder plate.
3. Remove nineteen bolts retaining the retarder
plate (Figure 636).
3. Position the housing, front downward, on a

clean flat surface.
4. Remove the retarder plate and gasket from the

converter housing (Figure 639).
4. If plug 6 was removed, install a new plug. Coat

the circumference with a non-hardening sealer
and install it, flat side first, into the housing.
Drive or press it flush to 0.010 inch (0.25 mm)
below the housing rear surface.
5. Remove the four test plugs from the converter

5. Coat four plugs 8 with sealer and install the

plugs. Tighten the plugs to 45 lb ft (57 Nm).
6. Install gasket 14 and align its holes with those
in the converter housing.
6. Remove the three studs from the converter

housing if replacement is necessary (Figure
636).
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
rearward.
619
;
;;;
;
;;;
;;
;;
;;
IN THIS
AREA
HOLE
1.17 in. (29.71 mm)

REF
E 0.018 in. (0.45 mm)
DIA
HOLE
Press to shoulder
with HOLE B in sleeve
located as shown
within 2
SURFACE

specified by E
SECTION
A-A
V02237
Figure 637. 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)
SECTION
A-A
V03781
Figure 638. Ground Sleeve Replacement in Retarder Plate, Models With Engine-Driven PTO Option
620
8. Position the housing, front upward. Remove
eight bolts that retain the ground sleeve (Figure
640).
9. Remove the ground sleeve.
10. Remove lubrication valve components (pin,
valve and spring) if replacement is necessary
(Figure 641).
11. Remove plugs 17, 18, 22, and 23 (Foldout
11,A) if cleaning or replacement is necessary.
RETARDER
PLATE
ASSEMBLY
b. Rework of Retarder Plate. Rework the retarder

plate per Paragraph 67b.
c. Assembly
1. If dowel pins 11 or 16 (Foldout 11,A) were removed, install new pins. Press them into the
housing to a height of 0.440 inch (11.18 mm).
2. If plugs 17, 18, or 23 were removed, install them
with sealant. Tighten plug 17 to 7090 lb ft (95
122 Nm); plug 18 to 110130 lb ft (149176
Nm); plug 23 to 1620 lb ft (2227 Nm).
3. If plug 22 was removed, coat the circumference of a new plug with non-hardening sealer
and install it flat side first. Press or drive it
0.0200.060 inch (0.51.5 mm) below the surface surrounding the bore.
RETARDER PLATE
GASKET
CONVERTER
HOUSING
PLUG
E03774.01
Figure 639. Removing (or Installing) Retarder

Plate Assembly
CONVERTER HOUSING
12. Remove dowel pins 11 and 16 if replacement is

necessary.
4. If spindle 12 (Foldout 11,A) was removed, install a new spindle. The assembly procedure for
spindle 52 (Foldout 11,A) is explained in Paragraph 712b 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 housings center bore (24 degrees
to 30 degrees from a vertical line). Press the
spindle forward until its rear face is flush with
the front of the housing counterbore. Install flat
washer 13, lockwasher 14, and bolt 15. Tighten
the bolt to 83100 lb ft (113136 Nm).
BOLT (8), 38-16 x 112 in.

LUBRICATION
VALVE
CONVERTER
GROUND
SLEEVE
COVERTER
HOUSING
CONVERTER GROUND SLEEVE
E03775.01
E03776.01
Figure 640. Converter Ground Sleeve Installed

(Housing With 8-Bolt Covers)
Figure 641. Converter Housing With Ground Sleeve

Removed (Housing With 8-Bolt Covers)
621

5. If lubrication valve pin 19 (Foldout 11,A),
valve 20, and spring 21 were removed, install
new parts. Install valve 20 (larger end first)
onto pin 19. Install spring 21 into its cavity in
the housing. Press the pin to a height of
0.30 inch (7.6 mm) above the housing surface
adjacent to the valve.
69.

8-BOLT TOP COVER, FRONT
SUPPORT, OIL PUMP
(Models Without Input Retarder and
With Engine-Driven PTO)
a. Disassembly
6. Install four 18 inch plugs 35, 36, 37, and 38
(Foldout 11,A) at the bottom of the housing
(Figure 639). Use sealant on the threads.
Tighten the plugs 45 lb ft (57 Nm).
7. Install the ground sleeve and retain it with
eight 38-16 x 112 inch bolts (Figure 640).
Tighten the bolts to 3643 lb ft (4958 Nm).
8. Position the housing, front downward (Figure
639). Install the retarder plate gasket, aligning
its holes with those in the converter housing.
9. Install the retarder plate (Figure 639). Retain
the retarder plate with eighteen 38-16 x 1 inch
bolts and one 38-16 x 112 inch bolt. Tighten the
1 inch long bolts to 3946 lb ft (5362 Nm)
and the 112 inch long bolt to 3643 lb ft (49
58 Nm).
10. Assemble and install the oil pump as outlined
in Paragraph 66c Steps (15) through (24).
Note that the oil pump includes two driven
gears.
11. While holding the oil pump in position, install
six 38-16 x 4 inch bolts (replacing guide bolts
with last two). Refer to Figure 636 for location of bolts. Tighten the bolts to 3643 lb ft
(4958 Nm).
12. Lubricate sealring 1 (Foldout 12,B) with oilsoluble grease. Install the sealring into the
groove around the retarder plate.
13. If the three studs at the rear of the converter
housing (Figure 636) were removed, install
new studs.
14. Tighten the studs to 1565 lb ft (2088 N m) at
a height of 5.475.53 inch (138.9140.5 mm).
622

for removal of the oil pump.
2. Refer to Paragraph 66a Steps (11) through
(17) for removal and disassembly of the front
support assembly.
for the remaining disassembly Steps.
b. Machining Converter Housing to Accept New
PTO Configuration (Foldout 12,A)
NOTE:
1. Beginning with transmission S/N 2510081257,
the side PTO gear in the converter housing
locates the bearing using two snaprings,
replacing the old rivet and washer method.
2. To incorporate the snapring retention configuration in earlier model rivet retained bearing
configurations, refer to Figure 642 for machining instructions for the converter housing.
c. Rework of Front Support. Rework the front
support per Paragraph 66b.
d. Assembly
1. Refer to Paragraph 66c Steps (1) through (7)
for assembly of the front support components.
for initial assembly of the converter housing
components.
3. Position the housing, front downward. Install
the front support gasket, and align its holes
with those of the converter housing.
4. Install the front support assembly and retain it
with sixteen 38-16 x 112 inch bolts and three
38-16 x 212 inch bolts. Tighten the bolts to
3643 lb ft (4958 Nm).
5. Refer to Paragraph 66c Steps (15) through
(24) for assembly and installation of the oil
pump components.
6. Install six 38-16 x 5 inch bolts (replacing guide
bolts with last two) while holding the oil pump
in position. Tighten the bolts to 3643 lb ft
(4958 Nm).
610. SCAVENGE OIL PUMP,

PTO IDLER GEAR
NOTE:
Steps (1) through (8) describe the disassembly of
the scavenger pump.
Steps (9) and (10) describe the disassembly of the
PTO idler gear.
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

grease to retain them.
3. Remove snapring 12 from the shaft of drive

gear 5.
7. Install the bearing race (flat side first) onto the

front support hub (Figure 621). Install the
needle thrust bearing. Be sure that the inner
lube direction lip of the race on the hub is
0.233 inch (5.9 mm) in length.
NEW
CONFIGURATION
5.94 in.
(150.88 mm)
SNAPRING
CONVERTER
HOUSING
RIVET
OLD
CONFIGURATION
;;
;
4. Remove driven gear assembly 16 from

spindle 10.
5. Remove drive gear 11 from the shaft of drive
gear 5. Remove roller 6 from the shaft of
gear 5.
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 necessary, press needle roller bearing 14 out of
plate 13.
8. If replacement is necessary, press spindles 10
toward the inside of body 9.
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
Bushing (Foldout 12,A)
SPINDLE
NOTE:
Do not remove bushing 17 from gear 18 if proper
machining procedure cannot be used at installation
of new bushing.
V03859
Figure 642. 8-Bolt Converter Housing Rework for

PTO Idler Gear Bearing Retention With Snaprings
1. Remove damaged bushing 17 from scavenge

pump driven gear 18.
2. Press a new bushing into gear 18 to 0.030 inch
(0.76 mm) below the surface of the gear.
623

3. Check the ID of the bushing for runout. Runout
must not exceed 0.001 inch (0.03 mm) TIR.
Surface finish of the bushing should be 50 micro-inches (1.27 micrometers).
NOTE:
Steps (1) through (3) describe the assembly of the
PTO idler gear.
Steps (4) through (8) describe the assembly of the
scavenger pump.
1. If bearing 23 or 34 was removed, apply
Loctite Retaining Compound 601 (or
equivalent) onto bearing circumference, and
install bearing into bore of gear 25 or 32.
Allow parts to dry for 2 hours (minimum).
2. Retain the bearing by placing washers 24 or 31
at each end of rivets 26 or 33. Peen the rivets
onto the washers so that the peened end extends no higher than 0.150 inch (3.8 mm)
above the gear face.
3. On later models, bearings 23 or 34 are retained
in gear 25 or 32 by two snaprings 22 or 35. Install the snaprings.
4. If spindles 10 were removed, install the spindles (plain ends first) into the inside of body 9.
Press the spindles to 1.0 inch (25.4 mm) above
the inside surface of the body. Install driven
gear assembly 16 onto spindle 10.
CAUTION:
Press only on numbered end of bearing when installing needle roller bearings.
5. If needle roller bearing 7 was removed, press a
new bearing to 0.040 inch (1.0 mm) below the
outside surface of body 9.
6. If bearing 14 was removed, press a new bearing flush to 0.010 inch (0.25 mm) below the
outside surface of plate 13.
7. Install drive gear 5 into body 9 and install
roller 6 into its groove in the shaft of gear 5. Install drive gear 11 onto the shaft of gear 5,
aligning the roller with the groove in the gear.
Secure the gear with snapring 12.
8. Install plate 13 onto body 9. Install snaprings
15 onto spindles 10.
624
611. INPUT RETARDER VALVE

BODY ASSEMBLY
a. Disassembly (Foldout 21,B)
1. Remove two bolts and lockwashers 22 and 21
from bottom of valve body 13.
3. Slide valve 14 out through bottom of valve
body 13.
4. Remove snapring 18, washers 15 and 17, and
spring 16 from valve 14.
5. For replacement, remove seal 10, seal 11 and
snapring 12.
b. Assembly (Foldout 21,B)
1. If removed, install snapring 12, new seal 11,
with lip toward inside of valve body, and seal
10 with scraper edge outside valve body 13.
2. Install washer 15 on bottom end of valve 14.
3. Install spring 16 and washer 17 on valve 14
and secure with snapring 18.
NOTE:
Transmissions with serial numbers prior to
2510208992 may have retarder valve body gaskets
that leak. If the gasket leaks, replace the existing
gasket 19, cover 20, and bolts 22 with new parts. Do
not mix the new parts with any of the old parts.
4. Install gasket 19 and cover 20 with two bolts
22 and two lockwashers 21. Tighten the bolts
to 2632 lb ft (3543 Nm).
5. Check the stroke of the retarder valve. The
stroke should be 112 inch (38.1 mm).
612. INPUT RETARDER HOUSING,

FRONT SUPPORT
a. Disassembly (Foldout 12,B and Foldout 13,A)
1. Position the input retarder housing with the
front support assembly upward (Figure 643).
2. Remove and discard two sealrings from the
hub of the front support (Figure 643). Remove the needle roller bearing assembly (if not
previously removed) and bearing race.
FRONT SUPPORT ASSEMBLY
RETARDER HOUSING
BOLT (9), 38-16 x 214 in.
GASKET
PISTON
SNAPRING
RACE
HOUSING
BEARING
BOLT (16), 38-16 x 114 in.

RACE
SEALRING (2)
NEEDLE
ROLLER
BEARING
BEARING
RACE
RETARDER
HOUSING
E03777.01
Figure 643. Input Retarder Housing and

Front Support Assembly
NOTE:
Check the length and location of the nine bolts removed from the inner circle of the front support.
Some models use six bolts of one length and three
bolts of another length.
3. Remove the nine bolts from the inner circle
and sixteen bolts from the outer circle (Figure
643). Carefully separate the front support and
valve assembly from the input retarder housing
(Figure 643). Remove the input retarder housing gasket.
4. Position front support assembly front (mounting) side downward.
5. Refer to Paragraph 66a Steps (11) through
(16) for disassembly of the support assembly.
6. Remove plugs 20 (Foldout 12, B) from the bottom of the input retarder housing.
b. Rebuild of Front Support. Rebuild the front
support per Paragraph 66b.
c. Assembly (Foldout 12,B and Foldout 13,A)
1. Position the input retarder housing on blocks
front downward (Figure 643).
2. Install the gasket onto the input retarder housing as shown in Figure 644. Align the holes in
the gasket with those in the housing.
HUB
SPRING
RETAINER
E03778.01
Figure 644. Forward-Clutch Components

for assembling the front support and valve assembly.
4. Install the front support assembly onto the input retarder housing and gasket (Figure 643).
5. Install the twenty-five bolts as shown in Figure
643. Tighten the bolts evenly to 3643 lb ft
(4958 Nm).
6. Using oil-soluble grease to retain them, install the bearing race, flat side first, and the
needle roller bearing onto the support hub
(Figure 643).
7. Install plugs 20 (Foldout 12,B) into the input retarder housing. Use non-hardening sealer on the
plug threads, and tighten to 45 lb ft (57 Nm).
613. FORWARD CLUTCH AND

TURBINE SHAFT
1. Remove sealring 1 from the front of the turbine
shaft.
2. Remove bearing race 2 from the hub of forward-clutch housing assembly 5.
3. Remove two sealrings 4 from the turbine shaft.
4. Position forward-clutch assembly 3 on the
work table (turbine shaft down).
5. Remove bearing race 24 and bearing 25 from
forward-clutch hub 19.
6. Remove snapring 23 and fourth-clutch driving
hub 22.
625

7. Remove five each of clutch plates 20 and 21.
8. Remove forward-clutch hub 19.
9. Remove bearing race 18 and needle roller bearing 17 from the inner hub of the forward-clutch
hub (Figure 644).
10. Remove bearing race 16 from the inner hub of
the forward-clutch housing (Figure 644).
11. Using spring compressor J 24204-3, compress
the spring retainer 14, and remove snapring 15
(Figure 645).
12. Carefully remove pressure from the spring retainer, and remove the spring retainer.
13. Remove twenty release springs 13 (Foldout
13,B).
14. Remove forward-clutch piston 12 and sealrings
10 and 11. If a sealring is used inside the clutch
housing, remove and discard it.
15. Do not remove the PTO gear unless replacement is necessary.
NOTE:
To remove earlier PTO gear (slip fit on housing), refer to Steps (16) through (19). To remove later PTO
gear (press fit on housing), refer to Steps (20)
through (24).
16. Remove collector ring 6 only if damaged. Support the inner circumference of the ring and
press the forward housing and input shaft assembly free.
17. Remove the PTO gear by compressing the

snapring into the clutch housing and sliding the
gear from the housing.
18. To compress the snapring, insert 10 pieces of
steel shim stock (0.093 x 0.020 x 3 inch (2.38 x
.5 x 76.2 mm)) between the snapring and the
PTO gear (Figure 646). To accomplish this,
locate the snapring gap. At the cutout nearest
the gap, press the snapring into the groove in
the housing. Slip a piece of shim stock between the snapring and the inner ends of the
splines of the PTO gear. Repeat the operation
at the other side of the snapring gap. Working
at each opening (missing spline) to compress
the snapring, insert the remaining pieces of
shim stock at approximately 3 inch (76.2 mm)
increments.
19. Slide the gear free of the clutch housing. Remove the snapring.
CAUTION:
Do not damage oil collector ring during PTO
gear removal.
20. On later models, the PTO gear is press-fitted
on the clutch housing.
21. Remove oil collector ring 6 (Foldout 13,B)
from clutch housing 5 by supporting the inner
circumference of the ring and pressing the forward clutch housing and input shaft assembly
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 directly under the PTO gear.
J 24204-3
CAUTION:
SNAPRING
Pressure applied directly to the turbine shaft will

cause permanent damage.
RETAINER
E03779.01
Figure 645. Removing (or Installing) Forward-Clutch

Spring Retainer Snapring
626
24. Center fixture tool J 26899-1 inside the forward-clutch housing and apply sufficient pressure to the tool to remove the PTO gear.
Remove the snapring.
25. Do not remove balls 7 from the forward-clutch
housing unless replacement is necessary.
PTO GEAR
SNAPRING
FORWARD-CLUTCH ASSEMBLY
COLLECTOR
RING
NOTE:
The forward-clutch housing and input shaft assembly may require rework for the following reasons:
The turbine shaft is damaged or loose;
STEEL SHIM
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:
Refer to Paragraph 613b to rework the forwardclutch housing for a damaged or loose turbine
shaft.
Refer to Paragraph 613c to rework the forwardclutch housing rotating sealring bore.
Refer to Paragraph 613d to rework the forwardclutch housing if the transmission is an
HT 750DRD and the forward-clutch housing has
an inner sealring.
b. Rework of Forward-Clutch Turbine Shaft and
Housing (Foldout 13,B)
Figure 646. Removing PTO Gear From Forward Clutch
;;
;
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Permissible to hard chrome plate splines

of used shaft 0.0010.002 in. (0.0250.051 mm)
thick to tighten loose joint on used assembly
DIA
When mounted on
DIA A AND B, total
runout on SURFACE C
to be within 0.005 in.
(0.127 mm)
DIA
NOTE:
1. Be sure that the shaft is pressed squarely into
the housing assembly. Refer to Figure 647 for
specifications and typical setup to locate the
forward-clutch housing assembly centerline
square and true with the centerline of the ram.
c. Rework of Forward- (or Fourth-) Clutch
Housing Rotating Sealring Bore
(Foldout 14,A)
1. Normal polishing of the sealing surfaces by the
seals is acceptable wear in the rotating seal bore
of the forward- (or fourth-) clutch housing.
PRESS RAM
SURFACE
Press to this shoulder in direction

indicated. Must withstand a minimum
load of 2000 lbs (900 N) after assembly
FABRICATED TOOL
TURBINE SHAFT
FORWARDCLUTCH
HOUSING
FABRICATED
TOOL
PRESS BED
2000 lbs (900 N)
V02245.01
Figure 647. Rework of Forward-Clutch Turbine

Shaft Assembly
2. Figure 648 details required machining, material, and assembly to renew the rotating seal
bore of forward- (or fourth-) clutch housing.
627

d. Rework of Forward-Clutch Housing Inner
Seal Hub (Foldout 14,A)
(HT 750DRD Transmissions Only)
NOTE:
An HT 750DRD forward-clutch housing with an inner sealring should be reworked to accommodate
pistons with X, Y, or Z identification marks. See
note following Paragraph 613e(8).
1. If the forward-clutch housing has an inner sealring, machine the forward-clutch housing per
Figure 649.
GREEN INSERT
MATERIAL-STEEL TUBING
;
;;;; ;;;;;
1.15 in. (29.21 mm)
0.500 in. (12.70 mm)
e. Assembly (Foldout 13,B)
WARNING!
Be sure the forward-clutch hub and the fourthclutch driving hub are installed into the forwardclutch assembly as shown in Figure 655. 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.
NOTE:
Early and later models differ in PTO installation.
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

(shaft end downward). Install snapring 8 into
the groove on the OD of the housing.
0.375 in. (9.52 mm) DIA

thru 2 places 180
0.15 in. (3.81 mm)
15
3.921 in. (99.59 mm)

3.920 in. (99.57 mm)
DIA
;;
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;
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0.14 in. (3.55 mm)

0.12 in. (3.05 mm)
;;;
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;
;
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1.125 in. (28.57 mm)
3.918 in. (99.51 mm)

3.917 in. (99.49 mm)
DIA B
0.050 in.
(1.27 mm)
R MAX
DIA C
100
DIA C
30
5.690 0.010 in.

(144.53 0.25 mm)
40120 DIA D
3.704 in. (94.08 mm)

3.702 in. (94.03 mm)
DIA B must be concentric

with DIA C within 0.005 in.
(0.127 mm) TIR
DIA D must be concentric

with DIA C within 0.005 in.
(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
Figure 648. Rework of Forward- (or Fourth-) Clutch

Housing Rotating Sealring Bore
628
0.6 in.
(1.5 mm) R
3.62 in.
(91.94 mm)
DIA
V03782
Figure 649. Rework of Forward-Clutch Housing

Inner Sealring Hub
2. Heat PTO gear 9 in an oven or an oil bath to
350375F (177191C).
3. Carefully install the PTO gear onto the forward-clutch housing (chamfer end first), until
the snapring expands into the PTO gear
groove. Make sure the snapring is expanded
and free in the internal groove of the gear before the gear cools. Failure to obtain this condition can result in difficulty during subsequent
removal.
4. Position the forward-clutch housing, turbine
shaft upward. Apply Loctite 40 Retaining
Compound (or equivalent) onto the collar of
the collector ring. Install the collector ring
(Figure 650). Use installer J 24200-2 to drive
the collector ring onto the clutch housing (Figure 650). Use light hammer blows, and work
around the entire installer circumference.
5. Using staking tool J 24200-1, bend the edge of
the ring into the groove in the clutch housing
(Figure 651). Check the four steel balls in the
housing (Figure 652). Make sure they are securely staked in the housing and are free to
move without restriction.
7. Install PTO gear snapring 8 (Foldout 13,B)

into its groove on the OD of the forward clutch
housing.
8. Install PTO gear 9, chamfered ends of the internal splines first, onto the forward-clutch
housing. The chamfered ends of the splines
should slide over the snapring until the
snapring engages and expands into the groove
in the PTO gear.
NOTE:
Forward-clutch pistons with identification marks
X, Y, and Z have the same thicknesses as pistons

marked A, B, and C, respectively, but are stronger
because their inner walls are not machined.
Starting with S/N 72371 (approximately), HT 700
Series transmissions have forward-clutch housings
without an inner sealring groove and use the
pistons marked X, Y, and Z. Transmissions before
S/N 72371 have forward-clutch housings with an
inner sealring groove and used the pistons marked
A, B, and C. Always discard the seal inside the
forward clutch housing and be sure to replace
pistons with same alphabetic marking.
For HT 750DRD transmissions, use only pistons
NOTE:
Steps (6) through (8) apply to earlier models.
6. If collector ring 6 was removed, replace it with
a new ring. Refer to Steps (4) and (5).
marked X, Y, or Z. Rework the forward-clutch

housing for units prior to S/N 72371 per Paragraph
613d to accommodate these pistons.
CAUTION:
If the forward-clutch housing is replaced, selection of a proper piston (A, B, C, X, Y, or Z) is imperative before sealring installation.
NOTE:
J 24200-2
COLLECTOR
RING
FORWARDCLUTCH
HOUSING
E03783.01
Figure 650. Installing Pitot Collector Ring
Before completing the assembly, the clutch clearance must be established. One method is direct measurement as outlined in Steps (9) through (14). An
alternate method is by stack dimension computation outlined in Paragraph 629. If the stack method is used, disregard Steps (9) through (14).
9. Using Figure 653 as a guide, install forward

piston A into clutch housing E.
629
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;;;
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J 24200-1
C
E
FORWARDCLUTCH
HOUSING
Check clearance here

0.0800.120 in. (2.033.05 mm)
COLLECTOR RING
E03784.01
V02250
Figure 651. Staking Pitot Collector Ring to

Forward-Clutch Housing
FORWARDCLUTCH
HOUSING
Must withstand
30 LB (133.45 N)
load applied in
this direction
11. Install the fourth-clutch driving hub D into

housing E and retain it with snapring F.
COLLECTOR RING
Press to shoulder and
bend metal into groove
for entire circumference
12. While holding hub D firmly against snapring

F, measure the clutch clearance with gauge
J 24192 at the location shown in Figure 653.
When clearance is satisfactory, the thinner
step of the gauge will enter between the driving hub and clutch plates; the thicker step will
not (Figure 655). The prescribed clearance is
0.0800.120 inch (2.033.05 mm).
BALL (4)
13. If the clutch clearance is not within the specified limits, remove snapring F, fourth-clutch
driving hub D, and clutch plates B and C. Replace clutch plates, as required, to obtain the
desired clearance. Refer to wear limits in Section 8 to determine the plate thicknesses.
TURBINE
SHAFT
V02247
Figure 652. Forward-Clutch Housing Cross-Section
10. Beginning with an external-tanged plate, alternately install five external-tanged plates B and
five internal-splined plates C into forwardclutch housing E.
630
Figure 653. Forward-Clutch

Assembly Cross-Section
14. When the clutch clearance is within the specified limits of 0.0800.120 inch (2.033.05
mm), remove snapring F and hub D, clutch
plates B and C, and piston A. Keep the clutch
plates in a pack.
15. Place piston A on a work table with the return
spring bosses up. Grease and install two new
lip-type Teflon sealrings into the inner and
outer sealring grooves in the piston.
16. Install sealring protector J 24216-01 onto the
clutch housing hub (Figure 654).
17. Lubricate the piston sealrings with transmission fluid and centrally locate the piston in the
housing bore. Place the piston and piston housing under an arbor press and apply pressure
evenly until the piston is properly seated.
18. If a press is not available, seat the piston in the
housing bore by tapping the piston lightly with
a mallet in a continuous circular pattern until
the piston is properly seated.
19. Install twenty piston release springs 13 (Foldout 13,B) onto the spring guide bosses of piston 12. Place spring retainer 14 on top of the
twenty springs, recessed side (outer lip) of the
retainer facing down.
20. Compress spring retainer 14 (Foldout 13,B)
until the snapring groove on the clutch housing
hub is exposed (Figure 646). Install snapring
15 into the groove.
21. Lubricate (with oil-soluble grease) and install
the thrust bearing race onto the inner hub of
forward-clutch housing (Figure 644).
the bearing race and needle roller bearing
onto the inner hub of the forward-clutch hub
(Figure 644).
J 24216-01
FORWARDCLUTCH
HOUSING
23. Install the forward-clutch hub (outer splines

first) into the forward-clutch housing (Figure
644).
24. Install the clutch pack removed in Step (14).
Beginning with an external-tanged plate, alternately install five external-tanged plates 20
(Foldout 13,B) and five internal-splined plates
21, into the forward-clutch housing.
PISTON
E03785.01
Figure 654. Installing Forward-Clutch Piston
FORWARDCLUTCH
HUB
CLUTCH PLATES
J 24192
FORWARDCLUTCH
ASSEMBLY
PTO
GEAR
25. Install fourth-clutch driving hub 22 (Foldout

13,B) and retain it with snapring 23.
26. Lubricate and install two sealrings 4 (Foldout
13,B). Install sealring 1 on the front of the turbine shaft. Install thrust bearing race 2, cupped
side first, onto the front of the forward-clutch
housing.
bearing race 24, flat side first, and needle
roller bearing 25 onto the rear of forwardclutch hub 19.
614. FOURTH-CLUTCH ASSEMBLY

OIL
COLLECTOR
RING
FOURTHCLUTCH
DRIVING
HUB
E03786.01
Figure 655. Checking Forward-Clutch Plate

Running Clearance
1. Remove the bearing race from the front hub of

the fourth-clutch housing (Figure 656).
2. Remove the bearing race from the rear hub of
the fourth-clutch housing (Figure 657).
3. Place the fourth-clutch assembly front hub up
on the work table.
631

4. Remove the large snapring and the backplate
(Figure 658).
RACE
FRONT
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 659), then remove the snapring.
E03787.01
7. Carefully release the pressure from the spring

retainer, then remove the retainer and twenty
clutch release springs.
Figure 656. Removing (or Installing) Fourth-Clutch

Front Bearing Race
8. Remove the piston from the clutch housing

(Figure 659).
RACE
9. Remove sealrings 10 and 11 (Foldout 14,A).

REAR HUB
HOUSING
E03788.01
Figure 657. Removing (or Installing) Fourth-Clutch

Rear Bearing Race
10. Check the eight steel balls in fourth-clutch

housing 14. Make sure they are securely staked
in the housing and are free to move without restriction.
b. Rework of Fourth-Clutch Housing Rotating
Sealring Bore (Foldout 14,A). Rework the housing assembly 12 per Paragraph 613c.
SNAPRING
BACKPLATE
PISTON
SNAPRING
INTERNALSPLINED
PLATE
EXTERNALTANGED
PLATE
EXTERNALTANGED
PLATE
SPRING (20)
SPRING
RETAINER
Figure 658. Removing (or Installing) Fourth-Clutch Plates
632
E03789.01
BAR, STUD ASSEMBLY
J 24204-2
COMPRESSOR
J 24204-3
1. Place fourth-clutch housing assembly 12

(Foldout 14,A) on the work table, flat (rear)
side downward.
NOTE:
Before continuing the assembly, clutch clearance
must be established. One method is by direct measurement as outlined in Steps (2) through (7). An alternate method is by stack dimension computation,
outlined in Paragraph 629. If the stack method is
used, disregard Steps (2) through (7).
CLUTCH
PISTON
SNAPRING
RETAINER
SPRING (20)
CLUTCH HOUSING
E03790.01

Fourth-Clutch Spring Retainer Snapring
2. Install fourth-clutch piston 9 into the clutch

housing (Figure 660). Do not install a sealring into the fourth-clutch housing or on piston
9 at this time.
3. Beginning with an external-tanged plate, alternately install five external-tanged plates and
five internal-splined plates into the fourthclutch housing (Figure 658).
WARNING!
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.
NOTE:
Starting with S/N 2510119654, HT 700 Series
transmissions have fourth-clutch housings without an
inner sealring groove and use pistons marked X, Y,
and Z. Transmissions before S/N 2510119654 have
fourth-clutch housings with an inner sealring groove
and used the pistons marked S, T, and M. For the
repair of transmissions prior to the S/N break, all
former parts except the clutch housing are available.
If the fourth-clutch housing requires replacement, the
replacement of the piston and piston seals is required.
CAUTION:
If the fourth-clutch housing is replaced, selection
of a proper piston (M, S, T, X, Y, or Z) is imperative before sealring installation or clutch plate
clearance check is done.
4. Install the backplate and snapring (Figure 662).

5. Hold the backplate firmly against the snapring.
Insert gauge J 24192 and check the clearance at
the location shown in Figure 661. When clearance is satisfactory, the thinner step of the gauge
will enter between the backplate and clutch
plates; the thicker step will not (Figure 662).
The prescribed clearance is 0.0800.120 inch
(2.033.05 mm).
6. If the clutch clearance is not within the specified limits, remove the snapring, backplate, and
clutch plates. Replace clutch plates, as required, to obtain the prescribed clearance. Refer to wear limits in Section 8 to determine the
plate thicknesses.
7. When the clutch clearance is within the specified limits of 0.0800.120 inch (2.033.05
mm), remove the snapring, backplate, clutch
plates, and piston from the clutch housing.
Keep the clutch plates in a pack.
8. Lubricate (with oil-soluble grease) and install a
new Teflon sealring 11 into the clutch housing. Be sure the lip of the sealring is facing the
bottom of the piston cavity.
633
J 24192
J 24216-01
CLUTCH PLATES
FIFTH CLUTCH
BACKPLATE
SNAPRING
PISTON
PISTON
;;;
;;
;;
;;;
;;
;;
;;;
;;
CLUTCH
HOUSING
E03791.01
E03792.01
Figure 660. Installing Fourth-Clutch Piston
SNAPRING
BACKPLATE
Check
clearance here
0.0800.120 in.
(2.033.05 mm)
CLUTCH PLATES
V02259
Figure 661. Fourth-Clutch Assembly

Cross-Section View
9. Place fourth-clutch piston 9 on the work table

(spring bosses side up). Grease and install new
Teflon sealring 10 (lip downward) into the
groove on the outside circumference of the piston. A sealring for the inside groove in piston 9
is not required.
10. Lubricate the two sealrings with transmission
fluid. Centrally locate the piston in the housing
bore. Place the piston and housing in an arbor
press and apply pressure evenly until the piston
is properly seated.
634
Figure 662. Checking Fourth-Clutch Clearance
11. If a press is not available, the piston may be installed with a mallet. Tap the piston lightly in a
continuous circular pattern until the piston is
properly seated.
12. Install twenty clutch release springs, one each
on the twenty cast bosses on the fourth-clutch
piston (Figure 658).
13. Install the spring retainer (recessed side (outer
lip) down) on the twenty clutch release springs
(Figure 658).
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 659). Install
the snapring.
the bearing race onto the rear hub of the fourthclutch housing (Figure 657).
the bearing race onto the front hub of the
fourth-clutch housing assembly (Figure 656).
615. CENTER SUPPORT ASSEMBLY

1. Place center support housing assembly 15
(Foldout 14,B), vertically (upright), on the
work table.
2. Remove pistons 9 and 20 with attached parts.
3. Remove inner sealring 10 and 19, and outer
sealring 11 and 18 from piston 9 and 20.
4. If replacement is necessary, disassemble the
two piston assemblies. Cut retainer rings 6 and
23 to prevent damaging the piston projections
(Figure 663).
5. Remove the retainer rings, retainers 7 and 22,
and springs 8 and 21 from pistons 9 and 20.
6. Remove sealrings 12 and discard. Remove
thrust bearing race 14 and needle roller bearing
13 from the hub of center support housing 17.
7. Determine the serviceability of the sealring
grooves on the center support hub. Insert, do
not force, gauge J 29198-3 into a groove on the
support hub. Rotate the gauge 360 degrees
around the hub. If the gauge does not rotate
freely, the support is damaged and should be
replaced.
NOTE:
A damaged or worn center support hub can be salvaged with guidance from the instructions on the instruction sheet in the Sleeve and Pin Kit. The kit
contains one unfinished center support sleeve, one
sleeve retainer pin, and one machining and installation instruction sheet. Refer to Parts Catalog
PC1268EN for the kit part number.

1. If bushing 16 was removed, place center support housing, long hub upward, in a press (Figure 664). Apply Loctite Retaining Compound No. 620 (green) or equivalent. Start the
bushing, notched edge upward, into the hub
bore. Align the notch within 10 degrees of the
strut center line shown in Figure 665. Using
installer J 28525-2, press the bushing into the
support housing. To ensure a satisfactory assembly, check to ensure that a press force of
more than 500 lbs (2.224 kN) is used to install
the bushing (Figure 665). Using staking tool
J 28525-1, stake the bushing into the oil port in
this support bore.
NOTE:
Force the pistons to the bottom of their cavities during installation of the self-locking retainer rings 6
and 23. This will ensure proper clutch clearance.
2. Temporarily place piston 9 in the front piston
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
bosses of the piston. Compress the springs by
forcing the retainer into the recess at the outer
edge of the center support when the retainer
rings are installed (Figure 666). Install a new
self-locking retainer ring 6 on the ejector pins
of each piston, using installer J 24453. Remove
the piston from the center support.
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
Figure 663. Removing Self-Locking Retainer Rings
E03794.01
Figure 664. Installing Center Support Bushing
635
CENTER SUPPORT
HOUSING
Identifying notch of
bushing must lie in
this area
A
500 lb (2224 Nm)
minimum
assembly
force
10
10
Press bushing
flush to 0.010 in.
(0.25 mm) below
this surface
A
SECTION
A-A
Stake
bushing
L02262.01
Figure 665. Center Support Bushing Installation Diagram
3. Repeat the procedures in Step (2) to assemble

items 20 through 23 (Foldout 14,B) into the
rear cavity to support housing 17.
inner sealring 10 and 19, and outer sealrings 11
and 18 onto pistons 9 and 20. The lips of all
sealrings must be toward the piston cavities of
the center support.
CENTER SUPPORT
HOUSING
J 24453
RETAINER RING
RETAINER
BOARD (2),
2 x 4 in.
(50 x 100 mm)
E03795.01
Figure 666. Installing Retainer Rings On

Second-Clutch Piston
636
5. Inspect the piston cavities in center support

housing 17 for any obstruction or foreign material. Install piston 20 into the rear of the center support. Be sure the lips of both the inner
and outer sealrings face the bottom of the piston cavity. Leave the assembled third-clutch
piston 9 out of the center support until final installation of the center support assembly in
Section 7.
6. Lubricate needle roller bearing 13 and bearing
race 14 with oil-soluble grease. Ensure that the
inner lube direction lip of the race on the hub is
0.233 inch (5.9 mm) in length. Install the race,
flat side first, onto the front hub of the center
support. To facilitate assembly, keep the race
square with the support housing hub during installation. Forcing may damage the race. Install the needle roller bearing onto the race.
NOTE:
Do not install sealrings onto the support hub until
the center support and fourth-clutch assemblies are
installed into the transmission in Section 7. Reference Paragraphs 46g, 78b, or 710b.
ASSEMBLY (HT 740, 747)
planetary ring gear 9. Remove center sun gear

shaft assembly 7.
NOTE:
Bushing 24 or 26 (Foldout 15,A) should be removed
if it needs replacing.

1. Using Figure 667 as a guide, proceed as follows.
2. Remove front planetary carrier, sun gear and
thrust washers as an assembly.
CAUTION:
Do not damage the sun gear shaft when removing
the bushings.
3. Remove sun gear 2 and thrust washers 1 and 3.

