Allison Transmission 3000, 4000 Operators Manual

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MOTO RHOME SERIES

3000/4000

OPERATOR’S

MANUAL

Operator’s Manual

2005 FEBRUARY

Rev. 1 2005 SEPTEMBER

OM3349EN

Allison Transmission

VOCATIONAL MODELS

Motorhome Series (MH) Transmissions

3000 and 4000 Product Families WTEC III Controls and Allison 4

3000 MH 4000 MH

Generation Controls

Printed in USA

NOTES

INTRODUCTION

KEEPINGTHATALLISONADVANTAGE ........................ 7

A BRIEF DESCRIPTION OF THE ALLISON MOTORHOME SERIES

TRANSMISSIONS ...................................... 12

ELECTRONIC CONTROL SYSTEM ........................... 12

TORQUE CONVERTER ................................... 13

PLANETARYGEARSANDCLUTCHES ........................ 14

COOLER CIRCUIT ...................................... 14

RETARDER...........................................15

SHIFT SELECTORS

DESCRIPTION OF AVAILABLE TYPES .........................16

INTRODUCTION ....................................... 17

LEVER SHIFT SELECTOR ................................. 18

PUSHBUTTON SHIFT SELECTOR ............................20

RANGE SELECTION ..................................... 21

DRIVING TIPS

CHECKTRANSLIGHT ................................... 26

DIAGNOSTIC CODES .................................... 27

ACCELERATOR CONTROL ................................ 27

DOWNSHIFT AND DIRECTION CHANGE INHIBITOR FEATURE ....... 27

USINGTHEENGINETOSLOWTHEVEHICLE ................... 29

USING THE HYDRAULIC RETARDER ......................... 29

ADAPTING SHIFTS ..................................... 32

RANGE PRESELECTION .................................. 34

COLDWEATHERSTARTS ................................. 34

DRIVING ON SNOW OR ICE ............................... 35

ROCKINGOUT ........................................ 36

HIGHFLUIDTEMPERATURE .............................. 36

PARKINGBRAKE ...................................... 37

TOWING OR PUSHING ...................................38

PRIMARY/SECONDARY SHIFT SCHEDULES .................... 38

CRUISECONTROLOPERATION ............................. 38

TURNINGOFFTHEVEHICLE .............................. 39

POWER TAKEOFF OPERATION

ENGINE-DRIVENPOWERTAKEOFF(PTO) ..................... 40

CARE AND MAINTENANCE

PERIODIC INSPECTIONS ................................. 41

PREVENT MAJOR PROBLEMS ..............................41

IMPORTANCE OF PROPER FLUID LEVEL ...................... 42

FLUID LEVEL CHECK USING PUSHBUTTON OR LEVER SHIFT

SELECTOR ...........................................43

MANUAL FLUID CHECK PROCEDURE ....................... 47

COLDCHECK ......................................... 49

HOTCHECK .......................................... 50

RECOMMENDED AUTOMATIC TRANSMISSION FLUID AND VISCOSITY

GRADE ............................................. 50

KEEPINGFLUIDCLEAN ..................................51

FLUID AND INTERNAL FILTER CHANGE INTERVAL

RECOMMENDATIONS ................................... 52

TRANSMISSION FLUID CONTAMINATION ..................... 56

TRANSMISSION FLUID AND FILTER CHANGE PROCEDURE ......... 57

DIAGNOSTICS

INTRODUCTION ....................................... 60

DIAGNOSTIC CODES .................................... 60

DIAGNOSTIC CODE DISPLAY PROCEDURE .....................63

DIAGNOSTIC CODE LISTINGS AND PROCEDURES

(WTECIIICONTROLS) ................................... 65

DIAGNOSTIC CODE LISTINGS AND PROCEDURES (ALLISON 4

GENERATIONCONTROLS) ................................ 73

ABBREVIATIONS AND DEFINITIONS

ABBREVIATIONS AND DEFINITIONS ......................... 84

CUSTOMER SERVICE

OWNER ASSISTANCE ................................... 86

SERVICELITERATURE ...................................88

ALLISON TRANSMISSION DISTRIBUTORS ..................... 90

ALLISON TRANSMISSION REGIONAL OFFICES .................. 92

TRADEMARK USAGE

The following trademarks are the property of the companies indicated:

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

• DEXRON

• TranSynd™ is a trademark of Castrol Ltd.

is a registered trademark of the General Motors Corporation.

WARNINGS, CAUTIONS, NOTES

IT IS YOUR RESPONSIBILITY to be completely familiar with the warnings and cautions described in this manual. 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 manual are effective methods for performing service operations. Some of these service operations require the use of tools specially designed for the purpose. The special tools should be used when and as recommended.

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

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

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

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

INTRODUCTION

KEEPING THAT ALLISON ADVANTAGE

Allison Motorhome Series (MH) transmissions provide many advantages for the driver who must “stop and go” or change speeds frequently. Driving is easier, safer, and more efficient.

The Motorhome Series transmissions are rugged and designed to provide long, trouble-free service. This manual will help you gain maximum beneﬁts from your ALLISON-equipped vehicle.

BREATHER

ASSEMBLY PADS

OUTPUT

SPEED

SENSOR

COOLER PORTS

NOTE: Inch Series Threads

TORQUE CONVERTER WITH LOCKUP CLUTCH AND TORSIONAL DAMPER

BREATHER

INPUT SPEED SENSOR

FEEDTHROUGH HARNESS CONNECTOR

NAMEPLATE

MAIN-PRESSURE TAP

NOTE: Inch Series Threads

FEEDTHROUGH HARNESS CONNECTOR

ASSEMBLY PADS (BOTH SIDES)

FILL TUBE AND DIPSTICK (Available on both sides)

MAIN-PRESSURE TAP

NOTE: Inch Series Threads

Figure 1. Typical 3000 MH Series Transmission

(WTEC III Controls)

V06341.02.00

BREATHER

ASSEMBLY PADS

OUTPUT

SPEED

SENSOR

COOLER PORTS

NOTE: Inch Series Threads

FEEDTHROUGH

HARNESS CONNECTOR

TORQUE CONVERTER WITH LOCKUP CLUTCH AND TORSIONAL DAMPER

BREATHER

INPUT SPEED SENSOR

FILL TUBE AND DIPSTICK (Available on both sides)

NAMEPLATE

MAIN-PRESSURE TAP

NOTE: Inch Series Threads

ASSEMBLY PADS (BOTH SIDES)

FILL TUBE AND DIPSTICK (Available on both sides)

MAIN-PRESSURE TAP

NOTE: Inch Series Threads

Figure 2. Typical 3000 MH Series Transmission

(Allison 4

Generation Controls)

V06341.03.01

FEEDTHROUGH

HARNESS

CONNECTOR

OUTPUT SPEED

SENSOR

COOLER PORTS

MOUNTING PAD

(BOTH SIDES)

BREATHER

MOUNTING PAD

INPUT SPEED SENSOR

TURBINE SPEED SENSOR

FILL TUBE AND DIPSTICK

NAMEPLATE

BREATHER

MAIN-PRESSURE TAP

Figure 3. Typical 4000 MH Series Transmission

(WTEC III Controls)

FEEDTHROUGH HARNESS CONNECTOR

COOLER PORTS

V06342

OUTPUT SPEED

SENSOR

COOLER PORTS

FEEDTHROUGH

HARNESS CONNECTOR

MOUNTING PAD

(BOTH SIDES)

BREATHER

MOUNTING PAD

INPUT SPEED SENSOR

TURBINE SPEED SENSOR

FILL TUBE AND DIPSTICK

NAMEPLATE

BREATHER

MAIN-PRESSURE TAP

Figure 4. Typical 4000 MH Series Transmission

(Allison 4

Generation Controls)

COOLER PORTS

V06342.01.00

A BRIEF DESCRIPTION OF THE ALLISON MOTORHOME SERIES TRANSMISSIONS

Included in the Allison On-Highway Transmission family are the Motorhome Series transmissions. The transmissions described in this manual include:

• WTEC III Controls or Allison 4

Generation Controls

• A torque converter with lockup and torsion damper

• Three planetary gear sets

Motorhome Series transmissions may contain an integral retarder or a provision to mount a Power Takeoff (PTO).

ELECTRONIC CONTROL SYSTEM

All Motorhome Series transmissions come standard with WTEC III Controls or Allison 4 connected by OEM-furnished wiring harnesses. The ﬁve major components are:

The TCM/ECU receives information from the following:

The TCM/ECU processes information and then sends signals to actuate speciﬁc solenoids located in the control valve module. These solenoids control both oncoming and offgoing clutch pressures to provide closed-loop shift control by matching input rpm during a shift to a desired proﬁle programmed into the TCM/ECU.

Generation Controls. These systems consist of ﬁve major components

• Transmission Control Module (TCM) or Electronic Control Unit (ECU)

• Three speed sensors

• Remote shift selector

• Control module (which contains solenoid valves, a pressure switch, and an

optional oil level sensor)

• Engine Electronic Control Module (ECM) or Engine Throttle Position Sensor (TPS), if installed

• Throttle position sensor, if installed

• Speed sensors

• Pressure switch

• Shift selector

A feature of both Allison 4thGeneration Controls and WTEC III controls is “autodetect.” Autodetect is active within the ﬁrst several engine starts, depending upon the component or sensor being detected. These engine start cycles begin when the transmission is installed during vehicle manufacture. Autodetect searches for the presence of the following transmission components or data inputs:

Transmission Components

Retarder Present, Not Present Oil Level Sensor (OLS) Present, Not Present Throttle Analog, J1587, J1939 Engine Coolant Temperature Analog, J1939, J1587

Seek help from the nearest Allison Transmission service outlet when any of the above components are present, but are not responding properly.

Another feature of the Motorhome Series transmission is its ability to adapt or “learn” as it operates. Each shift is measured electronically, stored, and used by the TCM/ECU to adapt or “learn” the optimum control for future shifts.

NOTE: Allison 4thGeneration Controls and WTEC III Controls 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 Motorhome Series transmission-equipped vehicles to customer satisfaction.

The TCM/ECU is programmed to provide the most suitable operating characteristics for a speciﬁc application. This manual does not attempt to describe all of the possible combinations. The information contained herein describes only the operating characteristics most frequently requested by the vehicle manufacturer.

TORQUE CONVERTER

The torque converter consists of the following four elements:

• Pump—input element driven directly by the engine

• Turbine—output element hydraulically driven by the pump

• Stator—reaction (torque multiplying) element

• Lockup Clutch—mechanically couples the pump and turbine when engaged;

controlled by TCM/ECU

When the pump turns faster than the turbine, the torque converter is multiplying torque. When the turbine approaches the speed of the pump, the stator starts to rotate with the pump and turbine. When this occurs, torque multiplication stops and the torque converter functions as a ﬂuid coupling.

The lockup clutch is located inside the torque converter and consists of the following elements:

• Piston and backplate—driven by the engine

• Clutch plate/damper (located between the piston and the

backplate)—splined to the converter turbine

The lockup clutch/torsional damper is engaged and released in response to electronic signals from the TCM/ECU. Lockup clutch engagement provides a direct drive from the engine to the transmission gearing. This eliminates converter slippage and maximizes fuel economy and vehicle speed. The lockup clutch releases at lower speeds or when the TCM/ECU detects conditions requiring it to be released.

The torsional damper absorbs engine torsional vibration to prevent transmitting vibrations through the powertrain.

PLANETARY GEARS AND CLUTCHES

A series of three helical planetary gear sets and shafts provides the mechanical gear ratios and direction of travel for the vehicle. The planetary gear sets are controlled by ﬁve multiplate clutches that work in pairs to produce up to six forward speeds and one reverse speed. The clutches are applied and released hydraulically in response to electronic signals from the TCM/ECU to the appropriate solenoids.

COOLER CIRCUIT

The transmission ﬂuid is cooled by an integral (transmission-mounted) or remote-mounted oil cooler. Connections to the cooling circuit are located at the front or rear of the transmission to facilitate installation of remote cooler lines. On retarder models, only the rear cooler ports may be used. The integral cooler is mounted on the lower rear portion of the transmission, replacing the remote cooler manifold. Integral cooler oil ports are internal requiring coolant to be routed to and from the cooler.

A new feature has been added on all retarder-equipped transmissions. The retarder housing now allows addition of either a remote or integral cooler for transmission sump ﬂuid in addition to retarder out ﬂuid. A by-pass cover is placed over the sump cooling ports when the provision is not used. The sump cooler ports are located on the lower right rear face of the retarder housing (refer to Figure 1 through Figure 4).

RETARDER

The self-contained retarder is at the output of the transmission and consists of a vaned rotor which rotates in a vaned cavity. The rotor is splined to and driven by the output shaft. An external accumulator holds transmission ﬂuid until the retarder is activated. When the retarder is activated, the ﬂuid in the accumulator is pressurized by the vehicle air system and directed into the retarder cavity. The interaction of the ﬂuid with the rotating and stationary vanes causes the retarder rotor and output shaft to reduce speed, slowing the vehicle or limiting speed on a downhill grade. Refer to USING THE HYDRAULIC RETARDER for additional information.

When the retarder is deactivated, the retarder cavity is evacuated and the accumulator is recharged with ﬂuid.

SHIFT SELECTORS

DESCRIPTION OF AVAILABLE TYPES

MODE

2 3 4 5 D N R

SIX-SPEED,

LEFT-HAND

LEVER

SELECTOR

HOLD OVERRIDE BUTTON

MODE INDICATOR

(LED)

MODE BUTTON

MODE ID

DIGITAL DISPLAY

DISPLAY MODE/

DIAGNOSTIC BUTTON

SIX-SPEED,

RIGHT-HAND

LEVER SELECTOR

WITH REVERSE TO FRONT

DIGITAL DISPLAY

MODE

N D

5 4 3 2 1

HOLD OVERRIDE

BUTTON

MODE INDICATOR

(LED)

MODE BUTTON

MODE ID

DIGITAL DISPLAY

DISPLAY MODE/

DIAGNOSTIC BUTTON

MODE ID

MODE

R N D

MODE

INDICATOR (LED) Push simultaneously

to enter diagnostic

mode and fluid

MODE

R N D

level check

PUSHBUTTON SELECTORS

NOTE:

Number displayed is highest forward range available in selected position.

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

MODE

N D 5 4 3 2 1

CONTOURED

VERSION

V07343.01.02

Figure 5. WTEC III Shift Selectors

6 1

DIAGNOSTIC BUTTON

HOLD OVERRIDE

BUTTON

MODE INDICATOR

(LED)

MODE BUTTON

MODE ID

DIGITAL DISPLAY

DISPLAY MODE

HOLD OVERRIDE

BUTTON

MODE INDICATOR

6 1

MODE BUTTON

DIGITAL DISPLAY

DISPLAY MODE

DIAGNOSTIC BUTTON

(LED)

MODE ID

6 1

DIGITAL DISPLAY

MODE ID

MODE

The first number displayed is highest forward range available and second number is range

NOTE:

attained in selected position.

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

MODE

INDICATOR (LED)

Push simultaneously to enter diagnostic mode and fluid level check

6 1

V07343.03.01

Figure 6. Allison 4thGeneration Controls Shift Selectors

INTRODUCTION

Vehicle manufacturers may choose different types of shift selectors for their vehicles. The shift selector in your Allison-equipped vehicle will be similar to one of the pushbutton or lever styles shown above.

With an Allison-equipped vehicle, it is not necessary to select the right moment to upshift or downshift during changing road and traffic conditions. The Allison Motorhome Series transmission does it for you. However, knowledge of the shift selector positions, available ranges, and when to select them, make vehicle control and your job even easier. Select lower ranges when descending long grades (with or without retarder) to reduce wear on service brakes. Refer to the Range Selection table at the end of this section for related information.

LEVER SHIFT SELECTOR

General Description. The lever shift selector (refer to Figure 5 and Figure 6) is an electro-mechanical control. Typical lever positions are:

• R (Reverse)

• N (Neutral)

• D (Drive)

• Some number of lower forward range positions

Motorhome Series transmissions can be programmed to have four, ﬁve,orsix forward ranges. Shift selector positions should agree with the programming of the TCM/ECU unit.

