Allison Allison HD4060 Service Manual

Mechanic’s Tips

3000 and 4000
Product Families

MT3004EN

Tips

MT3004EN

Allison Transmission

Allison WTEC III Controls
(Except 3000 P

3000 Product Family
4000 Product Family

roduct Family 7-Speed)

Alli son Tra nsmis sion, Inc.

P.O. Box 894 Indi anapo lis, India na 46206- 0894

www.al lison transmission.com

Printed in USA

Copyright © 2007 Allison Transmission, Inc.

2

SECTION I INTRODUCTION

1–1 ABOUT THIS MANUAL ............................... 7

SECTION II PREVENTIVE MAINTENANCE

2–1 PERIODIC INSPECTION AND CARE ...................... 20

2–2 IMPORTANCE OF PROPER TRANSMISSION FLUID LEVEL .......20

2–3 TRANSMISSION FLUID TEST ...........................21

2–4 KEEPING FLUID CLEAN ..............................27

2–5FLUIDRECOMMENDATIONS...........................27

2–6 TRANSMISSION FLUID AND FILTER CHANGE INTERVALS ...... 28

2–7 TRANSMISSION FLUID CONTAMINATION ..................32

2–8 TRANSMISSION FLUID AND FILTER CHANGE PROCEDURE ..... 35

2–9 FLUID LEAK DIAGNOSIS ............................. 37

2–10 BREATHER ...................................... 40

2–11 TROUBLESHOOTING ............................... 40

2–12 TRANSMISSION STALL TEST AND NEUTRAL COOL-DOWN

CHECK ......................................... 45

SECTION III REMOVING TRANSMISSION

3–1 DRAINING TRANSMISSION ............................51

3–2 DISCONNECTING CONTROLS .......................... 51

3–3 UNCOUPLING FROM DRIVELINE, ENGINE, AND VEHICLE ...... 52

3–4 REMOVING THE TRANSMISSION ........................53

3–5 REMOVING OUTPUT FLANGE OR YOKE ...................53

SECTION IV TRANSMISSION PREPARATION

4–1 INSPECTING INPUT COMPONENTS ...................... 55

4–2 INSTALLING OUTPUT FLANGE OR YOKE ..................55

4–3 INSTALLING PTO ...................................56

4–4 INSTALLING FILL TUBE AND SEAL ...................... 57

4–5 INSPECTING PLUGS AND OPENINGS ..................... 58

3

5–1 ENGINE, TRANSMISSION ADAPTATION REQUIREMENTS ....... 59

5–2 CHECKING FLEXPLATE DRIVE ASSEMBLY .................62

5–3 CHASSIS AND DRIVELINE INSPECTION ................... 63

5–4 COOLER, FILTER, AND LINES .......................... 64

5–5 INSPECTING CONTROLS ............................. 65

SECTION VI INSTALLING TRANSMISSION INTO VEHICLE

6–1 HANDLING .......................................69

6–2 MOUNTING TO ENGINE .............................. 69

6–3 INSTALLING TRANSMISSION MOUNTING COMPONENTS ....... 70

6–4 COUPLING TO DRIVELINE ............................ 70

6–5 CONNECTING OUTPUT RETARDER ACCUMULATOR .......... 70

6–6 CONNECTING POWER TAKEOFF CONTROLS ................71

6–7 CONNECTING PARKING BRAKE CONTROL .................72

6–8 CONNECTING COOLER .............................. 72

6–9 CONNECTING ELECTRICAL COMPONENTS .................72

6–10 CONNECTING SPEEDOMETER DRIVE ....................74

6–11 FILLING HYDRAULIC SYSTEM ........................ 75

6–12 INSTALLATION INSPECTION LIST ...................... 75

SECTION VII INSPECTIONS AND ADJUSTMENTS

7–1 INSTALLATION INSPECTION LIST ....................... 76

7–2 ROAD TEST AND VEHICLE OPERATION INSPECTION LIST ...... 78

SECTION VIII CUSTOMER SERVICE

8–1 OWNER ASSISTANCE ................................ 80

8–2 SERVICE LITERATURE ............................... 80

4

• Allison DOC™ is a trademark of General Motors Corporation.

• DEXRON®is a registered trademark of the General Motors Corporation.

• TranSynd™ is a trademark of Castrol Ltd.

• LPS Electro Contact Cleaner®is a registered trademark of LPS

Laboratories.

5

IT IS YOUR RESPONSIBILITY to be completely familiar with the warnings
and cautions described in this handbook. It is, however, important to understand
that these warnings and cautions are not exhaustive. Allison Transmission could
not possibly know, evaluate, and advise the service trade of all conceivable ways
in which service might be done or of the possible hazardous consequences of each
way. The vehicle manufacturer is responsible for providing information related to
the operation of vehicle systems (including appropriate warnings, cautions, and
notes). Consequently, Allison Transmission has not undertaken any such broad
evaluation. Accordingly, ANYONE WHO USES A SERVICE PROCEDURE OR
TOOL WHICH IS NOT RECOMMENDED BY ALLISON TRANSMISSION OR
THE VEHICLE MANUFACTURER MUST first be thoroughly satisfied that
neither personal safety nor equipment safety will be jeopardized by the service
methods selected.

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

The following three types of headings are used in this manual to attract your
attention.

WARNING: A warning is used when an operating procedure, practice,
etc., if not correctly followed, could result in personal injury or loss of
life.

CAUTION: A caution is used when an operating procedure, practice,
etc., if not strictly observed, could result in damage to or destruction of
equipment.

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

6

1–1. ABOUT THIS MANUAL

This handbook is a mechanic’s reference for maintaining, removing, or installing
the 3000 and 4000 Product Families on-highway transmission with a WTEC III
control system. WTEC III controls were optional on the 3000 and 4000 Product
Families on-highway transmission units built in 1997, but became standard on
units built starting in 1998.

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 promotes satisfactory operation and
long service life. For additional detailed information, refer to the appropriate
transmission service manual and electronic controls troubleshooting manual.

Unless specifically indicated otherwise, this handbook refers to all 3000 and 4000
Product Families on-highway transmissions, except 7-speed models. The
differences between the various transmissions are explained as required.

7

MAIN SHAFT MODULE

• MAIN SHAFT

• P2 SUN

• P3 SUN

MAIN HOUSING MODULE

• MAIN HOUSING

• C3 CLUTCH

• C4 CLUTCH

• C5 CLUTCH

REAR COVER MODULE

• OUTPUT SHAFT

• P3

• C5 PISTON

P2 MODULE

P1 MODULE

CONTROL MODULE

• ELECTRO-HYDRAULIC

CONTROLS

OIL LEVEL SENSOR

ROTATING CLUTCH MODULE

• C1 CLUTCH

FRONT SUPPORT/OIL PUMP MODULE

• FRONT SUPPORT

• OIL PUMP

CONVERTER MODULE

• TURBINE

• PUMP

• LOCKUP

CLUTCH/DAMPER

• STATOR
CONVERTER HOUSING MODULE

Figure 1–1. 3000 Product Family Transmission

with PTO—Cross Section

8

• CONVERTER HOUSING

• PTO DRIVE GEAR

MAIN SHAFT MODULE

MAIN SHAFT

P2 SUN

P3 SUN

MAIN HOUSING MODULE

MAIN HOUSING

C3 CLUTCH

C4 CLUTCH

C5 CLUTCH

OIL PUMP

REAR COVER MODULE

OUTPUT SHAFT

P3 MODULE

C5 PISTON

P1 MODULE

P2 MODULE

CONTROL MODULE

ELECTRO-HYDRAULIC CONTROLS

FRONT SUPPORT

PUMP

STATOR

LOCKUP

FRONT SUPPORT/OIL PUMP MODULE

TURBINE

CLUTCH/DAMPER

CONVERTER MODULE

CONVERTER HOUSING

CONVERTER HOUSING MODULE

Figure 1–2. 3000 Product Family Transmission—Cross Section

9

RETARDER MODULE

STATOR ASSEMBLY

ROTOR

HOUSING ASSEMBLY

MAIN HOUSING MODULE

MAIN HOUSING

C3 CLUTCH

C4 CLUTCH

C5 CLUTCH

OIL PUMP

MAIN SHAFT MODULE

MAIN SHAFT

P2 SUN

P3 SUN

P3 MODULE

P2 MODULE

P1 MODULE

CONTROL MODULE

ELECTRO-HYDRAULIC CONTROLS

ROTATING CLUTCH MODULE

FRONT SUPPORT

PUMP

STATOR

LOCKUP

FRONT SUPPORT/OIL PUMP MODULE

TURBINE

CONVERTER MODULE

CLUTCH/DAMPER

Figure 1–3. 4000 Product Family Transmission

with Retarder—Cross Section

10

CONVERTER HOUSING

CONVERTER HOUSING MODULE

MAIN SHAFT MODULE

MAIN SHAFT

P2 SUN

MAIN HOUSING MODULE

MAIN HOUSING

C3 CLUTCH

C4 CLUTCH

C5 CLUTCH

OIL PUMP

FRONT SUPPORT

P3 SUN

REAR COVER MODULE

OUTPUT SHAFT

P3 MODULE

C5 PISTON

P2 MODULE

P1 MODULE

CONTROL MODULE

ELECTRO-HYDRAULIC CONTROLS

ROTATING CLUTCH MODULE

FRONT SUPPORT/OIL PUMP MODULE

PUMP

STATOR

LOCKUP

TURBINE

CONVERTER MODULE

CLUTCH/DAMPER

CONVERTER HOUSING MODULE

Figure 1–4. 4000 Product Family Transmission

with PTO—Cross Section

11

PTO DRIVE GEAR

CONVERTER HOUSING

ELUDOM

ELUDOM 4P •

•REVOC RAER

ELUDOM

•HCTULC 6C

ELUDOM GNISUOH NIAM

GNISUOH NIAM •

HCTULC 3C •

HCTULC 4C •

HCTULC 5C •

ELUDOM PMUP LIO/TROPPUS TNORF

TROPPUS TNORF •

PMUP LIO •

•TFAHS TUPTUO

•TFAHS NIAM

ELUDOM 3P

ELUDOM 2P

ELUDOM RETREVNOC

ENIBRUT •

PUKCOL •

REPMAD

ROTATS •

PMUP •

/HCTULC

Figure 1–5. 4000 Product Family Transmission

7-Speed—Cross Section

12

ELUDOM GNISUOH

RETREVNOC

•GNISUOH RETREVNOC

OUTPUT

SPEED

SENSOR

PTO
PROVISION

FEEDTHROUGH HARNESS
CONNECTOR

COOLER PORTS

NOTE: Inch Series Threads

TORQUE CONVERTER
WITH LOCKUP CLUTCH
AND TORSIONAL DAMPER

MAIN-PRESSURE TAP

NOTE: Inch Series Threads

RIGHT-REAR VIEW

BREATHER

PTO PROVISION

(AVAILABLE BOTH SIDES)

