ATD 5376 Op Manual 200302 2/6/03 1:54 PM Page 1

OWNER’S
MANUAL
ALLISON
3000 MH
4000 MH
 OM3349EN
Owner’s
Manual

3000MH, MHR, MHP, MHPR

4000MH, MHR, MHP, MHPR

October 2002

Division of General Motors Corporation

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

Printed in the USA Copyright © 2002 General Motors Corp.

NOTES

2
 TABLE OF CONTENTS

INTRODUCTION
KEEPING THAT ALLISON ADVANTAGE . . . . . . . . . . . . . . . . . . . . . . . . 7
A BRIEF DESCRIPTION OF THE ALLISON 3000MH, 4000MH SERIES
TRANSMISSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
WTEC III ELECTRONIC CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . 10
TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
PLANETARY GEARS AND CLUTCHES . . . . . . . . . . . . . . . . . . . . . . . . 14
COOLER CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
RETARDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

SHIFT SELECTORS
DESCRIPTION OF AVAILABLE TYPES . . . . . . . . . . . . . . . . . . . . . . . . . 15
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
LEVER SHIFT SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
PUSHBUTTON SHIFT SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

DRIVING TIPS
CHECK TRANS LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
DIAGNOSTIC CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
ACCELERATOR CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
DOWNSHIFT AND DIRECTION CHANGE INHIBITOR FEATURE . . . . . . . 23
USING THE ENGINE TO SLOW THE VEHICLE . . . . . . . . . . . . . . . . . . . 24
USING THE HYDRAULIC RETARDER . . . . . . . . . . . . . . . . . . . . . . . . . 25
RANGE PRESELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
ADAPTING SHIFTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
COLD WEATHER STARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
DRIVING ON SNOW OR ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
ROCKING OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
HIGH FLUID TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
TOWING OR PUSHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
CRUISE CONTROL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
TURNING OFF THE VEHICLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

3
POWER TAKEOFF OPERATION
ENGINE-DRIVEN POWER TAKEOFF (PTO) . . . . . . . . . . . . . . . . . . . . . 34

CARE AND MAINTENANCE

PERIODIC INSPECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
PREVENT MAJOR PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
IMPORTANCE OF PROPER FLUID LEVEL . . . . . . . . . . . . . . . . . . . . . . 36
FLUID LEVEL CHECK USING THE PUSHBUTTON OR LEVER SHIFT
SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
MANUAL FLUID CHECK PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . 38
COLD CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
HOT CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
RECOMMENDED AUTOMATIC TRANSMISSION FLUID AND VISCOSITY
GRADE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
KEEPING FLUID CLEAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
FLUID AND INTERNAL FILTER CHANGE INTERVAL
RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
TRANSMISSION FLUID CONTAMINATION . . . . . . . . . . . . . . . . . . . . . 46
TRANSMISSION FLUID AND FILTER CHANGE PROCEDURE . . . . . . . . . 47

DIAGNOSIS
DIAGNOSTIC CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
DIAGNOSTIC CODE DISPLAY PROCEDURE . . . . . . . . . . . . . . . . . . . . . 51
DIAGNOSTIC CODE LISTINGS AND PROCEDURES . . . . . . . . . . . . . . . . 53

ABBREVIATIONS AND DEFINITIONS

ABBREVIATIONS AND DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . 64

CUSTOMER SERVICE
OWNER ASSISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
SERVICE LITERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
ALLISON TRANSMISSION DISTRIBUTORS . . . . . . . . . . . . . . . . . . . . . 69
ALLISON TRANSMISSION REGIONAL OFFICES . . . . . . . . . . . . . . . . . . 72

4
 TRADEMARK USAGE
The following trademarks are the property of the companies indicated:
• DEXRON® is a registered trademark of the General Motors Corporation.
• TranSynd™ is a trademark of Castrol Ltd.
• Allison DOC™ is a trademark of General Motors Corp.

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
M H S E R I E S

KEEPING THAT ALLISON ADVANTAGE

STOP

R R
YIELD SPEED
ZONE

HILL
V01724

Allison MH Series transmissions provide many advantages for the driver who
must “stop and go” or change speeds frequently. Driving is easier, safer, and more
efficient.
The MH Series transmissions are rugged and designed to provide long,
trouble-free service. This handbook will help you gain maximum benefits from
your ALLISON-equipped vehicle.

7
 BREATHER

ASSEMBLY PADS

INPUT
OUTPUT SPEED
SPEED SENSOR
SENSOR
FEEDTHROUGH HARNESS
CONNECTOR

COOLER PORTS
NOTE: Inch Series Threads NAMEPLATE
MAIN-PRESSURE TAP
NOTE: Inch Series Threads

BREATHER
FEEDTHROUGH HARNESS
TORQUE CONVERTER CONNECTOR
WITH LOCKUP CLUTCH
AND TORSIONAL DAMPER
ASSEMBLY PADS
(BOTH SIDES)

FILL TUBE AND DIPSTICK

(Available on both sides)

MAIN-PRESSURE TAP
NOTE: Inch Series Threads

V06341

Figure 1. Typical 3000MH Series Transmission

8
 BREATHER

FEEDTHROUGH
HARNESS
CONNECTOR

MOUNTING
PAD

INPUT SPEED
SENSOR

TURBINE SPEED
SENSOR
OUTPUT SPEED
SENSOR FILL TUBE AND DIPSTICK

COOLER PORTS NAMEPLATE

BREATHER

MOUNTING PAD
(BOTH SIDES)

FEEDTHROUGH
HARNESS
CONNECTOR

COOLER PORTS
MAIN-PRESSURE TAP

V06342

Figure 2. Typical 4000MH Series Transmission

9
A BRIEF DESCRIPTION OF THE ALLISON 3000MH,
4000MH SERIES TRANSMISSIONS
Included in the Allison On-Highway Transmission family are the 3000MH and
4000MH Series transmissions. The transmissions described in this handbook
include the WTEC III control system, a torque converter with lockup clutch and
torsional damper, and three planetary gear sets. These transmissions may also
contain an integral retarder (the R in the model name) or power takeoff (PTO, the
P in the model name).

WTEC III ELECTRONIC CONTROL SYSTEM

The WTEC III control system is standard on all 3000MH and 4000MH Series.
The system consists of five major components connected by OEM-furnished
wiring harnesses—Electronic Control Unit (ECU), engine throttle position sensor
(or direct electronic communication), three speed sensors, remote shift selector,
and control module (which contains solenoid valves and a pressure switch). The
throttle position sensor (or engine-to-transmission communication link), speed
sensors, pressure switch, and shift selector transmit information to the ECU. The
ECU processes this information and then sends signals to actuate specific
solenoids located on the control module in the transmission. These solenoids
control both oncoming and offgoing clutch pressures to provide closed-loop shift
control by matching rpm during a shift to a previously established desired profile
that is programmed into the ECU.
A feature of WTEC III controls is “autodetect.” Autodetect is active within the
first several engine starts, depending upon the component or sensor being detected.
These engine start cycles begin from when the transmission is installed during
vehicle manufacture. Autodetect searches for the presence of the following
transmission components or data inputs:

Retarder Present, Not Present

Oil Level Sensor (OLS) Present, Not Present
Throttle Analog, J 1587, J 1939
Engine Coolant Temperature Analog, J 1939, J 1587

Seek help from your nearest Allison Transmission service outlet when any of the
above items are present, but are not responding properly.
Another feature of the 3000MH and 4000MH Series transmission is its ability to
adapt or “learn” as it operates. Each shift is measured electronically, stored and
used by the ECU to adapt or “learn” the optimum conditions for future shifts.

10
 NOTE: If the shift quality of low mileage vehicles, or vehicles with
new or recalibrated ECUs is unacceptable, follow the procedure
explained in the ADAPTING SHIFTS paragraph.

NOTE: Allison WTEC III electronic control systems are designed and
manufactured to comply with all FCC and other guidelines regarding
radio frequency interference/electromagnetic interference (RFI/EMI) for
transportation electronics. Manufacturers, assemblers, and installers of
radio-telephone or other two-way communication radios have the sole
responsibility to correctly install and integrate those devices into Allison
3000MH and 4000MH Series transmission-equipped vehicles to
customer satisfaction.

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

TORQUE CONVERTER
The torque converter consists of three elements—pump, turbine, and stator. The
pump is the input element and is driven directly by the engine. The turbine is the
output element and is hydraulically driven by the pump. The stator is the reaction
(torque multiplying) element. When the pump turns faster than the turbine, the
torque converter is multiplying torque. When the turbine approaches the speed of
the pump, the stator starts to rotate with the pump and turbine. When this occurs,
torque multiplication stops and the torque converter functions as a fluid coupling.
The lockup clutch is located inside the torque converter and consists of three
elements—piston, clutch plate/damper, and backplate. The piston and backplate
are driven by the engine. The clutch plate/damper, located between the piston and
the backplate, is splined to the converter turbine. The lockup clutch is engaged
and released in response to electronic signals from the ECU. Lockup clutch
engagement provides a direct drive from the engine to the transmission gearing.
This eliminates converter slippage and provides maximum fuel economy and
vehicle speed. The torsional damper absorbs engine torsional vibrations to prevent
their transmission through the powertrain.
The lockup clutch releases at lower speeds or when the ECU detects conditions
requiring it to be released.

11
 MAIN HOUSING MODULE
FRONT SUPPORT/OIL PUMP MODULE • MAIN HOUSING
• FRONT SUPPORT • C3 CLUTCH
• OIL PUMP • C4 CLUTCH
• C5 CLUTCH

CONVERTER MODULE
• TURBINE MAIN SHAFT MODULE
• PUMP • MAIN SHAFT
• LOCKUP • P2 SUN
CLUTCH/DAMPER • P3 SUN
• STATOR
REAR COVER MODULE
• OUTPUT SHAFT
• P3
• C5 PISTON

12
P2 MODULE
P1 MODULE
OIL LEVEL SENSOR
CONTROL MODULE
CONVERTER HOUSING MODULE • ELECTRO-HYDRAULIC
• CONVERTER HOUSING ROTATING CLUTCH MODULE CONTROLS
• C1 CLUTCH
• C2 CLUTCH
• TURBINE SHAFT

Figure 3. Typical 3000MH Series Transmission Cross Section

V03348.02
 FRONT SUPPORT/OIL PUMP MODULE MAIN HOUSING MODULE
FRONT SUPPORT MAIN HOUSING
OIL PUMP C3 CLUTCH
C4 CLUTCH
CONVERTER MODULE C5 CLUTCH
TURBINE MAIN SHAFT MODULE
PUMP MAIN SHAFT
STATOR P2 SUN
LOCKUP P3 SUN
CLUTCH/DAMPER

REAR COVER MODULE

13
OUTPUT SHAFT
P3 MODULE
C5 PISTON

P2 MODULE
P1 MODULE

CONTROL MODULE
CONVERTER HOUSING MODULE ELECTRO-HYDRAULIC CONTROLS
CONVERTER HOUSING
ROTATING CLUTCH MODULE
C1 CLUTCH
C2 CLUTCH
TURBINE SHAFT

Figure 4. Typical 4000MH Series Transmission Cross Section

V06343
PLANETARY GEARS AND CLUTCHES
A series of three helical planetary gear sets and shafts provides the mechanical
gear ratios and direction of travel for the vehicle. The planetary gear sets are
controlled by five multiplate clutches that work in pairs to produce six forward
speeds and one reverse speed. The clutches are applied and released hydraulically
in response to electronic signals from the ECU to the appropriate solenoids.

