Operator`s Manual 3000 And 4000 Product

MOTORHOME SERIES

3000/4000

OPERATOR’S

MANUAL

Operator’s

Manual

2005 FEBRUARY

Rev. 1 2005 SEPTEMBER

OM3349EN

Allison Transmission

VOCATIONAL MODELS

Motorhome Series (MH) Transmissions

3000 and 4000 Product Families

WTEC III Controls and Allison 4

th

Generation Controls

3000 MH

4000 MH

Printed in USA Copyright © 2005 General Motors Corporation

NOTES

2

TABLE OF CONTENTS

INTRODUCTION

KEEPING THAT ALLISON ADVANTAGE . . . . . . . . . . . . . . . . . . . . . . . . 7

A BRIEF DESCRIPTION OF THE ALLISON MOTORHOME SERIES

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

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

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

PLANETARY GEARS AND CLUTCHES . . . . . . . . . . . . . . . . . . . . . . . . 14

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

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

SHIFT SELECTORS

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

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

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

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

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

DRIVING TIPS

CHECK TRANS LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

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

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

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

USING THE ENGINE TO SLOW THE VEHICLE . . . . . . . . . . . . . . . . . . . 29

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

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

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

COLD WEATHER STARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

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

ROCKING OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

HIGH FLUID TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

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

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

CRUISE CONTROL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

TURNING OFF THE VEHICLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

POWER TAKEOFF OPERATION

ENGINE-DRIVEN POWER TAKEOFF (PTO) . . . . . . . . . . . . . . . . . . . . . 40

3

CARE AND MAINTENANCE

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

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

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

FLUID LEVEL CHECK USING PUSHBUTTON OR LEVER SHIFT

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

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

COLD CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

HOT CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

RECOMMENDED AUTOMATIC TRANSMISSION FLUID AND VISCOSITY

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

KEEPING FLUID CLEAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

FLUID AND INTERNAL FILTER CHANGE INTERVAL

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

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

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

DIAGNOSTICS

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

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

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

DIAGNOSTIC CODE LISTINGS AND PROCEDURES

(WTEC III CONTROLS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65

DIAGNOSTIC CODE LISTINGS AND PROCEDURES (ALLISON 4 th

GENERATION CONTROLS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

ABBREVIATIONS AND DEFINITIONS

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

CUSTOMER SERVICE

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

SERVICE LITERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88

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

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

4

TRADEMARK USAGE

The following trademarks are the property of the companies indicated:

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

• DEXRON

® is a registered trademark of the General Motors Corporation.

• TranSynd™ is a trademark of Castrol Ltd.

5

WARNINGS, CAUTIONS, NOTES

IT IS YOUR RESPONSIBILITY to be completely familiar with the warnings and cautions described in this manual. It is, however, important to understand that these warnings and cautions are not exhaustive. Allison Transmission could not possibly know, evaluate, and advise the service trade of all conceivable ways in which service might be done or of the possible hazardous consequences of each way. The vehicle manufacturer is responsible for providing information related to the operation of vehicle systems (including appropriate warnings, cautions, and notes). Consequently, Allison Transmission has not undertaken any such broad evaluation. Accordingly, ANYONE WHO USES A SERVICE PROCEDURE

OR TOOL WHICH IS NOT RECOMMENDED BY ALLISON

TRANSMISSION OR THE VEHICLE MANUFACTURER MUST first be thoroughly satisfied that neither personal safety nor equipment safety will be jeopardized by the service methods selected.

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

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

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

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

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

6

INTRODUCTION

KEEPING THAT ALLISON ADVANTAGE

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

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

ALLISON-equipped vehicle.

7

ASSEMBLY PADS

BREATHER

OUTPUT

SPEED

SENSOR

COOLER PORTS

NOTE: Inch Series Threads

TORQUE CONVERTER

WITH LOCKUP CLUTCH

AND TORSIONAL DAMPER

BREATHER

INPUT

SPEED

SENSOR

FEEDTHROUGH

HARNESS

CONNECTOR

NAMEPLATE

MAIN-PRESSURE TAP


FEEDTHROUGH

HARNESS

CONNECTOR

ASSEMBLY

PADS

(BOTH SIDES)

FILL TUBE

AND DIPSTICK

(Available on

both sides)



V06341.02.00

Figure 1. Typical 3000 MH Series Transmission

(WTEC III Controls)

8

ASSEMBLY PADS

BREATHER

OUTPUT

SPEED

SENSOR

COOLER PORTS


FEEDTHROUGH

HARNESS CONNECTOR


WITH LOCKUP CLUTCH

AND TORSIONAL DAMPER

BREATHER

INPUT

SPEED

SENSOR

FILL TUBE

AND DIPSTICK

(Available on

both sides)

NAMEPLATE



ASSEMBLY

PADS

(BOTH SIDES)

FILL TUBE

AND DIPSTICK

(Available on

both sides)



V06341.03.01


(Allison 4 th

Generation Controls)

9

FEEDTHROUGH

HARNESS

CONNECTOR

BREATHER

OUTPUT SPEED

SENSOR

COOLER PORTS

MOUNTING PAD

(BOTH SIDES)

MOUNTING

PAD

INPUT SPEED

SENSOR

TURBINE SPEED

SENSOR

FILL TUBE AND DIPSTICK

NAMEPLATE

BREATHER

FEEDTHROUGH

HARNESS

CONNECTOR


COOLER PORTS

V06342



10

BREATHER

OUTPUT SPEED

SENSOR

COOLER PORTS

FEEDTHROUGH

HARNESS CONNECTOR

MOUNTING PAD

(BOTH SIDES)

MOUNTING

PAD

INPUT SPEED

SENSOR

TURBINE SPEED

SENSOR

FILL TUBE AND DIPSTICK

NAMEPLATE

BREATHER

COOLER PORTS



(Allison 4 th


11

V06342.01.00

A BRIEF DESCRIPTION OF THE ALLISON MOTORHOME

SERIES TRANSMISSIONS

Included in the Allison On-Highway Transmission family are the Motorhome

Series transmissions. The transmissions described in this manual include:

• WTEC III Controls or Allison 4 th

Generation Controls

• A torque converter with lockup and torsion damper

• Three planetary gear sets

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

ELECTRONIC CONTROL SYSTEM

All Motorhome Series transmissions come standard with WTEC III Controls or

Allison 4 th

Generation Controls. These systems consist of five major components connected by OEM-furnished wiring harnesses. The five major components are:

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

• Three speed sensors

• Remote shift selector

• Control module (which contains solenoid valves, a pressure switch, and an optional oil level sensor)

• Engine Electronic Control Module (ECM) or Engine Throttle Position

Sensor (TPS), if installed

The TCM/ECU receives information from the following:

• Throttle position sensor, if installed

• Speed sensors

• Pressure switch

• Shift selector

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

TCM/ECU.

12

A feature of both Allison 4 th

Generation Controls and WTEC III controls is

“autodetect.” Autodetect is active within the first several engine starts, depending upon the component or sensor being detected. These engine start cycles begin when the transmission is installed during vehicle manufacture. Autodetect searches for the presence of the following transmission components or data inputs:

Transmission Components

Retarder

Oil Level Sensor (OLS)

Throttle

Engine Coolant Temperature

Present, Not Present

Present, Not Present

Analog, J1587, J1939

Analog, J1939, J1587

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

Another feature of the Motorhome Series transmission is its ability to adapt or

“learn” as it operates. Each shift is measured electronically, stored, and used by the TCM/ECU to adapt or “learn” the optimum control for future shifts.

NOTE: Allison 4 th

Generation Controls and WTEC III Controls are designed and manufactured to comply with all FCC and other guidelines regarding radio frequency interference/electromagnetic interference

(RFI/EMI) for transportation electronics. Manufacturers, assemblers, and installers of radio-telephone or other two-way communication radios have the sole responsibility to correctly install and integrate those devices into Allison Motorhome Series transmission-equipped vehicles to customer satisfaction.

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


The torque converter consists of the following four elements:

• Pump—input element driven directly by the engine

• Turbine—output element hydraulically driven by the pump

• Stator—reaction (torque multiplying) element

• Lockup Clutch—mechanically couples the pump and turbine when engaged; controlled by TCM/ECU

13

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

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

• Piston and backplate—driven by the engine

• Clutch plate/damper (located between the piston and the backplate)—splined to the converter turbine

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

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

PLANETARY GEARS AND CLUTCHES

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

COOLER CIRCUIT

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

A new feature has been added on all retarder-equipped transmissions. The retarder housing now allows addition of either a remote or integral cooler for transmission sump fluid in addition to retarder out fluid. A by-pass cover is placed over the sump cooling ports when the provision is not used. The sump cooler ports are

located on the lower right rear face of the retarder housing (refer to Figure 1

through Figure 4).

14

RETARDER

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

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

15

SHIFT SELECTORS

DESCRIPTION OF AVAILABLE TYPES

1

2

3

4

5

D

N

R

MODE

SIX-SPEED,

LEFT-HAND

LEVER

SELECTOR

HOLD OVERRIDE BUTTON

MODE INDICATOR

(LED)

MODE BUTTON

MODE ID

DIGITAL DISPLAY

*

MODE

R

N

D

5

4

3

2

1

HOLD OVERRIDE

BUTTON

MODE INDICATOR

(LED)

MODE BUTTON

MODE ID

DIGITAL DISPLAY

*

DISPLAY MODE/

DIAGNOSTIC BUTTON

DISPLAY MODE/

DIAGNOSTIC BUTTON

SIX-SPEED,

RIGHT-HAND

LEVER SELECTOR

WITH REVERSE TO FRONT

MODE

R

N

D

5

2

1

4

3

CONTOURED

VERSION

R

N

D

MODE

DIGITAL DISPLAY

*

MODE ID

MODE

INDICATOR (LED)

Push simultaneously to enter diagnostic mode and fluid level check

R

MODE

N

D

PUSHBUTTON SELECTORS

*

NOTE:

Number displayed is highest forward range available in selected position.

