5600 y 5800 PDF

Allison
, Transmissions 5600-5800"' Series

Service Manual
Detmit Diesel
Allison
I
IMPORTANT SAFETY NOTICE
Proper service and repair is important to the safe,

reliable operation of all motor vehicles. The service
procedures recommended by Detroit Diesel Allison
and described in this service manual are effective
methods for performing service operations. Some of
these service operations require the use of tools spe-
cially designed for the purpose. The special tools
should be used when and as recommended.
It is important to note that some warnings against the

use of specific service methods that can damage
the vehicle or render it unsafe are stated in this service
manual. It is also important to understand these warn-
ings are not exhaustive. Detroit Diesel Allison 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, Detroit Diesel Allison has not
undertaken any such broad evaluation. Accordingly,
anyone who uses a service procedure or tool which
is not recommended by Detroit Diesel Allison must
first satisfy himself thoroughly that neither his safety
nor vehicle safety will be jeopardized by the service
method he selects.
SA 1078F
Service
Manual
Allison Transmissions
POWERSHIFT MODELS
CT, CBT 5640, 5840, 5860
CLT, CLBT 5640, 5660, 5840, 5860
CLBT 5865
VCLT 5860
VCLBT 5860
REVISED 1 DECEMBER 1975
~ Datmit Diesel Allison

\..~"111111(.; Division or General Motors Corporation - - - - - - - - - - - - -
~ Indianapolis. Indiana 46206 NOTE:
Additional copies of this service manual may be
purchased from Detroit Diesel Allison Distributors.
See your yellow pages-under Engines, Diesel.
Printed in U.S.A. @ 1975 General Motors Corp.

FOREWORD
This manual contains a supplement for transmissions equipped with an
electrically controlled valve body. The supplement, located at the back of
this manual, consists of Sections 1 through 5 and contains the service and
test procedures for the electric-shift control system. The basic manual
consists of Sections 1 through 8 and contains complete service informa-
tion for the 5600 and 5800 Series transmissions equipped with a mechan-
ically controlled valve body.
TABLE OF CONTENTS
I
Paragraph Page Paragraph Page
Section 1. GENERAL INFORMATION
1-1. SCOPE, ARRANGEMENT OF MANUAL f. Lockup Clutch (CLT, CLBT models) 1-5
a. Models Covered . . . . . . . . . . . . . . . . . . . 1-1 g. Hydraulic System .................. 1-5
b. Section Content . . . . . . . . . . . . . . . . . . . 1-1 h. Four-Speed Control Valve Body ( 5640,
c. Illustrations . . . . . . . . . . . . . . . . . . . . . . 1-3 5840) .......................... 1-5
d. Foldouts . . . . . . . . . . . . . . . . . . . . . . . . . 1-3 1. Six-Speed Valve Body (5660, 5860) ..... 1-6
e. How Instructions Apply to Specific Models 1-3 J. Remote Mounting .................. 1-6
k. Hydraulic Retarder (CBT, CLBT) ..... 1-6
1-2. SUPPLEMENTARY INFORMATION TO l. Transfer Gears . . . . . . . . . . . . . . . . . . . . 1-6
BE ISSUED . . . . . . . . . . . . . . . . . . . . 1-3 m. Parking Brake .................... 1-6
1-3. MODEL DESIGNATION n. Speedometer Drive . . . . . . . . . . . . . . . . . 1-6
a. Meaning of Letters, Numbers ......... 1-3 o. Power Takeoff . . . . . . . . . . . . . . . . . . . . 1-6
b. Assembly Number Suffix . . . . . . . . . . . . 1-4 p. Converter Lockup Control (CLT, CLBT). 1-6
q. Control Valve . . . . . . . . . . . . . . . . . . . . . 1-6
1-4. ORDERING PARTS r. Input, Output Flanges . . . . . . . . . . . . . . 1-6
a. See Nameplate . . . . . . . . . . . . . . . . . . . . 1-4
s. Electric Shift Control Systems . . . . . . . . . . . 1-6
b. Refer to Catalog . . . . . . . . . . . . . . . . . . . 1-4
c. Address Your Dealer . . . . . . . . . . . . . . . 1-4 1-6. DRIVING INSTRUCTIONS ............. 1-6
a. Tips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1-5. CONSTRUCTION FEATURES, OPTIONS
b. Temperatures, Pressures . . . . . . . . . . . . 1-7
a. Basic Unit . . . . . . . . . . . . . . . . . . . . . . . 1-4
c. Hydraulic Retarder Operation . . . . . . . . 1-7
b. Packaged Design . . . . . . . . . . . . . . . . . . 1-4
d. Tow, Push Starts .................. 1-7
c. Torque Converter . . . . . . . . . . . . . . . . . . 1-4
d. Planetary Gearing . . . . . . . . . . . . . . . . . 1-4 1-7. SPECIFICATIONS,DATA .......... 1-7
e. Range Clutches . . . . . . . . . . . . . . . . . . . . 1-5 (chart) ............................. 1-7
Section 2. DESCRIPTION AND OPERATION
2-1. SCOPE OF SECTION 2 ............. 2-1 2-6. REAR OIL PUMP

a. Earlier Models . . . . . . . . . . . . . . . . . . . . 2-4
2-2. TRANSMISSION-
b. Later Models . . . . . . . . . . . . . . . . . . . . . 2-4
GENERAL DESCRIPTION ........ 2-1
2-7. HYDRAULIC RETARDER
2-3. MOUNTING. INPUT DRIVE
a. Simple Construction . . . . . . . . . . . . . . . . 2-4
a. Engine Mount . . . . . . . . . . . . . . . . . . . . 2-1
b. Torque Absorption . . . . . . . . . . . . . . . . . 2-4
b. Remote Mount . . . . . . . . . . . . . . . . . . . . 2-1
2-8. PLANETARY GEARING
2-4. TORQUE CONVERTER, LOCKUP CLUTCH
a. Ratio, Direction . . . . . . . . . . . . . . . . . . . 2-4
a. Three Types of Converters . . . . . . . . . . . 2-1
b. Splitter Planetary . . . . . . . . . . . . . . . . . . 2-4
b. 4-Element Converter (fixed capacity) ... 2-1
c. Range Planetary Gearing . . . . . . . . . . . . 2-5
c. 3-Element Converter (fixed capacity) ... 2-2
d. 3-Element Converter (variable capacity) . 2-2 2-9. SPLITTER, RANGE CLUTCHES
e. Stator Control Valve . . . . . . . . . . . . . . . . 2-3 a. Multiplate Clutches . . . . . . . . . . . . . . . . 2-5
f. Lockup Clutch . . . . . . . . . . . . . . . . . . . . 2-3
b. Actuated by Hydraulic Pressure . . . . . . . 2-5
g. Oil Flow to, from Converter .......... 2-4
2-5. INPUT DRIVEN PRESSURE, SCAVENGE 2-10. FUNCTION OF HYDRAULIC SYSTEM,
OIL PUMP . . . . . . . . . . . . . . . . . . . . . . 2-4 COMPONENTS ................. 2-5
v
Page Paragraph Page
Paragraph
Section 2. DESCRIPTION AND OPERATION Continued
2-11. OIL FILTER ..................... 2-5 2-27. LUBRICATION PRESSURE REGULA-

TOR VALVE (CT, CLT, only) ...... 2-9
2-12. FILTER BYPASS ................. 2-6
2-13. MAIN-PRESSURE REGULATOR 2-28. CHECK VALVES

VALVE ....................... 2-6 a. Pitot to Main-Pressure Lines . . . . . . . . . 2-9
b. At Flow Valve . . . . . . . . . . . . . . . . . . . . 2-9
2-14. MANUAL SELECTOR VALVE
a. Spool-type Valve . . . . . . . . . . . . . . . . . . 2-6
b. 5660, 5860 ........................ 2-6 2-29. 5640, 5840 HYDRAULIC SYSTEM
c. 5640, 5840 . . . . . . . . . . . . . . . . . . . . . . . . 2-6 IN ACTION
a. Neutral . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
2-15. MAIN-PRESSURE REGULATOR b. First Gear ........................ 2-11
BOOSTER PLUG c. Second Gear . . . . . . . . . . . . . . . . . . . . . . 2-11
a. Location Varies . . . . . . . . . . . . . . . . . . . 2-6 d. Third Gear ....................... 2-11
b. Earlier Models . . . . . . . . . . . . . . . . . . . . 2-6 e. Fourth Gear ...................... 2-11
c. Later Models . . . . . . . . . . . . . . . . . . . . . 2-7 f. Reverse (effective SIN 23851) ......... 2-12
g. Reverse (prior to S/N.2385H -.......... 2-12
2-16. LOCKUP SHIFT VALVE
a. Function ......................... 2-7
b. Controlled Lockup Operation ......... 2-7
2-17. FLOW VALVE ................... 2-7 2-30. 5660, 5860 HYDRAULIC SYSTEM IN
ACTION
2-18. INTERMEDIATE TRIMMER VALVE a. Neutral .......................... 2-12
(5660, 5860 only) . . . . . . . . . . . . . . . . . 2-7 b. First Gear ........................ 2-13
c. Second Gear ...................... 2-13
2-19. INTERMEDIATE CLUTCH ACCUMU- d. Third Gear ....................... 2-14
LATOR VALVE e. Fourth Gear ...................... 2-14
(5640, 5840 only) . . . . . . . . . . . . . . . . . 2-8 f. Fifth Gear ........................ 2-14
g. Sixth Gear ....................... 2-14
2-20. REVERSE RELAY VALVE h. Reverse Gear . . . . . . . . . . . . . . . . . . . . . 2-14
( 5640, 5840 models) . . . . . . . . . . . . . . 2-8
2-21. HYDRAULIC RETARDER VALVE

a. Location . . . . . . . . . . . . . . . . . . . . . . . . . 2-8 2-31. TORQUE PATHS
b. Function . . . . . . . . . . . . . . . . . . . . . . . . . 2-8 a. Diagrams ........................ 2-15
b. Neutral (all models) ................ 2-16
2-22. TORQUE LIMITER VALVE . . . . . . . . 2-8 c. First Gear (all models) . . . . . . . . . . . . . . 2-17
d. Second Gear (5660, 5860) ............ 2-18
2-23. NEUTRAL TRIMMER VALVE e. Second Gear (5640, 5840; Third Gear
(5660, 5860) . . . . . . . . . . . . . . . . . . . . 2-8 (5660, 5860) ..................... 2-19
f. Fourth Gear (5660, 5860) ............ 2-20
2-24. PRIMARY-CONVERTER PRESSURE g. Third Gear (5640, 5840); Fifth Gear
REGULATOR VALVE (retarder- (5660, 5860) ..................... 2-21
equipped) ...................... 2-9 h. Fourth Gear ( 5640, 5840); Sixth Gear
(5660, 5860) ..................... 2-22
2-25. SECONDARY_-CONVERTER PRESSURE i. Reverse 1 (5640, 5840 prior to SIN 23851);
REGULATOR VALVE (retarder- Reverse (all) . . . . . . . . . . . . . . . . . . . . . 2-23
equipped . . . . . . . . . . . . . . . . . . . . . . . 2-9 j. Reverse2(5640,5840priortoSIN23851) .. 2-24
k. Hydraulic Retarder Operation, Second
2-26. CONVERTER PRESSURE RELIEF Gear (5640, 5840); Third Gear (5660,
VALVE ....................... 2-9 5860) .......................... 2-25
vi
I Section 3. PREVENTIVE MAINTENANCE
3-1. SCOPE OF SECTION 3 ............. 3-1 3-12. CHECKING OIL PRESSURES ...... 3-6
3-2. MINIMUM MAINTENANCE ........ 3-1 3-13. CHECKS WITH NO GAGES
3-3. TRANSMISSION GAGE READINGS a. Main Pressure . . . . . . . . . . . . . . . . . . . . 3-6
a. Temperature . . . . . . . . . . . . . . . . . . . . . . 3-1 b. Lubrication Oil Pressure (CLT) ....... 3-7
b. Main Pressure .................... 3-1 c. Fluid Velocity Governor (pitot) Pressure. 3-7
SCHEDULE 1 (prior to SIN 30084) . . . 3-2 d. Converter-out Pressure . . . . . . . . . . . . . . 3-7
SCHEDULE 2 (beginning with S/N e .. StatorControlPressure(VCLT, VCLBT). 3-7
30084) ........................ 3-2
c. If No Gages ...................... 3-1 3-14. ADJUSTINGMAINPRESSURE ..... 3-7
3-4. MAINTENANCE INTERVALS . . . . . . 3-2 3-15. ADJUSTING LUBRICATION OIL PRES-
SURE(CLT) .................... 3-7
3-5. KEEPING OIL CLEAN
a. Dirt Harmful . . . . . . . . . . . . . . . . . . . . . 3-2 3-16. LOCKUP SPEED ADJUSTMENT . . . . 3-8
b. Metal Contamination of Oil . . . . . . . . . . 3-3 3-17. CHECKINGOILTEMPERATURE ... 3-8
c. Water or Dirt in Oil . . . . . . . . . . . . . . . . . 3-3
3-18. LOCKED STATOR CHECK ......... 3-8
3-6. KEEPING TRANSMISSION BREATHER
CLEAN ........................ 3-3 3-19. TRANSMISSION STALL TEST ..... 3-8
3-7. OIL CAPACITIES 3-20. PRESERVATION, STORAGE
a. Straight-through . . . . . . . . . . . . . . . . . . 3-3 a. Preservative Selection . . . . . . . . . . . . . . . 3-9
b. Transfer Gear (dropbox) ............. 3-3
s~~~a_g~
3-8. HOW TO CHECK OIL
a. Cold Check . . . . . . . . . . . . . . . . . . . . . . . 3-3 b. New Units . . . . . . . . . . . . . . . . . . . . . . . . 3-9
b. Hot Check ....................... 3-3 c. Month to § Weeks . . . . . . . . . . . . . . . . . . 3-9
d. 1 Year-Without Oil . . . . . . . . . . . . . . . . 3-9
3-9. WHEN TO CHANGE OIL, FILTERS . . 3-4 e. 1 Year- With Oil ................... 3-10
3-10. HOW TO CHANGE OIL f. Restoring Units to Service ............ 3-10
a. Inspection Prior to . . . . . . . . . . . . . . . . . 3-4
b. Draining Transmission . . . . . . . . . . . . . . 3-4
3-21. HYDRAULIC SCHEMATIC, OIL
c. Filling Transmission, Hydraulic System . 3-5
PASSAGE !DENTS ................... 3-10
3-11. BRAKE, LINKAGE ADJUSTMENTS
AND INSPECTION 3-22. TROUBLESHOOTING
a. Brake Adjustment . . . . . . . . . . . . . . . . . . . . . 3-5 a. Preliminary Checks . . . . . . . . . . . . . . . .. 3-14
b. Manual Selector Valve ................. 3-5 b. Chart ........................... 3-14
c. Hydraulic Retarder Valve . . . . . . . . . . . . . . 3-5 (chart) ........................... 3-14
Section 4. GENERAL OVERHAUL INFORMATION
4-1. SCOPE OF SECTION 4 ............. 4-1 4-6. CLEANING, INSPECTION

a. Dirt, Abrasives Harmful . . . . . .. ...... 4-4
4-2. PROCEDURES SUBJECT TO b. Cleaning Parts . . . . . . . . . . . . .. ...... 4-4
CHANGE • • • • • • • • 0 • • • • • • • • • • • 0 4-1 c. Cleaning Bearings . . . . . . . . . .. ...... 4-4
4-3. REMOVAL OF TRANSMISSION d. Keeping Bearings Clean . . . . . .. ...... 4-4
FROM VEHICLE ................ 4-1 Inspecting
4-4. TOOLS, EQUIPMENT ............. 4-1 e. Cast Parts, Machined Surfaces . . . . . . . . 4-4
f. Bearings . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
4-5. PARTS REPLACEMENT ........... 4-1 g. Bushings, Thrust Washers . . . . . . . . . . . 4-5
vii
Section 4. GENERAL OVERHAUL INFORMATION Continued
h. Seals, Gaskets . . . . . . . . . . . . . . . . . . . . 4-5 4-9. DETERMINING PTO BACKLASH
1. Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5 LIMITS . . . . . . . . . . . . . . . . . . . . . . . . 4-7
j. Splined Parts ..................... 4-5
k. Threaded Parts . . . . . . . . . . . . . . . . . . . . 4-5 4-10. TORQUE SPECIFICATIONS ....... 4-7
l. Snaprings . . . . . . . . . . . . . . . . . . . . . . . . 4-5 (chart) . . . . . . . . . . . . . . . . . . . . ..... 4-7
m. Springs . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Special and Improvised Tools- Chart . . . . . . . 4-8
4-7. WEAR LIMITS ................... 4-5
4-8. REMOVAL, INSTALLATION PROCE- 4-11. RECOMMENDED PARTS REPLACE-
DURES FOR TIGHT-FIT FLANGES. 4-5 MENT AT REBUILD . . . . . . . . . . . . . . . . . 4-9
Section 5. DISASSEMBLY OF TRANSMISSION INTO SUBASSEMBLIES
5-l. SCOPE OF SECTION 5 e. Separating Converter, Retarder Housing

a. Models Covered . . . . . . . . . . . . . . . . . . . 5-1 (CBT, CLBT, VCLBT); removing Re-
b. Disassembly Sequence . . . . . . . . . . . . . . 5-1 lated Parts ...................... 5-11
c. Illustrations ............... : ...... 5-1 f. Retarder Housing, Turbine Shaft, Re-
lated Parts (CBT, CLBT, VCLBT) ... 5-12
5-2. PREPARATION FOR DISASSEMBLY
g. Converter Housing, Turbine Shaft, Re-
a. Draining Transmission .............. 5-1
lated Parts (CT, CLT, VCLT) ....... 5-14
b. Overhaul Information . . . . . . . . . . . . . . . 5-1
h. Transmission Output Components ..... 5-15
5-3. TRANSMISSION DISASSEMBLY i. Range Planetaries, Clutches, Related
(STRAIGHT THROUGH) Parts from Transmission Housing
a. Exterior Components . . . . . . . . . . . . . . . 5-1 _Output-End ..................... 5-18
b. Converter Housing, Retarder Housing, j. Splitter Clutch, Related Parts ......... 5-22
Related Components . . . . . . . . . . . . . . 5-4 5-4. TRANSMISSION DISASSEMBLY (ALL
c. Torqmatic Converter Elements ........ 5-7 MODELS WITH TRANSFER GEARS)
d. Oil Pump, PTO and Oil Pump Idler Gears, a. Dropbox Model Differences .......... 5-23
Lubrication Regulator Valve ........ 5-10 b. Disassembly Procedures ............. 5-23
Section 6. REBUILD OF SUBASSEMBLIES
6-1. SCOPE OF SECTION 6 6-6. STATOR CONTROL VALVE, ADAPTER

a. Arrangement ..................... 6-1 (VCLT, VCLBT) ................. 6-3
b. Same Sequence . . . . . . . . . . . . . . . . . . . . 6-1
c. Related References . . . . . . . . . . . . . . . . . 6-1 6-7. LOCKUP VALVE . . . . . . . . . . . . . . . . . 6-3
6-2. GENERAL INFORMATION FOR 6-8. CONTROL VALVE BODY

SUBASSEMBLY REBUILD (6-SPEED) . . . . . . . . . . . . . . . . . . . . . . 6-4
a. Tools, Parts, Methods . . . . . . . . . . . . . . 6-1 6-9. CONTROL VALVE BODY
b. Cleaning, Inspection . . . . . . . . . . . . . . . . 6-1 (4-SPEED) ...................... 6-5
c. Torque Specifications . . . . . . . . . . . . . . . 6-1
d. Wear Limits ...................... 6-1 6-10. HYDRAULIC RETARDER CONTROL
e. Spring Information . . . . . . . . . . . . . . . . . 6-1 VALVE BODY
6-3. OIL FILTER ASSEMBLY (WITH a. Disassembly (type with front oil ports) . . 6-6
PRESSURE SWITCH) . . . . . . . . . . . . 6-1 b. Disassembly (type with rear oil ports) . . . 6-6
c. Assembly (type with front oil ports) .... 6-6
6-4. OIL FILTER ASSEMBLY (WITH d. Assembly (type with rear oil ports) . . . . . 6-6
MAIN-PRESSURE REGULATOR) 6-1
6-5. MAIN-PRESSURE REGULATOR 6-11. CONVERTER HOUSING
VALVE BODY . . . . . . . . . . . . . . . . . . 6-2 FRONT COVER ................ 6-7
viii
Section 6. REBUILD OF SUBASSEMBLIES Continued
6-12. CONVERTER DRIVE HOUSING 6-25. TEFLON SEALRINGS, EXPANDERS 6-19

a. Disassembly (CLT, CLBT) ........... 6-7
6-26. REVERSE-RANGE PLANETARY
b. Rework of Sealring Bore in Hub ....... 6-7
CARRIER ..................... 6-20
c. Assembly (CLT, CLB'O ............. 6-7
d. Disassembly (CT, CBT) ............. 6-7 6-27. LOW-RANGE PLANETARY
e. Assembly (CT, CBT) ............... 6-8 CARRIER ..................... 6-20
6-13. FLEX DISK ASSEMBLY .......... 6-8 6-28. SPLITTER OUTPUT SHAFT ....... 6-21
6-14. FLYWHEEL ASSEMBLY 6-29. INTERMEDIATE-RANGE
a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 6-9 PLANETARY CARRIER ......... 6-22
b. Rework of Flywheel Center Bore (CLT,
6-30. HIGH-RANGE CLUTCH DRUM .... 6-22
CLBT) ......................... 6-9
c. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 6-9 6-31. SPLITTER RING GEAR, HUB ...... 6-23
6-15. TORQUE CONVERTER STATOR 6-32. HIGH-SPLITTER CLUTCH
a. Disassembly (4-element) ............. 6-9 PISTON, HOUSING ............. 6-23
b. Assembly (4-element) ............... 6-9
6-33. TRANSMISSION HOUSING ....... 6-23
c. Disassembly (single stator) . ." ........ 6-10
d. Assembly (single stator) ............. 6-10 6-34. REAR BEARING RETAINER
e. Disassembly (variable capacity) ....... 6-11 (TRANSFER CASE) ............. 6-24
f. Assembly (variable capacity) ......... 6-11
6-35. TRANSFER DRIVE GEARS ........ 6-24
6-16. TORQUE CONVERTER PUMP ..... 6-14
6-36. TRANSFER IDLER GEARS ........ 6-24
6-17. INPUT-DRIVEN PRESSURE, SCAVENGE
6-37. OUTPUT SHAFTS
PUMP, OUTPUT PUMP a. Disassembly (vertical dropbox) ....... 6-25
a. Disassembly, Input Pump ........... 6-14 b. Disassembly (horizontal dropbox) ..... 6-25
b. Assembly, Input Pump ............. 6-14 c. Assembly (vertical dropbox) .......... 6-25
c. Disassembly, Output Pump .......... 6-14 d. Assembly (horizontal dropbox) ........ 6-25
d. Assembly, Output Pump ............ 6-14
6-38. TRANSFER GEAR HOUSING
6-18. TORQUE CONVERTER HOUSING .. 6-15 a. Disassembly (vertical) .............. 6-25
6-19. LOW-SPLITTER CLUTCH HUB .... 6-15 b. Disassembly (horizontal) ............ 6-26
c. Assembly (vertical) ................ 6-26
6-20. SPLITTER PLANETARY CARRIER . 6-15 d. Assembly (horizontal) .............. 6-26
6-21. HYDRAULIC RETARDER HOUSING 6-16
6-39. OUTPUT DISCONNECT ........... 6-27
6-22. LOW-SPLITTER CLUTCH DRUM ... 6-16
6-23. REAR BEARING RETAINER 6-40. FRONT BEARING RETAINER
(STRAIGHT THROUGH) ......... 6-18 (HORIZONTAL DROPBOX) ...... 6-29
6-24. OUTPUT DRIVE HOUSING ........ 6-18 6-41. TORQUE VALUES-ILLUSTRATED. 6-29
Section 7. ASSEMBLY OF TRANSMISSION FROM SUBASSEMBLIES
7-1. SCOPE OF SECTION 7 7-3. TRANSMISSION ASSEMBLY

a. Models Covered ................... 7-1 (STRAIGHT THROUGH)
b. Assembly Sequence ................ 7-1 a. Splitter Ring Gear, Intermediate Carrier,
c. Illustrations ...................... 7-1 Clutch ......................... 7-1
7-2. PREPARATION FOR ASSEMBLY b. Low Planetary, Clutch .............. 7-4
a. Tools ........................... 7-1 c. Reverse Planetary, Clutch ........... 7-6
b. Torque Specifications ............... 7-1 d. Output Drive Housing Components .... 7-7
ix
- ---------
I
.Section 7. ASSEMBLY OF TRANSMISSION FROM SUBASSEMBLIES Continued