The lever selector includes the following:

• HOLD OVERRIDE button

• MODE button

• Digital display

• DISPLAY MODE/DIAGNOSTIC button

HOLD OVERRIDE Button. The lever shift selector has three locked positions to prevent accidentally selecting R (Reverse), N (Neutral), or D (Drive). Select R (Reverse), N (Neutral), or D (Drive) by pressing the HOLD OVERRIDE button and moving the lever to the desired position. Once D (Drive) is selected, lower forward range positions may be selected without pressing the

HOLD OVERRIDE button.

MODE Button. The MODE button can allow the driver to enable a secondary

shift schedule, PTO, or other special functions that have been programmed into the TCM/ECU unit at the request of the OEM. For example, a motorhome OEM may have provided a secondary shift schedule for improved fuel economy. The name of the special function (ECONOMY) appears on the MODE ID label adjacent to the MODE button. Pressing the MODE button activates the ECONOMY shift schedule and illuminates the MODE INDICATOR (LED).

When the Diagnostic Display Mode has been entered, the MODE button is used to view and toggle through diagnostic code information. After viewing the ﬁrst diagnostic code which appears in the digital display, press the MODE button to view the 2 and 5

diagnostic code logged. Repeat this procedure to view the 3rd,4th,

code positions. The code displayed is active if the MODE INDICATOR

(LED) is illuminated.

NOTE: Visually check the digital display whenever the lever is moved to be sure the range selected is shown. N should appear in the digital displayiftheN (Neutral) button is pressed.

Digital Display. During normal operation, if D (Drive) is selected, the digital display shows the highest forward range attainable for the shift schedule in use.

Abnormal operation is indicated by the WTEC III digital display as follows:

• When all segments of the digital display are illuminated for more than 12 seconds, the ECU did not complete initialization.

• When the digital display is blank, there is no power to the selector.

• When the display shows a “

/\” (cateye), a selector-related fault code has

been logged.

• Conditions which illuminate the CHECK TRANS light disable the shift selector and the digital display displays the range actually attained. For a detailed explanation, refer to the CHECK TRANS LIGHT paragraph in the DRIVING TIPS section.

Abnormal operation is indicated by the Allison 4

Generation Controls digital

display as follows:

• When all segments of the digital display are illuminated, the shift selector did not complete initialization.

• When both digital displays remain blank for 10 seconds after initialization and then show a “

/\” (cateye), the shift selector is unable to communicate

with the TCM or has experienced an internal fault.

• When the display shows a “

/\” (cateye), a selector-related fault code has

been logged.

• Conditions which illuminate the CHECK TRANS light disable the shift selector. The SELECT digit is blank and the MONITOR digit displays the range actually attained. For a detailed explanation, refer to the CHECK TRANS LIGHT paragraph in the DRIVING TIPS section.

The transmission will not shift into range if a CHECK TRANS code is active. When the display shows R or D has been requested and the display is ﬂashing, the requested range has not been achieved due to an inhibit function.

Some inhibit functions are vehicle-related and do not result in diagnostic codes. Some examples are mentioned in the Range Selection tables at the end of this Section.

Check for active codes if no other inhibit function has been located. Once D (Drive) is attained, the transmission will shift into the lowest range programmed for the D (Drive) position, usually ﬁrst-range.

Display Mode/Diagnostic Button. The DISPLAY MODE/DIAGNOSTIC button allows access to optional ﬂuid level check information and diagnostic code information. Press the DISPLAY MODE/DIAGNOSTIC button once to obtain transmission ﬂuid level information and a second time to obtain diagnostic code information.

PUSHBUTTON SHIFT SELECTOR

General Description. The pushbutton shift selector (refer to Figure 5 and Figure 6) has the following:

• R (Reverse)—Press this button to select Reverse.

• N (Neutral)—Press this button to select Neutral.

• D (Drive)—Press this button to select Drive. The highest forward range

available will appear in the digital display window. The transmission will start out in the lowest available forward range and advance automatically to the highest range.

• ↑ (Up) Arrow—Press the ↑ (Up) Arrow when in DRIVE to request the next higher range. Continuously pressing the ↑ (Up) Arrow will request the highest range available.

• ↓ (Down) Arrow—Press the ↓ (Down) Arrow when in DRIVE to request the next lower range. Continuously pressing the ↓ (Down) Arrow will request the lowest range available.

• MODE Button and Display Mode/Diagnostic Button—This is the same function as described previously in the LEVER SHIFT SELECTOR paragraph, MODE Button paragraph.

NOTE: The oil level sensor is a standard feature on Motorhome Series transmissions. Fluid level information is displayed after pressing both the ↑ (Up) and ↓ (Down) arrow buttons simultaneously. Simultaneously press both buttons again to obtain diagnostic data.

Refer to the Care And Maintenance section, FLUID LEVEL CHECK USING PUSHBUTTON OR LEVER SHIFT SELECTOR for more information about ﬂuid level data. Refer to the Driving Tips section, DIAGNOSTIC CODES and DIAGNOSTIC CODE DISPLAY PROCEDURE, for more information about diagnostic codes and display procedure.

RANGE SELECTION

MODE

R N D

N D

MODE

N D 5 4 3 2 1

MODE

N D 5 4 3 2 1

V07344

Figure 7. Typical Motorhome Series Shift Selectors

(WTEC III Controls)

MODE

Figure 8. Typical Motorhome Series Shift Selectors

(Allison 4

Generation Controls)

6 1

V07344.01.00

6 1

PUSHBUTTON AND LEVER SHIFT SELECTORS

WITH DIGITAL DISPLAY

Description of Available Ranges (refer to Figure 7 and Figure 8)

WARNING: If you leave the vehicle and the engine is running,

the vehicle can move unexpectedly and you or others could be injured. If you must leave the engine running, do not leave the vehicle until you have completed all of the following procedures:

1. Put the transmission in N (Neutral).

2. Be sure the engine is at low idle (500–800 rpm).

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

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

WARNING: R (Reverse) may not be attained due to an active inhibitor. Always apply the service brakes when selecting R (Reverse) to prevent unexpected vehicle movement and because a service brake inhibit may be present. When “R” is ﬂashing, it indicates the shift to R (Reverse) is inhibited. Check for active diagnostic codes if R (Reverse) is not attained. See DOWNSHIFT AND DIRECTION CHANGE INHIBITOR FEATURE in the DRIVING TIPS section.

CAUTION: Do not idle in R (Reverse) for more than ﬁve minutes. Extended idling in R (Reverse) can cause transmission overheating and damage. Always select N (Neutral) whenever time at idle exceeds ﬁve minutes.

NOTE: Visually check the digital display window whenever a button is pushed or the lever is moved to be sure the range selected isshown(i.e.,iftheN (Neutral) button is pressed, “N” should appear in the digital display). A ﬂashing display indicates the range selected was not attained due to an active inhibit.

PUSHBUTTON AND LEVER SHIFT SELECTORS

WITH DIGITAL DISPLAY

(cont’d)

Description of Available Ranges (refer to Figure 7 and Figure 8)

R Completely stop the vehicle and let the engine return to idle before

shifting from a forward range to R (Reverse) or from R (Reverse) to a forward range. The digital display will display “R” when

R (Reverse) is selected.

WARNING: When starting the engine, make sure the service

brakes are applied. Failure to apply the service brakes can result in unexpected vehicle movement.

WARNING: Vehicle service brakes, parking brake, or emergency brake must be applied whenever N (Neutral) is selected to prevent unexpected vehicle movement. Selecting N (Neutral) does not apply vehicle brakes, unless an auxiliary system to apply the parking brake is installed (see the Operator’s Manual for the vehicle).

WARNING: If you let the vehicle coast in N (Neutral), there is no engine braking and you could lose control. Coasting can also cause severe transmission damage. To help avoid injury and property damage, do not allow the vehicle to coast in

N (Neutral).

N Use N (Neutral) when starting the engine, to check vehicle

accessories, and for extended periods of engine idle operation (longer than ﬁve minutes). For vehicles equipped with the pushbutton selector, N (Neutral) is selected by the ECU during start-up. For vehicles equipped with the lever selector, the vehicle will not start unless N (Neutral) has been selected. If the vehicle starts in any range other than N (Neutral), seek service immediately. N (Neutral) is also used during stationary operation of the power takeoff (if the vehicle is equipped with a PTO). The digital display will show “N” when N (Neutral) is selected. Always select N (Neutral) before turning off the vehicle engine.

PUSHBUTTON AND LEVER SHIFT SELECTORS

WITH DIGITAL DISPLAY

(cont’d)

Description of Available Ranges (refer to Figure 7 and Figure 8)

WARNING: D (Drive) may not be attained due to an active

inhibitor. Always apply the service brakes when selecting D (Drive) to prevent unexpected vehicle movement and because a service inhibit may be present. When “D” is ﬂashing, it indicates the shift to D (Drive) is inhibited. Check for active diagnostic codes if D (Drive) is not attained. See DOWNSHIFT AND DIRECTION CHANGE INHIBITOR FEATURE in the DRIVING TIPS section.

CAUTION: Do not idle in D (Drive) or any forward range for more than ﬁve minutes. Extended idling in D (Drive) can cause transmission overheating and damage. Always select N (Neutral) whenever time at idle exceeds ﬁve minutes.

NOTE: Turn off the vehicle HIGH IDLE switch, if present, before shifting from N (Neutral) to D (Drive) or R (Reverse). D (Drive) or R (Reverse) will not be attained unless the shift is made with the engine at idle. Also, be aware of other interlocks that would prevent attaining D (Drive) or R (Reverse). Examples are “wheelchair lift not stored” and “service brakes not applied” (service brake interlock present).

D The transmission will initially attain ﬁrst-range when D (Drive) is

selected (except for those units programmed to start in second-range). As vehicle speed increases, the transmission will upshift automatically through each range. As the vehicle slows, the transmission will downshift automatically through each range. The digital display will show the highest range available in D (Drive).

WARNING: The transmission incorporates a hold feature to prohibit upshifting above the range selected during normal driving. For downhill operation, select a lower transmission range. If the engine governed speed is exceeded in the held range, however, the transmission will upshift to the next higher range to prevent engine damage. To avoid injury and/or property damage due to loss of vehicle control, use the vehicle brakes to prevent exceeding engine governed speed in the held range.

PUSHBUTTON AND LEVER SHIFT SELECTORS

WITH DIGITAL DISPLAY

(cont’d)

Description of Available Ranges (refer to Figure 7 and Figure 8)

6* 5* 4*

3 2

Lower ranges provide greater engine braking for going down grades (the lower the range, the greater the braking effect). Occasionally, it may be desirable to restrict automatic shifting to a lower range because of:

• Road conditions.

• Load.

• Traffic conditions.

• Etc.

The pushbutton shift selector arrow buttons access individual forward ranges. Push the ↑ (Up) or ↓ (Down) arrow for the desired range. The digital display shows the range chosen. Even though a lower range is selected, the transmission may not downshift until vehicle speed is reduced (this prevents excessive engine speed in the lower range).

1 First-range provides the vehicle with its maximum driving torque

and engine braking effect. Use ﬁrst-range when:

• Pulling through mud and deep snow.

• Maneuvering in tight spaces.

• Driving up or down steep grades.

For vehicles equipped with the pushbutton selector, push the ↓ (Down) arrow until ﬁrst-range appears in the select window.

* Actual ranges available depend on programming by vehicle manufacturer.

DRIVING TIPS

CHECK TRANS LIGHT

The electronic control system is programmed to inform the operator of a problem with the transmission system and automatically take action to protect the operator, vehicle, and transmission. When the Electronic Control Unit (ECU) or the Transmission Control Module (TCM) detects a problem condition, the TCM/ECU:

• Restricts shifting.

• Illuminates the CHECK TRANS light on the instrument panel.

• Registers a diagnostic code.

NOTE: For some problems, diagnostic codes may be registered without the TCM/ECU activating the CHECK TRANS light. Your Allison Transmission authorized service outlet should be consulted whenever there is a transmission-related concern. They have the equipment to check for diagnostic codes and to correct problems which arise.

Each time the engine is started, the CHECK TRANS light will illuminate, then turn off after a few seconds. This momentary lighting is to show that the status light circuits are working properly. If the CHECK TRANS light does not illuminate during ignition, or if the light remains on after ignition, the system should be checked immediately.

Continued illumination of the CHECK TRANS light during vehicle operation (other than start-up) indicates that the TCM/ECU has signaled a diagnostic code. Illumination of the CHECK TRANS light is accompanied by a ﬂashing display from the shift selector. The shift selector display will show the actual range attained and the transmission will not respond to shift selector requests.

Indications from the shift selector are provided to inform the operator the transmission is not performing as designed and is operating in the “limp home” mode with reduced capabilities. Before turning off the ignition, the transmission may be operated for a short time in the selected range in order to “limp home” for

service assistance. Service should be performed immediately in order to minimize the potential for damage to the transmission.

When the CHECK TRANS light comes on and the ignition switch is turned off, the transmission will remain in N (Neutral) until the condition causing the CHECK TRANS light is corrected.

Generally, while the CHECK TRANS light is on, upshifts and downshifts will be restricted and direction changes will not occur. Lever and pushbutton shift selectors do not respond to any operator shift requests while the CHECK TRANS light is illuminated. The lockup clutch is disengaged when transmission shifting is restricted or during any critical transmission malfunction.

DIAGNOSTIC CODES

See detailed information in the DIAGNOSTICS section.

ACCELERATOR CONTROL

WARNING: To help avoid injury or property damage caused by sudden movement of the vehicle, do not make shifts from N (Neutral) to D (Drive) or R (Reverse) when the throttle pedal is depressed. If you shift while the throttle pedal is depressed too far, the transmission will only engage if the throttle pedal is released in the next three seconds. This may cause a sudden movement of the vehicle. Leaving the throttle pedal depressed longer than three seconds causes the transmission to remain in N (Neutral). Avoid this condition by making shifts from N (Neutral) to D (Drive) or R (Reverse) only when the throttle is closed.

The position of the accelerator pedal inﬂuences when automatic shifting occurs. An electronic throttle position signal tells the TCM/ECU how much the operator has depressed the pedal. When the pedal is fully depressed, upshifts will occur automatically at high engine speeds. A partially depressed position of the pedal will cause upshifts to occur at lower engine speeds. Excessive throttle position affects directional changes—shifts from N (Neutral) to D (Drive) or R (Reverse).

DOWNSHIFT AND DIRECTION CHANGE INHIBITOR FEATURE

NOTE: Turn off the vehicle HIGH IDLE switch, if present, before shifting from N (Neutral) to D (Drive) or R (Reverse). The shift from N (Neutral) to D (Drive) or R (Reverse) is inhibited when engine speed is above idle.

There is no speed limitation on upshifting, but there is a limitation on downshifting and for shifts that cause a direction change such as D (Drive)-to-R (Reverse) or R (Reverse)-to-D (Drive).

Manual range downshifts will not occur until a calibration output speed (preset) is reached. When a range downshift is manually selected and the transmission output speed is above the calibration speed, the transmission will stay in the range it was in even though a lower range was requested. Apply the vehicle service brakes or a retarding device to reduce the transmission output speed to the calibration speed and then the shift to the lower range will occur.

Directional shifts, D (Drive)-to-R (Reverse) or R (Reverse)-to-D (Drive), will not occur if selected when throttle position, engine speed, or transmission output speed is above the calibration limit for a calibration time period. The current calibration time period for engine speed is 0.5 seconds and for throttle position and output speed is three seconds.

Shifts from N (Neutral)-to-D (Drive) or N (Neutral)-to-R (Reverse) are also inhibited when the TCM/ECU has been programmed (by input/output function) to detect that auxiliary equipment is in operation and the shift should not be allowed.