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

V07343.01.02

Figure 5. WTEC III Shift Selectors

16

1

6

HOLD OVERRIDE

BUTTON

MODE INDICATOR

(LED)

MODE BUTTON

MODE ID

DIGITAL DISPLAY

*

DISPLAY MODE

DIAGNOSTIC BUTTON

1

6

HOLD OVERRIDE

BUTTON

MODE INDICATOR

(LED)

MODE BUTTON

MODE ID

DIGITAL DISPLAY

*

DISPLAY MODE


1

6

MODE

DIGITAL DISPLAY

*

MODE ID

MODE

INDICATOR (LED)

Push simultaneously to enter diagnostic mode and fluid level check

1

6

*

NOTE:

The first number displayed is highest forward range available and second number is range attained in selected position.


V07343.03.01

Figure 6. Allison 4 th

Generation Controls Shift Selectors

INTRODUCTION

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

With an Allison-equipped vehicle, it is not necessary to select the right moment to upshift or downshift during changing road and traffic conditions. The Allison

Motorhome Series transmission does it for you. However, knowledge of the shift selector positions, available ranges, and when to select them, make vehicle control and your job even easier. Select lower ranges when descending long grades (with

or without retarder) to reduce wear on service brakes. Refer to the Range

Selection table at the end of this section for related information.

17

LEVER SHIFT SELECTOR

General Description. The lever shift selector (refer to Figure 5 and Figure 6) is

an electro-mechanical control. Typical lever positions are:

• R (Reverse)

• N (Neutral)

• D (Drive)

• Some number of lower forward range positions

Motorhome Series transmissions can be programmed to have four, five, or six forward ranges. Shift selector positions should agree with the programming of the

TCM/ECU unit.

The lever selector includes the following:

• HOLD OVERRIDE button

• MODE button

• Digital display

• DISPLAY MODE/DIAGNOSTIC button

HOLD OVERRIDE Button. The lever shift selector has three locked positions to prevent accidentally selecting R (Reverse), N (Neutral), or D (Drive). Select

R (Reverse), N (Neutral), or D (Drive) by pressing the HOLD OVERRIDE button and moving the lever to the desired position. Once D (Drive) is selected, lower forward range positions may be selected without pressing the

HOLD OVERRIDE button.

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

ECONOMY shift schedule and illuminates the MODE INDICATOR (LED).

When the Diagnostic Display Mode has been entered, the MODE button is used to view and toggle through diagnostic code information. After viewing the first diagnostic code which appears in the digital display, press the MODE button to view the 2 nd diagnostic code logged. Repeat this procedure to view the 3 rd

, 4 th

, and 5 th code positions. The code displayed is active if the MODE INDICATOR

(LED) is illuminated.

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

18

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

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

• When all segments of the digital display are illuminated for more than

12 seconds, the ECU did not complete initialization.

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

• When the display shows a “

\

/

\

” (cateye), a selector-related fault code has been logged.

• Conditions which illuminate the CHECK TRANS light disable the shift selector and the digital display displays the range actually attained. For a

detailed explanation, refer to the CHECK TRANS LIGHT paragraph in the

DRIVING TIPS section.

Abnormal operation is indicated by the Allison 4 th display as follows:

Generation Controls digital

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

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

\

/

\

” (cateye), the shift selector is unable to communicate with the TCM or has experienced an internal fault.

• When the display shows a “

\

/

\

” (cateye), a selector-related fault code has been logged.

• Conditions which illuminate the CHECK TRANS light disable the shift selector. The SELECT digit is blank and the MONITOR digit displays the

range actually attained. For a detailed explanation, refer to the CHECK

TRANS LIGHT paragraph in the DRIVING TIPS section.

The transmission will not shift into range if a CHECK TRANS code is active.

When the display shows R or D has been requested and the display is flashing, the requested range has not been achieved due to an inhibit function.

Some inhibit functions are vehicle-related and do not result in diagnostic codes.

Some examples are mentioned in the Range Selection tables at the end of this

Section.

Check for active codes if no other inhibit function has been located. Once

D (Drive) is attained, the transmission will shift into the lowest range programmed for the D (Drive) position, usually first-range.

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

19

PUSHBUTTON SHIFT SELECTOR

General Description. The pushbutton shift selector (refer to Figure 5 and

Figure 6) has the following:

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

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

• D (Drive)—Press this button to select Drive. The highest forward range available will appear in the digital display window. The transmission will start out in the lowest available forward range and advance automatically to the highest range.

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

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

• MODE Button and Display Mode/Diagnostic Button—This is the same

function as described previously in the LEVER SHIFT SELECTOR

paragraph, MODE Button paragraph.

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

Refer to the Care And Maintenance section, FLUID LEVEL CHECK USING

PUSHBUTTON OR LEVER SHIFT SELECTOR for more information about fluid

level data. Refer to the Driving Tips section, DIAGNOSTIC CODES and

DIAGNOSTIC CODE DISPLAY PROCEDURE, for more information about

diagnostic codes and display procedure.

20

RANGE SELECTION

R

N

D

MODE

R

N

D

MODE

MODE

R

N

D

5

4

3

2

1

MODE

R

N

D

5

4

3

2

1

V07344

Figure 7. Typical Motorhome Series Shift Selectors


MODE

1

6

2

1

4

3

D

5

R

N

1

6

1

6

V07344.01.00

Figure 8. Typical Motorhome Series Shift Selectors

(Allison 4 th


21

PUSHBUTTON AND LEVER SHIFT SELECTORS

WITH DIGITAL DISPLAY

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

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

1. Put the transmission in N (Neutral).

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

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

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

WARNING: R (Reverse) may not be attained due to an active inhibitor. Always apply the service brakes when selecting

R (Reverse) to prevent unexpected vehicle movement and because a service brake inhibit may be present. When “R” is flashing, it indicates the shift to R (Reverse) is inhibited.

Check for active diagnostic codes if R (Reverse) is not

attained. See DOWNSHIFT AND DIRECTION CHANGE

INHIBITOR FEATURE in the DRIVING TIPS section.

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

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

22


WITH DIGITAL DISPLAY (cont’d)


R

Completely stop the vehicle and let the engine return to idle before shifting from a forward range to R (Reverse) or from R (Reverse) to a forward range. The digital display will display “R” when

R (Reverse) is selected.

WARNING: When starting the engine, make sure the service brakes are applied. Failure to apply the service brakes can result in unexpected vehicle movement.

WARNING: Vehicle service brakes, parking brake, or emergency brake must be applied whenever N (Neutral) is selected to prevent unexpected vehicle movement. Selecting

N (Neutral) does not apply vehicle brakes, unless an auxiliary system to apply the parking brake is installed (see the

Operator’s Manual for the vehicle).

N

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).

Use N (Neutral) when starting the engine, to check vehicle accessories, and for extended periods of engine idle operation

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

23




WARNING: D (Drive) may not be attained due to an active inhibitor. Always apply the service brakes when selecting

D (Drive) to prevent unexpected vehicle movement and because a service inhibit may be present. When “D” is flashing, it indicates the shift to D (Drive) is inhibited. Check for active diagnostic codes if D (Drive) is not attained. See

DOWNSHIFT AND DIRECTION CHANGE INHIBITOR

FEATURE in the DRIVING TIPS section.

D

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

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

“wheelchair lift not stored” and “service brakes not applied”

(service brake interlock present).

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

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

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6*

5*

4*

3

2

Lower ranges provide greater engine braking for going down grades (the lower the range, the greater the braking effect).

Occasionally, it may be desirable to restrict automatic shifting to a lower range because of:

• Road conditions.

1

• Load.

• Traffic conditions.

• Etc.

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

First-range provides the vehicle with its maximum driving torque and engine braking effect. Use first-range when:

• Pulling through mud and deep snow.

• Maneuvering in tight spaces.

• Driving up or down steep grades.

For vehicles equipped with the pushbutton selector, push the

↓ (Down) arrow until first-range appears in the select window.

* Actual ranges available depend on programming by vehicle manufacturer.

25

DRIVING TIPS

CHECK TRANS LIGHT

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

Transmission Control Module (TCM) detects a problem condition, the TCM/ECU:

• Restricts shifting.

• Illuminates the CHECK TRANS light on the instrument panel.

• Registers a diagnostic code.

NOTE: For some problems, diagnostic codes may be registered without the TCM/ECU activating the CHECK TRANS light. Your Allison

Transmission authorized service outlet should be consulted whenever there is a transmission-related concern. They have the equipment to check for diagnostic codes and to correct problems which arise.

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

Continued illumination of the CHECK TRANS light during vehicle operation

(other than start-up) indicates that the TCM/ECU has signaled a diagnostic code.

Illumination of the CHECK TRANS light is accompanied by a flashing display from the shift selector. The shift selector display will show the actual range attained and the transmission will not respond to shift selector requests.

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

26

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

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

CHECK TRANS light is corrected.

Generally, while the CHECK TRANS light is on, upshifts and downshifts will be restricted and direction changes will not occur. Lever and pushbutton shift selectors do not respond to any operator shift requests while the CHECK

TRANS light is illuminated. The lockup clutch is disengaged when transmission shifting is restricted or during any critical transmission malfunction.

DIAGNOSTIC CODES

See detailed information in the DIAGNOSTICS section.