I
e. Splitter Ring Gear Snapring, High- l. Torque Converter Turbine, Lockup Clutch,
Splitter Clutch . . . . . . . . . . . . . . . . . . . 7-9 Input Components (direct mount) ..... 7-24
f. Splitter Planetary, Low-Splitter Clutch, m. Exterior Components (all) ............ 7-25
Hydraulic Retarder ( CBT, CLBT,
7-4. TRANSMISSION ASSEMBLY
VCLBT) ....................... 7-10
(TRANSFER GEAR OUTPUT)
g. Converter Housing Components ....... 7-15
a. Dropbox Model Differences .......... 7-32
h. ConverterHousing(CBT,CLBT, VCLBT) 7-16
b. Assembly Procedures ............... 7-32
1. Splitter Planetary, Low-Splitter Clutch,
Converter Housing (CT, CLT, VCLT) .. 7-17 7-5. POWER TAKEOFF GEAR
j. Torque Converter Pump, Stators ...... 7-19 BACKLASH .................... 7-35
k. Torque Converter Turbine, Lockup Clutch,
Input Components (remote mount) .... 7-22
Section 8. WEAR LIMITS AND SPRING DATA
8-1. KEYED TO EXPLODED VIEWS ..... 8-1 g. Springs . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

h. Piston-type Sealrings . . . . . . . . . . . . . . . 8-1
8-2. WEAR LIMITS DATA
a. Maximum Variations ............... 8-1 8-3. WEAR LIMITS CHART ............ 8-1
b. See Cleaning, Inspection ............. 8-1
8-4. SPRING CHART .................. 8-1
c. Bearings, Bearing Journals, Bores . . . . . 8-1
d. Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1 WEAR LIMITS DATA (chart) ........... 8-2
e. Splines . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
f. Oil Seals . . . . . . . . . . . . . . . . . . . . . . . . . 8-1 SPRING CHART . . . . . . . . . . . . . . . . . . . . . . 8-7
FOLDOUTS
Cross-Section Views A,6. Four-element torque converter

1. CLBT 5000 Series, direct-mount, straight- B,6. Three-element torque converter
through transmission (transfer gears in A, 7. Variable-capacity torque converter
partial view) B,7. Power takeoff and input charging and
2. CT 5000 Series, remote-mount, straight- scavenge oil pump
through transmission A,8. Torque converter housing
B,8. Main-pressure regulator valve (remote
Schematic Views filter)
3. Models 5640, 5840 transmission hydraulic A,9. Main-pressure regulator valve and integral
system oil filter
B,9. Main-pressure regulator valve (combined
4. Models 5660, 5860 transmission hydraulic
system with filter)
A,10. Main-pressure regulator valve and oil filter
Exploded Views
(with signal switch)
A,5. Input drive components, remote mount, for B,10. Lockup clutch valve
lockup models
A,11. Turbine output shafts and hydraulic
B,5. Input drive components, remote mount, no retarder
lockup B,11. Hydraulic retarder control valves
C,5. Input drive components, direct mount, with
lockup clutch A,12. Low-splitter clutch
X
B,l2. Splitter planetary, and high-splitter clutch A,l7. Output drive housings (straight-through
models) and flanges
A,l3. Transmission main housing B,l7. Output drive housing (straight-through
B,l3. High-range clutch assembly model) and coupling
C,l3. Control valve body assembly (4-speed)
A,l8. Vertical transfer gear housing and front out-
A,14. Control valve body assembly (6-speed) put components
B,14. Transmission oil pans B,l8. Transfer gears, housing covers, and rear out-
A,l5. Output shafts, and low-range planetary put components (for vertical housing)
and clutch A,19. Horizontal transfer gear housing, gears, and
B,!5o Intermediate-range planetary and clutch front output components
A,16o Reverse-range planetary and clutch B,l9. Parking brake
B,16. Output oil pump 20. Horizontal transfer gear housing cover
SUPPLEMENT
Electric Valve Body
Control Systems 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0 00 0 0 0 0 0 0 oo 0 00 oo 0 0 0 0 0 0 0 0 0 0 0 Oo 0 0 0 0 0 0 0 0 0 0 0 0 00 0 00 0 0 0 0 0 (back of manual)
xi
Para 1-1
Section 1. GENERAL INFORMATION
1-1. SCOPE, ARRANGEMENT OF MANUAL b. Section Content. Arrangement is as fol-

lows. Section 1 contains general information; Sec-
tion 2 describes the transmission and its function;
a. Models Covered. This Service Manual cov- Section 3 covers maintenance instruction; Section 4
ers the 5640, 5660, 5840 and 5860 model trans- lists information required for general overhaul of
missions (fig. 1-1 through 1-4). The 5640 and 5660 the transmission; Section 5 covers disassembly of
series are designed for heavy-duty operation with the transmission; Section 6 outlines the rebuild of
engines up to 350 horsepower. The 5840 and 5860 subassemblies; Section 7 covers assembly of the
series transmissions are designed for heavy-duty transmission; Section 8 is a tabulation of wear
operation with engines up to 475 horsepower. The limits and spring information. A supplement (at the
various features and options, such as the hydraulic back of this manual) contains service information
retarder, power takeoff and others are also included for the electric control systems used with the 5660
and are discussed in paragraph 1-5, below. and 5860 series transmissions.
OIL FILTER
51509
Fig. 1-1. Model CLBT 5660 (or 5860) transmission, direct mount-right-front view
1-1
5640-5860 TRANSMISSIONS
Para 1-1
511510
Fig. 1-2. Model CLT 5660 (or 5860) transmission, remote mount and transfer housing-left-front view
51511
Fig. 1-3. Model CLT 5640 (or 5840) transmission, direct mount-right-front view
1-2
GENERAL INFORMATION
Para 1-1/1·3
S1512
Fig. J-4. Model CLBT 5640 (or 5840) transmission, remote mount-left-front view
c. Illustrations. Illustrations include photo- 1-2. SUPPLEMENTARY INFORMATION

graphs, line drawings, cross sections, and exploded TO BE ISSUED
views. Transmission features and overhaul proce- When new models and/or assemblies are
dures are illustrated mainly by photographs. Line introduced, which have features not covered in
drawings illustrate special tools and the hydraulic this Service Manual, supplementary information
system. Cross sections show transmission con- will be issued. Contact your dealer or distributor
struction and illustrate the torque paths through for latest service information. Such inquiries
the transmission. Exploded views show, in detail, should include model, assembly number, and serial
the relationship of all parts. number from the transmission nameplate (refer
d. Foldouts. Cross sections, hydraulic sche- to paragraph 1-3, below).
matic, and a series of parts exploded views are in
foldouts at the back of the manual and supplement. 1-3. MODEL DESIGNATION
These can be opened and used simultaneously for
reference with any section of the manual. a. Meaning of Letters, Numbers. Each letter
and number in the model designation (refer to fig.
e. How Instructions Apply to Specific Mod- 1-5) of the transmission has a particular meaning
els. Because of basic similarities of all models
in describing the transmission, as follows:
covered, instructions apply generally to all models.
Where procedures vary between models, notes V- Variable capacity (Converter)
within the basic instructions identify procedures C-Converter
with specific models. L-Lockup clutch
1-3
Para 1-3/1·5
B- Hydraulic retarder b. Refer to Catalog. Refer to the current

T- Transmission issue of Series 5640, 5660, 5840 and 5860 Parts
5 - Tvpe of converter (Series 500) Catalog (SA 1077) when ordering parts. Do not
6 or 8-Transmission capacity (350 or475 ghp) use exploded view reference numbers in this
4 or 6-Number of forward speeds Service Manual when ordering parts.
0 -Model change
c. Address Your Dealer. All parts orders and
b. Assembly Number Suffix. Certain trans- requests for information should be directed to
mission assemblies may have letters following the your dealer. Refer to paragraph 4-5.
transmission assembly number. These letters
indicate changes made after the original build of
the assembly and are as follows: 1-5. CONSTRUCTION FEATURES AND OP-
-S - Conversion from 4-speed to split-range TIONS
control valve body a. Basic Unit. The CT version of each trans-
-SS- Conversion from 4-speed to 6-speed con- mission model, with direct-mount and straight-
trol valve body through output (output drive in line with input)
-V - Conversion to wide-spaced rear output is the basic unit. The 5640 and 5840 transmis-
shaft bearings (below S/N 20549 ). sions have 4 forward speeds and reverse ( 2 reverse
speeds prior to transmission S/N 23851 ). Speeds
are manually selected. The basic features· of the
NOTE 5660 and 5860 transmissions are the same except
Service information for the split-range valve they are equipped with a 6-speed control valve
body is not covered in this Service Manual. body providing 6 forward speeds and 1 reverse
Refer to 5640-5840 series (split-range valve speed.
body) Supplement, publication number SA
1112. b. Packaged Design. The Torqmatic con-
verter, planetary gearing, clutches, hydraulic
retarder, oil supply and hydraulic control system
all are contained in one compact package. This ar-
rangement saves space, provides strength and
1-4. ORDERING PARTS longer life, simplifies mounting and requires less
a. See Nameplate. Because of the difference maintenance.
in models and the various options and arrange- c. Torque Converter
ments of optional equipment, each transmission
has a part number (assembly number), serial ( 1) Three types of torque converters all
number and model number. When ordering parts, of which are shown in a composite picture (fig. 1-6).
always include these numbers (see transmission The types are as follows:
nameplate, fig. 1-5) in addition to the part numbers (a) 4-element (fixed capacity)
of the repair parts needed. (b) 3-element (fixed capacity)
(c) 3-element (variable capacity)
-$ Allison Tmns.mission ~' ( 2) The 4-element converter is a single-

stage, polyphase, unit, consisting of a converter
~ Manufactured By pump, first and second stator, and turbine(fig.1-6).
~ Detmit Diesel Allison
Division of General Motors Corporation (3) The 3-element converter is the same
Indianapolis. Indiana
+ as in ( 2 ), above, except it includes only one stator
SERIAL NO. PART NO. (fig. 1-6).
(4) The variable-capacity converter is
the same as in ( 2 ), above, except for a single stator
-$-lM2o~L J-$ with piston controlled vanes (fig. 1-6).
\...
d. Planetary Gearing. The planetary gear
9663 train consists of four constant mesh, straight spur
Fig. 1-5. Transmission nameplate gear planetary sets. The forward set is called the
1-4
GENERAL INFORMATION
Para 1-5
splitter planetary. The three rear planetary sets of a single friction clutch plate, hydraulically en-
I are intermediate, low and reverse ranges. From

these planetaries, in combination with six clutches
gaged and released at predetermined vehicle out-
put speeds. The lockup clutch provides a mechani-
(e, below), the 5660 and 5860 transmissions provide cal 1:1 drive ratio from the engine directly to the
6 speeds forward and 1 reverse. The 5640 and 5840 transmission gearing. Refer to C, foldout 5.
transmissions provide 4 speeds forward and
g. Hydraulic System. A single, integral
reverse ( 2 reverse speeds prior to transmission
hydraulic syste;p1 serves the converter, the trans-
SIN 23851). The number of speed ranges is deter-
mined by the control valve used. mission, and the retarder. Oil for all hydraulic
operations comes from the same sump and is sup-
e. Range Clutches. Six multiplate friction plied by the same pumps. The rear oil pump (not
clutches direct torque through the transmission included in all assemblies), although helping to
in accordance with the gear selected by the oper- supply oil for all other functions, primarily sup-
ator. All clutches are hydraulically applied, spring plies the oil required when push or tow starting
released, and oil cooled. The friction surfaces are the vehicle. Refer to paragraphs 2-11 through 2-30
resin-graphite (sintered bronze in earlier models) for a complete explanation of the hydraulic system.
against polished steel, and normal wear is auto- Refer to foldouts 3 and 4.
matically compensated.
f. Lockup Clutch (CLT, CLBT models). A h. Four-Speed Control Valve Body (5640,
lockup clutch is available on all 5640, 5660, 5840 5840 models). This valve body is indicated in the
and 5860 transmission models. The clutch consists model designation by the third digit (4) in model
FIRST STATOR SECOND STATOR
VARIABLE CAPACITY
STATOR
TURBINE
SINGLE STATOR
51513
Fig. 1-6. Three- and four-element torque converter elements
1-5
Para 1·5/1·6
designations, such as CLBT 5640 or CLBT 5840. speedometer drive rotates at transmission output
The valve body provides 4 speeds forward and 1 speed. Refer to A, foldout 17; B, foldout 18; and
in reverse (2 reverse speeds prior to transmission A, foldout 19.
SIN 23851 ). Refer to specifications and data (para-
graph 1-7, below). o. Power Takeoff. Each model may be
equipped with a heavy-duty, SAE power takeoff
i. Six-Speed Valve Body (5660, 5860 mod- at either the top or lower right side of the converter
els). This valve body may be mechanically or elec- housing (viewed from the output end of the trans-
trically actuated to provide 6 forward speeds and 1 mission). Refer to figure 1-3. The top takeoff oper-
reverse speed. The driving speed is manually or ates at a ratio of 1.21 x engine speed, while the·
automatically selected, wherein the control valve side is 1.00 x engine speed. Refer to item 7 (B,
body hydraulically applies the clutches necessary foldout 7) and item 3 (A, foldout 8 ).
for operation in the speed selected. p. Converter Lockup Control (CLT, CLBT
j. Remote Mounting. A remote-type input is models). Optional lockup control valve bodies are
available for all transmission models. An input available on all CLT and CLBT model transmis-
flange is provided on remote-mounted installations. sions. These valve bodies permit automatic lockup
Refer to A and B, foldout 5. to occur in all gears and neutral, or all gears and
neutral except first and reverse (5660, 5860), or all
k. Hydraulic Retarder (CBT, CLBT mod-
gears except first, reverse and neutral (5640, 5840).
els). The hydraulic retarder is a device which, when
Refer to figure 3-8.
charged with oil, helps to check the speed of the ve-
hicle. The retarder allows continuous downhill re-
q. Control Valve. Four optional control
tarding in any forward range. The maximum re-
valves have been supplied for the 5000 series trans-
tarding force (absorption capacity) developed by
missions. The first two were a "split-range" valve
the retarder is 1500 pound feet torque (1200 pound
body and an early type manual-electric valve body.
feet- earlier models) at 2100 rotor rpm. Refer to A,
These are obsolete assemblies, and information is
foldout 11.
available only from Detroit Diesel Allison Trans-
I. Transfer Gears. Two types of transfer mission Service Department. Third, is the present
gear housings are available, each having a drive manual-electric valve body. Fourth, is the auto-
gear ratio of 1:1. The dropbox transfer gear hous- matic-electric valve body. Service information for
ing (refer to B, foldout 18) has the output drive these two valve bodies is found in the supplement at
18-1/2 inches lower than the transmission input the back of this manual.
centerline. The transmission oil sump is integral
r. Input and Output Flanges. Transmis-
with the dropbox housing. The angular transfer
gear housing (refer to A, foldout 19) has the output sions may be equipped with Spicer or Mechanics
drive 5-1/4 inches below, and 17-3/4 inches to the flanges at the input and/or output locations of all
left (viewing from output end), of the transmission models.
input drive centerline. The transmission oil sump s. Electric-Shift Control Systems. Two
for the angular transfer housing is separate from electric-shift control systems are available - auto-
the housing, located on the transmission proper. matic electric and manual electric. The automatic-
Each gear housing has output locations at both electric system automatically selects the gear ratio
the front and rear; however, both are not always for the most efficient operation of the vehicle; the
fitted with output flanges. manual-electric system allows the operator to select
the desired ratio. For additional information, refer
m. Parking Brake. A 12 x 5-inch, drum-type
to the supplement at the back of this manual.
parking brake is available for all transmission
models. The parking brake is used only on straight-
through models and the rear output on transfer 1-6. DRIVING INSTRUCTIONS
gear model transmissions.
CAUTION
n. Speedometer Drive. An SAE, heavy-duty Shift the transmission to neutral before
speedometer drive is available on all models. The starting the engine, or when the vehicle
speedometer drives on the straight-through and is parked and the engine is running. Also,
angular transfer gear model transmissions rotate when vehicle is moving in either forward
at half transmission output speed, while on the or reverse direction, stop the vehicle and
vertical transfer gbar ·(dropbox) transmission, the release the throttle before shifting to the
opposite direction.
1-6
GENERAL INFORMATION
Para 1·6/1·7
a. Tips. These transmissions are designed for will be experienced by downshifting with the re-
I full-power shifting. It is possible to upshift or
downshift the transmission at full-throttle, regard-
tarder applied, provided the transmission is out
of lockup.
less of load. However, a downshift must not be IMPORTANT
made if the vehicle speed exceeds the maximum When in lockup, even with non-retarder
speed attainable in the next lower gear. Down- model transmission, downshifting should
shifting at -excessive speeds will overspeed the not be practiced under any condition, due
transmission, engine, and power train components. to the overspeed effect on engine and
To move the vehicle, idle the engine and shift the drive-line components.
manual selector control to the speed desired and
depress the accelerator. All upshifts should be Upshifting, if required, can be accomplished during
made with the accelerator depressed. lockup operation with the retarder applied.
NOTE d. Tow, Push Starts
For operating characteristics of the electric-
shift control systems, refer to the supple- NOTE
ment at the back of this manual. Not all transmissions are equipped with
a rear (output) pump. Push or tow start-
b. Temperatures, Pressures ing cannot be accomplished when there is
no rear pump.
( 1) Watch for any deviation from normal
readings. If the converter-out oil temperature ( 1) To tow or push start the vehicle,
exceeds 250°F, under normal operating condi- shift the manual selector control to neutral. Then
tions, stop the vehicle immediately and determine tow or push the vehicle until main pressure is
the cause. If no external cause is visible, shift the obtained. Shift to first or second gear and continue
transmission to neutral and run the engine at towing or pushing the vehicle until s11fficient
1000 to 1200 rpm. The temperature should drop speed is attained to start the vehicle.
rapidly to the engine water temperature in 2 or 3
CAUTION
minutes. If the temperature does not drop, trouble
During tow or push starting, to prevent
is indicated. The cause of the trouble should be
engine overspeeding, do not exceed the
determined before further operation of the vehicle.
maximum speed of the gear selected.
Refer to the trouble-shooting chart at the end of
Section 3. Refer to specifications and data (para-
(2) During the towing or pushing, the
graph 1-7, below) for normal pressure limits.
rear pump, driven by the output shaft, is supplying
(2) If operating under load on an up- the oil necessary to charge the converter and apply
grade, and the converter-out oil temperature rises the clutches. When the clutches are applied, the
above 250° F, downshift the transmission. If the transmission output shaft drives the converter
high temperature persists, operate the vehicle in turbine. The turbine transmits torque to the con-
the lower gear until the transmission can be check- verter pump hydraulically, driving the converter
ed. pump. The rotation of the pump starts the engine.
c. Hydraulic Retarder Operation. The hy-
1-7. SPECIFICATIONS, DATA
draulic retarder may be applied, and will function
in any gear. Shifting (up or down) is now accept- The following specifications and data refer to
able while the hydraulic retarder is applied, when all modeis of the 5640, 5660, 5840 and 5860 series
necessary. No adverse effect on transmission life transmissions unless otherwise specified.
SPECIFICATIONS, DATA
Mounting:
Direct Flywheel housing-SAE 1, wet (24-bolt circle);
2 mounting pads at rear
Remote ............................. . Trunnion mounting at front; 2 mounting pads at rear
Input rating: 5640, 5660 5840 5860
Speed .............................. . 2500 rpm max 2500 rpm max 2500 rpm max
Torque ............................. . 850 lb ft max 1000 lb ft max 1195 lb ft max
1·7
5640·5860 TRANSMISSIONS
Para 1-7
SPECIFICATIONS, DATA-Continued
HP range:
Series 5640, 5660 ..................... . Up to 350 hp
Series 5840 . . . . . . . . . . . . . . . . . . . . . . . . . .. Up to 400 hp
Series 5860 . . . . . . . . . . . . . . . . . . . . . . . . ... Up to 475 hp
Rotation (viewed from input end):
Input .............................. . Clockwise
Output ............................. . Clockwise
Torqmatic converter: ..................... . TC 500 series, single-stage, polyphase,
3-element or 4-element
5640, 5660 and 5840, 5860 Stall torque ratios
Model •• 0 • • • • • • • • • • 0 ••• 0 • • • • • • • • • • • • • 530 540 550 560 570 580 590
Ratios . . . . . . . . . . . . . . . . . . . . . . (4-element) 3.5 2.7 3.4 2.5 3.1 2.7 2.5
Ratios . . . . . . . . . . . . . . . . . . . . . . (3-element) 3.5 2.9 3.7 2.7 3.1 2.6 2.5
VTC 500 Series, 3-element
VTC 550 VTC 570
Ratios ................................. . Open 3.3 2.2
Closed 3.3 2.1
Gear data:
Range gearing . . . . . . . . . . . . . . . . . . . . . . . . Constant mesh planetary
Transfer gearing . . . . . . . . . . . . . . . . .. . . . . .. Constant mesh in-line
Gears .............................. . Straight spur-type
Gear ratio: ............................. . Range Six speed Four speed
1st 4.00:1 4.00:1
2nd 2.68:1 2.01:1
3rd 2.01:1 1.00:1
4th 1.35:1 0.67:1
5th 1.00:1
6th 0.67:1
Reverse (or
reverse 1*) 5.12:1 5.12:1
Reverse 2 3.44:1*
Transfer gear 1.00:1 1.00:1
Clutches:
Type Multidisk, hydraulic-actuated, spring-released,
oil-cooled, automatic compensation for wear
Material Friction plates-resin graphite on steel;
reaction plates-polished steel
Sump ................................. . Integral on both straight-through and transfer
gear housing models
Pumps:
Input pressure and scavenge ............ . Positive displacement, spur -gear type
Output (rear) ........................ . Positive displacement·, internal-external gear type
*Not applicable after transmission SIN 23850
1-8
GENERAL INFORMATION
Para 1-7
SPECIFICATIONS, DATA-Continued
I Oil capacity:
Straight-through models ............... . Approx 18 1/2 gal, plus cooling circuit
Transfer gear models . . . . . . . . . . . . . . . . . . . Approx 13 gal, plus cooling circuit
Oil filter Two parallel, full-flow, cartridge-type mounted on·
transmission (remote-mount optional)
Oil type:
Above -10°F Hydraulic transmission fluid type C-2
Below -10°F Hydraulic transmission fluid type C-2
(Auxiliary preheat required to raise tempera-
ture in sump and external circuit)
Converter-out oil pressure ................. . 30 to 65 psi at full throttle normal operating speed
Lubrication pressure (CLT models only):
Output stalled . . . . . . . . . . . . . . . . . . . . . . . . 20 psi min at 1500 rpm input
Normal operating speed ................ . 30 psi max at full throttle
Main pressure (min and max psi values at AFTER
180 to 200° F operating temperature, SIN 38793
1500 rpm input, output stalled): 5640, 5840 5660, 5860 5660, 5860
First gear and reverse . . . . . . . . . . . . . . . . . . . 170 to 230 170 to 230 170 to 185
Second through fourth gears . . . . . . . . . . . . 140 to 185
Second through sixth gears . . . . . . . . . . . . . 140 to 185 170 to 185
Lockup, splitter and range clutch
pressures Same as main pressure
Converter-out temperature . . . . . . . . . . . . . . . . . . 250°F max
Parking brake . . . . . . . . . . . . . . . . . . . . . . . . . . .. 12 x 5 drum-type
Flanges:
Mechanics ........................... . Input (remote)-7C or 8C; output-8C or 9C
Spicer .............................. . Input (remote)-1650, 1700 or 1800;
output-1800 or 1850
Speedometer drive:
Type ............................... . SAE heavy-duty, regular
Ratio to output ........................ · Straight-through models-0.50:1; transfer gear
housing models-1.00:1
Controls:
Range shift .......................... . Manual and electric**
Hydraulic retarder . . . . . . . . . . . . . . . . . . . . . Manual
Weight (dry) ............................ . Approx 2600 lb (lockup clutch and hydraulic
retarder included) depending on options
Hydraulic retarder absorption
capacity (CBT and CLBT models) 1500 lb ft torque at 2100 rpm (earlier models -1200
lb ft)t
Power takeoff mounting (optional top or right
side mounting, viewed from output end) .... SAE, heavy duty
Power takeoff gear backlash . . . . . . . . . . . . . . . . . Follow the recommendation of the PTO manu-
facturer; in the absence of recommendation,
backlash should be 0.005 min to 0.025 max
** Specifications and data for the electric shift control systems are presented in the supplement at the back of
this manual.
t A kit containing the necessary parts and rework information· is available to increase the capacity of the
earlier models to equal the capacity of the later models. Refer to the Parts Catalog for kit identification. 1-9
Section 2. DESCRIPTION AND OPERATION
2-1. SCOPE OF SECTION 2 2-4. TORQUE CONVERTER,

