Operators Manual

750 Series
Off-Highway Transmissions

OM1475EN
 OM1475EN

Operators
Manual

Allison Transmission

CBT 750
CLBT 750
CLBT 750DR DB REMOTE MOUNT

Division of General Motors Corporation

P.O. Box 894 Indianapolis, Indiana 46206-0894 September 1995

Printed in U.S.A. i Copyright 1995 General Motors Corp.

 WARNINGS, CAUTIONS, AND NOTES
IT IS YOUR RESPONSIBILITY to be completely familiar with the warnings and
cautions described in this handbook. It is, however, important to understand that these
warnings and cautions are not exhaustive. Allison Transmission could not possibly
know, evaluate, and advise the service trade of all conceivable ways in which service
might be done or of the possible hazardous consequences of each way. Consequently,
Allison Transmission has not undertaken any such broad evaluation. Accordingly,
ANYONE WHO USES A SERVICE PROCEDURE OR TOOL WHICH IS NOT
RECOMMENDED BY ALLISON TRANSMISSION MUST first be thoroughly
satisfied that neither personal safety nor equipment safety will be jeopardized by the
service methods selected.

Proper service and repair is important to the safe, reliable operation of the equipment.
The service procedures recommended by Allison Transmission and described in this
handbook are effective methods for performing service operations. Some of these
service operations require the use of tools specially designed for the purpose. The
special tools should be used when and as recommended.

Three types of headings are used in this manual to attract your attention. These
warnings and cautions advise of specific methods or actions that can result in personal
injury, damage to the equipment, or cause the equipment to become unsafe.

WARNING: A warning is used when an operating procedure, practice,

etc., if not correctly followed, could result in personal injury or loss of life.

CAUTION: A caution is used when an operating procedure,

practice, etc., if not strictly observed, could result in damage to or
destruction of equipment.

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

essential to highlight.

TRADEMARK INFORMATION
DEXRON is a registered trademark of General Motors Corporation.

ii
 TABLE OF CONTENTS
Page

Warnings, Cautions, and Notes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ii

INTRODUCTION
Keeping That Allison Advantage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Typical 750 Series Off-Highway Transmission Models . . . . . . . . . . . . . . . . . 2
A Brief Description of the Allison Automatic . . . . . . . . . . . . . . . . . . . . . . . . . 3
Torque Converter (Fixed Capacity) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Torque Converter (Variable Capacity) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Lockup Clutch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Power Takeoff Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Hydraulic Retarder (CBT, CLBT 750) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Transfer Gear Housing (Dropbox) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Manual Disconnect Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Throttle Actuated Modulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Cooler, Filter Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

SHIFT SELECTORS
Range Selection Positions (4 Speed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Range Selection Positions (5 Speed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

DRIVING TIPS
Operating in Cold Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Downshift Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Downshift or Reverse Inhibitor Feature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Accelerator Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Using the Engine to Slow the Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Using the Hydraulic Retarder (CBT, CLBT) . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Driving on Ice or Snow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Rocking Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Towing or Pushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Temperatures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

iii
 Page
POWER TAKEOFF OPERATION
Converter-Driven PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Engine-Driven PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

CARE AND MAINTENANCE

Periodic Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Importance of Proper Fluid Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Fluid Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Cold Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Hot Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Fluid Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Keeping Fluid Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Fluid and Oil Filter Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
How to Keep Little Problems from Becoming Big Problems . . . . . . . . . . . . . 15

CUSTOMER SERVICE
Owner Assistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Service Literature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

iv
 INTRODUCTION

KEEPING THAT ALLISON ADVANTAGE

ALLISON AUTOMATICS provide many advantages for the driver whose vehicle
may encounter vigorous, tough use and sometimes abuse. Driving is easier, safer, and
more efficient.

These AUTOMATICS are rugged and are designed to provide long, trouble-free
service. This handbook will help you gain maximum benefits from your ALLISON-
equipped vehicle.

