Allison Transmission MT4015EN Service Manual

th

Allison 4

Generation Controls

Mechanic‘s Tips

3000 and 4000
Product Families

MT4015EN

Mechanic’s

2005 FEBRUARY

Rev. 1 2005 SEPTEMBER

Tips

MT4015EN

Allison Transmission

Allison 4th Generation Controls

3000 Product Family (Except 3700 SP)
4000 Product Family

Alli son Transm issi on, Inc.

P.O. Box 894 Indianapolis, Indiana 46206-0894

www.al liso ntra nsmi ssio n.co m

Printed in USA

Copyright © 2007 Allison Transmission, Inc.

NOTES

2

TABLE OF CONTENTS

SECTION I INTRODUCTION

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

SECTION II PREVENTIVE MAINTENANCE

2–1 PERIODIC INSPECTION AND CARE ...................... 18

2–2 IMPORTANCE OF PROPER TRANSMISSION FLUID LEVEL ....... 19

2–3 TRANSMISSION FLUID CHECK ......................... 19

2–4 KEEPINGFLUIDCLEAN .............................. 25

2–5 FLUID RECOMMENDATIONS ........................... 25

2–6 TRANSMISSION FLUID AND FILTER CHANGE INTERVALS ...... 26

2–7 TRANSMISSION FLUID CONTAMINATION .................. 30

2–8 TRANSMISSION FLUID AND FILTER CHANGE PROCEDURE ..... 31

2–9 FLUID LEAK DIAGNOSIS ............................. 33

2–10 BREATHER ...................................... 35

2–11 TROUBLESHOOTING ............................... 36

2–12 TRANSMISSION STALL TEST .......................... 42

SECTION III REMOVING TRANSMISSION

3–1 DRAINING TRANSMISSION ............................ 47

3–2 DISCONNECTING CONTROLS .......................... 47

3–3 UNCOUPLING FROM DRIVELINE, ENGINE, AND VEHICLE ...... 49

3–4 REMOVING THE TRANSMISSION ........................ 50

3–5 REMOVING OUTPUT FLANGE OR YOKE ................... 50

SECTION IV TRANSMISSION PREPARATION

4–1 CHECKING INPUT COMPONENTS ....................... 51

4–2 INSTALLING OUTPUT FLANGE OR YOKE .................. 51

4–3 INSTALLINGPTO ................................... 52

4–4 INSTALLINGFILLTUBEANDSEAL ...................... 52

4–5 CHECKINGPLUGSANDOPENINGS ...................... 53

3

SECTION V PREPARING VEHICLE FOR TRANSMISSION

INSTALLATION

5–1 ENGINE, TRANSMISSION ADAPTATION REQUIREMENTS ....... 54

5–2 CHECKING FLEXPLATE DRIVE ASSEMBLY ................. 57

5–3 CHASSIS AND DRIVELINE INSPECTION ................... 58

5–4 COOLER,FILTER,ANDLINES .......................... 59

5–5 CHECKINGCONTROLS .............................. 60

SECTION VI INSTALLING TRANSMISSION INTO VEHICLE

6–1 HANDLING ....................................... 64

6–2 MOUNTING TO ENGINE .............................. 64

6–3 INSTALLING TRANSMISSION MOUNTING COMPONENTS ....... 65

6–4 COUPLING TO DRIVELINE ............................ 65

6–5 CONNECTING OUTPUT RETARDER ACCUMULATOR .......... 65

6–6 CONNECTING POWER TAKEOFF CONTROLS ................ 66

6–7 CONNECTING PARKING BRAKE CONTROL ................. 67

6–8 CONNECTING COOLER .............................. 67

6–9 CONNECTING ELECTRICAL COMPONENTS ................. 67

6–10 CONNECTING SPEEDOMETER DRIVE .................... 69

6–11 FILLING HYDRAULIC SYSTEM ........................ 69

6–12 INSTALLATION CHECKLIST .......................... 70

SECTION VII CHECKS AND ADJUSTMENTS

7–1 INSTALLATIONCHECKLIST ........................... 71

7–2 ROADTESTANDVEHICLEOPERATIONCHECKLIST .......... 73

SECTION VIII CUSTOMER SERVICE

8–1 OWNER ASSISTANCE ................................ 75

8–2 SERVICELITERATURE ............................... 75

4

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.

5

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.

6

INTRODUCTION Section I

1–1. ABOUT THIS MANUAL

This manual is a mechanic’s reference for maintaining, removing, or installing
3000 and 4000 Product Family transmissions with Allison 4
All features of the transmission and the vehicle involved in installation procedures
are discussed. The information presented will help the mechanic maintain, remove,
or install the transmission in a manner that assures satisfactory operation and long
service life. For additional detailed information, refer to the appropriate
transmission service manual and electronic controls troubleshooting manual.

Unless specifically indicated otherwise, this manual refers to all Allison 4
Generation Controls for 3000 and 4000 Product Family transmissions, except for
the 3700 SP model. The differences between the various transmission models are
explained as required.

th

Generation Controls.

th

7

MAIN SHAFT MODULE

• MAIN SHAFT

• P2 SUN

• P3 SUN

MAIN HOUSING MODULE

• MAIN HOUSING

• C3 CLUTCH

• C4 CLUTCH

• C5 CLUTCH

REAR COVER MODULE

• OUTPUT SHAFT

• P3

• C5 PISTON

P2 MODULE

P1 MODULE

CONTROL MODULE

• ELECTRO-HYDRAULIC

CONTROLS

OIL LEVEL SENSOR

ROTATING CLUTCH MODULE

V03350.06.00

• C1 CLUTCH

• C2 CLUTCH

• TURBINE SHAFT

FRONT SUPPORT/OIL PUMP MODULE

• FRONT SUPPORT

• OIL PUMP

CONVERTER MODULE

• TURBINE

• PUMP

• LOCKUP

CLUTCH/DAMPER

• STATOR
CONVERTER HOUSING MODULE

• CONVERTER HOUSING

• PTO DRIVE GEAR

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

(With PTO Provision)

8

MAIN SHAFT MODULE

• MAIN SHAFT

• P2 SUN

• P3 SUN

MAIN HOUSING MODULE

• MAIN HOUSING

• C3 CLUTCH

• C4 CLUTCH

• C5 CLUTCH

REAR COVER MODULE

• OUTPUT SHAFT

• P3 MODULE

• C5 PISTON

P1 MODULE

P2 MODULE

V07286.01.00

CONTROL MODULE

• ELECTRO-HYDRAULIC CONTROLS

ROTATING CLUTCH MODULE

• C1 CLUTCH

• C2 CLUTCH

• TURBINE SHAFT

• FRONT SUPPORT

• OIL PUMP

FRONT SUPPORT/OIL PUMP MODULE

• TURBINE

• PUMP

• STATOR

• LOCKUP

CONVERTER MODULE

• CLUTCH/DAMPER

• CONVERTER HOUSING

CONVERTER HOUSING MODULE

Figure 1–2. 4000 Product Family Transmission—Cross Section

9

YLBM

Y
L

ELU

B

E

M

SSA GNISUO

ESSA

DO
M

R

RE

R

O

OTOR •

T

DR

A
T

ATE

H

S

•

•

R

ELUDOM

GNISU

GN

HC

HCTULC 5C •

HC

I

TULC

TU

OH

SU

LC

NIAM

OH
NIAM

4C

3C

•

•

•

E
LUD

OM

T
FAH

TFAHS

NUS 2P •

NUS

S
NIAM

NIAM

3
P

•

•

E

E

E

LUD

LUD

LUD

OM

OM

OM

2P

3P

1P

CI
LUARD

ELUDOM LORTNOC

YH-ORTCELE •

SL
ORTN

O
C

00
.

40.78270V

ELUDOM

HC

TFAHS

TULC GNITATOR

HCTULC

HC

ENIBRU

TU
LC

1C

2C

T

•

•

•

EL
U

DOM

P
M
UP L

TRO

I
O

/T

P

ROP

PU

P

S

M

P

U

US T

TN

P

ORF •

L

I

NO

O

E

•

RF

LUDOM

R

E
N

ETRE

I
BR

U

VNOC

T

•

R
E
P

MAD
/HCTU

P

R

U

O

PM

KC

T
A

UP

T

LC

O
L

S

•

•

•

GN
I

SU
OH

RE

R

T

GN

E

RE

TR

I

E

V

SUOH

LUDO

E

N

VNOC

O
C

•

M

Figure 1–3. 4000 Product Family Transmission—Cross Section

(With Retarder)

10

MAIN SHAFT MODULE

• MAIN SHAFT

MAIN HOUSING MODULE

• MAIN HOUSING

• C3 CLUTCH

• C4 CLUTCH

• C5 CLUTCH

• P2 SUN

• P3 SUN

REAR COVER MODULE

• OUTPUT SHAFT

• P3 MODULE

• C5 PISTON

P1 MODULE

P2 MODULE

V07288.01.00

CONTROL MODULE

• ELECTRO-HYDRAULIC CONTROLS

ROTATING CLUTCH MODULE

• C1 CLUTCH

• C2 CLUTCH

• TURBINE SHAFT

• FRONT SUPPORT

• OIL PUMP

FRONT SUPPORT/OIL PUMP MODULE

PUMP

STATOR

LOCKUP

TURBINE

• CONVERTER HOUSING

• PTO DRIVE GEAR

CONVERTER MODULE

CLUTCH/DAMPER

CONVERTER HOUSING MODULE

Figure 1–4. 4000 Product Family Transmission—Cross Section

(With PTO Provision)

11

GNISUOHRETPADA6C•

GNISUOHRETPADA6C

ELUDOM

ELUDOMGNISUOHNIAM

GNISUOHNIAM•

ELUDOMPMUPLIO/TROPPUSTNORF

TROPPUSTNORF•

REVOCRAER

ELUDOM

ELUDOM4P•

•REVOCRAER

•TFAHSTUPTUO

•HCTULC6C

HCTULC3C•

HCTULC4C•

HCTULC5C•

TFAHSNIAM

NUS3P•

NUS2P•

ELUDOM

V05641.02.00

ELUDOM3P

ELUDOM2P

•TFAHSNIAM

ELUDOM1P

PMUPLIO•

ELUDOMRETREVNOC

ENIBRUT•

PUKCOL•

REPMAD

ROTATS•

PMUP•

/HCTULC

Figure 1–5. 4000 Product Family—Cross Section

(7-Speed)

12

ELUDOMHCTULCGNITATOR

ELUDOMGNISUOH

RETREVNOC

TFAHSENIBRUT•

HCTULC1C•

HCTULC2C•

•GNISUOHRETREVNOC

OUTPUT

SPEED

SENSOR

BREATHER

ASSEMBLY PADS

PTO
PROVISION

INPUT
SPEED
SENSOR

FEEDTHROUGH HARNESS
CONNECTOR

COOLER PORTS

NOTE: Inch Series Threads

TORQUE CONVERTER
WITH LOCKUP CLUTCH
AND TORSIONAL DAMPER

MAIN-PRESSURE TAP

NOTE: Inch Series Threads

RIGHT-REAR VIEW

BREATHER

PTO PROVISION

(AVAILABLE BOTH SIDES)