LOCKUP CLUTCH
This section describes and explains the func-
tion of transmission components. It includes a a. Three Types of Converters
full description of the hydraulic system and ex-
plains hydraulic action. Torque paths through the ( 1) Earlier transmissions used a fixed-
transmission are illustrated. capacity, 4-element converter. Later models have
either fixed- or variable-capacity, 3-element con-
NOTE verters.
The hydraulic schematic diagrams, in
color, are on foldouts 3 and 4 at the back (2) Torque converters differ as to torque
of this manual. Fold them out to follow multiplying capacity. Different vane design pro-
the layout as the text is read. vides different ratios within each type. This dif-
ference in vane design does not affect service pro-
2-2. TRANSMISSION -GENERAL DESCRIP- cedures in any way. Because of the difference in
TION ratios, the elements in the two types of converters
should not be interchanged.
The 5640, 5660, 5840 and 5860 series trans-
b. Four-Element Converter (fixed capacity)
missions are hydraulic-operated, torque converter
transmissions with planetary gearing. For cross- ( 1) The 4-element converter consists of
section views, refer to foldouts 1 and 2 at the back a pump 34 (A, foldout 6), turbine 6 or 8, first-
of this manual. The combination of torque con- stator assembly 12 and second-stator assembly
verter and planetary gearing makes available 17.
infinitely variable torque ratios, within the design
( 2) Pump 34 is the input element and is
limits of the transmission.
driven by the engine. Vanes of the pump direct
oil against the vanes of turbine 6 or 8.
2-3. MOUNTING, INPUT DRIVE
( 3) Turbine 6 or 8 is the output element
a. Engine Mount (foldout 1). The transmis-
and is connected directly to the transmission
sion is mounted directly to the engine through
gearing. Oil from converter pump 34, striking the
laminated steel flexible disks 1 bolted to flywheel3.
turbine vanes, drives turbine 6 or 8.
The flex disk drive is connected to the engine
crankshaft flange by bolts. The front flange of
converter housing 34 bolts to the engine flywheel (4) Stator assemblies 12 and 17 are the
housing. The rear of the transmission is supported reaction members necessary for torque multipli-
at side mounting pads, each having four (six in cation. The first stator 12, and second stator 17,
transfer case models) 5/8-11 tapped holes. redirect the oil flow from the turbine and return it
to the pump in the same direction the pump is
b. Remote Mount (foldout 2). The front of
rotating. As the pump turns faster in relation to
the transmission is supported at the trunnion on
the turbine, the velocity of the oil flow within the
converter housing front cover 2. Input shaft 38
converter increases and so does torque multipli-
is bolted to converter drive cover 3 and extends
cation. Thus, torque multiplication is greatest
through the converter housing front cover. Input
when the pump is at full speed and the turbine is
flange 1 is splined to the shaft. The transmission
stalled.
is coupled to the engine through a drive shaft and
universal joints. The rear of the transmission is (5) When the turbine speed approaches
supported at side mounting pads, each having pump speed, the stators freewheel in the same
four (six in transfer case models) 5/8-11 tapped direction as the pump and turbine, and the con-
holes. verter functions as a fluid coupling.
2-1
Para 2-4
c. Three-Element Converter (fixed capacity) except for the stator. Variable-capacity torque
( 1) The 3-element converter consists of converter stator 6 assembly (A, foldout 7) operates
a pump 34 (A, foldout 6), turbine 6 or 8, and a in either the closed or the open position. Stator
single stator 4 (B, foldout 6). vanes 12, of the converter are mounted on cranks.
The cranks fit in a groove of stator piston 14,
( 2) Functions of the converter pump and which is located in the stator hub. Thus, movement
turbine are explained in b( 2) and b( 3 ), above. of the piston changes the angle of the stator vanes.
(3) Torque multiplication is accomplished
with a single stator in a 3-element converter. As ( 2) Converter pressure, acting continu-
the reaction member, stator 4 (B, foldout 6) re- ally against the front of the stator piston, keeps
directs the oil flow from the turbine to the pump in the piston pushed rearward. In this position, the
the same direction the pump is rotating. With stator vanes are held open and full torque from the
increased pump rotation in relation to the turbine, engine is directed through the transmission.
the velocity of the oil flow within the converter
increases as does the torque multiplication, which (3) When more power is desired at the
is greatest at turbine stall. When turbine speed vehicle-furnished power takeoff (between engine
approaches pump speed, the stator freewheels and transmission), a regulated pressure higher
in the same direction as the pump and turbine. The than converter pressure is applied to the rear of
torque converter then functions as a fluid coupling. the stator piston. This pushes the piston forward,
rotating the stator vanes to a practically closed
d. Three-Element Converter (variable capac- position. This action reduces the torque absorbing
ity) (fig. 2-1)
capacity of the converter, and makes more engine
( 1) Components and operation of the power available for the power takeoff.
fixed-capacity, 3-element converter is the same
VANES CLOSED VANES OPEN
S1514
Fig. 2-1. Variable-capacity converter stator-front view
2-2
DESCRIPTION, OPERATION
Para 2·4
e. Stator Control Valve Assembly (fig. 2-2) flowing through the orifice is then trapped and the
(1) The function of the stator control resulting pressure increase acts upon the top of
valve is to control the position of the stator blades. the control valve. The valve moves downward
The valve is actuated by a vehicle-furnished air against its spring and a stop. In the downward
cylinder. When air pressure is directed to the air position, apply pressure is blocked at the valve
cylinder, the air cylinder stem moves the spring- and pressure at the stator piston is exhausted
loaded ball valve off its seat. Spring pressure at through its apply circuit. Converter pressure re-
the bottom of the stator control valve pushes the turns the piston rearward against its stop. This
valve upward, allowing transmission main hy- movement rotates the stator vanes to the open
draulic pressure to surround the valve stem and position and full torque from the engine is directed
flow through a diagonal passage to an area above through the transmission.
the largest top land of the valve. The pressure in
f. Lockup Clutch (foldout 1). The lockup
this area pushes the valve downward and com-
clutch consists of a single plate of clutch 4 and a
presses the spring. When hydraulic and spring
piston located in flywheel 3. At high turbine shaft
pressures are in balance, stator control pressure
speeds, main oil pressure applies the clutch, locking
is regulated. The apply circuit directs the regulated
the converter pump and turbine together. With
pressure to the cavity behind the stator piston
moving the piston forward against its stop, closin~
the pump and turbine locked together, they rotate
as a unit, at the same speed as the engine. During
the stator vanes.
converter operation, at low-turbine shaft speeds
(2) When the air is exhausted from the (low vehicle speeds), oil pressure within the con-
air cylinder, the spring-loaded ball valve returns to verter releases the clutch. Refer to paragraph
its seat and closes an exhaust circuit. The oil 2-16 for explanation of the lockup shift valve.
PATH OF OIL HIGH-CAPACITY POSITION