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

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

14
 SHIFT SELECTORS
M H S E R I E S

DESCRIPTION OF AVAILABLE TYPES

HOLD OVERRIDE BUTTON HOLD OVERRIDE

BUTTON
MODE INDICATOR
MODE INDICATOR
(LED)
(LED)
R
1
2
MODE MODE BUTTON MODE
R
N
MODE
N

3 D MODE BUTTON D
5
4
MODE ID 5
MODE ID 4
5 4
3
✽
DIGITAL DISPLAY ✽
D 3
N 2 DIGITAL DISPLAY 2
1
R 1

DISPLAY MODE/ DISPLAY MODE/

DIAGNOSTIC BUTTON DIAGNOSTIC BUTTON
SIX-SPEED, SIX-SPEED, CONTOURED
LEFT-HAND RIGHT-HAND VERSION
LEVER LEVER
SELECTOR SELECTOR

DIGITAL DISPLAY D N R
MODE ID
MODE 1 2 3 D N R
R MODE
R MODE
INDICATOR (LED)
N
N Push simultaneously
to enter diagnostic D STRIP
D
mode and fluid PUSHBUTTON
level check SHIFT
SELECTORS
PUSHBUTTON
SELECTORS
✽ NOTE: Number displayed is highest forward range available in selected position.
Visually check to confirm range selected. If display is flashing – shift is inhibited. V07343

Figure 5. Typical WTEC III Shift Selectors

INTRODUCTION
Vehicle manufacturers may choose different types of shift selectors for their
vehicles. The shift selector in your Allison-equipped vehicle will be similar to the
lever style or the pushbutton style shown above.
With an Allison-equipped vehicle, it is not necessary to select the right moment to
upshift or downshift during changing road and traffic conditions. The Allison MH

15
Series does it for you. However, knowledge of the shift selector positions, ranges
available, and when to select them, will make vehicle control even easier. 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 for
related information.

LEVER SHIFT SELECTOR

General Description. The lever shift selector is an electro-mechanical control.
The typical lever positions provided are R (Reverse), N (Neutral), D (Drive) and
some number of lower forward range positions. The MH Series transmissions can
be programmed to have four, five, or six forward ranges. The shift selector
positions provided should agree with the programming of the transmission
electronic control unit. The lever selector contains a hold override button, a
MODE button, a digital display, and a display mode button.

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

MODE Button. The MODE button may allow the driver to enable a secondary
shift schedule or other special function that has been previously programmed into
the electronic control unit at the request of the OEM. For example, the OEM for a
motor home may have provided a secondary shift schedule for improved fuel
economy. The name of the special function (ECONOMY) should appear on the
MODE ID label adjacent to the MODE button. Pressing the MODE button
activates the ECONOMY shift schedule and illuminates the MODE INDICATOR
(LED). Other special functions which may be activated by the MODE button are
D1 selection or PTO enable. The MODE button is also used to view diagnostic
code information. Refer to the DIAGNOSIS section for further explanation. After
viewing the first diagnostic code which appears in the digital display, press the
MODE button to view the 2nd diagnostic code logged. Repeat this procedure to
view the 3rd, 4th, and 5th code positions. The code displayed is active when the
MODE INDICATOR (LED) is illuminated.

NOTE: Visually check the digital display whenever the lever is moved
to be sure that the range selected is shown (i.e., if 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

16
the digital display are illuminated for more than 12 seconds, the ECU did not
complete initialization. When the digital display is blank, there is no power to the
selector. When the display shows a “\/\” (cateye), a selector-related fault code has
been logged. Conditions which illuminate the CHECK TRANS light will disable
the shift selector and the digital display will show the range actually attained. See
CHECK TRANS LIGHT paragraph for more information. 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 achieved due to an inhibit function. Some inhibit functions are
vehicle related and will not result in diagnostic codes. Some examples are
mentioned in the Range Selection section which follows. Check for active codes if
no other inhibit function has been located. Refer to the DIAGNOSIS section for
information on accessing codes using the shift selector. Once D (Drive) is
attained, the transmission will shift into the lowest range programmed for the
D (Drive) position, usually first.

Display Mode/Diagnostic Button. Allows access to optional fluid level check

information and diagnostic code information. Press the display mode/diagnostic
button once to obtain transmission fluid level information (when oil level sensor is
present) and a second time to obtain diagnostic code information.

PUSHBUTTON SHIFT SELECTOR

General Description. The pushbutton shift selector has R, N, D, ↓, ↑, a MODE
button, and a digital display.

R Pushbutton. Press this button to select Reverse.

N Pushbutton. Press this button to select Neutral.

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

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

17
further information. Fluid level information is displayed (if optional oil level
sensor is present) after the first simultaneous press. Press both buttons again to
obtain diagnostic data.

MODE Button and Digital Display. Same function as described in MODE

Button paragraph and Digital Display paragraph for the lever shift selector.

RANGE SELECTION — PUSHBUTTON AND LEVER SHIFT

SELECTORS WITH DIGITAL DISPLAY
WARNING: If you leave the vehicle and the engine is running,
the vehicle can move unexpectedly and you or others could be
injured. If you must leave the engine running, do not leave the
vehicle until you have completed all of the following procedures:
• Put the transmission in N (Neutral)
• Ensure that the engine is at low idle (500–800 rpm)
• Apply the parking brake and emergency brake and make sure
they are properly engaged
• Chock the wheels and take any other steps necessary to keep
the vehicle from moving.

WARNING: R (Reverse) may not be obtained due to an

active inhibitor. Always apply the service brakes when
selecting R (Reverse) to prevent unexpected vehicle
movement and because a service brake inhibit can be present.
Always be sure that “R” is not flashing whenever R (Reverse)
is selected. Check for active diagnostic codes if R (Reverse) is
not attained.

CAUTION: Do not idle in R (Reverse) for more than

five minutes. Extended idling in R (Reverse) can cause
transmission overheating and damage. Always select N (Neutral)
whenever time at idle exceeds five minutes.

NOTE: Visually check the digital display window whenever a

button is pushed or the lever is moved to be sure 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.

18
RANGE SELECTION — PUSHBUTTON AND LEVER SHIFT
SELECTORS WITH DIGITAL DISPLAY
R Completely stop the vehicle and let the engine return to idle before
shifting from a forward range to Reverse or from Reverse to a
forward range. The LED window on the Reverse pushbutton will
illuminate and Reverse will be attained.
WARNING: When starting the engine, make sure the service
brakes are applied. Failure to apply the service brakes can result
in unexpected vehicle movement.

WARNING: To help avoid injury or property damage caused by

unexpected vehicle movement, do not make shifts to or from
N (Neutral) without manually or automatically applying an
appropriate vehicle brake.

WARNING: DO NOT allow the vehicle to “coast” in

N (Neutral). There is no engine braking in N (Neutral). You
could lose control of the vehicle, causing property damage or
personal injury. Coasting in neutral can cause severe transmission
damage.

N Use Neutral when you start the engine, to check vehicle accessories,
and for extended periods of engine idle operation (longer than five
minutes). For vehicles equipped with the pushbutton selector,
Neutral is automatically set by the ECU during startup. For vehicles
equipped with the lever selector, the vehicle will not start until
Neutral has been manually selected. If the vehicle starts in any
range other than Neutral, seek service immediately. Neutral is also
used during stationary operation of the power takeoff (if your
vehicle is equipped with a PTO). The digital display will show N
when Neutral is selected. Be sure to select N (Neutral)) before
turning off the vehicle engine.

19
RANGE SELECTION — PUSHBUTTON AND LEVER SHIFT
SELECTORS WITH DIGITAL DISPLAY
WARNING: Even though D (Drive) is selected, it may not be
attained due to an active inhibitor. Always apply the service
brakes when selecting D (Drive) to prevent unexpected vehicle
movement and because a service brake inhibit can be present.
Always be sure that “D” is not flashing whenever D (Drive) is
selected. Check for active diagnostic codes if D (Drive) is not
attained.

CAUTION: Do not idle in D (Drive) or any forward range for

more than five minutes. Extended idling in D (Drive) can cause
transmission overheating and damage. Always select N (Neutral)
whenever time at idle exceeds five minutes.

NOTE: Turn off the vehicle HIGH IDLE switch, if present, before
shifting from N (Neutral) to D (Drive) or R (Reverse). D (Drive) or
R (Reverse) will not be attained unless the shift is made with the
engine at idle. Also, be aware of other interlocks that would prevent
obtaining D (Drive) or R (Reverse). Examples are “wheelchair lift
not stored” and “service brakes not applied” (service brake interlock
present).
D* The transmission will initially attain first range when Drive is
selected. As speed increases, the transmission automatically upshifts
through each range. As the vehicle slows, the transmission
automatically downshifts. The light on the Drive pushbutton will
illuminate and the appropriate range of Drive will be attained.
WARNING: To avoid loss of control, use a combination of
downshifting, braking, and other retarding devices. Downshifting
to a lower transmission range increases engine braking and can
help you maintain control. The transmission has a feature to
prevent automatic upshifting above the lower range selected.
However, during downhill operation, if engine governed speed is
exceeded in the lower range, the transmission will upshift to the
next higher range to prevent engine damage. This will reduce
engine braking and could cause a loss of control. Apply the
vehicle brakes or other retarding device to prevent exceeding
engine governed speed in the lower range selected.

20
RANGE SELECTION — PUSHBUTTON AND LEVER SHIFT
SELECTORS WITH DIGITAL DISPLAY
6* Occasionally, road conditions, load, or traffic conditions make it
5* desirable to restrict automatic shifting to a lower range. Lower
4* ranges provide greater engine braking for going down grades (the
3 lower the range, the greater the braking effect).
2 The pushbutton selector arrow buttons select individual forward
ranges. Push the ↑ (Up) or ↓ (Down) arrow to the desired range.
The digital display shows your choice of range. Even though a
lower range is selected, the transmission may not downshift until
vehicle speed is reduced (this prevents excessive engine speed in the
lower range).
1 Use this range when pulling through mud and deep snow, when
maneuvering in tight spaces, or while driving up or down steep
grades. First range provides the vehicle with its maximum driving
torque and maximum engine braking effect. For vehicles equipped
with the pushbutton selector, push the ↓ (Down) arrow until first
range appears in the select window.
* Actual ranges available depend on programming by vehicle manufacturer.

21
 DRIVING TIPS
M H S E R I E S

CHECK TRANS LIGHT

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

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

the ECU activating the CHECK TRANS light. Consult your Allison
Transmission authorized service outlet whenever there is a
transmission-related concern. They have the equipment to check for
diagnostic codes and to correct problems which arise.