When directional change shifts are inhibited, the TCM/ECU will put the transmission in N (Neutral) and the digital display, if present, will ﬂash the letter of the range selected (D or R). To reselect D (Drive) or R (Reverse) when engine throttle, engine speed, and transmission output speed are below the calibration value:

• Pushbutton selector—Press the desired pushbutton again.

• Lever selector—Move the lever to N (Neutral) and then to the desired

range.

When a direction change shift is requested and engine throttle, engine speed, and transmission output speed drop below the calibration value during the calibration time interval, the shift to D (Drive) or R (Reverse) will occur.

For example, if the transmission output speed was just above the calibration limit when R (Reverse) was selected, but dropped below the limit during the next three seconds, the shift to R (Reverse) would occur (assuming the engine was at idle and the throttle was closed).

USING THE ENGINE TO SLOW THE VEHICLE

WARNING: To avoid loss of control, use a combination of downshifting, braking, and other retarding devices. Downshifting to a lower transmission range increases engine braking and can help you maintain control. The transmission has a feature to prevent automatic upshifting above the lower range selected. However, during downhill operation, if engine governed speed is exceeded in the lower range, the transmission will upshift to the next higher range to prevent engine damage. This will reduce engine braking and could cause a loss of control. Apply the vehicle brakes or other retarding device to prevent exceeding engine governed speed in the lower range selected.

Engine braking provides good speed control for going down grades. When the vehicle is heavily loaded, or the grade is steep, it may be desirable to preselect a lower range before reaching the grade. If engine-governed speed is exceeded, the transmission will upshift automatically to the next range.

To use the engine as a braking force, select the next lower range. If the vehicle is exceeding the maximum speed for this range, use the service brakes and/or retarder to slow the vehicle. When a lower speed is reached, the TCM/ECU will automatically downshift the transmission.

USING THE HYDRAULIC RETARDER

WARNING: DO NOT USE THE RETARDER DURING INCLEMENT WEATHER OR WHEN ROAD SURFACES ARE SLIPPERY. De-energize the retarder at the master control switch.

To help avoid injury or property damage caused by loss of vehicle control, be ready to apply vehicle brakes or other retarding device if the transmission retarder does not apply. If a retarder is present but is not detected by “autodetect”, the retarder will not function. Be sure to check for proper retarder function periodically. Whenever the retarder does not apply, seek service help immediately.

On vehicles which have the primary retarder control based upon closed throttle position, brake pedal position, or brake apply pressure, always manually disable the retarder controls during inclement weather or slippery road conditions.

Regardless of the type of Allison retarder controls on your vehicle, the following safety features are common to each conﬁguration:

• The retarder can be disabled when inclement weather or slippery road conditions are present.

• Vehicle brake lights should always be on when the retarder is applied (periodically verify that they are working).

• Anti-lock brake systems send a signal to the transmission TCM/ECU to indicate that the brake system is activated.

NOTE: The retarder is automatically disabled and the lockup clutch is disengaged whenever the vehicle anti-lock brake system (ABS) is active. However, in case the ABS system malfunctions, it is recommended that the retarder enable switch, if present, be disabled.

A hydraulic retarder is available on all of the models covered in this manual. The retarder is activated and controlled in various ways. The control depends upon the vehicle type and particular duty cycle. Both manual and automatic controls are available. Automatic controls are applied by the TCM/ECU. In Allison 4

Generation Control Systems, the TCM may also activate or limit retarder operation in response to torque speed control or electronic retarder control messages received on the vehicle’s J1939 Data Link. Some types of controls and the amount of retarder application are shown in the Types of Retarder Control table that follows.

The presence of a retarder must be “autodetected” as part of Allison 4

Generation Controls and the WTEC III control system.

NOTE: If your transmission has a retarder but it is not functioning, it may not have been “autodetected” during vehicle manufacture. Go immediately to your nearest Allison Transmission service outlet to have “autodetect” reset or the retarder enabled using the Allison DOC™ For PC–Service Tool.

NOTE: When reduced retarder performance is observed, be sure the transmission ﬂuid level is within the operating band on the dipstick (refer to Figure 11). Low ﬂuid level is a common cause for retarder performance complaints.

NOTE: The retarder requires about one second to reach full capacity requested. Be sure to anticipate this delay when using the retarder. Anticipation will prevent unnecessary service brake applications during non-emergency stops.

Types of Retarder Control

Type Description Amount of Application

Manual Separate apply

Zero to Full apply

pedal

Hand lever * Six levels based on lever position Automatic Auto “Full On” * “Full On” when closed throttle sensed Brake Pressure

Apply**

Pedal Position ** Special brake

J1939 Data Link Digital message

Single pressure

switch

Three pressure

switches

pedal

Off or “Full On” (based on brake pressure)

/3,2/3, or “Full On” (based on brake

pressure)

/3,2/3,or“FullOn”(basedonpedal

position)

Zero to Full Apply from engine controller

Combinations of the above systems **

Auto “half-on” plus pressure switch *

Auto “

/3on” plus

two pressure

Half capacity at closed throttle or

“Full On” with brake pressure

/3, capacity at closed throttle or2/

and “Full On” with brake pressure

switches * Hand lever plus

pressure switch * Foot pedal plus

pressure switch Hand lever plus

interface for special pedal *

6 levels of modulation with lever, or

“Full On” with brake pressure

Full modulation with separate pedal,

or “Full On” with brake pressure

6 levels of modulation with lever, or 3

levels of modulation based on pedal

position

* These control systems may apply the retarder at high speed on grades when

the vehicle has road speed limiting and the retarder is enabled.

** For retarder apply systems integrated with the service brake system, the

retarder is most effective when applied with light brake pedal pressure for 1–2 seconds to allow the retarder to fully charge. Added pedal pressure can be applied when more aggressive braking is desired.

NOTE: When the transmission ﬂuid or engine water temperature (engine water is an OEM option) exceeds programmed limits, retarder capacity is automatically gradually reduced to minimize or avoid possible system overheating.

Contact your vehicle manufacturer to understand how the retarder controls have been integrated into your vehicle.

CAUTION: Observe the following cautions when driving a vehicle equipped with a retarder:

• THE RETARDER WORKS ONLY WHEN THE ENGINE IS AT CLOSED THROTTLE.

• OBSERVE TRANSMISSION AND ENGINE TEMPERATURE LIMITS AT ALL TIMES. Select the lowest possible transmission range to increase the cooling system capacity and total retardation available.

• In the event of OVERHEATING, DECREASE THE USE OF THE RETARDER; USE THE SERVICE BRAKES TO SLOW THE VEHICLE.

• OBSERVE THE RETARDER/SUMP “OVERTEMP” LIGHT to be sure it responds properly to retarder temperature.

NOTE: Transmission ﬂuid level must be set correctly for highest retarder effectiveness. As much as 2 liters (2 quarts) too high or too low can reduce retarder effectiveness and increase transmission temperature.

ADAPTING SHIFTS

When poor shift quality is due to the installation of a new or recalibrated ECU, use the following procedure to restore good shift quality by completing a prescribed number of shifts in a relatively short time instead of over several days of operation.

NOTE: Shift concerns may indicate the transmission has never had the shifts fully adapted.

The adaptive feature does not function below 100°F transmission sump temperature. Normal sump temperature is recommended before this procedure is followed.

Check transmission sump level and assure it is set to “Hot Full” at normal sump temperature before this procedure is followed.

All segments of this procedure are to be repeated a minimumof5timesor until shift quality variation is indistinguishable from shift to shift.

1. From Neutral, with parking brake set and service brakes applied via foot pedal, select the following sequence: Drive, Neutral, Reverse, Neutral, Drive, Reverse, Drive, Neutral. Allow each shift to fully complete before selecting the next shift.

2. Release all brakes and perform this sequence: Wide Open Throttle (WOT) 1–2; once shift is complete, release the throttle to closed and decelerate to just prior to the Closed Throttle (CT) 2–1 and perform a Step Thru (ST) 2–1 by going to WOT.

3. Continue the process initiated in Step 2 for each Upshift and Downshift combination available. Example: Wide Open Throttle (WOT) 2–3; once shift is complete, release the throttle to closed and decelerate to just prior to the Closed Throttle (CT) 3–2 and perform a Step Thru (ST) 3–2 by going to WOT. Repeat for the WOT 3–4/ST 4–3, WOT 4–5/ST 5–4, WOT 5–6/ST 6–5.

4. From a Stop, release vehicle brakes and perform a set of Part Throttle (PT—50 to 60 percent) Upshifts to the highest attainable range for the vehicle. Release the throttle to closed and use light vehicle brakes to decelerate to a stop.

NOTE: If the vehicle is equipped with an output retarder or engine brake system, these systems should be turned off for this segment.

5. From a Stop, release vehicle brakes and perform Part Throttle (PT—50 to 60 percent) Upshifts to the 3

range. Release the throttle to closed and, using moderate to heavy vehicle brakes (NOT panic or wheel lock), decelerate to a stop.

NOTE: Braking should be aggressive but not to the level that would cause passenger complaints. If the vehicle is equipped with an output retarder or engine brake system, these systems should be turned off for this segment.

6. From a Stop, release vehicle brakes and perform a set of Wide Open Throttle Upshifts to the highest attainable range for the vehicle. Release the throttle to Closed and Preselect Down to 1st Range using the shift selector. Use light vehicle brakes to decelerate to a stop.

7. If the vehicle is equipped with a retarder or engine brake, turn that system on for this segment. From a Stop, release vehicle brakes and perform a set of Wide Open Throttle Upshifts to the highest attainable range for the vehicle. Release the throttle to Closed and, using light vehicle brakes and the retarder or engine brake, decelerate vehicle to a stop.

NOTE: Allison Transmission does not recommend using the vehicle brakes to “force” Powered Downshifts (PD, downshifts with the throttle applied). If grades are available, these should be used to adapt in WOT and PT Powered Downshifts.

8. Approach the grade in the highest safely attainable range and hold the throttle steady at WOT and allow the vehicle to perform the Powered Downshifts as required to ascend the grade.

9. Approach the grade in the highest safely attainable range and hold the throttle steady at Part Throttle (PT—50 to 60 percent) and allow the vehicle to perform the Powered Downshifts as required to ascend the grade.

RANGE PRESELECTION

NOTE: Preselecting during normal operation may result in reduced fuel economy.

Range preselection means selecting a lower range to match driving conditions encountered or expect to be encountered. Learning to take advantage of preselected shifts will give you better control on slick or icy roads and on downgrades.

Downshifting to a lower range increases engine braking. The selection of a lower range often prevents cycling between that range and the next higher range on a series of short up-and-down hills.

COLD WEATHER STARTS

All Motorhome Series transmissions are programmed to restrict full operation until speciﬁc ﬂuid temperatures are reached. Refer to the following table for temperature restrictions.

Minimum Fluid Operating Temperatures

CHECK

Sump Fluid Temperature

TRANS Light Operation

–32°C (–25°F) to –7°C (19°F) OFF Neutral, Reverse, Second –7°C (19°F) OFF Full operation in all ranges

NOTE: When sump temperature is below 10°C (50°F) and transmission

ﬂuidisC4(not DEXRON

or TranSynd™), follow these procedures

when making directional shift changes:

• To shift from forward to reverse, select N (Neutral) and then R (Reverse).

• To shift from reverse to forward, select N (Neutral) and then D (Drive) or other forward range.

Failure to follow these procedures may cause illumination of the

CHECK TRANS light and the transmission will be restricted to N (Neutral).

Transmission operation at cold ambient temperatures may require preheating or the use of a lower viscosity transmission ﬂuid. Refer to RECOMMENDED AUTOMATIC TRANSMISSION FLUID AND VISCOSITY GRADE in the Care And Maintenance section.

DRIVING ON SNOW OR ICE

WARNING: Using the retarder on wet or slippery roads may cause loss of traction on the drive wheels—your vehicle may slide out of control. To help avoid injury or property damage, turn the retarder enable to OFF when driving on wet or slippery roads.

NOTE: The retarder is automatically disabled whenever the vehicle ABS is active. However, in case the anti-lock brake system (ABS) malfunctions, it is recommended that the retarder enable switch, if present, be disabled.

If possible, reduce vehicle speed and select a lower range before losing traction. Select the range that will not exceed the speed expected to be maintained.

Accelerate or decelerate very gradually to prevent the loss of traction. It is very important to decelerate gradually when a lower range is selected. It is important that you reach the selected lower range before attempting to accelerate. This will avoid an unexpected downshift during acceleration.

ROCKING OUT

WARNING: To help avoid injury or property damage caused by sudden movement of the vehicle, do not make shifts from N (Neutral) to D (Drive) or R (Reverse) when the throttle is open. The vehicle will lurch forward or rearward and the transmission can be damaged. Avoid this condition by making shifts from N (Neutral) to a forward range or R (Reverse) only when the throttle is closed and the service brakes are applied.

CAUTION: DO NOT make N (Neutral) to D (Drive) or directional shift changes when the engine rpm is above idle. Also, if the wheels are stuck and not turning, do not apply full power for more than 10 seconds in either D (Drive) or R (Reverse). Full power for more than 10 seconds under these conditions will cause the transmission to overheat. If the transmission overheats, shift to N (Neutral) and operate the engine at 1200–1500 rpm until it cools (2–3 minutes).

If the vehicle is stuck in deep sand, snow, or mud, it may be possible to rock it out using the following procedure:

1. Shift to D (Drive) and apply steady, light throttle (never full throttle).

2. When the vehicle has rocked forward as far as it will go, apply and hold the vehicle service brakes.

3. When engine has returned to idle, select R (Reverse).

4. Release the brakes and apply a steady, light throttle allowing the vehicle to rock in R (Reverse) as far as it will go.

5. Again, apply and hold the service brakes and allow the engine to return to idle.

This procedure may be repeated in D (Drive) and R (Reverse) if each directional shift continues to move the vehicle a greater distance. Never make N (Neutral)-to-D (Drive) or directional shift changes when the engine rpm is above idle.

HIGH FLUID TEMPERATURE

The transmission is considered to be overheated when any of the following temperatures are exceeded:

Sump ﬂuid 121°C (250°F) Fluid to cooler 149°C (300°F) Retarder out ﬂuid 165°C (330°F)

If the transmission overheats during normal operations, check the ﬂuid level in the transmission. Refer to the ﬂuid level check procedures described in the CARE AND MAINTENANCE section.

CAUTION: The engine should never be operated for more than 10 seconds at full throttle with the transmission in range and the output stalled. Prolonged operation of this type will cause the transmission ﬂuid temperature to become excessively high and will cause severe overheat damage to the transmission.

If the engine temperature gauge indicates a high temperature, the transmission is probably overheated. Stop the vehicle and check the cooling system. If it appears to be functioning properly, run the engine at 1200–1500 rpm with the transmission in N (Neutral). This should reduce the transmission and engine temperatures to normal operating levels in 2 or 3 minutes. If temperatures do not decrease, reduce the engine rpm.

If the engine temperature indicates a high temperature, an engine or radiator problem is indicated. If high temperature in either the engine or transmission persists, stop the engine and have the overheating condition investigated by maintenance personnel.

PARKING BRAKE

WARNING: If you leave the vehicle and the engine is running, the vehicle can move unexpectedly and you or others could be injured. If you must leave the engine running, DO NOT LEAVE the vehicle until you have completed all of the following procedures:

• Put the transmission in N (Neutral).

• Be sure the engine is at low idle (500–800 rpm).

• Apply the parking brake and emergency brake and make sure they

are properly engaged.

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

The parking brake is only intended to secure an unattended vehicle with the engine ignition OFF. Always maintain the vehicle parking brake system according to the manufacturer’s speciﬁcations. The parking brake may not have sufficient capacity to restrain a vehicle with the engine running and the transmission in a forward or reverse-range. When the vehicle is unattended and the engine is in operation, the transmission must be in N (Neutral) with the brakes fully applied and the wheels chocked.

TOWING OR PUSHING

CAUTION: Failure to lift the driving wheels off the road, disconnect the driveline, or remove the axle shafts before pushing or towing can cause serious transmission damage.

The engine cannot be started by pushing or towing. Before pushing or towing a vehicle do one of the following:

• Disconnect the driveline.

