3000 HS
Allison Transmission 3000 HS, 3500 RDS, 3000 RDS, 3000 EVS, 3000 MH Service Manual
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ALLISON 1000/2000 SERIES
INDEX
CLUTCH AND SOLENOID APPLICATION CHART ........................................................................................... 4
TRANSMISSION IDENTIFICATION TAG INFORMATION .............................................................................. 5
GENERAL DESCRIPTION AND OPERATION .................................................................................................... 6
ELECTRICAL OPERATION ................................................................................................................................... 9
THROTTLE POSITION SENSOR .............................................. ........................................................................... 10
NEUTRAL START BACK UP SWITCH ................................................................................................................. 11
TRANSMISSION CONTROL MODULE CONNECTOR IDENTIFICATION .................................................... 12
DIAGNOSTIC TROUBLE CODE IDENTIFICATION ......................................................................................... 14
SOLENOID IDENTIFICATION AND OPERATION ............................................................................................. 16
INTERNAL WIRING HARNESS SCHEMATIC AND RESISTANCE CHART ................................................... 18
EXTERNAL WIRING HARNESS SCHEMATIC AND TERMINAL IDENTIFICATION ................................... 19
PRESSURE SWITCH ASSEMBLY IDENTIFICATION AND OPERATION ....................................................... 20
RETRIEVING DIAGNOSTIC TROUBLE CODES ................................................................................................ 22
LINE PRESSURE TESTS ................................................... ................................................................................... 23
BELL HOUSING OIL PASSAGE IDENTIFICATION ......................................................................................... 24
MAIN CASE "FRONT" OIL PASSAGE IDENTIFICATION .............................................................................. 26
MAIN CASE "REAR" OIL PASSAGE IDENTIFICATION ................................................................................. 27
OIL PUMP COVER OIL PASSAGE IDENTIFICATION ..................................................................................... 29
SHIFT VALVE BODY OIL PASSAGE IDENTIFICATION ................................................................................. 31
MAIN VALVE BODY "TOP VIEW" OIL PASSAGE IDENTIFICATION .......................................................... 32
MAIN VALVE BODY "BOTTOM VIEW" OIL PASSAGE IDENTIFICATION ................................................ 33
MAIN CASE "BOTTOM VIEW" OIL PASSAGE IDENTIFICATION ............................................................... 35
TRANSMISSION DISASSEMBLY PROCESS ...................................................................................................... 36
COMPONENT REBUILD
TRANSMISSION CASE ASSEMBLY .............................................................................................................. 53
OIL PUMP AND BELLHOUSING ASSEMBLY ............................................................................................ 55
FOUR DIFFERENT BELL HOUSINGS IDENTIFICATION ...................................................................... 66
C1/C2 CLUTCH HOUSING ASSEMBLY ....................................................................................................... 68
C1/C2 CLUTCH HOUSING SNAP RING IDENTIFICATION ..................................................................... 72
VALVE BODY ASSEMBLY ............................................................................................................................. 80
SOLENOID AIR CHECKS ............................................................................................................................... 83
EXTENSION HOUSING ASSEMBLY ............................................................................................................. 91
GEAR TRAIN PARTS ....................................................................................................................................... 96
CASE CLUTCH PARTS .................................................................................................................................... 100
FINAL TRANSMISSION ASSEMBLY PROCESS ................................................................................................ 102
BOLT IDENTIFICATION CHART ........................................................................................................................ 119
TORQUE SPECIFICATION CHART .................................................................................................................... 120
CAUTION: ATSG service manuals are intended for use by professional,
qualified technicians. Attempting repairs or service without the proper
training, tools and equipment could cause injury to you or others and damage
to the vehicle that may cause it not to operate properly.
AUTOMATIC TRANSMISSION SERVICE GROUP
18639 S.W. 107TH AVENUE
MIAMI, FLORIDA 33157
(305) 670-4161
Copyright © ATSG 2000 May, 2000
Updated
October, 2003
INTRODUCTION
ALLISON 1000/2000 SERIES
Beginning at the start of production for the 2000 model year, General Motors introduced two new Allison
automatic transmissions referred to as the 1000 Series and the 2000 Series, for light duty (8600-19850 GVW)
and medium duty (19850-3000 GVW) commercial trucks.
The 1000 and 2000 Series transmissions both have helical cut planetary gear systems to minimize noise
concerns and come in two different gear ratio configurations. The 1000 Series uses closer steps to improve the
shift quality that we now expect from an automatic transmission. The 2000 Series uses wider steps to
accommodate the greater vehicle weights associated with the 2000 Series. The gear ratios for both of the new
units are shown in this Manual.
The 1000 and 2000 Series transmissions have a Park position, Reverse, Neutral and five forward speeds with
5th gear being overdrive, and are completely electronic shift controlled. Notice that the standard General
Motors case connector has been utilized, and the Park/Neutral switch is exactly the same switch used currently
on the THM 4L60-E transmission. Two different bottom pan configurations are also provided to make these
units even more versitile. The 1000 and 2000 Series transmissions utilize five clutch packs (No Bands-No
Freewheels) to obtain the five forward gears and reverse. This manual will cover the dis-assembly, rebuild of all
components and re-assembly of both the 1000 and 2000 Series units.
No part of any ATSG publication may be reproduced, stored in any retrieval system or transmitted in any form or
by any means, including but not limited to electronic, mechanical, photocopying, recording or otherwise,
without written permission of Automatic Transmission Service Group. This includes all text illustrations,
tables and charts.
"Portions of materials contained herein have been reprinted under
license from General Motors Corp, Service & Parts Operations."
The information and part numbers contained in this booklet have
been carefully compiled from industry sources known for their
reliability, but ATSG does not guarantee its accuracy.
DALE ENGLAND
FIELD SERVICE CONSULTANT
WAYNE COLONNA
TECHNICAL SUPERVISOR
PETER LUBAN
TECHNICAL CONSULTANT
JON GLATSTEIN
TECHNICAL CONSULTANT
JERRY GOTT
TECHNICAL CONSULTANT
GERALD CAMPBELL
TECHNICAL CONSULTANT
Copyright © ATSG 2000
JIM DIAL
TECHNICAL CONSULTANT
ED KRUSE
TECHNICAL CONSULTANT
GREGORY LIPNICK
TECHNICAL CONSULTANT
DAVID CHALKER
TECHNICAL CONSULTANT
MIKE SOUZA
TECHNICAL CONSULTANT
ROLAND ALVAREZ
TECHNICAL CONSULTANT
AUTOMATIC TRANSMISSION SERVICE GROUP
18639 S.W. 107TH AVENUE
MIAMI, FLORIDA 33157
(305) 670-4161
1
Technical Service Information
ALLISON 1000/2000 SERIES
Engine Speed
Sensor
Turbine Speed
Sensor
AllisonAllison
Output Speed
Sensor
Neutral Start
Switch
Engine Speed
Sensor
TWO WHEEL DRIVE
Turbine Speed
Sensor
AllisonAllison
Neutral Start
Switch
FOUR WHEEL DRIVE
Figure 1
AUTOMATIC TRANSMISSION SERVICE GROUP
Copyright © 2000 ATSG
3
Technical Service Information
ALLISON 1000/2000 SERIES TRANSMISSION
"C4" CLUTCH "C3" CLUTCH "C2" CLUTCH
"C1" CLUTCH
"C5" CLUTCH
C1
Range
Park
Reverse X
Neutral
OD-1st
OD-2nd
OD-3rd
OD-4th
OD-5th
X = Electrical Power Applied To Solenoid
= Apply Solenoid "F" To Apply Converter Clutch
*
= Solenoids "A" and "B" are "Trim" solenoids used to control oncoming, off-going, and
**
holding pressure to the five clutch packs.