ENTERING STATOR. AIR SUPPLY---;=::::::::
APPLY OIL LINE
PIS TO
• MAIN OIL PRESSURE
• EXHAUST
51008
Fig_ 2-2. Variable-capacity stator vane angle control-schematic view
2-3
Para 2-4/2-8
g. Oil Flow to, from Converter (foldout 1). primary function- that of supplying the system
Oil from the input-driven pump flows through when push-starting of the vehicle is required.
internal passageways in converter housing 34 and
b. Later Models. Effective with SIN 47641,
through ground sleeve 31. It then enters the con-
the rear oil pump assembly (push-start pump)
verter elements between stator 6, and converter
was eliminated from all 5000 series models. The
pump 7. The oil leaves the converter elements
new output drive housing assembly (which houses
between stator 6 and turbine 5, flows inside the
the pump) can be used on any 5000 straight-
ground sleeve along turbine output shaft 40, and
through model, prior to SIN 47641 back to SIN
out through a passageway in the ground sleeve
20549, but the push-start pump is replaced by a
and converter housing to the oil cooler. From the
spacer and a snapring.
oil cooler, the oil flows back to the sump.
2-7. HYDRAULIC RETARDER
2-5. INPUT DRIVEN PRESSURE,
SCAVENGE OIL PUMP a. Simple Construction (foldout 1). The hy-
draulic retarder consists of only one moving part -
a. A combination oil pressure and scavenge a rotor 10, which is splined to turbine output shaft
pump 36 and 37 (foldout 1) is located at the lower 40. The control valve, retarder valve body, and
front of the transmission. It is a conventional
retarder housing 32, make up the other parts. The
gear-type pump, having two separate pairs of
retarder housing (with cast reaction vanes) encloses
gears with a common housing, and driven by a
the rotor. Refer to paragraph 2-21 for explanation of
common shaft. The pump is driven by the .torque
the hydraulic retarder valve.
converter pump element through a simple spur
gear train of 1 to 1 ratio. This results in the pump b. Torque Absorption. When the hydraulic
always turning at the same speed as the engine. retarder is applied, it absorbs the torque being
The larger pair of gears comprises input pressure developed by the driving wheels. This energy is
pump 36 and provides oil to the hydraulic circuit converted to heat in the retarder and harmlessly
under pressure. It draws oil from the sump. The dissipated through the oil cooler.
smaller pair of gears comprises scavenge pump 37.
The pressure pump provides charging pressure to
the converter and cooling flow for the converter 2-8. PLANETARY GEARING
and transmission. The pump also supplies oil a. Ratio and Direction (foldout 1 ). The hy-
pressure to the lubrication circuit, and pressure draulic transmissions use four planetary gear sets.
for the hydraulic control of all clutches. These gear sets consist of splitter planetary 13,
b. The function of scavenge pump 37 is to low-range 18, intermediate-range 16 and reverse-
draw excessive oil from the converter housing, range planetary 21. The gear sets are used in com-
in which the converter and pump gear train oper- bination with six clutches (paragraph 2-9, below)
ate, and return it to the sump. to obtain the desired speed ratios and rotational
direction.
b. Splitter Planetary (foldout 1)
2-6. REAR OIL PUMP
( 1) The splitter planetary gear set oper-
a. Earlier Models (foldout 2 ). In transmis- ates at two speeds (ratios) called low splitter
sions prior to SIN 47641, rear oil pump 21, is lo- (direct drive, gears locked together by low-splitter
cated at the rear, either in the transfer housing clutch 11) and high splitter (overdrive). Torque
cover or in the output drive housing. The pump is from the turbine output shaft always goes to the
an internal-external gear type. Driven by the trans- splitter planetary carrier. Low splitter (direct
mission output shaft, it supplies oil to the hy- drive) occurs in neutral, first, second, third and
draulic circuit at any time the output shaft turns reverse (reverse-I prior to SIN 23851) gears on the
in a forward direction. Its volume is smaller than 5640, 5840 model transmissions and in neutral,
the volume of the input pump but its flow is chan- reverse, first, third and fifth on the 5660, 5860
neled to the same circuit through a check valve transmissions. High splitter (overdrive) occurs in
(foldouts 3 or 4). This check valve prevents loss fourth gear (and reverse 2 prior to SIN 23851)
of oil from the hydraulic circuit during reverse on the 5640, 5840 transmissions and in second,
operation. In addition to supplying a portion of fourth and sixth gears on the 5660 and 5860 model
the volume of oil to the drcuit, it has a different transmissions.
2-4
DESCRIPTION, OPERAliON
Para 2·8/2·11
(2) Low-splitter operation occurs when output. Paragraph 2-31, below, explains how the
low-splitter (direct drive) clutch 11 (foldout 1) is various torque paths through the transmission
applied. This causes splitter planetary 13 to rotate are obtained.
as a unit; because one member of the low-splitter
clutch is attached to the turbine output shaft, 2-9. SPLITTER AND RANGE CLUTCHES
and the other member is attached to the high-
splitter planetary sun gear. When any two mem- a. Multiplate Clutches (foldout 1 ). The
bers of a planetary unit are locked together, that splitter and range clutches are all multiplate.
planetary system must rotate as a unit, thus pro- They are hydraulic-applied, spring-released, oil-
viding direct drive through the planetary. Refer cooled, friction-type clutches. No adjustment is
to paragraph 2-31. necessary since the design of the clutch permits
fully effective operation throughout the life of the
(3) High-splitter occurs when high- clutch plates. The friction plates are steel with
splitter (overdrive) clutch is applied, holding the faces of resin graphite (sintered bronze on earlier
splitter planetary sun gear stationary. One member models). The reaction plates are steel.
of the high-splitter clutch is attached to the split-
ter planetary sun gear; the other is "grounded" b. Actuated by Hydraulic Pressure. Each
to the transmission housing. The carrier pinions, clutch is applied by the movement of a piston,
rotating around the stationary sun gear, over- actuated by hydraulic pressure. Each clutch is
drive the ring gear in the same direction the car- released by springs when the hydraulic pressure is
rier is rotating. This is high-splitter drive to the exhausted. In some clutches, the release springs
range gearing (paragraph 2-31d( 1) ). are a series of small, compression-type springs
arranged in a circle, and between the clutch and
c. Range Planetary Gearing (foldout 1) clutch back plate. In others, the clutch piston is
( 1) The range planetary gearing consists moved to release position by a Belleville (disk-
of three planetaries: low 18, intermediate 16, and type) spring.
reverse 21. Out of these three planetaries, in
combination with the splitter planetary, are ob-
2-10. FUNCTION OF HYDRAULIC SYSTEM,
tained 6 speeds forward and 1 reverse in the 5660,
5860 model transmissions. A combination, in the COMPONENTS
5640, 5840 model transmissions, provides 4 speeds The hydraulic system (foldouts 3 or 4) com-
forward and 1 reverse (2 reverse speeds prior to prises the valves, pumps, lines, clutch application
SIN 23851). components, filters, cooler, flow passages and con-
(2) The range planetaries are intercon- trols. The function of the hydraulic system is to pro-_
nected in such a way that their combined action, vide and control the oil flow and oil pressure neces-
or the actiop of only one, produces the desired sary for all hydraulic operations. The following
ratio, speed and direction of rotation. Combined paragraphs describe the components of the hy-
action is called compound gearing. It eliminates draulic system. Paragraphs 2-29 and 2-30 explain
the necessity of separate planetary sets for every the operation of the hydraulic system. Refer to fold-
gear ratio desired. out 3 or 4 while following the explanation of the hy-
draulic components and operation. If the transmis-
(3) Referring to foldout 1, note that re- sion is equipped with an electric-shift control
tarder rotor 10 and the splitter planetary carrier system, refer to the supplement at the back of this
are both connected to turbine output shaft 40. manual.
The splitter ring gear is connected to splitter
output shaft 29, which is splined to the inter- 2-11. OIL FILTER (A, foldout 9; B, foldout 9;
mediate-range sun gear and has an integral low- A, foldout 10)
range sun gear. The intermediate-range planetary
carrier is connected with the low-range ring gear. a. The oil passes through two disposable
The low-range planetary carrier is connected to cartridge-type oil filter elements 20 (A, foldout 9),
the reverse-range sun gear. The transmission in parallel. The filters are arranged for full-flow
output shaft is connected to the reverse-range and operation, which means that all of the oil flowing
low-range carriers. Two clutches (a splitter clutch in the circuit must pass through them.
and a range clutch) must be engaged for engine b. On some filters, a signal switch 19 (A,
torque to pass through the transmission to the foldout 9), located in the filter base assembly,
2·5
Para 2-11 /2-15
warns the vehicle operator that the oil filters are clutches the valve directs oil to the booster signal
becoming clogged. This switch is activated by circuit ~eutral and intermediate trimmer valves
differential oil pressure in the filter base. When and, 0~ some models, to the lockup shi.ft va~ve. The
oil pressure going into the filter elements exceeds actions of these components are explamed m para-
the pressure coming out by 15 psi, electrical con- graphs 2-15, 2-16, 2-18, 2-23, below. The selector
tact is made to a signaling device located in the valve is not used with electric-shift control systems.
vehicle operator's compartment.
c. 5640, 5840 Models. This selector va~ve
2-12. FILTER BYPASS (A, Foldout 9) has six positions (seven prior to SIN 23851) wh1ch
When the filter elements are badly clogged, are manually selected by the operator, providing
and the differential oil pressure in the filter base is 4 speeds forward and 1 reverse (2 ~ever~e sp~eds
20 psi, a filter bypass valve 12 opens and allows the prior to SIN 23851 ). Aside from d1rectmg 01l to
oil to bypass the filter elements. the range clutches, the valve directs oil to the
booster signal circuit, lockup shift valve and the
reverse relay valve. The actions of these compon-
2-13. MAIN-PRESSURE REGULATOR
VALVE (foldout 3 or 4) ents are explained in paragraphs 2·15, 2-16, 2-20,
below.
Main pressure in the hydraulic circuit is regu-
lated by the movement of a spring-loaded, spool-
type valve 40 (A, foldout 9), located in main- 2-15. MAIN-PRESSURE REGULATOR
pressure regulator valve body 41. Its movement BOOSTER PLUG
opens or closes ports through which the oil may a. Location Varies. All 5640, 5660, 5840 and
flow. The degree of such openings or closings 5860 model transmissions include the main-pres-
determines the volume of flow and thereby the sure regulator booster plug. However, the loca-
pressures. Prior to SIN 30084, pitot pressure acted tion of it varies with the type oil filter used. In
at the right end of the valve and modulated the transmissions which use the filter arrangement
main pressure. Function and movement are fully including signal switch 19 (A, foldout 9), or which
automatic. The pressure is regulated to the re- use a remote-mounted filter (refer to 4 in B, foldout
quired value for various requirements of pressure 8), the booster plug (36 in A, foldout 9; or 13 in B,
and flow. Earlier models have a movable regulator foldout 8) is located in the main-pressure regulator
plug 36; later models have a plug which cannot valve body. In transmissions which have a trans-
move. The movable plug varies the compression mission-mounted oil filter, without the signal
of spring 38 and influences main pressure. Refer switch (refer to 5 in B, foldout 9 ), booster plug 17
to paragraph 2-15, below. is located in oil filter adapter 11. The type of boos-
ter plug used determines the main oil pressure
2-14. MANUAL SELECTOR VALVE schedule applicable to the transmission.
a. Spool-type Valve. Manual selector valve
31 (C, foldout 13) or 36 (A, foldout 14) on both the b. Earlier Models
5640 and 5840, and 5660 and 5860 transmissions
( 1) Earlier models have a booster plug
is a spool-type valve located in the control valve
which moves lengthwise in its bore (refer to fold-
body at the right side of the transmission. The
outs 3 and 4). This type booster plug is pushed,
selector valve is operated manually, through link-
by booster signal pressure, against the main-
age by a control near the operator. Its movement
pressure regulator valve spring. Thus, main pres-
determines the gear in which the vehicle oper-
sure is increased during operation in first gear,
ates. Each gear position, at the operator's control,
neutral and reverse in 5640 and 5840 models, and
positions the selector valve and directs oil to the
in first gear and reverse operation of 5660 and
clutches requiring engagement for that particular
5860 models. This type booster plug is identified
gear, and exhausts all other clutches. Spring-
by a bore depth of 0.590 or 0. 720 inch at the spring·
loaded steel balls locate the selector valve accur-
end.
ately in each shift position and restrain its move-
ment until manually shifted. ( 2) Another feature in earlier model hy-
draulic systems is a check valve connecting the
b. 5660, 5860 Models. This selector valve has pitot pressure and main pressure oil lines. The
eight positions which are manually selected by the function of this valve is explained in paragraph
operator, providing neutral, 6 forward speeds and 1 2-28, below. All transmissions prior to SIN 30084
reverse speed. Aside from directing oil to the range include this valve.
2-6
Para 2-15/2-18
(3) Both the booster plug and check its bore opens or closes ports and determines
valve, described in (1) and (2 ), above, affect the whether the lockup clutch is engaged or disen-
transmission main-pressure schedule, as does gaged. This valve is located in lockup valve body
another difference in the hydraulic circuit in earlier 2 (B, foldout 10).
models (prior to SIN 30084). Prior to removal of
the check valve between the pitot and main- b. Controlled Lockup Operation. Auto-
pressure lines, pitot pressure was applied to the matic lockup operation occurs as a result of pitot oil
right end of the main-pressure regulator valve pressure acting upon the lockup shift valve at high
(refer to foldout 3, inset of this area). Pitot pres- turbine output speeds. Transmissions are available
sure exerted a leftward force on the regulator with lockup operation occurring in all selector posi-
valve, against spring pressure. Thus, main pres-
tions (refer to foldout 4), or in all positions except
sure was reduced as pitot pressure increased.
first, reverse, and neutral, or all positions except
(4) This modulation caused main pres- first and reverse. This is accomplished by using dif-
sure to decrease as splitter output shaft speed ferent lockup valve bodies. To prevent lockup,
increased. Thus, earlier models had two distinct booster signal pressure is directed to the end of the
pressure levels caused by the action of the booster lockup shift valve that is normally exhausted (refer
plug and, in addition, modulation of those two to fig. 3-8 and fold-out 3). Booster signal pressure
levels by the action of pitot pressure against the prevents the lockup shift valve from moving to
main-pressure regulator valve. lockup position.
c. Later Models
( 1) Later model 5640, 5660, 5840 and
5860 transmissions have a booster plug that is 2-17. FLOW VALVE
longer and, by reason of its length, cannot move
lengthwise in its bore. Thus, booster signal pres- Working in conjunction with the lockup shift
sure in first gear and reverse (and neutral in 5640, valve (paragraph 2-16, above) is the spool-type
5840 models) cannot influence main pressure. flow valve, located in the lockup valve body. This
This booster plug is identified by a bore depth of valve momentarily interrupts the flow of main
0. 740 inch at the spring end. pressure to the lockup clutch when shifts occur
from one gear to another. When the manual selector
(2) Another feature in later model trans- valve is moved (except to neutal), a rapid t1ow of
missions which affect main pressure is the elimin- oil is required to engage different clutches. This
ation of a check valve between the pitot and oil must pass through the-flow valve bore. During
main-pressure lines (refer to b(2), above). the initial part of this flow, the valve moves to the
left, cutting off main pressure to the lockup clutch
(3) In addition to the booster plug
and exhausting the lockup clutch line. When the
change, and elimination of the check valve, pitot
on-coming clutch is filled, the valve returns to the
pressure no longer acts against the right end of
right and restores pressure to the lockup clutch.
the main-pressure regulator valve (refer to b(3)
Thus, full-power shifts are cushioned by the torque
and (4), above).
converter.
(4) Thus, with elimination of the features
which produced two pressure levels according to
the operating gear, and which modulated those 2-18. INTERMEDIATE-RANGE TRIMMER
pressure levels, along with the establishment of VALVE (5660, 5860 MODELS ONLY)
a new pressure range, late model transmissions
have a different pressure schedule. Refer to para- The intermediate-range trimmer valve is
graph 3-3 for pressure schedules. located in the same body as the selector valve
(A, foldout 14 ). It consists of a valve 20, plug 17,
and three springs 16, 18 and 19 in a common bore.
2-16. LOCKUP SHIFT VALVE Its function has to clo only with the application
of the intermediate-range clutch and provides an
a. Function (foldout 3 or 4). Flow of oil to initial reduction of pressure to that clqtch, followed
and from the lockup clutch piston cavity is con- by a rise in pressure to equal main pressure. Thus,
trolled by the lockup shift valve. The shift valve the valve provides a smooth and gradual appli-
is a spool-type valve. Movement of the valve in cation of the range clutch.
2-7
Para 2·19 /2·23
2-19. INTERMEDIATE-RANGE CLUTCH Oil supply for the retarder, having passed through
ACCUMULATOR VALVE (5640, 5840 the torque converter to the oil cooler (heat ex·
MODELS ONLY) changer), is directed to the retarder, when retarder
The intermediate-range clutch accumulator operation is desired. Oil flow from the retarder is
valve (C, foldout 13) consists of a valve 15, spring directed through the oil cooler (heat exchanger).
16, a plug 19 and a check valve 18. The function
of this valve is the same as the trimmer valve
explained in paragraph 2·18, above. Only the ter· 2-22. TORQUE LIMITER VALVE
minology and the design method used is different, The torque limiter valve (used only in earlier
which accomplishes the same result-smooth models) is incorporated in the retarder valve body
and gradual application of the intermediate-range (paragraph 2-21, above). This is a spring-loaded by-
clutch.
pass valve which opens when pressure in the line
carrying oil from the retarder exceeds 50 psi, at
2-20. REVERSE RELAY VALVE (5640, 5840 which time the oil flows directly to sump (exhaust),
MODELS) bypassing the oil cooler (heat exchanger). The valve
a; The reverse relay valve (foldout 3) is a limits the amount of oil in the retardei', so that it
spool-type valve fitted to a bore in control valve will not absorb more than 1200 pound feet torque.
body assembly 10 (C, foldout 13 ). Its primary The torque limiter valve and related components
function in transmissions prior to SIN 23851 is are not required on later models.
to direct oil to the low-splitter clutch during opera·
tion in reverse 1, and to the high-splitter clutch
during operation in reverse 2. Its secondary func· 2-23. NEUTRAL TRIMMER VALVE
tion is to direct oil to the low-splitter clutch during (5660, 5860 MODELS)
operation in first-, second· and third-gear opera· a. The neutral trimmer valve assembly
tion.
(foldout 4) consists of trimmer valve 37 (A, foldout
b. In transmission assemblies prior to SIN 14), valve plug 40 and springs 38, 39, and 41
23851, valve 36 (C, foldout 13) could move length· located in a common bore. Its purpose is to reduce
wise in its bore and function as in a, above. In clutch apply pressure for a predetermined length
those transmissions, pin 37 was shorter and was of time. The neutral trimmer valve reduces clutch
concentric with a spring. apply pressure momentarily, when shifting from
neutral to low or reverse gears, insuring a smooth
c. In transmissions beginning with SIN
and positive clutch apply.
23851, the spring was omitted and pin 37 (C, fold·
out 13) was made longer. The longer pin prevented
valve 36 from moving leftward (foldout 2). When b. Main oil pressure is present at the trimmer
the valve is blocked in its rightward position, valve in all selector positions (foldout 4). Neutral
pressure cannot reach the high-splitter clutch signal oil pressure is present at the valve plug in
during reverse operation. Thus, reverse 2 ratio neutral only. Therefore, when a shift is made from
was eliminated from the shift schedule. neutral, neutral signal oil pressure is exhausted,
allowing main pressure to move the trimmer valve
and exhaust part of the clutch apply oil to sump.
2-21. HYDRAULIC RETARDER VALVE Thus, pressure is reduced for range clutch appli·
cation.
a. Location. Located at the left-front side
of the transmission is the hydraulic retarder valve c. At the same time, clutch apply oil pres·
(B, foldout 11). It is a spool-type valve, mounted sure is escaping to sump, it also flows through an
in a vertical position. It is connected by linkage orifice in the trimmer valve to the area between
with a hand lever Ol' foot pedal operated by the the valve and valve plug, moving the plug right·
driver of the vehicle. Two types are used-one has ward. The trimmer valve is now hydraulically
the oil cooler openings at the front; the other at stable; however, when the trimmer valve plug
the rear. reaches the stop, the trimmer springs then move
the trimmer valve back, closing the exhaust port,
b. Function. The retarder is applied when allowing pressure to return to maximum. This
the valve is pushed downward in the body and valve also functions in this manner when shifting
released in its upward· position (foldouts 3 or 4). from neutral to the other selector positions.
2·8
Para 2-24/2-29
2-24. PRIMARY-CONVERTER PRESSURE 2-28. CHECK VALVES
REGULATOR VALVE (RETARDER- a. Pitot to Main-Pressure Lines (foldout 3
EQUIPPED MODELS ONLY) (foldout 3 or 4)
or 4)
(1) Prior to transmission SIN 30084, all
This valve is an umbrella-type valve located 5640, 5660, 5840, and 5860 transmissions included
in the retarder housing. The purpose of the valve a check valve connecting the pitot pressure line
is to maintain a minimum of 10 psi oil pressure to the main pressure line. In the same transmis-
within the torque converter. Maintaining this sions, the pitot pressure line was connected to the
oil pressure in the converter assures a continuous right end of the main-pressure regulator valve
hydraulic torque transmitting medium between (refer to paragraph 2-15b(2), (3) and (4), above).
the vehicle engine and transmission output at all
times. Since the application of the hydraulic re- (2) The purpose of the check valve is to
tarder requires a large initial volume of oil, the allow pitot pressure to bleed off into the main,
valve prevents the exhausting of the torque con- pressure line at any time main-pressure falls below
verter to fill the retarder. The valve also prevents pitot pressure. This is necessary to prevent a high
oil from the retarder from entering the oil line to pitot pressure from over-modulating main pres-
the torque converter. sure (to a lower pressure) when main pressure is
low. Such a condition might arise during use of the
hydraulic retarder, or at any time there is a heavy
2-25. SECONDARY-CONVERTER PRESSURE flow demand on the main oil system. Elimination
REGULATOR VALVE (RETARDER- of the pitot pressure connection to the main-
EQUIPPED MODELS ONLY) (foldout pressure regulator valve made the check valve
3 or 4) unnecessary.
This valve is an umbrella-type valve located b. At Flow Valve (foldout 3 or 4). All CLT
in the retarder valve body. The function of the and CLBT transmissions include a check valve
valve is to provide 22.5 psi oil pressure at the with an orifice, located in the lockup valve body.
retarder valve. This oil pressure assures rapid The purpose of this valve is to permit the rapid
filling of the hydraulic retarder housing when a exhaust of oil from the left end of the flow valve
retarder application is made. The valve maintains during shifts, and a gradual return (through the
22.5 psi in the torque converter when the retarder orifice) of the oil. Refer to paragraph 2-17, above,
is not applied. for explanation of the flow valve.
2-26. CONVERTER PRESSURE RELIEF 2-29. 5640, 5840 HYDRAULIC SYSTEM IN

VALVE (foldout 3 or 4) ACTION
This valve is an umbrella-type valve located a. Neutral Hydraulic Action

in the transmission housing. The function of this
valve is to limit converter-in oil pressure to 80 psi. NOTE
The valve protects the torque converter from ex- The hydraulic schematic for the 5640,
cessive oil pressure, such as during cold starts, 5840 transmission is shown in color on
by dumping the excess oil directly to sump. foldout 3 at the end of this manual. Fold
it out to follow the action as the text is
read.
2-27. LUBRICATION PRESSURE REGULA- (1) The manual selector valve is in the
TOR VALVE (CT, CLT MODELS ONLY) neutral position, the vehicle engine is idling, and
(foldout 4) normal operating temperature ( 180° to 200°F) is
This valve is located in the converter housing indicated. The input oil pump, driven when the
and is used only in the CT, CLT model transmis- engine is operating, picks up oil from the sump
sions. The valve regulates lubrication pressure at and forces it into the hydraulic system.
20 to 25 psi, allowing excess oil to flow to sump.
Transmissions that use the primary- and secon- (2) The oil flows through the transmis-
dary- converter pressure regulator valves (para- sion oil filters to the main-pressure regulator valve.
graphs 2-24 and 2-25, above) do not use this valve. From the regulator valve, the oil flows to the lock-
2·9
Para 2·29
up shift valve and flow valve (CL T and CLBT (7) Oil flowing to the torque converter
models). At the lockup shift valve, the oil is will be limited to a maximum of 80 psi by the con-
stopped at the valve. At the flow valve, oil must verter pressure relief valve. Some models will be
flow through an orifice. If the circuit beyond the limited to a maximum of 65 psi. The lubrication
valve requires oil, the oil moves the valve, by- and pitot governor oil is also supplied by means
passing the orifice and flows unrestricted through of orifices in the converter-in oil line on hydraulic
the valve. Any oil present at the opposite end of retarder model transmissions. On non-hydraulic
the flow valve unseats the check valve, and is retarder models, the governor and lubrication
forced into the main circuit beyond the flow valve. circuits are supplied from the converter-out oil
In CT and CBT models, main pressure flows line. The governor is supplied by an orifice. The
directly from the main-pressure regulator to the lubrication circuit is supplied from the lubrication
manual selector valve. pressure regulator valve in the oil cooler return
(3) Continuing to the manual selector line. Oil in excess of 20 to 25 psi at the valve is
valve, the oil flows into the drilled center passage exhausted to sump.
of the valve.
(8) On hydraulic retarder model trans-
(4) In neutral, the manual selector valve
missions, converter-out oil flows through the pri-
directs oil to the low-splitter clutch by way of the
mary-converter pressure regulator valve to the oil
reverse relay valve, and to the lockup shift valve,
cooler. From the oil cooler, the oil flows to the
(CLT, CLBT models which exclude lockup in
secondary-converter pressure regulator valve. At
neutral, first and reverse) and the main-pressure
the secondary-regulator valve, any oil in excess
regulator valve by way of the booster signal line.
of 22.5 psi is exhausted to sump. The secondary
(5) As oil pressure increases in the cir- valve maintains 22.5 psi oil pressure at the hy-
cuit, several actions occur simultaneously. The draulic retarder valve for the rapid filling of the
low-splitter clutch is applied. Pressure equalizes retarder cavity, when the retarder is operated.
in the main line at both sides of the flow valve and Refer to paragraph 2-25, above.
seats the check valve at the flow valve (CL T and
CLBT models). Oil begins flowing through the
orifice in the check valve. This flow, acting on the (9) In neutral, there will be a pressure
larger diameter end of the flow valve, moves the in the pitot tube line proportional to the speed of
valve in the direction of the smaller diameter end. the governor collector ring which is attached to
The valve moves the limit of its travel in that the low-splitter clutch drum. At idle, this pressure
direction. The valve remains in this position until will exert only a negligible force at the right ends
a range shift is made and a volume of oil is re- of the main-pressure regulator valve (on earlier
quired for the filling of another clutch piston cavity models-refer to paragraph 2-15b(2), (3) and (4))
for clutch application. Refer to paragraph 2-17, and the lockup shift valve (on CL T, CLBT models).
above. When engine speed is increased (on models prior
(6) Booster signal pressure, at the main- to SIN 30084 ), pi tot pressure increases and reacts
pressure regulator valve, moves the booster plug against the main-pressure regulator valve, which
(on early model transmissions- see paragraph in turn reduces main pressure (by allowing more
2-15, above) against spring pressure and main oil to escape into the converter oil circuit). Pitot
pressure at the pressure regulator valve. Pressure pressure can rise, and main pressure fall, until
in the main circuit increases until it balances spring pi tot pressure exceeds main by 0. 75 psi. At this
pressure acting against the regulator valve. Oil point, pitot pressure will escape into the main
flowing into a lateral drilled passage of the regula- circuit (at check valve) and afterward, for all
tor valve unseats a spring-loaded ball check valve, practical purposes, main and pitot pressures will
and flows through a second passage to an area remain balanced.
between the valve and the valve body housing.
Pressure at this point builds up and moves the ( 10) Pi tot oil pressure, at the lockup
main-pressure regulator valve toward the booster shift valve, has no effect (in transmissions that
signal plug, against spring pressure at the booster exclude lockup in neutral, first and reverse) since
plug. When it moves sufficiently to uncover the it is opposed at the other end of the valve by
port that supplies oil to the converter, any oil booster signal pressure plus spring pressure.
in excess of main oil line demand will flow to the Therefore, lockup cannot occur in neutral. Refer
converter, charging it. to paragraph 2-16, above.
2·10
Para 2-29
( 11) On transmissions equipped with a (5) When the shift is made to second
lockup valve body that permits lockup operation gear, the intermediate clutch accumulator valve
in first, reverse and neutral, the pitot oil pressure functions. When the shift is made, intermediate
at the lockup shift valve will move the valve. clutch apply oil flows to one end of the clutch
Refer to paragraph 2-16, above. Movement of the accumulator plug and, through an orifice of a
valve allows main oil pressure to flow through the check valve, to the accumulator valve. Oil pressure
flow valve bore to the lockup clutch, applying the at the plug moves it against spring pressure,
clutch. The transmission is now operating in low- allowing some of the oil to exhaust to sump. This
splitter lockup. excape of oil to exhaust reduces the initial apply
pressure at the intermediate-range clutch, per-
( 12) During operation in lockup in any mitting a gradual clutch application. Oil flow to
gear, when a shift is made, either up or down, the the accumulator valve is restricted by the orifice.
transmission automatically comes out of lockup The valve gradually moves against spring pres-
until the shift is made. The lockup clutch again sure, thereby moving the plug and closing the
engages after the shift is made, due to the action exhaust port at the plug. With the exhaust port
of the flow valve. Refer to paragraph 2-17, above. closed, clutch pressure rises to maximum. The
plug remains in this position while operating in
b. First-Gear Hydraulic Action second gear.
(1) In first gear, the hydraulic action is (6) When a shift is made from second
the same as described for neutral (a, above), ex- gear, oil at the accumulator plug is exhausted.
cept as follows: the low-range clutch is applied. Oil at the accumulator valve also exhausts, unseat-
All clutch cavities except the low splitter and low ing the check valve, permitting the valve to move
range are exhausted to sump. to its original position (away from the accumulator
( 2) As in neutral, with an increase in plug).
turbine speed, the lockup clutch is applied (CLT,
CLBT models) and the transmission is operating d. Third Gear, Hydraulic Action
in first-gear lockup. ( 1) In third gear, hydraulic action is the
(3) If the special control lockup valve same as described in neutral (a, above), except
body is being used, lockup will not occur in first the high-range clutch is applied and the booster
gear. Refer to paragraph 2-16. signal oil line is not charged. As in neutral, the
low-splitter clutch is applied. All other clutch
cavities are exhausted to sump.
c. Second-Gear Hydraulic Action.
( 2) As in neutral, with an increase in
( 1 ) In second gear, the hydraulic action pi tot pressure, the lockup clutch is applied (CLT,
is the same as described in neutral (a, above), CLBT models). Thus, the transmission is oper-
except as follows: the intermediate-range clutch ating in third-gear lockup.
is applied and the booster signal oil line is not
charged. All other clutch cavities are exhausted (3) As in all gears, when operating in
to sump. lockup, a shift to another gear momentarily dis-
engages the lockup clutch until the shift is made.
(2) With the absence of booster signal Refer to paragraph 2-17, above.
oil at the main-pressure regulator booster plug,
main oil pressure is reduced (earlier models). Refer
to paragraph 2-15, above. e. Fourth Gear, Hydraulic Action
(3) As in neutral, with an increase in (1) In fourth gear, the high-range clutch
pitot pressure, the lockup clutch is applied (CLT, and high-splitter clutch are engaged. All other
CLBT models). Thus, the transmission is operating clutch cavities are exhausted to sump. The hy-
in second-gear lockup. draulic action at the flow valve, lockup shift valve
and the remainder of the converter system is the
same as described for neutral (a, above).
(4) As in first gear, when operating in
lockup, a shift to another gear momentarily dis- ( 2) As in neutral, with an increase in
engages the lockup clutch until the shift is made. pitot pressure, the lockup clutch is applied (CLT,
Refer to paragraph 2-17, above. CLBT models).
2·11
Para 2-29/2-30
(3) As in all other gears, when a shift is ( 2) The oil flows through the transmis-
made to another gear during lockup operation, sion oil filters to the main-pressure regulator valve.
the clutch disengages until the shift has been From the regulator valve, the oil flows to the lock-
made, due to the action of the flow valve. Refer up shift valve and the flow valve (CL T and CLBT
to paragraph 2-17, above. models). Oil at the lockup shift valve is stopped
at the valve. At the flow valve, oil must flow
f. Reverse, Hydraulic Action (effective with
SIN 23851) through an orifice. If the circuit beyond the valve
requires oil, then the oil moves the valve, by-
( 1) In reverse, the hydraulic action is passing the orifice and flows unrestricted through
the same as neutral, except the reverse clutch is the valve bore. When the valve moves, then, any
applied. All other clutch cavities are exhausted oil at the larger diameter end of the valve will
to sump. unseat the check valve and enter the main oil
circuit beyond the flow valve.
(2) The booster signal oil line is charged,
thus preventing lockup in reverse. Refer to para- NOTE
graph 2-16, above. In CT and CBT models, main-pressure
flows directly from the main-pressure
g. Reverse, Hydraulic Action (prior to SIN
23851) regulator to the manual selector valve.
(1 ) Two reverse speeds are provided