LEFT-FRONT VIEW

NAMEPLATE

ASSEMBLY PADS
(BOTH SIDES)

MAIN-PRESSURE TAP

NOTE: Inch Series Threads

V07289.01.00

Figure 1–6. 3000 Product Family

(With PTO Provision)

13

BREATHER

MAIN-PRESSURE TAP

NOTE: Inch Series Threads

ASSEMBLY PADS

OUTPUT
SPEED
SENSOR

RETARDER
VALVE BODY
CONNECTOR

SUMP
COOLER
PROVISION

TACHOGRAPH PROVISION

NOTE: Metric Series Threads

TORQUE CONVERTER

WITH LOCKUP CLUTCH

AND TORSIONAL DAMPER

LEFT-REAR VIEW

BREATHER

MAIN-PRESSURE TAP

NOTE: Inch series threads

LEFT-FRONT VIEW

COOLER PORTS

NOTE: Inch Series Threads

ASSEMBLY PADS
(BOTH SIDES)

OUTPUT
RETARDER

TO RETARDER
ACCUMULATOR

OIL FILL TUBE AND
DIPSTICK
(AVAILABLE ON
BOTH SIDES

)

V07401.01.00

Figure 1–7. 3000 Product Family

(With Retarder)

14

FEEDTHROUGH

HARNESS

CONNECTOR

OUTPUT SPEED

SENSOR

COOLER PORTS

MOUNTING PAD

(BOTH SIDES)

PTO
(TOP RIGHT POSITION)

SHIPPING
BRACKET (3)

MOUNTING
PAD

ENGINE SPEED
SENSOR

TURBINE SPEED
SENSOR

FILL TUBE

NAMEPLATE

RIGHT-REAR VIEW

(BOTTOM LEFT

PTO

POSITION)

MAIN-PRESSURE TAP

FEEDTHROUGH
HARNESS
CONNECTOR

COOLER PORTS

LEFT-REAR VIEW

V07291.01.00

Figure 1–8. 4000 Product Family

(With PTO Provision)

15

RETARDER

FEEDTHROUGH

HARNESS

CONNECTOR

NAMEPLATE

FILL TUBE

TURBINE

SPEED

SENSOR

PTO (TOP RIGHT POSITION)

MOUNTING PADS
(BOTH SIDES)

ENGINE SPEED SENSOR

RIGHT-FRONT VIEW

MOUNTING PADS
(BOTH SIDES)

PTO (TOP RIGHT POSITION)

PTO (BOTTOM LEFT

POSITION)

MAIN-PRESSURE TAP

(With Retarder and PTO Provision)

RETARDER

SUMP
COOLER
PROVISION

COOLER PORTS

LEFT-REAR VIEW

V07292.01.00

Figure 1–9. 4000 Product Family

16

MOUNTING PADS
(BOTH SIDES)

PTO (TOP RIGHT POSITION)

C6 ADAPTER
HOUSING

REAR COVER

PTO (BOTTOM LEFT

POSITION)

MAIN-PRESSURE TAP

PTO (BOTTOM LEFT

POSITION)

MAIN-PRESSURE TAP

LEFT-REAR VIEW

MOUNTING PADS
(BOTH SIDES)

PTO (TOP RIGHT POSITION)

C6 ADAPTER
HOUSING

RETARDER

SUMP
COOLER
PROVISION

LEFT-REAR VIEW

Figure 1–10. 4000 Product Family

(7-Speed)

17

COOLER
PORTS

V07399.01.00

Section II

2–1. PERIODIC INSPECTION AND CARE

a. Transmission Inspection. Clean and inspect the exterior of the transmission
at regular intervals. Severity of service and operating conditions determine the
frequency of these inspections. Inspect the transmission for:

• Loose bolts—transmission and mounting components.

• Fluid leaks—repair immediately.

• Loose, dirty, or improperly adjusted throttle sensor.

• Damaged or loose hoses.

• Worn, frayed, or improperly routed electrical harnesses.

• Worn or damaged electrical connectors.

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

• Clogged or dirty breather (vent assembly).

• Check transmission fluid for evidence of engine coolant.

b. Vehicle Inspection. Check the vehicle cooling system occasionally for
evidence of transmission fluid. Transmission fluid in the vehicle cooling system
indicates a faulty oil cooler.

PREVENTIVE

MAINTENANCE

c. Welding.

CAUTION: When welding on the vehicle:

• DO NOT WELD on the vehicle without disconnecting from the

TCM all control system wiring harness connectors.

• DO NOT WELD on the vehicle without disconnecting TCM

battery power and ground leads.

• DO NOT WELD on any control components.

• DO NOT CONNECT welding cables to any control components.

A label describing on-vehicle welding precautions (ST2067EN) is available from
your authorized Allison service dealer and should be installed in a conspicuous
place. A vehicle used in a vocation that requires frequent modifications or repairs
involving welding must have an on-vehicle welding label.

18

2–2. IMPORTANCE OF PROPER TRANSMISSION FLUID LEVEL

Transmission fluid cools, lubricates, and transmits hydraulic power. Always
maintain proper fluid level. If fluid level is too low, the torque converter and
clutches do not receive an adequate supply of fluid and the transmission overheats.
If the level is too high, the fluid aerates—causing the transmission to shift
erratically and overheat. Fluid may be expelled through the breather or dipstick
tube when the fluid level is too high.

2–3. TRANSMISSION FLUID CHECK

a. Electronic Fluid Check Procedure. Fluid level can be electronically
displayed when the transmission contains the optional oil level sensor (OLS).
Fluid level can be displayed on the shift selector or Allison DOC™. However, no
oil level sensor diagnostics take place unless the OLS is “autodetected” by the

th

Allison 4

Generation control system. 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 the first 49 engine starts, the control system concludes that no
OLS is present. If an OLS is known to be present, but has not been detected, then
troubleshoot the OLS circuit. After the OLS circuit is repaired, reset “autodetect”
(refer to TS3989EN, Allison 4

th

Generation Controls Troubleshooting Manual for

detailed troubleshooting procedures).

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

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

↓ (Down) arrow buttons once.

— For a lever shift selector: Press the DISPLAY MODE button once.
— For the Allison DOC™ diagnostic tool: Refer to the Allison DOC™

User Guide.

• Fluid Level Display Criteria. As soon as fluid level information is
requested, the TCM checks to see if conditions are right to allow display.
Certain operating conditions must have been met for a period of two
minutes before fluid level is displayed. These operating conditions are:

— Engine at idle
— Sump fluid temperature at 60–104°C (140–220°F)
— Transmission output shaft stopped
— Transmission in N (Neutral)
— Oil level sensor functioning properly

19

NOTE: To optimize the accuracy of the electronic fluid level
measurement, be sure sump temperature is in the normal operating range
of 71–93°C (160–200°F).

If the two minute period has elapsed before the fluid level data request,
information is displayed immediately. However, if the two minute period has not
elapsed, there will be a countdown display before fluid level information displays.
The countdown display flashes constantly on the monitor digit. Countdown starts
at 8 and decreases sequentially to 1 during the two minute period. When fluid
level data is requested, and the two minute countdown is in process, the flashing
display shows the number corresponding to the countdown progress. For
example—if the fluid level data was requested in the middle of the two minute
countdown period, the display would flasha5ora4anddecreaseto1.

• Shift Selector Display. Fluid level information is displayed two characters at

a time as in Table 2–1:

Table 2–1. Fluid Level Shift Selector Display

Display Sequence Interpretation of Display

oL oK Fluid level is correct

oL Lo 01 Fluid level is 1 quart low

oL HI 01 Fluid level is 1 quart high

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

Table 2–2. Invalid For Display Codes

Display Sequence Interpretation of Display

oL–50 Engine rpm too low
oL–59 Engine rpm too high
oL–65 N (Neutral) not selected
oL–70 Sump fluid temperature too low
oL–79 Sump fluid temperature too high
oL–89 Output shaft rotation
oL–95 Sensor failure

20

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

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

• On Allison diagnostic tools, “Invalid for display” messages are shown in
the Oil (±) field of the Data Monitor.

Table 2–3. Invalid for Display Messages

DDR Message

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

• Exiting the Fluid Level Mode. Exit as follows:

— For a pushbutton shift selector, press the N (Neutral) pushbutton once.

— For a lever selector, press the MODE button once or move the lever.

— For Allison DOC™, follow directions in the Allison DOC™ User

Guide.

b. Manual Fluid Check Procedure.

WARNING: To help avoid personal injury or property damage caused

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

1. Put the transmission in N (Neutral).

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

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

Clean all dirt from around the end of the fluid fill tube before removing the
dipstick. Do not allow dirt or foreign matter to enter the transmission. Dirt or

21

foreign matter in the hydraulic system may cause undue wear of transmission
parts, make valves stick, and clog passages. Check the fluid level using the
following procedure and report any abnormal fluid levels to your service
management.

c. Cold Check Procedure. The purpose of the cold check is to determine if the
transmission has enough fluid to be operated safely until a hot check can be made.

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

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

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

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

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

5. Insert the dipstick into the tube until it stops and remove. Check the fluid
level reading. Repeat the check procedure to verify the reading.

6. If the fluid level is within the “COLD CHECK” band, the transmission may
be operated until the fluid is hot enough to perform a “HOT RUN” check.
If the fluid level is not within the “COLD CHECK” band, add or drain as
necessary to bring it to the middle of the “COLD CHECK” band.

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

d. Hot Check Procedure.

CAUTION: When performing the Hot Check procedure, the fluid must

be at operating temperature to be sure of an accurate check and help
prevent transmission damage. The fluid level rises as temperature
increases. During operation, an overfull transmission can become
overheated leading to transmission damage.

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

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

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

22

• If the 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 chock the wheels. Allow the engine to idle
(500–800 rpm).

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

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

5. Repeat the check procedure to verify the reading.

NOTE: Safe operating level is within the “HOT RUN” band on the
dipstick. The “HOT RUN” band is between the “HOT FULL” and the
“HOT ADD” bands. Refer to Figure 2–1.

6. If the fluid level is not within the “HOT RUN” band, add or drain as
necessary to bring the fluid level to within the “HOT RUN” band.

23

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

A

106.7 mm
(4.20 in.)

101.6 mm
(4.00 in.)

101.6 mm
(4.00 in.)

DIMENSION

B

76.2 mm
(3.00 in.)

73.7 mm
(2.90 in.)

63.5 mm
(2.50 in.)

DIMENSION

C

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.

V07301.00.01

F**

13.8 mm
(0.54 in.)

5.9 mm

(0.23 in.)

5.9 mm

(0.23 in.)

Figure 2–1. Standard 3000 and 4000 Product Family Dipstick Markings

24

e. Consistency of Readings. Always check the fluid level at least twice, with
the engine running. Consistency (repeatable readings) is important to maintaining
accuracy of the readings. If inconsistent readings persist, check the transmission
breather to be sure it is clean and unclogged. If readings are still inconsistent,
contact your nearest Allison distributor or dealer.