Clut
ON ON
ON
ON ON
4
C2
ClutC3ClutC4ClutC5Clut
ONON
ON
ONON
ON
ON
ON
AUTOMATIC TRANSMISSION SERVICE GROUP
Sol
"A"
**
**
**
**
**
**
**
Figure 2
Sol
"B"
**
**
**
**
**
**
**
**
Sol
"C"
X
X
X
Sol
"D"
XXON
X
X
Sol
"E"
X
X
X
Sol
"F"
*
*
X
X
*
***
Copyright © 2000 ATSG
Ratios
1000 2000
4.49
3.10
1.81
1.41
1.00
0.71
5.09
3.51
1.90
1.44
1.00
0.74
Technical Service Information
ALLISON IDENTIFICATION TAG LOCATION
9
.8
9
.8
9
.8
9
.8
9
.8
9
.8
9
.8
9
.8
9
9
.8
.8
W
A
U
3
3
9
X
X
n
X
n
.
X
P
o
R
X
-
i
O
X
C
X
s
S
X
R
iso
X
s
O
l
A
i
X
T
l
O
X
AN
-
M
X
L
X
m
X
A
NDI
X
I
A
R
s
X
X
,
X
S
NE
I
X
E
n
L
X
X
G
-
O
X
P
a
X
A
OF
X
X
N
N
r
X
X
X
A
O
I
I
X
X
X
S
T
I
ND
X
V
X
I
-
I
X
D
X
X
X
X
X
X
X
X
X
X
-
X
X
L
X
X
E
X
X
X
D
I
X
OD
T
X
S
M
-
IE
X
X
X
R
X
X
E
X
E
S
T
X
0
-
DA
0
0
.
X
1
X
X
O
X
N
X
L
1
A
2
I
F
X
R
9
X
E
9
S
X
X
N
X
X
X
FC
X
E
X
X
X
X
X
X
X
X
9
.
8
9
.
8
9
.
8
9
.
8
9
.
8
9
.
8
MODEL
1000 SERIES
99F21 X X
SERIAL NO.
X X X X X X X X X X
X X X X X X X X X
Allison
TransmissionTransmission
DIVISION OF GENERAL MOTORS CORP.
INDIANAPOLIS, INDIANA
X X - X X X X X X - X X X X
DATE
EFCN
X X - X X X X X X - X X X X
TID
X X - X X X X X X - X X X X
X X - X X X X X X - X X X X
X X - X X X X X X - X X X X
UAW
933
Figure 3
TRANSMISSION IDENTIFICATION TAG
Several different transmission configurations are
available within the 1000/2000/2400 Series. The
different models are identified as follows:
1000
Series
2000
Series
2400
Series
Each transmission is identified by a model
designation, group numbers, and serial number. This
information is included on the transmission
identification tag located on the right rear side of the
transmission case, as shown in Figure 3.
Heavy-duty automatic transmission
with parking pawl.
Maximum GVW = 19850 lb.
Heavy-duty automatic transmission
without parking pawl.
Maximum GVW = 30000 lb.
Heavy-duty automatic transmission
with parking pawl.
Maximum GVW = 26000 lb.
Copyright © 2000 ATSG
This information must be used when discussing
specific service issues, or when parts replacement is
necessary. The transmission identification tag also
includes the date of manufacture, and also the
transmission identification number used with the
diagnostic systems.
Special Note:
Allison Series 1000/2000/2400 transmissions are
designed and manufactured to metric standards, and
metric tools are required for service.
The cooler ports and the main line pressure tap are
the only non-metric fittings on the transmission
case. The output flange/yoke retaining bolt is also
non-metric.
AUTOMATIC TRANSMISSION SERVICE GROUP
5
Technical Service Information
GENERAL DESCRIPTION AND OPERATION
Allison 1000/2000/2400 Series transmissions are
torque converter driven fully automatic units. All
models have neutral, reverse, and up to 5 forward
speeds, with 5th gear being overdrive. Refer to
Figure 2 for the different gears ratios available in the
different models.
The torque converter housings of these units mate
directly to SAE No. 2, SAE No. 3, or direct to the
engine block in some cases. Flexplate drive is used
for all engine to transmission torque transfer.
Several different torque converters are available to
match the transmissions to a wide variety of diesel
and gasoline engines. The torque converter is a single
stage, three element unit, consisting of a pump, stator,
and turbine, with the addition of a converter clutch to
provide direct drive from the engine to the
transmission. The converter clutch is applied and
released electronically, and changes the direction of
fluid flow in the converter as in most typical
converters today.
Internally these units contain 2 rotating clutches (C1
and C2), and 3 brake clutches (C3, C4 and C5), to
direct the flow of torque through the unit. All clutch
packs are hydraulically applied and spring released,
with automatic wear compensation, and their
locations in the transmission are shown in the cutaway in Figure 2.
The Transmission Control Module (TCM) signals
six different solenoids, located on the valve body, to
apply and release clutches based on vehicle speed and
power combinations, and the range selected by the
operator.
The planetary gear train consists of three constant
mesh, helical gear planetary sets, refered to as P1, P2,
and P3. By the engagement of the 5 clutch packs in
various combinations, the planetary gear sets react
singly or together to provide 5 forward speeds,
neutral, and reverse.
A common hydraulic system provides fluid for all
hydraulic operations, lubrication, and cooling. The
front oil pump, driven by the converter, provides the
pressure needed for the hydraulic system, and comes
from the common sump in the bottom pan.
A suction filter, located in the bottom pan provides
general protection to the entire hydraulic system, and
a spin-on filter provides full time protection for the
control solenoids and multipass protection for the
entire system.
The spin-on filter is located externally on the
converter housing at the lower left front of the
transmission.
Some 1000/2000/2400 Series transmissions are
available with an optional extension housing that
accommodates an OEM installed two shoe,
expanding type, drum parking brake.
The 1000/2000/2400 Series transmissions use lever
type shift selectors, as shown in Figure 4. The vehicle
may be equipped with one or two shift selectors,
depending on the number of operator stations for
driving the vehicle and/or operating a variety of
chassis mounted equipment. The shift positions on
the shift selector can vary according to the shift
selector installed in the vehicle.
NOTE: Refer to Figure 5 for the various Shift
Selector positions, and corresponding ranges that
can be attained for all 1000/2000/2400 Series
models.
