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Operator’s Manual

5000, 6000,
8000, 9000 Series

CEC2 Transmissions

OM3540EN
Operator’s 2006 DECEMBER

Manual OM3540EN

Allison Transmission
OFF-HIGHWAY
CEC2 ELECTRONIC CONTROLS
5000
6000
8000
9000

Allison Transmission, Inc.


P.O. Box 894 Indianapolis, Indiana 46206-0894
www.allisontransmission.com

Printed in USA Copyright © 2007 Allison Transmission, Inc.


NOTES

2
TABLE OF CONTENTS

INTRODUCTION
A BRIEF DESCRIPTION OF THE 5000, 6000, 8000, 9000 SERIES
TRANSMISSION MODELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
TRANSMISSION NAMEPLATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
CEC2 ELECTRONIC CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 11
TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
LOCKUP CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
HYDRAULIC RETARDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
PLANETARY GEARING (5000, 6000, 9000 SERIES) . . . . . . . . . . . . . . . . . 13
PLANETARY GEARING (8000 SERIES) . . . . . . . . . . . . . . . . . . . . . . . . 14
TRANSFER GEAR HOUSING (DROPBOX) MODELS . . . . . . . . . . . . . . . . 14
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

SHIFT SELECTORS
DESCRIPTION OF AVAILABLE TYPES . . . . . . . . . . . . . . . . . . . . . . . . . 15
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
LEVER SHIFT SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
PUSHBUTTON SHIFT SELECTOR (FULL-FUNCTION) . . . . . . . . . . . . . . 17
POSITIVE SHIFTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
RANGE SELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

OPERATING TIPS
CHECK TRANS LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
DIAGNOSTIC CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
DIAGNOSTIC CODE DISPLAY PROCEDURE . . . . . . . . . . . . . . . . . . . . . 26
RANGE PRESELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
DOWNSHIFT AND DIRECTION CHANGE INHIBITOR FEATURE . . . . . . . 28
USING THE ENGINE TO SLOW THE VEHICLE . . . . . . . . . . . . . . . . . . . 29
USING THE RETARDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
HYDRAULIC RETARDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
COLD WEATHER STARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
HIGH FLUID TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
TOWING OR PUSHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
POWER TAKEOFF (PTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
TURNING OFF THE VEHICLE OR EQUIPMENT . . . . . . . . . . . . . . . . . . 32

CARE AND MAINTENANCE


PERIODIC INSPECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
PREVENT MAJOR PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

3
IMPORTANCE OF PROPER FLUID LEVEL . . . . . . . . . . . . . . . . . . . . . . 33
TRANSMISSION FLUID LEVEL CHECK PROCEDURE . . . . . . . . . . . . . . 34
ALLISON HIGH-EFFICIENCY FILTER SYSTEMS . . . . . . . . . . . . . . . . . . 42
CARE OF BREATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
RETARDER LINKAGE ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . 44
PARKING BRAKE (SOME MODELS) . . . . . . . . . . . . . . . . . . . . . . . . . . 44
DETERMINING PTO BACKLASH LIMITS . . . . . . . . . . . . . . . . . . . . . . . 45

DIAGNOSIS
DIAGNOSTIC CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

TROUBLESHOOTING
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

CUSTOMER SERVICE
OWNER ASSISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
SERVICE LITERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
ALLISON TRANSMISSION DISTRIBUTORS . . . . . . . . . . . . . . . . . . . . . 59
ALLISON TRANSMISSION REGIONAL OFFICES . . . . . . . . . . . . . . . . . . 61

4
TRADEMARK USAGE
The following trademarks are the property of the companies indicated:
• Allison DOC™ is a trademark of General Motors Corporation.
• Pro-Link® is a registered trademark of Micro Processor Systems, Inc.
• TranSynd™ is a trademark of Castrol Ltd.
• DEXRON® is a registered trademark of the General Motors Corporation.

5
WARNINGS, CAUTIONS, NOTES

IT IS YOUR RESPONSIBILITY to be completely familiar with the warnings


and cautions described in this handbook. It is, however, important to understand
that these warnings and cautions are not exhaustive. Allison Transmission could
not possibly know, evaluate, and advise the service trade of all conceivable ways
in which service might be done or of the possible hazardous consequences of each
way. The vehicle manufacturer is responsible for providing information related to
the operation of vehicle systems (including appropriate warnings, cautions, and
notes). Consequently, Allison Transmission has not undertaken any such broad
evaluation. Accordingly, ANYONE WHO USES A SERVICE PROCEDURE
OR TOOL WHICH IS NOT RECOMMENDED BY ALLISON
TRANSMISSION OR THE VEHICLE MANUFACTURER MUST first be
thoroughly satisfied that neither personal safety nor equipment safety will be
jeopardized by the service methods selected.
Proper service and repair is important to the safe, reliable operation of the
equipment. The service procedures recommended by Allison Transmission (or the
vehicle manufacturer) and described in this handbook are effective methods for
performing service operations. Some of these service operations require the use of
tools specially designed for the purpose. The special tools should be used when
and as recommended.
Three types of headings are used in this manual to attract your attention. These
warnings and cautions advise of specific methods or actions that can result in
personal injury, damage to the equipment, or cause the equipment to become
unsafe.

WARNING: A warning is used when an operating procedure, practice,


etc., if not correctly followed, could result in personal injury or loss of
life.

CAUTION: A caution is used when an operating procedure, practice,


etc., if not strictly observed, could result in damage to or destruction of
equipment.

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


essential to highlight.

6
INTRODUCTION

A BRIEF DESCRIPTION OF THE 5000, 6000, 8000, 9000


SERIES TRANSMISSION MODELS
The 5000, 6000, 8000, and 9000 Series transmissions are used in applications
requiring 400 to 2250 horsepower engines. Applications are diverse and include
oil-field pumping and fracturing units, off-highway trucks, agricultural tractors,
scrapers, and winch units such as those on derricks, cranes, and ship anchors.

Figure 1.
5000, 6000, 8000, and 9000 Series transmissions have the following components:
• Torque converter
• Lockup clutch
• Planetary gear sets
• Hydraulic clutches

7
Further needs are met by optional equipment which may include the following:
• Hydraulic retarder
• Parking brake
• Power takeoff (at various locations)
• Transfer gear housing (dropbox)
The transmissions described in this handbook use the Commercial Electronic
Control 2 (CEC2) system. For non-electronic control models, refer to Allison
publication OM1318EN, Automatic-Electric and Manual-Electric Transmissions
Operator’s Manual. For Commercial Electronic Control 1 (CEC1) system, refer to
Allison publication OM2034EN.

Table 1. Abbreviations
CEC Commercial Electronic Control
DOC Diagnostic Optimized Connection
ECU Electronic Control Unit
FCC Federal Communications Commission
PTO Power Takeoff
RFI/EMI Radio Frequency Interference/ElectroMagnetic Interference
SIL Service Information Letter
TPS Throttle Position Sensor

8
B01121.01.00

Figure 2. 5000, 6000 Series

B02772.01.00

Figure 3. 5000, 6000 Series With Dropbox

9
B04656.01.00

Figure 4. 8000 Series

B03476.01.00

Figure 5. 9000 Series

10
TRANSMISSION NAMEPLATE
The model number, part number (assembly number), and serial number are
stamped into the transmission nameplate. These three numbers describe the
transmission and all of its components. Use all three numbers when you are
seeking information or ordering replacement parts for the transmission. Location
of the nameplate varies with the particular transmission.
For convenience, record the nameplate information from your transmission onto
the nameplate in the illustration.

DIVISION OF
ICULTURA
AGR
GENERAL MOTORS AN
D
L
IM

PL
E

EM
ILE AEROSPAC
UAW

ENT
CORPORATION

WORKERS
INDIANAPOLIS 933

OB
OM

OF
UT AM
DA ERI
UNITE CA

INDIANA

SERIAL NO. PART NO.

MODEL
NO.
V02779

Figure 6. Transmission Nameplate

CEC2 ELECTRONIC CONTROL SYSTEM


The CEC2 control system consists of five major components connected by
customer-furnished wiring harnesses:
• Electronic Control Unit (ECU)
• Engine throttle position sensor (TPS) or direct electronic communication
• Three speed sensors
• Remote shift selector
• Valve body
The TPS (or engine-to-transmission communication link), speed sensors, and shift
selector transmit information to the ECU. The ECU processes this information and
then sends signals to actuate specific solenoids located on the transmission.

11
A feature of CEC2 controls is “autodetect.” Autodetect is active within the first
twenty-five (25) engine starts. These engine start cycles begin from when the
transmission is installed during vehicle manufacture. Autodetect searches for the
presence of the throttle source.
Throttle Analog, J 1587, J 1939

Seek help from your nearest Allison Transmission service outlet when the above
item is present, but is not responding properly.

NOTE: Allison CEC2 electronic control systems are designed and


manufactured to comply with all FCC and other guidelines regarding
radio frequency interference/electromagnetic interference (RFI/EMI) for
transportation electronics. Manufacturers, assemblers, and installers of
radio-telephone or other two-way communication radios have the sole
responsibility to correctly install and integrate those devices into Allison
5000, 6000, 8000, 9000 Series transmission-equipped vehicles to
customer satisfaction.
The ECU is programmed to provide the most suitable operating
characteristics for a specific application. This handbook does not attempt
to describe all of the possible combinations. The information contained
herein describes only the operating characteristics most frequently
requested by the vehicle manufacturer.

