MECHANICS TIPS

3000/4000

PRODUCT FAMILIES
ALLISON 4th GENERATION CONTROLS

MT4015EN

Mechanics
Tips

2010 DECEMBER
MT4015EN

Allison Transmission
Allison 4th Generation Controls
3000 and 4000 Product Families

Printed in USA

Copyright 2010 Allison Transmission, Inc.

NOTES

TABLE OF CONTENTS
TRADEMARK USAGE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
IMPORTANT SAFETY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
LIST OF WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

SECTION 1. INTRODUCTION
1.1

ABOUT THIS MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

SECTION 2. PREVENTIVE MAINTENANCE

2.1

PROGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
2.1.1

TRANS SERVICE Indicator (Wrench Icon) . . . . . . . . . . . . . . . . . 23

2.1.2

Prognostics Prerequisites . . . . . . . . . . . . . . . . . . . . . . . . . . 24

2.1.3

Prognostics Features Availability . . . . . . . . . . . . . . . . . . . . . . 26

2.1.4

Procedure To Turn Prognostics On And Off. . . . . . . . . . . . . . . . . 26

2.1.5

Normal Prognostics Indication At Engine Start . . . . . . . . . . . . . . . 28

2.1.6

Setting Fluid Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

2.1.7

2.1.8

2.1.9

Oil Life Monitor (OM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

2.1.7.1

Percentage Fluid Life Remaining Display. . . . . . . . . . . . . . 29

2.1.7.2

Maintenance Required Notication. . . . . . . . . . . . . . . . . 30

2.1.7.3

OM Reset. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

2.1.7.4

OM Maintenance History . . . . . . . . . . . . . . . . . . . . . . 30

Filter Life Monitor (FM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

2.1.8.1

Filter Life Status Display. . . . . . . . . . . . . . . . . . . . . . . 30

2.1.8.2

Maintenance Required Notication. . . . . . . . . . . . . . . . . 31

2.1.8.3

FM Reset. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

2.1.8.4

FM Maintenance History. . . . . . . . . . . . . . . . . . . . . . . 31

2.1.8.5

Filter Life Indicator (FLI) Switch (PS2) Operation. . . . . . . . . 31

Transmission Health Monitor (TM). . . . . . . . . . . . . . . . . . . . . . 32

2.1.9.1

Clutch System Status Display. . . . . . . . . . . . . . . . . . . . 32

2.1.9.2

Maintenance Required Notication. . . . . . . . . . . . . . . . . 32

2.1.9.3

TM Reset. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

2.1.9.4

TM Maintenance History. . . . . . . . . . . . . . . . . . . . . . . 32

2.1.10 Prognostics In Allison DOC For PCService Tool . . . . . . . . . . . . . 32

2.1.10.1 Viewing History . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
2.1.10.2 Enabling/Disabling Prognostics Package. . . . . . . . . . . . . . 33
2.1.10.3 Reset Prognostics Monitors. . . . . . . . . . . . . . . . . . . . . 33
2.2

PERIODIC INSPECTION AND CARE . . . . . . . . . . . . . . . . . . . . . . . . 34

2.2.1

Transmission Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

2.2.2

Vehicle Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

2.2.3

Welding on Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

2.2.4

Painting on Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
2.2.4.1

Electrostatic Painting . . . . . . . . . . . . . . . . . . . . . . . . 35

2.2.4.2

Painting of Transmission Control Components . . . . . . . . . . 35

2.2.4.3

Jump Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
3

2.3

IMPORTANCE OF PROPER TRANSMISSION FLUID LEVEL . . . . . . . . . . . 36

2.4

TRANSMISSION FLUID CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

2.5

2.4.1

Manual Fluid Check Procedure . . . . . . . . . . . . . . . . . . . . . . . 36

2.4.2

Cold Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

2.4.3

Hot Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

2.4.4

Electronic Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . 40

2.4.5

Fluid Level Display Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . 40

KEEPING FLUID CLEAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

2.6

FLUID RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

2.7

TRANSMISSION FLUID AND FILTER CHANGE INTERVALS . . . . . . . . . . . 43

2.8

2.9

2.10

2.7.1

Fluid And Filter Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

2.7.2

High Capacity Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

2.7.3

Fluid Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

TRANSMISSION FLUID CONTAMINATION . . . . . . . . . . . . . . . . . . . . . 49

2.8.1

Fluid Examination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

2.8.2

Water. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

2.8.3

Engine Coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

2.8.4

Metal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

TRANSMISSION FLUID AND FILTER CHANGE PROCEDURE . . . . . . . . . . 50

2.9.1

Drain Fluid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

2.9.2

Replace Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

2.9.3

Rell Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52

FLUID LEAK DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52

2.10.1 Finding the Leak . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
2.10.2 Powder Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
2.10.3 Black Light and Dye Method . . . . . . . . . . . . . . . . . . . . . . . . . 54
2.10.4 Repairing the Leak . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54

2.11

2.12

BREATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
2.11.1

Location and Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

2.11.2

Maintenance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

2.11.3

Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
2.12.1 Before Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
2.12.2 CHECK TRANS Light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
2.12.3 Entering Diagnostic Mode . . . . . . . . . . . . . . . . . . . . . . . . . . 55
2.12.4 Diagnostic Trouble Codes (DTCs) . . . . . . . . . . . . . . . . . . . . . . 57
2.12.5 Displaying Diagnostic Trouble Codes (DTCs) . . . . . . . . . . . . . . . 57
2.12.6 DTC Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
2.12.7 Exiting Diagnostic Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . 68

2.13

TRANSMISSION STALL TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

2.13.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
2.13.2 Stall Testing Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
2.13.3 Performing a Transmission Stall Test . . . . . . . . . . . . . . . . . . . . 70

2.13.4 Driving Transmission Stall Test . . . . . . . . . . . . . . . . . . . . . . . 71

2.13.5 Driving Transmission Stall Test Preparation . . . . . . . . . . . . . . . . 72
2.13.6 Performing A Driving Transmission Stall Test. . . . . . . . . . . . . . . . 72
2.13.7 Neutral CoolDown Check Procedure . . . . . . . . . . . . . . . . . . . . 73
2.13.8 Transmission Stall Test Results . . . . . . . . . . . . . . . . . . . . . . . 73
2.14

CHECKING CLUTCH PRESSURES . . . . . . . . . . . . . . . . . . . . . . . . . 74

2.14.1 Transmission and Vehicle Preparation . . . . . . . . . . . . . . . . . . . 74
2.14.2 Recording Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
2.14.3 Comparing Recorded Data to Specications . . . . . . . . . . . . . . . . 78

SECTION 3. REMOVING TRANSMISSION

3.1

DRAINING TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86

3.2

DISCONNECTING CONTROLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . 86

3.3

UNCOUPLING FROM DRIVELINE, ENGINE, AND VEHICLE . . . . . . . . . . . 88

3.4

REMOVING THE TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . 89

3.5

REMOVING OUTPUT FLANGE OR YOKE . . . . . . . . . . . . . . . . . . . . . 89

SECTION 4. TRANSMISSION PREPARATION

4.1

4.2

4.3

4.4

4.5

CHECKING INPUT COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . 90

4.1.1

Bolt Holes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90

4.1.2

Pilot Boss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90

4.1.3

Starter Ring Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90

4.1.4

Transmission Mounting Flange . . . . . . . . . . . . . . . . . . . . . . . 90

4.1.5

TransmissiontoEngine Mounting . . . . . . . . . . . . . . . . . . . . . . 90

INSTALLING OUTPUT FLANGE OR YOKE . . . . . . . . . . . . . . . . . . . . . 90

4.2.1

Output Oil Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90

4.2.2

Check Flange or Yoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91

4.2.3

Install Output Flange or Yoke . . . . . . . . . . . . . . . . . . . . . . . . 91

INSTALLING POWER TAKEOFF (PTO) . . . . . . . . . . . . . . . . . . . . . . . 91

4.3.1

Install Guide Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91

4.3.2

Install Gasket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91

4.3.3

Mount the PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91

INSTALLING FILL TUBE AND SEAL . . . . . . . . . . . . . . . . . . . . . . . . . 92

4.4.1

Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92

4.4.2

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92

CHECKING PLUGS AND OPENINGS . . . . . . . . . . . . . . . . . . . . . . . . 92

4.5.1

Pressure Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92

4.5.2

Fluid Drain Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92

4.5.3

Cleanliness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92

SECTION 5. PREPARING VEHICLE FOR TRANSMISSION

INSTALLATION
5.1

ENGINE, TRANSMISSION ADAPTATION REQUIREMENTS . . . . . . . . . . . 93

5.1.1

Flywheel Housing Pilot Bore Diameter . . . . . . . . . . . . . . . . . . . 93

5

5.2

5.1.2

Flywheel Housing Bore Runout . . . . . . . . . . . . . . . . . . . . . . . 93

5.1.3

Flywheel Housing Face Squareness . . . . . . . . . . . . . . . . . . . . 93

5.1.4

Crankshaft Hub Pilot or Adapter Diameter . . . . . . . . . . . . . . . . . 93

5.1.5

Crankshaft Hub Pilot or Adapter Squareness. . . . . . . . . . . . . . . . 93

5.1.6

Crankshaft Hub Pilot or Adapter Concentricity . . . . . . . . . . . . . . . 96

5.1.7

Flexplate Bolt Hole Flatness . . . . . . . . . . . . . . . . . . . . . . . . . 96

5.1.8

Torque Converter Axial Location . . . . . . . . . . . . . . . . . . . . . . . 96

CHECKING FLEXPLATE DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . 97

5.2.1

Flexplate Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97

5.2.2

Engine Crankshaft End Play . . . . . . . . . . . . . . . . . . . . . . . . . 97

5.2.3

Flexplate Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . 98

5.3

CHASSIS AND DRIVELINE INSPECTION . . . . . . . . . . . . . . . . . . . . . . 98

5.4

TOOLS AND PROCEDURES FOR CHECKING TRANSMISSION

ADAPTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99

5.5

5.6

5.4.1

Adaptation Requirements Checksheet . . . . . . . . . . . . . . . . . . . 99

5.4.2

Measuring Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

5.4.3

Flywheel Housing Pilot Bore Diameter . . . . . . . . . . . . . . . . . . 102

5.4.4

Flywheel Housing Bore Runout . . . . . . . . . . . . . . . . . . . . . . 103

5.4.5

Flywheel Housing Face Squareness . . . . . . . . . . . . . . . . . . . 104

5.4.6

Crankshaft Hub Pilot or Adapter Diameter . . . . . . . . . . . . . . . . 105

5.4.7

Crankshaft Hub or Adapter Squareness . . . . . . . . . . . . . . . . . 106

5.4.8

Crankshaft Hub or Adapter Eccentricity . . . . . . . . . . . . . . . . . . 107

COOLER, FILTER, AND LINES . . . . . . . . . . . . . . . . . . . . . . . . . . . 108

5.5.1

Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108

5.5.2

After Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108

CHECKING CONTROLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108

5.6.1

Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108

5.6.2

Throttle Position Sensor (TPS) AdjustmentUsing Diagnostic Tool . . 109

5.6.3

HitchPin Throttle Position Sensor Installation . . . . . . . . . . . . . . 110

SECTION 6. INSTALLING TRANSMISSION INTO VEHICLE

6.1

HANDLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
6.1.1

Preventing Damage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

6.1.2

Control of Transmission Movements . . . . . . . . . . . . . . . . . . . 113

6.2

MOUNTING TO ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

6.3

INSTALLING TRANSMISSION MOUNTING COMPONENTS . . . . . . . . . . 114

6.4

COUPLING TO DRIVELINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114

6.5

CONNECTING OUTPUT RETARDER ACCUMULATOR . . . . . . . . . . . . . 114

6.6

CONNECTING POWER TAKEOFF CONTROLS . . . . . . . . . . . . . . . . . 115

6.7

CONNECTING PARKING BRAKE CONTROL . . . . . . . . . . . . . . . . . . . 116

6.8

CONNECTING HYDRAULIC FITTINGS . . . . . . . . . . . . . . . . . . . . . . 116

6.9

CONNECTING ELECTRICAL COMPONENTS . . . . . . . . . . . . . . . . . . 117

6.10

CONNECTING SPEEDOMETER DRIVE . . . . . . . . . . . . . . . . . . . . . . 118

6.11

FILLING HYDRAULIC SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . 118

6

SECTION 7. CHECKS AND ADJUSTMENTS

7.1

INSTALLATION CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119

7.2

ROAD TEST AND VEHICLE OPERATION CHECKLIST . . . . . . . . . . . . . 120

7.2.1

Driveability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120

7.2.2

Service and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . 121

7.2.3

Road Test Checklist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121

SECTION 8. CUSTOMER SERVICE

8.1

OWNER ASSISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

8.2

SERVICE LITERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

TRADEMARK USAGE
The following trademarks are the property of the companies indicated:
Allison DOC is a registered trademark of Allison Transmission, Inc.

IMPORTANT SAFETY INFORMATION

IT IS YOUR RESPONSIBILITY to be completely familiar with the warnings
and cautions in this manual. These warnings and cautions advise of specic
methods or actions that can result in personal injury, equipment damage, or
cause the equipment to become unsafe. These warnings and cautions are not
exhaustive. Allison Transmission could not possibly know, evaluate, or advise the
service trade of all conceivable procedures by which service might be performed
or of the possible hazardous consequences of each procedure. Accordingly,
ANYONE WHO USES A SERVICE PROCEDURE OR TOOL WHICH IS NOT
RECOMMENDED BY ALLISON TRANSMISSION MUST rst be thoroughly
satised that neither personal safety nor equipment safety will be jeopardized
by the service methods used.
Vehicle manufacturers integrate Allison transmissions into vehicles used for a
variety of vocations and services. The vehicle manufacturer is responsible for
identifying the specic operating conditions to which the vehicle will be subjected
and to communicate the appropriate means for preventing unintended vehicle
movement within those conditions, in order to ensure vehicle and operator safety.
The vehicle owner and operator should be aware of and follow the vehicle
manufacturers operating instructions and warnings related to parking and
preventing unintended vehicle movement.
Proper service and repair is important to the safe and reliable operation of the
equipment. The service procedures recommended by Allison Transmission (or
the vehicle manufacturer) and described in this manual are effective methods for
performing service and diagnostic operations. Some procedures require using
specially designed tools. Use special tools when and in the manner recommended.
The WARNINGS, CAUTIONS, and NOTES in this manual apply only to the
Allison transmission and not to other vehicle systems which may interact with the
transmission. Be sure to review and observe any vehicle system information
provided by the vehicle manufacturer and/or body builder at all times the Allison
transmission is being serviced.
WARNINGS, CAUTIONS, NOTES
Three types of headings are used in this manual to attract your attention:
WARNING: A warning is used when an operating procedure, practice,
etc., which, if not correctly followed, could result in personal injury or
loss of life.
CAUTION: A caution is used when an operating procedure, practice,
etc., which, if not strictly observed, could result in damage to or
destruction of equipment.
NOTE: A note is used when an operating procedure, practice, etc., is
essential to highlight.

LIST OF WARNINGS
This manual contains the following warnings
IT IS YOUR RESPONSIBILITY TO BE FAMILIAR WITH ALL OF THEM.

To help avoid unexpected vehicle movement that might

cause death, serious injury, or property damage, always
have your foot on the brake, the throttle released, and the
engine at idle before making a N (Neutral) to D (Drive) N
(Neutral) to R (Reverse) D (Drive) to R (Reverse) or R
(Reverse) to D (Drive) selection.
Do not jump start a vehicle with arc welding equipment.
Arc welding equipments dangerously high currents and
voltages cannot be reduced to safe levels.
To help avoid personal injury or property damage caused
by sudden and unexpected vehicle movement, do not
check uid level until you:
1. Put the transmission in N (Neutral).
2. Apply the parking brake and emergency brakes and
make sure they are properly engaged.
3. Chock the wheels and take and any other steps
necessary to keep the vehicle from moving.
Avoid contact with hot uid or the sump when draining
transmission uid. Direct contact with hot uid or the hot
sump may result in bodily injury.

10

LIST OF WARNINGS (contd)

This manual contains the following warnings
IT IS YOUR RESPONSIBILITY TO BE FAMILIAR WITH ALL OF THEM.

To help avoid personal injury, such as burns, from

hot transmission uid and/or to help avoid equipment
damage, do not stall the torque converter for more than
ten seconds maximum and monitor transmission uid
temperature. Immediately return the engine to idle if
converter out (to cooler) temperature exceeds 150C
(300F). Operating the transmission at high engine power
at transmission stall or near stall conditions causes a
rapid rise in the transmission uid temperature. The uid
in the transmission torque converter is absorbing all of
the engine power and the vehicle cooling system cannot
dissipate the excessive heat load. Extended operation
under high heat load conditions causes transmission and
cooling system damage, and can possibly fail hydraulic
lines causing leaking high temperature uid.
To help avoid personal injury and equipment damage
while conducting a transmission stall test, the vehicle
must be positively prevented from moving. Apply the
parking brake, the service brake, and chock the wheels
securely. Warn personnel to keep clear of the vehicle and
its travel path.
To help avoid personal injury and/or equipment damage,
a driving transmission stall test MUST BE PERFORMED
by a trained driver and a qualied technician.