TYPICAL MANUAL SHIFT TOWER
DO NOT
SHIFT
P
R
N
D
4
2
1
DO NOT
SHIFT
Copyright © 2000 ATSG
Figure 4
6
AUTOMATIC TRANSMISSION SERVICE GROUP
Technical Service Information
ALL 1000 AND 2400 SERIES
Shift
Selector
Position
P (Park)
R (Reverse)
N (Neutral)
D (Drive)
4 (Fourth)
3 (Third)
1 (First)
* With Park Pawl Engaged
** 4 Speed Calibration or Trailering Mode
Gears
Available
Neutral*
Reverse
Neutral
1-5
1-4
1-3
1st
Selector
Position
P (Park)
R (Reverse)
N (Neutral)
D (Drive)
4 (Fourth)
2 (Second)
1 (First)
ALL 2000 SERIES "WITH" AUTO-APPLY PARKING BRAKE
Shift
Selector
Position
PB = (Park)
R (Reverse)
Gears
Available
Neutral*
Reverse
Selector
Position
PB = (Park)
R (Reverse)
Shift
Shift
Gears
Available
Neutral*
Reverse
Neutral
1-5
1-4
1-2
1st
Gears
Available
Neutral*
Reverse
Shift
Selector
Position
P (Park)
R (Reverse)
N (Neutral)
D (Drive)
3 (Third)
2 (Second)
1 (First)
Shift
Selector
Position
PB = (Park)
R (Reverse)
Gears
Available
Neutral*
Reverse
Neutral
1-5 (1-4)**
1-3
1-2
1st
Gears
Available
Neutral*
Reverse
N (Neutral)
D (Drive)
4 (Fourth)
3 (Third)
1 (First)
* With Auto-Apply Parking Brake Engaged
** 4 Speed Calibration or Trailering Mode
PB = Auto-Apply Parking Brake
Neutral
1-5
1-4
1-3
1st
N (Neutral)
D (Drive)
4 (Fourth)
2 (Second)
1 (First)
ALL 2000 SERIES "WITHOUT" AUTO-APPLY PARKING BRAKE
Shift
Selector
Position
R (Reverse)
N (Neutral)
D (Drive)
4 (Fourth)
3 (Third)
Gears
Available
Reverse
Neutral
1-5
1-4
1-3
Selector
Position
R (Reverse)
N (Neutral)
D (Drive)
4 (Fourth)
2 (Second)
Shift
Neutral
1-5
1-4
1-2
1st
Gears
Available
Reverse
Neutral
1-5
1-4
1-2
N (Neutral)
D (Drive)
3 (Third)
2 (Second)
1 (First)
Shift
Selector
Position
R (Reverse)
N (Neutral)
D (Drive)
3 (Third)
2 (Second)
Neutral
1-5 (1-4)**
1-3
1-2
1st
Gears
Available
Reverse
Neutral
1-5 (1-4)**
1-3
1-2
1 (First)
** 4 Speed Calibration or Trailering Mode
1st
1 (First)
AUTOMATIC TRANSMISSION SERVICE GROUP
Figure 5
1st
1 (First)
1st
Copyright © 2000 ATSG
7
Technical Service Information
TYPICAL TRANSMISSION CONTROL MODULE
AND VEHICLE HARNESS
TRANSMISSION CONTROL
MODULE (TCM)
TRANSMISSION (J2)
HARNESS
"J2"
CONNECTOR
(RED)
"J1"
CONNECTOR
(GRAY)
VEHICLE (J1)
HARNESS
J 1939
CONNECTOR
(OPTIONAL)
VIW "X"
CONNECTOR
VIW "Y"
CONNECTOR
GP 19
CONNECTOR
THROTTLE
POSITION
SENSOR (TPS)
Actual harness configuration may differ from this illustration.
TPS
CONNECTOR
TURBINE
SPEED SENSOR
CONNECTOR
7 PIN
4 PIN
NSBU SWITCH
CONNECTORS
OUTPUT
SPEED SENSOR
CONNECTOR
ENGINE
SPEED SENSOR
CONNECTOR
Copyright © 2000 ATSG
Figure 6
8
AUTOMATIC TRANSMISSION SERVICE GROUP
Technical Service Information
ELECTRICAL OPERATION
The electronic control of the transmission is
performed by the Transmission Control Module
(TCM). Transmissin Control Modules are available
in both 12V and 24V configurations, to match the
configuration of the vehicle electrical system.
The TCM, shown in Figure 6, recieves and processes
signals from various switches and sensors. The TCM
determines shift sequences, shift timing, and clutch
apply and release pressures. The TCM uses this
information to control solenoids and valves, supply
system status, and provide diagnostic information for
service technicians.
EXTERNAL COMPONENTS
SPEED SENSORS
The speed sensors are variable reluctance devices
which convert mechanical motion to an AC voltage.
Each sensor consists of a wire coil wrapped around a
pole piece that is adjacent to a permanent magnet.
These elements are contained in a housing which is
mounted adjacent to a rotating ferrous member, such
as a gear tooth. Two signal wires extend from one end
of the housing and an exposed end of the pole piece is
at the opposite end of the housing. As a ferrous object,
such as a gear tooth approaches and passes through
the gap at the end of the pole piece, an AC voltage
pulse is induced in the wire coil. The TCM calculates
the frequency of these AC pulses and converts it to a
speed value. The AC voltage generated varies from
150mV at low speed to 15V at high speed. The signal
wires from the sensor are formed as twisted pairs to
cancel magnetically induced fields. The cable is also
shielded to protect from voltage-related fields. The
typical speed sensor is shown in Figure 7. Noise from
other sources is eliminated by using two-wire
differential inputs at the TCM.
ENGINE SPEED SENSOR
The Engine Speed Sensor is externally mounted in
the torque converter housing, and directed at the ribs
protruding from the torque converter as shown in
Figure 1.
TURBINE SPEED SENSOR
The Turbine Speed Sensor is externally mounted in
the main transmission case, and directed at the tone
wheel or PTO drive gear attached to the C1/C2 clutch
housing as shown in Figure 1.
OUTPUT SPEED SENSOR
The Output Speed Sensor is externally mounted in
the extension housing and directed at the teeth of a
tone wheel splined to and rotating with the output
shaft as shown in Figure 1.
TYPICAL SPEED SENSOR
Copyright © 2000 ATSG
Figure 7
AUTOMATIC TRANSMISSION SERVICE GROUP
9
Technical Service Information
THROTTLE POSITION SENSOR
C
B
A
Copyright © 2000 ATSG
Figure 8
THROTTLE POSITION SENSOR
The Throttle Position Sensor (TPS) can be mounted to
the engine, chassis, or transmission. The TPS
contains a pull actuation cable and a potentiometer.
One end of the cable is attached to the throttle lever
and the other end, inside a protective housing, to the
potentiometer. Output voltage from the TPS is
directed to the Transmission Control Module (TCM)
through the external harness. The voltage signal will
vary and indicates the throttle position and in
combination with other input data will determine shift
timing. Refer to the chart provided in Figure 10 for
approximate voltages at various throttle openings. It
is basically the same as most current GM models with
0.5 volts at idle, to 5.0 volts at wide open throttle.
TPS
Throttle
Position
Sensor
(TPS)
Connector
Green, Ground
A
Blue, Signal Ret.
B
Pink, 5V Supply
C
TCM "J2" (RED)
Connector
Transmission
Control Module
(TCM)
20
9
19
(TPS) Distance of Travel Versus Volts
mm/inch
0/0
1/.039"
2/.079"
3/.118"
4/.157"
5/.197"
6/.236"
7/.275"
8/.314"
9/.354"
10/.394"
11/.433"
12/.472"
13/.511"
14/.551"
15/.590"
16/.629"
17/.669"
18/.708"
19/.748"
20/.787"
21/.826"
22/.866"
23/.905"
24/.945"
25/.984"
26/1.023"
27/1.063"
28/1.102"
29/1.142"
30/1.181"
31/1.220"
32/1.260"
33/1.299"
34/1.339"
35/1.378"
36/1.417"
37/1.457"
38/1.496"
39/1.535"
40/1.575"
41/1.614"
42/1.654"
43/1.693"
44/1.732"
45/1.772"
46/1.811"
Volts
0
0.11
0.22
0.33
0.44
0.55
0.66
0.77
0.88
0.99
1.10
1.20
1.30
1.43
1.54
1.65
1.76
1.87
1.98
2.08
2.19
2.30
2.41
2.52
2.63
2.74
2.85
2.96
3.07
3.18
3.29
3.40
3.51
3.62
3.73
3.84
3.95
4.06
4.17
4.28
4.39
4.50
4.61
4.72
4.83
4.94
5.05
10
Figure 10Figure 9
AUTOMATIC TRANSMISSION SERVICE GROUP
Technical Service Information
NEUTRAL START BACK-UP SWITCH
The installation of a transmission mounted Neutral
Start/ Reverse Signal switch is required. This switch
commonly refered to as an "NSBU Switch", mounts
directly onto the transmission case from the outside
and detects the angular position of the manual shift
selector shaft. This position is relayed to the TCM so
that certain vehicle control functions can be
coordinated with the position of the shift controls.