ACCELERATOR CONTROL

WARNING: To help avoid injury or property damage caused by sudden movement of the vehicle, do not make shifts from N (Neutral) to

D (Drive) or R (Reverse) when the throttle pedal is depressed. If you shift while the throttle pedal is depressed too far, the transmission will only engage if the throttle pedal is released in the next three seconds.

This may cause a sudden movement of the vehicle. Leaving the throttle pedal depressed longer than three seconds causes the transmission to remain in N (Neutral). Avoid this condition by making shifts from

N (Neutral) to D (Drive) or R (Reverse) only when the throttle is closed.

The position of the accelerator pedal influences when automatic shifting occurs.

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

DOWNSHIFT AND DIRECTION CHANGE INHIBITOR

FEATURE

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

N (Neutral) to D (Drive) or R (Reverse) is inhibited when engine speed is above idle.

27

There is no speed limitation on upshifting, but there is a limitation on downshifting and for shifts that cause a direction change such as

D (Drive)-to-R (Reverse) or R (Reverse)-to-D (Drive).

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

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

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

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

• Pushbutton selector—Press the desired pushbutton again.

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

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

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

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USING THE ENGINE TO SLOW THE VEHICLE

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

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

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

USING THE HYDRAULIC RETARDER

WARNING: DO NOT USE THE RETARDER DURING INCLEMENT

WEATHER OR WHEN ROAD SURFACES ARE SLIPPERY.

De-energize the retarder at the master control switch.

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

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

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

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

29

• Vehicle brake lights should always be on when the retarder is applied

(periodically verify that they are working).

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

NOTE: The retarder is automatically disabled and the lockup clutch is disengaged whenever the vehicle anti-lock brake system (ABS) is active.

However, in case the ABS system malfunctions, it is recommended that the retarder enable switch, if present, be disabled.

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

Generation Control Systems, the TCM may also activate or limit retarder operation in response to torque speed control or electronic retarder control messages received on the vehicle’s J1939 Data Link. Some types of controls and

the amount of retarder application are shown in the Types of Retarder Control table that follows.

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

Generation Controls and the WTEC III control system.

NOTE: If your transmission has a retarder but it is not functioning, it may not have been “autodetected” during vehicle manufacture. Go immediately to your nearest Allison Transmission service outlet to have

“autodetect” reset or the retarder enabled using the Allison DOC™ For

PC–Service Tool.

NOTE: When reduced retarder performance is observed, be sure the transmission fluid level is within the operating band on the dipstick

(refer to Figure 11). Low fluid level is a common cause for retarder

performance complaints.

NOTE: The retarder requires about one second to reach full capacity requested. Be sure to anticipate this delay when using the retarder.

Anticipation will prevent unnecessary service brake applications during non-emergency stops.

30

Types of Retarder Control

Manual

Type Description

Separate apply pedal

Amount of Application

Zero to Full apply

Automatic

Brake Pressure

Apply**

Pedal Position ** Special brake pedal

J1939 Data Link Digital message from engine controller

Combinations of the above systems **

Hand lever * Six levels based on lever position

Auto “Full On” * “Full On” when closed throttle sensed

Single pressure switch

Three pressure switches

Auto “half-on” plus pressure switch *

Auto “

1

/

3 on” plus two pressure switches *

Hand lever plus pressure switch *

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

1

/

3

,

2

/

3

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

1

/

3

,

2

/

3

, or “Full On” (based on pedal position)

Zero to Full Apply

Half capacity at closed throttle or

“Full On” with brake pressure

1

/

3

, capacity at closed throttle or

6 levels of modulation with lever, or

“Full On” with brake pressure

2 and “Full On” with brake pressure

/

3

Foot pedal plus pressure switch

Hand lever plus interface for special pedal *

Full modulation with separate pedal, or “Full On” with brake pressure

6 levels of modulation with lever, or 3 levels of modulation based on pedal position

* These control systems may apply the retarder at high speed on grades when the vehicle has road speed limiting and the retarder is enabled.

** For retarder apply systems integrated with the service brake system, the retarder is most effective when applied with light brake pedal pressure for

1–2 seconds to allow the retarder to fully charge. Added pedal pressure can be applied when more aggressive braking is desired.

31

NOTE: When the transmission fluid or engine water temperature

(engine water is an OEM option) exceeds programmed limits, retarder capacity is automatically gradually reduced to minimize or avoid possible system overheating.

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

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

• THE RETARDER WORKS ONLY WHEN THE ENGINE IS AT

CLOSED THROTTLE.

• OBSERVE TRANSMISSION AND ENGINE TEMPERATURE

LIMITS AT ALL TIMES. Select the lowest possible transmission range to increase the cooling system capacity and total retardation available.

• In the event of OVERHEATING, DECREASE THE USE OF THE

RETARDER; USE THE SERVICE BRAKES TO SLOW THE

VEHICLE.

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

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

ADAPTING SHIFTS

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

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

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

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

32

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 (ST) 3–2 by going to WOT. Repeat for the WOT 3–4/ST 4–3, WOT 4–5/ST 5–4,

WOT 5–6/ST 6–5.

4. From a Stop, release vehicle brakes and perform a set of Part Throttle

(PT—50 to 60 percent) Upshifts to the highest attainable range for the vehicle. Release the throttle to closed and use light vehicle brakes to decelerate to a stop.

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

5. From a Stop, release vehicle brakes and perform Part Throttle (PT—50 to

60 percent) Upshifts to the 3 rd 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.

33

6. From a Stop, release vehicle brakes and perform a set of Wide Open

Throttle Upshifts to the highest attainable range for the vehicle. Release the throttle to Closed and Preselect Down to 1st Range using the shift selector. Use light vehicle brakes to decelerate to a stop.

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

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

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

Downshifts as required to ascend the grade.

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

RANGE PRESELECTION

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

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

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

COLD WEATHER STARTS

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

34

Sump Fluid Temperature

–32°C (–25°F) to –7°C (19°F)

–7°C (19°F)

Minimum Fluid Operating Temperatures

CHECK

TRANS Light

OFF

OFF

Operation

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 TranSynd™), follow these procedures when making directional shift changes:

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

R (Reverse).

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

D (Drive) or other forward range.

Failure to follow these procedures may cause illumination of the

CHECK TRANS light and the transmission will be restricted to

N (Neutral).

Transmission operation at cold ambient temperatures may require preheating or

the use of a lower viscosity transmission fluid. Refer to RECOMMENDED

AUTOMATIC TRANSMISSION FLUID AND VISCOSITY GRADE in the Care

And Maintenance section.

DRIVING ON SNOW OR ICE

WARNING: Using the retarder on wet or slippery roads may cause loss of traction on the drive wheels—your vehicle may slide out of control.

To help avoid injury or property damage, turn the retarder enable to

OFF when driving on wet or slippery roads.

NOTE: The retarder is automatically disabled whenever the vehicle

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

If possible, reduce vehicle speed and select a lower range before losing traction.

Select the range that will not exceed the speed expected to be maintained.

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

35

ROCKING OUT

WARNING: To help avoid injury or property damage caused by sudden movement of the vehicle, do not make shifts from N (Neutral) to

D (Drive) or R (Reverse) when the throttle is open. The vehicle will lurch forward or rearward and the transmission can be damaged. Avoid this condition by making shifts from N (Neutral) to a forward range or

R (Reverse) only when the throttle is closed and the service brakes are applied.

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

1200–1500 rpm until it cools (2–3 minutes).

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

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

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

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

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

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

This procedure may be repeated in D (Drive) and R (Reverse) if each directional shift continues to move the vehicle a greater distance. Never make

N (Neutral)-to-D (Drive) or directional shift changes when the engine rpm is above idle.

HIGH FLUID TEMPERATURE

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

Sump fluid

Fluid to cooler

Retarder out fluid

121°C (250°F)

149°C (300°F)

165°C (330°F)

36

If the transmission overheats during normal operations, check the fluid level in the

transmission. Refer to the fluid level check procedures described in the CARE

AND MAINTENANCE section.

CAUTION: The engine should never be operated for more than

10 seconds at full throttle with the transmission in range and the output stalled. Prolonged operation of this type will cause the transmission fluid temperature to become excessively high and will cause severe overheat damage to the transmission.

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

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

PARKING BRAKE

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

• Put the transmission in N (Neutral).

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

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

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

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

37

TOWING OR PUSHING

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

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

• Disconnect the driveline.

• Lift the drive wheels off the road.

• Remove the axle shafts from the drive wheels.

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

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

PRIMARY/SECONDARY SHIFT SCHEDULES

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

The TCM includes the capacity for two separate and distinct shift calibrations

(customer-selectable), one for use in “Primary Mode” of operation and one in

“Secondary Mode.”

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

• Secondary—This is an alternate shift schedule that the TCM uses upon request. Not all vehicles will be equipped with a secondary shift schedule.

The request can be interlocked with a vehicle component, or be operator-controlled using the MODE button.

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

CRUISE CONTROL OPERATION

Operating an Allison WTEC III Controls or Allison 4 th

Generation

Controls-equipped vehicle on cruise control may cause the transmission to shift

38

cycle if the cruise control speed setting is set too close to a scheduled shift point.

One of the following actions may eliminate shift cycling:

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

Figure 5 or Figure 6) on the shift selector.

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

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

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

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

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

Eliminate this condition by turning off the engine brake while operating the vehicle on cruise control.

TURNING OFF THE VEHICLE

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

39

POWER TAKEOFF OPERATION

ENGINE-DRIVEN POWER TAKEOFF (PTO)

CAUTION: Do not exceed the engagement and operational speed limits imposed on the driven equipment during the operation of the PTO.