LEFT-FRONT VIEW

NAMEPLATE

FEEDTHROUGH HARNESS
CONNECTOR

ASSEMBLY PADS
(BOTH SIDES)

MAIN-PRESSURE TAP

NOTE: Inch Series Threads

Figure 1–6. 3000 Product Family Transmission with PTO

13

FEEDTHROUGH

HARNESS

CONNECTOR

COOLER PORTS

NOTE: Inch Series Threads

INPUT SPEED
SENSOR

NAMEPLATE

MAIN-PRESSURE TAP

NOTE: Inch Series Threads

RIGHT-REAR VIEW

BREATHER

TORQUE CONVERTER

WITH LOCKUP CLUTCH

AND TORSIONAL DAMPER

MAIN-PRESSURE TAP

NOTE: Inch series threads

ASSEMBLY PADS
(BOTH SIDES)

TO RETARDER
ACCUMULATOR

OIL FILL TUBE AND
DIPSTICK
(AVAILABLE ON
BOTH SIDES

LEFT-FRONT VIEW

Figure 1–7. 3000 Product Family Transmission with Retarder

14

OUTPUT
RETARDER

MAIN-PRESSURE TAP

NOTE: Inch Series Threads

TACHOGRAPH PROVISION

NOTE: Metric Series Threads

HARNESS
CONNECTOR

OUTPUT
SPEED
SENSOR

RETARDER
VALVE BODY
CONNECTOR

SPEEDOMETER PROVISION

NOTE: Inch Series Threads

LEFT-REAR VIEW

TORQUE CONVERTER
WITH LOCKUP CLUTCH
AND TORSIONAL DAMPER

MAIN-PRESSURE TAP

LEFT-FRONT VIEW

BREATHER

NOTE: Inch series threads

COOLER PORTS

NOTE: Inch Series Threads

ASSEMBLY PADS
(BOTH SIDES)

OUTPUT
RETARDER

TO RETARDER
ACCUMULATOR

OIL FILL TUBE
AND DIPSTICK
(AVAILABLE ON
BOTH SIDES

V07300.01.00

Figure 1–8. 3000 Product Family Transmission with Retarder and

Provisions for Tachograph and Speedometer

15

MAIN-PRESSURE TAP

NOTE: Inch Series Threads

HARNESS
CONNECTOR

OUTPUT
SPEED
SENSOR

RETARDER
VALVE BODY
CONNECTOR

TACHOGRAPH PROVISION

NOTE: Inch Series Threads

LEFT-REAR VIEW

TORQUE CONVERTER
WITH LOCKUP CLUTCH
AND TORSIONAL DAMPER

LEFT-FRONT VIEW

BREATHER

MAIN-PRESSURE TAP

NOTE: Inch series threads

COOLER PORTS

NOTE: Inch Series Threads

ASSEMBLY PADS
(BOTH SIDES)

OUTPUT
RETARDER

TO RETARDER
ACCUMULATOR

OIL FILL TUBE
AND DIPSTICK
(AVAILABLE ON
BOTH SIDES

V07401.02.00

Figure 1–9. 3000 Product Family Transmission with Retarder and

Provisions for Tachograph and Sump Cooler

16

FEEDTHROUGH

HARNESS

CONNECTOR

OUTPUT SPEED

SENSOR

COOLER PORTS

MOUNTING PAD

(BOTH SIDES)

SHIPPING
BRACKET (3)

MOUNTING
PAD

ENGINE SPEED
SENSOR

TURBINE SPEED
SENSOR

FILL TUBE

NAMEPLATE

RIGHT-REAR VIEW

FEEDTHROUGH
HARNESS
CONNECTOR

(BOTTOM LEFT

MAIN-PRESSURE TAP

PTO

POSITION)

COOLER PORTS

LEFT-REAR VIEW

Figure 1–10. 4000 Product Family Transmission with PTO

17

V07291.00.01

FEEDTHROUGH

HARNESS

CONNECTOR

NAMEPLATE

FILL TUBE

TURBINE

SPEED

SENSOR

MOUNTING PADS
(BOTH SIDES)

ENGINE SPEED SENSOR

RIGHT-FRONT VIEW

MOUNTING PADS
(BOTH SIDES)

PTO (TOP RIGHT POSITION)

FEEDTHROUGH
HARNESS
CONNECTOR

RETARDER

SUMP
COOLER

PTO (BOTTOM LEFT

POSITION)

MAIN-PRESSURE TAP

PROVISION

COOLER PORTS

LEFT-REAR VIEW

Figure 1–11. 4000 Product Family Transmission with Retarder and PTO

18

FEEDTHROUGH
HARNESS
CONNECTOR

C6 ADAPTER
HOUSING

REAR COVER

PTO (BOTTOM LEFT

POSITION)

MAIN-PRESSURE TAP

PTO (BOTTOM LEFT

POSITION)

MAIN-PRESSURE TAP

LEFT-REAR

MOUNTING PADS
(BOTH SIDES)

PTO (TOP RIGHT POSITION)

C6 ADAPTER
HOUSING

RETARDER

SUMP
COOLER
PROVISION

COOLER
PORTS

LEFT-REAR

V07399.00.02

Figure 1–12. 4000 Product Family 7-Speed Transmission

with PTO (Top) and 7-Speed with PTO and Retarder (Bottom)

19

MAINTENANCE

2–1. PERIODIC INSPECTION AND CARE

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 frayed electrical connections

• Dented, worn or out-of-phase driveline U-joints and slip fittings

• Clogged or dirty breather

Inspect the vehicle cooling system occasionally for evidence of transmission fluid.
Transmission fluid in the vehicle cooling system indicates a faulty oil cooler.

CAUTION: When welding on the vehicle:

• DO NOT WELD on the vehicle without disconnecting all control

system wiring harness connectors from the ECU.

• DO NOT WELD on the vehicle without disconnecting ECU

battery power and ground leads.

• DO NOT WELD on any control components.

• DO NOT CONNECT welding cables to any control components.

A label (ST2067EN) describing on-vehicle welding precautions 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 on-vehicle welding label.

2–2. 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.

20

2–3. TRANSMISSION FLUID TEST

a. Electronic Fluid Test Procedure. Fluid level can be electronically displayed
on a pushbutton (non-strip type) shift selector, lever shift selector, or Allison
DOC™ For PC–Service Tool if there is an oil level sensor (OLS) installed and
“autodetected” by the WTEC III control system. Frequently test for the presence
of oil level diagnostics if the transmission is known to contain an OLS.

If an OLS is not detected during the first 49 engine starts, the WTEC III system
concludes that no OLS is present. If an OLS is known to be present, but has not
been “autodetected”, then troubleshoot the OLS circuit.

After the OLS circuit is repaired, reset “autodetect” or manually select the OLS
function using the Allison DOC™ service tool and then reset autodetect (refer to
TS2973EN, WTEC III Troubleshooting Manual for detailed troubleshooting
procedures).

• Displaying Fluid Level Information. Use the following procedure to display

fluid level information (refer to Figure 2–1).

— For a pushbutton shift selector: Simultaneously press the ↑ (Up) and

↓ (Down) arrow buttons once.

— For a lever shift selector: Press the DISPLAY MODE/DIAGNOSTIC

button once.

— For Allison DOC™ For PC–service tool: Connect the Allison DOC™

For PC–service tool to the diagnostic tool connector on the wiring
harness and scroll down the DIAGNOSTIC DATA LIST to read the
OLS information.

• Fluid Level Display Criteria. As soon as fluid level information is

requested, the ECU determines if conditions are right to allow display.
Certain operating conditions must have been met for a period of two
minutes before fluid level is displayed. These operating conditions are:

— Engine at idle
— Sump fluid at operating temperature 60–104°C (140–220°F)
— Transmission output shaft stopped
— Transmission in neutral
— OLS functioning properly

21

1

MODE

2
3
4
5
D
N
R

DIGITAL DISPLAY

DIAGNOSTIC BUTTON

SIX-SPEED, LEFT-HAND

LEVER SELECTOR

MODE BUTTON

MODE ID

✽

DISPLAY MODE/

SIX-SPEED, RIGHT-HAND

R

MODE

N
D
5
4
3
2
1

LEVER SELECTOR

DIGITAL DISPLAY
MODE ID

MODE

MODE

R
N
D

INDICATOR (LED)

Push simultaneously
to enter diagnostic
mode and fluid level
check (optional)

PUSHBUTTON

SELECTOR

✽

NOTE:

Number displayed is highest forward range available in selected position.

✽

1

D

2

N

3

R

D

213DNR

R

D

N

N
R

STRIP PUSHBUTTON

SHIFT SELECTORS

Visually check to confirm range selected. If display is flashing – shift is inhibited.

Figure 2–1. Typical Shift Selectors

Information is displayed immediately if the two minute time period elapsed before
a fluid level data request was made. However, if the two minute period has not
elapsed, there will be a countdown display before fluid level information displays.
The countdown display flashes constantly. Countdown starts at 8 and decreases
sequentially to 1 during the two minute period. When fluid level data is requested,
and the two minute countdown is in process, the flashing display shows the
number corresponding to the countdown progress.

For example:

• If the fluid level data was requested in the middle of the two minute

countdown period, the display would flasha5ora4anddecrease to 1.

• Shift Selector Display. Fluid level information is displayed one character at

a time as in Table 2–1:

22

o L L o 1 Fluid level is 1 quart low
o L H I 1 Fluid level is 1 quart high

The shift selector display will also show “invalid for display” codes one character
at a time. An “invalid for display” code is returned when fluid level data is
requested, but an operational condition has not been met. The “invalid for display”
condition interrupts the two minute countdown (momentary increase in engine
speed does not affect the countdown). The “invalid for display” codes and their
meaning are:

Table 2–2. Invalid For Display Codes

Display Sequence Interpretation of Display

o L – 5 0 Engine rpm too low
o L – 5 9 Engine rpm too high
oL –6 5 N (Neutral) not selected
o L – 7 0 Sump fluid temperature too low
o L – 7 9 Sump fluid temperature too high
o L – 8 9 Output shaft rotation
o L – 9 5 Sensor failure

NOTE: Report sensor failure to a distributor or dealer in your area.
Consult the telephone directory for the Allison Transmission distributor
or dealer near you.