The NSBU Switch has redundant circuitry to alert the
TCM in the event of a single wire or switch failure.
The switch is interfaced to the starter circuit, and the
reverse signal provision may be used to activate
vehicle back-up lights and/or reverse warning
devices.
Refer to Figures 11 and 12.
NSBU SWITCH WIRE SCHEMATIC
NSBU SWITCH RANGE CHART ON SCAN TOOL
Range A B C P
P
R
N
D
3
2
1
OFF
OFF
ON
ON
OFF
OFF
ON
ON ON
OFF
OFF
OFF
OFF
ON
ON
ON
ON
OFF
OFF
OFF
OFF
OFF
ON
OFF
ON
OFF
ON
OFF
NEUTRAL START BACK-UP SWITCH
Copyright © 2000 ATSG
Figure 11
Rev/Park Accessory
Battery Feed
PK/NEUT Start
Battery Feed
7-Way NSBU
Switch Receptacle
(Face View)
4-Way NSBU
Switch Receptacle
(Face View)
Park Accessory
Back-up Lamps
Not Used
A
G
B
F
C
E
D
C
A
D
B
Harness Connectors
A
G
B
F
C
E
D
C
A
D
B
NSBU Switch
(Face View)
A
B
C
E
F
G
D
A
B
C
D
Tan
Blue
Yellow
Pink
Orange
Green
Blue
Gray
White
Yellow
TCM "J2" (RED)
Connector
20
5
7
8
6
Copyright © 2000 ATSG
Starter
Relay
Transmission
Control Module
(TCM)
Figure 12
AUTOMATIC TRANSMISSION SERVICE GROUP
11
TCM "J2" (Red)
Receptacle
Technical Service Information
RED
RED
R
R
ED
ED
G
G
GR
GR
R
R
A
A
A
A
Y
Y
Y
Y
TCM "J1" (Gray)
Receptacle
TRANSMISSION CONTROL MODULE (TCM)
S
S
IS
IS
TO
TO
SSI
SSI
D TO
D TO
N
N
ND
ND
U
U
CHASS
CHASS
U
U
CHA
CHA
E
E
O
O
E
E
N
N
N
N
L
L
R
R
RO
RO
C
C
ICL
ICL
I
I
IO
IO
H
H
T G
T G
T
T
TIO
TIO
EH
EH
O
O
U
U
OT G
OT G
VE
VE
V
V
N
N
A
A
AU
AU
N
N
O
O
O
O
C
C
C
C
D
D
D
D
1322313304295286278251023122114
TCM "J2" (Red)
Receptacle
14
13
151816
19
20
17
9
11
25
23
21
24
22
10
12
TCM "J2" (Red)
Harness Connector
(Face View)
72692411221320151816
7
26
1322313304295286278
1322313304295286278251023122114
19
17
72692411221320151816
19
17
TCM "J1" (Gray)
Receptacle
14
11
13
151816
21
19
22
20
17
7269
25
23
24
10
12
1322313304295286278
TCM "J1" (Gray)
Harness Connector
(Face View)
12
Copyright © 2000 ATSG
Figure 13
AUTOMATIC TRANSMISSION SERVICE GROUP
Technical Service Information
TCM CONNECTOR PIN IDENTIFICATION CHART
14
11
13
151816
21
19
22
20
17
7269
25
23
24
10
12
TCM "J2" (Red)
Harness Connector
(Face View)
Term. Term.Color ColorCircuit Ends Circuit Ends
Blue Trans-D Vehicle System
1 1
2 2
Pink
3 3
White
4 4
Green
Blue
5 5
Yellow
6 6
Gray
7 7
White
8 8
Blue
9 9
10 10
Orange
11 11
12 12
13 13
14 14
15 15
16 16
17 17
18 18
19 19
20 20
21
22
23
24
25
26
27
28
29
30
31
32
Blue
Orange
Blue
Yellow
Green
Orange
Pink
Green
Yellow
Yellow
White
Pink
Orange
Green
Blue
Gray
White
Orange
Green
Circuit Function Circuit Function
PSA Input Battery Ground
PSA Input
PSA Input
PSA Input
NSBU Input
NSBU Input
NSBU Input
NSBU Input
Throttle Position Sensor
Tan
Tan
Tan
Trans Sump Temp Input
Retarder Temp Input (Opt)
Engine Coolant Temp
Turbine Speed Sensor (High)
Turbine Speed Sensor (Low)
Output Speed Sensor (High)
Output Speed Sensor (Low)
Engine Speed Sensor (High)
Engine Speed Sensor (Low)
TPS Voltage Supply
Analog Ground
TRANS ID
Trim Solenoid A (High)
Trim Solenoid A (Low)
Trim Solenoid B (High)
Trim Solenoid B (Low)
C Solenoid Ground (On/Off)
D Solenoid Ground (On/Off)
E Solenoid Ground (On/Off)
F Solenoid Low (PWM)
G Solenoid Low (PWM)(Opt)
C, D, E Solenoid V Supply
F Solenoid High (PWM)
1322313304295286278
Trans-F
Trans-E
Trans-K
NSBU-4A
NSBU-4D
NSBU-4B
NSBU-4C
TPS-B
Trans-G
R Temp-A
ECTS-A
TSS-A
TSS-B
OSS-A
OSS-B
ESS-A
ESS-B
TPS-C
Trans-H, ECTS-A,
Temp-B, NSBU-7D
R-Temp-B, TPS-A
Trans-T
Trans-L
Trans-M
Trans-N
Trans-P
Trans-A
Trans-B
Trans-W
Trans-J
Trans-J
Trans-C
Trans-S
21
22
23
24
25
26
27
28
29
30
31
32
Gray
Yellow
Pink
Yellow
Gray
Blue
Orange
Green
White
Yellow
Green
Blue
Pink
Orange
Yellow
White
Pink
Green
Tan
Orange
White
Blue
Pink
White
Green
Tan
Pink
Yellow
Red
Blue
Green
Black
14
11
13
151816
21
19
22
20
17
7269
25
23
24
10
12
TCM "J1" (Gray)
Harness Connector
(Face View)
Ignition Power
Battery Power
Ignition Power
Battery Ground
GPI 1
GPI 2
GPI 3
GPI 4
GPI 5
GPI 6
GPI 7
GPI 8
GPI 9
Retarder Mod. Reg. (Opt)
PWM Throttle
Sensor Power
Analog Ground
GPO 1
GPO 2
GPO 3
GPO 4
Range Inhibit Indicator
GPO 6
CHECK TRANS
Vehicle Speed
Vehicle Speed
Digital Ground
CAN High
ISO 9141
CAN Shield
CAN Low
1322313304295286278
Vehicle System
Vehicle System
Vehicle System
Vehicle System
Vehicle System
Vehicle System
Vehicle System
Vehicle System
Vehicle System
Vehicle System
Vehicle System
Vehicle System
Vehicle System
RMR-B
Vehicle System
RMR-C
RMR-A
Vehicle System
Vehicle System
Vehicle System
Vehicle System
Vehicle System
Vehicle System
Vehicle System
Vehicle System
Vehicle System
Vehicle System
J 1939 A or H
Vehicle System
J 1939 C or S
J 1939 B or L
Figure 14
AUTOMATIC TRANSMISSION SERVICE GROUP
Copyright © 2000 ATSG
13
DTC Description
Technical Service Information
DIAGNOSTIC TROUBLE CODE (DTC) CHART
"Check Trans"
Light
P0117
P0118
P0121
P0122
P0123
P0218
P0561
P0562
P0563
P0602
P0606
P0700
P0703
P0705
P0706
P0708
P0711
P0712
P0713
P0716
P0717
P0721
P0722
P0726
P0727
P0731
P0732
P0733
P0734
P0735
P0736
P0741
P0742
P0746
P0747 YES
P0763
P0768
P0776 YES
P0777 YES
Engine Coolant Temperature Circuit Low Voltage (High Temperature)
Engine Coolant Temperature Circuit High Voltage (Low Temperature)
Throttle Position Sensor Performance Problem
Throttle Position Sensor Circuit Low Voltage
Throttle Position Sensor Circuit High Voltage
Transmission Fluid Over Temperature
Urealistic variations in vehicle system voltage
System Voltage Low
System Voltage High
TCM Not Programmed
Transmission Control Module Internal Performance