In addition to controlling the operation of the transmission, the ECU monitors the
system for conditions that could affect transmission and vehicle operation. When
one of these conditions is detected, the ECU is programmed to automatically
respond in a manner which will promote safe operation of the vehicle and the
transmission.

TORQUE CONVERTER
The torque converter consists of the following three elements:
• Pump—input element driven directly by the engine
• Turbine—output element hydraulically driven by the pump
• Stator—reaction (torque multiplying) element
The torque converter is continuously filled with transmission fluid. The pump,
driven by the engine, directs the fluid against the turbine vanes which causes the
turbine to rotate. The turbine returns the fluid through the stator which redirects
the flow so that fluid strikes the pump vanes in the same direction that the pump
is rotating. As the pump turns faster in relation to the turbine, the velocity of the
fluid increases and so does the torque multiplication.

12
As the speed of the turbine approaches the speed of the pump, the fluid flow starts
striking the back sides of the stator vanes. This causes the stator to freewheel in
the same direction as the pump and turbine. When this occurs, the torque
multiplication stops and the torque converter functions as a fluid coupling.

LOCKUP CLUTCH
The lockup clutch is located inside the torque converter and consists of three
elements:
• Piston—driven by the engine
• Clutch plates—located between the piston and backplate and splined to the
converter turbine
• Backplate—driven by the engine
The lockup clutch is designed to engage and disengage at predetermined
equipment speeds in response to electronic signals from the ECU. When engaged,
the lockup clutch connects the engine directly to the transmission gearing. This
eliminates converter slippage to provide maximum fuel economy. When the
lockup clutch is disengaged, the torque converter acts as a torque multiplier or
fluid coupling.
The lockup clutch is typically disengaged at lower speeds, and momentarily
during shifts so that the torque converter absorbs the shock of the gear ratio
change. The ECU also disengages the lockup clutch under certain operating
conditions.

HYDRAULIC RETARDER
The optional hydraulic retarder is used to slow the vehicle on curves or
downgrades. The retarder consists of a vaned rotor splined to the turbine shaft and
mounted in a sealed housing. When the operator activates the retarder (by foot
pedal or hand lever), the retarder control valve is opened. Transmission fluid is
routed to the retarder cavity and resists the rotation of the rotor, decreasing the
input torque to the range gearing.
The retarder may be applied in any forward range, but maximum retarder effect
occurs in the lowest range.

PLANETARY GEARING (5000, 6000, 9000 SERIES)


The planetary gear train consists of four constant-mesh planetary gear sets. The
forward set is the splitter and the three rear sets are the intermediate, low, and
reverse. These planetaries are combined with six clutches to provide six forward
ranges and two reverse ranges.

13
PLANETARY GEARING (8000 SERIES)
The planetary gear train consists of five constant-mesh planetary gear sets. The
forward set is the splitter. The four rear sets are third-and fourth-range
(intermediate), second range, first range, and reverse. These planetaries are
combined with seven clutches to provide six forward ranges and one reverse
range.
A special feature of the 8000 Series is the dual torque path. In first range, where
high torque is needed for greater tractive effort, torque from the torque converter
is transmitted by the main shaft through the transmission to a high-reduction
planetary gear set. In each succeeding range (2nd through 6th), where a balance of
speed and torque is needed, the torque from the torque converter is divided
between the main shaft and the planetary gear section. As the transmission is
upshifted for increased vehicle speed, an increased percentage of power is directed
through the planetary gear section and a decreased amount is carried by the main
shaft. The dual-path flow of power is recombined at the output planetary gear set.

TRANSFER GEAR HOUSING (DROPBOX) MODELS


Some 5000 and 6000 Series models are equipped with a transfer gear housing
(dropbox) mounted to the rear of the transmission adapter housing. The dropbox
provides a 1:1 gear ratio at three output locations. One output is in line with the
input; the remaining two outputs are on a lower plane than the input and provide
both front and rear output.
An output disconnect clutch may be mounted at any one or all three output
locations on the dropbox. A shifter shaft extending from the clutch housing is used
to manually engage or disengage the output shafts.

HYDRAULIC SYSTEM
A single, integral hydraulic system serves the torque converter, hydraulic retarder,
and the transmission gearing. Transmission fluid for all hydraulic operations flows
from and to a common sump.
Transmission-mounted filters (located at the top of the converter housing) or
remote-mounted filters provide fluid filtration. The transmission fluid is cooled by
a separate cooler, or by connection to the engine cooling system. For non-retarder
models, cooler circuit connections are located on the left side of the converter
housing. For models with retarder, cooler connections are located on the retarder
control valve body.

14
SHIFT SELECTORS

DESCRIPTION OF AVAILABLE TYPES

HOLD OVERRIDE BUTTON

1
MODE MODE INDICATOR MODE
R
2 N
3
(LED) D
4 MODE BUTTON 5
5 4
D MODE ID 3
N 2
R 1
DIGITAL DISPLAY✽
DISPLAY MODE BUTTON
SIX-SPEED, LEFT-HAND SIX-SPEED, RIGHT-HAND
LEVER SELECTOR LEVER SELECTOR
DIGITAL DISPLAY✽

MODE ID
MODE
INDICATOR (LED)
R MODE
MODE BUTTON
N Push simultaneously
to enter diagnostic mode
D

PUSHBUTTON SELECTOR
✽ NOTE: Number displayed is highest forward range available in selected position.
Visually check to confirm range selected. If display is flashing – shift is inhibited.
V07341.00.01

Figure 7. Typical Shift Selectors

INTRODUCTION
Vehicle manufacturers may choose different types of shift selectors for their
vehicles. The shift selector in your Allison-equipped vehicle will be similar to the
lever style or the pushbutton style shown in Figure 7.

15
With an Allison-equipped vehicle, it is not necessary to select the right moment to
upshift or downshift during changing road and traffic conditions. However,
knowledge of the shift selector positions, ranges available, and when to select
them, will make vehicle control and your job even easier. It is recommended to
select lower ranges when descending long grades (with and without retarder) to
reduce wear on service brakes. Be sure to read the RANGE SELECTION, Table
2, for related information.

LEVER SHIFT SELECTOR


General Description. The lever shift selector (refer to Figure 7) is an
electro-mechanical control. The typical lever positions are:
• R (Reverse)
• N (Neutral)
• D (Drive)
• Some number of lower forward range positions.
The lever shift selector positions provided should agree with the programming of
the transmission electronic control unit.
The lever shift selector also contains a:
• Hold override button
• MODE button
• Digital display
• Display mode button.

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

MODE Button. The MODE button may allow the driver to enable a secondary
shift schedule or other special function that has been previously programmed into
the electronic control unit at the request of the OEM. The MODE button is also
used to view diagnostic code information. After viewing the first diagnostic code
which appears in the digital display, press the MODE button to view the 2nd
diagnostic code logged. Repeat this procedure to view the 3rd, 4th, and 5th code
positions. The code displayed is active when the MODE INDICATOR (LED) is
illuminated.

16
NOTE: Observe the digital display whenever the lever is moved to be
sure that the range selected is shown (i.e., if N (Neutral) is selected, N
should appear in the digital display).

Digital Display. During normal operation, when D (Drive) is selected, the digital
display shows the highest forward range attainable for the shift schedule in use.
Abnormal operation is also indicated by the digital display. When all segments of
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.
Some conditions which illuminate the CHECK TRANS light will disable the shift
selector and the digital display will show the range actually attained. Refer to
OPERATING TIPS, CHECK TRANS LIGHT section, for a detailed explanation
of the CHECK TRANS light. The transmission will not shift into range if a
CHECK TRANS code is active. When the display shows that either R or D has
been requested and the display is flashing, the requested range has not been
attained due to an inhibit function. Some inhibit functions are vehicle-related and
will not result in diagnostic codes. Some examples are mentioned in RANGE
SELECTION, Table 2, which follows. Determine if there are 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.

Display Mode/Diagnostic Button. This button facilitates access to diagnostic


code information.

PUSHBUTTON SHIFT SELECTOR (FULL-FUNCTION)


General Description. The pushbutton shift selector (refer to Figure 7) has:
• R (Reverse)
• N (Neutral)
• D (Drive)
• ↑, ↓ arrows
• MODE button
• Digital display.

R Pushbutton. Press this button to select Reverse.

N Pushbutton. Press this button to select Neutral.

17
D Pushbutton. Press this button to select Drive. The highest forward range
available will appear in the digital display window. The transmission will start out
in the lowest available forward range and advance automatically to the highest
range.

↓, ↑ (Arrow) Buttons. When a lower range is desired, after D (Drive) has been
pressed, press the ↓ (Down) arrow button until the desired range is shown in the
display window. Likewise, if the transmission is held in a low range by the
↓ (Down) arrow, press the ↑ (Up) arrow to request the next higher range.
Continuous pressing of either the ↑ (Up) or ↓ (Down) arrow buttons will request
the highest or lowest range available.
Access diagnostic codes with the pushbutton selector by pressing the ↑ (Up) and
↓ (Down) arrow buttons at the same time.

MODE Button. The MODE button may allow the driver to enable a secondary
shift schedule or other special function that has been previously programmed into
the electronic control unit at the request of the OEM. The MODE button is also
used to view diagnostic code information. After viewing the first diagnostic code
which appears in the digital display, press the MODE button to view the 2nd
diagnostic code logged. Repeat this procedure to view the 3rd, 4th, and 5th code
positions. The code displayed is active when the MODE INDICATOR (LED) is
illuminated.

