Allison Mechanical Tips

MECHANIC’S TIPS
3000/4000
PRODUCT FAMILIES
ALLISON 5th GENERATION CONTROLS
MT7151EN
Mechanic’s 2013 JANUARY
Tips MT7151EN
Allison Transmission
Allison 5th Generation Controls
3000 and 4000 Product Families
Printed in USA Copyright © 2013 Allison Transmission, Inc. All Rights Reserved.
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 specific
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 first be thoroughly
satisfied 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 specific 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
manufacturer’s 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.
3
ABBREVIATIONS AND ACRONYMS
• CMC Customer Modifiable Constant

• DTC Diagnostic Trouble Code
• DTCs Diagnostic Trouble Codes
• FCC Federal Communications Commission
• FLI Filter Life Indicator
• FM Filter Life Monitor
• OEM Original Equipment Manufacturer
• OLS Oil Level Sensor
• OM Oil Life Monitor
• PC Personal Computer
• PS2 Pressure Switch 2
• PTO Power Takeoff
• SAE Society of Automotive Engineers
• SEM Shift Energy Management
• SIL Service Information Letter
• SPS Specialty Series
• TCM Transmission Control Module
• TIR Total Indicated Runout
• TM Transmission Health Monitor
• TPS Throttle Position Sensor
4
TRADEMARK USAGE
The following trademarks are the property of the companies indicated:
• Allison DOC® is a registered trademark of Allison Transmission, Inc.
5
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 equipment’s 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 fluid
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 fluid or the sump when draining
transmission fluid. Direct contact with hot fluid or the hot sump
may result in bodily injury.
• To help avoid personal injury, such as burns, from hot
transmission fluid and/or to help avoid equipment damage,
do not stall the torque converter for more than ten seconds
maximum and monitor transmission fluid temperature.
Immediately return the engine to idle if converter out (to
cooler) temperature exceeds 150°C (300°F). Operating the
transmission at high engine power at transmission stall or near
stall conditions causes a rapid rise in the transmission fluid
temperature. The fluid 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 fluid.
6
LIST OF WARNINGS (cont’d)
This manual contains the following warnings—
IT IS YOUR RESPONSIBILITY TO BE FAMILIAR WITH ALL OF THEM.
• 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 qualified technician.
7
NOTES
8
TABLE OF CONTENTS
IMPORTANT SAFETY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
ABBREVIATIONS AND ACRONYMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
TRADEMARK USAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
LIST OF WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
SECTION 1. INTRODUCTION
1.1 ABOUT THIS MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
SECTION 2. PREVENTIVE MAINTENANCE

2.1 PROGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
2.1.1 TRANS SERVICE Indicator (Wrench Icon) . . . . . . . . . . . . . . . . . 25
2.1.2 Prognostics Prerequisites . . . . . . . . . . . . . . . . . . . . . . . . . . 26
2.1.3 Prognostics Features Availability . . . . . . . . . . . . . . . . . . . . . . 28
2.1.4 Procedure To Turn Prognostics On And Off . . . . . . . . . . . . . . . . 28
2.1.5 Normal Prognostics Indication At Engine Start . . . . . . . . . . . . . . . 30
2.1.6 Setting Fluid Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
2.1.7 Oil Life Monitor (OM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
2.1.7.1 Percentage Fluid Life Remaining Display. . . . . . . . . . . . . 32
2.1.7.2 Maintenance Required Notification. . . . . . . . . . . . . . . . . 32
2.1.7.3 OM Reset. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
2.1.7.4 OM Maintenance History . . . . . . . . . . . . . . . . . . . . . . 32
2.1.8 Filter Life Monitor (FM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
2.1.8.1 Filter Life Status Display. . . . . . . . . . . . . . . . . . . . . . . 33
2.1.8.3 FM Reset. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
2.1.8.4 FM Maintenance History. . . . . . . . . . . . . . . . . . . . . . . 34
2.1.8.5 Filter Life Indicator (FLI) Switch (PS2) Operation. . . . . . . . . 34
2.1.9 Transmission Health Monitor (TM) . . . . . . . . . . . . . . . . . . . . . 34
2.1.9.1 Clutch System Status Display. . . . . . . . . . . . . . . . . . . . 35
2.1.9.3 TM Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
2.1.9.4 TM Maintenance History. . . . . . . . . . . . . . . . . . . . . . . 35
2.1.10 Prognostics In Allison DOC® for PC–Service Tool . . . . . . . . . . . . . 35
2.1.10.1 Viewing History . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
2.1.10.2 Enabling/Disabling Prognostics Package. . . . . . . . . . . . . 36
2.1.10.3 Reset Prognostics Monitors. . . . . . . . . . . . . . . . . . . . . 36
2.2 PERIODIC INSPECTION AND CARE . . . . . . . . . . . . . . . . . . . . . . . . 37
2.2.1 Transmission Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
2.2.2 Vehicle Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
2.2.3 Welding on Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
2.2.4 Painting on Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
2.2.4.1 Electrostatic Painting . . . . . . . . . . . . . . . . . . . . . . . . 38
2.2.4.2 Painting of Transmission Control Components . . . . . . . . . . 38
9
2.2.4.3 Jump Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
2.3 IMPORTANCE OF PROPER TRANSMISSION FLUID LEVEL . . . . . . . . . . . 39
2.4 TRANSMISSION FLUID CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
2.4.1 Manual Fluid Check Procedure . . . . . . . . . . . . . . . . . . . . . . . 39
2.4.2 Cold Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
2.4.3 Hot Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
2.4.4 Electronic Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . 43
2.4.5 Fluid Level Display Criteria . . . . . . . . . . . . . . . . . . . . . . . . . 44
2.5 KEEPING FLUID CLEAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
2.6 FLUID RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
2.7 TRANSMISSION FLUID AND FILTER CHANGE INTERVALS . . . . . . . . . . . 47
2.7.1 Fluid And Filter Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
2.7.2 High Capacity Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
2.7.3 Fluid Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
2.8 TRANSMISSION FLUID CONTAMINATION . . . . . . . . . . . . . . . . . . . . . 52
2.8.1 Fluid Examination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
2.8.2 Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
2.8.3 Engine Coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
2.8.4 Metal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
2.9 TRANSMISSION FLUID AND FILTER CHANGE PROCEDURE . . . . . . . . . 53
2.9.1 Drain Fluid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
2.9.2 Replace Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
2.9.3 Refill Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
2.10 FLUID LEAK DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
2.10.1 Finding the Leak . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
2.10.2 Powder Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
2.10.3 Black Light and Dye Method . . . . . . . . . . . . . . . . . . . . . . . . . 57
2.10.4 Repairing the Leak . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
2.11 BREATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
2.11.1 Location and Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
2.11.2 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
2.11.3 Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
2.12 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
2.12.1 Before Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
2.12.2 CHECK TRANS Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
2.12.3 Entering Diagnostic Mode . . . . . . . . . . . . . . . . . . . . . . . . . . 59
2.12.4 Diagnostic Trouble Codes (DTCs) . . . . . . . . . . . . . . . . . . . . . 60
2.12.5 Displaying Diagnostic Trouble Codes (DTCs) . . . . . . . . . . . . . . . 60
2.12.6 Exiting Diagnostic Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
2.12.7 DTC List and Descriptions . . . . . . . . . . . . . . . . . . . . . . . . . . 63
2.13 TRANSMISSION STALL TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
2.13.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
2.13.2 Stall Testing Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
10
2.13.3 Performing a Transmission Stall Test . . . . . . . . . . . . . . . . . . . . 74
2.13.4 Driving Transmission Stall Test . . . . . . . . . . . . . . . . . . . . . . . 75
2.13.5 Driving Transmission Stall Test Preparation . . . . . . . . . . . . . . . . 75
2.13.6 Performing A Driving Transmission Stall Test . . . . . . . . . . . . . . . 76
2.13.7 Neutral CoolDown Check Procedure . . . . . . . . . . . . . . . . . . . . 77
2.13.8 Transmission Stall Test Results . . . . . . . . . . . . . . . . . . . . . . . 77
2.14 CHECKING CLUTCH PRESSURES . . . . . . . . . . . . . . . . . . . . . . . . . 78
2.14.1 Transmission and Vehicle Preparation . . . . . . . . . . . . . . . . . . . 78
2.14.2 Recording Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
2.14.2.1 Main Modulation . . . . . . . . . . . . . . . . . . . . . . . . . . 79
2.14.2.2 Lockup and Clutch Pressures . . . . . . . . . . . . . . . . . . . 79
2.14.2.3 Torque Converter Pressure . . . . . . . . . . . . . . . . . . . . 80
2.14.3 Comparing Recorded Data to Specifications . . . . . . . . . . . . . . . . 80
SECTION 3. REMOVING TRANSMISSION

3.1 DRAINING TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
3.2 DISCONNECTING CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
3.3 UNCOUPLING FROM DRIVELINE, ENGINE, AND VEHICLE . . . . . . . . . . . 90
3.4 REMOVING THE TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . 91
3.5 REMOVING OUTPUT FLANGE OR YOKE . . . . . . . . . . . . . . . . . . . . . 91
SECTION 4. TRANSMISSION PREPARATION

4.1 CHECKING INPUT COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . 92
4.1.1 Bolt Holes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
4.1.2 Pilot Boss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
4.1.3 Starter Ring Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
4.1.4 Transmission Mounting Flange . . . . . . . . . . . . . . . . . . . . . . . 92
4.1.5 TransmissiontoEngine Mounting . . . . . . . . . . . . . . . . . . . . . 92
4.2 INSTALLING OUTPUT FLANGE OR YOKE . . . . . . . . . . . . . . . . . . . . . 92
4.2.1 Output Oil Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
4.2.2 Check Flange or Yoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
4.2.3 Install Output Flange or Yoke . . . . . . . . . . . . . . . . . . . . . . . . 93
4.3 INSTALLING POWER TAKEOFF (PTO) . . . . . . . . . . . . . . . . . . . . . . . 93
4.3.1 Install Guide Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
4.3.2 Install Gasket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
4.3.3 Mount the PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
4.4 INSTALLING FILL TUBE AND SEAL . . . . . . . . . . . . . . . . . . . . . . . . . 94
4.4.1 Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
4.4.2 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
4.5 CHECKING PLUGS AND OPENINGS . . . . . . . . . . . . . . . . . . . . . . . . 94
4.5.1 Pressure Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
4.5.2 Fluid Drain Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
4.5.3 Cleanliness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
11
SECTION 5. PREPARING VEHICLE FOR TRANSMISSION
INSTALLATION
5.1 ENGINE, TRANSMISSION ADAPTATION REQUIREMENTS . . . . . . . . . . . 95
5.1.1 Flywheel Housing Pilot Bore Diameter . . . . . . . . . . . . . . . . . . . 95
5.1.2 Flywheel Housing Bore Runout . . . . . . . . . . . . . . . . . . . . . . . 95
5.1.3 Flywheel Housing Face Squareness . . . . . . . . . . . . . . . . . . . . 95
5.1.4 Crankshaft Hub Pilot or Adapter Diameter . . . . . . . . . . . . . . . . . 95
5.1.5 Crankshaft Hub Pilot or Adapter Squareness . . . . . . . . . . . . . . . 95
5.1.6 Crankshaft Hub Pilot or Adapter Concentricity . . . . . . . . . . . . . . . 98
5.1.7 Flexplate Bolt Hole Flatness . . . . . . . . . . . . . . . . . . . . . . . . . 98
5.1.8 Torque Converter Axial Location . . . . . . . . . . . . . . . . . . . . . . 98
5.2 CHECKING FLEXPLATE DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . 99
5.2.1 Flexplate Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
5.2.2 Engine Crankshaft End Play . . . . . . . . . . . . . . . . . . . . . . . . . 99
5.2.3 Flexplate Assembly Installation . . . . . . . . . . . . . . . . . . . . . . 100
5.3 CHASSIS AND DRIVELINE INSPECTION . . . . . . . . . . . . . . . . . . . . 100
5.4 TOOLS AND PROCEDURES FOR CHECKING TRANSMISSION
ADAPTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
5.4.1 Adaptation Requirements Checksheet . . . . . . . . . . . . . . . . . . 101
5.4.2 Measuring Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
5.4.3 Flywheel Housing Pilot Bore Diameter . . . . . . . . . . . . . . . . . . 104
5.4.4 Flywheel Housing Bore Runout . . . . . . . . . . . . . . . . . . . . . . 105
5.4.5 Flywheel Housing Face Squareness . . . . . . . . . . . . . . . . . . . 106
5.4.6 Crankshaft Hub Pilot or Adapter Diameter . . . . . . . . . . . . . . . . 107
5.4.7 Crankshaft Hub or Adapter Squareness . . . . . . . . . . . . . . . . . 108
5.4.8 Crankshaft Hub or Adapter Eccentricity . . . . . . . . . . . . . . . . . 109
5.5 COOLER, FILTER, AND LINES . . . . . . . . . . . . . . . . . . . . . . . . . . 110
5.5.1 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
5.5.2 After Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
5.6 CHECKING CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
5.6.1 Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
5.6.2 Throttle Position Sensor (TPS) Adjustment—Using Diagnostic Tool . . 111
5.6.3 HitchPin Throttle Position Sensor Installation . . . . . . . . . . . . . . 112
SECTION 6. INSTALLING TRANSMISSION INTO VEHICLE