11

INTRODUCTION

Section 1

1.1 ABOUT THIS MANUAL

This manual is a mechanics reference for maintaining, removing, or installing
3000 and 4000 Product Family transmissions with Allison 4th Generation
Controls. All features of the transmission and the vehicle involved in
installation procedures are discussed. The information presented will help
the mechanic maintain, remove, or install the transmission in a manner that
assures satisfactory operation and long service life. For additional detailed
information, refer to the appropriate transmission service manual and
electronic controls troubleshooting manual.
Unless specically indicated otherwise, this manual refers to all Allison 4th
Generation Controls for 3000 and 4000 Product Family transmissions, except
for the 3700 SP model. The differences between the various transmission
models are explained as required.

12

Figure 11. 3000 Product Family TransmissionCross

Section (With PTO Provision)
13

Figure 12. 4000 Product Family TransmissionCross Section

14

Figure 13. 4000 Product Family TransmissionCross

Section (With Retarder)
15

Figure 14. 4000 Product Family TransmissionCross

Section (With PTO Provision)
16

Figure 15. 4000 Product Family TransmissionCross Section (7Speed)

17

Figure 16. 3000 Product Family Transmission (With PTO Provision)

18

Figure 17. 3000 Product Family Transmission (With Retarder)

19

Figure 18. 4000 Product Family Transmission (With PTO Provision)

20

Figure 19. 4000 Product Family Transmission (With Retarder

and PTO Provision)
21

Figure 110. 4000 Product Family Transmission (7Speed)

22

PREVENTIVE
MAINTENANCE

Section 2

2.1 PROGNOSTICS
Model Year 09 (MY09) transmissions and later are equipped with a
Prognostics system, consisting of control valve module hardware, the shift
selector, the Transmission Control Module (TCM) conguration and the
calibration designed to monitor uid life, uid lter life, and clutch life. MY09
Prognostics may be used only if TES 295 uid is in the transmission. January
2010 Prognostics allows Prognostics features using TES 389 or TES 295 uid.
If uid change, lter change, or clutch service is not performed within a set
period of time, a Diagnostic Trouble Code (DTC) sets with a CHECK TRANS
light, and/or a TRANS SERVICE indicator (shown as the wrench icon) in the
shift selector or as an additional light in the dash.
Prognostics can be reset through the Allison DOC For PCService Tool or, if
calibrated to allow manual reset, through manipulating the shift selector.
2.1.1 TRANS SERVICE Indicator (Wrench Icon). The TRANS SERVICE
indicator illuminates in the event a service condition relating to a transmission
clutch, uid or lter life occurs. The TRANS SERVICE indicator is located
between the SELECT and MONITOR displays on the shift selector display.
Refer to Figure 21.

23

Figure 21. Typical Allison 4thGeneration Prognostics Controls

Shift Selectors with Trans Service Indicator
2.1.2 Prognostics Prerequisites. The following requirements must be met
to use the Prognostics features and functions:
Vehicle harness has a wire for the lter life indicator switch (wire 118).
The OEM has ordered your calibration from Allison Transmission with
Prognostics enabled.
NOTE: It is important to note that if Prognostics is disabled, it is
not available at all in the calibration. This is different than the OEM
ordering your calibration with Prognostics off. Defaulting Prognostics
off means it could be enabled in the future without recalibrating to
a different calibration provided the other conditions are met to use
Prognostics.
If the CIN starts with 4A, use TES 295 transmission uid. If the CIN
starts with 4C, TES 295 or TES 389 transmission uid may be used.
Using Allison Transmission High Capacity Main and Lube Filters.
Using Allison 4th Generation Controls with Prognostics keypad
pushbutton or lever shift selector. Refer to Figure 22.

24

Figure 22. Typical Allison 4th Generation Prognostics Shift Selectors

25

NOTE: Allison Transmission may approve some OEM selectors for

Prognostics, provided the TRANS SERVICE indicator or message
display is integrated by the OEM. At the time of this publication there
are no capable OEM selectors for Prognostics.
2.1.3 Prognostics Features Availability. The vehicle manufacturer species
whether they want Allison Prognostics Feature Package to be made available
in the calibration and in what conguration, for example defaulted on or off.
The Oil Life Monitor (OM), Filter Life Monitor (FM), and Transmission Health
Monitor (TM) are the individual functions included in the Allison Prognostics
Feature Package. These individual functions cannot be turned on or off
separately within the Allison Prognostics Feature Package.
The transmission calibration can be made for the vehicle manufacturer (or the
customer) so the Prognostics Feature is in one of the following states:
Available and the Prognostics features are currently on and therefore
monitoring the OM, FM, and TM.
Available and the function is currently off and therefore available but not
currently monitoring OM, FM, and TM.
Disabled and therefore not available within this Transmission Control
Module (TCM) calibration.
2.1.4 Procedure To Turn Prognostics On And Off. Methods to turn the
Prognostics Package Features on or off (provided all other requirements are
met), include the following:
1. Through the shift selector (if allowed by TCM programming).
2. Using the Allison DOC For PCService Tool, CMC can be toggled
to enabled or disabled for the Allison Prognostics Feature Package
provided the OEM ordered a calibration that has the Allison Prognostics
Feature Package as a programmable feature.
3. Recalibrate the TCM provided wire 118 is in the harness. This can be
done at an authorized Allison distributor or dealer.
NOTE: Prognostics should not be turned on after recalibration of
the TCM until all other requirements for the uid lters, selector,
and harness are met. If wire 118 is not in the vehicle harness, DTC
P0848, Pressure Switch 2 (PS2) Circuit High, is active. If the selector
is not a Prognostics capable selector (there is no TRANS SERVICE
indicator in the selector) then DTC U0304, Software Incompatible
with Gear Shift Control Module 1, is active.

26

The OEM initially species how they want the calibration congured for
operator access regarding reset for Prognostics functions through the
selector. The vehicle owner may then have the CMC toggled to either enabled
or disabled to allow or disallow the Prognostics Package reset from the shift
selector via programming features in Allison DOC For PCService Tool.
WARNING: To help avoid unexpected vehicle movement that might
cause death, serious injury, or property damage, always have your
foot on the brake, the throttle released, and the engine at idle before
making a N (Neutral) to D (Drive) N (Neutral) to R (Reverse) D
(Drive) to R (Reverse) or R (Reverse) to D (Drive) selection.
The Prognostics feature can be turned on with the Allison DOC For
PCService Tool or, if the specic calibration allows it, the operator can do
the following:
1. Set the vehicle brakes to prevent movement of the vehicle.
2. With engine off, turn the ignition on (do not start the engine). Wait for
initialization to complete (wait for N N to display in the selector).
3. Move the shift selector (for a lever) or press the keypad (for a
pushbutton) through the following sequence of range positions,
pausing no more than three (3) seconds between consecutive shifts:
NDNRNDNRNDNRN.
4. Watch for the TRANS SERVICE indicator between the SELECT and
MONITOR display to illuminate and then turn off. That tells the operator
they have successfully enabled the Allison Prognostics Feature
Package, consisting of the OM, FM, and TM.
NOTE: If another TRANS SERVICE indicator is installed in the dash
or incorporated in an OEM message display, it too should also briey
illuminate in similar fashion as the TRANS SERVICE indicator.
Disabling the Prognostics feature can be done with Allison DOC For
PCService Tool or, if the specic calibration allows it, the operator can do
the following:
1. Set the vehicle brakes to prevent movement of the vehicle.
2. With engine off, turn the ignition on (do not start the engine). Wait for
initialization to complete (wait for N N to display in the selector).
3. Move the shift selector (for a lever) or press the keypad (for a
pushbutton) through the following sequence of range positions,

27

pausing no more than three (3) seconds between consecutive shifts:

NDNRNDNRNDNRN.
4. Watch for the TRANS SERVICE indicator between the SELECT and
MONITOR display to illuminate and then turn off. That tells the operator
they have successfully disabled the Allison Prognostics Feature
Package, consisting of the OM, FM, and TM.
NOTE: If another TRANS SERVICE indicator is installed in the dash
or incorporated in an OEM message display, it too should also briey
illuminate in similar fashion as the TRANS SERVICE indicator.
2.1.5 Normal Prognostics Indication At Engine Start. Once Prognostics is
monitoring the system, normal operation at engine start is as follows:
1. A system bulb check illuminates the TRANS SERVICE indicator
between the SELECT and MONITOR display of the selector for
approximately 0.5 seconds.
2. If Prognostics features are enabled, the TRANS SERVICE indicator
illuminates again for 3 seconds after the bulb check.
If Prognostics features are disabled, the TRANS SERVICE
indicator does not illuminate again after the bulb check.
NOTE: If the shift calibration permits a maximum allowable gear in
primary mode that is different than the maximum allowable gear in
secondary mode, Prognostics enabling/disabling is only permitted
in the shift mode with the highest maximum allowable range. If you
have a higher range set of gears in secondary mode than in primary
mode to enable Prognostics, push the MODE button so the mode
light is illuminated rst.
NOTE: The three Prognostics functions, OM, FM, and TM, are
enabled or disabled as a package and cannot be enabled or disabled
individually.
2.1.6 Setting Fluid Type. To select transmission uid type do the following:
With the engine off and the ignition on, perform the following sequence
on the selector, NRNDNRNDNRNDN.
The TRANS SERVICE indicator ashes if TES 389 is the current setting
and illuminates solidly if TES 295 is the current setting. To change the
transmission uid type, wait 5 seconds after entering transmission uid type
28

mode and perform one of the following sequences to select the proper
transmission uid type:
N (Neutral) R (Reverse) N (Neutral) to select TES 295 (the TRANS
SERVICE indicator illuminates solidly showing TES 295 has been
selected).
N (Neutral) D (Drive) N (Neutral) to select TES 389 (the TRANS
SERVICE indicator begins to ash showing TES 389 has been
selected).
The selector exits 30 seconds after entering transmission uid type mode or
the ignition may be turned off to exit earlier. Only one transmission uid type
selection may be made after entering transmission uid type mode. All other
attempts will be ignored. Transmission uid type mode needs to be entered
again if the wrong type of transmission uid is selected.
2.1.7 Oil Life Monitor (OM). Based on the vehicles duty cycle, this feature
determines uid life and alerts the operator when a uid change is required.
Oil life is calculated based on hours of engine and transmission operation.
Miles are approximated from the hours and calibrated information. The
number of shifts per mile (shift density) determines the duty cycle of the
transmission and the oil life limits are based on the observed duty cycle. Hours
are accumulated when the engine is running, including when the vehicle is
stationary for Power Takeoff (PTO) operation, or for extended idle time.
NOTE: Oil life is continuously calculated on the following cumulative
effects:
Operating hours
Retarder accumulator applies (if equipped)
Output revolutions
Shift density (shifts per mile)
Calendarbased uid change requirements still apply and are not incorporated
into Prognostics. Refer to 2.7 TRANSMISSION FLUID AND FILTER CHANGE
INTERVALS.
2.1.7.1 Percentage Fluid Life Remaining Display.
With engine off and ignition on, push the DISPLAY MODE/DIAGNOSTIC
(DMD) button twice on the lever selector to enter OM mode. With engine off
and ignition on, push the (Upshift) and (Downshift) arrows simultaneously
twice on the keypad pushbutton selector to enter OM mode. The oil life left

29

is displayed as a percentage between 0 and 99 in the shift selector display

window.
2.1.7.2 Maintenance Required Notication.
When operating parameters reach or exceed a calibrated value the TCM
illuminates the TRAN SERVICE indicator on the shift selector.
2.1.7.3 OM Reset.
The OM may be reset back to 99% by either of these methods:
Display the OM information and press and hold the DISPLAY
MODE/DIAGNOSTIC (DMD) button for 10 seconds.
With the ignition on and the engine off, shift between NDNDNRN
to reset the value displayed to 99, pausing no more than 3 seconds
between consecutive shifts.
The TRAN SERVICE indicator illuminates briey following a reset to
acknowledge the reset was successful.
Reset with Allison DOC For PCService Tool. If the value displayed remains
unchanged, then it is possible the reset may be restricted to Allison DOC For
PCService Tool only.
2.1.7.4 OM Maintenance History
Allison DOC For PCService Tool may also be used to review reset history
and the mileage recorded at the time of reset. Fluid life remaining is displayed
from 100% to 100% when viewing records in the service tool. A negative
percentage indicates how far past due it is on the oil change. A historical
record of the last six resets, including mileage at the time of each reset, may
also be viewed using the Allison DOC For PCService Tool Diagnostics
Program.
2.1.8 Filter Life Monitor (FM). Filter deterioration is sensed by a differential
pressure switch (PS2) located in the control valve module. The pressure
difference between ltered lockup pressure and unltered main pressure
is compared to a calibrated value. If the TCM determines the lter has
deteriorated, the prognostic service indicator icon displays on the shift
selector.
2.1.8.1 Filter Life Status Display.
With engine off and ignition on, push the DISPLAY MODE/DIAGNOSTIC
(DMD) button three times on the lever selector to enter FM mode. With
engine off and ignition on, push the (Upshift) and (Downshift) arrows

30

simultaneously three times on the keypad pushbutton selector to enter FM

mode.
The message oK or Lo is displayed in the selector display window. The
message oK means the lters do not need to be changed, and Lo means
the lters need to be changed.
2.1.8.2 Maintenance Required Notication.
The Filter Life Indicator (FLI) pressure switch signals the TCM when uid
exiting the main lter drops below a predetermined pressure. Change both
the main and lube lters when the TRANS SERVICE indicator in the selector
display indicates the main lter should be changed. The differential pressure
limit is veried for a period of time to be sure there is no false indication of the
need to change lters.
2.1.8.3 FM Reset.
The FM automatically resets once the new lters have been installed and
the Filter Life Indicator (FLI) pressure switch no longer detects low pressure
at the lter.
The FM can also be reset manually by either of these methods:
Press and hold the MODE button for 10 seconds while in FM mode.
With ignition on and engine off, shift between NRNRNDN to reset
the FM, pausing no more than 3 seconds between consecutive shifts.
The TRANS SERVICE indicator illuminates briey following a reset to
acknowledge the reset was successful. If the value displayed remains
unchanged, it is possible the reset may be restricted to Allison DOC For
PCService Tool only. The FM still resets automatically even if restricted from
manual reset through the selector.
2.1.8.4 FM Maintenance History.
Allison DOC For PCService Tool Diagnostics Program may be used to
display the amount of transmission operation from the initial service indication
until the lter reset occurred. Allison DOC For PCService Tool indicates the
FM as expired YES or NO.
2.1.8.5 Filter Life Indicator (FLI) Switch (PS2) Operation.
Filter deterioration is sensed by a PS2 switch located in the control valve
module. Measure the resistance of PS2 switch. If the resistance measures
more than 4 ohms closed or less than 20,000 ohms with the switch open then
replace the switch. PS2 is a normally closed (NC) switch.

31

2.1.9 Transmission Health Monitor (TM). Transmission health monitors the

running clearance of clutches C1, C2, C3, C4, and C5 to determine clutch
plate wear. Clutch running clearance, based upon clutch ll volume, indicates
remaining clutch life. The C6 and lockup clutches are not monitored.
2.1.9.1 Clutch System Status Display.
With engine off and ignition on, push the DISPLAY MODE/DIAGNOSTIC
(DMD) button four times on the lever selector to enter TM mode. With
engine off and ignition on, push the (Upshift) and (Downshift) arrows
simultaneously four times on the keypad pushbutton selector to enter TM
mode.
2.1.9.2 Maintenance Required Notication.
The message oK or Lo is displayed in the selector display window. The
message oK means clutch system maintenance is not required at this time.
The message of Lo means clutch system maintenance is required.
2.1.9.3 TM Reset
The TM feature automatically resets when appropriate conditions are
detected. TM can only be manually reset using Allison DOC For PCService
Tool. When resetting TM with the service tool, individual clutches or all
clutches can be reset. Operator reset through the shift selector is not allowed.
2.1.9.4 TM Maintenance History.
The Allison DOC For PCService Tool may be used to display the amount
of transmission operation from the initial service indication until the service
reset. The Allison DOC For PCService Tool also displays OK or Not
OK for each clutch.
2.1.10 Prognostics In Allison DOC For PCService Tool. Allison
DOC For PCService Tool has been designed to aid the technician in
troubleshooting and maintaining Allison transmissions equipped with Allison
4th Generation Controls. Allison DOC For PCService Tool can be used with
a desktop PC or with a laptop PC in the cab of the vehicle.
2.1.10.1 Viewing History
The Prognostics screen shows information stored on the TCM related to oil
life, lter life and data for use in prediction transmission health.
NOTE: (Allison 4th Generation controls ONLY). The Prognostics
feature is only available to those 6speed TCMs for model years
2009 and newer with vehicle Prognostics both available and enabled.