The countdown is restarted when the condition causing the “invalid for display”
code 59 has been corrected. The countdown is not restarted if there is a
momentary increase in engine rpm which may generate a code 59. “Invalid for
display” messages are as follows:

• Allison DOC™ Display. “Invalid for display” messages are displayed in the
Oil (±) field of the Data Monitor.

Allison DOC™ Message

OL — SETTLING TIME X
OL — ENGINE SPEED LO
OL — ENGINE SPEED HI
OL — SELECT N (NEUTRAL)
OL — SUMP TEMP LO

23

OL — CHECK CODES

• Exiting the Fluid Level Mode. Exit as follows:

— For a pushbutton shift selector, press the N (Neutral) pushbutton once.
— For a lever selector, press the DISPLAY MODE/DIAGNOSTIC

button once or move the lever to a range position.

— Allison DOC™ does not use a special Fluid Level Mode.

b. Manual Fluid Test Procedure.

WARNING: To help avoid personal injury or property damage caused

by sudden and unexpected vehicle movement, do not determine the
fluid level until you:

1. Put the transmission into N (Neutral).

2. Apply the parking brake and emergency brakes and make sure
they are properly engaged.

3. Chock the wheels and take any other steps necessary to keep the
vehicle from moving.

Clean all dirt from around the end of the fluid fill tube before removing the
dipstick. Do not allow dirt or foreign matter to enter the transmission. Dirt or
foreign matter in the hydraulic system may cause undue wear of transmission
parts, make valves stick, and clog passages. Determine the fluid level using the
following procedure and report any abnormal fluid levels to your service
management.

c. Cold Test Procedure. The purpose of the cold test is to determine if the
transmission has enough fluid to be safely operated until a hot test 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 temperature. During operation, an over full
transmission can become overheated, leading to transmission damage.

1. Park the vehicle on a level surface. Apply the parking brake and chock the
wheels.

2. Run the engine for at least one minute. Shift to D (Drive), then to
N (Neutral), and then to R (Reverse) to fill the hydraulic system.

3. Shift to N (Neutral) and allow the engine to idle (500–800 rpm).

24

fluid level. Repeat the test procedure to verify the reading.

6. If the fluid level is between the “COLD ADD” and the “COLD FULL”
bands (refer to Figure 2–2), the transmission may be operated until the fluid
is hot enough to perform a “HOT RUN” test. If the fluid level is not
between the “COLD ADD” and the “COLD FULL” bands, add or drain
fluid as necessary to bring it to the middle of this level.

7. Perform a hot test at the first opportunity after the normal operating sump
temperature of 71°C–93°C (160°F–200°F) is reached.

d. Hot Test Procedure.

CAUTION: The fluid level rises as temperature increases. The fluid
must be hot to be sure of an accurate test.

1. Operate the transmission in D (Drive) until normal operating temperatures
are reached:

— Sump temperature 71°C–93°C (160°F–200°F)
— Converter-out temperature 82°C–104°C (180°F–220°F)

2. Park the vehicle on a level surface and shift to N (Neutral). Apply the
parking brake and chock the wheels. Allow the engine to idle
(500–800 rpm).

3. With the engine running, remove the dipstick from the tube and wipe clean.

4. Insert the dipstick into the tube until it stops. Then remove it. Read fluid
level.

5. Repeat the test procedure to verify the reading.

NOTE: Safe operating level is within the “HOT RUN” band on the
dipstick. The “HOT RUN” band is between the “HOT FULL” and the
“HOT ADD” bands. Refer to Figure 2–2.

• If the fluid level is not between the HOT FULL and HOT ADD bands

(refer to Figure 2–2), add or drain fluid as necessary to bring the fluid level
within these bands.

e. Consistency of Readings. Always determine the fluid level at least twice,
with the engine running. Consistency (repeatable readings) is important to
maintaining accuracy of the readings. If inconsistent readings persist, inspect the
transmission breather to be sure it is clean and unclogged.

25

3000 PRODUCT FAMILY 4000 PRODUCT FAMILY

6.35 mm (0.250 in.) REFERENCE
Blade can be as narrow as

4.76 mm (0.187 in.).

FULL

HOT

FULL

FILL

HOT

TUBE

ADD

HOT

FILL
TUBE

COLD

FULL

A

B

COLD

ADD

C

F

TRANSMISSION CONTROL MODULE

OIL SUMP

2.00 in. and

4.00 in.****

2.00 in.***

4.00 in.*** 3000 PRODUCT FAMILY

TRANSMISSION/SUMP

DESCRIPTION

4000 PRODUCT FAMILY

3000 PRODUCT FAMILY

D

E

SPLIT LINE

DIMENSION

A

106.7 mm
(4.20 in.)

101.6 mm
(4.00 in.)

101.6 mm
(4.00 in.)

A

DIMENSION

B

76.2 mm
(3.00 in.)

73.7 mm
(2.90 in.)

63.5 mm
(2.50 in.)

B

DIMENSION

ADD

HOT

COLD

FULL

COLD

C

ADD

D

F

DIMENSIONDDIMENSIONEDIMENSION

C

66.0 mm
(2.60 in.)

50.8 mm
(2.00 in.)

45.7 mm
(1.80 in.)

*

*

*

E

132.6 mm
(5.22 in.)

86.6 mm
(3.41 in.)

86.6 mm
(3.41 in.)

NOTE: Calibrate level marking locations with respect to transmission control module
split line and fill tube.
Scale none.

*Dimension determined by installation.

**Reference dimension only. Actual dimension to be determined by installation.

***Reference drawing AS66-460.

****Reference drawing AS67-460.

F**

13.8 mm
(0.54 in.)

5.9 mm

(0.23 in.)

5.9 mm

(0.23 in.)

V07301.00.05

Figure 2–2. Standard 3000 And 4000 Product Families Dipstick

Markings

26

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.

2–5. FLUID RECOMMENDATIONS

The hydraulic fluid (oil) used in the transmission directly affects transmission
performance, reliability, and durability. Customers may continue to choose from a

®

wide variety of approved DEXRON

–III or Allison qualified C4 fluids. Customers

may elect to use TranSynd™ or TES 295 equivalent and extend drain-intervals.
Equivalent TranSynd™ fluid must meet or exceed TES 295 specifications.
TranSynd™ is a fully synthetic transmission fluid developed by Allison
Transmission and Castro, Ltd. and is fully qualified to the GM TES 295
specifications.

DEXRON

®

-III fluids are also acceptable for off-highway applications. To be sure
a fluid is qualified for use in Allison transmissions, look for fluid license or
approval numbers on the container, or consult the lubricant manufacturer. Consult
your Allison Transmission dealer or distributor before using other fluid types.

CAUTION: Disregarding minimum fluid temperature limits can result
in transmission malfunction or reduced transmission life.

When choosing the optimum viscosity grade of fluid, duty cycle, preheat
capabilities, and/or geographical location must be taken into consideration. Table
2–4 lists the minimum fluid temperatures at which the transmission may be safely
operated without preheating the fluid. Preheat with auxiliary heating equipment or
by running the equipment or vehicle with the transmission in neutral for a
minimum of 20 minutes before attempting range operation.

Table 2–4. Transmission Fluid Operating Temperature Requirements

Ambient Temperature Below Which Preheat

is Required

Viscosity Grade Celsius Fahrenheit

TranSynd™/SAE 0W–20
DEXRON

®

–III –25 –13

* –30 –22

SAE 10W –20 –4

27

is Required

Viscosity Grade Celsius Fahrenheit

SAE 15W–40 –15 5
SAE 30W 0 32
SAE 40W 10 50

* “Arctic” as defined by MIL-L-46167B (Ref. SIL 13-TR-90)

2–6. TRANSMISSION FLUID AND FILTER CHANGE INTERVALS

a. Frequency.

CAUTION: Transmission fluid and filter change frequency is

determined by the severity of transmission service. More frequent
changes may be necessary than recommended in the general guidelines
when operating conditions create high levels of contamination or
overheating.

Table 2–5 and Table 2–6, Recommended Fluid/Filter Change Intervals, is a
general guide for fluid and filter change intervals.

28

Lube/

Auxiliary

(40 000 km)

12 Months

1000 Hours

(120 000 km)

36 Months

3000 Hours

Filters***

Fluid†

Lube/

Auxiliary Main Internal

Filters***

Overhaul 25,000 Miles

(40 000 km)

25,000 Miles

(40 000 km)

25,000 Miles

(20 000 km)

Overhaul 12,000 Miles

12 Months

1000 Hours

12 Months

1000 Hours

6 Months

500 Hours

Overhaul 75,000 Miles

75,000 Miles

(120 000 km)

(240 000 km)

150,000 Miles

(120 000 km)

Overhaul 75,000 Miles

Schedule 2. TranSynd™/TES 295 Fluid (2 or 4 inch control module)

36 Months

3000 Hours

48 Months

4000 Hours

36 Months

3000 Hours

Table 2–5. Recommended Fluid/Filter Change for 3000 Product Family

SEVERE VOCATION* GENERAL VOCATION**

Schedule 1. Non-TranSynd™/Non-TES 295 Fluid (2 or 4 inch control module)

Main Internal

Fluid†

INITIAL FILTER CHANGE INTERVAL:Main/Lube—5000 miles (8000 km) / 200 hours.

(20 000 km)

12,000 Miles

(20 000 km)

12,000 Miles

6 Months

500 Hours

6 Months

500 Hours

Recommendations in Schedule 2 are based upon the transmission containing 100 percent TranSynd™ or TES 295 fluid.

3000 Product Family filter change intervals in Schedule 2 are only valid with the use of Allison Gold series filters.

Flushing machines are not recommended or recognized due to variation and inconsistencies with assuring removal of

100 percent of the used fluid.

29

75,000 Miles

(120 000 km)

75,000 Miles

(120 000 km)

36 Months

3000 Hours

36 Months

3000 Hours

* Severe Vocation: All retarders, On/Off-Highway, Refuse, Transit, and Intercity Coach with duty cycle greater than one stop per mile.