Each time the engine is started, the CHECK TRANS light illuminates, then turns
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, check the system
immediately.
Continued illumination of the CHECK TRANS light during vehicle operation
(other than start-up) indicates that the ECU has signaled a diagnostic code.
Illumination of the CHECK TRANS light is accompanied by a flashing display
from the shift selector. The shift selector display will show the actual range
attained and the transmission will not respond to shift selector requests.
The indications from the shift selector inform the operator that the transmission is
not performing as designed and is operating with reduced capabilities. Before
turning the ignition off, the transmission may be operated for a short time in the
selected range in order to “limp home” for service assistance. Service should be
performed immediately in order to minimize the potential for damage to the
transmission.
When the CHECK TRANS light comes on and the ignition switch is turned off,
the transmission will remain in N (Neutral) until the condition causing the
CHECK TRANS light is corrected.

22
Generally, while the CHECK TRANS light is on, upshifts and downshifts will be
restricted and direction changes will not occur. Lever and pushbutton shift
selectors do not respond to any operator shift requests while the CHECK TRANS
light is illuminated. The lockup clutch is disengaged when transmission shifting is
restricted or during any critical transmission malfunction.

DIAGNOSTIC CODES
See detailed information in the DIAGNOSIS section.

ACCELERATOR CONTROL
WARNING: To avoid injury or property damage caused by sudden
movement of the vehicle, do not make shifts from N (Neutral) to a
forward range or R (Reverse) when the throttle is open. The vehicle will
lurch forward or rearward and the transmission can be damaged. Avoid
this condition by making shifts from N (Neutral) to a forward range or
R (Reverse) only when the throttle is closed and service brakes are
applied.

The position of the accelerator pedal influences the timing at which automatic
shifting occurs. When the pedal is fully depressed, upshifts will occur
automatically at high engine speeds. A partially depressed position of the pedal
will cause the upshifts to occur at lower engine speeds. An electronic throttle
position signal tells the ECU how much the operator has depressed the pedal.
Excessive throttle position affects directional change shifts (shifts from
N (Neutral) to D (Drive) or R (Reverse)).

DOWNSHIFT AND DIRECTION CHANGE INHIBITOR

FEATURE
NOTE: Turn off the vehicle HIGH IDLE switch, if present, before
shifting from N (Neutral) to D (Drive) or R (Reverse). The shift from
N (Neutral) to D (Drive) or R (Reverse) is inhibited when engine speed
is above idle.

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

shifts which cause a direction change such as D (Drive) to R (Reverse) or
R (Reverse) to D (Drive).
Manual range downshifts will not occur until a calibration value of output speed is
reached. When a range downshift is manually selected and the transmission output
speed is above the calibration value, the transmission will stay in the range it was
in even though a lower range was requested. Apply the vehicle service brakes or

23
some retarding device to reduce the transmission output speed to the calibration
value and then the shift to the lower range will occur.
Directional shifts, D (Drive) to R (Reverse) or R (Reverse) to D (Drive), will not
occur if selected when throttle position, engine speed, or transmission output
speed is above the calibration limit for a calibration time period. The current
calibration time period for engine speed is 0.5 seconds and for throttle position
and output speed is three seconds.
Shifts from N (Neutral) to D (Drive) or R (Reverse) are also inhibited when the
ECU has been programmed (by input/output function) to detect that auxiliary
equipment is in operation and the shift should not be allowed.
When a directional shift is inhibited, the ECU will put the transmission in
N (Neutral) and the digital display, if present, will flash the letter of the range
selected (D or R). Reselect D (Drive) or R (Reverse) when engine throttle, engine
speed, and transmission output speed are below the calibration value. With a
pushbutton selector, just depress the desired pushbutton again. With a lever
selector, move the lever to N (Neutral) and then to the desired range.
When a direction change shift is requested and the engine throttle, engine speed,
and transmission output speed drop below the calibration value during the
calibration time interval, the shift to D (Drive) or R (Reverse) will occur. For
example, if the transmission output speed was just above the calibration limit
when R (Reverse) was selected, but dropped below the limit during the next
three seconds, the shift to R (Reverse) would occur (assuming that engine was at
idle and throttle was closed).

USING THE ENGINE TO SLOW THE VEHICLE

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

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 down-shift the transmission.

24
Engine braking provides good speed control for going down grades. When the
vehicle is heavily loaded, or the grade is steep, it may be desirable to preselect a
lower range before reaching the grade. If engine-governed speed is exceeded, the
transmission will upshift automatically to the next range.

USING THE HYDRAULIC RETARDER

WARNING: To avoid injury and/or property damage caused by loss of
vehicle control, DO NOT USE THE RETARDER DURING
INCLEMENT WEATHER OR WHEN ROAD SURFACES ARE
SLIPPERY. De-energize the retarder at the retarder enable switch.

WARNING: To avoid injury or property damage caused by loss of

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

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

Regardless of the type of Allison retarder controls on your vehicle, the following
safety features are common to each configuration:
• The retarder can be disabled when inclement weather or slippery road
conditions are present.
• Vehicle brake lights should always be on when the retarder is applied
(periodically verify that they are working).
• Anti-lock brake systems send a signal to the transmission ECU to indicate
that the brake system is activated.

NOTE: The retarder is automatically disabled (and the lockup clutch is

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

25
A hydraulic retarder is available on all of the models covered in this manual. The
retarder is activated and controlled in various ways. The control depends upon the
vehicle type and particular duty cycle. Both manual and automatic controls are
available. Automatic controls are applied by the ECU. Some types of controls and
the amount of retarder application are shown in the Types of Retarder Control
table.
The presence of a retarder must be “autodetected” as part of the WTEC III control
system.

NOTE: If your transmission has a retarder but it is not functioning, it

may not have been “autodetected” during vehicle manufacture. Go
immediately to your nearest Allison Transmission service outlet to have
“autodetect” reset or the retarder enabled.

NOTE: When reduced retarder performance is observed, be sure that

the transmission fluid level is within the operating band on the dipstick.
Low fluid level is a common cause for retarder performance complaints.

NOTE: The retarder requires about one second to reach full capacity.
Be sure to anticipate this delay when using the retarder. Anticipation
will prevent unnecessary service brake applications during
non-emergency stops.

Types of Retarder Control

Type Description Amount of Application

Manual Separate apply Zero to Full apply
pedal
Hand lever* Six levels based on lever position
Automatic Auto “Full On” * “Full On” when closed throttle sensed
Brake Pressure Single pressure Off or “Full On” (based on brake
Apply ** switch pressure)
1
Three pressure /3, 2/3, or “Full On” (based on brake
switches pressure)
1
Pedal Position ** Special brake /3, 2/3, or “Full On” (based on pedal
pedal position)

26
 Types of Retarder Control (cont’d)
Type Description Amount of Application
Combinations of Auto “half-on” Half capacity at closed throttle or
the above systems plus pressure “Full On” with brake pressure
** switch *
Auto “1/3 on” plus 1/3 capacity at closed throttle or 2/3
two pressure and “Full On” with brake pressure
switches *
Hand lever plus 6 levels of modulation with lever, or
pressure switch * “Full On” with brake pressure
Foot pedal plus Full modulation with separate pedal,
pressure switch or “Full On” with brake pressure
Hand lever plus 6 levels of modulation with lever, or 3
interface for levels of modulation based on pedal
special pedal * position
* These control systems may apply the retarder at high speed on grades when
the vehicle has road speed limiting and the retarder is enabled.
** For retarder apply systems integrated with the service brake system, the
retarder is most effective when applied with light brake pedal pressure for
1–2 seconds to allow the retarder to fully charge. Added pedal pressure can be
applied when more aggressive braking is desired.

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

CAUTION: Prevent retarder-equipped transmission damage by

following these guidelines:
• OBSERVE TRANSMISSION AND ENGINE TEMPERATURE
LIMITS AT ALL TIMES.
• Select the lowest possible transmission range to increase the
cooling system capacity and total retardation available.
• In the event of OVERHEATING, DECREASE THE USE OF THE
RETARDER; USE THE SERVICE BRAKES TO SLOW THE
VEHICLE.
• OBSERVE THE RETARDER/SUMP “OVERTEMP” LIGHT to
make sure it responds properly to retarder temperature.

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

27
RANGE PRESELECTION
Range preselection means selecting a lower range to match driving conditions you
encounter or expect to encounter. Learning to take advantage of preselected shifts
will give you better control on slick or icy roads and on downgrades.
Downshifting to a lower range increases engine braking. The selection of a lower
range often prevents cycling between that range and the next higher range on a
series of short up-and-down hills.

NOTE: Preselecting during normal operation may result in reduced fuel

economy.

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

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

Adaptive does not function below 100 degrees Fahrenheit transmission sump
temperature. Normal running hot sump temperature is recommended before this
procedure is followed.
Check transmission sump level and assure it is set to “Hot Full” at normal running
hot sump temperature before this procedure is followed.
All segments of this procedure are to be repeated a minimum of 5 times or until
shift quality variation is indistinguishable from shift to shift.
1. From Neutral, with parking brake set and service brakes applied via foot
pedal, select the following sequence: Drive, Neutral, Reverse, Neutral,
Drive, Reverse, Drive, Neutral. Allow each shift to fully complete before
selecting the next shift.
2. Release all brakes and perform this sequence: Wide Open Throttle (WOT)
1–2; once shift is complete, release the throttle to closed and decelerate to
just prior to the Closed Throttle (CT) 2–1 and perform a Step Thru (ST)
2–1 by going to WOT.
3. Continue the process initiated in Step 2 for each Upshift and Downshift
combination available. Example: Wide Open Throttle (WOT) 2–3; once
shift is complete, release the throttle to closed and decelerate to just prior

28
 to the Closed Throttle (CT) 3–2 and perform a Step Thru (ST) 3–2 by
going to WOT. Repeat for the WOT 3–4/ST 4–3, WOT 4–5/ST 5–4, WOT
5–6/ST 6–5.
4. From a Stop, release vehicle brakes and perform a set of Part Throttle
(PT—50 to 60 percent) Upshifts to the highest attainable range for the
vehicle. Release the throttle to closed and use light vehicle brakes to
decelerate to a stop.

NOTE: If the vehicle is equipped with an output retarder or engine

brake system, these systems should be turned off for this segment.

5. From a Stop, release vehicle brakes and perform Part Throttle (PT—50 to
60 percent) Upshifts to the 3rd range. Release the throttle to closed and,
using moderate to heavy vehicle brakes (NOT panic or wheel lock),
decelerate to a stop.

NOTE: Braking should be aggressive but not to the level that would
cause passenger complaints. If the vehicle is equipped with an output
retarder or engine brake system, these systems should be turned off for
this segment.

6. From a Stop, release vehicle brakes and perform a set of Wide Open
Throttle Upshifts to the highest attainable range for the vehicle. Release
the throttle to Closed and Preselect Down to 1st Range using the shift
selector. Use light vehicle brakes to decelerate to a stop.
7. If the vehicle is equipped with a retarder or engine brake, turn that system
on for this segment. From a Stop, release vehicle brakes and perform a set
of Wide Open Throttle Upshifts to the highest attainable range for the
vehicle. Release the throttle to Closed and, using Light vehicle brakes and
the retarder or engine brake, decelerate vehicle to a stop.