6.1 HANDLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
6.1.1 Preventing Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
6.1.2 Control of Transmission Movements . . . . . . . . . . . . . . . . . . . 115
6.2 MOUNTING TO ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
6.3 INSTALLING TRANSMISSION MOUNTING COMPONENTS . . . . . . . . . . 116
6.4 COUPLING TO DRIVELINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
6.5 CONNECTING OUTPUT RETARDER ACCUMULATOR . . . . . . . . . . . . . 116
6.6 CONNECTING POWER TAKEOFF (PTO) CONTROLS . . . . . . . . . . . . . 117
6.7 CONNECTING PARKING BRAKE CONTROL . . . . . . . . . . . . . . . . . . 118
12
6.8 CONNECTING HYDRAULIC FITTINGS . . . . . . . . . . . . . . . . . . . . . . 118
6.9 CONNECTING ELECTRICAL COMPONENTS . . . . . . . . . . . . . . . . . . 119
6.10 CONNECTING SPEEDOMETER DRIVE . . . . . . . . . . . . . . . . . . . . . 120
6.11 FILLING HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . 120
SECTION 7. CHECKS AND ADJUSTMENTS

7.1 INSTALLATION CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
7.2 ROAD TEST AND VEHICLE OPERATION CHECKLIST . . . . . . . . . . . . . 122
7.2.1 Driveability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
7.2.2 Service and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . 123
7.2.3 Road Test Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
SECTION 8. CUSTOMER SERVICE

8.1 OWNER ASSISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
8.2 SERVICE LITERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
13
INTRODUCTION Section 1
1.1 ABOUT THIS MANUAL

This manual is a mechanic’s reference for maintaining, removing, or installing
3000 and 4000 Product Family transmissions with Allison 5th 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 the
troubleshooting manual.
Unless specifically indicated otherwise, this manual refers to all Allison 5th
Generation Controls for 3000 and 4000 Product Family transmissions, except
for the 3700 SPS model. The differences between the various transmission
models are explained as required.
14
Figure 1–1. 3000 Product Family Transmission—Cross
Section (With PTO Provision)
15
Figure 1–2. 4000 Product Family Transmission—Cross Section
16
Section (With Retarder)
17
Section (With PTO Provision)
18
Figure 1–5. 4000 Product Family Transmission—Cross Section (7Speed)
19
Figure 1–6. 3000 Product Family Transmission (With PTO Provision)
20
Figure 1–7. 3000 Product Family Transmission (With Retarder)
21
Figure 1–8. 4000 Product Family Transmission (With PTO Provision)
22
Figure 1–9. 4000 Product Family Transmission (With Retarder
and PTO Provision)
23
Figure 1–10. 4000 Product Family Transmission (7Speed)
24
PREVENTIVE
Section 2
MAINTENANCE
2.1 PROGNOSTICS
A Prognostics system, consisting of control valve module hardware, shift
selector, and Transmission Control Module (TCM) calibration is available to
monitor fluid life, fluid filter life, and clutch life.
If fluid change, filter 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 PC–Service 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, fluid or filter life occurs. The TRANS SERVICE indicator is located on
the shift selector display. Refer to Figure 2–1.
25
Figure 2–1. Typical Allison 5th Generation TRANS SERVICE Indicator
2.1.2 Prognostics Prerequisites. The following requirements must be met

to use the Prognostics features and functions:
• With the exception of 7speed models, the vehicle harness has a wire
for the Filter Life Indicator (FLI) switch (wire 118).
NOTE: Since there is no FLI (PS2) switch in 7speed models,

prognostics calculate filter life.
• 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 provided the other
conditions are met to use Prognostics.
• Use of Allison Transmission High Capacity Main and Lube Filters.

• Use of TES 295 or TES 389 fluid.
• Using Allison 5th Generation Controls with Prognostics keypad
pushbutton or bumpshift lever selector. Refer to Figure 2–2.
26
Figure 2–2. Typical Allison 5th Generation Prognostics Shift Selectors
27
NOTE: Allison Transmission may approve some OEM selectors for
Prognostics, provided the TRANS SERVICE indicator or message
display is integrated by the OEM.
2.1.3 Prognostics Features Availability. The vehicle manufacturer specifies

whether they want Allison Prognostics Feature Package to be made available
in the calibration and in what configuration, 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 defaulted on and therefore
monitoring OM, FM, and TM presently.
• Available and the function is defaulted off and therefore available but
not monitoring OM, FM, and TM presently.
• Disabled and therefore not available within this 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 PC–Service 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.
NOTE: Prognostics should not be turned on after recalibration of the

TCM until all other requirements for the fluid filters, selector, and
harness are met. Non7speed calibrations utilize an FLI switch (PS2)
that requires chassis harness wire 118. DTC P0848, Transmission
Fluid Pressure Switch 2 Circuit High will be active if wire 118 is
unused on non7speed prognostics enabled calibrations. All Allison
5th Generation selectors are compatible with prognostics.
28
NOTE: The strip pushbutton selectors do not include a Vacuum
Fluorescent Display (VFD). These installations require the installation
of a separate SAE J1939 compatible displays to alert the operator of
conditions monitored by the optional prognostics feature.
The OEM initially specifies how they want the calibration configured 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 PC–Service 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
PC–Service Tool or, if the specific 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 bumpshift lever selector or press the keypad (for a
pushbutton) through the following sequence of range positions,
pausing no more than 3seconds between consecutive shifts:
NDNRNDNRNDNRN.
4. Watch for the TRANS SERVICE indicator located in the shift selector
display to illuminate and then turn off. This indicates that the operator
has 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 briefly
illuminate in similar fashion as the TRANS SERVICE indicator.
Disabling the Prognostics feature can be done with Allison DOC® for
PC–Service Tool or, if the specific calibration allows it, the operator can do
the following:
1. Set the vehicle brakes to prevent movement of the vehicle.
29
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 bumpshift lever selector or press the keypad (for a
pushbutton) through the following sequence of range positions,
pausing no more than 3seconds between consecutive shifts:
NDNRNDNRNDNRN.
4. Watch for the TRANS SERVICE indicator located in the shift selector
display to illuminate and then turn off. This indicates that the operator
has 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 briefly
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 located
in the shift selector display for approximately 0.5 seconds.
2. If Prognostics features are enabled, the TRANS SERVICE indicator
illuminates again for 3seconds 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 MODE
appears on the selector display first.
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 fluid type do the following:
• With the engine off and the ignition on, perform the following sequence
on the selector, NRNDNRNDNRNDN.
30
The TRANS SERVICE indicator flashes if TES 389 is the current setting
and illuminates solidly if TES 295 is the current setting. To change the
transmission fluid type, wait 5 seconds after entering transmission fluid type
mode and perform one of the following sequences to select the proper
transmission fluid 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 flash showing TES 389 has been
selected).
The selector exits 30 seconds after entering transmission fluid type mode or
the ignition may be turned off to exit earlier. Only one transmission fluid type
selection may be made after entering transmission fluid type mode. All other
attempts will be ignored. Transmission fluid type mode needs to be entered
again if the wrong type of transmission fluid is selected.
NOTE: Verify prognostics setting for fluid type, displayed in Allison

DOC® for PC–Service Tool, matches type of fluid in the transmission.
2.1.7 Oil Life Monitor (OM). Based on the vehicle’s duty cycle, this feature
determines fluid life and alerts the operator when a fluid 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 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 fluid change requirements still apply and are not incorporated
into Prognostics. Refer to 2.7 TRANSMISSION FLUID AND FILTER CHANGE
INTERVALS.
31
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 bumpshift 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 is displayed as a percentage between 0 and 99 in the shift
selector display window (refer to Figure 2–3).
Figure 2–3. Percentage Fluid Life Remaining Display

2.1.7.2 Maintenance Required Notification.
When operating parameters reach or exceed a calibrated value the TCM
illuminates the TRANS 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 3seconds
between consecutive shifts.
The TRANS SERVICE indicator illuminates briefly following a reset to
acknowledge the reset was successful.
Reset with Allison DOC® for PC–Service Tool. If the value displayed remains
unchanged, then it is possible the reset may be restricted to Allison DOC® for
PC–Service Tool only.
2.1.7.4 OM Maintenance History
NOTE: Fluid must accumulate for at least 50 hours of operation

before the OM feature may be reset again.
32
Allison DOC® for PC–Service 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 PC–Service Tool Diagnostics
Program.
2.1.8 Filter Life Monitor (FM). For non7 speed calibrations, filter
deterioration is sensed by a differential pressure switch (PS2) located in
the control valve module. The pressure difference between filtered lockup
pressure and unfiltered main pressure is compared to a calibrated value. If the
TCM determines the filter has deteriorated, the prognostic service indicator
icon displays on the shift selector. All 7speed prognostics calibrations
calculate remaining filter life and do not have an FLI switch (PS2) located the
control valve module.
2.1.8.1 Filter Life Status Display.
(DMD) button three times on the bumpshift lever selector to enter FM mode.
With engine off and ignition on, push the ↑ (Upshift) and ↓ (Downshift) arrows
simultaneously three times on the keypad pushbutton selector to enter FM
mode.
Figure 2–4. Filter Life Display

The message “OIL FILTER OK” or “REPLACE FILTERS” is displayed in the
selector display window. An acceptable filter life status is displayed as “OIL
FILTER OK”. An unacceptable filter life status is displayed as “REPLACE
FILTERS”.
The FLI pressure switch for non7 speed calibrations signals the TCM when
fluid exiting the main filter drops below a predetermined pressure. Change
both the main and lube filters when the TRANS SERVICE indicator in the
33
selector display indicates the main filter should be changed. The differential
pressure limit is verified for a period of time to be sure there is no false
indication of the need to change filters.
2.1.8.3 FM Reset.
The FM for non7 speed calibrations automatically resets once the new
filters have been installed and the FLI pressure switch no longer detects low
pressure at the filter.
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, engine off and brakes applied, shift between
NRNRNDN pausing less than 3seconds between each selector
movement.
The TRANS SERVICE indicator illuminates briefly 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
PC–Service Tool only. The FM still resets automatically even if restricted from
manual reset through the selector.
NOTE: For 7speed calibrations, the FM must be reset manually,

since there is no FLI switch (PS2) located the control valve module.
2.1.8.4 FM Maintenance History.

