ATD 5376 Op Manual
5/15/00 11:28 AM
Page 1
OWNER’S
MANUAL
ALLISON
3000 MH
4000 MH
OM3349EN
Owner’s
Manual
Allison On-Highway
3000 MH, 4000 MH
Series Transmissions
(WTEC III Controls)
3000 MH, MHR, MHP, MHPR
4000 MH, MHR, MHP, MHPR
Division of General Motors Corporation
P.O. Box 894 Indianapolis, Indiana 46206-0894
Printed in U.S.A.
i
MARCH 2000
Copyright © 2000 General Motors Corp.
WARNINGS, CAUTIONS, AND NOTES
IT IS YOUR RESPONSIBILITY to be completely familiar with the warnings and
cautions described in this handbook. It is, however, important to understand that these
warnings and cautions are not exhaustive. Allison Transmission could not possibly
know, evaluate, and advise the service trade of all conceivable ways in which service
might be done or of the possible hazardous consequences of each way. The vehicle
manufacturer is responsible for providing information related to the operation of
vehicle systems (including appropriate warnings, cautions, and notes). Consequently,
Allison Transmission has not undertaken any such broad evaluation. Accordingly,
ANYONE WHO USES A SERVICE PROCEDURE OR TOOL WHICH IS NOT
RECOMMENDED BY ALLISON TRANSMISSION OR THE VEHICLE
MANUFACTURER MUST first be thoroughly satisfied that neither personal safety
nor equipment safety will be jeopardized by the service methods selected.
Proper service and repair is important to the safe, reliable operation of the equipment.
The service procedures recommended by Allison Transmission (or the vehicle
manufacturer) and described in this handbook are effective methods for performing
service operations. Some of these service operations require the use of tools specially
designed for the purpose. The special tools should be used when and as recommended.
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.
TRADEMARK INFORMATION
TRANSYNDTM is a trademark of Castrol Ltd.
DEXRON® is a registered trademark of General Motors Corporation.
Pro-Link® is a registered trademark of Micro Processor Systems, Inc.
ii
TABLE OF CONTENTS
Page
Warnings, Cautions, and Notes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ii
INTRODUCTION
Keeping That Allison Advantage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A Brief Description Of The Allison 3000 MH, 4000 MH Series Transmissions
WTEC III Electronic Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Torque Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Planetary Gears And Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cooler Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Retarder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1
4
4
5
8
8
8
SHIFT SELECTORS
Description of Available Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lever Shift Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pushbutton Shift Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Range Selection — Pushbutton And Lever Shift
Selectors With Digital Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9
9
10
11
12
DRIVING TIPS
CHECK TRANS Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Diagnostic Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accelerator Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Downshift And Direction Change Inhibitor Feature . . . . . . . . . . . . . . . . . . . .
Using The Engine To Slow The Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using The Hydraulic Retarder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Range Preselection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Adapting Shifts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cold Weather Starts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Driving On Snow Or Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rocking Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
High Fluid Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Towing Or Pushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turning Off The Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
iii
16
17
17
17
18
19
21
21
23
24
24
25
26
26
26
Page
POWER TAKEOFF OPERATION
Engine-Driven Power Takeoff (PTO). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
27
CARE AND MAINTENANCE
Periodic Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Prevent Major Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Importance Of Proper Fluid Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fluid Level Check Using The Pushbutton Or Lever Shift Selector . . . . . . . . .
Manual Fluid Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cold Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hot Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Recommended Automatic Transmission Fluid And Viscosity Grade . . . . . . .
Keeping Fluid Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fluid And Internal Filter Change Interval Recommendations . . . . . . . . . . . . .
Transmission Fluid Contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Transmission Fluid and Filter Change Procedure . . . . . . . . . . . . . . . . . . . . . .
28
28
28
29
31
31
32
32
34
34
37
38
DIAGNOSIS
Diagnostic Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Diagnostic Code Display Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Diagnostic Code Listings and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . .
41
42
44
ABBREVIATIONS AND DEFINITIONS
Abbreviations and Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
51
CUSTOMER SERVICE
Owner Assistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Service Literature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Allison Transmission Distributors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Allison Transmission Regional Offices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
iv
53
55
56
59
INTRODUCTION
M H
S E R I E S
KEEPING THAT ALLISON ADVANTAGE
STOP
R
YIELD
R
SPEED
ZONE
HILL
V01724
Allison MH Series transmissions provide many advantages for the driver who must
“stop and go” or change speeds frequently. Driving is easier, safer, and more
efficient.
The MH Series transmissions are rugged and designed to provide long, troublefree service. This handbook will help you gain maximum benefits from your
ALLISON-equipped vehicle.
1
BREATHER
ASSEMBLY PADS
INPUT
SPEED
SENSOR
OUTPUT
SPEED
SENSOR
FEEDTHROUGH HARNESS
CONNECTOR
COOLER PORTS
NAMEPLATE
MAIN-PRESSURE TAP
NOTE: Inch Series Threads
NOTE: Inch Series Threads
BREATHER
TORQUE CONVERTER
WITH LOCKUP CLUTCH
AND TORSIONAL DAMPER
FEEDTHROUGH HARNESS
CONNECTOR
ASSEMBLY PADS
(BOTH SIDES)
FILL TUBE AND DIPSTICK
(Available on both sides)
MAIN-PRESSURE TAP
NOTE: Inch Series Threads
V06341
Typical 3000 MH Series Transmission
2
BREATHER
FEEDTHROUGH
HARNESS
CONNECTOR
MOUNTING
PAD
INPUT SPEED
SENSOR
TURBINE SPEED
SENSOR
OUTPUT SPEED
SENSOR
FILL TUBE AND DIPSTICK
NAMEPLATE
COOLER PORTS
BREATHER
MOUNTING PAD
(BOTH SIDES)
FEEDTHROUGH
HARNESS
CONNECTOR
COOLER PORTS
MAIN-PRESSURE TAP
V06342
Typical 4000 MH Series Transmission
3
A BRIEF DESCRIPTION OF THE ALLISON
3000 MH, 4000 MH SERIES TRANSMISSIONS
Included in the Allison On-Highway Transmission family are the 3000 MH and
4000 MH Series transmissions. The transmissions described in this handbook include
the WTEC III control system, a torque converter with lockup and torsion damper, and
three planetary gear sets. These transmissions may also contain an integral retarder (the
R in the model name) or power takeoff (PTO, the P in the model name).
WTEC III ELECTRONIC CONTROL SYSTEM
The WTEC III control system is standard on all 3000 MH and 4000 MH Series. The
system consists of five major components connected by customer-furnished wiring
harnesses — Electronic Control Unit (ECU), engine throttle position sensor (or
direct electronic communication), three speed sensors, remote shift selector, and
control module (which contains solenoid valves and a pressure switch). The throttle
position sensor (or engine-to-transmission communication link), speed sensors,
pressure switch, and shift selector transmit information to the ECU. The ECU
processes this information and then sends signals to actuate specific solenoids
located on the control module in the transmission. These solenoids control both
oncoming and offgoing clutch pressures to provide closed-loop shift control by
matching rpm during a shift to a previously established desired profile that is
programmed into the ECU.
A feature of WTEC III controls is “autodetect.” Autodetect is active within the first
several engine starts, depending upon the component or sensor being detected.
These engine start cycles begin from when the transmission is installed during
vehicle manufacture. Autodetect searches for the presence of the following
transmission components or data inputs:
Retarder
Present, Not Present
Oil Level Sensor (OLS)
Present, Not Present
Throttle
Analog, J 1587, J 1939
Engine Coolant Temperature
Analog, J 1939, J 1587
Seek help from your nearest Allison Transmission service outlet when any of the
above items are present, but are not responding properly.
4
Another feature of the 3000 MH and 4000 MH Series transmission is its ability to
adapt or “learn” as it operates. Each shift is measured electronically, stored and used
by the ECU to adapt or “learn” the optimum conditions for future shifts.
NOTE: If the shift quality of low mileage vehicles, or vehicles with
new or recalibrated ECUs is unacceptable, follow the procedure
explained in the ADAPTING SHIFTS section.
NOTE: Allison WTEC III 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
3000 MH and 4000 MH Series transmission-equipped vehicles to
customer satisfaction.
The ECU is programmed to provide the most suitable operating
characteristics for a specific application. This handbook does not
attempt to describe all of the possible combinations. The information
contained herein describes only the operating characteristics most
frequently requested by the vehicle manufacturer.
TORQUE CONVERTER
The torque converter consists of three elements — pump, turbine, and stator. The
pump is the input element and is driven directly by the engine. The turbine is the
output element and is hydraulically driven by the pump. The stator is the reaction
(torque multiplying) element. When the pump turns faster than the turbine, the
torque converter is multiplying torque. When the turbine approaches the speed of the
pump, the stator starts to rotate with the pump and turbine. When this occurs, torque
multiplication stops and the torque converter functions as a fluid coupling.
The lockup clutch is located inside the torque converter and consists of
three elements — piston, clutch plate/damper, and backplate. The piston and
backplate are driven by the engine. The clutch plate/damper, located between the
piston and the backplate, is splined to the converter turbine. The lockup clutch is
engaged and released in response to electronic signals from the ECU. Lockup clutch
engagement provides a direct drive from the engine to the transmission gearing. This
eliminates converter slippage and provides maximum fuel economy and vehicle
speed. The torsional damper absorbs engine torsional vibration to prevent
transmission through the powertrain.
The lockup clutch releases at lower speeds or when the ECU detects conditions
requiring it to be released.
5
6
CONVERTER HOUSING MODULE
• CONVERTER HOUSING
CONVERTER MODULE
• TURBINE
• PUMP
• LOCKUP
CLUTCH/DAMPER
• STATOR
ROTATING CLUTCH MODULE
• C1 CLUTCH
• C2 CLUTCH
• TURBINE SHAFT
CONTROL MODULE
• ELECTRO-HYDRAULIC
CONTROLS
P1 MODULE
OIL LEVEL SENSOR
P2 MODULE
V03348.02
REAR COVER MODULE
• OUTPUT SHAFT
• P3
• C5 PISTON
MAIN SHAFT MODULE
• MAIN SHAFT
• P2 SUN
• P3 SUN
MAIN HOUSING MODULE
• MAIN HOUSING
• C3 CLUTCH
• C4 CLUTCH
• C5 CLUTCH
Typical 3000 MH Series Transmission Cross Section
FRONT SUPPORT/OIL PUMP MODULE
• FRONT SUPPORT
• OIL PUMP
7
CONVERTER HOUSING MODULE
CONVERTER HOUSING
CONVERTER MODULE
TURBINE
PUMP
STATOR
LOCKUP
CLUTCH/DAMPER
ROTATING CLUTCH MODULE
C1 CLUTCH
C2 CLUTCH
TURBINE SHAFT
V06343
CONTROL MODULE
ELECTRO-HYDRAULIC CONTROLS
P1 MODULE
P2 MODULE
REAR COVER MODULE
OUTPUT SHAFT
P3 MODULE
C5 PISTON
MAIN HOUSING MODULE
MAIN HOUSING
C3 CLUTCH
C4 CLUTCH
C5 CLUTCH
MAIN SHAFT MODULE
MAIN SHAFT
P2 SUN
P3 SUN
Typical 4000 MH Series Transmission Cross Section
FRONT SUPPORT/OIL PUMP MODULE
FRONT SUPPORT
OIL PUMP
PLANETARY GEARS AND CLUTCHES
A series of three helical planetary gear sets and shafts provides the mechanical gear
ratios and direction of travel for the vehicle. The planetary gear sets are controlled
by five multiplate clutches that work in pairs to produce six forward speeds and one
reverse speed. The clutches are applied and released hydraulically in response to
electronic signals from the ECU to the appropriate solenoids.
COOLER CIRCUIT
The transmission fluid is cooled by an integral (transmission-mounted) or remotemounted oil cooler. Connections to the cooling circuit are located at the front or rear
of the transmission to facilitate installation of remote cooler lines. On shallow sump
models, only rear ports are available. On retarder models, only rear cooler ports may
be used. The integral cooler is located on the lower rear portion of the transmission,
replacing the remote cooler manifold. Integral cooler oil ports are internal requiring
only coolant to be routed to and from the cooler.