NOTE: Allison Transmission does not recommend using the vehicle

brakes to “force” Powered Downshifts (PD, downshifts with the throttle
applied). If grades are available, these should be used to adapt in WOT
and PT Powered Downshifts.

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

29
 9. Approach the grade in the highest safely attainable range and hold the
throttle steady at Part Throttle (PT—50 to 60 percent) and allow the
vehicle to perform the Powered Downshifts as required to ascend the
grade.

COLD WEATHER STARTS

All 3000MH and 4000MH transmissions are programmed to restrict full operation
until specific temperatures are reached. Refer to the following chart for
temperature restrictions.

CHECK
Sump Oil Temperature TRANS Light Operation
–32°C (–25°F) to –7°C (19°F) OFF Neutral, Reverse, Second
–7°C (19°F) * OFF Full operation in all ranges
* When sump temperature is below 10°C (50°F), and transmission fluid is C4
(not DEXRON® or TranSynd™), follow this procedure when making
directional change shifts:
(1) To shift from forward to reverse; select N (Neutral)and then R (Reverse)
(2) To shift from reverse to forward; select N (Neutral) and then D (Drive), or
other forward range. Failure to follow this procedure may cause illumination of
the CHECK TRANS light and then transmission operation will be restricted to
N (Neutral).

Transmission operation at cold ambient temperatures may require preheating or

the use of a lower viscosity transmission fluid. Refer to RECOMMENDED
AUTOMATIC TRANSMISSION FLUID AND VISCOSITY GRADE.

DRIVING ON SNOW OR ICE

WARNING: To avoid injury and/or property damage caused by loss of
vehicle control, DO NOT USE THE RETARDER DURING
INCLEMENT WEATHER OR WHEN ROAD SURFACES ARE
SLIPPERY. De-energize the retarder at the retarder enable switch.

NOTE: The retarder is automatically disabled whenever the vehicle’s

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

Here is where all of your ability as a skilled driver comes into focus regardless of
what transmission you have. If possible, reduce your speed and select a lower

30
range before you lose traction. Select the range that will not exceed the speed you
expect to maintain. Accelerate or decelerate very gradually to prevent losing
traction. It is very important to slow gradually when a lower range is selected. It
is important that you reach the lower range selected before attempting to
accelerate. This will avoid an unexpected downshift during acceleration.

ROCKING OUT
WARNING: To avoid injury or property damage caused by sudden
movement of the vehicle, do not make shifts from N (Neutral) to a
forward range or R (Reverse) when the throttle is open. The vehicle will
lurch forward or rearward and the transmission can be damaged. Avoid
this condition by making shifts from N (Neutral) to a forward range or
R (Reverse) only when the throttle is closed and service brakes are
applied.

CAUTION: If the wheels are stuck and not turning, do not apply full
power for more than 30 seconds in either D (Drive) or R (Reverse). Full
power for more than 30 seconds under these conditions will cause the
transmission to overheat. If the transmission overheats, shift to
N (Neutral) and operate the engine at 1200–1500 rpm until it cools
(2–3 minutes).

Use the following procedure if the vehicle is stuck in deep sand, snow, or mud to
rock it out.
1. Shift to D (Drive) and apply steady, light throttle (never full throttle).
When the vehicle has rocked forward as far as it will go, apply and hold
the vehicle service brakes.
2. Allow the engine to return to idle; then select R (Reverse).
3. Release the brakes and apply a steady, light throttle and allow the vehicle
to rock in R (Reverse) as far as it will go.
4. Apply and hold the service brakes and allow the engine to return to idle.
Repeat this procedure in D (Drive) and R (Reverse) if each directional shift
continues to move the vehicle a greater distance. Never make N (Neutral) to
D (Drive) or directional shift changes when the engine rpm is above idle.

HIGH FLUID TEMPERATURE

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

31
 Sump fluid 121°C (250°F)
Fluid to cooler 149°C (300°F)
Retarder out fluid 165°C (330°F)

If the sump fluid temperature reaches 128°C (262°F) the ECU will inhibit
operation in the higher ranges
If the transmission overheats during normal operations, check the fluid level in the
transmission. Refer to the Fluid Check Procedures as described in the CARE AND
MAINTENANCE Section.
If the engine temperature gauge indicates a high temperature, the transmission is
probably overheated. Stop the vehicle and check the cooling system. If it appears
to be functioning properly, run the engine at 1200–1500 rpm with the transmission
in N (Neutral). This should reduce the transmission and engine temperatures to
normal operating levels in 2 or 3 minutes. If temperatures do not decrease, reduce
the engine rpm.

CAUTION: The engine should never be operated for more than

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

If the engine temperature indicates a high temperature, an engine or radiator

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

PARKING BRAKE
WARNING: If you leave the vehicle and the engine is running, the
vehicle can move unexpectedly and you or others could be injured. If
you must leave the engine running, do not leave the vehicle until you
have completed all of the following procedures:
• Put the transmission in N (Neutral)
• Ensure that the engine is at low idle (500–800 rpm)
• Apply the parking brake and emergency brake and make sure they
are properly engaged
• Chock the wheels and take any other steps necessary to keep the
vehicle from moving.

32
Select N (Neutral) and be sure that the parking brake is applied to secure the
vehicle when it is not attended. Always make sure the vehicle’s parking brake
system has been maintained per the manufacturer’s specifications.

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

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

vehicle, disconnect the driveline, lift the drive wheels off the road, or remove the
axle shafts from the drive wheels. When the axle shafts are removed, be sure to
cover the wheel openings to prevent loss of lubricant and entry of dust and dirt.
An auxiliary air supply will usually be required to actuate the vehicle brake
system.

CRUISE CONTROL OPERATION

Operating an Allison WTEC III equipped vehicle on cruise control may cause the
transmission to shift cycle if the cruise control is set close to a scheduled shift
point. One of the following actions may eliminate shift cycling:
• Select a different shift schedule by pushing the MODE button on the shift
selector.
• Select a lower range by pushing the ↓ (Down) arrow or moving the lever
on the shift selector.
• Change the cruise control speed setting away from the shift point.
The engine brake on some vehicles equipped with an Allison WTEC III
transmission may be controlled by the transmission ECU. With this configuration,
the transmission will automatically select a lower range when the engine brake is
applied or the throttle is near idle position.
Operating a vehicle in cruise control with engine brake turned-on, controlled by
the transmission ECU, may cause unwanted application of the engine brake when
the cruise control decelerates for downhill grades. Operator may choose to turn off
cruise control to eliminate the unwanted condition.

TURNING OFF THE VEHICLE

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

33
 POWER TAKEOFF
OPERATION
M H S E R I E S

ENGINE-DRIVEN POWER TAKEOFF (PTO)

CAUTION: Do not exceed the engagement and operational speed limits
imposed on the driven equipment during the operation of the PTO.
Exceeding the speed limits produces high hydraulic pressure in the PTO
that can damage the PTO components. Consult the vehicle
manufacturer’s literature for these speed limits.

If a PTO is present, it will be mounted on either left side, right side, or top for a
3000MH Series transmission depending upon the converter housing configuration.
The PTO is located on the left side or top for a 4000MH Series transmission. The
PTO drive gear is engine-driven and therefore provides direct engine power. The
PTO can be operated when the vehicle is either moving or stopped.
The PTO gear is in constant mesh with the drive gear in the converter housing.
PTOs are either constant drive (output always powered) or clutched drive. The
output of a clutched drive PTO is powered when the PTO clutch is pressurized.
Be sure that the limits for PTO engagement speed and operational speed are not
exceeded. Consult the vehicle manufacturer’s literature for these speed limits.
Also, all MH Series equipped vehicles with PTO enable have engagement and
operational speed limits programmed into the ECU to help protect PTO
equipment. Some speed limits have default values which are programmed out of
the operating range and will need to be set for your particular PTO duty cycle.
Consult your vehicle manufacturer to see if your transmission has been
programmed and what operational limits have been established.
When the programmed engagement speed is exceeded, the PTO will not engage.
The PTO engagement must be retried after the speed has been reduced. When
operational speeds (either engine or transmission output) are exceeded, the PTO
will deactivate and the PTO engagement process must be repeated.

34
 CARE AND MAINTENANCE
M H S E R I E S

PERIODIC INSPECTIONS
The Allison 3000MH and 4000MH Series transmissions require minimum
maintenance. Careful attention to the fluid level and the connections for the
electronic and hydraulic circuits is most important.
Do the following periodic inspection:
• Keep the transmission clean for easier inspection.
• Make periodic checks for loose bolts and fluid leaks around fittings, lines,
and transmission openings.
• Check the condition of the electrical wiring harnesses regularly.
• Check the engine cooling system occasionally for evidence of transmission
fluid that would indicate a faulty oil cooler.
• Report any abnormal condition to your maintenance personnel.

PREVENT MAJOR PROBLEMS

Help the WTEC III control system oversee the operation of the transmission.
Minor problems can be kept from becoming major problems if you notify an
Allison Transmission distributor or dealer when one of these conditions occur:
• Shifting feels odd
• Transmission leaks fluid
• Unusual transmission-related sounds

NOTE: Changes in sound caused by normal engine thermostatic fan

cycling, while climbing a long grade with a heavy load, may be
mistaken for transmission-related sounds.

• CHECK TRANS light comes on frequently

35
IMPORTANCE OF PROPER FLUID LEVEL
Because the transmission fluid cools, lubricates, and transmits hydraulic power, it
is important that the proper fluid level be maintained at all times. If the fluid level
is too low, the converter and clutches do not receive an adequate supply of fluid.
If fluid level is too high, the fluid can aerate. Aerated fluid can cause the
transmission to shift erratically or overheat.
The MH Series has an electronic oil level (OLS) sensor that allows the operator to
obtain an indication of fluid level from the shift selector. However, no oil level
sensor diagnostics take place unless the OLS is “autodetected” by the WTEC III
control system. Frequently check for the presence of oil level diagnostics if the
transmission is known to contain an OLS. If an OLS is not detected during the
first 49 engine starts, the WTEC III system concludes that no OLS is present. If
an OLS is known to be present, but has not been detected, then troubleshooting of
the OLS circuit is required.

NOTE: To correctly check the transmission fluid level using the

dipstick, the transmission fluid must be at operating temperature. The oil
level sensor method of checking the fluid level compensates for
transmission fluid temperature between 60–104°C (140–220°F). Any
temperature below 60°C (140°F) or above 104°C (220°F) will result in
an Invalid for Display condition.

FLUID LEVEL CHECK USING THE PUSHBUTTON OR

LEVER SHIFT SELECTOR
The transmission is equipped with the electronic oil level sensor in order to read
fluid level information.
• Park the vehicle on a level surface, shift to N (Neutral), and apply the
parking brake.

NOTE: The pushbutton and lever selectors display one character at one
time.

• Pushbutton shift selector—If equipped with an oil level sensor,

simultaneously press the ↑ (Up) and ↓ (Down) arrow buttons.
• Lever shift selector—If equipped with an oil level sensor, press the display
mode button one time.