32

1. Select the Prognostics tab The Prognostics window displays on the

PC.
2.1.10.2 Enabling/Disabling Prognostics Package.
Using the Allison DOC For PCService Tool, the CMC can be toggled to
enable or disable the Allison Prognostics Feature Package, provided the
OEM ordered a calibration that has the Allison Prognostics Feature Package
available as a programmable feature.
2.1.10.3 Reset Prognostics Monitors.
Using the Allison DOC For PCService Tool causes the TCM to reset the
Prognostics monitors.
To reset the Oil Life Monitor:
1. Display the Action Request Menu.
2. Click the Reset Prognostics Information menu item.
3. Click the Reset Oil Life Monitor menu item.
4. A dialog box is displayed asking if you are sure you want to reset the
OM.
5. Click the YES button to reset the OM.
To reset the Filter Life Monitor:
1. Display the Action Request Menu.
2. Click the Reset Prognostics Information menu item.
3. Click the Reset Filter Life Monitor menu item.
4. Click the YES button to reset the FM.
5. A conrmation window appears stating the FM was reset successfully.
Click the OK button.
To reset the Transmission Health Monitor:
1. Display the Action Request Menu.
2. Click the Reset Prognostics Information menu item.
3. Click the Reset TM menu item.
4. A dialog box is displayed asking which clutch should be reset.
5. Click the number of the clutch to be reset, or click the ALL button to
reset all clutches.
NOTE: If the ALL button was pressed, a dialog bow displays asking if
the transmission was overhauled and if the OM should also be reset.

33

6. A conrmation window displays stating that the TM indicator was reset

successfully.
7. Click the OK button.
2.2 PERIODIC INSPECTION AND CARE
2.2.1 Transmission Inspection. Clean and inspect the exterior of the
transmission at regular intervals. Severity of service and operating conditions
determine the frequency of these inspections. Inspect the transmission for:
Loose boltstransmission and mounting components.
Fluid leaksrepair immediately.
Loose, dirty, or improperly adjusted throttle sensor.
Damaged or loose hoses.
Worn, frayed, or improperly routed electrical harnesses.
Worn or damaged electrical connectors.
Dented, worn or outofphase driveline Ujoints and slip ttings.
Clogged or dirty breather (vent assembly).
Check transmission uid for evidence of engine coolant.
2.2.2 Vehicle Inspection.
Check the vehicle cooling system occasionally for evidence of transmission
uid which indicates a faulty oil cooler.
2.2.3 Welding on Vehicle.
CAUTION: When welding on the vehicle:
DO NOT WELD on the vehicle without disconnecting all control
system wiring harness connectors from the TCM.
DO NOT WELD on the vehicle without disconnecting TCM
battery power and ground leads.
DO NOT WELD on any control components.
DO NOT CONNECT welding cables to any control components.
Label ST2067EN describes onvehicle welding precautions and is available
from your authorized Allison service dealer and should be installed in a
conspicuous place. A vehicle used in a vocation that requires frequent
modications or repairs involving welding must have an onvehicle welding
label.
34

WARNING: Do not jump start a vehicle with arc welding equipment.

Arc welding equipments dangerously high currents and voltages
cannot be reduced to safe levels.
2.2.4 Painting on Vehicle.
2.2.4.1 Electrostatic Painting
If the vehicle chassis or body is painted using an electrostatic painting
process, electrical voltage must not be discharged through the Transmission
Control Module (TCM). To prevent this possibility, Allison recommends
installing the TCM after the electrostatic paint process is complete. If the TCM
is installed prior to electrostatic painting, make sure:
the TCM is not painted.
the elements being painted are properly and continuously grounded
during the entire painting process.
NOTE: Allison Transmission is not responsible for TCM damage
resulting from improper grounding during electrostatic painting of
the vehicle.
During electrostatic painting, the paint droplets receive an electrostatic charge
attracting them to the grounded surfaces. Voltages at the spray gun can
exceed several thousand volts. The charge which builds up on an improperly
grounded chassis or body can be discharged through the TCM, resulting in
damage to the TCM.
2.2.4.2 Painting of Transmission Control Components
While it may be desirable to paint chassis mounted components to enhance
the overall vehicle appearance and/or provide corrosion protection, the
transmission control components must not be painted. Painting transmission
control components can:
compromise the integrity of connectors and connector seals.
reduce thermal conductivity from inside the TCM to ambient air.
cover labels or other identication, hindering the process to service
these components.
2.2.4.3 Jump Starting
Observe the following precautions when jump starting a vehicle:

35

 Battery positive side fuse rated at 1015 amps in series to pin 10 and pin
70 of TCM required to protect against reverse polarity
Ignition fuse rated at 515 amps in series to pin 63 of TCM.
Do not connect cables to transmission electronic control components
such as the TCM.
Do not exceed 26.5 volts to a 12 volt TCM (A41/A42/A51/A52).
Do not exceed 36 volts to a 12/24 volt TCM (A43/A53).
If jump start voltage is under or over the DTC threshold voltage, P0882/P0883
may set while jump starting the vehicle. After starting the vehicle clear the
active/inactive DTCs from history. Refer to Troubleshooting Manual TS3989
for additional information.
2.3 IMPORTANCE OF PROPER TRANSMISSION FLUID LEVEL
Transmission uid cools, lubricates, and transmits hydraulic power. Always
maintain proper uid level. If uid level is too low, the torque converter and
clutches do not receive an adequate supply of uid and the transmission
overheats. If the level is too high, the uid aeratescausing the transmission
to shift erratically and overheat. Fluid may be expelled through the breather or
dipstick tube when the uid level is too high.
2.4 TRANSMISSION FLUID CHECK
2.4.1 Manual Fluid Check Procedure.
WARNING: To help avoid personal injury or property damage caused
by sudden and unexpected vehicle movement, do not check uid
level until you:
1. Put the transmission in N (Neutral).
2. Apply the parking brake and emergency brakes and make sure
they are properly engaged.
3. Chock the wheels and take and any other steps necessary to
keep the vehicle from moving.
Clean all dirt from around the top of the uid ll tube before removing the
dipstick. Do not allow dirt or foreign matter to enter the transmission. Dirt or
foreign matter in the hydraulic system may cause undue wear of transmission
parts, make valves stick, and clog passages. Check the uid level using the
following procedure and report any abnormal uid levels to your service
management.

36

2.4.2 Cold Check Procedure. The purpose of the cold check is to determine
if the transmission has enough uid to be operated safely until a hot check
can be made.
CAUTION: The uid level rises as uid temperature increases. DO
NOT ll above the COLD CHECK band if the transmission uid is
below normal operating temperatures. During operation, an overfull
transmission can become overheated, leading to transmission
damage.
1. Park the vehicle on a level surface. Apply the parking brake and chock
the wheels.
2. Run the engine for at least one minute. Shift to D (Drive), then to N
(Neutral), and then to R (Reverse) to ll the hydraulic system.
3. Shift to N (Neutral) and allow the engine to idle (500800 rpm).
4. With the engine running, remove the dipstick from the tube and wipe
the dipstick clean.
5. Insert the dipstick into the tube until it stops and remove. Check the uid
level reading. Repeat the check procedure to verify the reading.
6. If the uid level is within the COLD CHECK band, the transmission
may be operated until the uid is hot enough to perform a HOT RUN
check. If the uid level is not within the COLD CHECK band, add or
drain as necessary to bring it to the middle of the COLD CHECK band.
7. Perform a hot check at the rst opportunity after the normal operating
sump temperature of 71C93C (160F200F) is reached.
2.4.3 Hot Check Procedure.
CAUTION: When performing the Hot Check procedure, the uid
must be at operating temperature to be sure of an accurate check
and help prevent transmission damage. The uid level rises as
temperature increases. During operation, an overfull transmission
can become overheated leading to transmission damage.
1. Operate the transmission in D (Drive) until normal operating
temperatures are reached:
Sump temperature 71C93C (160F200F).
Converterout temperature 82C104C (180F220F).
If the transmission temperature gauge is not present, check uid
level when the engine water temperature gauge has stabilized

37

and the transmission has been operated under load for at least
one hour.
2. Park the vehicle on a level surface and shift to N (Neutral). Apply the
parking brake and chock the wheels. Allow the engine to idle (500800
rpm).
3. With the engine running, remove the dipstick from the tube and wipe
clean.
4. Insert the dipstick into the tube until it stops. Then remove it. Check
uid level reading.
5. Repeat the check procedure to verify the reading.
NOTE: Safe operating level is within the HOT RUN band on the
dipstick. The HOT RUN band is between the HOT FULL and the
HOT ADD bands. Refer to Figure 23.
6. If the uid level is not within the HOT RUN band, add or drain as
necessary to bring the uid level to within the HOT RUN band.

38

Figure 23. Standard 3000 and 4000 Product Family Dipstick Markings

39

2.4.4 Electronic Check Procedure. An Oil Level Sensor (OLS) is standard

for all 3000 and 4000 families (except 3700 SP and 4700/4800 retarder
series). The OLS has a detection range of up to LO 4 to HI 3 that can display
on the selectors. The actual oil level to add may be greater than 4 liters (4.22
quarts) if the transmission is more than 4 liters (4.22 quarts) low from the
full mark. The actual uid volume to drain may be more than 3 liters (3.17
quarts) if the transmission is overfull by more than 3 liters (3.17 quarts).
The transmission uid level can be displayed on the shift selector or Allison
DOC For PCService Tool display. Use the following procedure to display
uid level information.
1. For a pushbutton selector, simultaneously press the (Upshift) and
(Downshift) arrows once.
2. On the lever shift selector, press the DISPLAY MODE/DIAGNOSTIC
(DMD) button once.
3. For the Allison DOC For PCService Tool, refer to the Allison DOC
For PCService Tool User Guide GN3433EN.
2.4.5 Fluid Level Display Criteria. As soon as uid level information is
requested, the Transmission Control Module (TCM) checks to see if the
conditions are right to allow display. Certain operating conditions must be met
for a period of two minutes before uid level is displayed. The display ashes
and an 8, 7,....1 countdown occurs. Fluid level information displays after the
countdown if the following conditions have been met:
Engine at idle
Sump uid temperature at 40104C (104219F)
NOTE: A51, A52, A53 TCMs calibrated after October 09, 2009, to
a Calibration Identication Number (CIN) starting with 4C, may be
electronically checked for oil level from 40104C (104219F).
Previous calibrations can be checked from 60104C (140219F).
Transmission output shaft stopped.
Transmission in N (Neutral).
OLS functioning properly.
Shift selector displays uid level information two characters at a time as
shown in Table 21.

40

Table 21. Fluid Level Shift Sector Display

Display Sequence

Interpretation of Display

oL, oK

Fluid level is correct

oL Lo 01

Fluid level is 1 quart low

oL HI 01

Fluid level is 1 quart high

oL, , (N)

Invalid For Display

N = numerical display (alphabetical
for MY08 and newer)

The shift selector shows invalid for display codes two characters at a time. An
invalid for display code is returned when the uid level data is requested, but
an operational condition has not been met. The invalid for display codes and
their meaning are shown in Table 22.
Table 22. Invalid for Display Codes
Display (Former)

Display (MY08, Cal/Sfw

or newer)

Interpretation of Display

oL 0X

oL 0X

Settling time too short*

oL50

oL EL

Engine rpm too low

oL59

oL EH

Engine rpm too high

oL SN

N (Neutral) must be
selected

oL TL

Sump uid temperature

too low

oL TH

Sump uid temperature

too high

oL SH

Output shaft rotation

oL FL

Sensor failure

oL65
oL70
oL79
oL89
oL95

*A number between 8 and 1 that ashes during the countdown period.

On Allison diagnostic tools, invalid for display messages are shown in the Oil
() eld of the Data Monitor as shown in Table 23.

41

Table 23. Invalid for Display Messages

Display Code

DDR Message

OL

SETTLING TIME X

OL

ENGINE SPEED LOW

OL

ENGINE SPEED HIGH

OL

SELECT N (Neutral)

OL

SUMP TEMP LO

OL

SUMP TEMP HIGH

OL

OUTPUT SPEED HIGH

OL

CHECK CODES

Exit Fluid Level Mode as follows:

Pushbutton shift selectorpress the N (Neutral) button once.
Lever shift selectorpress the MODE button once or move the lever.
For Allison DOC For PCService Tool, follow directions in the Allison
DOC User Guide GN3433EN.
2.5 KEEPING FLUID CLEAN
Prevent foreign material from entering the transmission by using clean
containers, llers, etc. Lay the dipstick in a clean place while lling the
transmission.
CAUTION: Containers or llers that have been used for antifreeze
solution or engine coolant must NEVER be used for transmission
uid. Antifreeze and coolant solutions contain ethylene glycol which,
if put into the transmission, can cause the clutch plates to fail.
2.6 FLUID RECOMMENDATIONS
Only use uids meeting Allison Transmission specication TES 295 or TES
389 in the transmission. For a list of currently approved transmission uids,
go to the Allison Transmission web site at: www.allisontransmission.com,
select SERVICE, FLUIDS.
Take the following into consideration when selecting the appropriate uid type
for the transmission:

42

 Fluids meeting TES 295 specication are preferred over TES 389 uids
for use in all 3000/4000 Product Family transmission applications.
TES 295 uids are fully qualied for Severe Duty and Extended Drain
intervals.
A uid meeting TES 295 specication is required in order to use
Prognostics Features in A51, A52, A53 series Transmission Control
Modules (TCMs) calibrated prior to October 09, 2009, if Calibration
Identication Number (CIN) starts with 4A.
The Prognostics packages available in A51, A52, A53 TCMs
calibrated after October 09 2009, to a CIN starting with 4C, allows
a selectable uid type between either TES 295 or TES 389 uid.
A TES 295 uid allows you to operate at a lower ambient temperature
than a TES 389 type uid. Refer to Table 24.
Use a uid analysis program to extend the TES 389 uid drain intervals
beyond the recommended mileage or hours change interval. Refer to
2.7.3 Fluid Analysis.
When choosing the optimum viscosity grade of uid to use, take
duty cycle, preheat capabilities, and/or geographical location into
consideration. Preheat with auxiliary heating equipment or by running
the equipment or vehicle with the transmission in neutral for a minimum
of 20 minutes before attempting range operation.
Table 24. Transmission Fluid Minimum Operating
Temperature Requirements
Fluid type

Minimum Operating Temperature

Celsius

Fahrenheit

TES 295

35

31

TES 389

25

13

2.7 TRANSMISSION FLUID AND FILTER CHANGE INTERVALS

CAUTION: Transmission uid and lter change frequency is
determined by the severity of transmission service. More frequent
changes may be necessary than recommended in the general
guidelines when operating conditions create high levels of
contamination or overheating.

43

2.7.1 Fluid And Filter Changes. If using gold series lters, change the main
lter after the rst 8000 km (5000 miles) then follow the recommended uid
and lter change intervals found in Table 26, and Table 27.
The tables are provided only as a general guide for uid and lter change
intervals. Local conditions, severity of operation, or duty cycle may require
more or less frequent uid change intervals that differ from the published
recommended uid change intervals of Allison Transmission. Use uid
analysis to optimize transmission protection and uid change intervals.
Change lters at or before the recommended intervals. Refer to SIL 10TR99.
2.7.2 High Capacity Filters. Allison 3000/4000 Product Families
transmission high capacity lters were released into production beginning July
2006. High capacity lters allow extended lter change intervals when used
with an Allison approved TES 295 uid. High capacity lters can be identied
by P/N 29545777 or 29545780 stamped into the lter end cap. Previous
Allison 3000/4000 Product Families transmission lters can be identied by
P/N 29538231 or 29538232 stamped into the lter end cap. When replacing
gold series lters with high capacity lters in transmissions containing 100
percent Allison approved TES 295 uid, following the high capacity uid and
lter change intervals is allowed. Refer to Table 25, Table 26, and Table 27.

44

Table 25. Prognostics On Fluid and Filter Change Intervals*

Fluid Change
Intervals

Whichever is rst of
the following:

TES 295 Fluids***

If the wrench
icon in the
selector is
ashing on
and off for 2
minutes after
D (Drive) is
selected

60 calendar
months***

Any time
the uid is
changed

Whichever is rst of
the following:

Whichever is rst of
the following:
If the wrench
icon in the
selector is
ashing on
and off for 2
minutes after
D (Drive) is
selected

24 calendar
months**

Any time
the uid is
changed

45

At time of
transmission
overhaul

60 calendar
months**

If the wrench
icon in the
selector
remains
illuminated for
2 minutes after
D (Drive) is
selected***

NOTE: Always
replace main and
lube lters with the
uid change**.