Allison DOC® for PC–Service Tool Diagnostics Program may be used to
display the amount of transmission operation from the initial service indication
until the filter reset occurred. Allison DOC® for PC–Service 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 located in non 7speed control valve
modules. Measure the resistance of PS2. If the resistance measures more
than 4 Ω closed or less than 20,000 Ω with the switch open then replace the
switch. PS2 is a normally closed (NC) switch.
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 fill volume, indicates
remaining clutch life. The C6 and lockup clutches are not monitored.
34
2.1.9.1 Clutch System Status Display.
(DMD) button four times on the bumpshift 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.
An acceptable clutch life status is displayed as “TRANS HEALTH OK”
which means clutch system maintenance is not required at this time. An
unacceptable clutch life status is displayed as “TRANS HEALTH LO” means
clutch system maintenance is required (refer to Figure 2–5).
Figure 2–5. TM Display

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 PC–Service
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 PC–Service Tool may be used to display the amount
of transmission operation from the initial service indication until the service
reset. The Allison DOC® for PC–Service Tool also displays “OK” or “Not OK”
for each clutch.
2.1.10 Prognostics In Allison DOC® for PC–Service Tool. Allison DOC® for
PC–Service Tool has been designed to aid the technician in troubleshooting
and maintaining Allison transmissions equipped with Allison 5th Generation
Controls. Allison DOC® for PC–Service Tool can be used with a desktop PC
or with a laptop PC in the cab of the vehicle.
35
2.1.10.1 Viewing History
The Prognostics screen shows information stored on the TCM related to oil
life, filter life and data for use in prediction transmission health.
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 PC–Service 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 PC–Service 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:
3. Click the Reset Filter Life Monitor menu item.
4. Click the YES button to reset the FM.
5. A confirmation window appears stating the FM was reset successfully.
Click the OK button.
To reset the Transmission Health Monitor:
3. Click the Reset Transmission Health Monitor 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.
36
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.
6. A confirmation 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 bolts—transmission and mounting components.
• Fluid leaks—repair 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 fittings.
• Clogged or dirty breather (vent assembly).
• Check transmission fluid for evidence of engine coolant.
2.2.2 Vehicle Inspection.

Check the vehicle cooling system occasionally for evidence of transmission
fluid 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.
37
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
modifications or repairs involving welding must have an onvehicle welding
label.
WARNING: Do not jump start a vehicle with arc welding equipment.

Arc welding equipment’s 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 and
• 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 identification, hindering the process to service
these components.
38
2.2.4.3 Jump Starting
Observe the following precautions when jump starting a vehicle:
• Battery positive side fuse rated at 10 to 15 amps in series to pin 10 and
pin 70 of TCM required to protect against reverse polarity.
• Ignition fuse rated at 5 to 15 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 when jump starting or charging batteries
equipped with a 12 volt TCM (A61/A62/A63).
• Do not exceed 36 volts when jump starting or charging batteries
equipped with a 12/24 volt TCM (A63).
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
TS7149EN for additional information.
2.3 IMPORTANCE OF PROPER TRANSMISSION FLUID LEVEL

Transmission fluid cools, lubricates, and transmits hydraulic power. Always
maintain proper fluid level. If fluid level is too low, the torque converter and
clutches do not receive an adequate supply of fluid and the transmission
overheats. If the level is too high, the fluid aerates—causing the transmission
to shift erratically and overheat. Fluid may be expelled through the breather or
dipstick tube when the fluid 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 fluid
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.
39
2.4.2 Cold Check Procedure. The purpose of the cold check is to determine
if the transmission has enough fluid to be operated safely until a hot check
can be made.
CAUTION: The fluid level rises as fluid temperature increases. DO

NOT fill above the “COLD CHECK” band if the transmission fluid is
below normal operating temperatures. During operation, an overfull
transmission can become overheated, leading to transmission
damage.
Complete a COLD CHECK procedure using the dipstick as follows:

1. Park the vehicle on a level surface, put the transmission in N (Neutral)
and set the parking brake.
2. With the engine idling (500–800 rpm), shift to D (Drive) and then to R
(Reverse) to clear air from the hydraulic circuits.
3. Run the engine at idle (500–800 rpm) in N (Neutral) for about one
minute.
4. Clean debris from around the end of the fill tube before removing the
dipstick.
5. Remove the dipstick and wipe it clean.
6. Insert the dipstick into the fill tube, pushing down until it stops, but still in
its loose or unscrewed position.
7. Remove the dipstick and observe the fluid level. If the fluid on the
dipstick is within the COLD CHECK band (Figure 2–6), the fluid level
is satisfactory. If the fluid level is not within this band, add or drain as
necessary to bring the level within the COLD CHECK band.
8. Perform a hot check at the first opportunity after the normal operating
sump temperature of 71°C93°C (160°F200°F) is reached.
2.4.3 Hot Check Procedure.
CAUTION: When performing the Hot Check procedure, the fluid

must be at operating temperature to be sure of an accurate check
and help prevent transmission damage. The fluid level rises as
temperature increases. During operation, an overfull transmission
can become overheated leading to transmission damage.
To complete a HOT CHECK procedure using the dipstick do the following:

1. Be sure fluid has reached normal operating temperature of 7193°C
(160200°F). If a transmission temperature gauge is not present,
40
measure fluid level when the engine water temperature gauge has
stabilized.
2. Park the vehicle on a level surface and shift to N (Neutral).
3. Apply the parking brake and allow the engine to idle (500800 rpm).
4. Clean debris from around the end of the fill tube before removing the
dipstick.
5. Remove the dipstick and wipe it clean.
6. Insert the dipstick into the fill tube, pushing down until it stops, but still in
its loose or unscrewed position.
7. Remove the dipstick and observe the fluid level. The safe operating level
is anywhere within the HOT RUN band on the dipstick (Figure 2–6).
8. If the fluid level is not within the HOT RUN band, add and/or drain as
necessary to bring the fluid level to within the HOT RUN band.
9. Measure fluid level more than once. Be sure fluid level measurements
are consistent. If readings are not consistent, be sure the transmission
breather is clean and not clogged.
41
Figure 2–6. Standard 3000 and 4000 Product Family Dipstick Markings
42
2.4.4 Electronic Check Procedure. An Oil Level Sensor (OLS) is standard
for all 3000 and 4000 families (except for 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 fluid 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 fluid level can be displayed on the shift selector or Allison DOC®
for PC–Service Tool display. Use the following procedure to display fluid level
information.
NOTE: For the Allison DOC® for PC–Service Tool, refer to the Allison
DOC® for PC–Service Tool User Guide GN3433EN.
1. Park the vehicle on a level surface and shift to N (Neutral). Apply the
parking brake.
2. To enter oil level display mode:
• Pushbutton shift selector—simultaneously press the ↑ (Upshift)
and ↓ (Downshift) arrows once.
• BumpShift Lever selector—press the DISPLAY
MODE/DIAGNOSTIC (DMD) button once.
3. Correct fluid level is displayed as shown in Figure 2–7.
NOTE: The sensor display and the transmission dipstick may not
agree exactly because the OLS compensates for fluid temperature.
Figure 2–7. Correct Fluid Level Display

4. Low fluid level is displayed and the number indicates the number of
quarts of fluid the transmission requires (refer to Figure 2–8).
43
NOTE: Confirm a low fluid level condition by making a manual fluid
level check.
Figure 2–8. Low Fluid Level Display

5. High fluid level is displayed followed by a number and the number
indicates the number of quarts the transmission is overfilled (refer to
Figure 2–9).
Figure 2–9. High Fluid Level Display
2.4.5 Fluid Level Display Criteria. If the proper conditions to measure

oil level have been met, a countdown timer or oil level fault code will be
displayed. The actual time remaining before a valid oil level reading can be
taken will be displayed as: SETTLING 1:42; where 1:42 indicates the time
remaining in minutes and seconds.
44
NOTE: The TCM delays the fluid level check until the following
conditions are met:
• The fluid temperature is above 40°C (104°F) or below 104°C
(220°F).
• The transmission is in N (Neutral).
• The vehicle has been stationary for approximately two minutes
to allow the fluid to settle.
• The engine is at idle.
Invalid for Display is activated when conditions do not allow the fluid level to
be determined. Refer to Table 2–1 to review the codes and conditions, and
correct as necessary.
Table 2–1. Fluid Level Fault Codes

Code Cause of Code
SETTLING / X Settling time too short
ENGINE RPM / TOO LOW Engine speed (RPM) rpm too low
ENGINE RPM / TOO HIGH Engine speed (rpm) too high
MUST BE / IN NEU N (Neutral) must be selected
OIL TEMP / TOO LOW Sump oil temperature too low
OIL TEMP / TOO HI Sump oil temperature too high
VEH SPD / TOO HI Output shaft speed
SENSOR FAILED Sensor failure
To exit the oil level display mode:

• Pushbutton shift selector—press any range button on the pushbutton
shift selector.
• BumpShift Lever selector—press the DISPLAY MODE/DIAGNOSTIC
(DMD) button twice.
• For Allison DOC® For PC–Service Tool, follow directions in the Allison
DOC® User Guide GN3433EN.
45
2.5 KEEPING FLUID CLEAN
Prevent foreign material from entering the transmission by using clean
containers, fillers, etc. Lay the dipstick in a clean place while filling the
transmission.
CAUTION: Containers or fillers that have been used for antifreeze

solution or engine coolant must NEVER be used for transmission
fluid. 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 fluids meeting Allison Transmission specification TES 295 or TES
389 in the transmission. For a list of currently approved transmission fluids,
go to the Allison Transmission web site at: www.allisontransmission.com,
select SERVICE, FLUIDS.
Take the following into consideration when selecting the appropriate fluid type
for the transmission:
• Fluids meeting TES 295 specification are preferred over TES 389 fluids
for use in all 3000/4000 Product Family transmission applications.
• TES 295 fluids are fully qualified for Severe Duty and Extended Drain
intervals.
• A TES 295 fluid allows you to operate at a lower ambient temperature
than a TES 389 type fluid. Refer to Table 2–2.
• A TES 389 fluid is the minimum fluid requirement approved for use in
3000 and 4000 Product Families transmissions.
• To extend the TES 389 fluid drain intervals beyond the recommended
mileage or hours change interval, use a fluid analysis program. Refer to
2.7.3 Fluid Analysis.
• When choosing a fluid type to use, consider what the minimum
fluid operating temperature of the fluid will be based on the ambient
temperatures reached in the geographical location for the vehicle.
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.
46
Table 2–2. Transmission Fluid Minimum Operating
Temperature Requirements
Minimum Operating Temperature
Fluid type
Celsius Fahrenheit
TES 295 35 31
TES 389 25 13
2.7 TRANSMISSION FLUID AND FILTER CHANGE INTERVALS
CAUTION: Transmission fluid and filter change frequency is

determined by the severity of transmission service. To help avoid
transmission damage, more frequent changes may be necessary
than recommended in the general guidelines due to operating
conditions and duty cycle.
For the appropriate recommended change interval guidelines for your specific
transmission configuration, refer to Table 2–3, Table 2–4, or Table 2–5.
CAUTION: Transmission fluid and filters must be changed

whenever there is evidence of dirt or high temperature conditions. A
high temperature condition is indicated when the transmission fluid is
discolored, has a strong odor, or has exceeded oil analysis limits.
There are three methods recommended by Allison Transmission to help you

determine when to change the fluid and filters in your Allison Transmission.
The methods are as follows:
• When a Prognostics indicator becomes active (shown by illuminating
the TRANS SERVICE indicator in the selector VF display).
NOTE: The strip pushbutton selector has no display and is not

prognostics capable.
• When recommendations listed in the Fluid and Filter Change Interval