• Lift the drive wheels off the road.

• Remove the axle shafts from the drive wheels.

An auxiliary air supply will usually be required to actuate the vehicle brake system.

When the axle shafts are removed, be sure to cover the wheel openings to prevent loss of lubricant and entry of dust and dirt.

PRIMARY/SECONDARY SHIFT SCHEDULES

The points at which shifts occur depend upon predetermined speeds and other operating conditions. A transmission “shift calibration” includes several sets of shift points which may be used according to current or anticipated operating conditions. Some shift schedules may be inhibited as a result of operating conditions, such as engine or transmission ﬂuid temperature. Shift schedules may be changed using the MODE button (some applications may use a dash-mounted switch)—which is typically associated with a change in anticipated vehicle operation.

The TCM includes the capacity for two separate and distinct shift calibrations (customer-selectable), one for use in “Primary Mode” of operation and one in “Secondary Mode.”

• Primary—This shift schedule is typically used for all normal vehicle

operations.

• Secondary—This is an alternate shift schedule that the TCM uses upon

request. Not all vehicles will be equipped with a secondary shift schedule. The request can be interlocked with a vehicle component, or be operator-controlled using the MODE button.

Your vehicle may have a dash-mounted light that illuminates when the secondary mode is active.

CRUISE CONTROL OPERATION

Operating an Allison WTEC III Controls or Allison 4thGeneration Controls-equipped vehicle on cruise control may cause the transmission to shift

cycle if the cruise control speed setting is set too close to a scheduled shift point. One of the following actions may eliminate shift cycling:

• Select the secondary shift schedule by pushing the MODE button (refer to

Figure 5 or Figure 6) on the shift selector.

• Select a lower range by pushing the ↓ (Down) arrow or moving the lever on the shift selector.

• Change the cruise control setting away from the shift point.

Some vehicles equipped with an engine brake and an Allison WTEC III Controls or Allison 4

Generation Controls-equipped transmission will have the engine brake controlled by the TCM/ECU. This is done so the transmission will automatically select a lower range when the engine brake is turned on and the throttle is near idle position.

Operating a vehicle on cruise control with the engine brake turned on and controlled by the transmission TCM/ECU, may cause an unwanted application of the engine brake when the cruise control decelerates for downhill grades. Eliminate this condition by turning off the engine brake while operating the vehicle on cruise control.

TURNING OFF THE VEHICLE

Always select N (Neutral) prior to turning off the vehicle engine.

POWER TAKEOFF OPERATION

ENGINE-DRIVEN POWER TAKEOFF (PTO)

CAUTION: Do not exceed the engagement and operational speed limits imposed on the driven equipment during the operation of the PTO. Exceeding the speed limits produces high hydraulic pressure in the PTO that can damage the PTO components. Consult the vehicle manufacturer’s literature for these speed limits.

If a PTO is present, it will be mounted on either the left side or the right side for a 3000 MH transmission depending upon the converter housing conﬁguration. The PTO is located on the left side or top for a 4000 MH Series transmission. The PTO drive gear is engine-driven and therefore provides direct engine power. The PTO can be operated when the vehicle is either moving or stopped.

The PTO gear is in constant mesh with the drive gear in the converter housing. PTOs are either constant drive (output always powered) or clutched drive. The output of a clutched drive PTO is powered when the PTO clutch is pressurized.

Be sure that the limits for PTO engagement speed and operational speed are not exceeded. Consult the vehicle manufacturer’s literature for these speed limits. Also, all Motorhome Series-equipped vehicles with PTO enable have engagement and operational speed limits programmed into the ECU to help protect PTO equipment. Some speed limits have default values which are programmed out of the operating range and will need to be set for your particular PTO duty cycle. Consult your vehicle manufacturer to see if your transmission has been programmed and what operational limits have been established.

When the programmed engagement speed is exceeded, the PTO will not engage. The PTO engagement must be retried after the speed has been reduced. When operational speeds (either engine or transmission output) are exceeded, the PTO will deactivate and the PTO engagement process must be repeated.

CARE AND MAINTENANCE

PERIODIC INSPECTIONS

Allison Motorhome Series transmissions require minimum maintenance. Careful attention to the ﬂuid level and the connections for the electronic and hydraulic circuits is most important.

For easier inspection, the transmission should be kept clean. Make regular periodic inspections and check:

• For loose bolts.

• For leaking ﬂuid around ﬁttings, lines, and transmission openings.

• The condition of the electrical harnesses.

• The engine cooling system for presence of transmission ﬂuid and check the

transmission ﬂuid for presence of coolant, which would indicate a faulty oil cooler.

• The breather (refer to Figure 1 through Figure 4) to make sure it is clean and free from dirt or debris.

Report any abnormal condition to your nearest Allison distributor or dealer.

PREVENT MAJOR PROBLEMS

Help Allison 4thGeneration Controls or WTEC III Controls oversee the operation of the transmission. Minor problems can be kept from becoming major problems if an Allison Transmission distributor or dealer is notiﬁed when one of these conditions occur:

• Shifting feels odd.

• Transmission leaks ﬂuid.

• Unusual transmission-related sounds (changes in sound caused by normal

engine thermostatic fan cycling, while climbing a long grade with a heavy load, have been mistaken for transmission-related sounds).

• CHECK TRANS light comes on frequently.

IMPORTANCE OF PROPER FLUID LEVEL

It is important that the proper ﬂuid level be maintained at all times because the transmission ﬂuid cools, lubricates, and transmits hydraulic power. If the ﬂuid level is too low, the converter and clutches do not receive an adequate supply of ﬂuid. If ﬂuid level is too high, the ﬂuid can aerate. Aerated ﬂuid can cause the transmission to shift erratically or overheat.

Motorhome Series transmissions have an oil level sensor (OLS) that allows the operator to obtain an indication of ﬂuid level from the shift selector. However, no oil level sensor diagnostics take place unless the OLS is “autodetected” by Allison

Generation Controls or WTEC III Controls.

Frequently check for the presence of oil level diagnostics if the transmission is known to contain an OLS. If an OLS is not detected during a ﬁxed number of engine starts, the WTEC III or Allison 4 that no OLS is present. If an OLS is known to be present, but has not been detected, then troubleshooting of the OLS circuit is required. After the OLS circuit is repaired, reset “autodetect” or manually select the OLS function using Allison DOC™ For PC–Service Tool. For detailed troubleshooting procedures refer to the Troubleshooting Manual. Refer to the SERVICE LITERATURE section for speciﬁc publication numbers.

NOTE: To correctly check the transmission ﬂuid level using the dipstick, the transmission ﬂuid must be at operating temperature.

The oil level sensor method of checking the ﬂuid level compensates for transmission ﬂuid temperature between 60°C–104°C (140°F–220°F). Any temperature below 60°C (140°F) or above 104°C (220°F) will result in an Invalid for Display condition.

Generation Controls system concludes

FLUID LEVEL CHECK USING PUSHBUTTON OR LEVER SHIFT SELECTOR

MODE

2 3 4 5 D N R

SIX-SPEED, LEFT-HAND

LEVER

SELECTOR

HOLD OVERRIDE BUTTON

MODE INDICATOR

(LED)

MODE BUTTON

MODE ID

DIGITAL DISPLAY

DISPLAY MODE/

DIAGNOSTIC BUTTON

SIX-SPEED,

RIGHT-HAND

LEVER SELECTOR

WITH REVERSE TO FRONT

DIGITAL DISPLAY

MODE

N D

5 4 3 2 1

HOLD OVERRIDE

BUTTON

MODE INDICATOR

(LED)

MODE BUTTON

MODE ID

DIGITAL DISPLAY

DISPLAY MODE/

DIAGNOSTIC BUTTON

MODE ID

MODE

R N D

MODE

INDICATOR (LED) Push simultaneously

to enter diagnostic

mode and fluid

MODE

R N D

level check

PUSHBUTTON SELECTORS

NOTE:

Number displayed is highest forward range available in selected position.

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

MODE

N D 5 4 3 2 1

CONTOURED

VERSION

V07343.01.02

Figure 9. WTEC III Controls Shift Selectors and Pushbutton Selectors

The transmission must be equipped with the oil level sensor to be able to read ﬂuid level information.

NOTE: WTEC III Controls pushbutton and lever selectors display ﬂuid level diagnostic information one character at a time. Allison 4

Generation Controls pushbutton and lever selectors display ﬂuid level diagnostic information two characters at a time.

1. Park the vehicle on a level surface, shift to N (Neutral), and apply the

parking brake.

2. Pushbutton shift selector—If equipped with an oil level sensor,

simultaneously press the ↑ (Up) and ↓ (Down) arrow buttons.

6 1

DIAGNOSTIC BUTTON

HOLD OVERRIDE

BUTTON

MODE INDICATOR

(LED)

MODE BUTTON

MODE ID

DIGITAL DISPLAY

DISPLAY MODE

HOLD OVERRIDE

BUTTON

MODE INDICATOR

6 1

MODE BUTTON

DIGITAL DISPLAY

DISPLAY MODE

DIAGNOSTIC BUTTON

(LED)

MODE ID

6 1

DIGITAL DISPLAY

MODE ID

MODE

NOTE:

The first number displayed is highest forward range available and second number is range

attained in selected position.

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

MODE

INDICATOR (LED)

Push simultaneously to enter diagnostic mode and fluid level check

6 1

V07343.03.01

Figure 10. Allison 4thGeneration Controls Shift Selectors and

Pushbutton Selectors

3. Lever shift selector—If equipped with an oil level sensor, press the

display mode button one time.

NOTE: The ﬂuid level check may be delayed until the following conditions are met:

• The ﬂuid temperature is above 60°C (140°F) and below 104°C (220°F).

• The transmission is in N (Neutral).

• The engine is at idle.

• The transmission output shaft is stopped.

• The vehicle has been stationary for approximately two minutes to

allow the ﬂuid to settle.

A delayed ﬂuid level check for transmissions with WTEC III Controls is indicated by a “—” in the display window followed by a numerical countdown. The countdowns, starting at 8, indicates the time remaining in the two minutes setting period.

The indication of a delayed ﬂuid level check for Allison 4

Generation Controls is

a ﬂashing display under SELECT and a digit countdown from 8 to 1 under MONITOR.

• Correct Fluid Level—“oL” is displayed (“oL” represents “Fluid (Oil) Level Check Mode”), followed by “oK”. The “oK” display indicates the ﬂuid is within the correct ﬂuid level zone. The sensor display and the transmission dipstick may not agree exactly because the oil level sensor compensates for ﬂuid temperature.

NOTE: WTEC III Controls displays ﬂuid level diagnostic information one character at a time.

Allison 4

Generation Controls displays ﬂuid level diagnostic

information two characters at a time.

• Low Fluid Level—“oL” is displayed (“oL” represents “Fluid (Oil) Level Check Mode”), followed by “Lo”(“Lo” represents “Low Oil Level”) and the number of quarts the transmission ﬂuid is low. Example: oLLo02 Where “2” indicates that 2 additional quarts of ﬂuid will bring the ﬂuid level within the middle of the “oK” zone.

• High Fluid Level—“oL” is displayed (“oL” represents “Fluid (Oil) Level Check Mode”), followed by “HI”(“HI” represents “High Oil Level”) and the number of quarts the transmission is overﬁlled. Example: oLHI01 Where “1” indicates 1 quart of ﬂuid above the full transmission level.

• Invalid for Display —“oL” is displayed (“oL” represents “Fluid (Oil) Level Check Mode”), followed by “—” (for WTEC III Controls) or “––” (for Allison 4

Generation Controls) and a numerical display. The numerical display is a fault code and indicates conditions are not proper to receive the ﬂuid level information, or that there is a system malfunction. The fault codes that may be encountered are shown in the Fluid Level Fault Codes tables:

Fluid Level Fault Codes (for WTEC III Controls)

Display Cause of Code

o,L, —, 0, X Settling time too short

o,L, —, 5, 0 Engine speed (rpm) too low o,L, —, 5, 9 Engine speed (rpm) too high o,L, —, 6, 5 Neutral must be selected o,L,—,7,0 Sumpﬂuid temperature too low o,L,—,7,9 Sumpﬂuid temperature too high o,L, —, 8, 9 Output shaft rotation o,L, —, 9, 5 Sensor failure*

* Report sensor failure display to a distributor or dealer in your area (check the

telephone directory for an Allison Transmission distributor or dealer).

Fluid Level Fault Codes (for Allison 4

Generation Controls)

Display Cause of Code

oL, - -, 0X Settling time too short

oL, - -, 50 Engine speed (rpm) too low oL, - -, 59 Engine speed (rpm) too high oL, - -, 65 Neutral must be selected oL,--,70 Sumpﬂuid temperature too low oL,--,79 Sumpﬂuid temperature too high oL, - -, 89 Output shaft rotation oL,--,95 Sensorfailure*

* Report sensor failure display to a distributor or dealer in your area (check the

telephone directory for an Allison Transmission distributor or dealer).

CAUTION: A low or high ﬂuid level can cause overheating and irregular shift patterns. Incorrect ﬂuid level can damage the transmission.

NOTE: To exit the ﬂuid level display mode, press any range button on the pushbutton shift selector, or press the display mode (diagnostic) button once on the lever shift selector.

MANUAL FLUID CHECK PROCEDURE

Refer to Figure 1 through Figure 4 for the location of the ﬁll tube and dipstick.

WARNING: If you leave the vehicle and the engine is running, the vehicle can move unexpectedly and you or others could be injured. If you must leave the engine running, do not leave the vehicle until you have completed all of the following procedures:

1. Put the transmission in N (Neutral).

2. Be sure the engine is at low idle (500–800 rpm).

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

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

Clean around the end of the ﬁll tube before removing the dipstick. This will aid in preventing dirt or foreign matter from entering the hydraulic system, which can cause:

• Valves to stick.

• Undue wear of transmission parts.

• Clogged passages.

Check the ﬂuid level using the procedures in COLD CHECK and HOT CHECK. Report an abnormal ﬂuid level to service management.

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

ADD

HOT

COLD

FULL

COLD

ADD

COLD

FULL

COLD

ADD

TRANSMISSION CONTROL MODULE

SPLIT LINE

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

DIMENSION

106.7 mm (4.20 in.)

101.6 mm (4.00 in.)

DIMENSION

76.2 mm (3.00 in.)

73.7 mm (2.90 in.)

63.5 mm (2.50 in.)

DIMENSION

66.0 mm (2.60 in.)

50.8 mm (2.00 in.)

45.7 mm (1.80 in.)

DIMENSIONDDIMENSIONEDIMENSION

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 AS66-60.

****Reference drawing AS67-60.

F**

13.8 mm (0.54 in.)

5.9 mm

(0.23 in.)

5.9 mm

(0.23 in.)

V07301.00.01

Figure 11. Standard Motorhome Series Transmission

Dipstick Markings

COLD CHECK

The Cold Check determines if the transmission has enough ﬂuid to be operated safely until a Hot Check can be made.

NOTE: The correct ﬂuid level can not be determined unless the transmission is in a level position.

CAUTION: DO NOT start the engine until the presence of sufficient transmission ﬂuid has been conﬁrmed. Remove the transmission ﬂuid dipstick and be sure the static ﬂuid level is near the HOT FULL mark.

CAUTION: The ﬂuid level rises as ﬂuid temperature rises. DO NOT ﬁll the transmission above the “COLD CHECK” band if the transmission ﬂuid is below normal operating temperatures. During operation, an overfull transmission can become overheated, leading to transmission damage.

A cold check may be made after initial start-up and the presence of transmission ﬂuid has been conﬁrmed (the sump ﬂuid temperature is then typically 16°–49°C (60°–120°F). To perform a COLD CHECK, do the following:

1. Start the engine and run it at idle (500–800 rpm) in N (Neutral) for about

one minute.

2. Shift to D (Drive) and then to R (Reverse) to clear the hydraulic circuits of

air.

3. Shift to N (Neutral) and leave engine at idle.

4. Move the vehicle to a level surface, put transmission in N (Neutral), and

set the parking brake.