Suction
Filter
Assembly
Change
Interval

Whichever is rst of
the following:

If the wrench
icon in the
selector
remains
illuminated for
2 minutes after
D (Drive) is
selected***

NOTE: Always
replace main and
lube lters with the
uid change**.

TES 389 Fluids***

High
Capacity** Main
and Lube Filter
Change Intervals

24 calendar
months**

At time of
transmission
overhaul

Table 25. Prognostics On Fluid and Filter Change Intervals (contd)

High
Capacity** Main
and Lube Filter
Change Intervals

Fluid Change
Intervals

Suction
Filter
Assembly
Change
Interval

NOTE: TES 389 uid type choice for Prognostics is available only if TCM has a 4C or
later CIN all 4A CINs must use TES 295 uid only if Prognostics is enabled and ON.
* Prognostics released on 3000 models starting with S/N 6510822005, 6520099957,

prognostics released on 4000 models starting with S/N 6610257671, 66200007438.

** Allison Transmission High Capacity lters are required in order to use the Filter Life Monitor

(FM) feature with Prognostics as shown in this table.

*** Either TES 295 or TES 389 uid types are required to use the Oil Life Monitor (OM) feature

with Prognostics on as shown in this table. A mixture of TES 389 and TES 295 uid must
continue to use the TES 389 schedule shown in this table until two uid changes with only
TES 295 uid have occurred, at which time the TES 295 schedule may be used.

Table 26. Prognostics Disabled or Turned Off or NonPrognostics

Transmissions* Fluid and Filter Change Intervals (General Vocation)
General Vocation** Refer to Table 27 for additional information
on severe vocations.
Fluid Change
Intervals

Whichever is rst of
the following:

TES 295 Fluids****

High
Capacity*** Main
and Lube Filter
Change Intervals
Whichever is rst
of the following:

480 000 km
(300,000
miles)

Any time
the uid is
changed

6000 hours of
operation

120 000
km (75,000
miles)

48 calendar
months
NOTE: Always
replace main and
lube lters with the
uid change***.

46

Suction Filter
Assembly
Change
Interval

3000 hours
of operation
36 calendar
months

At time of
transmission
overhaul

Table 26. Prognostics Disabled or Turned Off or NonPrognostics

Transmissions Fluid and Filter Change Intervals (General
Vocation) (contd)
General Vocation** Refer to Table 27 for additional information
on severe vocations.
Fluid Change
Intervals

Whichever is rst of
the following:
40 000 km
(25,000 miles)
NonTES 295
Fluids****

1000 hours of
operation
12 calendar
months
NOTE: Always
replace main and
lube lters with the
uid change***.

High
Capacity*** Main
and Lube Filter
Change Intervals

Suction Filter
Assembly
Change
Interval

Whichever is rst
of the following:
Any time
the uid is
changed
40 000 km
(25,000
miles)

At time of
transmission
overhaul

1000 hours
of operation
12 calendar
months

* Prognostics released on 3000 models starting with S/N 6510822005, 6520099957,

prognostics released on 4000 models starting with S/N 6610257671, 66200007438.

** General Vocation includes all nonretarder transmissions not identied as severe, and

intercity coaches with duty cycles of less than one stop per mile.
*** This information is based on using Allison Transmission High Capacity lters and a
nonTES 295 or TES 295 uid type with Prognostics Features not available or turned off.
**** A mixture of nonTES 295 and TES 295 uid must continue to use the nonTES 295
schedule shown in this table until two uid changes with only TES 295 uid have occurred, at
which time the TES 295 schedule may be used.

47

Table 27. Prognostics Disabled or Turned Off or NonPrognostics

Transmissions* Fluid and Filter Change Intervals (Severe Vocation)
Severe Vocation**
Fluid Change
Intervals

Whichever is rst of
the following:

TES 295 Fluids****

Any time
the uid is
changed

6000 hours of
operation

120 000
km (75,000
miles)

NOTE: Always
replace main and
lube lters with the
uid change***.
Whichever is rst of
the following:
20 000 km
(12,000 miles)
500 hours of
operation
6 calendar
months
NOTE: Always
replace main and
lube lters with the
uid change***.

Suction Filter
Assembly
Change
Interval

Whichever is rst
of the following:

240 000 km
(150,000
miles)

48 calendar
months

NonTES 295
Fluids****

High
Capacity*** Main
and Lube Filter
Change Intervals

At time of
transmission
overhaul

3000 hours
of operation
36 calendar
months
Whichever is rst
of the following:
Any time
the uid is
changed
20 000 km
(12,000
miles)

At time of
transmission
overhaul

500 hours of
operation
6 calendar
months

* Prognostics released on 3000 models starting with S/N 6510822005, 6520099957,

prognostics released on 4000 models starting with S/N 6610257671, 66200007438.

** Severe Vocation includes all retarder equipped transmissions, or vocations for On/Off

Highway, Refuse, Transit, and Intercity Coach with duty cycle greater than one (1) stop per
mile.
*** This information is based on using Allison Transmission High Capacity lters and a
nonTES 295 or TES 295 uid type with Prognostics Features not available or turned off.
**** A mixture of nonTES 295 and TES 295 uid must continue to use the nonTES 295
schedule shown in this table until two uid changes with only TES 295 uid have occurred, at
which time the TES 295 schedule may be used.

48

2.7.3 Fluid Analysis. Optimize transmission protection and uid change

intervals by monitoring uid oxidation according to the tests and limits shown
in Table 28. Refer to the Technicians Guide for Automatic Transmission
Fluid, GN2055EN, or SIL 17TR96 for additional information.
Table 28. Fluid Oxidation Measurement Limits
Test

Limit

Viscosity

25% change from new uid

Total Acid Number

+3.0* change from new uid

Water

0.2 percent by volume maximum

*mg of KOH to neutralize a gram of uid.

2.8 TRANSMISSION FLUID CONTAMINATION

2.8.1 Fluid Examination. At each uid change, examine the drained uid
for evidence of dirt or water. A normal amount of condensation will appear
in the uid during operation.
2.8.2 Water. Obvious water contamination of the transmission uid or
transmission uid in the heat exchanger water indicates a leak between the
water and uid areas of the cooler. Inspect and pressure test the cooler to
conrm the leak. Replace leaking coolers.
NOTE: Cooler water can also be contaminated by engine oil. Be sure
to locate the actual source of cooler water contamination.
2.8.3 Engine Coolant. Engine coolant in the transmission hydraulic system
requires immediate action to prevent malfunction and possible serious
transmission damage. Completely disassemble, inspect, and clean the
transmission. Remove all traces of the coolant and varnish deposits resulting
from engine coolant contamination (ethylene glycol).
Any trace of glycol or greater than 0.2 percent water contamination requires
complete disassembly and clean up of the transmission and replacement
of seals, gaskets, clutch plates, and bearings. Solenoid resistance should
be measured and checked against the specications. Solenoids not within
specication should be replaced. Refer to SIL 18TR98, Rev A.

49

2.8.4 Metal. Metal particles in the uid (except for minute particles normally
trapped in the oil lter) indicate internal transmission damage. If these
particles are found in the sump, the transmission must be disassembled and
closely inspected to nd their source. Metal contamination requires complete
transmission disassembly. Clean all internal and external hydraulic circuits,
cooler, and all other areas where the particles could lodge.
CAUTION: After ushing the cooler, be sure to check the external
cooler circuit restriction. If circuit pressure drop is above specication,
the cooler has excessive trapped particles and must be replaced.
2.9 TRANSMISSION FLUID AND FILTER CHANGE PROCEDURE
2.9.1 Drain Fluid.
NOTE: Do not drain the transmission if replacing only the lters.

WARNING: Avoid contact with hot uid or the sump when draining
transmission uid. Direct contact with hot uid or the hot sump may
result in bodily injury.
1. Drain the uid when the transmission is at normal operating sump
temperature: 71C93C (160F200F). Hot uid ows quicker and
drains more completely.
2. Remove the drain plug from the oil pan and allow the uid to drain into
a suitable container.
3. Examine the uid as described in 2.8 TRANSMISSION FLUID
CONTAMINATION, 2.8.1 Fluid Examination.

50

2.9.2 Replace Filters.

Figure 24. Location of Filters for Service

1. Remove twelve bolts (1), two lter covers (2), two gaskets (3), two
Orings (4), two Orings (5), and two lters (6) from the bottom of the
control module.
2. When reinstalling parts, lubricate and install new Orings (4) and (5) on
each cover. Lubricate Oring inside lter 6 and push lter onto each
cover (2). Install new gaskets (3) on each cover (2) and align bolt holes
in gasket with holes in cover.
3. Install lter cover assemblies into the lter compartments. Align each
lter/cover assembly with the holes in the bottom of the control module.
Push the cover assemblies in by hand to seat the seals.

51

CAUTION: Do not use the bolts to draw the lter covers to the control
module. Do not use an impact wrench to tighten the bolts. Using an
impact wrench to tighten the bolts may cause stripped threads and
expensive parts replacement. Use a torque wrench to tighten the
bolts.
4. Install six bolts into each cover assembly and tighten to 5161 Nm
(3845 lb ft).
5. Replace the drain plug Oring. Install the drain plug and tighten to
2532 Nm (1825 lb ft).
2.9.3 Rell Transmission. Refer to Table 29 for uid rell quantities. The
amount of rell uid is less than the amount used for the initial ll. Fluid
remains in the external circuits and transmission cavities after draining the
transmission.
After rell, check the uid level using the procedure described in
2.4 TRANSMISSION FLUID CHECK.
Table 29. Transmission Fluid Capacity
Initial Fill*
Transmission
3000 Product Family

4000 Product Family

Rell*

Sump

Liters

Quarts

Liters

Quarts

4 inch

27

29

18

19

2 inch

25

26

16

17

4 inch**

45

48

37

39

**

38

40

30

31

2 inch

*Approximate quantities, do not include external lines and cooler hose.

**For transmissions with PTO add 2.8 liters (3 quarts).

2.10 FLUID LEAK DIAGNOSIS

2.10.1 Finding the Leak.
1. Identify the uid. Determine whether the uid is engine oil, automatic
transmission uid, or hydraulic uid from a particular vehicle system.
2. Operate the vehicle to reach normal operating temperature and park
the vehicle. Inspect the vehicle to identify the source of the leak. Refer
to the following list for possible points of transmission uid leaks and
their causes.

52

 Transmission mating surfaces:

Attaching bolts not correctly aligned
Improperly installed or damaged gasket
Mating surface(s) damaged
Housing leak:
Fill tube or plug seal damaged or missing
Fill tube bracket dislocated
Oil cooler connector ttings loose or damaged
Output shaft seals wornout or damaged
Pressure port plugs loose
Porous casting
Leak at converter end:
Converter seal damaged
Seal lip cutcheck converter hub for damage
Garter spring missing from seal
Converter leak in weld area or Oring seal
Porous casting
Fluid comes out of ll tube:
Overlledincorrect dipstick
Plugged vent
Water or coolant in uiduid appears milky
Incorrect electronic uid indication
Drainback holes plugged
3. Visually inspect the suspected area. Inspect all gasket mating surface
for leaks.
4. If the leak still cannot be identied, clean the suspected area with a
degreaser, steam, or spray solvent. Clean and dry the area. Operate
the vehicle for several miles at varying speeds. Inspect the vehicle
for leaks. If the leak source still cannot be identied, use the powder
method, and/or the black light and dye method as explained below.
2.10.2 Powder Method.
1. Clean the suspected area.
2. Apply an aerosoltype white powder to the suspected area.
3. Operate the vehicle under normal operating conditions.
53

4. Visually inspect the suspected area and trace the leak path over the
white powder.
2.10.3 Black Light and Dye Method. A dye and black light kit for nding
leaks is available. Refer to the manufacturers directions when using the kit.
Refer to the kit directions for the color of the uid/dye mix.
1. Pour the specied amount of dye into the transmission ll tube.
2. Operate the vehicle under normal operating conditions.
3. Direct the black light toward the area suspected of leaking. Dyed uid
will appear as a brightly colored path leading to the leak.
2.10.4 Repairing the Leak. Once the leak has been traced back to its source,
inspect the leaking part for the following conditions, and repair the leaking part.
Gaskets:
Fluid level/pressure is too high
Plugged vent or drainback holes
Improperly tightened fasteners or damaged threads
Warped anges or sealing surfaces
Scratches, burrs, or other damage to sealing surfaces
Damaged or wornout gasket
Cracked or porous casting
Improper sealant used, where applicable
Seals:
Fluid level/pressure is too high
Plugged vent or drainback hole
Damaged seal bore
Damaged or wornout seal
Improper seal installation
Cracks in component
Output shaft surface scratched, nicked, or damaged
Loose or wornout bearing causing excess seal wear
Sealing Flange:
Inspect the sealing ange for bends replace the sealing ange
if bent

54

2.11 BREATHER
2.11.1 Location and Purpose. The breather is located on top of the
transmission converter housing. The breather prevents air pressure buildup
within the transmission and its passage must be kept clean and open.
2.11.2 Maintenance. The amount of dust and dirt encountered will determine
the frequency of breather cleaning. Use care when cleaning the transmission.
CAUTION: DO NOT SPRAY STEAM, WATER, OR CLEANING
SOLUTION DIRECTLY AT THE BREATHER. Spraying steam,
water, or cleaning solution at the breather can force water or
cleaning solution into the transmission and contaminate the
transmission uid.
2.11.3 Replacement. Always use a correctly sized wrench to remove or
replace the breather. Using pliers or a pipe wrench can crush or damage the
breather stem and produce metal particles which could enter the transmission.
Tighten the breather to 1216 Nm (912 lb ft).
2.12 TROUBLESHOOTING
NOTE: For Diagnostic Trouble Codes (DTCs) troubleshooting,
connector repair procedures, and system wiring diagrams refer to
Troubleshooting Manual TS3989.
2.12.1 Before Starting. Identify the fault condition and its probable cause
before attempting to repair the transmission.
2.12.2 CHECK TRANS Light. Continued illumination of the CHECK TRANS
light during vehicle operation indicates the Transmission Control Module
(TCM) has signaled a DTC. At startup, the CHECK TRANS light briey
illuminates.
2.12.3 Entering Diagnostic Mode.
NOTE: The strip style pushbutton shift selector has no display or
diagnostic capabilities. Use the Allison DOC For PCService Tool to
display DTCs.

55

NOTE: An Oil Level Sensor (OLS) is standard with 4th generation

controls except on 3700SP and 4700/4800 retarder equipped
models.
NOTE: Prognostics information was optional beginning with MY09
transmissions. See SIL 11WT08 or an Operators Manual to verify
vehicle requirements should Prognostics information not display in
the selector.
1. Accessing Oil Level, Prognostics, and DTCs using a lever shift selector.
The DISPLAY MODE/DIAGNOSTIC (DMD) button provides access to
oil level, Prognostics and DTC information.
To access oil level, Prognostics, and DTCs:
Move the shift lever to N (Neutral) and apply the parking brake.
Press the DISPLAY MODE/DIAGNOSTIC (DMD) button once to
access oil level information (except on 3700SP and 4700/4800
retarder equipped models).
Press the DISPLAY MODE/DIAGNOSTIC (DMD) button again to
access the Oil Life Monitor (OM) (if Prognostics is available).
Press the DISPLAY MODE/DIAGNOSTIC (DMD) button again to
access the Filter Life Monitor (FM) (if Prognostics is available).
Press the DISPLAY MODE/DIAGNOSTIC (DMD) button again to
access the Transmission Health Monitor (TM) (if Prognostics is
available).
Press the DISPLAY MODE/DIAGNOSTIC (DMD) button again
to access the DTC information.
Press the MODE button to view subsequent code positions d2
through d5.
To exit DTC mode, move the shift lever to another position.
2. Accessing oil level, Prognostics, and DTCs using a keypad pushbutton
shift selector.
To access oil level, Prognostics, and DTCs, do the following:
Select N (Neutral) and apply the parking brake.
Simultaneously press the (Upshift) and (Downshift) arrows
once to access oil level information (except on 3700SP and
4700/4800 retarder equipped models).