NOTE: Observe the digital display whenever the range selector is


moved to another position to be sure that the range selected is shown
(i.e., if the N (Neutral) button is pressed, N should appear in the digital
display)

Digital Display. During normal operation, when D (Drive) is selected, the digital
display shows the highest forward range attainable for the shift schedule in use.
Abnormal operation is also indicated by the digital display. When all segments of
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.
Some conditions which illuminate the CHECK TRANS light will disable the shift
selector and the digital display will show the range actually attained. Refer to
OPERATING TIPS, CHECK TRANS LIGHT section for detailed explanation of
the CHECK TRANS light. The transmission will not shift into range if a
CHECK TRANS code is active. When the display shows either R or D has been
requested and the display is flashing, the requested range has not been achieved
due to an inhibit function.

18
Some inhibit functions are vehicle-related and will not result in diagnostic codes.
Some examples are mentioned in RANGE SELECTION, Table 2, which follows.
Determine if codes are active 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.

POSITIVE SHIFTING
All movements of the shift selector should be quick and positive when upshifting
or downshifting.

RANGE SELECTION
Table 2. PUSHBUTTON AND LEVER SHIFT SELECTORS WITH DIGITAL
DISPLAY (refer to Figure 7)

Description of Available Ranges


NOTE: Observe the digital display window whenever a button is
pushed or the lever is moved to be sure that the range selected is
shown (i.e., if the N (Neutral) button is pressed, N should appear in
the digital display). A flashing display indicates that the range
selected was not attained due to an active inhibit.
WARNING: If you leave the vehicle and the engine is running,
the vehicle may 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 rpm (below 1000)
Apply the parking and emergency brakes and make sure they
are properly engaged
Chock the wheels and take any other steps necessary to keep
the vehicle from moving.

19
Table 2. PUSHBUTTON AND LEVER SHIFT SELECTORS WITH DIGITAL
DISPLAY (refer to refer to Figure 7) (cont’d)
Description of Available Ranges
WARNING: R (Reverse) may not be attained due to an
active inhibitor. Always apply the service brakes when
selecting R (Reverse) because a service brake inhibit may be
present. When the R (Reverse) is flashing, it indicates that the
shift to R (Reverse) is inhibited. Determine if diagnostic
codes have been set if R (Reverse) is not attained (refer to
OPERATING TIPS section, DOWNSHIFT AND DIRECTION
CHANGE INHIBITOR FEATURE).

R The digital display will display R when Reverse is selected. Use


Reverse to back the vehicle or equipment. Completely stop the
vehicle or equipment before shifting from forward to reverse or
from reverse to forward. The reverse warning signal is activated
when this range is selected.
CAUTION: Do not idle in R (Reverse) for more than five
minutes. Extended idling in R (Reverse) may cause transmission
overheating and damage. Always select N (Neutral) whenever
time at idle exceeds five minutes.

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).

WARNING: When starting the engine, make sure the service


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

20
Table 2. PUSHBUTTON AND LEVER SHIFT SELECTORS WITH DIGITAL
DISPLAY (refer to refer to Figure 7) (cont’d)
Description of Available Ranges
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 (refer to operator’s
manual for the vehicle).

N Use N (Neutral) when starting the engine, to inspect/test vehicle


accessories, and for extended periods of engine idle operation
(longer than five minutes). For vehicles equipped with the
pushbutton selector, neutral is selected by the ECU at start-up. For
vehicles equipped with the lever selector, the vehicle will not start
unless neutral has been selected. If the vehicle starts in any range
other than neutral, the neutral start circuit is malfunctioning and
must be repaired immediately. Neutral is also used during
stationary operation of the power takeoff (if your vehicle is
equipped with a PTO). The digital display will show N when
neutral is selected. Always select N (Neutral) before turning off the
vehicle engine.
WARNING: D (Drive) may not be attained due to an active
inhibitor. Always apply the service brakes when selecting
D (Drive) because a service brake inhibit may be present. When
the “D” is flashing, it indicates that the shift to D (Drive) is
inhibited. Determine if diagnostic codes are active if D (Drive) is
not attained (refer to DOWNSHIFT AND DIRECTION
CHANGE INHIBITOR FEATURE IN THE OPERATING TIPS
section that follows).

CAUTION: Do not idle in D (Drive) for more than five


minutes. Extended idling in D (Drive) may cause transmission
overheating and damage. Always select N (Neutral) if time at
idle exceeds five minutes.

21
Table 2. PUSHBUTTON AND LEVER SHIFT SELECTORS WITH DIGITAL
DISPLAY (refer to refer to Figure 7) (cont’d)
Description of Available Ranges
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). Example: “service brakes not
applied” (service brake interlock present).
D The transmission will initially attain first range when D (Drive) is
selected (except for those units programmed to start in
second-range). As vehicle speed increases, the transmission will
upshift automatically through each range. As the vehicle or
equipment slows down, the transmission will automatically
downshift to the correct range. The digital display will show the
highest range available in D (Drive).
NOTE: Even though D (Drive) is selected, it may not be attained
due to active inhibit functions such as high throttle, high engine idle
speed, or other vehicle system inhibits.

WARNING: If you just downshift or just use service brakes


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

22
Table 2. PUSHBUTTON AND LEVER SHIFT SELECTORS WITH DIGITAL
DISPLAY (refer to refer to Figure 7) (cont’d)
Description of Available Ranges
5* Occasionally, road conditions, load, or traffic conditions will make it
4* desirable to restrict automatic shifting to a lower range. Lower
3 ranges provide greater engine braking for going down grades (the
2 lower the range, the greater the braking effect).
1 The pushbutton selector utilizes arrow buttons to select individual
forward ranges. Push the ↑ (Up) or ↓ (Down) arrow to the desired
range. The digital display will show your choice of range. Even
though a lower range was selected, the transmission may not
downshift until vehicle speed is reduced (this prevents excessive
engine speed in the lower range).*
NOTE: The pushbutton shift selector does not have a fifth-range
preselect position. The automatic shift between fifth and sixth range
is a standard feature.

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


and maximum engine braking effect. For vehicles equipped with the
pushbutton selector, push the ↓ (Down) arrow until first range
appears in the digital display. Use this range when pulling through
mud and deep snow, when maneuvering in tight spaces, while
driving up or down steep grades, or when maximum output power
is required.
* Actual ranges available depend on programming by vehicle manufacturer.

23
OPERATING TIPS

CHECK TRANS LIGHTS


The electronic control system is programmed to inform the operator of a problem
with the transmission system and automatically take action to protect the operator,
vehicle, and transmission. When the Electronic Control Unit (ECU) detects a
problem condition, the ECU:
• Restricts shifting
• Turns on the CHECK TRANS light on the instrument panel
• Registers a diagnostic code.

NOTE: For some problems, diagnostic codes may be registered without


the ECU activating the CHECK TRANS light. Your Allison
Transmission authorized service outlet should be consulted whenever
there is a transmission-related concern. They have the equipment to
access 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 tested immediately.
Continued illumination of the CHECK TRANS light during vehicle operation
(other than start-up) indicates that the ECU has signaled a diagnostic code.
Illumination of the CHECK TRANS light is accompanied by a flashing display
from the shift selector and the transmission will not respond to shift selector
requests.
The indications from the shift selector are provided to inform the operator that the
transmission is not performing as designed and is operating with reduced
capabilities. Before turning off the ignition, the transmission may be operated for a
short time in the selected range in order to “limp home” for service assistance.
Service should be performed immediately in order to minimize the potential for
damage to the transmission.

24
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
Diagnostic codes are numerical indications relating to a malfunction in
transmission operation. Each code consists of a two-digit main code and a
two-digit subcode. These codes are logged in a list in the ECU memory with the
most severe or otherwise most recent code listed first. A maximum of five codes
(numbered d1–d5) may be listed in memory at one time. As codes are added, the
oldest nonactive code is dropped from the list. If all codes are active, the code
with the lowest priority that is not included on the severity list is dropped from
the list. Diagnostic codes and code information may be accessed through the
following:
• Pushbutton and lever shift selectors
• Allison DOC™ For PC–Service Tool
• Pro-Link® 9000 Diagnostic Data Reader
The ECU separately stores the active and historical (nonactive) codes. An active
code is any code that is current in the ECU decision-making process. Historical
codes are codes that are retained in the ECU’s memory and will not necessarily
affect the ECU decision-making process. Historical codes are useful in
determining if a problem is:
• Isolated
• Intermittent
• Results from a previous malfunction
When the diagnostic mode is entered, the first code (position d1) is displayed as
follows (each display item lasts for about one second): d,1, main code (two digits
displayed one digit at a time), subcode (two digits displayed one digit at a time),
sequence repeats. Press the MODE button momentarily to display codes for
positions d2–d5 in the same manner. After a fixed number of ignition cycles, a
code may be deleted from memory if it has not recurred. The shift selector
diagnostic mode will end automatically after two minutes without operator input.

25
DIAGNOSTIC CODE DISPLAY PROCEDURE
Diagnostic codes can be read and cleared by the following three methods:
• Allison DOC™ For PC–Service Tool (refer to User Guide, GN3433EN for
instructions)
• Pro-Link® 9000 Diagnostic Data Reader (refer to User’s Manual,
GN2928EN for instructions)
• Pushbutton or lever shift selectors (refer to the Pushbutton Shift Selector or
Lever Shift Selector sections that follow for instructions)

Pushbutton Shift Selector.