4. Remove thrust washer 5 from the backside of
planetary carrier assembly 4. Refer to Paragraph 619 for rebuild of front planetary carrier
assembly.
6. If bushing 24 or 26 require removal, collapse

the bushing and remove it. Collapse the forward bushing by using a small punch through
the swaging hole. Collapse the rear bushing by
using a small chisel between the shaft and the
bushing OD.
5. Remove snapring 6 from the front of the planetary connecting drum 17. Remove the front
20
17
10
9
21
19
16
18
13
14
11
15
12
8
6
5
2
1
1
2
3
4
5
6
7
8
9
10
11
THRUST WASHER
FRONT PLANETARY SUN GEAR
THRUST WASHER
FRONT PLANETARY CARRIER ASSEMBLY
THRUST WASHER
INTERNAL SNAPRING
SUN GEAR SHAFT ASSEMBLY
THRUST WASHER
FRONT PLANETARY RING GEAR
CENTER PLANETARY CARRIER ASSEMBLY
EXTERNAL SNAPRING
12
13
14
15
16
17
18
19
20
21
MAIN SHAFT ASSEMBLY

CENTER PLANETARY RING GEAR
ROLLER BEARING RACE
NEEDLE ROLLER BEARING ASSEMBLY
REAR PLANETARY SUN GEAR
PLANETARY CONNECTING DRUM
EXTERNAL SNAPRING
ROLLER BEARING RACE
REAR PLANETARY CARRIER ASSEMBLY
INTERNAL SNAPRING
E03796.01
Figure 667. Components of Gear Unit and Main Shaft Assembly (HT 740, 747)
637

7. Remove center carrier assembly 10. Refer to
Paragraph 619 for rebuild of center planetary
carrier assembly.
8. Lift main shaft assembly 12 (Figure 667)
from planetary connecting drum 17. Center
planetary ring gear 13 and rear planetary sun
gear 16 are attached.
9. Remove snapring 18, and remove main shaft
assembly 12 from rear planetary sun gear 16. If
orifice plug 35 (Foldout 15,A) requires replacement, remove the plug. Remove thrust
washer 8 from center planetary ring gear.
10. Remove snapring 11 (Figure 667) and separate center planetary ring gear 13 and rear
planetary sun gear 16.
11. Remove bearing race 14, needle roller bearing
15 and bearing race 19.
12. Remove snapring 21 and remove rear planetary
carrier assembly 20 from planetary connecting
drum 17. If rear planetary carrier assembly requires rebuild, or if bearing replacement is necessary, remove ball bearing 47 (Foldout 15,A).
Refer to Paragraph 619 for rebuild of the rear
b. Replacing Sun Gear Shaft Bushings
(Foldout 15,A)
NOTE:
New bushings are pre-bored and DO NOT REQUIRE MACHINING.
CAUTION:
Do not damage the ID coating of the new bushing
during installation.
4. Using J 25458-3, press each bushing into sun

gear shaft 25 until it is flush with the end of the
shaft.
5. Using long end of bushing installer tool
J 24201, press new bushing 24 to 0.360 inch
(9.14 mm) below end surface into the small
OD end of shaft 25 (Figure 669).
6. Install bushing 26 in the same manner as bushing 24 except, use short end of tool J 24201.
Press new bushing 26 to 0.260 inch (6.60 mm)
below end surface into the large OD end of
shaft 25 (Figure 669).
7. Remove all excess sleeve retainer compound.
8. Using swaging tool J 26997-1, stake both
bushings into holes in sun gear shaft 25 (Figure
668). Use external collar J 26997-2 when
swaging the forward bushing 24. No collar is
required on the installation of the rear sun gear
shaft bushing 26.
CAUTION:
Do not bore the bushings.
1. If orifice plug 35 (Foldout 15,A) was removed
from main shaft 36, install a new plug. Be sure
the plug is pressed deep enough into the bore
to clear the chamfer of the shaft. Use installer
J 24369 to position the orifice plug properly
(Figure 670).
2. Install rear planetary sun gear 16 (Figure 667)
into the rear of center planetary ring gear 13.
Retain it with snapring 11.
2. Mark the location of the rear swaging hole on

the end of the sun gear shaft (Figure 669).
3. Install the sun gear and ring gear, assembled in

Step (2), onto the rear of main shaft assembly
12. The counterbore in gear 16 must be toward
the rear of shaft assembly 12. Retain the sun
gear with snapring 18 (recessed in the gear
counterbore).
3. Apply Loctite Sleeve Retainer 601 (or equivalent) and position bushing 24 at bore of shaft
25. Line up the interlock split so that it is 45
degrees from the staking hole in the shaft.
4. If ball bearing 47 (Foldout 15,A), was removed, press a new bearing onto the rear planetary carrier assembly. Seat it firmly against
the hub shoulder.
1. If bushings 24 and 26 were removed, install

new bushings as follows.
638
NOTE:
Use a minimum of 500 lbs (2.224 kN) assembly force
on bushing installer.
5. Place rear planetary carrier 20 (Figure 667) in
the backside of planetary connecting drum 17
and secure with snapring 21.
SWAGING TOOL
J 26997-1
6. Apply oil-soluble grease to both thrust bearing

races 14 and 19 (Figure 667), and needle
roller bearing 15. Install race 19, inner lip first,
into the front bore of rear planetary carrier assembly 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
shaft 12, and attached parts, into the front of
the planetary connecting drum 17.
COLLAR
J 26997-2
SUN GEAR
SHAFT ASSEMBLY
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
9. Install sun gear shaft assembly 7 (larger end

first) onto the main shaft.
Figure 668. Sun Gear Shaft and Swaging Tool
;;;;;
;;;;;
Prebored bushing (2).
Press in to dimension
shown 2 places using
tool J 24201.
DIA
500 lb
(2224 N)
2.0000*in.
2.0043
50.800*mm
50.909
B 0.006 in.
(0.15 mm)
500 lb
2.0000*in.
(2224 N)
2.0043
50.800*mm
50.909
B 0.006 in.
(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
Bushing split must be more than 45
from the swaging hole (2 places)
Each bushing must withstand the
specified load in the indicated
direction
Swage bushings into holes

using tool J 26997-1
*Bushing is pre-sized to give

2.00002.0043 in. (50.80050.909 mm) DIA
after assembly
V02264.01
Figure 669. Sun Gear Shaft Bushings Installation Requirements
639

10. Install front planetary ring gear 9 (splined
outer end first) into connecting drum 17 and
secure it with snapring 6.
2. Remove thrust washer 1 from the front of sun

gear 2.
11. Grease thrust washer 5 (Figure 667) and place

it on the rear hub of the front carrier assembly
4. Install the front carrier assembly.
4. Remove front planetary carrier assembly 4.

Refer to Paragraph 619 for rebuild of the carrier assembly. Remove thrust washer 5 (Figure
671).
12. Install thrust washer 3, front planetary sun gear

2 and thrust washer 1.
3. Remove sun gear 2 and thrust washer 3.
5. Remove center sun gear shaft assembly 8. Remove the bushings in shaft 8 if worn.
6. Remove snapring 6 from front of planetary
connecting drum 19. Remove front planetary
ring gear 7. Remove center planetary carrier
assembly 10. Refer to Paragraph 619 for rebuild of the center carrier assembly.
617. GEAR UNIT AND MAIN

SHAFT ASSEMBLY
(HT 750DR, HT 750DR DB)
1. Using Figure 671 as a guide, proceed as follows.
7. Remove thrust washer 9. Lift main shaft 11,

and attached parts (12 through 18), from planetary 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 671) from sun
gear 14. Remove sun gear 14 from center planetary 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 carrier assembly 20 from the drum. Refer to Paragraph 619 for rebuild of the carrier assembly.
MAIN SHAFT
1. Install a new orifice plug 35 (Foldout 16,A) if

removed from shaft 36. (The orificed end of
the plug enters the bore first.) Use installer
J 24369 to properly position the plug (Figure
670).
2. Refer to Paragraph 616b if bushings 24 and
26 (Foldout 16,A) were damaged or removed
from sun gear shaft 25.
E03797.01
Figure 670. Installing Orifice Plug Into Main Shaft
640
3. Install thrust race 15 (Figure 671) (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. Install needle roller bearing 16 onto race 15. Install thick, flat thrust race 17 onto bearing 16.
Retain each with oil-soluble grease.
4
2
13
14
20
7
6
1
21
11
9
10
12
19
18
16
5
1
2
3
4
5
6
7
8
9
10
11
15
17
THRUST WASHER
THRUST WASHER
THRUST WASHER
INTERNAL SNAPRING
CENTER SUN GEAR SHAFT ASSEMBLY
THRUST WASHER
MAIN SHAFT ASSEMBLY
12
13
14
15
16
17
18
19
20
21
EXTERNAL SNAPRING
THRUST RACE
THRUST RACE
EXTERNAL SNAPRING
INTERNAL SNAPRING
E03798.01
Figure 671. Components of Gear Unit and Main Shaft Assembly (HT 750DR and HT 750DR DB)
4. Install rear planetary sun gear 14 (Figure 671)

into the rear of center planetary ring gear 13
and retain it with snapring 12.
5. Install main shaft 11 into the front of sun gear
14 and retain it with snapring 18.
618. GEAR UNIT AND MAIN

SHAFT ASSEMBLY
(HT 750CR, 754CR)
6. Install rear planetary carrier assembly 20 into

the rear of planetary connecting drum 19 and
retain it with snapring 21.
1. Remove bronze thrust washer 1 (Figure 672)

from sun gear 2. Remove sun gear 2 and
bronze thrust washer 3.
7. Install shaft 11 (with attached parts 12 through

18) into rear planetary carrier assembly 20.
2. Remove front planetary carrier assembly 4 and

thrust washer 5. Refer to Paragraph 619 for
rebuild of the carrier assembly.

into planetary connecting drum 19. Install
thrust washer 9 and sun gear shaft assembly 8
into center planetary carrier assembly 10.
3. Remove sun gear shaft assembly 6 and thrust

washer 7. Remove the bushings in gear shaft
assembly 6 if worn or damaged.
9. Install front planetary ring gear 7 (outer splines

first) into the front of planetary connecting
drum 19 and retain gear 7 with snapring 6.
4. Remove snapring 8 and ring gear 9 from the

front of planetary connecting drum 17.
10. Install thrust washer 5 onto the rear hub of

front planetary carrier assembly 4 and retain it
with oil-soluble grease.
5. Lift out center planetary carrier assembly 10.

Refer to Paragraph 619 for rebuild of the carrier assembly.
11. Install front planetary carrier assembly 4 onto

sun gear shaft assembly 8.
6. Remove snapring 23 and remove low sun

gear 24.
12. Install thrust washer 3, sun gear 2, and thrust

washer 1 onto sun gear shaft assembly 8.
7. Remove thrust race 20, bearing 21, and thrust

race 22.
641

9
25
12
10
16
24
23
1
2
3
4
5
6
7
8
9
10
11
12
13
21
17
14
13
22
11
18
15
19
THRUST WASHER
THRUST WASHER
THRUST WASHER
SUN GEAR SHAFT ASSEMBLY
THRUST WASHER
INTERNAL SNAPRING
MAIN SHAFT ASSEMBLY
EXTERNAL SNAPRING
14
15
16
17
18
19
20
21
22
23
24
25
20
THRUST RACE
INTERNAL SNAPRING
THRUST RACE
THRUST RACE
THRUST RACE
SNAPRING
LOW PLANETARY SUN GEAR
E03799.01
Figure 672. Components of Gear Unit and Main Shaft Assembly (HT 750, HT 754CR)
8. Remove main shaft 11. Remove center planetary ring gear 12 and attached parts (items 13,
14, 15, 16, and 19).
9. Remove snapring 13 and lift ring gear 12 from
sun gear 16. Remove race 14, bearing 15, and
race 19.
10. Remove snapring 18 and lift rear planetary carrier assembly 25 from drum 17. Refer to Paragraph 619 for rebuild of carrier assembly.
1. Refer to Paragraph 616b if the bushings were
removed from sun gear shaft assembly 6 (Figure 672).
2. Install a new orifice plug 35 (Foldout 15,B)
on shaft 36 (if removed). Refer to Paragraph
616c(1) for replacement.
3. Position planetary connecting drum 17 (Figure
672), front (longer internal splines) downward. Install rear planetary carrier assembly 25
(large carrier bore first) into drum 17 and retain
the carrier with snapring 18.
4. Install thrust race 14 (flat side first) onto the
rear of center planetary ring gear 12. Be sure
642
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, retaining each
5. Install thick, flat bearing race 19 onto bearing
15 retaining it with oil-soluble grease.
6. Install rear planetary sun gear 16 into the rear
of center planetary ring gear 12 and retain it
with snapring 13.
7. Install main shaft 11 (smaller end first) through
the parts (12, 13, 14, 15, 16, and 19) assembled
above. Install shaft 11 and its assembled parts
into drum 17 until thrust race 19 seats in the
front counterbore of rear planetary carrier assembly 25.
8. Install thrust race 22 (flat side first) onto the
rear hub of rear planetary carrier assembly 25.
Be sure that the inner lube direction lip of race
22 is 0.385 inch (9.8 mm) in length. Retain it
with oil-soluble grease. Install bearing 21, and
thick, flat race 20 onto bearing 21, retaining
each with oil-soluble grease.
9. At the rear of carrier assembly 25, install low
sun gear 24 (extended hub first) over the rear
end of shaft 11 and retain it with snapring 23.
10. Position the assembly (front upward) and support the rear of carrier assembly 25.
(outer splines upward) into drum 17. Install
front planetary ring gear 9 (outer splines first)
into drum 17. Retain gear 9 with snapring 8.
12. Install thrust washer 7 onto main shaft 11. Install sun gear shaft assembly 6 (larger diameter
first) onto shaft 11.
13. Install thrust washer 5 onto the rear hub of
front planetary carrier assembly 4. Install carrier assembly 4 so that thrust washer 5 seats on
the front of center planetary carrier assembly
10.
14. Install bronze thrust washer 3, sun gear 2, and
bronze thrust washer 1 into the front of front
planetary carrier assembly 4.
619. PLANETARY CARRIER

ASSEMBLIES
NOTE:
The disassembly and assembly procedures for all
planetary carrier assemblies differ only in the proper tool selection for the specific application. Table
61 and Figure 673 provide the tool number required for a specific application and identifies the
carrier involved (front, center, rear, and low). If the
tool is common to all of the planetary carrier assemblies, its number will be listed in the text. If the tool
is not common, the text will refer to the chart. For
planetary carrier exploded views, refer to the Foldouts at the back of this manual.
a. Assembly Inspection
1. Visually inspect planetary carrier assembly for
evidence of excessive wear, overheat indication, damage, or heavy metal contamination.
2. Check end play of planetary carrier pinions.
With washer held flat, insert feeler gauge between carrier and thrust washer. End play must
be within 0.0080.031 inch (0.200.797 mm).
NOTE:
Do not disassemble carrier assembly unless parts
replacement is necessary. Planetary pinions are a
matched set. If one pinion requires replacement, the
remaining pinions must also be replaced. Also, new
needle roller bearings, thrust washers, and spindles
should be installed any time a planetary carrier assembly is being rebuilt.
b. Removal, Installation of Pinion Components
NOTE:
The hydraulic press, used with J 25587-01 Planetary Rebuilding Set, should have a ten ton
(88.94 kN) capacity, an adjustable press bed of 25
inch (635 mm) minimum opening and a pressure
gauge to assist in determining proper installation
and staking of the pinion pins.
1. Using a drill that is slightly smaller than the

pinion pin diameter, drill into the staked ends
of the pins (only one end required). Do not
drill into the carrier. The rear ends of all pinion
pins except those in the center carrier assembly
will be drilled. Drill the front ends of the center
assembly pins.
2. Place press fixture J 25587-01 in a hydraulic
press. Select the proper spacer and adapter (if
required) from the tool chart (see Table 61
and Figure 673). Position these parts (if
used) to support the carrier assembly (drilled
ends of pinion pins upward) solidly on the
press fixture.
3. Install the proper pin remover (see Table 61
and Figure 673) into the ram of the press fixture. Press the pinion pins from the carrier assembly.
4. Remove the pinion groups, consisting of pinions, bearings, and thrust washers. Refer to
Paragraphs 619c or 619d if the bushing in a
carrier assembly must be replaced.
643

Table 61. 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.
Planetary Carrier
Assembly
Pin
Remover
Installer
Adapter
Pin
Remover
Installer
Spacer
Guide Pin
Pin
Installer
Swaging
Tool
Swaging
Tool
Holder
-20 (6)
-49 (6)*
-9
-25 (2)
-17
-67 (4)*
-47 (4)*
-30
-21 (2)
-17
-46 (4)*
-15
-19 (2)
-17
-7 (4)
-47 (4)*
-31*
-21 (2)
-17
-7 (4)
-47 (4)*
-66*
-21 (2)
-17
-29
-7 (4)
-47 (4)*
-36*
-21 (2)
-17
-29
-7 (4)
-47 (4)*
-32*
-21 (2)
-17
Press
Fixture
Support
Blocks
Pin
Remover
Loading
Pins
HT 700 (All)
Front
-1
-4
-16
HT 700 (All)
Center
-1
-3
-29
HT 740, 747D
Rear
-1
-3
-29
-2
-6
HT 750DR
Rear
-1
-5
-29
-2
-6
HT 754CR
HT 750CR
Rear
-1
-5
-29
-2
-6
HT 750DR
Low
-1
-4
HT 754CR
HT 750CR
Low
-1
-5
* Not illustrated in Figure 673.

Tools in the chart above are components of planetary rebuilding Kit J 25587-01.
-01
-23
-25
-30
-12
-07
-15
-19
-16
-20
-21
-27
-05
-11
-17
-22
-18
-03
-04
-29
-13
-02
-06 ____
-09
E03801.01
Figure 673. Illustrated Planetary Rebuild Tool Kit Components
644
NOTE:
Lubricate the needle rollers and the thrust washers
before assembling the pinion groups.

For center planetary carrier assemblies, the eight
bronze and eight steel thrust washers may be

replaced by eight SP-21 washers.
5. Assemble all of the pinion groups for the carrier assembly. Each group is assembled by inserting the proper loading pin into the bore of
the pinion, installing the needle roller bearings
around the loading pin, installing a steel thrust
washer at each end of the pinion, and installing
a bronze thrust washer onto each steel thrust
washer.
6. Position the carrier assembly rear end upward
(except the center carrier). Install all pinion
groups into the planetary carrier, aligning the
loading pins (see Table 61 and Figure 673)
with the pin bores in the carrier.
7. Install the proper pinion guide pins (see Table
61 and Figure 673) (larger diameters first)
into the pinion pin bores. Push the guide pins
through the carrier until the loading pins drop
out.
8. Position the carrier assembly on the press fixture using the proper pin remover and installer
adapter (if required).
NOTE:
Pin installers are shaped to avoid interference with
bosses on the carrier assemblies. They must be installed in the ram so that the cutaway portion of the
installer will clear the bosses when the pinion pin is
pressed in.
9. Select the proper pin installer and install it into
the press fixture ram.
CAUTION:
Do not put pressure on the carrier as distortion
will damage the carrier.
10. Place a pinion pin onto the pilot end of the pin
guide located below the press fixture ram.
Press the pinion pin into the carrier until the installer contacts the carrier.
11. Install the remaining pinion pins as instructed
in Step (10).
12. Remove the carrier assembly from the press fixture. Install staking tool holder J 25587-17 into
the opening of the press fixture bed. Install a
staking tool into the holder. Install another staking tool into the press fixture ram. Lubricate
both ends of the pinion pins with oil-soluble
grease.
13. Position the carrier assembly, rear end upward
(except the center carrier), on the press fixture.
Use the proper support block to level the carrier 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 pressure, 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 staking the pins.
90
Swage both ends of six

pins securely, as shown.
Gears must turn freely.
V02967
Figure 674. Front Planetary Carrier Assembly

Staking Location
14. Apply sufficient pressure to the press fixture

ram to firmly stake the ends of the pinion pins
against the metal of the carrier. Figure 674 illustrates a typical swage pattern.
15. Stake the remaining pinion pin ends as instructed in Step (14).
645

4. Place the carrier in a press (rear downward).
c. Replacing Bushing in Front Planetary

Carrier Assemblies
5. Apply Loctite Sleeve Retainer No. 601 (or

equivalent) to the OD of a new bushing. Install the bushing using tool J 24207 by pressing the bushing flush to 0.010 inch
(0.254 mm) below its adjacent surface (Figure
676).
NOTE:
bushing), time, parts replacement, and extent of rework, complete replacement of the assembly may be
warranted.
2. Place the front carrier on a work table (rear

downward).
6. Using a lathe with a four jaw chuck, mount the

carrier with surface A facing the chuck. Insert
the six fabricated dummy pins (Figure 676)
into the pinion pin holes. Adjust the chuck by
centering the carrier based on surface B and
the runout of the dummy pins.
3. Press the bushing from the carrier. Do not

scratch or score the bushing bore. (Refer to
Paragraph 45e(1)).
7. Total runout of bushing after boring must not

exceed 0.002 inch (0.05 mm). Use Figure 676
as a guide.
1. Fabricate six dummy pins to dimensions

shown in Figure 676.
;;
;;;
;;;
;;
Adjust chuck jaws to achieve

0 TIR (this locates true
position of dummy pins)
DUMMY PINS (6)
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
525 lb (2335 N) in direction shown
BUSHING
SURFACE A
2.7534 in. (69.936 mm)

DIA A
2.7519 in. (69.898 mm)
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
Figure 675. Front Carrier Assembly Bushing Installation
646
V02273
d. Replacing Bushing In Rear Planetary Carrier
Assemblies (Foldout 15,B)
NOTE:
bushing), time, parts replacement, and extent of rework, complete replacement of the assembly may be
warranted.
1. Remove bushing 41 from rear carrier 40.
2. Install a new bushing into the rear carrier per
Figure 676.
1. Remove the worn bushing. Do not damage the

bushing bore during removal.
2. Attach handle J 8092 to bushing installer
J 24371. Place the new bushing on the installer
and install the bushing into its bore in the sun
gear.
3. If an installer tool is not available, press the
bushing into its bore 0.100 inch (2.54 mm) below the face of the gear.
621. ADAPTER HOUSING ASSEMBLY

(HT 750)
;;
;;
;;;;
;;
;;;
;;;
620. LOW SUN GEAR AND HUB

(HT 750DR, HT 750DR DB)
Check the gear and hub assembly. Replace the assembly if the assembly is worn, damaged, or has loose
components. If bushing replacement is necessary, proceed as follows.
1. Position adapter housing and piston assembly

2 (piston assembly upward). Lift out the piston
assembly (includes items 3 through 8).
BUSHING
Press to dimension shown
45
Bushing installation load must be

525 lb (2335 N) in direction shown
Finish where shown
2.7534 in. (69.936 mm)

DIA C
2.7519 in. (69.898 mm)
3.520 in.
(89.408 mm)
Must be clean and free from burrs
Total runout of diameter C when mounted on pitch

diameter of spline E and surface B to be 0.004 in.
V04668
Figure 676. Rear Carrier Assembly Bushing Installation
647

2. Remove the inner and outer sealrings from the
piston (Figure 677).
CAUTION:
Removing the retainer rings by any method
other than cutting may damage the risers on the
piston. Damaged piston risers will lessen the
holding power of newly installed retainer rings.
3. Turn the piston assembly over and cut the four

retainer rings while depressing the retainer
(Figure 678).
4. Remove the spring retainer and twenty-eight
springs from the piston (Figure 678).
5. If replacement is necessary, remove dowel pins
11 and 12, and orifice plug 13 (Foldout 18,B)
from adapter housing 10.

1. If removed, install new dowel pins 11 and 12
into housing 10. The pins must project 0.360
0.400 inch (9.1410.16 mm) above the front
face of the adapter housing. Install orifice plug
13 (if removed) flush with, or to 0.060 inch
(1.52 mm) below the front face of the housing.
2. Place piston 6 in the piston cavity of housing
10. Be sure the pins are firmly bottomed in the
cavity.
3. Install twenty-eight springs 5 into their recesses in the piston. Install retainer 4, (offset
tangs upward) onto the piston and springs.
Align the holes in the tangs with the bosses on
the piston.
CAUTION:
Transmission damage or malfunction may occur
if the retainer rings are improperly installed. Installed too far onto the risers, proper clutch
clearance cannot be obtained; not installed far
enough, the retainers may fall off.
INNER SEALRING
RETAINER
OUTER SEALRING
PISTON
SPRING (28)
E03802.01
Figure 677. Removing (or Installing) First-Clutch

Piston Sealrings (HT 754)
5. Remove the piston assembly from the adapter

housing after all four retainer rings are properly installed.
6. Lubricate sealrings 7 and 8 with transmission
fluid. Install the sealrings, (lip of each sealring
facing rearward) away from the spring side of
the piston (Figure 677).
PISTON
RETAINER
RETAINER
RING (4)
SPRING (28)
E03803.01
Figure 678. Removing Retainer Rings From

First-Clutch Piston (HT 754)
648
4. Using installer J 24453 (Figure 666), install

four retainer rings 3 (Foldout 18,B). Press
each ring into place until the adjacent retainer
tang bottoms in the counterbore of the adapter
housing.
7. Install the piston assembly into the adapter

housing, being very careful to avoid folding
the seal lips back upon themselves. If any difficulty is encountered, remove the piston and
check the seals and housing bore before again
attempting installation.
622. REAR COVER ASSEMBLY
1. Using remover tools J 24171-1, -2, and -4, remove the dust shield from the rear cover (Figure 679).
2. Using remover tools J 24171-1, -2, and -4, remove the output shaft oil seal from the rear
cover (Figure 680).
3. Remove the speedometer drive components
from the rear cover (Figure 680).
4. Remove the snapring that retains the rear output shaft bearing (Figure 681).
5. Remove the rear output shaft, and its attached
parts, from the rear cover (Figure 682).
8. Using compressor components J 24204-1 and

J 24204-2, compress the spring retainer and
springs (Figure 683). Remove the snapring
and remove the compressor.
9. Remove the spring retainer and 30 springs
(Figure 683).
10. Remove the clutch piston (Figure 683). Remove the inner and outer sealrings from the
piston.
11. Remove the speedometer driven gear bushing
if replacement is required. Thread remover
J 24205-2 into the bushing (Figure 684). Attach slide hammer J 6125-1 to remover
J 24205-2 and remove the bushing.
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 (Figure 682).
7. If orifice plug 20 or 27 (Foldout 20,A) or bushing 22 or 29 requires replacement, remove either or both as required.
J 24171-2 AND
J 24171-4
J 24171-2 AND
J 24171-4
OIL SEAL
J 24171-1
J 24171-1
SHIELD
REAR
COVER
SPEEDOMETER
DRIVE
REAR COVER
E03805.01
E03804.01
Figure 679. Removing Dust Shield From Rear Cover
Figure 680. Removing Output Shaft Rear Oil Seal
649

J 24204-1
SNAPRING
PISTON
J 24204-2
COVER
BEARING
SNAPRING
REAR
COVER
RETAINER
DOWEL PIN
SPRING (30)
E03808.01
E03806.01
Figure 681. Removing (or Installing) Output Shaft

Bearing Snapring
Figure 683. Removing (or Installing) Snapring

Retaining Piston In Rear Cover
12. Remove any remaining parts (dowel pins,

snapring, governor support pin, plugs) that require replacement, from the rear cover (Figure
684).
LIFTING NUT
1. If removed, replace the dowel pins in the

mounting face of the rear cover (Figure 683).
Set the pins to a height of 0.3600.400 inch
(9.1410.16 mm) above the face of the cover.
SHAFT
BEARING
SPEEDOMETER
DRIVE GEAR
SPACER SLEEVE
NOTE:
REAR COVER
Snapring 18 (Foldout 20,A) is required on earlier

models.
2. Install the bearing front snapring (if removed)

into the rear cover (Figure 685). Install plugs
(if removed) into the rear cover (Figure 686).
E03807.01
Figure 682. Removing (or Installing) Output Shaft
650
3. Install the governor support pin using tool

J 28684 (if removed). If the tool is not available install the pin to the dimension shown in
Figure 686. Accuracy of location and concentricity with the governor bore is critical when
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
SUPPORT PIN
COVER
SNAPRING
DOWEL PIN
E03809.01
Figure 684. Removing Speedometer-Driven

Gear Bushing
DOWEL PIN
PLUG
V03811
Figure 686. Governor Support Pin Location
5. Lubricate sealrings 5 and 6 (Foldout 20,A)

with transmission fluid, and install them into
the grooves of piston 4. The lip of each sealring must face the rear of the piston (toward
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
687).
7. Remove the seal protector. Install thirty springs
(Figure 683). Install the spring retainer,
cupped side first, onto the springs.
DOWEL
PIN
GOVERNOR
SUPPORT PIN
SNAPRING
E03810.01
Figure 685. Installing Speedometer-Driven

Gear Bushing
4. Install a new speedometer driven-gear bushing

(if removed) (Figure 685). Use installer
J 24205-1 to seat the bushing in the rear cover.
8. Using compressor components J 24204-1 and

J 24204-2, compress the retainer and springs
(Figure 683). Install the snapring, and remove
the compressor.
9. If the orifice plug was removed from the output
shaft, install a new plug, orificed side first
(Figure 688). Use installer J 24369 to
properly position the plug in the shaft. For all
models, the plug must clear the chamfer at the
front of the plug bore in the output shaft.
651

COVER
PISTON
J 24210
J 24369
SHAFT
E03812.01
Figure 687. Installing Piston Into Rear Cover
10. If the bushing was removed from the front of

the output shaft, install a new bushing (Figure
689). In models HT 740, HT 747, HT 750,
HT 754CR, locate the bushing in the shaft with
installer J 24203. Locate the HT 750DR bushing with installer J 24769. In the HT 740,
HT 747 or HT 750, HT 754CR, the bushing is
0.1450.165 inch (3.684.19 mm) from the
front of the shaft. In the HT 750DR, the bushing is 0.3300.350 inch (8.388.89 mm) from
the front of the shaft.
E03813.01
Figure 688. Installing Output Shaft Orifice Plug
J 24203
(HT 740D, HT 750CRD)
11. Press the speedometer drive gear or speed sensor gear, spacer sleeve, and bearing onto the
rear output shaft (Figure 682). Install the assembled shaft.
J 24769
(HT 750DRD)
SHAFT
12. On assemblies before S/N 5660, install the

beveled snapring (bevel toward rear of transmission) as shown in Figure 681. 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 689. Installing Output Shaft Bushing
13. Before installing the lip-type oil seal, refer to

Paragraph 46f for seal preparation. Install the
oil seal, spring-loaded lip first. Use installer
J 24202-1A and driver handle J 24202-4 to locate the rear of the seal 0.600.70 inch (15.2
17.8 mm) in front of the parking brake mounting surface plane (Figure 690).
652
14. Coat the outer circumference of dust shield 32

(Foldout 20,A) with non-hardening sealer. Install the shield, flat side first, into the rear cover
using installer J 24198. The rear edge of the
shield must be flush with, to 0.040 inch (1.0
mm) below, the rear surface of the cover.
15. If available, install the output flange after coating the oil seal inner circumference with hightemperature grease. Tighten flange retaining
nut 31 (Foldout 20,A) to 600800 lb ft (813
1085 Nm). Refer to Paragraph 315.
16. Install the speedometer drive components (Figure 680).
6. If it is necessary to replace nameplate 6, remove one drive screw 5.

NOTE:
Replacement parts are ordered in reference to the
information on the nameplate. Therefore it is imperative that the new nameplate be stamped with
identical information as on the old nameplate.
623. TRANSMISSION HOUSING

1. Remove oil seal 51 from the transmission
housing with seal remover J 26401.
2. To remove the manual detent lever, use the following procedure. Remove the retainer pin and
locknut (Figure 691).
CAUTION:
CAUTION:
If the shaft is burred or rough, smooth it with

crocus cloth or a honing stone, before removal, to
avoid scratching the housing bore.
3. Hold the detent lever in one hand and remove
the shaft by carefully pulling through the oil
seal in the housing. Remove the detent lever.
4. If replacement of breather 1 is necessary, remove it from the housing.
5. Inspect neutral safety switch plug 50, washer
49, and reverse signal plug 4 for damage. If
damaged, replace with new parts.
J 24202-4
J 24202-1A
1. Coat the ID of oil seal 51 (Foldout 16,B) with a

seal lubricant, and the OD with a non-hardening sealant. Install the oil seal (lip first) into the
transmission housing (Figure 692). Use installer J 26282 to properly locate the seal in the
housing. The seal must clear the chamfer in the
housing bore.
Manual selector shafts that are center-drilled at

their outer ends require an M10 x 1.56G nut
(Metric thread). Shafts that are undrilled require
a 38-16 nut (standard inch series). Use of the
wrong nut will damage both the shaft and nut.
Torque for either nut is 1520 lb ft (2027 Nm).
Excessive torque applied to the external selector
lever retaining nut may damage the internal selector lever.
2. Hold detent lever 43 (Foldout 16,B) so that the
selector valve pin extends toward the inside of
the housing (Figure 691). Slide the manual
shaft through the opening in the housing, oil
seal, and slot in the detent lever. Install locknut
44 and retainer pin 48. Tighten the locknut to
1520 lb ft (2027 Nm).
OIL SEAL
RETAINER PIN
COVER
NUT
MANUAL
SHAFT
SELECTOR
VALVE PIN
E03815.01
Figure 690. Installing Output Shaft Oil Seal
DETENT
LEVER
E03816.01
Figure 691. Manual Shaft Components
653

DRIVE GEAR
BALL BEARING
HOUSING
J 26282
OIL
SEAL
E03818.01
E03817.01
Figure 693. Removing Transfer Drive Gear
Figure 692. Installing Manual Shaft Oil Seal
3. Install breather 1 and reducer (Foldout 16,B) (if

removed) and tighten to 1316 lb ft (1822 Nm).
OUTPUT DRIVE COUPLING
4. If removed, install nameplate 6 and drive

screw 5.
SNAPRING
ADAPTER

AND GEARS
NOTE:
If any output disconnect is used, and it has not been
removed, refer to Paragraph 53.
E03819.01
Figure 694. Removing Drive Coupling Snapring
a. Disassembly
1. Remove the drive gear and bearings (Figure
693) (if not removed in Section 5).
2. On front output disconnect models, remove the
snapring and drive coupling from the front of
the rear output shaft. Remove six bolts, lockwashers, adapter, and gasket (Figure 694).
3. The bearing bore is closed on models without a
front output. If equipped with a speedometer
drive, remove bolts 26 (Foldout 22,A), sleeve
25, oil seal 23, washers 24 and 20, shaft 19,
and gasket 21. Remove bolts 16, washers 17,
cover 18, and gasket 4. When a plain cover is
used, remove bolts 1, washers 2, cover 3, and
gasket 4.
654
GASKET
4. On models with a front-mounted parking

brake, remove eight bearing retainer bolts 31
(Foldout 22,A), washers 32, bearing retainer
29, and gasket 4. If disassembly of the bearing
retainer assembly is required, refer to Step (9).
5. Remove spindle retaining bolt 4 (Foldout 22,B)
and washers 5 and 6. Spindles with a 0.50020
UNF-B thread use puller tool set J 23544-A for
removal. Spindles with a 1.0012 UNF-1B
thread must be drilled and tapped to 1.25012
UNF-1B. Use puller tool set J 23544-A for removal (Figure 695).
6. Remove idler gear 10 (Foldout 22,B), bearings
8 and 12, snapring 9, and spacer 11.
7. On models with a rear parking brake, remove
eight 12-13 bolts 11 (Foldout 22,A) and lockwashers 10 and remove bearing retainer 12,
gasket 8, and spacer (Figure 696).
9. If parts replacement is necessary, remove oil

drain tube 13 or 30 (Foldout 22,A), baffle 15 or
27, and oil seal 14 or 28 from bearing retainer
12 or 29.
8. On models with a rear output disconnect assembly (Foldout 23,A), remove six bolts 29,
six washers 28, adapter 27, and gasket 8 (Foldout 22,A). Remove snapring 32 (Foldout 23,A)
and drive coupling 31.
10. Position a 2 x 2 inch (50.8 x 50.8 mm) wood

block to hold the output driven gear in place
(Figure 697). Using a soft drift, drive the
output shaft out through the rear opening. The
rear bearing and a spacer will come out with
the shaft.
TOOL, J 23544
TRANSFER IDLER GEAR
11. Lift out the front bearing and spacer, between

the bearing and the gear (Figure 698).
12. Remove the wood block and the driven gear
(Figure 699).
TRANSFER HOUSING
SHAFT
E03820.01
Figure 695. Removing Transfer Idler Gear Spindle

WOOD, 2 x 2 in. (50 x 50 mm)
RETAINER
ASSEMBLY
FRONT BEARING
E03822.01
Figure 697. Removing Rear Output Shaft
FRONT BEARING
SPACER
REAR OUTPUT SHAFT
HOUSING
SPACER
GASKET
TRANSFER DRIVEN GEAR

E03823.01
E03821.01
Figure 696. Removing Rear Bearing Retainer Assembly
Figure 698. Removing Front Bearing From

Transfer Housing
655

b. Assembly
NOTE:
Chill spindle 7 (Foldout 22,B) in dry ice for one hour
before installing it into the transfer gear housing.
1. Place the housing rear side down and install
the transfer driven gear, with its long hub end
toward the rear of the housing (Figure 6100).
3. If the baffle, oil seal, and oil drain tube were

removed, install them into the retainer (Figure
6102). Before installing the lip-type seal, refer to Paragraph 46f for seal preparation. The
oil drain tube must align with the bottom of the
chamfer in the hole into which it fits. The oil
seal is installed (lip first) and pressed lightly
against the shoulder in the retainer. The baffle
is installed, flat side first (as shown), flush with
the rear of the retainer. Install the retainer gasket 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
transfer housing.
DRIVEN GEAR
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 6101).
NOTE:
If a rear output disconnect assembly is used, disregard Steps (3) and (4) and continue with Step (5). If
there is no front output, continue with Step (9).
E03825.01
Figure 6100. Installing Transfer Driven Gear

TRANSFER HOUSING
DRIVEN GEAR
OUTPUT SHAFT
BALL BEARING
ASSEMBLY
TRANSFER
HOUSING
SPACER
TRANSFER
DRIVEN GEAR
E03824.01
Figure 699. Removing Transfer Driven Gear
E03826.01
Figure 6101. Installing Rear Output Shaft

Bearing and Spacer
656
NOTE:
The angle at which the retainer is installed depends
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
to a downward vertical line (transmission in installed
position).
4. Install eight 12-13 x 114 inch bolts and
lockwashers. Tighten the bolts to 6780 lb ft
(91108 Nm). Install the spacer onto the output
shaft (Figure 6103). Loosely install the nut on
the end of the output shaft.
5. If a rear output disconnect assembly is used,
install gasket 8 (Foldout 22,A), adapter 27
(Foldout 23,A), washer 28 and six 12-13 x 114
inch bolts 29. Tighten the bolts to 6780 lb ft
(91108 Nm). Install drive coupling 31 and
snapring 32.
6. Turn the housing over (front up) and install the
spacer and front bearing assembly on the rear
output shaft (Figure 6104).
7. On models having a front output disconnect, install
the drive coupling and snapring onto the output
shaft (Figure 6105). Install the gasket and
adapter. Install six 12-13 x 114 inch bolts and lockwashers to retain the adapter. Tighten the bolts to
6780 lb ft (91108 Nm), to seat the bearing.
BAFFLE
OIL SEAL
RETAINER
8. On models with a front-mounted parking

brake, follow the instructions in Steps (3) and
(4). Then install spacer 28 (Foldout 22,B).
9. On models which have no front output, install
gasket 4 (Foldout 22,A) and either cover 3, retained with lockwashers 2 and eight 12-13 x 114
inch bolts 1, or cover 18, retained by washers 17
and eight 12-13 x 114 inch bolts 16. Tighten the
bolts to 6780 lb ft (91108 Nm). When a
speedometer drive is included, assemble and
install items 19 through 26. Tighten the two
516-18 x 78 inch bolts (or two screw assemblies) 26 to 1316 lb ft (1822 Nm).
CAUTION:
Incorrect installation of idler gear bearings 8 and
12 (Foldout 22,B) will cause the bearings to fail.
10. Install snapring 9 (Foldout 22,B) into its bore
in idler gear 10.
NOTE:
On earlier models, the outer race of the idler gear
bearing is removable. On later models, the inner
race is removable.
11. On early models, install the outer race (chamfered end last) into the idler gear bearing bore.
Snug the race to the snapring. Install the inner
race and roller bearing into the outer race.
REAR OUTPUT SHAFT

SPACER
OIL DRAIN
TUBE
TRANSFER
HOUSING
GASKET
BEARING RETAINER
TRANSFER HOUSING E03827.01
Figure 6102. Installing Rear Bearing Retainer Assembly
E03828.01
Figure 6103. Installing Rear Output Flange Spacer
657

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 6106. Installing Transfer Idler Gear Spindle

Figure 6104. Installing Output Shaft Front Bearing
BALL BEARING
ADAPTER
DRIVE COUPLING
SNAPRING
DRIVE GEAR
GASKET
E03830.01
Figure 6105. 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.
Snug the bearing to the snapring. Install the inner race, (chamfered end first).
13. Install the transfer idler gear assembly over the
spacer (if used) and align it and the spacer with
the spindle bore in the transfer housing (Figure
6106).
14. Install the chilled idler gear spindle, aligning
the circular milled slot in the spindle with the
lock bolt hole in the transfer housing. Seat the
spindle in the housing (Figure 6106).
15. Install the idler spindle retaining washer 6 (Foldout 22,B), lockwasher 5 and 716-14 x 1 inch bolt
4. Tighten the bolt to 4250 lb ft (5768 Nm).
658
Figure 6107. Installing Transfer Drive Gear
16. Install the transfer drive gear with bearings

attached. Tap it into the bearing bore with a
soft hammer (Figure 6107).
17. Reinstall plugs 5 or 7 (Foldout 22,A) (if
removed). If cup plug 9 was used and was
removed, press a new cup to the bottom of its
bore.
18. Cover the opening to keep out dirt until the
transfer housing is installed onto the transmission.
ADAPTER, OUTPUT SHAFTS
1. If replacement is necessary, remove the needle
roller bearing 38 and bushing 35 or 42 from
output shaft 36 or 43.
2. Remove oil seal 11 (Foldout 19,B) from transfer housing adapter assembly 9.
NOTE:
This seal keeps the hydraulic fluid in the front section of the transmission separated from the oil in the
dropbox.
3. Place adapter assembly 9 (piston side up) on
the work table.
4. Using compressor J 24204, compress spring
retainer 3 and remove snapring 2.
5. Carefully release spring pressure and remove
retainer 3.
6. Remove thirty piston release springs 4.
7. Remove low-clutch piston 5 and sealrings 6
and 7.
8. If parts replacement is necessary, remove the
following parts from the transfer housing
adapter assembly: governor support pin 13,
dowel pins 14 and 15, and pipe plugs 12.
1. If dowel pins 14 and 15 (Foldout 19,B) were
removed from adapter 10, install new pins. The
pins must extend 0.380 inch (9.7 mm) above
the adapter face.
CAUTION:
The alignment of the governor support pin with
the governor bore in the adapter assembly is critical. The governor must rotate freely and without
interference with either the adapter bore or the
pin. Any interference will result in damage to the
governor body, the bore in the adapter, or the
governor driven gear.
2. Press in a new pin to the dimension (shown in