Exceeding the speed limits produces high hydraulic pressure in the PTO that can damage the PTO components. Consult the vehicle manufacturer’s literature for these speed limits.

If a PTO is present, it will be mounted on either the left side or the right side for a 3000 MH transmission depending upon the converter housing configuration. The

PTO is located on the left side or top for a 4000 MH Series transmission. The

PTO drive gear is engine-driven and therefore provides direct engine power. The

PTO can be operated when the vehicle is either moving or stopped.

The PTO gear is in constant mesh with the drive gear in the converter housing.

PTOs are either constant drive (output always powered) or clutched drive. The output of a clutched drive PTO is powered when the PTO clutch is pressurized.

Be sure that the limits for PTO engagement speed and operational speed are not exceeded. Consult the vehicle manufacturer’s literature for these speed limits.

Also, all Motorhome Series-equipped vehicles with PTO enable have engagement and operational speed limits programmed into the ECU to help protect PTO equipment. Some speed limits have default values which are programmed out of the operating range and will need to be set for your particular PTO duty cycle.

Consult your vehicle manufacturer to see if your transmission has been programmed and what operational limits have been established.

When the programmed engagement speed is exceeded, the PTO will not engage.

The PTO engagement must be retried after the speed has been reduced. When operational speeds (either engine or transmission output) are exceeded, the PTO will deactivate and the PTO engagement process must be repeated.

40

CARE AND MAINTENANCE

PERIODIC INSPECTIONS

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

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

• For loose bolts.

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

• The condition of the electrical harnesses.

• The engine cooling system for presence of transmission fluid and check the transmission fluid for presence of coolant, which would indicate a faulty oil cooler.

• The breather (refer to Figure 1 through Figure 4) to make sure it is clean

and free from dirt or debris.

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

PREVENT MAJOR PROBLEMS

Help Allison 4 th

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

• Shifting feels odd.

• Transmission leaks fluid.

• Unusual transmission-related sounds (changes in sound caused by normal engine thermostatic fan cycling, while climbing a long grade with a heavy load, have been mistaken for transmission-related sounds).

• CHECK TRANS light comes on frequently.

41

IMPORTANCE OF PROPER FLUID LEVEL

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

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

4 th

Generation Controls or WTEC III Controls.

Frequently check for the presence of oil level diagnostics if the transmission is known to contain an OLS. If an OLS is not detected during a fixed number of engine starts, the WTEC III or Allison 4 th

Generation Controls 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 Allison

DOC™ For PC–Service Tool. For detailed troubleshooting procedures refer to the

Troubleshooting Manual. Refer to the SERVICE LITERATURE section for

specific publication numbers.

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

The oil level sensor method of checking the fluid level compensates for transmission fluid temperature between 60°C–104°C (140°F–220°F).

Any temperature below 60°C (140°F) or above 104°C (220°F) will result in an Invalid for Display condition.

42

FLUID LEVEL CHECK USING PUSHBUTTON OR LEVER

SHIFT SELECTOR

4

5

D

N

R

1

2

3

MODE

SIX-SPEED,

LEFT-HAND

LEVER

SELECTOR

HOLD OVERRIDE BUTTON

MODE INDICATOR

(LED)

MODE BUTTON

MODE ID

DIGITAL DISPLAY

*

MODE

R

N

D

5

4

3

2

1

HOLD OVERRIDE

BUTTON

MODE INDICATOR

(LED)

MODE BUTTON

MODE ID

DIGITAL DISPLAY

*

DISPLAY MODE/

DIAGNOSTIC BUTTON

DISPLAY MODE/

DIAGNOSTIC BUTTON

SIX-SPEED,

RIGHT-HAND

LEVER SELECTOR

WITH REVERSE TO FRONT

MODE

R

N

D

5

4

3

2

1

CONTOURED

VERSION

R

N

D

MODE

DIGITAL DISPLAY

*

MODE ID

MODE

INDICATOR (LED)

Push simultaneously to enter diagnostic mode and fluid level check

R

N

D

MODE

PUSHBUTTON SELECTORS

*

NOTE:

Number displayed is highest forward range available in selected position.


V07343.01.02

Figure 9. WTEC III Controls Shift Selectors and Pushbutton Selectors

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

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

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

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

2. Pushbutton shift selector—If equipped with an oil level sensor, simultaneously press the ↑ (Up) and ↓ (Down) arrow buttons.

43

1

6

HOLD OVERRIDE

BUTTON

MODE INDICATOR

(LED)

MODE BUTTON

MODE ID

DIGITAL DISPLAY

*

DISPLAY MODE


1

6

HOLD OVERRIDE

BUTTON

MODE INDICATOR

(LED)

MODE BUTTON

MODE ID

DIGITAL DISPLAY

*

DISPLAY MODE


1

6

MODE

DIGITAL DISPLAY

*

MODE ID

MODE

INDICATOR (LED)

Push simultaneously to enter diagnostic mode and fluid level check

1

6

*

NOTE:

The first number displayed is highest forward range available and second number is range attained in selected position.


V07343.03.01

Figure 10. Allison 4 th

Generation Controls Shift Selectors and

Pushbutton Selectors

3. Lever shift selector—If equipped with an oil level sensor, press the display mode button one time.

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

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

104°C (220°F).

• The transmission is in N (Neutral).

• The engine is at idle.

• The transmission output shaft is stopped.

• The vehicle has been stationary for approximately two minutes to allow the fluid to settle.

44

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

The indication of a delayed fluid level check for Allison 4 th

Generation Controls is a flashing display under SELECT and a digit countdown from 8 to 1 under

MONITOR.

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

Allison 4 th

Generation Controls displays fluid level diagnostic information two characters at a time.

• Low Fluid Level—“o L” is displayed (“o L” represents “Fluid (Oil) Level

Check Mode”), followed by “L o” (“L o” represents “Low Oil Level”) and the number of quarts the transmission fluid is low.

Example: o L L o 0 2

Where “2” indicates that 2 additional quarts of fluid will bring the fluid level within the middle of the “o K” zone.

• High Fluid Level—“o L” is displayed (“o L” represents “Fluid (Oil) Level

Check Mode”), followed by “H I” (“H I” represents “High Oil Level”) and the number of quarts the transmission is overfilled.

Example: o L H I 0 1

Where “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 “—” (for WTEC III Controls) or “– –”

(for Allison 4 th

Generation Controls) and a numerical display. The numerical display is a fault code and indicates conditions are not proper to receive the fluid level information, or that there is a system malfunction.

The fault codes that may be encountered are shown in the Fluid Level Fault

Codes tables:

45

Fluid Level Fault Codes (for WTEC III Controls)

Display

o,L, —, 0, X o,L, —, 5, 0 o,L, —, 5, 9

Cause of Code

Settling time too short

Engine speed (rpm) too low

Engine speed (rpm) too high o,L, —, 6, 5 o,L, —, 7, 0 o,L, —, 7, 9 o,L, —, 8, 9 o,L, —, 9, 5

Neutral must be selected

Sump fluid temperature too low

Sump fluid temperature too high

Output shaft rotation

Sensor failure*

* Report sensor failure display to a distributor or dealer in your area (check the telephone directory for an Allison Transmission distributor or dealer).

Fluid Level Fault Codes (for Allison 4 th


Display

oL, - -, 0X oL, - -, 50 oL, - -, 59 oL, - -, 65 oL, - -, 70 oL, - -, 79

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 oL, - -, 89 oL, - -, 95

Output shaft rotation

Sensor failure*

* Report sensor failure display to a distributor or dealer in your area (check the telephone directory for an Allison Transmission distributor or dealer).

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

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

46

MANUAL FLUID CHECK PROCEDURE

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

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

1. Put the transmission in N (Neutral).

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

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

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

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

• Valves to stick.

• Undue wear of transmission parts.

• Clogged passages.

Check the fluid level using the procedures in COLD CHECK and HOT CHECK.

Report an abnormal fluid level to service management.

47

3000 PRODUCT FAMILY 4000 PRODUCT FAMILY

6.35 mm (0.250 in.) REFERENCE

Blade can be as narrow as

4.76 mm (0.187 in.).

FILL

TUBE

FILL

TUBE

OIL SUMP

2.00 in. and

4.00 in.****

2.00 in.***

4.00 in.***

E

A

B

C

E

A

B

C

F

D

TRANSMISSION CONTROL MODULE

SPLIT LINE

F

TRANSMISSION/SUMP

DESCRIPTION

4000 PRODUCT FAMILY



D

DIMENSION

A

106.7 mm

(4.20 in.)

101.6 mm

(4.00 in.)

101.6 mm

(4.00 in.)

DIMENSION

B

76.2 mm

(3.00 in.)

73.7 mm

(2.90 in.)

63.5 mm

(2.50 in.)

DIMENSION

C

66.0 mm

(2.60 in.)

50.8 mm

(2.00 in.)

45.7 mm

(1.80 in.)

DIMENSION

D

*

*

*

DIMENSION

E

132.6 mm

(5.22 in.)

86.6 mm

(3.41 in.)

86.6 mm

(3.41 in.)

DIMENSION

F**

13.8 mm

(0.54 in.)

5.9 mm

(0.23 in.)

5.9 mm

(0.23 in.)

NOTE: Calibrate level marking locations with respect to transmission control module split line and fill tube.

Scale none.

*Dimension determined by installation.

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

***Reference drawing AS66-60.

****Reference drawing AS67-60.

V07301.00.01

Figure 11. Standard Motorhome Series Transmission

Dipstick Markings

48

COLD CHECK

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

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

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

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

A cold check may be made after initial start-up and the presence of transmission fluid has been confirmed (the sump fluid temperature is then typically 16°–49°C

(60°–120°F). To perform a COLD CHECK, do the following:

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

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

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

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

5. With the engine idling (500–800 rpm), shift to D (Drive) and then to

R (Reverse) to clear air from the hydraulic circuits.