To Begin the Diagnostic Process:
• Bring the vehicle to a stop at a safe location.
• Apply the parking brake.
To Display Stored Codes:
• Simultaneously press the ↑ (Up) and ↓ (Down) arrow buttons once to
access the diagnostic display mode.
• Observe the digital display for codes (codes will appear one digit at a time).
• Press the MODE button to see the next code — repeat for subsequent
codes.

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

Clearing Codes:

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

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

• Active Indicators — Press and hold the MODE button for 3 to 5 seconds
until the MODE indicator (LED) flashes.
• Inactive Indicators — Press and hold the MODE button for 8 to 10 seconds
until the MODE indicator (LED) flashes.

26
Lever Shift Selector. To Begin the Diagnostic Process:
• Bring the vehicle to a stop at a safe location.
• Apply the parking brake.
To Display Stored Codes:
• Press the DISPLAY MODE button once to access the diagnostic display
mode.
• Observe the digital display for codes (codes will appear one digit at a time).

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

Clearing Codes:

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

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

• Active Indicators—Press and hold the MODE button for 3 to 5 seconds


until the MODE indicator (LED) flashes.
• Inactive Indicators—Press and hold the MODE button for 8 to 10 seconds
until the MODE indicator (LED) flashes.

RANGE PRESELECTION
Range preselection means selection of a lower range to match driving conditions
you encounter or expect to encounter. Learning to take advantage of preselected
shifts will give you better control on slick or icy roads and on steep downgrades.
Downshifting to lower ranges increases engine braking. The selection of a lower
range often prevents cycling between a range and the next higher range on a
series of short up-and-down grades. The transmission will not shift above the
selected range unless excessively high engine speeds are attained.

27
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).

There is no speed limitation on upshifting, but there is on downshifting and for


shifts which cause a direction change such as D (Drive) to R (Reverse) or
R (Reverse) to D (Drive).
Manual range downshifts will not occur until a programmed value of output speed
is reached. When a range downshift is manually selected and the transmission
output speed is above the programmed value, the transmission will stay in the
range it was in even though a lower range was requested. Apply the vehicle
service brakes or other retarding device to reduce the transmission output speed to
the programmed value and then the shift to the lower range will occur.
Directional shifts, D (Drive) to R (Reverse) or R (Reverse) to D (Drive), will not
occur if selected when throttle position, engine speed, or transmission output
speed is above the calibration limit for a calibration time period. Shifts from
N (Neutral) to D (Drive) or R (Reverse) are also inhibited when the ECU has
been programmed (by input/output function) to detect that auxiliary equipment is
in operation and the shift should not be allowed. When a directional shift is
inhibited, the ECU will put the transmission in N (Neutral) and the digital display,
if present, will flash the letter of the range selected (D or R). Reselect D (Drive)
or R (Reverse) when engine throttle, engine speed, and transmission output speed
are below the calibration value. With a pushbutton selector, just depress the
desired pushbutton again. With a lever selector, move the lever to N (Neutral) and
then to the desired range.
When a direction change shift is requested and the engine throttle, engine speed,
and transmission output speed drop below the calibration value during the
calibration time interval, the shift to D (Drive) or R (Reverse) will occur. For
example, if the transmission output speed was just above the calibration limit
when R (Reverse) was selected, but dropped below the limit during the next three
seconds, the shift to R (Reverse) would occur (assuming that engine was at idle
and throttle was closed).

28
USING THE ENGINE TO SLOW THE VEHICLE
WARNING: If you just downshift or just use service brakes when
going downhill, you can lose control and cause injury and property
damage. To help avoid loss of control, use a combination of
downshifting, braking, and other retarding devices. Downshifting to a
lower transmission range increases engine braking and helps you to
maintain control. The transmission has a feature to prevent automatic
upshifting above the lower range selected. However, during downhill
operation without preselect, if engine governed speed is exceeded in the
lower range, the transmission may upshift to the next higher range. This
will reduce braking and could cause a loss of control. Apply the vehicle
brakes or other retarding device to prevent exceeding engine governed
speed in the lower range selected.

To use the engine as a braking force, select the next lower range. If the vehicle is
exceeding the maximum speed for this range, use the service brakes and/or
retarder to slow the vehicle. When a lower speed is reached, the ECU will
automatically downshift the transmission. Engine braking provides good speed
control for going down grades. When the vehicle is heavily loaded, or the grade is
steep, it may be desirable to preselect a lower range before reaching the grade. If
engine-governed speed is exceeded, the transmission will upshift automatically to
the next range.

USING THE RETARDER


WARNING: Activating the retarder while driving on a slippery surface
can cause a loss of control and a crash. Do not use the retarder on wet,
icy, or slippery roads. During inclement weather, turn off the retarder at
the master control switch.

HYDRAULIC RETARDER
Activate the retarder to control vehicle speed on curves or downgrades. The
retarder may be applied in any forward range, but maximum braking effect is
attained in the lowest range. Preselecting a range below D (Drive) when using the
retarder can significantly improve the braking effect by preventing unexpected
upshifts. If additional braking is required, apply the service brakes.
Prolonged full or partial application of the retarder can cause overheating of the
transmission fluid. If overheating occurs, alternately fully apply and fully release
the retarder to decrease fluid temperature. Never allow the converter-out
temperature to exceed 330°F (165°C) during retarder operation.

29
COLD WEATHER STARTS
Transmission shifting is limited during cold weather conditions. Refer to Table 3,
Range/Temperature Restriction.

Table 3. Range/Temperature Restriction


Sump Fluid CHECK TRANS
Operation*
Temperature Light
–25°F (–32°C) and below ON All shifts inhibited
–25°F to 20°F Limited shifting
ON
(–32°C to –7°C) available
* Transmissions used in emergency vehicles do not have programmed temperature restrictions.

Table 4 lists the minimum fluid temperature at which the transmission may be
safely operated in a forward range and reverse. When ambient temperature is
below the minimum fluid operating temperature and the transmission is cold,
preheat is required.
If auxiliary heating equipment is available, preheat the transmission fluid to the
minimum operating temperature. If auxiliary heating equipment is not available,
run the engine at low idle for at least 20 minutes with the transmission in
N (Neutral) before operating in a forward or reverse range.
Failure to observe the minimum fluid operating temperature can result in
transmission malfunction or reduced transmission life.

Table 4. Minimum Operating Temperature (Without Preheat)


SAE Viscosity Grade Degrees (F) Degrees (C)
SAE 0W-30 or TranSynd™ RD –22 –30
SAE 0W-20 (Arctic Oil) –22 –30
DEXRON®-III –18 –28
SAE 10W –4 –20
SAE 15W-40 5 –15
SAE 30 32 0
SAE 40 50 10

30
HIGH FLUID TEMPERATURE
When a transmission converter-out temperature gauge is provided, observe the
gauge frequently to determine if the fluid temperature is within the normal
operating range of 180–200°F (82–93°C). If the sump fluid temperature reaches
250°F (121°C), the CHECK TRANS light will come ON and the ECU will
inhibit operation in higher ranges. Maximum intermittent converter-out
temperature should not exceed 275°F (135°C).
If the transmission overheats during normal operation, determine the fluid level in
the transmission (refer to the fluid check procedure as described in the
TRANSMISSION FLUID LEVEL CHECK PROCEDURE section of this
handbook).
Extended operation at low vehicle or equipment speeds with the engine at full
throttle can cause excessively high fluid temperatures in the transmission. These
temperatures may tend to overheat the engine cooling system as well as cause
possible transmission damage.
If the CHECK TRANS light comes on and the engine temperature gauge
indicates a high temperature, the transmission is probably overheated. Stop the
vehicle or equipment and inspect 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 two or three minutes.

CAUTION: Never operate the engine for more than 30 seconds at full
throttle with the transmission in an operating range and the vehicle not
moving. Prolonged operation of this type will cause excessively high
transmission fluid temperature which will damage the transmission.

If the engine temperature gauge indicates a high temperature and the CHECK
TRANS light is not ON, an engine 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
There is no P (Park) position on the shift selector. Always select N (Neutral) and
apply the parking brake to hold the vehicle when it is parked.

31
TOWING OR PUSHING
WARNING: Arc welding equipment requires dangerously high currents
and voltages which cannot be sufficiently reduced to permit its use for
jump-starting. To help avoid injury or equipment damage, do not
attempt to jump-start the equipment using an arc welder.

The engine cannot be started by pushing or towing. Before pushing or towing a


vehicle, the driveline must be disconnected or the drive wheels must be lifted off
the road. An auxiliary air supply will usually be required to release the vehicle
brake system.

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

POWER TAKEOFF (PTO)


A power takeoff (PTO) may be mounted on the top and/or side of the
transmission. The PTOs are engine-driven and rotate whenever the engine is
running.
In most applications, the PTO is continuous and is used to drive a hydraulic pump
which supplies hydraulic pressure for operation of accessories.
In some applications it is desirable to engage or disengage the PTO from the
engine. One method is an operator-applied clutch. With this method, the engine
should be at idle speed before engagement or disengagement of the PTO. Another
method is a mechanical disconnect. With this method, the operator must stop the
engine before engaging or disengaging the power takeoff.