Figure 686) if governor support pin 13 was
removed.
3. Install plugs 12 (Foldout 19,B) (if removed).
Tighten the plugs to 1012 lb ft (1416 Nm).
4. Grease and install inner sealring 7 and outer
sealring 6 into the sealring grooves of piston 5.
(Lips of the sealrings must be toward the rear
of the transmission.)
5. Place adapter assembly 9 (piston cavity upward) on the work table.
6. Using inner seal protector J 24210, carefully
install low-clutch piston 5 (Foldout 19,B)
(spring guide bosses upward) into the piston
cavity. Make sure that the lips of the sealrings
face the bottom of the piston cavity.
7. Install thirty piston return springs 4 onto the
guide bosses of the piston. Install spring retainer 3 (outer lips toward the piston) onto the
springs.
8. Compress the spring retainer until it is clear of
the snapring groove in the adapter hub and install snapring 2.
9. Invert the adapter assembly so it is resting (piston downward) on blocks.
10. Coat the OD of oil seal 11 (Foldout 19,B) with
non-hardening sealer and the ID with a hightemperature grease. Refer to Paragraph 46f.
Install oil seal (lip first) into the bore of adapter
assembly 9. Press or drive the seal inward until
its rear surface is 1.1651.175 inch (29.59
29.85 mm) below the bottom outer machined
bore.
11. Using tool J 24369 install new orifice plug 37
or 44 (located in the front end of output shaft
36 or 43) (if removed). Press the plug to a
depth that will clear the front edge of the bore.
12. If needle roller bearing 38 (Foldout 19,B) was
removed, use tool J 25562 and install a new
needle roller bearing to 0.150 inch (3.81 mm)
below the end of the shaft.
13. If bushing 35 or 42 (Foldout 19,B) was removed from shaft 36 or 43, install a new bushing and press it to 0.340 inch (8.64 mm) below
the end of the shaft.
659

626. FLEXPLATE ASSEMBLY
1. Remove flexplate assembly 2 if not previously
removed from the engine crankshaft.
2. Remove twelve self-locking bolts 9 and flexplate 8, flexplates 6 and 7, and hub assembly 3.
GOVERNOR FEED
(Must open 0.020 in.
(0.51 mm) MIN)
EXHAUST PORTS
(Must open 0.020 in.
(0.51 mm) MIN)

1. Install flexplate 6 onto hub assembly 3, aligning the dowel pin hole in the plate with pin 5.
Washers attached to plate 6 must face toward
hub assembly 3.
2. Install flexplates 7 in the same manner.
5. Install flexplate assembly 2 onto the engine

crankshaft. Refer to the vehicle service manual
for bolt torque value.
V02308
Figure 6108. Governor Assembly

(Showing Port Openings)
3. Install plate 8, aligning the plate with dowel

pin 5.
4. Install twelve self-locking, 12-20 x 34 inch or
12-13 x 118 inch bolts 9 through plate 8, plates
6 and 7, and into hub assembly 3. Tighten the
bolts to 96116 lb ft (130156 Nm).
GOVERNOR
PRESSURE
PORTS
628. OUTPUT MANUAL

NOTE:
Upper rear, lower rear, or front disconnect-clutch
assemblies are identical. The following instructions
(for rebuild of the upper rear assembly) apply to all
locations of the disconnect clutch.
627. GOVERNOR
a. Disassembly
1. The governor may be disassembled for cleaning and inspection. Do not disassemble the
governor unless the kit consisting of two governor weight pins and the cover gasket is available.
2. Follow the directions furnished with the kit to
disassemble the governor.
b. Assembly
2. Remove the disconnect output shaft and bearing (Figure 6110). Remove the two detent
balls and their spring, which will be freed
when the shaft is removed.
3. Remove the shifter shaft by rotating it counterclockwise (Figure 6110).
1. Assemble the governor as outlined in the directions furnished with the governor service kit.
2. Check the governor port openings as outlined
in the kit instructions. Refer to Figure 6108.
660
1. Remove the bolts and lockwashers which hold

the bearing retainer (Figure 6109). Remove
the retainer and gasket but do not remove the
oil seal unless replacement is necessary.
4. Do not remove the ball bearing assembly or the

needle roller bearing race from the disconnect
output shaft unless replacement is necessary
(Figure 6113).
OUTPUT
DISCONNECT
HOUSING
OIL SEAL
RETAINER
1.291.33 in.
(32.833.7 mm)
GASKET
SHIFTER
FORK
SHAFT
OUTPUT
DISCONNECT
HOUSING
COUPLING
SHIFTER FORK
E03835.01
Figure 6111. Removing (or Installing) Disconnect

Driven Coupling
E03830.01
Figure 6109. Removing (or Installing) Bearing

Retainer Bolts
OUTPUT
DISCONNECT
HOUSING
LIP-TYPE
OIL SEAL
OUTPUT SHAFT
SHIFTER
FORK
SHIFTER SHAFT
ROD WIPER
SEAL
E03836.01
Figure 6112. Installing Shifter Fork

DETENT BALLS
E03834.01
Figure 6110. Removing Output Disconnect Shaft
1. If the oil seal and rod wiper were removed

from the body (Figure 6112), install a new oil
seal first. Press the seal (spring-loaded lip first)
into the body until it seats lightly against the
shoulder in the body bore. Press the wiper into
the bore to a light seat against the seal.
5. Remove the output driven coupling (Figure 6

111) then the shifter fork.
2. Install the shifter fork (Figure 6112) (long

side of threaded boss away from the oil seal)
into the body.
6. Do not remove the shifter shaft rod wiper and

oil seal from the housing unless replacement is
necessary (Figure 6112).
3. Install the output-driven coupling into the body

and engage the shifter fork with the external
groove in the coupling (Figure 6111).
661

4. Install a new ball bearing if removed from the
disconnect output shaft. Press on the inner race
of the bearing and seat it against the shaft
shoulder (Figure 6113).
5. Install a new race and retain it with the
snapring (Figure 6113) if the needle roller
bearing race was removed from the shaft.
2. Paragraphs 629b through 629h, outline the

stack dimension computation method for each
clutch. Stationary clutch clearances from the
center support to the rear cover are covered in
Paragraphs 629d through 629h.
NOTE:
6. Install the shifter shaft by threading it clockwise into the shifter fork (Figure 6114).
7. Install the detent spring and two detent balls
(Figure 6113).
The stack methods outlined require that clutch

plates be new. The specified load must be evenly distributed over the entire clutch pack.
8. Install the assembled shaft into the outputdriven coupling while holding the detent balls
until they engage the ID of the coupling. Tap
the outer race of the ball bearing assembly until it seats on the shoulder in the body.
9. Install a new oil seal 19 (Foldout 23,A) if removed from the retainer. Press the seal (springloaded lip first) into the retainer until it seats
lightly on the shoulder in the retainer.
10. Install the gasket, retainer, six lockwashers,
and six 12-13 x 112 inch bolts (Figure 6109).
11. Push the shifter inward (to engaged position
detent) and adjust it by rotating the shaft until
the outer end of the shaft is 1.291.33 inch
(32.833.8 mm) from the outer steel face of the
shaft rod wiper oil seal (Figure 6109).
OUTPUT SHAFT
BALL BEARING
ASSEMBLY
DETENT BALL
SNAPRING
DETENT BALL
NEEDLE BEARING
INNER RACE
DETENT SPRING
E03837.01
Figure 6113. Installing Driven Coupling Detent Spring
OUTPUT SHAFT
SHIFTER SHAFT
629. ESTABLISHING CLUTCH

CLEARANCES
a. Two Methods
1. Either of two methods may be used to establish
the proper clutch clearances (clutches released). One method is by direct measurement.
This method is incorporated in each clutch assembly procedure relating either to subassembly rebuild or transmission assembly (see Paragraphs 613, 614, 73, 74, and 711). The
second method is by stack dimension computation, which may be more convenient when
quantity or assembly-line overhaul practices
are used.
662
DRIVEN COUPLING
DETENT BALLS
BODY
E03838.01
Figure 6114. Installing Output Disconnect Shaft
;;;
;;;
b. Forward Clutch
1. Stack the forward-clutch plates and fourthclutch hub as shown in Figure 6115.
2. Apply the specified load and measure dimension X.
3. From the table in Figure 6115, select the forward-clutch piston. Use the parts measured,
and the selected piston, in the forward-clutch
assembly.
9801020 lb
(4359 4537 N)
LOAD
c. Fourth Clutch
1. Stack the fourth-clutch plates and backplate as
shown in Figure 6116.
3. From the table in Figure 6116, select the
fourth-clutch piston. Use the parts measured,
and the selected piston, in the fourth-clutch assembly.
d. All HT Models Second Clutch
1. Stack the clutch plates and piston as shown in
Figure 6117. Be sure the specific internalsplined clutch plates designed for the unit are
being used in this stacking procedure. (Refer to
Parts Catalog PC1268EN.)
recommended clutch plates to satisfy the
required clutch plate clearance.
DIM X
1.36151.3878 in.
(34.58235.250 mm)
1.38821.4148 in.
(35.26035.935 mm)
1.41521.4415 in.
(35.94636.614 mm)
USE PISTON
6885128
23016567
6885130
23016568
6885129
23016569
MARKED
C
X
B
Y
A
Z
;;
;;
V02315
Figure 6115. Forward-Clutch Stack Dimension
9801020 lb
(4359 4537 N)
LOAD
e. Four Speed Models First Clutch

3. From the table in Figure 6118, select the recommended clutch plates to satisfy the required
clutch plate clearance.
DIM X
1.36151.3878 in.
(34.58235.250 mm)
1.38821.4148 in.
(35.26035.935 mm)
1.41521.4415 in.
(35.94636.614 mm)
USE PISTON
6885131
23016567
6885132
23016568
6885133
23016569
MARKED
T
X
S
Y
M
Z
V02316
Figure 6116. Fourth-Clutch Stack Dimension
663
;;;;;;
;;;
;;;;;;
;
;; ;;;
HT 4 SPEED MODELS
9801020 lb
(4359 4537 N)
LOAD
;;;
;;;
1 THROUGH 4 1st CLUTCH
;;;;
;;;
3 PLATE
23047771
STACK DIMENSION
4 PLATE
23047772
DIM
FROM
2.6130
2.5997
2.5864
2.5644
2.5511
PLATE
23047771
TO
ADD 2
2.5997
ADD 1
2.5864
2.5644
2.5511 REMOVE 1
2.5378 REMOVE 2
PLATE
23047772
REMOVE 2
REMOVE 1
ADD 1
ADD 2
V04177
;;;;;;
;;;
;;;;;;
;
;; ;;;
Figure 6117. All Models Second-Clutch Stack Dimension
ALL HT MODELS
9801020 lb
(4359 4537 N)
LOAD
3 PLATE
6834488
4 SPEED
5 SPEED
;;;;
; ;;
;;;;
;
STACK DIMENSION
DIM
4 PLATE
6834720
1 THROUGH 4 2nd CLUTCH

1 THROUGH 5 2nd CLUTCH
FROM
3.2280
3.2147
3.2014
3.1794
3.1661
PLATE
6834488
TO
3.2147
ADD 2
3.2014
ADD 1
3.1794
3.1661 REMOVE 1
3.1528 REMOVE 2
PLATE
6834720
REMOVE 2
REMOVE 1
ADD 1
ADD 2
V04176
Figure 6118. Four Speed Model First-Clutch Stack Dimension
664
f. Five Speed Models Low Clutch


h. All Models Third Clutch
2. Apply the specified load, and measure dimension X.

being used in this stacking procedure (Refer to

g. Five Speed Models First Clutch
2. Apply the specified load and measure dimension A.

HT 5 SPEED MODELS
9801020 lb
(4359 4537 N)
LOAD
;;
;;
;;
4 PLATE
23047772
3. From the table in Figure 6121, select the recommended clutch plates to satisfy the required
clutch plate clearance.
;;
;;;
;;;;
;;;;
;;;;;;;
;;
;;;
;;
;;;
LOW, 1 THROUGH 4 LOW CLUTCH
1 THROUGH 5 LOW CLUTCH
;;
;;;
;;;
;;
;;
;;
STACK DIMENSION
3 PLATE
23047771
DIM
FROM
2.6130
2.5997
2.5864
2.5644
2.5511
PLATE
23047771
TO
2.5997
ADD 2
2.5864
ADD 1
2.5644
2.5511 REMOVE 1
2.5378 REMOVE 2
PLATE
23047772
REMOVE 2
REMOVE 1
ADD 1
ADD 2
V03852
Figure 6119. Five Speed Model Low-Clutch Stack Dimension
665
HT 5 SPEED MODELS
9801020 lb
(4359 4537 N)
LOAD
4 PLATE
23047772
;;
;;;
;;;;
;;;;
;;;;;;;
;;
;;;
;;
;;;
LOW, 1 THROUGH 4 1st CLUTCH
1 THROUGH 5 1st CLUTCH
;;
;;;
;;;
;;
;;
;;
STACK DIMENSION
3 PLATE
23047771
DIM
FROM
3.1230
3.1097
3.0964
3.0744
3.0611
PLATE
23047771
TO
3.1097
ADD 2
3.0964
ADD 1
3.0744
3.0611 REMOVE 1
3.0478 REMOVE 2
PLATE
23047772
REMOVE 2
REMOVE 1
ADD 1
ADD 2
V03853
Figure 6120. Five Speed Model First-Clutch Stack Dimension
ALL MODELS
9801020 lb
(4359 4537 N)
LOAD
4 SPEED
5 SPEED
1 THROUGH 4 3rd CLUTCH

1 THROUGH 5 3rd CLUTCH
1 PLATE
6834488
3 PLATE
6834720
CENTER SUPPORT
STACK DIMENSION
DIM
FROM
3.0932
3.0845
3.0712
3.0426
PLATE
6834488
TO
3.0845
ADD 2
3.0712
ADD 1
3.0426
3.0293 REMOVE 1
PLATE
6834720
REMOVE 2
REMOVE 1
ADD 1
V04346
Figure 6121. All Models Third-Clutch Stack Dimension
666
630. CONTROL VALVE BODY
ASSEMBLY
OIL TRANSFER
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
from which removed, erratic shift patterns may
occur. For these reasons, it is recommended that
each spring, at removal, be tagged with its item
number in Foldout 20,B and utilize valve body
parts tray set J 33163. This will simplify correct
assembly of the valve body components.
BOLT (3), 14-20 x 212 in.
SEPARATOR
PLATE
MODULATOR
BODY
CONTROL
VALVE
ASSEMBLY
E03839.01
Figure 6122. Components of Control Valve Assembly

9

10
1. Place valve assembly 1 (Foldout 20,B) on the

work table (modulator valve body 28 upward).
(Refer to Figure 6122.)
11
2. If not previously removed, remove manual selector valve 80 or 81. Stop bolt 70 must be removed before valve 81 can be removed.
12
13
3. Remove three bolts 17 that retain modulator

valve body 28. Remove control valve body 30
while holding oil transfer plate 7 and separator
plate 29 together.
16
4. Invert the oil transfer and separator plates (separator 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 6122). Make a sketch or
list that will identify the ball sizes and locations (for reassembly). Remove the balls.
14
15
E03840.01
NOTE:
If balls are accidentally lost, dropped, or misplaced,
refer to Figure 6123, Paragraph 630b, and Parts
Catalog PC1268EN for proper location and description of function.
6. Remove the lubrication pressure regulator
valve from the oil transfer plate as follows. Depress cup washer 4 (Foldout 20,B) and remove
pin 5. Release washer 4 and remove it. Remove
spring 3 and valve 2. Remove valve pin 6 from
the oil transfer plate.
Figure 6123. Ball Locations in Oil Transfer Plate

(Refer to Subparagraph b for Description of Function)
NOTE:
Before removing pins 27, 79, 82, 103, and 109, make
a note or sketch that shows the position of adjusting
rings 26, 78, 88, 97, 102, and 108 in respect to their
retaining pins. If the valve body is reassembled with
the same springs, and the adjusting rings are in
their original positions, the original calibration of
the valve body is maintained.
667

7. Disassemble the modulator valve body removed in Step (3). Press adjusting ring 22 or
26 inward and remove retainer pin 27. Release
the adjusting ring and remove it. Remove valve
stop 21, washer 20, spring 19, and valve 18.
After S/N 2510066689, remove spring 25,
modulator valve 24, and modulator actuator
valve 23.
8. Remove priority valve 73, spring 72, and valve
stop 71 from control valve body 30.
9. Position valve body 30 (flat side upward) on
the work table. Remove plug 65 and screen assembly 64.
10. Remove eight bolts 50 while holding trimmer
cover 49 against spring pressure. Relieve pressure and remove cover 49.
11. Remove springs 33 and 34, valve stop 35, trimmer plug 32, and trimmer valve 31.
12. Remove springs 38 and 39, stop 40, plug 37,
and valve 36.
and valve 41.
14. Remove valve 48, spring 47, and stop 46.
and valve 51.
NOTES:
In Steps (16) through (24), the components in each
bore are spring-loaded and must be compressed
while removing the retainer pins.
In earlier models, valve stop 60 consists of two separate pieces.
16. Remove retainer pin 56, valve stop 60, spring
59, and valve 58.
17. Remove retainer pin 57, spring spacer 63,
spring 62, and valve 61.
18. Remove retainer pin 69, spring 67, stop 68, and
valve 66.
NOTE:
Before S/N 10300, remove retainer pin 79, plug 119,
stop 118, spring 75, and valve 74. After S/N 10299
remove parts in Step (19).
668
19. Remove retainer pin 79, adjusting ring 78,

spring washer 77, valve stop 76, spring 75, and
valve 74.
NOTE:
Step (20) explains the removal of the 12 shift valve
configuration used in earlier production secondrange start units. Step (21) explains the removal of
the 12 shift valve configuration used in later production second-range start units. Step (22) explains
the removal of the 12 shift valve used in all transmissions that do not require second-range start.
20. Remove retainer pin 82, reverse signal sleeve
92, signal plug 91, shift valve 90, and shift
valve spring 89. Go on to Step (23).
valve stop 87, spring 86, modulator valve 85,
12 shift valve 84, and spring 83. Go on to
Step (23).
22. Remove retainer pin 82, adjusting ring 97, stop
96, spring 95, modulator valve 94, and 12
shift valve 93.
spring 100, valve stop 101, and valves 98 and
99.
spring 106, valve stop 107, and valves 105 and
104.
NOTE:
In earlier models, valve stop 112 consisted of two
separate pieces.
25. Remove retainer pin 113, valve stop 112,
spring 111, and valve 110.
26. Remove retainer pin 117, spring 115, valve
stop 116, and valve 114.
b. Valve Body Check Ball Function,
Description and Location
NOTE:
Refer to Figure 6123 for ball location in oil
transfer plate and hydraulics foldouts for various
models. Refer to Parts Catalog PC1268EN to
identify which check balls are used for a specific
assembly number transmission.
1. Check ball #8 (14 inch ball) is used in the DR
with all range lockup, and some early model
CRs. It is located in a line between the third-,
fourth-, and fifth-clutch feed and the forward
regulator line. It allows flow to the forward
regulator, but checks flow to the clutch application line. In the DR, forward regulator pressure
comes from two separate sources. Either
source or both will reduce main pressure. The
first source is lockup clutch. The second source
is third-, fourth-, or fifth-clutch apply pressure.
2. During first and second range, main pressure is
reduced, by lockup pressure, only during
lockup operation. In first or second, the third-,
fourth-, and fifth-clutch apply line is exhausted
at the upper stem of the 23 relay valve. Check
ball #8 is seated when the lockup-clutch comes
on and prevents the loss of knock-down pressure. During third, fourth, and fifth range operation, clutch pressure unseats ball #8 and
reduces main pressure by exerting a downward
force on the main pressure regulator valve.
During third, fourth, and fifth range operation, lockup pressure or the lack of it during
converter phase will not affect main pressure,
remembering that either one or both signals
(345 clutch pressure or lockup apply pressure) will serve to reduce main pressure. Main
pressure will be high in first range and second
range operation, but reduced by forward
regulator pressure in all other forward ranges
to prevent undue wear to the lockup-clutch reaction plate and release horsepower to the
wheels.
3. Check ball #9 (14 inch ball) is used only in CR
models and is located in the modulator line
feeding to the lockup valve and where 345
signal tube taps into the modulator line. The
function of the check ball is to seat on 345
signal feed line when in first and second ranges
(23 relay valve up), and allow modulated
lockup in first and second ranges. When (drive
4 line) 345 signal feed line is charged, the
check ball blocks the modulator feed to the
lockup valve and allows main pressure (clutch
feed pressure) to feed directly to lockup valve;
therefore, maintaining lockup from third range
through fifth range.
4. Check ball #10 (14 inch ball) is used only on

DR models with all range lockup. Its location
in all range lockup models is shown in Foldout
10 schematic. The function of ball #10 in the
lockup cutoff models is to close the exhaust to
first or third lockup feed when line is not in
use. Example: When first lockup feed line is
charged, the check ball will block exhaust to
third lockup feed line and vice/versa.
NOTE:
Check ball #10 is used for a separate purpose when
a split shaft PTO is used to drive water pumps (fire
truck application). In models modified for high
range lockup for split shaft PTO operation prior to
S/N 10300, the function of the ball is to allow main
pressure to feed the fourth clutch when solenoids
are energized and to prevent the exhaust of fourthclutch pressure when in reverse range. Without the
check ball, the fourth-clutch pressure in forward or
reverse will feed back to the normally open solenoid
valve and exhaust.
5. Check ball #11 (516 inch ball) is located between governor pressure line to lockup (pitot
pressure) and forward regulator line. Its function is to prevent lockup in reverse. Forward
regulator line is not charged in reverse range;
therefore, all governor pressure (pitot pressure)
is exhausted through this line. Without governor pressure (pitot pressure) lockup will not
occur.
6. Check ball #12 (14 inch ball) is located in the
third-clutch pressure line next to the 34 relay
valve in the four speed, or 45 relay valve in
the five speed. Check ball #12 restricts the feed
to third clutch for clutch overlap and allows
full exhaust.
second-clutch pressure line next to the 23 relay valve in the four speed, or 34 relay valve
in the five speed. Its function is to restrict the
feed to second clutch for clutch overlap and allows full exhaust.
governor pressure line. Its function is to delay
the loss of governor pressure to the 12, 23, 3
4 shift signal valves (four speed) or 23, 34,
669

45 shift signal valves (five speed), in the event
of a sudden loss of governor pressure.
governor pressure line. Its function is to delay
the loss of governor pressure to the 12 shift
signal valve (five speed), in the event of a sudden loss of governor pressure.
10. Check ball #16 (14 inch ball) is a reverse range
priority bypass. It allows feed to first clutch bypassing the priority valve in reverse range.
c. Assembly (Foldout 20,B)
NOTE:
Check the position of all components, configuration
of all valves and plugs, and identification of all
springs before installation. Place the valve body on a
work table (flat side upward). Refer to Figure 6124;
Foldout 20,B; and spring chart in Section 8. All
valves, when dry, should move freely by their own
weight in their bores.
1. Install relay valve 61 (Foldout 20,B) (larger diameter first) spring 62 and valve spring spacer
63 into bore A, Figure 6124. Depress spacer
63 and install retainer pin 57 into its hole in
valve body 30.
NOTE:
In earlier models, valve stop 60 consisted of two separate pieces.
2. Install relay valve 58, spring 59, and valve stop
60 into bore B, Figure 6124. Depress the
valve stop and install retainer pin 56 into its
hole in valve body 30.
3. Install fourth-clutch trimmer valve 51 (smaller
end first), plug 52, secondary spring 53, primary spring 54, and valve stop 55 into bore C
(Figure 6124) of valve body 30.
4. Install second-clutch trimmer valve 41 (smaller
end first), plug 42, secondary spring 43, primary spring 44, and valve stop 45 into bore D
670
5. Install third-clutch trimmer valve 31 (Foldout

20,B), smaller end first, plug 32, secondary
spring 33, primary spring 34, and valve stop 35
into bore E (Figure 6124) of valve body 30.
6. Install first-clutch trimmer valve 36 (smaller
end first), plug 37, secondary spring 38, primary spring 39, and valve stop 40 into bore F
7. Install trimmer boost accumulator stop 46
(Foldout 20,B), spring 47, and trimmer boost
accumulator valve 48 into bore R (Figure 6
124) of valve body 30.
8. Place trimmer valve cover 49 (Foldout 20,B)
onto valve body 30. Compress the springs and
retain the cover with eight 14-20 x 58 inch bolts
50. Tighten the bolts to 911 lb ft (1215 Nm).
9. Install trimmer regulator valve 114 (smaller diameter first), spring 115, and valve stop 116
into bore G (Figure 6124) of valve body 30
(Foldout 20,B). Depress the valve stop and insert retainer pin 117 into its hole in the valve
body.
NOTE:
In earlier models, valve stop 112 consisted of two
separate pieces.
10. Install relay valve 110, spring 111, and valve
stop 112 into bore H (Figure 6124) of valve
body 30 (Foldout 20,B). Depress the valve stop
and insert retainer pin 113 into the hole at the
front of the valve bore.
11. Install shift valve 104 (smaller end first), modulator valve 105 (smaller end first), spring 106,
valve stop 107, and adjusting ring 108 (flat side
first) into bore I (Figure 6124) of valve body
30 (Foldout 20,B).
12. Align the pin hole in valve stop 107 with the
pin holes in the valve body. Compress the
spring and install retainer pin 109 into the
valve body to retain adjusting ring 108. Be sure
the adjusting ring is in the same position as it
was before removal.
13. Install shift valve 98 (smaller diameter first),
modulator valve 99 (smaller diameter first),
spring 100, valve stop 101, and adjusting ring
102 (flat side first) into bore J (Figure 6124)
of valve body 30 (Foldout 20,B).
14. Align the pin hole in valve stop 101 with the
spring and install retainer pin 103 into the
valve body to retain adjusting ring 102. Be sure
the adjusting ring is in the same position as it
was before removal.
NOTE:
A configuration difference between the early and
late production 12 shift valves was introduced into
the transmission. The early production version installed in Steps (15) and (16) is 89 through 92. The
later production version installed in Steps (17) and
(18) is 83 through 88 and 120. Steps (19) and (20) explain the installation of the 12 shift valve parts
used in models that do not have second-range start.
15. Install 12 shift valve spring 89, 12 shift
valve 90, signal plug 91, and reverse signal
sleeve 92 (smaller diameter first), into bore K
(Figure 6124) of valve body 30 (Foldout
20,B).
16. Align the pin hole in signal sleeve 92 with the
spring and install pin 82 into the valve body.
17. Install 12 shift valve spring 83, 12 shift
valve 84 or 12 shift assist helper valve 120,
12 modulator valve 85, spring 86 (if used),
valve stop 87, and adjusting ring 88 into bore
K (Figure 6124) of valve body 30 (Foldout
20,B).
18. Align the pin hole in valve stop 87 with the pin
holes in the valve body. Compress the spring
and install retainer pin 82 into the valve body
to retain adjusting ring 88. Be sure the adjusting ring is in the same position as it was before
removal.
19. Install shift valve 93 (shorter end first), modulator valve 94, spring 95, valve stop 96, and adjusting ring 97, flat side first, into bore K
(Figure 6124) of valve body 30 (Foldout
20,B).

removal.
NOTE:
Before S/N 10300, install hold regulator valve 74,
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
hole at the front of the valve bore.
21. After S/N 10299 install hold regulator 74,
spring 75, valve stop 76, washer 77, and adjusting ring 78, flat side first, into bore L (Figure 6124) of valve body 30 (Foldout 20,B).
removal.
23. Install priority valve stop 71, spring 72, and
priority valve 73 into bore M (Figure 6124) of
valve body 30 (Foldout 20,B).
24. Prior to S/N 2510066690, install modulator valve
18 (longer end first), spring 19, retainer washer
20, valve stop 21 and adjusting ring 22 (flat side
first), into bore N (Figure 6123) of valve body
28 (Foldout 20,B). After S/N 2510066689, install
modulator actuator valve 23, modulator valve
24, spring 25, and adjusting ring 26 into bore N
of valve body 28.
25. Align the pin hole in valve stop 21 (if stop is
used) with the pin holes in the valve body.
Compress the spring and install retainer pin 27
into valve body 28 to retain adjusting ring 22
or 26. Be sure the adjusting ring is in the same
position as it was before removal.
26. Install governor accumulator valve 66, spring
67, and valve stop 68 into bore S (Figure 6124)
of valve body 30 (Foldout 20,B). Align stop 68
and valve body for correct retainer pin installation. Compress spring 67 and install retainer
pin 69.
671
Section
Section
Section
Section
Section
Section
Section
E03844.01
Figure 6124. Control Valve Assembly With Components Installed
27. Install governor screen assembly 64 (open end

first) into bore Q. Retain the screen assembly
with plug 65. Tighten to 46 lb ft (68 Nm).
28. Install check valve pin 6 (smaller end first)
through the top side of oil transfer plate 7. Install lubrication valve (three gear pump, secondary 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 retainer pin 5.
672
NOTE:
Refer to Parts Catalog PC1268EN for current
spring and lube (secondary converter relief) valve
configuration. Current three gear charging pump
transmissions incorporate an orificed relief valve
for increased cooler flow.
29. Position oil transfer plate 7, channeled side upward, on the work table.
30. Place each check valve ball into the oil transfer
plate in the same position it was removed during disassembly. Retain the balls in the plate
with oil-soluble grease. If correct ball location
(and/or current ball construction configuration)
is not known, refer to the transmission assembly number in the control valve section in Parts
Catalog PC1268EN.
NOTE:
Failure to retain the balls with oil-soluble grease
may result in balls being accidentally misplaced
during subsequent assembly steps.
31. Place separator plate 29 (Foldout 20,B) onto
the oil transfer plate so that their bolt holes
align. Grasp the two plates together, invert
them, and position them on the assembled control valve body so that priority valve 73 is compressed against spring 72 into its bore in valve
body 30.
NOTE:
Do not separate the oil transfer plate and the separator plate during handling. A slight separation
could dislocate the check valve balls and cause malfunction of the transmission.
32. Install the assembled modulator valve onto the
oil transfer plate as shown in Figure 6122. Install three 14-20 x 212 inch bolts to retain the
modulator body, oil transfer plate, separator
plate and control valve body assembly as a
unit. Do not tighten the bolts at this time.
36. Install stop bolt 70 (when valve 81 is used) into

control valve assembly. The flat end of the bolt
must align with the flat side of the selector
valve (Figure 6125). Tighten the stop bolt to
3643 lb ft (4958 Nm).
NOTE:
Refer to Paragraph 311 for the adjustment of shift
speed points.
37. For ease of handling, install valve body lifter
tool J 29863 in threaded boss in center of valve
body. To prevent dust or dirt from contaminating the valve assembly, place it in a plastic bag
until ready for installation into the transmission.
631. LOW TRIMMER VALVE BODY

ASSEMBLY (HT 750)
1. Press inward on retainer plug 21 and remove
retainer pin 15.
2. Release pressure and remove plug 21, springs
19 and 18, valve stop 20, plug 17, and valve 16.
1. Install low-clutch trimmer valve 16 (recessed
end first) into valve body 14.
CONTROL VALVE
ASSEMBLY
33. Align the bolt holes in the control valve assembly with those in the separator plate and
oil transfer plate. When all bolt holes are
aligned, tighten the bolts installed in Step (32)
to 812 lb ft (1116 Nm).
34. Install manual selector valve 80 (Foldout 20,B)
into bore O (Figure 6124) 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.
35. Before S/N 1030, in HT 750 models, valve
81 must be positioned so that its flat side is
upward (when assembly is positioned as in
Figure 6125).
STOP BOLT
MANUAL SELECTOR
VALVE
E03841.01
Figure 6125. Tightening Selector Valve Stop Bolt

(HT 750 Prior To S/N 10300)
673

NOTE:
All valves, when dry, should move freely by their
own weight in their bores.
2. Install trimmer plug 17.
3. Install springs 18 and 19, valve stop 20, and retainer plug 21.
4. Compress springs 18 and 19, and install retainer pin 15 to secure plug 21.
632. LOW SHIFT VALVE BODY

ASSEMBLY (HT 750)
1. Depress valve stop 31 against its spring and remove retainer pin 28.
NOTE:
In earlier models, valve stop 31 consisted of two separate pieces 32 and 33.
NOTE:
2. Install valve 38 (HT 750DR) into valve
body 27.
3. Install spring 37, valve stop 36, washer 35, and
adjusting ring 34. Align the hole in valve stop
36 with the pin hole in valve body 27. Position
the adjusting ring in the same position as it was
before removal (Step 632a(3)).
4. Press inward against adjusting ring 34 until retainer pin 28 can be installed.
5. Install relay valve 29, spring 30, valve stop 31.
In earlier models, install valve stop 32 and
plug 33.
6. Press inward against valve stop 31, and install
retainer pin 28.
633. LOCKUP CUTOFF VALVE

BODY ASSEMBLY
2. Release spring pressure and remove valve stop

31, spring 30, and relay valve 29.
NOTE:
Note position of adjusting ring 34 in relation to retainer pin 28 before removal.
3. Depress adjusting ring 34 against its spring and
remove retainer pin 28.
4. Remove adjusting ring 34, washer 35, valve
stop 36, spring 37, and valve 38 (HT 750DR).
5. From HT 750, HT 754CR assemblies, remove
retainer pin 26, plug 24, and valve 25.
1. Install, into HT 750, HT 754CR assemblies,
valve 25, plug 24, and retainer pin 26.
674
1. Remove retainer pins 5 and 7 from valve

body 6.
2. Remove valve plugs 3, 9, and 10, and valves 4,
8, and 11 from their respective bores.
NOTE:
1. Install the lockup cutoff valves in the same location that they were in before removal.
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 respective bores. Retain the valves with pins 5
and 7.
Section 7 ASSEMBLY OF TRANSMISSION

71.
SCOPE
the clutch released. Install all thick plates toward 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
transmissions. The assembly sequence is continuous
and includes all models. Procedures are indicated
where they apply to specific models.
b. When a procedure does not apply to the specific
model being assembled, go to the next applicable procedure.
c. Certain illustrations will not always illustrate the
model being assembled. However, when the operation
is identical, the illustration will correctly illustrate the
procedure.
d. Refer to Section 4 for general assembly information as follows:
Paragraph
42
43
44
46
410
72.
Description
Tools, Equipment
Replacement Parts
Careful Handling
Assembly Procedures
Torque Specifications
CLUTCH CLEARANCES
NOTE:
The clearances for low, first, second, and third
clutches are established by direct measurement in
this section (Paragraphs 73, 74, and 711). Refer
to Paragraph 629 for stack dimension computation of clutch clearances.
a. Preparation Procedure. Preparations are required to establish the proper clearance for each clutch
pack.
b. Determine Plate Thickness
1. Determine the original thickness of each external-tanged plate with a micrometer. Because
the tangs of the clutch plate are not subject to
face wear, the micrometer reading at a tang
will be the original thickness. Each clutch pack
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 selected to meet the prescribed clearance with
2. Determine the wear on both internal and external plates (refer to wear limits in Section 8).
Replace worn plates. Thicknesses of externaltanged plates in the low, first, second, and third
clutches in earlier models may be different
from the thicknesses of corresponding plates in
later models. Wear limits stated in Section 8
are for plates presently supplied.
3. If it is necessary to replace an external-tanged
plate, be sure the plate thickness is identical
to the original equipment. Refer to Paragraph
72b Steps (1) and (2). Keep the clutch packs
separated (do not mix the plates of one clutch
with the plates of another).
NOTE:
For HT 740 and HT 747 models, proceed with Paragraph 73. For HT 750, HT 754CR, HT 750DR,
and HT 750DR DB models, proceed with Paragraph 74.
4. Clearance for all clutch plates is established
during assembly procedure. Clearances for the
forward and fourth clutches are established
during rebuild of those subassemblies in Section 6.
73.
ESTABLISHING CLUTCH
CLEARANCES, SELECTING
CENTER SUPPORT SNAPRING
(HT 740, HT 747)
a. First-Clutch Clearance
NOTE:
Before assembly, the clutch clearance must be established. One method is by direct measurement as
outlined in Steps (1) through (4). An alternate method is by stack dimension computation outlined in
Paragraph 629. If the stack method is used, disregard Steps (1) through (4).
1. Place the transmission housing in a vertical position (Figure 71) (rear end upward).
71

2. Beginning with an external-tanged clutch
plate, alternately install seven external-tanged
and six internal-splined first-clutch plates (Figure 71).
FEELER GAUGE
3. Install the rear cover assembly (as assembled

in Paragraph 622) and gasket onto the rear of
the transmission housing and secure it with six
evenly spaced 12-13 x 2 inch bolts and flat
washers. Refer to Figure 79. Tighten the bolts
to approximately 30 lb ft (41 Nm).
4. Invert the transmission housing (front upward).
Using a feeler gauge, check the clearance
between the clutch plates (Figure 72). Any
dimension within 0.0600.110 inch (1.522.79
mm) is satisfactory. Replace worn plates with
new plates to establish the desired clearance.
Recheck the clearance.
b. Selecting Center Support Snapring
NOTE:
If the stack method of selecting the second-clutch
components is used, disregard Step (1).
CLUTCH PLATE (13)

E03721.01
Figure 72. Checking First-Clutch Clearance

(HT 740, 747)
Note tang-slot
relation
PLATE
1. Beginning with an external-tanged plate, alternately install seven second-clutch external-tanged

and six internal-splined plates (Figure 73).
2. Retain the plates with the selective snapring
(Figure 74). The snapring should be color
coded white and measure 0.1550.157 inch
(3.943.99 mm).
3. Remove the third-clutch piston from the center
support assembly (if not previously removed).
Install lifting bracket J 24195 into the recess
between the sealring grooves on the center support hub (Figure 75).
PLATE
E03722.01
Figure 73. Installing Second-Clutch

External-Tanged Plate
CLUTCH PLATES (13)