RETARDER
The self-contained retarder is at the output of the transmission and consists of a
vaned rotor which rotates in a vaned cavity. The rotor is splined to and driven by the
output shaft. An external accumulator holds transmission fluid until the retarder is
activated. When the retarder is activated, the fluid in the accumulator is pressurized
by the vehicle air system and directed into the retarder cavity. The interaction of the
fluid with the rotating and stationary vanes causes the retarder rotor speed, and
hence the output shaft, to decrease and slow the vehicle or to limit speed on a
downhill grade. See Page 19 for additional retarder information.
When the retarder is deactivated, the retarder cavity is evacuated and the accumulator is recharged with fluid.
8
SHIFT SELECTORS
M H
S E R I E S
DESCRIPTION OF AVAILABLE TYPES
HOLD OVERRIDE BUTTON
MODE INDICATOR
(LED)
R
1
MODE
MODE
N
2
MODE BUTTON
3
D
4
5
4
5
MODE ID
D
N
3
DIGITAL DISPLAY✽
R
2
1
DISPLAY MODE/
DIAGNOSTIC BUTTON
SIX-SPEED, LEFT-HAND
LEVER SELECTOR
SIX-SPEED, RIGHT-HAND
LEVER SELECTOR
DIGITAL DISPLAY✽
MODE ID
R
MODE
INDICATOR (LED)
Push simultaneously
to enter diagnostic
mode and fluid level
check (optional)
MODE
N
D
PUSHBUTTON
SELECTOR
✽ NOTE: Number
displayed is highest forward range available in selected position.
Visually check to confirm range selected. If display is flashing – shift is inhibited.
V06344
Typical WTEC III Shift Selectors
INTRODUCTION
Vehicle manufacturers may choose different types of shift selectors for their
vehicles. The shift selector in your Allison-equipped vehicle will be similar to the
lever style or the pushbutton style shown above.
9
With an Allison-equipped vehicle, it is not necessary to select the right moment to
upshift or downshift during changing road and traffic conditions. The Allison
MH Series does it for you. However, knowledge of the shift selector positions,
ranges available, and when to select them, will make vehicle control even easier. It is
recommended to select lower ranges when descending long grades (with and
without retarder) to reduce wear on service brakes. Be sure to read RANGE
SELECTION, which begins on Page 12, for related information.
LEVER SHIFT SELECTOR
General Description. The lever shift selector is an electro-mechanical control. The
typical lever positions provided are R (Reverse), N (Neutral), D (Drive) and some
number of lower forward range positions. The MH Series transmissions can be
programmed to have four, five, or six forward ranges. The shift selector positions
provided should agree with the programming of the transmission electronic control
unit. The lever selector contains a hold override button, a MODE button, a digital
display, and a display mode button.
Hold Override Button. The lever shift selector has three locked positions to prevent
accidentally selecting R (Reverse), N (Neutral), or D (Drive). Select R, N, or D by
pressing the hold override button and moving the lever to the desired position. Once
D (Drive) is selected, lower forward range positions may be selected without
pressing the hold override button.
MODE Button. The MODE button may allow the driver to enable a secondary shift
schedule or other special function that has been previously programmed into the
electronic control unit at the request of the OEM. For example, the OEM for a motor
home may have provided a secondary shift schedule for improved fuel economy.
The name of the special function (ECONOMY) should appear on the MODE ID
label adjacent to the MODE button. Pressing the MODE button activates the
ECONOMY shift schedule and illuminates the MODE INDICATOR (LED). Other
special functions which may be activated by the MODE button are D1 selection or
PTO enable. The MODE button is also used to view diagnostic code information.
Refer to the DIAGNOSIS section for further explanation. After viewing the first
diagnostic code which appears in the digital display, press the MODE button to
view the 2nd diagnostic code logged. Repeat this procedure to view the 3rd, 4th, and
5th code positions. The code displayed is active when the MODE INDICATOR
(LED) is illuminated.
NOTE: Visually check the digital display whenever the lever is moved
to be sure that the range selected is shown (i.e., if the N (Neutral) button
is pressed, N should appear in the digital display).
Digital Display. During normal operation, when D (Drive) is selected, the digital
display shows the highest forward range attainable for the shift schedule in use.
Abnormal operation is also indicated by the digital display. When all segments of
10
the digital display are illuminated for more than 12 seconds, the ECU did not
complete initialization. When the digital display is blank, there is no power to the
selector. When the display shows a “ ” (cateye), a selector-related fault code has
been logged. Conditions which illuminate the CHECK TRANS light will disable the
shift selector and the digital display will show the range actually attained. See
Page 16 for detailed explanation of the CHECK TRANS light. The transmission will
not shift into range if a CHECK TRANS code is active. When the display shows
either R or D has been requested and the display is flashing, the requested range has
not been achieved due to an inhibit function. Some inhibit functions are vehiclerelated and will not result in diagnostic codes. Some examples are mentioned in the
Range Selection section which follows. Check for active codes if no other inhibit
function has been located. Refer to the DIAGNOSIS section for information on
accessing codes using the shift selector. Once D (Drive) is attained, the transmission
will shift into the lowest range programmed for the D (Drive) position, usually first.
Display Mode/Diagnostic Button. Allows access to optional fluid level check
information and diagnostic code information. Press the display mode/diagnostic
button once to obtain transmission fluid level information (when oil level sensor is
present) and a second time to obtain diagnostic code information.
PUSHBUTTON SHIFT SELECTOR
General Description. The pushbutton shift selector has R, N, D, , , a MODE
button, and a digital display.
R Pushbutton. Press this button to select Reverse.
N Pushbutton. Press this button to select Neutral.
D Pushbutton. Press this button to select Drive. The highest forward range available
will appear in the digital display window. The transmission will start out in the
lowest available forward range and advance automatically to the highest range.
, (Arrow) Buttons. When a lower range is desired, after D (Drive) has been
pressed, press the (Down) arrow button until the desired range is shown in the
display window. Likewise, if the transmission is held in a low range by the
(Down) arrow, press the (Up) arrow to request the next higher range.
Continuous pressing of either the (Up) or (Down) arrow buttons will request
the highest or lowest range available.
Access fluid level data and diagnostic codes with the pushbutton selector by
pressing the (Up) and (Down) arrow buttons at the same time. Refer to
Page 29, FLUID LEVEL CHECK USING THE PUSHBUTTON OR LEVER
SHIFT SELECTOR, or Page 41, DIAGNOSIS for further information. Fluid level
information is displayed (if optional oil level sensor is present) after the first
simultaneous press. Press both buttons again to obtain diagnostic data.
MODE Button and Digital Display. Same function as described in the lever
selector above.
11
RANGE SELECTION — PUSHBUTTON AND LEVER SHIFT
SELECTORS WITH DIGITAL DISPLAY
RANGE
SELECTION
R
MODE
N
R
D
MODE
PUSHBUTTON
SELECTOR
N
D
5
4
3
2
TYPICAL
LEVER
SELECTOR
1
V03497.01
WARNING: If you leave the vehicle and the engine is running, the
vehicle can move suddenly and you or others could be injured. If you
must leave the engine running, do not leave the vehicle until you:
• Put the transmission in N (Neutral)…and
• Ensure that the engine is at low idle rpm (below 1000)…and
• Apply the parking brake and emergency brakes and make sure
they are properly engaged…and
• Chock the wheels and take any other steps necessary to keep the
vehicle from moving.
WARNING: R (Reverse) may not be obtained due to an active
inhibitor. Always be sure that “R” is not flashing whenever
R (Reverse) is selected. See DOWNSHIFT AND DIRECTION
CHANGE INHIBITOR FEATURE on Page 17. Check for active
diagnostic codes if R (Reverse) is not attained.
CAUTION: Do not idle in R (Reverse) for more than five minutes.
Extended idling in R (Reverse) may cause transmission overheating and damage. Always select N (Neutral) whenever time at idle
exceeds five minutes.
NOTE: Visually check the digital display window whenever a button is
pushed or the lever is moved to be sure that the range selected is shown
(i.e., if the N (Neutral) button is pressed, N should appear in the digital
display). A flashing display indicates that the range selected was not attained
due to an active inhibit.
R
Completely stop the vehicle and let the engine return to idle before shifting
from a forward range to Reverse or from Reverse to a forward range. The
LED window on the Reverse pushbutton will illuminate and Reverse will be
attained.
(continued on next page)
12
RANGE SELECTION — PUSHBUTTON AND LEVER SHIFT
SELECTORS WITH DIGITAL DISPLAY (cont’d)
RANGE
SELECTION
R
MODE
N
R
N
D
MODE
PUSHBUTTON
SELECTOR
D
5
4
3
2
TYPICAL
LEVER
SELECTOR
1
V03497.01
WARNING: When starting the engine, make sure the service
brakes are applied. Failure to apply the service brakes may result in
unexpected vehicle movement.
WARNING: Vehicle service brakes, parking brake, or emergency
brake must be applied whenever N (Neutral) is selected to prevent
unexpected vehicle movement. Selecting N (Neutral) does not
apply vehicle brakes, unless an auxiliary system to apply the
parking brake is installed (see Operator’s Manual for the vehicle).
WARNING: If you let the vehicle coast in N (Neutral), there is no
engine braking and you could lose control. Coasting can also cause
severe transmission damage. To help avoid injury and property
damage, do not allow the vehicle to coast in N (Neutral).
N
Use Neutral when you start the engine, to check vehicle accessories, and for
extended periods of engine idle operation (longer than five minutes). For
vehicles equipped with the pushbutton selector, Neutral is automatically set
by the ECU during startup. For vehicles equipped with the lever selector, the
vehicle will not start until Neutral has been manually selected. If the vehicle
starts in any range other than Neutral, seek service immediately. Neutral is
also used during stationary operation of the power takeoff (if your vehicle is
equipped with a PTO). The digital display will show N when Neutral is
selected. Be sure to select N (Neutral) before turning off the vehicle engine.
(continued on next page)
13
RANGE SELECTION — PUSHBUTTON AND LEVER SHIFT
SELECTORS WITH DIGITAL DISPLAY (cont’d)
RANGE
SELECTION
R
MODE
N
R
D
MODE
PUSHBUTTON
SELECTOR
N
D
5
4
3
2
TYPICAL
LEVER
SELECTOR
1
V03497.01
WARNING: Even though D (Drive) is selected, it may not be
obtained due to an active inhibitor. Always be sure that “D” is not
flashing whenever D (Drive) is selected. See DOWNSHIFT AND
DIRECTION CHANGE INHIBITOR FEATURE on Page 17.
Check for active diagnostic codes if D (Drive) is not attained.
CAUTION: Do not idle in D (Drive) for more than five minutes.
Extended idling in D (Drive) may cause transmission overheating
and damage. Always select N (Neutral) if time at idle is longer than
five minutes.
NOTE: Turn off the vehicle HIGH IDLE switch, if present, before shifting
from N (Neutral) to D (Drive) or R (Reverse). D (Drive) or R (Reverse) will
not be attained unless the shift is made with the engine at idle. Also, be aware
of other interlocks that would prevent obtaining D (Drive) or R (Reverse).
Examples are “wheelchair lift not stored” and “service brakes not applied”
(service brake interlock present).
D
The transmission will initially attain first range when Drive is selected. As
speed increases, the transmission automatically upshifts through each range.
As the vehicle slows, the transmission automatically downshifts. The light
on the Drive pushbutton will illuminate and the appropriate range of Drive
will be attained.