TURNING OFF THE VEHICLE OR EQUIPMENT


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

32
CARE AND MAINTENANCE

PERIODIC INSPECTIONS
Allison transmissions require a minimum of maintenance. For easier inspection,
keep the transmission clean.
• Most important is careful attention to the control linkage and transmission
fluid level.
• Make periodic inspections for loose bolts, leaking hydraulic lines, or wet
splitlines.
• Inspect the condition of the electrical harnesses regularly.
• Inspect the engine cooling system occasionally for evidence of transmission
fluid, which would indicate a faulty cooler.
Report any abnormal condition to your maintenance personnel.

PREVENT MAJOR PROBLEMS


Minor problems can be kept from becoming major problems if you notify
maintenance personnel when any of these conditions occur:
• Overheating
• Abnormal shifting
• Transmission leaks fluid
• Unusual transmission-related sounds (changes in sound level caused by
normal engine thermostatic fan cycling while climbing a long grade with a
heavy load have been mistaken for unusual transmission-related sounds).
• CHECK TRANS light comes on frequently.

IMPORTANCE OF PROPER FLUID LEVEL


Maintaining the proper fluid level is very important. Transmission fluid cools,
lubricates, and transmits power. If the fluid level is too low, the torque converter
and clutches will not receive the proper fluid supply, which will result in poor
performance and possible damage to the transmission. If the fluid level is too
high, the fluid will become aerated and cause overheating.

33
Determine transmission fluid level regularly, such as at the start of each shift. If
consistent daily hot level checks have been established, and daily inspection
shows no sign of fluid leakage, less frequent checks could be made.

TRANSMISSION FLUID LEVEL CHECK PROCEDURE


WARNING: To help avoid injury and property damage caused by
sudden and unexpected vehicle movement, do not perform maintenance
or service procedures until all of the following have been completed:
1. Put the transmission in N (Neutral).
2. Set the parking brake and service brakes, and make sure they are
properly engaged.
3. Chock the wheels and take all other steps necessary to keep the
vehicle from moving.

CAUTION:
• Later model transmissions and parts use straight-thread hydraulic
fittings and ports. Determine the compatibility of the plug or fitting
to the port before installation.
• Dirt and foreign matter must not be permitted to enter the
hydraulic system. Contamination of the transmission fluid or
hydraulic system can cause valves to stick, excessive wear of
transmission parts, or clogged hydraulic passages.

A Visual Level Indicator (refer to Figure 8) is mounted on the lower left side of
the transmission main housing (refer to Figure 9 and Figure 12). The indicator
provides a method of determining the fluid level. Figure 8 shows how to read the
indicator.

Cold Check (5000, 6000 Series Without Dropbox).

NOTE: The purpose of a Cold Check is to determine if the transmission


has enough fluid to be safely operated until a Hot Check can be
performed.

1. Before starting the engine, observe the fluid in the Visual Level Indicator
(refer to Figure 9).
2. If no fluid is visible in the Visual Level Indicator, add sufficient fluid to
bring the level of fluid within the “Safe Operational Level Area” as shown
in Figure 8.
3. If a Visual Level Indicator is not present, remove the ADD plug (refer to
Figure 10). The fluid must be at or above the ADD plug before the engine
is started.

34
VISUAL LEVEL INDICATOR
FLUID CHECK PROCEDURE:

1. FLUID — ALLISON C-4 APPROVED


2. TRANSMISSION AT
NORMAL OPERATING Install with
TEMPERATURE knurled plug up
(180–200°F; 82–93°C)
3. NEUTRAL —
ENGINE IDLE

RED LINE

NO RED LINE
VISIBLE (OVERFILL)

FULL MARK
SAFE (CENTER)
OPERATIONAL
LEVEL AREA
NO FLUID VISIBLE
(UNDERFILL)

H00711.01.01

Figure 8. Visual Level Indicator


4. If fluid is below the ADD plug, add fluid as necessary to bring fluid to the
ADD plug level. Replace the ADD plug.
5. Perform a Hot Check at the first opportunity after normal operating
temperature is reached.

35
MAIN HOUSING

TRANSMISSION FLUID
LEVEL INDICATOR
H00685.01.00

Figure 9. Location of Visual Level Indicator on 5000, 6000 Series


Models Without Dropbox—Left-Side View

Figure 10. 5000, 6000 Series Models ADD Plug Location

36
Cold Check (5000, 6000 Series With Dropbox).

NOTE: The purpose of a Cold Check is to determine if there is enough


fluid for the transmission to be safely operated until a Hot Check can be
performed.

NOTE: 5000, 6000 Series transmissions with a dropbox do not have a


Visual Level Indicator.

1. Before starting the engine, remove the FULL (upper) plug (refer to
Figure 11).
2. The fluid must be at or above the FULL plug before the engine is started.
3. If fluid is below the FULL plug, add fluid as necessary to bring fluid to the
FULL plug level. Replace the FULL plug.
4. Perform a Hot Check at the first opportunity after normal operating
temperature is reached.

FULL PLUG
STRAINER

DRAIN PLUG H08590.00.00

Figure 11. 5000, 6000 Series Models With Dropbox—Full Plug Location

37
Cold Check (8000, 9000 Series).

NOTE: The purpose of a Cold Check is to determine if there is enough


fluid for the transmission to be safely operated until a Hot Check can be
performed.

1. Before starting the engine, observe the Visual Level Indicator (refer to
Figure 12).
2. If no fluid is visible in the Visual Level Indicator, add sufficient fluid to
bring the level of fluid within the “Safe Operational Level Area” as shown
in Figure 8.
3. If a Visual Level Indicator is not present, remove the FLUID LEVEL
CHECK PLUG (refer to Figure 13). The fluid must be at or above the
FLUID LEVEL CHECK PLUG before the engine is started. Drain or add
fluid as necessary. Replace the FLUID LEVEL CHECK PLUG.
4. Perform a Hot Check at the first opportunity after normal operating
temperature is reached.

MAIN
HOUSING

FLUID LEVEL
SIGHT GAUGE

H03477.01.00

Figure 12. 8000, 9000 Series Models Visual Level Indicator

38
FLUID LEVEL CHECK PLUG
FLUID FILLER TUBE HOLE
STRAINER ASSEMBLY
DRAIN PLUG H02770.00.01

Figure 13. 8000, 9000 Series Models Fluid Level Check Plug Location
Hot Check (8/9000 Series and 5/6000 Series Without Dropbox).

WARNING: The normal operating temperature of transmission fluid is


180–200°F (82–93°C) and it can be hotter. Hot fluid can cause severe
burns and eye injuries. To help avoid personal injury when making hot
fluid level checks, AVOID CONTACT WITH HOT FLUID BY
WEARING HEAVY GLOVES AND SAFETY GLASSES, REMOVE
CHECK PLUGS VERY SLOWLY, AND DO NOT STAND DIRECTLY
IN FRONT OF CHECK PLUGS BEING REMOVED.

NOTE:
• A Hot Check is performed to determine if there is sufficient fluid
for working operation of the transmission.
• Observe the condition of the fluid in the Visual Level Indicator.
Foaming fluid may indicate a false level.

1. Shift to N (Neutral) and start engine.


2. Operate the equipment until the transmission reaches a normal operating
temperature of 180–200°F (82–93°C). Then idle the engine and, for vehicle
models, apply the parking brake.

39
3. Shift through the range positions slowly to make sure all areas of the
transmission are filled with fluid. Be sure retarder is OFF.
4. Shift to N (Neutral) and set the engine idle speed to 650–700 rpm.
Observe the Visual Level Indicator (refer to Figure 9 or Figure 12). The
fluid should be within the “Safe Operational Level Area” shown on
Figure 8.
5. Add or drain fluid as necessary to bring fluid level within the “Safe
Operational Level Area”.

Hot Check (5/600 Series With Dropbox and Without Visual Level Indicator).
1. Shift to N (Neutral) and start engine.
2. Operate the equipment until the transmission reaches a normal operating
temperature of 180–200°F (82–93°C). Then idle the engine and, for vehicle
models, apply the parking brake.
3. Shift through all range positions slowly to make sure all areas of the
transmission are filled with fluid. Be sure retarder is OFF.
4. Shift to N (Neutral) and set the engine idle speed to 650–700 rpm.
5. Remove the FULL plug (refer to Figure 11). The fluid level should be at
the FULL plug level.
6. Add or drain fluid as necessary to bring fluid to the FULL plug level.
7. Replace the FULL plug.

Hot Check (8/9000 Series Without Visual Level Indicator).


1. Shift to N (Neutral) and start engine.
2. Operate the equipment until the transmission reaches a normal operating
temperature of 180–200°F (82–93°C). Then idle the engine and, for vehicle
models, apply the parking brake.
3. Shift through all range positions slowly to make sure all areas of the
transmission are filled with fluid. Be sure retarder is OFF.
4. Shift to N (Neutral) and set the engine idle speed to 650–700 rpm.
5. Remove the FLUID LEVEL CHECK PLUG (refer to Figure 13). The fluid
level should be at the FLUID LEVEL CHECK PLUG level.
6. Add or drain fluid as necessary to bring fluid to the FLUID LEVEL
CHECK PLUG level.
7. Replace the FLUID LEVEL CHECK PLUG.

Fluid, Filter Change. Fluid analysis is the preferred method for determining the
transmission fluid change interval. Monitor the oxidation level according to the
measurement limits shown in Table 5, Fluid Oxidation Measurement Limits. If
fluid analysis can not be utilized, change the fluid every 1200 hours of operation

40
when using C-4 fluids, or every 4000 hours when using TranSynd™ RD fluid
(refer to Table 6, Standard Fluid Change Intervals (By Fluid Type).