2–4. KEEPING FLUID CLEAN

Prevent foreign material from entering the transmission by using clean containers,
fillers, etc. Lay the dipstick in a clean place while filling the transmission.

CAUTION: Containers or fillers that have been used for antifreeze
solution or engine coolant must NEVER be used for transmission fluid.
Antifreeze and coolant solutions contain ethylene glycol which, if put
into the transmission, can cause the clutch plates to fail.

2–5. FLUID RECOMMENDATIONS

The hydraulic fluid (oil) used in the transmission directly affects transmission
performance, reliability, and durability. Only a fluid meeting TES 295 or

®

DEXRON

–III specifications recommended for use in 3000 and 4000

Product Family transmissions. TranSynd™ is a fully synthetic transmission fluid
developed by Allison Transmission and Castrol Ltd. and is fully qualified to the
Allison Transmission TES 295 specifications.

To make sure a fluid is qualified for use in Allison transmissions, check for fluid
license or approval numbers on the container, or consult the lubricant
manufacturer. Consult your Allison Transmission dealer or distributor before using
other fluid types.

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

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

25

Table 2–4. Transmission Fluid Operating Temperature Requirements

Ambient Temperature Below Which Preheat is

Required

Viscosity Grade Celsius Fahrenheit

TranSynd™/SAE 0W–20* –30 –22
DEXRON

®

–III –25 –13
SAE 10W –20 –4
SAE 15W–40 –15 5
SAE 30W 0 32
SAE 40W 10 50
*“Arctic” as defined by MIL-L-46167B (Ref. SIL 13-TR-90)

2–6. TRANSMISSION FLUID AND FILTER CHANGE INTERVALS

a. Frequency.

CAUTION: Transmission fluid and filter change frequency is

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

Table 2–5 and Table 2–7, Recommended Fluid/Filter Change Intervals, is a
general guide for fluid and filter change intervals.

NOTE: Mixture is defined as the quantity of oil remaining in the
transmission after a standard fluid change combined with the quantity of
TranSynd™ required to fill the transmission to the proper level. A
mixture of TranSynd™ or TES 295 equivalent vs non TranSynd™, other
than as defined in this paragraph does not meet the requirements that
permit the eligibility for the recommendations given in this schedule.

26

Lube/

Auxiliary

12 Months

(40 000 km)

1000 Hours

(120000 km)

36 Months

3000 Hours

Filters

Lube/

Filters

Overhaul 25,000 Miles

25,000 Miles

Fluid

25,000 Miles

Auxiliary Main Internal

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

Overhaul 12,000 Miles

12 Months

(40 000 km)

12 Months

(40 000 km)

6 Months

(20 000 km)

1000 Hours

1000 Hours

500 Hours

Overhaul 75,000 Miles

75,000 Miles

150,000 Miles

Schedule 2. TranSynd™/TES 295 Fluid

Overhaul 75,000 Miles

(120 000 km)

(240 000 km)

(120 000 km)

36 Months

3000 Hours

48 Months

4000 Hours

36 Months

3000 Hours

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

SEVERE VOCATION GENERAL VOCATION

Main Internal

12,000 Miles

Fluid

12,000 Miles

6 Months

(20 000 km)

6 Months

(20 000 km)

500 Hours

500 Hours

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

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

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

100 percent of the used fluid.

27

75,000 Miles

(120 000 km)

75,000 Miles

(120 000 km)

36 Months

3000 Hours

36 Months

3000 Hours

Lube/

Auxiliary

(40 000 km)

12 Months

1000 Hours

(120 000 km)

36 Months

3000 Hours

Lube/

Filters Filters

Auxiliary Fluid Main Internal

Overhaul 25,000 Miles

(40 000 km)

25,000 Miles

(40 000 km)

25,000 Miles

(20 000 km)

Overhaul 12,000 Miles

12 Months

1000 Hours

12 Months

1000 Hours

6 Months

500 Hours

Overhaul 75, 000 Miles

75,000 Miles

(120 000 km)

(240 000 km)

150,000 Miles

(120 000 km)

Overhaul 75,000 Miles

36 Months

3000 Hours

48 Months

4000 Hours

36 Months

3000 Hours

SEVERE VOCATION GENERAL VOCATION

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

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

Fluid Main Internal

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

(20 000 km)

12,000 Miles

(20 000 km)

12,000 Miles

6 Months

500 Hours

6 Months

500 Hours

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

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

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

series filters.

28

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

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

100 percent of the used fluid.

75,000 Miles

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

75,000 Miles

(120 000 km)

(120 000 km)

36 Months

3000 Hours

36 Months

3000 Hours

(cont’d)

Lube/

Auxiliary

Lube/

Auxiliary Fluid Main Internal

(80 000 km)

Overhaul 50,000 Miles

(80 000 km)

50,000 Miles

(240 000 km)

150,000 Miles

(80 000 km)

24 Months

2000 Hours

24 Months

2000 Hours

48 Months

4000 Hours

24 Months

2000 Hours

SEVERE VOCATION GENERAL VOCATION

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

Filters Filters

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

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

Fluid Main Internal

Overhaul 50,000 Miles

(80 000 km)

50,000 Miles

(80 000 km)

50,000 Miles

24 Months

2000 Hours

24 Months

2000 Hours

Severe Vocation: All Retarders, On/Off-Highway, Refuse, Transit, and Intercity Coach with duty cycle greater than one

stop per mile.

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

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

29

the published recommended fluid change intervals of Allison Transmission. Transmission protection and fluid change

intervals can be optimized by the use of fluid analysis. Filters must be changed at or before recommended mileage,

months, or elapsed hour intervals (whichever occurs first).

b. Abnormal Conditions. Transmission fluid must be changed whenever there is
evidence of dirt in the fluidorthefluid is discolored, which indicates a high
temperature condition. Fluid analysis will also reveal a high temperature condition.
Local conditions, severity of operation, or duty cycle may require more or less
frequent fluid or filter changes.

c. Fluid Analysis. Transmissions used in high cycle rate applications should use
fluid analysis to make sure fluid is changed as soon as needed. Transmission
protection and fluid change intervals can be optimized by monitoring fluid
oxidation according to the tests and limits shown in Table 2–7. Consult your local
telephone directory for fluid analysis firms. To make sure of consistent and
accurate fluid analysis, use only one fluid analysis firm. Refer to the Technician’s
Guide for Automatic Transmission Fluid, GN2055EN, for additional information.

Table 2–7. Fluid Oxidation Measurement Limits

Test Limit

Viscosity ±25 percent change from new fluid
Total Acid Number +3.0 change from new fluid
Solids 2 percent by volume maximum

2–7. TRANSMISSION FLUID CONTAMINATION

a. 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.

b. Water. Obvious water contamination of the transmission fluid or transmission
fluid in the heat exchanger water indicates a leak between the water and fluid

areas of the cooler. Inspect and pressure test the cooler to confirm the leak.
Replace leaking coolers.

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

c. Engine Coolant. Engine coolant in the transmission hydraulic system requires
immediate action to prevent malfunction and possible serious transmission
damage. Completely disassemble, inspect, and clean the transmission. Remove all
traces of the coolant and varnish deposits resulting from engine coolant
contamination (ethylene glycol).

Any trace of glycol or greater than 0.2 percent water contamination requires
complete disassembly and clean up of the transmission and replacement of seals,
gaskets, clutch plates, and bearings. Solenoid resistance should be measured and

30

checked against the specifications. Solenoids not within specification should be
replaced. Refer to Service Information Letter 18-TR-98, Rev A.

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

CAUTION: After flushing the cooler, be sure to check the external
cooler circuit restriction. If circuit pressure drop is above specification,
the cooler has excessive trapped particles and must be replaced.

2–8. TRANSMISSION FLUID AND FILTER CHANGE PROCEDURE

a. Drain Fluid.

NOTE: Do not drain the transmission if replacing only the

filters.

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

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

2. Remove the drain plug from the oil pan and allow the fluid to drain into a
suitable container.

3. Examine the fluid as described in Section 2–7, TRANSMISSION FLUID
CONTAMINATION, Paragraph a. Fluid Examination.

b. Replace Filters. Refer to Figure 2–2.

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

2. When reinstalling parts, lubricate and install new O-rings 4 and 5 on each
cover. Lubricate O-ring inside filter 6 and push filter onto each cover 2.
Install new gaskets 3 on each cover 2 and align bolt holes in gasket with
holes in cover.

31

4000 PRODUCT FAMILY 3000 PRODUCT FAMILY

FILTER
COVER

DRAIN

PLUG

LUBE

MAIN

6

5

4

3

2

1

LUBE

LUBE

MAIN

MAIN

DRAIN
PLUG

V03532.02.02

Figure 2–2. Location of Filters for Service

3. Install filter cover assemblies into the filter compartments. Align each
filter/cover assembly with the holes in the bottom of the control module.

Pushthecoverassembliesinbyhandtoseattheseals.

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

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

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

c. Refill Transmission. Refer to Table 2–8 for fluid refill quantities. The amount
of refill fluid is less than the amount used for the initial fill. Fluid remains in the
external circuits and transmission cavities after draining the transmission.

32

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

Table 2–8. Transmission Fluid Capacity

Initial Fill* Refill*

Transmission Sump Liters Quarts Liters Quarts

3000 Product Family

4000 Product Family

4inch27291819

2inch25261617
4 inch** 45 48 37 39
2 inch** 38 40 30 31

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

2–9. FLUID LEAK DIAGNOSIS

a. Finding the Leak.

1. Identify the fluid. Determine whether the fluid is engine oil, automatic
transmission fluid, or hydraulic fluid from a particular vehicle system.

2. Operate the vehicle to reach normal operating temperature and park the
vehicle. Inspect the vehicle to identify the source of the leak. Refer to the
following list for possible points of transmission fluid leaks and their
causes.

• Transmission mating surfaces:

— Attaching bolts not correctly aligned

— Improperly installed or damaged gasket

— Mating surface(s) damaged

• Housing leak:

— Fill tube or plug seal damaged or missing

— Fill tube bracket dislocated

— Oil cooler connector fittings loose or damaged

— Output shaft seals worn-out or damaged

— Pressure port plugs loose

— Porous casting

• Leak at converter end:

— Converter seal damaged

— Seal lip cut—check converter hub for damage

— Garter spring missing from seal

33

— Converter leak in weld area or O-ring seal

— Porous casting

• Fluid comes out of fill tube:

— Overfilled—incorrect dipstick

— Plugged vent

— Water or coolant in fluid—fluid appears milky

— Incorrect electronic fluid indication

— Drain-back holes plugged

3. Visually inspect the suspected area. Inspect all gasket mating surface for
leaks.

4. If the leak still cannot be identified, clean the suspected area with a
degreaser, steam, or spray solvent. Clean and dry the area. Operate the
vehicle for several miles at varying speeds. Inspect the vehicle for leaks. If
the leak source still cannot be identified, use the powder method, and/or
the black light and dye method as explained below.

b. Powder Method.

1. Clean the suspected area.

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

3. Operate the vehicle under normal operating conditions.

4. Visually inspect the suspected area and trace the leak path over the white
powder.

c. Black Light and Dye Method. A dye and black light kit for finding leaks is
available. Refer to the manufacturer’s directions when using the kit. Refer to the
kit directions for the color of the fluid/dye mix.