1
TYPICAL 750 SERIES OFF-HIGHWAY
TRANSMISSION MODELS

CLBT 750 Remote Mount

CLBT 750DR DB Remote Mount

2
A BRIEF DESCRIPTION OF THE ALLISON AUTOMATIC
ALLISON AUTOMATICS described in this manual include a hydraulic torque
converter, a planetary gear train, and a hydraulic control system.

The torque converter multiplies engine torque during starts and acts as a hydraulic
cushion between the engine and gearing. The clutches and gear sets provide multiple
forward speeds and one reverse speed. The torque converter lockup clutch engages
automatically, after the vehicle is moving, for maximum fuel economy.

An ALLISON hydraulic torque converter, four planetary gear sets, and six hydraulic
clutches are the basic components of the transmission. The control system
automatically selects the gear ratio for the best efficiency by responding to the vehicle
speed and the throttle position.

TORQUE CONVERTER (Fixed Capacity)

The torque converter consists of three elements pump, turbine, and stator. The
pump is the input element and is driven by the engine. The turbine is the output
element and is hydraulically driven by the pump. The stator is the reaction (torque
multiplying) element. When the pump (input) rotates at a higher speed than the turbine
(output) speed, the torque converter multiplies the torque. When the turbine speed
approaches the pump speed, torque multiplication stops and the torque converter
functions as a fluid coupling. With a fixed-capacity stator, engine power is always
directed to the vehicle power train.

ENGINE-DRIVEN FIRST LOW

PTO GEAR TOP THIRD
FORTH CLUTCH CLUTCH PLANETARY
TORQUE
CONVERTER CLUTCH SECOND SPEEDOMETER
LOCKUP FORWARD CLUTCH DRIVE
CLUTCH CLUTCH
OUTPUT
SHAFT

GOVERNOR

HYDRAULIC REAR PLANETARY

RETARDER CENTER PLANETARY
ENGINE-DRIVEN
PTO GEAR SIDE CONTROL OIL SCREEN
CONVERTER-DRIVEN VALVE FRONT PLANETARY
PTO GEAR FIFTH CLUTCH H01980

CLBT 750 Remote Mount Cross Section

3
TORQUE CONVERTER (Variable Capacity)
The variable-capacity converter, like the fixed-capacity converter, contains a pump,
stator, and turbine. The one difference in the variable-capacity converter is the angle of
the stator vanes can be changed by the operator so a portion of the engine power can
be diverted to the power takeoff. When power is no longer needed for PTO operation,
the operator can again change the angle of the stator vanes to restore maximum engine
power to the drive wheels.

LOCKUP CLUTCH
The lockup clutch is designed to hydraulically engage and disengage at predetermined
turbine speeds. When turbine speed approaches the pump speed, hydraulic pressure
automatically engages the lockup clutch. The function of the lockup clutch is to lock
the input element (pump) and the output element (turbine) together. With the lockup
clutch engaged, the engine output is directed to the transmission gearing at 1:1 speed
ratio. Reduction in the turbine speed (output speed) automatically disengages the
lockup clutch. When the lockup clutch is disengaged, the converter acts as a torque
multiplier or a fluid coupling. The lockup clutch is momentarily disengaged during
upshifting and downshifting.

POWER TAKEOFF DRIVES

The CBT, CLBT 750 Series off-highway transmission has provisions for three power
takeoff drives two engine-driven PTO drives, and one converter-driven PTO drive.
Engine-driven PTOs may be mounted at top and/or lower-left side of the torque
converter housing. A converter-driven PTO may be mounted at the upper-left side of
the transmission main housing.

HYDRAULIC RETARDER (CBT, CLBT 750)

A vaned rotor and two vaned stators are the basic components of the retarder. A
manually-controlled valve fills the cavity around the rotor with fluid when the vehicle
must be slowed on steep downgrades. When the cavity is emptied, the rotor is free of
drag. Added safety and longer service brake life are the benefits gained from a
retarder.