(continued on next page)
14
RANGE SELECTION — PUSHBUTTON AND LEVER SHIFT
SELECTORS WITH DIGITAL DISPLAY (cont’d)
RANGE
SELECTION
R
MODE
N
R
D
MODE
PUSHBUTTON
SELECTOR
N
D
5
4
3
2
TYPICAL
LEVER
SELECTOR
1
V03497.01
WARNING: If you just downshift or just use service brakes when
going downhill, you can lose control and cause injury and property
damage. To help avoid loss of control, use a combination of
downshifting, braking, and other retarding devices. Downshifting
to a lower transmission range increases engine braking and helps
you to maintain control. The transmission has a feature to prevent
automatic upshifting above the lower range selected. However,
during downhill operation, if engine governed speed is exceeded in
the lower range, the transmission may upshift to the next higher
range. This will reduce braking and could cause a loss of control.
Apply the vehicle brakes or other retarding device to prevent
exceeding engine governed speed in the lower range selected.
6*
5*
4*
3
2
Occasionally, road conditions, load, or traffic conditions will make it
desirable to restrict automatic shifting to a lower range. Lower ranges
provide greater engine braking for going down grades (the lower the range,
the greater the braking effect).
The pushbutton selector utilizes arrow buttons to select individual forward
ranges. Push the (Up) or (Down) arrow to the desired range. The
digital display will show your choice of range. Even though a lower range
was selected, the transmission may not downshift until vehicle speed is
reduced (this prevents excessive engine speed in the lower range).
*
1
Actual ranges available depend on programming by vehicle manufacturer.
Use this range when pulling through mud and deep snow, when
maneuvering in tight spaces, or while driving up or down grades. First range
provides the vehicle with its maximum driving torque and maximum engine
braking effect. For vehicles equipped with the pushbutton selector, push the
(Down) arrow until first range appears in the select window.
15
DRIVING TIPS
M H
S E R I E S
CHECK TRANS LIGHT
The electronic control system is programmed to inform the operator of a problem
with the transmission system and automatically take action to protect the operator,
vehicle, and transmission. When the Electronic Control Unit (ECU) detects a
problem condition, the ECU restricts shifting, turns on the CHECK TRANS light on
the instrument panel, and registers a diagnostic code.
NOTE: For some problems, diagnostic codes may be registered
without the ECU activating the CHECK TRANS light. Your Allison
Transmission authorized service outlet should be consulted whenever
there is a transmission-related concern. They have the equipment to
check for diagnostic codes and to correct problems which arise.
Each time the engine is started, the CHECK TRANS light will illuminate, then turn
off after a few seconds. This momentary lighting is to show that the status light
circuits are working properly. If the CHECK TRANS light does not illuminate
during ignition, or if the light remains on after ignition, the system should be
checked immediately.
Continued illumination of the CHECK TRANS light during vehicle operation (other
than start-up) indicates that the ECU has signaled a diagnostic code. Illumination of
the CHECK TRANS light is accompanied by a flashing display from the shift
selector. The shift selector display will show the actual range attained and the
transmission will not respond to shift selector requests.
The indications from the shift selector are provided to inform the operator that the
transmission is not performing as designed and is operating with reduced
capabilities. Before turning the ignition off, the transmission may be operated for a
short time in the selected range in order to “limp home” for service assistance.
Service should be performed immediately in order to minimize the potential for
damage to the transmission.
When the CHECK TRANS light comes on and the ignition switch is turned off, the
transmission will remain in N (Neutral) until the condition causing the CHECK
TRANS light is corrected.
16
Generally, while the CHECK TRANS light is on, upshifts and downshifts will be
restricted and direction changes will not occur. Lever and pushbutton shift
selectors do not respond to any operator shift requests while the CHECK TRANS
light is illuminated. The lockup clutch is disengaged when transmission shifting is
restricted or during any critical transmission malfunction.
DIAGNOSTIC CODES
See detailed information in the DIAGNOSIS section.
ACCELERATOR CONTROL
WARNING: To help avoid injury or property damage caused by
sudden movement of the vehicle, do not make shifts from N (Neutral)
to D (Drive) or R (Reverse) when the throttle is open. If you shift
while the throttle is open too much, the transmission will only engage
if the throttle is closed in the next three seconds. That can cause a
sudden movement of the vehicle. Leaving the throttle open longer
than three seconds causes the transmission to remain in N (Neutral).
Avoid this condition by making shifts from N (Neutral) to D (Drive)
or R (Reverse) only when the throttle is closed.
The position of the accelerator pedal influences the timing at which automatic
shifting occurs. When the pedal is fully depressed, upshifts will occur automatically
at high engine speeds. A partially depressed position of the pedal will cause the
upshifts to occur at lower engine speeds. An electronic throttle position signal tells
the ECU how much the operator has depressed the pedal. Excessive throttle position
affects directional change shifts (shifts from N (Neutral) to D (Drive) or R
(Reverse)).
DOWNSHIFT AND DIRECTION CHANGE INHIBITOR FEATURE
NOTE: Turn off the vehicle HIGH IDLE switch, if present, before
shifting from N (Neutral) to D (Drive) or R (Reverse). The shift from
N (Neutral) to D (Drive) or R (Reverse) is inhibited when engine speed
is above idle.
There is no speed limitation on upshifting, but there is on downshifting and for shifts
which cause a direction change such as D (Drive) to R (Reverse) or R (Reverse) to
D (Drive).
17
Manual range downshifts will not occur until a calibration value of output speed is
reached. When a range downshift is manually selected and the transmission output
speed is above the calibration value, the transmission will stay in the range it was in
even though a lower range was requested. Apply the vehicle service brakes or some
retarding device to reduce the transmission output speed to the calibration value and
then the shift to the lower range will occur.
Directional shifts, D (Drive) to R (Reverse) or R (Reverse) to D (Drive), will not
occur if selected when throttle position, engine speed, or transmission output speed
is above the calibration limit for a calibration time period. The current calibration
time period for engine speed is 0.5 seconds and for throttle position and output
speed is three seconds. Shifts from N (Neutral) to D (Drive) or R (Reverse) are also
inhibited when the ECU has been programmed (by input/output function) to detect
that auxiliary equipment is in operation and the shift should not be allowed. When a
directional shift is inhibited, the ECU will put the transmission in N (Neutral) and
the digital display, if present, will flash the letter of the range selected (D or R).
Reselect D (Drive) or R (Reverse) when engine throttle, engine speed, and
transmission output speed are below the calibration value. With a pushbutton
selector, just depress the desired pushbutton again. With a lever selector, move the
lever to N (Neutral) and then to the desired range. When a direction change shift is
requested and the engine throttle, engine speed, and transmission output speed drop
below the calibration value during the calibration time interval, the shift to D (Drive)
or R (Reverse) will occur. For example, if the transmission output speed was just
above the calibration limit when R (Reverse) was selected, but dropped below the
limit during the next three seconds, the shift to R (Reverse) would occur (assuming
that engine was at idle and throttle was closed).
USING THE ENGINE TO SLOW THE VEHICLE
WARNING: If you just downshift or just use service brakes when
going downhill, you can lose control and cause injury and property
damage. To help avoid loss of control, use a combination of
downshifting, braking, and other retarding devices. Downshifting to a
lower transmission range increases engine braking and helps you to
maintain control. The transmission has a feature to prevent automatic
upshifting above the lower range selected. However, during downhill
operation, if engine governed speed is exceeded in the lower range,
the transmission may upshift to the next higher range. This will
reduce braking and could cause a loss of control. Apply the vehicle
brakes or other retarding device to prevent exceeding engine governed
speed in the lower range selected.
To use the engine as a braking force, select the next lower range. If the vehicle is
exceeding the maximum speed for this range, use the service brakes and/or retarder
18
to slow the vehicle. When a lower speed is reached, the ECU will automatically
down-shift the transmission. Engine braking provides good speed control for going
down grades. When the vehicle is heavily loaded, or the grade is steep, it may be
desirable to preselect a lower range before reaching the grade. If engine-governed
speed is exceeded, the transmission will upshift automatically to the next range.
USING THE HYDRAULIC RETARDER
WARNINGS: DO NOT USE THE RETARDER DURING
INCLEMENT WEATHER OR WHEN ROAD SURFACES ARE
SLIPPERY. De-energize the retarder at the master control switch.
To help avoid injury or property damage caused by loss of vehicle
control, be ready to apply vehicle brakes or other retarding device if
the transmission retarder does not apply. If a retarder is present but is
not detected by “autodetect”, the retarder will not function. Be sure to
check for proper retarder function periodically. Whenever the retarder
does not apply, seek service help immediately.
On vehicles which have the primary retarder control based upon
closed throttle position, brake pedal position, or brake apply pressure,
always manually disable the retarder controls during inclement
weather or slippery road conditions.
Regardless of the type of Allison retarder controls on your vehicle, the following
safety features are common to each configuration:
• The retarder can be disabled when inclement weather or slippery road
conditions are present.
• Vehicle brake lights should always be on when the retarder is applied
(periodically verify that they are working).
• Anti-lock brake systems send a signal to the transmission ECU to indicate that
the brake system is activated.
NOTE: The retarder is automatically disabled (and the lockup clutch is
disengaged) whenever the vehicle ABS (anti-lock brake system) is
active. However, in case the ABS system malfunctions, it is
recommended that the retarder enable switch, if present, be disabled.
A hydraulic retarder is available on all of the models covered in this manual. The
retarder is activated and controlled in various ways. The control depends upon the
vehicle type and particular duty cycle. Both manual and automatic controls are
available. Automatic controls are applied by the ECU. Some types of controls and
the amount of retarder application are shown in Table 1 on Page 20.
19
The presence of a retarder must be “autodetected” as part of the WTEC III control
system.
WARNING: If your transmission has a retarder but it is not
functioning, it may not have been “autodetected” during vehicle
manufacture. Go immediately to your nearest Allison Transmission
service outlet to have “autodetect” reset or the retarder enabled using
the Pro-Link®.
NOTE: When reduced retarder performance is observed, be sure that
the transmission fluid level is within the operating band on the dipstick.
Low fluid level is a common cause for retarder performance complaints.
NOTE: The retarder requires about one second to reach full capacity
requested. Be sure to anticipate this delay when using the retarder.
Anticipation will prevent unnecessary service brake applications during
non-emergency stops.
Table 1. Types of Retarder Control
Type
Description
Manual
Amount of Application
Separate apply pedal
Zero to Full apply
Hand lever *
Six levels based on lever position
Automatic
Auto “Full On” *
“Full On” when closed throttle sensed
Brake Pressure
Apply **
Single pressure switch
Off or “Full On” (based on brake pressure)
Three pressure switches
1 ⁄ 3, 2 ⁄ 3,
or “Full On” (based on brake pressure)
Pedal Position **
Special brake pedal
1 ⁄ 3, 2 ⁄ 3,
or “Full On” (based on pedal position)
Combinations of the
above systems **
Auto “half-on” plus
pressure switch *
Half capacity at closed throttle or “Full On” with
brake pressure
Auto “1 ⁄ 3 on” plus
two pressure switches *
1 ⁄ 3,
Hand lever plus
pressure switch *
6 levels of modulation with lever, or “Full On”
with brake pressure
Foot pedal plus
pressure switch
Full modulation with separate pedal, or “Full On”
with brake pressure
Hand lever plus interface
for special pedal *
6 levels of modulation with lever, or 3 levels of
modulation based on pedal position
NOTE:
capacity at closed throttle or 2 ⁄ 3 and
“Full On” with brake pressure
* These control systems may apply the retarder at high speed on grades when
the vehicle has road speed limiting and the retarder is enabled.
** For retarder apply systems integrated with the service brake system, the
retarder is most effective when applied with light brake pedal pressure for
1–2 seconds to allow the retarder to fully charge. Added pedal pressure can
be applied when more aggressive braking is desired.
20
Contact your vehicle manufacturer to understand how the retarder controls have
been integrated into your vehicle.
CAUTION: Observe the following cautions when driving a vehicle
equipped with a retarder.
THE RETARDER WORKS ONLY WHEN THE ENGINE IS AT
CLOSED THROTTLE.
OBSERVE TRANSMISSION AND ENGINE TEMPERATURE
LIMITS AT ALL TIMES. Select the lowest possible transmission
range to increase the cooling system capacity and total retardation
available.
In the event of OVERHEATING, DECREASE THE USE OF THE
RETARDER; USE THE SERVICE BRAKES TO SLOW THE
VEHICLE.