Tables are met. Refer to Table 2–3, Table 2–4, or Table 2–5.
• When a fluid analysis program indicates a fluid change is necessary.
Filter changes must still occur based on either of the events occurring
above.
47
2.7.1 Fluid And Filter Changes. If using gold series filters, change the main
filter after the first 8000 km (5000 miles) then follow the recommended fluid
and filter change intervals found in Table 2–4 and Table 2–5.
The tables are provided only as a general guide for fluid and filter change
intervals. Local conditions, severity of operation, or duty cycle may require
more or less frequent fluid change intervals that differ from the published
recommended fluid change intervals of Allison Transmission. Use fluid
analysis to optimize transmission protection and fluid change intervals.
Change filters at or before the recommended intervals. Refer to SIL 10TR99.
2.7.2 High Capacity Filters. Allison 3000/4000 Product Families

transmission high capacity filters allow extended filter change intervals when
used with an Allison approved TES 295 fluid. High capacity filters can be
identified by P/N 29545777 or 29545780 stamped into the filter end cap.
Previous Allison 3000/4000 Product Families transmission filters can be
identified by P/N 29538231 or 29538232 stamped into the filter end cap.
When replacing gold series filters with high capacity filters in transmissions
containing 100 percent Allison approved TES 295 fluid, following the high
capacity fluid and filter change intervals is allowed. Refer to Table 2–3,
Table 2–4, and Table 2–5.
Table 2–3. Prognostics On Fluid and Filter Change Intervals

Fluid Change Intervals High Capacity** Main Suction
and Lube Filter Filter
Change Intervals Assembly
Change
Interval
Whichever is first of the Whichever is first of
following: the following:
• If the TRANS • If the TRANS
SERVICE indicator SERVICE
in the shift selector indicator in the
is illuminated shift selector is
steady for 2 flashing on and At time of
TES 295 Fluids* minutes after D off for 2 minutes transmission
(Drive) is selected after D (Drive) is overhaul
• 60 calendar selected
months** • Any time the fluid
is changed
NOTE: Always replace
main and lube filters with • 60 calendar
the fluid change**. months**
48
Table 2–3. Prognostics On Fluid and Filter Change Intervals (cont’d)
Fluid Change Intervals High Capacity** Main Suction

and Lube Filter Filter
Change Intervals Assembly
Change
Interval
• If the TRANS • If the TRANS
SERVICE indicator SERVICE
in the shift selector indicator in the
is illuminated shift selector is
steady for 2 flashing on and At time of
TES 389 Fluids* minutes after D off for 2 minutes transmission
(Drive) is selected after D (Drive) is overhaul
• 24 calendar selected
months** • Any time the fluid
is changed
main and lube filters with • 24 calendar
the fluid change**. months**
* Either TES 295 or TES 389 fluid 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 fluid must
continue to use the TES 389 schedule shown in this table until two fluid changes with only
TES 295 fluid have occurred, at which time the TES 295 schedule may be used.
** Allison Transmission High Capacity filters are required in order to use the Filter Life Monitor
(FM) feature with Prognostics as shown in this table.
49
Table 2–4. Prognostics Disabled or Turned Off Fluid and
Filter Change Intervals
General Vocation* Refer to Table 2–5 for additional information
on severe vocations.
Fluid Change High Suction
Intervals Capacity*** Main Filter
and Lube Filter Assembly
Change Intervals Change
Interval
Whichever is first of Whichever is first of
the following: the following:
• 480 000 km • Any time the
(300,000 miles) fluid is changed
• 6000 hours of • 120 000 km At time of
TES 295 Fluids** operation (75,000 miles) transmission
• 48 calendar • 3000 hours of overhaul
months operation
NOTE: Always replace • 36 calendar
main and lube filters months
with the fluid change***.
Whichever is first of Whichever is first of
TES 389 Fluids** operation (25,000 miles) transmission
months operation
with the fluid change***.
* General Vocation includes all nonretarder transmissions not identified as severe, and
intercity coaches with duty cycles of less than one stop per mile.
**A mixture of TES 389 and TES 295 fluid must continue to use the TES 389 schedule shown
in this table until two fluid changes with only TES 295 fluid have occurred, at which time the
TES 295 schedule may be used.
***This information is based on using Allison Transmission High Capacity filters and a TES
389 or TES 295 fluid type with Prognostics Features not available or turned off.
50
Table 2–5. Prognostics Disabled or Turned Off Fluid and
Filter Change Intervals
Severe Vocation*
Fluid Change High Suction
Intervals Capacity** Main Filter
and Lube Filter Assembly
Change Intervals Change
Interval
TES 295 Fluids*** operation (75,000 miles) transmission
months operation
with the fluid change**.
• 20 000 km (12,000 • Any time the
miles) fluid is changed
At time of
• 500 hours of • 20 000 km
TES 389 Fluids*** transmission
operation (12,000 miles)
overhaul
• 6 calendar months • 500 hours of
operation
main and lube filters • 6 calendar
with the fluid change **. months
* Severe Vocation includes all retarderequipped 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 filters and a TES 389
or TES 295 fluid type with Prognostics Features not available or turned off.
*** A mixture of TES 389 and TES 295 fluid must continue to use the TES 389 schedule
shown in this table until two fluid changes with only TES 295 fluid have occurred, at which
time the TES 295 schedule may be used.
51
2.7.3 Fluid Analysis. Transmissions used in high cycle rate applications
should use fluid analysis to make sure fluid is changed as soon as needed.
Transmission protection and fluid change intervals may be optimized by
monitoring fluid oxidation according to the tests and limits, refer to Table 2–6.
Refer to the Technician’s Guide for Automatic Transmission Fluid, GN2055EN,
or SIL 17TR96 for additional information.
Table 2–6. Fluid Oxidation Measurement Limits

Test Limit
Viscosity ±25% change from new fluid
Total Acid Number (TAN) +3.0* change from new fluid
Solids 0.2 percent by volume
*mg of potassium hydroxide (KOH) to neutralize a gram of fluid.
2.8 TRANSMISSION FLUID CONTAMINATION
2.8.1 Fluid Examination. At each fluid change, examine the drained fluid
for evidence of dirt or water. A normal amount of condensation will appear
in the fluid during operation.
2.8.2 Water. Obvious water contamination of the transmission fluid or

transmission fluid in the heat exchanger water indicates a leak between the
water and fluid areas of the cooler. Inspect and pressure test the cooler to
confirm 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 cleanup of the transmission and replacement
of seals, gaskets, clutch plates, and bearings. Solenoid resistance should
be measured and checked against the specifications. Solenoids not within
specification should be replaced. Refer to SIL 18TR98, Rev A.
52
2.8.4 Metal. Metal particles in the fluid (except for minute particles normally
trapped in the oil filter) indicate internal transmission damage. If these
particles are found in the sump, the transmission must be disassembled and
closely inspected to find 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 flushing the cooler, be sure to check the external

cooler circuit restriction. If circuit pressure drop is above specification,
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 filters.
WARNING: Avoid contact with hot fluid or the sump when draining
transmission fluid. Direct contact with hot fluid or the hot sump may
result in bodily injury.
1. Drain the fluid when the transmission is at normal operating sump

temperature: 71°C–93°C (160°F–200°F). Hot fluid flows quicker and
drains more completely.
2. Remove the drain plug from the oil pan and allow the fluid to drain into
a suitable container.
3. Examine the fluid as described in 2.8 TRANSMISSION FLUID
CONTAMINATION, 2.8.1 Fluid Examination.
53
2.9.2 Replace Filters.
Figure 2–10. Location of Filters for Service

1. Remove twelve bolts (1), two filter covers (2), two gaskets (3), two
Orings (4), two Orings (5), and two filters (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 filter 6 and push filter onto each
cover (2). Install new gaskets (3) on each cover (2) and align bolt holes
in gasket with holes in cover.
3. Install filter cover assemblies into the filter compartments. Align each
filter/cover assembly with the holes in the bottom of the control module.
Push the cover assemblies in by hand to seat the seals.
54
CAUTION: Do not use the bolts to draw the filter 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 51–61 N∙m
(38–45 lb ft).
5. Replace the drain plug Oring. Install the drain plug and tighten to
25–32 N∙m (18–25 lb ft).
2.9.3 Refill Transmission. The fluid refill volume will be less than the volume
listed for the initial fill due to some fluid remaining in the external circuits as
well as in various transmission component cavities. After refill, verify the fluid
level is correct.
NOTE: Quantities listed in Table 2–7 are approximate and do not

include external lines and cooler hoses.
Table 2–7. Transmission Fluid Capacity

Initial Refill Refill
Transmission Sump Liters Quarts Liters Quarts
3000 Product 4 inch 27 29 18 19
Family
2 inch 25 26 16 17
4000 Product 4 Inch 48 51 ‘40 42
Family*
2 Inch 41 43 33 35
* Subtract 2.8 Liters (3 Quarts) for transmissions without PTO.
2.10 FLUID LEAK DIAGNOSIS
2.10.1 Finding the Leak.

1. Identify the fluid. Determine whether the fluid is engine oil, automatic
transmission fluid, or hydraulic fluid 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 fluid leaks and
their causes.
55
• 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 fittings loose or damaged
– Output shaft seals wornout or damaged
– Pressure port plugs loose
– Porous casting
• Leak at converter end:
– Converter seal damaged
– Seal lip cut—check converter hub for damage
– Garter spring missing from seal
– Converter leak in weld area or Oring seal
– Porous casting
• Fluid comes out of fill tube:
– Overfilled—incorrect dipstick
– Plugged vent
– Water or coolant in fluid—fluid appears milky
– Incorrect electronic fluid indication
– Drainback holes plugged
3. Visually inspect the suspected area. Inspect all gasket mating surface
for leaks.
4. If the leak still cannot be identified, 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 identified, 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.
56
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 finding
leaks is available. Refer to the manufacturer’s directions when using the kit.
Refer to the kit directions for the color of the fluid/dye mix.
1. Pour the specified amount of dye into the transmission fill tube.
2. Operate the vehicle under normal operating conditions.
3. Direct the black light toward the area suspected of leaking. Dyed fluid
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 flanges 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 flange for bends; replace the sealing flange
if bent
57
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 fluid.
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 12–16 N∙m (9–12 lb ft).
2.12 TROUBLESHOOTING
NOTE: For Diagnostic Trouble Codes (DTCs) troubleshooting,

connector repair procedures, and system wiring diagrams refer to
Troubleshooting Manual TS7149EN.
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. When the Transmission Control Module

(TCM) detects a serious fault, the CHECK TRANS light illuminates and action
is automatically taken to protect operator, vehicle, and the transmission. A
DTC will nearly always be registered when the CHECK TRANS light is on;
however, not all DTCs turn on the CHECK TRANS light.
Illumination of the CHECK TRANS light indicates that a condition was
detected that requires service attention. Operation may or may not
be restricted. Depending upon the cause for the CHECK TRANS light
illumination, the TCM may or may not respond to shift selector requests. The
transmission may be locked in a range. That range will be shown on the shift
selector display. Both upshifts and downshifts may be restricted when the
CHECK TRANS light is illuminated.
58
Each time the engine is started, the CHECK TRANS light illuminates briefly
and then goes off. This momentary lighting shows the light circuit is working
properly.
2.12.3 Entering Diagnostic Mode.
NOTE: The strip style pushbutton shift selector has no display or

diagnostic capabilities. Use the Allison DOC® for PC–Service Tool to
display DTCs.
NOTE: An Oil Level Sensor (OLS) is standard with 5th Generation