Table 5. Fluid Oxidation Measurement Limits


Measurement Limit
Viscosity +/- 25% change from new fluid
Total Acid Number +3.0 change from new fluid
Consult the local industrial yellow pages for fluid analysis firms. Use only one
fluid analysis firm because results from various firms can not be accurately
compared.

When servicing any transmission, visually inspect the fluid at the sample and
drain locations for any of the following contaminants:
• Dirt
• Metal
• Coolant
More frequent fluid changes may be required if:
• Fluid is visually contaminated
• Environment produces high levels of contamination
• Duty cycle subjects the transmission to frequent overheating
• Fluid analysis indicates that the fluid is oxidized beyond the limits in
Table 5, Fluid Oxidation Measurement Limits.
Review the latest version of Service Information Letter (SIL) 10-TR-98, for a
more detailed explanation of transmission fluid and filter service
recommendations.

Table 6. Standard Fluid Change Intervals (By Fluid Type)


Transmission Models Fluid Recommendation Drain Intervals (Hrs)
TranSynd™ RD 4000
5/6/8/9000 Series
C-4 Fluids 1200

NOTE: The strainer assembly located in the pan does not require
cleaning at normal fluid and filter change intervals.

41
ALLISON HIGH-EFFICIENCY FILTER SYSTEMS
Allison high-efficiency filter assemblies are equipped with a differential pressure
(delta-P) switch to indicate when the filter element requires service. This serves
two important functions: it allows the actual change interval to be determined for
each customer’s application, and it is a good service requirement indicator.

NOTE: An early indication of the filter warning light on a new or


newly overhauled transmission may be due to plugging of the filter as it
cleans the system to a six micron level. Unless the fluid visibly looks
contaminated, do not change the transmission fluid. New fluid may be
contaminated by storage. If problems arise, check with your fluid
supplier or perform a fluid analysis.

Replace the high-efficiency filter elements when the filter differential pressure
warning light alerts the operator that the filter needs to be serviced. Clean the
filter shells. New gaskets and sealrings must be used when replacing filter
elements. After installation, inspect the filter for fluid leakage while the engine is
running. Refer to SIL 10–TR-93, latest revision, for filter part numbers and
number required.

NOTE: If the filter change interval can not be monitored with the
delta-P switch as described previously, change the filter elements
whenever the fluid is changed and at 600 hours intervals between fluid
changes.

Keeping Fluid Clean. It is absolutely necessary that the fluid put into the
transmission be clean. Fluid must be handled in clean containers to prevent
foreign material from entering the system.

CAUTION: Do not use containers or fillers for transmission fluid that


have been used for any antifreeze solution. Antifreeze and coolant
solutions contain ethylene glycol which, if introduced into the
transmission, can cause the clutch plates to fail.

Automatic Transmission Fluid Recommendations. Allison Transmission


recommends fluids that meet the Allison C-4 specification for use in 5/6/8/9000
Series Off-Highway transmissions. The current C-4 fluids approved by Allison
Transmission are listed in Bulletin GN3465EN available on the Allison website at
www.allisontransmission.com.

CAUTION: Disregarding minimum fluid temperature limits can result


in transmission malfunction or reduced transmission life.

42
Higher viscosity fluids, such as SAE 30, or SAE 15W-40 fluids are recommended
for optimum transmission life in 5/6/8/9000 Off-Highway transmissions. When
choosing the optimum viscosity grade of fluid to use, consider geographic location
and preheat requirements.
Proper viscosity grade selection is important for transmissions when operating
transmissions in conditions below a fluid’s minimum operating temperature.
Preheat or fluid warm-up is required when operating Allison transmissions below
the fluid’s minimum critical temperature, which is viscosity grade dependent.
Table 4, Minimum Operating Temperature (Without Preheat), lists a number of
lower viscosity fluids for consideration when operating in low ambient conditions
and the minimum fluid temperatures below which preheat or warm-up is required.
If preheating is required, use either auxiliary heating equipment or warm-up the
transmission by starting the engine with the transmission in N (Neutral) and
engine at low idle speed for a minimum of twenty minutes before attempting
range operation. If cold weather starting is not a factor and/or the transmission is
operating in a warm/hot environment, the higher viscosity fluids are
recommended.

Table 7. Transmission Fluid Capacity (Without External Circuits)


Transmission Series Refill Capacity
5000, 6000
Straight-through 18.5 gallons (70 liters)
Dropbox 13 gallons (49 liters)
8000
Straight-through 19 gallons (72 liters)
9000
Straight-through 19 gallons (72 liters)

CARE OF BREATHER
Keep the breather clean at all times. Inspect and clean the breather regularly and
as frequently as necessary, depending on the operating conditions. A badly
corroded or plugged breather restricts proper breathing and causes a buildup of
condensation and subsequent fluid deterioration.

43
RETARDER LINKAGE ADJUSTMENT
CAUTION: If the linkage allows the retarder to be partially applied,
excessive drag and overheating will result.

Adjust the retarder valve for 8000 and 9000 Series models (when the retarder is
released) so the valve is held firmly downward into the valve body to its stop.
Make sure the retarder valve is all the way up and out of the valve body when the
retarder is applied.
Adjust the retarder valve for 5000 and 6000 Series models (when the retarder is
released) so the valve is held firmly upward out of the valve body to its stop.
Make sure the retarder valve is all the way down and into the valve body when
the retarder is applied.
Inspect the control linkage for binding, wear, or breaks.

PARKING BRAKE (SOME MODELS)


An internal, expanding-shoe, parking brake is mounted on the rear of the
transmission housing at the output.

Adjustment.
• Adjust the brake shoes for proper drum clearance by inserting a screwdriver
or brake adjusting tool into the adjusting slot in the brake backplate. Rotate
the star wheel adjusting screw between the lower ends of the brake shoes
until the shoes are held snugly against the brake drum. Back off the
adjusting screw three full turns.
• Adjust the vehicle brake linkage by releasing the apply mechanism fully.
Adjust the connecting linkage so that it can be freely connected to the apply
lever on the brake. Take all slack out of the brake without actually moving
the brake shoes when the linkage adjustment is made.

Burnishing. Follow the manufacturer’s recommendations for burnishing a new


drum and brake shoes.

CAUTION: Do not overburnish the brake.

44
DETERMINING PTO BACKLASH LIMITS
CAUTION: Carefully inspect the backlash in PTO installations.
Excessive or insufficient backlash can result in damage to the
transmission and the PTO assembly.

When instructions are not immediately available from the vehicle manufacturer,
the following method is suggested for determining the proper backlash.

TRANSMISSION
HOUSING Read backlash
on indicator
Hold
indicator
stationary

2
PITCH LINE
(APPROX. MIDDLE
OF TOOTH)
1
INDICATOR CONTACT

Hold drive gear V02780.01

Figure 14. Determining PTO Drive Gear Backlash


1. Mount a dial indicator in such a position so that the indicator contact is
touching a tooth of gear 2 (refer to Figure 14).
2. Hold gear 1 (transmission drive gear) by holding the input flywheel.
3. Move gear 2 (transmission driven gear) in both directions. Record the
backlash reading on the dial indicator. This is Quantity A.
4. Move the dial indicator to gear 3 and set up as shown in Figure 15.
5. Hold PTO output shaft 4 stationary (Figure 15).
6. Move PTO drive gear 3 in both directions. Record the backlash reading on
the indicator. This is Quantity B.
7. Hold transmission drive gear 1 by holding the input flywheel.
8. Attach a steel strap to the PTO output shaft with a C-clamp (refer to
Figure 16).
9. Mark off radius “R” on the strap. Radius “R” is equivalent to the radius of
the PTO input drive gear 3. Take the backlash measurement at this point
on the strap.

45
Hold PTO
output shaft Read backlash
PTO OUTPUT on indicator

PTO
HOUSING 4

Hold
indicator
stationary
PITCH LINE (APPROX.
MIDDLE OF TOOTH)

INDICATOR CONTACT
V02781.01

Figure 15. Determining PTO Driven Gear Backlash


10. Move the output shaft in both directions and measure the backlash using
an indicator as shown in Figure 16. This is Quantity C.
11. Add Quantity A to Quantity B, then subtract this sum from Quantity C.
The remainder will be the backlash between the transmission gear and the
PTO gear. Call this Quantity D. The formula is stated: D = C – (A + B).
12. For safe PTO operation, the value of Quantity D should be
0.005–0.025 inch (0.12–0.63 mm).

46
MEASUREMENT POINT STEEL STRAP
R – RADIUS EQUIVALENT
TO RADIUS OF PTO R
INPUT DRIVE GEAR R
PTO OUPUT SHAFT

PTO HOUSING

3 R CLAMP

TRANSMISSION
HOUSING 1

Hold transmission
drive gear
V02782.01

Figure 16. Determining PTO Drive-To-Driven Gear Backlash

47
DIAGNOSIS

DIAGNOSTIC CODES
Continued illumination of the CHECK TRANS light during vehicle operation
(non start-up) indicates the ECU has signaled a diagnostic code. Poor performance
may activate a code without illuminating the CHECK TRANS light. Diagnostic
codes may be read and cleared by the following three methods:
• Allison DOC™ For PC–Service Tool (refer to User Guide, GN3444EN)
• Pro-Link® 9000 Diagnostic Data Reader (refer to User’s Manual,
GN2928EN)
• Pushbutton (full function) or lever shift selectors (refer to the SHIFT
SELECTOR section of this manual)
Code reading, clearing, and complete code descriptions are available in Allison
publication TS3353EN, CEC2 Troubleshooting Manual.