TRANSFER GEAR HOUSING (Dropbox)

The dropbox is a vertical transfer gear case mounted to the rear of the transmission
adapter housing. It can be mounted in any one of four positions, other than vertical. It
provides a 1:1 gear ratio at three specific output locations. The top rear location is in
line with the input. The bottom rear and bottom front are extensions of the drive, idler,
and driven gears in the dropbox.
4
MANUAL DISCONNECT CLUTCH
A manually-applied disconnect housing is available at any one or all three of the
dropbox output locations. Linkage controls the movement of the shift lever in the
disconnect housing, engaging or disengaging the clutch.

THROTTLE ACTUATED MODULATOR

Mechanical linkage between the engine throttle and the transmission move the control
system modulator valve. This feature makes the transmission automatic control
system responsive to throttle position. Opening the throttle will raise the speed at
which upshifts occur. Timing of shifts and clutch applications are regulated by the
modulator system. Precise and smoother shifts are obtained.

COOLER, FILTER CIRCUITS

A separate oil cooler or connection to the vehicle engine cooling system is used to
cool the transmission fluid. An external oil filter is placed in the converter to cooler
line on all models equipped with a hydraulic brake. An auxiliary filter may be installed
in the converter-to-cooler line on non-retarder models at customer option.

5
 SHIFT SELECTORS

DO NOT DO NOT DO NOT DO NOT

SHIFT SHIFT SHIFT SHIFT

R R R R
N N N N
D D D 2-5
4 2-4
3 3 2-3 2-3
2 2 2 2
1 1 1 1
DO NOT DO NOT DO NOT DO NOT
SHIFT SHIFT SHIFT SHIFT

FOUR-SPEED FIVE-SPEED FOUR-SPEED FIVE-SPEED

LEVER LEVER LEVER LEVER
SELECTOR SELECTOR SELECTOR SELECTOR V02765

The vehicle manufacturers may choose different types of shift selectors for their
equipment. Different transmission models may also require different designations on
the shift selectors.

Some of the typical shift selectors you may find in ALLISON-equipped vehicles are
shown above. The shift selector in your vehicle may vary from these or may have
1 (Low) at the top and R (Reverse) at the bottom.

The best performance will be obtained by using the correct range for each driving
condition.

When your vehicle is equipped with an ALLISON AUTOMATIC, it is not necessary

to select the right moment to upshift or downshift during the changing road and traffic
conditions.

The ALLISON AUTOMATIC does it for you. A knowledge of the ranges available at
your shift selector will make control of the vehicle and your job even easier.

6
RANGE SELECTION POSITIONS (4 SPEED)

WARNING: Take the following precautions so that unexpected,

possible sudden vehicle movement is avoided. Whenever it becomes
necessary to leave the vehicle, even momentarily, while the engine is
running, place the transmission shift selector in N (Neutral), set the
parking brake and/or emergency brakes, and chock the wheels.

R Use this to back the vehicle. Completely stop vehicle before shifting from
forward to Reverse or from Reverse to forward. The Reverse warning signal
is activated when the shift selector is in this position. Reverse operation
provides the greatest tractive advantage. Reverse has only one range.

WARNING: Do not allow your vehicle to coast in neutral. This practice

can result in severe transmission damage. Engine braking and hydraulic
retarder action (CBT, CLBT) are not available during neutral coast.

N Use this position when you start the engine. If the engine starts in any other
position, the neutral start switch is malfunctioning. Neutral position is also
used during stationary operation of the power takeoff (if your vehicle is
equipped with a PTO).

D Use this for all normal driving conditions. The vehicle will start in first
range. As the accelerator is depressed, the transmission will upshift to
second, third, fourth, and fifth ranges automatically. As the vehicle slows,
the transmission will downshift to the correct range automatically.

4 Occasionally, the road, load, or traffic conditions will make it desirable to

restrict the automatic shifting to a lower range. When conditions improve,
3 return the shift selector to the normal driving position.
2
1 This is low range use this when pulling through mud and snow or driving
up steep grades. This position provides maximum engine braking power.
In the lower ranges (first, second, third, and fourth), the transmission will not
upshift above the highest range selected unless the engine governed speed is
exceeded.