MIL Illumination requested
Brake Switch Circuit
Transmission Range Sensor Circuit (PRNDL Input)
Transmission Range Sensor Circuit Performance
Transmission Range Sensor Circuit High Input
Transmission Fluid Temperature Circuit Performance
Transmission Fluid Temperature Circuit Low Voltage (High Temperature)
Transmission Fluid Temperature Circuit High Voltage (Low Temperature)
Turbine Speed Sensor Circuit Performance
Turbine Speed Sensor Circuit No Signal
Output Speed Sensor Circuit Performance
Output Speed Sensor Circuit No Signal
Engine Speed Sensor Circuit Performance
Engine Speed Sensor Circuit No Signal
Incorrect 1st Gear Ratio
Incorrect 2nd Gear Ratio
Incorrect 3rd Gear Ratio
Incorrect 4th Gear Ratio
Incorrect 5th Gear Ratio
Incorrect Reverse Gear Ratio
Torque Converter Clutch System Stuck Off
Torque Converter Clutch System Stuck On
Torque Converter Clutch Solenoid ElectricalP0742 YES
Solenoid A controlled Clutch Stuck Off
Solenoid A controlled Clutch Stuck On
Pressure Control Trim Solenoid "A" ElectricalP0748 YES
Shift Solenoid "C" Electrical
Shift Solenoid "D" Electrical
Shift Solenoid "E" ElectricalP0773 YES
Solenoid B controlled Clutch Stuck Off
Solenoid B controlled Clutch Stuck On
NO
NO
NO
NO
NO
NO
YES
YES
YES
YES
NO
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
14
Figure 15
AUTOMATIC TRANSMISSION SERVICE GROUP
Copyright © 2000 ATSG
DTC Description
Technical Service Information
DIAGNOSTIC TROUBLE CODE (DTC) CHART
"Check Trans"
Light
P0778
P0836
P0840
P0841
P0842
P0843
P0845
P0846
P0847
P0848
P1688
P1709
P1710
P1711
P1712
P1713
P1714
P1715
P1716
P1720
P1721
P1723
P1724
P1726
P1727
P1760
P1835
P1860
P1891
Pressure Control Trim Solenoid "B" Electrical
4 Wheel Drive Low Switch Circuit Malfunction (may also be listed as P1875)
Transmission Pressure Switch, Solenoid C Circuit
Transmission Pressure Switch, Solenoid C Circuit Stuck Open
Transmission Pressure Switch, Solenoid C Circuit Stuck Closed
Transmission Pressure Switch, Solenoid C Circuit High
Transmission Pressure Switch, Solenoid D Circuit
Transmission Pressure Switch, Solenoid D Circuit Stuck Open
Transmission Pressure Switch, Solenoid D Circuit Stuck Closed
Transmission Pressure Switch, Solenoid D Circuit High
Transmission Pressure Switch, Solenoid E Circuit HighP0870 YES
Transmission Pressure Switch, Solenoid E Circuit Stuck OpenP0871 YES
Transmission Pressure Switch, Solenoid E Circuit Stuck ClosedP0872 YES
Transmission Pressure Switch, Solenoid E Circuit HighP0873 YES
Reverse Pressure Switch MalfunctionP0875 YES
Reverse Pressure Switch Circuit Stuck OpenP0876 YES
TCM Power Input SignalP0880 YES
Unmanaged Engine Torque Delivered To TCM
Transmission Pressure Switch, Solenoid E Circuit
Transmission Pressure Switch, Solenoid E Circuit Stuck Open
Transmission Pressure Switch, Solenoid E Circuit Stuck Closed
Transmission Pressure Switch, Solenoid E Circuit High
Transmission Pressure Switch, Reverse Circuit
Transmission Pressure Switch, Reverse Circuit Stuck Open
Transmission Pressure Switch, Reverse Circuit Stuck Closed
Transmission Pressure Switch, Reverse Circuit High
Trim Solenoid "A" Controlled Clutch Not Engaged
Trim Solenoid "B" Controlled Clutch Not Engaged
Trim Solenoid "A" Controlled Clutch Not Engaged
Trim Solenoid "B" Controlled Clutch Not Engaged
Shift Solenoid "D" Controlled Clutch Not Engaged
Shift Solenoid "E" Controlled Clutch Not Engaged
TCM Supply Voltage
Engine Torque Delivered to TCMP1779 NO
Kickdown Circuit
TCC (PWM) Solenoid Circuit-Electrical
Throttle Position Sensor Clutch PWM Signal Low Input
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
NO
YES
YES
NO
P1892
U1016
U1300
U1301
U2105
Throttle Position Sensor Clutch PWM Signal High Input
Class 2 Powertrain Controller State Of Health
Serial Data Communication Link Low (Class 2)
Serial Data Communication Link High (Class 2)
CAN Bus Error ECM
Figure 16
AUTOMATIC TRANSMISSION SERVICE GROUP
NO
NO
NO
NO
NO
Copyright © 2000 ATSG
15
Technical Service Information
SOLENOID LOCATIONS
Shift Solenoid "E"
(Normally Closed)
Shift Solenoid "C"
(Normally Closed)
Trim Solenoid "A"
(Normally Closed)
Trim Solenoid "B"
(Normally Open)
PRESSURE SWITCH
ASSEMBLY
TCC (PWM) Solenoid "F"
(Normally Closed)
Figure 17
Shift Solenoid "D"
(Normally Closed)
Copyright © 2000 ATSG
16
Internal Wiring Harness And
Case Connector Assembly
Copyright © 2000 ATSG
Figure 18
AUTOMATIC TRANSMISSION SERVICE GROUP
Technical Service Information
INTERNAL COMPONENTS
Several components of the 1000/2000/2400 Series
electrical control system are located inside of the
transmission as part of the main control valve body.
These components include three different types of
solenoids for controlling the hydraulic action of the
valves in the valve body, and the pressure switch
assembly. An internal wiring harness and case
connector assembly links the internal components
with the Transmission Control Module.
SOLENOIDS
The 1000/2000/2400 Series solenoid locations are
shown in Figure 17. The solenoids may be normally
closed or normally open. A normally closed solenoid
remains closed until a signal from the TCM energizes
the solenoid. A normally open solenoid remains open
until the TCM energizes the solenoid.
TCC (PWM) Solenoid F - This solenoid a normally
closed, pulse width modulated, and operates at a
frequency of 100 Hz (cycles per second) during a
shift. The percentage of time the voltage is ON
during each 100th of a second is called the solenoid
duty cycle.