R
MODE
N
D
R MODE
5
4 Pro
Link
N 3
7 8 9
2
D 4 5 6
1
1 2 3
0 ENTER FUNC

PUSHBUTTON LEVER SHIFT ALLISON DOC™ PRO-LINK® 9000


(FULL-FUNCTION) SELECTOR FOR DIAGNOSTIC
SHIFT SELECTOR PC–SERVICE TOOL DATA READER
V10724.00.00

Figure 17. Pushbutton and Lever Shift Selectors, Allison DOC™ For
PC–Service Tool, and Pro-Link® 9000 Diagnostic Data Reader

48
TROUBLESHOOTING

INTRODUCTION
Investigate transmission malfunction immediately to protect the life of the
transmission. Table 9 lists the possible causes of, and remedies for, transmission
troubles. As indicated in the chart, the engine and transmission must be
considered as a single package when searching for trouble.
For additional troubleshooting of the electrical system, refer to Allison publication
TS3353EN, 5/6/8/9 Series Transmission Commercial Electronic Controls (CEC2)
Troubleshooting Manual. For repair instructions, refer to the Customer Service
Section, Table 9, Service Literature, for the appropriate service manual.

TROUBLESHOOTING CHART
WARNING: If the control valve solenoids are activated by an external
power supply, sudden and unexpected movement of the vehicle may
occur. A runaway vehicle could only be stopped by applying the brakes
or shutting down the engine. Removal of the power supply would not
stop the vehicle because of the fail-protection system. To help avoid
injury or property damage, electricity must never, under any
circumstances, be applied to any electric valve body component while
the engine is running, while the mechanic is working under the vehicle,
or while personnel are working in the vehicle path. Before any
troubleshooting of the electric-shift solenoids, always shut off the
engine, set the vehicle brakes, and chock the wheels.

49
Table 8. Troubleshooting Chart
Cause Remedy
A. TRANSMISSION OVERHEATS
1. High or low fluid level 1. Restore proper fluid level
2. Aerated (foaming) fluid 2. Refer to B
3. Vehicle or equipment overloaded 3. Reduce load
4. Engine coolant overheated 4. Correct engine overheating
5. Heat exchanger clogged or lines kinked or clogged 5. Clean or replace heat exchanger or lines
6. Low coolant level 6. Add coolant, inspect for leaks
7. Transmission fluid leaking 7. Inspect transmission and all external lines. Correct leaks.
8. Low main pressure 8. Refer to V
9. Low converter-out pressure 9. Refer to U
10. Vehicle brakes dragging 10. Inspect/adjust parking and service brakes
11. Torque converter stator locked 11. Inspect for low top speed of vehicle.
50

Test torque converter components.


12. Clutch slipping 12. Overhaul transmission. Replace worn piston sealrings
and/or clutch plates.
13. Retarder engaged 13. Disengage the retarder
B. TRANSMISSION FLUID IS AERATED (FOAMING)
1. Incorrect fluid used 1. Change fluid. Use proper fluid.
2. High or low fluid level 2. Restore proper fluid level
3. Air entering suction side of pump 3. Inspect oil pump bolts and gasket
4. Water in transmission fluid 4. Determine source and clean system.
Table 8. Troubleshooting Chart (cont’d)
Cause Remedy
C. HEAVY METAL DEBRIS IS FOUND IN TRANSMISSION FLUID, STRAINER, OR PAN
1. Transmission internal failure 1. Completely disassemble and thoroughly clean transmission.
Replace all friction-faced clutch plates. Repair or replace heat
exchanger. Replace filters and clean external lines.
D. COOLANT IS FOUND IN TRANSMISSION FLUID
1. Heat exchanger leaking 1. Completely disassemble and thoroughly clean transmission.
Replace all friction-faced clutch plates. Repair or replace heat
exchanger. Replace filters and clean external lines.
E. TRANSMISSION WILL NOT OPERATE IN ANY RANGE, REGARDLESS OF SELECTOR POSITION
1. Loss of electrical power 1. Refer to Electronic Troubleshooting Manual TS3353EN
2. Internal mechanical failure 2. Overhaul transmission
3. Driveline failure 3. Test input and output of transmission
51

4. Low fluid level 4. Restore proper fluid level


5. Low main pressure 5. Refer to V
6. CEC2 shift inhibits 6. Refer to CEC2 Troubleshooting Manual TS3353EN
F. TRANSMISSION CONTINUES IN THE SAME FORWARD RANGE REGARDLESS OF SELECTOR POSITION
1. Loss of electrical power 1. Refer to CEC2 Troubleshooting Manual TS3353EN
G. SHIFTING IS ERRATIC
1. Refer to CEC2 Troubleshooting Manual TS3353EN
H. TRANSMISSION OPERATES ONLY IN FIRST, NEUTRAL, AND REVERSE
1. Cold fluid temperature 1. Refer to CEC2 Troubleshooting Manual TS3353EN
I. TRANSMISSION SHIFTS TO NEUTRAL DURING REVERSE OPERATION, BUT WILL OPERATE NORMALLY
IN ALL FORWARD RANGES
1. Refer to CEC2 Troubleshooting Manual TS3353EN
Table 8. Troubleshooting Chart (cont’d)
Cause Remedy
J. VEHICLE OPERATES IN REVERSE AND MOVES BACKWARDS IN NEUTRAL WHEN ENGINE IS
ACCELERATED, BUT STALLS IN ALL OTHER RANGES WHEN ENGINE ACCELERATED—ELECTRONIC
TROUBLESHOOTING OK
1. Reverse clutch failed (won’t release) 1. Overhaul transmission
K. VEHICLE OPERATES IN FIRST AND SECOND RANGES AND MOVES FORWARD IN NEUTRAL WHEN
ENGINE IS ACCELERATED, BUT STALLS IN ALL OTHER RANGES WHEN ENGINE IS ACCELERATED —
ELECTRONIC TROUBLESHOOTING OK
1. Low-range clutch failed (won’t release) 1. Overhaul transmission
L. VEHICLE OPERATES IN THIRD AND FOURTH RANGES AND MOVES FORWARD IN NEUTRAL WHEN
ENGINE IS ACCELERATED, BUT STALLS IN ALL OTHER RANGES WHEN ENGINE IS ACCELERATED —
ELECTRONIC TROUBLESHOOTING OK
52

1. Intermediate-range clutch failed (won’t release) 1. Overhaul transmission


M. VEHICLE OPERATES IN FIFTH AND SIXTH RANGES AND MOVES FORWARD IN NEUTRAL WHEN
ENGINE IS ACCELERATED, BUT STALLS IN ALL OTHER RANGES WHEN ENGINE IS ACCELERATED —
ELECTRONIC TROUBLESHOOTING OK
1. High-range clutch failed (won’t release) 1. Overhaul transmission
N. NO POWER TRANSMITTED IN ONE RANGE (LOW RANGE, INTERMEDIATE RANGE, OR
REVERSE)—ELECTRONIC TROUBLESHOOTING OK
1. Range clutch failed (won’t apply, slipping) 1. Overhaul transmission. Inspect for worn piston seals,
broken piston housing, or worn clutch plates in that range.
O. VEHICLE WILL OPERATES IN SECOND, FOURTH, SIXTH, AND REVERSE RANGES, BUT WILL NOT
OPERATE IN ALL OTHER RANGES—ELECTRONIC TROUBLESHOOTING OK
1. Splitter-high clutch won’t release or splitter-low clutch 1. Overhaul transmission. Inspect clutches for worn
won’t apply, slipping components.
Table 8. Troubleshooting Chart (cont’d)
Cause Remedy
P. VEHICLE WILL OPERATE IN FIRST, THIRD, AND FIFTH RANGES BUT WILL NOT OPERATE IN ALL
OTHER RANGES—ELECTRONIC TROUBLESHOOTING OK
1. Splitter-low clutch won’t release or splitter-high clutch 1. Overhaul transmission. Inspect splitter clutches for worn
won’t apply, slipping components.
Q. SLOW CLUTCH ENGAGEMENT
1. Low transmission fluid level 1. Add fluid to proper level
2. Foaming transmission fluid 2. Refer to B
3. Worn piston seals 3. Overhaul transmission
4. Low main pressure 4. Refer to V
5. Low transmission fluid temperature 5. Use recommended fluid. Preheat if required.
R. VEHICLE LACKS POWER AND ACCELERATION
1. Stator freewheel clutch failed 1. Overhaul transmission
53