36
 NOTE: The fluid level check may be delayed until the following
conditions are met:
— The fluid temperature is above 60°C (140°F) and below
104°C (220°F).
— The transmission is in N (Neutral).
— The vehicle has been stationary for approximately two minutes to
allow the fluid to settle.
— The engine is at idle.
— The transmission output shaft is stopped.

The indication of a delayed fluid level check is a “—” in the display window
followed by a numerical countdown display. The countdown, starting at 8,
indicates the time remaining in the two minute settling period.
• Correct Fluid Level—“o,L” is displayed (“o,L” represents “Fluid (Oil)
Level Check Mode”), followed by “o,K.” The “o,K” display indicates the
fluid is within the correct fluid level zone. The sensor display and the
transmission dipstick may not agree exactly because the oil level sensor
compensates for fluid temperature.

NOTE: Fluid level diagnostic displays occur one character at a time.

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

Check Mode”), followed by “Lo” (“Lo” represents “Low Oil Level”) and
the number of quarts the transmission fluid is low. Example: “2” indicates 2
additional quarts of fluid will bring the fluid level within the middle of the
“oK” zone.
• High Fluid Level—“o,L” is displayed (“o,L” represents “Fluid (Oil) Level
Check Mode”), followed by “HI” (“HI” represents “High Oil Level”) and
the number of quarts the transmission is overfilled. Example: “1” indicates
1 quart of fluid above the full transmission level.
• Invalid for Display—“o,L” is displayed (“o,L” represents “Fluid (Oil)
Level Check Mode”), followed by “—” and a numerical display. The
numerical display is a fault code and indicates conditions are not proper to
receive the fluid level information, or that there is a system malfunction.
The fault codes that may be encountered are shown in the Oil Level Fault
Codes table.

37
 Oil Level Fault Codes

Display Cause of Code

o,L, —, 0, X Settling time too short
o,L, —, 5, 0 Engine speed (rpm) too low
o,L, —, 5, 9 Engine speed (rpm) too high
o,L, —, 6, 5 Neutral must be selected
o,L, —, 7, 0 Sump fluid temperature too low
o,L, —, 7,9 Sump fluid temperature too high
o,L, —, 8, 9 Output shaft rotation
o,L, —, 9, 5 Sensor failure *
* Report sensor failure display to a distributor or dealer in your area (check the
telephone directory for the nearest Allison Transmission distributor or dealer).

CAUTION: A low or high fluid level can cause overheating and

irregular shift patterns. Incorrect fluid level can damage the
transmission.

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

MANUAL FLUID CHECK PROCEDURE

WARNING: If you leave the vehicle and the engine is running, the
vehicle can move unexpectedly and you or others could be injured. If
you must leave the engine running, do not leave the vehicle until you
have completed all of the following procedures:
• Put the transmission in N (Neutral)
• Ensure that the engine is at low idle (500–800 rpm)
• Apply the parking brake and emergency brake and make sure they
are properly engaged
• Chock the wheels and take any other steps necessary to keep the
vehicle from moving.

Clean around the end of the fill tube before removing the dipstick. This will aid in
preventing dirt or foreign matter from entering the hydraulic system, which can
cause valves to stick, undue wear of transmission parts, or clogged passages.
Check the fluid level by the following procedure and report any abnormal level to
your maintenance personnel.

38
COLD CHECK
The Cold Check determines if the transmission has enough fluid to be operated
safely until a Hot Check can be made.

CAUTION: DO NOT start the engine until the presence of sufficient

transmission fluid has been confirmed. Remove the transmission fluid
dipstick and be sure the static fluid level is near the HOT FULL mark.

A cold check may be made after initial start-up and the presence of transmission
fluid has been confirmed (the sump fluid temperature is then typically
16–49°C (60–120°F).
• If the engine has been shut down for an extended time, park the vehicle on
a level surface and apply the parking brake.
• Start and run the engine at idle (500–800 rpm) in N (Neutral) for about
one minute. Shift to D (Drive) and then to R (Reverse) to clear the
hydraulic circuits of air. Shift to N (Neutral) and leave engine at idle.
• After wiping the dipstick clean, check the fluid level. If the fluid on the
dipstick is within the COLD RUN band, the level is satisfactory. If the fluid
level is not within this band, add or drain fluid as necessary to bring the
level within the COLD RUN band.
• Perform a Hot Check at the first opportunity after normal operating
temperature (71–93°C; 160–200°F) is reached.

HOT CHECK
CAUTION: When performing the Hot Check procedure, the fluid must
be hot to ensure an accurate check and help prevent transmission
damage. The fluid level rises as temperature increases. During operation,
an overfull transmission can become overheated, leading to transmission
damage.

CAUTION: Obtain an accurate fluid level check by ensuring the

following conditions are imposed:
• Engine is idling (500–800 rpm) in N (Neutral)
• Transmission fluid is at the proper temperature
• The vehicle is on a level surface

Because the fluid level rises as temperature increases, the fluid must be hot to
ensure an accurate check.

39
 • Be sure fluid has reached normal operating temperature
(71–93°C; 160–200°F). If a transmission temperature gauge is not present,
check fluid level when the engine water temperature gauge has stabilized
and the transmission has been operated under load for at least one hour.
• Park the vehicle on a level surface and shift to N (Neutral). Apply the
parking brake and allow the engine to idle (500–800 rpm).
• After wiping the dipstick clean, check the fluid level. The safe operating
level is anywhere within the HOT RUN band on the dipstick.
• If the level is not within this band, add or drain fluid as necessary to bring
the level within the HOT RUN band.
• Be sure that fluid level checks are consistent. Check level more than once
and if readings are not consistent, check to be sure that the transmission
breather is clean and not clogged. If readings are still not consistent, contact
your nearest Allison distributor or dealer.

RECOMMENDED AUTOMATIC TRANSMISSION FLUID AND

VISCOSITY GRADE
TranSynd™ is a full synthetic transmission fluid developed by Allison
Transmission and Castrol Ltd. This fluid meets Allison specifications for Severe
Duty and Extended Drain Intervals. TranSynd™ is fully qualified to the GM
DEXRON®-III and Allison C-4 specifications and is available through Allison
distributors and dealerships.
Hydraulic fluids (oils) used in the transmission are important influences on
transmission performance, reliability, and durability. TranSynd™ and
DEXRON®-III fluids are recommended for on-highway applications. Allison Type
C-4 fluids may also be used.
Some DEXRON®-III fluids are also qualified as Type C-4 fluids. To ensure the
fluid is qualified for use in Allison transmissions check for the DEXRON®-III
license numbers and/or C-4 approval numbers on the container or consult the
lubricant manufacturer. Consult your Allison Transmission dealer or distributor
before using other fluid types.

CAUTION: Disregarding minimum fluid temperature limits can result

in transmission malfunction or reduced transmission life.

When choosing the optimum viscosity grade of fluid, duty cycle, preheat
capabilities, and/or geographical location must be taken into consideration.
Minimum Operating Temperature For Transmission Fluid table lists the
minimum fluid temperatures at which the transmission may be safely operated

40
without preheating. Preheat with auxiliary heating equipment or by running the
equipment or vehicle with the transmission in neutral for a minimum of
20 minutes before attempting range operation.

Minimum Operating Temperature For Transmission Fluid

Ambient Temperature Below Which Preheat Is

Required
Viscosity Grade Celsius Fahrenheit
SAE 0W-20* or
–30 –22
TranSynd™
DEXRON®-III –27 –17
SAE 10W –20 –4
SAE 15W-40 –15 5
SAE 30 0 32
SAE 40 10 50
(Ref. 13-TR-90)
* “Arctic” as defined by MIL-L-46167B

KEEPING FLUID CLEAN

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

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

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

FLUID AND INTERNAL FILTER CHANGE INTERVAL

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

The 3000MH and 4000MH Transmission Fluid and Filter Change tables are given
only as a general guide for fluid and filter change interval.

41
Refer to 3000MH Transmission Fluid and Filter Change table for fluid and
filter change intervals for the 3000MH. Refer to 4000MH Transmission Fluid
and Filter Changefor the same information for the 4000MH.

NOTE: Both the 3000MH and 4000MH require an initial main filter
element only change at 8000 km (5000 miles). A fluid change is not
required at that time.

42
 3000MH Transmission Fluid and Filter Change

SEVERE VOCATION GENERAL VOCATION

Filters Filters
Lube/
Fluid Main Internal Lube/Auxiliary Fluid Main Internal Auxiliary
Schedule 1. Non-TranSynd™/Non-TES 295 Fluid
20 000 km 20 000 km Overhaul 20 000 km 40 000 km 40 000 km Overhaul 40 000 km
(12,000 Miles) (12,000 Miles) (12,000 Miles) (25,000 Miles) (25,000 Miles) (25,000 Miles)
6 Months 6 Months 6 Months 12 Months 12 Months 12 Months
500 Hours 500 Hours 500 Hours 1000 Hours 1000 Hours 1000 Hours
The recommendations in Schedule 2 are based upon the transmission containing 100 percent of TranSynd™ fluid.
3000MH Filter change intervals in Schedule 2 are only valid with the use of Allison Transmission Gold series filters.
Flushing Machines are not recommended or recognized due to variation and inconsistencies with ensuring removal of 100
percent of the used fluid.
Schedule 2. TranSynd™/TES 295 Fluid)
43

120 000 km 120 000 km Overhaul 120 000 km 240 000 km 120 000 km Overhaul 120 000 km
(75,000 Miles) (75,000 Miles) (75,000 Miles) (150,000 Miles) (75,000 Miles) (75,000 Miles)
36 Months 36 Months 36 Months 48 Months 36 Months 36 Months
3000 Hours 3000 Hours 3000 Hours 4000 Hours 3000 Hours 3000 Hours
NOTE: Change fluid/filters after recommended mileage, months, or hours have elapsed, whichever occurs first.
Severe Vocation: Motor homes with retarders, on/off-highway.
General Vocation: Motor homes without retarders.
Local conditions, severity of operation or duty cycle may require more or less frequent fluid change intervals that
differ from the published recommended fluid change intervals of Allison Transmission. Transmission protection and fluid
change intervals can be optimized by the use of fluid analysis. Filters must be changed at or before recommended
intervals.
 4000MH Transmission Fluid and Filter Change

SEVERE VOCATION GENERAL VOCATION

Filters Filters
Lube/ Lube/
Fluid Main Internal Auxiliary Fluid Main Internal Auxiliary
Schedule 1. Non-TranSynd™/Non-TES 295 Fluid
20 000 km 20 000 km Overhaul 20 000 km 40 000 km 40 000 km Overhaul 40 000 km
(12,000 Miles) (12,000 Miles) (12,000 Miles) (25,000 Miles) (25,000 Miles) (25,000 Miles)
6 Months 6 Months 500 6 Months 500 12 Months 1000 12 Months 12 Months
500 Hours Hours Hours Hours 1000 Hours 1000 Hours
NOTE: The following recommendations in Schedule 2 are based upon the transmission containing 100 percent of
TranSynd™ fluid.
4000MH Filter change intervals in Schedule 2 and 3 are only valid with the use of Allison Transmission Gold series filters.
Flushing Machines are not recommended or recognized due to variation and inconsistencies with ensuring removal of 100
percent of the used fluid.
4 inch Control Module (3.5 inch approximately)—Requires filter kit P/N 29540494
44