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

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

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

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

49

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

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

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

• Transmission fluid is at the normal operating temperature

• The vehicle is on a level surface

HOT CHECK

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

To perform a HOT CHECK, do the following:

1. Be sure fluid has reached normal operating temperature (71°–93°C;

160°–200°F). If a transmission temperature gauge is not present, check fluid level when the engine water temperature gauge has stabilized and the transmission has been operated under load for at least one hour.

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

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

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

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

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

RECOMMENDED AUTOMATIC TRANSMISSION FLUID AND

VISCOSITY GRADE

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

DEXRON

®

-III fluids are recommended for on-highway applications.

TranSynd™ and DEXRON

®

-III fluids are recommended for all Motorhome

Series applications.

50

• TranSynd™ is a full synthetic transmission fluid developed by Allison

Transmission and Castrol Ltd. This fluid meets Allison specifications for

Severe Duty and Extended Drain Intervals. TranSynd™ is fully qualified to the Allison TES 295 specifications and is available through Allison distributors and dealerships.

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

DEXRON

®

-III license numbers on the container or consult the lubricant manufacturer. Consult your Allison Transmission dealer or distributor before using other fluid types.

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

• When choosing the optimum viscosity grade of fluid, duty cycle, preheat capabilities, and/or geographical location must be taken into consideration.

The Transmission Fluid Operating Temperature Requirements table lists the minimum fluid temperatures at which the transmission may be safely operated without preheating. Preheat with auxiliary heating equipment or by running the equipment or vehicle with the transmission in neutral for a minimum of 20 minutes before attempting range operation.

Transmission Fluid Operating Temperature Requirements

SAE Viscosity Grade * or

Fluid Type

MIL-PRF-46167

SAE 0W–20 or TranSynd™

DEXRON

®

SAE 10W

-III

SAE 15W–40

SAE 30W

Minimum Operating Temperature

Celsius

–32

–30

–25

–20

–15

0

Fahrenheit

–25

–22

–13

–4

5

32

SAE 40W 10 50

* SAE “W” designation indicates winter weight based on cold temperature properties.

KEEPING FLUID CLEAN

CAUTION: Containers or fillers that have been used for antifreeze solution or engine coolant must NEVER be used for transmission fluid.

Antifreeze and coolant solutions contain ethylene glycol which, if put into the transmission, can cause the clutch plates and some seals to fail.

51

It is absolutely necessary that transmission fluid be clean. The fluid must be

handled in clean containers to prevent foreign material from entering the transmission.

FLUID AND INTERNAL FILTER CHANGE INTERVAL

RECOMMENDATIONS

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

Allison requires all 3000 and 4000 Product Family transmissions to have the main filter (not the lube filter or fluid) changed after the first 5000 mile (8000 km) or

200 hours of operation, whichever comes first. Refer to the latest revision of

Service Tips #1099 for convenient kit and fluid information. Refer to Mechanic’s

Tips, latest version, for location of the main filter and the filter change procedure.

Service Tips #1099 and Mechanic’s Tips are available online at

www.allisontransmission.com.

Refer to the following Recommended Fluid/Filter Change tables for guidelines for

fluid and filter change intervals.

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

52

53

54

55

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

Fluid Analysis

Transmission protection and fluid change intervals may be optimized by monitoring fluid oxidation according to the tests and limits shown in the Fluid

Oxidation Measurement Limits table. Consult your local telephone directory for fluid analysis firms. To be sure of consistent and accurate fluid analysis, use only one fluid analysis firm. Refer to Technician’s Guide for Automatic Transmission

Fluid, GN2055EN, for additional information.

Fluid Oxidation Measurement Limits

Test

Viscosity

Total Acid Number (TAN)

Solids

±25 percent change from new fluid

+3.0* change from new fluid

2 percent by volume

Limit

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

TRANSMISSION FLUID CONTAMINATION

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

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

Replace leaking coolers.

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

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

56

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

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

TRANSMISSION FLUID AND FILTER CHANGE

PROCEDURE

Drain Fluid.

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

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

1. Drain the fluid when the transmission is at operating temperature of

71–93°C (160–200°F). Hot fluid flows quicker and drains more completely.

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

3. Examine the fluid as described in the TRANSMISSION FLUID

CONTAMINATION paragraph.

Replace Filters (Refer to Figure 12).

1. Remove twelve bolts (1), two filter covers (2), two gaskets (3), two

O-rings (4), two O-rings (5), and two filters (6) from the bottom of the control module.

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

57

4000 MH

LUBE

MAIN

FILTER

COVER

3000 MH

LUBE

MAIN

DRAIN

PLUG

LUBE MAIN

DRAIN

PLUG

3

1

2

6

5

4

V03532.03.00

Figure 12. Location of Filters for Service

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

3. Install filter and cover assemblies into the filter compartment. Align each filter/cover assembly with the holes in the channel plate/sump. Push the cover assemblies in by hand to seat the seals.

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

5. Replace the drain plug O-ring. Install the plug and tighten to 25–32 N•m

(18–24 lb ft).

58

Refill Transmission. The amount of refill fluid is less than the amount used for the initial fill. Fluid remains in the external circuits and transmission cavities after

draining the transmission. After refill, check the fluid level. Refer to FLUID

LEVEL CHECK USING PUSHBUTTON OR LEVER SHIFT SELECTOR

paragraph.

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

Transmission Fluid Capacity

Transmission Sump

Initial Fill

Liters Quarts

3000 MH

4 inch

2 inch

27

25

29

26

4000 MH*

4 inch

2 inch

45

38

48

40

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

Liters

18

16

37

30

Refill

Quarts

19

17

39

31

59

DIAGNOSTICS

INTRODUCTION

Continued illumination of the CHECK TRANS light during vehicle operation

(not start-up) indicates the TCM/ECU has signaled a diagnostic code. Poor performance may activate a code without illuminating the CHECK TRANS light.

Up to five diagnostic codes can be recorded. Diagnostic codes can be read and cleared by two methods: by using the shift selectors shown below or using the

Allison DOC™ Diagnostic Tool for the PC or PDA. Use of the Allison DOC™

Diagnostic Tool for the PC or PDA is described in the instruction manual furnished with each tool. Basic information on code reading, code clearing and troubleshooting is covered in this DIAGNOSTICS section. For additional information, refer to TS3989EN Troubleshooting Manual for Allison 4 th

Generation Controls. More detailed information is available in the Troubleshooting

Manual. Refer to the SERVICE LITERATURE section for the appropriate

publication number.

DIAGNOSTIC CODES

Diagnostic codes are numerical indications relating to a malfunction in transmission operation. In WTEC III Controls, each code consists of a two-digit main code and a two-digit subcode. In Allison 4 th

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

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

60

R

N

D

MODE

MODE

R

N

D

3

2

1

5

4

PDA

SHIFT

SELECTORS

PC

ALLISON DOC™

V07952.00.00

Figure 13. Shift Selector/Allison DOC™ Diagnostic Tool

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

• Is isolated.

• Is intermittent.

• Results from a previous malfunction.

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

61

If the MODE INDICATOR (LED) is illuminated, the displayed code is active. If

the mode indicator (refer to Figure 7 and Figure 8) is not illuminated, the

displayed code is not active. An illuminated mode indicator during normal operation signifies secondary mode operation.

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

Example—Code 1312:

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

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

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

ECU.

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

Diagnostic Codes—Allison 4 th

Generation Controls. When the diagnostic mode is entered, the first code (position d1) is displayed as follows:

Example—Code P0722:

Displayed as: d1, P, 07, 22

The code list position is the first item displayed, followed by the DTC. Each item is displayed for about one second. The display cycles continuously until the next code list position is accessed by pressing the MODE button. The following example shows how DTC P0722 is displayed on the pushbutton and lever shift selectors.

SELECT

d

0

2

MONITOR

1

P

7

2

• d1 (code list position)—The position which a code occupies in the code list.

Positions are displayed as “d1” through “d5” (Code List Position 1 through

Code List Position 5).

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

62

DIAGNOSTIC CODE DISPLAY PROCEDURE

Diagnostic codes can be read and cleared by two methods:

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

• Using the pushbutton or lever shift selector.

Pushbutton Shift Selector.

To begin the Diagnostic Process:

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

2. Apply the parking brake.

To Display Stored Codes:

1. Simultaneously press the ↑ (Up) and ↓ (Down) arrow buttons once to access the Oil Level Display Mode—press the buttons a second time to access the Diagnostic Display Mode.

2. Observe the digital display for codes.

— Diagnostic codes will appear one digit at a time on WTEC III pushbutton or lever shift selectors.

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

Generation Controls pushbutton or lever shift selectors.

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

NOTE: Be sure to record all codes displayed before they are cleared.

This is essential for troubleshooting.

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

1. Clear active indicators and inactive codes.

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

TRANS light, press and hold the MODE button for approximately three seconds until the MODE INDICATOR (LED) flashes. Release the MODE button and active indicators will not be illuminated. To clear inactive codes, press and hold the MODE button for 10 seconds.

Some codes are self-clearing and others require ignition cycles to clear.

— Allison 4 th

Generation Electric Controls—Press and hold the

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

2. Begin operating as normal—have the transmission checked at the earliest opportunity by an Allison Transmission distributor or dealer.

63

Lever Shift Selector.