56

 Simultaneously press the (Upshift) and (Downshift) arrows

again to access the Oil Life Monitor (OM) (if Prognostics is
available).
Simultaneously press the (Upshift) and (Downshift) arrows
again to access the Filter Life Monitor (FM) (if Prognostics is
available).
Simultaneously press the (Upshift) and (Downshift) arrows
again to access the Transmission Health Monitor (TM) (if
Prognostics is available).
Simultaneously press the (Upshift) and (Downshift) arrows
again to access the DTCs.
Press the MODE button to display the next DTC. Repeat for code
positions d2 through d5.
Press N (Neutral) to exit the diagnostic mode.
2.12.4 Diagnostic Trouble Codes (DTCs). DTCs can be displayed on the
display portion of the shift selector or Allison DOC For PCService Tool. A
DTC is either active or historic. An active DTC is any DTC that is current in the
TCM decision making process. Historic DTCs are DTCs retained in the TCM
memory and do not necessarily affect the TCM decision making process.
Active DTCs are indicated on the shift selector by the MODE indicator being
illuminated.
2.12.5 Displaying Diagnostic Trouble Codes (DTCs). The process for
displaying DTCs differs between the two shift selector styles:
Keypad pushbutton selectors: simultaneously press the (Upshift) and
(Downshift) arrows on the selector.
Lever selectors: press the DISPLAY MODE/DIAGNOSTIC (DMD)
button.
2.12.6 DTC Displays. Once the display mode has been initiated:
If the transmission is equipped with an OLS, the oil level is displayed
rst.
If Prognostics functions are enabled in the TCM controls calibration, the
Prognostics readouts are displayed next.
DTCs are then displayed. Each DTC consists of four sequential
elements, each being either one or two characters. The display for each
DTC repeats continuously until the next DTC (if present) is accessed
by pressing the MODE button. The following example illustrates the
display cycle for the newest DTC in memory (DTC P2534 is used for
illustration purposes):
57

NOTE: d1=newest DTC, d5=oldest DTC in memory

d1

Code list position

DTC type

25

Main DTC

34

Subcode

d1 P 25 34

DTC repeats until the next DTC (d2) is accessed by pressing

the MODE button

If the condition which generated the DTC is active, the LED on the selector
illuminates simultaneously with the display of the DTC. If the condition which
generated the DTC no longer exists, the LED is not illuminated and the DTC
is maintained only as a historical record of the prior condition.
The code list or queue position (d1) is the rst item displayed, followed by
the DTC. Each item is displayed for about one second. The display cycles
continuously until the next code list position is accessed by pressing the
MODE button. The following example shows how DTC C1312 is displayed on
the pushbutton and lever shift selectors.
LEDs on Shift Selectors
SELECT

MONITOR

To view the second, third, fourth, and fth positions (d2, d3, d4, and d5),
momentarily press the MODE button as explained above. Momentarily press
the MODE button after the fth position is displayed to restart the sequence
of code list positions. An active DTC is indicated by the illumination of the
LED when a code position is displayed while in the diagnostic display mode.
In normal operating mode, the LED illuminates to show a secondary mode
operation. Any code position which does not have a DTC logged displays
for the DTC. No DTCs are logged after an empty code position. Refer to
Table 210 for DTCs and descriptions.

58

Table 210. Diagnostic Trouble Codes (DTCs) and Descriptions

DTC

Description

CHECK TRANS
Light

Inhibited Operation
Description

C1312

Retarder Request
Sensor Failed Low

No

May inhibit retarder

operation if not using
J1939 datalink

C1313

Retarder Request
Sensor Failed High

No

May inhibit retarder

operation if not using
J1939 datalink

P0122

Pedal Position Sensor

Low Voltage

No

Use default throttle

values. Freezes shift
adapts.

P0123

Pedal Position Sensor

High Voltage

No

Use default throttle

values. Freezes shift
adapts.

P0218

Transmission Fluid Over

Temperature

No

Use hot mode shift

schedule. Holds
fourth range. TCC
is inhibited. Freezes
shift adapts.

P0562

System Voltage Low

No

Inhibit TCC
Operation, DNA

P0602

TCM Not Programmed

Yes

Lock in Neutral

P0610

TCM Vehicle Options

(TransID) Error

Yes

Use TID A calibration

P0613

TCM Processor

No

All solenoids off

P0614

Torque Control Data

Mismatch ECM/TCM

Yes

Allows operation
only in reverse and
second range

P0634

TCM Internal
Temperature Too High

Yes

SOL OFF (hydraulic

default)

P063E

Auto Conguration
Throttle Input Not
Present

Yes

Use default throttle

values

P063F

Auto Conguration
Engine Coolant Temp
Input Not Present

No

None

59

Table 210. Diagnostic Trouble Codes (DTCs) and Descriptions (contd)

DTC

Description

CHECK TRANS
Light

P0657

Actuator Supply Voltage

1 (HSD1) Open

Yes

SOL OFF, DNA,

Inhibit TCC
operation, Inhibit
main modulation

P0658

Actuator Supply Voltage

1 (HSD1) Low

Yes

DNS, SOL OFF

(hydraulic default)

P0659

Actuator Supply Voltage

1 (HSD1) High

Yes

DNS, SOL OFF

(hydraulic default)

P0702

Transmission Control
System Electrical
(TransID)

Yes

Uses TID A
calibration

P0703

Brake Switch Circuit

Malfunction

No

No neutral to drive
shifts for refuse
packer. TCM inhibits
retarder operation if
a TPS code is also
active.

P0708

Transmission Range
Sensor Circuit High Input

Yes

Ignore defective strip

selector inputs

P070C

Transmission Fluid Level

Sensor CircuitLow
Input

No

None

P070D

Transmission Fluid Level

Sensor CircuitHigh
Input

No

None

P0711

Transmission Fluid
Temperature Sensor
Circuit Performance

Yes

Use default sump

temp

P0712

Transmission Fluid
Temperature Sensor
Circuit Low Input

Yes

Use default sump

temp

P0713

Transmission Fluid
Temperature Sensor
Circuit High Input

Yes

Use default sump

temp

P0716

Turbine Speed Sensor

Circuit Performance

Yes

DNS, Lock in current

range

60

Inhibited Operation
Description

Table 210. Diagnostic Trouble Codes (DTCs) and Descriptions (contd)

DTC

Description

CHECK TRANS
Light

Inhibited Operation
Description

P0717

Turbine Speed Sensor

Circuit No Signal

Yes

DNS, Lock in current

range

P0719

Brake Switch ABS Input

Low

No

TCM assumes ABS

is off

P071A

RELS Input Failed On

Yes

Inhibit RELS
operation

P071D

General Purpose Input

Fault

Yes

None

P0721

Output Speed Sensor

Circuit Performance

Yes

DNS, Lock in current

range

P0722

Output Speed Sensor

Circuit No Signal

Yes

DNS, Lock in current

range

P0726

Engine Speed Sensor

Circuit Performance

No

Default to turbine
speed

P0727

Engine Speed Sensor

Circuit No Signal

No

Default to turbine
speed

P0729

Incorrect 6th Gear Ratio

Yes

DNS, Attempt 5th,

then 3rd

P0731

Incorrect 1st Gear Ratio

Yes

DNS, Attempt 2nd,

then 5th

P0732

Incorrect 2nd Gear Ratio

Yes

DNS, Attempt 3rd,

then 5th

P0733

Incorrect 3rd Gear Ratio

Yes

DNS, Attempt 4th,

then 6th

P0734

Incorrect 4th Gear Ratio

Yes

DNS, Attempt 5th,

then 3rd

P0735

Incorrect 5th Gear Ratio

Yes

DNS, Attempt 6th,

then 3rd, then 2nd

P0736

Incorrect Reverse Gear

Ratio

Yes

DNS, Lock in Neutral

P0741

Torque Converter Clutch

System Stuck Off

Yes

None

61

Table 210. Diagnostic Trouble Codes (DTCs) and Descriptions (contd)

DTC

Description

CHECK TRANS
Light

Inhibited Operation
Description

P0752

Shift Solenoid 1 (SS1)

Valve Performance
Stuck On

Yes

DNS

P0776

Pressure Control
Solenoid 2 Stuck Off

Yes

DNS, RPR

P0777

Pressure Control
Solenoid 2 Stuck On

Yes

DNS, RPR

P077F

Incorrect 2nd Gear Ratio

2nd Reverse

Yes

Command N allow
shifts 2 through 6, N,
R

P0796

Pressure Control
Solenoid 3 Stuck Off

Yes

DNS, RPR

P0797

Pressure Control
Solenoid 3 Stuck On

Yes

DNS, RPR

P0842

Transmission Pressure
Switch 1 Circuit Low

Yes

DNS, Lock in current

range

P0843

Transmission Pressure
Switch 1 Circuit High

Yes

DNS, Lock in current

range

P0847

Pressure Switch 2 (PS2)

Circuit Low

Yes

None

P0848

Pressure Switch 2 (PS2)

Circuit High

Yes

None

P0880

TCM Power Input Signal

No

None

P0881

TCM Power Input Signal

Performance

No

None

P0882

TCM Power Input Signal

Low

Yes

DNS, SOL OFF

(hydraulic default)

P0883

TCM Power Input Signal

High

No

None

P088A

Transmission Fluid Filter

Deteriorated

No

None

P088B

Transmission Fluid
Filter Very Deteriorated
(Expired)

No

None

62

Table 210. Diagnostic Trouble Codes (DTCs) and Descriptions (contd)

DTC

Description

CHECK TRANS
Light

Inhibited Operation
Description

P0894

Transmission
Component Slipping

Yes

DNS, Lock in rst

P0897

Transmission Fluid
Deteriorated

No

None

P0960

Pressure Control
Solenoid Main Mod
Control Circuit Open

Yes

None

P0962

Pressure Control
Solenoid Main Mod
Control Circuit Low

Yes

DNS, SOL OFF

(hydraulic default)

P0963

Pressure Control
Solenoid Main Mod
Control Circuit High

Yes

None

P0964

Pressure Control
Solenoid 2 (PCS2)
Control Circuit Open

Yes

DNS, SOL OFF

(hydraulic default)

P0966

Pressure Control
Solenoid 2 (PCS2)
Control Circuit Low

Yes

DNS, SOL OFF

(hydraulic default)

P0967

Pressure Control
Solenoid 2 (PCS2)
Control Circuit High

Yes

DNS, SOL OFF

(hydraulic default)

P0968

Pressure Control
Solenoid 3 (PCS3)
Control Circuit Open

Yes

DNS, SOL OFF

(hydraulic default)

P0970

Pressure Control
Solenoid 3 (PCS3)
Control Circuit Low

Yes

DNS, SOL OFF

(hydraulic default)

P0971

Pressure Control
Solenoid 3 (PCS3)
Control Circuit High

Yes

DNS, SOL OFF

(hydraulic default)

P0973

Shift Solenoid 1 (SS1)

Control Circuit Low

Yes

DNS, SOL OFF

(hydraulic default)

P0974

Shift Solenoid 1 (SS1)

Control Circuit High

Yes

DNS, SOL OFF

(hydraulic default)

63

Table 210. Diagnostic Trouble Codes (DTCs) and Descriptions (contd)

DTC

Description

CHECK TRANS
Light

Inhibited Operation
Description

P0975

Shift Solenoid 2 (SS2)

Control Circuit Open

Yes

7speed: Allow 2
through 6, N, R

P0976

Shift Solenoid 2 (SS2)

Control Circuit Low

Yes

7speed: Allow 2
through 6, N, R.
Inhibit TCM operation

P0977

Shift Solenoid 2 (SS2)

Control Circuit High

Yes

7speed: Allow 2
through 6, N, R

P0989

Retarder Pressure
Sensor Failed Low

No

None

P0990

Retarder Pressure
Sensor Failed High

No

None

P1739

Incorrect Low Gear Ratio

Yes

Command 2nd and

allow shifts 2 through
6, N, R

P1891

Throttle Position Sensor

PWM Signal Low Input

No

Use default throttle

values

P1892

Throttle Position Sensor

PWM Signal High Input

No

Use default throttle

values

P2184

Engine Coolant
Temperature Sensor
Circuit Low Input

No

Use default engine

coolant values

P2185

Engine Coolant
Temperature Sensor
Circuit High Input

No

Use default engine

coolant values

P2637

Torque Management
Feedback Signal (SEM)

Yes

Inhibit SEM

P2641

Torque Management
Feedback Signal (LRTP)

Yes

Inhibit LRTP

P2669

Actuator Supply Voltage

2 (HSD2) Open

Yes

SOL OFF, Inhibit

TCC operation,
Inhibit main
modulation, DNA

P2670

Actuator Supply Voltage

2 (HSD2) Low

Yes

DNS, SOL OFF

(hydraulic default)

64

Table 210. Diagnostic Trouble Codes (DTCs) and Descriptions (contd)

DTC

Description

CHECK TRANS
Light

P2671

Actuator Supply Voltage

2 (HSD2) High

Yes

DNS, SOL OFF

(hydraulic default)

P2684

Actuator Supply Voltage

3 (HSD3) Open

Yes

SOL OFF, Inhibit

TCC operation,
Inhibit main
modulation, DNA

P2685

Actuator Supply Voltage

3 (HSD3) Low

Yes

DNS, SOL OFF

(hydraulic default)

P2686

Actuator Supply Voltage

3 (HSD3) High

Yes

DNS, SOL OFF

(hydraulic default)

P2714

Pressure Control
Solenoid 4 (PCS4)
Stuck Off

Yes

DNS, RPR

P2715

Pressure Control
Solenoid 4 (PCS4)
Stuck On

Yes

DNS, SOL OFF

(hydraulic default)

P2718

Pressure Control
Solenoid 4 (PCS4)
Control Circuit Open

Yes

DNS, SOL OFF

(hydraulic default)

P2720

Pressure Control
Solenoid 4 (PCS4)
Control Circuit Low

Yes

DNS, SOL OFF

(hydraulic default)

P2721

Pressure Control
Solenoid 4 (PCS4)
Control Circuit High

Yes

DNS, SOL OFF

(hydraulic default)

P2723

Pressure Control
Solenoid 1 (PCS1)
Stuck Off

Yes

DNS, RPR

P2724

Pressure Control
Solenoid 1 (PCS1)
Stuck On

Yes

DNS, RPR

P2727

Pressure Control
Solenoid 1 (PCS1)
Control Circuit Open

Yes

DNS, SOL OFF

(hydraulic default)

65

Inhibited Operation
Description

Table 210. Diagnostic Trouble Codes (DTCs) and Descriptions (contd)

DTC

Description

CHECK TRANS
Light

Inhibited Operation
Description

P2729

Pressure Control
Solenoid 1 (PCS1)
Control Circuit Low

Yes

DNS, SOL OFF

(hydraulic default)

P2730

Pressure Control
Solenoid 1 (PCS1)
Control Circuit High

Yes

DNS, SOL OFF

(hydraulic default)

P2736

Pressure Control
Solenoid 5 (PCS5)
Control Circuit Open

Yes

Inhibit retarder
operation

P2738

Pressure Control
Solenoid 5 (PCS5)
Control Circuit Low

Yes

Allow 2 through 6,
N, R. Inhibit retarder
and TCM operation

P2739

Pressure Control
Solenoid 5 (PCS5)
Control Circuit High

Yes

Inhibit retarder
operation

P2740

Retarder Oil
Temperature Hot

No

None

P2742

Retarder Oil
Temperature Sensor
CircuitLow Input

No

Use default retarder

temp values

P2743

Retarder Oil
Temperature Sensor
CircuitHigh Input

No

Use default retarder

temp values

P2761

TCC PCS Control Circuit

Open

Yes

Inhibit TCM operation

P2763

TCM PCS Control Circuit

High

Yes

Inhibit TCM operation

P2764

TCM PCS Control Circuit

Low

Yes

7speed: allow 2
through 6, N, R.
Inhibit TCM operation

P2789

Clutch Adaptive
Learning At Limit

Yes

None

P278A

Kickdown Input Failed

ON

No

Inhibit kickdown
operation

P2793

Gear Shift Direction

Circuit

Yes

Ignores PWM input

from shift selector

66

Table 210. Diagnostic Trouble Codes (DTCs) and Descriptions (contd)

DTC

Description

CHECK TRANS
Light

Inhibited Operation
Description

P2808

Pressure Control
Solenoid 6 (PCS6)
Stuck Off

Yes

DNS, RPR

P2809

Pressure Control
Solenoid 6 (PCS6)
Stuck On

Yes

DNS, RPR

P2812

Pressure Control
Solenoid 6 (PCS6)
Control Circuit Open

Yes

DNS, SOL OFF

(hydraulic default)

P2814

Pressure Control
Solenoid 6 (PCS6)
Control Circuit Low

Yes

DNS, SOL OFF

(hydraulic default)

P2815

Pressure Control
Solenoid 6 (PCS6)
Control Circuit High

Yes

DNS, SOL OFF

(hydraulic default)

U0001

Hi Speed CAN Bus

Reset Counter Overrun
(IESCAN)

No

Use default values,

inhibit SEM

U0010

CAN BUS Reset Counter

Overrun

No

Use default values,

inhibit SEM

U0100

Lost Communications
with ECM/PCM (J1587)

Yes

Use default values

U0103

Lost Communication
With Gear Shift Module
(Shift Selector) 1

Yes

Maintain range
selected, observe
gear shift direction
circuit

U0115

Lost Communication
With ECM

Yes

Use default values

U0291

Lost Communication
With Gear Shift Module
(Shift Selector) 2

Yes

Maintain range
selected, observe
gear shift direction
circuit

U0304

Incompatible Gear Shift

Module 1 (Shift Selector)
ID

Yes

Ignore shift selector

inputs

67

Table 210. Diagnostic Trouble Codes (DTCs) and Descriptions (contd)

DTC

Description

CHECK TRANS
Light

Inhibited Operation
Description

U0333

Incompatible Gear Shift

Module 2 (Shift Selector)
ID

Yes

Ignore shift selector

inputs

U0400

Invalid J1939
Communications

Yes

None

U0404

Invalid Data Received

From Gear Shift Module
(Shift Selector) 1

Yes

Maintain range
selected, observe
gear shift direction
circuit

U0442

Invalid Data Received

from ECM/PCM B
(CAN1/J1939)

No

None

U0592

Invalid Data Received

From Gear Shift Module
(Shift Selector) 2

Yes

Maintain range
selected, observe
gear shift direction
circuit

2.12.7 Exiting Diagnostic Mode. Use any of the following methods to exit
the diagnostic display mode:
1. With pushbutton shift selectors, simultaneously press the (Upshift)
and (Downshift) arrows or press any range button, D (Drive), N
(Neutral), or R (Reverse). If the shift is not inhibited by an active DTC,
the TCM commands the transmission to shift to the selected range.
2. With lever shift selectors, momentarily press the MODE button or
move the shift selector to any shift position other than the one selected
when diagnostic display mode was activated. If the shift is inhibited
due to a service condition, the TCM continues to command the current
transmission range attained. Return the lever to its previous position.
3. Wait until timeout (approximately 2 minutes). The systems automatically
return to the normal operating mode.
4. Turn off the vehicle engine with the ignition switch, which turns power
off to the TCM.