5. With the engine idling (500–800 rpm), shift to D (Drive) and then to R (Reverse) to clear air from the hydraulic circuits.

6. Shift to N (Neutral) and leave engine at idle.

7. Remove the dipstick and wipe it clean. Insert the dipstick into the ﬁll tube, pushing down until it stops.

8. Remove the dipstick and observe the ﬂuidlevel.Iftheﬂuid on the dipstick is within the COLD CHECK band, the level is satisfactory. If the ﬂuid level is not within this band, add or drain ﬂuid as necessary to bring the level within the COLD CHECK band.

9. Perform a Hot Check at the ﬁrst opportunity after normal operating temperature (71°–93°C; 160°–200°F) is reached.

CAUTION: DO NOT operate the transmission for extended periods of time until a Hot Check has veriﬁed proper ﬂuid level. Transmission damage can result from extended operation at improper ﬂuid level conditions.

CAUTION: Obtain an accurate ﬂuid level by imposing the following conditions:

• Engine is idling (500–800 rpm) in N (Neutral)

• Transmission ﬂuid is at the normal operating temperature

• The vehicle is on a level surface

HOT CHECK

The transmission ﬂuid must be hot to obtain an accurate check, because the ﬂuid level rises as temperature increases.

To perform a HOT CHECK, do the following:

1. Be sure ﬂuid has reached normal operating temperature (71°–93°C; 160°–200°F). If a transmission temperature gauge is not present, check ﬂuid level when the engine water temperature gauge has stabilized and the transmission has been operated under load for at least one hour.

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

3. Remove the dipstick and wipe it clean. Insert the dipstick into the ﬁll tube, pushing down until it stops.

4. Remove the dipstick and observe the ﬂuid level. The safe operating level is anywhere within the HOT RUN band on the dipstick.

5. If the level is not within this band, add or drain ﬂuid as necessary to bring the level within the HOT RUN band.

6. Be sure ﬂuid level checks are consistent. Check level more than once and if readings are not consistent, check to be sure the transmission breather is clean and not clogged. If readings are still not consistent, contact your nearest Allison distributor or dealer.

RECOMMENDED AUTOMATIC TRANSMISSION FLUID AND VISCOSITY GRADE

• Hydraulic ﬂuids used in the transmission are important inﬂuences on transmission performance, reliability, and durability. TranSynd™ and DEXRON TranSynd™ and DEXRON Series applications.

-III ﬂuids are recommended for on-highway applications.

-III ﬂuids are recommended for all Motorhome

• TranSynd™ is a full synthetic transmission ﬂuid developed by Allison Transmission and Castrol Ltd. This ﬂuid meets Allison speciﬁcations for Severe Duty and Extended Drain Intervals. TranSynd™ is fully qualiﬁed to the Allison TES 295 speciﬁcations and is available through Allison distributors and dealerships.

• To be sure a ﬂuid is qualiﬁed for use in Allison transmissions check for the DEXRON

-III license 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. The Transmission Fluid Operating Temperature Requirements table lists the minimum ﬂuid temperatures at which the transmission may be safely operated without preheating. 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.

Transmission Fluid Operating Temperature Requirements

SAE Viscosity Grade * or

Fluid Type

Minimum Operating Temperature

Celsius Fahrenheit

MIL-PRF-46167 –32 –25 SAE 0W–20 or TranSynd™ –30 –22

DEXRON

-III –25 –13 SAE 10W –20 –4 SAE 15W–40 –15 5 SAE 30W 0 32 SAE 40W 10 50 * SAE “W” designation indicates winter weight based on cold temperature

properties.

KEEPING FLUID CLEAN

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 and some seals to fail.

It is absolutely necessary that transmission ﬂuid be clean. The ﬂuid must be handled in clean containers to prevent foreign material from entering the

transmission.

FLUID AND INTERNAL FILTER CHANGE INTERVAL RECOMMENDATIONS

CAUTION: Transmission ﬂuid and ﬁlter change frequency is determined by the severity of transmission service. To help avoid transmission damage, more frequent changes can be necessary than recommended in the general guidelines when operating conditions create high levels of contamination or overheating.

Allison requires all 3000 and 4000 Product Family transmissions to have the main ﬁlter (not the lube ﬁlter or ﬂuid) changed after the ﬁrst 5000 mile (8000 km) or 200 hours of operation, whichever comes ﬁrst. Refer to the latest revision of Service Tips #1099 for convenient kit and ﬂuid information. Refer to Mechanic’s Tips, latest version, for location of the main ﬁlter and the ﬁlter change procedure. Service Tips #1099 and Mechanic’s Tips are available online at

www.allisontransmission.com.

Refer to the following Recommended Fluid/Filter Change tables for guidelines for ﬂuid and ﬁlter change intervals.

NOTE: Change ﬂuid/ﬁlters at or before recommended mileage, months, or hours have elapsed, whichever comes ﬁrst. In some cases, operating hours may represent a more reliable measure of oil life; therefore, ﬂuid change intervals should not be based on mileage alone.

Lube/

Auxiliary

(40 000 km)

25,000 Miles

12 Months

1000 Hours

75,000 Miles

(120 000 km)

36 Months

3000 Hours

Filters

Lube/

Filters

25,000 Miles

Fluid

25,000 Miles

Auxiliary Main Internal

12,000 Miles

Schedule 1—Non-TranSynd™/Non-TES 295 Fluid

Overhaul

12 Months

1000 Hours

(40 000 km)

12 Months

1000 Hours

(40 000 km)

6 Months

500 Hours

(20 000 km)

Overhaul

75,000 Miles

150,000 Miles

75,000 Miles

Schedule 2***—TranSynd™/TES 295 Fluid

Overhaul

36 Months

(120 000 km)

48 Months

(240 000 km)

36 Months

(120 000 km)

Overhaul

3000 Hours

4000 Hours

3000 Hours

Recommended Fluid/Filter Change For 3000 MH Transmissions

NOTE: Severe and General Vocations—Local conditions, severity of operation, or duty cycle may require more or less frequent

ﬂuid change intervals that differ from the published recommended ﬂuid change intervals of Allison Transmission. Transmission

protection and ﬂuid change intervals can be optimized by using ﬂuid analysis. Filters must be changed at or before

recommended intervals. Change ﬂuid/ﬁlter after recommended mileage, months, or hours have elapsed, whichever comes ﬁrst.

SEVERE VOCATION* GENERAL VOCATION**

Main Internal

12,000 Miles

Fluid

12,000 Miles

(20 000 km)

6 Months

500 Hours

6 Months

500 Hours

75,000 Miles

(120 000 km)

75,000 Miles

(120 000 km)

36 Months

3000 Hours

36 Months

3000 Hours

Transmission Gold Series ﬁlters.

* Motorhome Series Transmissions with retarders or on/off-highway.

** Motorhome Series Transmissions without retarders and on-highway only.

*** Recommendations in Schedule 2 are based on the transmission containing 100 percent TranSynd™ ﬂuid and Allison

Filters

(40 000 km)

25,000 Miles

12 Months

1000 Hours

Overhaul

75,000 Miles

(120 000 km)

36 Months

3000 Hours

Overhaul

Recommended Fluid/Filter Change For 4000 MH Transmissions

Fluid

Filters

Main Internal Lube/Auxiliary Main Internal Lube/Auxiliary

SEVERE VOCATION* GENERAL VOCATION**

25,000 Miles

12,000 Miles

Schedule 1—Non-TranSynd™/Non-TES 295 Fluid

12,000 Miles

12 Months

(40 000 km)

12 Months

(40 000 km)

6 Months

(20 000 km)

Overhaul

6 Months

(20 000 km)

1000 Hours

500 Hours

Schedule 2***—TranSynd™/TES 295 Fluid

500 Hours

75,000 Miles

(120 000 km)

(240 000 km)

150,000 Miles

75,000 Miles

(120 000 km)

Overhaul

4 Inch Control Module (3.5 Inch Approximately)—Requires Filter Kit P/N 29540494

75,000 Miles

(120 000 km)

36 Months

3000 Hours

48 Months

4000 Hours

36 Months

3000 Hours

36 Months

3000 Hours

NOTE: Severe and General Vocations—Local conditions, severity of operation, or duty cycle may require more or less frequent

ﬂuid change intervals that differ from the published recommended ﬂuid change intervals of Allison Transmission. Transmission

protection and ﬂuid change intervals can be optimized by using ﬂuid analysis. Filters must be changed at or before

recommended intervals. Change ﬂuid/ﬁlter after recommended mileage, months, or hours have elapsed, whichever comes ﬁrst.

Fluid

(20 000 km)

12,000 Miles

6 Months

500 Hours

75,000 Miles

(120 000 km)

36 Months

3000 Hours

Allison Transmission Gold Series ﬁlters.

* Motorhome Series with retarders or on/off-highway.

** Motorhome Series Transmissions without retarders and on-highway only.

*** Recommendations in Schedules 2 and 3 are based on the transmission containing 100 percent TranSynd™ ﬂuid and

Lube/

Auxiliary

(80 000 km)

50,000 Miles

24 Months

2000 Hours

Filters

Lube/

Filters

Fluid

Auxiliary Main Internal

Schedule 3***—TranSynd™/TES 295 Fluid

(80 000 km)

50,000 Miles

(240 000 km)

150,000 Miles

(80 000 km)

50,000 Miles

Overhaul

24 Months

2000 Hours

48 Months

4000 Hours

24 Months

2000 Hours

Overhaul

Recommended Fluid/Filter Change For 4000 MH Transmissions (cont’d)

NOTE: Severe and General Vocations—Local conditions, severity of operation, or duty cycle may require more or less frequent

ﬂuid change intervals that differ from the published recommended ﬂuid change intervals of Allison Transmission. Transmission

protection and ﬂuid change intervals can be optimized by using ﬂuid analysis. Filters must be changed at or before

recommended intervals. Change ﬂuid/ﬁlter after recommended mileage, months, or hours have elapsed, whichever comes ﬁrst.

SEVERE VOCATION* GENERAL VOCATION**

Main Internal

2 Inch Control Module (1.75 Inch Approximately)—Requires Filter Kit P/N 29540493

Fluid

(80 000 km)

50,000 Miles

(80 000 km)

50,000 Miles

24 Months

2000 Hours

24 Months

2000 Hours

Allison Transmission Gold Series ﬁlters.

* Motorhome Series with retarders or on/off-highway.

** Motorhome Series Transmissions without retarders and on-highway only.

*** Recommendations in Schedules 2 and 3 are based on the transmission containing 100 percent TranSynd™ ﬂuid and

CAUTION: Transmission ﬂuid and ﬁlters must be changed whenever there is evidence of dirt or a high temperature condition. A high temperature condition is indicated when the transmission ﬂuid is discolored, has a strong odor, or has exceeded oil analysis limits.

Fluid Analysis

Transmission protection and ﬂuid change intervals may be optimized by monitoring ﬂuid oxidation according to the tests and limits shown in the Fluid Oxidation Measurement Limits table. 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 Technician’s Guide for Automatic Transmission Fluid, GN2055EN, for additional information.

Fluid Oxidation Measurement Limits

Test Limit

Viscosity ±25 percent change from new ﬂuid Total Acid Number (TAN) +3.0* change from new ﬂuid Solids 2 percent by volume * mg of potassium hydroxide (KOH) to neutralize a gram of ﬂuid.

TRANSMISSION FLUID CONTAMINATION

Fluid Examination. At each ﬂuid change, examine the drained ﬂuid for evidence of dirt or water. A normal amount of condensation will appear in the ﬂuid during operation.

Water. Obvious water contamination of the transmission ﬂuid or transmission ﬂuid in the cooler (heat exchanger) water indicates a leak between the water and ﬂuid areas of the cooler. Inspect and pressure test the cooler to conﬁrm the leak.

Replace leaking coolers.

NOTE: Cooler water can also be contaminated by engine oil; be sure to locate the correct source of cooler water contamination.

Engine Coolant. Engine coolant in the transmission hydraulic system requires immediate action to prevent malfunction and possible serious damage. An authorized Allison service outlet must completely disassemble, inspect, and clean the transmission. All traces of the coolant, and varnish deposits resulting from engine coolant contamination must be removed. Friction clutch plates contaminated with engine coolant (ethylene glycol) must be replaced.

Metal. Metal particles in the ﬂuid (except for the minute particles normally trapped in the oil ﬁlter) indicate internal transmission damage. If these particles are found in the sump, the transmission must be disassembled and closely inspected to ﬁnd their source. Metal contamination requires complete transmission disassembly. Clean all internal and external hydraulic circuits, cooler, and all other areas where the particles could lodge.

CAUTION: After ﬂushing the cooler, be sure to check cooler circuit restriction. If circuit pressure drop is above speciﬁcation, the cooler has excessive trapped particles and must be replaced. Excessive pressure drop impedes transmission cooling which can cause overheating and transmission damage.

TRANSMISSION FLUID AND FILTER CHANGE PROCEDURE

Drain Fluid.

NOTE: Do not drain the transmission ﬂuid if only ﬁlters are being

replaced.

WARNING: Avoid contact with the hot ﬂuidorthesumpwhen draining transmission ﬂuid. Direct contact with the hot ﬂuid or the hot sump may result in bodily injury.

1. Drain the ﬂuid when the transmission is at operating temperature of 71–93°C (160–200°F). Hot ﬂuid ﬂows quicker and drains more completely.

2. Remove the drain plug from the control module and allow the ﬂuid to drain into a suitable container.

3. Examine the ﬂuid as described in the TRANSMISSION FLUID CONTAMINATION paragraph.

Replace Filters (Refer to Figure 12).

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 (2). Lubricate O-ring inside ﬁlter (6) and push ﬁlter onto each cover (2). Install new gasket (3) on each cover (2) and align holes in gasket with holes in cover.

4000 MH 3000 MH

FILTER

COVER

DRAIN

PLUG

LUBE

MAIN

LUBE

MAIN

DRAIN PLUG

V03532.03.00

Figure 12. Location of Filters for Service

CAUTION: Do not use the bolts to draw the ﬁlter covers to the control module. Do not use an impact wrench to tighten the bolts. Using an impact wrench to tighten the bolts can strip threads and cause expensive parts replacement. Use a torque wrench to tighten the bolts.

3. Install ﬁlter and cover assemblies into the ﬁlter compartment. Align each ﬁlter/cover assembly with the holes in the channel plate/sump. Push the coverassembliesinbyhandtoseattheseals.

4. Install six bolts into each cover and tighten to 51–61 N•m (38–45 lb ft).

5. Replace the drain plug O-ring. Install the plug and tighten to 25–32 N•m (18–24 lb ft).

Reﬁll Transmission. 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. Refer to FLUID LEVEL CHECK USING PUSHBUTTON OR LEVER SHIFT SELECTOR paragraph.

NOTE: Quantities listed are approximations and do not include external lines and cooler hose.

Transmission Fluid Capacity

Initial Fill Reﬁll

Transmission Sump Liters Quarts Liters Quarts

3000 MH

4000 MH*

4inch27 291819 2inch25 261617 4inch45 483739 2inch38 403031

* Add 2.8 Liters (3 Quarts) for transmissions with PTO.

DIAGNOSTICS

INTRODUCTION

Continued illumination of the CHECK TRANS light during vehicle operation (not start-up) indicates the TCM/ECU has signaled a diagnostic code. Poor performance may activate a code without illuminating the CHECK TRANS light. Up to ﬁve diagnostic codes can be recorded. Diagnostic codes can be read and cleared by two methods: by using the shift selectors shown below or using the Allison DOC™ Diagnostic Tool for the PC or PDA. Use of the Allison DOC™ Diagnostic Tool for the PC or PDA is described in the instruction manual furnished with each tool. Basic information on code reading, code clearing and troubleshooting is covered in this DIAGNOSTICS section. For additional information, refer to TS3989EN Troubleshooting Manual for Allison 4 Generation Controls. More detailed information is available in the Troubleshooting Manual. Refer to the SERVICE LITERATURE section for the appropriate publication number.