7
RANGE SELECTION POSITIONS (5 SPEED)

WARNING: Take the following precautions so that unexpected,

possible sudden vehicle movement is avoided. Whenever it becomes
necessary to leave the vehicle, even momentarily, while the engine is
running, place the transmission shift selector in N (Neutral), set the
parking brake and/or emergency brakes, and chock the wheels.

NOTE: The shift information below is applicable to the majority of

installations. However, some transmissions have automatic shifting in
all ranges.

R Use this to back the vehicle. Completely stop vehicle before shifting from
forward to Reverse or from Reverse to forward. The reverse warning
signal is activated when the shift selector is in this position. Reverse has
only one range.

WARNING: Do not allow your vehicle to coast in neutral. This practice

can result in severe transmission damage. Engine braking and hydraulic
retarder action (CBT, CLBT) are not available during neutral coast.

N Use this position when you start the engine. If the engine starts in any
other position, the neutral start switch is malfunctioning. Neutral position
is also used during stationary operation of the power takeoff (if your
vehicle is equipped with a PTO).

25 Use this for all normal driving conditions. The vehicle will start in second
range. As the accelerator is depressed, the transmission will upshift to
third, fourth, and fifth ranges automatically. As the vehicle slows, the
transmission will downshift to the correct range automatically.

24 Occasionally, the road, load, or traffic conditions will make it desirable to

restrict the automatic shifting to a lower range. When conditions improve,
23 return the shift selector to the normal driving position. These positions also
provide progressively greater engine braking and hydraulic retarder effect
(the lower the range, the greater the braking or retarding effect).

2 This is second range use this when pulling through mud and snow or
driving up steep grades.

1 This is first (low) range hold. No upshift will occur when the shift selector
is in this position. This position provides the greatest tractive advantage. It
also provides maximum engine braking and hydraulic retarder effect.

NOTE: All models except those for scraper applications have lockup
capability in all forward ranges. Scraper transmissions have lockup
available in all forward ranges except first.

8
 DRIVING TIPS

OPERATING IN COLD WEATHER

Listed below, in Table 1, 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 not available, run the
engine to preheat the fluid to the minimum temperature limit before operating in a
forward or reverse range. Failure to observe the minimum fluid temperature limit can
result in transmission malfunction or reduced transmission life.
Table 1. Fluid Viscosity Grade and Minimum Operating Temperature

Viscosity Grade* Minimum Temperature

SAE 30 (C-4 Approved) 32F (0C)
SAE 15W-40 (C-4 Approved) 5F (15C)
DEXRON-III (C-4 Approved) 17F (27C)
SAE 10W (C-4 Approved) 4 F (20C)
* These grades may be used at lower ambient temperatures if auxiliary preheat is available to heat the
fluid in the sump to the temperature shown before operating the transmission.

DOWNSHIFT CONTROL
Downshift control is a manual shift to a lower range to match driving conditions you
encounter or expect to encounter. Learning to take advantage of manual downshifts
will give you better control on slick or icy roads, and on steep downgrades.
Downshifting to lower ranges increases engine braking and hydraulic retarder effect.
The selection of a lower range often prevents cycling between a range and the next
higher range on a series of short up-and-down grades.

DOWNSHIFT OR REVERSE INHIBITOR FEATURE

The transmission hydraulic system will not permit a shift into any lower forward range
at a speed that will cause excessive engine overspeed. Any lower forward range may
be selected at any time, but the actual shift into that range will not occur until road
speed is reduced downshifting is progressive as road speed decreases. The inhibitor
effect will cause downshifts to occur at slightly higher speeds than normal automatic
downshifts.
9
If you accidentally shift to reverse while traveling forward, you would not get into
reverse range until road speed is very low but a shift shock would then occur. A full
stop must be made for any shift from forward range to reverse range, or from reverse
range to forward range.

