OM1318EN F.

pdf 9/30/05 8:44:28 AM

C
Operator’s Manual
M

5000, 6000, 8000, 9000

Y

CM

MY

CY

SPG-Controlled Electric,
CMY

Manual-Electric,
and Manual-Hydraulics

OM1318EN
Operator’s 2005 MAY
Rev. 1 2005 SEPTEMBER
Manual OM1318EN

Allison Transmission
ALLISON OFF-HIGHWAY
SPG-Controlled Electric
Manual-Electric
Manual-Hydraulic

5000
6000
8000
9000

Allison Transmission, Inc.

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

Printed in USA Copyright © 2007 Allison Transmission, Inc.

NOTES

2
 TABLE OF CONTENTS

INTRODUCTION
A BRIEF DESCRIPTION OF THE 5000, 6000, 8000, AND 9000 SERIES
TRANSMISSION MODELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
TRANSMISSION NAMEPLATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
FIXED CAPACITY TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . . . . 11
VARIABLE CAPACITY TORQUE CONVERTER (5000 and 6000 Series) . . . . 12
LOCKUP CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
HYDRAULIC RETARDER (Vehicle Models) . . . . . . . . . . . . . . . . . . . . . . 13
PLANETARY GEARING (5000, 6000, and 9600 Series) . . . . . . . . . . . . . . . 13
PLANETARY GEARING (9800 Series) . . . . . . . . . . . . . . . . . . . . . . . . . . 13
PLANETARY GEARING (8000 Series) . . . . . . . . . . . . . . . . . . . . . . . . . . 14
TRANSFER GEAR HOUSING (DROPBOX) MODELS . . . . . . . . . . . . . . . . 14
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

SHIFT SELECTORS
SHIFT SELECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
POSITIVE SHIFTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
SIX-SPEED, SPG-CONTROLLED, AUTOMATIC-ELECTRIC SHIFT
SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
SIX-SPEED, MANUAL-ELECTRIC (ME) SHIFT SELECTOR (Vehicle Models) . 22
SIX-SPEED, MANUAL-ELECTRIC (ME) SHIFT SELECTOR (Non-Vehicle
Models) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
EIGHT-SPEED, MANUAL-ELECTRIC (ME) SHIFT SELECTOR (Customer
Supplied Shift Selector) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

OPERATING TIPS
NEUTRAL START SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
DOWNSHIFT INHIBITOR
(Manual-Electric Models) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
DOWNSHIFT INHIBITOR
(SPG-Controlled Automatic-Electric Models) . . . . . . . . . . . . . . . . . . . . . . . 23
LOCK-IN-RANGE DOWNSHIFT PROTECTION
(SPG-Controlled Automatic-Electric Models) . . . . . . . . . . . . . . . . . . . . . . . 23
LOCK-IN-RANGE RESET PROCEDURE
(SPG-Controlled Automatic-Electric Models) . . . . . . . . . . . . . . . . . . . . . . . 24
OPERATION AFTER LOCK-IN-RANGE RESET PROCEDURE
(SPG-Controlled Automatic-Electric Models) . . . . . . . . . . . . . . . . . . . . . . . 24
LOCK-IN-RANGE/LOCK-IN-NEUTRAL
(Manual-Electric Models) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
USING THE ENGINE TO SLOW THE VEHICLE OR EQUIPMENT . . . . . . . 25
OIL FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
HYDRAULIC RETARDER (Vehicle Models) . . . . . . . . . . . . . . . . . . . . . . 25

3
 COLD WEATHER STARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
OPERATING TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
VARIABLE-PITCH STATOR (5000 and 6000 Series) . . . . . . . . . . . . . . . . . 27
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
TOWING OR PUSHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
POWER TAKEOFF (PTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
TURNING OFF THE VEHICLE OR EQUIPMENT . . . . . . . . . . . . . . . . . . 28

CARE AND MAINTENANCE

PERIODIC INSPECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
PREVENT MAJOR PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
IMPORTANCE OF PROPER FLUID LEVEL . . . . . . . . . . . . . . . . . . . . . . 29
TRANSMISSION FLUID LEVEL CHECK PROCEDURE . . . . . . . . . . . . . . 30
ALLISON HIGH-EFFICIENCY FILTER SYSTEMS . . . . . . . . . . . . . . . . . . 36
CARE OF BREATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
SHIFT SELECTOR AND RETARDER LINKAGE ADJUSTMENTS . . . . . . . . 41
SHIFT SELECTOR LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
PARKING BRAKE (Some Models) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
DETERMINING PTO BACKLASH LIMITS . . . . . . . . . . . . . . . . . . . . . . . 41

TROUBLESHOOTING
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

CUSTOMER SERVICE
OWNER ASSISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
SERVICE LITERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
ALLISON TRANSMISSION DISTRIBUTORS . . . . . . . . . . . . . . . . . . . . . 57
ALLISON TRANSMISSION REGIONAL OFFICES . . . . . . . . . . . . . . . . . . 59

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

5
 WARNINGS, CAUTIONS, NOTES

IT IS YOUR RESPONSIBILITY to be completely familiar with the warnings

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

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

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

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

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

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

essential to highlight.