1. Pour the specified amount of dye into the transmission fill tube.

2. Operate the vehicle under normal operating conditions.

3. Direct the black light toward the area suspected of leaking. Dyed fluid will
appear as a brightly colored path leading to the leak.

d. Repairing the Leak. Once the leak has been traced back to its source,
inspect the leaking part for the following conditions, and repair the leaking part.

• Gaskets:

— Fluid level/pressure is too high

— Plugged vent or drain-back holes

— Improperly tightened fasteners or damaged threads

— Warped flanges or sealing surfaces

34

— Scratches, burrs, or other damage to sealing surfaces

— Damaged or worn-out gasket

— Cracked or porous casting

— Improper sealant used, where applicable

• Seals:

— Fluid level/pressure is too high

— Plugged vent or drain-back hole

— Damaged seal bore

— Damaged or worn-out seal

— Improper seal installation

— Cracks in component

— Output shaft surface scratched, nicked, or damaged

— Loose or worn-out bearing causing excess seal wear

• Sealing Flange:

— Inspect the sealing flange for bends; replace the sealing flange if bent.

2–10. BREATHER

a. Location and Purpose. The breather is located on top of the transmission
converter housing. The breather prevents air pressure buildup within the
transmission and its passage must be kept clean and open.

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

CAUTION: DO NOT SPRAY STEAM, WATER, OR CLEANING
SOLUTION DIRECTLY AT THE BREATHER. Spraying steam,

water, or cleaning solution at the breather can force water or cleaning
solution into the transmission and contaminate the transmission fluid.

c. Replacement. Always use a correctly sized wrench to remove or replace the
breather. Using pliers or a pipe wrench can crush or damage the breather stem and
produce metal particles which could enter the transmission. Tighten the breather to
12–16 N•m (9–12 lb ft).

35

2–11. TROUBLESHOOTING

a. CHECK TRANS Light.

NOTE: Strip pushbutton shift selectors cannot display or clear

diagnostic codes.

The CHECK TRANS light is usually located on the vehicle’s instrument panel.

When the light is “ON” and the shift selector display is flashing, shifts are being
inhibited by the TCM.

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

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

the transmission is locked.

• The transmission may continue to operate with inhibited shifts.

• The TCM will not respond to shift selector requests.

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

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

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

Whenever the CHECK TRANS light is illuminated, the TCM logs a diagnostic
code in memory. The diagnostic codes can be accessed through the shift display or
the Allison DOC™.

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

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

36

b. Diagnostic Codes.

Table 2–9. Diagnostic Codes Overview

Code

List

Position DTC Active* Historic **

d1 P0880 Y Y N Y

Check

Trans

Failure

Record

**

Description**

TCM Power Input
Signal

Pressure Control

d2 P2723 Y Y Y Y

Solenoid Stuck
Off

Engine Speed

d3 P0727 N Y N Y

Input Circuit No
Signal

TCM Vehicle

d4 P0610 N Y N Y

options (Trans ID)
Error

d5—— — — — —
* On Shift Selector, Y = Mode Indicator (LED) illuminated
** Accessible only by Allison DOC™.

Diagnostic codes are stored in memory. Up to five codes can be stored, with the
most recent code stored displayed first.

Diagnostic codes consist of the letter “P” or “U” followed by four numbers. The
letter “P” indicates a transmission internal problem while a “U” indicates a
problem in a vehicle system or the transmission to vehicle interface.

• The first two digits indicate the type of problem.

• Code List Position (shift selector only). 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).

• DTC. The diagnostic trouble code number referring to the general condition

or area of fault detected by the TCM. “Double click” on the numerical code
in the DTC column to link to the specific troubleshooting instructions for
the DTC.

• Active Indicator. Indicates when a diagnostic code is active. The MODE

indicator LED on the shift selector is illuminated or the diagnostic tool
displays Y when the DTC is active.

• Historic Indicator. Indicates when the DTC has met sufficient criteria to be

stored in the long term memory. “Sufficient criteria” may mean the DTC
occurred over a specific span of time or over multiple test cycles.

37

• Check Trans Indicator. Indicates when the TCM is requesting the
CHECK TRANS light as a result of the DTC.

• Failure Records Indicator. Indicates when Failure Records are present.
“Double click” on the Y in the Failure Records column to display failure
record information.

• Description. Provides a brief description of the DTC. “Double click” on the
DTCdescriptiontolinktothespecified troubleshooting instructions for the
DTC.

NOTE: Diagnostic codes are displayed two characters or digits at a
time. For example, code C1312 is displayed as d1, C, 13, 12. Code list
position = d1. First pair, “Blank” C. Second pair of characters = 13.
Third pair of characters = 12. Each character pair is displayed for about
one second.

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

c. Clearing Trouble Codes Using Shift Selector.

NOTE: Strip pushbutton shift selectors cannot display or clear

diagnostic codes.

During installation, “false” codes can be recorded in the TCM’s memory. Clear
these codes before road testing the vehicle. Use the shift selector to clear the
codes (Refer to Figure 2–3).

• Enter the diagnostic mode on pushbutton selectors by pressing the ↑ (Up)
and ↓ (Down) arrow simultaneously. Simultaneously press both buttons
twice if there is an oil level sensor present.

• With a lever selector, enter the diagnostic mode by momentarily pressing
the MODE button. Press twice if there is an oil level sensor present.

• To clear all active indicators, press and hold the MODE button
approximately 3 seconds until the mode indicator (LED) flashes.

• To remove all codes, press and hold the MODE button for approximately
10 seconds until the mode indicator (LED) flashes again.

38

d. Retrieving Troubleshooting Codes.

NOTE: Strip pushbutton shift selectors cannot display or clear

diagnostic codes.

After road testing the vehicle, check for diagnostic codes. Retrieve the codes by
using the shift selector refer to Figure 2–3.

NOTE: Diagnostic codes are displayed two characters or digits at a
time. For example, code C1312 is displayed as d1, C, 13, 12. Code list
position = d1. First pair, “Blank” C. Second pair of characters = 13.
Third pair of characters = 12. Each character pair is displayed for about
one second.

• Enter Diagnostic Mode.

• The display will list the code’s logged position (d1, d2, d3, etc.), then

follow with the code letter designator (C, P, or U), the first two numbers of
the code, and then the last two numbers of the code (this display sequence
repeats until the MODE button is pressed again).

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

memory.

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

position, the code in the d1 position is displayed.

NOTE: You can also use Allison DOC™ to clear and retrieve the
troubleshooting codes. Refer to the Allison DOC™ for PC–Service Tool
User Guide for specific instructions.

39

1
2
3

6

4
5

1

D
N
R

SIX-SPEED,

DIAGNOSTIC BUTTON

LEFT-HAND

LEVER SELECTOR

WITH REVERSE

IN REAR

HOLD OVERRIDE

BUTTON

MODE INDICATOR

(LED)

MODE BUTTON

MODE ID

DIGITAL DISPLAY

*

DISPLAY MODE

LEVER SELECTOR

R
N
D

6

5
4

1

3
2
1

SIX-SPEED,

RIGHT-HAND

WITH REVERSE

TO FRONT

HOLD OVERRIDE

BUTTON

MODE INDICATOR

(LED)

MODE BUTTON

MODE ID

DIGITAL DISPLAY

*

DISPLAY MODE

DIAGNOSTIC BUTTON

6
1

CONTOURED

BEZEL

MODE

DIGITAL DISPLAY

MODE ID

MODE

INDICATOR (LED)

*

6
1

Push simultaneously
to enter diagnostic
mode and fluid
level check

PUSHBUTTON SELECTORS

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.

Figure 2–3. Shift Selector

e. Troubleshooting When No Diagnostic Codes Are Present.

• Always start with the basics:

— Make sure the shift selector is in the appropriate range.

— Make sure the fluid level is correct.

— Make sure batteries are properly connected and charged.

— Make sure electrical connections are properly made.

— Inspect support equipment for proper installation and operation.

• If the troubleshooting charts refer you to an Electronic Control check, use

the diagnostic code troubleshooting information that best applies to the
situation.

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

necessary.

V07343.03.01

40

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

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

When intermittently occurring codes exist, check for the following items:

• Dirty, damaged, or corroded harness connectors and terminals

• Terminals not fully seated in connectors

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

bends, etc.)

• Improperly mounted electronic control components

• Poor connector seals (where applicable)

• Exposed harness wires

• EMI generating components and accessories

• Loose ground connections

To help locate intermittent problems it sometimes helps to place the appropriate
tester on the suspect component or circuit and simulate operating
conditions—wiggle, pull, bump, and bend while watching the tester.

g. Exiting Diagnostic Mode.

NOTE: Strip pushbutton shift selectors cannot display or clear

diagnostic codes.

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

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

automatically returns to normal operation.

• Using a pushbutton shift selector, simultaneously press the ↑ (Up) and
↓ (Down) arrow buttons.

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

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

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

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

41

2–12. TRANSMISSION STALL TEST

a. Purpose. Stall testing is performed to determine if a vehicle performance
complaint is due to an engine or transmission malfunction. Stall testing is a
troubleshooting procedure only—never perform a stall test as a general check or
during routine maintenance.

Transmission stall speed is the maximum engine rpm attainable when the engine
is at full throttle and the torque converter turbine is not moving, or “stalled.” After
a transmission stall test, compare the actual full throttle engine speed at torque
converter turbine stall with specifications established by the vehicle manufacturer.

NOTE: Engine speed data can be obtained from the engine
manufacturer or from the equipment dealer or distributor. Some engine
manufacturers provide a programmable parameter to limit engine speed
when the transmission output speed is 0 rpm, such as at a stop. This
parameter should be set to a higher value than the expected transmission
stall speed before performing the stall test.

b. Stall Testing Preparation. If a transmission stall test is to be performed,
make sure the following preparations have been made before conducting the
transmission stall test:

1. The manufacturer concurs with performing a full-throttle transmission stall

test.

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

set higher than the value expected at transmission stall speed.

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

performed.

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

when released.

5. Make sure the engine air induction system and exhaust system have no

restrictions.

6. Perform a cold check of the transmission fluid level and adjust as

necessary.

7. Connect Allison DOC™ to the vehicle diagnostic data connector or install

an accurate tachometer (do not rely on the vehicle tachometer).

8. Install a temperature gauge with the probe in the transmission converter-out

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

9. Install wheel chocks

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

11. The vehicles brakes are fully locked.

42

WARNING: To help avoid personal injury, such as burns, from hot
transmission fluid and/or to help avoid equipment damage, do not stall
the torque converter for more than ten seconds maximum and monitor
transmission fluid temperature. Immediately return the engine to idle if
converter out (to cooler) temperature exceeds 150°C (300°F). Operating
the transmission at high engine power at transmission stall or near stall
conditions causes a rapid rise in the transmission fluid temperature. The
fluid in the transmission torque converter is absorbing all of the engine
power and the vehicle cooling system cannot dissipate the excessive
heat load. Extended operation under high heat load conditions causes
transmission and cooling system damage, and can possibly fail hydraulic
lines causing leaking high temperature fluid.