SNAPRING
TRANSMISSION
HOUSING
E03720.01
Figure 71. Installing First-Clutch

External-Tanged Plate
72
E03689.01
Figure 74. Installing Second-Clutch Snapring
ASSEMBLY OF TRANSMISSION
4. Install the center support into the transmission
housing (Figure 75). Be sure the tapped hole
in the support is aligned with the anchor bolt
hole in the bottom of the housing.
5. Remove lifting bracket J 24195 from the center
support. Install the special 38-16 x 3 inch (214
inch long bolt on earlier models) anchor bolt
into the support through the anchor bolt hole in
the bottom of the housing (Figure 75).
Tighten the bolt finger tight.
6. Place compressor sleeve J 24208-2 on the hub
of the center support (Figure 76). Place compressor J 24208-3 across the transmission
housing, retaining the compressor bar with two
bolts.
7. Compress the center support by tightening center screw J 24208-1 to 5 lb ft (7 Nm). Determine the width of the snapring opening using
gauge J 34127 (Figure 76). Select one of the
snaprings in the following list (gauge lug
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.
Gauge
Lug
0.149 inch
(3.78 mm)
0.153 inch
(3.88 mm)
0.156 inch
(3.96 mm)
0.159 inch
(4.04 mm)
Snapring Color
Snapring Thickness
Code
Blue
0.1480.150 inch
(3.763.81 mm)
Yellow
0.1520.154 inch
(3.863.91 mm)
White
0.1550.157 inch
(3.943.99 mm)
Red
0.1580.160 inch
(4.014.06 mm)
NOTE:
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 servicereleased snaprings of thicker dimension to be used
in the selective snapring location.
8. Determine the width of the snapring opening

using gauge J 24208-25 instead of gauge
J 34127 (Figure 76). Select one of the
snaprings in the following list (gauge lug
thicknesses are stamped on the tool shaft).
J 24208-1
J 24195
J 24208-3
CENTER SUPPORT
J 24208-2
ANCHOR BOLT
HOLE
J 34127
E03723.01
E03687.01
Figure 75. Installing Center Support Assembly
Figure 76. Checking Selective Snapring Clearance
73

Snapring
P/N
23013848
23013852
Snapring
Color Code
Orange
Snapring
Thickness
0.1620.164 inch
(4.114.16 mm)
Orange/Blue 0.1650.167 inch
(4.194.24 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.
CLUTCH
PLATES (13)
CENTER
SUPPORT
FEELER GAUGE
10. Remove compressor J 24208-3 and sleeve

J 24208-2.
E03724.01
Figure 77. Checking Second-Clutch

Plate Clearance
c. Second-Clutch Clearance
74.
NOTE:
Before completing the assembly, the clutch clearance must be established. One method is by direct
measurement as outlined in Step (4). An alternate
method is by stack dimension computation outlined
in Paragraph 629. If the stack method was used to
select the second-clutch components, disregard
Steps (1) through (4).
1. Invert the transmission housing (rear upward).
2. Remove the six bolts and washers that temporarily retained the rear cover to the transmission housing. Remove the rear cover and
gasket.
3. Remove the thirteen first-clutch plates from the
transmission housing. Since these plates have
been preset for clearance, they should be maintained as a pack for final installation.
4. Using a feeler gauge, check the second-clutch
plate clearance (Figure 77). Any dimension
within 0.0600.110 inch (1.522.79 mm) is
satisfactory. Replace worn plates with new
plates to establish the desired clearance.
Recheck the clearance.
NOTE:
Leave the second clutch and the center support in
the transmission housing until the housing is again
positioned front upward. Continue assembly of
Model HT 740 and HT 747 at Paragraph 75.
74
ESTABLISHING CLUTCH
CLEARANCES, SELECTING
CENTER SUPPORT SNAPRING
(HT 750, 754CR, HT 750DR,
HT 750DR DB)
a. Low- and First-Clutch Clearances

NOTE:
Two methods of checking clutch plate clearance
have been established. One method is by direct measurement as outlined in Steps (1) through (7). The
alternate method is by stack dimension computation outlined in Paragraph 629. If the stack method is used, disregard Steps (1) through (7).
1. Place the transmission housing in a vertical position (Figure 78) (rear upward).
and six internal-splined first-clutch plates (Figure 78).
3. Install two guide bolts (180 degrees apart) into
the transmission housing. Align and install the
adapter housing assembly (as assembled in
Paragraph 621) and gasket.
and six internal-splined low-clutch plates (Figure 718).
5. Install the rear cover assembly (as assembled
in Paragraph 622) and gasket onto the rear of
the transmission housing and secure it with six
12-13 x 534 inch bolts and lockwashers, evenly
spaced (Figure 79). Tighten the bolts to
approximately 30 lb ft (40 Nm).
6. Invert the transmission (front upward). Using a
feeler gauge, check the clearance between the
low-clutch plates (Figure 710). It is recommended the gauge be placed between the
adapter housing wall and the first steel plate.
Any dimension within 0.0600.110 inch
(1.522.79 mm) is satisfactory. Replace worn
clutch plates with new plates to establish the
desired clearance, then recheck the clearance.
INTERNAL-SPLINED PLATE
EXTERNAL-TANGED
PLATE
E03725.01
Figure 78. Installing First-Clutch Plates
7. Using a feeler gauge, check the clearance

between the first-clutch plates (Figure 711). It
is recommended the gauge be placed between
the transmission housing and the first steel
plate. Any dimension within 0.0600.110 inch
clutch plates with new plates to establish the
desired clearance, then recheck the clearance.
b. Selecting Center Support Snapring
NOTE:
If the stack method of selecting the second-clutch
components is used, disregard Step (1).
1. Install thirteen second-clutch plates, beginning
with an external-tanged plate. Alternately install seven external-tanged plates and six internal-splined plates (Figure 73).
2. Retain the plates with the selective snapring
(Figure 74). The snapring should be color
coded white and measure 0.1550.157 inch
(3.943.99 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
75).
4. Install the center support into the transmission
housing (Figure 75). Be sure the tapped hole
in the support is aligned with the anchor bolt
hole in the bottom of the housing.
OUTPUT SHAFT
FEELER GAUGE
REAR
COVER
FIRST-CLUTCH PLATE
LOW-CLUTCH PLATES
OUTPUT SHAFT
E03726 .01
E03727.01
Figure 79. Installing Rear Cover Assembly

(HT 750, HT 754CR, HT 750DR)
Figure 710. Checking Low-Clutch Clearance

(HT 750CR, DR)
75

LOW-CLUTCH PLATES
OUTPUT SHAFT
NOTE:
FIRST-CLUTCH PLATES
FEELER GAUGE
E03728.01
Figure 711. Checking First-Clutch Clearance

(HT 750DR, HT 754CR)
5. Remove lifting bracket J 24195 from the center

support. Install a used 38-16 x 3 inch (214 inch
long bolt on earlier models) anchor bolt into
the support through the anchor bolt hole in the
bottom of the housing (Figure 75). Tighten
the bolt finger tight.
6. Place the compressor sleeve J 24208-2 on the
hub of the center support. Place compressor
J 24208-3 across the transmission housing.
Retain the compressor bar with two bolts (Figure 76).
7. Compress the center support by tightening the
center screw J 24208-1 to 5 lb ft (7 Nm).
Determine the width of the snapring opening,
using gauge J 34127 (Figure 76). Gauge lug
thicknesses are stamped on the tool shaft.
Select one of the snaprings in the following
list. Select the thickest snapring that can be
inserted tightly into the groove to eliminate all
possible movement of the center support.
Gauge
Lug
0.149 inch
(3.78 mm)
0.153 inch
(3.88 mm)
0.156 inch
(3.96 mm)
0.159 inch
(4.04 mm)
76
Snapring
Color Code
Blue
Yellow
White
Red
Snapring
Thickness
0.1480.150 inch
(3.763.81 mm)
0.1520.154 inch
(3.863.91 mm)
0.1550.157 inch
(3.943.99 mm)
0.1580.160 inch
(4.014.06 mm)
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 servicereleased 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 76). Select one of the
snaprings in the following list. Gauge lug
thicknesses are stamped on the tool shaft.
Snapring
P/N
23013848
23013852
Snapring
Color Code
Orange
Snapring
Thickness
0.1620.164 inch
(4.114.16 mm)
Orange/Blue 0.1650.167 inch
(4.194.24 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.
10. Remove compressor J 24208-3 and sleeve
J 24208-2.
c. Second-Clutch Clearance
NOTE:
have been established. One method is by direct measurement as outlined in Step (6). The alternate
method is by stack dimension computation outlined
in Paragraph 629. If the stack method is used to select second-clutch components, disregard Steps (1)
through (6).
1. Invert the transmission housing (rear cover
upward).
2. Remove the six bolts and washers that temporarily retained the rear cover to the transmission housing, then remove the rear cover and
gasket.
3. Remove the thirteen low-clutch plates from the
adapter housing (Figure 718). Since these
plates are preset for the low-clutch clearance,
they should be maintained as a pack so they
cannot be intermixed with other plates.
4. Remove the adapter housing and gasket from
5. Remove the thirteen first-clutch plates from the
transmission housing. These plates were preset
for proper clearance and should be maintained
as a pack for final installation.
6. Using a feeler gauge, check the second-clutch
plate clearance (Figure 77). It is
recommended the gauge be placed between the
transmission housing and the first steel plate.
Any dimension within 0.0600.110 inch
plates with new plates to establish the desired
clearance. Recheck the clearance.
4. Install the rear planetary ring gear (Figure 712)

(longer splines first).
5. Install the three remaining clutch plates as
shown in Figure 712. Be sure a thick plate is
placed next to the piston (refer to Paragraph
72b(1)).
b. Rear Cover Assembly
1. Place the rear cover gasket onto the rear cover.
Retain the gasket with oil-soluble grease (Figure 713). Be sure the holes in the gasket are
aligned with those in the main housing.
2. Attach a lifting sling to the rear cover (Figure
713). Carefully install the rear cover assembly (as assembled in Paragraph 622), guiding
the two dowel pins into place. (Dowel pins are
different sizes.)
PLATE
(10)
RING
GEAR
THICK
PLATE
INTERNAL- SPLINED
PLATE
EXTERNAL-TANGED
PLATE
NOTE:
Leave the second clutch and the center support in
the transmission housing until the housing is again
positioned front end upward. Begin assembly of
Model HT 750, 754CR at Paragraph 76. Begin assembly of Model HT 750DR at Paragraph 79.
75.
E03729.01
Figure 712. Installing First-Clutch Plates
LIFTING SLING
INSTALLING REAR
COMPONENTS (HT 740, 747)
REAR COVER
a. First Clutch
1. Place the transmission housing in a vertical position (rear upward).
2. Install the first-clutch pack removed in Paragraph 73c(3) or first-clutch components
selected by stack method.
plate, alternately install five external-tanged
and five internal-splined clutch plates (Figure
712).
RING GEAR
FIRST-CLUTCH PLATES (13)

GASKET
HOUSING
E03691.01
Figure 713. Installing Rear Cover Assembly
77

3. Install twenty-one 12-13 x 2 inch bolts and
three 12-13 x 314 inch bolts, and lockwashers,
to retain the rear cover. Tighten the bolts to
6780 lb ft (91108 Nm).
4. Install the governor assembly into the rear
cover by rotating it counterclockwise (Figure
722).
5. Install the governor cover and gasket. Retain
them with four 516-18 x 916 inch bolts.
Tighten the bolts 1013 lb ft (1418 Nm).
6. Invert the transmission (front upward).
NOTE:
Continue assembly of Model HT 740, HT 747 at
Paragraph 78.
76.
4. Place the adapter housing (with piston (front)

downward) onto the transmission housing.
5. Install compressor bar J 24208-3 onto the
adapter housing (Figure 714), retaining it
with two 12-13 x 534 inch bolts.
6. Position the transmission with the front
upward.
7. Remove the center support snapring and
anchor bolt. Attach bracket J 24195 to the center support and remove the support assembly
(Figure 75).
8. Remove the snapring (Figure 74). Remove
the second-clutch plates (except when plates
were selected by stack method). These plates
are now preset for proper clearance and should
be retained as a pack for final installation.
INSTALLING FIRST CLUTCH,

GEAR UNIT, SECOND CLUTCH,
CENTER SUPPORT
(HT 750, 754CR)
HOIST
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 Paragraph 74c(5) or from the first-clutch components selected by the stack method as follows.
Lay aside the first three plates from the piston
end of the pack (refer to Paragraph 72b).
Starting with the fourth plate in the pack (internal-splined), alternately install five internalsplined and five external-tanged plates onto the
ring gear.
GEAR UNIT
MAIN SHAFT
TRANSMISSION
HOUSING
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, externaltanged sequence).
ADAPTER
HOUSING
J 24208-3
NOTE:
Last plate installed must be a thick plate.
78
BOLT (2), 12-13 x 534 in.
E03697.01
Figure 714. Installing Gear Unit Assembly

(HT 750, 754CR)
b. Gear Unit, Second Clutch, Center Support
1. Attach lifting bracket J 24196 to the assembled
gear unit (Figure 714). Lower the gear unit
carefully, aligning the pinions of the rear planetary to mesh with the rear planetary ring gear.
Next, remove the lifting bracket.
2. Install the second-clutch plate pack removed
in Paragraph 76a(8) (or plate pack selected
by the stack method). The thinner externaltanged plates should be installed toward the
rear of the transmission housing (refer to Paragraph 72b). Begin with an external-tanged
plate (Figure 715) and alternately install
seven external-tanged and six internal-splined
plates.
3. Install the white color coded snapring (or red,
refer to Paragraph 74b(7)) that retains the
second-clutch pack (Figure 716).
5. Install the sealrings onto the center support

hub. Attach lifting bracket J 24195 and install
the center support assembly. Align the tapped
hole in the support to the hole in the transmission housing (Figure 717).
6. Install the special 38-16 x 3 inch (214 inch in
earlier models) anchor bolt and plain washer,
finger tight. Remove the lifting bracket.
7. Install the snapring, selected in Paragraph 7
4b(7), that retains the center support assembly
(Figure 725). The gap of the snapring should
be toward the top of the transmission.
CLUTCH PLATES (13)

SNAPRING
CAUTION:
Improper installation of the sealrings may cause
transmission failure. Refer to Paragraph 46g
for proper installation procedure.
E03689.01
4. Install the third-clutch piston assembly into the

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 715. Installing Second-Clutch Plate
Figure 717. Installing Center Support
79

8. Position the transmission rear upward and
remove the two bolts and compressor bar from
the adapter housing.
77.
INSTALLING REAR
COMPONENTS (HT 750, 754CR)
a. Adapter Housing, Low Clutch, Low Ring Gear

1. Place the low ring gear (flat side (rear) downward) on a bench. Install ten plates of the lowclutch pack removed in Paragraph 74c(3) (or
clutch pack selected by the stack method), as
follows. Lay aside the first three plates from
the piston end of the pack. The plates laid aside
should include two thick external tanged plates
(refer to Paragraph 72b). Beginning with the
fourth plate in the pack (internal-splined), alternately install five internal-splined and five
external-tanged plates onto the ring gear.
b. Low Planetary, Rear Cover Assembly
CAUTION:
Do not lift the low carrier by the ball bearing.
The bearing may be loose, permitting the assembly to drop.
1. Install the low planetary carrier by carefully
aligning the teeth of the four pinions with those
of the low ring gear (Figure 719).
2. Place the rear cover gasket onto the rear cover.
Retain the gasket with oil-soluble grease (Figure 720). Be sure the holes in the gasket are
aligned with those in the adapter housing.
EXTERNAL-TANGED
CLUTCH PLATE
REAR CARRIER
2. Remove the adapter housing from the transmission housing. Do not drop the first-clutch
piston.
3. Place the adapter housing (with piston upward)
over the assembled low ring gear and clutch
plates.
4. Install the adapter housing gasket onto the
adapter housing, aligning the holes in the gasket with those in the housing. Retain the gasket
5. Grasp the assembled adapter housing, ring
gear, and clutch plates, invert the assembly and
install it onto the rear of the transmission housing as follows.
INTERNAL-SPLINED
CLUTCH PLATE
ADAPTER HOUSING
LOW RING GEAR
E03731.01
Figure 718. Installing Low-Clutch Plates

and Ring Gear (HT 750, HT 754CR)
LOW
PLANETARY CARRIER
ASSEMBLY
LOW RING GEAR

CLUTCH PLATES (13)
ADAPTER
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. Support 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
external-tang, internal-spline, external-tang
sequence (Figure 718).
710
E03694.01
Figure 719. Low Planetary Carrier, Ring Gear and

Clutch (HT 750, HT 754CR)
3. Attach a lifting bracket to the output shaft (Figure 720). Using a hoist, guide the cover onto
the adapter housing. (Since the dowel pins in
the cover are different in size, installation is
simplified.)
to retain the rear cover (Figure 721). Tighten
the bolts to 6780 lb ft (91108 Nm).
722).
6. Install the governor cover gasket and cover, and
retain them with four 516-18 x 916 inch bolts.
a. Gear Unit, Second Clutch

1. Remove the center support anchor bolt (Figure
737). Remove the special selective snapring
that retains the center support. Using lifting
bracket J 24195, remove the center support
(Figure 75).
2. Remove the snapring, the second-clutch plates,
and retain the plates in a pack.
of the gear unit assembly (Figure 723). Attach
a hoist to the eyebolt on bracket J 24196. Lower
the gear unit assembly (as assembled in Paragraph 616) into the transmission housing,
engaging the internal splines of the rear carrier
hub with the external splines of the output shaft.
OUTPUT SHAFT
BOLT (3), 12-13 x 714 in.
NOTE:
Continue assembly of Model HT 750, 754CR at
Paragraph 711.
BOLT (21), 12-13 x 534 in.

ADAPTER
HOUSING
78.
INSTALLING GEAR UNIT,

SECOND CLUTCH, CENTER
SUPPORT (HT 740, 747)
REAR
COVER
HOIST
E03732.01
LIFTING BRACKET
OUTPUT SHAFT
Figure 721. Installing Rear Cover Bolts

(HT 750, HT 754CR, HT 750DR)
OUTPUT
SHAFT
GOVERNOR
ASSEMBLY
REAR COVER
REAR
COVER
REAR COVER
GASKET
ADAPTER
HOUSING
ADAPTER
HOUSING
ADAPTER HOUSING
GASKET
TRANSMISSION
HOUSING
E03733.01
E03693.01
Figure 720. Installing Rear Housing (HT 750, HT 754CR)
Figure 722. Installing Governor Assembly

(HT 750, HT 754CR, HT 750DR)
711

4. Install 13 (previously selected) second-clutch
plates beginning with an external-tanged plate,
and alternately installing seven external-tanged
Be sure a thick external-tanged steel plate is
next to the piston. (Refer to Paragraph 72b.)
HOIST
J 24196

second-clutch plates (Figure 716).
MAIN SHAFT
GEAR UNIT
b. Center Support
CAUTION:
Improper installation of sealrings may cause
E03688.01

center support. The lip of the sealring must be
toward the cavity in the center support.
Figure 723. Installing Gear Unit Assembly

(HT 740, HT 747, HT 750DR)

J 24195
CENTER SUPPORT
ANCHOR BOLT
HOLE
3. Install the special 38-16 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

73b(7), that retains the center support assembly (Figure 725). The gap of the snapring
should be toward the top of the transmission.
NOTE:
Figure 724. Installing Center Support
79.
INSTALLING REAR
COMPONENTS (HT 750DR, DR DB)
a. First Clutch and Ring Gear
Continue assembly of Model HT 740, HT 747 at

Paragraph 711.
712
E03687.01
1. Install one external-tanged and one internalsplined first-clutch plate into the rear of the
transmission (Figure 78). These plates should
come from the front of the clutch pack removed in Paragraph 74c(5) (or first-clutch
plates selected by the stack method), and the
external-tanged plate should be a thin plate (if
pack includes thin plates refer to Paragraph
72b).
2. Install the rear planetary ring gear (Figure 726)
(stepped diameter upward).
3. Install the remainder of the first-clutch pack
removed in Paragraph 74c(5) (or selected by
the stack method). Begin with an externaltanged plate, and alternately install six
external-tanged and five internal-splined
plates (Figure 726). The last plate must be a
thick external-tanged plate (refer to Paragraph
72b).
b. Adapter Housing, Low Clutch and
Planetary Carrier
1. Place the adapter housing gasket on the adapter
housing (Figure 727). Retain the gasket on
the housing with oil-soluble grease. Be sure all
holes in the gasket are aligned with those in the
housing.
2. Carefully place the adapter housing assembly
(as assembled in Paragraph 621) onto the
transmission housing. (Since the dowel pins in
the housing are different in size, installation is
simplified.)
NOTE:
Figure 42 illustrates a handy tool that may be easily improvised. This tool will ensure that the cotter
pins will be removed before assembly is completed.
3. Install four 18 inch cotter pins (112 inch maximum length) into the four oil holes nearest
the rear of the rear planetary ring gear (Figure
550).
4. Install gear and hub assembly 19 (Foldout
19,A) (larger end first) into the rear planetary
ring gear. The hub will stop when it reaches the
four cotter pins.
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
oil-soluble grease and install it onto race 21.
6. Install the low planetary carrier assembly (as
assembled in Paragraph 619) into the adapter
7. Beginning with an external-tanged plate,
alternately install seven external-tanged and
six internal-splined low-clutch plates (Figure
728).
8. Install ball bearing 28 (Foldout 19,A) onto rear
hub of the low ring gear 27.
RING GEAR
CENTER SUPPORT
SNAPRING
TRANSMISSION
HOUSING
INTERNAL-SPLINED
PLATE
E03734.01
E03686.01
Figure 725. Installing Center Support Snapring
EXTERNAL-TANGED
PLATE
Figure 726. Installing First-Clutch Plate (HT 750DR)
713

ADAPTER HOUSING
FIRST-CLUTCH
PISTON
RING GEAR
BEARING RACE
LOW PLANETARY
CARRIER ASSEMBLY
NEEDLE
BEARING
BEARING
RACE
GASKET
TRANSMISSION
HOUSING
REAR PLANETARY
RING GEAR
FIRSTCLUTCH
PLATES
E03700.01
E03703.01
Figure 729. Installing Low Ring Gear (HT 750DR)
Figure 727. Installing Adapter Housing (HT 750DR)
c. Rear Cover Assembly

1. Install a lifting bracket onto the threaded end
of the output shaft (Figure 730).
LOW PLANETARY CARRIER ASSEMBLY

BEARING RACE
2. Install the rear cover gasket onto the rear cover

(Figure 730). 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.
EXTERNAL-TANGED PLATE
ADAPTER HOUSING
INTERNAL-SPLINED PLATE
E03735.01
Figure 728. Installing Low-Clutch Plate (HT 750DR)
9. Install bearing race 24 (lip first) and needle

bearing 25 into the rear ID of the low carrier
assembly (Figure 729). Install rear race 26 on
the front hub of the low ring gear (Figure 729).
Retain the bearing and two races with oil-soluble grease.
10. Install the low ring gear by carefully engaging
the teeth of the gear with those of the four
planetary pinions (Figure 729).
714
3. Attach a hoist to the lifting bracket. Install the

rear cover (as assembled in Paragraph 622)
onto the adapter housing (Figure 730). (Since
the dowel pins in the cover are of different size,
installation is simplified.)
to retain the rear cover (Figure 721). Tighten
722).
6. Install the governor cover gasket and cover, and
retain them with four 516-18 x 916 inch bolts.
HOIST
LIFTING BRACKET
710. INSTALLING GEAR UNIT,

SECOND CLUTCH, CENTER
SUPPORT (HT 750DR, DR DB)
a. Gear Unit, Second Clutch
OUTPUT SHAFT
REAR COVER
1. Remove the selective snapring that retains the

center support (Figure 725). Remove the anchor bolt that retains the center support to the
2. Install lifting bracket J 24195 onto center support and remove the support (Figure 724).
3. Remove the second-clutch snapring, then the
second-clutch plates. Identify the pack and
keep it intact.
GASKET
BALL BEARING
ADAPTER
HOUSING
CAUTION:
LOW RING GEAR

LOW CLUTCH
Be sure all four cotter pins have been removed

from the rear planetary ring gear. (Refer to Paragraph 79b(3).)
4. Remove the four 18 inch cotter pins installed in
Paragraph 79b(3).
E03699.01
Figure 730. Installing Rear Cover Assembly (HT 750DR)
d. Temporary Installation of Transfer Gear

Housing Adapter Assembly (Foldout 19,B)
NOTE:
For ease of handling, the dropbox should not be installed until the main transmission is completely assembled.
1. Attach a 3-leg sling to rear of adapter 10 and

install the adapter.
2. Install two 12-13 x 734 inch bolts 23 and lockwashers 24 into opposite holes in the bolt circle (180 degrees apart).
5. Install bearing race 18 (Foldout 19,A) into the

recess in the front of the sun gear and hub
assembly. Retain it with oil-soluble grease.
6. Install bearing race 16 and needle bearing 17
onto the hub of the rear carrier assembly.
Retain them with oil-soluble grease.
of the gear unit assembly (Figure 723). Attach
a hoist to the eyebolt on the lifting bracket.
Lower the gear unit assembly (as assembled in
Paragraph 617) into the transmission housing,
engaging the teeth of the four carrier pinions
and the internal splines in the carrier hub with
the internal teeth of the rear ring gear and
external splines of the output shaft.
8. Install thirteen pre-selected second-clutch
plates beginning with an external-tanged plate
and alternately installing seven external-tanged
3. Tighten bolts sufficiently to retain the adapter.

4. Invert the transmission (front upward).

715

second-clutch plates. Be sure the snapring gap
is located at the top of the transmission housing (Figure 731).
b. Center Support
CAUTION:
Improper installation of sealrings may cause
center support. The lips of the sealrings must
be toward the cavity in the center support.
3. Install the special 38-16 x 3 inch 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 selective snapring (Paragraph 74b(7))
that retains the center support (Figure 725). Be
sure the gap of the snapring is at the top of the
711. INSTALLING THIRD, FOURTH,

FORWARD CLUTCHES
NOTE:
have been established. One method is by direct measurement as outlined in Steps (4) and (5). The alternate method is by stack dimension computation
outlined in Paragraph 629. If the stack method is
used, disregard Steps (4) and (5).
a. Third Clutch, Fourth Clutch
1. Prior to the installation of the fourth-clutch assembly, be sure the bearing races at both the
front and back are in place (Figure 656 and 6
57). Check also that the sealrings, bearing, and
race are in place on the center support. Be sure
the inner lube-direction lip of the race on the
center support is 0.233 inch (5.9 mm). Install
the fourth-clutch assembly.
2. When installing the third-clutch plates (Figure
732), the external-tanged clutch plates must
have a definite tang-to-slot relation. The tangs
must be installed into the shorter, narrower
slots (the wider slots are longer and extend to
the second-clutch plates). Figure 732 illustrates the proper tang-slot relationship (note
the wider space between two of the tangs and
its location).
CLUTCH PLATES (13)

SNAPRING
THIRD-CLUTCH
PLATE
Note tang
slot location
E03689.01
716
FOURTH-CLUTCH
ASSEMBLY
E03736.01
Figure 732. Installing Third-Clutch Plates
CAUTION:
Be sure the clutch plate next to the piston is a
thick plate.
3. Install eight third-clutch plates as follows (Figure 732). Beginning with a thick externaltanged plate, alternately install four externaltanged plates and four internal-splined plates.
Refer to Paragraph 72b(1).
4. Install backplate 2 (Foldout 14,B) and white
color coded snapring 1. Be sure the gap of the
snapring is at the top of the transmission housing.
5. Check the third-clutch clearance by inserting a
feeler gauge between the snapring and the
backplate of the third clutch (Figure 733).
Any dimension between 0.0400.064 inch
plates with new plates to establish the desired
clearance. If the assembly is satisfactory, continue assembly with Paragraph 711b.
6. If the clearance is not satisfactory, replace the
plates in the third clutch as required to obtain a
satisfactory clearance. Refer to Paragraph 72b
and wear limits in Section 8.
NOTE:
Do not remove the support ring from the fourthclutch housing.
SNAPRING
FOURTH CLUTCH
THIRD-CLUTCH
BACKPLATE
7. Place lifting bracket J 24209 under the spring

retainer of the fourth-clutch assembly (refer to
Figure 536). Align the internal splines of the
third-clutch plates and the sun gear shaft to the
fourth-clutch housing. Install the housing.
8. Be sure the bearing race at the top (front) of the
clutch is in place. If not, lubricate it with oilsoluble grease and install.
b. Forward Clutch
WARNING!
Be sure the forward-clutch hub and the fourthclutch driving hub are installed into the forwardclutch assembly as shown in Figure 655. If these
two hubs are installed into the fourth-clutch
housing by mistake, the transmission will operate in reverse when the driver selects any forward range.
1. Prior to installing the forward-clutch assembly,
make sure the thrust bearing race and thrust
bearing have been installed at the rear of the
clutch assembly. Install thrust race 2 (Foldout
13,B) (cup side first) onto the forward-clutch
housing. Install needle bearing 24 (Foldout
13,A) onto race 23 (refer to Foldout 1). Retain
the bearing and race with oil-soluble grease.
2. Install alignment fixture J 24221. Engage the
fourth-clutch plates by applying air pressure to
the fourth-clutch piston (Figure 734). If all
plates do not engage tool J 24221, the fixture
will rise slightly when air pressure is applied.
3. Hold air pressure in the clutch and remove the
fixture. Install lifting fixture J 33079-1 to the
turbine shaft (Figure 735) and lift into installation 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).
E03737.01
Figure 733. Installing Third-Clutch Snapring
5. Make sure the thrust bearing race on the front

of the forward-clutch assembly is installed
(Figure 736). If not, apply oil-soluble grease
to the race and install it.
717

J 24221
THIRD-CLUTCH PLATES
6. Be sure to install a new center support bolt.

Tighten the bolt to 3946 lb ft (5362 Nm)
(Figure 737).
712. INSTALLING TORQUE

CONVERTER HOUSING
(Models Without Input Retarder)
1. Place the converter housing assembly (as assembled in Paragraph 66) 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
Figure 734. Applying Air Pressure to

Fourth-Clutch Piston
If assembly includes front pitot blocker 27 (Foldout

13,A), it may be installed now. Tighten the screws to
3048 lb in. (35 Nm) (Figure 739). If installed,
disregard Steps (5) and (8).
CAUTION:
Improper installation of the two sealrings onto
the front support hub may cause transmission
failure. Refer to Paragraph 46g for proper installation procedure.
J 33079-1
TURBINE SHAFT
FORWARD-CLUTCH
ASSEMBLY
COLLECTOR
RING
TRANSMISSION
HOUSING
PTO
GEAR
E03683.01
Figure 735. Installing Forward-Clutch Assembly
718
3. Install the sealrings onto the front support hub.

Attach a lifting sling to the converter housing
(Figure 736). Raise the converter housing
assembly above the transmission.
4. Install two 12-13 x 238 inch guide screws
J 1126, one in the converter housing and one in
5. Install two #1032 x 6 inch guide screws
J 6889-1 into the pitot tube. Exit port of pitot
tube must face toward guide screws (Figure
736). Install the pitot tube and guide screws
so that the guide screws enter the screw holes
in the converter housing, and entrance port of
pitot tube faces outward (toward pitot collector ring) (Figure 736).
6. Install the converter housing onto the transmission housing, using care to avoid damage to the
pitot tube and collector ring (Figure 736).
7. Install seven 12-13 x 2 inch bolts and lockwashers at the inside of the converter housing
(Figure 738) and finger tighten the bolts.
8. Install the pitot tube screws and washers as
each guide screw is removed (Figure 739).
Tighten the screws to 3048 lb in (35 Nm).
CONVERTER GROUND
SLEEVE
9. Install nine 12-13 x 2 inch bolts with lockwashers through the transmission housing into
the converter housing (Figure 738). The two
remaining bolts and lockwashers cannot be
installed until the mounting bracket is
removed. Tighten all converter housing bolts to
5060 lb ft (6881 Nm).
10. Tighten the center support anchor bolt to 39
46 lb ft (5362 Nm) (Figure 737).
for initial installation procedures (refer to rebuild Paragraph 69).
LIFTING SLING
CONVERTER HOUSING
BOLT (7), 12-13 x 2 in.
WASHER (7), 12 in.
CONVERTER
HOUSING
J 1126
J 6889-1
J 1126
OIL COLLECTOR RING
PITOT TUBE
OR
BLOCKER
BEARING
RACE
TRANSMISSION
HOUSING
E03730.01
TRANSMISSION
HOUSING
BOLT (11), 12-13 x 2 in.
WASHER (11), 12 in.
E03740.01
Figure 736. Installing Converter Housing Assembly

Figure 738. Installing Converter Housing Bolts
CONVERTER
HOUSING
BOLT (7), 12-13 x 2 in.

WASHER (7), 12 in.
ANCHOR
BOLT
SCREW (2), #10-32 x 2 in.
WASHER (2), #10
E03677.01
E03685.01
Figure 737. Center Support Anchor Bolt
Figure 739. Installing Pitot Tube Screw
719

2. Install two 12-13 x 214 inch self-locking bolts,
with flat washers, into the recessed holes in the
mounting pad (at the 8 oclock position,
viewed from front of transmission. Tighten the
9. Install the PTO idler gear and spindle (Figure

740). Install the gear and spindle into the bore
near the top of the converter housing, aligning
the bolt hole in the spindle with the tapped hole
in the housing.
3. Install a 12-13 x 212 inch bolt (counterclockwise) with a lockwasher into the next bolt hole.
10. Retain the gear and spindle with a 12-13 x 314

inch self-locking bolt. Tighten the bolt to 81
97 lb ft (110132 Nm) (Figure 740).
4. Install a 12-13 x 334 inch bolt, with lockwasher, at the five oclock position (older models use a 218 inch bolt). Install three
12-13 x 218 inch bolts, with lockwashers, into
the remaining holes. Tighten the bolt to 5060
lb ft (6881 Nm).
5. Install the pitot tube screws and washers as
each guide screw is removed (Figure 739).
Tighten the screws to 3048 lb in. (35 Nm).
6. Install eleven 12-13 x 2 inch bolts, with lockwashers, through the front flange of the transmission housing, into the rear of the converter
housing. (Some bolt holes may be blocked by
mounting fixture, install bolts when removed
from fixture.) Tighten the bolts to 5060 lb ft
(6881 Nm).
NOTE:
For transmissions equipped with a power takeoff at
the top and/or side of the converter housing, continue assembly as applicable in the following steps.
7. On earlier models, install PTO idler gear
assembly 30 (Foldout 12,A) onto the spindle
near the bottom of the converter housing.
Install retainer 29, lockwasher 28, and bolt 27
to retain the gear assembly. Tighten the bolt to
83100 lb ft (113136 Nm).
8. On later models, install gear assembly 30
(Foldout 12,A) into the converter housing.
Install sealring 51 (Foldout 11,A) onto spindle
52. Coat the spindle with oil-soluble grease.
Align the gear with the spindle bore in the
housing. Install spindle 52 by driving it forward with a soft mallet until its larger diameter
seats against the inner race of the bearing in the
gear. Install lockwasher 53 and 12-20 x 334
inch bolt 54 to retain the spindle. Tighten the
bolt to 83100 lb ft (113136 Nm).
720
11. Install the scavenge pump assembly onto the

mounting pad (Figure 741). Through holes in
the pump drive gear, install three 38-16 x 212
inch bolts, with lockwashers, to retain the
pump. Install a 3816 x 78 inch self-locking
bolt to retain the lug on the pump suction tube.
12. Tighten the pump mounting bolts to 2632 lb ft
(3543 Nm) (Figure 741). Tighten the tube
lug bolt to 3643 lb ft (4958 Nm).
713. INSTALLING HYDRAULIC INPUT

RETARDER COMPONENTS
a. Housing, Front Support
1. Make sure the thrust race and needle bearing
have been installed at the rear of the input retarder housing assembly. Also check that the
needle bearing rear race is in place at the front
of the forward-clutch (Figure 742).
CAUTION:
Improper installation of the two sealrings onto
the front support hub may cause transmission
failure. Refer to Paragraph 46g for proper installation procedures.
2. Install the sealrings onto the front support hub.
Install a 12-13 x 7 inch headless guide bolt into
a tapped hole in the front of the transmission
housing.
3. If pitot block 27 (Foldout 13,A) is used, install
it onto the rear of the front support (at rear of
input retarder housing. Retain the block with
two screws 18 (Foldout 12,B), and washers 17.
Tighten the screws to 3048 lb in (35 Nm).
4. Install two #1032 x 6 inch guide screws
J 68891 into the pitot tube. The exit port
(between tapped holes) of the pitot tube must
face toward the guide screws (Figure 742).
Position the guide screws and pitot tube in the
pitot collector ring so that the entrance port of
the tube faces outward (toward lip of collector
ring (Figure 742).
5. Align the new gasket with the bolt circle pattern. Position the input retarder housing assembly (Figure 742) so that the flat outer side is
toward the right side of the transmission.
6. Lower the input retarder housing, engaging the

guide bolt with the proper bolt hole in the
housing. Continue to lower the housing until
the pitot tube guide screws enter the pitot tube
screw holes. Seat the retarder housing on the
transmission housing. Place a 12 x 6 inch bolt
into a hole opposite the 7 inch guide bolt, and
align the housing until the 6 inch bolt drops
freely through the hole in the transmission
housing front flange.
7. Remove the 6 inch bolt, leaving the 7 inch
headless bolt in place.
IDLER SPINDLE
BOLT, 12-13 x 314 in.
b. Rotor Components
1. Coat thrust bearing races 8 and 12 (Foldout
12,B) with oil-soluble grease, and install them
(flat sides first) onto the front and rear hubs of
the retarder rotor assembly.
PTO IDLER GEAR
2. Coat bearing assemblies 7 and 13 with oil-soluble 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
HOUSING
E03674.01
Figure 740. Installing Top PTO Gear Retaining Bolt
SCAVENGE PUMP
ASSEMBLY
FORWARDCLUTCH
ASSEMBLY
J 6889-1
BOLT (3), 38-16 x 212 in.

SUCTION TUBE
BOLT, 38-16 x 78 in.
SUCTION TUBE
RETAINING CLIP
BEARING
RACE
PITOT
TUBE
TRANSMISSION
HOUSING
E03673.01
Figure 741. Installing Scavenge Pump Assembly
E03741.01
Figure 742. Installing Input Retarder Housing
721

5. Coat sealrings 9 and 11 with oil-soluble grease
and install them onto the front and rear hubs of
the rotor assembly.
6. Install the rotor assembly (Figure 743) (bolt
heads upward toward front of transmission),
onto the turbine shaft splines. Seat the rotor on
the thrust bearing race at the rear. When the
rotor is seated, the rotor front vanes should be
approximately one inch below the front surface
of the retarder housing.
4. Install eight 12-13 x 6 inch bolts, with lockwashers, through the front flange of the transmission housing, the input retarder housing,
and into the rear of the converter housing.
5. Install three 12 inch lockwashers, and three
12-20 nuts, onto the studs projecting through
the transmission housing front flange. Tighten
the nuts to 5060 lb ft (6881 Nm).

CONVERTER HOUSING
(Models With Input Retarder)
1. Make sure bearing race 6 (Foldout 12,B) and

sealring 1 are in place at the rear of the converter housing assembly (as rebuilt in Paragraph 68).