INTERNAL WIRING HARNESS ASSEMBLY
A 100 percent duty cycle indicates a maximum signal
to the solenoid. A zero percent duty signal indicates a
minimum or no signal to the solenoid. The TCM,
using pulse width modulation programming, varies
the percentage of voltage ON time during a cycle. As
the pulse width, or duty cycle is increased, the
solenoid is ON longer.
Shift Solenoids C, D, E - Shift Solenoids C, D, & E
are normally closed solenoids that provide the
necessary logic to distribute fluid to the correct clutch
packs in the transmission. The shift solenoids provide
either full control line pressure, or exhaust, to the
lands of each of the corresponding Shift V alves C, D,
and E. Shift Solenoids C, D, and E may operate in the
open or closed state with no modulation capability at
all.
Trim Solenoids A and B - Trim Solenoid A and B are
used to control oncoming, off-going, and holding
pressure to the five clutch packs. These solenoids are
reffered to as Pressure Proportional to Current (PPC)
solenoids, since the output hydraulic pressure
supplied by these solenoids is proportional to the
current commanded. Trim Solenoids A and B operate
using a frequency of 1000 Hz. The current causes a
force on the armature and shaft assembly, which is
balanced by fluid pressure acting on the end of the
shaft. The trim solenoids operate using battery
voltage. Trim Solenoid A is a Normally Closed
solenoid, providing 86 psi (590 kpa) at zero current,
and no trim pressure at full current. Trim Solenoid A
allows for limp-home capability in the event of a
power or TCM failure. Trim Solenoid B is a
Normally Open solenoid, and prrovides zero pressure
at zero current.
Serviced as an assembly under
Allison Part Number 15321154.
Copyright © 2000 ATSG
Figure 19
AUTOMATIC TRANSMISSION SERVICE GROUP
INTERNAL WIRING HARNESS
The Internal Wiring Harness Assembly connects the
shift solenoids, clutch trim solenoids, torque
converter clutch solenoid, pressure switch assembly
and temperature sensor to the external harness that
leads to the Transmission Control Module. Refer to
Figure 18 and 19. Figure 20 on Page 18 gives you an
internal wire schematic for all of the internal
components, and pin identification for the external
transmission case connector
Continued on Page 18.
17
Technical Service Information
INTERNAL WIRING SCHEMATIC
A
B
M
G
F
N
T
UCV
E
L
D
HPJRK
S
W
PED 4
TRANSMISSION EXTERNAL
CONNECTOR FACE VIEW
Dark Green
A
Orange/Black
B
Pink
C
Light Green
D
Red
E
Blue
F
Orange
G
Black
H
Brown
J
Tan
K
Red/Black
L
Light Blue
M
N
P
R
S
T
U
V
W
Gray
Purple
N/A
Black
Tan
Green
Green
Black/Tan
TRIM (N/C)
SOLENOID
"A"
TRIM (N/0)
SOLENOID
"B"
Solenoid Terminals
Resistance In
Ohms @ 72°F
TRIM "A" 5.5 - 8.0 W
TRIM "B"
SHIFT "C"
SHIFT "D"
SHIFT "E"
TCC "F"
TEMP
SENSOR
SHIFT
SOLENOID
"E"
SHIFT
SOLENOID
"D"
L and M
N and P
C and A
C and B
C and W
J and S
H and G
SHIFT
SOLENOID
"C"
To Pressure
Switch Assembly
5.5 - 8.0 W
TCC
SOLENOID
"F"
A
B
C
D
E
F
20 -30 W
20 -30 W
20 -30 W
8 - 15 W
2.8K W
@ 72° F
18
Copyright © 2000 ATSG
Figure 20
AUTOMATIC TRANSMISSION SERVICE GROUP
Technical Service Information
See Pages 12 and 13 For
TCM Connector Pin I.D.
CHECK TRANS
CHECK TRANS
LIGHT
LIGHT
IGNITION POWER
IGNITION POWER
BATTERY POWER
TCM GROUND
10A
IGNITION
IGNITION
SWITCH
SWITCH
10A
OPTIONAL SPEEDO
SIGNAL RETURN
TCM "J1" (Gray)
TCM "J1" (Gray)
Yellow
Yellow
Pink
Gray
Gray
Green
Red
Black
Green
CONNECTOR
CONNECTOR
25
CONTROL MODULE
CONTROL MODULE
2
4
3
1
5
GRAYGRAY
31
+
29
_
32
DO NOT GROUND TO
DO NOT GROUND TO
EXTERNAL WIRE SCHEMATIC
TCM "J2" (Red)
TRANSMISSION
TRANSMISSION
(TCM)
(TCM)
CAN 2.08
J=1939
DATA LINK
CAUTIONCAUTION
VEHICLE CHASSIS
VEHICLE CHASSIS
TCM "J2" (Red)
CONNECTOR
CONNECTOR
15
16
13
14
17
18
23
22
24
25
31
26
27
28
29
REDRED
30
32
21
1
2
3
4
10
5V
19
9
12
20
5
6
7
88
RECOMMENDED
WIRE COLORS
Yellow
Green
Orange
Blue
Tan
Orange
White
Yellow
Pink
Orange
Tan
Green
Blue
Gray
White
Green
Yellow
Blue
Pink
White
Green
Tan
Pink
Blue
Green
Blue
Yellow
Gray
White
ALLISON
TRANS ID
A
B
A
B
A
B
Lt Blue
M
Red/Black
L
Gray
N
Purple
P
Pink
C
Dk Green
A
Orange/Black
B
Black/Tan
W
Brown
J
Green
U
V
Black
S
Orange
R
T
D
NOT USED
Tan
Lt Green
Blue
Red
Tan
Orange
Black
TRANSMISSION CASE CONNECTORTRANSMISSION CASE CONNECTOR
A
BF
CE
DK
EG
FH
OUTPUT SPEED
OUTPUT SPEED
SENSOR
SENSOR
TURBINE SPEED
TURBINE SPEED
SENSOR
SENSOR
ENGINE SPEED
ENGINE SPEED
SENSOR
SENSOR
SOL "A"
SOL "B"
SOL "C"
SOL "D"
SOL "E"
SOL "F"
C
NOT USED
D
E
NOT USED
R
PRESSURE SWITCH
PRESSURE SWITCH
ASSEMBLY
ASSEMBLY
C
THROTTLE
THROTTLE
B
POSITION
POSITION
SENSOR
SENSOR
A
TEMP
SENSOR
12V OR 24V12V OR 24V
SAE J-1939 BACKBONESAE J-1939 BACKBONE
ENGINE
ENGINE
INTERFACE
INTERFACE
SAE STANDARD 9-PIN
SAE STANDARD 9-PIN
DIAGNOSTIC CONNECTOR
DIAGNOSTIC CONNECTOR
AUTOMATIC TRANSMISSION SERVICE GROUP
TRANSMISSION
TRANSMISSION
NSBU SWITCH
NSBU SWITCH
P
C
B
A
Figure 21
4C
4B
4D
4A
7D
7A
7G
7E
7F
7C
7B
STARTER
STARTER
RELAY
Orange
Yellow
Pink
Blue
Tan
RELAY
REVERSE LAMPSREVERSE LAMPS
ACCESSORY
ACCESSORY
Copyright © 2000 ATSG
PK/NEUT
PK/NEUT
VOLT FEED
VOLT FEED
REV & PARK
REV & PARK
VOLT FEED
VOLT FEED
PARK
PARK
19
NOT USED (N/O)
Terminal Identification
Cast In Connector Here
Technical Service Information
PRESSURE SWITCH ASSEMBLY
NOT USED (N/O)
"E" SHIFT (N/O)
"D" SHIFT (N/O)
"C" SHIFT (N/O)
REVERSE (N/C)
TEMP SENSOR
(THERMISTER)
Copyright © 2000 ATSG
Figure 22
PRESSURE SWITCH CONNECTOR
PIN FUNCTION AND IDENTIFICATION
A
B
C
D
E
F
A B C D E F
Pressure Switch Assembly
Receptacle (Face View)
(A) SHIFT "C" SIGNAL TO PCM (CASE CONNECTOR TERMINAL "D")
(B) SHIFT "D" SIGNAL TO PCM (CASE CONNECTOR TERMINAL "F")
(C) SHIFT "E" SIGNAL TO PCM (CASE CONNECTOR TERMINAL "E")
(D) REVERSE SWITCH TO PCM (CASE CONNECTOR TERMINAL "K")
(E) TEMP SENSOR HIGH (CASE CONNECTOR TERMINAL "G")
(F) TEMP SENSOR LOW (CASE CONNECTOR TERMINAL "H")
20
Copyright © 2000 ATSG
Figure 23
AUTOMATIC TRANSMISSION SERVICE GROUP
Technical Service Information
PRESSURE SWITCH CONNECTOR
PIN FUNCTION AND IDENTIFICATION
TCM "J2" (Red)
Connector
21
1
2
3
4
10
20
Yellow TRANS ID
Blue
Pink
White
Green
Tan
Green
Transmission
Case Connector
Figure 24
PRESSURE SWITCH ASSEMBLY
The Pressure Switch Assembly (PSA) is made up of
three normally open switches and one normally
closed switch. There are also 2 additional switches in
the PSA that are not used. All switches and their
locations are identified in Figure 22. Fluid pressure is
fed from shift valves C, D, and E to C, D, and E
switches, and from the manual valve to the reverse
switch. This logic indicates the current transmission
operating range to the TCM.