WARNING: To help avoid personal injury and equipment damage
while conducting a transmission stall test, the vehicle must be positively
prevented from moving. Apply the parking brake, the service brake, and
chock the wheels securely. Warn personnel to keep clear of the vehicle
and its travel path.

c. Performing a Transmission Stall Test.

1. Start the engine. While in neutral let the transmission warm to normal

operating temperature:

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

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

2. Perform a hot check of the transmission fluid level and adjust as necessary.

3. Turn all engine accessories OFF.

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

th

selector to select 4

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

CAUTION: To help avoid transmission or driveline damage, full
throttle stall tests must not be performed in R (Reverse) range, all
models, or low ranges, 7-speed models.

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

6. Slowly increase engine rpm until engine speed stabilizes.

7. Record engine speed.

43

CAUTION: The transmission stall test procedure causes a rapid rise in
transmission fluid temperature that can damage the transmission. Never
maintain a stall condition once engine speed stabilizes or converter out
(to cooler) temperature exceeds 150°C (300°F). During a stall condition,
converter out temperature rises much faster than the internal (sump)
temperature. Never use sump fluid temperature to determine the length
of the stall condition. If the stall test is repeated, do not let the engine
overheat.

8. Record converter out (to cooler) temperature.

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

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

fluid.

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

12. Proceed to the Neutral Cool Down Check, Paragraph 2–12 item g.

d. Driving Transmission Stall Test.

NOTE: If the vehicle is equipped with a smoke controlled or an

emission controlled engine or engine control programming inhibiting
engine acceleration, the following stall test procedure can be used.

WARNING: To help avoid personal injury and/or equipment damage, a
driving transmission stall test must be performed by a trained driver and
a qualified technician.

e. Driving Transmission Stall Test Preparation. If a driving transmission stall
test is to be performed, make sure the following preparations have been made
before conducting the test.

1. The manufacturer concurs with performing a full-throttle transmission stall
test.

2. The engine programmable parameter for 0 rpm transmission output speed is
set higher than the value expected at transmission stall speed.

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

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

5. Inspect the engine air induction system and exhaust system to make sure
there are no restrictions.

44

6. Perform a cold check of the transmission fluid level and adjust as
necessary.

7. Connect Allison DOC™ to the vehicle diagnostic data connector.

8. Install an accurate tachometer (do not rely on the vehicle tachometer).

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

f. Performing A Driving Transmission Stall Test.

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

transmission fluid temperature that can damage the transmission. Never
maintain a stall condition once engine speed stabilizes or converter out
(to cooler) temperature exceeds 150°C (300°F). During a stall condition,
converter out temperature rises much faster than the internal (sump)
temperature. Never use sump fluid temperature to determine the length
of the stall condition. If the stall test is repeated, do not let the engine
overheat.

1. Start the engine. While in Neutral let the transmission warm to normal
operating temperature:

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

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

2. Perform a hot check of the transmission fluid level and adjust as necessary.

3. Turn all engine accessories OFF.

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

nd

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

or 3rdrange).
Never perform a driving stall test in Reverse or Low range (seven speed
models)

6. Operate the engine at 100 percent full throttle, maximum governed speed.

7. With the engine at maximum governed speed, begin gradually applying the
vehicle service breaks while maintaining 100 percent full throttle. When the
vehicle comes to a complete stop, record engine speed.

8. Record converter out (to cooler) temperature.

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

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

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

11. Proceed to the Neutral Cool Down Check paragraph 2–12 item g.

45

g. Neutral Cool-Down Check Procedure.

1. At the end of two minutes the converter out (to cooler) fluid temperature
should return to within normal operating temperature range.

2. If the transmission fluid does not cool within two minutes, the cause could
be a stuck torque converter stator or an issue with the transmission cooler,
lines or fittings.

h. Transmission Stall Test Results.

NOTE: Environmental conditions, such as ambient temperature,

altitude, engine accessory loss variations, etc., affect the power input to
the converter. Due to such conditions, stall speed can vary from
specification by 150 rpm and still be accepted as within published stall
speed.

• If engine speed with the transmission stalled is more than 150 rpm below

the stall speed specification an engine issue is indicated.

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

transmission issue is indicated.

• Conditions that can exist to cause stall speed to 150 rpm above specification

could be:

— Transmission fluid cavitation or aeration. Verify proper fluid level

using the oil level sensor, if equipped or dipstick.

— Slipping clutch.

— Torque converter malfunction.

— Sticking or damaged torque converter valve.

• A low stall speed (at least 33 percent lower than published stall speed)

could indicate an engine issue or a freewheeling stator in the torque
converter.

46

REMOVING

TRANSMISSION

3–1. DRAINING TRANSMISSION

Drain the transmission fluid before removing the transmission from the vehicle.

1. Remove the drain plug from the oil pan. Examine the drained fluid for
evidence of contamination (refer to Section 2–7, TRANSMISSION FLUID
CONTAMINATION, Paragraph a. Fluid Examination). Reinstall the drain
plug.

2. Remove the transmission fill tube if it interferes with transmission removal.
Plug the fill tube hole in the main housing to keep dirt from entering the
transmission.

NOTE: A significant amount of fluid may drain from the hydraulic lines
when they are disconnected from the transmission.

3. Disconnect all hydraulic lines from the transmission. Remove the lines
from the vehicle if they interfere with transmission removal. Plug all
openings to keep dirt from entering the hydraulic system.

4. If an integral cooler is used, drain coolant from cooler and disconnect
coolant hoses. Remove the hoses from the vehicle if they interfere with
transmission removal. Plug all openings to keep dirt from entering the
cooling system.

Section III

3–2. DISCONNECTING CONTROLS

1. Disconnect or completely remove controls. If controls are not removed
from the transmission, position them so that they do not interfere with
transmission removal.

2. Disconnect the external wiring harness at the feedthrough harness
connector. Loosen the bolt that retains the 20-way connector to the
transmission feedthrough connector. Refer to Figure 3–1 or Figure 3–2.
Prevent dirt or moisture from entering a disconnected connector. Position
the wiring harness so it does not interfere with transmission removal.

— For 3000 Product Family transmissions, disconnect the input (engine)

and output speed sensors.

47

FRONT COOLER
PORTS
(OPTIONAL)

OUTPUT SPEED
SENSOR

REAR COOLER
PORTS

FRONT

REAR (WITHOUT RETARDER)

TO
COOLER

FROM
COOLER

OUTPUT
SPEED
SENSOR

RETARDER
TEMPERATURE
SENSOR

RETARDER
CONNECTOR

FEEDTHROUGH

HARNESS

CONNECTOR

TURBINE SPEED

REMOTE COOLER
MANIFOLD

SENSOR

ENGINE SPEED SENSOR

RIGHT SIDE

PTO CONTROLS
(AND LINES
IF NECESSARY)

V07315.01.00

ACCUMULATOR LINE

TACHOGRAPH

REAR COOLER

PORTS

REAR (WITH RETARDER)

Figure 3–1. 4000 Product Family Disconnect Locations

— For 4000 Product Family transmissions, disconnect the input (engine),

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

NOTE: There may be residual transmission fluidinthe
retarder-accumulator hydraulic line.

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

— Disconnect the wiring harness from the retarder temperature thermistor,

the output speed sensor, and the retarder valve body connector. If used,
disconnect the tachograph cable from the port on the rear of the
retarder housing (refer to Figure 3–2).

4. If a PTO(s) is used, disconnect the PTO(s) wiring harness.

48

TACHOGRAPH

BREATHER

ASSEMBLY PADS

ENGINE
SPEED
SENSOR

TO COOLER

NOTE: Inch Series Threads

FROM COOLER

NOTE: Inch Series Threads

SPEED SENSOR

NAMEPLATE

FEEDTHROUGH HARNESS
CONNECTOR

TEMPERATURE SENSOR

V07359.01.00

Figure 3–2. 3000 Product Family Disconnect Locations

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

1. Disconnect the vehicle drive shaft from the transmission output flange or
yoke. Position the disconnected shaft to avoid interference when removing
the transmission.

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

a. PTO hydraulic hoses

b. PTO-powered equipment drive shaft

3. If transmission mountings support the rear of the engine, place a jack or
other support under the engine.

4. Securely support the transmission with a hoist, jack, or other suitable
removal equipment.

5. Remove all bolts, nuts, washers, spacers, and supports that attach the
transmission to the vehicle and the engine.

49

3–4. REMOVING THE TRANSMISSION

1. Move the transmission away from the engine, approximately
110 mm (4.35 inches), until it is completely clear of the engine. If used,
remove the adapter ring and/or gasket.

2. Raise or lower the transmission as necessary to remove it from the vehicle.

3–5. REMOVING OUTPUT FLANGE OR YOKE

If replacing the transmission, you may need to transfer the output flange or yoke
to the replacement transmission. Remove the output flange or yoke by removing
the M14 x 2.0 x 70 bolt, retainer plug, and O-ring.

50

TRANSMISSION

PREPARATION

4–1. CHECKING INPUT COMPONENTS

a. Bolt Holes. Check all bolt holes on the front of the transmission and rear of
the engine that are used in connecting the transmission to the engine. The threads
must be undamaged and the holes free of chips or foreign material.

b. Pilot Boss. Check the pilot boss (at the center of the flywheel) for damage or
raised metal that prevents free entry into the crankshaft hub (or adapter).

c. Starter Ring Gear. Check the starter ring gear for excessive wear or damage.

d. Transmission Mounting Flange. Check the transmission mounting flange for

raised metal, dirt, or if used, pieces of gasket material.

e. Transmission-to-Engine Mounting Flange. Inspect the transmission-to­engine mounting flange for raised metal, burrs, or pieces of gasket material (if
used). Remove any of these defects. Inspect the threaded holes for damaged
threads.

4–2. INSTALLING OUTPUT FLANGE OR YOKE

Section IV

a. Output Oil Seal. Check the output oil seal for leaks or damage. Refer to the
latest edition of the approved Service Manual for replacement instructions. If not
replacing the oil seal, lubricate it with high-temperature grease or transmission
fluid.

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

b. Check Flange or Yoke. Check the flange or yoke for damage or wear. The
oil seal contact surface must be smooth and regular to prevent oil leaking past the
seal. Rotate the flange or yoke after installation to check for binding.

51

c. Install Output Flange or Yoke.

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

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

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

4–3. INSTALLING PTO

Access to the PTO mounting pads and the space available to maneuver the
transmission determine whether the PTO should be installed before or after the
transmission is installed.

CAUTION: DO NOT use cork or other soft gaskets to install the PTO.
Use only the shims/gaskets listed in the appropriate parts catalogs. Refer
to Table 8–1 for the latest publication number.

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

a. Install Guide Pins. Guide pins are included in the PTO manufacturers
installation kit. Determine the required position of the guide pins in relation to the
mounted position of the PTO. The guide pins must align with the two blind holes
in the PTO pad. Install two headless guide pins into the converter-housing PTO
pad. Tighten the pins.

b. Install Gasket. Install the special gasket over the guide pins—ribbed surface
away from the transmission.

c. Mount the PTO. Mount the PTO on the guide pins, meshing the PTO driven
gear with the transmission PTO drive gear. Retain the PTO by installing a bolt in
the top bolt hole. Install the remaining bolts. Tighten all bolts to 51–61 N•m
(38–45 lb ft).