To Begin the Diagnostic Process:

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

2. Apply the parking brake.

To Display Stored Codes:

1. Press the DISPLAY MODE/DIAGNOSTIC button once to access the diagnostic display mode—press the button twice if a transmission oil level sensor is installed.

2. Observe the digital display for codes.

— Diagnostic codes will appear one digit at a time on WTEC III pushbutton or lever shift selectors.

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

Generation Controls pushbutton or lever shift selectors.

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

NOTE: Be sure to record all codes displayed before they are cleared.

This is essential for troubleshooting.

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

1. Clear active indicators and inactive codes.

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

TRANS light, press and hold the MODE button for approximately three seconds until the MODE INDICATOR (LED) flashes. Release the MODE button and active indicators will not be illuminated. To clear inactive codes, press and hold the MODE button for 10 seconds.

Some codes are self-clearing and others require ignition cycles to clear.

— Allison 4 th

Generation Electric Controls—Press and hold the

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

2. Begin operating as normal—have the transmission checked at the earliest opportunity by an Allison Transmission distributor or dealer.

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

64

DIAGNOSTIC CODE LISTINGS AND PROCEDURES

(WTEC III CONTROLS)

The following table presents information about the diagnostic codes which may occur during the operation of the transmission. For additional information, refer to

TS2973EN Troubleshooting Manual for WTEC III Controls.

Code Listings And Procedures (WTEC III Controls)

13

CODES

MAIN

CODE

SUB

CODE

12

Throttle Position

Sensor

Check:

QUICK CHECKS

ECU Input Voltage

Low a. Battery direct ground and power connections are tight and clean.

13 13 b. Vehicle batteries are charged.

ECU Input Voltage

Medium Low c. Vehicle charging system is not over- or under-charging.

d. VIM fuse is good.

13 23 e. VIM connections are tight, clean, and undamaged.

ECU Input Voltage

High

14 f. Vehicle manufacturer supplied wiring is correct.

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

12, 23 Check:

Oil Level Sensor

21 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.

12, 23 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.

65

Code Listings And Procedures (WTEC III Controls) (cont’d)

CODES

MAIN

CODE

22

SUB

CODE

14, 15, 16 Check:

Speed Sensors

23 12, 13, 14,

15, 16

QUICK CHECKS

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

b. Wiring harness to sensors has no opens, shorts-between-wires, or shorts-to-ground.

Check:

Shift Selectors

24 12 a. ECU connectors are tight, clean, and undamaged.

b. Shift selector connector is tight, clean, and undamaged.

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

d. Shift selector(s) for proper operation.

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

Sump Fluid

Temperature Cold

• If yes, this is a correct response for temperature.

24

Sump Fluid

23

Temperature Hot

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

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

Verify the overheat situation. Check: a. Correct dipstick is installed.

b. Fluid level is correct. Refer to CARE AND

MAINTENANCE section.

• If fluid level is incorrect—correct fluid level.

25

• If fluid level is correct—check for cause of overheating.

c. Check if ECU and transmission connectors are tight, clean, and undamaged.

Check: 00, 11, 22,

33, 44, 55,

66, 77

Output Speed

Sensor a. Speed sensor connector is tight, clean, and undamaged.


c. Fluid level is correct. Refer to CARE AND


d. Wiring harness to sensor has no opens, shorts-between-wires, or shorts-to-ground.

66


MAIN

CODE

26

CODES

SUB

CODE

00, 11 Check:

QUICK CHECKS

Throttle/Engine

Coolant Source Not

Detected 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.

Check: 32

C3 Pressure Switch

Open

33

00, 33, 55,

77 a. Correct dipstick is installed.



c. Main transmission connector is tight, clean, and undamaged.

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

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

12, 23 Check:

Sump Oil

Temperature Sensor

Failure a. Main transmission connector is tight, clean, and undamaged.



34

EEPROM

35

12, 13, 14,

15, 16, 17

00, 16 a. Recalibrate ECU, if possible.

b. Replace ECU if not possible to recalibrate.

Check:

Power Interruption

Real Time Write

Interruption a. ECU connectors are tight, clean, and undamaged.

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

c. Vehicle manufacturer supplied wiring has correct power and ground connections.

d. Power connections are battery direct.

e. Ground connections are battery direct.

f. Ignition switch connections are correct.

67


CODES

MAIN

CODE

36

SUB

CODE

00, 01, 02

QUICK CHECKS

Hardware/Software

Not Compatible a. If able, recalibrate ECU; if not, replace ECU.

b. Check that ECU is compatible with TransID level

(36 01).

c. Troubleshoot TransID wire and circuit for short-to-battery (36 02).

Check: 42 12, 13, 14,

15, 16, 21

22, 23, 24,

26

Short-to-Battery in

Solenoid Circuit a. Main transmission connector is tight, clean, and undamaged.


c. Wiring harness is not pulled too tight, and there is no damage, chafing, or screws through harness.

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

e. Unauthorized repairs have not been made.

44 12, 13, 14,

15, 16, 21,

22, 23, 24,

26 f. Change harness (optional).

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


Solenoid Circuit

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

45 12, 13, 14,

15, 16, 21,

22, 23, 24,

26

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

Solenoid Circuit

Open

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

c. Wiring harness has no opens or shorts.

21, 26, 27 Check:

Solenoid

Overcurrent a. Main transmission connector is tight, clean, and undamaged.



d. Replace ECU.

68


51

CODES

MAIN

CODE

SUB

CODE

01, 10, 12,

21, 23, 24,

35, 42, 43,

45, 46, 53,

64, 65,

XY*

Offgoing Ratio Test

(During Shift)

Check:

QUICK CHECKS

a. Output and turbine speed sensor connectors are tight, clean, and undamaged.

b. Speed sensor wiring harness has no opens, shorts-between-wires, or shorts-to-ground.

c. Correct dipstick is installed.

d. Fluid level is correct. Refer to CARE AND


Check: 52 01, 08, 32,

34, 54, 56,

71, 72, 78,

79, 99,

XY* a. Output and turbine speed sensor connectors are tight, clean, and undamaged.


Offgoing C3

Pressure Switch Test

(During Shift) c. Main wiring harness to transmission has no shorts-between-wires or shorts-to-ground.

d. Correct dipstick is installed.

e. Fluid level is correct. Refer to CARE AND


Check: 53 08, 09, 18,

19, 28, 29,

38, 39, 48,

49, 58, 59,

68, 69, 78,

99, XY* a. Turbine and engine speed sensor connectors are tight, clean, and undamaged.



Offgoing Speed Test

(During Shift)



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

69


CODES

MAIN

CODE

54

SUB

CODE

01, 07, 10,

12, 17, 21,

23, 24, 27,

32, 34, 35,

42, 43, 45,

46, 53, 54,

56, 64, 65,

70, 71, 72,

80, 81, 82,

83, 85, 86,

87, 92, 93,

95, 96,

XY*

Oncoming Ratio

Test (After Shift)

55 07, 17, 27,

87, 97,

XY*

Check: a. Turbine and output speed sensor connectors are

Check: tight, clean, and undamaged.





e. EEPROM calibration is correct for the transmission.

QUICK CHECKS

a. Correct dipstick is installed.



c. Output and turbine speed sensor connectors are tight, clean, and undamaged.

d. Speed sensor wiring harness has no opens, shorts-between-wires, or shorts-to-ground.

Oncoming C3

Pressure Switch Test

(After Shift) e. Transmission connector is tight, clean, and undamaged.

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

g. C3 pressure switch wiring has no opens, shorts-between-wires, or shorts-to-ground.

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

70


56

CODES

MAIN

CODE

SUB

CODE

00, 11, 22,

33, 44, 55,

66, 77

Range Verification

Ratio Test

57

Range Verification

C3 Pressure Switch

Test

61

11, 22, 44,

66, 88, 99

Retarder Over

Temperature

00

QUICK CHECKS

Check: a. Turbine and output speed sensor connectors are tight, clean, and undamaged.


c. Transmission connector is tight, clean, and undamaged.

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

e. Correct dipstick is installed.

f. Fluid level is correct. Refer to CARE AND


Check: a. Correct dipstick is installed.



c. Output and turbine speed sensor connectors are tight, clean, and undamaged.

d. Speed sensor wiring harness has no opens, shorts-between-wires, or shorts-to-ground.

e. Transmission connector is tight, clean, and undamaged.

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

g. C3 pressure switch wiring has no opens, shorts-between-wires, or shorts-to-ground.

Check:

a. Fluid level is correct. Refer to CARE AND


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.

71


CODES

MAIN

CODE

62

SUB

CODE

12, 23, 32,

33

Check:

QUICK CHECKS

a. Retarder temperature measured with diagnostic tool is consistent with code; or determine if code is active using shift selector.

Retarder

Temperature Sensor,

Engine Coolant

Sensor b. Sensor connector is tight, clean and undamaged.

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

d. Temperature sensor circuit has no opens, shorts-between-wires, or shorts-to-ground.

e. Serial connection to engine computer is tight, clean, and undamaged.

63 00, 26, 40,

41, 47 f. SCI wiring harness has no opens or shorts.

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

Input Function Fault

64 12, 23 Use diagnostic tool to read retarder counts and identify

Retarder Modulation problem wires. Check wiring for short-to-battery, ground

Request Device wire open, or short-to-ground.

Fault

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

Serial

Communications

Interface Fault a. Serial connection to engine computer is tight, clean, and undamaged.

b. SCI wiring harness has no opens, shorts, or shorts-to-ground.

c. If diagnostic tool is not available, also be sure that transmission ECU connections are tight, clean, and undamaged.

d. Problem with CAN link or engine controls.