OBSERVE THE RETARDER/SUMP “OVERTEMP” LIGHT to
ensure that it responds properly to retarder temperature.
NOTE: Transmission oil level must be set correctly for highest retarder
effectiveness. As much as 2 liters (2 quarts) too high or too low can
reduce retarder effectiveness and increase transmission temperature.
RANGE PRESELECTION
Range preselection means selecting a lower range to match driving conditions you
encounter or expect to encounter. Learning to take advantage of preselected shifts will
give you better control on slick or icy roads and on downgrades. Downshifting to a lower
range increases engine braking. The selection of a lower range often prevents cycling
between that range and the next higher range on a series of short up-and-down hills.
NOTE: Preselecting during normal operation may result in reduced
fuel economy.
ADAPTING SHIFTS
When poor shift quality is due to the installation of a new or recalibrated ECU, use
the following procedure to restore good shift quality by completing a prescribed
number of shifts in a relatively short time instead of over several days of operation.
NOTE: Shift concerns may indicate the transmission has never had the
shifts fully adapted.
21
Adaptive does not function below 100 degrees Fahrenheit transmission sump
temperature. Normal running hot sump temperature is recommended before this
procedure is followed.
Check transmission sump level and assure it is set to “Hot Full” at normal running
hot sump temperature before this procedure is followed.
All segments of this procedure are to be repeated a minimum of 5 times or until
shift quality variation is indistinguishable from shift to shift.
1. From Neutral, with parking brake set and service brakes applied via foot
pedal, select the following sequence: Drive, Neutral, Reverse, Neutral, Drive,
Reverse, Drive, Neutral. Allow each shift to fully complete before selecting
the next shift.
2. Release all brakes and perform this sequence: Wide Open Throttle (WOT) 1–2;
once shift is complete, release the throttle to closed and decelerate to just prior
to the Closed Throttle (CT) 2–1 and perform a Step Thru (ST) 2–1 by going to
WOT.
3. Continue the process initiated in Step 2 for each Upshift and Downshift
combination available. Example: Wide Open Throttle (WOT) 2–3; once shift
is complete, release the throttle to closed and decelerate to just prior to the
Closed Throttle (CT) 3–2 and perform a Step Thru (T) 3–2 by going to WOT.
Repeat for the WOT 3–4/ST 4–3, WOT 4–5/ST 5–4, WOT 5–6/ST 6–5.
4. From a Stop, release vehicle brakes and perform a set of Part Throttle
(PT ~ 50% to 60%) Upshifts to the highest attainable range for the vehicle.
Release the throttle to Closed and, using Light vehicle brakes, decelerate to a
stop.
NOTE: If the vehicle is equipped with an output retarder or engine
brake system, these systems should be turned off for this segment.
5. From a Stop, release vehicle brakes and perform Part Throttle (PT ~ 50% to
60%) Upshifts to the 3rd range. Release the throttle to Closed and, using
Moderate to Heavy vehicle brakes (NOT panic or wheel lock), decelerate to a
stop.
NOTE: Braking should be aggressive but not to the level that would
cause passenger complaints. If the vehicle is equipped with an output
retarder or engine brake system, these systems should be turned off for
this segment.
6. From a Stop, release vehicle brakes and perform a set of Wide Open Throttle
Upshifts to the highest attainable range for the vehicle. Release the throttle to
Closed and Preselect Down to 1st Range using the shift selector. Use light
vehicle brakes, decelerate to a stop.
22
7. If the vehicle is equipped with a retarder or engine brake, turn that system on
for this segment. From a Stop, release vehicle brakes and perform a set of
Wide Open Throttle Upshifts to the highest attainable range for the vehicle.
Release the throttle to Closed and, using Light vehicle brakes and the retarder
or engine brake, decelerate vehicle to a stop.
NOTE: Allison Transmission does not recommend using the vehicle
brakes to “force” Powered Downshifts (PD, downshifts with the throttle
applied). If grades are available, these should be used to adapt in WOT
and PT Powered Downshifts.
8. Approach the grade in the highest safely attainable range and hold the throttle
steady at WOT and allow the vehicle to perform the Powered Downshifts as
required to ascend the grade.
9. Approach the grade in the highest safely attainable range and hold the throttle
steady at Part Throttle (PT ~ 50% to 60%) and allow the vehicle to perform
the Powered Downshifts as required to ascend the grade.
COLD WEATHER STARTS
All 3000 MH and 4000 MH transmissions are programmed to restrict full operation
until specific temperatures are reached. Refer to the following chart for temperature
restrictions.
Sump Oil Temperature
CHECK
TRANS Light
Operation
–32°C (–25°F) to –7°C (19°F)
–7°C (19°F) *
OFF
OFF
Neutral, Reverse, Second
Full operation in all ranges
*NOTE: When sump temperature is below 10˚C (50˚F), and
transmission fluid is C4 (not DEXRON® or TRANSYNDTM), follow
this procedure when making directional change shifts:
• To shift from forward to reverse; select N (Neutral) and then
R (Reverse).
• To shift from reverse to forward; select N (Neutral) and then
D (Drive), or other forward range.
Failure to follow this procedure may cause illumination of the CHECK
TRANS light and then transmission operation will be restricted to
N (Neutral).
Transmission operation at cold ambient temperatures may require preheating or
the use of a lower viscosity transmission fluid. Refer to RECOMMENDED
AUTOMATIC TRANSMISSION FLUID AND VISCOSITY GRADE on Page 32.
23
DRIVING ON SNOW OR ICE
WARNING: Using the retarder on wet or slippery roads can be like
jamming on the brakes — your vehicle may slide out of control. To
help avoid injury or property damage, turn the retarder enable to OFF
when driving on wet or slippery roads.
NOTE: The retarder is automatically disabled whenever the vehicle’s
ABS (antilock brake system) is active. However, in case the ABS
system malfunctions, it is recommended that the retarder enable switch,
if present, be disabled.
Here is where all of your ability as a skilled driver comes into focus regardless of
what transmission you have. If possible, reduce your speed and select a lower range
before you lose traction. Select the range that will not exceed the speed you expect
to maintain. Accelerate or decelerate very gradually to prevent losing traction. It is
very important to slow gradually when a lower range is selected. It is important that
you reach the lower range selected before attempting to accelerate. This will avoid
an unexpected downshift during acceleration.
ROCKING OUT
WARNING: To help avoid injury or property damage caused by
sudden movement of the vehicle, do not make shifts from N (Neutral)
to D (Drive) or R (Reverse) when the throttle is open. If you shift
while the throttle is open too much, the transmission will only engage
if the throttle is closed in the next three seconds. That can cause a
sudden movement of the vehicle. Leaving the throttle open longer
than three seconds causes the transmission to remain in N (Neutral).
Avoid this condition by making shifts from N (Neutral) to D (Drive)
or R (Reverse) only when the throttle is closed.
CAUTION: DO NOT make N (Neutral)-to-D (Drive) or directional
shift changes when the engine rpm is above idle. Also, if the wheels
are stuck and not turning, do not apply full power for more than 30
seconds in either D (Drive) or R (Reverse). Full power for more than
30 seconds under these conditions will cause the transmission to
overheat. If the transmission overheats, shift to N (Neutral) and
operate the engine at 1200–1500 rpm until it cools (2–3 minutes).
If the vehicle is stuck in deep sand, snow, or mud, it may be possible to rock it out.
Shift to D (Drive) and apply steady, light throttle (never full throttle). When the
vehicle has rocked forward as far as it will go, apply and hold the vehicle service
brakes. Allow the engine to return to idle; then select R (Reverse). Release the brakes
24
and apply a steady, light throttle and allow the vehicle to rock in R (Reverse) as far as
it will go. Again, apply and hold the service brakes and allow the engine to return to
idle. This procedure may be repeated in D (Drive) and R (Reverse) if each directional
shift continues to move the vehicle a greater distance. Never make N (Neutral)-toD (Drive) or directional shift changes when the engine rpm is above idle.
HIGH FLUID TEMPERATURE
The transmission is considered to be overheated when any of the following
temperatures are exceeded:
Sump fluid
121˚C (250˚F)
Fluid to cooler
149˚C (300˚F)
Retarder out fluid
165˚C (330˚F)
If the sump fluid temperature reaches 128°C (262°F) the ECU will inhibit operation
in the higher ranges
If the transmission overheats during normal operations, check the fluid level in the
transmission. (Refer to the Fluid Check Procedures as described in the CARE AND
MAINTENANCE section starting on Page 28 of this handbook.)
If the engine temperature gauge indicates a high temperature, the transmission is probably
overheated. Stop the vehicle and check the cooling system. If it appears to be functioning
properly, run the engine at 1200–1500 rpm with the transmission in N (Neutral). This
should reduce the transmission and engine temperatures to normal operating levels in
2 or 3 minutes. If temperatures do not decrease, reduce the engine rpm.
CAUTION: The engine should never be operated for more than 30
seconds at full throttle with the transmission in range and the output
stalled. Prolonged operation of this type will cause the transmission
fluid temperature to become excessively high and will result in severe
overheat damage to the transmission.
If the engine temperature indicates a high temperature, an engine or radiator
problem is indicated. If high temperature in either the engine or transmission
persists, stop the engine and have the overheating condition investigated by
maintenance personnel.
25
PARKING BRAKE
Select N (Neutral) and be sure that the parking brake is applied to secure the vehicle
when it is not attended. Always make sure the vehicle’s parking brake system has
been maintained per the manufacturer’s specifications.
WARNING: Take the following precautions so that unexpected,
possible sudden vehicle movement is avoided. Whenever it becomes
necessary to leave the vehicle, even momentarily, while the engine is
running, place the transmission shift selector in N (Neutral), set the
parking brake and/or emergency brakes, and chock the wheels.
TOWING OR PUSHING
CAUTION: Failure to lift the driving wheels off the road, disconnect
the driveline, or remove the axle shafts before pushing or towing can
cause serious transmission damage.
The engine cannot be started by pushing or towing. Before pushing or towing a
vehicle, disconnect the driveline, lift the drive wheels off the road, or remove the
axle shafts from the drive wheels. When the axle shafts are removed, be sure to
cover the wheel openings to prevent loss of lubricant and entry of dust and dirt. An
auxiliary air supply will usually be required to actuate the vehicle brake system.
TURNING OFF THE VEHICLE
Always select N (Neutral) prior to turning off the vehicle engine.
26
POWER TAKEOFF
OPERATION
M H
S E R I E S
ENGINE-DRIVEN POWER TAKEOFF (PTO)
CAUTION: Do not exceed the engagement and operational speed limits
imposed on the driven equipment during the operation of the PTO.
If a PTO is present, it will be mounted on either left side, right side, or top for a
3000 MH Series transmission depending upon the converter housing configuration.
The PTO is located on the left side or top for a 4000 MH Series transmission. The
PTO drive gear is engine-driven and therefore provides direct engine power. The
PTO can be operated when the vehicle is either moving or stopped.
The PTO gear is in constant mesh with the drive gear in the converter housing. PTOs
are either constant drive (output always powered) or clutched drive. The output of a
clutched drive PTO is powered when the PTO clutch is pressurized.
Be sure that the limits for PTO engagement speed and operational speed are not
exceeded. Consult the vehicle manufacturer’s literature for these speed limits. Also,
all MH Series equipped vehicles with PTO enable have engagement and operational
speed limits programmed into the ECU to help protect PTO equipment. Some speed
limits have default values which are programmed out of the operating range and will
need to be set for your particular PTO duty cycle. Consult your vehicle
manufacturer to see if your transmission has been programmed and what operational
limits have been established.
When the programmed engagement speed is exceeded, the PTO will not engage.
The PTO engagement must be retried after the speed has been reduced. When
operational speeds (either engine or transmission output) are exceeded, the PTO will
deactivate and the PTO engagement process must be repeated.
27
CARE AND
MAINTENANCE
M H
S E R I E S
PERIODIC INSPECTIONS
The Allison 3000 MH and 4000 MH Series transmissions require
minimum maintenance. Careful attention to the fluid level and the
connections for the electronic and hydraulic circuits is most important.