** General Vocation: Intercity Coach with duty cycle less than or equal to one stop per mile and all other vocations not listed in severe vocation

† Local conditions, severity of operation, or duty cycle may require more or less frequent change intervals that differ from the published recommended fluid

Lube/

Auxiliary

(40 000 km)

12 Months

1000 Hours

(120 000 km)

36 Months

3000 Hours

Filters***

Fluid†

Lube/

Auxiliary Main Internal

Filters***

Overhaul 25,000 Miles

(40 000 km)

25,000 Miles

(40 000 km)

25,000 Miles

(20 000 km)

Overhaul 12,000 Miles

12 Months

1000 Hours

12 Months

1000 Hours

6 Months

500 Hours

Overhaul 75, 000 Miles

75,000 Miles

(120 000 km)

(240 000 km)

150,000 Miles

(120 000 km)

Overhaul 75,000 Miles

36 Months

3000 Hours

48 Months

4000 Hours

36 Months

3000 Hours

SEVERE VOCATION* GENERAL VOCATION**

Table 2–6. Recommended Fluid/Filter Change Intervals For 4000 Product Family

Main Internal

Schedule 1. Recommended Fluid and Filter Change Intervals (Non-TranSynd™/Non-TES 295 Fluid)

Fluid†

INITIAL FILTER CHANGE INTERVAL: Main/Lube—5000 miles (8000 km) / 200 hours

(20 000 km)

12,000 Miles

(20 000 km)

12,000 Miles

6 Months

500 Hours

6 Months

500 Hours

NOTE: The following recommendations in Schedule 2 and 3 based upon the transmission containing 100 percent

TranSynd™ or TES 295 fluid. Filter change intervals are valid only if Allison Transmission supplied filters are used.

4000 Product Family filter change intervals in Schedule 2 and 3 are valid only with the use of Allison Transmission Gold

series filters.

Flushing machines are not recommended or recognized due to variation and inconsistencies with assuring removal of

30

4 inch Control Module (3.5 inch approximately)—Requires filter kit P/N 29540494

100 percent of the used fluid.

75,000 Miles

Schedule 2. Recommended Fluid and Filter Change Intervals (TranSynd™/TES 295 Fluid)

75,000 Miles

(120 000 km)

(120 000 km)

36 Months

3000 Hours

36 Months

3000 Hours

(cont’d)

Lube/

Auxiliary

(80 000 km)

24 Months

2000 Hours

Filters***

Fluid†

Lube/

Auxiliary Main Internal

Filters***

Overhaul 50,000 Miles

(80 000 km)

50,000 Miles

(240 000 km)

150,000 Miles

(80 000 km)

Overhaul 50,000 Miles

24 Months

2000 Hours

48 Months

4000 Hours

24 Months

2000 Hours

SEVERE VOCATION* GENERAL VOCATION**

Table 2–6. Recommended Fluid/Filter Change Intervals For 4000 Product Family

Main Internal

2 inch Control Module (1.75 inch approximately)—Requires filter kit P/N 29540493

Schedule 3. Recommended Fluid and Filter Change Intervals (TranSynd™/TES 295 Fluid)

Fluid†

(80 000 km)

50,000 Miles

(80 000 km)

50,000 Miles

24 Months

2000 Hours

24 Months

2000 Hours

* Severe Vocation: All retarders, On/Off-Highway, Refuse, Transit, and Intercity Coach with duty cycle greater than one stop per mile.

** General Vocation: Intercity Coach with duty cycle less than or equal to one stop per mile.

fluid change intervals of Allison Transmission. Transmission protection and fluid change intervals can be optimized by the use of fluid analysis.

† Local conditions, severity of operation, or duty cycle may require more or less frequent change intervals that differ from the published recommended

*** Filters must be changed at or before recommended mileage, months, or elapsed hour intervals (whichever occurs first).

31

frequent fluid or filter changes.
c. Fluid Analysis. Transmissions used in high cycle rate applications should

have a fluid analysis performed to be sure of the proper change interval.
Transmission protection and fluid change intervals can be optimized by monitoring
fluid oxidation according to the tests and limits shown in Table 2–7. Consult your
local telephone directory for fluid analysis firms. To be sure of consistent and
accurate fluid analysis, use only one fluid analysis firm. Refer to the Technician’s
Guide for Automatic Transmission Fluid, GN2055EN, for additional information.

Table 2–7. Fluid Oxidation Measurement Limits

Test Limit

Viscosity ±25% change from new fluid
Total Acid Number +3.0

* change from new fluid

Solids 2 percent by volume maximum

* mg of potassium hydroxide (KOH) to neutralize a gram of fluid.

2–7. TRANSMISSION FLUID CONTAMINATION

a. Fluid Examination. The presence of fluid contamination in an automatic
transmission can be detrimental to continued operation. A normal amount of
condensation will appear in the fluid during operation. At each fluid change,
examine the drained fluid for evidence of dirt or water. Contamination limits are
shown in Table 2–8.

Contaminant Limit

Water 0.2% maximum
Glycol No trace allowed
Alien fluids

* Any fluid not included on the Allison Approved Fluid List. The Approved Fluids Lists may be

found at the Allison Transmission website, www.allisontransmission.com.

* If detected, change transmission fluid

b. Monitoring Wear. Absolute maximum values cannot be applied to wear
metals of an automatic transmission due to the many variables present that affect
concentration limits. Wear metal analysis results must be evaluated using a
trendline approach.

A trendline approach plots the concentration level of each wear metal over a
period of time. A minimum of four data points for each metal is required to
establish a trendline. A line of “best fit” drawn through the plotted points is

32

transmission removal decision should not be based solely upon the analysis. A
removal based solely on wear metal analysis may result in an unnecessary tear
down. The results should be used in conjunction with other inspection procedures
such as functional check, road test, or fluid sump/internal filter inspection.
Transmission removal should occur only if the additional investigation warrants
it.

c. Water/Engine Coolant Contaminant.

NOTE: Cooler water can be contaminated by engine oil. Be sure to

locate the actual source of cooler contamination.

The presence of water and/or ethylene glycol coolant mixture in the transmission
fluid is detrimental to the reliability and durability of the internal components
because it has a deteriorating effect on the transmission components. Frictional
capacity of drive clutch plates can be greatly reduced as a result of surface film or
impregnation and the presence of glycol will physically deteriorate clutch plate
materials.

If contamination is suspected, obtain a fluid sample when transmission fluid is at
normal operating temperature to be sure a contaminant, if present, is thoroughly
dispersed in the fluid being sampled. The analysis of the sample, by the fluid
supplier or any qualified laboratory, will provide the degree of contamination and
possibly a clue as to its source. A minimal amount of water and glycol may be
due to one or all of the following:

• Uncovered oil drums

• Open transmission fill tube

• Glycol from an all-purpose fill container

• Defective transmission oil cooler.

Do not use fluid contaminated by water, regardless of whether it contains glycol,
if the water is greater than 0.2 percent by volume of fluid.

33

• Seals

• Gaskets

• Clutch Plates

• Bearings

• Torque converters that cannot be disassembled

• Components that have rusted

• Solenoids that do not meet resistance specifications

Remove all traces of ethylene glycol and varnish deposits. Failure to
follow this procedure decreases transmission reliability and durability.

CAUTION: After flushing the cooler, test the external cooler circuit for
restrictions. If circuit pressure drop is above specifications, the cooler
has trapped particles and must be replaced.

Nelco Company offers a kit that detects presence of ethylene glycol in
transmission fluid. The kit is identified as “GLY-TEK” Test Kit and can be
obtained from:

Nelco Company
1047 McKnight Road South

Saint Paul, Minnesota, 55119
(651) 738–2014

Some conditions that may indicate water and/or glycol in the fluid are:

• Rust or pitted transmission parts

• Transmission fluid spewing out of transmission breather

• Transmission fluid in radiator

• Gaskets blistered or wrinkled in uncompressed areas

• Appearance of fluid (presence of water causes a cloudy or gray, pink, or

strawberry colored fluid)

• Steam from the breather.

For additional field analysis information, refer to Allison Transmission publication
number GN2055EN, Automatic Transmission Fluid Technician’s Guide. Use this
publication to review testing methods and limits of water/glycol content.

d. 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

34

2–8. TRANSMISSION FLUID AND FILTER CHANGE PROCEDURE

a. 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 the normal operating sump
temperature of 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 Section 2–7, TRANSMISSION FLUID
CONTAMINATION, Paragraph a. Fluid Examination.

b. Replace Filters. Refer to Figure 2–3.
For 3000 Product Family before S/N 6510069120:

1. Remove twelve bolts 1, two filter covers 2, two O-rings 5, two square-cut
seals 4, and two filters 6 from the bottom of the control module.

2. When installing parts, lubricate and install new O-rings 5 on each cover 2.
Install a square-cut seal 4 on each cover 2. Lubricate filter O-ring (inside
filter) and install filters 6 onto covers 2.

35

COVER

DRAIN

PLUG

LUBE

MAIN

6
5

4

3
2

1

LUBE

LUBE

MAIN

MAIN

DRAIN
PLUG

V03532.02.02

Figure 2–3. Location of Filters for Service

For 3000 Product Family beginning with S/N 6510069120 and 4000 Product
Family beginning with S/N 6610009730:

1. Remove twelve bolts 1, two filter covers 2, two gaskets 3, two O-rings 4,
two O-rings 5 and two filters 6 from the bottom of the control module.

2. When reinstalling parts, lubricate and install new O-rings 4 and 5 on each
cover. Lubricate O-ring 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.

For all transmissions:

1. 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.

36

• Install six bolts into each cover assembly and tighten to 51–61 N•m

(38–45 lb ft).

• Replace the drain plug O-ring. Install the drain plug and tighten to

25–32 N•m (18–25 lb ft).

c. Refill Transmission. Refer to Table 2–9 for fluid refill quantities. The amount
of refill fluid is less than the amount used for the initial fill. Fluid remains in the
external circuits and transmission cavities after draining the transmission.

After refill, check the fluid level using the procedure described in Section 2–3,
TRANSMISSION FLUID TEST, Paragraph b. Manual Fluid Test Procedure.

Table 2–9. Transmission Fluid Capacity

Initial Fill* Refill*

Transmission Sump Liters Quarts Liters Quarts

3000 Product Family

4000 Product Family

* Approximate quantities, do not include external lines and cooler hose.
† Add 2.8 liters (3 quarts) for transmissions with PTO.

4 inch 27 29 18 19
2 inch 25 26 16 17

† 45 48 37 39

4 inch
2 inch† 38 40 30 31

2–9. FLUID LEAK DIAGNOSIS

a. Finding the Leak.

1. Identify the fluid. Determine whether the fluid is:

• Engine oil

• Automatic transmission fluid

• 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.

37

— 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 worn-out 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 O-ring 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
— Drain-back holes plugged

3. Visually inspect the suspected area. Inspect all gasket mating surfaces 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.

5. Operate the vehicle for several miles at varying speeds. Inspect the vehicle
for leaks.

6. If the leak source still cannot be identified, use the powder method, and/or
the black light and dye method as explained below.

b. Powder Method.