68

2.13 TRANSMISSION STALL TEST

2.13.1 Purpose. Stall testing is performed to determine if a vehicle
performance complaint is due to an engine or transmission malfunction. Stall
testing is a troubleshooting procedure onlynever perform a stall test as a
general check or during routine maintenance.
Transmission stall speed is the maximum engine rpm attainable when the
engine is at full throttle and the torque converter turbine is not moving, or
stalled. After a transmission stall test, compare the actual full throttle engine
speed at torque converter turbine stall with specications established by the
vehicle manufacturer.
NOTE: Engine speed data can be obtained from the engine
manufacturer or from the equipment dealer or distributor. Some
engine manufacturers provide a programmable parameter to limit
engine speed when the transmission output speed is 0 rpm, such as
at a stop. This parameter should be set to a higher value than the
expected transmission stall speed before performing the stall test.
2.13.2 Stall Testing Preparation. If a transmission stall test is to be
performed, make sure the following preparations have been made before
conducting the transmission stall test:
1. The manufacturer concurs with performing a fullthrottle transmission
stall test.
2. The engine programmable parameter for 0 rpm transmission output
speed is set higher than the value expected at transmission stall speed.
3. The vehicle is in an area in which a transmission stall test can be safely
performed.
4. Make sure the fuel control linkage goes to full throttle and does not
stick when released.
5. Make sure the engine air induction system and exhaust system have
no restrictions.
6. Perform a cold check of the transmission uid level and adjust as
necessary.
7. Connect Allison DOC For PCService Tool to the vehicle diagnostic
data connector.
8. Install a temperature gauge with the probe in the transmission
converterout (to cooler) line. Allison DOC For PCService Tool
displays sump temperature only.

69

9. Install wheel chocks.

10. A driver is in the drivers position.
11. The vehicles brakes are fully locked.
WARNING: To help avoid personal injury, such as burns, from hot
transmission uid and/or to help avoid equipment damage, do not
stall the torque converter for more than ten seconds maximum
and monitor transmission uid temperature. Immediately return
the engine to idle if converter out (to cooler) temperature exceeds
150C (300F). Operating the transmission at high engine power
at transmission stall or near stall conditions causes a rapid rise in
the transmission uid temperature. The uid in the transmission
torque converter is absorbing all of the engine power and the vehicle
cooling system cannot dissipate the excessive heat load. Extended
operation under high heat load conditions causes transmission and
cooling system damage, and can possibly fail hydraulic lines causing
leaking high temperature uid.
WARNING: To help avoid personal injury and equipment damage
while conducting a transmission stall test, the vehicle must be
positively prevented from moving. Apply the parking brake, the
service brake, and chock the wheels securely. Warn personnel to
keep clear of the vehicle and its travel path.
2.13.3 Performing a Transmission Stall Test.
1. Start the engine. While in neutral let the transmission warm to normal
operating temperature:
Sump temperature 7193C (160200F)
Converter out temperature 82104C (180220F)
2. Perform a hot check of the transmission uid level and adjust as
necessary.
3. Turn all engine accessories OFF.
4. To place Allison DOC For PCService Tool in clutch test mode, select
D (Drive) on the shift selector, then select 4 (Fourth Range) on the
Range Panel.

70

NOTE: Do not use the shift selector to try and attain 4 (Fourth
Range). Using 4 (Fourth Range) from the shift selector reduces the
torque imposed on the transmission driveline. Do not perform a
transmission stall test in R (Reverse). Make sure you select 4 (Fourth
Range) from the Range Panel displayed on the computer screen
during the clutch test mode.
CAUTION: To help avoid transmission or driveline damage, full
throttle stall tests must not be performed in R (Reverse) range, all
models, or low ranges, 7speed models.
5. Notify personnel in the area to keep clear of the vehicle.
6. Slowly increase engine rpm until engine speed stabilizes.
7. Record engine speed.
CAUTION: The transmission stall test procedure causes a rapid rise
in transmission uid temperature that can damage the transmission.
Never maintain a stall condition once engine speed stabilizes or
converter out (to cooler) temperature exceeds 150C (300F). During
a stall condition, converter out temperature rises much faster than the
internal (sump) temperature. Never use sump uid temperature to
determine the length of the stall condition. If the stall test is repeated,
do not let the engine overheat.
8. Record converter out (to cooler) temperature.
9. Reduce the engine speed to idle and shift the transmission to N
(Neutral).
10. Raise engine speed to 12001500 rpm for 2 minutes to cool
transmission uid.
11. At the end of two minutes, record converter out (to cooler) temperature.
12. Proceed to 2.13.7 Neutral CoolDown Check Procedure.
2.13.4 Driving Transmission Stall Test.
NOTE: If the vehicle is equipped with a smoke controlled or an
emission controlled engine or engine control programming inhibiting
engine acceleration, the following stall test procedure can be used.

71

WARNING: To help avoid personal injury and/or equipment damage,

a driving transmission stall test MUST BE PERFORMED by a trained
driver and a qualied technician.
2.13.5 Driving Transmission Stall Test Preparation. If a driving
transmission stall test is to be performed, make sure the following preparations
have been made before conducting the test.
1. The manufacturer concurs with performing a fullthrottle transmission
stall test.
2. The engine programmable parameter for 0 rpm transmission output
speed is set higher than the value expected at transmission stall speed.
3. The vehicle is in an area in which the transmission stall test can be
safely performed.
4. Make sure the fuel control linkage goes to full throttle and does not
stick when released.
5. Inspect the engine air induction system and exhaust system to make
sure there are no restrictions.
6. Perform a cold check of the transmission uid level and adjust as
necessary.
7. Connect Allison DOC For PCService Tool to the vehicle diagnostic
data connector.
8. Install an accurate tachometer (do not rely on the vehicle tachometer).
9. Install a temperature gauge with the probe in the transmission
converterout (to cooler) hose. Allison DOC For PCService Tool
displays sump temperature only.
2.13.6 Performing A Driving Transmission Stall Test.
CAUTION: The transmission stall test procedure causes a rapid rise
in transmission uid temperature that can damage the transmission.
Never maintain a stall condition once engine speed stabilizes or
converter out (to cooler) temperature exceeds 150C (300F). During
a stall condition, converter out temperature rises much faster than the
internal (sump) temperature. Never use sump uid temperature to
determine the length of the stall condition. If the stall test is repeated,
do not let the engine overheat.
1. Start the engine. While in neutral let the transmission warm to normal
operating temperature:
72

 Sump temperature 7193C (160200F)

Converter out temperature 82104C (180220F)
2. Perform a hot check of the transmission uid level and adjust as
necessary.
3. Turn all engine accessories OFF.
4. While located in an isolated area, begin the driving transmission stall
test.
5. Select a hold range that will limit road speed (usually 2nd range or 3rd
range). Never perform a driving stall test in R (Reverse) or Low range
(7speed models).
6. Operate the engine at 100 percent full throttle, maximum governed
speed.
7. With the engine at maximum governed speed, begin gradually applying
the vehicle service breaks while maintaining 100 percent full throttle.
When the vehicle comes to a complete stop, record engine speed.
8. Record converter out (to cooler) temperature.
9. Reduce the engine speed to idle and shift the transmission to neutral.
10. Raise engine speed to 12001500 rpm for 2 minutes to cool
transmission uid.
11. At the end of two minutes, record converter out (to cooler) temperature.
12. Proceed to 2.13.7 Neutral CoolDown Check Procedure.
2.13.7 Neutral CoolDown Check Procedure.
1. At the end of two minutes the converter out (to cooler) uid temperature
should return to within normal operating temperature range.
2. If the transmission uid does not cool within two minutes, the
cause could be a stuck torque converter stator or an issue with the
transmission cooler, lines or ttings.
2.13.8 Transmission Stall Test Results.
NOTE: Environmental conditions, such as ambient temperature,
altitude, engine accessory loss variations, etc., affect the power input
to the converter. Due to such conditions, stall speed can vary from
specication by 150 rpm and still be accepted as within published
stall speed.
If engine speed with the transmission stalled is more than 150 rpm
below the stall speed specication an engine issue is indicated.
73

 If engine stall speed is more than 150 rpm above specication, a

transmission issue is indicated.
Conditions that can exist to cause stall speed to 150 rpm above
specication could be:
Transmission uid cavitation or aeration. Verify proper uid level
using the oil level sensor, if equipped or dipstick.
Slipping clutch.
Torque converter malfunction.
Sticking or damaged torque converter valve.
A low stall speed (at least 33 percent lower than published stall speed)
could indicate an engine issue or a freewheeling stator in the torque
converter.
2.14 CHECKING CLUTCH PRESSURES
Measuring individual clutch pressures helps determine if a transmission
malfunction is due to a mechanical or an electrical problem. Properly making
these pressure measurements requires transmission and vehicle (or test
stand) preparation, recording of data, and comparing recorded data against
specications provided. These instructions are for all 3000 and 4000 Product
Family transmissions.
NOTE: Determine if there are Diagnostic Trouble Codes (DTCs) set
which are related to the transmission difculty you are evaluating.
Proceed to make mechanical preparations for measuring clutch
pressures after DTCs have rst been evaluated.
2.14.1 Transmission and Vehicle Preparation.
1. Remove the plugs from the pressure tap locations where the
measurement is desired. Refer to Figure 25 for 3000 Product
Family Transmissions, and Figure 26 or Figure 27 for 4000 Family
Transmissions.
CAUTION: Be sure the hydraulic ttings have the same thread as the
plugs removed (71620 UNF2A). Fittings must be straight thread,
Oring style. Failure to do this results in damage to the control valve
module.
2. Install hydraulic ttings suitable for attaching pressure gauges or
transducers.

74

3. Connect pressure gauges or transducers. J26417A Pressure Gage

Set is available for this purpose. Refer to Figure 28, Figure 29,
Figure 210, Figure 211 for 3000 Product Family Transmissions, and
Figure 212, Figure 213 for 4000 Product Family Transmissions for
clutch pressure check points.
4. Using the Allison DOC For PCService Tool, monitor engine speed.
5. Using the Allison DOC For PCService Tool, measure transmission
sump uid temperature.
6. Make sure the transmission has enough uid for cold operation until an
operating temperature uid level can be set.
7. Bring the transmission to normal operating temperature of
7193C (160199F). Inspect for uid leaks in the added pressure
gauge/transducer lines. Repair leaks as needed. Make sure that uid
level is correct.

75

Figure 25. Clutch Pressure Check Points (3000 Product Family)

76

Figure 26. Clutch Pressure Check Points (Except 4700 and 4800 Models)

Figure 27. Clutch Pressure Check Points (4700 and 4800 Models)

77

2.14.2 Recording Data.

1. The Allison DOC For PCService Tool allows checking of individual
range clutch pressures with the vehicle stationary. Clutch Test
instructions are located in the Action Request section of the Allison
DOC For PCService Tool User Guide, GN3433EN. Follow instructions
to check clutch pressures in individual ranges.
NOTE: Measure lockup clutch pressure by driving the vehicle in a
range where lockup can be obtained. Record the pressure values
at the engine speed and sump uid temperature values shown in
Figure 28, Figure 29, Figure 210, Figure 211 for 3000 Product
Family Transmissions, and Figure 212, Figure 213 for 4000
Product Family Transmissions. The lockup clutch is functioning
correctly when engine speed and turbine speed values are equal as
recorded from the Allison DOC For PCService Tool.
2. Operate the transmission at the conditions shown in Figure 28,
Figure 29, Figure 210, Figure 211 for 3000 Product Family
Transmissions, and Figure 212, Figure 213 for 4000 Product
Family Transmissions. Record engine speed, transmission sump uid
temperature, main mod solenoid state on or off, main hydraulic pressure,
and clutch pressures in the ranges where a problem is suspected.
2.14.3 Comparing Recorded Data to Specications.
1. Be sure the engine speed and transmission sump uid temperatures
are within the values specied in Figure 28, Figure 29, Figure 210,
Figure 211 for 3000 Product Family Transmissions, and Figure 212,
Figure 213 for 4000 Product family Transmissions.
2. Compare the main pressure and clutch pressure data recorded in
2.14.2 Recording Data, with the specications in Figure 28, Figure 29,
Figure 210, Figure 211 for 3000 Product Family Transmissions, and
Figure 212, Figure 213 for 4000 Product Family Transmissions.
3. If clutch pressures are within specications, return the transmission
and vehicle to their original conguration and proceed with electrical
troubleshooting.
4. If clutch pressures are not within specication, take corrective action
to replace the internal parts of the transmission necessary to correct
the problem.

78

NOTE: Use Allison DOC For PCService Tool to monitor the

main mod solenoid state while taking main pressure and clutch
pressure readings. The pressure specications listed in Figure 28,
Figure 29, Figure 210, Figure 211 for 3000 Product Family
Transmissions, and Figure 212, Figure 213 for 4000 Product
Family Transmissions, and the actual main pressure and clutch
pressures on the gauges, are dependent on current test conditions
which include range attained, input speed, uid temperature and if
the main mod solenoid is on or off. Regarding main mod solenoid
state, main mod solenoid off increases pressures above the main
mod solenoid on pressures. Refer to Figure 28, Figure 29,
Figure 210, Figure 211 for 3000 Product Family Transmissions,
and Figure 212, Figure 213 for 4000 Product Family Transmissions
for specications.
5. Measure pressure values after the transmission has been repaired.
6. Return the transmission to its original conguration. Remove
instrumentation and install any components removed for pressure
testing. Pressure tap plugs should be reinstalled and tightened to 1013
Nm (710 lb ft.).

79

Figure 28. 3000 Product Family Transmissions Idle Check

(Input Speed 600 20 rpm)

80

Figure 29. 3000 Product Family Transmissions Flow and

Pressure Check (Input Speed 2100 20 rpm)

81

Figure 210. 3070 PT Product Family Transmissions Idle

Check (Input Speed 600 20 rpm)

82

Figure 211. 3070 PT Product Family Transmissions Flow and

Pressure Check (Input Speed 2100 20 rpm)

83

Figure 212. 4000 Product Family Transmissions Idle Check

(Input Speed at 600 20 rpm)

84

Figure 213. 4000 Product Family Transmissions Flow and

Pressure Check (Input Speed 1800 20 rpm)

85

REMOVING
TRANSMISSION

Section 3

3.1 DRAINING TRANSMISSION

Drain the transmission uid before removing the transmission from the vehicle.
1. Remove the drain plug from the oil pan. Examine the drained uid
for evidence of contamination (refer to 2.8 TRANSMISSION FLUID
CONTAMINATION, 2.8.1 Fluid Examination). Reinstall the drain plug.
2. Remove the transmission ll tube if it interferes with transmission
removal. Plug the ll tube hole in the main housing to keep dirt from
entering the transmission.
NOTE: A signicant amount of uid may drain from the hydraulic
lines when they are disconnected from the transmission.
3. Disconnect all hydraulic lines from the transmission. Remove the lines
from the vehicle if they interfere with transmission removal. Plug all
openings to keep dirt from entering the hydraulic system.
4. If an integral cooler is used, drain coolant from cooler and disconnect
coolant hoses. Remove the hoses from the vehicle if they interfere with
transmission removal. Plug all openings to keep dirt from entering the
cooling system.
3.2 DISCONNECTING CONTROLS
1. Disconnect or completely remove controls. If controls are not removed
from the transmission, position them so that they do not interfere with
transmission removal.
2. Disconnect the external wiring harness at the feedthrough harness
connector. Loosen the bolt that retains the 20way feedthrough
connector to the transmission. Refer to Figure 31 or Figure 32.
Prevent dirt or moisture from entering a disconnected connector.
Position the wiring harness so it does not interfere with transmission
removal.
a. For 3000 Product Family transmissions, disconnect the input
(engine) and output speed sensors (refer to Figure 31).
86

b. For 4000 Product Family transmissions, disconnect the input

(engine), turbine, and output speed sensors (refer to Figure 32).
NOTE: There may be residual transmission uid in the
retarderaccumulator hydraulic line.