For easier inspection, the transmission should be kept clean. Make periodic checks
for loose bolts and leaking fluid lines. Check the condition of the electrical
harnesses regularly. Check the engine cooling system occasionally for evidence of
transmission fluid which would indicate a faulty oil cooler. Report any abnormal
condition to your maintenance personnel.
PREVENT MAJOR PROBLEMS
Help the WTEC III control system oversee the operation of the transmission.
Minor problems can be kept from becoming major problems if you notify an
Allison Transmission distributor or dealer when one of these conditions occur:
• Shifting feels odd
• Transmission leaks fluid
• Unusual transmission-related sounds (changes in sound caused by normal
engine thermostatic fan cycling, while climbing a long grade with a heavy
load, have been mistaken for transmission-related sounds)
• CHECK TRANS light comes on frequently
IMPORTANCE OF PROPER FLUID LEVEL
Because the transmission fluid cools, lubricates, and transmits hydraulic power, it is
important that the proper fluid level be maintained at all times. If the fluid level is
too low, the converter and clutches do not receive an adequate supply of fluid. If
fluid level is too high, the fluid can aerate. Aerated fluid can cause the transmission
to shift erratically or overheat.
The MH Series has an electronic oil level (OLS) sensor that allows the operator to
obtain an indication of fluid level from the shift selector. However, no oil level
sensor diagnostics take place unless the OLS is “autodetected” by the WTEC III
control system. Frequently check for the presence of oil level diagnostics if the
28
transmission is known to contain an OLS. If an OLS is not detected during the first
49 engine starts, the WTEC III system concludes that no OLS is present. If an OLS
is known to be present, but has not been detected, then troubleshooting of the OLS
circuit is required. After the OLS circuit is repaired, reset “autodetect” or manually
select the OLS function using the Pro-Link®. (Refer to SA2973 WTEC III
Troubleshooting Manual for detailed troubleshooting procedures.)
NOTE: To correctly check the transmission fluid level using the
dipstick, the transmission fluid must be at operating temperature. The
oil level sensor method of checking the fluid level compensates for
transmission fluid temperature between 60°C–104°C (140°F–220°F).
Any temperature below 60°C (140°F) or above 104°C (220°F) will
result in an Invalid for Display condition.
FLUID LEVEL CHECK USING THE PUSHBUTTON
OR LEVER SHIFT SELECTOR
The transmission is equipped with the electronic oil level sensor in order to read
fluid level information.
NOTE: The pushbutton and lever selectors can display one character at
one time.
• Park the vehicle on a level surface, shift to N (Neutral), and apply the
parking brake.
• Pushbutton shift selector — If equipped with an oil level sensor,
simultaneously press the (Up) and (Down) arrow buttons.
• Lever shift selector — If equipped with an oil level sensor, press the display
mode button one time.
NOTE: The fluid level check may be delayed until the following
conditions are met:
• The fluid temperature is above 60°C (140°F) and below 104°C (220°F).
• The transmission is in N (Neutral).
• The vehicle has been stationary for approximately two minutes to allow the
fluid to settle.
• The engine is at idle.
• The transmission output shaft is stopped.
The indication of a delayed fluid level check is a “—” in the display window
followed by a numerical display.
29
1.
Correct Fluid Level — “o,L” is displayed (“o,L” represents “Fluid (Oil)
Level Check Mode”), followed by “o,K.” The “o,K” display indicates the
fluid is within the correct fluid level zone. The sensor display and the
transmission dipstick may not agree exactly because the oil level sensor
compensates for fluid temperature.
NOTE: Fluid level diagnostic displays occur one character at a time.
2.
3.
4.
Low Fluid Level — “o,L” is displayed (“o,L” represents “Fluid (Oil)
Level Check Mode”), followed by “Lo” (“Lo” represents “Low Oil
Level”) and the number of quarts the transmission fluid is low.
Example: “2” indicates 2 additional quarts of fluid will bring the fluid
level within the middle of the “oK” zone.
High Fluid Level — “o,L” is displayed (“o,L” represents “Fluid (Oil)
Level Check Mode”), followed by “HI” (“HI” represents “High Oil
Level”) and the number of quarts the transmission is overfilled.
Example: “1” indicates 1 quart of fluid above the full transmission level.
Invalid for Display — “o,L” is displayed (“o,L” represents “Fluid (Oil)
Level Check Mode”), followed by “—” and a numerical display. The
numerical display is a fault code and indicates conditions are not proper to
receive the fluid level information, or that there is a system malfunction.
The fault codes that may be encountered are shown in Table 2.
Table 2. Oil Level Fault Codes
Display
o,L, —, 0, X
o,L, —, 5, 0
o,L, —, 5, 9
o,L, —, 6, 5
o,L, —, 7, 0
o,L, —, 7,9
o,L, —, 8, 9
o,L, —, 9, 5
Cause of Code
Settling time too short
Engine speed (rpm) too low
Engine speed (rpm) too high
Neutral must be selected
Sump fluid temperature too low
Sump fluid temperature too high
Output shaft rotation
Sensor failure*
CAUTION: Low or high fluid level can cause overheating and
irregular shift patterns. These conditions can damage the transmission
if not corrected.
• To exit the fluid level display mode, press any range button on the pushbutton
shift selector, or press the display mode button once on the lever shift selector.
* Report sensor failure display to a distributor or dealer in your area (check the telephone directory for
the nearest Allison Transmission distributor or dealer).
30
MANUAL FLUID CHECK PROCEDURE
WARNING: If you leave the vehicle and the engine is running, the
vehicle can move suddenly and you or others could be injured. If
you must leave the engine running, do not leave the vehicle until
you:
• Put the transmission in N (Neutral)…and
• Apply the parking brake and emergency brakes and make sure
they are properly engaged…and
• Chock the wheels and take any other steps necessary to keep the
vehicle from moving.
Clean around the end of the fill tube before removing the dipstick.
This will aid in preventing dirt or foreign matter from entering the
hydraulic system, which can cause valves to stick, undue wear of
transmission parts, or clogged passages. Check the fluid level by the
following procedure and report any abnormal level to your
maintenance personnel.
COLD CHECK
The Cold Check determines if the transmission has enough fluid to be operated
safely until a Hot Check can be made.
CAUTION: DO NOT start the engine until the presence of sufficient
transmission fluid has been confirmed. Remove the transmission fluid
dipstick and be sure that the static fluid level is near the HOT FULL
mark.
A cold check may be made after initial start-up and the presence of transmission
fluid has been confirmed (the sump fluid temperature is then typically 16°–49°C
(60°–120°F).
• If the engine has been shut down for an extended time, park the vehicle on a
level surface and apply the parking brake.
• Start and run the engine at idle (500–800 rpm) in N (Neutral) for about one
minute. Shift to D (Drive) and then to R (Reverse) to clear the hydraulic
circuits of air. Shift to N (Neutral) and leave engine at idle.
• After wiping the dipstick clean, check the fluid level. If the fluid on the
dipstick is within the COLD RUN band, the level is satisfactory. If the fluid
level is not within this band, add or drain fluid as necessary to bring the level
within the COLD RUN band.
31
• Perform a Hot Check at the first opportunity after normal operating
temperature (71°–93°C; 160°–200°F) is reached.
CAUTION: The transmission must not be operated for extended
periods of time until a Hot Check has verified proper fluid level.
Transmission damage can result from extended operation at improper
fluid level conditions.
CAUTION: An accurate fluid level check cannot be made unless the
engine is idling (500–800 rpm) in N (Neutral), the transmission fluid
is at the proper temperature, and the vehicle is on a level surface.
HOT CHECK
Because the fluid level rises as temperature increases, the fluid must be hot to ensure
an accurate check.
• Be sure fluid has reached normal operating temperature (71°–93°C;
160°–200°F). If a transmission temperature gauge is not present, check
fluid level when the engine water temperature gauge has stabilized and the
transmission has been operated under load for at least one hour.
• Park the vehicle on a level surface and shift to N (Neutral). Apply the parking
brake and allow the engine to idle (500–800 rpm).
• After wiping the dipstick clean, check the fluid level. The safe operating level
is anywhere within the HOT RUN band on the dipstick.
• If the level is not within this band, add or drain fluid as necessary to bring the
level within the HOT RUN band.
• Be sure that fluid level checks are consistent. Check level more than once and
if readings are not consistent, check to be sure that the transmission breather
is clean and not clogged. If readings are still not consistent, contact your
nearest Allison distributor or dealer.
RECOMMENDED AUTOMATIC TRANSMISSION FLUID
AND VISCOSITY GRADE
• TRANSYNDTM is a full synthetic transmission fluid developed by Allison
Transmission and Castrol Ltd. This fluid meets Allison specifications for
Severe Duty and Extended Drain Intervals. TRANSYNDTM is fully qualified
to the GM DEXRON®-III and Allison C4 specifications and is available
through Allison distributors and dealerships.
32
• Hydraulic fluids (oils) used in the transmission are important influences on
transmission performance, reliability, and durability. TRANSYNDTM and
DEXRON®-III fluids are recommended for on-highway applications.
TRANSYNDTM and Allison Type C-4 fluids are recommended for severe duty
and off-highway applications.
• Some DEXRON®-III fluids are also qualified as Type C-4 fluids. To ensure
the fluid is qualified for use in Allison transmissions check for the
DEXRON®-III license numbers and/or C-4 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 3 lists the minimum fluid temperatures at which the transmission may
be safely operated without preheating. Preheat with auxiliary heating
equipment or by running the equipment or vehicle with the transmission in
neutral for a minimum of 20 minutes before attempting range operation.
Table 3. Minimum Operating Temperature For Transmission Fluid
Viscosity
Grade
Ambient Temperature Below
Which Preheat Is Required
Celsius
Fahrenheit
–30
–22
–27
–17
–20
–4
–15
5
0
32
10
50
SAE 0W-20* or TRANSYNDTM
DEXRON®-III
SAE 10W
SAE 15W-40
SAE 30
SAE 40
* “Arctic” as defined by MIL-L-46167B
(Ref. 13-TR-90.)
33
KEEPING FLUID CLEAN
CAUTION: Do not use containers or fillers for transmission fluid that
have been used for any antifreeze solution. Antifreeze and coolant
solutions contain ethylene glycol which, if introduced into the
transmission, can cause the clutch plates to fail.
It is absolutely necessary that transmission fluid be clean. The fluid must be handled
in clean containers to prevent foreign material from entering the transmission.
FLUID AND INTERNAL FILTER CHANGE
INTERVAL RECOMMENDATIONS
CAUTION: Transmission fluid and filter change frequency is
determined by the severity of transmission service. More frequent
changes may be necessary than recommended in the general
guidelines when operating conditions create high levels of
contamination or overheating.
Table 4 is given only as a general guide for fluid and filter change interval.