Controls except on 4700/4800 retarder equipped models.
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 bumpshift lever to N (Neutral) and apply the parking
brake.
• Press the DISPLAY MODE/DIAGNOSTIC (DMD) button once
to access oil level information.
• Press the DISPLAY MODE/DIAGNOSTIC (DMD) button again to
access the Oil Life Monitor (OM) (if Prognostics is available).
access the Filter Life Monitor (FM) (if Prognostics is available).
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 bumpshift lever to any range. After
approximately 10 minutes of inactivity at the bumpshift lever
selector, the diagnostic mode automatically exits and returns to
normal operating mode.
2. Accessing oil level, Prognostics, and DTCs using a keypad pushbutton
shift selector.
59
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.
again to access the Oil Life Monitor (OM) (if Prognostics is
available).
again to access the Filter Life Monitor (FM) (if Prognostics is
available).
again to access the Transmission Health Monitor (TM) (if
Prognostics is available).
again to access the DTCs.
• Press the MODE button to view subsequent code positions d2
through d5.
• To exit DTC mode, press any range button, D (Drive), N (Neutral).
R (Reverse). After approximately 10 minutes of inactivity at the
pushbutton shift selector, the diagnostic mode automatically exits
and returns to normal operating mode.
2.12.4 Diagnostic Trouble Codes (DTCs). DTCs can be displayed on the

display portion of the shift selector or Allison DOC® for PC–Service 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 retained in the TCM
memory and do not necessarily affect the TCM decision making process.
2.12.5 Displaying Diagnostic Trouble Codes (DTCs). Up to five DTCs may

be displayed one at a time from the selector once the diagnostic display mode
has been initiated. Each DTC is 5 characters in length. The DTC status active
or inactive is shown below the DTC (refer to Figure 2–11).
60
Figure 2–11. DTC Display
Press the MODE button to read the next DTC in the queue (if any) or requests
to exit diagnostics mode. The diagnostics mode times out and returns the
selector to normal operating mode after approximately 10 minutes of inactivity.
The first character identifies the area of the function of the device which
malfunctioned.
– B = Body
– C = Chassis
– P = Powertrain
– U = Network or Datalink
The second character identifies whether the DTC is controlled by the
manufacturer or by SAE/ISO.
– 0 or 2 = SAE/ISO controlled
– 1= Manufacturer controlled
– 3 = Either SAE/ISO or Manufacturer controlled
The third position is a hexadecimal value identifying the area of the vehicle
system.
– 0 = Fuel and Air Metering and Auxiliary Emission Controls
– 3 = Ignition System or Misfire
– 4 = Auxiliary Emission Controls
– 5 = Vehicle Speed, Idle Control and Auxiliary Inputs
– 6 = Computer and Auxiliary Outputs
– 7 = Transmission
61
– A = Hybrid
The final two digits identify a specific fault.
The process for displaying DTCs differs between the two shift selector styles:
• Keypad Pushbutton selectors with Prognostics On:
– Simultaneously press the ↑ (Upshift) and ↓ (Downshift) arrows
five times.
– Press the MODE button to read the next code in the queue, if any.
NOTE: For 4700/4800 transmissions equipped with a retarder, press

the ↑ (Upshift) and ↓ (Downshift) arrows four times.
• Keypad Pushbutton selectors with Prognostics Off

– Simultaneously press the ↑ (Upshift) and ↓ (Downshift) arrows
two times.

the ↑ (Upshift) and ↓ (Downshift) arrows once.
• BumpShift Lever selectors with Prognostics On:

– Press the DISPLAY MODE/DIAGNOSTIC five times.

the DISPLAY MODE/DIAGNOSTIC button four times.
• BumpShift Lever selectors with Prognostics Off:

– Press the DISPLAY MODE/DIAGNOSTIC two times.

the DISPLAY MODE/DIAGNOSTIC button once.
2.12.6 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 once or press any range button, D (Drive), N
62
(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 bumpshift lever selectors, momentarily press the MODE button
once or move the bumpshift 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.
2.12.7 DTC List and Descriptions.
Table 2–8. DTC List and Descriptions

DTC Description CHECK Inhibited Operation
TRANS Light Description
C1312 Retarder Request Sensor No May inhibit retarder
Circuit Low operation if not using
J1939 datalink
C1313 Retarder Request Sensor No May inhibit retarder
Circuit High operation if not using
J1939 datalink
P0122 Pedal Position Sensor No Use default throttle
Circuit Low Voltage values. Freezes shift
adapts.
P0123 Pedal Position Sensor No Use default throttle
Circuit High Voltage values. Freezes shift
adapts.
P0218 Transmission Fluid Over Yes Use default sump temp
Temperature
P0562 System Voltage Low No Inhibit TCC Operation,
DNA
P0602 TCM Not Programmed Yes Lock in Neutral
P0604 Control Module Random Yes Lock in Neutral
Access Memory (RAM)
63
Table 2–8. DTC List and Descriptions (cont’d)

P0614 Torque Control Data Yes Allows operation only
Mismatch—ECM/TCM in reverse and second
range
P0634 TCM Internal Yes SOL OFF (hydraulic
Temperature Too High default)
P0642 Sensor Reference Yes Default sensor data used
Voltage “A” Circuit Low
P0643 Sensor Reference Yes Default sensor data used
Voltage “A” Circuit High
P0657 Actuator Supply Circuit Yes SOL OFF, DNA, Inhibit
Voltage 1 Open (HSD1) TCC operation, Inhibit
main modulation
P0658 Actuator Supply Circuit Yes DNS, SOL OFF
Voltage 1 Circuit Low (hydraulic default)
(HSD1)
Voltage 1 Circuit High (hydraulic default)
(HSD1)
P0703 Brake Switch Circuit No No Neutral to Drive
shifts for refuse packer.
TCM inhibits retarder
operation if a TPS code
is also active.
P0708 Transmission Range Yes Ignore defective strip
Sensor Circuit High selector inputs
P070C Transmission Fluid Level No None
Sensor Circuit Low
P070D Transmission Fluid Level No None
Sensor Circuit High
P0712 Transmission Fluid Yes Use default sump temp
Temperature Sensor
Circuit Low
P0713 Transmission Fluid Yes Use default sump temp
Temperature Sensor
Circuit High
64

P0715 Turbine Shaft Speed Yes DNS, Lock in current
Sensor Circuit range
Performance
Sensor Circuit No Signal range
P071A RELS Input Failed On Yes Inhibit RELS operation
P071D General Purpose Input Yes None
Fault
P0720 Output Shaft Speed Yes DNS, Lock in current
Performance
Sensor Circuit No Signal range
P0725 Engine Speed Sensor No Default to turbine speed
Circuit
Circuit Performance
Circuit No Signal
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
3rd
65

3rd, then 2nd
P0736 Incorrect Reverse Ratio Yes DNS, Lock in Neutral
P0741 Torque Converter Clutch Yes None
(TCC) System Stuck Off
P0752 Shift Solenoid 1 Valve Yes DNS
Performance–Stuck On
P0776 Pressure Control Yes DNS, RPR
Solenoid (PCS) 2 Stuck
Off
On
P077F Incorrect Reverse 2 Ratio Yes DNS, Lock in Neutral
Off
On
P0842 Transmission Fluid Yes DNS, Lock in current
Pressure Switch 1 Circuit range
Low
P0843 Transmission Fluid Yes DNS, Lock in current
Pressure Switch 1 Circuit range
High
P0847 Transmission Fluid Yes None
Pressure Switch 2 Circuit
Low
P0848 Transmission Fluid Yes None
Pressure Switch 2 Circuit
High
P0880 TCM Power Input Signal No None
Performance
66

P0882 TCM Power Input Signal Yes DNS, SOL OFF
Low (hydraulic default)
High
P088A Transmission Filter No None
Maintenance Alert
P088B Transmission Filter No None
Maintenance Required
P0894 Unexpected Mechanical Yes DNS, Lock in first
Gear Disengagement
P0897 Transmission Fluid No None
Deteriorated
P0960 Main Pressure Modulation Yes None
Solenoid Control Circuit
Open
P0962 Main Pressure Modulation Yes DNS, SOL OFF
Solenoid Control Circuit (hydraulic default)
Low
P0963 Main Pressure Modulation Yes None
Solenoid Control Circuit
High
P0964 Pressure Control Yes DNS, SOL OFF
Solenoid (PCS) 2 Control (hydraulic default)
Circuit Open
Circuit Low
Circuit High
Circuit Open
Circuit Low
67

Circuit High
P0973 Shift Solenoid 1 Control Yes DNS, SOL OFF
Circuit Low (hydraulic default)
P0974 Shift Solenoid 1 Control Yes DNS, SOL OFF
Circuit High (hydraulic default)
P0976 Shift Solenoid 2 Control Yes 7speed: Allow 2 through
Circuit Low 6, N, R. Inhibit TCC
operation
P0977 Shift Solenoid 2 Control Yes 7speed: Allow 2 through
Circuit High 6, N, R
P097A Shift Solenoid 1 Control Yes Lock in range
Circuit Open
P097B Shift Solenoid 2 Control Yes 7speed: Allow 2 through
Circuit Open 6, N, R
P0989 Retarder Pressure Sensor No None
Circuit Low
P0990 Retarder Pressure Sensor No None
Circuit High
P1739 Incorrect Low Gear Ratio Yes Command 2nd and allow
shifts 2 through 6, N, R
P1790 Gear Shift Module 1 Yes Shift selector language
Calibrated Invalid or units incorrect
P1791 Gear Shift Module 2 Yes Shift selector language
Calibrated Invalid or units incorrect
P1891 Throttle Position Sensor No Use default throttle
PWM Signal Low values
P1892 Throttle Position Sensor No Use default throttle
PWM Signal High values
P2184 Engine Coolant No Use default engine
Temperature Sensor 2 coolant values
Circuit Low
68

P2185 Engine Coolant No Use default engine
Temperature Sensor 2 coolant values
Circuit High
P2637 Torque Management Yes Inhibit SEM
Feedback Signal A
P2641 Torque Management Yes Inhibit LRTP
Feedback Signal B
P2669 Actuator Supply Circuit Yes SOL OFF, Inhibit TCC
Voltage 2 Open (HSD2) operation, Inhibit Main
modulation, DNA
Voltage Low (HSD2) (hydraulic default)
Voltage 2 High (HSD2) (hydraulic default)
P2684 Actuator Supply Circuit Yes SOL OFF, Inhibit TCC
Voltage 3 Open (HSD3) operation, Inhibit Main
modulation, DNA
Voltage 3 Low (HSD3) (hydraulic default)
Voltage 3 High (HSD3) (hydraulic default)
Off
Solenoid (PCS) 4 Stuck (hydraulic default)
On
Circuit Open
Circuit Low
Circuit High
69

Off
On
Circuit Open
Circuit Low
Circuit High
P2736 Pressure Control Yes Inhibit retarder operation
Solenoid (PCS) 5 Control
Circuit Open
P2738 Pressure Control Yes Allow 2 through 6, N, R.
Solenoid (PCS) 5 Control Inhibit retarder and TCC
Circuit Low operation
P2739 Pressure Control Yes Inhibit retarder operation
Solenoid (PCS) 5 Control
Circuit High
P273F Retarder Oil Temperature No None
Sensor Over Temperature
Condition
P2742 Retarder Oil Temperature No Use default retarder temp
Sensor Circuit Low values
P2743 Retarder Oil Temperature No Use default retarder temp
Sensor Circuit High values
P2761 Torque Converter Clutch Yes Inhibit TCC operation
(TCC) Pressure Control
Solenoid (PCS) Control
Circuit Open
70