DIAGNOSTIC CODES

Diagnostic codes are numerical indications relating to a malfunction in transmission operation. In WTEC III Controls, each code consists of a two-digit main code and a two-digit subcode. In Allison 4 consists of ﬁve characters. The ﬁrst character is a letter followed by a four digit numeric string. These codes are logged in a list in the TCM/ECU memory with the most severe or otherwise most recent code listed ﬁrst. A maximum of ﬁve codes (numbered d1–d5) may be listed in memory at one time. As codes are added, the oldest non-active code is dropped from the list. If all codes are active, the code with the lowest priority that is not included on the severity list is dropped from the list. Access to the diagnostic codes and code information is through the pushbutton and lever shift selectors or the diagnostic data reader.

Generation Controls, each code

The TCM/ECU separately stores the active and historical (non-active) codes. An active code is any code that is current in the TCM/ECU decision-making process.

MODE

R N D

5 4 3 2 1

PDA

SHIFT

SELECTORS

ALLISON DOC™

V07952.00.00

Figure 13. Shift Selector/Allison DOC™ Diagnostic Tool

Historical codes are codes that are retained in the TCM/ECU’s memory and will not necessarily affect the TCM/ECU decision-making process.Historical codes are useful in determining if a problem:

• Is isolated.

• Is intermittent.

• Results from a previous malfunction.

The TCM/ECU may automatically delete a code from memory if it has not recurred.

If the MODE INDICATOR (LED) is illuminated, the displayed code is active. If the mode indicator (refer to Figure 7 and Figure 8) is not illuminated, the displayed code is not active. An illuminated mode indicator during normal operation signiﬁes secondary mode operation.

Diagnostic Codes—WTEC III Controls. When the diagnostic mode is entered, the ﬁrst code (position d1) is displayed as follows:

Example—Code 1312: Displayed as: d, 1, 1, 3, 1, 2 (each item appears for about one second)

• d1 (code position)—Code position indicates that this is the ﬁrst diagnostic code listed in the ECU memory.

• 13 (main code)—Main codes (2 digits displayed one-at-a-time) are listed ﬁrst and provide the general condition or area of a fault detected by the ECU.

• 12 (subcode)—Subcode (2 digits displayed one-at-a-time) are listed second and provide speciﬁc areas or conditions within the main code that cause the fault. This subcode indicates the problem is caused by low voltage.

Diagnostic Codes—Allison 4

Generation Controls. When the diagnostic mode

is entered, the ﬁrst code (position d1) is displayed as follows:

Example—Code P0722: Displayed as: d1, P, 07, 22 The code list position is the ﬁrst item displayed, followed by the DTC. Each item is displayed for about one second. The display cycles continuously until the next code list position is accessed by pressing the MODE button. The following example shows how DTC P0722 is displayed on the pushbutton and lever shift selectors.

SELECT MONITOR

P 07 22

• d1 (code list position)—The position which a code occupies in the code list. Positions are displayed as “d1” through “d5” (Code List Position 1 through Code List Position 5).

• P0722 (DTC)—The diagnostic trouble code number referring to the general condition or area of fault detected by the TCM.

DIAGNOSTIC CODE DISPLAY PROCEDURE

Diagnostic codes can be read and cleared by two methods:

• Using an Allison DOC™ diagnostic tool. For speciﬁc instructions on how to use an Allison DOC™ diagnostic tool, refer to the User Guide.

• Using the pushbutton or lever shift selector.

Pushbutton Shift Selector.

To begin the Diagnostic Process:

1. Bring the vehicle to a stop at a safe location.

2. Apply the parking brake.

To Display Stored Codes:

1. Simultaneously press the ↑ (Up) and ↓ (Down) arrow buttons once to

access the Oil Level Display Mode—press the buttons a second time to access the Diagnostic Display Mode.

2. Observe the digital display for codes.

— Diagnostic codes will appear one digit at a time on WTEC III

pushbutton or lever shift selectors.

— Diagnostic codes will appear two characters at a time on Allison 4

Generation Controls pushbutton or lever shift selectors.

3. Press the MODE button to see the next code—repeat for subsequent codes.

NOTE: Be sure to record all codes displayed before they are cleared. This is essential for troubleshooting.

To Clear Active Indicators and Inactive Codes then Resume Vehicle Operation:

1. Clear active indicators and inactive codes.

— WTEC III Controls—To clear active indicators such as the CHECK

TRANS light, press and hold the MODE button for approximately three seconds until the MODE INDICATOR (LED) ﬂashes. Release the MODE button and active indicators will not be illuminated. To clear inactive codes, press and hold the MODE button for 10 seconds. Some codes are self-clearing and others require ignition cycles to clear.

— Allison 4

Generation Electric Controls—Press and hold the

MODE button for 10 seconds to clear both active indicators and inactive codes.

2. Begin operating as normal—have the transmission checked at the earliest

opportunity by an Allison Transmission distributor or dealer.

Lever Shift Selector.

To Begin the Diagnostic Process:

1. Bring the vehicle to a stop at a safe location.

2. Apply the parking brake.

To Display Stored Codes:

1. Press the DISPLAY MODE/DIAGNOSTIC button once to access the

diagnostic display mode—press the button twice if a transmission oil level sensor is installed.

2. Observe the digital display for codes.

— Diagnostic codes will appear one digit at a time on WTEC III

pushbutton or lever shift selectors.

— Diagnostic codes will appear two characters at a time on Allison 4

Generation Controls pushbutton or lever shift selectors.

3. Press the MODE button to see the next code—repeat for subsequent codes.

NOTE: Be sure to record all codes displayed before they are cleared. This is essential for troubleshooting.

To Clear Active Indicators and Inactive Codes then Resume Vehicle Operation:

1. Clear active indicators and inactive codes.

— WTEC III Controls—To clear active indicators such as the CHECK

— Allison 4

Generation Electric Controls—Press and hold the

MODE button for 10 seconds to clear both active indicators and inactive codes.

2. Begin operating as normal—have the transmission checked at the earliest

opportunity by an Allison Transmission distributor or dealer.

NOTE: If the condition that caused the code is still present, the code will again become active.

DIAGNOSTIC CODE LISTINGS AND PROCEDURES (WTEC III CONTROLS)

The following table presents information about the diagnostic codes which may occur during the operation of the transmission. For additional information, refer to TS2973EN Troubleshooting Manual for WTEC III Controls.

Code Listings And Procedures (WTEC III Controls)

CODES QUICK CHECKS

MAIN CODE

13 12 Check:

ECU Input Voltage Low

13 13

ECU Input Voltage Medium Low

13 23

ECU Input Voltage High

14 12, 23 Check:

Oil Level Sensor

21 12, 23 Check:

Throttle Position Sensor

SUB

CODE

a. Battery direct ground and power connections are

tight and clean. b. Vehicle batteries are charged. c. Vehicle charging system is not over- or

under-charging. d. VIM fuse is good. e. VIM connections are tight, clean, and undamaged. f. Vehicle manufacturer supplied wiring is correct. g. ECU connectors are tight, clean, and undamaged.

a. Is transmission equipped with oil level sensor? b. Engine speed sensor, output speed sensor,

temperature sensor, and oil level sensor are working correctly.

c. Wiring harness has no opens, shorts-to-ground, or

shorts-to-battery.

a. TPS connector is properly connected. b. End of TPS cable is pulled out properly. c. Engine fuel lever is in idle position. d. Engine fuel lever provides proper amount of

stroke on TPS cable.

e. Wiring harness to TPS has no opens,

shorts-between-wires, or shorts-to-ground. f. TPS for proper operation and resistance readings.

Code Listings And Procedures (WTEC III Controls)

CODES QUICK CHECKS

MAIN CODE

SUB

CODE

22 14, 15, 16 Check:

a. Speed sensors and connectors are tight, clean, and

Speed Sensors

undamaged. b. Wiring harness to sensors has no opens,

shorts-between-wires, or shorts-to-ground.

23 12, 13, 14,

15, 16

Check:

a. ECU connectors are tight, clean, and undamaged. b. Shift selector connector is tight, clean, and

undamaged.

Shift Selectors

c. Wiring harness has no opens, shorts-between-

wires, or shorts-to-ground. d. Shift selector(s) for proper operation.

24 12 Check:

a. Air temperature is below –32°C (–25°F)

• If yes, this is a correct response for

Sump Fluid Temperature Cold

temperature.

• If no, check that main transmission connector is tight, clean, and undamaged.

b. ECU connectors are tight, clean, and undamaged.

24 23 Verify the overheat situation. Check:

a. Correct dipstick is installed. b. Fluid level is correct. Refer to CARE AND

MAINTENANCE section.

Sump Fluid Temperature Hot

• If ﬂuid level is incorrect—correct ﬂuid level.

• If ﬂuid level is correct—check for cause of

overheating.

c. Check if ECU and transmission connectors are

tight, clean, and undamaged.

25 00, 11, 22,

33, 44, 55,

66, 77

Check:

a. Speed sensor connector is tight, clean, and

undamaged.

b. ECU connectors are tight, clean, and undamaged.

Output Speed Sensor

c. Fluid level is correct. Refer to CARE AND

MAINTENANCE section.

d. Wiring harness to sensor has no opens,

shorts-between-wires, or shorts-to-ground.

(cont’d)

Code Listings And Procedures (WTEC III Controls)

CODES QUICK CHECKS

MAIN CODE

SUB

CODE

26 00, 11 Check:

a. TPS for proper operation, related harness for Throttle/Engine Coolant Source Not Detected

opens and shorts.

b. Serial connection to engine is tight, clean, and

undamaged.

c. SCI wiring harness has no opens or shorts.

32 00, 33, 55,77Check:

a. Correct dipstick is installed.

b. Fluid level is correct. Refer to CARE AND

MAINTENANCE section.

C3 Pressure Switch Open

c. Main transmission connector is tight, clean, and

undamaged. d. ECU connectors are tight, clean, and undamaged. e. Wiring harness has no opens, shorts-between-

wires, or shorts-to-ground.

33 12, 23 Check:

a. Main transmission connector is tight, clean, and

Sump Oil Temperature Sensor Failure

undamaged. b. ECU connectors are tight, clean, and undamaged. c. Wiring harness has no opens, shorts-between-

wires, or shorts-to-ground.

34 12, 13, 14,

15, 16, 17

a. Recalibrate ECU, if possible. b. Replace ECU if not possible to recalibrate.

EEPROM

35 00, 16 Check:

a. ECU connectors are tight, clean, and undamaged. b. VIM connectors are tight, clean, and undamaged.

Power Interruption Real Time Write Interruption

c. Vehicle manufacturer supplied wiring has correct

power and ground connections. d. Power connections are battery direct. e. Ground connections are battery direct. f. Ignition switch connections are correct.

(cont’d)

Code Listings And Procedures (WTEC III Controls)

CODES QUICK CHECKS

MAIN CODE

36 00, 01, 02

SUB

CODE

a. If able, recalibrate ECU; if not, replace ECU. b. Check that ECU is compatible with TransID level

Hardware/Software Not Compatible

(36 01).

c. Troubleshoot TransID wire and circuit for

short-to-battery (36 02).

42 12, 13, 14,

15, 16, 21

22, 23, 24,

Check:

a. Main transmission connector is tight, clean, and

undamaged. b. ECU connectors are tight, clean, and undamaged. c. Wiring harness is not pulled too tight, and there is

no damage, chaﬁng, or screws through harness.

Short-to-Battery in Solenoid Circuit

d. Wiring harness has no opens, shorts-between-

wires, or shorts-to-ground. e. Unauthorized repairs have not been made. f. Change harness (optional).

44 12, 13, 14,

15, 16, 21, 22, 23, 24,

Solenoid Circuit Short-to-Ground

45 12, 13, 14,

15, 16, 21, 22, 23, 24,

Solenoid Circuit Open

Check:

a. Main transmission connector is tight, clean, and

undamaged. b. ECU connectors are tight, clean, and undamaged. c. Wiring harness has no opens, shorts-between-

wires, or shorts-to-ground.

Check:

a. Main transmission connector is tight, clean, and

undamaged. b. ECU connectors are tight, clean, and undamaged. c. Wiring harness has no opens or shorts.

46 21, 26, 27 Check:

a. Main transmission connector is tight, clean, and

undamaged.

Solenoid Overcurrent

b. ECU connectors are tight, clean, and undamaged. c. Wiring harness has no opens, shorts-between-

wires, or shorts-to-ground. d. Replace ECU.

(cont’d)

Code Listings And Procedures (WTEC III Controls)

(cont’d)

CODES QUICK CHECKS

MAIN CODE

51 01, 10, 12,

Offgoing Ratio Test (During Shift)

52 01, 08, 32,

SUB

CODE

21, 23, 24, 35, 42, 43, 45, 46, 53,

64, 65,

XY*

34, 54, 56, 71, 72, 78,

79, 99,

XY*

Check:

a. Output and turbine speed sensor connectors are

tight, clean, and undamaged. b. Speed sensor wiring harness has no opens,

shorts-between-wires, or shorts-to-ground. c. Correct dipstick is installed. d. Fluid level is correct. Refer to CARE AND

MAINTENANCE section.

Check:

a. Output and turbine speed sensor connectors are

tight, clean, and undamaged.

b. Speed sensor wiring harness has no opens,

shorts-between-wires, or shorts-to-ground. c. Main wiring harness to transmission has no

Offgoing C3 Pressure Switch Test (During Shift)

shorts-between-wires or shorts-to-ground. d. Correct dipstick is installed. e. Fluid level is correct. Refer to CARE AND

MAINTENANCE section.

53 08, 09, 18,

19, 28, 29, 38, 39, 48, 49, 58, 59, 68, 69, 78,

99, XY*

Offgoing Speed Test (During Shift)

Check:

a. Turbine and engine speed sensor connectors are

tight, clean, and undamaged. b. Speed sensor wiring harness has no opens,

shorts-between-wires, or shorts-to-ground. c. Correct dipstick is installed. d. Fluid level is correct. Refer to CARE AND

MAINTENANCE section.

*Additional codes could be logged for other shifts where X indicates range shifted from and Y indicates range shifted to.

Code Listings And Procedures (WTEC III Controls)

(cont’d)

CODES QUICK CHECKS

MAIN CODE

54 01, 07, 10,

SUB

CODE

12, 17, 21, 23, 24, 27, 32, 34, 35, 42, 43, 45, 46, 53, 54, 56, 64, 65, 70, 71, 72, 80, 81, 82, 83, 85, 86, 87, 92, 93,

Check:

a. Turbine and output speed sensor connectors are

tight, clean, and undamaged.

b. Speed sensor wiring harness has no opens,

shorts-between-wires, or shorts-to-ground. c. Correct dipstick is installed. d. Fluid level is correct. Refer to CARE AND

MAINTENANCE section. e. EEPROM calibration is correct for the

transmission.

95, 96,

XY*

Oncoming Ratio Test (After Shift)

55 07, 17, 27,

87, 97,

XY*

Check:

a. Correct dipstick is installed. b. Fluid level is correct. Refer to CARE AND

MAINTENANCE section. c. Output and turbine speed sensor connectors are

tight, clean, and undamaged.

Oncoming C3 Pressure Switch Test (After Shift)

d. Speed sensor wiring harness has no opens,

shorts-between-wires, or shorts-to-ground. e. Transmission connector is tight, clean, and

undamaged. f. ECU connectors are tight, clean, and undamaged. g. C3 pressure switch wiring has no opens,

shorts-between-wires, or shorts-to-ground.

*Additional codes could be logged for other shifts where X indicates range shifted from and Y indicates range shifted to.

Code Listings And Procedures (WTEC III Controls)

CODES QUICK CHECKS

MAIN CODE

56 00, 11, 22,

SUB

CODE

33, 44, 55,

66, 77

Check:

a. Turbine and output speed sensor connectors are

tight, clean, and undamaged. b. Speed sensor wiring harness has no opens,

shorts-between-wires, or shorts-to-ground.

c. Transmission connector is tight, clean, and

Range Veriﬁcation Ratio Test

undamaged. d. ECU connectors are tight, clean, and undamaged. e. Correct dipstick is installed. f. Fluid level is correct. Refer to CARE AND

MAINTENANCE section.