The three pressure switches corresponding to the
shift valves are normally open (N/O) when there is no
pressure to the switch, so that electrical current is
stopped at the switch. When pressure is routed to the
switch from the shift valves, the switch closes and
allows current to flow from the positive contact and
through the switch. Refer to Figure 24.
The pressure switch corresponding to reverse is a
normally closed (N/C) switch, and pressure is fed to
the switch when the transmission is placed into the
reverse position.
The Pressure Switch Assembly also contains the
temperature sensor (thermister) to notify the TCM of
the current sump temperature. Changes in fluid
temperature are indicated by changes in sensor
resistance. Increasing temperature will create
decreased sensor resistance.
Pressure Switch
Connector
Tan
T
Lt Green
D
Blue
Red
Ta n
Orange
Black
C
A
NOT USED
D
BF
E
CE
NOT USED
R
DK
EG
FH
PRESSURE SWITCH
PRESSURE SWITCH
ASSEMBLY
ASSEMBLY
Copyright © 2000 ATSG
TEMP
SENSOR
The PSA terminal identification and functions are
illustrated in Figure 23 to assist in switch diagnosis.
There is also a complete wiring schematic from the
Pressure Switch Assembly through the transmission
case connector and to the TCM shown in Figure 24.
We have also provided a pressure switch logic state
chart in Figure 25.
Pressure Switch Logic State Chart
Range
Park
Rev
Neut
OD
4
3
2
1
"C"
On
On
On
Off
On
On
Off
Off
"D"
On
On
On
Off
Off
Off
Off
On
"E"
On
On
On
On
On
Off
Off
Off
Reverse
Off
On
Off
Off
Off
Off
Off
Off
Figure 25
AUTOMATIC TRANSMISSION SERVICE GROUP
21
Technical Service Information
RETRIEVING DIAGNOSTIC CODES
A or H
Pause
Break
Scroll
Lock
Print
Home
Scrn
Backspace
F12
F11
_
-
F10
F9
0
F8
9
F7
F6
7
F5
6
F4
5
F3
F2
3
F1
2
ESC
1
W
~
`
Q
b
Ta
A
ps Lock
Ca
Shift
rl
Ct
Fn
Y
4
T
R
G
E
F
D
V
S
C
X
Z
Alt
n
Wi
P
8
O
I
L
U
K
<
J
,
H
M
N
B
PgUp
+
|
=
\
}
PgDn
]
r
{
Ente
[
:
;
>
.
Alt
End
"
ift
'
Sh
?
/
Del
Ins
C or SB or L
J-1939 Connector
Copyright © 2000 ATSG
Figure 26
CHECK TRANS LIGHT
The electronic control system is programmed to
inform the operator of any type problem with the
transmission system and automatically take action to
protect the operator, vehicle and transmission. To do
this, the TCM turns on the Check Trans light on the
instrument panel, which will notify the operator that a
Diagnostic Trouble Code (DTC) has been stored in
the TCMs memory.
Each time the engine is started, the Check Trans
light will illuminate momentarily and then go off after
a few seconds. This momentary lighting is to ensure
that the Check Trans light circuit is working properly.
Illumination of the Check Trans light at any time after
start-up, indicates that the TCM has stored a DTC, or
the TCM is not working properly. Anytime the Check
Trans light is on, upshifts and downshifts will be
restricted and direction changes may not occur. The
converter clutch is also shut off when transmission
shifting is restricted.
If power is interrupted while the transmission is
operating in a forward range, the default positions of
the shift valves and solenoids will enable application
of two clutches to maintain forward range operation
(Either 3 or 5th). If power is interrupted while the
transmission is operating in R(Reverse) or
N(Neutral), the transmission defaults to or continues
Neutral operation untill a key cycle.
The operator may turn off and restart the engine,
and the manual selector lever will provide reverse
when in R, Neutral when in P/N, and 3rd Gear when
in any forward range, regardless of the range where
the failure occured.
RETRIEVING DIAGNOSTIC CODES
Currently you must use PC Tool Software called
TransPro® which is available through Kent-Moore
Heavy-Duty Division, and must be loaded onto a
Windows 95/98 Lap-T op PC as shown in Figure 26.
The TransPro® software transmits and recieves data
to and from the TCM via the J-1939 connector, as
shown in Figure 26, processes the data, and displays
the appropriate information on the screen.
The use of TransPro® is describeded in detail in the
instruction manual that is furnished with each set of
software. We have provided you with a typical
screen, that is utilized in the TransPro® software, for
retrieving DTCs in Figure 27.
Hopefully aftermarket scanner manufacturers will
be able to provide us with a cartridge for the more
popular scanners in the future.
22
AUTOMATIC TRANSMISSION SERVICE GROUP
Technical Service Information
Allison TransPro
3 4 6 9 1 2 6 0
5 8 1 3 6 5 2 2
6 4 5 4 8 9 1 0
4 3 3 6 7 3 3 8
TYPICAL TransPro® DISPLAY
Transmission
Demo Mode ON
P0713 Trans Fluid Temp Sensor Circuit High Input Y Y
P0722 Output Speed Sensor Circuit No Signal
P0748 Pressure Control Trim Solenoid A Electrical
P0763 Shift Solenoid C Electrical
DTCs RetrievedDTCs Retrieved
Allison TransProStartStart
Copyright © 2000 ATSG
Figure 27
?
MAIN PRESSURE TAP LOCATION AND SPECIFICATIONS
ActiveDescriptionCode
Y Y
Y Y
Y Y
MIL
10:45 AM
LINE PRESSURE TEST
Check transmission fluid level. All transmission
XX
fluid level and pressure checks must be made at
normal operating temperatures (160-200°F).