1. Make sure that bearing race 6 (Foldout 12,B)
and sealring 1 are in place at the rear of the
converter housing assembly (as rebuilt in Paragraph 67).
2. Using a hoist, lower the converter housing onto
the input retarder housing, engaging the
12-13 x 7 inch headless guide bolt projecting
from the input retarder housing. The three studs
engage holes in the input retarder housing.
3. Install seven 12-13 x 6 inch bolts, with lockwashers, into the holes inside the front of the
converter housing (remove 12-13 x 7 inch
headless guide bolt to install the last bolt).
2. Using a hoist, lower the converter housing onto

the input retarder housing, engaging the
12-13 x 7 inch headless guide bolt projecting
from the input retarder housing (Figure 744).
The three studs engage holes in the input
retarder housing.
3. Install two 12-13 x 614 inch bolts, with flat
washers, into the recessed holes in the scavenge pump mounting pad (Figure 745).
4. Into the next bolt hole, counterclockwise,
install a 12-13 x 614 inch (early models) or 612
inch (later models) bolt, with a lockwasher
(Figure 745).
HOIST
LIFTING SLING
RETARDER
ROTOR ASSEMBLY
SEALRING
INPUT RETARDER
HOUSING
BEARING ASSEMBLY
BEARING RACE
CONVERTER
HOUSING
GUIDE BOLT
ROTOR ASSEMBLY
INPUT RETARDER
HOUSING
722
TRANSMISSION
HOUSING
E03742.01
E03681.01
Figure 743. Installing Retarder Rotor Assembly
STUD (3), 12-13 x

12-20 x 6.40 in.
Figure 744. Installing the Converter Housing
PUMP ASSEMBLY
OVERHAUL STAND
LOCKWASHER, 12 in.
BOLT, 12-13 x 614 in.
HUB
SEALRING
LOCKWASHER, 12 in.
BOLT, 12-13 x 612 in.
LOCKWASHER, 12 in.
BOLT, 12-13 x 614 in.
LOCKWASHER, 12 in.
BOLT, 12-13 x 734 in.
SLOT
LOCKWASHER, 12 in.
BOLT, 12-13 x 612 in.
E03679.01
Figure 745. Installing Converter Housing Bolts

(Input Retarder Models)
5. Install a 12-13 x 614 inch (early models) or

734 inch (later models) bolt, with a lockwasher, into the hole nearest the side PTO gear
spindle (Figure 745). Install three 12-13 x 614
inch bolts, with lockwashers, into the three
remaining holes.
6. Tighten the seven bolts installed in Steps (3)
through (5) to 5060 lb ft (6881 Nm).
7. Install eight 12-13 x 6 inch bolts, with lockwashers, through the front flange of the transmission housing, the input retarder housing,
and into the rear of the converter housing.
8. Install three 12 inch lockwashers, and three
1220 nuts, onto the studs projecting through
the transmission housing front flange.
9. Tighten the eight bolts and the three nuts to
5060 lb ft (6881 Nm).
10. For transmissions equipped with a power takeoff at the top and/or side of the converter housing, complete the installation as outlined in
Paragraph 712b Steps (7) through (12).

CONVERTER PUMP, STATOR
ASSEMBLIES
a. Pump Assembly
NOTE:
After transmission S/N 2081, the pump bearing is
press fit on the ground sleeve. It may be necessary
to heat the hub and bearing area of the pump as-
GROUND
SLEEVE
E03670.01
sembly to 300F (149C) with oil before installation.

Figure 746. Installing Torque Converter
Pump Assembly
1. Install the torque converter pump assembly, (as

rebuilt in Paragraph 65), onto the ground
sleeve (Figure 746) and check the sealring on
the hub. Align the slots in the pump hub with
tangs in the oil pump drive gear as the pump is
being installed.
2. Install spacer 26 (Foldout 10,A) onto the converter ground sleeve.
NOTE:
If special tool J 26598-A is not available, install the
snapring with snapring pliers. Do not scrape the
ground sleeve splines during installation.
3. Place snapring 25 into tool J 26598-A as follows. Close the jaws of the tool by rotating the
adjusting nut (Figure 747). Place the snapring
in the tool, under the safety guards. Position
the jaws of the tool in the snapring gap. Open
the jaws of the tool by rotating the adjusting
nut to the stop nut.
4. Place the tool with snapring 25 over the ground
sleeve. Open the safety guards to position the
snapring (Figure 748).
5. Close the jaws, set the snapring in its bore in
the ground sleeve, and remove the tool.
6. On models that do not include an enginedriven power takeoff, install sealring 31 (Fold-
723

SAFETY GUARD
HANDLES
716. INSTALLING VALVE BODIES

NOTE:
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 operation. The bolt torque sequence has a proven, direct
effect on transmission shifts.
JAW
ADJUSTING
NUT
STOP
NUT
JAWS
a. Valve Bodies For HT 740, HT 747

J 26598-A
SNAPRING
SAFETY GUARDS
E03668.01
out 10,A) near the outer bolt holes of the pump

(Figure 748).
Figure 747. Converter Pump Snapring Tool
TOOL, J 26598-A
CONVERTER
PUMP
GROUND
SLEEVE
SEALRING
BEARING
RETAINER
Do not allow the selector valve to fall out during

handling of the assembly.
NOTE:
On transmissions with 412 inch oil pans, the oil return 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
primarily affected by the spray. This spray has been
observed to alter dipstick readings, complicating
proper oil level calibrations. To eliminate the spray,
replace the slotted oil return baffle with a new baffle.
E03669.01
Figure 748. Installing Converter Pump Snapring
b. Stator Assembly
1. Install the freewheel roller race and stator assembly, as rebuilt in Paragraph 64.
2. Rotate the stator clockwise to check for freedom of rotation. The stator should lock if counterclockwise rotation is attempted.
724
CAUTION:
2. Install the control valve assembly (as assembled in Paragraph 630), onto the transmission,
using the guide screws as support. The groove
in the selector valve must engage the pin on the
detent lever.
LOCKSTRIP (6)
BOLT (12), 38-24 x 114 in.

J 24315-3 into opposite holes in the bottom of
3. Install the oil return baffle and retain it with two

14-20 x 112 inch bolts marked A (Figure 750).
4. Install two 14-20 x 112 inch bolts B and two
14 inch washers through the oil transfer plate
and into the transmission housing. Bolts A and
B retain the oil transfer plate, separator plate,
and control valve assembly to the transmission housing (Figure 750). Tighten the bolts
to 812 lb ft (1116 Nm).
10. Hand install the rest of the bolts C and D.
NOTE:
The detail main valve body is held to the transmis-
sion by bolts C, D, and G of Figure 750.

Later models use fifteen 14-20 x 3 inch bolts C,
three 14-20 x 312 inch bolts D, and one

14-20 x 212 inch bolt G.
Earlier models use seventeen 14-20 x 3 inch
bolts C (two of which were replaced by

14-20 x 312 inch bolts at the lower D positions
in later models), one 14-20 by 312 inch bolt D at
the upper D position, and one 14-20 x 212 inch
bolt G.
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.
11. Tighten any loose bolts to 46 lb ft (68 Nm)

using a circular inside-out pattern.
12. Tighten these bolts to 812 lb ft (1116 Nm)
NOTE:
Some transmissions use lockup cutoff valve body assembly 2 (Foldout 21,A) retained by eight 14-20 x 3
inch bolts; the rest use a cover plate retained by
eight 14-20 x 214 inch bolts (early models use 2 inch
bolts) marked E in Figure 750.
CAUTION:
The bolts should be started by hand to prevent
binding.
CAUTION:
binding.
5. Install by hand bolt G and all bolts C and D
that will be hidden by valve body tubes and
their brackets.
6. Tighten bolt G to 46 lb ft (68 Nm). Tighten
the other bolts to 46 lb ft (68 Nm) 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
and their brackets, tighten them to 46 lb ft
(68 Nm).
13. Install the cover plate or lockup cutoff valve

body assembly and retain it with hand-started
bolts. Torque each bolt to 46 lb ft (68 Nm),
starting at one corner and following the perimeter of the plate or valve body assembly.
Using the same torque pattern, tighten the
DETENT
LEVER
HEADLESS GUIDE
BOLT (2)
8. Repeat the torque pattern in Step (6) until

each bolt has been tightened to 812 lb ft (11
16 Nm).
SELECTOR
VALVE
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 remain open.
9. Install the valve body tubes, the tube brackets,
and hand install the bolts that retain the
brackets.
CONTROL
VALVE ASSEMBLY
E03743.01
Figure 749. Installing Control Valve Assembly
725

BOLT E (8),
14-20 x 214 in.
COVER
PLATE
BOLT A,
14-20 x 112
GUIDE BOLT (2)

BAFFLE
BOLT A,
14-20 x 112 in.
SELECTOR
DETENT
CONTROL
VALVE
ASSEMBLY
BOLT G,
BOLT D (3),
OIL
TRANSFER
PLATE
BOLT C (15),
14-20 x 3 in.
BOLT B, 14-20 x 112 in.

WASHER, 14 in.
BOLT F (7),
14-20 x 112 in.
E03744.01
Figure 750. Valve Body Bolt Locations
14. Install seven 14-20 x 112 inch bolts marked F

through the separator plate, transfer plate, and
into the transmission housing. Tighten the
b. Valve Bodies For HT 750, HT 754CR
3. Install the oil return baffle and retain it with two

14-20 x 112 inch bolts marked A (Figure 752).
4. Install two 14-20 x 112 inch bolts B and two 14
inch washers through the oil transfer plate and
into the transmission housing (Figure 752).
Bolts A and B retain the oil transfer plate, separator plate and control valve assembly to the
transmission housing (Figure 754). Tighten
NOTE:
The detail main valve body is held to the transmis-
sion by bolts C, D, and E of Figure 752.

Later models use fifteen 14-20 x 3 inch bolts
NOTE:
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 operation. The bolt torque sequence has a proven, direct
affect on transmission shifts.
1. Install two guide screws J 243153 into opposite holes in the transmission housing (Figure
751).
2. Install the control valve assembly (as assembled in Paragraph 630), using the guide
screws as support, onto the transmission. The
groove in the selector valve must engage the
pin on the detent lever.
726
On transmissions with 4.5 inch oil pans, the oil return 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
primarily affected by the spray. This spray has been
observed to alter dipstick readings, complicating
proper oil level calibrations. To eliminate the spray,
replace the slotted oil return baffle with a new baffle.
14-20 x 212 in.
14-20 x 312 in.
BOLT B,
14-20 x 112 in.
WASHER, 14 in.
NOTE:
C, three 14-20 x 312 inch bolts D, and one

x 212 inch bolt E.
14-20
Earlier models use seventeen 14-20 x 3 inch
bolts C (two of which were replaced by

14-20 x 312 inch bolts at the lower D positions
in later models), one 14-20 x 312 inch bolt D at
the upper D position, and one 14-20 x 212 inch
bolt E.
Steps (5) through (12) install bolts C, D, and E. The
bolt torques and bolt torque sequences in these

Steps must be followed to maintain proper valve
body operation.
CAUTION:
binding.
SEPARATOR PLATE
TRANSFER
PLATE
LUBRICATION
VALVE
LOCKUP CUTOFF
VALVE
BOLT (8), 14-20 x 3 in.
CONTROL VALVE
ASSEMBLY
J 24315-3
E03667.01
E03665.01
Figure 751. Installing Control Valve Body

Figure 753. Installing Lockup Cutoff Valve (HT 750)
CAUTION:
C(15)
BAFFLE
SELECTOR
VALVE
BOLT, 0.725 LG.
A
BOLT (2), 14-20 x 112 in.
CONTROL VALVE
BODY ASSEMBLY
SELECTOR
LEVER DETENT
E
BOLT (3), 14-20 x 312 in.

D
SEPARATOR
PLATE
BOLT,
14-20 x 112 in.
LOCKWASHER
14 in.
BOLT,
14-20 x 212 in.
TRANSFER
PLATE
B
LOCKWASHER,
1
BOLT, 4 in.
14-20 x 112 in.
E03666.01
Figure 752. Control Valve Body Bolt Locations
5. Install by hand bolt E and all bolts C and D that

will be hidden by valve body tubes and their
brackets.
6. Tighten bolt E to 46 lb ft (68 Nm). Tighten
the other bolts to 46 lb ft (68 Nm) 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
and their brackets, tighten them to 46 lb ft (6
8 Nm).
8. Repeat the torque pattern in Step (6) until
each bolt has been tightened to 812 lb ft (11
16 Nm).
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 remain open.
9. Install the valve body tubes, the tube brackets,
and hand install the bolts that retain the
brackets.
10. Hand install the rest of the bolts C and D.
11. Tighten any loose bolts to 46 lb ft (68 Nm)
12. Tighten these bolts to 812 lb ft (1116 Nm)
NOTE:
Some transmissions use the lockup cutoff valve
body assembly (Figure 753) retained by eight
14-20 x 3 inch bolts; the rest use cover plate 23
(Foldout 16,B) retained by eight 14-20 x 214 inch
bolts (early models use 2 inch bolts).
CAUTION:
binding.
727

13. Install the cover plate or lockup cutoff valve
body assembly and retain it with hand-started
bolts. Torque each bolt to 46 lb ft (68 Nm),
starting at one corner and following the perimeter of the plate or valve body assembly. Using
the same torque pattern, tighten the bolts to 8
12 lb ft (1116 Nm).
BOLT "A"
14. Install the low shift valve body (Figure 755)

and retain it with one hand-started 14-20 x 234
inch bolt.
15. Install the low trimmer valve body (Figure 755)
and retain it with six 14-20 x 4 inch hand-started
bolts.
16. Torque each bolt to 46 lb ft (68 Nm) following the pattern shown in Figure 756. Using the
same torque pattern, tighten the bolts to 812
lb ft (1116 Nm).
BOLT "B"
E03663.01
Figure 754. Valve Body Assemblies (HT 750)
717. 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.
2. Install the oil screen so the intake tube and sealring fit squarely and snugly into the transmission housing (Figure 757). 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 516-18 x 158 inch bolt and 516 plain
washer (Figure 758). Later models use a
spacer located on the bolt between the oil
screen and valve body. Tighten the bolt to 17
20 lb ft (2327 Nm).
4. On the 7 inch deep oil pan, retain the oil screen
with one 516-18 x 234 inch bolt, 516 plain
washer and two spacers. Tighten the bolt to
1720 lb ft (2327 Nm).
LOCKUP CUTOFF
VALVE BODY
SIGNAL TUBE
CONTROL VALVE
BODY ASSEMBLY
LOW TRIMMER
VALVE BODY
LOW SHIFT
VALVE BODY
E03662.01
Figure 755. Installing Signal Tube (HT 750)

J 33872 into the transmission housing (Figure 758).
CAUTION:
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
flange bead.
728
V03745
Figure 756. Low Trim and Shift Body Torque Pattern
SEALRING
J 3387-2
OIL
SCREEN
SCREW, 516-18 x 158 in.
INTAKE
PIPE
HOUSING
OIL PAN
GASKET
E03746.01
Figure 757. Installing Oil Screen
Figure 758. 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
in the housing (Figure 758).
7. To install the oil pan (Figure 759) use twentythree 516-18 x 58 or 1116 inch bolts. Alternately, 180 degrees apart, tighten each bolt to
approximately half the final torque. Final
torque should be 1013 lb ft (1418 Nm) for
58 inch plated bolts and 1316 lb ft (1822
Nm) for 1116 inch bolts. Pan bolts must retain
a minimum of 5 lb ft (7 Nm) torque after gasket set to prevent leakage.
E03747.01
J 3387-2
OIL PAN
BOLT (23), 516-18
b. 812 Inch Oil Pan, Screen

2. Install the oil screen so the intake tube and
sealring fit squarely and snugly into the transmission housing (Figure 757). Do not twist
the oil screen during installation, push straight
inward. If used, install the retaining bolt
spacer.
3. Retain the oil screen with three 516-18 x 314
inch bolts or three 14-20 x 314 inch bolts and
tighten the bolts to 812 lb ft (1116 Nm).
J 33872 into the transmission housing (Figure
758).
E03629.01
Figure 759. Installing Oil Pan Bolts
CAUTION:
flange bead.
5. Install a new oil pan gasket over the guide
screws and align all holes in the gasket with
those in the housing (Figure 758).
6. To install the oil pan, use twenty-three
516-18 x 434 inch bolts. Alternately, 180 degrees
729

apart, tighten each bolt to 68 lb ft (810 Nm).
Using the same torque pattern, tighten each
bolt to 1316 lb ft (1822 Nm). To prevent
leakage after the gasket has set, the pan bolts
must retain a minimum of 5 lb ft (7 Nm).
7. Install oil pan gasket and pan onto the oil pan
adapter. Retain the oil pan with thirty-seven
516-18 x 114 inch bolts and lockwashers (36 in
later models), three 516-18 x 334 or 5 inch
bolts and lockwashers, and one 516-18 x 212 or
2 inch bolt and lockwasher. Tighten the bolts to
1316 lb ft (1822 Nm).
NOTE:
Some transmissions between S/N 2510165294 and
251016673 have 8.5 inch oil pans with P/N 29507909
for drain plug washer 27 (Figure 17,B). Oil may
leak past this washer because its large OD will not
properly seat in the counter bore surface of the oil
pan. Drain plug washers P/N 29507909 must be replaced by washers P/N 29511756 which have a
smaller OD.
c. 412 Inch Oil Pan, Screen
2. Install the oil screen so the intake tube and
sealring fit squarely and snugly into the transmission housing (Figure 757). Do not twist
the oil screen during installation, push straight
inward.
3. Retain the oil screen with one 516-18 x 58 or
1116 inch bolt. Tighten the bolt to 1316 lb ft
(1822 Nm).
CAUTION
a. Align Flywheel for Installation

1. Position the transmission horizontally (Figure
760).
2. Place the flywheel assembly (as assembled in
Paragraph 63) on a work table (ring gear side
down). Install two 38-24 x 2 inch guide screws
J 24315-2 into the flywheel mounting holes
(Figure 760). Be sure the sealring on the end
of the input shaft is in place (Figure 760).
3. Carefully lift the flywheel to a vertical position
and attach lifting bracket J 24365 opposite one
guide screw. Retain the bracket with 12-20
bolts.
4. Attach a hoist to the lifting bracket. Align the
flywheel assembly with the transmission (Figure 760).
b. Installation

flange bead.
4. Install a new oil pan gasket onto the transmission housing. Align the holes in the gasket with
those in the housing.
5. Install the oil pan adapter onto the transmission housing. Retain the adapter to the housing with twenty 516-18 x 134 inch bolts
(516-18 x 158 inch bolts on earlier models)
and twenty lockwashers. Tighten the bolts to
1316 lb ft (1822 Nm).
6. Install oil pan adapter gasket onto the oil pan
adapter. Align all the holes in the gasket to
those in the oil pan adapter.
730
718. INSTALLING FLYWHEEL,

LOCKUP CLUTCH, TORQUE
CONVERTER TURBINE
NOTE:
For transmissions with 777 torque converters, the
flywheel assembly is attached to the converter housing by special bolts 44 (Foldout 10,A) and nuts 45.
1. Push flywheel assembly straight onto the transmission, aligning guide screws J 243152 with
corresponding bolt holes in the converter
pump. Engage turbine splines with the forward-clutch shaft splines (Figure 761).
2. Using the access hole at the top of the converter housing, install one 38-24 x 114 inch
bolt and one 38 inch flat washer or one special
bolt and nut through the converter housing into
the flywheel assembly (Figure 762).
HOIST
J 24310
INPUT RETARDER
HOUSING
CONVERTER
HOUSING
CONVERTER HOUSING
J 24365
STATOR
ASSEMBLY
PTO GEAR
J 24315-2
SEALRING
RETARDER
VALVE
E03626.01
Figure 762. Installing Flywheel Retaining Bolts
TURBINE
J 24315-2
FLYWHEEL
ASSEMBLY
CONVERTER
PUMP
c. Transmission Front Cover

(Remote Mounting) (Foldout 9,B)
E03628.01
Figure 760. Installing Flywheel and Turbine
HOIST
CONVERTER
HOUSING
GUIDE BOLT
J 24315-2
J 24365
LIFTING TOOL
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
and bearing 6 half full of high temperature grease.
1. Install a new sealed bearing 6 (Foldout 9,B) if
removed from converter drive housing 7. Seat
the bearing against the hub shoulder.
2. Install two 716-14 headless guide bolts into the
front cover, 180 degrees apart (Figure 763).
3. Install cover gasket (Figure 763).
4. Install the front cover onto the converter housing (Figure 763).
FLYWHEEL
ASSEMBLY
CONVERTER
PUMP
E03627.01
Figure 761. Installing Flywheel Onto

the Converter Pump
3. Release the hoist and remove the lifting

bracket.
4. Install the remaining 29 bolts and flat washers
or thirty-five special bolts and nuts (Figure 7
62). Remove guide screws J 24315-2 prior to
installing the last two bolts and washers.
5. Tighten the bolts or special bolts and nuts to
4149 lb ft (5666 Nm).
5. Install twenty of twenty-two 716-14 x 112 inch

bolts and lockwashers through the converter
housing into the input drive cover. Remove the
guide bolts and install the remaining two bolts
and lockwashers. Tighten bolts to 4250 lb ft
(5768 Nm).
719. INSTALLING EXTERNAL

COMPONENTS
a. External Components
1. For earlier models, install the modulator pressure valve actuator rod (Figure 764). Retain
the rod with a plastic cup plug.
731

TRANSMISSION FRONT
COVER
ACTUATOR ROD
GUIDE
BOLT
GASKET
GUIDE
BOLT
CONVERTER
HOUSING
E03748.01
E03623.01
Figure 763. Installing Transmission Front Cover
2. Install the modulator valve retainer and secure

it with one 516-18 bolt (Figure 765). Do not
tighten the bolt at this time (modulator actuator
will be installed when the transmission goes
into the vehicle).
3. On transmissions equipped with a 2-bolt top
cover, install items 1 through 3 (Foldout 11,B).
4. On transmissions equipped with a six-bolt
cover on the transmission housing, install
items 58, 59, 60, and 61 (Foldout 16,B).
Figure 764. Installing Modulator Actuator Rod

(Earlier Models)
720. INSTALLATION OF TRANSFER

GEAR HOUSING ADAPTER
ASSEMBLY, TRANSFER GEAR
HOUSING, DISCONNECT
CLUTCHES, OUTPUT, INPUT
FLANGES
a. Transfer Gear Housing Adapter Assembly
(Foldout 19,B)
5. On transmissions equipped with an eight-bolt

top and/or side cover on the converter housing,
install items 25 through 28 (Foldout 11,A) and/
or items 39 through 42. Tighten the bolts to
4250 lb ft (5768 Nm).
1. Attach 3-leg lifting sling to rear of adapter

housing assembly 9.
6. If used, install the neutral start switch with

J 33410 socket wrench. Torque the switch to
5060 lb ft (6881 Nm). When the switch is
not used, torque the plug to 2530 lb ft (34
41 Nm).
3. Lift off assembled adapter assembly 9.
2. Remove the two bolts and lockwashers

installed temporarily in Paragraph 79d.
CAUTION:
Do not bump governor support pin 13 when installing the output shaft assembly (33 or 40).
b. Input Retarder Valve Body

1. Install input retarder valve body gasket 8
(Foldout 21,B).
2. Install input retarder control valve body assembly 9 onto the input retarder housing.
3. Retain the valve body with two 38-16 x 258
inch bolts, four 38-16 x 334 inch bolts, and two
38-16 x 434 inch bolts (all with lockwashers).
Tighten the eight bolts evenly to 2632 lb ft
(3543 Nm).
732
4. Install output shaft assembly 33 or 40 onto end

of transmission main shaft.
5. Install gasket 8 with holes and cutouts aligned
with those in main housing.
6. Lubricate sealing lip of seal 11 and the sealing
surface of output shaft with oil-soluble grease.
7. Carefully lift housing adapter assembly 9 into
place over the shaft and guide the shaft through
seal 11.
2. Check the angular position of the dropbox as
marked at disassembly in Paragraph 54.
Install rear gasket 39 (Foldout 19,B), aligning
holes with those in adapter housing.
GOVERNOR
COVER
3. Carefully lower the dropbox into place and

seat bearing 3 (Foldout 22,B) into the bearing
bore in the dropbox.
BOLT, 516-18 x 34
4. Install twenty-one 12-13 x 134 inch bolts 19

(Foldout 19,B), with lockwashers 20, through
the thicker bosses.
MODULATOR
RETAINER
E03622.01
Figure 765. Installing Modulator Actuator Retainer
8. Lower housing adapter carefully and engage

dowel pins 14 and 15.
5. Install three 12-13 x 138 inch bolts 26, with

lockwasher 25, into the remaining three holes
having thinner bosses. Tighten the twenty-four
6. If cup plug 9 (Foldout 22,A), used with shaft
assembly 33 (Foldout 19,B), was removed,
coat the OD of the plug lightly with nonhardening 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
damage the seal or move the governor support
pin.
9. Carefully install transfer drive gear 2 (Foldout
22,B) with bearings 1 and 3 in place. Install
gear 2, long hub end first, onto output shaft.
10. If a threaded-end shaft is used, install the special 216 nut 45 (Foldout 19,B) on end of shaft
assembly.
11. Tighten the nut to 4550 lb ft (6168 Nm) and
stake the lip of the nut into the rear of the gear
at all of the six slots in gear hub. If the orientation of the nut does not interfere, stake the nut
against the right side of each notch.
CAUTION:
Front section of transmission must not be moved
before installing the dropbox. Rearward movement could allow the output drive shaft to damage the governor support pin and rear seal.
b. Transfer Gear Housing (Dropbox)
1. Attach hoist and lifting bracket or 3-leg sling
to the rear of the assembled transfer gear housing and lift the housing into position over the
transmission front section.
c. Output Manual Disconnect Clutches

NOTE:
The assembly parts and procedure for installing the
upper rear, lower rear, and lower front disconnectclutch housings to the transfer gear housing is similar. The installation procedure listed below is for
only one disconnect-clutch housing, but is applicable for all three disconnect housing installations. All
peculiar parts will be noted.
1. Install manual disconnect output clutch gasket
30 (Foldout 23,A).
2. Position and install disconnect housing 35,
and associated parts as assembled in Paragraph 628.
NOTE:
Note the size of the bolts used to retain the disconnect housing to the transfer gear housing for each of
the disconnect assemblies.
3. Install two 12-13 x 212 inch bolts 37 and lockwasher 36. Install four 12-13 x 112 inch bolts
41 and lockwasher 42. Tighten all six bolts to
6780 lb ft (91108 Nm).
733

d. Installing Output, Input Flanges
1. For shafts with a flange retained with nut, install output flanges per Paragraph 315.
BOLT (2), 38-16 x 78 in.

WASHER (2), 38 in.
ACCESSORY COVER
GASKET
2. For shafts with a flange retained with bolts,

install flanges onto the manual disconnect output shafts per Paragraph 317b, 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 gasket 4 and cover 3. Retain the cover with eight
12-13 x 114 inch bolts and eight lockwashers.
2. If bearing retainer assembly 12 (Foldout 22,A)
was used on the lower rear position of the
dropbox, install retainer gasket 8 and retainer
assembly 12. Fasten the retainer onto the dropbox with eight 12-13 x 114 inch bolts 11 and
lockwashers 10. Tighten the bolts to 6780
lb ft (91108 Nm).
721. REMOVING TRANSMISSION

FROM OVERHAUL STAND
a. Holding Fixture
1. Attach a hoist to the holding fixture that is secured to the transmission.
2. Remove all fasteners that retain the holding
fixture and the transmission to the overhaul
stand. Remove the transmission and fixture
from the overhaul stand.
3. Remove the four bolts and nuts that retain the
holding fixture to the transmission, then
remove the fixture.
b. Installation of Nuts and Bolts, Holding Fixture Removed. Install any nuts, bolts, or washers
that may have been blocked by the transmission
holding fixture (Figure 766). Tighten the nuts to
5060 lb ft (6881 Nm); tighten the bolts to 50
60 lb ft (6881 Nm).
722. CHECKING SHIFT POINTS

Refer to Paragraph 311 for procedures covering
checking and adjusting shift point speeds.
734
WASHER (2), 12 in.

BOLT (2), 12-13 x 2 in.
E03749.01
Figure 766. Installing Converter Housing Retainer Bolt
723. POWER TAKEOFF COMPONENTS

a. Existing Installation
1. Space limitations will determine whether the
PTO should be installed before or after the
transmission is installed.
2. The prescribed backlash between the drivegear (in transmission) and the driven gear (in
PTO) is 0.0060.029 inch (0.150.73 mm) for
engine and turbine-driven installations or as
specified by the PTO manufacturer.
CAUTION:
Cork or other soft gasket material cannot be
used to mount the PTO. Use only the shims or
gaskets recommended by the PTO manufacturer.
b. Determining Turbine-Driven PTO Backlash
1. Position tool J 34814 (Figure 767) onto PTO
pad with plunger engagement between two
drive-gear teeth.
2. Tighten the two hold-down bolts.
3. Measure the height between the gauge pin and
base plate (Figure 767) with a feeler gauge
and refer to the chart.
4. Install two headless guide bolts, one into the
top and one into the bottom of the PTO mounting pad. Place the required shims or gasket on
the guide bolts.
CAUTION:
NOTE:
The transmission and PTO can be damaged if the

PTO is installed with its driven-gear to the front
of the PTO drive-gear.
When instructions are not immediately available

from the vehicle manufacturer, the following method is suggested for determining the proper backlash.
5. If the PTO has a manual disconnect, be sure

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
the rear of the PTO drive-gear in the transmission.
1. Hold gear 1 (Figure 768) (transmission drivegear) by holding the input flywheel.
2. Move gear 2 (transmission driven-gear) in both
directions. Measure the backlash with an indicator as shown in Figure 768. This is quantity A.
6. Install the PTO on the mounting pad.

7. Connect the lubrication line (if used).
3. Hold the output shaft of PTO 4 (Figure 769)

stationary.
c. Determining Engine-Driven PTO Backlash
CAUTION:
The backlash in power takeoff (PTO) installations should be carefully checked. Excessive or
insufficient backlash can result in damage to the
transmission and the PTO assembly.
;;
4. Move gear 3 (PTO drive-gear) in both directions. Measure the backlash with an indicator
as shown in Figure 769. This is quantity B.
5. Hold gear 1 (transmission drive-gear) by holding the input flywheel.
TRANSMISSION
MAIN CASE
BASE PLATE
GAUGE PIN
MEASUREMENT
PTO PAD
HOLD-DOWN
BOLT
J 34814
MEASUREMENT
PTO DRIVE
GEAR
CORRECTION
0.0110.046 inch
(0.271.16 mm)
Correct Height
One 0.030 inch Gasket

(One 0.76 mm Gasket)
0.0470.070 inch
(1.191.78 mm)
Correct Height
Two 0.030 inch Gaskets

(Two 0.76 mm Gaskets)
V02394
Figure 767. Measuring Turbine-Driven PTO Backlash
735

6. Attach a steel strap (Figure 770) to the PTO
output shaft with a C clamp.
Read backlash
on indicator
Hold
indicator
stationary
TRANSMISSION
HOUSING
2
PITCH LINE
(APPROX. MIDDLE
OF TOOTH)
1
INDICATOR CONTACT
Hold drive gear
V02780.02
Figure 768. Determining PTO Drive-Gear Backlash
Hold PTO
output shaft
PTO OUTPUT
7. Mark off radius R on the strap (Figure 770).

Radius R is equivalent to the radius of the PTO
input drive-gear 3. Take the backlash measurement at this point on the strap.
8. Move the output shaft in both directions and
measure the backlash using an indicator as
shown in Figures 768 and 769. This is quantity C.
9. Add quantity A to quantity B, then subtract this
sum from quantity C. The remainder will be
the backlash between the transmission gear
and the PTO gear. Call this quantity D.
PTO HOUSING
Read backlash
on indicator
10. For safe PTO operation, the value of quantity D

should be 0.0060.029 inch (0.150.73 mm).
The formula is stated: D = C (A + B).
3
Hold
indicator
stationary
PITCH LINE (APPROX.
MIDDLE OF TOOTH)
d. New Installation
INDICATOR CONTACT
V02781.02
Figure 769. Determining PTO Driven-Gear Backlash
MEASUREMENT POINT
STEEL STRAP
R RADIUS EQUIVALENT
TO RADIUS OF PTO
R
INPUT DRIVE GEAR
R
PTO OUPUT
SHAFT
PTO
HOUSING
3
2. Speeds, type of duty, power requirements, and

other factors must be considered when adding a
PTO to a transmission. If the job requirements
of the PTO cannot be fully met by the transmission, the installation will not be satisfactory.
Also, the transmission could be damaged.
3. Follow all of the recommendations in Paragraph 723a.
1
Hold transmission
drive gear
V02782.02
Figure 770. Determining PTO

Drive-to-Driven-Gear Backlash
736
1. Contact Allison Transmission Division for approval of planned installation, or for recommendations.
CLAMP
TRANSMISSION
HOUSING
11. Continue PTO installation with instruction

from Paragraph 723b Steps (4) through (7).
4. If a lubrication source is required, the return line

from cooler-to-transmission may be tapped.
Provide a 0.060 to 0.110 inch (1.522.79 mm)
restriction in the lubrication circuit for enginedriven PTO, or 0.032 inch (0.81 mm) restriction
for turbine-driven PTO. This restriction is usually provided in the PTO.
Section 8 WEAR LIMITS AND SPRING DATA

81.
WEAR LIMITS DATA
a. Maximum Variations. Wear limits information

in this section shows the maximum wear at which
components are expected to function satisfactorily.
Table 81 lists the wear limits data and is referenced to
the exploded views (Foldouts 9 through 23) in the
back of this manual.
f. Hook-Type Sealrings. Sides of the sealring

should be smooth with maximum wear of 0.005 inch
(0.13 mm). The sides of the groove into which the
sealrings fit should be smooth within 50 microinches
(1.27 micrometers) and square with the axis of rotation within 0.002 inch (0.05 mm). A new sealring
should be installed if grooves are reworked or if there
is wear on the sealring outside diameter.
b. Cleaning, Inspection. Parts must be clean to permit effective inspection for wear or damage. Refer to
Section 4.
g. Oil Seals. Seals should be replaced if they show

signs of excessive hardening, scoring, cracking or
other indications of deterioration. (See Section 4.)
c. Bearings, Bearing Journals, Bores. The application of bearings to any product is based on the recommendations of the bearing manufacturer and therefore, no diametric dimensional deviation should be
permitted in the bearing or mated parts. Bearings
should be carefully checked for signs of distress
before reinstalling in the transmission.
d. Gears. Gears should be inspected for load pattern
and signs of distress. Any distress indicates a possible
future failure, and the reuse of the gears is the decision
of the individual customer, based on experience. Backlash cannot be used to establish critical wear of a gear.
The backlash tolerances are of such nature that a gear
usually pits, scuffs, scores, or galls long before the
gear wear becomes critical.
e. Splines. Unless severe, spline wear is not considered detrimental except where it affects tightness of an
assembly such as driveline flanges. Backlash cannot
be used to establish critical wear because both mating
parts must be concentrically located to obtain accurate
measurement of backlash.
82.
SPRING DATA
a. Springs must be clean to permit effective inspection. Springs should be replaced if there are signs of
overheating, wear due to rubbing adjacent parts, or
permanent set. Discard springs which do not meet the
load height specifications in the spring chart.
b. Inspection criteria (load vs. height) and identification characteristics of the springs are presented in
Table 82. The spring data are keyed to the exploded
views (Foldouts 9 through 23) in the back of this manual.
NOTE:
When more than one spring part number is listed
for the same location, refer to the HT 700 Series
Parts Catalog PC1268EN to determine which
spring is used in your specific assembly number.
81

Table 81. 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
Plate Minimum thickness
0.190
4.83
Minimum depth of oil grooves
0.008
0.20
Backplate Maximum face wear (plate contact area)
0.010
0.25
Backplate Maximum face wear (plate contact area)
0.010
0.25
13
Stator assembly (TC 470)
13
13
13
13
13
13
13

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
0.006
0.15
0.006
0.15
0.007
0.18
0.007
0.18
Foldout 10,B OIL PUMP ASSEMBLY

3, 5, 10
Body, gear, and cover

Gear 5 maximum end clearance between body 3 and cover 10
3, 7, 10
Body, gear and cover:

Gear 7 maximum end clearance between body 3 and cover 10
Foldout 12,A SCAVENGE OIL PUMP

9, 11, 13
Body, gear, and plate

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

Gear 18 maximum end clearance between body 9 and plate 13
82
WEAR LIMITS AND SPRING DATA

Table 81. Wear Limits (contd)
Wear Limit
Illustration
Description
inches
mm
Minimum thickness
0.0993
2.522
Maximum cone
0.010
0.25
0.090
2.29
0.008
0.20
0.390
9.91
Foldout 13,B FORWARD CLUTCH

20
21
External-tanged clutch plate
Internal-splined clutch plate Minimum thickness

22
Fourth-clutch driving hub

Minimum thickness, plate contact area
Foldout 14,A FOURTH-CLUTCH ASSEMBLY

3
Clutch backplate Minimum thickness
0.390
9.91
0.090
2.29
0.008
0.20
Minimum thickness
0.0993
2.522
Maximum cone
0.010
0.25
Third-clutch backplate Minimum thickness
0.490
12.45
0.1347
3.421
0.008
0.20
Minimum thickness
0.0993
2.522
Maximum cone
0.013
0.33
Minimum thickness
0.1161
2.949
Maximum cone
0.013
0.33
0.009
0.229

5
External-tanged clutch plate
Foldout 14,B THIRD CLUTCH, CENTER SUPPORT, SECOND CLUTCH

2
3, 25

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)
Foldout 15,A GEAR UNIT AND MAIN SHAFT ASSEMBLY

2
Thrust washer Minimum thickness
0.091
2.31
0.091
2.31
Front carrier bushing

0.0072
0.183
0.091
2.31
Maximum clearance on sun gear shaft 23

13
83

Wear Limit
Illustration
24, 26
Description
inches
mm
0.0064
0.163
0.009
0.229
Maximum clearance in carrier
0.0072
0.183
0.091
2.31
Sun gear shaft bushing

Maximum clearance on main shaft 36 (Foldout 15,A)
25
Sun gear shaft bushing 16 (Foldout 14,B)

Maximum clearance in support
Sun gear shaft bushing 7 (Foldout 15,A)
27
Foldout 15,B, GEAR UNIT AND MAIN SHAFT ASSEMBLY

Foldout 16,A
2
0.091
2.31
0.091
2.31
Front carrier bushing

0.0072
0.183
0.09
2.311
0.0064
0.163
0.009
0.229
Sun gear shaft Maximum clearance in carrier bushing 7

(Foldout 16,A)
0.0072
0.183
0.091
2.31
0.090
2.29
Minimum thickness
0.0993
2.522
Maximum cone
0.013
0.33
Minimum thickness
0.1161
2.948
Maximum cone
0.013
0.33
0.1347
3.421
0.008
0.20
Maximum clearance on sun gear shaft 23

13
24, 26

Sun gear shaft bushing
Maximum clearance on main shaft 36 (Foldout 15,B)
25
Sun gear shaft

Maximum clearance in support bushing 16 (Foldout 14,B)
27
Foldout 16,B TRANSMISSION MAIN HOUSING

8
Main housing
Reaction clutch plate tang groove, maximum depth
Foldout 18,A FIRST CLUTCH

1
External-tanged clutch plate (color code: red or yellow)
External-tanged clutch plate (color code: green or blue)

84

Wear Limit
Illustration
Description
inches
mm
Foldout 18,B ADAPTER HOUSING, LOW-CLUTCH PLATES

10
Adapter housing reaction clutch plate

Tang groove, maximum depth
15
0.090
2.29
0.1347
3.421
0.008
0.20
Minimum thickness
0.0993
2.522
Maximum cone
0.013
0.33
Minimum thickness
0.1161
2.949
Maximum cone
0.013
0.33
0.090
2.29
0.1347
3.421
Minimum thickness
0.0993
2.522
Maximum cone
0.013
0.33
Minimum thickness
0.1161
2.949
Maximum cone
0.013
0.33
0.0068
0.173
0.090
2.29
0.004
0.10
0.004
0.10

16
16
External-tanged clutch plate (color code: red or yellow)
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
14
15
External-tanged clutch (color code: red or yellow)
15
20
External-tanged clutch (color code: green or blue)
Low sun gear and hub bushing

Maximum clearance on output shaft 35 (Foldout 19,B)
Foldout 19,B ADAPTER HOUSING, LOW-CLUTCH PLATES