prior to transmission SIN 23851. Reverse 1 is (3) Continuing to the manual selector
equivalent to reverse on later transmissions. Re- valve, the oil fills the upper drilled passage of the
verse 2 is a higher ratio, obtained by engaging the valve and the lateral passages connected thereto.
high-splitter and reverse clutches.
( 4) In neutral, the manual selector valve
( 2) Reverse 1 functions as explained in directs oil to three places: the neutral trimmer
f, above. valve (left end), neutral trimmer valve plug (right
end) and the low-splitter clutch cavity. Main oil
(3) Reverse 2 occurs when the manual at the trimmer valve flows through the orifice in
selector valve directs an R2 signal (foldout 3) to the trimmer valve to the area between the valve
the right end of the reverse relay valve. This moves and valve plug.
the valve leftward against a stop pin (shorter in
earlier models-see inset). In its leftward position, (5) As oil pressure increases in the cir-
the relay valve directs pressure (C2 feed) to the cuit, several actions occur simultaneously. The
high-splitter clutch. low-splitter clutch is applied. Pressure equalizes
in the main line at both sides of the flow valve and
( 4) The low-splitter clutch exhausts seats the check valve at the larger diameter end
through the selector valve bore. (CLT and CLBT models). Oil begins flowing
through the orifice in the check valve. This flow,
2-30. MODEL 5660, 5860 HYDRAULIC acting on the larger diameter end of the flow valve,
SYSTEM IN ACTION moves the valve in the direction of the small di-
a.Neutral, Hydraulic Action ameter end. The valve moves the limit of its travel
in that direction and remains in that position until
NOTE
a shift is made to another gear, and oil must flow
The hydraulic schematic for the 5660, 5860 to another clutch piston cavity.
transmission is shown in color on foldout 4
at the end of this manual. Fold it out to (6) The action of the flow valve, as de-
follow the action as the text is read. How- scribed in (5 ), above, occurs every time there is a
ever, if the transmission is equipped with an significant flow past it. However, the flow valve
electric valve body, refer to the supplement has no purpose except to disengage the lockup
at the back of this manual. clutch when a shift is made. At such time, the
movement of the flow valve opens ports which
( 1) The manual selector valve is in the exhaust the lockup clutch apply pressure and
neutral position, vehicle engine idling-normal shuts off its oil supply. Therefore, the primary
oil temperature ( 180.0 to 200P) indicated. The input purpose of the flow valve is to automatically place
oil pump, driven when the engine is operating, the transmission in converter operation during a
picks up oil from the sump and forces it into the shift, either up or down.
hydraulic system.
2-12
Para 2-30
(7) No action of the neutral trimmer ( 12) As turbine speed increases, pi tot
valve or valve plug has occurred as a result of the pressure directed to the lockup shift valve in-
increase in oil pressure in the main circuit. creases (CLT, CLBT models). The increase of
pitot pressure at the lockup valve moves the valve
(8) When the main oil circuit is charged,
against spring pressure at the opposite end. Move-
pressure builds up until the main-pressure regula-
ment of the valve allows main oil pressure to flow
tor valve moves to regulate the pressure. Oil flows
to the flow valve, through the flow valve to the
into a lateral drilled passage of the main-pressure
lockup clutch, a.pplying the clutch. The trans-
regulator valve and into a central passage, unseats
mission is now operating in low-splitter lockup.
a spring-loaded steel ball check valve, and flows
out of the valve through a second lateral passage. ( 13) During operation in lockup in any
The point at which oil leaves the valve is between gear, when a shift is made, either up or down, the
a land on the valve and the valve body. Pressure, transmission automatically comes out of lockup
building up at this point, moves the regulator until the shift is made. Then the clutch again en-
valve toward the booster plug against spring gages after the shift is made, due to the action of
pressure. When it moves sufficiently to uncover the flow valve (paragraph 2-17, above).
the port that supplies the converter with oil, all
oil in excess of other demands will flow to the b. First Gear, Hydraulic Action
converter, charging it. Oil flowing to the converter ( 1) In first gear, the hydraulic action is
will be limited to a maximum of 80 psi by the con- the same as described for neutral (a, above) except
verter pressure relief valve. as follows: the low-range clutch is applied and the
(9) On transmissions equipped with a booster signal pressure line is charged. The oil in
hydraulic retarder, the circuit which supplies oil the neutral signal line is exhausted to sump.
to the converter also supplies oil, through an ( 2) On earlier model transmissions, when
orifice, to the lubrication circuit and, through main oil pressure enters the booster signal line,
another orifice, to the fluid velocity governor. its action on the main-pressure regulator valve
On non-hydraulic retarder model transmissions, increases the main oil pressure schedule while
the governor and lubrication circuits are supplied operating in first range. Refer to paragraph 2-15,
from the converter-out oil line. The governor is above.
supplied through an orifice. The lubrication sys-
tem is supplied from the lubrication regulator (3) When the shift was made from neutral
valve in the oil cooler return line. Any oil in excess to first gear, the neutral signal line which was
of 20 to 25 psi at the lubrication valve is exhausted charged with main oil pressure was exhausted to
to the sump. sump. The absence of this oil at the neutral trim-
mer valve plug allows the neutral trimmer valve
( 10) On transmissions equipped with a to function, thus assuring a smooth and gradual
hydraulic retarder, converter-out oil flows through application of the low-range clutch. Refer to para-
the primary-converter pressure regulator valve, graph 2-23, above.
through the oil cooler to the secondary-converter
pressure regulator valve. As stated in paragraph (4) As in neutral, with an increase in
2-24, above, the primary valve maintains a mini- turbine speed, the lcokup clutch is applied (CLT,
mum of 10 psi oil pressure in the torque converter. CLBT models) and the transmission is operating
The secondary-regulator valve maintains 22.5 in first-gear lockup. Refer to paragraph 2-16b,
psi oil pressure for the function of the hydraulic above.
retarder, as mentioned in paragraph 2-25, above. (5) If the special control lockup valve
body is being used, lockup will not occur in first
( 11) In neutral, there will be a pressure gear. Refer to paragraph 2-16b, above.
in the pitot tube line proportional to the speed of
c. Second Gear, Hydraulic Action
the governor collector ring which is attached to
the splitter direct clutch housing. At idle, this ( 1) In second gear, the hydraulic action
pressure will exert only a negligible force at the is the same as described in neutral (a, above),
end of the lockup shift valve (and at the right end except as follows: the low-range clutch is applied,
of the main-pressure regulator valve in trans- the high-splitter clutch is applied and the neutral
missions having a modulated main pressure. signal oil line is not charged. All other clutch cav-
Refer to paragraph 2~15b(2), (3) and (4), above). ities are exhausted to sump.
2-13
Para 2-30
( 2) As in neutral, with an increase in tur- clutches are applied and the neutral signal line is
bine speed, the lockup clutch is applied, allowing exhausted to sump. All other clutch cavities are
the transmission to operate in second-gear lockup. exhausted to sump.
(3) If a downshift is made from second to ( 2) When a shift is made from third gear
first gear, the booster signal line is charged, in- to fourth gear, or fourth to third, the only hydraulic
creasing main oil pressure (on early model trans- action occurring at the selector valve is the direct-
missions) during first-gear operation. Refer to ing of oil to the high- or low-splitter clutch. The
paragraph 2-15, above. If an upshift is made to intermediate-range clutch is applied when oper-
third gear, the intermediate-range trimmer valve ating in either gear.
functions for the application of the intermediate-
range clutch. Refer to paragraph 2-18, above. If (3) As in neutral, with an increase in
the transmission is operating in lockup when an pi tot pressure, the lockup clutch is applied (CL T,
upshift or downshift is made, the lockup clutch is CLBT models). The transmission is now operating
momentarily disengaged until the sqift is made, in fourth gear lockup.
due to the action of the flow valve. Refer to para-
graph 2-17, above. The low-range clutch is applied f. Fifth Gear, Hydraulic Action
when operating in first or second gear. The dif- ( 1) In fifth gear, the hydraulic action is
ference in ratio is obtained by using the low- or the same as neutral (a, above), except as follows:
high"splitter in combination with the low-range the high-range clutch is applied and the neutral
planetary for first or second gear, respectively. signal line is exhausted to sump. As in neutral,
d. Third Gear, Hydraulic Action the low-splitter clutch is applied. All other clutch
cavities are exhausted to sump.
( 1) In third gear, the hydraulic action is
the same as described for neutral (a, above), ex- (2) As in neutral, with an increase in
cept the intermediate-range clutch is applied and pitot pressure, the lockup clutch is applied (CLT,
the neutral signal line is exhausted to sump. As CLBT models). The transmission is now operating
in neutral, the low-splitter clutch is applied. All in fifth-gear lockup.
other clutch cavities are exhausted to sump.
(2) When an upshift is made to third g. Sixth Gear, Hydraulic Action
gear or a downshift made to fourth gear, the inter- (1) In sixth gear, the hydraulic action is
mediate-range trimmer valve functions for the the same as neutral (a, above), except the high-
application of the intermediate-range clutch. range clutch and high-splitter clutch are applied
Refer to paragraph 2-18, above. the orifice in the and the neutral signal line is exhausted to sump.
intermediate-range clutch apply line prevents the All other clutch cavities are exhausted to sump.
intermediate-range clutch from disengaging quick-
ly. Thus, when a shift is made to a gear other than ( 2) When a shift is made from sixth to
third or fourth, that range clutch is partially fifth gears, or from fifth to sixth gears, the only
applied before the intermediate-range clutch is hydraulic action which occurs at the selector valve
fully disengaged, reducing shift shock and main- is the directing of oil to the high- or low-splitter
taining continuous torque output during a shift. clutch, since the high-range clutch is engaged when
operating in either of these gears.
(3) As in neutral, with an increase in
pitot pressure, the lockup clutch is applied (CLT, (3) As in neutral, with an increase in
CLBT models). Thus, the transmission is oper- pitot oil pressure, the lockup clutch is applied
ating in third-gear lockup. (CLT, CLBT models). The transmission is now
operating in sixth-gear lockup.
(4) As in first and second gears, when
operating in lockup, a shift to another range dis-
engages the lockup clutch, momentarily, until the h. Reverse Gear, Hydraulic Action
shift is made. Refer to paragraph 2-17, above. ( 1) In reverse gear, the hydraulic action
e. Fourth Gear, Hydraulic Action is the same as in neutral (a, above), except as
follows: the reverse clutch is applied, the booster
(1) In fourth gear, the hydraulic action signal line is charged and the neutral signal oil
~s the same as in neutral (a, above), except as line is exhausted to sump. All other clutch cavities
~ollows: the intermediate-range and high-splitter are exhausted to sump.
2-14
Para 2-30/2-31
(2) When the booster signal oil line is es, some torque path diagrams will cover two gear
charged (on earlier models), the main-pressure conditions. One of these will apply to 4-speed (5640,
regulator valve increases the main oil pressure 5840) models, and the other to 6-speed (5660, 5860)
schedule while operating in reverse. Refer to para- models. Other diagrams will represent only one of
graph 2-15, above. these types because there is no corresponding
condition for the other type. Also, some of the
(3) When the shift was made from neutral
diagrams represent identical conditions for both 4-
to reverse, the neutral signal line which was charg-
and 6-speed transmissions.
ed with main oil pressure is exhausted to sump.
The absence of this oil at the neutral trimmer ( 2) In all the torque path explanations,
valve plug allows the neutral trimmer valve to it is assumed that the engine is operating at a
function, thus assuring a smooth and gradual normal driving speed. This assumption is made
application of the reverse clutch. Refer to para- because torque cannot be transmitted beyond the
graph 2-23, above. torque converter at idling speed, even though two
driving clutches are engaged. The direction of
(4) As in neutral (a, above), with an in- rotation is determined by viewing the transmission
crease in turbine speed, the lockup clutch is ap- from the front (input) end.
plied (CLT, CLBT models). The transmission is
now operating in reverse-gear lockup. (3) Some of the torque path diagrams
(5) If the special control lockup valve show converter operation and others show lockup.
body is being used, lockup will not occur in reverse Converter operation is applicable to all transmis-
gear. Refer to paragraph 2-16, above. sions in all gears, whether equipped with a lockup
clutch or not. Lockup operation is applicable only
2-31. TORQUE PATHS to those models equipped with a lockup clutch, and
in the gears not specifically excepted in the explan-
a. Torque Path Diagrams ation of the lockup shift valve (paragraph 2-16,
above).
( 1) Figures 2-3 through 2-12 show the
paths by which torque is transmitted through the (4) A better overall understanding of the
transmission under various conditions. Because transmission can be gained if the hydraulic system
4- and 6-speed manual selector positions do not, is reviewed along with study of the torque paths.
in all gears, coincide with the same applied clutch- Refer to paragraphs 2-29 and 2-30, above.
2-15
Para 2-31
LOW-RANGE
PLANETARY CARRIER
REVERSE-RANGE
PLANETARY CARRIER
SPLITTER INTERMEDIATE-RANGE LOW-RANGE REVERSE-RANGE

RETARDER PLANETARY SUN GEAR SUN GEAR SUN GEAR
8 TORQUE PATH CARRIER
el CLUTCH APPLIED
51515
Fig. 2-3. Neutral (all models), low splitter, converter-torque path
b. Neutral (all models)-Torque Path (fig. (2) With two elements (sun gear and
2-3).
carrier) of the splitter planetary thus locked to-
( 1) The manual selector valve is in neu- gether, the third member (ring gear) must rotate
tral (N) position. The torque from the engine when the other two rotate. The intermediate- and
passes, by hydraulic action, through the converter low-range sun gears are attached to the splitter
to the low-splitter clutch and the splitter planetary ring gear and rotate with it. Torque is not trans-
carrier. The low-splitter clutch is applied, transmitted to the transmission output because the
mitting torque to the splitter sun gear. All other other clutches are released and allow free rotation
clutches are released. of all range planetary gears.
2-16
Para 2·31
LOW-RANGE
PLANETARY CARRIER
RETARDER
EJ TORQUE PATH
9 CLUTCH APPLIED
51516
Fig. 24. First gear (all models), low splitter, low range, converter-torque path
c. First Gear (all models)-Torque Path range ring gear stationary. The rotating low-range
(fig. 2-4) sun gear forces the pinions on the low-range plane-
(1) The manual selector valve is in first- tary carrier to rotate within the stationary ring
gear ( 1 ) position. The torque from the engine gear. Rotation of the pinions causes the carrier to
passes, by hydraulic action, through the converter rotate in the same direction as the sun gear. The
to the low-splitter clutch and the splitter plane- low-range planetary carrier, being attached to the
tary carrier. The low-splitter clutch is applied. transmission output shaft, causes it to rotate.
Thus, rotation and torque is transmitted to the
intermediate- and low-range sun gears (refer to
b(2), above). (3) The transmission output shaft rotates
in a clockwise direction. A speed reduction ratio
( 2) In addition to the low-splitter clutch, of 4.00 to 1 is obtained, entirely within the low-
the low-range clutch is applied. This holds the low- range planetary.
2-17
Para 2-31
LOW-RANGE
PLANETARY CARRIER
RETARDER
EJ TORQUE PATH
5I CLUTCH APPLIED
S1517
Fig. 2-5. Second gear (5660, 5860), high splitter, low range, lockup-torque path
d. Second Gear (5660, 5860)-Torque Path

(fig. 2-5)
( 1) The manual selector valve is in (2) In addition to the high-splitter clutch,
second-gear ( 2) position. The torque from the the low-range clutch is engaged. Refer to c( 2 ),
engine passes, through the applied lockup clutch, above, for explanation of power flow from the low-
to the low-splitter clutch and splitter planetary range sun gear to the transmission output shaft.
carrier. The high-splitter clutch is applied. This
holds the splitter sun gear stationary. This forces (3) The transmission output shaft rotates
the pinions on the splitter planetary carrier to in a clockwise direction. A speed increase ratio of
rotate around the stationary sun gear. The pinions 0.67 to 1 in high splitter, coupled with a speed
overdrive the splitter ring gear, to which is attach- reduction ratio of 4.00 to 1 in the low-range plane-
ed the intermediate- and low-range sun gears. tary, gives an overall speed reduction of 2.68 to 1.
2-18
Para 2-31
LOW-RANGE
I PLANETARY CARRIER
REVERSE-RANGE
PLANETARY CARRIER
RETARDER PLANETARY
CARRIER
B TORQUE PATH
9 CLUTCH APPLIED
51518
Fig. 2-6. Second gear (5640, 5840), third gear (5660, 5860), low splitter, intermediate range, converter-torque path
e. Second Gear (5640, 5840); Third Gear gear, to which it is attached, to rotate. Thus,
(5660, 5860)-Torque Path (fig. 2-6) both the sun gear and ring gear of the low-range
planetary are rotating in the same direction, but
( 1) The manual selector valve is in the at different speeds. The ring gear has the slower
second-gear (2) position on 5640 and 5840 trans-
rotation.
missions. It is in the third-gear (3) position on 5660
and 5860 transmissions. The torque from the en-
gine passes, by hydraulic action, through the (3) The low-range pinions, being meshed
converter to the low-splitter clutch. The low- with both the sun gear and ring gear, rotate at
splitter clutch is applied. Thus, torque and rota- another speed and drive the low-range planetary
tion is transmitted to the intermediate-range and carrier. The carrier, attached to the output shaft,
low-range sun gears (refer to b(2), above). drives it. This arrangement of two planetaries,
interconnected, is called compounding.
( 2) In addition to the low-splitter clutch,
the intermediate-range clutch is applied. This (4) The transmission output rotates in
holds the intermediate-range ring gear stationary. a clockwise direction at an overall speed reduction
The rotating, intermediate-range sun gear forces ratio of 2.01 to i. This ratio is the result of 1.00
the pinions on the intermediate-range planetary to 1 ratio in the splitter, and a 2.01 to 1 ratio in
carrier to rotate within the stationary-ring gear. the intermediate- and low-range planetaries com-
This causes the carrier and the low-range ring pounded.
2-19
Para 2-31
LOW-RANGE
PLANETARY CARRIER
RETARDER
f3 TORQUE PATH
El CLUTCH APPLIED
S1519
Fig. 2-7. Fourth gear (5660, 5860), high splitter, intermediate range, lockup-torque path
f. Fourth Gear (5660, 5860)-Torque Path ( 2) In addition to the high-splitter clutch,

(fig. 2-7) the intermediate-range clutch is applied. Refer to
e( 2) and (3 ), above, for explanation of action in
( 1) The manual selector valve is at the
the intermediate- and low-range planetaries.
fourth-gear (4) position. The torque from the
engine passes, through the applied lockup clutch, (3) The transmission output rotates in a
to the low-splitter clutch and the splitter plane- clockwise direction at an overall speed reduction
tary carrier. The high-splitter clutch is applied. of 1.35 to 1. This is a result of the 0.67 to 1 over-
Refer to d( 1 ), above, for explanation of delivery drive in the high-splitter planetary, coupled with
of power to the low- and intermediate-range sun the 2.01 to 1 speed reduction in the compounded
gears. low- and intermediate-range planetaries.
2-20
Para 2-31
LOW-RANGE
I INTERMEDIATE-RANGE
PLANETARY CARRIER
PLANETARY CARRIER
RETARDER
El TORQUE PATH
El CLUTCH APPLIED
51520
Fig. 2-8. Third gear (5640, 5840), fifth gear (5660, 5860),/ow splitter, high range, lockup-torque path
g. Third Gear (5640, 5840); Fifth Gear (5660, speed as the intermediate-range sun gear. Thus,
5860)-Torq-ge Path (fig. 2-8) the intermediate-range planetary carrier must
rotate at the same speed as the sun and ring
( 1) The manual selector valve is in third-
gears. In turn, the low-range ring gear, being con-
gear (3) position on 5640 and 5840 transmissions.
nected to the intermediate-range planetary carrier,
It is in fifth-gear (5) position on 5660 and 5860
also rotates at the same speed. The low-range sun
transmissions. The torque from the engine passes
gear is rotating also at the same speed. The result
through the applied lockup clutch, to the low-
is that the entire range planetary group is locked
splitter clutch and to the splitter planetary carrier.
together and rotating at the same speed as the
The low-splitter clutch is applied. Refer to b(2),
turbine output shaft.
above, for explanation of delivery of power to the
low- and intermediate-range sun gears. (3) The transmission output rotates in a
clockwise direction at 1.00 to 1 ratio. This is a
result of direct drive in the low-splitter clutch,
(2) In addition to the low-splitter clutch, and direct drive through the locked planetary sets.
the high-range clutch is applied. This causes the There is no relative rotation of any planetary gears.
intermediate-range ring gear to rotate at the same They are rotating as a unit.
2-21
Para 2·31
lOW-RANGE
PlANETARY CARRIER
RETARDER
EJ TORQUE _P~TH
9 CLUTCH APP.LIED
51521
Fig. 2-9. Fourth gear (5640, 5840), sixth gear (5660, 5860), high splitter, high range, lockup-torque path
h. Fourth Gear (5640, 5840); Sixth Gear