1. Clean the suspected area.

2. Apply an aerosol-type white powder to the suspected area.

3. Operate the vehicle under normal operating conditions.

38

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.

d. 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 drain-back holes
— Improperly tightened fasteners or damaged threads
— Warped flanges or sealing surfaces
— Scratches, burrs, or other damage to sealing surfaces
— Damaged or worn-out gasket
— Cracked or porous casting
— Improper sealant used, where applicable

• Seals:

— Fluid level/pressure is too high
— Plugged vent or drain-back hole
— Damaged seal bore
— Damaged or worn-out seal
— Improper seal installation
— Cracks in component
— Output shaft surface scratched, nicked, or damaged
— Loose or worn-out bearing causing excess seal wear

• Sealing Flange:

— Inspect the sealing flange for bends
— Replace the sealing flange if bent

39

transmission and its passage must be kept clean and open.

b. Maintenance.

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.
Seal all openings and vent assembly (breather) before spraying steam,
water, or cleaning solution on the transmission.

The amount of dust and dirt encountered will determine the frequency of breather cleaning. Use care when cleaning the transmission.

c. Replacement. Always use the correct wrench sized 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).

2–11. TROUBLESHOOTING

a. CHECK TRANS Light.

NOTE: Strip Pushbutton Shift Selectors cannot display or clear

diagnostic codes.

The CHECK TRANS light is usually located on the vehicle’s instrument panel.
When the light is “ON” and the shift selector display is flashing, shifts are being

inhibited by the ECU.

• This occurs when the ECU senses abnormal conditions in the transmission.

• During this time, the digit on the shift selector displays the range in which

the transmission is locked.

• The transmission may continue to operate with inhibited shifts.

• The ECU will not respond to shift selector requests.

• Direction changes and shifts to and from neutral will not occur.

• If the ignition is turned “OFF” and then “ON” while the CHECK TRANS

light is illuminated, the transmission will remain in neutral until the
diagnostic code is cleared.

40

NOTE: Diagnostic codes can be logged without illuminating the
CHECK TRANS light. This occurs when the ECU senses a problem

but determines that the problem will not cause immediate transmission
damage or dangerous performance.

b. Diagnostic Codes. Diagnostic codes are stored in memory. Up to five codes,
in memory positions d1 through d5, can be stored, with the most recently stored
code displayed first.

Table 2–10. Diagnostic Codes Overview

Ignition

Code List

Position

Main

Code* Subcode*

*

Active

Indicator

**

Cycle

Counter

†

Number†

d1 21 12 YES 00 10
d2 41 12 YES 00 04
d3 23 12 NO 08 00
d4 34 12 NO 13 02
d5 56 11 NO 22 02

* Displayed on shift selector and Allison DOC™ service tool
** YES = mode indicator (LED) illuminated
† Accessible by Allison DOC™ service tool

Diagnostic codes consist of a two-digit main code and a two-digit subcode (refer
to Table 2–10).

• Main codes are listed first and provide the general condition or area of a

fault detected by the ECU.

• Subcodes are listed second and provide specific areas or conditions within

the main code that caused the fault.

• Example of Code 13 12:

— 13 indicates a problem with ECU voltage
— 12 indicates the problem is caused by low voltage

• Example of Code 32 12:

— 32 indicates a problem with the throttle position sensor signal
— 12 indicates that the throttle position sensor signal is low

Diagnostic codes are displayed one character or digit at a time. Table 2–11 is an
example of code 21 12. Each character or digit is displayed for about one second.

41

When using the shift selector to retrieve trouble codes, if the mode indicator
(LED) is illuminated the displayed code is active. If the mode indicator is not
illuminated the displayed code is inactive. In normal operating mode, an
illuminated mode indicator signifies secondary mode operation.

• The Ignition Cycle Counter determines when inactive diagnostic codes are

automatically cleared from the code list. The counter is incremented each
time a normal ECU powerdown occurs (ignition turned off). Inactive codes
are cleared from the code list after the Ignition Cycle Counter reaches 25.

• The Event Counter counts the number of occurrences of a diagnostic code.

If a code is already in the code list and the code is again detected, that code
is moved to position d1, the active indicator is turned on, the Ignition Cycle
Counter is cleared, and 1 is added to the Event Counter.

• You can access the ignition cycle counter and event counter information

through the Allison DOC™ For PC–Service Tool.

c. Clearing Trouble Codes Using Shift Selector.

NOTE: Note: Strip Pushbutton Shift Selectors cannot display or clear

diagnostic codes.

During installation, “false” codes can be recorded in the electronic control’s
memory. Clear these codes before road testing the vehicle. Use the shift selector
to clear the codes (refer to Figure 2–4).

• Pushbutton shift selectors—Enter the diagnostic mode by pressing the

↑ (Up) and ↓ (Down) arrows simultaneously. Simultaneously press both

buttons twice if there is an oil level sensor present.

• Lever shift selector—enter the diagnostic mode by momentarily pressing the

DISPLAY MODE button. Press twice if there is an oil level sensor present.

• To clear all active indicators, press and hold the MODE button

approximately 3 seconds until the mode indicator (LED) flashes.

• To remove all codes, press and hold the MODE button for approximately

10 seconds until the mode indicator (LED) flashes again.

42

After road testing the vehicle, determine if any diagnostic codes have set. Retrieve
the codes by using the shift selector. Refer to Figure 2–4.

• Enter diagnostic mode.

• The display will list the first code’s logged position (d1), then follow with

the main code and a subcode (refer to Table 2–11 for display sequence).
This display sequence repeats until the MODE button is pressed again.

• Momentarily press the MODE button to move to the next code stored in

memory.

• When the MODE button is pressed after displaying the code in the d5

position, the code in the d1 position is displayed.

• Any code position that does not have a code set will display a dash, as well

as all subsequent positions thereafter.

NOTE: You can also use the Allison DOC™ For PC–Service Tool to
clear and retrieve the troubleshooting codes. Refer to Allison DOC™
For PC–Service Tool User’s Manual, GN3433EN, for specific
instructions.

e. Troubleshooting When No Diagnostic Codes Are Present.

• Always start with the basics:

— Make sure the shifter is in the appropriate range.
— Inspect the fluid level.
— Make sure batteries are properly connected and charged.
— Make sure electrical connections are properly made.
— Inspect support equipment for proper installation and operation.

• If the troubleshooting charts refer you to an Electronic Control test

procedure, use the diagnostic code troubleshooting information that best
applies to the situation.

• Use the transmission’s individual clutch-apply circuit pressure taps when

necessary.

f. Troubleshooting Intermittent Diagnostic Codes. Intermittent codes are a
result of conditions which are not always present.

43

1

MODE

2
3
4
5
D
N
R

DIGITAL DISPLAY

DIAGNOSTIC BUTTON

SIX-SPEED, LEFT-HAND

LEVER SELECTOR

MODE BUTTON

MODE ID

✽

DISPLAY MODE/

SIX-SPEED, RIGHT-HAND

R

MODE

N
D
5
4
3
2
1

LEVER SELECTOR

DIGITAL DISPLAY
MODE ID

MODE

MODE

R
N
D

INDICATOR (LED)

Push simultaneously
to enter diagnostic
mode and fluid level
check (optional)

PUSHBUTTON

SELECTOR

✽

NOTE:

Number displayed is highest forward range available in selected position.

✽

1

D

2

N

3

R

D

213DNR

R

D

N

N
R

STRIP PUSHBUTTON

SHIFT SELECTORS

Visually check to confirm range selected. If display is flashing – shift is inhibited.

Figure 2–4. Typical Shift Selectors

When conditions causing the code exist, the code is logged in memory. The code
stays in memory until it is manually cleared or cycled out.

When intermittently occurring codes exist, inspect, test, and correct the following
items:

• Dirty, damaged, or corroded harness connectors and terminals.

• Terminals not fully seated in connectors.

• Damaged harnesses (due to poor routing, chafing, excessive heat, tight

bends, etc.).

• Improperly mounted electronic control components.

• Poor connector seals (where applicable).

• Exposed harness wires.

• EMI generating components and accessories.

• Loose ground connections.

44

g. Exiting Diagnostic Mode.

NOTE: Strip Pushbutton Shift Selectors cannot display or clear

diagnostic codes.

To exit the diagnostic mode, do one of the following:

• Do nothing; wait until the calibrated time has passed and the system

automatically returns to normal operation.

• Using a pushbutton shift selector, simultaneously press the ↑ (Up) and

↓ (Down) arrow buttons.

• Using a pushbutton shift selector, press N (Neutral).

• Using a lever shift selector, press the DISPLAY MODE button once.

• Using a lever shift selector, move the selector lever to any position other

than the one it was in when the diagnostic display mode was activated.

2–12. TRANSMISSION STALL TEST AND NEUTRAL COOL-DOWN

CHECK

a. 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 test 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.

b. 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:

45

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. Determine the cold transmission fluid level and adjust as necessary.

7. Connect Allison DOC™ For PC–Service Tool to the vehicle diagnostic
data connector or install an accurate tachometer (do not rely on the vehicle
tachometer).

8. Install a temperature gauge with the probe in the transmission
converter-out (to cooler) line. Allison DOC™ displays sump temperature
only.

9. Install wheel chocks.

10. A driver is in the driver’s position.

11. The vehicles 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 high temperature fluid.

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.

46

— Sump temperature 71–93°C (160–200°F)
— Converter out temperature 82–104°C (180–220°F)

2. Determine the hot transmission fluid level and adjust as necessary.

3. Turn OFF all engine accessories.

4. Place the Allison DOC™ diagnostic tool in clutch test mode. Use the shift
selector to select 4

th

range. Using 4thrange reduces the torque imposed on
the transmission driveline. Do not perform a transmission stall test in
reverse.

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, 7-speed models.

5. Notify personnel in the area to keep clear of the vehicle.

6. Slowly increase engine rpm until engine speed stabilizes.

7. Record engine speed.

CAUTION: The transmission stall test procedure causes a rapid rise in
transmission 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 neutral.

10. Raise engine speed to 1200–1500 rpm for 2 minutes to cool transmission
fluid.

11. At the end of two minutes, record converter out (to cooler) temperature.

12. Proceed to the Paragraph g. Neutral Cool-Down Check Procedure.

47

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.

e. 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 full-throttle transmission stall

test.

2. The engine programmable parameter for 0 rpm transmission output speed is

set higher than the value expected at transmission stall speed.

3. The vehicle is in an area in which the transmission stall test can be safely

performed.

4. Make sure the fuel control linkage goes to full throttle and does not stick

when released.

5. Inspect the engine air induction system and exhaust system to make sure

there are no restrictions.

6. Determine the cold transmission fluid level and adjust as necessary.

7. Connect the Allison DOC™ 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 converter-out

(to cooler) hose. Allison DOC™ displays sump temperature only.