Schedule 2. TranSynd™/TES 295 Fluid

120 000 km 120 000 km Overhaul 120 000 km 240 000 km 120 000 km Overhaul 120 000 km
(75,000 Miles) (75,000 Miles) (75,000 Miles) (150,000 Miles) (75,000 Miles) (75,000 Miles)
36 Months 36 Months 36 Months 48 Months 4000 36 Months 36 Months
3000 Hours 3000 Hours 3000 Hours Hours 3000 Hours 3000 Hours
 4000MH Transmission Fluid and Filter Change (cont’d)
SEVERE VOCATION GENERAL VOCATION
Filters Filters
Lube/ Lube/
Fluid Main Internal Auxiliary Fluid Main Internal Auxiliary
2 inch Control Module (1.75 inch approximately)—Requires filter kit P/N 29540493
Schedule 3. TranSynd™/TES 295 Fluid
80 000 km 80 000 km Overhaul 80 000 km 240 000 km 80 000 km Overhaul 80 000 km
(50,000 Miles) (50,000 Miles) (50,000 Miles) (150,000 Miles) (50,000 Miles) (50,000 Miles)
24 Months 24 Months 24 Months 48 Months 4000 24 Months 24 Months
2000 Hours 2000 Hours 2000 Hours Hours 2000 Hours 2000 Hours
NOTE: Change fluid/filters after recommended mileage, months, or hours have elapsed, whichever occurs first.
Severe Vocation: Motor homes with retarders, on/off-highway.
General Vocation: Motor homes without retarders.
Local conditions, severity of operation or duty cycle may require more or less frequent fluid change intervals that
differ from the published recommended fluid change intervals of Allison Transmission. Transmission protection and fluid
45

change intervals can be optimized by the use of fluid analysis. Filters must be changed at or before recommended
intervals.
Fluid Analysis.

CAUTION: Transmission fluid and filter change frequency is

determined by the severity of transmission service. To help avoid
transmission damage, more frequent changes can be necessary than
recommended in the general guidelines when operating conditions create
high levels of contamination or overheating.

Transmission protection and fluid change intervals can be optimized by monitoring

fluid oxidation according to the tests and limits shown in the Fluid Oxidation
Measurement Limits table. Consult your local telephone directory for fluid
analysis firms. To ensure consistent and accurate fluid analysis, use only one fluid
analysis firm. Refer to Technician’s Guide for Automatic Transmission Fluid,
GN2055EN, for additional information.

Fluid Oxidation Measurement Limits

Test Limit
Viscosity ±25% change from new fluid
Total Acid Number +3.0* change from new fluid maximum
Solids 2% by volume
* mg of KOH to neutralize a g of fluid.

TRANSMISSION FLUID CONTAMINATION

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

Water. Obvious water contamination of the transmission fluid or transmission

fluid in the cooler (heat exchanger) water indicates a leak between the water and
fluid areas of the cooler. Inspect and pressure test the cooler to confirm the leak.
Replace leaking coolers.

NOTE: Cooler water can also be contaminated by engine oil; be sure to

locate the correct source of cooler water contamination.

Engine Coolant. Engine coolant in the transmission hydraulic system requires

immediate action to prevent malfunction and possible serious damage. An
authorized Allison service outlet must completely disassemble, inspect, and clean
the transmission. All traces of the coolant, and varnish deposits resulting from

46
engine coolant contamination must be removed. Friction clutch plates
contaminated with engine coolant (ethylene glycol) must be replaced.

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

CAUTION: After flushing the cooler, be sure to check cooler circuit

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

TRANSMISSION FLUID AND FILTER CHANGE

PROCEDURE
Drain Fluid.

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

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

71–93°C (160–200°F). Hot fluid flows quicker and drains more completely.
2. Remove the drain plug from the control module and allow the fluid to
drain into a suitable container.
3. Examine the fluid as described in the TRANSMISSION FLUID
CONTAMINATION paragraph.

Replace Filters. Refer to Figure 6.

1. Remove 12 bolts 1, two filter covers 2, two gaskets 3, two O-rings 4, two
O-rings 5 and two filters 6 from the bottom of the control module.
2. When reinstalling parts, lubricate and install new O-rings 4 and 5 on each
cover 2. Lubricate O-ring inside filter 6 and push filter onto each cover 2.
Install new gasket 3 on each cover 2 and align holes in gasket with holes
in cover.

47
 HD/B 500/4000MH FILTER MD/B 300/B 400/3000MH
COVER

LUBE LUBE MAIN

MAIN

DRAIN
PLUG
DRAIN
LUBE MAIN PLUG
6

5
4

2
1

V03532.02

Figure 6. Location of Filters for Service

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

3. Install filter and cover assemblies into the filter compartment. Align each
filter/cover assembly with the holes in the channel plate/sump. Push the
cover assemblies in by hand to seat the seals.
4. Install six bolts into each cover and tighten to 51–61 N•m (38–45 lb ft).
5. Replace the drain plug O-ring. Install the plug and tighten to 25–32 N•m
(18–24 lb ft).

48
Refill Transmission. The amount of refill fluid is less than the amount used for
the initial fill. Fluid remains in the external circuits and transmission cavities after
draining the transmission. After refill, check the fluid level. Refer to FLUID
LEVEL CHECK USING THE PUSHBUTTON OR LEVER SHIFT SELECTOR
paragraph.

Transmission Fluid Capacity

Initial Fill * Refill*

Transmission Sump Liters Quarts Liters Quarts
3000MH 4 inch 27 29 18 19
3000MH 2 inch 25 26 11 12
4000MH 4 inch 45 48 37 39
4000MH 2 inch 38 40 30 31
* Approximate quantity, does not include external lines and cooler hose.

49
 DIAGNOSIS
M H S E R I E S

DIAGNOSTIC CODES
Continued illumination of the CHECK TRANS light during vehicle operation (not
start-up) indicates the ECU has signaled a diagnostic code. Poor performance may
activate a code without illuminating the CHECK TRANS light. Up to five
diagnostic codes can be recorded. Diagnostic codes can be read and cleared by
two methods: by using the shift selectors shown below or using the Allison
DOC™ Diagnostic Tool for the PC or PDA. Use of the Allison DOC™
Diagnostic Tool for the PC or PDA is described in the instruction manual
furnished with each tool. Basic information on code reading, code clearing and
troubleshooting is covered in this DIAGNOSIS section. More detailed information
is available in the Troubleshooting Manual shown in the SERVICE LITERATURE
paragraph.

R
MODE
N
D
R MODE
5
4 PDA
N 3
2
D 1

PC
SHIFT ALLISON DOC™
SELECTORS V07952.00.00

Figure 7. Shift Selector/Allison DOC™ Diagnostic Tool

Diagnostic codes are numerical indications relating to a malfunction in
transmission operation. Each code consists of a two-digit main code and a
two-digit subcode. These codes are logged in a list in the ECU memory with the

50
most severe or otherwise most recent code listed first. A maximum of five codes
(numbered d1–d5) may be listed in memory at one time. As codes are added, the
oldest nonactive code is dropped from the list. If all codes are active, the code
with the lowest priority that is not included on the severity list is dropped from
the list. Access to the diagnostic codes and code information is through the
pushbutton and lever shift selectors or the diagnostic data reader.
The ECU separately stores the active and historical (nonactive) codes. An active
code is any code that is current in the ECU decision-making process. Historical
codes are codes that are retained in the ECU’s memory and will not necessarily
affect the ECU decision-making process. Historical codes are useful in
determining if a problem is isolated, is intermittent, or results from a previous
malfunction.

DIAGNOSTIC CODE DISPLAY PROCEDURE

Diagnostic codes can be read and cleared by two methods:
• With the pushbutton or lever shift selector
• With the Allison DOC™ diagnostic tool for the PC or PDA. The use of the
Allison DOC™ diagnostic tool is described in the instruction manual
furnished with each tool.
Diagnostic codes are displayed as follows:
The code list position is the first item displayed, followed by the main code and
the subcode. Each item is displayed for about one second. The display cycles
continuously until the next code list position is accessed by pressing the MODE
button. The following list represents the display cycle using code 25 11 as an
example:
1. Code list position—d, 1
2. Main code—2, 5
3. Subcode—1, 1
4. Cycle repeats—d, 1
To view the second, third, fourth, and fifth positions (d2, d3, d4, d5), momentarily
press the MODE button. Momentarily press the MODE button after the fifth
position is displayed to restart the sequence of code list positions.
If a listed code is active, the LED indicator next to the MODE button is
illuminated. Any code position which does not have a diagnostic code logged will
display “ - ” for both the main and subcodes.

51
Pushbutton Shift Selector.
• Bring the vehicle to a stop at a safe location.
• Apply the parking brake.
To Display Stored Codes:
1. Simultaneously press the ↑ (Up) and ↓ (Down) arrow buttons once to
access the diagnostic display mode—press the buttons twice if a
transmission oil level sensor is installed.
2. Observe the digital display for codes (codes will appear one digit at a
time).
3. Press the MODE button to see the next code—repeat for subsequent codes.

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

To Clear Active Indicators and Resume Vehicle Operation:

1. Press and hold the MODE button for approximately three seconds until the
mode indicator (LED) flashes.
2. Release the MODE button and active indicators such as the CHECK
TRANS light will not be illuminated. Some codes are self-clearing and
others require ignition cycles to clear.

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

To Exit The Diagnostic Mode:

1. Press the ↑ (Up) and ↓ (Down) arrow buttons at the same time.
2. Press N (Neutral).

Lever Shift Selector.

• Bring the vehicle to a stop at a safe location.
• Apply the parking brake.
To Display Stored Codes:
1. Press the DISPLAY MODE button once to access the diagnostic display
mode—press the button twice if a transmission oil level sensor is installed.

52
 2. Observe the digital display for codes (codes will appear one digit at a
time).
3. Press the MODE button to see the next code—repeat for subsequent codes.

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

To Clear Active Indicators and Resume Vehicle Operation:

1. Press and hold the MODE button for approximately three seconds until the
mode indicator (LED) flashes.
2. Begin operating as normal—have the transmission checked at the earliest
opportunity by an Allison Transmission distributor or dealer.

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

To Exit The Diagnostic Mode:

1. Press the DISPLAY MODE (Diagnostics) button.
2. Move the selector lever to any position other than the one where the
diagnostic mode was entered.

DIAGNOSTIC CODE LISTINGS AND PROCEDURES

The following table presents information about the diagnostic codes which may
occur during the operation of the transmission. For additional information, refer to
TS2973EN Troubleshooting Manual for WTEC III Controls.