ACCELERATOR CONTROL
The ALLISON AUTOMATIC can upshift or downshift under influence of accelerator
movement. The operator can get a quicker downshift or can delay the upshift by
handling the throttle to get the best performance from the transmission.

USING THE ENGINE TO SLOW THE VEHICLE

To use the engine as a braking force, the converter must be in lockup mode. If lockup
disengages, the frictional horsepower (braking force) from the engine is lost.
Downshift the transmission to the next lower range. If excessive speed prohibits a
downshift, apply the service brake slowing the vehicle to an acceptable
downshifting speed.

USING THE HYDRAULIC RETARDER (CBT, CLBT)

Each CBT and CLBT transmission model has a hydraulic retarder installed between the
torque converter and the transmission gearing. Apply the retarder to slow the vehicle on
curves or downgrades. Maximum retarder effect occurs in the lowest range. The throttle
must be closed when the retarder is used to maximize the retarder performance and
prevent overheating.

Partial application is permitted when maximum retarder effect is not required.

Continuous retarder operation raises the fluid temperature. Short periods of full-release
will aid cooling. Do not exceed 330F (165C) during intermittent retarder operation.

DRIVING ON ICE OR SNOW

The ALLISON AUTOMATIC continuously provides proper balance between required
power and good traction. The operator can have better control of the vehicle because
of this smooth, constant flow of power through the drive train. When driving on ice or
snow, any acceleration or deceleration should be made gradually.

ROCKING OUT
If the vehicle is stuck in sand, mud, or snow, it is often possible to rock it out. Shift
to D (Drive) or (second to fifth) and apply a steady, light throttle, never full throttle.
Then by moving the shift selector back and forth between D (Drive) or (second to
fifth) and R (Reverse), rock the vehicle. Shifts from forward range to reverse range
and reverse range to forward range should be made with the throttle backed off.

10
Time the shifts to take advantage of the forward and reverse momentum. If the wheels
spin, back off the throttle. Discontinue the attempt to rock out if the wheels spin
without moving the vehicle. Do not apply full power for more than 30 seconds if the
drive wheels are not turning.

TOWING OR PUSHING
The engine cannot be started by pushing or towing. Disconnect the driveline or lift the
vehicle drive wheels completely off the ground before towing or pushing any distance
at any speed.

CAUTION: Failure to disconnect the driveline or lift the driving wheels

before pushing or towing the vehicle can cause serious transmission
damage.

PARKING BRAKE
WARNING: Take the following precautions so that unexpected, possible
sudden vehicle movement is avoided. Whenever it becomes necessary to
leave the vehicle, even momentarily, while the engine is running, place
the transmission shift selector in N (Neutral), set the parking brake and/or
emergency brakes, and chock the wheels.

There is no park position in the transmission shift selector. Therefore, always

position the selector in N (Neutral) and apply the parking brake to hold the vehicle
when it is unattended.

TEMPERATURES
Check the gauge occasionally for normal converter-out temperatures, 180220F
(82104C). If it exceeds 275F (135C) due to overload, shift to N (Neutral) and
run the engine at 12001500 rpm. This should reduce the temperature in two or
three minutes to the normal level. Transmission-to-cooler fluid temperature should
never be permitted to exceed 330F (166C) during retarder operation.

CAUTION: The engine should never be operated for more than 30

seconds at full throttle with the transmission in gear and the output
stalled. Prolonged operation of this type will cause the transmission fluid
temperature to become excessively high and will result in severe
overheating damage to the transmission.

If the transmission overheats during normal operation, check the fluid level in the
transmission. (Refer to the fluid check procedure as described in the CARE AND
MAINTENANCE section of this handbook.) If high temperature persists, stop the
engine and have the system checked by maintenance personnel.
11
 POWER TAKEOFF
OPERATION

CONVERTER-DRIVEN PTO
A power takeoff may be mounted onto the pad on the top-left side of the transmission
main housing. The PTO drive gear is converter driven and thus provides infinitely
variable speeds. The power takeoff can be operated when the vehicle is either moving
or stopped.