34
Table 4. Transmission Fluid and Filter Change
SEVERE VOCATION
Oil
GENERAL VOCATION
Filters
Oil
Filters
Lube/
Auxiliary
Main
Main
Lube/
Auxiliary
Required Initial Filter Change Interval (All Fluids)
8000 km
(5,000 Miles)
200 Hours
8000 km
(5,000 Miles)
200 Hours
8000 km
(5,000 Miles)
200 Hours
8000 km
(5,000 Miles)
200 Hours
Recommended Fluid and Filter Change Intervals (Non-TRANSYNDTM Fluids)
35
19 300 km
(12,000 Miles)
6 Months
500 Hours
19 300 km
(12,000 Miles)
6 Months
500 Hours
19 300 km
(12,000 Miles)
6 Months
500 Hours
40 200 km
(25,000 Miles)
12 Months
1000 Hours
40 200 km
(25,000 Miles)
12 Months
1000 Hours
40 200 km
(25,000 Miles)
12 Months
1000 Hours
Recommended Fluid and Filter Change Intervals (TRANSYNDTM Fluid)
80 400 km
(50,000 Miles)
24 Months
2,000 Hours
80 400 km
(50,000 Miles)
24 Months
2,000 Hours
80 400 km
(50,000 Miles)
24 Months
2,000 Hours
160 900 km
(100,000 Miles)
48 Months
4,000 Hours
80 400 km
(50,000 Miles)
24 Months
2,000 Hours
80 400 km
(50,000 Miles)
24 Months
2,000 Hours
Table 4. Transmission Fluid and Filter Change (cont’d)
SEVERE VOCATION
Oil
GENERAL VOCATION
Filters
Main
Oil
Lube/
Auxiliary
Filters
Main
Lube/
Auxiliary
Modified Fluid and Filter Change Intervals
(Mixture* of TRANSYNDTM and Non-TRANSYNDTM Fluids)
40 200 km
(25,000 Miles)
12 Months
1000 Hours
40 200 km
(25,000 Miles)
12 Months
1,000 Hours
40 200 km
(25,000 Miles)
12 Months
1,000 Hours
80 400 km
(50,000 Miles)
24 Months
2,000 Hours
40 200 km
(25,000 Miles)
12 Months
1,000 Hours
80 400 km
(50,000 Miles)
24 Months
2,000 Hours
36
* Mixture is defined as the quantity of fluid remaining in the transmission after a standard fluid change combined with the
quantity of TRANSYNDTM that is required to fill the transmission to the proper level. A mixture of TRANSYNDTM vs.
Non-TRANSYNDTM other than as defined in this paragraph does not meet the requirements that permit eligibility for the
TRANSYNDTM fluid and filter change intervals.
NOTE: Change fluid/filters after recommended distance, months, or hours have elapsed, whichever comes first.
Severe Vocation: All Retarders, On/Off Highway, Refuse, Tour Coach, and Transit
General Vocation: All Others
CAUTION: Transmission fluid and filters must be changed whenever
there is evidence of dirt or a high temperature condition. A high
temperature condition is indicated when the transmission fluid is
discolored, has a strong odor or has exceeded oil analysis limits
shown in Table 5.
Fluid Analysis. Transmission protection and fluid change intervals can be optimized
by monitoring fluid oxidation according to the tests and limits shown in Table 5.
Consult your local telephone directory for fluid analysis firms. To ensure consistent
and accurate fluid analysis, use only one fluid analysis firm. Refer to the
Technician’s Guide for Automatic Transmission Fluid, SA2055, for additional
information.
Table 5. Fluid Oxidation Measurement Limits
Test
Viscosity
Total Acid Number
Solids
Limit
±25% change from new fluid
+3.0 change from new fluid
2% by volume maximum
* A= Absorbance Units
TRANSMISSION FLUID CONTAMINATION
Fluid Examination. At each fluid change, examine the drained fluid for evidence of
dirt or water. A normal amount of condensation will appear in the fluid during
operation.
Water. Obvious water contamination of the transmission fluid or transmission fluid
in the cooler (heat exchanger) water indicates a leak between the water and
fluid areas of the cooler. Inspect and pressure test the cooler to confirm the leak.
Replace leaking coolers.
NOTE: Cooler water can also be contaminated by engine oil; be sure
to locate the correct source of cooler water contamination.
Engine Coolant. Engine coolant in the transmission hydraulic system requires
immediate action to prevent malfunction and possible serious damage. Completely
disassemble, inspect, and clean the transmission. Remove all traces of the coolant,
and varnish deposits resulting from engine coolant contamination. Replace friction
clutch plates contaminated with engine coolant (ethylene glycol).
37
Metal. Metal particles in the fluid (except for the minute particles normally trapped
in the oil filter) indicate internal transmission damage. If these particles are found in
the sump, the transmission must be disassembled and closely inspected to find their
source. Metal contamination requires complete transmission disassembly. Clean all
internal and external hydraulic circuits, cooler, and all other areas where the
particles could lodge.
CAUTION: After flushing the cooler, be sure to check the external
cooler circuit restriction. If circuit pressure drop is above
specification, the cooler has excessive trapped particles and must be
replaced.
TRANSMISSION FLUID AND FILTER CHANGE PROCEDURE
NOTE: Do not drain the transmission fluid if only filters are being
replaced.
Drain Fluid.
• Drain the fluid when the transmission is at operating temperature —
71˚C–93˚C (160˚F–200˚F). Hot fluid flows quicker and drains more
completely.
• Remove the drain plug from the control module and allow the fluid to drain
into a suitable container.
• Examine the fluid as described in TRANSMISSION FLUID
CONTAMINATION section.
Replace Filters. See following figure.
• MD 3060s prior to S/N 6510069120 and HD 4060s prior to
S/N 6610009730
— Remove twelve bolts 1, two filter covers 2, two o-rings 4, two square cut
seals 5, and two filters 6 from the bottom of the control module.
— When reinstalling parts, lubricate and install an o-ring 4 on each cover 2.
Install a square cut seal 5 on each cover 2. Lubricate filter o-ring (inside
filter) and install filters 6 onto covers 2.
• Continue the procedure beginning at the CAUTION on the next page.
38
FILTER
COVER
4000 MH/MD 4060
MAIN
3000 MH/MD 3060
MAIN
LUBE
LUBE
DRAIN
PLUG
MAIN
LUBE
DRAIN
PLUG
6
5
4
3
2
1
V03532.02
Location of Filters for Service
• 3000 MH / MD3060s beginning with S/N 6510069120 and 4000 MH /
HD 4060s beginning with S/N 6610009730
— Remove 12 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.
— When reinstalling parts, lubricate and install new o-rings 4 and 5 on each
cover 2. Lubricate o-ring inside filter 6 and push filter onto each cover 2.
Install new gasket 3 on each cover 2 and align holes in gasket with holes
in cover.
CAUTION: Do not use the bolts to draw filter covers to the sump.
This can damage the covers, seals, or sump. Do not use an impact
wrench to tighten these bolts or stripped threads and expensive parts
replacement may result. Use a torque wrench to tighten these bolts.
• Install filter and cover assemblies into the filter compartment. Align each
filter/cover assembly with the holes in the channel plate/sump. Push the cover
assemblies in by hand to seat the seals.
39
• Install six bolts into each cover and tighten to 51–61 N·m (38–45 lb ft).
• Replace the drain plug O-ring. Install the plug and tighten to 25–32 N·m
(18–24 lb ft).
Refill Transmission. The amount of refill fluid is less than the amount used for the
initial fill. Fluid remains in the external circuits and transmission cavities after
draining the transmission. After refill, check the fluid level.
Table 6. Transmission Fluid Capacity
Transmission
3000 MH / MD 3060
3000 MH / MD 3060
4000 MH / HD 4060
4000 MH / HD 4060
Sump
4 inch
2 inch
4 inch
2 inch
Initial Fill*
Liters
Quarts
24.5
26
18
19
45
48
38
40
* Approximate quantity, does not include external lines and cooler hose.
40
Refill*
Liters
Quarts
18
19
10
10.5
37
39
30
31
DIAGNOSIS
M H
S E R I E S
DIAGNOSTIC CODES
Continued illumination of the CHECK TRANS light during vehicle operation
(not start-up) indicates the ECU has signaled a diagnostic code. Poor performance
may activate a code without illuminating the CHECK TRANS light. Up to five
diagnostic codes can be recorded. Diagnostic codes can be read and cleared by
two methods: by using the shift selectors shown below or using the Pro-Link®
9000 Diagnostic Tool. Use of the Pro-Link® 9000 Diagnostic Tool is described in
the instruction manual furnished with each tool. Basic information on code
reading, code clearing and troubleshooting is covered in this DIAGNOSIS section.
More detailed information is available in the Troubleshooting Manual shown in the
Service Literature section.
R
MODE
N
D
R
MODE
5
Pro
Link
4
N
3
7 8 9
4 5 6
1 2 3
0 ENTER
2
D
1
SHIFT
SELECTORS
FUNC
DIAGNOSTIC
READER / TOOL
V03499.01
Shift Selector/Pro-Link® 9000 Diagnostic Tool
Diagnostic codes are numerical indications relating to a malfunction in transmission
operation. Each code consists of a two-digit main code and a two-digit subcode.
41
These codes are logged in a list in the ECU memory with the most severe or
otherwise most recent code listed first. A maximum of five codes (numbered d1–d5)
may be listed in memory at one time. As codes are added, the oldest nonactive code
is dropped from the list. If all codes are active, the code with the lowest priority that
is not included on the severity list is dropped from the list. Access to the diagnostic
codes and code information is through the pushbutton and lever shift selectors or the
diagnostic data reader.
The ECU separately stores the active and historical (nonactive) codes. An active
code is any code that is current in the ECU decision-making process. Historical
codes are codes that are retained in the ECU’s memory and will not necessarily
affect the ECU decision-making process. Historical codes are useful in determining
if a problem is isolated, is intermittent, or results from a previous malfunction.
DIAGNOSTIC CODE DISPLAY PROCEDURE
Diagnostic codes can be read and cleared by two methods:
• With the pushbutton or lever shift selector
• With the Pro-Link® 9000 Diagnostic Data Reader. The use of the
Pro-Link® 9000 diagnostic tool is described in the instruction manual
furnished with each tool.
Diagnostic codes are displayed as follows:
The code list position is the first item displayed, followed by the main code and the
subcode. Each item is displayed for about one second. The display cycles
continuously until the next code list position is accessed by pressing the MODE
button. The following list represents the display cycle using code 25 11 as an
example:
1.
2.
3.
4.
Code list position — d, 1
Main code — 2, 5
Subcode — 1, 1
Cycle repeats — d, 1
To view the second, third, fourth, and fifth positions (d2, d3, d4, d5), momentarily
press the MODE button. Momentarily press the MODE button after the fifth
position is displayed to restart the sequence of code list positions.
If a listed code is active, the LED indicator next to the MODE button is illuminated.
Any code position which does not have a diagnostic code logged will display “ - ”
for both the main and subcodes.
Pushbutton Shift Selector
• Bring the vehicle to a stop at a safe location.
• Apply the parking brake.
42
To Display Stored Codes:
• Simultaneously press the (Up) and (Down) arrow buttons once to access
the diagnostic display mode — press the buttons twice if a transmission oil
level sensor is installed.
• Observe the digital display for codes (codes will appear one digit at a time).
• Press the MODE button to see the next code — repeat for subsequent codes.
NOTE: Be sure to record all codes displayed before they are cleared.
This is essential for troubleshooting.
To Clear Active Indicators and Resume Vehicle Operation:
• Press and hold the MODE button for approximately three seconds until the
mode indicator (LED) flashes. Release the MODE button and active
indicators such as the CHECK TRANS light will not be illuminated. Some
codes are self-clearing and others require ignition cycles to clear.
NOTE: If the condition that caused the code is still present, the code
will again become active.
To Exit The Diagnostic Mode:
• Press the (Up) and (Down) arrow buttons at the same time, or press
N (Neutral).
Lever Shift Selector
• Bring the vehicle to a stop at a safe location.
• Apply the parking brake.
To Display Stored Codes:
• Press the DISPLAY MODE button once to access the diagnostic display mode
— press the button twice if a transmission oil level sensor is installed.
• Observe the digital display for codes (codes will appear one digit at a time).
• Press the MODE button to see the next code — repeat for subsequent codes.
NOTE: Be sure to record all codes displayed before they are cleared.
This is essential for troubleshooting.
43
To Clear Active Indicators and Resume Vehicle Operation:
• Press and hold the MODE button for approximately three seconds until the
mode indicator (LED) flashes.
• Begin operating as normal — have the transmission checked at the earliest
opportunity by an Allison Transmission distributor or dealer.
NOTE: If the condition that caused the code is still present, the code
will again become active.
To Exit The Diagnostic Mode:
• Press the DISPLAY MODE (Diagnostics) button or move the selector lever to
any position other than the one where the diagnostic mode was entered.