6
 INTRODUCTION

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

9000 SERIES TRANSMISSION MODELS

The 5000, 6000, 8000, and 9000 Series transmissions are used in applications
requiring 400 to 2400 horsepower engines. Applications are diverse and include
oil-field pumping and fracturing units, off-highway trucks, agricultural tractors,
scrapers, and winch units such as those on derricks, cranes, and ship anchors.
5000, 6000, 8000, and 9000 Series transmissions have a torque converter with a
lockup clutch and planetary gearing and hydraulic clutches that provide six
forward ranges and one or two reverse. All 9800 Series transmissions have a
torque converter with a lockup clutch and planetary gearing and clutches that
provide eight forward ranges and no reverse.

7
Further needs are met by optional equipment which may include:
• Hydraulic retarder
• Parking brake
• Power takeoff (PTO), at various locations
• Transfer gear housing (dropbox)
• Variable-capacity torque converter
Some of the 5000, 6000, and 8000 Series transmission have a hydraulically-
controlled main valve body that is controlled by the operator. Some of the 5000,
6000, and 8000 Series and all of the 9000 Series transmissions have
electrically-controlled main valve bodies. These are either controlled by the
operator (manual-electric models) or are automatically controlled by a Shift
Pattern Generator (automatic-electric models). Refer to Allison Transmission
publication OM2034EN, Electronic Controls Transmissions Operator’s Manual, for
electronic control models.

B02772.01.00

Figure 1. 5000 Series Without Retarder, With Dropbox

8
 MAIN HOUSING

TRANSMISSION FLUID
LEVEL INDICATOR
H00685.01.00

Figure 2. 5000 and 6000 Series With Retarder, Without Dropbox

B04656.01.00

Figure 3. 8000 Series Transmission

9
 VH03476.02.00

Figure 4. 9000 Series Transmission

SPLITTER-LOW
SPLITTER-HIGH
HIGH (FIFTH-AND-SIXTH)
INTERMEDIATE (THIRD-AND-FOURTH)
FLYWHEEL LOW (FIRST-AND-SECOND)
REVERSE

STRAIGHT
ENGINE THROUGH
INPUT TRANSMISSION
OUTPUT
TRANSFER
GEAR
SECTION

FRONT DROPBOX REAR DROPBOX

TRANSMISSION TRANSMISSION
OUTPUT OUTPUT
LOCKUP CLUTCH
HYDRAULIC
RETARDER
(OPTIONAL) DROPBOX ON 5000
ONLY
H02766.01

Figure 5. 5000, 6000, and 9000 Series Transmission—Cross Section

10
 SPLITTER-HIGH HIGH (FIFTH-AND-SIXTH)
FLYWHEEL INTERMEDIATE (THIRD-AND-FOURTH)
SPLITTER-LOW SECOND
FIRST
REVERSE

ENGINE
INPUT
TRANSMISSION
OUTPUT

HYDRAULIC
LOCKUP CLUTCH RETARDER H02767

Figure 6. 8000 Series Transmission—Cross Section

TRANSMISSION NAMEPLATE
The model number, part number (assembly number), and serial number are
stamped into the transmission nameplate (refer to Figure 7). These three numbers
describe the transmission and all of its components. Use all three numbers when
you are seeking information or ordering replacement parts for the transmission.
Location of the nameplate varies with the particular transmission.
For convenience, record the nameplate information from your transmission onto
the nameplate in the illustration.

FIXED CAPACITY TORQUE CONVERTER

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

11
 DIVISION OF
ICULTURA
AGR
GENERAL MOTORS AN
D
L
IM

PL
E

EM
ILE AEROSPAC
UAW

ENT
CORPORATION

WORKERS
INDIANAPOLIS 933

OB
OM

OF
UT AM
DA ERI
UNITE CA

INDIANA

SERIAL NO. PART NO.