To operate the power takeoff, follow these instructions:

Stop the vehicle, set the brakes, and idle the engine.
Place the shift selector in a drive range.
Engage the PTO.

CAUTION: Do not exceed the speed limits imposed on the driven

equipment during operation of the PTO.

If the power takeoff will be operated while the vehicle is stopped, set the
parking brake, shift the transmission to N (Neutral), and depress the accelerator
as required.
If the power takeoff will be operated while the vehicle is moving, simply select
the desired range and depress the accelerator as required. However, the speed of
the power takeoff during this type of operation will be affected by the ranges
and speed of the vehicle.
To disengage the power takeoff, stop the vehicle, idle the engine, and set the
brakes. Place the shift selector in a drive range and disengage the power takeoff.

ENGINE-DRIVEN PTO
Some models provide PTO mountings on the top and side of the torque converter
housing. The type of PTO installed will determine the operating procedures.

If the PTO driven gear is in constant mesh with the drive gear in the converter housing,
and a friction clutch is used to connect the PTO load, the PTO can be engaged or
disengaged at any time (except at engine speeds that exceed drive speed limits
imposed on the driven equipment). If the PTO is engaged by either a sliding gear or
dog clutch, the vehicle engine must be stopped to engage or disengage the PTO. Do
not exceed the drive speed limits of the driven equipment.
12
 CARE AND MAINTENANCE

PERIODIC INSPECTIONS
The ALLISON AUTOMATIC requires little maintenance. Careful
attention to fluid level, selector linkage, and throttle (modulator) linkage is
most important.

For easier inspection, the transmission should be kept clean. Make periodic checks for
loose bolts and leaking fluid lines. Check the condition and adjustment of the control
linkage regularly. Check the engine cooling system occasionally for evidence of
transmission fluid, which would indicate a faulty oil cooler (if transmission is cooled
by engine cooling system). Report any abnormal conditions to your maintenance
personnel.

IMPORTANCE OF PROPER FLUID LEVEL

Since the transmission fluid cools, lubricates, and transmits power, it is important that
the proper fluid level be maintained at all times. If it is too low, the converter and
clutches will not receive an adequate supply of fluid. This can result in poor
performance or transmission failure. If the level is too high, the fluid will aerate,
causing the transmission to overheat. Check the fluid level at intervals specified in
your vehicle service instructions, or more frequently if operating conditions indicate.

FLUID CHECK PROCEDURE

Before checking the fluid level, clean around the end of the fill tube before removing
the dipstick(s). Dirt or foreign matter must not be permitted to enter the fluid system
because it can cause valves to stick, cause undue wear of transmission parts, or clog
passages.

NOTE: Dropbox models have a dipstick or an oil filler tube for checking
the fluid level. The transmission and dropbox have separate fluid systems.
Each system uses a different grade of fluid.

Check the fluid level by the following procedure and report any abnormal fluid level,
milky appearance of fluid, or any trace of coolant in the fluid to your maintenance
personnel.

13
Cold Check

NOTE: The cold check procedure is primarily used to establish if the quantity
of fluid in the transmission sump is sufficient to perform a hot run check.

A cold fluid check may be made when the fluid temperature is 60120F
(1549C).
Run the engine for at least one minute to clear the fluid system of air.
With the engine running, wipe the dipstick clean and check the fluid level.
Any level within the COLD RUN band is safe for operating the vehicle. If the
level is at or below the bottom of the COLD RUN band, add fluid until the
fluid level is within the COLD RUN band.

Hot Check
Operate the transmission in a drive range until normal operating temperature
(160200F; 7193C) is reached.

NOTE: The fluid must be at operating temperature (hot) to ensure an accurate

check. The fluid level rises as temperature increases.