10
Adapter housing reaction clutch plate

Tang groove, maximum depth
Foldout 20,A REAR COVER, OUTPUT SHAFT AND GOVERNOR

14
Rear cover
Maximum clearance of governor bore to governor
22, 29
Output shaft bushing

Maximum clearance on main shaft 34 (Foldout 15,A),
34 (Foldout 15,B), 34 (Foldout 16,A)
85
86
Table 82. Spring Data
Foldout
Ref.
10,A
21
Spring
Stator freewheel
Part No.
6775852
Color Code
No.
Coils
Wire Dia.*
in. (mm)
No Color Code
Free
Length
in. (mm)
in.
(mm)
lb.
(N)
0.465
(11.81)
0.81
(20.6)
0.81
(20.6)
1.74
(44.2)
1.74
(44.2)
3.94
(100.1)
2.65
(67.3)
3.04
(77.2)
2.66
(67.6)
2.93
(74.4)
3.33
(84.6)
3.22
(81.8)
3.51
(89.1)
2.65
(67.3)
1.25
(31.8)
0.38
(9.7)
0.38
(9.7)
0.81
(20.6)
0.81
(20.6)
2.64
(67.1)
1.62
(41.1)
1.80
(45.7)
1.80
(45.7)
1.80
(45.7)
1.80
(45.7)
1.80
(45.7)
1.80
(45.7)
1.62
(41.2)
0.88
(22.4)
0.360.66
(1.62.9)
0.360.66
(1.62.9)
5.026.14
(24.327.3)
5.026.14
(24.327.3)
82.486.6
(366.5385.2)
21.123.3
(93.9103.6)
29.0031.00
(129.0137.9)
13.4414.36
(59.863.9)
17.6018.80
(78.383.6)
23.8025.40
(105.9113.0)
22.1023.50
(98.3104.5)
39.642.6
(176.1189.5)
21.123.3
(93.9103.6)
17.519.3
(77.885.9)
23018535 No Color Code
11,A
21
Lubrication valve
6837882
No Color Code
8.5
11,B
11
Lubrication valve
6837882
No Color Code
8.5
13,A
Main regulator valve
6839209
No Color Code
19
13,A
Lockup shift valve
6769252
Solid green
14
6838089
Green stripe
17
6838090
Solid white
16
6838520
Solid blue
16
6839268
Blue stripe
16
6839419
Solid orange
16
6880166
Solid green
17
13,A
13
Converter bypass valve
6769252
Solid green
14
13,B
13
Forward-clutch piston
release
6836138
Solid orange
10.2
* Mean dimension shown.
0.054
(1.37)
0.054
(1.37)
0.1285
(3.26)
0.08
(2.03)
0.092
(2.34)
0.081
(2.04)
0.081
(2.04)
0.081
(2.04)
0.081
(2.04)
0.092
(2.34)
0.081
(2.04)
0.062
(1.57)
0.733
(18.6)
0.733
(18.6)
0.830
(21.1)
0.743
(18.9)
0.720
(18.3)
0.720
(18.3)
0.720
(18.3)
0.720
(18.3)
0.743
(18.9)
0.690
(17.5)
0.439
(11.2)
Length Under Load

Spring
OD
in. (mm)
Table 82. Spring Data (contd)

Length Under Load
Ref.
14,A
14,B
14,B
21
18,B
Spring
Part No.
Color Code
Wire Dia.*
in. (mm)
Spring
OD
in. (mm)
Free
Length
in. (mm)
in.
(mm)
lb.
(N)
0.062
(1.57)
0.041
(1.04)
0.041
(1.04)
0.041
(1.04)
0.041
(1.04)
0.073
(1.85)
0.062
(1.57)
0.073
(1.85)
0.092
(2.34)
0.107
(2.69)
0.092
(2.34)
0.090
(2.29)
0.439
(11.2)
0.385
(9.8)
0.385
(9.8)
0.385
(9.8)
0.385
(9.8)
0.500
(12.7)
0.439
(11.2)
0.500
(12.7)
0.535
(13.6)
0.611
(15.5)
0.535
(13.6)
0.532
(13.5)
1.25
(31.8)
1.29
(32.8)
1.29
(32.8)
1.29
(32.8)
1.29
(32.8)
1.31
(33.3)
1.25
(31.8)
1.31
(33.3)
2.48
(63.0)
2.45
(62.2)
2.38
(60.5)
2.56
(65.0)
0.88
(22.4)
0.82
(20.8)
0.82
(20.8)
0.82
(20.8)
0.82
(20.8)
0.90
(22.9)
0.88
(22.4)
0.90
(22.9)
1.97
(50.0)
1.97
(50.0)
1.97
(50.0)
1.97
(50.0)
17.519.3
(77.885.9)
4.305.70
(19.125.4)
4.305.70
(19.125.4)
4.305.70
(19.125.4)
4.305.70
(19.125.4)
26.0527.85
(115.9123.9)
17.519.3
(77.885.9)
26.0527.85
(115.9123.9)
32.2537.05
(143.5164.8)
39.4148.21
(175.3214.4)
27.929.9
(124.0133.0)
35.7239.48
(158.9175.6)
Fourth-clutch piston
6836138
release
Third-clutch piston release 6831656
Solid orange
10.2
Solid green
11.5
Solid green
11.5
Second-clutch piston
6831656
release
First-clutch piston release 6831656
Solid green
11.5
19,A
First-clutch piston release 6831656
Solid green
11.5
19,B
Low-clutch piston release 6880418
Solid blue
9.5
20,A
Low-clutch piston release 6836138
Solid orange
10.2
6880418
Solid blue
9.5
6836693
Solid green
19
6839127
Solid blue
17
20,B
Lubrication check valve
6880652
Solid blue,
white stripe
23018455 Solid yellow,
black stripe
18.5
19
Foldout
No.
Coils
87
88

Length Under Load
20,B
Ref.
Spring
19, 25 Modulator valve
Wire Dia.*
in. (mm)
Spring
OD
in. (mm)
Free
Length
in. (mm)
in.
(mm)
lb.
(N)
10
6838077
Solid white,
orange stripe
Solid yellow
6838519
Blue stripe
10
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.092
(2.34)
0.092
(2.34)
0.084
(2.13)
0.091
(2.31)
0.080
(2.03)
0.080
(2.03)
0.092
(2.33)
0.103
(2.61)
0.490
(12.5)
0.490
(12.5)
0.490
(12.5)
0.490
(12.5)
0.490
(12.5)
0.690
(17.5)
0.690
(17.5)
0.69
(17.53)
0.690
(17.5)
0.690
(17.5)
0.940
(23.9)
0.930
(23.6)
0.940
(23.9)
1.47
(37.3)
1.15
(29.2)
1.27
(32.3)
1.36
(34.5)
1.47
(37.3)
1.45
(36.8)
1.69
(42.9)
1.95
(49.5)
1.69
(42.9)
1.80
(45.7)
2.96
(75.2)
2.27
(58.4)
2.56
(65.0)
0.80
(20.3)
0.80
(20.3)
0.80
(20.3)
0.80
(20.3)
0.80
(20.3)
1.10
(27.9)
1.10
(27.9)
1.1
(27.9)
1.10
(27.9)
1.10
(27.9)
1.10
(27.9)
1.94
(49.3)
1.94
(49.3)
11.913.1
(52.958.3)
6.017.15
(26.731.8)
8.399.03
(37.340.2)
9.8810.92
(44.048.6)
11.913.1
(52.958.3)
20.7025.30
(92.52112.5)
32.639.8
(145.0177.0)
29.435.4
(131157)
32.639.8
(145.0177.0)
20.324.
(90.3110.8)
15.9517.65
(70.978.5)
9.4011.4
(41.850.7)
2022
(89.097.9)
Part No.
6833934
Color Code
6880980
20,B
20,B
33
34
Third-clutch trimmer
valve (secondary)
valve (primary)
Solid blue,
red stripe
23012948 Solid white,
orange stripe
6880118 Solid blue,
white stripe
blue stripe
6883300 Solid green,
white stripe
6885166 Solid orange,
white stripe
23013908 Solid white
10
10
10
8.5
9.6
10
9.6
10
6833938
Solid yellow
12.5
6833945
Solid blue
7.4
6839271
Solid white,
yellow stripe
10
Foldout
No.
Coils

Length Under Load
Foldout
Ref.
20,B
34
Spring
valve (primary) (contd)
Part No.
6880045
Color Code
Solid orange
20,B
20,B
38
39
First-clutch trimmer valve 6839102

(secondary)
6880274
Solid red
Solid yellow,
blue stripe
white stripe
23011985 Solid red,
yellow stripe
First-clutch trimmer valve 6833938 Solid yellow
(primary)
6833945 Solid blue
6835730
6837693
6839271
6880045
Spring
OD
in. (mm)
Free
Length
in. (mm)
in.
(mm)
lb.
(N)
10
0.099
(2.50)
0.098
(2.49)
0.092
(2.34)
0.092
(2.34)
0.092
(2.34)
0.086
(2.18)
0.080
(2.03)
0.092
(2.34)
0.114
(2.89)
0.113
(2.87)
0.103
(2.60)
0.099
(2.51)
0.113
(2.87)
0.940
(23.9)
0.949
(24.1)
0.780
(19.8)
0.690
(17.5)
0.690
(17.5)
0.690
(17.5)
0.940
(23.9)
0.930
(23.6)
0.940
(23.9)
0.940
(23.9)
0.940
(23.9)
0.940
(23.9)
0.940
(23.9)
2.18
(55.4)
2.27
(57.7)
1.68
(42.7)
1.69
(42.9)
1.69
(42.9)
1.52
(38.6)
2.96
(75.2)
2.27
(57.7)
2.16
(54.9)
1.97
(50.0)
2.56
(65.0)
2.18
(55.4)
2.16
(54.9)
1.94
(49.3)
1.94
(49.3)
1.10
(27.9)
1.10
(27.9)
1.10
(27.9)
1.10
(27.9)
1.10
(27.9)
1.65
(41.9)
1.94
(49.3)
1.10
(27.9)
1.94
(49.3)
1.94
(49.3)
1.94
(49.3)
6.27.4
(27.632.9)
9.411.4
(41.850.7)
32.639.8
(145.0177.0)
32.639.8
(145.0177.0)
32.639.8
(145.0177.0)
19.523.9
(86.7106.3)
15.9517.65
(70.978.5)
17.520.5
(77.891.2)
12.214.8
(54.365.8)
50.455.6
(224.2247.3)
2022
(89.097.9)
6.27.4
(27.632.9)
12.214.8
(16.520.1)
9
8.5
9.6
9.6
8.9
12.5
7.4
Solid orange,
blue stripe
Solid green
8.5
Solid white,
yellow stripe
Solid orange
10
23013754 Solid red
Wire Dia.*
in. (mm)
8.5
8
8.5
No.
Coils
89
810

Length Under Load
Ref.
20,B
39
20,B
20,B
43
44
Spring
Part No.
First-clutch trimmer valve 23014200 Solid red

(primary) (contd)
23018733 No color,
end color orange
Second-clutch trimmer
6880118 Solid blue,
valve (secondary)
white stripe
6883300 Solid green,
white stripe
white stripe
23011985 Solid red,
yellow stripe
Second-clutch trimmer
valve (primary)
yellow stripe
6833945 Solid blue
6839271
6880045
20,B
47
Color Code
Trim boost accumulator
Spring
OD
in. (mm)
Free
Length
in. (mm)
in.
(mm)
lb.
(N)
12
0.08
(2.03)
0.078
(1.98)
0.091
(2.31)
0.084
(2.13)
0.092
(2.34)
0.086
(2.18)
0.121
(3.07)
0.092
(2.34)
0.103
(2.61)
0.099
(2.51)
0.098
(2.49)
0.092
(2.34)
0.062
(1.57)
0.94
(23.88)
0.940
(23.87)
0.690
(17.5)
0.690
(17.5)
0.690
(17.5)
0.69
(17.53)
0.950
(24.1)
0.930
(23.6)
0.940
(23.9)
0.940
(23.9)
0.949
(24.1)
0.93
(23.6)
0.564
(14.3)
2.68
(68.1)
2.98
(75.70)
1.45
(36.8)
1.95
(49.5)
1.69
(42.9)
1.52
(38.6)
2.38
(60.5)
2.27
(57.7)
2.56
(65.0)
2.18
(55.4)
2.27
(57.7)
1.95
(49.5)
2.77
(70.4)
1.1
(27.9)
1.10
(27.94)
1.10
(27.9)
1.10
(27.9)
1.10
(27.9)
1.1
(27.9)
1.94
(49.3)
1.94
(49.3)
1.94
(49.3)
1.94
(49.3)
1.94
(49.3)
1.1
(27.9)
1.49
(37.9)
13.216.2
(5972)
16.017.6
(71.1778.28)
21.725.3
(96.6112.6)
29.035.4
(128.9157.5)
32.639.8
(145.0177.0)
19.523.9
(86.7106.3)
2935
(3947)
9.4011.40
(41.850.7)
2022
(89.097.9)
6.27.4
(27.632.9)
9.411.4
(41.850.7)
22.426.4
(99.6117.4)
11.612.8
(51.656.9)
9
8.5
10
9.6
8.9
8.5
7.4
10
10
6838839
6838989
Solid white,
yellow stripe
Solid orange
Wire Dia.*
in. (mm)
Solid purple,
orange stripe
Solid blue,
orange stripe
20
Foldout
No.
Coils

Length Under Load
Foldout
Ref.
20,B
53
54
Fourth-clutch trimmer
valve (secondary)
Fourth-clutch trimmer
valve (primary)
Part No.
Color Code
6880118
Solid blue,
white stripe
blue stripe
white stripe
23011985 Solid red,
yellow stripe
yellow stripe
6833945 Solid blue
6838839
6880045
Solid purple,
orange stripe
Solid orange
6885166
20,B
20,B
59
62
23 relay valve
12 relay valve
Wire Dia.*
in. (mm)
Spring
OD
in. (mm)
Free
Length
in. (mm)
in.
(mm)
lb.
(N)
8.5
0.092
(2.34)
0.092
(2.34)
0.092
(2.34)
0.086
(2.18)
0.121
(3.07)
0.092
(2.34)
0.092
(2.34)
0.099
(2.51)
0.092
(2.34)
0.098
(2.49)
0.073
(1.85)
0.073
(1.85)
0.073
(1.85)
0.690
(17.5)
0.690
(17.5)
0.690
(17.5)
0.69
(17.53)
0.950
(24.1)
0.930
(23.6)
0.930
(23.6)
0.940
(23.9)
0.69
(17.53)
0.949
(24.1)
0.690
(17.5)
0.680
(17.3)
0.680
(17.3)
1.45
(36.8)
1.69
(42.9)
1.69
(42.9)
1.52
(38.6)
2.38
(60.5)
2.27
(57.7)
1.95
(49.5)
2.18
(55.4)
1.69
(42.9)
2.27
(57.7)
2.18
(55.4)
1.52
(38.6)
1.52
(38.6)
1.10
(27.9)
1.10
(27.9)
1.10
(27.9)
1.1
(27.9)
1.94
(49.3)
1.94
(49.3)
1.10
(27.9)
1.94
(49.3)
1.1
(27.9)
1.94
(49.3)
1.20
(30.5)
1.10
(28.0)
1.10
(28.0)
21.725.3
(96.6112.6)
32.639.8
(145.0177.0)
32.639.
(145.0177.0)
19.523.9
(86.7106.3)
29.035.0
(129.0155.7)
9.411.4
(41.850.7)
22.426.4
(99.6117.4)
6.27.4
(27.632.9)
32.639.8
(145177)
9.411.4
(41.850.7)
16.219.8
(72.188.1)
7.28.89
(32.039.1)
7.28.8
(32.039.1)
9.6
9.6
8.9
8.7
7.4
8
10
Solid orange,
white stripe
9.6
6832462
Solid red
11
6834528
Solid blue,
yellow stripe
Solid blue,
yellow stripe
11
6834528
11
20,B
Spring
No.
Coils
811
812

Length Under Load
Ref.
20,B
67
20,B
20,B
Spring
Wire Dia.*
in. (mm)
Spring
OD
in. (mm)
Free
Length
in. (mm)
in.
(mm)
lb.
(N)
10
6836784
Solid orange,
blue stripe
Solid white,
yellow stripe
Solid white,
orange stripe
Solid orange,
blue stripe
Solid yellow
6836785
Solid white
14
6836867
11
6836917
Solid yellow,
orange stripe
Black stripe
6836977
Solid orange
16
6837539
Solid blue,
white stripe
Solid red
11
Solid yellow,
blue stripe
Solid blue
14
Solid blue,
yellow stripe
17.7
0.051
(1.30)
0.054
(1.37)
0.041
(1.04)
0.041
(1.04)
0.041
(1.04)
0.041
(1.04)
0.041
(1.04)
0.041
(1.04)
0.047
(1.19)
0.041
(1.04)
0.041
(1.04)
0.044
(1.12)
0.044
(1.12)
0.048
(1.22)
0.564
(14.3)
0.384
(9.8)
0.400
(10.2)
0.400
(10.2)
0.400
(10.2)
0.400
(10.2)
0.400
(10.2)
0.400
(10.2)
0.400
(10.2)
0.400
(10.2)
0.400
(10.2)
0.400
(10.2)
0.400
(10.2)
0.409
(10.4)
1.84
(46.7)
1.17
(29.7)
1.77
(45.0)
1.70
(43.2)
1.90
(48.3)
2.01
(51.1)
1.62
(41.2)
1.59
(40.4)
1.85
(47.0)
1.72
(43.7)
1.75
(44.35)
1.82
(46.4)
1.91
(48.5)
1.68
(42.7)
0.70
(17.8)
0.94
(23.9)
1.15
(29.3)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
9.610.6
(42.747.2)
8.159.25
(36.341.2)
5.856.45
(26.028.7)
5.295.51
(23.524.5)
5.936.17
(26.427.5)
6.226.48
(27.728.8)
4.554.75
(20.221.2)
4.264.44
(19.019.8)
7.798.11
(34.736.0)
5.445.66
(24.226.2)
5.735.97
(25.526.6)
6.616.89
(29.430.7)
7.467.76
(33.234.5)
5.145.36
(22.923.8)
Part No.
6838988
72
Governor accumulator
valve
Priority valve
75
Hold regulator valve
6835733
6835729
6836783
6837540
6837541
6837953
6838088
Color Code
11
11
11
13
11
11
14
Foldout
No.
Coils

Length Under Load
Foldout
Ref.
20,B
75
Spring
Hold regulator valve

(contd)
Wire Dia.*
in. (mm)
Spring
OD
in. (mm)
Free
Length
in. (mm)
in.
(mm)
lb.
(N)
Solid blue,
orange stripe
Solid yellow,
red stripe
Solid orange,
white stripe
Solid green,
white stripe
No color code
15
Solid white,
orange stripe
Solid red
12
Solid white,
green stripe
No color
12
No color,
orange stripe
No color,
green stripe
Solid blue
14
23013269 Solid orange
12
0.049
(1.24)
0.049
(1.24)
0.049
(1.24)
0.049
(1.24)
0.020
(0.050)
0.054
(1.37)
0.063
(1.59)
0.054
(1.37)
0.054
(1.37)
0.062
(1.57)
0.062
(1.57)
0.054
(1.37)
0.054
(1.37)
0.409
(10.4)
0.409
(10.4)
0.409
(10.4)
0.409
(10.4)
0.330
(8.38)
0.64
(16.3)
0.64
(16.26)
0.64
(16.3)
0.64
(16.26)
0.64
(16.26)
0.64
(16.26)
0.64
(16.26)
0.64
(16.3)
1.79
(45.5)
1.92
(48.8)
1.88
(47.8)
1.93
(49.0)
1.25
(31.8)
2.07
(52.6)
2.53
(64.3)
2.82
(71.6)
2.86
(72.6)
2.4
(61)
2.45
(62.2)
1.82
(46.2)
2.69
(68.3)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
0.94
(23.9)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
8.559.05
(38.040.3)
10.2510.75
(45.647.8)
9.7510.25
(43.445.6)
9.009.60
(40.042.7)
0.1660.206
(0.740.92)
5.25.8
(23.125.8)
12.2512.75
(54.556.7)
9.6510.35
(42.946)
9.910.6
(4447.2)
11.2511.75
(5052.3)
11.7512.25
(52.354.5)
3.754.25
(16.718.9)
8.99.6
(39.642.7)
Part No.
6838367
6838368
6880319
6880320
20,B
83
12 shift assist valve
6834536
6885007
20,B
86
12 shift valve
6838357
6883665
6884947
6884951
6884953
6885065
Color Code
15
15
17
15
14
12
14
12
No.
Coils
813
814

Length Under Load
Spring
Part No.
20,B
86
12 shift valve (contd)
20,B
89
12 shift assist valve
23017050 Solid red,

purple stripe
6834536 No color code
20,B
95
12 shift valve
6833935
Solid blue
6833941
Solid blue,
white stripe
Solid white
6833942
6834576
Spring
OD
in. (mm)
Free
Length
in. (mm)
in.
(mm)
lb.
(N)
14
0.06
(1.52)
0.020
(0.050)
0.054
(1.37)
0.062
(1.57)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.059
(1.50)
0.056
(1.42)
0.041
(1.04)
0.062
(1.57)
0.062
(1.57)
0.062
(1.57)
0.64
(16.3)
0.330
(8.38)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.672
(17.0)
0.400
(10.2)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
2.44
(63)
1.25
(31.8)
2.17
(55.1)
2.15
(54.6)
2.50
(63.5)
2.39
(60.7)
2.22
(56.4)
2.32
(58.9)
2.51
(63.8)
1.99
(50.4)
1.74
(44.3)
2.43
(61.7)
2.53
(64.3)
2.57
(65.3)
1.15
(29.2)
0.94
(23.9)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1212.5
(53.455.6)
0.1660.206
(0.740.92)
8.69.1
(38.340.5)
9.359.85
(41.643.8)
7.858.35
(34.937.1)
7.187.68
(31.934.2)
6.16.7
(27.129.8)
6.757.25
(30.032.3)
10.7511.25
(47.850.0)
8.228.72
(36.638.8)
5.976.15
(26.627.4)
11.4511.95
(50.953.2)
l2.2512.75
(54.556.7)
12.7413.26
(56.759.0)
15
13.5
12
12
6835310
Solid orange,
yellow stripe
Solid white,
yellow stripe
Solid yellow,
blue stripe
Solid green
6837454
Solid yellow
10.8
6837540
Solid red
11
6838356
Solid blue,
yellow stripe
Solid red
14
Solid orange,
white stripe
14
6834903
6835309
6838357
6838358
Color Code
Wire Dia.*
in. (mm)
12
12
13
14
Ref.
Foldout
No.
Coils

Length Under Load
Foldout
Ref.
20,B
95
Spring
Part No.
6838366
6880992
6880993
6881060
6881061
6883665
6884934
6884936
6884938
6884940
6884941
6884943
Wire Dia.*
in. (mm)
Spring
OD
in. (mm)
Free
Length
in. (mm)
in.
(mm)
lb.
(N)
Solid yellow,
red stripe
Solid blue,
red stripe
Solid white,
red stripe
Solid green,
white stripe
Solid yellow,
orange stripe
Solid blue,
orange stripe
Solid white,
green stripe
Yellow stripe
14
Solid orange,
white stripe
Solid white,
red stripe
Solid yellow,
orange stripe
Red stripe
12
Solid white,
orange stripe
12
0.062
(1.57)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.052
(1.32)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
2.67
(67.8)
2.75
(69.9)
2.85
(72.4)
2.98
(75.7)
2.62
(66.6)
2.55
(64.8)
2.82
(71.6)
2.23
(56.6)
2.36
(59.9)
2.44
(61.9)
2.53
(64.3)
2.57
(65.3)
2.65
(67.3)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
13.4514.05
(59.862.5)
9.259.95
(41.144.3)
9.8510.55
(43.846.9)
10.6011.40
(47.250.7)
8.509.10
(37.840.5)
8.108.70
(36.038.7)
9.6510.35
(42.946.0)
6.206.80
(27.630.3)
6.957.55
(30.933.6)
7.458.05
(33.135.8)
7.958.55
(35.438.0)
8.208.80
(36.539.1)
8.659.35
(38.541.6)
Color Code
12
12
12
12
12
12
12
12
12
12
6880991
No.
Coils
815
816

Length Under Load
Ref.
20,B
95
Spring
Wire Dia.*
in. (mm)
Spring
OD
in. (mm)
Free
Length
in. (mm)
in.
(mm)
lb.
(N)
Solid blue,
red stripe
Solid yellow,
white stripe
Solid white,
green stripe
Blue stripe
12
14
6884951
Solid green,
white stripe
Orange stripe
6884953
Green stripe
14
6884954
Solid yellow,
white stripe
Solid blue,
orange stripe
Solid white,
orange stripe
Solid blue
14
0.052
(1.32)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.062
(1.57)
0.062
(1.57)
0.062
(1.57)
0.062
(1.57)
0.062
(1.57)
0.054
(1.37)
0.054
(1.37)
0.098
(2.49)
0.054
(1.37)
0.054
(1.37)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0. 640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.949
(24.1)
0.640
(16.3)
0.640
(16.3)
2.69
(68.3)
2.78
(70.6)
2.86
(72.6)
2.94
(74.7)
2.37
(60.2)
2.40
(60.9)
2.45
(62.2)
2.48
(62.9)
2.54
(64.5)
2.07
(52.6)
1.82
(46.2)
2.27
(57.7)
2.94
(60.9)
2.98
(75.7)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.94
(49.3)
1.15
(29.2)
1.15
(29.2)
8.909.60
(39.642.7)
9.410.1
(41.844.9)
9.9010.60
(44.047.2)
10.411.2
(46.049.6)
11.011.5
(48.951.2)
11.311.8
(50.052.3)
11.812.3
(52.354.5)
12.012.5
(53.455.6)
12.513.0
(55.657.8)
5.25.8
(23.125.8)
3.754.25
(16.718.9)
9.411.4
(41.850.7)
10.3511.15
(14.015.1)
10.611.4
(14.415.5)
Part No.
6884944
6884946
6884947
6884949
6884950
6884955
6885007
6885065
Color Code
12
12
12
14
14
12
12
23012949 Solid blue,

green stripe
green stripe
12
12
Foldout
No.
Coils

Length Under Load
Foldout
Ref.
20,B
95
Spring
Wire Dia.*
in. (mm)
Spring
OD
in. (mm)
Free
Length
in. (mm)
in.
(mm)
lb.
(N)

green stripe
23013267 Solid yellow
13
12

yellow stripe
yellow stripe
red stripe
black stripe
black stripe
23017043 Solid light green,
black stripe
12
23017046
12
0.059
(1.50)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.062
(1.57)
0.062
(1.57)
0.054
(1.37)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.26)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.26)
0.640
(16.3)
2.51
(63.8)
2.57
(65.3)
2.69
(68.3)
2.73
(69.30)
2.65
(67.3)
2.36
(59.9)
2.65
(67.3)
2.36
(59.9)
2.23
(56.6)
2.44
(62.0)
2.37
(60.2)
2.44
(61.98)
2.53
(64.3)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.20)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.20)
1.15
(29.2)
10.7511.25
(14.615.3)
8.28.8
(11.111.9)
8.99.6
(39.642.7)
9.159.85
(40.743.8)
8.659.35
(11.712.7)
6.957.55
(30.933.6)
8.659.35
(38.541.6)
6.957.5
(30.933.6)
6.26.8
(27.630.2)
7.458.05
(33.135.8)
11.0011.50
(48.951.2)
12.012.5
(53.455.6)
7.958.55
(35.438.0)
Part No.
Color Code
Solid yellow,
purple stripe

purple stripe
23017050 Solid red,
purple stripe
end color red
12
12
12
12
12
12
14
12
12
No.
Coils
817
818

Length Under Load
Ref.
Spring
20,B
95
20,B
100 23 shift valve
Wire Dia.*
in. (mm)
Spring
OD
in. (mm)
Free
Length
in. (mm)
in.
(mm)
lb.
(N)
23045294 Solid light blue,

end color red
6833935 Solid blue
13.7
6833941
13.5
6833942
Solid blue,
white stripe
Solid white
6834902
Solid orange
13
6835310
Solid green
13
6837454
Solid yellow
6838356
Solid blue,
yellow stripe
Solid red
14
Solid orange,
white stripe
Solid yellow,
red stripe
Solid blue,
red stripe
Solid white,
red stripe
Solid green,
white stripe
14
0.056
(1.42)
0.054
(1.37)
0.062
(1.57)
0.054
(1.37)
0.059
(1.50)
0.059
(1.50)
0.056
(1.42)
0.062
(1.57)
0.062
(1.57)
0.062
(1.57)
0.062
(1.57)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.64
(16.26)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.2)
0.640
(16.2)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
2.92
(55.1)
2.17
(55.1)
2.15
(54.6)
2.50
(63.5)
2.41
(61.1)
2.51
(63.8)
1.98
(50.4)
2.43
(61.7)
2.52
(64.0)
2.57
(65.3)
2.67
(67.8)
2.75
(69.9)
2.85
(72.4)
2.98
(75.7)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
10.3511.15
(4649.6)
8.69.1
(38.340.5)
9.359.85
(41.643.8)
7.858.35
(34.937.1)
9.9510.45
(44.346.5)
10.7511.25
(47.850.0)
8.228.72
(36.638.8)
11.4511.95
(50.953.2)
12.2512.75
(54.556.7)
12.7413.26
(56.759.0)
13.4514.05
(59.862.5)
9.259.95
(41.144.3)
9.8510.55
(43.846.9)
10.6011.40
(47.250.7)
Part No.
6838357
6838358
6838366
6880991
6880992
6880993
Color Code
12
14
14
12
12
12
Foldout
No.
Coils

Length Under Load
Foldout
20,B
Ref.
Spring
100 23 shift valve (contd)
Wire Dia.*
in. (mm)
Spring
OD
in. (mm)
Free
Length
in. (mm)
in.
(mm)
lb.
(N)
Solid yellow,
orange stripe
Solid yellow,
white stripe
Solid white,
green stripe
Red stripe
12
12
6884948
Solid blue,
red stripe
Solid green,
white stripe
Solid yellow,
white stripe
Solid white,
green stripe
Yellow stripe
6884949
Blue stripe
12
6884950
14
6884951
Solid green,
white stripe
Orange stripe
6884953
Green stripe
14
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.062
(1.57)
0.062
(1.57)
0.062
(1.57)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
2.62
(66.6)
2.93
(74.4)
2.82
(71.6)
2.57
(65.3)
2.69
(68.3)
2.73
(69.3)
2.78
(70.6)
2.86
(72.6)
2.90
(73.7)
2.94
(74.7)
2.37
(60.2)
2.40
(60.9)
2.45
(62.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
8.509.10
(37.840.5)
10.5010.95
(45.648.7)
9.6510.35
(42.946.0)
8.28.8
(36.539.1)
8.99.6
(39.642.7)
9.29.9
(40.743.8)
9.410.1
(41.844.9)
9.910.6
(44.047.2)
10.210.9
(45.448.3)
10.3511.15
(46.049.6)
11.011.5
(48.951.2)
11.311.8
(50.052.3)
11.812.3
(52.354.5)
Part No.
6881060
6882078
6883665
6884941
6884944
6884945
6884946
6884947
Color Code
12
12
12
12
12
12
12
14
No.
Coils
819
820

Length Under Load
20,B
Ref.
Spring
Part No.
6884956
23012949
23012950
23012951
23012954
23012956
23013268
20,B
106 34 shift valve
Color Code
Solid white,
green stripe
Solid blue,
green stripe
Solid white,
blue stripe
Solid orange,
green stripe
Solid yellow,
green stripe
Solid red,
blue stripe
Solid blue

yellow stripe
purple stripe
23017050 Solid red,
purple stripe
end color red
6832462 Solid red
6833935
Solid blue
6833941
Solid blue,
white stripe
Wire Dia.*
in. (mm)
Spring
OD
in. (mm)
Free
Length
in. (mm)
in.
(mm)
lb.
(N)
14
0.062
(1.57)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.059
(1.50)
0.059
(1.5)
0.062
(1.57)
0.054
(1.37)
0.062
(1.57)
0.06
(1.52)
0.056
(1.42)
0.072
(1.83)
0.054
(1.37)
0.062
(1.57)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.64
(16.26)
0.640
(16.26)
0.640
(16.3)
0.640
(16.3)
0.64
(16.3)
0.64
(16.26)
0.690
(17.5)
0.640
(16.3)
0.640
(16.3)
2.59
(65.8)
2.94
(60.9)
2.90
(73.7)
2.98
(75.7)
2.51
(63.8)
2.41
(61.2)
2.59
(65.77)
2.73
(69.3)
2.37
(60.2)
2.44
(63)
2.92
(55.1)
2.18
(55.4)
2.17
(55.1)
2.15
(54.6)
1.15
(29.2)
1.15
(29.2)
1.15
(29.20)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.20)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.20
(30.5)
1.15
(29.2)
1.15
(29.2)
12.9513.55
(57.660.3)
10.3511.15
(14.015.1)
10.1510.85
(45.248.3)
10.611.4
(14.415.5)
10.7511.25
(14.615.3)
9.9510.45
(44.346.5)
12.9513.55
(57.660.3)
9.159.85
(12.413.4)
11.0011.50
(48.951.2)
1212.5
(53.455.6)
10.3511.15
(4649.6)
16.2019.80
(72.088.0)
8.69.1
(38.340.5)
9.359.85
(41.643.8)
12
12
12
13
13
12
12
14
14
13.7
11
9
13.5
Foldout
No.
Coils

Length Under Load
Foldout
20,B
Ref.
Spring
Part No.
Spring
OD
in. (mm)
Free
Length
in. (mm)
in.
(mm)
lb.
(N)
0.054
(1.37)
0.073
(1.85)
0.054
(1.37)
0.059
(1.50)
0.059
(1.50)
0.056
(1.42)
0.062
(1.57)
0.063
(1.60)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.640
(16.3)
0.680
(17.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.672
(17.0)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
2.50
(63.5)
1.52
(38.6)
2.39
(60.7)
2.41
(61.2)
2.51
(63.8)
1.99
(50.6)
2.43
(61.7)
2.53
(64.3)
2.75
(69.9)
2.85
(72.4)
2.98
(75.7)
2.62
(66.6)
2.55
(64.8)
1.15
(29.2)
1.10
(27.9)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
7.858.35
(34.937.1)
7.208.80
(32.039.1)
7.187.68
(31.934.2)
10.010.5
(44.346.5)
10.7511.25
(47.850.0)
8.228.72
(36.638.8)
11.4511.95
(50.953.2)
12.2512.75
(54.556.7)
9.259.95
(41.144.3)
9.8510.55
(43.846.9)
10.6011.40
(47.250.7)
8.509.10
(37.840.5)
8.108.70
(36.038.7)
Solid white
12
6834528
11
6834902
Solid blue,
yellow stripe
Solid orange,
yellow stripe
Solid orange
6835310
Solid green
13
6837454
Solid yellow
10.8
6838356
Solid blue,
yellow stripe
Solid red
14
Solid blue,
red stripe
Solid white,
red stripe
Solid green,
white stripe
Solid yellow,
orange stripe
Solid blue,
orange stripe
12
6838357
6880991
6880992
6880993
6881060
6881061
12
13
14
12
12
12
12
Wire Dia.*
in. (mm)
6833942
6834576
Color Code
No.
Coils
821
822

Length Under Load
20,B
Ref.
Spring
Wire Dia.*
in. (mm)
Spring
OD
in. (mm)
Free
Length
in. (mm)
in.
(mm)
lb.
(N)
Solid white,
green stripe
Solid white,
red stripe
Solid yellow,
orange stripe
Red stripe
12
12
6884948
Solid white,
orange stripe
Solid blue,
red stripe
Solid green,
white stripe
Solid yellow,
white stripe
Solid white,
green stripe
Yellow stripe
6884949
Blue stripe
12
6884950
Solid green,
white stripe
Green stripe
14
Solid yellow,
white stripe
14
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.062
(1.57)
0.062
(1.57)
0.062
(1.57)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
2.82
(71.6)
2.44
(61.9)
2.53
(64.3)
2.57
(65.3)
2.65
(67.3)
2.69
(68.3)
2.73
(69.3)
2.78
(70.6)
2.86
(72.6)
2.90
(73.7)
2.94
(74.7)
2.37
(60.2)
2.45
(62.2)
2.48
(62.9)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
9.6510.35
(42.946.0)
7.458.05
(9.910.9)
7.98.6
(35.438.0)
8.28.8
(36.539.1)
8.659.35
(11.712.7)
8.99.6
(39.642.7)
9.159.85
(40.743.8)
9.410.1
(41.844.9)
9.910.6
(44.047.2)
10.210.9
(45.248.3)
10.411.2
(46.049.6)
11.011.5
(48.951.2)
11.7512.25
(52.354.5)
12.012.5
(53.355.6)
Part No.
6883665
6884938
6884940
6884941
6884943
6884944
6884945
6884946
6884947
6884953
6884954
Color Code
12
12
12
12
12
12
12
12
14
Foldout
No.
Coils

Length Under Load
Foldout
20,B
Ref.
Spring
Wire Dia.*
in. (mm)
Spring
OD
in. (mm)
Free
Length
in. (mm)
in.
(mm)
lb.
(N)

green stripe
blue stripe
green stripe
green stripe
12
12

yellow stripe
yellow stripe
blue stripe
black stripe
purple stripe
purple stripe
23017050 Solid red,
purple stripe
12
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.059
(1.50)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.054
(1.37)
0.062
(1.57)
0.062
(1.57)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.3)
0.640
(16.26)
2.94
(74.7)
2.90
(73.7)
2.98
(75.7)
2.51
(63.8)
2.57
(65.3)
2.69
(68.3)
2.73
(69.3)
2.78
(70.6)
2.53
(64.3)
2.65
(67.3)
2.44
(62.0)
2.37
(60.2)
2.44
(61.98)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.2)
1.15
(29.20)
10.3511.15
(46.049.6)
10.1510.85
(45.248.3)
10.611.4
(14.415.5)
10.7511.25
(14.615.3)
8.28.8
(11.111.9)
8.99.6
(12.113.0)
9.159.85
(12.413.4)
9.410.1
(41.844.9)
7.958.55
(10.811.6)
8.659.35
(38.541.6)
7.458.05
(33.135.8)
11.0011.50
(48.951.2)
12.012.5
(53.455.6)
Part No.
Color Code
12
12
13
12
12
12
12
12
14
12

No.
Coils
823
824

Length Under Load
20,B
20,B
Ref.
Spring
111 34 relay valve
Part No.

end color red
end color red
6832462 Solid red
6834528
20,B
115 Trimmer regulator valve
6770763
6838285
6880186
6880246
21,A
18
Low shift trimmer valve