53
 Code Listings And Procedures

CODES QUICK CHECKS

MAIN SUB
CODE CODE
13 12 Check:

ECU Input Voltage a. Battery direct ground and power connections are
Low tight and clean.
b. Vehicle batteries are charged.
13 13
c. Vehicle charging system is not over- or
ECU Input Voltage under-charging.
Medium Low
d. VIM fuse is good.
13 23
e. VIM connections are tight, clean, and undamaged.
ECU Input Voltage f. Vehicle manufacturer supplied wiring is correct.
High
g. ECU connectors are tight, clean, and undamaged.
14 12, 23 Check:
a. Is transmission equipped with oil level sensor?
b. Engine speed sensor, output speed sensor,
Oil Level Sensor temperature sensor, and oil level sensor are
working correctly.
c. Wiring harness has no opens, shorts to ground, or
shorts to battery.
21 12, 23 Check:
a. TPS connector is properly connected.
b. End of TPS cable is pulled out properly.
c. Engine fuel lever is in idle position.
Throttle Position d. Engine fuel lever provides proper amount of
Sensor
stroke on TPS cable.
e. Wiring harness to TPS has no opens, shorts
between wires, or shorts to ground.
f. TPS for proper operation and resistance readings.

54
 Code Listings And Procedures (cont’d)
CODES QUICK CHECKS
MAIN SUB
CODE CODE
22 14, 15, 16 Check:
a. Speed sensors and connectors are tight, clean, and
undamaged.
Speed Sensors
b. Wiring harness to sensors has no opens, shorts
between wires, or shorts to ground.
23 12, 13, 14, Check:
15, 16
a. ECU connectors are tight, clean, and undamaged.
b. Shift selector connector is tight, clean, and
undamaged.
Shift Selectors
c. Wiring harness has no opens, shorts between
wires, or shorts to ground.
d. Shift selector(s) for proper operation.
24 12 Check:
a. Air temperature is below –32°C (–25°F)

• If yes, this is a correct response for

Sump Fluid temperature.
Temperature Cold
• If no, check that main transmission connector is
tight, clean, and undamaged.
b. ECU connectors are tight, clean, and undamaged.
24 23 Verify the overheat situation. Check:
a. Correct dipstick is installed.
b. Fluid level is correct. Refer to CARE AND
MAINTENANCE section.
Sump Fluid • If fluid level is incorrect—correct fluid level.
Temperature Hot
• If fluid level is correct—check for cause of
overheating.
c. Check if ECU and transmission connectors are
tight, clean, and undamaged.

55
 Code Listings And Procedures (cont’d)
CODES QUICK CHECKS
MAIN SUB
CODE CODE
25 00, 11, 22, Check:
33, 44, 55,
a. Speed sensor connector is tight, clean, and
66, 77
undamaged.
b. ECU connectors are tight, clean, and undamaged.
Output Speed c. Fluid level is correct. Refer to CARE AND
Sensor MAINTENANCE section.
d. Wiring harness to sensor has no opens, shorts
between wires, or shorts to ground.
26 00, 11 Check:
a. TPS for proper operation, related harness for
Throttle/Engine opens and shorts.
Coolant Source Not b. Serial connection to engine is tight, clean, and
Detected undamaged.
c. SCI wiring harness has no opens or shorts.
32 00, 33, 55, Check:
77
a. Correct dipstick is installed.
b. Fluid level is correct. Refer to CARE AND
MAINTENANCE section.

C3 Pressure Switch c. Main transmission connector is tight, clean, and

Open undamaged.
d. ECU connectors are tight, clean, and undamaged.
e. Wiring harness has no opens, shorts between
wires, or shorts to ground.
33 12, 23 Check:
a. Main transmission connector is tight, clean, and
Sump Oil undamaged.
Temperature Sensor b. ECU connectors are tight, clean, and undamaged.
Failure
c. Wiring harness has no opens, shorts between
wires, or shorts to ground.

56
 Code Listings And Procedures (cont’d)
CODES QUICK CHECKS
MAIN SUB
CODE CODE
34 12, 13, 14,
a. Recalibrate ECU, if possible.
15, 16, 17
EEPROM b. Replace ECU if not possible to recalibrate.
35 00, 16 Check:
a. ECU connectors are tight, clean, and undamaged.
b. VIM connectors are tight, clean, and undamaged.

Power Interruption c. Vehicle manufacturer supplied wiring has correct

Real Time Write power and ground connections.
Interruption
d. Power connections are battery direct.
e. Ground connections are battery direct.
f. Ignition switch connections are correct.
36 00, 01, 02
a. If able, recalibrate ECU; if not, replace ECU.
b. Check that ECU is compatible with TransID level
Hardware/Software (36 01).
Not Compatible
c. Troubleshoot TransID wire and circuit for short to
battery (36 02).
42 12, 13, 14, Check:
15, 16, 21
a. Main transmission connector is tight, clean, and
22, 23, 24,
undamaged.
26
b. ECU connectors are tight, clean, and undamaged.
c. Wiring harness is not pulled too tight, and there is
no damage, chafing, or screws through harness.
Short to Battery in
d. Wiring harness has no opens, shorts between
Solenoid Circuit
wires, or shorts to ground.
e. Unauthorized repairs have not been made.
f. Change harness (optional).

57
 Code Listings And Procedures (cont’d)
CODES QUICK CHECKS
MAIN SUB
CODE CODE
44 12, 13, 14, Check:
15, 16, 21,
a. Main transmission connector is tight, clean, and
22, 23, 24,
undamaged.
26
b. ECU connectors are tight, clean, and undamaged.
Solenoid Circuit
Short to Ground c. Wiring harness has no opens, shorts between
wires, or shorts to ground.
45 12, 13, 14, Check: a. b. c.
15, 16, 21,
a. Main transmission connector is tight, clean, and
22, 23, 24,
undamaged.
26
Solenoid Circuit b. ECU connectors are tight, clean, and undamaged.
Open c. Wiring harness has no opens or shorts.
46 21, 26, 27 Check:
a. Main transmission connector is tight, clean, and
undamaged.

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

Overcurrent
c. Wiring harness has no opens, shorts between
wires, or shorts to ground.
d. Replace ECU.
51 01, 10, 12, Check:
21, 23, 24,
a. Output and turbine speed sensor connectors are
35, 42, 43,
tight, clean, and undamaged.
45, 46, 53,
64, 65, b. Speed sensor wiring harness has no opens, shorts
XY* between wires, or shorts to ground.
c. Correct dipstick is installed.
Offgoing Ratio Test
(During Shift) d. Fluid level is correct. Refer to CARE AND
MAINTENANCE section.

58
 Code Listings And Procedures (cont’d)
CODES QUICK CHECKS
MAIN SUB
CODE CODE
52 01, 08, 32, Check:
34, 54, 56,
a. Output and turbine speed sensor connectors are
71, 72, 78,
tight, clean, and undamaged.
79, 99,
XY* b. Speed sensor wiring harness has no opens, shorts
between wires, or shorts to ground.
c. Main wiring harness to transmission has no shorts
Offgoing C3 between wires or shorts to ground.
Pressure Switch Test
(During Shift) d. Correct dipstick is installed.
e. Fluid level is correct. Refer to CARE AND
MAINTENANCE section.
53 08, 09, 18, Check:
19, 28, 29,
a. Turbine and engine speed sensor connectors are
38, 39, 48,
tight, clean, and undamaged.
49, 58, 59,
68, 69, 78, b. Speed sensor wiring harness has no opens, shorts
99, XY* between wires, or shorts to ground.
c. Correct dipstick is installed.
Offgoing Speed Test
(During Shift) d. Fluid level is correct. Refer to CARE AND
MAINTENANCE section.
54 01, 07, 10, Check:
12, 17, 21,
a. Turbine and output speed sensor connectors are
23, 24, 27,
tight, clean, and undamaged.
32, 34, 35,
42, 43, 45, b. Speed sensor wiring harness has no opens, shorts
46, 53, 54, between wires, or shorts to ground.
56, 64, 65,
70, 71, 72, c. Correct dipstick is installed.
80, 81, 82, d. Fluid level is correct. Refer to CARE AND
83, 85, 86,
MAINTENANCE section.
87, 92, 93,
95, 96, e. EEPROM calibration is correct for the
XY* transmission.
Oncoming Ratio
Test (After Shift)

59
 Code Listings And Procedures (cont’d)
CODES QUICK CHECKS
MAIN SUB
CODE CODE
55 07, 17, 27, Check:
87, 97,
a. Correct dipstick is installed.
XY*
b. Fluid level is correct. Refer to CARE AND
MAINTENANCE section.
c. Output and turbine speed sensor connectors are
tight, clean, and undamaged.

Oncoming C3 d. Speed sensor wiring harness has no opens, shorts

Pressure Switch Test between wires, or shorts to ground.
(After Shift) e. Transmission connector is tight, clean, and
undamaged.
f. ECU connectors are tight, clean, and undamaged.
g. C3 pressure switch wiring has no opens, shorts
between wires, or shorts to ground.
56 00, 11, 22, Check:
33, 44, 55,
a. Turbine and output speed sensor connectors are
66, 77
tight, clean, and undamaged.
b. Speed sensor wiring harness has no opens, shorts
between wires, or shorts to ground.
c. Transmission connector is tight, clean, and
Range Verification undamaged.
Ratio Test
d. ECU connectors are tight, clean, and undamaged.
e. Correct dipstick is installed.
f. Fluid level is correct. Refer to CARE AND
MAINTENANCE section.

60
 Code Listings And Procedures (cont’d)
CODES QUICK CHECKS
MAIN SUB
CODE CODE
57 11, 22, 44, Check:
66, 88, 99
a. Correct dipstick is installed.
b. Fluid level is correct. Refer to CARE AND
MAINTENANCE section.
c. Output and turbine speed sensor connectors are
tight, clean, and undamaged.
Range Verification d. Speed sensor wiring harness has no opens, shorts
C3 Pressure Switch between wires, or shorts to ground.
Test
e. Transmission connector is tight, clean, and
undamaged.
f. ECU connectors are tight, clean, and undamaged.
g. C3 pressure switch wiring has no opens, shorts
between wires, or shorts to ground.
61 00 Check:
a. Fluid level is correct. Refer to CARE AND
MAINTENANCE section.
Retarder Over
Temperature b. Retarder apply system is not allowing retarder and
throttle to be applied at the same time.
c. Fluid cooler is adequately sized for load.

61
 Code Listings And Procedures (cont’d)
CODES QUICK CHECKS
MAIN SUB
CODE CODE
62 12, 23, 32, Check:
33
a. Retarder temperature measured with diagnostic
tool is consistent with code: or determine if code
is active using shift selector.
b. Sensor connector is tight, clean and undamaged.
Retarder c. ECU connectors are tight, clean, and undamaged.
Temperature Sensor,
Engine Coolant d. Temperature sensor circuit has no opens, shorts
Sensor between wires, or shorts to ground.
e. Serial connection to engine computer is tight,
clean, and undamaged.
f. SCI wiring harness has no opens or shorts.
63 00, 26, 40, Check input wiring, switches, and connectors to
41, 47 determine why input states are different.
Input Function Fault
64 12, 23 Use diagnostic tool to read retarder counts and identify
Retarder Modulation problem wires. Check wiring for short to battery, ground
Request Device wire open, or short to ground.
Fault
66 00, 11, 22 Check: a. b. c.
a. Serial connection to engine computer is tight,
clean, and undamaged.
b. SCI wiring harness has no opens, shorts, or shorts
Serial to ground.
Communications
Interface Fault c. If diagnostic tool is not available, also be sure that
transmission ECU connections are tight, clean, and
undamaged.
d. Problem with CAN link or engine controls.
69 27, 28, 29,
a. Clear diagnostic code and retry vehicle start.
33, 34, 35,
36, 39, 41, b. If code recurs, reprogram or replace ECU.
42, 43
ECU Malfunction

62
 Code Listings And Procedures (cont’d)
CODES QUICK CHECKS
MAIN SUB
CODE CODE
70 12, 13, 14 Reset ECU
Software Problem
* Additional codes could be logged for other shifts where X indicates range
shifted from and Y indicates range shifted to.

63
 ABBREVIATIONS AND
DEFINITIONS
M H S E R I E S

ABBREVIATIONS AND DEFINITIONS

ABS Anti-lock Brake System—OEM-provided means to detect and

prevent wheel stoppage to enhance vehicle handling. Retarder and
engine brakes will not apply when ABS is active.
C3PS C3 Pressure S witch—Pressure switch to signal the presence or
absence of pressure in the C3 clutch-apply circuit.
CT Closed Throttle
DNA Does Not Adapt—Adaptive shift control is disabled.
DNS DO NOT SHIFT—Refers to the DO NOT SHIFT diagnostic
response during which the CHECK TRANS light is illuminated
and the transmission will not shift and will not respond to the
Shift Selector.
ECU Electronic Control Unit (also commonly referred to as the
“computer”)
EEPROM Electronically Erasable Programmable Read Only Memory
J1587 Engine/transmission serial data communications link.
J1939 High-speed vehicle serial data communications link.
LED Light-Emitting Diode—Electronic device used for illumination.
NNC Neutral No Clutches—Neutral commanded with no clutches
applied.
OEM Original Equipment Manufacturer—Maker of vehicle or
equipment.
OLS Oil Level Sensor—Electronic device (optional) on control module
for indicating transmission fluid level.
PC Personal Computer—Needed to run a version of Allison DOC™
diagnostic tool.

64
PD Powered Downshift—A downshift forced by applying brakes with
the throttle applied. Allison Transmission does not recommend
this procedure.
PDA Personal Digital Assistant—Used to run a version of Allison
DOC™ diagnostic tool.
PT Part Throttle
PTO Power Takeoff
SCI Serial Communication Interface—Used to transmit data and
messages between the diagnostic tool and the ECU and other
systems such as electronically-controlled engines.
ST Step Thru—A downshift forced by applying WOT, just prior to a
CT downshift.
TID TransID—A feature which allows the ECU to know the
transmission configuration and provide the corresponding
calibration required.
TPS Throttle Position Sensor—Potentiometer for signaling the
position of the engine fuel control lever.
V Version—Abbreviation used in describing ECU software levels.
VIM Vehicle Interface Module—A watertight box containing relays
and fuses—interfaces the transmission electronic control system
with components on the vehicle.
WOT Wide Open Throttle
WT World Transmission
WTEC III World Transmission Electronic Controls, Third Generation

65
 CUSTOMER SERVICE
M H S E R I E S

OWNER ASSISTANCE
The satisfaction and goodwill of the owners of Allison transmissions are of
primary concern to Allison Transmission Division (ATD), its distributors, and their
dealers.
As an owner of an Allison transmission, you have service locations throughout the
world that are eager to meet your parts and service needs with:
• Expert service by trained personnel
• Emergency service 24 hours a day in many areas
• Complete parts support
• Sales teams to help determine your transmission requirements
• Product information and literature
Normally, any situation that arises in connection with the sale, operation, or
service of your transmission will be handled by the distributor or dealer in your
area (check the telephone directory for the Allison Transmission service outlet
nearest you).
Refer to Worldwide Sales and Service Directory (SA2229EN) for the current
listing of Allison Transmission authorized distributor and service dealers. This
directory is available from SGI, Inc.
We recognize, however, that despite the best intentions of everyone concerned,
misunderstandings may occur. To further assure your complete satisfaction, we
have developed the following three-step procedure to be followed in the event a
problem has not been handled satisfactorily.
Step One—Discuss the problem with a member of management from the
distributorship or dealership. Frequently, complaints are the result of a
breakdown in communication and can quickly be resolved by a member of
management. If you have already discussed the problem with the Sales or Service
Manager, contact the General Manager. All ATD dealers are associated with an
ATD distributor. If the problem originates with a dealer, explain the matter to a

66
management member of the distributorship with whom the dealer has his service
agreement. The dealer will provide his ATD distributor’s name, address, and
telephone number on request.
Step Two—When it appears the problem cannot be resolved readily at the
distributor level without additional assistance, contact the Allison Transmission
Regional Office responsible for the local distributor. You will be assisted by a
member of the Regional Service Manager’s staff, depending on the nature of your
problem.
For prompt assistance, please have the following information available.
• Name and location of authorized distributor or dealer
• Type and make of equipment
• Transmission model number, 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 unit’s history
Step Three—If you contacted a regional office and you are still not satisfied,
present the entire matter to the Home Office by writing to the following
address or calling the phone number below:
Allison Transmission
Manager, Warranty Administration – PF9
P.O. Box 894
Indianapolis, IN 46206-0894
800–524–2303
The inclusion of all pertinent information will assist the Home Office in
expediting the matter. If an additional review by the Home Office of all the facts
involved indicates that some further action can be taken, the Regional Office will
be advised.
When contacting the Regional or Home Office, please keep in mind that
ultimately the problem will likely be resolved at the distributorship or dealership
utilizing their facilities, equipment, and personnel. Therefore, it is suggested the
above steps be followed in sequence when experiencing a problem.
Your purchase of an Allison Transmission product is greatly appreciated, and it is
our sincere desire to assure complete satisfaction.

67
SERVICE LITERATURE
Additional service literature is available. This service literature provides fully
illustrated instructions for the operation, maintenance, service, overhaul, and parts
support of your transmission. To ensure that you get maximum performance and
service life from your unit, you may order publications from:
SGI, Inc.
Attn: Allison Literature Fulfillment Desk
8350 Allison Avenue
Indianapolis, IN 46268
TOLL FREE: 888–666–5799
INTERNATIONAL: 317–471–4995

3000MH / 4000MH Series Service Literature

Transmission Model 3000MH 4000MH

Automatic Transmission Fluid Technician’s Guide GN2055EN GN2055EN
*Mechanic’s Tips MT3004EN MT3004EN
Parts Catalog PC2150EN PC2456EN
Parts Catalog CD-ROM CD2150EN CD2456EN
Principles of Operation PO2454EN PO2454EN
Retail Literature Catalog GN2798EN GN2798EN
Service Manual SM2148EN SM2457EN
Troubleshooting Manual TS2973EN TS2973EN
Worldwide Sales & Service Directory SA2229EN SA2229EN
* Also Available On The Internet At www.allisontransmission.com

M H S E R I E S

68
ALLISON TRANSMISSION DISTRIBUTORS
EASTERN REGION
Atlantic Detroit Diesel-Allison, LLC Penn Detroit Diesel-Allison, Inc.
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. Williams Detroit Diesel-Allison
2021 Briggs Road Mount Southeast, Inc.
Laurel, NJ 08054 2849 Moreland Avenue, S.E
856-234-6990 Atlanta, GA 30315-0037
404-366-1070
New England Detroit Diesel-Allison, Inc.
90 Bay State Road
Wakefield, MA 01880-1095
781-246-1810

69
 CENTRAL REGION
Caribe Detroit Diesel-Allison Inland Detroit Diesel-Allison, Inc.
Division of GT Corporation 210 Alexandra Way
Ceramic Ind. Park, Campo Rico Ave., Carol Stream, IL 60188
Block C 630-871-1111
Carolina, Puerto Rico 00982
787-750-5000
Central Detroit Diesel-Allison, 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 Detroit Diesel-Allison, Inc. Interstate Detroit Diesel
3133 East Kemper Road 2501 East 80th Street
Cincinnati, OH 45241 Minneapolis, MN 55425
513-771-2200 952-854-5511
Florida Detroit Diesel-Allison, Inc. Williams Detroit Diesel-Allison
5105 Bowden Road Midwest, Inc.
Jacksonville, FL 32216 1176 Industrial Parkway
904-737-7330 North Brunswick, OH 44212-2342
330-225-7751

SOUTHWESTERN REGION
Detroit Diesel-Allison De Mexico S.A. Stewart & Stevenson Services, Inc.
de C.V. 2707 North Loop West
Av. Santa Rosa No. 58 Houston, TX 77008
Col. Ampliacion Norte 713-868-7700
Tlalnepantla, Estado de Mexico
C.P. 54160
(525)6-333-1800
Stewart & Stevenson Power, Inc. United Engines, LLC
5840 Dahlia Street 5555 West Reno Avenue
Commerce City, CO 80022 Oklahoma City, OK 73127
303-287-7441 405-947-3321

70
 WESTERN REGION
Pacific Detroit Diesel-Allison Company Valley Detroit Diesel-Allison, Inc.
7215 South 228th Street 425 South Hacienda Boulevard
Kent, WA 98032 City of Industry, CA 91745-1123
253-854-0505 626-333-1243
Smith Detroit Diesel-Allison, Inc. Williams Detroit Diesel-Allison
250 West 3900 South Southwest, Inc.
Salt Lake City, UT 84107 2602 S. 19th Avenue
801-415-5000 Phoenix, AZ 85009
602-257-0561
Stewart & Stevenson
1755 Adams Avenue
San Leandro, CA 94577-1001
510-635-8991

CANADIAN REGION
Detroit Diesel-Allison Midwest Detroit Diesel-Allison Ltd.
British Columbia Ltd. 1460 Waverley Street
9300 192nd Street Winnipeg, Manitoba R3T OP6
Surrey, British Columbia V4N 3R8 204-452-8244
604-888-1211
Detroit Diesel-Allison Canada East Waterous Detroit Diesel-Allison (Div.
Div. of Integrated Power Systems Corp of Integrated Power Systems Corp)
2997 Rue Watt 10025 51st Avenue
Ste. Foy, Quebec G1X 3W1 Edmonton, Alberta T6E OA8
418-651-5371 780-437-3550
Harper Detroit Diesel Ltd.
10 Diesel Drive
Toronto, Ontario M8W 2T8
416-259-3281

71
ALLISON TRANSMISSION REGIONAL OFFICES
EASTERN REGION WESTERN REGION
P. O. Box 400 39465 Paseo Padre Parkway Suite 3500
Columbus, NJ 08022-0400 Fremont, CA 94538
609-298-2541 510-498-5208
CENTRAL REGION CANADIAN REGION
P. O. Box 894, Speed Code PF06 P. O. Box 5160 Station A
Indianapolis, IN 46206-0894 London, Ontario N6A 4N5
317-242-2327 519-452-5256
SOUTHWESTERN REGION
Av. Ejercito Nacional No. 843
Colonia Granada
Mexico, D.F. C.P. 11520
525-901-3057
Texas Office: 936-321-4248
936-321-4278

72
ATD 5376 Op Manual 200302 2/6/03 1:55 PM Page 2

OM3349EN 200210 Printed in U.S.A. 200302