69 27, 28, 29,

33, 34, 35,

36, 39, 41,

42, 43 a. Clear diagnostic code and retry vehicle start.

b. If code recurs, reprogram or replace ECU.

ECU Malfunction

70 12, 13, 14 Reset ECU

Software Problem

72

DIAGNOSTIC CODE LISTINGS AND PROCEDURES

(ALLISON 4

th

GENERATION CONTROLS)

The following table presents information about the diagnostic codes which may occur during the operation of the transmission. For additional information, refer to

TS3989EN Troubleshooting Manual for Allison 4 th

Generation Controls.

Code Listings And Procedures

(Allison 4 th


CODES

C1312, C1313

Retarder

Request

Sensor Fault

P0122, P0123

Pedal Position

Sensor Fault

P0218

Transmission

Over

Temperature

P0602

TCM Not

Programmed

P0610

TCM Vehicle

Options Error

QUICK CHECKS

Use an Allison DOC™ diagnostic tool to read Retarder

Request Percentage. Check wiring for short-to-battery, ground wire open, or short-to-ground.

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.

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

b. Proper fluid level. Refer to CARE AND


i. If fluid level is incorrect—correct the fluid level.

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

2. Check that the TCM and transmission connectors are tight, clean, and undamaged.

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

1. Update TCM calibration to match transmission configuration.

73


(Allison 4 th


(cont’d)

P0613

TCM

Processor

P0614

Torque

Control Data

Mismatch—

TCM/ECM

P0634

TCM Internal temperature too High

P063E

Auto

Configuration

Throttle Input

Not Present

1. Contact Allison Transmission Technical Assistance

Center at: 1-800-252-5283.

1. Check: a. Data link communication connectors at engine and transmission controllers are tight, clean, and undamaged.

b. Data link communications wiring harness has no opens, shorts, or shorts-to-ground.

— The resistance between J1939 CAN high and

CAN low wires should be 60 Ohms.

c. No unauthorized engine power updates were made.

2. Update engine software to be compatible with transmission torque requirements: a. Add necessary engine torque control functions, or b. Reduce engine power and torque ratings.

1. Check: a. High temperature components such as exhaust lines in the vicinity of the TCM.

2. Shield or relocate TCM, if appropriate.




CAN low wires should be 60 Ohms c. TPS (if installed) for proper operation, related harness for opens and shorts.

74


(Allison 4 th

Generation Controls) (cont’d)

P063F

Auto

Configuration

Engine

Coolant Not

Present

P0658, P0659,

P2670, P2671,

P2685, P2686

Actuator

Supply

Voltage Fault

P0701

Transmission

Control

System

Performance

P0702

Transmission

Control

System

Electrical





c. Engine coolant temp sensor harness for opens and shorts.

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

b. TCM connector is tight, clean, and undamaged.

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

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

b. Correct fluid level.







75


(Allison 4 th


P0703

Brake Switch

Circuit

P0708

Transmission

Range Sensor

Circuit

P070C, P070D

Transmission

Fluid Level

Sensor Fault

P0711, P0712,

P0713

Transmission

Fluid

Temperature

Circuit Fault

P0716, P0717,

P0721, P0722,

P0726, P0727

Speed Sensor

Circuit Fault

P0719

Brake Switch

ABS Input

Circuit Fault

1. Check: a. Brake pressure switch, wiring, and connectors to determine why brake input is not being sent to the

TCM.

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

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


2. Strip-type shift selector for proper operation.

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

b. Engine speed sensor, output speed sensor, temperature sensor, and oil level sensor working correctly.


1. Check: a. Correct fluid level.

b. Main transmission connector is tight, clean, and undamaged.

c. TCM connector is tight, clean, and undamaged.

d. Wiring harness has no opens, shorts-between-wires, or shorts-to-ground.

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

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

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

TCM.

76


(Allison 4 th


P071A

RELS Input

Fault

P071D

General

Purpose Input

Fault

P0729, P0731,

P0732, P0733,

P0734, P0735,

P0736

Incorrect Gear

Ratio

P0741

Torque

Converter

Clutch System

Stuck OFF

1. Check brake pressure switch, wiring, and connectors to determine why RELS input is not being sent to the

TCM.

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

1. Check: a. Turbine and output speed sensor connectors are tight, clean, and undamaged.



2. Let vehicle idle with parking brake applied, wheels chocked, and vehicle level. Check: a. Correct dipstick is installed.

b. Fluid level is correct.

3. TCM calibration is correct for transmission model.

1. Check: a. Engine and turbine speed sensor connectors are tight, clean, and undamaged.





77


(Allison 4 th


P0776, P0796,

P2714, P2723

Pressure

Control

Solenoid

Controlled

Clutch Stuck

OFF

P0777, P0797,

P2715, P2724

Pressure

Control

Solenoid

Controlled

Clutch Stuck

ON

P0842, P0843

Transmission

Pressure

Switch

Solenoid 1

Circuit Fault









1. Let the vehicle idle with the parking brake applied, wheels chocked, and vehicle level. Check: a. Correct dipstick is installed.




c. PS1 diagnostic pressure switch has no opens, shorts-between-wires, or shorts-to-ground.

78

P0960, P0964,

P0968, P2727,

P2736, P2761

Pressure

Control

Solenoid

Circuit Open

P0962, P0965,

P0970, P2720,

P2729, P2738,

P2764

Pressure

Control

Solenoid

Circuit Low

P0963, P0966,

P0971, P2721,

P2730, P2739,

P2763

Pressure

Control

Solenoid

Circuit High


(Allison 4 th


P0880, P0881,

P0882, P0883

TCM Power

Input Signal

Fault

P0894

Transmission

Component

Slipping

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

b. Vehicle batteries are charged.

c. Vehicle charging system is not over- or under-charging.

d. VIM fuse is good.

e. VIM connections are tight, clean, and undamaged.

f. Vehicle manufacturer supplied wiring is correct.

g. TCM connection is tight, clean, and undamaged.

1. Let the vehicle idle with the parking brake applied, wheels chocked, and vehicle level. Check: a. Correct dipstick is installed.




c. Wiring harness has no opens.



c. Wiring harness has no shorts-between-wires or shorts-to-ground.



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

79


(Allison 4 th


P0973, P0976

Shift Solenoid

Circuit Low

P0974, P0977

Shift Solenoid

Circuit High

P0975

Shift Solenoid

Circuit Open

P0989, P0990

Retarder

Pressure

Sensor Circuit

Fault

P1891, P1892

Throttle

Position PWM

Signal Circuit

Fault

P2184, P2185

Engine

Coolant Temp

Sensor Circuit

Fault






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



c. Wiring harness has no opens.

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


c. Retarder pressure circuit has no opens, shorts-between-wires, or shorts-to-ground.

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


c. PWM throttle position sensor circuit has no opens, shorts-between-wires, or shorts-to-ground.

1. Check: a. Engine coolant temperature sensor connector is tight, clean, and undamaged.


c. Engine coolant temperature sensor circuit has no opens, shorts-between-wires, or shorts-to-ground.

80


(Allison 4 th


P2637, P2641

Torque

Management

Feedback

Signal Fault

P2740

Retarder Oil

Temperature

Hot

P2742, P2743

Retarder Oil

Temperature

Sensor Circuit

Fault

P278A

Kickdown

Switch Circuit

P2793

Gear Shift

Direction

Circuit

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

2. Check that engine software is compatible with transmission torque requirements, otherwise: a. Recalibrate engine controller with compatible software, or b. Reduce engine power and torque ratings.

1. Check: a. Transmission fluid level is correct.

b. Retarder apply system is not allowing retarder and throttle to be applied at the same time.

c. Vehicle manufacturer’s transmission oil cooler is adequately sized for heat load.

1. Check: a. Retarder temperature measured with Allison DOC™ diagnostic tool is consistent with code, or determine if code is active using the shift selector.

b. Retarder temperature sensor connector is tight, clean, and undamaged.

c. TCM connector is tight, clean, and undamaged.

d. Temperature sensor circuit has no opens, shorts-between-wires, or shorts-to-ground.

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

TCM.

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


c. Gear shift direction circuit has no opens, shorts-between-wires, or shorts-to-ground.

81


(Allison 4 th


U0001

High Speed

CAN Bus

Reset Counter

Overrun

U0010

CAN Bus

Reset Counter

Overrun

U0100

Lost

Communications with

ECM/PCM

(J1587)

U0103, U0291

Lost


Gear Shift

Module (Shift

Selector)

U0115

Lost


ECM/PCM

(J1939)

1. Check: a. High speed CAN connectors at engine and transmission controllers are tight, clean, and undamaged.

b. High speed CAN wiring harness has no opens, shorts-between-wires, or shorts-to-ground.

— The resistance between the CAN high and


1. Check: a. J1939 CAN connectors at engine and transmission controllers are tight, clean, and undamaged.

b. J1939 CAN wiring harness has no opens, shorts-between-wires, or shorts-to-ground.



1. Check: a. Serial communications interface connections at engine are tight, clean, and undamaged.


c. Serial communication interface wiring harness has no opens, shorts-between-wires, or shorts-to-ground.



c. Shift selector wiring harness has no opens, shorts-between-wires, or shorts-to-ground.

1. Check: a. J1939 CAN connectors at engine and transmission controllers are tight, clean, and undamaged.

b. J1939 CAN wiring harness has no opens, shorts-between-wires, or shorts-to-ground.



82


(Allison 4 th


U0304, U0313

Incompatible

Gear Shift

Module

U0404, U0592

Invalid Data

Received from

Gear Shift

Module

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



c. Shift selector wiring harness has no opens, shorts-between-wires, or shorts-to-ground.