4–4. INSTALLING FILL TUBE AND SEAL

a. Location.

• 3000 Product Family—fill tube may be mounted on either the right or left

side. The unused fill tube provision must have a plug to fill the tube
opening.

• 4000 Product Family—fill tube is on the right side.

52

CAUTION: Install the fill tube bracket with the correct length bolt. A
bolt that is too long may cause cracks and leaks in the main housing.
Refer to the appropriate parts catalog for the correct bolt.

b. Installation. Install the fill tube seal into the main housing. Insert the fill tube
through the seal. Align the tube bracket with its bolt location. Install the fill tube
bolt and tighten to 24–29 N•m (18–21 lb ft).

• On 3000 Product Family transmissions, the unused hole is blocked using a

fill tube seal and a new plug. Install the fill tube seal into the unused fill
tube hole. Install the new plug so that the underside of the plug head
contacts the fill tube seal.

4–5. CHECKING PLUGS AND OPENINGS

Carefully check all sides and the bottom of the transmission for loose or missing
plugs.

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

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

c. Cleanliness. Check the openings into which the cooler lines connect for
deformities or obstructions. Check the transmission electrical connectors for
cleanliness. Clean electrical connectors with LPS cleaner only (refer to SIL
17-TR-94).

53

PREPARING VEHICLE

Section V

FOR TRANSMISSION

INSTALLATION

5–1. ENGINE, TRANSMISSION ADAPTATION REQUIREMENTS

You must make sure a new transmission installation can be adapted to the
vehicle’s engine. The measurements described in this section provide correct
transmission-to-engine adaptation. Refer to Figure 5–1 or Figure 5–2 and/or
AS67–020. Typical arrangement of adaptation components is shown in Figure 5–4.

a. Measuring Equipment. The following measuring equipment is required:

• 600 mm (24 inch) precision caliper

• 50–100 mm (2–4 inch) telescoping gauge

• 25–76 mm (1–3 inch) outside micrometer

• Dial indicator and mounting attachments—base, posts, and clamps

• 0–150 mm (0–6 inch) depth micrometer

b. Flywheel Housing Pilot Bore Diameter. The flywheel housing pilot bore
diameter must measure:

• 3000 Product Family—447.68–447.81 mm (17.625–17.630 inches)

• 4000 Product Family—511.18–511.30 mm (20.125–20.130 inches)

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

d. Flywheel Housing Face Squareness. The flywheel housing face cannot be
out-of-square more than 0.51 mm (0.020 inch) TIR.

e. Crankshaft Hub Pilot or Adapter Diameter. The crankshaft hub pilot or hub
adapter pilot diameter must measure between 50.94–50.99 mm
(2.006–2.008 inches).

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

g. Crankshaft Hub Pilot or Adapter Concentricity. The crankshaft hub pilot
or the hub adapter pilot concentricity cannot exceed 0.13 mm (0.005 inch) TIR.

54

lb ft)

12-WASHER

HARDENED STEEL

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

Torque to 49–58 N•m (36–43

55.0 mm (2.17 in.) TYPICAL

12.54 mm (0.494 in.)

ADAPTER

FLYWHEEL HOUSING

FLEXPLATE ADAPTER

FLYWHEEL HOUSING

STARTER RING GEAR

SAE STANDARD J617/2

MOUNTING FACE OF ENGINE

12-M8 x 1.25 x Various lengths

BOLT, FLEXPLATE-TO-FLEXPLATE

1.08 mm

0.043 in.)

±

±

)

lb ft

For M10 x 1.5-6H BOLT

Torque to 51–61 N•m (38–45

CONVERTER HOUSING

ACCESS HOLE

*

0.13 mm (0.005 in.) MAXIMUM TOTAL INDICATOR

READING ON FLEXPLATE ADAPTER

4-FLEXPLATE

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

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

the engine (measure at location marked ).

See VIEW A for converter position.

*

)

ACCESS HOLE

lb ft

10-BOLT

or 6-M10 x 1.5 x Various lengths

Torque to 24–29 N•m (17–21 lb ft)

Torque to 51–61 N•m (38–45 lb ft)

VENT HOLES

M8 x 1.25 x 25.0 mm (0.98 in.)

Torque to 24–29 N•m (18–21

0.13 mm (0.005 in.)

MAXIMUM TOTAL

INDICATOR READING

ON CRANKSHAFT

HUB ADAPTER

DIA 50.94 mm–50.99 mm

(2.006 in.–2.008 in.) BORE

WEARPLATE

CRANKSHAFT BOLT (Consult engine

manufacturer for torque requirements.)

4.40 mm (0.173 in.) MIN

76.28 mm (3.003 in.) MIN

1.60 mm (0.063 in.) MIN PILOT

CRANKSHAFT HUB ADAPTER

97.61 mm (3.843 in.) MIN

0.13 mm (0.005 in.) MAXIMUM TOTAL

INDICATOR READING ON

R 145.0 mm (5.71 in.) MIN

V03536

0.13 mm (0.005 in.) MAXIMUM

TOTAL INDICATOR READING

ON CRANKSHAFT HUB ADAPTER

B

VIEW

CRANKSHAFT

ENGINE ADAPTATION REQUIREMENTS

ENGINE CRANKSHAFT CENTERLINE

Design shall result in the

flexplate outside diameter

being deflected 0.38 mm

(0.0151 in.) away from engine.

See VIEW B for flexplate

adapter design position.

32.63 mm (1.285 in.)

57.13 mm (2.249 in.)

58.15 mm (2.289 in.)

60.30 mm (2.374 in.)

60.31 mm (2.374 in.)

87.33 mm (3.438 in.)

92.16 mm (3.628 in.)

(1.993 in.

50.38 mm

49.36 mm (1.943 in.)

Figure 5–1. 3000 Product Family Engine Adaptation

55

VIEW A

TRANSMISSION CONVERTER SPACE CLAIM

*18-WASHER

**12-WASHER

21-BOLT MIN

IF M10 x 1.5-6H BOLTS ARE USED

Torque to 51–61 N•m (38–45 lb ft)

*18-BOLT 0.4375-14 UNC-2A

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

CONVERTER HOUSING

BOLT, FLEXPLATE-TO-FLEXPLATE ADAPTER

12-M8 x 1.25 x Various lengths

).
+

DIA 50.94 mm–50.99 mm

(2.006 in.–2.008 in.) BORE

Torque to 24–29 N•m (17–21 lb ft)

or 6-M10 x 1.5 x Various lengths

Torque to 51–61 N•m (38–45 lb ft)

0.13 mm (0.005 in.) MAXIMUM TOTAL INDICATOR

READING ON FLEXPLATE ADAPTER

See VIEW A for converter position.

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

outside diameter being deflected 0.38 mm (0.015 in.)

away from engine (measure at location marked

4-FLEXPLATE

WEARPLATE

CRANKSHAFT BOLTS (Consult engine manufacturer for

+

2.00 mm (0.079 in.) MIN

64.00 mm (2.520 in.) MIN

torque requirements.)

0.13 mm (0.005 in.) MAXIMUM

TOTAL INDICATOR READING

ON CRANKSHAFT HUB ADAPTER

B

91.56 mm (3.605 in.) MIN

4.00 mm (0.157 in.)

MIN PILOT

VIEW

V03537

12.50 mm (0.492 in.)

FLYWHEEL HOUSING

STARTER RING GEAR

FLYWHEEL HOUSING

MOUNTING FACE OF ENGINE

45.54 mm (1.793 in.)

Design shall result in

the flexplate outside

diameter being deflected

86.56 mm (3.408 in.)

81.74 mm (3.218 in.)

59.00 mm (2.323 in.)

55.45 mm (2.183 in.)

23.95 mm (0.943 in.)

28-BOLT

ACCESS HOLE

FLEXPLATE ADAPTER

Torque to 24–29 N•m (17–21 lb ft)

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

0.38 mm (0.015 in.) away

from engine. See VIEW B

for flexplate adapter

design position.

0.13 mm (0.005 in.) MAXIMUM

TOTAL INDICATOR READING

CRANKSHAFT HUB ADAPTER

ON CRANKSHAFT HUB ADAPTER

ENGINE CRANKSHAFT CENTERLINE

ENGINE ADAPTATION REQUIREMENTS

VIEW A

Torque to 73–88 N•m (54–65 lb ft).

*Minimum if transmission side mounting pads are not used to mount powerpack.

TRANSMISSION CONVERTER SPACE CLAIM

**Minimum if transmission side mounting pads are used to mount powerpack.

Figure 5–2. 4000 Product Family Engine Adaptation

56

V01717

Figure 5–3. Converter Axial Location Measurement

h. Flexplate Bolt Hole Flatness. Flexplate flatness in the area of the bolt holes
is not a measurement required for the 3000 and 4000 Product Family
transmissions.

i. Torque Converter Axial Location. Using a depth gauge, measure from the
face of the torque converter housing to the torque converter flexplate adapter
mounting face. The torque converter axial location should measure:

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

• 4000 Product Family—45.54 mm (1.793 inch)

5–2. CHECKING FLEXPLATE DRIVE ASSEMBLY

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

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

57

ENGINE

FLYWHEEL

HOUSING

CRANKSHAFT
HUB ADAPTER

BALL BEARING

SEALRING

WEAR PLATE

FLEXPLATE
ASSEMBLY

FLEXPLATE

ADAPTER

TRANSMISSION

V00533.03.00

Figure 5–4. Arrangement of Adaptation Components

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

c. Flexplate Assembly Installation. Install the flexplate onto the engine
crankshaft hub using the bolts and torque values specified for that engine. Refer to
Figure 5–1 or Figure 5–2 for the proper position of an installed flexplate.

5–3. CHASSIS AND DRIVELINE INSPECTION

Inspect the chassis and driveline components for the following conditions, and
correct them as appropriate:

• Transmission mounts—broken or worn-out

• Bolts and other hardwar—damaged, missing, or incorrect

• Isolators (rubber mounts)—damaged or missing

• Driveline angles—runout, or balance which does not conform to the

manufacturer’s recommendations

• Driveline yoke slip joints:

— freedom of movement

— damaged or worn-out

— correctly lubricated

— correctly indexed

58

• Driveline midship or hanger bearings—damaged or misaligned

• Universal joints:

— freedom of movement

— damaged or worn-out

— correctly lubricated

— correctly indexed

• Vehicle differential backlash—manufacturer’s specification

• Universal joint coupling—alignment and differential damage

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

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

• Auxiliary transmission:

— shaft alignment

— alignment of yoke or flange

— backlash

— fluid leaks

5–4. COOLER, FILTER, AND LINES

a. Inspection. Perform the following and correct any faulty conditions:

• Transmission fluid cooler and related coolant lines:

— Inspect for contamination—clean and flush as necessary

— Inspect for deterioration

— Inspect for faulty connectors or kinks

— Clean and flush transmission fluid cooler, both coolant and oil sides.