Shift through all drive, neutral, and reverse ranges to fill the clutches and fluid
passages.
Park the vehicle on a level spot, shift to N (Neutral), and apply the parking
brake. Let the engine run at idle speed.
Wipe the dipstick clean and check the fluid level. The safe operating level is
any level within the HOT RUN band on the dipstick.
If not within this range, add or drain fluid as necessary to bring the level
within the HOT RUN band.
To check the fluid level in the dropbox, turn off the engine. If the dropbox has
a fill tube, remove the fill tube plug. The fluid should be at the top of the tube.
If the dropbox has a dipstick, remove it, wipe it clean, and insert the dipstick.
Safe level for the dropbox is any level between the ADD and FULL marks on
the dipstick.

FLUID SPECIFICATIONS
Allison-approved C-4 fluid is recommended for use in transmissions in off-highway
service. Use the C-4 fluid which conforms to the minimum temperature (refer to Table
1 on Page 9), fluid viscosity grade, and the dealer recommended specifications for the
area. Use only SAE 30 fluid in the transfer case (dropbox).

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KEEPING FLUID CLEAN
It is absolutely necessary that the fluid put into the transmission be clean. Fluid must
be handled in clean containers and fillers to prevent foreign material entering the
transmission.

CAUTION: Containers that have been used for antifreeze solution should
not be used for transmission fluid.

FLUID AND OIL FILTER CHANGE

Fluid and oil filter change frequency is determined by transmission application and
severity of operating conditions. In general, the fluid and external filter elements
should be changed after each 1000 hours of operation. Severe operating conditions
may require more frequent changes.

To drain the transmission fluid, remove the 1 inch pipe plug (standard oil pan) behind
the oil filler tube flange (or the 12 inch plug at the rear of the deep oil pan). To drain the
dropbox, remove the plug from the bottom of the dropbox housing.

Fluid will drain better if the fluid is at operating temperature (hot). Replace the plug
after the fluid is drained.

Remove the filter element(s) and sealrings from the external oil filters. Install new
element(s) and sealrings.

Pour 34 U.S. quarts (31 liters) (6 or 7 inch pan) or 38 U.S. quarts (36 liters) (812 inch
pan) of C-4 hydraulic transmission fluid into the transmission. Pour 2.6 U.S. quarts
(2.5 liters) of C-4 hydraulic transmission fluid, grade 30, into the dropbox.

HOW TO KEEP LITTLE PROBLEMS FROM

BECOMING BIG PROBLEMS
By observing the operation of the transmission and making periodic inspections,
minor mechanical problems can be kept from becoming major problems if you notify
maintenance personnel when one of these conditions occur:

Overheating
Shifting feels odd
Unusual sounds
Transmission automatically upshifts or downshifts at irregular intervals
Fluid leaks from the transmission

15
 CUSTOMER SERVICE

OWNER ASSISTANCE
The satisfaction and goodwill 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
Complete parts support
Sales teams to help determine your transmission 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).

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 you have a
problem that has not been handled satisfactorily.

Step One Discuss your 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 your
problems originate 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.

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.

16
For prompt assistance, please have the following information available:.
Name and location of authorized distributor or dealer
Type and make of equipment
Transmission model number, serial number, and assembly number (if
equipped with electronic controls, also provide the ECU assembly number)
Transmission delivery date and accumulated 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, IN 46206-0894
Phone: (317) 242-3538

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 that 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.

17
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 distributor or dealer
nearest you. If you are unable to obtain these publications from your local Allison
distributor, please contact:
Manager, Product Training and Technical Publications A01
Allison Transmission
P.O. Box 894
Indianapolis, IN 46206
Phone: (317) 242-0236
Table 2. Service Literature

Publication CBT/CLBT 750

Service Manual SM1314EN
Parts Catalog PC1315EN
Mechanics Tips MT1366EN
Technicians Guide TG2055EN*
* Automatic Transmission Fluid, Technicians Guide

18
NOTES

19
NOTES

20
OM1475EN 199509 Printed in U.S.A. 199509