(5660, 5860)-Torque Path (fig_ 2-9)
( 1) The manual selector valve is in the (2) In addition to the high-splitter clutch,
fourth-gear (4) position on 5640 and 5840 trans- the high-range clutch is applied. Refer to g(2),
missions. It is in the sixth-gear (6) position on above, for explanation of delivery of power to the
5660 and 5860 transmissions. The torque from the transmission output.
engine passes through the applied lockup clutch,
to the low-splitter clutch and to the splitter plane- (3) The transmission output rotates in a
tary carrier. The high-splitter clutch is applied. clockwise direction at a speed increase of 0.67 to
Refer to d( 1 ), above, for explanation of the delivery 1. This is a result of the overdrive ratio of 0.67 to
of power to the intermediate- and low-range sun 1 in the splitter planetary, coupled with the locked
gears. up range planetary group, rotating as a unit.
2-22
Para 2·31
LOW-RANGE
I PLANETARY CARRIER
RETARDER PlANETARY
13 TORQUE PATH
CARRIER
8 CLUTCH APPLIED
51522
Fig. 2-10. Reverse 1 (5640, 5840 prior to S/N 23851), reverse (all other),
low splitter, reverse range, converter-torque path
i. Reverse 1 (5640, 5840 prior to SIN 23851); the low-range planetary, and further speed reduc-
Reverse (all other models)-Torque Path (fig. 2-10) tion is obtained in the reverse-range planetary.
( 1) The manual selector valve is in the ( 3) The low-range sun gear rotates clock-
reverse 1 ( R1) position on 5640 and 5840 transmis- wise, driving the low-range planetary pinions
sions prior to SIN 23851. It is in the reverse (R) counterclockwise. The low-range ring gear is driven
position on 5640 and 5840 transmissions beginning counterclockwise by the pinions. The reverse-range
with S/N 23851, and on all 5660 and 5860 trans- sun gear, being connected to the low-range ring
missions. The torque from the engine passes, by gear, also rotates counterclockwise. The sun gear
hydraulic action, through the converter to the low- forces the reverse-range planetary pinions to rotate
splitter clutch and to the splitter planetary carrier. clockwise within the stationary ring gear, driving
The low-splitter clutch is applied. Refer to b( 2 ), the reverse-range carrier counterclockwise.
above, for explanation of the flow of power to the
low- and intermediate-range sun gears. (4) The low-range planetary carrier,
being connected to the reverse-range planetary
(2) In addition to the low-splitter clutch, carrier, thus acts as a reaction member although
the reverse-range clutch is applied. This holds the it is moving slowly (output shaft speed). The over-
reverse-range ring gear stationary. The reverse- all speed reduction ratio is 5.12 to 1. This is the
range planetary is coupled with the low-range result of direct drive ( 1.00 to 1 ratio) in the low-
planetary (compounded) to obtain opposite rota- splitter clutch and a 5.12 to 1 speed reduction ratio
tion and the desired ratio. The two planetaries in the compounded low- and reverse-range plane-
are so interconnected that rotation is reversed in taries.
2·23
Para 2·31
LOW-RANGE
PLANETARY CARRIER
.RETARDER
El CLUTCH APPLIED
51523
Fig. 2-11. Reverse 2 (5640, 5840 prior to S/N 23851 ), high splitter, reverse range, converter-torque path
j. Reverse 2 (5640, 5840 prior to SIN 23851) (2) In addition to the high-splitter clutch,
-Torque Path (fig. 2-11) the reverse-range clutch is applied. Refer to i(2)
( 1) The manual selector valve is in the and (3 ), above, for explanation of the flow of power
reverse 2 (R2) position. The torque from the engine to the transmission output.
passes, by hydraulic action, through the converter (3) The output rotates counterclockwise
to the low-splitter clutch and to the splitter plane- at an overall speed reduction ratio of 3.44 to 1.
tary carrier. The high-splitter clutch is applied. This results from combining the splitter overdrive
Refer to d( 1 ), above, for explanation of the flow of ratio of 0.67 to 1 with the 5.12 to 1 ratio of the
power to the low- and intermediate-range sun compounded low- and reverse-range planetary
gears. carriers.
2·24
Para 2-31
LOW-RANGE
PLANETARY CARRIER
RETARDER
1!'1 CLUTCH APPLIED
51524
Fig. 2-12. Hydraulic retarder operation, second gear (5640, 5840), third gear (5660, 5860)-torque path
k. Hydraulic Retarder Operation, Second draulic rotor is rotating faster than the transmis-
Gear (5640, 5840); Third Gear (5660, 5860)- sion output and has a proportionately lower torque.
Torque Path (fig. 2-12)
(3) Thus, any retarding action on the
( 1) During operation of the hydraulic retarder rotor will be multiplied at the transmis-
retarder, the flow of torque through the trans- sion output (by the ratio of the gear in operation).
mission is reversed. The driving gear in which the In this case, the multiplication is 2.01. To apply
retarder is applied depends upon vehicle speed the retarder, oil is directed into the cavity sur-
and the degree of retarding desired. Figure 2-12 rounding the retarder rotor. The oil impedes the
illustrates the torque path in second gear (5640, rotation of the retarder rotor. A torque limiting
5840) or third gear (5660, 58,60). valve in the retarder control valve limits the torque
absorption of the retarder to 1200 pound feet, by
limiting the retarder-out oil pressure.
(2) Torque enters the transmission at
the rear (normally the output). It is transmitted (4) The hydraulic retarder is designed
through the applied range clutch and planetary with a capacity which enables it to absorb several
gearing, and through the splitter clutch. Because times the torque which can be absorbed by engine
torque is transmitted in the opposite direction, braking alone. Of course, normal engine braking
through a clutch and gear system which normally assists the retarder. Emptying the retarder cavity
reduces speed and increases torque, torque is of oil releases the retarder. When the cavity is
reduced while speed is increased. Thus, the hy- empty, the rotor can rotate freely.
2-25
Para 3-1 /3-3
I
Section 3. PREVENTIVE MAINTENANCE
3-1. SCOPE OF SECTION 3 Two changes in the hydraulic system cause the
pressure schedules of later models to be different
This section contains the tests, adjustments from those of earlier models.
and maintenance information pertinent to all
models of the 5640, 5660, 5840 and 5860 transmis- ( 2) The first of these changes is the elim-
sions. A troubleshooting chart at the end of this ination of pressure modulation. Refer to para-
section is included for assisting in the location of graphs 2-13 and 2-28. With pressure modulation,
the probable cause of a transmission malfunction. main pressure decreases as pitot pressure rises.
The elimination of the modulation feature occurred
at transmission SIN 30084.
3-2. MINIMUM MAINTENANCE ( 3) The second of these changes is the
introduction of a longer main-pressure regulator
There is a minimum of maintenance necessary
on hydraulic transmissions. If the instructions booster plug which prevents a step-up in main
are followed as outlined, and at regular intervals, pressure for low gear and reverse operation (refer
the service life of the transmission will be extended. to para 2-15). In addition, the spring loading of
A good maintenance program results in an on- the regulator valve is different when the new
schedule work program, with a minimum amount booster plug is used. The net effects of the new
of downtime. booster plug is reduced pressure in low gear and
reverse, and increased pressure in other gears.
The result is the same pressure in all gears.
3-3. TRANSMISSION GAGE READINGS (4) The new booster plug was introduced
after the elimination of pressure modulation.
a. Temperature. Normal operating tempera- This change was not pinpointed by serial number
ture is 180° to 200°F. This is the temperature of because the feature also was made available for
the oil leaving the torque converter. The vehicle earlier models. The effect of installing the new
should be shifted to neutral and the engine oper- booster plug into earlier transmissions with pres-
ated at 1200 to 1500 rpm for a few minutes if the sure modulation is not shown in the pressure sched-
temperature reaches 250°. The temperature should ules, below. However, the pressure schedule is
never be allowed to exceed 250°. Refer to the changed when that is done.
troubleshooting chart at the end of this section if
the oil consistently tends to overheat. (5) The pressure schedules, below, cover
the earlier models (prior to SIN 30084) before any
b. Main Pressure change in the pressure regulation components,
and the later models (beginning with SIN 30084)
( 1) If the vehicle is equipped with a main showing the effects of the elimination of pressure
oil pressure gage, it will continuously register the modulation alone and coupled with the use of the
pressure in the main-pressure circuit and the ap- new booster plug.
plied clutches. To properly evaluate the pressures
shown, it is necessary to know the pressure sched- c. If No Gages. If the vehicle does not have
ules applicable to various models, and the features gages on the instrument panel, refer to paragraphs
which determine the different pressure schedules. 3-12 and 3-13, below.
3-1
Para 3-3/3-5
SCHEDULE 1 (prior to S/N 30084)
Before elimination of pressure modulation, original booster plug

Selector position 5640, 5840 5660, 5860
6 * 140 to 155
5 * 140 to 155
4 140 to 155 140 to 155
3 140 to 155 140 to 155
2 140 to 155 140 to 155
1 190 to 230 190 to 230
N * *
R 190 to 230 (SIN 23851 to 30084) 190 to 230
R-1 190 to 230•(prior to SIN 23851) *
R-2 190 to 230 (prior to SIN 23851) *
The pressures above are taken with the engine running at 1500 rpm, normal (180° to 200°F) temperature,
and the output stalled. The high limits, tabulated above, may increase by 15 psi at full throttle. The 140
psi pressures will decrease to approximately 110 psi; and the 190 psi pressures to approximately 170
psi as vehicle speed increases.
*Not applicable
SCHEDULE 2 (beginning with S/N 30084)
After elimination of pressure modulation

5640, 5840 5660, 5860
Selector position Old booster New booster Old booster New booster
6 * * 140 to 155 170 to 185
5 * * 140 to 155 170 to 185
4 140 to 155 170 to 185 140 to 155 170 to 185
3 140 to 155 170 to 185 140 to 155 170 to 185
2 140 to 155 170 to 185 140 to 155 170 to 185
1 190 to 230 170 to 185 190 to 230 170 to 185
N * * * *
R 190 to 230 170 to 185 190 to 230 170 to 185
The pressures above are taken with the engine running at 1500 rpm, normal (180° to 200°F) temperature,
and the output stalled. The high limits, tabulated above, may increase by 15 psi (with old booster plug)
or 25 psi (with new booster plug) at full throttle.
*Not applicable
3-5. KEEPING OIL CLEAN

3-4. MAINTENANCE INTERVALS
a. Dirt Harmful. Because the hydraulic
The type of service and operating conditions system is the "heart" of your transmission, it is
will determine the maintenance intervals. How- especially important that the oil be kept clean. The
ever, it is well to check daily on the hydraulic area around the oil filler hole must be kept clean,
system oil level, or check it at the end of each shift. and oil containers must be kept free from water,
At the same time, look for oil leaks. dirt, mud or other harmful matter.
3-2
PREVENTIVE MAINTENANCE
Para 3-5/3·8
b. Metal Contamination of Oil. If the oil in 13 gallons, plus the cooling and filter circuits, are
I the hydraulic system becomes contaminated with

metal particles, all of the components of the hy-
required. When making a regular oil change, ap-
proximately 10 gallons of oil are required for refill.
draulic system- the transmission oil lines and
passages, sump, filter, strainer, cooler, valve bodies 3-8. HOW TO CHECK OIL
and oil pumps-must be disassembled and thor-
a. Cold Check. The cold check (engine not
oughly cleaned. Metal particles (other than minute
running) is to be made only to make sure that there
particles ordinarily trapped by the oil filter) in the
is sufficient oil in the hydraulic system to safely
oil are evidence of failure of some part.
start the engine-especially if the equipment has
c. Water or Dirt in Oil. At each oil change, been idle for a long period. The oil level must reach
examine the oil which is drained for evidence of the full-level check plug (fig. 3-1 or 3-2).
dirt or water. A normal amount of condensation
b. Hot Check
will emulsify in the oil during operation of the
transmission. However, if there is evidence of ( 1) Oil level should be checked with the
water, check the cooler (heat exchanger) for leak- engine running at 1000 rpm, transmission in
age between the water and oil areas. Oil in the neutral, and with the transmission at normal
water side of the cooler (vehicle radiator) is another operating temperature ( 180° to 200°F). The hy-
sign of leakage. However, this may indicate leak- draulic retarder control must be in the Off position.
age from the engine oil system. Any accumulation
(2) For straight-through drive, check the
of sludge or soft dirt in the sump should be re-
moved with "flushing oil". oil level at the two plugs at the right rear of the
rear cover assembly (fig. 3-1). The lower plug is
NOTE at the low oil level mark and the upper plug is at
If engine coolant leaks into transmission oil the full level. Oil level should be maintained be-
system, immediate action must be taken to tween the Full and Add check plugs. Approxi-
prevent malfunction and possible serious mately 1-1/2 gallons are required to bring the oil
level from the Add mark to the Full mark. Oil
damage. The transmission must be com-
is added through an opening above and to the right
pletely disassembled, inspected and clean-
of the oil level plugs (fig. 3-1 ).
ed. All traces of the coolant, and varnish de-
posits resulting from coolant contamin- (3) Exact location of filler pipe opening
ation, must be removed. may vary between different vehicles. In some
installations, this opening is plugged by a 1-1/4-
inch pipe plug; and a short filler tube assembly,
3-6. KEEPING TRANSMISSION
located on the top-right side of the transmission
BREATHER CLEAN
housing, is used.
The breather for the transmission should be
(4) Transmissions equipped with transfer
kept clean at all times. It should be checked and
gear housings have the same oil level check plug
cleaned regularly and as frequently as is necessary,
arrangement (fig. 3-2). These transmissions are
depending on the operating conditions. Badly
filled through an oil filler tube at the top and on
corroded or plugged breather screens restrict
the right side of the transfer gear housing. This
proper breathing, causing a buildup of condensa-
opening is fitted with a combination breather and
tion and subsequent oil deterioration.
oil filler cap.
c. Sight Gage Check. Later straight-
3-7. OIL CAPACITIES through models are equipped with an oil sight gage
(fig. 3-1). The oil levels as indicated on the sight
a. Straight-through Models. This model gage, are defined in the illustration.
transmission requires approximately 18 gallons
of oil, plus the cooling and filter circuits, on an 3-9. WHEN TO CHANGE OIL, FILTERS
initial fill. After draining oil during a regular oil
change, approximately 14-1/2 gallons of oil are a. Oil. Oil should be changed in the trans-
needed for refill. mission every 1000 hours of operation, or oftener,
depending upon operating conditions. Also, the
b. Transfer Gear (dropbox) Models. For in- oil must be changed whenever there are traces of
itial fill on the transfer gear model, approximately dirt or evidence of high operating temperatures,
3·3
Para 3-8/3-1 0
MAIN-PRESSURE
CHECK POINT
INSTALL WITH
SIGHT GAGE KNURLED PLUG UP
OIL CHECK PROCEDURE
I. OIL-TYPE C-2
2. TRANSMISSION AT NORMAL 51526

OPERATING TEMP.
080 TO 200'Fl Fig. 3-2. Oil system check points (dropbox model)
-right-rear view
3. NEUTRAL-ENGINE IDLE RED LINE
intervals between oil changes. The strainer in the
NO RED LINE VISIBLE
(OVERFILL)
oil sump should be removed and thoroughly
cleaned at each oil change. Refer also to paragraph
2-11.
SAFE
OPERATIONAl FUU.MARK
LEVEL AREA (CENTER) 3-10. HOW TO CHANGE OIL
a. Inspection Prior to Oil Change. Examine
the transmission breather cap for dirt or corrosion
NO Oil VISIBLE and clean if necessary. Examine the oil for metal
(UNDERFILL)
contamination and evidence of operation at exces-
sively high temperature (refer to para 3-5b, above).
b. Draining Transmission
( 1) The oil should be warm when the
transmission is drained. Remove the drain plug
from the right side of the oil pan on straight-
through drive models (fig. 3-1 ), or from the rear of
the transfer gear housing on transfer gear housing
Fig. 3-1. Fill, drain, and oil level locations
models (fig. 3-2).
(straight-through model) (2) Remove the oil strainer (fig. 3-2 or
3-3 ), and clean the strainer with mineral spirits,
using a soft-bristle brush.
such as discoloration or strong odor. If the oil
shows metal contamination, the system must be (3) Remove the oil filter drain plug (fig.
thoroughly drained and cleaned. See paragraph 3-3 ), then remove the filter shell center bolt and
3-5, above. shell. Remove and discard the filter element and
the filter shell gasket. Install a new element and
b. Filters. The oil filter elements should be new gasket. Install the filter shell. Repeat this
changed when the oil is changed and at 200-hour procedure for the other filter element.
3-4
Para 3-10/3-11
51527
Fig. 3-3. Oil system check points (straight-through mode/)-right-rear view
c. Filling Transmission, Hydraulic System and adjust the star wheel until the gage is snug
(1) Install the drain plug in the sump. between the shoe and drum. Remove the feeler
gage.
(2) Install the strainer in the sump.
(2) Adjust the vehicle brake linkage by
(3) Install the filter drain plug. releasing the hand lever fully, and adjusting the
(4) Before starting the engine, pour 9-1/2 connecting linkage so that it can be freely con-
gallons of hydraulic tr€lnsmission fluid type C2 into nected to the apply lever on the brake. All slack
the filler opening (see fig. 3-1 or 3-2). should be taken out of the brake, without actually
moving the brake shoes, when the linkage adjust-
(5) Start the engine and, with the trans- ment is made.
mission in neutral, run at idle speed for 2 minutes.
This will charge the system and will lower the sump b. Manual Selector Valve
level. With engine still running at 1000 rpm, add
enough oil to bring the level up to the Add (lower) ( 1) Clean any accumulation of dirt away
oil level plug (fig. 3-1 or 3-2). Recheck the oil level from the linkage and lubricate all points of move-
after normal operating temperature ( 180° to 200°F) ment. Move the selector control through all shift
is reached and add oil, as necessary, to bring the positions. The selector should move freely but with
oil level to the Full (upper) oil level plug. a definite "detent" feel at each shift position.
(2) The linkage is correctly adjusted
3-11. BRAKE, LINKAGE ADJUSTMENTS when the detent point coincides with the marking
AND INSPECTION on the shift control for each speed. Inspect the
linkage for binding, and for worn, cracked or bent
a. Brake Adjustment parts; check the condition of the cotter pins. Re-
(1) Adjust the brake shoes for proper drum place any defective parts.
clearance by inserting a screwdriver or brake ad- (3) The manual selector valve and related
justing tool into the adjusting slot in the brake linkage are not required for electric-shift control
drum. Rotate the adjustmg screw star wheel systems.
between the lower ends of the brake shoes.
(Reference figure 7-111). The brake linkage should c. Hydraulic Retarder Valve
be disconnected during this adjustment. Insert a ( 1) Clean and lubricate all linkage. The
0.020-inch feeler gage near the center of the shoe retarder is applied when the valve moves down
3-5
Para 3·11 /3·13
(into the valve body). Therefore, it is important, 3-13. CHECKS WITH NO GAGES
for normal operation with retarder Off, that the NOTE
linkage be adjusted so that the valve returns to Pressures should be checked with the en-
the upward position. If the linkage allows the gine running at 1500 rpm and the trans-
retarder to be partially applied at all times, loss mission oil temperature at 180° to 200°F.
of lubrication pressure or excessive drag will result Apply the service and parking brakes
and fuel consumption will be excessive. securely to prevent the vehicle from mov-
ing during stalled output testing.
( 2) Overheating could result if the re· a. Checking Main Pressure
tarder is constantly in operation while pulling.
When the retarder is fully applied, make sure that ( 1) The location of the main-pressure
the retarder valve is all the way down (into the check point depends upon the transmission model
body). If the valve does not have full travel in and filter equipment. On transmissions equipped
both directions, maximum performance of the re- with main-pressure regulator valve body assembly
tarder cannot be obtained. 33 (A, foldout 9), whether the filter is integral or
remote, the main-pressure check point is at the
(3) Inspect the linkage for binding, wear, front of regulator body 41. This is indicated by
cracks, breaks, and defective cotter pins. Replace plug 44.
all defective parts. ( 2) On transmissions equipped with oil
filter adapter assembly 5 (B, foldout 9), the main-
3-12. CHECKING OIL PRESSURES pressure check point is at the top of adapter 11.
This opening is tapped for plug 12. Figure 3-2 il-
Pressure schedules 1 and 2 in paragraph 3-3, lustrates this check point.
above, make it easier to locate transmission
troubles. A study of the hydraulic system, as (3) On transmissions equipped with valve
discussed in Section 2, will explain the normal body assembly 4 ( B, foldout 8 ), the main-pressure
operation of various hydraulic components and tap is at the top of body 8. This opening is tapped
will make the pressure checks easier to under- for plug 5. Figure 3-4 illustrates this check point.
stand. The diagnosis, location and correction of ( 4) To check main pressure, attach an 0 to
hydraulic troubles can be made with a minimum 300 psi pressure gage to the main-pressure check
of effort and time by the use of pressure checks, a point while the engine is stopped. Refer to para-
study of the hydraulic system, and the use of the graph 3-3, above, for pressure schedules, and the
troubleshooting chart at the end of this section. prescribed conditions for obtaining pressures.
MAIN PRESSURE
Fig. 34. Oil system check points-left-front view 51528
3·6
Para 3-13/3-15
b. Checking Lubrication Oil Pressure (CLT engine speed at 1500 rpm, the pressure should
models only). Install a pressure gage at the lubri- read 0 to 20 psi. Actuate the vehicle manufacture-
cation oil pressure check point (fig. 3-4). With the supplied stator shift control mechanism. The
engine running at 1500 rpm, output stalled, the pressure gage should read 140 to 170 psi maximum.
pressure should be 20 psi. With the engine oper- When the stator control is released, oil pressure at
ating at full throttle, output stalled, the pressure the gage must drop to 0 to 20 psi.
should be 30 psi. If it is necessary to adjust the
pressure, refer to paragraph 3-15, below. 3-14. ADJUSTING MAIN PRESSURE
c. Checking Fluid Velocity Governor (pitot) Normal main oil pressures are listed in para-
Pressure graph 3-3b, above. If the operating pressures do
( 1) Install a pressure gage at one of the not fall within those limits, main pressure requires
pitot pressure check points (shown in fig. 3-3). adjustment. If it is necessary to adjust the pres-
Governor pressure depends upon the speed of sure, it can be raised or lowered by adding or re-
rotation of the low-splitter (direct drive) clutch moving shims at the booster signal plug end of
drum. Therefore, no reading can be had with the the main-pressure regulator valve spring. To add
vehicle standing except when the shift control is or remove shims, remove the main-pressure regu-
in neutral position. In neutral, with engine running lator valve plug, gasket, and booster plug. These
at 1000 rpm, the reading will be proportional to are items 34, 35 and 36 (A, foldout 9); or items 19,
the speed of the turbine output shaft and will 18 and 17 (B, foldout 9); or items 15, 14 and 13
vary from 0 to approximately 30 psi. ( B, foldout 8 ). The shims are located in the bore
of the booster plug. Shims are available in two
(2) With the vehicle in motion, readings thicknesses (0.0289 and 0.0528). Each of the
in each range will be proportional to the speed of thinner shims affect pressure approximately 6 psi.
the vehicle in that range. While the vehicle is being Each of the thicker shims affect the pressure ap-
driven, there will be a momentary sudden drop in proximately 10 psi. Add or remove shims to obtain
governor pressure as shifts are made from one the proper main oil pressure readings.
range to another.
(3) When upshifting, the pressure will 3-15. ADJUSTING LUBRICATION OIL PRES-
quickly return after the shift is made, but the SURE (CLT MODELS ONLY)
pressure will be somewhat lower than before shift- a. The purpose of setting lubrication oil pres-
ing. It will climb as the vehicle speed increases. sure at 30 psi, full throttle, with the output stalled .
In downshifting, the pressure will return and be -is to limit converter-out oil pressure to 65 psi
somewhat higher than before shifting. It will fall maximum. This is necessary to assure adequate
as the vehicle speed decreases. Under certain oper- lockup clutch capacity. Converter-out pressure is
ating conditions, governor pressure will vary from a function of lubrication oil pressure and cooler
0 to 120 psi. restrictions. If converter-out pressure exceeds 65
d. Checking Converter-out Pressure. Install psi after the lubrication valve has been adjusted,
the pressure gage at the check point (shown in fig. larger lines are required in the cooler circuit.
3-4 ). This reading will vary from 30 psi to 65 psi b. Lubrication oil pressure should not be
at full throttle, normal operating output speed less than 20 psi in all drive ranges and neutral,
range, depending upon the operational functions. at 1500 rpm with the output stalled. It should not
e. Checking Stator Control Pressure (VCLT, exceed 30 psi in neutral range, at full throttle-
VCLBT) output stalled. If the lubrication pressure needs to
be adjusted, add or subtract shims ( 103341) be-
(I) Stator control pressure should be 150 tween the lubrication regulator valve and the
to 170 psi in first gear with the output stalled and spring. Refer to item 33 (A, foldout 8). Each added
the engine operating at 1500 rpm (main pressure shim will increase the pressure approximately 2
should not vary more than 5% of 170 to 185 psi). psi.
Replace spring 28 (A, foldout 10) if variation is
more than 5%. CAUTION
Do not use more than 10 shims to adjust
(2) The stator control pressure is taken the lubrication oil pressure. Replace the
at the top of the stator control valve. With the spring or check for additional causes of
transmission in neutral, normal oil temperature, pressure loss.
3-7
Para 3·15/3·19
c. After adjusting the lubrication pressure, temperature should not exceed 250°F. Above-
check the converter-out oil pressure at full throttle normal temperatures indicate trouble and should
normal operating output speed range. The con- be immediately investigated and corrected. Refer
verter-out pressure should be 30 to 65 psi in all to the troubleshooting chart at the end of this
ranges, including neutral. If the oil pressure ex- section.
ceeds 65 psi, larger cooler circuit oil lines are re-
quired. If high-speed operation of the vehicle is not 3-18. LOCKED STATOR CHECK
possible, disconnect the driveline.
a. Basis of Check. Closely associated with
3-16. LOCKUP SPEED ADJUSTMENT the oil temperature check is the locked stator
check which determines if the stator in the torque
a. Lockup speed should be checked with the converter is locked to the freewheel roller race and
transmission in fifth gear (third g~ar in the 5640 unable to freewheel. The check is based upon the
and 5840 models), at the point of lockup disengage- cooling rate of the converter oil after the oil is
ment (release). The lockup pressure check point brought to a temperature higher than normal.
is shown in figure 3-3. The "out-of-lockup" rpm
should be as close as possible to the vehicle manu- b. Test
facturer's recommendation. (1) Install the temperature indicator at
b. Attach a tachometer of known accuracy the check point identified in figure 3-4.
to the engine. Increase the vehicle speed until it (2) Apply the vehicle brakes securely.
is operating in lockup. At this point, apply the
hydraulic retarder (or drive the vehicle up an in- (3) Start the engine and let it run at idle
cline if it is a CLT model transmission) until the speed until the engine and transmission are warm.
lockup clutch releases and the transmission oper-
(4) Shift the selector lever to sixth gear
ates in converter operation. Note the engine speed
(fourth gear on 5640 and 5840 models) and increase
at the moment the lockup clutch releases and com-
the engine speed to full throttle.
pare it to the lockup release speed recommended
by the vehicle manufacturer for the transmission. (5) In stalled condition, the oil in the
transmission will heat rapidly. When an oil temper·
NOTE
ature of 230°F is reached, throttle the engine
Although transmissions may have the
momentarily and shift to neutral. Increase the
same model designation, the engine speed
engine speed to full throttle again and immediately
at which the lockup clutch release occurs
check the rate of temperature drop. The oil temper-
may vary between them due to the vehicle
ature, after 2 minutes, should drop rapidly to
application and the engine governed
normal. A slow drop rate, or failure to drop to
speed. Therefore, be sure that the lockup
normal, indicates that the stator may be locked.
release speed is the one specifically recom-
A rapid drop to normal temperature indicates
mended for the vehicle and transmission
proper functioning of the stator. If a locked stator
being checked and adjusted.
is indicated, refer to the troubleshooting chart,
c. If the lockup release rpm requires adjust- at the end of this section, for corrective action.
ment, the speed can be changed by adding or re-
moving shims 4 (B, foldout 10). These shims are
located between lockup shift valve 3 and lockup
valve spring 7. Adding a shim will raise the lockup 3-19. TRANSMISSION STALL TEST
speed approximately 20 rpm; removing a shim
will lower the lockup speed the same amount. a. Definition, Purpose. The converter stall
test is a test of the engine and transmission as a un-
NOTE it, wherein the transmission output is stalled while
On some assemblies, shim 4 will be under the engine is operated at full throttle. This test will
washer 5 (when a second spring 6 is in-
indicate, by the speed which the engine reaches, if
cluded).
the engine and transmission are performing satis-
factorily under full load. A lower or higher speed
3-17. CHECKING OIL TEMPERATURE
than that established as normal for the specific
Install a temperature indicator at the check engine-transmission combination is an indication of
point indicated in figure 3-4. The maximum oil either engine or transmission malfunction.
3·8
Para 3·19/3·20
NOTE methods are recommended to prevent rust and cor-