Figure 31. 3000 Product Family Disconnect Locations

87

Figure 32. 4000 Product Family Disconnect Locations

3. If a retarder is used, disconnect the retarder accumulator hydraulic
line from the retarder.
a. Disconnect the wiring harness from the retarder temperature
thermistor, the output speed sensor, and the retarder valve body
connector. If used, disconnect the tachograph cable from the port
on the rear of the retarder housing.
4. If PTO(s) equipped, disconnect the PTO(s) wiring harness.
3.3 UNCOUPLING FROM DRIVELINE, ENGINE, AND VEHICLE
1. Disconnect the vehicle drive shaft from the transmission output ange
or yoke. Position the disconnected shaft to avoid interference when
removing the transmission.

88

2. If PTO equipped, disconnect PTO connections such as:

a. PTO hydraulic hoses
b. PTOpowered equipment drive shaft
3. If transmission mountings support the rear of the engine, place a jack or
other support under the engine.
4. Securely support the transmission with a hoist, jack, or other suitable
removal equipment.
5. Remove all bolts, nuts, washers, spacers, and supports that attach the
transmission to the vehicle and the engine.
3.4 REMOVING THE TRANSMISSION
1. Move the transmission away from the engine, approximately 110 mm
(4.35 inches), until it is completely clear of the engine. If used, remove
the adapter ring and/or gasket.
2. Raise or lower the transmission as necessary to remove it from the
vehicle.
3.5 REMOVING OUTPUT FLANGE OR YOKE
If replacing the transmission, you may need to transfer the output ange or
yoke to the replacement transmission. Remove the output ange or yoke by
removing M14 x 2.0 x 70 mm bolt, retainer plug, and Oring.

89

TRANSMISSION
PREPARATION

Section 4

4.1 CHECKING INPUT COMPONENTS

4.1.1 Bolt Holes. Check all bolt holes on the front of the transmission and
rear of the engine that are used in connecting the transmission to the engine.
The threads must be undamaged and the holes free of chips or foreign
material.
4.1.2 Pilot Boss. Check the pilot boss (at the center of the ywheel) for
damage or raised metal that prevents free entry into the crankshaft hub (or
adapter).
4.1.3 Starter Ring Gear. Check the starter ring gear for excessive wear
or damage.
4.1.4 Transmission Mounting Flange. Check the transmission mounting
ange for raised metal, dirt, or if used, pieces of gasket material.
4.1.5 TransmissiontoEngine Mounting. Inspect the transmissionto
engine mounting ange for raised metal, burrs, or pieces of gasket material (if
used). Remove any of these defects. Inspect the threaded holes for damaged
threads.
4.2 INSTALLING OUTPUT FLANGE OR YOKE
4.2.1 Output Oil Seal. Check the output oil seal for leaks or damage.
Refer to the latest edition of the approved Service Manual for replacement
instructions. If not replacing the oil seal, lubricate it with hightemperature
grease or transmission uid.
CAUTION: DO NOT attempt to polish the oil seal contact surface on
the ange or yoke. Scratches or machinetype lead can cause the
seal to leak.

90

4.2.2 Check Flange or Yoke. Check each ange or yoke for damage or wear.
The oil seal contact surface must be smooth and regular to prevent oil leaking
past the seal. Rotate the ange or yoke after installation to check for binding.
4.2.3 Install Output Flange or Yoke.
1. Install ange or yoke onto output shaft. Install the large Oring on the
retainer plug. Install the bolt into the bolt hole in the plug. Install a small
Oring over the threads of the bolt so that the Oring seats against the
retainer plug. Install retainer plug and bolts into the ange or yoke.
2. Tighten bolt to 7080 Nm (5259 lb ft).
4.3 INSTALLING POWER TAKEOFF (PTO)
Access to the PTO mounting pads and the space available to maneuver the
transmission determine whether the PTO should be installed before or after
the transmission is installed.
CAUTION: DO NOT use cork or other soft gaskets to install the PTO.
Use only the shims/gaskets listed in the appropriate parts catalogs.

NOTE: DO NOT use sealing compoundsthey are usually

incompatible with automatic transmission uid.
4.3.1 Install Guide Pins. Guide pins are included in the PTO manufacturers
installation kit.
Determine the required position of the guide pins in relation to the mounted
position of the PTO. The guide pins must align with the two blind holes in the
PTO pad. Install two headless guide pins into the converter housing PTO
pad. Tighten the pins.
4.3.2 Install Gasket. Install the special gasket over the guide pinsribbed
surface away from the transmission.
4.3.3 Mount the PTO. Mount the PTO on the guide pins, meshing the PTO
driven gear with the transmission PTO drive gear. Retain the PTO by installing
a bolt in the top bolt hole. Install the remaining bolts. Tighten all bolts to 5161
Nm (3845 lb ft).

91

4.4 INSTALLING FILL TUBE AND SEAL

4.4.1 Location.
3000 Product Familyll tube may be mounted on either the right or
left side. The unused ll tube provision must have a plug to ll the tube
opening.
4000 Product Familyll tube is on the right side.
CAUTION: Install the ll tube bracket with the correct length bolt. A
bolt that is too long may cause cracks and leaks in the main housing.
Refer to the appropriate parts catalog for the correct bolt.
4.4.2 Installation. Install the ll tube seal into the main housing. Insert the ll
tube through the seal. Align the tube bracket with its bolt location. Install the
ll tube bolt and tighten to 2429 Nm (1821 lb ft).
On 3000 Product Family Transmissions, the unused hole is blocked
using a ll tube seal and a new plug. Install the ll tube seal into the
unused ll tube hole. Install the new plug so that the underside of the
plug head contacts the ll tube seal.
4.5 CHECKING PLUGS AND OPENINGS
Carefully check all sides and the bottom of the transmission for loose or
missing plugs.
4.5.1 Pressure Plugs. Check that 0.437520 UNF2A pressure plugs are
tightened to 1013 Nm (710 lb ft).
4.5.2 Fluid Drain Plug. Check that the drain plug is tightened to 2532 Nm
(1824 lb ft).
4.5.3 Cleanliness. Check the openings into which the cooler lines connect
for deformities or obstructions. Check the transmission electrical connectors
for cleanliness. Clean electrical connectors with LPS cleaner only (refer
to SIL 17TR94).

92

PREPARING
VEHICLE FOR
TRANSMISSION
INSTALLATION

Section 5

5.1 ENGINE, TRANSMISSION ADAPTATION REQUIREMENTS

You must make sure a new transmission installation can be adapted to the
vehicles engine. Use the measurements described in this section to make
sure correct transmissiontoengine adaptation. Refer to Figure 51 or
Figure 52 and/or AS67020. Typical arrangement of adaptation components
is shown in Figure 53.
5.1.1 Flywheel Housing Pilot Bore Diameter. The ywheel housing pilot
bore diameter must measure.
3000 Product Family447.68447.81 mm (17.62517.630 inches)
4000 Product Family511.18511.30 mm (20.12520.130 inches)
5.1.2 Flywheel Housing Bore Runout. Flywheel housing bore runout
cannot exceed 0.51 mm (0.020 inch) TIR.
5.1.3 Flywheel Housing Face Squareness. The ywheel housing face
cannot be outofsquare more than 0.51 mm (0.020 inch) TIR.
5.1.4 Crankshaft Hub Pilot or Adapter Diameter. The crankshaft hub
pilot or hub adapter pilot diameter must measure between 50.9450.99 mm
(2.0062.008 inch).
5.1.5 Crankshaft Hub Pilot or Adapter Squareness. The crankshaft hub or
hub adapter cannot be outofsquare more than 0.13 mm (0.005 inch) TIR.

93

Figure 51. 3000 Product Family Engine Adaptation

94

Figure 52. 4000 Product Family Engine Adaptation

95

Figure 53. Arrangement of Adaptation Components

5.1.6 Crankshaft Hub Pilot or Adapter Concentricity. The crankshaft hub
pilot or the hub adapter pilot concentricity cannot exceed 0.13 mm (0.005
inch) TIR.
5.1.7 Flexplate Bolt Hole Flatness. Flexplate atness in the area of the
bolt holes is not a measurement required for the 3000 and 4000 Product
Family transmissions.
5.1.8 Torque Converter Axial Location. Using a depth gauge, measure
from the face of the torque converter housing to the torque converter explate
adapter mounting face (refer to Figure 54). The torque converter axial
location should measure:
3000 Product Family49.3650.38 mm (1.9431.983 inch)
4000 Product Family44.046.8 mm (1.7321.842 inch)

96

Figure 54. Converter Axial Location Measurement

5.2 CHECKING FLEXPLATE DRIVE ASSEMBLY
5.2.1 Flexplate Inspection. Check the explate for cracks, distortion, or
elongated bolt holes. Replace a worn or damaged explate.
5.2.2 Engine Crankshaft End Play. Make sure engine crankshaft end play
is within the engine manufacturers specications.
NOTE: When assembling the explate to the crankshaft hub or hub
adapter, make sure the outer explate bolt holes are aligned.

97

5.2.3 Flexplate Assembly Installation. Install the explate onto the engine
crankshaft hub using the bolts and torque values specied for that engine.
Refer to Figure 51 or Figure 52 for the proper position of an installed
explate.
5.3 CHASSIS AND DRIVELINE INSPECTION
Inspect the chassis and driveline components for the following conditions, and
correct them as appropriate:
Transmission mountsbroken or wornout
Bolts and other hardwaredamaged, missing, or incorrect
Isolators (rubber mounts)damaged or missing
Driveline anglesrunout, or balance which does not conform to the
manufacturers recommendations
Driveline yoke slip joints:
freedom of movement
damaged or wornout
correctly lubricated
correctly indexed
Driveline midship or hanger bearingsdamaged or misaligned
Universal joints:
freedom of movement
damaged or wornout
correctly lubricated
correctly indexed
Vehicle differential backlashmanufacturers specication
Universal joint couplingalignment and differential damage
Crossframe members and rear support memberscondition and
location
Auxiliary transmission:
shaft alignment
alignment of yoke or ange
backlash
uid leaks

98

5.4 TOOLS AND PROCEDURES FOR CHECKING TRANSMISSION

ADAPTATION
5.4.1 Adaptation Requirements Checksheet.
Transmission performance may be adversely affected by improper
tolerances existing between enginetotransmission mating components.
Vibration, converter section oil leaks, a worn front bushing or bearing,
and/or a worn engine crankshaft thrust bearing are frequently the result
of exceeding recommended tolerances in enginetotransmission mating
components. When these conditions are encountered, check certain important
measurements before installing a repaired or new transmission. These
measurements are summarized and detailed below. Figure 55, species the
tolerance by transmission model. For additional information on the adaptation
requirements and specications, refer to 5.1 ENGINE, TRANSMISSION
ADAPTATION REQUIREMENTS.

99

Figure 55. Adaptation Requirements Checksheet

100

5.4.2 Measuring Equipment. The following measuring equipment (refer to

Figure 56) is required:
600 mm (24 inch) precision caliper.
50100 mm (24 inch) telescoping gauge.
2576 mm (13 inch) outside micrometer.
Dial indicator and mounting attachmentsbase, posts, and clamps.
0150 mm (06 inch ) depth micrometer.

Figure 56. Typical Set Of Tools Used To Determine The Adaptation

Requirements Of An Automatic Transmission

101

5.4.3 Flywheel Housing Pilot Bore Diameter.

Figure 57. Measuring Flywheel Housing Bore Diameter

Inside Caliper Method

102

5.4.4 Flywheel Housing Bore Runout.

Figure 58. Measuring Flywheel Housing Bore Eccentricity

Of The Flywheel Housing Bore
Refer to Figure 58 and measure the ywheel housing bore using a dial
indicator as follows:
Securely fasten the base of the dial indicator support extension to the
crankshaft hub.
Rotate the crankshaft so the dial indicator sweeps the entire ywheel
housing bore.
Record the maximum and minimum readings. The difference in
these readings should not be greater than the tolerances specied in
Figure 55.

103

5.4.5 Flywheel Housing Face Squareness.

Figure 59. Measuring Flywheel Housing Face Squareness

Refer to Figure 59 and measure the squareness of the ywheel housing
face using a dial indicator as follows:
Securely fasten the dial indicator to the crankshaft hub.
While pressing the crankshaft rearward to remove all crankshaft end
play, rotate the crankshaft so the dial indicator sweeps the entire
surface of the ywheel housing face.
Record the maximum and minimum readings. The difference in these
two readings should not be greater than the tolerance specied in
Figure 55.

104

5.4.6 Crankshaft Hub Pilot or Adapter Diameter.

Figure 510. Measuring Converter Hub Pilot Diameter

Inside Micrometer Method

105

Figure 511. Measuring Converter Hub Pilot Diameter

Inside Micrometer Method
5.4.7 Crankshaft Hub or Adapter Squareness.

Figure 512. Measuring Crankshaft Hub Face Squareness

106

Refer to Figure 512 and measure the squareness of the crankshaft hub
face as follows:
Securely fasten the base of the dial indicator to the ywheel housing
and adjust the indicator to measure the outer edge of the crankshaft
hub face.
While pressing the crankshaft rearward to remove all crankshaft end
play, rotate the crankshaft so the dial indicator sweeps the entire
diameter of the crankshaft hub face.
Record the maximum and minimum readings. The difference in these
two readings should not be greater than the tolerance specied in
Figure 55.
NOTE: This tolerance is given as Total Indicator Runout (TIR) per
inch of diameter or TIR per 25 mm (0.98 inch) of diameter. Multiply
the tolerance from the checksheet by the diameter at which the
reading is taken.
5.4.8 Crankshaft Hub or Adapter Eccentricity.

Figure 513. Measuring Crankshaft Hub Eccentricity

Refer to Figure 513 and measure the crankshaft hub eccentricity as follows:

107

 With the dial indicator fastened to the ywheel housing, rotate the
crankshaft so the indicator sweeps the entire inside diameter of the
crankshaft hub.
Note the maximum and minimum readings. The difference of these
readings should not be greater than the tolerance specied in
Figure 55.
5.5 COOLER, FILTER, AND LINES
5.5.1 Inspection. Perform the following and correct any faulty conditions:
Transmission uid cooler and related coolant lines:
Inspect for contaminationclean and ush as necessary
Inspect for deterioration
Inspect for faulty connectors or kinks
Clean and ush transmission uid cooler, both coolant and oil sides.
Pressure check both sides using a 276 kPa (40 psi) air supply.
Hydraulic lines:
Inspect for contaminationclean and ush as necessary
Inspect for deterioration
Inspect for faulty connectors or kinks
5.5.2 After Overhaul. A complete cleanup of the transmission system after
an overhaul cannot be assumed. Repeated cleaning and ushing may not
remove all debris from the transmission uid cooler system. Replace the
transmission from cooler (lube) lter after 8000 km (5000 miles). Rell the
transmission to the correct uid level (refer to 2.4 TRANSMISSION FLUID
CHECK).
5.6 CHECKING CONTROLS
5.6.1 Inspection. Inspect the following and correct any faulty conditions:
Shift selector:
improper operation
poor electrical connections
improper harness routing
Cab and chassis wiring harness:
poor electrical connections
frayed insulation
108

 wiring damage
Throttle sensor components, if present:
freedom of movement
improper routing
bellows damage
improper or loose cable mounting
PTO controls, if present:
damage
wear
improper operation
lubrication
electrical harness connections and wiring damage
Temperature gauge:
capillary tube damage (if used)
sensor damage
Retarder controls:
damage
wear
poor electrical connections
frayed insulation
wiring damage
Fluid pressure gauge tubing:
damage
kinks
improper routing
5.6.2 Throttle Position Sensor (TPS) AdjustmentUsing Diagnostic
Tool. When properly installed by the equipment manufacturer, the TPS should
not require adjustment. Conrm that the throttle sensor has been installed to
manufacturer specication (refer to Figure 515) before adjusting the throttle
position sensor. The idle position should be approximately 8.9 mm or 0.97
volts or higher, and full throttle position should be approximately 35.7 mm or
3.889 volts or lower. The TPS is selfcalibrating, meaning there is no optimum
closed position or wide open position. As long as the travel is within 8.535.7
mm range, the TPS is set properly. A total stroke of 15.222.9 mm must
be maintained.
109

Figure 514. Throttle Position Determination Diagram

Watch the TPS movements as the controls move it through a full stroke. Be
sure the following conditions do not exist:
Misalignment or obstruction to smooth movement through the full stroke.
Idle and full throttle positions are not within an error zone (Figure 514).
Error codes occur if the idle position is less than 2.5 mm, or when the full
throttle position is more than 40.6 mm. When idle or wide open throttle
positions are in the error zones, the TCM logs a code. When a TPS code
is logged, the TCM assumes a default throttle setting which will negatively
effect shift quality.
5.6.3 HitchPin Throttle Position Sensor Installation.
1. Install the throttle sensor body as follows:
a. Clamp cable end using clamp and shims (refer to Figure 515).
b. Secure the sensor body using the mounting holes provided.
c. Install a heat shield if any part of the throttle sensor is near the
exhaust manifold, turbochargers, or any other heat source.