P2763 Torque Converter Clutch Yes Inhibit TCC operation
(TCC) Pressure Control
Solenoid (PCS) Control
Circuit High
P2764 Torque Converter Clutch Yes 7speed: allow 2 through
(TCC) Pressure Control 6, N, R. Inhibit TCC
Solenoid (PCS) Control operation
Circuit Low
P2789 Transmission Clutch Life Yes None
Expired (Clutch Adaptive
Learning at Limit)
P2793 Gear Shift Direction Yes Ignores PWM input from
Circuit shift selector
Off
On
Circuit Open
Circuit Low
Circuit High
U0073 CAN Communication Bus No Use default values
1 Off
U0074 CAN Communication Bus No Use default values
2 Off
U0100 Lost Communications Yes Use default values
with ECM A
71

U0103 Lost Communication With Yes Maintain range selected,
Gear Shift Module 1 observe gear shift
direction circuit
U0291 Lost Communication With Yes Maintain range selected,
Gear Shift Module 2 observe gear shift
direction circuit
U0304 Gear Shift Module 1 Yes Ignore shift selector
Incompatible inputs
U0333 Gear Shift Module 2 Yes Ignore shift selector
Incompatible inputs
U0404 Gear Shift Module 1 Yes Maintain range selected,
Invalid Data observe gear shift
direction circuit
U0592 Gear Shift Module 2 Yes Maintain range selected,
Invalid Data observe gear shift
direction circuit
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 only—never 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 specifications 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.
72
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 fluid level and adjust as
necessary.
7. Connect Allison DOC® for PC–Service 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 PC–Service Tool
displays sump temperature only.
9. Install wheel chocks.
10. A driver is in the driver’s position.
11. The vehicle’s brakes are fully locked.
WARNING: To help avoid personal injury, such as burns, from hot

transmission fluid and/or to help avoid equipment damage, do not
stall the torque converter for more than ten seconds maximum
and monitor transmission fluid temperature. Immediately return
the engine to idle if converter out (to cooler) temperature exceeds
150°C (300°F). Operating the transmission at high engine power
at transmission stall or near stall conditions causes a rapid rise in
the transmission fluid temperature. The fluid 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 fluid.
73
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 N (Neutral) allow the transmission to warm
to normal operating temperature:
• Sump temperature 71–93°C (160–200°F)
• Converter out temperature 82–104°C (180–220°F)
2. Perform a hot check of the transmission fluid level and adjust as
necessary.
3. Turn all engine accessories OFF.
4. To place Allison DOC® for PC–Service Tool in clutch test mode, select
D (Drive) on the shift selector, then select 4 (Fourth Range) on the
Range Panel.
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.
74
CAUTION: The transmission stall test procedure causes a rapid rise
in transmission fluid temperature that can damage the transmission.
Never maintain a stall condition once engine speed stabilizes or
converter out (to cooler) temperature exceeds 150°C (300°F). During
a stall condition, converter out temperature rises much faster than the
internal (sump) temperature. Never use sump fluid 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 1200–1500 rpm for 2 minutes to cool
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.
WARNING: To help avoid personal injury and/or equipment damage,

a driving transmission stall test MUST BE PERFORMED by a trained
driver and a qualified 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.
75
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 fluid level and adjust as
necessary.
7. Connect Allison DOC® for PC–Service 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 PC–Service 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 fluid temperature that can damage the transmission.
Never maintain a stall condition once engine speed stabilizes or
converter out (to cooler) temperature exceeds 150°C (300°F). During
a stall condition, converter out temperature rises much faster than the
internal (sump) temperature. Never use sump fluid 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 N (Neutral) allow the transmission to warm

normal operating temperature:
• Sump temperature 71–93°C (160–200°F)
• Converter out temperature 82–104°C (180–220°F)
2. Perform a hot check of the transmission fluid 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.
76
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 1200–1500 rpm for 2 minutes to cool
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) fluid temperature
should return to within normal operating temperature range.
2. If the transmission fluid does not cool within two minutes, the
cause could be a stuck torque converter stator or an issue with the
transmission cooler, lines or fittings.
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
specification 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 specification, an engine issue is indicated.
• If engine stall speed is more than 150 rpm above specification, a
transmission issue is indicated.
• Conditions that can exist to cause stall speed to 150 rpm above
specification could be:
– Transmission fluid cavitation or aeration. Verify proper fluid 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.
77
2.14 CHECKING CLUTCH PRESSURES
Measuring individual clutch pressures helps determine if a transmission
malfunction is due to a mechanical or an electrical problem. Proper pressure
measurements require transmission and vehicle (or test stand) preparation,
recording of data, and comparing recorded data against specifications
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 difficulty you are evaluating.
Proceed to make mechanical preparations for measuring clutch
pressures after DTCs have first 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 2–12.
CAUTION: Be sure the hydraulic fittings have the same thread as the
plugs removed (7∕1620 UNF2A). Fittings must be straight thread,
Oring style. Failure to do this results in damage to the control valve
module.
2. Install hydraulic fittings suitable for attaching pressure gauges or

transducers.
3. Connect pressure gauges or transducers. J26417A Pressure Gage
Set is available for this purpose.
4. Make sure that engine speed can be monitored. Allison DOC® for
PC–Service Tool may be used for this purpose.
5. Make sure that transmission sump fluid temperature can be measured.
Allison DOC® for PC–Service Tool may be used for this purpose.
6. Make sure the transmission has enough fluid for cold operation until an
operating temperature fluid level can be set.
7. Bring the transmission to normal operating temperature of
7193ºC (160200ºF). Inspect for fluid leaks in the added pressure
gauge/transducer lines. Repair leaks as needed. Make sure that fluid
level is correct.
78
Figure 2–12. Clutch Pressure Check Points
2.14.2 Recording Data.

1. The Allison DOC® for PC–Service Tool can check individual range
clutch pressures with the vehicle stationary. Clutch Test instructions
are located in the Action Request section of the Allison DOC® for
PC–Service Tool User Guide GN3433EN, and in the Universal
Allison DOC® Technician’s Library. Follow instructions to check clutch
pressures in individual ranges.
2.14.2.1 Main Modulation
NOTE: For NonShift Energy Management transmission calibrations,

Step Main Mod logic is active during the 12 shift. For SEM
transmission calibrations, Variable Main Mod logic is active.
Refer to the Universal Allison DOC® Technician’s Library for a description

of the Full Main Pressure Action Request. For Main Mod ON/OFF
pressure specifications at idle, refer to Table 2–9 for 3000 Product Family
Transmissions, and Figure 2–14 4000 Product Family transmissions.
2.14.2.2 Lockup and Clutch Pressures
Lockup clutch pressure can only be measured by driving the vehicle in a
range where lockup can be obtained. Record the pressure values at the
79
engine speed and sump fluid temperature values shown in Figure 2–13 for
3000 Product Family Transmissions, and Figure 2–14 for 4000 Product
Family Transmissions. The lockup clutch is functioning correctly when engine
speed and turbine speed values are equal as shown in the Allison DOC® for
PC–Service Tool recorded data, and the lockup pressure meets specification.
Operate the transmission at the conditions shown in Figure 2–13 for 3000
Product Family Transmissions, and Figure 2–14 for 4000 Product Family
Transmissions. Record engine speed, transmission sump fluid temperature,
Main Mod solenoid state on or off, main hydraulic pressure, and clutch
pressures in the ranges where a problem is suspected.
2.14.2.3 Torque Converter Pressure
Occasionally, knowing the approximate torque converter pressure is helpful
when troubleshooting symptoms like “transmission will not go to range” and
some transmission overheat concerns.
Because torque converter pressure cannot be monitored within the torque
converter itself, “torque converter out” pressure is used to approximate torque
converter pressure. To measure “torque converter out” pressure, place a
pressure gauge in a fitting that has been drilled with a pressure tap into the
“To Cooler” line. Take this reading with the transmission in N (Neutral) and
the engine running above 1400 rpm. Torque converter out pressure should
measure between 276552 kPa (4080 psi).
2.14.3 Comparing Recorded Data to Specifications.
NOTE: Use Allison DOC® for PC–Service Tool to monitor the Main
Mod solenoid state while taking main pressure and clutch pressure
readings. The pressure specifications (listed in Figure 2–13 for
3000 Product Family Transmissions, and Figure 2–14 for 4000
Product Family Transmissions) and the actual main pressure and
clutch pressures on the gauges are dependent on current test
conditions. These conditions include range attained, input speed,
fluid temperature, and whether the Main Mod solenoid is on or off.
Note that the Main Mod solenoid OFF state increases pressures
above the Main Mod solenoid ON pressures.
1. If clutch pressures are within specifications, return the transmission

and vehicle to their original configuration and proceed with electrical
troubleshooting.
2. If clutch pressures are not within specification, take corrective action
to replace the internal parts of the transmission necessary to correct
the problem.
80
3. Measure pressure values after the transmission has been repaired.
4. Return the transmission to its original configuration. Remove
instrumentation and install any components removed for pressure
testing. Pressure tap plugs should be reinstalled and tightened to 1013
N∙m (710 lb ft.).
81
Table 2–9. 3000 Product Family Transmissions Idle Check (Input Speed 600 ± 20 rpm)
SET CHECK
Input Range Clutch(es) Main Pressure kPa/(psi)* Lube Pressure Cooler Flow LPM/(GPM)*
rpm Applied kPa/(psi)*
Spec Actual Spec Actual Spec Actual
1C
12401850 1040 525
Main Mod
(180270) (16) (1.36.6)
580620 OFF C1, C5
1C 8701480 1040 525
Main Mod ON (125215) (16) (1.36.6)
2C
12401850 1040 525
Main Mod
(180270) (16) (1.36.6)
82
580620 OFF C1, C4

2C 8701480 1040 525
Main Mod ON 125215 (16) (1.36.6)
Neutral
15102150 1040 525
Main Mod
(220315) (16) (1.36.6)
580620 OFF C5
Neutral 11701780 1040 525
Main Mod ON (170260) (16) (1.36.6)
Table 2–9. 3000 Product Family Transmissions Idle Check (Input Speed 600 ± 20 rpm) (cont’d)
SET CHECK
Reverse
14502040 1040 525
Main Mod
(210295) (16) (1.36.6)
OFF
580620 C3, C5
Reverse
11701750 1040 525
Main Mod
(170255) (16) (1.36.6)
ON**
* Conversions not exact
** Reverse range is not included in Allison DOC® for PC–Service Tool clutch test mode. To check main pressure at idle in reverse, select
reverse at the shift selector.
83
84
Figure 2–13. 3000 Product Family Transmissions Flow and Pressure Check (Input Speed 2100 ± 20 rpm)
Table 2–10. 4000 Product Family Transmissions Idle Check (Input Speed at 600 ± 20 rpm)
SET CHECK
Spec Actual Spec Actual Spec Actual
1C
12401900 10105 1535
Main Mod
580 (180275) (115) (410)
OFF C1, C5
620
1C 8701480 10105 1535
Main Mod ON (125215) (115) (410)
2C
12401900 10105 1535
Main Mod
(180275) (115) (410)
85
580 OFF C1, C4