(secondary)
Spring
OD
in. (mm)
Free
Length
in. (mm)
in.
(mm)
lb.
(N)
12
0.054
(1.37)
0.056
(1.42)
0.073
(1.85)
0.073
(1.85)
0.041
(1.04)
0.041
(1.04)
0.041
(1.04)
0.041
(1.04)
0.041
(1.04)
0.121
(3.07)
0.091
(2.31)
0.091
(2.31)
0.092
(2.34)
0.640
(16.3)
0.64
(16.26)
0.690
(17.5)
0.680
(17.3)
0.480
(12.2)
0.501
(12.7)
0.464
(11.8)
0.464
(11.8)
0.460
(11.68)
0.95
(24.13)
0.720
(18.3)
0.690
(17.5)
0.690
(17.5)
2.53
(64.3)
2.92
(55.1)
2.18
(55.4)
1.52
(38.6)
1.78
(45.2)
1.095
(27.8)
1.37
(34.8)
1.81
(46.0)
1.33
(33.78)
2.38
(60.5)
1.68
(42.7)
1.69
(42.9)
1.69
(42.9)
1.15
(29.2)
1.15
(29.2)
1.20
(30.4)
1.10
(27.9)
0.78
(17.8)
0.69
(17.5)
0.89
(22.6)
0.89
(22.6)
0.860
(21.84)
1.94
(49.3)
1.10
(27.9)
1.10
(27.9)
1.10
(27.9)
7.958.55
(35.438.0)
10.3511.15
(4649.6)
16.219.8
(72.188.1)
7.28.8
(32.039.1)
3.804.20
(16.918.7)
2.573.13
(11.413.9)
2.432.69
(10.811.9)
4.254.75
(18.921.1)
2.302.54
(10.211.3)
2935
(129156)
21.6039.80
(145.0177.0)
32.6039.80
(96.8177.0)
32.639.
(145.0177.0)
13.7
11
Solid blue,
yellow stripe
Solid orange
11
Solid yellow,
orange stripe
Solid yellow,
blue stripe
Solid blue
14
12
13
23018423 Solid lt. blue,

end color lt. green
yellow stripe
6839102 Solid white
12.5
6880274
9.6
6885166
Color Code
Wire Dia.*
in. (mm)
Solid blue,
red stripe
Solid orange,
white stripe
8.5
8.5
9.6
Foldout
No.
Coils

Length Under Load
Foldout
Ref.
21,A
19
Spring
Low shift trimmer valve

(primary)
Part No.
Color Code
37
Low shift signal valve
lb.
(N)
0.080
(2.03)
0.121
(3.07)
0.092
(2.34)
0.099
(2.51)
0.078
(1.98)
0.054
(1.37)
0.054
(1.37)
0.041
(1.04)
0.041
(1.04)
0.038
(0.97)
0.041
(1.04)
0.038
(0.97)
0.041
(1.04)
0.940
(23.9)
0.950
(24.1)
0.930
(23.6)
0.949
(24.1)
0.94
(23.88)
0.560
(14.2)
0.594
(15.09)
0.440
(11.2)
0.501
(12.7)
0.450
(11.4)
0.450
(11.4)
0.450
(11.4)
0.450
(11.4)
2.96
(75.2)
2.38
(60.5)
2.27
(58.4)
2.27
(57.7)
2.98
(75.7)
1.99
(50.6)
1.92
(48.8)
1.45
(36.8)
1.10
(27.9)
2.08
(52.8)
1.95
(49.5)
1.98
(50.3)
1.88
(47.8)
1.10
(27.9)
1.94
(49.3)
1.94
(49.3)
1.10
(27.9)
1.94
(49.3)
0.84
(21.3)
0.84
(21.3)
0.80
(20.3)
0.69
(17.5)
1.09
(27.7)
1.09
(27.7)
1.09
(27.7)
1.09
(27.7)
8.3010.30
(36.945.8)
29.0035.00
(129.0155.7)
9.4011.40
(41.850.7)
34.838.8
(154.8172.6)
8.310.3
(36.945.8)
8.109.90
(36.044.0)
6.37.7
(2834.3)
4.304.50
(19.120.0)
2.573.13
(11.413.9)
4.004.50
(17.820.0)
4.905.40
(21.824.0)
3.604.10
(16.018.2)
4.554.95
(20.222.0)
6833940
Solid blue,
orange stripe
Solid blue
8.5
7.4
9
23018733 End color orange
11.3
6768544
Solid yellow,
orange stripe
Solid white,
green stripe
No color code
14.0
8.0
6838340
Solid yellow,
orange stripe
Solid orange
12.0
6838341
No color code
11.0
6838342
Solid yellow,
white stripe
Solid white,
yellow stripe
12.0
6778156
6838285
6880154
in.
(mm)
12.5
6839214
21,A
Free
Length
in. (mm)
14
11.5
11.0
Low shift relay valve
Spring
OD
in. (mm)
Solid green
30
Wire Dia.*
in. (mm)
6833938
6833945
21,A
No.
Coils
825
826

Length Under Load
Ref.
21,A
37
Spring
Low shift signal valve

(contd)
Part No.
6880155
Color Code
Orange stripe
6880186
Wire Dia.*
in. (mm)
Spring
OD
in. (mm)
Free
Length
in. (mm)
in.
(mm)
lb.
(N)
12.0
0.038
(0.97)
0.041
(1.04)
0.044
(1.12)
0.038
(0.97)
0.105
(2.67)
0.059
(1.50)
0.059
(1.50)
0.059
(1.50)
0.450
(11.4)
0.464
(11.8)
0.501
(12.7)
0.450
(11.43)
1.600
(40.6)
0.438
(11.1)
0.438
(11.1)
0.438
(11.1)
1.80
(45.8)
1.37
(34.8)
1.16
(29.5)
1.51
(38.4)
3.98
(101.1)
2.13
(53.9)
2.13
(53.9)
2.13
(53.9)
1.09
(27.7)
0.89
(22.6)
0.69
(17.5)
1.09
(27.7)
1.45
(36.8)
1.50
(38.1)
1.50
(38.1)
1.50
(38.1)
2.903.20
(12.914.2)
2.432.69
(10.812.0)
3.374.13
(15.018.4)
1.421.58
(6.37.0)
19.5123.85
(86.8106.1)
18.022.0
(80.197.9)
18.022.0
(80.197.9)
18.022.0
(80.197.9)
Solid yellow,
blue stripe
blue stripe
12
9.0
6838531
No color code
8.1
5171417
No color code
12
14
21,B
16
23,A
12
Input retarder control

valve
Disconnect detent
23,A
45
Disconnect detent
5171417
No color code
12
23,B
13
Disconnect detent
5171417
No color code
12
Foldout
No.
Coils
Section 9 CUSTOMER SERVICE

91.
OWNER ASSISTANCE
The satisfaction and good will of the owners of Allison

transmissions are of primary concern to Allison Transmission Division (ATD), its distributors, and their
dealers.
As an owner of an Allison transmission, you have service locations throughout the world that are eager to
meet your parts and service needs with:
Expert service by trained personnel
Emergency service 24 hours a day in many
areas
Step Two When it appears the problem cannot be

resolved readily at the distributor level without additional assistance, contact the Allison Transmission Regional Office responsible for the local distributor. You
will be assisted by a member of the Regional Service
Managers staff, depending on the nature of your problem.
For prompt assistance, please have the following information available.
Name and location of authorized distributor
or dealer
Type and make of equipment
Complete parts support
Transmission model number, serial number,
Sales teams to help determine your power
requirements
Product information and literature
Normally, any situation that arises in connection with

the sale, operation, or service of your transmission will
be handled by the distributor or dealer in your area
(check the telephone directory for the Allison Transmission service outlet nearest you).
Refer to the Sales and Service Directory SA2229EN
for the current listing of Allison Transmission authorized distributor and service dealers.
We recognize, however, that despite the best intentions
of everyone concerned, misunderstandings may occur.
To further assure your complete satisfaction, we have
developed the following three-step procedure to be
followed in the event a problem has not been handled
satisfactorily.
Step One Discuss the problem with a member of
management from the distributorship or dealership.
Frequently, complaints are the result of a breakdown
in communication and can quickly be resolved by a
member of management. If you have already discussed the problem with the Sales or Service Manager,
contact the General Manager. All ATD dealers are associated with an ATD distributor. If the problem originates with a dealer, explain the matter to a management member of the distributorship with whom the
dealer has his service agreement. The dealer will provide his ATD distributors name, address, and telephone number on request.
and assembly number (if equipped with

electronic controls, also provide the ECU
assembly number)
Transmission delivery date and accumulat-
ed miles and/or hours of operation

Nature of problem
Chronological summary of units history
Step Three If you contacted a regional office and

you are still not satisfied, present the entire matter to
the Home Office by writing to the following address or
calling the phone number below:
Manager Warranty Administration PF9
Allison Transmission
P.O. Box 894, Indianapolis, Indiana 462060894
Phone: (317) 2423538
The inclusion of all pertinent information will assist
the Home Office in expediting the matter. If an additional review by the Home Office of all the facts involved indicates that some further action can be taken,
the Regional Office will be advised.
When contacting the Regional or Home Office, please
keep in mind that ultimately the problem will likely be
resolved at the distributorship or dealership utilizing
their facilities, equipment, and personnel. Therefore,
it is suggested the above steps be followed in sequence
when experiencing a problem.
Your purchase of an Allison Transmission product is
greatly appreciated, and it is our sincere desire to assure complete satisfaction.
91

92. SERVICE LITERATURE
Table 91. Service Literature
Additional service literature is available. This service

literature provides fully illustrated instructions for the
operation, maintenance, service, overhaul, and parts
support of your transmission. To ensure that you get
maximum performance and service life from your
unit, see your dealer or distributor for the following
publications. Check the telephone directory for the
Allison Transmission service outlet nearest you.
Literature Title
Operators Manual
OM1334EN
Mechanics Tips
MT1366EN
Parts Catalog
PC1268EN
PC3032EN
Troubleshooting Manual
TS1838EN
Automatic Transmission Fluid

Technicians Guide
GN2055EN
Preventive Maintenance Manual
PM2572EN
Preventive Maintenance Oil Field

Applications
PM1772EN
Technicians Guide (Inspection/

Analysis)
92
HT 740, 750
GN2033EN
F OLDOUT 1
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
38
39
40
41
42
43
44
45
46
Flywheel Ring Gear

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

Legend For Foldout 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
Flywheel Ring Gear

Lockup Clutch
Accessory Cover
Forward Clutch
Fourth Clutch
Third Cutch
Third-Clutch Piston
Main Shaft
Second Clutch
Main Housing
First Clutch
Adapter Housing
Low Clutch
Low Planetary Carrier
Rear Cover
Governor Drive Gear
Foldout 2
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55

Output Shaft
Low Planetary Sun Gear
Low-Clutch Piston
Low Planetary Ring Gear
First-Clutch Piston
Low Shift Valve Body
Low Trimmer Valve Body
Oil Filter
Cover Plate
Oil Pan
Oil Transfer Plate
Forward-Clutch Hub
Pitot Tube
Flywheel
F OLDOUT 2
10
11
12
13 14
15 16 17
18
20
19
21
22
23
25
24
26
27
28
33
32
29
30
31
34
35
38
54
55
52
39
51
40
37
36
53
41
50
42
49
48
47
46
45
44
43
Foldout 2. HT 750, HT 754CR Transmission Cross Section View
E03861.01

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
Flywheel Ring Gear

Lockup Clutch
PTO Accessory Cover
Engine-Driven PTO Idler Gear
Input Retarder Housing
Retarder Rotor
Pitot Collector Ring
Forward Clutch
Fourth Clutch
Third Clutch
Third-Clutch Piston
Main Shaft
Second Clutch
Main Housing
First Clutch
Adapter Housing
Low Clutch
Rear Cover
Governor Drive Gear
Output Shaft
Foldout 3
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60

Low-Clutch Piston
First-Clutch Piston
Front Planetary Ring Gear
Oil Pan
Cover Plate
Forward-Clutch Hub
Pitot Tube
Retarder Plate
Scavenge Pump
Engine-Driven PTO and Scavenge Pump
Drive Gear
61 Input Shaft
62 Flywheel
F OLDOUT 3
1
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
57
56
39
38
41
55
42
54
62
61
60
59
58
43
53
52
E03862.01
51
50
49
48
47
46
45
Foldout 3. HT 750DR Transmission Cross Section View
44

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
Flywheel Ring Gear

Lockup Clutch Backplate
PTO Accessory Cover
Engine-Driven PTO Idler Gear
Input Retarder Housing
Retarder Rotor
Pitot Collector Ring
Forward Clutch
Fourth Clutch
Third Clutch
Third-Clutch Piston
Main Shaft
Second Clutch
Main Housing
First Clutch
Adapter Housing
Low Clutch
Transfer Gear Housing (Dropbox) Adapter
Transfer Gear Housing (Dropbox)
Manual Disconnect Clutch Housing
Disconnect Clutch Shift Fork
Disconnect Clutch Shift Shaft
Disconnect Clutch Output Shaft
Foldout 4
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
Disconnect Clutch Output Driven Gear

Transfer Drive Gear
Transfer Idler Gear
Transfer Idler Gear Spindle
Disconnect Clutch Housing Adapter
Transfer Driven Gear Shaft
Transfer Driven Gear
Low-Clutch Piston
Rear Planetary Sun Gear
Oil Filter
Oil Pan
Oil Transfer Plate
Cover Plate
Converter-Driven PTO Drive Gear
Forward-Clutch Hub
Pitot Tube
Retarder Plate
Scavenge Pump
Engine-Driven PTO and Scavenge Pump
Drive Gear
67 Input Shaft
68 Flywheel
F OLDOUT 4
2
9 10
11
12
13 14
15
16
17
18 19 20 21 22
23
24
25 26
27
28
29
31
30
32
33
67
66
65
44
38
43
47
48
64
68
45
46
35
36
37
63
34
39
49
62
34
40
33
32 33
34
35
61
60
59
58
57
56
55 54
53
52
51
50
41
35
32
Foldout 4. HT 750DR DB Transmission Cross Section View
40
41
42
E03863.01
F OLDOUT 5
FRONT GOVERNOR
Lubrication
Tap
LOCKUP CLUTCH PRESSURE

THIRD CLUTCH PRESSURE
Lockup
Valve
External
Oil Filter
TWO
GEAR
PUMP
Lockup
Clutch
Pressure
Tap
Converter
Bypass Valve
ORIFICE
(FRONT
SUPPORT)
Lube Regulator Valve

(Secondary Converter
Regulator In 3-Gear
Pump)
THIS LINE ABSENT

IN 3-GEAR PUMP
Front
Governor
Option
Forward Fourth
Clutch Clutch
Gov.
Pressure
Tap
ADDED
FOR
THREE
GEAR
PUMP
First
Clutch
Second
Clutch
Third
Clutch
FIRST CLUTCH PRESSURE
Input
Pump
;;
Lubrication
Regulator
Valve (3 Gear)
CONVERTER
OUT
Filter
CONVERTER IN
Cooler
LUBRICATION
Sump
BALL
#11
HT 740, 747
SECOND CLUTCH PRESSURE
Main Pressure
Regulator Valve
CLOSED ON
CHC TYPE
MODELS
FOURTH CLUTCH PRESSURE

FORWARD REGULATOR PRESSURE
DRIVE3 PRESSURE
ALSO AVAILABLE
IN PUSH TO
OPEN MODEL
Main
Pressure
Tap
CLOSED
OPEN
FORWARD CLUTCH PRESSURE
MAIN PRESSURE
CHC MODELS
WITHOUT LOCKUP
MODULATION
MODULATOR PRESSURE
Trimmer
Regulator
Valve
34
Relay Valve
ORIFICE
BALL
#12
LOCKUP FEED
FOR CONVENTIONAL
TRANSMISSIONS
ORIFICE
OPEN ON CHC
TYPE MODEL
(REAR GOVERNOR
OPTION)
3rd
Neutral
Start
Switch
ORIFICE
OPEN ON
2nd GEAR
START
3 4 Shift
Signal Valve
REVERSE
23
SIGNAL
ORIFICE
DR1
DR2
DR3
DR4
N
R
ORIFICE
Modulator
Valve
DRIVE1
PRESSURE
2 3 Shift
Signal
Valve
34
SIGNAL
OPEN ON
2ND GEAR
START
4th
ORIFICE
DRIVE2 PRESSURE
CLOSED ON 2nd
GEAR START
CLOSED ON
2ND GEAR
START
ORIFICE
3 4 Lockup
Cutoff Valve
MAIN PRESSURE
Pull To
Open
Throttle
1 2 Shift
Signal
Valve
12
SIGNAL
DRIVE4
PRESSURE
Mechanical
Actuator
ORIFICE
Selector
Valve
2nd GEAR
START OPTION
REVERSE
2 3 Lockup
Cutoff Valve
Reverse
Signal Switch
34 SHIFT
4th Clutch
Pressure Tap
ORIFICE
ORIFICE
12
SHIFT
Hold
Regulator
Valve
ORIFICE
Priority
Valve
MAIN PRESSURE
2nd
ORIFICE
ORIFICE
ORIFICE
BALL
#13
12
Relay Valve
ORIFICE
1 2 Lockup
Cutoff Valve
REVERSE
ORIFICE
ORIFICE
ORIFICE
ORIFICE
23
Relay Valve

FILTER SCREEN
(IN VALVE BODY)
ORIFICE
LOCKUP FEED
ORIFICE
1st
3rd Clutch
Trimmer Valve
2nd Clutch
Trimmer Valve
4th Clutch
Trimmer Valve
BALL
#14
Governor
Feed Tap
BALL
#16
1st & Rev. Clutch

Trimmer Valve
MAIN PRESSURE
CONVERTERIN
CONVERTEROUT
LUBRICATION
LUBRICATION FEED
EXHAUST OR SUMP
FRONT GOVERNOR PRESSURE
REAR GOVERNOR PRESSURE
MODULATOR PRESSURE
LOCKUP FEED PRESSURE
TRIMMER REGULATOR PRESSURE
Reverse
Priority
Bypass
ORIFICE
Governor
Accumulator
Valve
Governor
Pressure Tap
ORIFICE
Trim Boost
Accumulator Valve
Foldout 5. HT 740, HT 747 Transmission Hydraulic System (Schematic View)
Rear
Governor
Valve
V00516.01
;;
;;
;;;;;
;;
;;
;;
;
;;
;;;;;
;;
;;
; ;; ;
;
F OLDOUT 6,A
FRONT GOVERNOR PRESSURE
HT 754CR
LUBRICATION PRESSURE
Lockup
Clutch
Main
Pressure
Regulator
Valve
Input
Pump
Converter Pump
;;;;
;; ; ;;;;
;;
;;;;
;
;; ;;
;
;;;;;
; ;;;;
;;
;;;;;;
;;
;;;
;
;;;;;;
;
;;;;;;;;
;
*
Lubrication
Pressure
Regulator
Converter
Bypass
Valve
@ 2100
+
RPM
Cooler
CONVERTER-IN
BALL #11
MAIN PRESSURE
MODULATOR
PRESSURE
Second
Clutch
Third
Clutch
Low
Clutch
First
Clutch
;
;;
;;;
;;;
;;
;; ;;;;
; ;;;
;;
SECOND
CLUTCH
PRESSURE
Pull To
Open Throttle
Modulator
Actuator
DRIVE 4 PRESSURE
BALL #9
(ALSO AVAILABLE
IN PUSH TO
OPEN MODEL)
ORIFICE
ORIFICE
MODULATOR PRESSURE
Trimmer
Regulator
Valve
ORIFICE
ORIFICE
2 3 Shift
Signal Valve
3 4 Shift
Signal Valve
4 5 Shift
Signal Valve
45
Relay Valve
LOW
CLUTCH
PRESSURE
; ;;;;
;;
;;;;
;;
FOURTH CLUTCH
PRESSURE TAP
CONVERTER- OUT
ORIFICE
MAIN
PRESSURE
TAP
;;;;
;;;;;;
;
;;;;;
;
;;;;;;
;;
;;;;
;;;
;;;
;;
Screen
Sump
Lockup
Valve
Fourth
Clutch
Forward
Clutch
23
+
GPM
TWO
GEAR
PUMP
Conventional
Converter Turbine
FORWARD REGULATOR
PRESSURE
BALL
#12
ORIFICE
MAIN PRESSURE
CONVERTERIN
CONVERTEROUT
MODULATOR
FRONT GOVERNOR
LUBRICATION
LOW CLUTCH
EXHAUST OR SUMP
REAR GOVERNOR
FORWARD REGULATOR
NOTE:
FOR MODELS WITH THREE-GEAR
INPUT PUMP, REFER TO SA3076.
ADJUSTING
RING
ADJUSTING
RING
Modulator
Pressure
Regulator
ADJUSTING
RING
DRIVE 3 PRESSURE
DRIVE 1 PRESSURE
12
Shift
Signal
Valve
DRIVE 2 PRESSURE
LOW
CLUTCH
PRESSURE
4 5 SIGNAL
Reverse
Signal
REVERSE PRESSURE
Neutral
Start
Switch
REAR
GOVERNOR PRESSURE
FOURTH CLUTCH
PRESSURE
GOVERNOR
PRESSURE
Hold
Regulator
Valve
FORWARD
CLUTCH
THIRD
CLUTCH
PRESSURE
3 4 SHIFT
34
SIGNAL
PRESSURE
SECOND CLUTCH
PRESSURE
ORIFICE
D1(1)
D2(1-2)
D3(1-3)
D4(1-4)
D5(1-5)
N
R
Priority
Valve
MAIN PRESSURE
ORIFICE
ORIFICE
12
Relay Valve
HOLD
FEED
23
Relay Valve
1 2 SIGNAL
PRESSURE
ORIFICE
ORIFICE
ORIFICE
First Clutch
Trimmer
Valve
Third Clutch
Trimmer Valve
ADJUSTING RING
BALL #14
ORIFICE
BALL
#13
Trim Boost
Accumulator
Valve
Low
Clutch
Trimmer
Valve
Second Clutch
Trimmer Valve
Fourth Clutch
Trimmer Valve
SIGNAL TUBE
REVERSE
PRESSURE
ORIFICE
BALL
#16
34
Relay Valve
BALL
#15
ORIFICE
Governor
Valve
Selector
Valve
ORIFICE
MAIN PRESSURE
DRIVE 4 PRESSURE
TRIM BOOST PRESSURE
GOVERNOR PRESSURE
FILTER SCREEN
(IN VALVE BODY)
ORIFICE
Governor
Accumulator
Valve
V04368.01
Foldout 6,A. HT 750, HT 754CR Transmission Hydraulic System (Schematic View) Conventional
;;
;;
;;;;;
;;
;;
;;
;;
;;;;;
;;
;;
; ;; ;
;
F OLDOUT 6,B
Lockup
Clutch
Main
Pressure
Regulator
Valve
Input
Pump
HT 754CR
Converter Turbine
Rear Governor Lockup
Converter Pump
;
;;;;
;;
;;;;
;;
;;
;;;;
;
;;
;
;;;;;
; ;;;;
;;
;;;;;;
;;
;;;
;
;;;;;;
;
;
;;
;;;
;;
;
Lubrication
Pressure
Regulator
Converter
Bypass
Valve
@ 2100
+
RPM
Cooler
MAIN
PRESSURE
TAP
Low
Clutch
First
Clutch
;
;;
;;
;;
FOURTH CLUTCH
PRESSURE TAP
CONVERTER-OUT
CONVERTER-IN
Lockup
Valve
Second
Clutch
Third
Clutch
;;;
;;;
;; ;;
;
;;
;
;
;;;
;;;
;;
;;;
;;
;;;;
;;
;
;;;
;;
;
;;
;;
;
;
;;
;;;;
;;;;
;;
;;
;
;;
;;
;
Screen
Sump
Fourth
Clutch
Forward
Clutch
23
+
GPM
TWO
GEAR
PUMP
LUBRICATION PRESSURE
SECOND
CLUTCH
PRESSURE
Pull To
Open Throttle
MAIN PRESSURE
MODULATOR PRESSURE
DRIVE 4 PRESSURE
Modulator
Actuator
MODULATOR PRESSURE
(ALSO AVAILABLE
IN PUSH TO
OPEN MODEL)
ORIFICE
Trimmer
Regulator
Valve
LOW
CLUTCH
PRESSURE
2 3 Shift
Signal Valve
3 4 Shift
Signal Valve
4 5 Shift
Signal Valve
45
Relay Valve
ORIFICE
ORIFICE
FORWARD REGULATOR
PRESSURE
BALL
#12
ORIFICE
MAIN PRESSURE
CONVERTERIN
CONVERTEROUT
MODULATOR
LUBRICATION
LOW CLUTCH
EXHAUST OR SUMP
REAR GOVERNOR
FORWARD REGULATOR
ADJUSTING
RING
ADJUSTING
RING
Modulator
Pressure
Regulator
ADJUSTING
RING
DRIVE 3 PRESSURE
DRIVE 1 PRESSURE
12
Shift
Signal
Valve
DRIVE 2 PRESSURE
LOW
CLUTCH
PRESSURE
45 SIGNAL
Neutral
Start
Switch
Reverse
Signal
NOTE:
FOR MODELS WITH THREE-GEAR
INPUT PUMP, REFER TO SA3076.
REVERSE PRESSURE
GOVERNOR PRESSURE
FOURTH CLUTCH
PRESSURE
GOVERNOR
PRESSURE
Hold
Regulator
Valve
FORWARD
CLUTCH
THIRD
CLUTCH
PRESSURE
3 4 SHIFT
34
SIGNAL
PRESSURE
SECOND CLUTCH
PRESSURE
ORIFICE
D1(1)
D2(1-2)
D3(1-3)
D4(1-4)
D5(1-5)
N
R
Low
Clutch
Trimmer
Valve
Priority
Valve
MAIN PRESSURE
ORIFICE
ORIFICE
12
Relay Valve
HOLD
FEED
23
Relay Valve
1 2 SIGNAL
PRESSURE
ORIFICE
ORIFICE
ORIFICE
ORIFICE
BALL #14
BALL
#13
Trim Boost
Accumulator
Valve
First Clutch
Trimmer
Valve
Third Clutch
Trimmer Valve
ADJUSTING RING
Second Clutch
Trimmer Valve
Fourth Clutch
Trimmer Valve
SIGNAL TUBE
REVERSE
PRESSURE
ORIFICE
34
Relay Valve
BALL
#16
ORIFICE
Governor
Valve
Selector
Valve
ORIFICE
MAIN PRESSURE
DRIVE 4 PRESSURE
TRIM BOOST PRESSURE
BALL
#15
GOVERNOR PRESSURE
FILTER SCREEN
(IN VALVE BODY)
ORIFICE
Governor
Accumulator
Valve
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
PRESSURE
Fourth
Clutch
Lockup
Valve
ORIFICE
Input
Pump
ORIFICE
Secondary
Converter
Regulator
Valve
FORWARD CLUTCH
PRESSURE
CONVERTER-IN
PRESSURE
Screen
Sump
Hydraulic Input
Retarder Control Valve
Conventional
Second
Clutch
Low
Clutch
First
Clutch
;;;;;;;;
;;;;
;;
FIRST CLUTCH
PRESSURE
LOW
CLUTCH
PRESSURE
Pull To
Open Throttle
Lubrication
Regulator
Valve
CONVERTER-OUT PRESSURE
Third
Clutch
Forward
Clutch
LOCKUP
Cooler
HT 750DR
Converter
Bypass Valve
Filter
;; ;;
;;
;;
;;
; ;;;;;;;;;
;;
;;
;;;
;;
;;;
;;;
;
;;
;;;
;
;;;
;;
;;;
; ;;
;
;;
;;;;;;;
;;; ;
;;;;
;;
;
;;;;
;;;;;;;;
;;;;;
; ;;;;;;
;;
;
; ;;; ;;
;;;
;;;
;;
Main
Pressure
Regulator
Valve
MAIN PRESSURE
ORIFICE
Modulator
Actuator
(ALSO AVAILABLE
IN PUSH TO
OPEN MODEL)
LOCKUP
MAIN
LOCKUP FEED
PRESSURE
ORIFICE
MODULATOR
PRESSURE
FRONT
GOVERNOR
MAIN
CONVERTER IN
CONVERTER OUT
MODULATOR
FRONT GOVERNOR
LUBRICATION
LOW CLUTCH
TRIMMER REGULATOR
EXHAUST OR SUMP
REAR GOVERNOR
RETARDER IN
LOCKUP FEED
RETARDER OUT
ORIFICE
ORIFICE
ORIFICE
ADJUSTING
RING
ADJUSTING
RING
1 2 Shift
Signal Valve
2 3 Shift
Signal Valve
3 4 Shift
Signal Valve
34
Relay Valve
TUBE
ADJUSTING
RING
BALL
#12
HOLD 3
FOURTH
CLUTCH
PRESSURE
TAP
ORIFICE
HOLD 2
DR1 (Low)
Modulator
DR2 (1C-1L)
Pressure
DR3 (1C-1L-2C-2L)
Regulator
DR4 (1C-1L-2C-2L-3C-3L)
DR (1C-1L-2C-2L-3C-3L-4C-4L)
N
R
Manual
Selector
Valve
Neutral
Start
Switch
HOLD 1
ORIFICE
ORIFICE
ORIFICE
Trimmer
Regulator
Valve
LUBRICATION FEED
Low 1
and
23
Lockup
Cutoff
Valve
ORIFICE
BALL # 10
Hold
Regulator
Valve
REAR GOVERNOR
PRESSURE
THIRD AND FOURTH

FEED PRESSURE
REVERSE
SIGNAL
ADJUSTING
RING
Low 1
Relay
Valve
REVERSE FEED
PRESSURE
1 2 SIGNAL
PRESSURE
Low 1
Shift Signal
Valve
BALL
#8
SECOND CLUTCH
PRESSURE
ORIFICE
LOW CLUTCH PRESSURE
12
Relay
Valve
Priority
Valve
ORIFICE
THIRD CLUTCH
PRESSURE
ORIFICE
ORIFICE
FILTER SCREEN
(IN VALVE BODY)
ORIFICE
Trim
ORIFICE
Boost
Accumulator
Valve
ORIFICE
ORIFICE
ORIFICE
ORIFICE
ORIFICE
BALL
#13
Governor
Accumulator
Valve
ORIFICE
ORIFICE
2nd Clutch
Trimmer Valve
1st Clutch
Trimmer Valve
ORIFICE
ORIFICE
ORIFICE
4th Clutch
Trimmer Valve
ORIFICE
34
Lockup
Cutoff
Valve
12
Lockup
Cutoff
Valve
REAR
GOVERNOR
PRESSURE
BALL #16
23
TRIMMER
Relay
Valve REGULATOR
3rd Clutch
Trimmer Valve
Low Clutch
Trimmer Valve
PRESSURE
SIGNAL TUBE
Foldout 7. HT 750DR Transmission Hydraulic System (Schematic View) Conventional
Rear Governor Valve
Notes:
* Not Used for Models with No Low Range Lockup
For Earlier Models with Two-Gear
Input Pump, Refer to SA3075.
V04826.01
F OLDOUT 8
RETARDER-IN PRESSURE
RETARDER-OUT PRESSURE
LUBRICATION
PRESSURE
Main
Pressure
Regulator
Valve
MAIN PRESSURE
Converter
Bypass Valve
Filter
Secondary
Converter
Regulator
Valve
Hydraulic Input
Retarder Control Valve
ORIFICE
Sump
First
Clutch
Low
Clutch
FIRST CLUTCH
PRESSURE
LOW
CLUTCH
PRESSURE
;;; ;;;
CONVERTER-IN
PRESSURE
Screen
Second
Clutch
Third
Clutch
Forward
Clutch
ORIFICE
Input
Pump
Lockup to Lockup
;; ;;
;;
;;; ;;;;
;;;;;
;;
;;
;;;
;;
;
;;
;;;;
;;
;
;;
;;
;;;
;;;
;;
;;;
;;
;;
;;;
;;
;;
;;;
;
;
;
;;
;; ;;
;;
;; ;
;
;;
;;; ;;
;;
;;;;;;
;;
;;;
;;;
;
;;
; ;;
;;; ;
; ;;;
;;
;;
;;;
;;
Fourth
Clutch
Lockup
Valve
LOCKUP
Cooler
;;;
;;;;
;
;;
;;;
;
;
;; ;;;;;
;
;;;
HT 750DR
Lubrication
Regulator
Valve
;; ;
FORWARD CLUTCH
PRESSURE
;
;;
Pull To
Open Throttle
ORIFICE
Modulator
Actuator
CONVERTER-OUT PRESSURE
(ALSO AVAILABLE
IN PUSH TO
OPEN MODEL)
LOCKUP
MAIN
LOCKUP FEED
PRESSURE
ORIFICE
MODULATOR
PRESSURE
FRONT
GOVERNOR
ORIFICE
ORIFICE
ORIFICE
BALL
#12
2 3 Shift
Signal Valve
3 4 Shift
Signal Valve
34
Relay Valve
ADJUSTING
RING
ADJUSTING
RING
HOLD 3
FOURTH
CLUTCH
PRESSURE
TAP
ORIFICE
1 2 Shift
Signal Valve
TUBE
MAIN
CONVERTER IN
CONVERTER OUT
MODULATOR
FRONT GOVERNOR
LUBRICATION
LOW CLUTCH
TRIMMER REGULATOR
EXHAUST OR SUMP
REAR GOVERNOR
RETARDER IN
LOCKUP FEED
RETARDER OUT
ADJUSTING
RING
HOLD 2
DR1 (Low)
DR2 (1C-1L)
DR3 (1C-1L-2L)
DR4 (1C-1L-2L-3L)
DR (1C-1L-2L-3L-4L)
N
R
Manual
Selector
Valve
Neutral
Start
Switch
HOLD 1
ORIFICE
ORIFICE
ORIFICE
Trimmer
Regulator
Valve
LUBRICATION FEED
Low1
and
2 3
Lockup
Cutoff
Valve
BALL # 10
Hold
Regulator
Valve
REAR GOVERNOR
PRESSURE
ORIFICE
Modulator
Pressure
Regulator
THIRD AND FOURTH CLUTCH

FEED PRESSURE
REVERSE
SIGNAL
ADJUSTING
RING
Low 1
Relay
Valve
REVERSE FEED
PRESSURE
1 2 SIGNAL
PRESSURE
Low 1
Shift Signal
Valve
BALL
#8
SECOND CLUTCH
PRESSURE
ORIFICE
12
Relay
Valve
Priority
Valve
ORIFICE
THIRD CLUTCH
PRESSURE
LOW CLUTCH PRESSURE
ORIFICE
ORIFICE
FILTER SCREEN
(IN VALVE BODY)
ORIFICE
Trim
ORIFICE
Boost
Accumulator
Valve
ORIFICE
ORIFICE
ORIFICE
ORIFICE
ORIFICE
ORIFICE
ORIFICE
4th Clutch
Trimmer Valve
ORIFICE
ORIFICE
34
Lockup
Cutoff
Valve
12
Lockup
Cutoff
Valve
REAR
GOVERNOR
PRESSURE
Governor
Accumulator
Valve
ORIFICE
ORIFICE
Rear Governor Valve
Notes:
2nd Clutch
Trimmer Valve
1st Clutch
Trimmer Valve
3rd Clutch
Trimmer Valve
23
TRIMMER
Relay
Valve REGULATOR
BALL #16
Low Clutch
Trimmer Valve
Not Used for Models with No Low Range Lockup
For Earlier Models with Two-Gear Input

Pump, Refer to SA3075.
PRESSURE
V04369.01
SIGNAL TUBE
Foldout 8. HT 750DR Transmission Hydraulic System (Schematic View) Lockup to Lockup

9,A
9,B
1 Self-Locking Bolt, 12-20 x 1 (12) A

Self-Locking Bolt, 38-24 x 1 (12) B
2 Flexplate Assembly
3 Flexplate Hub Assembly
4 Hub
5 Dowel Pin
6 Flexplate
7 Flexplate (4)
8 Flexplate
9 Self-Locking Bolt, 12-20 x 34 (12) A
Self-Locking Bolt, 12-13 x 118 (12) A
10 Flywheel Assembly
11 Flywheel Ring Gear
12 Flywheel
13 Converter Housing Adapter
(HT 750 Models)
14 Flywheel Housing Gasket
Torque
A
B
Foldout 9
lb ft
96115
4149
1
2
3
4
5
6
7
Nut (114-12) A
Washer
Oil Seal
Front Cover
Gasket
Ball Bearing
Converter Drive Cover
Torque
A
Nm
130156
5666
lb ft
450550
Nm
610746
F OLDOUT 9
A
3
B
6
4
1
1
8
9
11
10
6
12
13
14
V03864
Foldout 9,A. Flexplate And Flywheel Assemblies (Exploded View)
V02033
Foldout 9,B. Transmission Front Cover, Remote-Mount (Exploded View)

10,A
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
38
39
Sealring
Sealring
Lockup-Clutch Plate
Lockup-Clutch Backplate
Ball Bearing
Key (2 On Later Models)
Torque Converter Turbine Assembly
Lockup-Clutch Hub
Turbine Hub
Turbine
Rivet (16)
Torque Converter Stator Assembly
Stator Thrust Washer
Stator Cam Washer (2)
Stator
Stator Cam
Freewheel Side Washer
Rivet, 14 x 258 (10)
Stator Freewheel Roller (10)
Stator Freewheel Roller Spring (10)
Thrust Bearing Race
Thrust Bearing
Stator Freewheel Roller Race
External Snapring
Converter Pump Spacer
Bolt, 38-24 x 114 (12) A
Lockstrip (6)
Bearing Retainer (2) (Later Models)
Bearing Retainer (Earlier Models)
Sealring
Torque Converter Pump Assembly
Washer (30)
Self-Locking Bolt, 38-24 x 114 (30) B
Ball Bearing (Later Models) (Split Race)
Double Row Ball Bearing (With PTO)
Power Takeoff Drive Gear (With PTO)
Converter Pump Hub Gasket (Later Models)
0.0140.21 inch (0.360.53 mm)
Converter Pump Hub Gasket (Earlier Models)
0.0060.008 inch (0.150.20 mm)
40 Converter Pump Sealring
Foldout 10
41
42
43
44
45
Converter Pump Hub

Sealring
Lock Patch Bolt, 38-24 (24) C
Special Bolt (36)
Nut, 38-24 (36) B
Torque
A
B
C
lb ft
3340
4149
4452
Nm
4554
5666
6071
10,B
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
Oil Pump Assembly

Oil Seal
Oil Pump Body
Plug, 34 (3) (Non-Retarder Automotive
Housing)
Oil Pump Drive Gear
Driven Gear Shaft
Driven Gear Assembly
Driven Gear
Roller Bearing
Pump Cover
Flat Head Machine Screw, 14-20 x 58
Sealring
Bolt, 38-16 x 34 (2) B
Converter Access Cover
Converter Access Cover Gasket
Converter Housing
Converter Housing Gasket
Pipe Plug, 18 (4) C
Bolt, 716-14 x 112 (22) D
Lockwasher, 716 (22)
Lockwasher, 12 (7)
Bolt, 12-13 x 2 (7) A
Flat Washer (2)
Fillister Head Machine Screw (2) E
Torque
A
B
C
D
E
lb ft
5060
1520
45
4250
34
Nm
6881
2027
57
5768
46
F OLDOUT 10
A
B
1
4
45
2
3
5
5
43
6
7
9
21
22
10
23
8
24
11
25
12
26
13
20
14
15
16
27
28
17
30
15
18
19
31
32
33
34
29
35
39
36
40
41
42
44
37
38
Foldout 10,A. Lockup Clutch And Torque Converter (Exploded View)
E03886.01
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
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
Bolt, 38-16 x 112 (8) A