48

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 neutral let the transmission warm to normal

operating temperature:

• Sump temperature 71–93°C (160–200°F)

• Converter out temperature 82–104°C (180–220°F)

2. Determine the hot transmission fluid level and adjust as necessary.

3. Turn OFF all engine accessories.

4. While located in an isolated area, begin the driving transmission stall test.

nd

rd

5. Select a hold range that will limit road speed (usually 2

or 3
Never perform a driving stall test in reverse or low range (seven speed
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 brakes while maintaining 100 percent full throttle. When the
vehicle comes to a complete stop, record engine speed.

8. Record converter out (to cooler) temperature.

9. Reduce the engine speed to idle and shift the transmission to neutral.

10. Raise engine speed to 1200–1500 rpm for two minutes to cool

transmission fluid. At the end of two minutes, record converter out (to
cooler) temperature.

11. Proceed to Paragraph g. Neutral Cool-Down Check Procedure.

g. Neutral Cool-Down 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.

49

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.

50

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 Section 2–7, TRANSMISSION FLUID
CONTAMINATION, Paragraph a. 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. 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.

— For the 3000 Product Family transmissions, disconnect the input

(engine) and output speed sensors.

— For the 4000 Product Family transmissions, disconnect the input

(engine), turbine, and output speed sensors (refer to Figure 3–1).

51

3. If a retarder is used, disconnect the retarder accumulator hydraulic line
from the retarder. Disconnect any cooling lines.

— For 3000 Product Family transmissions built before January, 1998,

disconnect the transmission external harness from the retarder
connector. If used, disconnect the tachograph or speedometer cable
from the port on the rear of the retarder housing

— For 3000 Product Family transmissions built beginning in January,

1998, 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 (refer to Figure 3–2).

— For the 4000 Product Family transmissions, disconnect the retarder

connector, the retarder temperature sensor connector, and if used, the
tachograph cable (refer to Figure 3–1).

4. If a PTO(s) is used, 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.

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

— PTO hydraulic hoses
— PTO-powered 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.

52

FRONT COOLER
PORTS
(OPTIONAL)

REAR COOLER
PORTS

FRONT

REAR (WITHOUT RETARDER)

TO
COOLER

FROM
COOLER

OUTPUT
SPEED
SENSOR

RETARDER
TEMPERATURE
SENSOR

RETARDER
CONNECTOR

FEEDTHROUGH

HARNESS

CONNECTOR

TURBINE SPEED

REMOTE COOLER
MANIFOLD

SENSOR

ENGINE SPEED SENSOR

RIGHT SIDE

PTO CONTROLS
(AND LINES
IF NECESSARY)

ACCUMULATOR LINE

TACHOGRAPH

REAR COOLER

PORTS

REAR (WITH RETARDER)

Figure 3–1. 4000 Product Family Transmissions Disconnect Locations

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. Before December 1, 1998, output flanges or
yokes were retained by two M10 x 1.5 x 30 bolts. Output flanges or yokes are
now retained by one M14 x 2.0 x 70 bolt. For the 3000 Product Family, the
one-bolt design began at S/N 6510184819. For the 4000 Product Family, the
one-bolt design began at S/N 6610038064. All 4000 Product Family use the
one-bolt design.

53

TACHOGRAPH

ENGINE
SPEED
SENSOR

FEEDTHROUGH
HARNESS
CONNECTOR

TO COOLER

NOTE: Inch Series Threads

FROM COOLER

NOTE: Inch Series Threads

NAMEPLATE

RETARDER CONNECTOR

TEMPERATURE SENSOR

SPEED SENSOR

Figure 3–2. 3000 Product Family Transmissions Disconnect Locations

54

PREPARATION

4–1. INSPECTING INPUT COMPONENTS

a. Bolt Holes. Inspect 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.
b. Pilot Boss. Inspect the pilot boss (at the center of the flywheel) for damage or

raised metal that prevents free entry into the crankshaft hub (or adapter).
c. Starter Ring Gear. Inspect the starter ring gear for excessive wear or

damage.
d. Transmission Mounting Flange. Inspect the transmission mounting flange

for raised metal, dirt, or if used, pieces of gasket material.
e. Transmission-to-Engine Mounting. Inspect the transmission-to-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

a. Output Oil Seal. Inspect the output oil seal for leaks or damage. Refer to
Customer Service Section, Table 8–1, for the appropriate service manual for
replacement instructions. If not replacing the oil seal, lubricate it with
high-temperature grease or transmission fluid.

CAUTION: DO NOT attempt to polish the oil seal contact surface on
the flange or yoke. Scratches or machine-type lead can cause the seal to
leak.

b. Inspect Flange or Yoke. Inspect 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 after installation to be sure that the flange isn’t binding.

55

— Install flange or yoke onto output shaft. Install the large O-ring on the

retainer plug. Install a belleville washer on each bolt so that the coned
end of the washer contacts the underside of the bolt head. Insert two
bolt/washer assemblies into the bolt holes in the plug. Install a small
O-ring over the threads of each bolt, so that the O-ring seats against
the retainer plug. Install retainer plug and bolts into the flange or yoke.

— Tighten bolts to 30–35 N•m (22–26 lb ft) for a 3000 Product Family

transmission.

— Tighten bolts to 51–61 N•m (38–45 lb ft) for a 4000 Product Family

transmission.

— Rotate the flange or yoke to check for binding.

• 3000 Product Family beginning with S/N 6510184819 and

4000 Product Family beginning with S/N 6610038064

— Install flange or yoke onto output shaft. Install the large O-ring on the

retainer plug. Insert one bolt into the bolt hole in the plug. Install a
small O-ring over the threads of the bolt so that the O-ring seats
against the retainer plug. Install retainer plug and bolt into the flange
or yoke.

— Tighten bolt to 70–80 N•m (52–59 lb ft).

4–3. INSTALLING 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. Refer
to the Customer Service section, Table 8–1, for the current publication
number.

NOTE: DO NOT use sealing compounds—they are usually
incompatible with automatic transmission fluid.

56

pad. Tighten the pins.
b. Install Gasket. Install the special gasket over the guide pins—ribbed surface

away from the transmission.
c. Mount the PTO. Mount the PTO on the guide pins, meshing the PTO driven

gear with the transmission PTO drive gear. Attach the PTO by installing a bolt in
the top bolt hole. Install the remaining bolts. Tighten all bolts to 51–61 N•m
(38–45 lb ft).

4–4. INSTALLING FILL TUBE AND SEAL

a. Location.

• The 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.

• The 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 Customer Service section, Table 8–1, for the appropriate
parts catalog for the correct bolt.

b. 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 all 3000 Product Family transmission models before

S/N 6510107518 install the expansion plug in the unused fill tube hole, if
the plug is reusable. Tighten the plug to 1–2 N•m. (9–18 lb inch).

• On all 3000 Product Family transmission models beginning with

S/N 6510107518, 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.
This plug and seal may be used on earlier units when the expansion plug is
not reusable.

57

a. Pressure Plugs. Determine if 0.4375–20 UNF-2A pressure plugs are tightened
to 10–13 N•m (7–10 lb ft).

b. Fluid Drain Plug. Determine that the drain plug is tightened to 25–32 N•m
(18–24 lb ft).

c. Cleanliness. Inspect the openings into which the cooler lines connect for
deformities or obstructions. Inspect the transmission electrical connectors for
cleanliness. Clean electrical connectors with LPS Electro Contact Cleaner

58

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 for correct
transmission-to-engine adaptation. Refer to Figure 5–1 or Figure 5–2 and/or
AS67–020. Typical arrangement of adaptation components is shown in Figure 5–4.

a. Measuring Equipment. The following measuring equipment 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

b. 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).

c. Flywheel Housing Bore Runout. Flywheel housing bore runout cannot
exceed 0.51 mm (0.020 inch) TIR.

d. Flywheel Housing Face Squareness. The flywheel housing face cannot be

out-of-square more than 0.51 mm (0.020 inch) TIR.
e. 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 inches).

f. Crankshaft Hub Pilot or Adapter Squareness. The crankshaft hub or hub
adapter cannot be out-of-square more than 0.13 mm (0.005 inch) TIR.

g. 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.

59

lb ft)

12-WASHER

HARDENED STEEL

12-0.375-16 UNC-2A in. SERIES THREAD BOLT

Torque to 49–58 N•m (36–43

55.0 mm (2.17 in.) TYPICAL

12.54 mm (0.494 in.)

ADAPTER

FLYWHEEL HOUSING

FLEXPLATE ADAPTER

FLYWHEEL HOUSING

STARTER RING GEAR

SAE STANDARD J617/2

MOUNTING FACE OF ENGINE

12-M8 x 1.25 x Various lengths

BOLT, FLEXPLATE-TO-FLEXPLATE

1.08 mm

0.043 in.)

±

±

lb ft

For M10 x 1.5-6H BOLT

Torque to 51–61 N•m (38–45

CONVERTER HOUSING

ACCESS HOLE

*

0.13 mm (0.005 in.) MAXIMUM TOTAL INDICATOR

READING ON FLEXPLATE ADAPTER

4-FLEXPLATE

50.76 mm (1.998 in.) Design shall result in the flexplate outside

diameter being deflected 0.38 mm (0.0151 in.) MIN away from

the engine (measure at location marked ).

See VIEW A for converter position.

*

)

ACCESS HOLE

lb ft

10-BOLT

or 6-M10 x 1.5 x Various lengths

Torque to 33–39 N•m (25–29 lb ft)

Torque to 63–73 N•m (46–54 lb ft)

VENT HOLES

M8 x 1.25 x 25.0 mm (0.98 in.)

Torque to 63–73 N•m (46–54

0.13 mm (0.005 in.)

MAXIMUM TOTAL

INDICATOR READING

ON CRANKSHAFT

HUB ADAPTER

DIA 50.94 mm–50.99 mm

(2.006 in.–2.008 in.) BORE

WEAR PLATE

CRANKSHAFT BOLT (Consult engine

manufacturer for torque requirements.)

4.40 mm (0.173 in.) MIN

76.28 mm (3.003 in.) MIN

1.60 mm (0.063 in.) MIN PILOT

CRANKSHAFT HUB ADAPTER

97.61 mm (3.843 in.) MIN

0.13 mm (0.005 in.) MAXIMUM TOTAL

INDICATOR READING ON

R 145.0 mm (5.71 in.) MIN

0.13 mm (0.005 in.) MAXIMUM

TOTAL INDICATOR READING

ON CRANKSHAFT HUB ADAPTER

CRANKSHAFT

ENGINE CRANKSHAFT CENTERLINE

(1.993 in.