620
2C 8701480 10105 1535
Main Mod ON (125215) (115) (410)
Neutral
15152200 10105 1535
Main Mod
580 (220320) (115) (410)
OFF C5
620
Neutral 11701775 10105 1535
Main Mod ON (170260) (115) (410)
Table 2–10. 4000 Product Family Transmissions Idle Check (Input Speed at 600 ± 20 rpm) (cont’d)
SET CHECK
Reverse
14502200 10105 1535
Main Mod
(210320) (115) (410)
580 OFF
C3, C5
620 Reverse
11701750 10105 1535
Main Mod
(170255) (115) (410)
ON**
Low C
(7 Speed) 12401900
86
Main Mod (180275)

580 OFF 10105 1535
C1, C6
620 (115) (410)
Low C
8701480
(7 Speed)
(125215)
Main Mod ON
* Conversions not exact
** Reverse range is not included in Allison DOC® For PC–Service Tool clutch test mode. To check main pressure at idle in reverse, select
reverse at the shift selector.
87
Figure 2–14. 4000 Product Family Transmissions Flow and Pressure Check (Input Speed 1800 ± 20 rpm)
REMOVING
Section 3
TRANSMISSION
3.1 DRAINING TRANSMISSION

Drain the transmission fluid before removing the transmission from the vehicle.
1. Remove the drain plug from the oil pan. Examine the drained fluid
for evidence of contamination (refer to 2.8 TRANSMISSION FLUID
CONTAMINATION, 2.8.1 Fluid Examination). Reinstall the drain plug.
2. Remove the transmission fill tube if it interferes with transmission
removal. Plug the fill tube hole in the main housing to keep dirt from
entering the transmission.
NOTE: A significant amount of fluid 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 3–1 or Figure 3–2.
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 3–1).
88
b. For 4000 Product Family transmissions, disconnect the input
(engine), turbine, and output speed sensors (refer to Figure 3–2).
NOTE: There may be residual transmission fluid in the

retarderaccumulator hydraulic line.
Figure 3–1. 3000 Product Family Disconnect Locations
89
Figure 3–2. 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 flange
or yoke. Position the disconnected shaft to avoid interference when
removing the transmission.
90
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 flange or
yoke to the replacement transmission. Remove the output flange or yoke by
removing M14 x 2.0 x 70 mm bolt, retainer plug and Oring.
91
TRANSMISSION
Section 4
PREPARATION
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 flywheel) 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

flange for raised metal, dirt, or if used, pieces of gasket material.
4.1.5 TransmissiontoEngine Mounting. Inspect the transmissionto

engine mounting flange 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 fluid.
CAUTION: DO NOT attempt to polish the oil seal contact surface on

the flange or yoke. Scratches or machinetype lead can cause the
seal to leak.
92
4.2.2 Check Flange or Yoke. Check each flange 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 flange or yoke after installation to check for binding.
4.2.3 Install Output Flange or Yoke.

1. Install flange 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 flange or yoke.
2. Tighten bolt to 70–80 N∙m (52–59 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 compounds—they are usually

incompatible with automatic transmission fluid.
4.3.1 Install Guide Pins. Guide pins are included in the PTO manufacturer’s
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 pins—ribbed
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
N∙m (3845 lb ft).
93
4.4 INSTALLING FILL TUBE AND SEAL
4.4.1 Location.
• 3000 Product Family—fill tube may be mounted on either the right or
left side. The unused fill tube provision must have a plug to fill the tube
opening.
• 4000 Product Family—fill tube is on the right side.
CAUTION: Install the fill 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 fill tube seal into the main housing. Insert the fill
tube through the seal. Align the tube bracket with its bolt location. Install the
fill tube bolt and tighten to 24–29 N∙m (18–21 lb ft).
• On 3000 Product Family Transmissions, the unused hole is blocked
using a fill tube seal and a new plug. Install the fill tube seal into the
unused fill tube hole. Install the new plug so that the underside of the
plug head contacts the fill 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 0.4375–20 UNF2A pressure plugs are
tightened to 10–13 N∙m (7–10 lb ft).
4.5.2 Fluid Drain Plug. Check that the drain plug is tightened to 25–32 N∙m
(18–24 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).
94
PREPARING
VEHICLE FOR
Section 5
TRANSMISSION
INSTALLATION
5.1 ENGINE, TRANSMISSION ADAPTATION REQUIREMENTS

You must make sure a new transmission installation can be adapted to the
vehicle’s engine. Use the measurements described in this section to make
sure correct transmissiontoengine adaptation. Refer to Figure 5–1 or
Figure 5–2 and/or AS67–020. Typical arrangement of adaptation components
is shown in Figure 5–3.
5.1.1 Flywheel Housing Pilot Bore Diameter. The flywheel housing pilot
bore diameter must measure.
• 3000 Product Family—447.68–447.81 mm (17.625–17.630 inches)
• 4000 Product Family—511.18–511.30 mm (20.125–20.130 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 flywheel 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 50.94–50.99 mm
(2.006–2.008 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.
95
Figure 5–1. 3000 Product Family Engine Adaptation
96
Figure 5–2. 4000 Product Family Engine Adaptation
97
Figure 5–3. 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 flatness 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 flexplate
adapter mounting face (refer to Figure 5–4). The torque converter axial
location should measure:
• 3000 Product Family—49.36–50.38 mm (1.943–1.983 inch)
• 4000 Product Family—44.0–46.8 mm (1.732–1.842 inch)
98
Figure 5–4. Converter Axial Location Measurement
5.2 CHECKING FLEXPLATE DRIVE ASSEMBLY
5.2.1 Flexplate Inspection. Check the flexplate for cracks, distortion, or

elongated bolt holes. Replace a worn or damaged flexplate.
5.2.2 Engine Crankshaft End Play. Make sure engine crankshaft end play
is within the engine manufacturer’s specifications.
NOTE: When assembling the flexplate to the crankshaft hub or hub

adapter, make sure the outer flexplate bolt holes are aligned.
99
5.2.3 Flexplate Assembly Installation. Install the flexplate onto the engine
crankshaft hub using the bolts and torque values specified for that engine.
Refer to Figure 5–1 or Figure 5–2 for the proper position of an installed
flexplate.
5.3 CHASSIS AND DRIVELINE INSPECTION

Inspect the chassis and driveline components for the following conditions, and
correct them as appropriate:
• Transmission mounts—broken or wornout
• Bolts and other hardware—damaged, missing, or incorrect
• Isolators (rubber mounts)—damaged or missing
• Driveline angles—runout, or balance which does not conform to the
manufacturer’s recommendations
• Driveline yoke slip joints:
– freedom of movement
– damaged or wornout
– correctly lubricated
– correctly indexed
• Driveline midship or hanger bearings—damaged or misaligned
• Universal joints:
– damaged or wornout
– correctly lubricated
– correctly indexed
• Vehicle differential backlash—manufacturer’s specification
• Universal joint coupling—alignment and differential damage
• Crossframe members and rear support members—condition and
location
• Auxiliary transmission:
– shaft alignment
– alignment of yoke or flange
– backlash
– fluid leaks
100
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 5–5, specifies the
tolerance by transmission model. For additional information on the adaptation
requirements and specifications, refer to 5.1 ENGINE, TRANSMISSION
ADAPTATION REQUIREMENTS.
101
Figure 5–5. Adaptation Requirements Checksheet
102
5.4.2 Measuring Equipment. The following measuring equipment (refer to
Figure 5–6) is required:
• 600 mm (24 inch) precision caliper.
• 50–100 mm (2–4 inch) telescoping gauge.
• 25–76 mm (1–3 inch) outside micrometer.
• Dial indicator and mounting attachments—base, posts, and clamps.
• 0–150 mm (0–6 inch ) depth micrometer.
Figure 5–6. Typical Set Of Tools Used To Determine The Adaptation

Requirements Of An Automatic Transmission
103
5.4.3 Flywheel Housing Pilot Bore Diameter.
Figure 5–7. Measuring Flywheel Housing Bore Diameter

— Inside Caliper Method
104
5.4.4 Flywheel Housing Bore Runout.
Figure 5–8. Measuring Flywheel Housing Bore Eccentricity

Of The Flywheel Housing Bore
Refer to Figure 5–8 and measure the flywheel 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 flywheel
housing bore.
• Record the maximum and minimum readings. The difference in
these readings should not be greater than the tolerances specified in
Figure 5–5.
105
5.4.5 Flywheel Housing Face Squareness.
Figure 5–9. Measuring Flywheel Housing Face Squareness

Refer to Figure 5–9 and measure the squareness of the flywheel 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 flywheel housing face.
• Record the maximum and minimum readings. The difference in these
two readings should not be greater than the tolerance specified in
Figure 5–5.
106
5.4.6 Crankshaft Hub Pilot or Adapter Diameter.
Figure 5–10. Measuring Converter Hub Pilot Diameter

— Inside Micrometer Method
107
Figure 5–11. Measuring Converter Hub Pilot Diameter
— Inside Micrometer Method
5.4.7 Crankshaft Hub or Adapter Squareness.
Figure 5–12. Measuring Crankshaft Hub Face Squareness
108
Refer to Figure 5–12 and measure the squareness of the crankshaft hub
face as follows:
• Securely fasten the base of the dial indicator to the flywheel 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 specified in
Figure 5–5.
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 5–13. Measuring Crankshaft Hub Eccentricity

Refer to Figure 5–13 and measure the crankshaft hub eccentricity as follows:
109
• With the dial indicator fastened to the flywheel 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 specified in
Figure 5–5.
5.5 COOLER, FILTER, AND LINES
5.5.1 Inspection. Perform the following and correct any faulty conditions:
• Transmission fluid cooler and related coolant lines:
– Inspect for contamination—clean and flush as necessary
– Inspect for deterioration
– Inspect for faulty connectors or kinks
– Clean and flush transmission fluid cooler, both coolant and oil sides.
Pressure check both sides using a 276 kPa (40 psi) air supply.
• Hydraulic lines:
– Inspect for contamination—clean and flush 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 flushing may not
remove all debris from the transmission fluid cooler system. Replace the
transmission “from cooler” (lube) filter after 8000 km (5000 miles). Refill the
transmission to the correct fluid 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:
– frayed insulation
110
– wiring damage
• Throttle sensor components, if present:
– 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
– frayed insulation
– wiring damage
• Fluid pressure gauge tubing:
– damage
– kinks
– improper routing
5.6.2 Throttle Position Sensor (TPS) Adjustment—Using Diagnostic