Converter Ground Sleeve
Bolt, 12-13 x 214 (2) (Non-Retarder Models) N
Plain Washer, 12 (2) (Non-Retarder Models)
Bolt, 12-13 x 212 (Non-Retarder Models) B
Lockwasher, 12 (1) (Non-Retarder Models)
Plain Washer, 12 (2) (With Retarder)
Bolt, 12-13 x 614 (2) (With Retarder) Q
Converter Housing Assembly
Converter Housing
Dowel Pin (2)
PTO Gear Spindle
Plain Washer, 12
Lockwasher, 12
Bolt, 12-20 x 1 L
Dowel Pin (2)
Pipe Plug, 1 H
Pipe Plug, 112 J
Lubrication Valve Pin (With Retarder)
Lubrication Valve (With Retarder)
Lubrication Valve Spring (With Retarder)
Cup Plug, 34
Pipe Plug, 12 K
Cup Plug
PTO Cover Gasket
PTO Cover
Lockwasher, 716 (8)
Bolt, 716-14 x 118 (8) C
Seal
Plug, 1516 P
Stud, 12-13 x 12-20 x 6.25 (3) D
Stud, 12-13 x 12-20 x 6.40 (3) D
With Retarder)
Stud, 0.003 Oversize (AR) (With Retarder)
Seal
Plug, 34 M
Plug, 18 E
Plug, 18 E
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
Plug, 18 E
Plug, 18 E
Bolt, 716-14 x 118 (8) C
Lockwasher, 716 (8)
PTO Cover
PTO Cover Gasket
Flat Washer (2)
Fillister Head Machine Screw (2) F
Lockwasher, 12 (3) (Non-Retarder)
Bolt, 12-13 x 218 (3) (Non-Retarder) B
Lockwasher, 12 (3) (With Retarder)
Bolt, 12-13 x 614 (3) (With Retarder) Q
Lockwasher, 12 (With Retarder)
Bolt, 12-13 x 612 (With Retarder) Q
Bolt, 12-13 x 614 Q
Sealring
PTO Drive Gear Spindle
Lockwasher, 12
Bolt, 12-20 x 334 L
Lockwasher, 12 (Non-Retarder)
Bolt, 12-13 x 334 (Non-Retarder) Q
Plain Washer, 12 (With Retarder)
Bolt, 12-13 x 734 (With Retarder) Q
Lockwasher, 716 (2)
Bolt, 716-14 x 2 (2) C
Lockwasher, 716 (19)
Bolt, 716-14 x 112 (19) C
AR As Required
Torque
A
B
C
D
E
F
H
J
K
L
M
N
P
Q
lb ft
3643
6780
4250
1565
45
34
7090
110130
1620
83100
2128
8197
6070
5060
Nm
4958
91108
5768
2088
57
46
95122
149176
2227
113136
2838
110132
8195
6881
Foldout 11

Legend For Foldout 11,B
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Bolt, 38-16 x 34 (2) A

Converter Housing Access Cover
Converter Housing Access Cover Gasket
Converter Housing Assembly
Converter Housing
Plug
Stud, 12-13 x 12-20 x 6.25 (3) B
Stud, 12-13 x 12-20 x 6.40 (3) B
Stud, 0.003 Oversize (AR)
Pipe Plug, 18 (4) C
Lockwasher, 12 (7)
Bolt, 12-13 x 6 (7) D (With Retarder)
Bolt, 12-13 x 2 (7) D (Without Retarder)
Lubrication Valve Spring
Lubrication Valve
Lubrication Valve Pin
Sealring
Plug
AR As Required
Torque
A
B
C
D
Foldout 11
lb ft
1520
1565
45
5060
Nm
2027
2088
57
6881
F OLDOUT 11
A
Foldout 11,A. Converter Housing And Ground Sleeve Models With

Engine-Driven PTO (Exploded View)
Foldout 11,B. Converter Housing Models With

Input Retarder No Engine-Driven PTO (Exploded View)

12,A
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
12,B
Bolt, 38-16 x 212 (3) A

Lockwasher, 38 (3)
Bolt, 38-16 x 78 D
Scavenge Oil Pump Assembly
Drive Gear
Roller
Body Assembly
Body
Spindle (2)
Drive Gear
External Snapring
Scavenge Pump Plate
External Snapring (2)
Driven Gear Assembly
Bushing
Driven Gear
Scavenge Pump Tube
Bolt, 12-13 x 314 B
Idler Gear Spindle
Snapring (2)
Single-Row Ball Bearing
Bearing Retainer Washer (6)
PTO Idler Gear
Rivet (3)
Bolt, 12-20 x 114 (Early Models) C
Bolt, 12-20 x 334 (Later Models) C
Lockwasher, 12
PTO Gear Retainer
PTO Gear Assembly
Bearing Retainer Washer (6)
Side PTO Gear
Rivet (3)
Snapring (2)
Torque
A
B
C
D
Foldout 12
lb ft
2632
8197
83100
3643
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
Sealring
Retarder Plate
Bolt, 38-16 x 112 A
Bolt, 38-16 x 1 (18) D
Bolt, 38-16 x 3 (6) Used With Item #2 A
Bolt, 38-16 x 4 (6) Used With Item #19 A
Thrust Bearing Race
Roller Bearing Assembly
Thrust Bearing Race
Sealring
Retarder Rotor Assembly
Sealring
Thrust Bearing Race
Thrust Bearing Race
Input Retarder Housing Gasket
Input Retarder Housing Assembly
Flat Washer (2)
Fillister Head Machine Screw (2) B
Retarder Plate
Pipe Plug, 18 (5) Some Models C
Pipe Plug, 18 (4) Some Models C
Pipe Plug, 18 (1) Later Models C
Ground Sleeve
Ground Sleeve (With Engine-Driven PTO)
Torque
A
B
C
D
Nm
3543
110131
113136
4958
lb ft
3643
34
45
3946
Nm
4958
45
57
5362
F OLDOUT 12
A
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
1 Front Support Assembly
2 Front Support Housing (No Input Retarder,
No Engine-Driven PTO)
3 Main-Pressure Regulator Valve
4 Main Regulator Valve Spring
5 Valve Stop
6 Retainer Washer
7 Internal Snapring
8 Lockup Shift Valve
9 Valve Spring
10 Valve Stop
11 Retainer Washer
12 Internal Snapring
13 Valve Spring
14 Converter Bypass Valve
15 Valve Seat
16 Valve Support Assembly
17 Valve Guide
18 Valve Support
19 Snapring
20 Needle Roller Bearing Assembly
21 Bolt, 38-16 x 212 (3) A
22 Bolt, 38-16 x 4 (6) A
Bolt, 38-16 x 5 (6) A
23 Thrust Bearing Race
24 Needle Roller Bearing Assembly
25 Butt-Joint Sealring (2)
26 Locknut, #1032 (2)
27 Front Pitot Blocker
28 Front Pitot Tube
29 Bolt, 38-16 x 112 (16) A
30 Sleeve Assembly
31 Pin (Rework Only)
32 Sleeve (Rework Only)
33 Front Support Housing (With Input Retarder
Or With Engine-Driven PTO)
34 Bolt, 38-16 x 5 (6) (No Input Retarder,
With Engine-Driven PTO) A
35 Bolt, 38-16 x 114 (16) (With Input
Retarder, With And Without Engine-Driven
PTO) A
Bolt, 38-16 x 112 (16) (No Input
Retarder, With Engine-Driven PTO) A
Foldout 13
36 Bolt, 38-16 x 214 (9) (With Input Retarder,

With And Without Engine-Driven PTO) A
Bolt, 38-16 x 212 (3) (No Input Retarder,
With Engine-Driven PTO) A
37 Sleeve
38 Stator Shaft (Ground Sleeve)
Torque
A
lb ft
3643
Nm
4958
13,B
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
Sealring
Thrust Bearing Race
Forward Clutch Assembly
Butt-Joint Sealring (2)
Forward-Clutch Housing and Input Shaft
Assembly
Pitot Oil Collector Ring
Ball, 316 (4)
Internal Snapring
PTO Gear
Piston Inner Sealring
Piston Outer Sealring
Forward-Clutch Piston (Marked):
Z, A 1.1101.120 Inch (28.1928.45 mm)
Y, B 1.1371.149 Inch (28.8729.13 mm)
X, C 1.1641.174 Inch (29.5629.82 mm)
Forward-Clutch Release Spring (20)
Spring Retainer
External Snapring
Thrust Bearing Race
Needle Roller Bearing Assembly
Thrust Bearing Race
Forward-Clutch Hub
External-Tanged Clutch Plate (5)
Internal-Splined Clutch Plate (5)
Fourth-Clutch Driving Hub
Internal Snapring
Thrust Bearing Race
Thrust Bearing Race
Turbine Shaft
F OLDOUT 13
A
B
1
4
3
6
27
28
8
9
16
10
17
11
18
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
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
14,B
Fourth Clutch Assembly

Snapring
Clutch Backplate
Snapring
Spring Retainer
Clutch Release Spring (20)
Fourth-Clutch Piston (Marked):
Z, M 1.1101.120 Inch (28.1928.45 mm)
Y, S 1.1371.147 Inch (28.8729.13 mm)
X, T 1.1641.174 Inch (29.5629.82 mm)
Clutch Housing Sealring
Fourth-Clutch Housing Assembly
Ball, 316 (8)
Thrust Bearing Race
1
2
3
4
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
Snapring
Third-Clutch Backplate
External-Tanged Clutch Plate (4):
0.09930.1063 (Red) (AR)
0.11610.1231 (Green) (AR)
Snapring (1):
0.1480.150 inch (3.763.81 mm) (Blue)
0.1520.154 inch (3.863.91 mm) (Yellow)
0.1550.157 inch (3.943.99 mm) (White)
0.1580.160 inch (4.014.06 mm) (Red)
Self-Locking Retainer Ring (4)
Spring Retainer
Piston Release Spring (20)
Third-Clutch Piston
Butt-Joint Sealring (2)
Thrust Bearing Race
Center Support Housing Assembly
Bushing
Spring Retainer
Snapring
0.09930.1063 (Red) (AR)
0.11610.1231 (Green) (AR)
Sleeve Assembly
Pin (Rework Only)
Sleeve (Rework Only)
AR As Required
Foldout 14
F OLDOUT 14
A
3
4
10
5
6
11
7
12
8
13
9
14
15
16
5
17
6
7
18
27
28
19
20
29
21
22
10
12
11
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
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
38
39
40
41
42
43
44
45
46
47
48
15,B
Gear Unit And Main Shaft Assembly

Thrust Washer
Thrust Washer
Front Planetary Carrier Assembly
Flange And Carrier Assembly
Sleeve Bushing
Bronze Thrust Washer (12)
Needle Roller Bearing (6)
Pinion (6)
Steel Thrust Washer (12)
Pinion Pin (6)
Thrust Washer
Snapring
Center Planetary Carrier Assembly
Pinion Pin (4)
Pinion (4)
Center Sun Gear Shaft Assembly
Split Sleeve Bushing
Thrust Washer
External Snapring
Thrust Race
Thrust Race
Main Shaft Assembly
Orifice Plug
Main Shaft
External Snapring
Rear Planetary Carrier Assembly
Pinion Pin (4)
Pinion (4)
Internal Snapring
Ball Bearing
SP-21 Washer (2)
Foldout 15
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
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53

Thrust Washer
Thrust Washer
Sleeve Bushing
Pinion (6)
Pinion Pin (6)
Thrust Washer
Internal Snapring
Pinion Pin (4)
Pinion (4)
Thrust Washer
External Snapring
Thrust Race
Thrust Race
Main Shaft Assembly
Orifice Plug
Main Shaft
Rear Carrier And Bushing Assembly
Rear Carrier
Sleeve Bushing
Pinion (4)
Pinion Pin (4)
Thrust Race
Thrust Race
Internal Snapring
External Snapring
SP-21 Washer (2)
F OLDOUT 15
A
B
1
12
8 11
12
6
10
18
17
11 8
8 11
10
2
7
11 8
18
17
19
22
19
20
22
20
21
13
14
21
22
22
14
19
53
15
23
24
19
48
13
25
16
15
26
23
24
48
16
53
28
27
25
37
26
30
29
28
27
31
29
37
30
47
32
48
38
33
49
31
38
32
46
34
35
34
36
51
33
47
35
50
52
39
36
39
41
40
46
41
40
42
42
45
45
44
43
43
44
45
45 42
42
V03873
Foldout 15,A. Gear Unit And Main Shaft Assembly HT 740, HT 747 (Exploded View)
V03874
Foldout 15,B. Gear Unit And Main Shaft Assembly HT 750, HT 754CR (Exploded View)

Legend For Foldout 16,A
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23

Thrust Washer
Thrust Washer
Sleeve Bushing
Pinion (6)
Pinion Pin (6)
Thrust Washer
Internal Snapring
Pinion Pin (4)
Pinion (4)
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46

Thrust Washer
External Snapring
Thrust Race
Thrust Race
Main Shaft Assembly
Orifice Plug
Main Shaft
External Snapring
Pinion Pin
Pinion (4)
Internal Snapring
Foldout 16

Legend For Foldout 16,B
1
1A
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
38
39
Transmission Breather H
Transmission Breather Reducer J
Bolt, 12-13 x 2 (11) (Non-Retarder) A
Pipe Plug, 18 B
Drive Screw
Nameplate
Transmission Housing Assembly
Transmission Housing
Pipe Plug, 18 B
Washer, 38 (Center Support)
Bolt, 38-16 x 3 (Center Support) G
Oil Return Baffle
Bolt, 14-20 x 112 (2) I
Plain Washer, 14
Bolt, 14-20 x 112 D
Bolt, 14-20 x 112 (7) D
Plain Washer, 14
Bolt, 14-20 x 112 D
Bolt, 14-20 x 312 (3) D
Bolt, 14-20 x 3 (15) D
Bolt, 14-20 x 212 D
Detent Roller And Spring Assembly
Cover Plate
Bolt, 14-20 x 2 (8) (Early Models) D
Bolt, 14-20 x 214 (8) (Current Models) D
Signal Tube, 3, 4, 5 (HT 750)
Low Signal Tube
34 Shift Assist Tube Clip
34 Shift Assist Tube
Signal Tube
Bolt, 516-18 x 158 E
Plain Washer, 516
Oil Filter Spacer (2)
Oil Screen
Sealring
Heater Orifice Plug, 1 inch
Plug
Washer
Plug
Oil Pan Gasket
Drain Plug C
Foldout 16
40 Drain Plug Washer

41 Oil Pan
42 Plated Bolt, 516-18 x 58 (23) F
Bolt, 516-18 x 1116 (23) L
43 Inside Detent Lever Assembly
44 Locknut, 38 C
45 Modulator Valve Actuator Pin
46 Bolt, 516-18 x 916 (Early Models) F
Bolt, 516-18 x 34 (Current Models) F
47 Modulator-To-Housing Retainer
48 Shaft Retainer Pin
49 Washer
50 Pipe Plug, 34 K
51 Shaft Seal
52 Pipe Plug, 18 B
53 Manual Selector Shaft Assembly
54 Manual Selector Shaft
55 Manual Selector Shaft Nut C
56 Nut, 12-20 (3) (Input Retarder Models) A
57 Lockwasher, 12 (3)
58 PTO Cover Gasket
59 PTO Cover
60 Washer (6)
61 Bolt, 38-16 x 34 (6) C
62 Lockwasher, 12 (8) (Input Retarder Models)
63 Bolt, 12-13 x 6 (8) (Input Retarder Models) A
Torque
A
B
C
D
E
F
G
H
I
J
K
L
lb ft
5060
45
1520
812
1720
1013
3946
1316
911
1216
2530
1316
Nm
6881
57
2027
1116
2327
1418
5362
1822
1215
1622
3441
1822
F OLDOUT 16
A
12
8 11
6
10
11 8
18
17
2
3
19
4
5
22
20
21
13
22
14
19
15
23
24
16
25
26
28
27
29
37
30
38
31
32
46
33
34
35
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
1
1A
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
38
39
40
41
42
43
44
45
46
Transmission Breather H
Transmission Breather Reducer J
Bolt, 12-13 x 2 (11) (Non-Retarder) A
Pipe Plug, 18 B
Drive Screw
Nameplate
Pipe Plug, 18 B
Oil Return Baffle
Bolt, 14-20 x 112 (2) I
Plain Washer, 14
Bolt, 14-20 x 112 D
Bolt, 14-20 x 112 (7) D
Plain Washer, 14
Bolt, 14-20 x 112 D
Bolt, 14-20 x 312 (3) D
Bolt, 14-20 x 3 (15) D
Bolt, 14-20 x 212 D
Cover Plate
Bolt, 14-20 x 2 (8) (Early Models) D
Bolt, 14-20 x 214 (8) (Current Models) D
Signal Tube, 3, 4, 5 (HT 750)
Low Signal Tube
34 Shift Assist Tube Clip
34 Shift Assist Tube
Manual Selector Shaft
Bolt, 516-18 x 234 E
Plain Washer, 516
Oil Filter Spacer (2)
Oil Screen
Sealring
Heater Orifice Plug, 1 inch
Plug
Washer
Plug
Oil Pan Gasket
Drain Plug C
Drain Plug Washer
Oil Pan
Plated Bolt, 516-18 x 58 (23) F
Bolt, 516-18 x 1116 (23) L
Inside Detent Lever Assembly
Locknut, 38 C
Modulator Valve Actuator Pin
Bolt, 516-18 x 916 (Early Models) F
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
Modulator-To-Housing Retainer
Shaft Retainer Pin
Washer
Pipe Plug, 34 B
Shaft Seal
Pipe Plug, 18 B
Manual Selector Shaft Assembly
Manual Selector Shaft Nut C
Nut, 12-20 (3) (Input Retarder Models) A
Lockwasher, 12 (3)
PTO Cover Gasket
PTO Cover
Washer (6)
Bolt, 38-16 x 34 (6) C
Lockwasher, 12 (8) (Input Retarder Models)
Bolt, 12-13 x 6 (8) (Input Retarder Models) A
Modulator Pressure Transfer Tube (HT 740
Fixed Shift Only)
65 18 NPT 90 Elbow (HT 740 Fixed Shift Only)
66 18 NPT 45 Elbow (HT 740 Fixed Shift Only)
Torque
A
B
C
D
E
F
G
H
I
J
K
L
lb ft
5060
45
1520
812
1720
1013
3946
1316
911
1216
2530
1316
Nm
6881
57
2027
1116
2327
1418
5362
1822
1215
1622
3441
1822
17,B
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
Breather E
Plug, 18 B
Screw, Drive
Nameplate
Fourth Clutch Check Plug
Oil Return Baffle
Bolt, 14-20 x 112 (2) D
Plain Washer, 14
Bolt, 14-20 x 112 A
Bolt, 14-20 x 112 (7) A
Plain Washer, 14
Foldout 17

Legend For Foldout 17 (contd)
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
Bolt, 14-20 x 112 A

Bolt, 14-20 x 312 (3) A
Bolt, 14-20 x 3 (15) A
Bolt, 14-20 x 212 A
Sealring
Oil Screen
Bolt, 516-18 x 314 (3) P
Bolt, 14-20 x 314 (3) A
Oil Pan Gasket
Pipe Plug, 18 N
Heater Orifice Plug, 1 Inch
Drain Plug Washer
Drain Plug L
Oil Pan, 812 Inch Depth
Bolt, 516-18 x 434 (23) K
Inside Detent Lever Assembly
Locknut, 38 L
Valve Spacer
Bolt, 516-18 x 34 (Later Models) F
Modulator Retainer
Shaft Retainer Pin
Washer, 34
Plug, 34-16 J
Manual Selector Oil Seal
Manual Selector Shaft And Nut Assembly
Manual Selector Shaft Nut (Metric)
Plug, 18
Nut, 12-20 (3) H
Lockwasher (3)
PTO Cover Gasket
PTO Cover
Washer, 38 (6)
Bolt, 38-16 x 34 (6) L
Lockwasher, 12 (8)
Bolt, 12-13 x 6 (8) (Retarder Models) H
Bolt, 12-13 x 2 (11) (Non-Retarder Models) H
Lockwasher, 12 (11)
Cover Plate
Bolt, 14-20 x 2 (8) (Early Models) A
Bolt, 14-20 x 214 (8) (Later Models) A
Signal Tube
Reducer I
Sealring
Oil Screen
Bolt, 516-18 x 58 K
Bolt, 516-18 x 1116 K
Inverted Flared Tube Plug
Plug, 516-12
Heater Orifice Plug
Oil Pan Gasket
Foldout 17
64 Oil Pan Adapter

65 Oil Pan Adapter Gasket
66 Pipe Plug, 14
Pipe Plug, 38
67 Oil Pan
68 Drain Plug Washer
O-ring Seal
69 Drain Plug C
71 Bolt, 516-18 x 334 (3) K
Bolt, 516-18 x 5 (3) K
72 Bolt, 516-18 x 114 (37) K
74 Inverted Flared Tube Plug
Plug, 516-12
75 Bolt, 516-18 x 134 (20) (Later Models) K
Bolt, 516-18 x 158 (20) (Earlier Models) K
76 Washer (20)
77 Flat Washer, Copper
78 Bolt, 12-20 x 112 (2) M
Bolt, 12-20 x 112 (2) H
79 Oil Level Indicator
80 Sealring
81 Bolt, 516-18 x 138 (4) K
82 Adapter Plate
83 Adapter Plate Gasket
84 Sealring
85 Spacer
87 Sealring
88 Oil Screen
89 Bolt, 14-20 x 314 (3) A
90 Low Signal Tube
91 34 Shift Assist Tube
92 Lockwasher, 516
93 Bolt, 516-18 x 212 K
Bolt, 516-18 x 2 K
Torque
A
B
C
D
E
F
G
H
I
J
K
L
M
N
P
lb ft
812
45
2030
911
1416
1013
3946
5060
1216
2530
1316
1520
57
1012
1720
Nm
1116
57
2741
1215
1922
1418
5362
6881
1622
3441
1822
2027
79
1416
2327
F OLDOUT 17
A
Foldout 17,A. Transmission Housing, Oil Screen, And Seven Inch Oil Pan (Exploded View)
Foldout 17,B. Transmission Housing, Oil Screen, 812 Inch Oil Pan,
And 412 Inch Oil Pan (Exploded View)

18,A
1
2
3
4
18,B

0.09930.1063 inch (2.432.60 mm) (AR)
0.11610.1231 inch (2.953.13 mm) (AR)
Rear Planetary Ring Gear (HT 750DR)
(HT 740 And HT 750CR)
AR As Required
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
Adapter Housing Gasket

Adapter Housing And Piston Assembly
Spring Retainer
First-Clutch Piston
Adapter Housing Assembly
Adapter Housing
Dowel Pin, 38 x 34
Dowel Pin, 716 x 34
Orifice Plug
Low-Clutch Ring Gear
0.09930.1063 inch (2.432.60 mm) (AR)
0.11610.1231 inch (2.953.13 mm) (AR)
Ball Bearing
Low Planetary Carrier Assembly
Pinion Pin (4)
Pinion (4)
AR As Required
Foldout 18
F OLDOUT 18
A
1
2
3
3
2
9
11
HT 750 DR
4
10
6
7
8
12
13
HT 740 D
HT 747 D
HT 750 CR
HT 754 CR
;;;;;
;;;;;
;;;;;
;;;;;
;;;;;;
;;;;;
;;;;;;
;;;;;;
;;;;;;
;;;;;;
;;;;;;
;;;;;;
19
14
HT 750 CR
HT 754 CR
HT 740 D
HT 747 D
20
15
21
18
24
22
16
23
24
21
17
HT 750 DR
Foldout 18,A. First Clutch (Exploded View)
V03890
E03891.01
Foldout 18,B. Adapter Housing, Low-Clutch Plates, And Low Carrier HT 754CR (Exploded View)

19,A
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

Adapter Housing And Piston Assembly
Spring Retainer
First-Clutch Piston
Adapter Housing Assembly
Adapter Housing
Dowel Pin, 38 x 34
Dowel Pin, 716 x 34
Orifice Plug
0.09930.1063 inch (2.432.60 mm) (AR)
0.11610.1231 inch (2.953.13 mm) (AR)
Thrust Bearing Race
Thrust Bearing Race
Gear And Hub Assembly
Bushing
Thrust Bearing Race
Thrust Bearing Race
Thrust Bearing Race
Thrust Bearing Race
Ball Bearing
Low Planetary Carrier Assembly
Pinion Pin (4)
Pinion (4)
AR As Required
19,B
1
2
3
4
Bearing Spacer
Internal Snapring
Spring Retainer
Foldout 19
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
38
39
40
41
42
43
44
45
Low Piston
External Sealring
Internal Sealring
Transfer Housing Adapter Assembly
Transfer Housing Adapter
Oil Seal
Pipe Plug, 18 (2) B
Governor Support Pin
Dowel Pin
Dowel Pin
Breather
Reducer
Seal Plug
Bolt, 12-13 x 134 (21) A
Lockwasher, 12 (21)
Lockwasher, 12 (22)
Bolt, 12-13 x 534 (22) A
Bolt, 12-13 x 734 (2) A
Lockwasher, 12 (2)
Lockwasher, 12 (3)
Bolt, 12-13 x 138 (3) A
Governor Assembly, ID No. 462
Governor Pin And Gasket Assembly
Governor Gasket
Governor Pin
Governor Cover
Bolt, 516-18 x 916 (4) C
Output Shaft Assembly
Output Shaft And Bushing Assembly
Bushing
Output Shaft
Cup Plug
Transfer Housing Gasket
Bushing
Output Shaft
Cup Plug
Nut, 216 D
Torque
A
B
C
D
lb ft
6780
1012
1013
4550
Nm
91108
1416
1418
6168
F OLDOUT 19
A
3
5
9
11
4
10
6
7
8
12
13
14
15
16
17
18
20
19
30
21
29
22
23
24
31
32
35
25
34
33
35
26
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
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
38
39
40
41
42
43
External Snapring
Spring Retainer
Low-Clutch Piston (HT 750, 754)
First-Clutch Piston (HT 740, 747)
Rear Cover Gasket
Rear Cover Assembly
Plug, 18 NPTF E
Plug, 18 NPTF E
Governor Support Pin
Dowel Pin, 38 x 34
Dowel Pin, 716 x 34
Rear Cover
Speedometer Driven Gear Bushing
Lockwasher, 12 (21)
Bolt, 12-13 x 534 (21) (HT 750) A
Bolt, 12-13 x 2 (21) (HT 740) A
Internal Snapring
(Use Before S/N 5660)
(HT 740, HT 750CRD)
Orifice Plug
Bushing
Output Shaft
Spacer Sleeve
Output Shaft Assembly (HT 750DRD)
Orifice Plug
Bushing
Output Shaft
Self-Locking Nut 216 B
Dust Shield
Lip-Type Oil Seal
Internal Snapring
Ball Bearing
Bolt, 12-13 x 714 (3) (HT 750) A
Bolt, 12-13 x 314 (3) (HT 740) A
Lockwasher, 12 (3)
Governor Assembly
Governor Pin And Gasket Assembly
Governor Pin (2)
Gasket
Governor Cover
Bolt, 516-18 x 916 (4) C
44 Speedo Plug D
45 Speed Sensor Gear
Torque
A
B
C
D
E
lb ft
6780
600800
1013
4050
1012
Nm
91108
8131085
1418
5468
1416
20,B
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
38
Control Valve Assembly

Lubrication Valve
Check Valve Spring
Spring Cup Washer
Spring Pin
Check Valve Pin
Oil Transfer Plate
Ball, 14 Diameter
Ball, 14 Diameter
Ball, 14 Diameter
Ball, 516 Diameter
Ball, 14 Diameter
Ball, 14 Diameter
Ball, 14 Diameter
Ball, 14 Diameter
Ball, 14 Diameter
Bolt, 14-20 x 212 (3) A
Modulator Valve
Modulator Valve Spring
Retainer Washer
Valve Stop
Spring Adjusting Ring
Modulator Actuator Valve
Modulator Valve
Spring
Adjusting Ring
Retainer Pin
Modulator Pressure Valve Body
Separator Plate
Control Valve Body
Third-Clutch Trimmer Valve
Trimmer Plug
Trimmer Valve Secondary Spring
Trimmer Valve Primary Spring
Third-Clutch Trimmer Valve Stop
First- And Reverse-Clutch Trimmer Valve
Trimmer Plug
Foldout 20

Legend For Foldout 20 (contd)
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81

First-Clutch Trimmer Valve Stop
Second-Clutch Trimmer Valve
Trimmer Plug
Second-Clutch Trimmer Valve Stop
Trimmer Boost Accumulator Stop
Trimmer Boost Accumulator Valve Spring
Trimmer Boost Accumulator Valve
Trimmer Valve Cover
Bolt, 14-20 x 58 (8) B
Fourth-Clutch Trimmer Valve
Trimmer Plug
Fourth-Clutch Trimmer Valve Stop
Retainer Pin
Retainer Pin
23 (34) Relay Valve*
23 (34) Relay Valve Spring*
23 (34) Relay Valve Stop*
12 (23) Relay Valve*
12 (23) Relay Valve Spring*
Valve Spring Spacer
Governor Screen Assembly
Pipe Plug, 18 D
Governor Accumulator Valve
Governor Accumulator Valve Spring
Governor Accumulator Valve Stop
Retainer Pin
Special Bolt Assembly (HT 750) C
Priority Valve Stop
Priority Valve Spring
Priority Valve
Hold Regulator Valve
Hold Regulator Valve Spring
Hold Regulator Valve Stop
Washer
Spring Adjusting Ring
Retainer Pin
Manual Selector Valve
Manual Selector Valve
(Before S/N 10300 (HT 750)
82 Retainer Pin
83 12 Shift Valve Assist Spring (HT 740, 2nd
Range Start, Late Production Units)
84 12 Shift Valve (HT 740, 2nd Range Start,
Late Production Units)
85 12 Modulator Valve (HT 740, 2nd Range

Start, Late Production Units)
86 12 Shift Valve Spring (HT 740, 2nd Range
87 12 Shift Valve Stop (HT 740, 2nd Range
88 Spring Adjusting Ring (HT 740, 2nd Range
89 12 Shift Valve Assist Spring (HT 740,
2nd Range Start, Early Production Units)
90 12 Shift Valve (HT 740, 2nd Range Start,
Early Production Units)
91 Signal Plug (HT 740, 2nd Range Start,
Early Production Units)
92 Reverse Signal Sleeve (HT 740,
2nd Range Start, Early Production Units)
93 12 (23) Shift Valve*
94 12 (23) Modulator Valve*
95 12 (23) Shift Valve Spring*
96 12 (23) Shift Valve Stop*
97 Spring Adjusting Ring
103 Retainer Pin
109 Retainer Pin
110 34 (45) Relay Valve*
111 Relay Valve Spring
112 34 (45) Relay Valve Stop*
113 Retainer Pin
114 Trimmer Regulator Valve
115 Trimmer Regulator Valve Spring
116 Trimmer Regulator Valve Stop
117 Retainer Pin
118 Hold Regulator Valve Stop
119 Hold Regulator Valve Plug
120 12 Shift Assist Helper Valve (HT 740, 2nd
Range Start, Later Production Units)
Torque
A
B
C
D
lb ft
812
46
3643
1012
Nm
1116
68
4958
1416
* Range designations in parentheses are for HT 750; others are for

HT 740.
Foldout 20
F OLDOUT 20
A
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
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
38
21,B
Bolt, 14-20 x 3 (8) A

Lockup Cutoff Valve Body Assembly
Plug
Second- And Third-Clutch Lockup Cutoff
Valve
Pin
Lockup Cutoff Valve Body
Pin (2)
Third- And Fourth-Clutch Lockup Cutoff
Valve
Plug
Plug
First- And Second-Clutch Lockup Cutoff
Valve
Bolt, 14-20 x 234 B
Low-Clutch Trimmer Valve Body Assembly
Low-Clutch Trimmer Valve Body
Pin
Low Trimmer Valve
Low Trimmer Plug
Inner Spring
Outer Spring
Stop
Plug
Bolt, 14-20 x 4 (6) B
Low Shift Valve Body Assembly
Plug (HT 750CR And HT 754CR Only)
Low Shift Signal Valve (HT 750CR And
HT 754CR Only)
Pin (HT 750CR And HT 754CR Only)
Pin (2)
Relay Valve
Spring
Stop
Stop (Earlier Models)
Plug (Earlier Models)
Low Shift Signal Valve Adjusting Ring
Washer
Stop
Spring
Low Shift Signal Valve (HT 750DR Only)
Torque
A
B
Foldout 21
lb ft
812
911
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
Lockwasher, 38 (2)
Bolt, 38-16 x 258 (2) A
Lockwasher, 38 (4)
Bolt, 38-16 x 334 (4) A
Lockwasher, 38 (2)
Bolt, 38-16 x 434 (2) A
Plug B
Input Retarder Control Valve Body Gasket
Input Retarder Control Valve BodyAssembly
Oil Seal
Oil Seal
Internal Snapring
Input Retarder Control Valve Body
Input Retarder Control Valve
Washer
Input Retarder Control Valve Spring
Washer
External Snapring
Input Retarder Control Valve Cover Gasket
Input Retarder Control Valve Cover
Lockwasher, 38 (2)
Bolt, 38-16 x 78 (2) A
Torque
A
B
Nm
1116
1215
lb ft
2632
1620
Nm
3543
2227
F OLDOUT 21
A
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
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
22,B
Bolt, 12-13 x 114 (8) A

Lockwasher, 1/2 (8)
Bearing Retainer
Plug, 34 NPTF
Transfer Gear Housing
Plug, 14 NPTF
Cup Plug
Lockwasher, 12 (8)
Bolt, 12-13 x 114 (8) A
Bearing Retainer
Drain Tube
Oil Seal
Baffle
Bolt, 12-13 x 114 (8) A
Lockwasher, 12 (8)
Bearing Retainer
Speedo Drive Shaft
Washer
Gasket
Drive Sleeve Assembly
Oil Seal
Washer
Sleeve
Bolt, 516-18 x 78 (2) B
Screw Assembly (2) B
Baffle
Oil Seal
Bearing Retainer
Drain Tube
Bolt, 12-13 x 114 (8) A
Lockwasher, 12 (8)
Bolt, 12-13 x 114 (8) A
Lockwasher, 12 (8)
Bearing Retainer
Oil Seal
Torque
A
B
Foldout 22
lb ft
6780
1316
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
Roller Bearing
Transfer Drive Gear
Roller Bearing
Bolt, 716-14 x 1 A
Lockwasher, 716
Spindle Retainer Washer
Idler Gear Spindle
Internal Snapring
Transfer Idler Gear
Spacer
Self-Locking Nut, 216 B
Spacer
Spacer
Transfer Driven Shaft Assembly
Output Shaft
Bearing And Race Assembly
Transfer Gear Driven Shaft Assembly
Output Shaft
Transfer Gear Driven Shaft
Transfer Driven Gear
Spacer
Spacer
Spacer
Self-Locking Nut, 216 B
Transfer Gear Driven Shaft Assembly
Output Shaft
Torque
A
B
Nm
91108
1822
lb ft
4250
600800
Nm
5768
8131085
F OLDOUT 22
A
;;;;;
;;;;;
;;;;;
;;;;;
4
1
2
3
56
7
8
9
10
13
11
14
12
15
17
18
16
19
24
22
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
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
38
39
40
41
42
43
44
45
46
47
48
Disconnect Clutch Housing Gasket

Output Drive Gear
External Snapring
Output-Driven Coupling
Shifter Fork
Disconnect Clutch Housing
Oil Seal
Rod Wiper Seal
Shifter Fork Shaft
External Snapring
Output Shaft
Detent Spring
Detent Ball (2)
Bearing Retainer Gasket
Bearing Retainer
Lockwasher, 12 (6)
Bolt, 12-13 x 112 (6) A
Oil Seal
Shim, 0.025
Shim, 0.005 (4)
Retainer
Locking Strip
Bolt, 12-20 x 114 (2) B
Bolt, 12-13 x 112 (6) A
Lockwasher, 12 (6)
Lockwasher, 12 (6)
Bolt, 12-13 x 114 (6) A
Output Drive Gear
External Snapring
Output Drive Coupling
Shifter Fork
Lockwasher, 12 (2)
Bolt, 12-13 x 212 (2) A
Oil Seal
Rod Wiper Seal
Shifter Fork Shaft
Bolt, 12-13 x 112 (4) A
Lockwasher, 12 (4)
External Snapring
Output Shaft
Detent Spring
Detent Ball (2)
Foldout 23
49
50
51
52
53
54
55
56
57
Bearing Retainer
Lockwasher, 12 (6)
Bolt, 12-13 x 112 (6) A
Oil Seal
Shim, 0.025
Shim, 0.005 (4)
Retainer
Locking Strip
Bolt, 12-20 x 114 (2) B
Torque
A
B
lb ft
6780
96115
Nm
91108
130156
23,B
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
Bolt, 12-20 x 114 (2) A

Lock Strip
Retainer
Shim, 0.025
Shim, 0.005 (4)
Oil Seal
Bolt, 12-13 x 112 (6) B
Lockwasher, 12 (6)
Bearing Retainer
Output Shaft
Detent Spring
Detent Ball (2)
External Snapring
Shifter Fork Shaft
Rod Wiper Seal
Oil Seal
Bolt, 12-13 x 112 (4) B
Lockwasher, 12 (4)
Bolt, 12-13 x 212 (2) B
Lockwasher, 12 (2)
Shifter Fork
Output Drive Coupling
External Snapring
Output Drive Gear
Bolt, 12-13 x 114 (6) B
Lockwasher, 12 (6)
Torque
A
B
lb ft
96115
6780
Nm
130156
91108
F OLDOUT 23
A
Foldout 23,A. Rear Output Disconnect Clutch (Exploded View)
Foldout 23,B. Front Output Disconnect Clutch (Exploded View)

HT 700 Hydr Service Manual SM1270 199904

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What are the main components of an automatic transmission discussed in the manual?

What are the main components of an automatic transmission discussed in the manual?

What safety precautions are emphasized in the manual?

What safety precautions are emphasized in the manual?

SM1270EN

Printed in the U.S.A.

Copyright 1997 General Motors Corp.

and Chemical Corporation.

Copyright 1997 General Motors Corp.

IMPORTANT SAFETY NOTICE

WARNINGS, CAUTIONS, AND NOTES

Copyright 1997 General Motors Corp.

Copyright 1997 General Motors Corp.

Section 1. GENERAL INFORMATION

Section 2. DESCRIPTION AND OPERATION

28. OIL PUMP ASSEMBLY

Copyright 1997 General Motors Corp.

HT 700 SERIES TRANSMISSIONS (HYDRAULIC CONTROLS)

218. PLANETARY GEARING (HT 750DR)

224. SECOND-RANGE START (HT 740, HT 747,

231. HYDRAULIC SYSTEM

233. TORQUE PATHS THROUGH

Copyright 1997 General Motors Corp.

234. TORQUE PATHS THROUGH

Section 3. PREVENTIVE MAINTENANCE

Copyright 1997 General Motors Corp.

HT 700 SERIES TRANSMISSIONS (HYDRAULIC CONTROLS)

316. OUTPUT SEAL AND BEARING

Section 4. GENERAL OVERHAUL

Inspecting Sealrings, Gaskets . . . . . . . .

46. ASSEMBLY PROCEDURES

47. REMOVING (OR INSTALLING)

Copyright 1997 General Motors Corp.

55. REMOVING REMOTE COVER, FLYWHEEL,

513. REMOVING REAR COMPONENTS

56. REMOVING OIL PAN AND SCREEN

514. REMOVING REAR COMPONENTS

57. REMOVING VALVE BODIES

515. REMOVING CENTER SUPPORT, GEAR

Section 6. REBUILD OF SUBASSEMBLIES

Copyright 1997 General Motors Corp.

HT 700 SERIES TRANSMISSIONS (HYDRAULIC CONTROLS)

66. CONVERTER HOUSING WITH 2-BOLT TOP

c. Rework of Forward- (or Fourth-) Clutch

69. CONVERTER HOUSING WITH 8-BOLT TOP

617. GEAR UNIT AND MAIN SHAFT

610. SCAVENGE OIL PUMP, PTO IDLER GEAR

611. INPUT RETARDER VALVE BODY

618. GEAR UNIT AND MAIN SHAFT

620. LOW SUN GEAR AND HUB

Copyright 1997 General Motors Corp.

624. TRANSFER GEAR HOUSING AND GEARS

Section 7. ASSEMBLY OF TRANSMISSION

72. CLUTCH CLEARANCES

Copyright 1997 General Motors Corp.

HT 700 SERIES TRANSMISSIONS (HYDRAULIC CONTROLS)

710. INSTALLING GEAR UNIT, SECOND

720. INSTALLATION OF TRANSFER GEAR

Section 8. WEAR LIMITS AND SPRING

82. SPRING DATA . . . . . . . . . . . . . . . . . . . . . . 81