Connect a 0-300 psi oil pressure guage to the main
pressure tap as illustrated in Figure 28, and compare
readings with the pressure chart in Figure 28.
Take precautions against vehicle movement during
the pressure tests, and use a guage with an extended
line so that it can be read from inside the vehicle.
Range
PARK/NEUTRAL
REVERSE
FORWARD (TCC Off)
FORWARD (TCC On)
MAIN PRESSURE TEST SPECIFICATIONS
Pressure @ 600 RPM
900-1655 kpa (130-240 psi)
800-1380 kpa (115-200 psi)
800-1380 kpa (115-200 psi)
Main Pressure Tap
TO COOLERTO COOLER
FROM COOLERFROM COOLER
Pressure @ 1200 RPM
1515-1795 kpa (220-260 psi)
1515-1795 kpa (220-260 psi)
1515-1795 kpa (220-260 psi)
1000-1170 kpa (145-170 psi)
Figure 28
AUTOMATIC TRANSMISSION SERVICE GROUP
23
Technical Service Information
BELL HOUSING OIL PASSAGE IDENTIFICATION
16
16
9
15
16
16
29536810
3
2
1
13
2
9
14
2
10
3
3
16
3
1
8
1
16
7
1
6
11
1. PUMP SUCTION
2. LINE PRESSURE
3. OVERAGE (CONV RELEASE)
4. CONVERTER IN
5. CONVERTER OUT
6. TO COOLER
7. FROM COOLER
8. LUBE OIL
9. LOCK-UP APPLY
10. C1 CLUTCH
11. C2 CLUTCH
12. LOCK-UP SIGNAL
13. CUT-BACK (5TH GEAR)
14. LINE - TO FILTER
15. LINE - FROM FILTER
16. EXHAUST
24
15 14
16
2
16
6
BOTTOM BELL HOUSING COOLER MANIFOLD SURFACE
Figure 29
AUTOMATIC TRANSMISSION SERVICE GROUP
7
16
Copyright © 2000 ATSG
Technical Service Information
PUMP COVER SPACER PLATE OIL PASSAGE I.D.
16
16
16
16
16
3
3
2
8
1
2
7
6
1
16
16
2
16
3
2
16
9
16
9
1. PUMP SUCTION
2. LINE PRESSURE
3. OVERAGE (CONV RELEASE)
4. CONVERTER IN
5. CONVERTER OUT
6. TO COOLER
7. FROM COOLER
8. LUBE OIL
9. LOCK-UP APPLY
10. C1 CLUTCH
11. C2 CLUTCH
12. LOCK-UP SIGNAL
13. CUT-BACK (5TH GEAR)
14. LINE - TO FILTER
15. LINE - FROM FILTER
16. EXHAUST
11
10
1
2
13
Figure 30
AUTOMATIC TRANSMISSION SERVICE GROUP
15
14
Copyright © 2000 ATSG
25
Technical Service Information
MAIN CASE "FRONT" PASSAGE I.D.
16
16
16
1. PUMP SUCTION
2. LINE PRESSURE
3. OVERAGE (CONV RELEASE)
4. CONVERTER IN
5. CONVERTER OUT
6. TO COOLER
7. FROM COOLER
8. LUBE OIL
9. LOCK-UP APPLY
10. C1 CLUTCH
11. C2 CLUTCH
12. LOCK-UP SIGNAL
13. CUT-BACK (5TH GEAR)
14. LINE - TO FILTER
15. LINE - FROM FILTER
16. EXHAUST
16
16
11
16
N/A
9
13
2
1
10
14
15
Copyright © 2000 ATSG
26
Figure 31
AUTOMATIC TRANSMISSION SERVICE GROUP
Technical Service Information
MAIN CASE "REAR" PASSAGE I.D.
15
14
C5 CLUTCH
Figure 32
COOLER MANIFOLD PASSAGE I.D.
MAIN LINE
PRESSURE TAP
TO
TO
CLR
CLR
Copyright © 2000 ATSG
FROM
76
FROM
CLR
CLR
6. TO COOLER
7. FROM COOLER
14. LINE - TO FILTER
Figure 33
AUTOMATIC TRANSMISSION SERVICE GROUP
Copyright © 2000 ATSG
27
Technical Service Information
PUMP COVER OIL PASSAGE I.D.
9
3
16
9
5
6
3
3
8
6
8
1
11
4
4
16
12
9
2
2
1
16
2
10
12
2
13
3
16
9
28
7
1. PUMP SUCTION
2. LINE PRESSURE
3. OVERAGE (CONV RELEASE)
4. CONVERTER IN
5. CONVERTER OUT
6. TO COOLER
7. FROM COOLER
8. LUBE OIL
9. LOCK-UP APPLY
10. C1 CLUTCH
11. C2 CLUTCH
12. LOCK-UP SIGNAL
13. CUT-BACK (5TH GEAR)
16. EXHAUST
AUTOMATIC TRANSMISSION SERVICE GROUP
6
1
10
16
Copyright © 2000 ATSG
Figure 34
Technical Service Information
OIL PUMP PASSAGE I.D.
2
2
14
1. PUMP SUCTION
2. LINE PRESSURE
14. EXHAUST
14
1
1
Copyright © 2000 ATSG
Figure 35
SHIFT VALVE BODY "TOP VIEW" PASSAGE I.D.
Exhaust
Exhaust
Exhaust
Figure 36
AUTOMATIC TRANSMISSION SERVICE GROUP
Copyright © 2000 ATSG
29
Technical Service Information
LEGEND FOR FIGURES 38, 39, AND 41.
Passage No.
1
2
9
10
11
12
13
14
16
15
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
Reverse Park/Neut 1st 2nd
Pump Suction
Main Line Pressure
TCC Apply
Exhaust Backfill/ C-1 Clutch
C-2 Clutch/Exhaust Backfill C-2 Clutch
Lock-Up Signal
Cut-Back (5th Gear)
Control Main Line Pressure To Filter
Exhaust To Sump
Control Main Line Pressure From Filter
Reverse Pressure Switch
"D" Shift Valve Pressure Switch
"E" Shift Valve Pressure Switch
"C" Shift Valve Pressure Switch
C-3 Clutch C-3 Clutch C-3 Clutch
Exhaust Backfill
Main Line Pressure
Exhaust Backfill
C-3/B Trim
Exhaust Backfill
C-3/B Trim OD/B TrimC-4/B Trim
C-1/B Trim
"D" Signal TCC Interlock
Exhaust Backfill/ C-3 Clutch EBF/C-3 Clutch
C-4 Clutch
C-5 Clutch
Exhaust Backfill
"A" Trim Solenoid Signal
"B" Trim Solenoid Signal
"A" Clutch Trim
"B" Clutch Trim
"A" Clutch Trim Feedback
"B" Clutch Trim Feedback
"D" Solenoid Signal
"E" Solenoid Signal
"C" Solenoid Signal
C-1/Main
Control Main After "B" Solenoid Screen
B Trim
"E" Shift Valve Interlock
C-2/EBF
Exhaust Backfill/C-5 Clutch (Power Off State)
C-3/EBF
C-2/EBF
Thermister
Exhaust Backfill
C-1/Main
3rd 4th 5th
EBF/ C-1 ClutchC-1 Clutch
C-1/B Trim
C-2/B Trim
C-1/B TrimC-1/B Trim
C-2/B Trim
C-4/EBF OD/EBF
C-2/Main
Exhaust
C-2/Main
C-1/EBF
Cut-BackC-3/EBF
C-1/EBFC-1/EBF
30
Copyright © 2000 ATSG
Figure 37
AUTOMATIC TRANSMISSION SERVICE GROUP
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