Tool. When properly installed by the equipment manufacturer, the TPS should
not require adjustment. Confirm that the throttle sensor has been installed to
manufacturer specification (refer to Figure 5–15) 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 8.5–35.7
mm range, the TPS is set properly. A total stroke of 15.2–22.9 mm must
be maintained.
111
Figure 5–14. 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 5–14).
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 5–15).
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.
112
Figure 5–15. HitchPin Throttle Position Sensor Installation Diagram
113
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
11–17 mm (0.44–0.67 inch) from its fully retracted position, and at
wide open throttle the cable end is pulled 15–22.9 mm (0.60–0.90
inch) from the idle position.
c. Check the stroke distance of the throttle sensor, from closed to
wide open. Stroke distance must be from 15–22.9 mm (0.60–0.90
inch).
d. Recheck for zero clearance at the fuel lever. Make sure that the
15.2–22.9 mm (0.60–0.90 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.
114
INSTALLING
TRANSMISSION Section 6
INTO VEHICLE
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 5–3):
1. Align one of the flexplate’s bolt holes with the access opening in the
engine flywheel housing.
2. Lubricate the center pilot boss with molybdenum disulfide grease
(Molycote G, or equivalent).
3. Install a headless guide bolt into one of the flexplate bolt holes in the
flexplate adapter or torque converter mounting lug (refer to Figure 5–4).
Align the guide bolt with the flexplate hole at the access opening.
4. Push the transmission toward the engine while guiding the pilot boss
on the torque converter into the flexplate hub adapter and the guide
bolt into the hole on the flexplate.
5. Seat the transmission squarely against the engine flywheel housing—no
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
flywheel housing.
7. Install all transmissiontoengine bolts finger tight.
CAUTION: The entire converter housing circumference must be

flush against the engine flywheel housing before tightening any bolts.
DO NOT use the bolts to seat the housing.
115
8. Tighten four bolts at equallyspaced intervals around the converter
housing bolt circle. Use the torque specified by the engine or vehicle
manufacturer—usually M10 x 1.56H bolts tightened to 51–61 N∙m
(38–45 lb ft), or 7/1614 bolts tightened to 73–88 N∙m (54–65 lb ft) or
3/ 16 bolts tightened to 49–58 N∙m (36–43 lb ft).
8
9. Remove the flexplate guide bolt through the engine flywheel housing
access opening. Replace it with a selflocking bolt. Tighten the bolt
finger tight.
NOTE: DO NOT tighten any flexplatetoflexplate adapter bolts until

all of the bolts have been installed and tightened finger tight.
10. Rotate the engine crankshaft to install the remaining selflocking bolts
into the flexplate adapter. After all bolts have been installed finger tight,
tighten M8 bolts to 24–29 N∙m (18–21 lb ft) and M10 bolts to 51–61
N∙m (38–45 lb ft).
11. Install the flywheel 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 flange or universal joint yoke to the
flange 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 specification.
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 6–1).
116
Figure 6–1. 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 fitting to the retarder air control solenoid.
Tighten the fitting to 16–22 N∙m (12–16 lb ft).
2. Connect the hydraulic hose between the retarder and the accumulator.
Refer to Table 6–1 for torque specifications.
6.6 CONNECTING POWER TAKEOFF (PTO) 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.
117
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 specified by
the manufacturer.
This does not apply to 4000 Product Family transmissions.
6.8 CONNECTING HYDRAULIC FITTINGS

Refer to Table 6–1 and/or Table 6–2 for recommended torque for cooler line
fittings.
SAEdefined hydraulic fittings that may be fastened to transmission
components or support equipment should be tightened to the following
specifications:
Table 6–1. Straight Thread Torque Specification

Fitting
Aluminum Steel
Identification
Retarder Housing/Cooler
Oil Cooler
Ports/Accumulator
Torque Specification
#12 Straight
56–69 N∙m (42–50 lb ft) 93–101 N∙m (69–74 lb ft)
thread, Oring side
#16 Straight
88–110 N∙m (65–81 lb ft) 152–166 N∙m (112–122 lb ft)
thread, Oring side
#20 Straight
118–146 N∙m (87–107 lb ft) 198–218 N∙m (146–160 lb ft)
thread, Oring side
118
Table 6–2. Flare Thread End Torque Specification
Fitting Identification Fitting Identification
#12 37° Flare End of
108–119 N∙m (80–87 lbft)
Fitting to Hose
148–154 N∙m (110–113 lbft)
Fitting to Hose
173–182 N∙m (128–134 lbft)
Fitting to Hose
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 TS7149EN
Allison 5th 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 2.0–3.2 N∙m (18–28 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
connector—NOT THE WIRES.
119
5. The transmission has a sump fluid temperature sensor on the internal
wiring harness. A retarder fluid temperature sensor is installed in the
retarder on retarderequipped models. Actual temperature reading
can be made with a diagnostic tool. Hot fluid 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 OEM–provided transmission fluid 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
removed—such as auxiliary transmission fluid 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 fluid (refer to 2.6 FLUID RECOMMENDATIONS).
2. Fill the transmission with the required amount of fluid (refer to
Table 2–7).
3. Run the engine for about one minute and check the fluid level (refer to
2.4 TRANSMISSION FLUID CHECK).
120
CHECKS AND
Section 7
ADJUSTMENTS
7.1 INSTALLATION CHECKLIST

Use this checklist after transmission installation. As items are checked, mark
them off this list.
• Torque Values:
– All control module bolts—51–61 N∙m (38–45 lb ft)
– Speed sensor bolts—24–29 N∙m (18–21 lb ft)
– Flexplatetocrankshaft hub bolts—Consult Engine Manufacturer
Specifications
– Flexplatetoflexplate adapter bolts—51–61 N∙m (38–45 lb ft)
– Fluid drain plug—25–32 N∙m (18–24 lb ft)
– Fluid fill tube bracket—24–29 N∙m (18–21 lb ft)
– Control module pressure taps—10–13 N∙m (7–10 lb ft)
– Cooler fittings: Refer to Table 6–1 and/or Table 6–2
– Cooler port cover bolts—51–61 N∙m (38–45 lb ft)
– Flexplate adaptertoconverter cover bolts—24–29 N∙m (18–21
lb ft)
– Output flange bolts—70–80 N∙m (52–59 lb ft)
– PTO cover bolts—51–61 N∙m (38–45 lb ft)
– PTO mounting bolts—51–61 N∙m (38–45 lb ft)
– Breather—12–16 N∙m (9–12 lb ft)
– PTO pressure hose to transmission—10–13 N∙m (7–10 lb ft)
– 20way transmission connector bolt—2.0–3.2 N∙m (18–28 lb inch)
– Rear cover bolts—90–110 N∙m (66–81 lb ft)
– TPS to transmission bracket M6 bolts— 10–13 N∙m (84–120 lb
inch) 1/420 bolts—12–15 N∙m (108–132 lb inch)
• Cooler Fluid Lines and Air Hose for:
– No leaks
121
– 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 fluid – Allison approved TES295 or TES389 fluid
– Correct fluid level in transmission
– Fill tube tight
– Fill tube cap tight
– Breather clean and free of restrictions
– No fluid 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 routed—if 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 Operator’s Handbook or Owner’s Manuals for operating
instructions.
122
Driveaway checks are performed to verify proper transmission and support
equipment installation and operation. The following steps outline driveaway
check procedures:
1. Check fluid—fill the transmission with the appropriate fluid.
2. Start the vehicle—check for proper system response during startup:
a. Turn on the vehicle’s 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 (Neutral) should appear in the shift selector display.
3. Clear Trouble Codes—during installation, it is common for false codes
to be stored in the electronic control’s TCM. These codes must be
cleared prior to road testing the vehicle.
4. Road Test the Vehicle—allow the electronic control time to converge
shifts.
5. Check for Proper Operation—check all components for proper mounting
and operation, and check for transmission fluid leaks at gasket surfaces,
lines, and hoses.
6. Recheck for Trouble Code—use the Allison DOC® for PC–Service Tool
or shift selector to determine if codes were set during the road test.
Refer to 2.12 TROUBLESHOOTING.
7. Troubleshoot—if codes exist after the road test, problems must be found
and corrected. Refer to TS7149EN, Allison 5th Generation Controls
Troubleshooting Manual for additional information.
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 5th 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 fluid pressure gauge—if used
– Speedometer
123
– Temperature gauge—if used
– Reverse warning system—if used
• Transmission Fluid:
– Fluid level meets specifications—cold, neutral, level
– No leaks
• NoLoad Governed Engine Speed:
– Noload governed speed of engine
– Adjust governor as necessary—refer to the manufacturer’s
specifications for the enginetransmission being tested.
• Output Retarder:
– Operation of the output retarder, if installed, while descending a
grade or slowing on a level road.
• PTO—if installed:
– PTO operation—Refer to the appropriate Operator’s Manual.
• Shift Sequence:
– Transmission upshifts and downshifts smoothly through all ranges
• Other Checks:
– Stall test
– Shift quality
• Comments:
124
CUSTOMER
Section 8
SERVICE
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 Transmission’s Sales and Service Locator tool on
the Allison Transmission web site at www.allisontransmission.com. You may
also refer to Allison Transmission’s 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.
125
NOTES
126
NOTES
127
NOTES
128
Visit
www.allisontransmissionpublications.com
for a comprehensive library of informational
publications, including Mechanic’s Tips,
Parts Catalogs, Troubleshooting Manuals
and Service Manuals.
MT7151EN 201301 Printed in USA

Allison Mechanical Tips

Uploaded by

Copyright:

Available Formats

Allison Mechanical Tips

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Allison Mechanical Tips

Uploaded by

Copyright:

Available Formats

MECHANIC’S TIPS

WARNINGS, CAUTIONS, NOTES

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

CAUTION: A caution is used when an operating procedure, practice,

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

• CMC Customer Modiﬁable Constant

• To help avoid unexpected vehicle movement that might cause

• To help avoid personal injury and equipment damage while

SECTION 2. PREVENTIVE MAINTENANCE

SECTION 3. REMOVING TRANSMISSION

SECTION 4. TRANSMISSION PREPARATION

SECTION 6. INSTALLING TRANSMISSION INTO VEHICLE

SECTION 7. CHECKS AND ADJUSTMENTS

SECTION 8. CUSTOMER SERVICE

1.1 ABOUT THIS MANUAL

2.1.1 TRANS SERVICE Indicator (Wrench Icon). The TRANS SERVICE

2.1.2 Prognostics Prerequisites. The following requirements must be met

NOTE: Since there is no FLI (PS2) switch in 7­speed models,

NOTE: It is important to note that if Prognostics is disabled, it is

• Use of Allison Transmission High Capacity Main and Lube Filters.

2.1.3 Prognostics Features Availability. The vehicle manufacturer speciﬁes

2.1.4 Procedure To Turn Prognostics On And Off. Methods to turn the

NOTE: Prognostics should not be turned on after recalibration of the

WARNING: To help avoid unexpected vehicle movement that might

NOTE: If another TRANS SERVICE indicator is installed in the dash

NOTE: If another TRANS SERVICE indicator is installed in the dash

2.1.5 Normal Prognostics Indication At Engine Start. Once Prognostics is

NOTE: If the shift calibration permits a maximum allowable gear in

NOTE: Verify prognostics setting for ﬂuid type, displayed in Allison

NOTE: Oil life is continuously calculated on the following cumulative

Figure 2–3. Percentage Fluid Life Remaining Display

NOTE: Fluid must accumulate for at least 50 hours of operation

Figure 2–4. Filter Life Display

NOTE: For 7­speed calibrations, the FM must be reset manually,

2.1.8.4 FM Maintenance History.

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

Figure 2–5. TM Display

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

2.2 PERIODIC INSPECTION AND CARE

2.2.1 Transmission Inspection. Clean and inspect the exterior of the

2.2.2 Vehicle Inspection.

2.2.3 Welding on Vehicle.

CAUTION: When welding on the vehicle:

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

2.2.4 Painting on Vehicle.

NOTE: Allison Transmission is not responsible for TCM damage

During electrostatic painting, the paint droplets receive an electrostatic charge

2.3 IMPORTANCE OF PROPER TRANSMISSION FLUID LEVEL

2.4 TRANSMISSION FLUID CHECK

2.4.1 Manual Fluid Check Procedure.

WARNING: To help avoid personal injury or property damage caused

CAUTION: The ﬂuid level rises as ﬂuid temperature increases. DO

Complete a COLD CHECK procedure using the dipstick as follows:

2.4.3 Hot Check Procedure.

CAUTION: When performing the Hot Check procedure, the ﬂuid

To complete a HOT CHECK procedure using the dipstick do the following:

Figure 2–7. Correct Fluid Level Display

Figure 2–8. Low Fluid Level Display

Figure 2–9. High Fluid Level Display

2.4.5 Fluid Level Display Criteria. If the proper conditions to measure

NOTE: Since there is no FLI (PS2) switch in 7speed models,

NOTE: For 7speed calibrations, the FM must be reset manually,

• BumpShift Lever selectors with Prognostics On:

• BumpShift Lever selectors with Prognostics Off: