Operators Manual 5610.pdf

Operator’s Manual 5000, 6000, 8000, 9000 Series CEC2 Transmissions

OM3540EN

Operator’s Manual

2006 DECEMBER 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 . . . . . . . . . . . . . . . . . . . . . . . . . INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LEVER SHIFT SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSHBUTTON SHIFT SELECTOR (FULL-FUNCTION) . . . . . . . . . . . . . . POSITIVE SHIFTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RANGE SELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

15 15 16 17 19 19

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

24 25 26 27 28 29 29 29 30 31 31 32 32 32

CARE AND MAINTENANCE PERIODIC INSPECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 PREVENT MAJOR PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

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

33 34 42 43 44 44 45

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

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

CUSTOMER SERVICE OWNER ASSISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SERVICE LITERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALLISON TRANSMISSION DISTRIBUTORS . . . . . . . . . . . . . . . . . . . . . ALLISON TRANSMISSION REGIONAL OFFICES . . . . . . . . . . . . . . . . . .

4

56 58 59 61

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.

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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.

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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 DOC ECU FCC PTO RFI/EMI SIL TPS

Commercial Electronic Control Diagnostic Optimized Connection Electronic Control Unit Federal Communications Commission Power Takeoff Radio Frequency Interference/ElectroMagnetic Interference Service Information Letter 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

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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.

D

AGR

ICULTURA

L

OF AM

E

ERI

CA

UNITE

DA

ILE AEROSPAC

WORKERS

OB

UAW 933

ENT

OM

IM

EM

UT

SERIAL NO.

AN

PL

DIVISION OF GENERAL MOTORS CORPORATION INDIANAPOLIS INDIANA

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.

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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.

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SHIFT SELECTORS

DESCRIPTION OF AVAILABLE TYPES HOLD OVERRIDE BUTTON

1

MODE INDICATOR (LED) MODE BUTTON

MODE

2 3 4

R MODE

N D 5 4

5

MODE ID

D

3 2

N R

DIGITAL DISPLAY✽

1

DISPLAY MODE BUTTON

SIX-SPEED, LEFT-HAND LEVER SELECTOR

SIX-SPEED, RIGHT-HAND LEVER SELECTOR DIGITAL DISPLAY✽ MODE ID

R N D

MODE

MODE INDICATOR (LED) MODE BUTTON Push simultaneously to enter diagnostic mode

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.

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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.

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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.

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Table 2. PUSHBUTTON AND LEVER SHIFT SELECTORS WITH DIGITAL DISPLAY (refer to refer to Figure 7) (cont’d) Description of Available Ranges

D

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). 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) 5* 4* 3 2 1

Description of Available Ranges Occasionally, road conditions, load, or traffic conditions will make it desirable to restrict automatic shifting to a lower range. Lower ranges provide greater engine braking for going down grades (the lower the range, the greater the braking effect). The pushbutton selector utilizes arrow buttons to select individual forward ranges. Push the ↑ (Up) or ↓ (Down) arrow to the desired range. The digital display will show your choice of range. Even though a lower range was selected, the transmission may not downshift until vehicle speed is reduced (this prevents excessive engine speed in the lower range).* 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 Temperature –25°F (–32°C) and below –25°F to 20°F (–32°C to –7°C)

CHECK TRANS Light ON ON

Operation* All shifts inhibited Limited shifting 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 SAE 0W-30 or TranSynd™ RD SAE 0W-20 (Arctic Oil) DEXRON®-III SAE 10W SAE 15W-40 SAE 30 SAE 40

Degrees (F) –22 –22 –18 –4 5 32 50

30

Degrees (C) –30 –30 –28 –20 –15 0 10

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 TEMPERATURE (180–200°F; 82–93°C) 3. NEUTRAL — ENGINE IDLE

Install with knurled plug up

RED LINE NO RED LINE VISIBLE (OVERFILL)

FULL MARK (CENTER)

SAFE 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 5/6/8/9000 Series

Fluid Recommendation TranSynd™ RD C-4 Fluids

Drain Intervals (Hrs) 4000 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 5000, 6000 Straight-through Dropbox 8000 Straight-through 9000 Straight-through

Refill Capacity 18.5 gallons (70 liters) 13 gallons (49 liters) 19 gallons (72 liters) 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

1

PITCH LINE (APPROX. MIDDLE OF TOOTH) 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 PTO OUTPUT

Read backlash on indicator

PTO HOUSING

4

3

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

2

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

N D

PUSHBUTTON (FULL-FUNCTION) SHIFT SELECTOR

5

Pro Link

4 3

7 8 9 4 5 6 1 2 3 0 ENTER

2 1

LEVER SHIFT SELECTOR

ALLISON DOC™ FOR PC–SERVICE TOOL

FUNC

PRO-LINK® 9000 DIAGNOSTIC 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

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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.

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Table 8. Troubleshooting Chart

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Cause A. TRANSMISSION OVERHEATS 1. High or low fluid level 2. Aerated (foaming) fluid 3. Vehicle or equipment overloaded 4. Engine coolant overheated 5. Heat exchanger clogged or lines kinked or clogged 6. Low coolant level 7. Transmission fluid leaking 8. Low main pressure 9. Low converter-out pressure 10. Vehicle brakes dragging 11. Torque converter stator locked 12. Clutch slipping 13. Retarder engaged B. TRANSMISSION FLUID IS AERATED (FOAMING) 1. Incorrect fluid used 2. High or low fluid level 3. Air entering suction side of pump 4. Water in transmission fluid

Remedy 1. Restore proper fluid level 2. Refer to B 3. Reduce load 4. Correct engine overheating 5. Clean or replace heat exchanger or lines 6. Add coolant, inspect for leaks 7. Inspect transmission and all external lines. Correct leaks. 8. Refer to V 9. Refer to U 10. Inspect/adjust parking and service brakes 11. Inspect for low top speed of vehicle. Test torque converter components. 12. Overhaul transmission. Replace worn piston sealrings and/or clutch plates. 13. Disengage the retarder 1. 2. 3. 4.

Change fluid. Use proper fluid. Restore proper fluid level Inspect oil pump bolts and gasket Determine source and clean system.

Table 8. Troubleshooting Chart (cont’d)

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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 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)

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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 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)

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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 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)

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Cause T. LOW ENGINE SPEED AT CONVERTER STALL 1. Low engine output torque 2. Converter element interference 3. Transmission fluid below operating temperature U. LOW CONVERTER—OUT PRESSURE 1. Low transmission fluid level 2. Fluid line leakage (remote-mounted cooler or filter 3. Plugged strainer 4. Defective pump 5. High fluid temperature 6. Foaming transmission fluid V. LOW MAIN PRESSURE 1. Low transmission fluid level 2. Leaks in hydraulic system 3. Failure in main-pressure regulator valve 4. Worn input pump assembly 5. Clogged oil strainer 6. Air leaks at suction side of input pump 7. Converter-in check valve stuck open or spring failure 8. Lubrication regulator valve stuck open or spring failure

Remedy 1. Tune engine and test output 2. Listen for noise at stall. Overhaul converter if necessary. 3. Warm up transmission to 180 to 200°F (82–93°C) 1. Add fluid to proper level 2. Inspect for fluid leaks—correct leaks 3. Clean strainer 4. Rebuild or replace pump assembly 5. Refer to A 6. Refer to B 1. Add fluid to proper level 2. Inspect all external points for leaks. inspect each range for localizing internal leaks 3. Overhaul valve assembly 4. Rebuild or replace pump assembly 5. Clean oil strainer 6. Inspect/test input pump and correct leaks 7. Repair check valve 8. Repair valve

Table 8. Troubleshooting Chart (cont’d)

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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 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.

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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.

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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 Series 5000, 6000

Service Manual SM1866EN

Parts Troubleshooting Catalog Manual PC1860EN* TS3353EN CD1860EN 8000 SM1228EN PC1249EN* TS3353EN CD1249EN 9000 SM1833EN PC1830EN* TS3353EN CD1830EN *Also available on the Internet at www.allisontransmission.com

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ALLISON TRANSMISSION DISTRIBUTORS EASTERN REGION Atlantic Detroit Diesel-Allison, LLC 180 Route 17 South Lodi, NJ 07644 201-489-5800

Penn Detroit Diesel-Allison, LLC 8330 State Road Philadelphia, PA 19136-2986 215-335-0500

Covington Detroit Diesel-Allison 8015 Piedmont Triad Parkway Greensboro, NC 27409 336-292-9240

Western Branch Diesel, Inc. 3504 Shipwright Street Portsmouth, VA 23703 757-673-7000

Johnson & Towers, Inc. 2021 Briggs Road Mount Laurel, NJ 08054 856-234-6990

W.W. Williams S.E., Inc. 3077 Moreland Avenue Conley, GA 30288 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. 3133 East Kemper Road Cincinnati, OH 45241 513-771-2200

Interstate PowerSystems, Inc. 2501 American Boulevard, East Minneapolis, MN 55425 952-854-5511

Detroit Diesel-Allison Canada East Div. of Integrated Power Systems Corp. 2997 Rue Watt Quebec, Quebec G1X 3W1 418-651-5371

W.W. Williams M.W., Inc. 1176 Industrial Parkway North Brunswick, OH 44212-2342 330-225-7751

Harper PowerProducts, Inc. 10 Diesel Drive Toronto, Ontario M8W 2T8 416-259-3281

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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 Products, LLC 5170 East 58th Place 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 San Juan Ixtacala, Tlalnepantla C.P. 54160, Estado de Mexico (525) 5-5333-1800

Stewart & Stevenson Power Products, LLC 1000 Louisiana, Suite 4950 Houston, TX 77002 713-751-2600

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 ABC Transmissions, Ltd. 9300 - 192nd Street Surrey, British Columbia V4N 3R8 604-888-1211

Valley Power Systems, Inc. 425 South Hacienda Boulevard City of Industry, CA 91745-1123 626-333-1243

Pacific Power Products Company 7215 South 228th Street Kent, WA 98032 253-854-0505

Waterous Power Systems Div. of Integrated Power Systems Corp. 10025 - 51 Avenue Edmonton, Alberta T6E OA8 780-437-3550

Smith Power Products, Inc. 3065 West California Avenue Salt Lake City, UT 84104 801-415-5000

W.W. Williams S.W., Inc. 2602 S. 19th Avenue Phoenix, AZ 85009 602-257-0561

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ALLISON TRANSMISSION REGIONAL OFFICES EASTERN REGION 19 Oaklynn Drive PO Box 400 Columbus, NJ 08022-0400 609-298-2541

SOUTHERN REGION Av. Ejercito Nacional No. 843 Colonia Granada Mexico, D.F. C.P. 11520 936-321-4248

CENTRAL REGION PO Box 894, Mail Code 462-470-PF06 Indianapolis, IN 46206-0894 317-242-2327

WESTERN REGION 2843 Hopyard Road #143 Pleasanton, CA 94588 925-698-5703

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OM3540EN 200612

www.allisontransmission.com

Printed in USA 200702