2. Engine malfunction 2. Test engine. Refer to engine service manual.


3. Aerated transmission fluid 3. Refer to B
4. Low engine speed at converter stall 4. Refer to T
5. High engine speed at converter stall 5. Refer to S
6. Hydraulic retarder partially applied 6. Inspect/adjust linkage
7. Vehicle brakes dragging 7. Inspect/adjust parking and service brakes
S. HIGH ENGINE SPEED AT CONVERTER STALL
1. Low transmission fluid level 1. Add fluid to proper level
2. Low converter-out pressure 2. Refer to U
3. High fluid temperature above 275°F (135°C) 3. Refer to A
4. Clutch slipping—main pressure normal 4. Overhaul transmission. Replace clutch piston sealrings or
clutch plates.
5. Foaming transmission fluid 5. Refer to B
Table 8. Troubleshooting Chart (cont’d)
Cause Remedy
T. LOW ENGINE SPEED AT CONVERTER STALL
1. Low engine output torque 1. Tune engine and test output
2. Converter element interference 2. Listen for noise at stall. Overhaul converter if necessary.
3. Transmission fluid below operating temperature 3. Warm up transmission to 180 to 200°F (82–93°C)
U. LOW CONVERTER—OUT PRESSURE
1. Low transmission fluid level 1. Add fluid to proper level
2. Fluid line leakage (remote-mounted cooler or filter 2. Inspect for fluid leaks—correct leaks
3. Plugged strainer 3. Clean strainer
4. Defective pump 4. Rebuild or replace pump assembly
5. High fluid temperature 5. Refer to A
6. Foaming transmission fluid 6. Refer to B
V. LOW MAIN PRESSURE
54

1. Low transmission fluid level 1. Add fluid to proper level


2. Leaks in hydraulic system 2. Inspect all external points for leaks. inspect each range for
localizing internal leaks
3. Failure in main-pressure regulator valve 3. Overhaul valve assembly
4. Worn input pump assembly 4. Rebuild or replace pump assembly
5. Clogged oil strainer 5. Clean oil strainer
6. Air leaks at suction side of input pump 6. Inspect/test input pump and correct leaks
7. Converter-in check valve stuck open or spring failure 7. Repair check valve
8. Lubrication regulator valve stuck open or spring failure 8. Repair valve
Table 8. Troubleshooting Chart (cont’d)
Cause Remedy
W. DOWNSHIFT OF TRANSMISSION IS PERMITTED DURING LOCKUP OPERATION
1. Refer to CEC2 Troubleshooting Manual TS3353EN
X. SHIFT QUADRANT NOT ILLUMINATED
1. Failed light bulb 1. Replace light bulb
Y. REVERSE SIGNAL NOT ENERGIZED
1. Refer to CEC2 Troubleshooting Manual TS3353EN
ELECTRONIC DUAL-ELECTRIC—Vehicles with Front and Rear Transmission Units
The front transmission can have the same troubles and symptoms as any other 5000 or 6000 transmission. The controls for the
rear transmission are slightly different and therefore have some different symptoms when problems occur. The following
symptoms, causes, and remedies apply to the rear unit only.
AA. REAR TRANSMISSION SHIFTS TO NEUTRAL AND REMAINS IN NEUTRAL REGARDLESS OF
SELECTOR POSITION
55

1. Complete interruption of electrical power 1. Refer to CEC2 Troubleshooting Manual TS3353EN


AB. REAR TRANSMISSION SHIFTS TO NEUTRAL IN ONE RANGE BUT OPERATES NORMALLY IN ALL
OTHER RANGES
1. Interruption of power to a controlling solenoid 1. Refer to CEC2 Troubleshooting Manual TS3353EN
AC. REAR TRANSMISSION UPSHIFTS DURING OPERATION IN REVERSE (HIGHER RATIO), FIRST, THIRD,
OR FIFTH RANGE
1. Interruption of power to a controlling solenoid 1. Refer to CEC2 Troubleshooting Manual TS3353EN
AD. SPEED OF REAR ENGINE OUT OF SYNCHRONIZATION WITH FRONT ENGINE
1. Interruption of power to a controlling solenoid 1. Refer to CEC2 Troubleshooting Manual TS3353EN
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. Consult the telephone directory for the Allison Transmission service outlet
nearest you or utilize Allison Transmission’s Sales and Service Locator tool on the
Allison Transmission web site at www.allisontransmission.com. You may also
refer to Allison Transmission’s Worldwide Sales and Service Directory
(SA2229EN).
We recognize, however, that despite the best intentions of everyone concerned,
misunderstandings may occur. To further assure your complete satisfaction, we
have developed the following three-step procedure to be followed in the event a
problem has not been handled satisfactorily.
Step One—Discuss your problem with a member of management from the
distributorship or dealership. Frequently, complaints are the result of a
breakdown in communication and can quickly be resolved by a member of
management. If you have already discussed the problem with the Sales or Service
Manager, contact the General Manager. All Allison Transmission dealers are
associated with an Allison Transmission distributor. If the problem originates with
a dealer, explain the matter to a management member of the distributorship with
whom the dealer has his service agreement. The dealer will provide his Allison
Transmission distributor’s name, address, and telephone number upon request.

56
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.

57
SERVICE LITERATURE
Additional service literature is available as shown in the service literature table
(refer to Table 9). This service literature provides fully illustrated instructions for
the operation, maintenance, service, overhaul, and parts support of your
transmission. To be sure that you receive maximum performance and service life
from your unit, you may order publications from:
SGI, Inc.
Attn: Allison Literature Fulfillment Desk
8350 Allison Avenue
Indianapolis, IN 46268
TOLL FREE: 888-666-5799
INTERNATIONAL: 317-471-4995

Table 9. Service Literature


Transmission Service Parts Troubleshooting
Series Manual Catalog Manual
5000, 6000 SM1866EN PC1860EN* TS3353EN
CD1860EN
8000 SM1228EN PC1249EN* TS3353EN
CD1249EN
9000 SM1833EN PC1830EN* TS3353EN
CD1830EN
*Also available on the Internet at www.allisontransmission.com

58
ALLISON TRANSMISSION DISTRIBUTORS
EASTERN REGION
Atlantic Detroit Diesel-Allison, LLC Penn Detroit Diesel-Allison, LLC
180 Route 17 South 8330 State Road
Lodi, NJ 07644 Philadelphia, PA 19136-2986
201-489-5800 215-335-0500
Covington Detroit Diesel-Allison Western Branch Diesel, Inc.
8015 Piedmont Triad Parkway 3504 Shipwright Street
Greensboro, NC 27409 Portsmouth, VA 23703
336-292-9240 757-673-7000
Johnson & Towers, Inc. W.W. Williams S.E., Inc.
2021 Briggs Road 3077 Moreland Avenue
Mount Laurel, NJ 08054 Conley, GA 30288
856-234-6990 404-366-1070
New England Detroit Diesel-Allison, Inc.
90 Bay State Road
Wakefield, MA 01880-1095
781-246-1810

CENTRAL REGION
Central Power Systems & Services, Inc. Inland Diesel, Inc.
9200 Liberty Drive 13015 West Custer Avenue
Liberty, MO 64068 Butler, WI 53007-0916
816-781-8070 262-781-7100
Clarke Power Services, Inc. Interstate PowerSystems, Inc.
3133 East Kemper Road 2501 American Boulevard, East
Cincinnati, OH 45241 Minneapolis, MN 55425
513-771-2200 952-854-5511
Detroit Diesel-Allison Canada East W.W. Williams M.W., Inc.
Div. of Integrated Power Systems Corp. 1176 Industrial Parkway North
2997 Rue Watt Brunswick, OH 44212-2342
Quebec, Quebec G1X 3W1 330-225-7751
418-651-5371
Harper PowerProducts, Inc.
10 Diesel Drive
Toronto, Ontario M8W 2T8
416-259-3281

59
SOUTHERN REGION
Caribe Detroit Diesel-Allison Stewart & Stevenson Power Products, LLC
Division of GT Corporation 5170 East 58th Place
Ceramic Ind. Park Commerce City, CO 80022
Campo Rico Ave., Block C 303-287-7441
Carolina, Puerto Rico 00982
787-750-5000
Detroit Diesel-Allison de Mexico S.A. Stewart & Stevenson Power Products, LLC
de C.V. 1000 Louisiana, Suite 4950
Av. Santa Rosa No. 58 Houston, TX 77002
Col. Ampliacion Norte 713-751-2600
San Juan Ixtacala, Tlalnepantla
C.P. 54160, Estado de Mexico
(525) 5-5333-1800
Florida Detroit Diesel-Allison, Inc. United Engines, LLC
2277 N.W. 14th Street 5555 West Reno Street
Miami, FL 33125-0068 Oklahoma City, OK 73127
904-737-7330 405-947-3321

WESTERN REGION
ABC Transmissions, Ltd. Valley Power Systems, Inc.
9300 - 192nd Street 425 South Hacienda Boulevard
Surrey, British Columbia V4N 3R8 City of Industry, CA 91745-1123
604-888-1211 626-333-1243
Pacific Power Products Company Waterous Power Systems
7215 South 228th Street Div. of Integrated Power Systems Corp.
Kent, WA 98032 10025 - 51 Avenue
253-854-0505 Edmonton, Alberta T6E OA8
780-437-3550
Smith Power Products, Inc. W.W. Williams S.W., Inc.
3065 West California Avenue 2602 S. 19th Avenue
Salt Lake City, UT 84104 Phoenix, AZ 85009
801-415-5000 602-257-0561

60
ALLISON TRANSMISSION REGIONAL OFFICES
EASTERN REGION SOUTHERN REGION
19 Oaklynn Drive Av. Ejercito Nacional No. 843
PO Box 400 Colonia Granada
Columbus, NJ 08022-0400 Mexico, D.F. C.P. 11520
609-298-2541 936-321-4248
CENTRAL REGION WESTERN REGION
PO Box 894, Mail Code 462-470-PF06 2843 Hopyard Road #143
Indianapolis, IN 46206-0894 Pleasanton, CA 94588
317-242-2327 925-698-5703

61
OM3540EN 200612 www.allisontransmission.com Printed in USA 200702

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