57 11, 22, 44,

66, 88, 99

Check:

a. Correct dipstick is installed. b. Fluid level is correct. Refer to CARE AND

MAINTENANCE section.

c. Output and turbine speed sensor connectors are

tight, clean, and undamaged.

Range Veriﬁcation C3 Pressure Switch Test

d. Speed sensor wiring harness has no opens,

shorts-between-wires, or shorts-to-ground.

e. Transmission connector is tight, clean, and

undamaged. f. ECU connectors are tight, clean, and undamaged. g. C3 pressure switch wiring has no opens,

shorts-between-wires, or shorts-to-ground.

61 00 Check:

a. Fluid level is correct. Refer to CARE AND

Retarder Over Temperature

MAINTENANCE section. b. Retarder apply system is not allowing retarder and

throttle to be applied at the same time.

c. Fluid cooler is adequately sized for load.

(cont’d)

Code Listings And Procedures (WTEC III Controls)

(cont’d)

CODES QUICK CHECKS

MAIN CODE

SUB

CODE

62 12, 23, 32,33Check:

a. Retarder temperature measured with diagnostic

tool is consistent with code; or determine if code

is active using shift selector. b. Sensor connector is tight, clean and undamaged.

Retarder Temperature Sensor, Engine Coolant Sensor

c. ECU connectors are tight, clean, and undamaged. d. Temperature sensor circuit has no opens,

shorts-between-wires, or shorts-to-ground.

e. Serial connection to engine computer is tight,

clean, and undamaged. f. SCI wiring harness has no opens or shorts.

63 00, 26, 40,

41, 47

Check input wiring, switches, and connectors to determine why input states are different.

Input Function Fault

64 12, 23 Use diagnostic tool to read retarder counts and identify Retarder Modulation Request Device

problem wires. Check wiring for short-to-battery, ground wire open, or short-to-ground.

Fault

66 00, 11, 22 Check: a. b. c.

a. Serial connection to engine computer is tight,

clean, and undamaged.

Serial Communications Interface Fault

b. SCI wiring harness has no opens, shorts, or

shorts-to-ground.

c. If diagnostic tool is not available, also be sure that

transmission ECU connections are tight, clean, and undamaged.

d. Problem with CAN link or engine controls.

69 27, 28, 29,

33, 34, 35, 36, 39, 41,

a. Clear diagnostic code and retry vehicle start. b. If code recurs, reprogram or replace ECU.

42, 43

ECU Malfunction

70 12, 13, 14 Reset ECU Software Problem

DIAGNOSTIC CODE LISTINGS AND PROCEDURES (ALLISON 4

GENERATION CONTROLS)

The following table presents information about the diagnostic codes which may occur during the operation of the transmission. For additional information, refer to TS3989EN Troubleshooting Manual for Allison 4

Generation Controls.

Code Listings And Procedures

(Allison 4

CODES QUICK CHECKS

C1312, C1313

Retarder Request

Use an Allison DOC™ diagnostic tool to read Retarder Request Percentage. Check wiring for short-to-battery, ground wire open, or short-to-ground.

Sensor Fault

P0122, P0123

Pedal Position Sensor Fault

1. Check: a. TPS connector is properly connected.

b. End of TPS cable is pulled out properly. c. Engine fuel lever is in idle position. d. Engine fuel lever provides proper amount of stroke

on TPS cable.

e. Wiring harness to TPS has no opens,

shorts-between-wires, or shorts-to-ground.

f. TPS for proper operation and resistance readings.

P0218

Transmission Over Temperature

1. Verify the overheat situation and check: a. Correct dipstick is installed.

b. Proper ﬂuid level. Refer to CARE AND

MAINTENANCE section.

i. If ﬂuid level is incorrect—correct the ﬂuid

level.

ii. If ﬂuid level is correct—check for the cause of

overheating.

2. Check that the TCM and transmission connectors are

tight, clean, and undamaged.

P0602

TCM Not

1. Recalibrate the TCM. If unable to recalibrate, replace

the TCM.

Programmed

P0610

TCM Vehicle

1. Update TCM calibration to match transmission

conﬁguration.

Options Error

Generation Controls)

Code Listings And Procedures

(Allison 4

P0613

TCM Processor

P0614

Torque Control Data Mismatch— TCM/ECM

P0634

TCM Internal temperature too High

P063E

Auto Conﬁguration Throttle Input Not Present

Generation Controls)

(cont’d)

1. Contact Allison Transmission Technical Assistance

Center at: 1-800-252-5283.

1. Check: a. Data link communication connectors at engine and

transmission controllers are tight, clean, and undamaged.

b. Data link communications wiring harness has no

opens, shorts, or shorts-to-ground.

— The resistance between J1939 CAN high and

CAN low wires should be 60 Ohms.

c. No unauthorized engine power updates were made.

2. Update engine software to be compatible with

transmission torque requirements:

a. Add necessary engine torque control functions, or b. Reduce engine power and torque ratings.

1. Check: a. High temperature components such as exhaust lines

in the vicinity of the TCM.

2. Shield or relocate TCM, if appropriate.

1. Check: a. Data link communication connectors at engine and

transmission controllers are tight, clean, and undamaged.

b. Data link communications wiring harness has no

opens, shorts, or shorts-to-ground.

— The resistance between J1939 CAN high and

CAN low wires should be 60 Ohms

c. TPS (if installed) for proper operation, related

harness for opens and shorts.

Code Listings And Procedures

(Allison 4

Generation Controls)

(cont’d)

P063F

Auto Conﬁguration Engine Coolant Not Present

P0658, P0659, P2670, P2671, P2685, P2686

Actuator Supply Voltage Fault

P0701

Transmission Control System Performance

P0702

Transmission Control System Electrical

1. Check: a. Data link communication connectors at engine and

transmission controllers are tight, clean, and undamaged.

b. Data link communications wiring harness has no

opens, shorts, or shorts-to-ground.

— The resistance between J1939 CAN high and

CAN low wires should be 60 Ohms.

c. Engine coolant temp sensor harness for opens and

shorts.

1. Check: a. Main transmission connector is tight, clean, and

undamaged. b. TCM connector is tight, clean, and undamaged. c. Wiring harness has no opens, shorts-between-wires,

or shorts-to-ground.

1. Let the vehicle idle with parking brake applied, wheels chocked, and vehicle level. Check:

a. Correct dipstick installed. b. Correct ﬂuid level.

2. Check:

a. Main transmission connector is tight, clean, and

undamaged. b. TCM connector is tight, clean, and undamaged. c. Wiring harness has no opens, shorts-between-wires,

or shorts-to-ground.

1. Check: a. Main transmission connector is tight, clean, and

undamaged. b. TCM connector is tight, clean, and undamaged. c. Wiring harness has no opens, shorts-between-wires,

or shorts-to-ground.

Code Listings And Procedures

(Allison 4

Generation Controls)

(cont’d)

P0703

Brake Switch Circuit

P0708

Transmission Range Sensor Circuit

P070C, P070D

Transmission Fluid Level Sensor Fault

P0711, P0712, P0713

Transmission Fluid Temperature Circuit Fault

P0716, P0717, P0721, P0722, P0726, P0727

Speed Sensor Circuit Fault

P0719

Brake Switch ABS Input Circuit Fault

1. Check: a. Brake pressure switch, wiring, and connectors to

determine why brake input is not being sent to the TCM.

1. Check: a. TCM connector is tight, clean, and undamaged.

b. Strip-type shift selector connector is tight, clean,

and undamaged.

c. Wiring harness has no opens, shorts-between-wires,

or shorts-to-ground.

2. Strip-type shift selector for proper operation.

1. Check: a. Is the transmission equipped with an oil level

sensor?

b. Engine speed sensor, output speed sensor,

temperature sensor, and oil level sensor working correctly.

c. Wiring harness has no opens, shorts-between-wires,

or shorts-to-ground.

1. Check: a. Correct ﬂuid level.

b. Main transmission connector is tight, clean, and

undamaged. c. TCM connector is tight, clean, and undamaged. d. Wiring harness has no opens, shorts-between-wires,

or shorts-to-ground.

1. Check: a. Speed sensors and connectors are tight, clean, and

undamaged.

b. Wiring harness has no opens, shorts-between-wires,

or shorts-to-ground.

1. Check input wiring, switches, and connectors to

determine why ABS input is not being sent to the TCM.

Code Listings And Procedures

(Allison 4

P071A

RELS Input Fault

P071D

General Purpose Input Fault

P0729, P0731, P0732, P0733, P0734, P0735, P0736

Incorrect Gear Ratio

P0741

Torque Converter Clutch System Stuck OFF

Generation Controls)

(cont’d)

1. Check brake pressure switch, wiring, and connectors to

determine why RELS input is not being sent to the TCM.

1. Check input wiring, switches, and connectors to

determine why input states are different.

1. Check: a. Turbine and output speed sensor connectors are

tight, clean, and undamaged.

b. Speed sensor wiring harness has no opens,

shorts-between-wires, or shorts-to-ground.

c. Wiring harness has no opens, shorts-between-wires,

or shorts-to-ground.

2. Let vehicle idle with parking brake applied, wheels

chocked, and vehicle level. Check:

a. Correct dipstick is installed. b. Fluid level is correct.

3. TCM calibration is correct for transmission model.

1. Check: a. Engine and turbine speed sensor connectors are

tight, clean, and undamaged.

b. Speed sensor wiring harness has no opens,

shorts-between-wires, or shorts-to-ground.

c. Wiring harness has no opens, shorts-between-wires,

or shorts-to-ground.

2. Let vehicle idle with parking brake applied, wheels

chocked, and vehicle level. Check:

a. Correct dipstick is installed. b. Fluid level is correct.

Code Listings And Procedures

(Allison 4

Generation Controls)

(cont’d)

P0776, P0796, P2714, P2723

Pressure Control Solenoid Controlled Clutch Stuck OFF

P0777, P0797, P2715, P2724

Pressure Control Solenoid Controlled Clutch Stuck ON

P0842, P0843

Transmission Pressure Switch Solenoid 1 Circuit Fault

1. Check: a. Turbine and output speed sensor connectors are

tight, clean, and undamaged.

b. Speed sensor wiring harness has no opens,

shorts-between-wires, or shorts-to-ground.

2. Let vehicle idle with parking brake applied, wheels

chocked, and vehicle level. Check:

a. Correct dipstick is installed. b. Fluid level is correct.

1. Check: a. Turbine and output speed sensor connectors are

tight, clean, and undamaged.

b. Speed sensor wiring harness has no opens,

shorts-between-wires, or shorts-to-ground.

2. Let vehicle idle with parking brake applied, wheels

chocked, and vehicle level. Check:

a. Correct dipstick is installed. b. Fluid level is correct.

1. Let the vehicle idle with the parking brake applied,

wheels chocked, and vehicle level. Check:

a. Correct dipstick is installed. b. Fluid level is correct.

2. Check: a. Main transmission connector is tight, clean, and

undamaged. b. TCM connector is tight, clean, and undamaged. c. PS1 diagnostic pressure switch has no opens,

shorts-between-wires, or shorts-to-ground.

Code Listings And Procedures

(Allison 4

Generation Controls)

(cont’d)

P0880, P0881, P0882, P0883

TCM Power Input Signal Fault

P0894

Transmission Component Slipping

P0960, P0964, P0968, P2727, P2736, P2761

Pressure Control Solenoid Circuit Open

P0962, P0965, P0970, P2720, P2729, P2738, P2764

Pressure Control Solenoid Circuit Low

P0963, P0966, P0971, P2721, P2730, P2739, P2763

Pressure Control Solenoid Circuit High

1. Check: a. Battery direct ground and power connections are

tight and clean. b. Vehicle batteries are charged. c. Vehicle charging system is not over- or

under-charging. d. VIM fuse is good. e. VIM connections are tight, clean, and undamaged. f. Vehicle manufacturer supplied wiring is correct. g. TCM connection is tight, clean, and undamaged.

1. Let the vehicle idle with the parking brake applied, wheels chocked, and vehicle level. Check:

a. Correct dipstick is installed. b. Fluid level is correct.

1. Check:

a. Main transmission connector is tight, clean, and

undamaged. b. TCM connector is tight, clean, and undamaged. c. Wiring harness has no opens.

1. Check: a. Main transmission connector is tight, clean, and

undamaged. b. TCM connector is tight, clean, and undamaged. c. Wiring harness has no shorts-between-wires or

shorts-to-ground.

1. Check: a. Main transmission connector is tight, clean, and

undamaged. b. TCM connector is tight, clean, and undamaged. c. Wiring harness has no shorts-between-wires.

Code Listings And Procedures

(Allison 4

Generation Controls)

(cont’d)

P0973, P0976

Shift Solenoid Circuit Low

P0974, P0977

Shift Solenoid Circuit High

P0975

Shift Solenoid Circuit Open

P0989, P0990

Retarder Pressure Sensor Circuit Fault

P1891, P1892

Throttle Position PWM Signal Circuit Fault

P2184, P2185

Engine Coolant Temp Sensor Circuit Fault

1. Check: a. Main transmission connector is tight, clean, and

undamaged. b. TCM connector is tight, clean, and undamaged. c. Wiring harness has no opens, shorts-between-wires,

or shorts-to-ground.

1. Check: a. Main transmission connector is tight, clean, and

undamaged. b. TCM connector is tight, clean, and undamaged. c. Wiring harness has no shorts-between-wires.

1. Check: a. Main transmission connector is tight, clean, and

undamaged. b. TCM connector is tight, clean, and undamaged. c. Wiring harness has no opens.

1. Check: a. Retarder pressure sensor connector is tight, clean,

and undamaged. b. TCM connector is tight, clean, and undamaged. c. Retarder pressure circuit has no opens,

shorts-between-wires, or shorts-to-ground.

1. Check: a. PWM throttle position sensor connector is tight,

clean, and undamaged. b. TCM connector is tight, clean, and undamaged. c. PWM throttle position sensor circuit has no opens,

shorts-between-wires, or shorts-to-ground.

1. Check: a. Engine coolant temperature sensor connector is

tight, clean, and undamaged. b. TCM connector is tight, clean, and undamaged. c. Engine coolant temperature sensor circuit has no

opens, shorts-between-wires, or shorts-to-ground.

Code Listings And Procedures

(Allison 4

Generation Controls)

(cont’d)

P2637, P2641

Torque Management Feedback Signal Fault

P2740

Retarder Oil Temperature Hot

P2742, P2743

Retarder Oil Temperature Sensor Circuit Fault

P278A

Kickdown Switch Circuit

P2793

Gear Shift Direction Circuit

1. Check that no unauthorized engine power upgrades were made.

2. Check that engine software is compatible with transmission torque requirements, otherwise:

a. Recalibrate engine controller with compatible

software, or

b. Reduce engine power and torque ratings.

1. Check:

a. Transmission ﬂuid level is correct. b. Retarder apply system is not allowing retarder and

throttle to be applied at the same time.

c. Vehicle manufacturer’s transmission oil cooler is

adequately sized for heat load.

1. Check:

a. Retarder temperature measured with Allison DOC™

diagnostic tool is consistent with code, or determine if code is active using the shift selector.

b. Retarder temperature sensor connector is tight,

clean, and undamaged. c. TCM connector is tight, clean, and undamaged. d. Temperature sensor circuit has no opens,

shorts-between-wires, or shorts-to-ground.

1. Check input wiring, switches, and connectors to determine why kickdown input is not being sent to the TCM.

1. Check:

a. Shift selector connector is tight, clean, and

undamaged. b. TCM connector is tight, clean, and undamaged. c. Gear shift direction circuit has no opens,

shorts-between-wires, or shorts-to-ground.