Pressure check both sides using a 276 kPa (40 psi) air supply.

• Hydraulic lines:

— Inspect for contamination—clean and flush as necessary

— Inspect for deterioration

— Inspect for faulty connectors or kinks

b. After Overhaul. A complete cleanup of the transmission system after an
overhaul cannot be assumed. Repeated cleaning and flushing may not remove all
debris from the transmission fluid cooler system. Replace the transmission “from
cooler” (lube) filter after 8000 km (5000 miles). Refill the transmission to the
correct fluid level (refer to Section 2–3, TRANSMISSION FLUID CHECK).

59

5–5. CHECKING CONTROLS

a. Inspection. Inspect the following and correct any faulty conditions:

• Shift selector:

— improper operation

— poor electrical connections

— improper harness routing

• Cab and chassis wiring harness:

— poor electrical connections

— frayed insulation

— wiring damage

• Throttle sensor components, if present:

— freedom of movement

— improper routing

— bellows damage

— improper or loose cable mounting

• PTO controls, if present:

— damage

— wear

— improper operation

— lubrication

— electrical harness connections and wiring damage

• Temperature gauge:

— capillary tube damage (if used)

— sensor damage

• Retarder Controls:

— damage

— wear

— poor electrical connections

— frayed insulation

— wiring damage

60

• Fluid pressure gauge tubing:

— damage

— kinks

— improper routing

b. Throttle Position Sensor (TPS) Adjustment—Using Diagnostic Tool. When
properly installed by the equipment manufacturer, the TPS should not require
adjustment. Confirm that the throttle sensor has been installed to manufacterers
specifications (refer to Figure 5–6) before adjusting the throttle position sensor.
The idle position should be approximately 8.9 mm or 0.97 volts or higher, and full
throttle position should be approximately 35.7 mm or 3.889 volts or lower. The
TPS is self-calibrating, meaning there is no optimum closed position or wide open
position. As long as the travel is within 8.5–35.7 mm range the TPS is set
properly. A total stroke of 15.2–22.9 mm must be maintained.

Watch the TPS movements as the controls move it through a full stroke. Be sure
the following conditions do not exist:

• Misalignment or obstruction to smooth movement through the full stroke.

• Idle and full throttle positions are not within an error zone (refer to

Figure 5–5).

Error codes occur if the idle position is less than 2.5 mm, or when the full throttle
position is more than 40.6 mm. When idle or wide open throttle positions are in
the error zones, the TCM will log a code. When a TPS code is logged, the TCM
assumes a default throttle setting which will negatively effect shift quality.

c. Hitch-Pin Throttle Position Sensor Installation.

• Install the throttle sensor body as follows:

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

2. Secure the sensor body using the mounting holes provided.

3. Install a heat shield if any part of the throttle sensor is near the exhaust
manifold, turbochargers, or any other heat source.

• Adjust the throttle sensor as follows:

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

2. Install the hitch pin cable end of the sensor to the engine fuel lever
with brackets so that at the idle position the cable end is 11–17 mm
(0.44–0.67 inch) from its fully retracted position, and at wide open
throttle the cable end is pulled 15.2–22.9 mm (0.60–0.90 inch) from the
idle position.

3. Check the stroke distance of the throttle sensor, from closed to wide
open. Stroke distance must be from 15.2–22.9 mm (0.60–0.90 inch).

61

0 Volt

ERROR

ZONE

0.278 Volts

0.972 Volts

Adjust so total stroke is within

8.9 mm – 35.7 mm band

0.97 volts – 3.889 volts

4.444 Volts

3.889 Volts

APPROX.

19 mm (0.75 in.) STROKE

5 Volts

ERROR

ZONE

FULLY

RETRACTED

(AT REST)

0 mm

2.5 mm
(0.1 in.)

8.9 mm

(0.35 in.)

CLOSED

THROTTLE

Total Stroke

CT–WOT

15.2 mm–22.9 mm
(0.60 in.–0.9 in.)

1.667–2.500 Volts

WIDE OPEN

THROTTLE

35.7 mm
(1.4 in.)

40.6 mm
(1.6 in.)

EXTENDED

45.7 mm
(1.8 in.)

V05746.00.02

Figure 5–5. Throttle Position Determination Diagram

4. Recheck for zero clearance at the fuel lever. Make sure that the

15.2–22.9 mm (0.60–0.90 inch) dimension has not changed.

5. Design throttle sensor linkage brackets and levers to nominal
dimensions so that the system stays within tolerance bands throughout
its operating life.

NOTE: The throttle position signal may be provided via communication
link on electronically controlled engines.

FULLY

62

BENDING LOAD

APPLIED

MOUNTING PROVISION:

1

Use M6 x 1.00 or

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

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

Mount to a solid frame member. Flatness of

FULLY EXTENDED

FORCE REQUIRED

26.7 N (6.0 LB) MAX

FULL THROTTLE

118.1 mm (4.65 in.)

Fuel lever attachment linkage or bracket must

allow fuel lever to return to closed throttle position

when sensor rod is maintained at full throttle position.

Attach the throttle sensor directly to the engine fuel

lever with no breakover or yield linkages between the

engine fuel lever shaft and the attachment point of the

⁄4-20 in. series bolts 3 places

chassis mounting surface must not exceed

55.0 mm (2.17 in.)
MIN REQUIRED

FOR CONNECTION

REMOVAL

30.2 mm (1.19 in.)

0.8 mm (0.03 in.).

47.5 mm (1.87 in.)

throttle sensor.

FULLY EXTENDED

Fuel control must not move

the throttle sensor beyond

the closed throttle position

FULLY
RETRACTED

CLOSED THROTTLE

FULL THROTTLE

SAME AS WITHOUT

WIRING HARNESS

at any time.

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

118.1 mm
(4.65 in.)

95.2 mm
(3.75 in.)

ENGINE FUEL LEVER

SLIP LINK

CLOSED THROTTLE

95.2 mm (3.75 in.)

93.45 mm (3.679 in.)

87.15 mm (3.431 in.)

HITCH PIN CLIP

183.1 mm (7.21 in.) MAX

UNACCEPTABLE INSTALLATION

°

MAX INSTALLED

10.0
OPERATING ANGLE
IN ALL DIRECTIONS

LOADING IN

TENSION ONLY

ACCEPTABLE INSTALLATION

Attachment must provide freedom
of motion to allow cable loading in

tension only (no bending loads).

R 152.0 mm (6.00 in.) MIN
ALLOWANCE RADIUS

MOUNTING

LENGTH

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

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

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

160.2 mm (6.31 in.) MIN

38.1 mm (1.50 in.)

FULLY RETRACTED

HITCH PIN CLIP

OPTIONAL THROTTLE SENSOR ASSEMBLY WITH SLIP LINK

V00430.06

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

63

INSTALLING

Section VI

TRANSMISSION INTO

VEHICLE

6–1. HANDLING

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

b. Control of Transmission Movements. Use a hoist or transmission jack that
allows precise control of transmission movements during installation.

6–2. MOUNTING TO ENGINE

Use the following procedure to mount the transmission to the engine: (Reference
Figure 5–4):

1. Align one of the flexplate’s bolt holes with the access opening in the
engine flywheel housing.

2. Lubricate the center pilot boss with molybdenum disulfide grease
(Molycote G, or equivalent).

3. Install a headless guide bolt into one of the flexplate bolt holes in the
flexplate adapter or torque converter mounting lug (refer to Figure 5–3).
Align the guide bolt with the flexplate hole at the access opening.

4. Push the transmission toward the engine while guiding the pilot boss on the
torque converter into the flexplate hub adapter and the guide bolt into the
hole on the flexplate.

5. Seat the transmission squarely against the engine flywheel housing—no
force is required. If interference is encountered, move the transmission
away from the engine and investigate the cause.

6. Align the bolt holes in the converter housing with those in the engine
flywheel housing.

7. Install all transmission-to-engine bolts finger tight.

CAUTION: The entire converter housing circumference must be flush
against the engine flywheel housing before tightening any bolts. DO
NOT use the bolts to seat the housing.

64

8. Tighten four bolts at equally-spaced intervals around the converter housing
bolt circle. Use the torque specified by the engine or vehicle manufacturer
— usually M10 x 1.5-6H bolts tightened to 51–61 N•m (38–45 lb ft) or

7

/16-14 bolts tightened to 73–88 N•m (54–65 lb ft) or3/8-16 bolts tightened

to 49–58 N•m (36–43 lb ft).

9. Remove the flexplate guide bolt through the engine flywheel housing access
opening. Replace it with a self-locking bolt. Tighten the bolt finger tight.

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

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

the flexplate adapter. After all bolts have been installed finger tight,
tighten M8 bolts to 24–29 N•m (18–21 lb ft) and M10 bolts to
51–61 N•m (38–45 lb ft).

11. Install the flywheel housing access cover, if used.

6–3. INSTALLING TRANSMISSION MOUNTING COMPONENTS

CAUTION: Use the type and grade of mounting bolts recommended by
the vehicle manufacturer.

1. Install all bolts, washers, spacer, isolators, or supports required to support
the transmission in the vehicle frame.

2. Tighten the bolts to the torque values recommended by the vehicle
manufacturer.

6–4. COUPLING TO DRIVELINE

1. Couple the driveline companion flange or universal joint yoke to the flange
or yoke on the transmission. Use the bolts and torque values recommended
by the vehicle manufacturer.

2. Check the universal joint angularity of all U-joints in the driveline.
Determine if they are within specification.

6–5. CONNECTING OUTPUT RETARDER ACCUMULATOR

The output retarder is connected to the vehicle air system by an air supply line
attached to the retarder control solenoid mounted on the end of the retarder
accumulator (refer to Figure 6–1).

65

RETARDER SYSTEM SCHEMATIC

VEHICLE

WIRING

HARNESS

IN-CAB

TRANSMISSION

CONTROLS

RETARDER

ACCUMULATOR

AND MOUNTING

BRACKETS

Tie down center

of hose if longer

than 0.9 m (3 ft).

RETARDER
SOLENOID
NORMALLY
CLOSED

AIR SUPPLY HOSE

VEHICLE
ACCESSORY
AIR TANK

PRESSURE PROTECTION
VALVE (85 PSIG
MAXIMUM CLOSING

PRESSURE)
Be sure there is an
orifice fitting on
4000/B 500
installations (and
is not present on
3000/B 400/B 300
installations).

Figure 6–1. Output Retarder Accumulator Installation

NOTE: Make sure a pressure protection valve is correctly installed
between the vehicle brake air system and the accumulator control
solenoid.

V07302.00.01

1. Connect the air supply hose fitting to the retarder air control solenoid.
Tighten the fitting to 16–22 N•m (12–16 lb ft).

2. Connect the hydraulic hose between the retarder and the accumulator.
Tighten hose fittings to 68–81 N•m (50–60 lb ft).

6–6. CONNECTING POWER TAKEOFF CONTROLS

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

1. Check the PTO harness routing for kinks and sharp bends. Avoid routing
the cable close to exhaust pipes or manifold. The PTO harness must not rub
or interfere with adjacent parts.