Design shall result in the

flexplate outside diameter

being deflected 0.38 mm

(0.0151 in.) away from engine.

See VIEW B for flexplate

adapter design position.

32.63 mm (1.285 in.)

57.13 mm (2.249 in.)

58.15 mm (2.289 in.)

60.30 mm (2.374 in.)

60.31 mm (2.374 in.)

87.33 mm (3.438 in.)

92.16 mm (3.628 in.)

50.38 mm

49.36 mm (1.943 in.)

Figure 5–1. 3000 Product Family Engine Adaptation

60

*18-WASHER

**12-WASHER

21-BOLT MIN

IF M10 x 1.5-6H BOLTS ARE USED

Torque to 51–61 N•m (38–45 lb ft)

*18-BOLT 0.4375-14 UNC-2A

**2-BOLT 0.4375-14 UNC-2A

CONVERTER HOUSING

BOLT, FLEXPLATE-TO-FLEXPLATE ADAPTER

12-M8 x 1.25 x Various lengths

DIA 50.94 mm–50.99 mm

Torque to 32–39 N•m (25–29 lb ft)

or 6-M10 x 1.5 x Various lengths

Torque to 63–73 N•m (46–54 lb ft)

0.13 mm (0.005 in.) MAXIMUM TOTAL INDICATOR

READING ON FLEXPLATE ADAPTER

45.92 mm (1.808 in.) Design shall result in the flexplate

outside diameter being deflected 0.38 mm (0.015 in.)

away from engine (measure at location marked

See VIEW A for converter position.

4-FLEXPLATE

+

WEAR PLATE

CRANKSHAFT BOLTS (Consult engine manufacturer for

2.00 mm (0.079 in.) MIN

64.00 mm (2.520 in.) MIN

torque requirements.)

(2.006 in.–2.008 in.) BORE

0.13 mm (0.005 in.) MAXIMUM

TOTAL INDICATOR READING

ON CRANKSHAFT HUB ADAPTER

B

91.56 mm (3.605 in.) MIN

4.00 mm (0.157 in.)

MIN PILOT

VIEW

12.50 mm (0.492 in.)

28-BOLT

FLYWHEEL HOUSING

FLYWHEEL HOUSING

MOUNTING FACE OF ENGINE

45.54 mm (1.793 in.)

Design shall result in

86.56 mm (3.408 in.)

81.74 mm (3.218 in.)

59.00 mm (2.323 in.)

55.45 mm (2.183 in.)

23.95 mm (0.943 in.)

ACCESS HOLE

STARTER RING GEAR

FLEXPLATE ADAPTER

M8 x 1.25 x 25.0 mm (0.98 in.) LONG

the flexplate outside

diameter being deflected

0.38 mm (0.015 in.) away

from engine. See VIEW B

for flexplate adapter

design position.

Torque to 33–39 N•m (25–29 lb ft)

CRANKSHAFT HUB ADAPTER

0.13 mm (0.005 in.) MAXIMUM

TOTAL INDICATOR READING

ON CRANKSHAFT HUB ADAPTER

ENGINE CRANKSHAFT CENTERLINE

VIEW A

Figure 5–2. 4000 Product Family Engine Adaptation

ENGINE ADAPTATION REQUIREMENTS

TRANSMISSION CONVERTER SPACE CLAIM

61

i. 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. The torque converter axial location should measure:

• 3000 Product Family—49.36–50.38 mm (1.943–1.983 inches).

• 4000 Product Family—45.54 mm (1.793 inches).

V01717

Figure 5–3. Converter Axial Location Measurement

5–2. CHECKING FLEXPLATE DRIVE ASSEMBLY

a. Flexplate Inspection. Inspect the flexplate for cracks, distortion, or elongated
bolt holes. Replace a worn or damaged flexplate.

b. Engine Crankshaft End Play. Be sure engine crankshaft end play is within
the engine manufacturer’s specifications.

NOTE: When assembling the flexplate to the crankshaft hub or hub
adapter, be sure the outer flexplate bolt holes are aligned.

62

ENGINE

FLYWHEEL

HOUSING

FLEXPLATE

ASSEMBLY

FLEXPLATE

ADAPTER

RING GEAR

WEAR PLATE

TRANSMISSION

V00533..00.04

Figure 5–4. Arrangement of Adaptation Components

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 worn-out

• 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 worn-out
— correctly lubricated
— correctly indexed

• Driveline midship or hanger bearings—damaged or misaligned

63

— correctly lubricated
— correctly indexed

• Vehicle differential backlash—manufacturer’s specification

• Universal joint coupling—alignment and differential damage

• Cross-frame members and rear support members—condition and location

• PTO-driven equipment shafts and couplings—damaged or misaligned

• Auxiliary transmission:

— shaft alignment
— alignment of yoke or flange
— backlash
— fluid leaks

5–4. COOLER, FILTER, AND LINES

a. 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 test 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

b. 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 5000 miles (8000 km). Refill the transmission to the
correct fluid level (refer to Section 2–3, TRANSMISSION FLUID TEST).

64

— improper operation
— poor electrical connections
— improper harness routing

• Cab and chassis wiring harness:

— poor electrical connections
— frayed insulation
— wiring damage

• Throttle sensor components, if present:

— freedom of movement
— improper routing
— bellows damage
— improper or loose cable mounting

• PTO controls, if present:

— damage
— wear
— improper operation
— lubrication
— electrical harness connections and wiring damage

• Temperature gauge:

— capillary tube damage (if used)
— sensor damage

• Retarder Controls:

— damage
— wear
— poor electrical connections
— frayed insulation
— wiring damage

• Fluid pressure gauge tubing:

— damage
— kinks
— improper routing

65

ERROR

ZONE

14 COUNTS

50 COUNTS

200 COUNTS

APPROX.

19 mm (0.75 in.) STROKE

233 COUNTS

ERROR

ZONE

FULLY

RETRACTED

(AT REST)

0 mm

2.5 mm
(0.1 in.)

CLOSED

THROTTLE

Total Stroke

CT–WOT

15.2 mm–22.9 mm
(0.6 in.–0.9 in.)

85–130 Counts

WIDE OPEN

THROTTLE

EXTENDED

40.6 mm
(1.6 in.)

45.7 mm
(1.8 in.)

Figure 5–5. Throttle Position Determination Diagram

b. Throttle Position Sensor (TPS) Adjustment—Using Diagnostic Tool. When
properly installed by the equipment manufacturer, the TPS should not need
adjustment. If TPS adjustment is necessary, confirm that it has been installed to
Allison Transmission specification (refer to Figure 5–5). The TPS is
self-calibrating and therefore has no optimum closed throttle or full throttle count
value. Idle count should be 50 or higher and full throttle count 200 or lower. As
long as the counts are in the 50 and 200 count range with a difference of 85 to
130 counts between closed and full throttle the TPS is set correctly.

Error codes occur if the idle position is less than 14 counts or when the full
throttle position is more than 233 counts.

The Allison DOC™ For PC–Service Tool can read TPS counts. 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 (refer to

Figure 5–5)

c. Hitch-Pin Throttle Position Sensor Installation.

• Install the throttle sensor body as follows:

1. Clamp cable end using clamp and shims (refer to Figure 5–6).

66

Torque M6 x 1.00 bolt to 10–13 N•m (84–120 lb in.)

Torque 1⁄4-20 in. series bolts to 13–14 N•m (108–132 lb in.)

Mount to a solid frame member. Flatness of

chassis mounting surface must not exceed

0.8 mm (0.03 in.).
LOADING IN

TENSION ONLY

OPERATING ANGLE
IN ALL DIRECTIONS

ACCEPTABLE INSTALLATION

Attachment must provide freedom

of motion to allow cable loading in

tension only (no bending loads).

55.0 mm (2.17 in.)
MIN REQUIRED

FOR CONNECTION

REMOVAL

FULLY EXTENDED

FORCE REQUIRED

26.7 N (6.0 LB) MAX

47.5 mm (1.87 in.)

FULL THROTTLE

118.1 mm (4.65 in.)

30.2 mm (1.19 in.)

Fuel lever attachment linkage or bracket must

allow fuel lever to return to closed throttle position

when sensor rod is maintained at full throttle position.

Attach the throttle sensor directly to the engine fuel

lever with no breakover or yield linkages between the

engine fuel lever shaft and the attachment point of the

throttle sensor.

Fuel control must not move

the throttle sensor beyond

the closed throttle position

FULLY
RETRACTED

CLOSED THROTTLE

FULL THROTTLE

SAME AS WITHOUT

FULLY EXTENDED

OPTIONAL THROTTLE SENSOR ASSEMBLY WITH SLIP LINK

WIRING HARNESS

at any time.

OPERATING BAND 15.2 – 22.9 mm
(0.6 – 0.9 in.)

118.1 mm
(4.65 in.)

95.2 mm
(3.75 in.)

93.45 mm (3.679 in.)

87.15 mm (3.431 in.)

ENGINE FUEL LEVER

SLIP LINK

38.1 mm (1.50 in.)

FULLY RETRACTED

R 152.0 mm (6.00 in.) MIN
ALLOWANCE RADIUS

CLOSED THROTTLE

95.2 mm (3.75 in.)

Attach to engine or governor
housing using clamp and shims as
required. Clamp must positively
lock in cable groove.

HITCH PIN CLIP

183.1 mm (7.21 in.) MAX

160.2 mm (6.31 in.) MIN

MOUNTING

LENGTH

(NOTE: Mounting length
+ 50.8 mm (2 inches) equals
cable length)

The location of the
clamping bracket relative
to the fuel lever at closed
throttle must be maintained
within this range.

HITCH PIN CLIP

Figure 5–6. Hitch-Pin Throttle Position Sensor Installation Diagram

67

• Adjust the throttle sensor as follows:

1. The engine fuel lever must be at the closed throttle position.

2. 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 15.2–22.9 mm (0.60–0.90 inch) from the
idle position.

3. Determine 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).

4. 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.

5. 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.

68

VEHICLE

6–1. HANDLING

a. Preventing Damage. Handle the transmission carefully to prevent damage to
components in the installation path.

b. 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:

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 5–3).
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 transmission-to-engine 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.

8. Tighten four bolts at equally-spaced intervals around the converter housing
bolt circle. Use the torque specified by the engine or vehicle
manufacturer—usually M10 x 1.5-6H bolts tightened to 51–61 N•m

69

opening. Replace it with a self-locking bolt. Tighten the bolt finger tight.

NOTE: DO NOT tighten any flexplate-to-flexplate adapter bolts until
all of the bolts have been installed and tightened finger tight.