DIAGNOSTIC CODE LISTINGS AND PROCEDURES
The following table presents information about the diagnostic codes which may
occur during the operation of the transmission. For additional information, refer to
TS2973EN Troubleshooting Manual for WTEC III Controls
Table 7. Code Listings And Procedures
CODES
MAIN
CODE
SUB
CODE
13
12
ECU Input
Voltage Low
13
13
ECU Input Voltage
Medium Low
13
23
ECU Input
Voltage High
14
12,23
Oil Level Sensor
QUICK CHECKS
1. Check:
a. Battery direct ground and power connections are tight and
clean.
b. Vehicle batteries are charged.
c. Vehicle charging system is not over- or under-charging.
d. VIM fuse is good.
e. VIM connections are tight, clean, and undamaged.
f. Vehicle manufacturer supplied wiring is correct.
g. ECU connectors are tight, clean, and undamaged.
1. Check:
a. Is transmission equipped with oil level sensor?
b. Engine speed sensor, output speed sensor, temperature sensor,
and oil level sensor are working correctly.
c. Wiring harness has no opens, shorts to ground, or shorts to
battery.
44
Table 7. Code Listings And Procedures (cont’d)
CODES
MAIN
CODE
SUB
CODE
QUICK CHECKS
21
12,23
Throttle Position
Sensor
1. Check:
a. TPS connector is properly connected.
b. End of TPS cable is pulled out properly.
c. Engine fuel lever is in idle position.
d. Engine fuel lever provides proper amount of stroke on TPS
cable.
e. Wiring harness to TPS has no opens, shorts between wires, or
shorts to ground.
f. TPS for proper operation and resistance readings.
22
14, 15, 16 1. Check:
a. Speed sensors and connectors are tight, clean, and
Speed Sensors
undamaged.
b. Wiring harness to sensors has no opens, shorts between wires,
or shorts to ground.
23
12, 13, 14, 1. Check:
15, 16
a. ECU connectors are tight, clean, and undamaged.
b. Shift selector connector is tight, clean, and undamaged.
Shift Selectors
c. Wiring harness has no opens, shorts between wires, or shorts
to ground.
2. Shift selector(s) for proper operation.
24
12
1. Check:
a. Air temperature is below –32°C (–25°F)
Sump Fluid
1) If yes, this is a correct response for temperature.
Temperature Cold
2) If no, check that main transmission connector is tight,
clean, and undamaged.
b. ECU connectors are tight, clean, and undamaged.
24
23
1. Verify the overheat situation. Check:
a. Correct dipstick is installed.
Sump Fluid
b. Fluid level is correct.
Temperature Hot
1) If fluid level is incorrect — correct fluid level.
2) If fluid level is correct — check for cause of overheating.
2. Check if ECU and transmission connectors are tight, clean, and
undamaged.
25
00, 11, 22, 1. Check:
33, 44, 55,
a. Speed sensor connector is tight, clean, and undamaged.
66, 77
b. ECU connectors are tight, clean, and undamaged.
c. Fluid level is correct.
Output Speed
d. Wiring harness to sensor has no opens, shorts between wires,
Sensor
or shorts to ground.
45
Table 7. Code Listings And Procedures (cont’d)
CODES
MAIN
CODE
SUB
CODE
26
00, 11
Throttle/Engine
Coolant Source
Not Detected
32
00, 33,
55, 77
C3 Pressure Switch
Open
QUICK CHECKS
1. Check:
a. TPS for proper operation, related harness for opens and shorts.
b. Serial connection to engine is tight, clean, and undamaged.
c. SCI wiring harness has no opens or shorts.
1. Let vehicle idle with parking brake applied, wheels chocked, and
vehicle level. Check:
a. Correct dipstick is installed.
b. Fluid level is correct.
2. Check:
a. Main transmission connector is tight, clean, and undamaged.
b. ECU connectors are tight, clean, and undamaged.
c. Wiring harness has no opens, shorts between wires, or shorts
to ground.
33
12, 23
1. Check:
a. Main transmission connector is tight, clean, and undamaged.
Sump Oil
b. ECU connectors are tight, clean, and undamaged.
Temperature
c. Wiring harness has no opens, shorts between wires, or shorts
Sensor Failure
to ground.
34
12, 13, 14, 1. If able, recalibrate ECU, if not, replace ECU.
15, 16, 17
EEPROM
35
00, 16
1. Check:
a. ECU connectors are tight, clean, and undamaged.
Power Interruption
b. VIM connectors are tight, clean, and undamaged.
Real Time Write
c. Vehicle manufacturer supplied wiring has correct power and
Interruption
ground connections.
d. Power connections are battery direct.
e. Ground connections are battery direct.
f. Ignition switch connections are correct.
36
00
1. If able, recalibrate ECU; if not, replace ECU.
Hardware/Software
Not Compatible
46
Table 7. Code Listings And Procedures (cont’d)
CODES
MAIN
CODE
SUB
CODE
QUICK CHECKS
12, 13, 14, 1. Check:
a. Main transmission connector is tight, clean, and undamaged.
15, 16, 21
b. ECU connectors are tight, clean, and undamaged.
22, 23, 24,
c. Wiring harness is not pulled too tight, and there is no damage,
26
chafing, or screws through harness.
Short to Battery in
d. Wiring harness has no opens, shorts between wires, or shorts
Solenoid Circuit
to ground.
e. Unauthorized repairs have not been made.
2. Change harness (optional).
44
12, 13, 14, 1. Check:
a. Main transmission connector is tight, clean, and undamaged.
15, 16, 21,
b. ECU connectors are tight, clean, and undamaged.
22, 23, 24,
c. Wiring harness has no opens, shorts between wires, or shorts
26
to ground.
Solenoid Circuit
Short to Ground
45
12, 13, 14, 1. Check:
a. Main transmission connector is tight, clean, and undamaged.
15, 16, 21,
b. ECU connectors are tight, clean, and undamaged.
22, 23, 24,
c. Wiring harness has no opens or shorts.
26
Solenoid Circuit
Open
46
21, 26, 27 1. Check:
a. Main transmission connector is tight, clean, and undamaged.
Solenoid
b. ECU connectors are tight, clean, and undamaged.
Overcurrent
c. Wiring harness has no opens, shorts between wires, or shorts
to ground.
2. Replace ECU.
51
01, 10, 12, 1. Check:
a. Output and turbine speed sensor connectors are tight, clean,
21, 23, 24,
and undamaged.
35, 42, 43,
b. Speed sensor wiring harness has no opens, shorts between
45, 46, 53,
wires, or shorts to ground.
64, 65,
2. Let vehicle idle with parking brake applied, wheels chocked, and
XY*
vehicle level. Check:
Offgoing Ratio Test
a. Correct dipstick is installed.
(During Shift)
b. Fluid level is correct.
* Additional codes could be logged for other shifts where X indicates range shifted from
and Y indicates range shifted to.
42
47
Table 7. Code Listings And Procedures (cont’d)
CODES
MAIN
CODE
SUB
CODE
QUICK CHECKS
01, 08, 32, 1. Check:
a. Output and turbine speed sensor connectors are tight, clean,
34, 54, 56,
and undamaged.
71, 72, 78,
b. Speed sensor wiring harness has no opens, shorts between
79, 99,
wires, or shorts to ground.
XY*
c. Main wiring harness to transmission has no shorts between
Offgoing C3
wires or shorts to ground.
Pressure Switch
2.
Let
vehicle idle with parking brake applied, wheels chocked, and
Test (During Shift)
vehicle level. Check:
a. Correct dipstick is installed.
b. Fluid level is correct.
53
08, 18, 28, 1. Check:
a. Turbine and engine speed sensor connectors are tight, clean,
29, 38, 39,
and undamaged.
48, 49, 58,
b. Speed sensor wiring harness has no opens, shorts between
59, 68, 69,
wires, or shorts to ground.
78, 99,
2. Let vehicle idle with parking brake applied, wheels chocked, and
XY*
vehicle level. Check:
Offgoing Speed Test
a. Correct dipstick is installed.
(During Shift)
b. Fluid level is correct.
54
01, 07, 10, 1. Check:
a. Turbine and output speed sensor connectors are tight, clean,
12, 17, 21,
and undamaged.
23, 24, 27,
b. Speed sensor wiring harness has no opens, shorts between
32, 34, 35,
wires, or shorts to ground.
42, 43, 45,
46, 53, 54, 2. Let vehicle idle with parking brake applied, wheels chocked, and
vehicle level. Check:
56, 64, 65,
a. Correct dipstick is installed.
70, 71, 72,
b. Fluid level is correct.
80, 81, 82,
83, 85, 86, 3. EEPROM calibration is correct for the transmission.
92, 93, 95,
96, XY*
Oncoming Ratio
Test (After Shift)
* Additional codes could be logged for other shifts where X indicates range shifted from
and Y indicates range shifted to.
52
48
Table 7. Code Listings And Procedures (cont’d)
CODES
MAIN
CODE
SUB
CODE
QUICK CHECKS
55
07, 17, 27, 1. Let vehicle idle with parking brake applied, wheels chocked, and
87, 97,
vehicle level. Check:
XY*
a. Correct dipstick is installed.
b. Fluid level is correct.
Oncoming C3
2. Check:
Pressure Switch
a. Output and turbine speed sensor connectors are tight, clean,
Test (After Shift)
and undamaged.
b. Speed sensor wiring harness has no opens, shorts between
wires, or shorts to ground.
3. Check:
a. Transmission connector is tight, clean, and undamaged.
b. ECU connectors are tight, clean, and undamaged.
c. C3 pressure switch wiring has no opens, shorts between wires,
or shorts to ground.
56
00, 11, 22, 1. Check:
33, 44, 55,
a. Turbine and output speed sensor connectors are tight, clean,
66, 77,
and undamaged.
b.
Speed sensor wiring harness has no opens, shorts between
Range Verification
wires, or shorts to ground.
Ratio Test
c. Transmission connector is tight, clean, and undamaged.
d. ECU connectors are tight, clean, and undamaged.
2. Let vehicle idle with parking brake applied, wheels chocked, and
vehicle level. Check:
a. Correct dipstick is installed.
b. Fluid level is correct.
57
11, 22, 44, 1. Let vehicle idle with parking brake applied, wheels chocked, and
66, 88, 99
vehicle level. Check:
a. Correct dipstick is installed.
Range Verification
b. Fluid level is correct.
C3 Pressure Switch
2. Check:
Test
a. Output and turbine speed sensor connectors are tight, clean,
and undamaged.
b. Speed sensor wiring harness has no opens, shorts between
wires, or shorts to ground.
3. Check:
a. Transmission connector is tight, clean, and undamaged.
b. ECU connectors are tight, clean, and undamaged.
c. C3 pressure switch wiring has no opens, shorts between wires,
or shorts to ground.
* Additional codes could be logged for other shifts where X indicates range shifted from
and Y indicates range shifted to.
49
Table 7. Code Listings And Procedures (cont’d)
CODES
MAIN
CODE
SUB
CODE
QUICK CHECKS
61
00
Retarder Over
Temperature
1. Check:
a. Fluid level is correct.
b. Retarder apply system is not allowing retarder and throttle to
be applied at the same time.
c. Fluid cooler is adequately sized for load.
62
12, 23,
1. Check:
32, 33,
a. Retarder temperature measured with DDR is consistent with
code: or determine if code is active using shift selector.
Retarder
b. Sensor connector is tight, clean and undamaged.
Temperature
c. ECU connectors are tight, clean, and undamaged.
Sensor, Engine
d. Temperature sensor circuit has no opens, shorts between
Coolant Sensor
wires, or shorts to ground.
e. Serial connection to engine computer is tight, clean, and
undamaged.
f. SCI wiring harness has no opens or shorts.
63
00, 26, 40, 1. Check input wiring, switches, and connectors to determine why
41, 47
input states are different.
Input Function
Fault
64
12, 23
1. Use DDR to read retarder counts and identify problem wires.
Check wiring for short to battery, ground wire open, or short to
Retarder
ground.
Modulation
Request Device
Fault
66
00, 11, 22 1. Check:
a. Serial connection to engine computer is tight, clean, and
Serial
undamaged.
Communications
b.