To conduct a stall test, it will be necessary rosion damage. The length of storage will usually
to know the established normal stall speed determine the preservative method to be used.
of the specific engine and transmission com- Various methods are described below.
bination. This information may be obtained
from your equipment dealer or distributor. b. Storage, New Units. New units contain
preservative oil when shipped from the factory and
b. Procedures. The test is usually made can be safely stored for 6 weeks without further
while the engine and transmission are installed in treatment. Before placing the unit in service, drain
the vehicle. The vehicle wheels must be blocked the preservative oil and fill the unit with Hydraulic
securely to prevent vehicle movement. The brakes transmission fluid type C-2.
should be applied. Conduct the test as outlined
below. c. Storage, Month to 6 Weeks
(1) Start the engine and bring the trans- (1) The following procedures will prepare
mission to normal (180 to 200°F) operating a transmission for a month to 6 weeks storage, de-
temperature. pending on the environment.
(2) On transmission with manual- (2) Drain the oil as described in para-
hydraulic shift or manual-electric shift, move the graph 3-10.
selector control to the highest gear.
(3) Install the drain plug.
(3) If the transmission is equipped with an (4) Fill the unit to operating level with
automatic-electric shift, install Harness Adapter any commercial preservative oil which meets US
J 24712 (para 4-4) between the cab wiring harness Military specifications MIL-L-21260, Grade 1, to
and the shift tower. This provides a fifth-gear hold latest specifications.
when the range selector is in any forward gear,
regardless of the throttle setting. (5) Operate the unit for at least 5 minutes
at a minimum of 1000 rpm. Shift the transmission
(4) Increase the engine speed to full throt- slowly through all selector positions to thoroughly
tle. distribute the oil. If the transmission is equipped
with an automatic-electric shift control, shift to six-
NOTE th gear and operate the equipment at sufficient
Do not allow converter-out temperature to speed to cause sixth gear operation to occur. Then
exceed 250°F. Do not maintain full-stall stop the equipment and stall the converter to raise
condition longer than 30 seconds. the oil temperature to 225°F.
(5) Record the engine speed attained at CAUTION
full-throttle operation. Do not allow temperature to exceed 275°F. If
c. Results. The only reading derived from the unit does not have a temperature gage,
the stall test is engine speed. The difference do not stall for more than 90 seconds.
between established normal speed and the actual (6) As soon as the unit is cool enough to
speed recorded is significant only if it exceeds 150 touch, seal all openings and breathers with
rpm (higher or lower). Refer to the troubleshooting moisture-proof tape.
chart in paragraph 3-22, for malfunctions which
may be indicated by excessively high- or low-speed (7) Coat all exposed, unpainted ferrous
readings derived in a stall test. surfaces with a good grade of preservative grease,
such as petrolatum (MIL-C-11796) Class 2.
NOTE
A tachometer of known accuracy must be (8) Repeat the above procedures (5)
used. through (7) at monthly intervals for indefinite
storage.
d. Storage, 1 Year-Without Oil
3-20 PRESERVATION, STORAGE
(1) Drain oil as described in paragraph 3-10.
a. Preservative Selection. When transmis-
sions are to be stored or remain inactive for ex- (2) Seal all openings and breathers, ex-
tended periods of time, specific preservation cept oil drain hole, with moisture-proof tape.
3-9
Para 3-20/3-21
(3) Coat all exposed, unpainted ferrous f. Restoring Units to Service

surfaces with a good grade of preservative grease.
(1) If Motorstor, or equivalent, was used
(4) Atomize or spray 2 ounces of Motor- in preparing the transmission for storage, use the
stor, or equivalent, into the transmission through following procedures to restore the unit to service.
the oil drain hole. Install the drain plug.
(2) Remove the tape from openings and
NOTE breathers.
Motorstor is a preservative additive manu-
factured by the Daubert Chemical Com- (3) Wash off all the external grease with
pany, Chicago, Illinois. Motorstor (under solvent.
the designation of Nucle Oil) is covered by (4) Install new filters.
US Military Specifications MIL-L-46002
(ORD) and MIL-I-23310 (WEP). (5) Add hydraulic transmission fluid type
(5) If additional storage time is required, C-2 to proper level.
repeat (3) and (4), at yearly intervals. NOTE
It is not necessary to drain the transmission
e. Storage, I Year-With Oil fluid-Motorstor mixture from the transmis-
(1) Drain the oil as described m para- sion.
graph 3-10.
(6) If Motorstor, or equivalent, was not
(2) Install the drain plug. used in preparing the transmission for storage, use
the following procedures to restore the unit to ser-
(3) Fill the transmission to operating level
vice.
with a mixture of 30 parts hydraulic transmission
fluid type C-2 to 1 part Motorstor preservative, or (7) Remove the tape from openings and
equivalent. breathers.
(4) Operate the unit for approximately 5 (8) Wash off all the external grease with
minutes at a minimum of 1000 rpm. Shift the trans- solvent.
mission slowly through all selector positions to (9) Drain oil as described in paragraph 3-10.
thoroughly distribute the oil. If the transmission is
(10) Install a new external oil filter
equipped with an automatic-electric shift control,
element(s).
shift to sixth gear and operate the equipment at suf-
ficient speed to cause sixth gear operation to occur.
Then stop the equipment and stall the converter to (11) Refill transmission with hydraulic
raise the oil temperature to 225°F. transmission fluid type C-2 to pro per level.
CAUTION
Do not allow temperature to exceed 275°F. If
the unit does not have a temperature gage,
do not stall for more than 90 seconds. 3-21. HYDRAULIC SCHEMATIC AND OIL
PASSAGE IDENTIFICATIONS
a. Oil Flow Paths. A thorough study of the
(5) As soon as the unit is cool enough to hydraulic system and hydraulic action (para 2-29
touch, seal all openings and breathers with and 2-30) and of the hydraulic system schematics
moisture-proof tape. (foldouts 3 and 4) will help in learning how the
hydraulic system operates. The hydraulic sche-
(6) Coat all exposed, unpainted ferrous matics apply specifically to the CLBT models,
surfaces with a good grade of preservative grease. and include a partial schematic of the CL T model,
(7) If additional storage time is required, where the two differ.
just add the prescribed amount (30 to 1) of b. Study Components. A thorough knowl-
Motorstor, or equivalent, and repeat steps (4), (5) edge of all hydraulic components and the function
and (6). It is not necessary to drain the transmis- of each, and their relation to each other, will simpli-
sion each year. fy the location and correction of troubles. Refer
3·10
Para 3-21
to figures 3-5 through 3-16 and to foldouts 3 and 4
I to aid in tracing oil flow through the transmis-
sion. Use these aids in conjunction with the trouble-
shooting chart, at the end of this section.
51530
1 - Retarder-out 4 - Exhaust to sump
2 - Oil to cooler 5 - Exhaust to sump
3 - Retarder-in
Fig. 3-6. Retarder control valve and
mounting pad-oil passages
51529
1 - Booster signal
2- Exhaust
3 - Oil pump supply
4 - Converter-in
5 - Governor (pitot)
6- Main oil
7 - Pitot relief valve
Fig. 3-5. Main-pressure regulator valve
and mounting pad-oil passages S1531
1 - Main-pressure booster
2 - Selector valve
3 - Range selector booster
4- Main pressure
5- Flow valve exhaust
6 - Lockup clutch
7 - Lockup shift valve
8 - Governor (pitot)
9 - Low splitter
Fig. 3-7. Lockup valve assembly and
mounting pad-oil passages
3-11
Para 3-21
51534
1 -Main oil
2 - Booster signal
3 - High range
4 - Intermediate range
51532
When hole is at A, lockup can occur in all gears and 5- Exhaust
neutral. When hole is at B, lockup can occur in all 6- Low range
gears except first, reverse and neutral (5640, 5840), 7 - Low splitter
8 - High splitter
or in all gears and neutral except first and reverse
9- Exhaust
(5660, 5860). When there are holes at both locations
10 - Reverse range
(A and B) lockup can occur in all gears and neutral
11 - Pitot
except first and reverse (5660, 5680).
Fig. 3-8. Torque converter housing and Fig. 3-10. Inner side of oil transfer plate and
lockup shift valve-oil passages transmission housing (5640, 5840)-oil passages
51533
1 - Exhaust to sump 7 - Reverse range
2 - Intermediate range 8 - Exhaust to sump
3- Low range 9 - Exhaust to sump
4 - High range 10 - High Splitter
4- Main oil 11 - Low splitter
BOOSTER SIGNAL
6 - Booster signal pressure 12 - Reverse relay feed
51535
Fig. 3-9. Control valve body and outer side of oil Fig. 3-11. Control valve body (5660, 5860)
transfer plate (5640, 5840)-oil passages -oil passages
3-12
Para 3-21
51536
Fig. 3-12. Outer side of oil transfer plate
(5660, 5860)-oil passages
51538
Fig. 3-14. Transmission housing (5660, 5860)
-oil passages
.•
,;,,"
LOW-SPLITTER
CLUTCH PRESSURE
~-1'_
51537 51539
Fig. 3-13. Inner side of oil transfer plate Fig. 3-15. Rear of retarder housing (CBT, CLBT,
(5660, 5860)-oil passages VCLBT)-oil passages
3-13
Para 3-22
(1) Observe all safety rules such as
blocking the vehicle while making checks.
(2) Use accurate instrument equipment-
gages, tachometer, etc.
(3) Check oil level. Refer to paragraph
3-8, above.
(4) Check all control linkage. Refer to
paragraph 3-11, above.
(5) Inspect engine and transmission
mountings and mounting bolts.
(6) Perform vehicle stall check (if re-
quired). Refer to paragraph 3-19, above.
(7) Check transmission oil pressures
and temperatures. Refer to paragraphs 3-12
through 3-17, above.
b. Troubleshooting Chart
(1) The troubleshooting chart, which
follows, will assist in locating sources of trans-
mission troubles. It covers malfunctions of both
51540
Fig. 3-16. Front of retarder housing (CBT, CLBT, the engine and transmission as they affect trans-
VCLBT)-oil passages mission performance. For details concerning en-
gine troubles, refer to the engine service manual.
3-22. TROUBLESHOOTING A study of Section 2 of this manual will help
locate troubles when using the troubleshooting
a. Preliminary Checks. When any transmis- chart.
sion malfunction occurs, the procedures, outlined
below, should be performed first. All data should ( 2) I terns A through J, below, apply to
be written down for accurate evaluation. The the 5640, 5660, 5840 and 5860 model transmis-
results of the checks listed below, used in conjunc- sions. Item K, below, applies only to the 5660 and
tion with the troubleshooting chart (b, below) 5860 transmissions. Item L, below, applies only
will help locate the cause of trouble. to the 5640 and 5840 transmissions.
TROUBLESHOOTING CHART
Cause Remedy
@ LOW CONVERTER-OUT PRESSURE
1. Low oil level 1. Add oil (para 3-8)
2. Oil line leakage (remote-mounted 2. Check for oil leaks-correct leaks
cooler or filter)
3. Plugged oil strainer 3. Clean strainer (para 4-6b)
4. Defective oil pump 4. Rebuild or replace oil pump assembly
(para 6-17)
5. High oil temperature 5. Refer to B, Below
6. Foaming oil 6. Refer to E6, below
7. Secondary converter pressure 7. Remove hydraulic retarder valve body and
regulator valve, stuck open repair valve (para 6-10)
3·14
Para 3·22
TROUBLESHOOTING CHART-Continued
Cause Remedy
@ HIGH OIL TEMPERATURE

2. High oil level 2. Drain to proper level; drain oil to
Full mark (para 3-8)
3. Low water level in cooling system 3. Add water; check for leaks
4. Low main pressure 4. Refer toG, below
5. Low converter-out pressure 5. Refer to A, above
6. Clogged or dirty oil cooler 6. Clean or replace as necessary
7. One or both stators, locked 7. Refer to para 3-18 for checking and to
D3, below, for corrective action
8. Operating too slow in the gear selected 8. Downshift at a higher speed
9. Stators interchanged 9. Refer to D3, below
10. Stator(s) installed without rollers 10. Refer to D4, below
11. Vehicle brakes dragging 11. Check parking and service brakes
12. Clutch slipping 12. Refer to C4, below
13. Restricted oil lines (remote filter or 13. Clean or replace lines as necessary
cooler)
@ HIGH ENGINE SPEED AT CONVERTER STALL

(refer to para 3-19 for stall test information)
1. Low oil level 1. Add oil (para 3-10c)
2. Low converter-out pressure 2. Refer to A, above
3. High oil temperature (above 250°F) 3. Refer to B, above
4. Clutch slipping-main-pressure normal 4. Replace clutch piston seal rings or
clutch plates
5. Foaming oil 5. Refer to E6, below
@LOW ENGINE SPEED AT CONVERTER STALL

(Refer to para 3-19 for stall test information)
1. Low engine output torque 1. Tune engine and check output
2. Converter element interference 2. Check for noise at stall; overhaul
converter if necessary (Sect. 5, 6 and 7)
3. Stators interchanged 3. Assemble stators correctly (para 6-15)
4. Stators installed without rollers 4. Install rollers (para 6-15)
5. Transmission oil not up to operating 5. Warm up transmission to 160° to 200°F
temperature
(Continued on next page)
3-15
Para 3-22
Cause Remedy
@ LOSS OF POWER
1. Low engine speed at converter stall 1. Refer to D, above
2. High engine speed at converter stall 2. Refer to C, above
3. Manual selector valve not positioned 3. Check linkage (para 3-lla)
properly
4. Hydraulic retarder partially applied 4. Check linkage (para 3-llb)
5. Vehicle brakes dragging 5. Check parking and service brakes
6. Foaming oil 6. a. Check for low oil level; add oil (para 3-8)
b. Check for worn input oil pump; rebuild or
replace pump assembly (para 6-17)
c. Check for air leaks at input oil pump;
correct leaks
d. Check for water in oil; correct cause;
clean system
e. Check for high oil level; drain to
proper level (para 3-8)
® NO POWER TRANSMITTED IN ANY RANGE

1. Driveline failure 1. Check input and output of transmission
2. Manual selector valve not positioned 2. Check linkage; correct defects (para 3-lla)
properly
4. Low main pressure 4. Refer toG, below
5. Failed piston seals 5. Overhaul transmission (Sect. 5, 6, 7)
6. Broken transmission shaft 6. Overhaul transmission (Sect. 5, 6, 7)
@ LOW MAIN PRESSURE

1. Low oil level 1. Fill to proper level (para 3-8)
2. Leaks in hydraulic system 2. Check all external points for leaks; check
each range for localizing internal leaks
3. Failure in pressure regulator 3. Overhaul valve assembly (para 6-5)
4. Worn input oil pump assembly 4. Rebuild or replace pump assembly (para 6-17)
5. Clogged oil strainer 5. Clean strainer (para 4-6b)
6. Air leaks at suction side of input pump 6. Check input pump; correct leaks
@ NO POWER TRANSMITTED IN ONE RANGE

1. Manual selector linkage out of adjustment 1. Adjust linkage (para 3-lla)
2. Low main pressure in one range 2. Check for worn piston seals or broken
housing (Sect. 5, 6, 7)
3. Clutch slipping 3. Replace clutch piston seal rings or clutch
plates (Sect. 5, 6, 7)
CD SLOW CLUTCH ENGAGEMENT

1. Low oil level 1. Fill to proper level (para 3-8)
2. Foaming oil 2. Refer to E6, above
3. Worn piston seals 3. Overhaul transmission (Sect. 5, 6, 7)
4. Low main pressure 4. Refer to G, above
3-16
Para 3·22
TROUBLESHOOTING CHART -Continued
I Cause Remedy
0 FAILURE TO PUSH START
1. Engine does not turn when vehicle is 1. a. Low oil level; fill to proper level (para 3-8)
pushed
b. Manual selector valve in neutral; shift to
NOTE second gear (para 1-6d)
Beginning with transmission c. Check to determine if engine is locked
SIN 47641, a push-start pump d. Check for clogged hydraulic passages
is not included. Thus the vehicle e. Check for worn output oil pump (para 6-17)
cannot be push started. f. Check for driveline failure; determine if
transmission output flange turns during
pushing operation
g. Check for slippage of either the direct
drive or intermediate-range clutch by
shifting to the highest gear (fourth or
sixth)
h. Check for slippage of intermediate-range
clutch only by shifting to first gear
® MODELS 5660 AND 5860 TRANSMISSION

1. TRANSMISSION LOCKED IN ALL GEARS
Indicates failed transmission parts and overhaul is required (refer to Sect. 5 through 8).
2. VEHICLE DRIVES IN FIRST AND SECOND GEARS AND MOVES FORWARD IN NEU-
TRAL WHEN ENGINE IS ACCELERATED, BUT STALLS IN EVERY OTHER GEAR
WHEN ENGINE IS ACCELERATED
Low-range clutch has failed (won't release) and transmission must be overhauled (refer to Sect. 5
through 8).
3. VEHICLE DRIVES IN THIRD AND FOURTH GEARS AND MOVES FORWARD IN
NEUTRAL WHEN ENGINE IS ACCELERATED, BUT STALLS IN EVERY OTHER
GEAR WHEN ENGINE IS ACCELERATED
Intermediate-range clutch has failed and transmission must be overhauled (refer to Sect. 5
through 8).
4. VEHICLE DRIVES IN FIFTH AND SIXTH GEARS AND MOVES FORWARD IN
NEUTRAL WHEN ENGINE IS ACCELERATED, BUT STALLS IN ALL OTHER GEARS
High-range clutch has failed and transmission must be overhauled (refer to Sect. 5 through 8 ).
5. VEHICLE DRIVES IN REVERSE AND MOVES BACKWARD IN NEUTRAL WHEN EN-
GINE IS ACCELERATED, BUT STALLS IN ALL OTHER GEARS WHEN ENGINE IS
ACCELERATED
Reverse clutch has failed and transmission must be overhauled (refer to Sect. 5 through 8).
6. VEHICLE WILL OPERATE IN SECOND, FOURTH AND SIXTH GEARS BUT WILL
NOT OPERATE IN ALL OTHER GEARS
High-splitter clutch has failed and transmission must be overhauled (refer to Sect. 5 through 8).
NOTE
"Failed," in respect to clutches, as used in 2 through 6, above, does not indicate slippage.
It indicates that the clutches are not releasing-that they are locked in some way.
(Continued on next page)
3-17
Para 3-22
7. VEHICLE WILL OPERATE IN FIRST, THIRD AND FIFTH GEARS BUT WILL NOT
OPERATE IN ALL OTHER GEARS
Low-splitter clutch will not release or there is oil leakage of high-splitter clutch piston seals;
overhaul transmission (refer to sect. 5 through 8).
@ MODELS 5640 AND 5840 TRANSMISSIONS