10. Rotate the engine crankshaft to install the remaining self-locking bolts into

the flexplate adapter. After all bolts have been installed finger tight,
tighten M8 bolts to 33–39 N•m (25–29 lb ft) and M10 bolts to
63–73 N•m (46–54 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. Determine the universal joint angularity of all U-joints in the driveline.
Confirm that 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).

70

RETARDER

ACCUMULATOR

AND MOUNTING

BRACKETS

Tie down center

of hose if longer

than 0.9 m (3 ft).

RETARDER
SOLENOID
NORMALLY
CLOSED

Be sure there is an
orifice fitting on
T400 installations
(and is not present
on T200/T300
installations).

VEHICLE
ACCESSORY
AIR TANK

PRESSURE PROTECTION
VALVE (85 PSIG
MAXIMUM CLOSING
PRESSURE)

IN-CAB

TRANSMISSION

CONTROLS

Figure 6–1. 3000 And 4000 Product Families Output Retarder

Accumulator Installation

NOTE: Be 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.
Tighten hose fittings to 68–81 N•m (50–60 lb ft).

6–6. CONNECTING POWER TAKEOFF CONTROLS

If not already mounted, mount the PTO(s) onto the transmission (refer to Section
4–3, Installing PTO).

1. Inspect 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.

2. Connect controls to the PTO.

3. Determine if PTO control operation is correct.

71

cause inadvertent clutch apply and PTO damage.

4. Couple the PTO output to its driven equipment. Inspect couplings or
universal joints for correct assembly and alignment. If the driven
component is not a direct mount arrangement, inspect 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 shoe-to-drum clearance as specified by the
manufacturer.

This does not apply to 4000 Product Family.

6–8. CONNECTING COOLER

Refer to Figure 6–2 for typical cooler port locations on the transmission and
recommended torque for cooler line fittings.

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 radio-telephone or other two-way communication radios
have the sole responsibility to correctly install and integrate those
devices into Allison Transmission-equipped vehicles to customer
satisfaction. For further information, refer to TS2973EN, the WTEC III
Electronic Controls Troubleshooting Manual.

1. Remove the cover from the transmission feedthrough connector and
carefully connect the transmission external wiring harness. Keep dirt and
debris out of the connector.

2. Connect the external wiring harness.

a. For the 4000 Product Family connect: engine, turbine, and output speed
sensors, retarder control connector (if retarder is present), and the retarder
temperature sensor

72

TO

COOLER

TORQUE 54–68 N•m (40–50 lb ft)

COOLER
RETURN

TO

COOLER

TORQUE 54–68 N•m (40–50 lb ft)

REAR VIEW REAR VIEW

COOLER
RETURN

COOLER
RETURN

TO
COOLER

COOLER

RETURN

TORQUE 34–47 N•m (25–35 lb ft)TORQUE 54–68 N•m (40–50 lb ft)

FRONT VIEW FRONT VIEW

TO

COOLER

COOLER
RETURN

TO

COOLER

TORQUE 68–81 N•m (50–60 lb ft)TORQUE 68–81 N•m (50–60 lb ft)

REAR VIEWREAR VIEW

NOTE: All torque values apply to cooler fittings

Figure 6–2. Torque Values of Typical Fluid Cooler Lines

73

TO
COOLER

COOLER
RETURN

c. For 3000 Product Family units with retarder built beginning January,
1998 connect: the retarder temperature thermistor, the output speed sensor,
and the retarder valve body connector. Also 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. Be sure the speed sensors, the PTO connector, and other connections are
securely seated and latched by pulling on the connector—NOT THE
WIRES. On the 3000 Product Family, turn the retarder connector (if used)
until feeling a positive snap on the connector.

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
retarder-equipped models. Actual temperature reading can be made with
diagnostic tool. Hot fluid conditions in the sump or retarder are read
through the diagnostic tool by programming an output function.

6. A temperature gauge may be installed in the “To Cooler” line. No
temperature gauge installations are available on integral cooler installations.
If equipped for them, install a temperature probe—capillary tube and bulb
or thermocouple.

7. If equipped with a capillary tube and bulb:

a. Tightened the adapter tight enough to prevent leakage.
b. Install the bulb into the adapter and tighten the nut.
c. Inspect the capillary tube for interference with other parts that might

chafe or damage the tube.

8. If equipped with a thermocouple:

a. Long tubes may require support clips or brackets.
b. Install the thermocouple and connect the leads.

9. Install and connect other electrical components—such as heaters.

a. If equipped, install the pressure gauge tube or line.
b. Be sure that all unused hydraulic openings are plugged.

6–10. CONNECTING SPEEDOMETER DRIVE

The ECU, through the VIM, provides an electronic speedometer speed signal. If
used, consult the OEM for connection procedures.

74

3. Run the engine for about one minute and check the fluid level—refer to
Section 2–3, TRANSMISSION FLUID TEST, Paragraph c, Cold Test
Procedure.

6–12. INSTALLATION INSPECTION LIST

Complete the Installation Inspection List. Refer to Section 7, Inspections and
Adjustments.

75

ADJUSTMENTS

7–1. INSTALLATION INSPECTION LIST

Use this inspection list after transmission installation. As items are confirmed,
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)
— Flexplate-to-crankshaft hub bolts—Consult Engine Manufacturer

Specifications

— Flexplate-to-flexplate adapter bolts 12-bolt design— 33–39 N•m

(25–29 lb ft); 6-bolt design—63–73 N•m (46–54 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

#12, 34–47 N•m (25–35 lb ft)
#16, 54–68 N•m (40–50 lb ft)

#20, 68–81 N•m (50–60 lb ft)
— Cooler port cover bolts—51–61 N•m (38–45 lb ft)
— Expansion plug (prior to April 1997)—1–2 N•m (9–18 lb inch)
— Flexplate adapter-to-converter cover bolts—33–39 N•m (25–29 lb ft)
— Output flange bolt(s):

3000 Product Family transmission—30–35 N•m (22–26 lb ft)

4000 Product Family transmission—51–61 N•m (38–45 lb ft)

3000 and 4000 Product Families Transmissions built after

December 1, 1998—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)
— Rear cover bolts—90–110 N•m (66–81 lb ft)

76

— No leaks
— 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 slip-joints

• Hydraulic System for:

®

— Recommended fluid—TranSynd™ or DEXRON

-III
— Correct fluid level in transmission
— Dipstick correctly calibrated—refer to Figure 2–2
— 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—if installed—for:

— Controls connected and operative
— Correctly coupled to driven equipment
— Lubrication line correctly installed and routed—if used

77

NOTE: Refer to the latest edition of the 3000 and 4000 Product
Families Transmission Operator’s Handbook or 3000MH and 4000MH
Owner’s Manual for operating instructions. Refer to the Customer
Service section, Table 8–1, for the latest publication number.

Drive-away tests are performed to verify proper transmission and support
equipment installation and operation. The following steps outline drive-away test
procedures:

• Determine fluid level—fill the transmission with the appropriate fluid

• Start the vehicle—determine proper system response during start-up

— Turn on the vehicle’s master/ignition switch.
— The CHECK TRANS light should come on
— Start the engine
— The CHECK TRANS light should go off
— “N” should appear in the shift selector display

• Clear Trouble Codes—during installation, it is common for “false” codes to

be stored in the electronic control’s ECU. These codes must be cleared
prior to road testing the vehicle.

• Road Test the Vehicle—allow the electronic control time to “converge”

shifts.

• Determine Proper Operation—inspect all components for proper mounting

and operation, and inspect for transmission fluid leaks at gasket surfaces,
lines, and hoses.

• Determine new Trouble Codes—use the Allison DOC™ For PC–Service

Tool, or shift selector to determine if codes were set during the road test.
Refer to Section 2–11, TROUBLESHOOTING, Paragraph c. Clearing
Trouble Codes Using Shift Selector and Paragraph d. Retrieving
Troubleshooting Codes.

• Troubleshoot—if codes exist after the road test, problems must be found

and corrected (refer to TS2973EN, WTEC III Troubleshooting Manual).

b. Service and Maintenance. Refer to the current issue of the 3000 and 4000
Product Families service manuals for detailed transmission service and
maintenance instructions. Refer to the latest issue of the WTEC III
Troubleshooting Manual for detailed electronic control system troubleshooting.
Refer to the Customer Service section, Table 8–1, for the latest publication
number.

78

• Instruments:

— CHECK TRANS light and shift selector display
— Transmission fluid pressure gauge—if used
— Speedometer
— Temperature gauge—if used
— Reverse warning system—if used

• Transmission Fluid:

— Fluid level meets specifications—cold, neutral, level
— No leaks

• No-Load Governed Engine Speed:

— No-load governed speed of engine
— Adjust governor as necessary—refer to the manufacturer’s

specifications for the engine-transmission 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. Refer to

the Customer Service section, Table 8–1, for the current publication
number.

• Shift Sequence:

— Transmission upshifts and downshifts smoothly through all ranges

• Other Tests:

— Stall test
— Shift quality

• Comments:

_________________________________________________________
_________________________________________________________
_________________________________________________________
_________________________________________________________

79

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.

Refer to the Worldwide Sales and Service Directory SA2229EN for a current
listing of Allison Transmission authorized distributors and service dealers.

8–2. SERVICE LITERATURE

Additional service literature is available as shown in the following table. This
service literature provides fully illustrated instructions for the operation,
maintenance, service, overhaul, and parts support of your transmission. To be sure
that you receive maximum performance and service life from your transmission,
you may order publications from:

SGI Inc.
Attn: Allison Literature Fulfillment Desk

8350 Allison Avenue
Indianapolis, IN 46268
TOLL FREE: 888–666–5799
INTERNATIONAL: 317–471–4995

80

Transmission Model

Allison DOC™ User

Family

7–Speed

Family

GN3433EN GN3433EN GN3433EN

Guide
Automatic Transmission

GN2055EN GN2055EN GN2055EN

Fluid Technician’s Guide
Job-Aid Cards JA3426EN JA3426EN JA3427EN
Operator’s Manual* OM2995EN OM2683EN OM2995EN
MH Owner’s Manual* OM3349EN — OM3349EN
Parts Catalog* PC2150EN PC2150EN PC2456EN
Parts Catalog CD-ROM CD2150EN CD2150EN CD2456EN
Principles of Operation PO2454EN PO2454EN PO2454EN
Service Manual SM2148EN SM2148EN SM2457EN
Electronic

TS2973EN TS2973EN TS2973EN

Troubleshooting Manual
Worldwide Sales and

SA2229EN SA2229EN SA2229EN

Service Directory*
*Also Available On The Internet At www.allisontransmission.com

81

MT3004EN 200603 Printed in USA 200701www.allisontransmission.com