83


EMI

FCC

J1587

J1939

LED

MH

OEM

CT

DOC

DTC

ECM

ECU

OLS


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.

Closed Throttle

Diagnostic Optimized Connection

Diagnostic Trouble Code

Electronic Control Module—provides data to TCM/ECU.

Electronic Control Unit (also commonly referred to as the

“computer” for WTEC III Controls)

Electromagnetic Interference

Federal Communications Commission

Engine/transmission serial data communications link.

High-speed vehicle serial data communications link.

Light-Emitting Diode—Electronic device used for illumination.

Motorhome Series.

Original Equipment Manufacturer—Maker of vehicle or equipment.

Oil Level Sensor—Electronic device (optional) on control module for indicating transmission fluid level.

84

PC

PD

Personal Computer—Needed to run a version of Allison DOC™ diagnostic tool.

Powered Downshift—A downshift forced by applying brakes with the throttle applied. Allison Transmission does not recommend this procedure.

PDA

PT

PTO

RFI

ST

Personal Digital Assistant—Used to run a version of Allison

DOC™ diagnostic tool.

Part Throttle

Power Takeoff

Radio Frequency Interference

TCM

TPS

Step Thru—A downshift forced by applying WOT, just prior to a

CT downshift.

Transmission Control Module—(also commonly referred to as the “computer” for Allison 4 th

Generation Controls)

Throttle Position Sensor—Potentiometer for signaling the position of the engine fuel control lever.

WOT Wide Open Throttle

WTEC III World Transmission Electronic Controls, Third Generation

85

CUSTOMER SERVICE

OWNER ASSISTANCE

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

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

• Expert service by trained personnel.

• Emergency service 24 hours a day in many areas.

• Complete parts support.

• Sales teams to help determine your transmission requirements.

• Product information and literature.

Normally, any situation that arises in connection with the sale, operation, or service of your transmission will be handled by the distributor or dealer in your area. Check the telephone directory for the Allison Transmission service outlet nearest you or utilize Allison Transmission’s Sales and Service Locator tool on the

Allison Transmission web site at www.allisontransmission.com. You may also refer to Allison Transmission’s Worldwide Sales and Service Directory

(SA2229EN).

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

Step One—Discuss your problem with a member of management from the

distributorship or dealership. Frequently, complaints are the result of a breakdown in communication and can quickly be resolved by a member of management. If you have already discussed the problem with the Sales or Service

Manager, contact the General Manager. All Allison Transmission dealers are associated with an Allison Transmission distributor. If the problem originates with a dealer, explain the matter to a management member of the distributorship with

86

whom the dealer has his service agreement. The dealer will provide his Allison

Transmission distributor’s name, address, and telephone number on request.

Step Two—When it appears the problem cannot be readily resolved at the distributor level without additional assistance, contact the Allison Technical

Assistance Center at 800-252-5283. They will place you in contact with the

Regional Customer Support Manager for your area.

For prompt assistance, please have the following information available:

• Name and location of authorized distributor or dealer.

• Type and make of vehicle/equipment.

• Transmission model number, serial number, and assembly number (if equipped with electronic controls, also provide the TCM assembly number).

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

• Nature of problem.

• Chronological summary of your transmission’s history.

Step Three—If you are still not satisfied after contacting the Regional Customer

Support Manager, present the entire matter to the Home Office by writing to

the following address:

Allison Transmission

Manager, Warranty Administration

PO Box 894, Mail Code 462-470-PF9

Indianapolis, IN 46206-0894

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

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

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

87

SERVICE LITERATURE

Additional service literature is available as shown in the service literature table.

This service literature provides fully illustrated instructions for the operation, maintenance, service, overhaul, and parts support of your transmission. To be sure that you get maximum performance and service life from your unit, you may order publications from:

SGI, Inc.

Attn: Allison Literature Fulfillment Desk

8350 Allison Avenue

Indianapolis, IN 46268

TOLL FREE: 888-666-5799

INTERNATIONAL: 317-471-4995

Available Service Literature (WTEC III Controls)

Publication Type

Allison DOC™ For PC User Guide

Automatic Transmission Fluid

Technician’s Guide

Mechanic’s Tips*

Operator’s Manual (Motorhome

Series) *

Parts Catalog

*

Parts Catalog CD-ROM

Principles of Operation

3000 MH

GN3433EN

GN2055EN

MT3004EN

OM3349EN

PC2150EN

CD2150EN

PO2454EN

Service Manual

Troubleshooting Manual

SM2148EN

TS2973EN

Worldwide Sales and Service

Directory*

SA2229EN

* Also available on the Allison Transmission web site at

www.allisontransmission.com

4000 MH

GN3433EN

GN2055EN

MT3004EN

OM3349EN

PC2456EN

CD2456EN

PO2454EN

SM2457EN

TS2973EN

SA2229EN

88

Available Service Literature (Allison 4 th


Publication Type

Allison DOC™ For PC User Guide

Mechanic’s Tips (except 3700

7-speed)*

Operators Manual (Motorhome

Series)

*

Parts Catalog*

Parts Catalog on CD

Principles of Operation

Service Manual

3000 MH

GN3433EN

MT4015EN

OM3349EN

PC2150EN

CD2150EN

PO4016EN

SM4013EN

Troubleshooting Manual

Worldwide Sales and Service

Directory*

TS3989EN

SA2229EN

* Also available on the Allison Transmission web site at

www.allisontransmission.com

4000 MH

GN3433EN

MT4015EN

OM3349EN

PC2456EN

CD2456EN

PO4016EN

SM4014EN

TS3989EN

SA2229EN

89

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

Johnson & Towers, Inc.

2021 Briggs Road

Mount Laurel, NJ 08054

856-234-6990

New England Detroit Diesel-Allison, Inc.

90 Bay State Road

Wakefield, MA 01880-1095

781-246-1810

Western Branch Diesel, Inc.

3504 Shipwright Street

Portsmouth, VA 23703

757-673-7000

W.W. Williams S.E., Inc.

2849 Moreland Avenue, S.E

Atlanta, GA 30315-0037

404-366-1070

CENTRAL REGION

Central Detroit Diesel-Allison, Inc.

9200 Liberty Drive

Liberty, MO 64068

816-781-8070

Inland Detroit Diesel-Allison, Inc.

210 Alexandra Way

Carol Stream, IL 60188

630-871-1111

Clarke Power Services, Inc.

3133 East Kemper Road

Cincinnati, OH 45241

513-771-2200

Detroit Diesel-Allison Canada East

Div. of Integrated Power Systems Corp.

2997 Rue Watt

Ste. Foy, Quebec G1X 3W1

418-651-5371

Harper Detroit Diesel Ltd.

10 Diesel Drive

Toronto, Ontario M8W 2T8

416-259-3281

Inland Diesel, Inc.

13015 West Custer Avenue

Butler, WI 53007-0916

262-781-7100

Interstate PowerSystems, Inc.

2501 American Boulevard, East

Minneapolis, MN 55425

952-854-5511

W.W. Williams M.W., Inc.

1176 Industrial Parkway

North Brunswick, OH 44212-2342

330-225-7751

90

SOUTHERN REGION

Caribe Detroit Diesel-Allison

Division of GT Corporation

Ceramic Ind. Park

Campo Rico Ave., Block C

Carolina, Puerto Rico 00982

787-750-5000

Stewart & Stevenson Power, Inc.

5840 Dahlia Street

Commerce City, CO 80022

303-287-7441

Detroit Diesel-Allison de Mexico S.A.

de C.V.

Av. Santa Rosa No. 58

Col. Ampliacion Norte

Stewart & Stevenson Services, Inc.

2707 North Loop West

Houston, TX 77008

713-868-7700

Tlalnepantla C.P. 54160, Estado de Mexico

525-5-5333-1800

Florida Detroit Diesel-Allison, Inc.

2277 N.W. 14th Street

Miami, FL 33125-0068

904-737-7330

United Engines, LLC

5555 West Reno Street

Oklahoma City, OK 73127

405-947-3321

WESTERN REGION

Detroit Diesel-Allison British

Columbia Ltd.

9300 - 192nd Street

Surrey, British Columbia V4N 3R8

604-888-1211

Stewart & Stevenson

1755 Adams Avenue

San Leandro, CA 94577-1001

510-635-8991

Midwest Detroit Diesel-Allison Ltd.

1460 Waverly Street

Winnipeg, Manitoba R3T OP6

204-452-8244

Pacific Detroit Diesel-Allison Company

7215 South 228th Street

Kent, WA 98032

253-854-0505

Smith Detroit Diesel-Allison, Inc.

3065 West California Avenue

Salt Lake City, UT 84104

801-415-5000

Valley Power Systems, Inc.

425 South Hacienda Boulevard

City of Industry, CA 91745-1123

626-333-1243

Waterous Power Systems

10025 - 51 Avenue

Edmonton, Alberta T6E OA8

780-437-3550

W.W. Williams S.W., Inc.

2602 S. 19th Avenue

Phoenix, AZ 85009

602-257-0561

91

ALLISON TRANSMISSION REGIONAL OFFICES

EASTERN REGION

19 Oaklynn Drive

PO Box 400

Columbus, NJ 08022-0400

609-298-2541

CENTRAL REGION

PO Box 894, Mail Code 462-470-PF06

Indianapolis, IN 46206-0894

317-242-2327

SOUTHERN REGION

Av. Ejercito Nacional No. 843

Colonia Granada

Mexico, D.F. C.P. 11520

936-321-4248

WESTERN REGION

Suite 3510

39465 Paseo Padre Parkway

Fremont, CA 94538

510-226-8037

92

OM3349EN 200509 www.allisontransmission.com Printed in USA 200509

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