1. TRANSMISSION LOCKED IN ALL GEARS
Indicates failed transmission parts and overhaul is required (refer to Sect. 5 through 8).
2. VEHICLE DRIVES IN FIRST GEAR AND MOVES FORWARD IN NEUTRAL WHEN
ENGINE IS ACCELERATED, BUT STALLS IN EVERY OTHER GEAR WHEN ENGINE
IS ACCELERATED
Low-range clutch has failed (won't release) and transmission must be overhauled (refe:r: to Sect. 5
through 8).
3. VEHICLE DRIVES IN SECOND GEAR AND MOVES FORWARD IN NEUTRAL WHEN
ENGINE IS ACCELERATED, BUT STALLS IN EVERY OTHER GEAR WHEN EN-
GINE IS ACCELERATED
Intermediate-range clutch has failed and transmission must be overhauled (refer to Sect. 5
through 8).
4. VEHICLE DRIVES IN THIRD AND FOURTH GEARS AND MOVES FORWARD IN
NEUTRAL WHEN ENGINE IS ACCELERATED, BUT STALLS IN ALL OTHER GEARS
High-range clutch has failed and the transmission must be overhauled (refer to Sect. 5 through 8).
5. VEHICLE DRIVES IN REVERSE GEAR AND MOVES BACKWARD IN NEUTRAL WHEN
ENGINE IS ACCELERATED, BUT STALLS IN ALL OTHER GEARS WHEN ENGINE
IS ACCELERATED
Reverse-range clutch has failed and transmission must be overhauled (refer to Sect. 5 through 8).
6. VEHICLE DRIVES IN FIRST, SECOND, THIRD AND REVERSE GEARS, BUT STALLS
IN FOURTH GEAR WHILE MOVING OR WHEN ATTEMPTING TO MOVE THE VE-
HICLE; ACTION IN NEUTRAL IS NORMAL
Low-splitter (direct drive) clutch has failed and transmission must be overhauled (refer to Sect.
5 through 8).
7. VEHICLE DRIVES IN FOURTH GEAR, BUT STALLS IN NEUTRAL AND ALL OTHER
GEARS WHILE MOVING OR WHEN ATTEMPTING TO MOVE THE VEHICLE
High-splitter (overdrive) clutch has failed and transmission must be overhauled (refer to Sect.
5 through 8).
@ ELECTRIC SHIFT PROBLEMS

1. Improper shifting 1. Refer to supplement at the back of
the manual.
NOTE
"Failed," in respect to clutches, as used in 2 through 7, above, does not indicate slippage.
It indicates that the clutches are not releasing-that they are locked in some way.
3-18
Para 4·1 I 4-5
Section 4. GENERAL OVERHAUL INFORMATION
4-1. SCOPE OF SECTION 4 test equipment required to service the electric-shift

control systems are defined in the supplement at
This section covers items and information the back of this manual.
necessary to effectively overhaul the transmis-
sion. Changed, or new procedures, required for b. Equipment Needed. Before overhaul is
models not covered in this manual are discussed. started, proper equipment should be available-
Removal of the transmission is covered in the a suitable hoist (2-ton capacity), proper hand tools,
vehicle service manual. Tools and equipment re- receptacles for small parts, an arbor press, and a
quired for overhaul are listed, and special tools transmission work table (fig. 4-6).
illustrated. Instructions for ordering parts are
included. Cleaning, inspection and wear limits are c. Careful Handling. Handle the transmis-
discussed. Removal and installation of interfer- sion parts with care. Nicks, dents, or scratches
ence-fit flanges, and shimming of output flanges caused by careless handling of parts can cause
are covered. PTO backlash measurement is out- subsequent transmission failure.
lined. Standard torque specifications are tabulated.
4-5. PARTS REPLACEMENT
Replace all gaskets and sealrings. If the trans-
4-2. PROCEDURES SUBJECT TO CHANGE mission has been overheated, replace all springs.
Handle all sealrings with care to avoid damage.
Because of the release of new models, and Refer to paragraph 1-4 for ordering parts.
changes in current models, instructions in this
manual are subject to change. Major changes are
made available in supplemental information form
at your dealer or distributor. Always check with
your dealer for this type of information. When re-
questing service information, be sure to include
the part number, serial number and model number
of your transmission, found on the transmission
nameplate (fig. 1-5).
1
4-3. REMOVAL OF TRANSMISSION FROM
FlYWHEB.
VEHICLE HOOK
Refer to the vehicle manufacturer's service
manual for the removal and installation of the
transmission.
4-4. TOOLS, EQUIPMENT LIFTING SLING
a. Tools. A minimum number of special and:

improvised tools are required for overhaul proce-
dures (fig. 4-1 through 4-5). Tools having numbers
with a J prefix may be ordered from Service Tool
Division, Kent-Moore Corp., Warren, Michigan. If
spanner wrench J 6534-02 is fabricated, refer to
SPANNER WRENCH • ~UPPORT lEGS
figure 4-2 for specifications. Refer to the special J 6534-{)2 J 23556
tools chart at the end of this section for a list of tools 51541
and references to their uses. The special tools and Fig. 4-1. Special tool group
4·1
Para 4-5
FOR REMOVAL OF STATOR ROLLER RACE RETAINER

NUT PIN 6756322 ( FO~ INSTALLATION OF SAME
TORQUE TO 2.75·325 FT LB
I ~
-
SEE ASS'v
J..x45-
»
GAGE STOCK 14) REOD.
TSD- 2020' HON t DRAW TO R/W 42-46"C"
8489
Fig. 4-2. Spanner wrench for roller race retaining nut
'I
lo
:.
'I
"""
r
~IN
J
..I.•
lT
on ·-..--1---·+-
,,"
'I
;:
'l••
,,,,
ol
II
"" ! - - - - ! - - - - - ! I"DIA DRILL !---------!1
~-I·-- 4"----...l•l
~4'~_1
c:=:======::J...L
:T
I ; J ; I ® CRS (I) REO'o ·-••
"'J.
@)cRS(I)REO'D
I· f ·I 4
T.
PART NO.
L------......11
@ CRS 12) REO'D
J 7441
"ASSEMBLY" WELDED CONSTRUCTION

® STD 3/4-10 HEX BOLT (REMOVE HEAD)
6311
Fig. 4-3. Spring compressor for low-splitter and high-range clutch springs
4-2
LOCAT£ BOLT
HOL!;$ TO HATCH
TYPE FLANGE TO
BE PULLED
SCREW MIN LENGTH - 9 Ill.
I IN. Nl' THO SHAFT SHOULDER
Perro 4·5
Fig. 4-4. Puller for interferene<-fit fhnges
Fig. 4-5. Sleeve for Posih"ontng Parts O!fOinst

shaft shoulder
2 x 6 BOARD
{ FOR TOP FRAME
AND LEG BRACKETs
TROUGH
{ 1-112 IN.SHEET
16-GAGE
DEEP
STEEL
ALL IN
ARE DIMENSIONS
INCHES SHOWN 1-112 IN. WIDE
Para 4·6
4-6. CLEANING, INSPECTION (1) Do not remove the wrapper from new
bearings until ready to install them.
a. Dirt, Abrasives Harmful. Whenever the
transmission contains dirt or other abrasive mat- (2) Do not remove the grease in which
ter, unnecessary wear will result. At disassembly, new bearings are packed.
check all parts for presence of abrasive material.
Metallic contamination of oil is evidence of the (3) Do not lay bearings on a dirty bench;
failure of some part. If metal particles (other than place them on clean paper or cloth.
minute particles normally trapped in the oil filter) ( 4) If assembly is not to be completed
are found, both the transmission and torque con- at once, wrap or cover the exposed bearings with
verter assembly must be thoroughly cleaned. Refer clean paper or cloth to keep out dust.
to paragraph 3-5.
b. Cleaning Parts e. Inspecting Cast Parts, Machined Surfaces
( 1 ) All metallic parts of the transmission (1) Inspect bores for wear, grooves,
should be cleaned thoroughly with dry-cleaning scratches, and dirt. Remove scratches and burs
solvent, volatile mineral spirits, paint thinner, or with crocus cloth. Remove foreign matter. Re-
(except bearings) by the live steam-cleaning place parts that are deeply grooved or scratched.
method. Do not use caustic soda solution for steam
cleaning. (2) Inspect all oil passages for obstruc-
tions. If an obstruction is found, remove it with
(2) Parts should be dried with com- compressed air or by working a wire back and forth
pressed air. Steam-cleaned parts should be oiled through the passage and flushing it with cleaning
immediately after drying. solvent.
(3) Clean oil passages by working a (3) Inspect mounting faces for nicks,
piece of wire back and forth through the passages burs, scratches, and foreign matter. Remove such
and flushing them with cleaning solvent or paint defects with crocus cloth or a soft stone. If scratch-
thinner. Dry the passages with compressed air. es are deep, replace the defective part.
(4) Examine parts, especially oil pas- (4) Inspect threaded openings for dam-
sages, after cleaning to make certain they are aged threads. Chase damaged threads with the
entirely clean and reclean them if necessary. correct size (used) tap.
c. Cleaning Bearings (5) Replace housings or other cast parts
(1) Thoroughly wash bearings (that have that are cracked.
been in service) in dry-cleaning solvent, volatile (6) Inspect all machined surfaces for
mineral spirits, or paint thinner. damage that could cause oil leakage or other mal-
(2) If the bearings are dirty or filled with function of the part. Rework or replace the defec-
hardened grease, soak them in the solvent before tive parts.
trying to clean them.
f. Inspecting Bearings
(3) Before inspection, oil bearings with
the same type of oil that will be used in the trans- ( 1 ) Inspect bearings for roughness of
mission. rotation. Replace a bearing if its rotation is still
rough after cleaning and oiling.
NOTE
Never dry bearings with compressed air. (2) Inspect bearings for scored, pitted,
Do not spin bearings while they are not scratched, cracked, or chipped races, and for in-
lubricated. dication of excessive wear of rollers or balls. If
one of these defects is found, replace the bearing.
d. Keeping Bearings Clean. Since the pres- (3) Inspect a defective bearing's housing
ence of dirt or grit in ball bearings is usually re- and shaft for grooved, burred or galled condi-
sponsible for bearing failures, it is important to tions that would indicate that the bearing has been
keep bearings clean during installation and re- turning in its housing or on its shaft. If the damage
moval. Observance of the following rules will do cannot be repaired with crocus cloth, replace the
much to insure maximum bearing life. defective part.
4-4
GENERAL OVERHAUL INFORMATION
Para 4-6/4-8
(4) When installing a bearing on a shaft, sealring fits should be smooth (50 microinches
I heat the bearing to 300°F if suitable facilities,
such as an electric oven, are available. Coat the
equivalent), and square (within 0.002 inch) with
the axis of rotation. If the sides of the ring grooves
mating surfaces with white lead and use the proper have to be reworked, install a new sealring. A new
size installation sleeve and an arbor press to seat sealring should be installed if shaft grooves are
the bearing. reworked, or sealring outside diameter wear causes
(5) If a bearing must be removed or possibility of closing the gap between the sealring
installed without using a sleeve, be careful to press hooks when the ring is installed.
only on the race which is adjacent to the mounting i. Inspecting Gears
surface. If an arbor press is not available, seat
the bearing with a drift and a hammer, driving (1) Inspect gears for scuffed, nicked,
against the supported race. burred or broken teeth. If the defect cannot be re-
moved with a soft stone, replace the gear.
g. Inspecting Bushings, Thrust Washers
(2) Inspect gear teeth for wear that may
( 1) Inspect bushings for scores, burs, have destroyed the original tooth shape. If this
roundness, sharp edges, and evidence of over- condition is found, replace the gear.
heating. Remove scores with crocus cloth. Remove
burs and sharp edges with a scraper or knife blade. (3) Inspect the thrust faces of gears for
If the bushing is out-of-round, deeply scored, or scores, scratches and burs. Remove such defects
excessively worn, replace it, using the proper size with a soft stone. If scratches and scores cannot be
replacer. removed with a soft stone, replace the gear.
NOTE j. Inspecting Splined Parts. Inspect splined

Sometimes it is necessary to cut out a parts for stripped, twisted, chipped, or burred
defective bushing. Be careful not to dam- splines. Remove burs with a soft stone. If other
age the bore into which the bushing fits. defects are found, replace the part. Spline wear is
not considered detrimental except where it affects
(2) Inspect thrust washers for distortion, tightness of an assembly, such as driveline flanges.
scores, burs, and wear. Replace the thrust washer
if it is defective or worn. It is much less expensive k. Inspecting Threaded Parts. Inspect
to replace such parts than to replace converter parts for burred or damaged threads. Remove burs
elements or transmission gearing, which can fail with a soft stone or fine file. Replace damaged
due to defective bearings, bushings, or thrust parts.
washers. l. Inspecting Snaprings. Inspect all snap-
h. Inspecting Seals, Gaskets rings for nicks, distortion, and excessive wear.
Replace the part if one of these defects is found.
( 1) Inspect sealrings for scoring, cuts The snapring must snap tight in its groove for
and hardness. If these defects are found, replace proper functioning.
sealrings.
m. Inspecting Springs. Inspect springs for
(2) When replacing lip-type sealrings, signs of overheating, permanent set or wear due to
make sure the spring-loaded side is toward the oil rubbing of adjacent parts. Replace the spring if
to be sealed in (toward the inside of the unit). Use any one of these defects is found. Refer to the
a nonhardening sealing compound on the outside spring chart (para 8-4) for spring specifications.
circumference of the seal to help prevent oil leaks.
(3) Replace all composition gaskets. 4-7. WEAR LIMITS
(4) Inspect hook-type sealrings for wear
or broken hooks. Refer to Section 8 for general and specific
information covering parts fits and clearances.
(5) If a hook-type sealring shows any
sjgns of wear on the outside diameter, replace the
sealring. 4-8. REMOVAL AND INSTALLATION PRO-
(6) The sides of the sealring should be CEDURES FOR TIGHT-FIT FLANGES
smooth (0.005-inch maximum side wear). The The following procedures are recommended
sides of the shaft groove (or the bore) in which the for units using tight-fit flanges.
4·5
Para 4-8
a. Removal CAUTION
( 1) Install a suitable heavy-duty puller Do not let the flange cool prior to installa-
to the face of the flange. A typical puller is illus- tion. If the flange seizes to the shaft prior
trated in figure 4-4. to its final assembly, it will be necessary
to remove the flange and repeat the as-
sembly procedure. Do not attempt to
CAUTION force the flange with a hammer.
A puller that pulls directly against the
outside diameter of the flange may de-
form the pilot diameter and mounting ( 5) Install the flange retaining nut, or
face. washer and bolts to draw the flange down into
final position. If bolts are used, remove them and
install the lockstrip (and shims, if used). The shim
(2) In order to protect the tapped holes pack thickness can be determined as illustrated
in the end of the shaft, install a spacer between in figure 4-7.
the puller jackscrew point and the end of the shaft.
(6) Shims are available in two thick-
(3) Provide a means for preventing flange nesses (0.005 and 0.025). Use the proper combina-
rotation. tion of shims to allow 0.008 to 0.012 inch between
(4) Remove the flange by tightening the face A (fig. 4-7) and surface of the shim pack.
puller screw against the spacer and shaft. (7) After the assembly has cooled, it is
good practice to check the bolt torque and, if neces-
CAUTION sary, retorque to 96 to 115 pound feet. If the flange
Do not use a pry bar or hammer to force is retained by a nut, check it for 700 to 1000 pound
the flange at disassembly. feet torque.
b. Installation
(1) Make sure that the input shaft is
in its most outward position and the bearing be-
tween the shaft shoulder and the flange is tight
against the shaft shoulder. A typical method is
to insert a sleeve over the shaft and pull tight
with bolts and washers as illustrated in figure 4-5.
Although figure 4-5 illustrates installation of an
output flange, the procedure is the same for all
flanges.
(2) Coat the shaft splines and the lip of
the oil seal with a thin layer of bearing grease.
(3) Heat the flange to a minimum of
250°F prior to assembly. Two methods for heating
are suggested as follows:
(a) Heat in a controlled temperature
furnace for a minimum period of 30 minutes.
(b) Submerge the flange in a con-
tainer of oil and heat the oil (if acetylene torch is
used, heat the container of oil for 15 minutes).
(4) Immediately upon removing the
flange from the heat source, install the flange on
the shaft, making sure that the flange is tight
5964
against its locating shoulder. The flange should Fig. 4-7. Measurement to determine
slide freely to its assembled position. flange shim thickness
4-6
GENERAL OVERHAUL INFORMATION
Para 4-9/4-10
4-9. DETERMINING PTO BACKLASH (3) Install PTO on the transmission and
LIMITS determine the total backlash in the gear train.
I a. Proper Backlash Important. Upon instal-
Call this quantity C.
lation of a power takeoff (PTO) assembly, it is (4) Add quantity A to quantity B, then
important that the proper backlash between the subtract the sum from quantity C. The remainder
assembly and transmission drive gear is provided. will be the backlash between the transmission
Either excessive or insufficient backlash in the gear and the PTO gear. Call this quantity D. For
PTO gear train can result in damage to the trans- safe operation, the value of D should be 0.005 to
mission and PTO assembly. 0.025. The formula is stated: D =
C - (A + B).
b. How to Determine. Where proper instruc-
tions are not available from the vehicle manufac-
turer, the following method is suggested.
( 1) Determine the backlash between the 4-10. TORQUE SPECIFICATIONS
drive gear and the driven gear in the transmission.
Call this quantity A. Unless otherwise specified, the torque speci-
fications listed in the following chart will apply to
(2) Determine the backlash between the all assembly procedures. Refer to figure 6-24 for
drive gear and the driven gear in the PTO as- a cross-section view of the transmission, indicating
sembly. Call this quantity B. the torque values for all bolts shown.
GENERAL TORQUE SPECIFICATIONS-BOLTS, SCREWS AND NUTS

(All torque values are given in pounds feet)
Size Threads Standard heat- Special heat-treated bolts, Standard
per inch treated bolts screws, Allen-head screws, nuts on
and screws and self-locking capscrews bolts
1/4 20
28
co 6-8
8-10
0@@ 9-11
10-12
5/16 18 13-16 17-20

24 14-18 19-23
3/8 16 26-32 36-43

24 33-40 41-49
7/16 14 42-50 54-65 42-50

20 50-60 64-77 25-30
1/2 13 67-80 81-97

20 83-100 96-115
9/16 12 85-100 103-123

18 100-120 122-146
5/8 11 117-140 164-192

18 134-160 193-225 134-160
3/4 10 180-210 284-325

16 215-250 337-385
4-7

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What are the main sections covered in the manual?

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Allison

, Transmissions 5600-5800"' Series

IMPORTANT SAFETY NOTICE

Proper service and repair is important to the safe,

It is important to note that some warnings against the

REVISED 1 DECEMBER 1975

~ Datmit Diesel Allison

Printed in U.S.A. @ 1975 General Motors Corp.

This manual contains a supplement for transmissions equipped with an

electrically controlled valve body. The supplement, located at the back of

consists of Sections 1 through 8 and contains complete service informa-

Section 1. GENERAL INFORMATION

Section 2. DESCRIPTION AND OPERATION

2-1. SCOPE OF SECTION 2 ............. 2-1 2-6. REAR OIL PUMP

2-11. OIL FILTER ..................... 2-5 2-27. LUBRICATION PRESSURE REGULA-

2-13. MAIN-PRESSURE REGULATOR 2-28. CHECK VALVES

2-21. HYDRAULIC RETARDER VALVE

Section 4. GENERAL OVERHAUL INFORMATION

4-1. SCOPE OF SECTION 4 ............. 4-1 4-6. CLEANING, INSPECTION

5-l. SCOPE OF SECTION 5 e. Separating Converter, Retarder Housing

Section 6. REBUILD OF SUBASSEMBLIES

6-1. SCOPE OF SECTION 6 6-6. STATOR CONTROL VALVE, ADAPTER

6-2. GENERAL INFORMATION FOR 6-8. CONTROL VALVE BODY

Section 6. REBUILD OF SUBASSEMBLIES Continued

6-12. CONVERTER DRIVE HOUSING 6-25. TEFLON SEALRINGS, EXPANDERS 6-19

Section 7. ASSEMBLY OF TRANSMISSION FROM SUBASSEMBLIES

7-1. SCOPE OF SECTION 7 7-3. TRANSMISSION ASSEMBLY

Paragraph Page Paragraph Page

.Section 7. ASSEMBLY OF TRANSMISSION FROM SUBASSEMBLIES Continued

Section 8. WEAR LIMITS AND SPRING DATA

8-1. KEYED TO EXPLODED VIEWS ..... 8-1 g. Springs . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

Cross-Section Views A,6. Four-element torque converter

Section 1. GENERAL INFORMATION

1-1. SCOPE, ARRANGEMENT OF MANUAL b. Section Content. Arrangement is as fol-

c. Illustrations. Illustrations include photo- 1-2. SUPPLEMENTARY INFORMATION

B- Hydraulic retarder b. Refer to Catalog. Refer to the current

-$ Allison Tmns.mission ~' ( 2) The 4-element converter is a single-

I are intermediate, low and reverse ranges. From

FIRST STATOR SECOND STATOR

Fig. 1-6. Three- and four-element torque converter elements

*Not applicable after transmission SIN 23850

2-1. SCOPE OF SECTION 2 2-4. TORQUE CONVERTER,

VANES CLOSED VANES OPEN

Fig. 2-1. Variable-capacity converter stator-front view

PATH OF OIL HIGH-CAPACITY POSITION

APPLY OIL LINE

• MAIN OIL PRESSURE

2-26. CONVERTER PRESSURE RELIEF 2-29. 5640, 5840 HYDRAULIC SYSTEM IN

This valve is an umbrella-type valve located a. Neutral Hydraulic Action

(1 ) Two reverse speeds are provided

SPLITTER INTERMEDIATE-RANGE LOW-RANGE REVERSE-RANGE

d. Second Gear (5660, 5860)-Torque Path

f. Fourth Gear (5660, 5860)-Torque Path ( 2) In addition to the high-splitter clutch,

h. Fourth Gear (5640, 5840); Sixth Gear

Before elimination of pressure modulation, original booster plug