Code Listings And Procedures

(Allison 4

Generation Controls)

(cont’d)

U0001

High Speed CAN Bus Reset Counter Overrun

U0010

CAN Bus Reset Counter Overrun

U0100

Lost Communications with ECM/PCM (J1587)

U0103, U0291

Lost Communications with Gear Shift Module (Shift Selector)

U0115

Lost Communications with ECM/PCM (J1939)

1. Check: a. High speed CAN connectors at engine and

transmission controllers are tight, clean, and undamaged.

b. High speed CAN wiring harness has no opens,

shorts-between-wires, or shorts-to-ground.

— The resistance between the CAN high and

CAN low wires should be 60 Ohms.

1. Check: a. J1939 CAN connectors at engine and transmission

controllers are tight, clean, and undamaged.

b. J1939 CAN wiring harness has no opens,

shorts-between-wires, or shorts-to-ground.

— The resistance between the CAN high and

CAN low wires should be 60 Ohms.

1. Check: a. Serial communications interface connections at

engine are tight, clean, and undamaged. b. TCM connector is tight, clean, and undamaged. c. Serial communication interface wiring harness has

no opens, shorts-between-wires, or shorts-to-ground.

1. Check: a. Shift selector connector is tight, clean, and

undamaged. b. TCM connector is tight, clean, and undamaged. c. Shift selector wiring harness has no opens,

shorts-between-wires, or shorts-to-ground.

1. Check: a. J1939 CAN connectors at engine and transmission

controllers are tight, clean, and undamaged.

b. J1939 CAN wiring harness has no opens,

shorts-between-wires, or shorts-to-ground.

— The resistance between the CAN high and

CAN low wires should be 60 Ohms.

Code Listings And Procedures

(Allison 4

Generation Controls)

(cont’d)

U0304, U0313

Incompatible Gear Shift Module

U0404, U0592

Invalid Data Received from Gear Shift Module

1. Check that the shift selector is an Allison supplied shift

selector.

1. Check: a. Shift selector connector is tight, clean, and

undamaged. b. TCM connector is tight, clean, and undamaged. c. Shift selector wiring harness has no opens,

shorts-between-wires, or shorts-to-ground.

ABBREVIATIONS AND DEFINITIONS

ABS Anti-lock Brake System—OEM-provided means to detect and

prevent wheel stoppage to enhance vehicle handling. Retarder and engine brakes will not apply when ABS is active.

CT Closed Throttle DOC Diagnostic Optimized Connection DTC Diagnostic Trouble Code ECM Electronic Control Module—provides data to TCM/ECU. ECU Electronic Control Unit (also commonly referred to as the

“computer” for WTEC III Controls)

EMI Electromagnetic Interference FCC Federal Communications Commission

J1587 Engine/transmission serial data communications link.

J1939 High-speed vehicle serial data communications link. LED Light-Emitting Diode—Electronic device used for illumination. MH Motorhome Series. OEM Original Equipment Manufacturer—Maker of vehicle or

equipment.

OLS Oil Level Sensor—Electronic device (optional) on control module

for indicating transmission ﬂuid level.

PC Personal Computer—Needed to run a version of Allison DOC™

diagnostic tool.

PD Powered Downshift—A downshift forced by applying brakes with

the throttle applied. Allison Transmission does not recommend this procedure.

PDA Personal Digital Assistant—Used to run a version of Allison

DOC™ diagnostic tool.

PT Part Throttle PTO Power Takeoff RFI Radio Frequency Interference ST Step Thru—A downshift forced by applying WOT, just prior to a

CT downshift.

TCM Transmission Control Module—(also commonly referred to as

the “computer” for Allison 4

Generation Controls)

TPS Throttle Position Sensor—Potentiometer for signaling the

position of the engine fuel control lever.

WOT Wide Open Throttle WTEC III World Transmission Electronic Controls, Third Generation

CUSTOMER SERVICE

OWNER ASSISTANCE

The satisfaction and goodwill of the owners of Allison transmissions are of primary concern to Allison Transmission, its distributors, and their dealers.

As an owner of an Allison transmission, you have service locations throughout the world that are eager to meet your parts and service needs with:

• Expert service by trained personnel.

• Emergency service 24 hours a day in many areas.

• Complete parts support.

• Sales teams to help determine your transmission requirements.

• Product information and literature.

Normally, any situation that arises in connection with the sale, operation, or service of your transmission will be handled by the distributor or dealer in your area. Check the telephone directory for the Allison Transmission service outlet nearest you or utilize Allison Transmission’s Sales and Service Locator tool on the Allison Transmission web site at www.allisontransmission.com. You may also refer to Allison Transmission’s Worldwide Sales and Service Directory (SA2229EN).

We recognize, however, that despite the best intentions of everyone concerned, misunderstandings may occur. To further assure your complete satisfaction, we have developed the following three-step procedure to be followed in the event a problem has not been handled satisfactorily.

Step One—Discuss your problem with a member of management from the distributorship or dealership. Frequently, complaints are the result of a

breakdown in communication and can quickly be resolved by a member of management. If you have already discussed the problem with the Sales or Service Manager, contact the General Manager. All Allison Transmission dealers are associated with an Allison Transmission distributor. If the problem originates with a dealer, explain the matter to a management member of the distributorship with

whom the dealer has his service agreement. The dealer will provide his Allison Transmission distributor’s name, address, and telephone number on request.

Step Two—When it appears the problem cannot be readily resolved at the distributor level without additional assistance, contact the Allison Technical Assistance Center at 800-252-5283. They will place you in contact with the Regional Customer Support Manager for your area.

For prompt assistance, please have the following information available:

• Name and location of authorized distributor or dealer.

• Type and make of vehicle/equipment.

• Transmission model number, serial number, and assembly number (if

equipped with electronic controls, also provide the TCM assembly number).

• Transmission delivery date and accumulated miles and/or hours of operation.

• Nature of problem.

• Chronological summary of your transmission’s history.

Step Three—If you are still not satisﬁed after contacting the Regional Customer Support Manager, present the entire matter to the Home Office by writing to

the following address:

Allison Transmission Manager, Warranty Administration

PO Box 894, Mail Code 462-470-PF9 Indianapolis, IN 46206-0894

The inclusion of all pertinent information will assist the Home Office in expediting the matter.

When contacting the Home Office, please keep in mind that ultimately the problem will likely be resolved at the distributorship or dealership using their facilities, equipment, and personnel. Therefore, it is suggested that Step One be followed when experiencing a problem.

Your purchase of an Allison Transmission product is greatly appreciated, and it is our sincere desire to assure complete satisfaction.

SERVICE LITERATURE

Additional service literature is available as shown in the service literature 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 get maximum performance and service life from your unit, 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

Available Service Literature (WTEC III Controls)

Publication Type 3000 MH 4000 MH

Allison DOC™ For PC User Guide GN3433EN GN3433EN Automatic Transmission Fluid

Technician’s Guide Mechanic’s Tips* MT3004EN MT3004EN Operator’s Manual (Motorhome

Series) * Parts Catalog

Parts Catalog CD-ROM CD2150EN CD2456EN Principles of Operation PO2454EN PO2454EN Service Manual SM2148EN SM2457EN Troubleshooting Manual TS2973EN TS2973EN Worldwide Sales and Service

Directory* * Also available on the Allison Transmission web site at

www.allisontransmission.com

GN2055EN GN2055EN

OM3349EN OM3349EN

PC2150EN PC2456EN

SA2229EN SA2229EN

Available Service Literature (Allison 4thGeneration Controls)

Publication Type 3000 MH 4000 MH

Allison DOC™ For PC User Guide GN3433EN GN3433EN Mechanic’s Tips (except 3700

MT4015EN MT4015EN

7-speed)* Operators Manual (Motorhome

Series)

OM3349EN OM3349EN

Parts Catalog* PC2150EN PC2456EN Parts Catalog on CD CD2150EN CD2456EN Principles of Operation PO4016EN PO4016EN Service Manual SM4013EN SM4014EN Troubleshooting Manual TS3989EN TS3989EN Worldwide Sales and Service

SA2229EN SA2229EN

Directory* * Also available on the Allison Transmission web site at

www.allisontransmission.com

ALLISON TRANSMISSION DISTRIBUTORS

EASTERN REGION

Atlantic Detroit Diesel-Allison, LLC 180 Route 17 South Lodi, NJ 07644

201-489-5800 Covington Detroit Diesel-Allison

8015 Piedmont Triad Parkway Greensboro, NC 27409

336-292-9240 Johnson & Towers, Inc.

2021 Briggs Road Mount Laurel, NJ 08054

856-234-6990 New England Detroit Diesel-Allison, Inc.

90 Bay State Road Wake ﬁeld, MA 01880-1095

781-246-1810

CENTRAL REGION

Central Detroit Diesel-Allison, Inc. 9200 Liberty Drive Liberty, MO 64068

816-781-8070 Clarke Power Services, Inc.

3133 East Kemper Road Cincinnati, OH 45241

513-771-2200 Detroit Diesel-Allison Canada East

Div. of Integrated Power Systems Corp. 2997 Rue Watt Ste. Foy, Quebec G1X 3W1

418-651-5371 Harper Detroit Diesel Ltd.

10 Diesel Drive Toronto, Ontario M8W 2T8

416-259-3281

Penn Detroit Diesel-Allison, Inc. 8330 State Road Philadelphia, PA 19136-2986

215-335-0500 Western Branch Diesel, Inc.

3504 Shipwright Street Portsmouth, VA 23703

757-673-7000 W.W. Williams S.E., Inc.

2849 Moreland Avenue, S.E Atlanta, GA 30315-0037

404-366-1070

Inland Detroit Diesel-Allison, Inc. 210 Alexandra Way Carol Stream, IL 60188

630-871-1111 Inland Diesel, Inc.

13015 West Custer Avenue Butler, WI 53007-0916

262-781-7100 Interstate PowerSystems, Inc.

2501 American Boulevard, East Minneapolis, MN 55425

952-854-5511

W.W. Williams M.W., Inc. 1176 Industrial Parkway North Brunswick, OH 44212-2342

330-225-7751

SOUTHERN REGION

Caribe Detroit Diesel-Allison Division of GT Corporation

Ceramic Ind. Park Campo Rico Ave., Block C

Stewart & Stevenson Power, Inc. 5840 Dahlia Street Commerce City, CO 80022

303-287-7441

Carolina, Puerto Rico 00982 787-750-5000

Detroit Diesel-Allison de Mexico S.A. de C.V. Av. Santa Rosa No. 58 Col. Ampliacion Norte Tlalnepantla C.P. 54160, Estado de Mexico

Stewart & Stevenson Services, Inc. 2707 North Loop West Houston, TX 77008

713-868-7700

525-5-5333-1800 Florida Detroit Diesel-Allison, Inc.

2277 N.W. 14th Street Miami, FL 33125-0068

904-737-7330

United Engines, LLC 5555 West Reno Street Oklahoma City, OK 73127

405-947-3321

WESTERN REGION

Detroit Diesel-Allison British Columbia Ltd. 9300 - 192nd Street Surrey, British Columbia V4N 3R8

Stewart & Stevenson 1755 Adams Avenue San Leandro, CA 94577-1001

510-635-8991

604-888-1211 Midwest Detroit Diesel-Allison Ltd.

1460 Waverly Street Winnipeg, Manitoba R3T OP6

204-452-8244 Paciﬁc Detroit Diesel-Allison Company

7215 South 228th Street Kent, WA 98032

253-854-0505 Smith Detroit Diesel-Allison, Inc.

3065 West California Avenue Salt Lake City, UT 84104

801-415-5000

Valley Power Systems, Inc. 425 South Hacienda Boulevard City of Industry, CA 91745-1123

626-333-1243 Waterous Power Systems

10025 - 51 Avenue Edmonton, Alberta T6E OA8

780-437-3550 W.W. Williams S.W., Inc.

2602 S. 19th Avenue Phoenix, AZ 85009

602-257-0561

ALLISON TRANSMISSION REGIONAL OFFICES

EASTERN REGION 19 Oaklynn Drive PO Box 400 Columbus, NJ 08022-0400

609-298-2541 CENTRAL REGION

PO Box 894, Mail Code 462-470-PF06 Indianapolis, IN 46206-0894

317-242-2327

SOUTHERN REGION Av. Ejercito Nacional No. 843 Colonia Granada Mexico, D.F. C.P. 11520

936-321-4248 WESTERN REGION

Suite 3510 39465 Paseo Padre Parkway Fremont, CA 94538

510-226-8037

OM3349EN 200509 www.allisontransmission.com Printed in USA 200509

Allison Transmission 3000, 4000 Operators Manual

Specifications and Main Features

Frequently Asked Questions

User Manual

TABLE OF CONTENTS

TRADEMARK USAGE

WARNINGS, CAUTIONS, NOTES

INTRODUCTION

KEEPING THAT ALLISON ADVANTAGE

A BRIEF DESCRIPTION OF THE ALLISON MOTORHOME SERIES TRANSMISSIONS

ELECTRONIC CONTROL SYSTEM

Transmission Components

TORQUE CONVERTER

PLANETARY GEARS AND CLUTCHES

COOLER CIRCUIT

RETARDER

SHIFT SELECTORS

DESCRIPTION OF AVAILABLE TYPES

Figure 5. WTEC III Shift Selectors

Figure 6. Allison 4thGeneration Controls Shift Selectors

INTRODUCTION

LEVER SHIFT SELECTOR

PUSHBUTTON SHIFT SELECTOR

RANGE SELECTION

DRIVING TIPS

CHECK TRANS LIGHT

DIAGNOSTIC CODES

ACCELERATOR CONTROL

DOWNSHIFT AND DIRECTION CHANGE INHIBITOR FEATURE

USING THE ENGINE TO SLOW THE VEHICLE

USING THE HYDRAULIC RETARDER

Types of Retarder Control

ADAPTING SHIFTS

RANGE PRESELECTION

COLD WEATHER STARTS

Minimum Fluid Operating Temperatures

DRIVING ON SNOW OR ICE

ROCKING OUT

HIGH FLUID TEMPERATURE

PARKING BRAKE

TOWING OR PUSHING

PRIMARY/SECONDARY SHIFT SCHEDULES

CRUISE CONTROL OPERATION

TURNING OFF THE VEHICLE

POWER TAKEOFF OPERATION

ENGINE-DRIVEN POWER TAKEOFF (PTO)

CARE AND MAINTENANCE

PERIODIC INSPECTIONS

PREVENT MAJOR PROBLEMS

IMPORTANCE OF PROPER FLUID LEVEL

FLUID LEVEL CHECK USING PUSHBUTTON OR LEVER SHIFT SELECTOR

Figure 9. WTEC III Controls Shift Selectors and Pushbutton Selectors

Fluid Level Fault Codes (for WTEC III Controls)

MANUAL FLUID CHECK PROCEDURE

COLD CHECK

HOT CHECK

RECOMMENDED AUTOMATIC TRANSMISSION FLUID AND VISCOSITY GRADE

Transmission Fluid Operating Temperature Requirements

KEEPING FLUID CLEAN

FLUID AND INTERNAL FILTER CHANGE INTERVAL RECOMMENDATIONS

Recommended Fluid/Filter Change For 3000 MH Transmissions

Recommended Fluid/Filter Change For 4000 MH Transmissions

Fluid Oxidation Measurement Limits

TRANSMISSION FLUID CONTAMINATION

TRANSMISSION FLUID AND FILTER CHANGE PROCEDURE

Figure 12. Location of Filters for Service

Transmission Fluid Capacity

DIAGNOSTICS

INTRODUCTION

DIAGNOSTIC CODES

Figure 13. Shift Selector/Allison DOC™ Diagnostic Tool

DIAGNOSTIC CODE DISPLAY PROCEDURE

DIAGNOSTIC CODE LISTINGS AND PROCEDURES (WTEC III CONTROLS)

Code Listings And Procedures (WTEC III Controls)

ABBREVIATIONS AND DEFINITIONS

ABBREVIATIONS AND DEFINITIONS

CUSTOMER SERVICE

OWNER ASSISTANCE

SERVICE LITERATURE

Available Service Literature (WTEC III Controls)