110

Figure 515. HitchPin Throttle Position Sensor Installation Diagram

111

2. Adjust the throttle sensor as follows:

a. The engine fuel lever must be at the closed throttle position.
b. Install the hitch pin cable end of the sensor to the engine fuel
lever with brackets so that at the idle position the cable end is
1117 mm (0.440.67 inch) from its fully retracted position, and at
wide open throttle the cable end is pulled 1522.9 mm (0.600.90
inch) from the idle position.
c. Check the stroke distance of the throttle sensor, from closed to
wide open. Stroke distance must be from 1522.9 mm (0.600.90
inch).
d. Recheck for zero clearance at the fuel lever. Make sure that the
15.222.9 mm (0.600.90 inch) dimension has not changed.
e. Design throttle sensor linkage brackets and levers to nominal
dimensions so that the system stays within tolerance bands
throughout its operating life.
NOTE: The throttle position signal may be provided via
communication link on electronically controlled engines.

112

INSTALLING
TRANSMISSION
INTO VEHICLE

Section 6

6.1 HANDLING
6.1.1 Preventing Damage. Handle the transmission carefully to prevent
damage to components in the installation path.
6.1.2 Control of Transmission Movements. Use a hoist or transmission
jack that allows precise control of transmission movements during installation.
6.2 MOUNTING TO ENGINE
Use the following procedure to mount the transmission to the engine (refer to
Figure 53):
1. Align one of the explates bolt holes with the access opening in the
engine ywheel housing.
2. Lubricate the center pilot boss with molybdenum disulde grease
(Molycote G, or equivalent).
3. Install a headless guide bolt into one of the explate bolt holes in the
explate adapter or torque converter mounting lug (refer to Figure 54).
Align the guide bolt with the explate hole at the access opening.
4. Push the transmission toward the engine while guiding the pilot boss
on the torque converter into the explate hub adapter and the guide
bolt into the hole on the explate.
5. Seat the transmission squarely against the engine ywheel housingno
force is required. If interference is encountered, move the transmission
away from the engine and investigate the cause.
6. Align the bolt holes in the converter housing with those in the engine
ywheel housing.
7. Install all transmissiontoengine bolts nger tight.
CAUTION: The entire converter housing circumference must be
ush against the engine ywheel housing before tightening any bolts.
DO NOT use the bolts to seat the housing.

113

8. Tighten four bolts at equallyspaced intervals around the converter

housing bolt circle. Use the torque specied by the engine or vehicle
manufacturerusually M10 x 1.56H bolts tightened to 5161 Nm
(3845 lb ft), or 7/1614 bolts tightened to 7388 Nm (5465 lb ft) or
3/ 16 bolts tightened to 4958 Nm (3643 lb ft).
8
9. Remove the explate guide bolt through the engine ywheel housing
access opening. Replace it with a selflocking bolt. Tighten the bolt
nger tight.
NOTE: DO NOT tighten any explatetoexplate adapter bolts until
all of the bolts have been installed and tightened nger tight.
10. Rotate the engine crankshaft to install the remaining selflocking bolts
into the explate adapter. After all bolts have been installed nger tight,
tighten M8 bolts to 2429 Nm (1821 lb ft) and M10 bolts to 5161
Nm (3845 lb ft).
11. Install the ywheel housing access cover, if used.
6.3 INSTALLING TRANSMISSION MOUNTING COMPONENTS
CAUTION: Use the type and grade of mounting bolts recommended
by the vehicle manufacturer.
1. Install all bolts, washers, spacer, isolators, or supports required to
support the transmission in the vehicle frame.
2. Tighten the bolts to the torque values recommended by the vehicle
manufacturer.
6.4 COUPLING TO DRIVELINE
1. Couple the driveline companion ange or universal joint yoke to the
ange or yoke on the transmission. Use the bolts and torque values
recommended by the vehicle manufacturer.
2. Check the universal joint angularity of all Ujoints in the driveline.
Determine if they are within specication.
6.5 CONNECTING OUTPUT RETARDER ACCUMULATOR
The output retarder is connected to the vehicle air system by an air supply line
attached to the retarder control solenoid mounted on the end of the retarder
accumulator (refer to Figure 61).

114

Figure 61. Output Retarder Accumulator Installation

NOTE: Make sure a pressure protection valve is correctly installed
between the vehicle brake air system and the accumulator control
solenoid.
1. Connect the air supply hose tting to the retarder air control solenoid.
Tighten the tting to 1622 Nm (1216 lb ft).
2. Connect the hydraulic hose between the retarder and the accumulator.
Refer to Table 61 for torque specications.
6.6 CONNECTING POWER TAKEOFF CONTROLS
If not already mounted, mount the PTO(s) onto the transmission (refer to
4.3 INSTALLING POWER TAKEOFF (PTO)).
CAUTION: PTO units using transmission main pressure to engage
the PTO gear must have a positive main pressure shutoff at the
solenoid valve when the PTO is not engaged. Failure to provide this
feature may cause inadvertent clutch apply and PTO damage.
1. Check the PTO harness routing for kinks and sharp bends. Avoid
routing the cable close to exhaust pipes or manifold. The PTO harness
must not rub or interfere with adjacent parts.

115

2. Connect controls to the PTO.

3. Check for proper PTO control operation.
4. Couple the PTO output to its driven equipment. Check couplings
or universal joints for correct assembly and alignment. If the driven
component is not a direct mount arrangement, check the PTO drivelines
for angularity, phasing, and offsets.
6.7 CONNECTING PARKING BRAKE CONTROL
1. Connect and properly adjust the parking brake.
2. If present, adjust the brake shoetodrum clearance as specied by
the manufacturer.
This does not apply to 4000 Product Family transmissions.
6.8 CONNECTING HYDRAULIC FITTINGS
Refer to Table 61 and/or Table 62 for recommended torque for cooler line
ttings.
SAEdened hydraulic ttings that may be fastened to transmission
components or support equipment should be tightened to the following
specications:
Table 61. Straight Thread Torque Specication
Fitting
Identication

Aluminum

Steel

Retarder Housing/Cooler
Ports/Accumulator

Oil Cooler

Torque Specication
#12 Straight
thread, Oring side

5669 Nm (4250 lb ft)

93101 Nm (6974 lb ft)

#16 Straight
thread, Oring side

88110 Nm (6581 lb ft)

152166 Nm (112122 lb ft)

#20 Straight
thread, Oring side

118146 Nm (87107 lb ft)

198218 Nm (146160 lb ft)

116

Table 62. Flare Thread End Torque Specication

Fitting Identication

Fitting Identication

#12 37 Flare End of

Fitting to Hose

108119 Nm (8087 lbft)

#16 37 Flare End of

Fitting to Hose

148154 Nm (110113 lbft)

#20 37 Flare End of

Fitting to Hose

173182 Nm (128134 lbft)

6.9 CONNECTING ELECTRICAL COMPONENTS

NOTE: Allison Transmission electronic control systems are designed
and manufactured to comply with all FCC and other guidelines
regarding radio frequency interference/electromagnetic interference
(RFI/EMI) for transportation electronics. Manufacturers, assemblers,
and installers of radiotelephone or other twoway communication
radios have the sole responsibility to correctly install and integrate
those devices into Allison Transmissionequipped vehicles to
customer satisfaction. For further information, refer to TS3989EN,
Allison 4th Generation Controls Troubleshooting Manual.
1. Remove the cover from the transmission feedthrough connector
and carefully connect the transmission external wiring harness to
the 20way feedthrough connector. Keep dirt and debris out of the
connector. Tighten the bolt to 2.03.2 Nm (1828 lb inch). DO NOT
OVER TORQUE.
2. Connect the external wiring harness.
For the 4000 Product Family, connect engine, turbine, and output
speed sensors, retarder control connector (if retarder is present),
and the retarder temperature sensor.
For the 3000 Product Family, connect the retarder temperature
thermistor, the output speed sensor, and the retarder valve body
connector. Also connect the tachograph cable, if used, to the port
on the rear of the retarder housing.
3. If used, connect the PTO(s) connector(s). The PTO connector is NOT
part of the Allison Transmission external wiring harness.
4. Make sure the speed sensors, the PTO connector, and other
connections are securely seated and latched by pulling on the
connectorNOT THE WIRES.

117

5. The transmission has a sump uid temperature sensor on the internal

wiring harness. A retarder uid temperature sensor is installed in the
retarder on retarderequipped models. Actual temperature reading
can be made with a diagnostic tool. Hot uid conditions in the sump
or retarder are read through the diagnostic tool by programming an
output function.
6. A temperature sensor may be installed in the To Cooler line that is
interfaced to an OEMprovided transmission uid temperature gauge in
the dash. No temperature gauge installations are available on integral
cooler installations. If equipped, install the temperature sensor in the
"To Cooler" line.
7. Install and connect other vehicle electrical components disconnected or
removedsuch as auxiliary transmission uid heaters, etc.
8. Check that all unused hydraulic openings are plugged.
6.10 CONNECTING SPEEDOMETER DRIVE
The TCM provides an electronic speedometer speed signal over a chassis
harness wire and/or as a transmission output speed message using a vehicle
data link. Consult the OEM for speedometer signal integration procedures
as needed.
6.11 FILLING HYDRAULIC SYSTEM
1. Select a transmission uid (refer to 2.6 FLUID RECOMMENDATIONS).
2. Fill the transmission with the required amount of uid (refer to
Table 29).
3. Run the engine for about one minute and check the uid level (refer to
2.4 TRANSMISSION FLUID CHECK).

118

CHECKS AND
ADJUSTMENTS

Section 7

7.1 INSTALLATION CHECKLIST

Use this checklist after transmission installation. As items are checked, mark
them off this list.
Torque Values:
All control module bolts5161 Nm (3845 lb ft)
Speed sensor bolts2429 Nm (1821 lb ft)
Flexplatetocrankshaft hub boltsConsult Engine Manufacturer
Specications
Flexplatetoexplate adapter bolts5161 Nm (3845 lb ft)
Fluid drain plug2532 Nm (1824 lb ft)
Fluid ll tube bracket2429 Nm (1821 lb ft)
Control module pressure taps1013 Nm (710 lb ft)
Cooler ttings: Refer to Table 61 and/or Table 62
Cooler port cover bolts5161 Nm (3845 lb ft)
Flexplate adaptertoconverter cover bolts2429 Nm (1821
lb ft)
Output ange bolts7080 Nm (5259 lb ft)
PTO cover bolts5161 Nm (3845 lb ft)
PTO mounting bolts5161 Nm (3845 lb ft)
Breather1216 Nm (912 lb ft)
PTO pressure hose to transmission1013 Nm (710 lb ft)
20way transmission feedthrough connector bolt2.03.2 Nm
(1828 lb inch)
Rear cover bolts90110 Nm (6681 lb ft)
TPS to transmission bracket M6 bolts 1013 Nm (84120 lb
inch) 1/420 bolts1215 Nm (108132 lb inch)
Cooler Fluid Lines and Air Hose for:
No leaks
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 Connection tightness
Correct routing
Throttle Sensor for:
Proper adjustment
Correct routing of cable and harness
Driveline for:
Proper indexing of universal joints
Proper drive shaft angles
Driveline backlash
Lubricated universals and slipjoints
Hydraulic System for:
Recommended uid Allison approved TES295 or TES389 uid
Correct uid level in transmission
Fill tube tight
Fill tube cap tight
Breather clean and free of restrictions
No uid leaks during operation
Instruments and Electrical Equipment for:
Proper wiring and electrical connections
Instruments, gauges, and lights work correctly
Shift Selector display is on and CHECK TRANS light is off
Fluid temperature gauge
Power Takeoff (PTO) (if installed) for:
Controls connected and operative
Correctly coupled to driven equipment
Lubrication line correctly installed and routedif used
7.2 ROAD TEST AND VEHICLE OPERATION CHECKLIST
7.2.1 Driveability.
NOTE: Refer to the latest edition of the 3000 and 4000 Product
Family Operators Handbook or Owners Manuals for operating
instructions.

120

Driveaway checks are performed to verify proper transmission and support

equipment installation and operation. The following steps outline driveaway
check procedures:
1. Check uidll the transmission with the appropriate uid.
2. Start the vehiclecheck for proper system response during startup:
a. Turn on the vehicles master/ignition switch.
b. The CHECK TRANS light should come on.
c. Start the engine.
d. The CHECK TRANS light should go off.
e. N should appear in the shift selector display.
3. Clear Trouble Codesduring installation, it is common for false codes
to be stored in the electronic controls TCM. These codes must be
cleared prior to road testing the vehicle.
4. Road Test the Vehicleallow the electronic control time to converge
shifts.
5. Check for Proper Operationcheck all components for proper mounting
and operation, and check for transmission uid leaks at gasket surfaces,
lines, and hoses.
6. Recheck for Trouble Codeuse the Allison DOC For PCService Tool
or shift selector to determine if codes were set during the road test.
Refer to 2.12 TROUBLESHOOTING.
7. Troubleshootif codes exist after the road test, problems must be found
and corrected (refer to TS3989EN, Allison 4th Generation Controls
Troubleshooting Manual).
7.2.2 Service and Maintenance. Refer to the current issue of the 3000 and
4000 Product Family Service Manuals for detailed transmission service and
maintenance instructions. Refer to the latest Allison 4th Generation Controls
Troubleshooting Manual for detailed electronic control system troubleshooting.
7.2.3 Road Test Checklist. Complete the following checklist.
Neutral Start Circuit:
Starts only in N (Neutral)
Instruments:
CHECK TRANS light and shift selector display
Transmission uid pressure gaugeif used
Speedometer

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 Temperature gaugeif used

Reverse warning systemif used
Transmission Fluid:
Fluid level meets specicationscold, neutral, level
No leaks
NoLoad Governed Engine Speed:
Noload governed speed of engine
Adjust governor as necessaryrefer to the manufacturers
specications for the enginetransmission being tested.
Output Retarder:
Operation of the output retarder, if installed, while descending a
grade or slowing on a level road.
PTOif installed:
PTO operationRefer to the appropriate Operators Manual.
Shift Sequence:
Transmission upshifts and downshifts smoothly through all ranges
Other Checks:
Stall test
Shift quality
Comments:

122

CUSTOMER
SERVICE

Section 8

8.1 OWNER ASSISTANCE

There are distributors and dealers around the world ready to stand behind
every Allison Transmission product. Any situation that arises in connection
with the sale, operation, or service of your transmission will be handled by
the distributor or dealer in your area.
Check the telephone directory for the Allison Transmission service outlet
nearest you or use Allison Transmissions Sales and Service Locator tool on
the Allison Transmission web site at www.allisontransmission.com. You may
also refer to Allison Transmissions Worldwide Sales and Service Directory
SA2229EN.
8.2 SERVICE LITERATURE
This service literature provides fully illustrated instructions for operation,
maintenance, service, overhaul, and parts support for your transmission.
For maximum performance and service life from your unit, you may order
additional publications via web, fax or phone.
WEB: www.allisontransmissionpublications.com
FAX: 3174714996
TOLL FREE: 8886665799
INTERNATIONAL: 3174714995
(surcharge will be applied for orders placed via phone or FAX)
For more information about Allison products please visit
www.allisontransmission.com.

123

NOTES

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NOTES

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NOTES

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MT4015EN 201012

Printed in USA