SCI wiring harness has no opens, shorts, or shorts to ground.
Interface Fault
c. If DDR is not available, also be sure that transmission ECU
connections are tight, clean, and undamaged.
69
27, 28, 29, 1. Clear diagnostic code and retry vehicle start.
33, 34, 35, 2. If code recurs, reprogram or replace ECU.
36, 39, 41,
42, 43
ECU Malfunction
70
12, 13, 14
Software Problem
50
ABBREVIATIONS AND
DEFINITIONS
M H
S E R I E S
ABBREVIATIONS AND DEFINITIONS
ABS
Anti-lock Brake System — OEM-provided means to detect and prevent
wheel stoppage to enhance vehicle handling. Retarder and engine
brakes will not apply when ABS is active.
C3PS
C3 Pressure Switch — Pressure switch to signal the presence or
absence of pressure in the C3 clutch-apply circuit.
CT
Closed Throttle
DDR
Diagnostic Data Reader — Diagnostic tool; most current version is the
Pro-Link® 9000 made by MicroProcessor Systems, Inc. Used to
interrogate the ECU for diagnostic information and for reprogramming
I/O packages in a calibration.
DNA
Does Not Adapt — Adaptive shift control is disabled.
DNS
DO NOT SHIFT — Refers to the DO NOT SHIFT diagnostic response
during which the CHECK TRANS light is illuminated and the
transmission will not shift and will not respond to the Shift Selector.
ECU
Electronic Control Unit (also commonly referred to as the “computer”)
EEPROM Electronically Erasable Programmable Read Only Memory
J1587
Engine/transmission serial data communications link.
J1939
High-speed vehicle serial data communications link.
LED
Light-Emitting Diode — Electronic device used for illumination.
NNC
Neutral No Clutches — Neutral commanded with no clutches applied.
OEM
Original Equipment Manufacturer — Maker of vehicle or equipment.
OLS
Oil Level Sensor — Electronic device (optional) on control module for
indicating transmission fluid level.
PD
Powered Downshift — A downshift forced by applying brakes with the
throttle applied. Allison Transmission does not recommend this
procedure.
PT
Part Throttle
51
ABBREVIATIONS AND DEFINITIONS
(cont’d)
PTO
Power Takeoff
SCI
Serial Communication Interface — Used to transmit data and messages
between the diagnostic tool and the ECU and other systems such as
electronically-controlled engines.
ST
Step Thru — A downshift forced by applying WOT, just prior to a CT
downshift.
TID
TransID — A feature which allows the ECU to know the transmission
configuration and provide the corresponding calibration required.
TPS
Throttle Position Sensor — Potentiometer for signaling the position of
the engine fuel control lever.
V
Version — Abbreviation used in describing ECU software levels.
VIM
Vehicle Interface Module — A watertight box containing relays and
fuses — interfaces the transmission electronic control system with
components on the vehicle.
WOT
Wide Open Throttle
WT
World Transmission
WTEC III World Transmission Electronic Controls, Third Generation
52
CUSTOMER SERVICE
M H
S E R I E S
OWNER ASSISTANCE
The satisfaction and goodwill of the owners of Allison transmissions are of primary
concern to Allison Transmission Division (ATD), its distributors, and their dealers.
As an owner of an Allison transmission, you have service locations throughout the
world that are eager to meet your parts and service needs with:
• Expert service by trained personnel
• Emergency service 24 hours a day in many areas
• Complete parts support
• Sales teams to help determine your transmission requirements
• Product information and literature
Normally, any situation that arises in connection with the sale, operation, or service
of your transmission will be handled by the distributor or dealer in your area (check
the telephone directory for the Allison Transmission service outlet nearest you).
Reference the Sales and Service Directory (SA2229EN) for the current listing of
Allison Transmission authorized distributor and service dealers. This directory is
available from SGI, Inc.
We recognize, however, that despite the best intentions of everyone concerned,
misunderstandings may occur. To further assure your complete satisfaction, we have
developed the following three-step procedure to be followed in the event a problem
has not been handled satisfactorily.
Step One — Discuss the problem with a member of management from the
distributorship or dealership. Frequently, complaints are the result of a breakdown
in communication and can quickly be resolved by a member of management. If you
have already discussed the problem with the Sales or Service Manager, contact the
General Manager. All ATD dealers are associated with an ATD distributor. If the
problem originates with a dealer, explain the matter to a management member of the
distributorship with whom the dealer has his service agreement. The dealer will
provide his ATD distributor’s name, address, and telephone number on request.
53
Step Two — When it appears the problem cannot be resolved readily at the
distributor level without additional assistance, contact the Allison Transmission
Regional Office responsible for the local distributor. You will be assisted by a
member of the Regional Service Manager’s staff, depending on the nature of your
problem.
For prompt assistance, please have the following information available.
• Name and location of authorized distributor or dealer
• Type and make of equipment
• Transmission model number and serial number. This data is available on the
nameplate located on the right side of the transmission. Also provide the ECU
identification number which may be located elsewhere in the vehicle.
• Transmission delivery date and accumulated miles and/or hours of operation
• Nature of problem
• Chronological summary of unit’s history
Step Three — If you contacted a regional office and you are still not satisfied,
present the entire matter to the Home Office by writing to the following address
or calling the phone number below:
Manager, Warranty Administration – PF9
Allison Transmission
P.O. Box 894
Indianapolis, IN 46206-0894
Phone: 1-800-524-2303
The inclusion of all pertinent information will assist the Home Office in expediting
the matter. If an additional review by the Home Office of all the facts involved
indicates that some further action can be taken, the Regional Office will be advised.
When contacting the Regional or Home Office, please keep in mind that ultimately
the problem will likely be resolved at the distributorship or dealership utilizing their
facilities, equipment, and personnel. Therefore, it is suggested the above steps be
followed in sequence when experiencing a problem.
Your purchase of an Allison Transmission product is greatly appreciated, and it is
our sincere desire to assure complete satisfaction.
54
SERVICE LITERATURE
Additional service literature is available as shown in Table 8. This
service literature provides fully illustrated instructions for the operation,
maintenance, service, overhaul, and parts support of your transmission.
To ensure that you get maximum performance and service life from
your unit, you may order publications from:
SGI, Inc.
Attn: Allison Literature Fulfillment Desk
8350 Allison Avenue
Indianapolis, IN 46268
TOLL FREE: 888-666-5799
INTERNATIONAL: 317-471-4995
Table 8. 3000 MH / 4000 MH Series Service Literature
Transmission Model
Automatic Transmission Fluid
Technicians Guide
Mechanic’s Tips
Parts Catalog
Parts Catalog CD-ROM
Principles of Operation
Retail Literature Catalog
Service Manual
Troubleshooting Manual
Worldwide Sales and Service Directory
M H
3000 MH
4000 MH
GN2055EN
GN2055EN
MT3004EN
PC2150EN
CD2150EN
PO2454EN
GN2798EN
SM2148EN
TS2973EN
SA2229EN
MT3004EN
PC2456EN
CD2456EN
PO2454EN
GN2798EN
SM2457EN
TS2973EN
SA2229EN
S E R I E S
55
ALLISON TRANSMISSION DISTRIBUTORS
EASTERN REGION
Atlantic Detroit Diesel-Allison, LLC
180 Route 17 South
Lodi, NJ 07644
201-489-5800
Penn Detroit Diesel-Allison, Inc.
8330 State Road
Philadelphia, PA 19136-2986
215-335-0500
Covington Detroit Diesel-Allison
8015 Piedmont Triad Parkway
Greensboro, NC 27409
336-292-9240
Western Branch Diesel, Inc.
3504 Shipwright Street
Portsmouth, VA 23703
757-484-6230
Johnson & Towers, Inc.
2021 Briggs Road
Mount Laurel, NJ 08054
856-234-6990
Williams Detroit Diesel-Allison
Southeast, Inc.
2849 Moreland Avenue, S.E.
Atlanta, GA 30315-0037
404-366-1070
New England Detroit Diesel-Allison, Inc.
90 Bay State Road
Wakefield, MA 01880-1095
781-246-1810
56
CENTRAL REGION
Caribe Detroit Diesel-Allison
Division of GT Corporation
Ceramic Ind. Park, Campo Rico Ave.,
Block C
Carolina, Puerto Rico 00982
787-750-5000
Inland Diesel, Inc.
13015 West Custer Avenue
Butler, WI 53007-0916
262-781-7100
Central Detroit Diesel-Allison, Inc.
9200 Liberty Drive
Liberty, MO 64068
816-781-8070
Interstate Detroit Diesel
2501 East 80th Street
Minneapolis, MN 55425
612-854-5511
Clarke Detroit Diesel-Allison, Inc.
3133 East Kemper Road
Cincinnati, OH 45241
513-771-2200
Inland Detroit Diesel-Allison, Inc.
210 Alexandra Way
Carol Stream, IL 60195
630-871-1111
Florida Detroit Diesel-Allison, Inc.
5105 Bowden Road
Jacksonville, FL 32216
904-737-7330
Williams Detroit Diesel-Allison
Midwest, Inc.
1176 Industrial Parkway, North
Brunswick, OH 44212-2342
330-225-7751
SOUTHWESTERN REGION
Detroit Diesel-Allison De Mexico S.A.
De C.V.
Av. Santa Rosa No. 58
Col. Ampliacion Norte
San Juan Ixtacala, Tlalnepantla
C.P. 54160, Estado de Mexico
(525) 6-333-1800
United Engines, Inc.
5555 West Reno Avenue
Oklahoma City, OK 73127
405-947-3321
Stewart & Stevenson Power, Inc.
5840 Dahlia Street
Commerce City, CO 80022
303-287-7441
Stewart & Stevenson Services, Inc.
2707 North Loop West
Houston, TX 77008
713-868-7700
57
WESTERN REGION
Pacific Detroit Diesel-Allison Company
7215 South 228th Street
Kent, WA 98032
253-854-0505
Valley Detroit Diesel-Allison, Inc.
425 South Hacienda Boulevard
City of Industry, CA 91745-1123
626-333-1243
Sierra Detroit Diesel-Allison, Inc.
1755 Adams Avenue
San Leandro, CA 94577-1001
510-635-8991
Williams Detroit Diesel-Allison
Southwest, Inc.
2602 S. 19th Avenue
Phoenix, AZ 85009
602-257-0561
Smith Detroit Diesel-Allison, Inc.
250 West 3900 South
Salt Lake City, UT 84107
801-262-2631
CANADIAN REGION
Detroit Diesel-Allison
British Columbia Ltd.
9300 - 192nd Street
Surrey, British Columbia V4N 3R8
604-888-1211
Midwest Detroit Diesel-Allison Ltd.
1460 Waverley Street
Winnipeg, Manitoba R3T OP6
204-452-8244
Detroit Diesel-Allison Canada East
(Div. of Integrated Power Systems Corp.)
2997 Rue Watt
Ste. Foy, Quebec G1X 3W1
418-651-5371
Waterous Detroit Diesel-Allison (Div.
of Integrated Power Systems Corp)
10025 - 51 Avenue
Edmonton, Alberta T6E OA8
780-437-3550
Harper Detroit Diesel Ltd.
10 Diesel Drive
Toronto, Ontario M8W 2T8
416-259-3281
58
ALLISON TRANSMISSION REGIONAL OFFICES
EASTERN REGION
WESTERN REGION
19 Oaklynn Drive
P. O. Box 400
Columbus, NJ 08022-0400
609-298-2541
39465 Paseo Padre Parkway
Suite 2400
Fremont, CA 94538
510-498-5208
CENTRAL REGION
CANADIAN REGION
P. O. Box 894, Speed Code PF06
Indianapolis, IN 46206
317-242-2327
P. O. Box 5160, Station A
London, Ontario N6A 4N5
519-452-5256
SOUTHWESTERN REGION
39465 Paseo Padre Parkway
Suite 2400
Fremont, CA 94538
510-498-5208
59
ATD 5376 Op Manual
5/15/00 11:28 AM
OM3349EN 200003
Page 2
Printed in U.S.A. 200003