2. Connect controls to the PTO.

3. Check for proper PTO control operation.

66

CAUTION: PTO units using transmission main pressure to engage the
PTO gear must have a positive main pressure shut-off at the solenoid
valve when the PTO is not engaged. Failure to provide this feature may
cause inadvertent clutch apply and PTO damage.

4. Couple the PTO output to its driven equipment. Check couplings or
universal joints for correct assembly and alignment. If the driven
component is not a direct mount arrangement, check the PTO drivelines for
angularity, phasing, and offsets.

6–7. CONNECTING PARKING BRAKE CONTROL

1. Connect and properly adjust the parking brake.

2. If present, adjust the brake shoe-to-drum clearance as specified by the
manufacturer.

This does not apply to 4000 Product Family transmissions.

6–8. CONNECTING COOLER

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

6–9. CONNECTING ELECTRICAL COMPONENTS

NOTE: Allison Transmission electronic control systems are designed
and manufactured to comply with all FCC and other guidelines
regarding radio frequency interference/electromagnetic interference
(RFI/EMI) for transportation electronics. Manufacturers, assemblers, and
installers of radio-telephone or other two-way communication radios
have the sole responsibility to correctly install and integrate those
devices into Allison Transmission-equipped vehicles to customer
satisfaction. For further information, refer to TS3989EN, the Allison 4
Generation Controls Troubleshooting Manual.

• Remove the cover from the transmission feedthrough connector and

carefully connect the transmission external wiring harness to the 20-way
transmission feedthrough connector. Keep dirt and debris out of the
connector. Tighten the connector bolt to 2.0–3.2 N•m (18–28 lb inch). DO
NOT OVER TORQUE.

• Connect the external wiring harness.

— For the 4000 Product Family, connect engine, turbine, and output

speed sensors, retarder control connector (if retarder is present), and
the retarder temperature sensor.

67

th

TO

COOLER

TORQUE 54–68 N•m (40–50 lb ft)

COOLER
RETURN

TO

COOLER

TORQUE 54–68 N•m (40–50 lb ft)

REAR VIEW REAR VIEW

COOLER
RETURN

COOLER
RETURN

TO
COOLER

COOLER

RETURN

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

FRONT VIEW FRONT VIEW

TO

COOLER

COOLER
RETURN

TO

COOLER

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

REAR VIEWREAR VIEW

NOTE: All torque values apply to cooler fittings

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

68

TO
COOLER

COOLER
RETURN

V07293.01.00

— For the 3000 Product Family, connect the retarder temperature

thermistor, the output speed sensor, and the retarder valve body
connector. Also the tachograph cable, if used, to the port on the rear of
the retarder housing.

• If used, connect the PTO(s) connector(s). The PTO connector is NOT part

of the Allison Transmission external wiring harness.

• Make sure the speed sensors, the PTO connector, and other connections are

securely seated and latched by pulling on the connector—NOT THE
WIRES.

• The transmission has a sump fluid temperature sensor on the internal wiring

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

• A temperature gauge may be installed in the “To Cooler” line. No

temperature gauge installations are available on integral cooler installations.
If equipped for them, install a temperature probe—capillary tube and bulb
or thermocouple.

• If equipped with a capillary tube and bulb:

— Tightened the adapter tight enough to prevent leakage.

— Install the bulb into the adapter and tighten the nut.

— Check the capillary tube for interference with other parts that might

chafe or damage the tube.

• If equipped with a thermocouple:

— Long tubes may require support clips or brackets.

— Install the thermocouple and connect the leads.

• Install and connect other electrical components such as heaters.

— If equipped, install the pressure gauge tube or line.

— Check that all unused hydraulic openings are plugged.

6–10. CONNECTING SPEEDOMETER DRIVE

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

6–11. FILLING HYDRAULIC SYSTEM

1. Select a transmission fluid—refer to Section 2–5, FLUID
RECOMMENDATIONS.

2. Fill the transmission with the required amount of fluid—refer to Table 2–8.

69

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

6–12. INSTALLATION CHECKLIST

Complete the Installation Checklist. Refer to Section 7.

70

CHECKS AND

ADJUSTMENTS

7–1. INSTALLATION CHECKLIST

Use this checklist after transmission installation. As items are checked, mark them
off this list.

• Torque Values:

— All control module bolts—51–61 N•m (38–45 lb ft)

— Speed sensor bolts—24–29 N•m (18–21 lb ft)

— Flexplate-to-crankshaft hub bolts—consult engine manufacturer

specifications

— Flexplate-to-flexplate adapter bolts—51–61 N•m (38–45 lb ft)

— Fluid drain plug—25–32 N•m (18–24 lb ft)

— Fluid fill tube bracket—24–29 N•m (18–21 lb ft)

— Control module pressure taps—10–13 N•m (7–10 lb ft)

— Cooler fittings:

#12, 34–47 N•m (25–35 lb ft)

#16, 54–68 N•m (40–50 lb ft)

#20, 68–81 N•m (50–60 lb ft)

— Cooler port cover bolts—51–61 N•m (38–45 lb ft)

— Flexplate adapter-to-converter cover bolts—24–29 N•m (18–21 lb ft)

— Output flange bolt—70–80 N•m (52–59 lb ft)

— PTO cover bolts—51–61 N•m (38–45 lb ft)

— PTO mounting bolts—51–61 N•m (38–45 lb ft)

— Breather—12–16 N•m (9–12 lb ft)

— PTO pressure hose to transmission—10–13 N•m (7–10 lb ft)

— 20-Way transmission feedthrough connector bolt—2.0–3.2 N•m

(18–28 lb inch)

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

Section VII

71

— TPS to transmission bracket M6

1

/4-20 bolts—12–15 N•m (108–132 lb inch)

bolts—10–13 N•m (84–120 lb inch)

• Cooler Fluid Lines and Air Hose for:

— No leaks

— Connection tightnes

— Correct routing

• Throttle sensor for:

— Proper adjustment

— Correct routing of cable and harness

• Driveline for:

— Proper indexing of universal joints

— Proper drive shaft angles

— Driveline backlash

— Lubricated universals and slip-joints

• Hydraulic System for:

®

— Recommended fluid—TranSynd™ or DEXRON

-III

— Correct fluid level in transmission

— Dipstick correctly calibrated—Refer to Figure 2–1

— Fill tube tight

— Fill tube cap tight

— Breather clean and free of restrictions

—Nofluid leaks during operation

• Instruments and Electrical Equipment for:

— Proper wiring and electrical connections

— Instruments, gauges, and lights work correctly

— Shift Selector display is on and CHECK TRANS light is off

— Fluid temperature gauge

• Power Takeoff (if installed) for:

— Controls connected and operative

— Correctly coupled to driven equipment

— Lubrication line correctly installed and routed—if used

72

7–2. ROAD TEST AND VEHICLE OPERATION CHECKLIST

a. Driveability.

NOTE: Refer to the latest edition of the 3000 and 4000 Product Family

Operator’s Handbooks or Owner’s Manuals for operating instructions.
Refer to Section 8–2, SERVICE LITERATURE for the latest publication
number.

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

1. Check fluid—fill the transmission with the appropriate fluid.

2. Start the vehicle—check for proper system response during start-up.

a. Turn on the vehicle’s master/ignition switch.

b. The CHECK TRANS light should come on.

c. Start the engine.

d. The CHECK TRANS light should go off.

e. “N” should appear in the shift selector display.

3. Clear Trouble Codes—during installation, it is common for “false” codes to
be stored in the electronic control’s TCM. These codes must be cleared
prior to road testing the vehicle.

4. Road Test the Vehicle—allow the electronic control time to “converge”
shifts.

5. Check for Proper Operation—check all components for proper mounting
and operation, and check for transmission fluid leaks at gasket surfaces,
lines, and hoses.

6. Recheck for Trouble Codes—use the Allison DOC™ or the shift selector to
determine if codes were set during the road test. Refer to Section 2–11
Troubleshooting.

7. Troubleshoot—if codes exist after the road test, problems must be found
and corrected (refer to TS3989EN, Allison 4

th

Generations Controls

Troubleshooting Manual).

b. Service and Maintenance. Refer to the current issue of the 3000 and 4000
Product Family Service Manuals for detailed transmission service and maintenance
instructions. Refer to the latest issue of the Allison 4

th

Generation Controls
Troubleshooting Manual for detailed electronic control system troubleshooting.
Refer to Table 8–1 for the latest publication number.

73

c. Road Test Checklist. Complete the following checklist.

• Neutral Start Circuit:

— Starts only in N (Neutral)

• Instruments:

— CHECK TRANS light and shift selector display

— Transmission fluid pressure gauge—if used

— Speedometer

— Temperature gauge—if used

— Reverse warning system—if used

• Transmission Fluid:

— Fluid level meets specifications—cold, neutral, level

— No leaks

• No-Load Governed Engine Speed:

— No-load governed speed of engine

— Adjust governor as necessary—refer to the manufacturer’s

specifications for the engine-transmission being tested

• Output Retarder:

— Operation of the output retarder, if installed, while descending a grade

or slowing on a level road

• PTO—if installed:

— PTO operation—Refer to the appropriate Operator’s Manual. Refer to

Table 8–1 for the latest publication number.

• Shift Sequence:

— Transmission upshifts and downshifts smoothly through all ranges

• Other Checks:

— Stall test

— Shift quality

• Comments:

___________________________________________

___________________________________________

___________________________________________

___________________________________________

74

CUSTOMER SERVICE Section VIII

8–1. OWNER ASSISTANCE

There are distributors and dealers around the world ready to stand behind every
Allison Transmission product. Any situation that arises in connection with the
sale, operation, or service of your transmission will be handled by the distributor
or dealer in your area.

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

8–2. SERVICE LITERATURE

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

SGI Inc.
Attn: Allison Literature Fulfillment Desk

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

75

Table 8–1. Available Service Literature

Transmission Model

Automatic Transmission Fluid Technician’s

3000 Product

Family

GN2055EN GN2055EN

4000 Product

Family

Guide
Allison DOC™ For PC–Service Tool User

GN3433EN GN3433EN

Guide
Operator’s Manual* OM3656EN OM3656EN
Operator’s Manual (Emergency Vehicle

OM3749EN OM3749EN

Series)*
Operator’s Manual (Highway Series)* OM3750EN OM3750EN
Operator’s Manual (Pupil Transport/Shuttle

OM3751EN OM3751EN

Series)*
Operator’s Manual (Rugged Duty Series)* OM3752EN OM3752EN
Operator’s Manual (Specialty Series)* OM3753EN OM3753EN
Operator’s Manual (Motorhome Series)* OM3349EN OM3349EN
Parts Catalog* PC2150EN PC2456EN
Parts Catalog CD-ROM CD2150EN CD2456EN
Principles of Operation PO4016EN PO4016EN
Service Manual SM4013EN SM4014EN
Electronic Troubleshooting Manual TS3989EN TS3989EN
Worldwide Sales and Service Directory* SA2229EN SA2229EN
*Also Available On The Internet At www.allisontransmission.com

76

MT4015EN 200509 Printed in USA 200509www.allisontransmission.com