MODEL
NO.
V02779

Figure 7. Transmission Nameplate

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

VARIABLE CAPACITY TORQUE CONVERTER (5000 and

6000 Series)
The variable-capacity torque converter consists of three elements:
• Pump—input element and is driven directly by the engine
• Turbine—output element and is hydraulically driven by the pump
• Stator—reaction (torque multiplying) element.
The angle of the stator vanes of a variable-capacity torque converter can be
changed by the operator so a greater portion of the engine power can be diverted
to the PTO. When power is no longer needed for the PTO, the operator can again
change the angle of the stator vanes to restore full engine power to the drive
wheels.

LOCKUP CLUTCH
The automatically-controlled lockup clutch is designed to engage and disengage at
predetermined equipment speeds. When engaged, the lockup clutch connects the
engine directly to the transmission gearing. This eliminates converter slippage to
provide maximum fuel economy. When the lockup clutch is disengaged, the
torque converter acts as a torque multiplier or fluid coupling. During upshifting
and downshifting the lockup clutch automatically disengages for a moment,
bringing the torque converter back into play as a fluid coupling to absorb the

12
shock of the gear ratio change. In 9600 Series vehicle models, the lockup clutch is
engaged electrically. For 5000, 6000, 8000 and other 9000 Series, the lockup
clutch is engaged hydraulically.

HYDRAULIC RETARDER (Vehicle Models)

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

PLANETARY GEARING (5000, 6000, and 9600 Series)

The planetary gear train consists of four constant-mesh planetary gear sets. The
forward set is the splitter and the three rear sets are intermediate, low, and reverse.
These planetaries are combined with six clutches to provide six forward ranges
and one (or two, for some 5000 and 6000 Series) reverse ranges.

PLANETARY GEARING (9800 Series)

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

13
PLANETARY GEARING (8000 Series)
Some models are equipped with a dropbox (transfer case) which places the
transmission output on a lower plane than the input. This will also permit a
forward output. A manual disconnect clutch may be provided for the front or rear
output(s).

TRANSFER GEAR HOUSING (DROPBOX) MODELS

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

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

14
 SHIFT SELECTORS

SHIFT SELECTORS
WARNING: If you let the vehicle coast in N (Neutral), there is no
engine braking and you could lose control. Coasting can also cause
severe transmission damage. To help avoid injury and property damage,
do not allow the vehicle to coast in N (Neutral).

Proper range selection provides better performance and control. The transmission
is controlled by a lever shift selector.

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

SIX-SPEED, SPG-CONTROLLED, AUTOMATIC-ELECTRIC

SHIFT SELECTOR
5
4
3
2

1
N
R

V09479.00.00

Figure 8. Typical Six-Speed, SPG-Controlled,

Automatic-Electric Shift Selector

15
 Description of Shift Ranges (SPG)

WARNING: If you leave the vehicle and the engine is running,

the vehicle can move unexpectedly and you or others could be
injured. If you must leave the engine running, do not leave the
vehicle until you have completed all of the following procedures:
• Put the transmission in N (Neutral).
• Be sure the engine is at low idle (650–700 rpm).
• Apply the parking and emergency brakes and make sure they
are properly engaged.
• Chock the wheels and take any other steps necessary to keep
the vehicle from moving.

R Use R (Reverse) to back the vehicle or equipment. Completely stop

the vehicle or equipment before shifting from forward to reverse or
from reverse to forward. On some vehicles a reverse warning signal
will sound while operating in R (Reverse).
WARNING: If you let the vehicle coast in N (Neutral), there
is no engine braking and you could lose control. Coasting can
also cause severe transmission damage. To help avoid injury
and property damage, do not allow the vehicle to coast in
N (Neutral).

N Use N (Neutral) when starting the engine, when checking vehicle or

equipment accessories, and for extended periods of engine idle
operation. The transmission will automatically select neutral when
the master switch is turned on. If the engine starts in any other
selected range, the neutral start circuit is malfunctioning and must
be repaired immediately. Use N (Neutral) when the vehicle or
equipment will be left unattended with the engine running—always
apply the parking brake. Neutral is also used during stationary
operation of the power takeoff (if your vehicle or equipment is
equipped with a PTO). Always select N (Neutral) prior to turning
off the vehicle engine.
NOTE: Even though DR (Drive) is selected, it may not be attained
due to active inhibit functions such as high throttle, high engine idle
speed, or other vehicle system inhibits.

16
 Description of Shift Ranges (SPG) (cont’d)
DR Automatic Shifting—First- through Sixth-Range
Use this range for all normal operating conditions. The vehicle will
start in first range, and as the vehicle speed increases, the
transmission will automatically upshift to second-range, third-range,
fourth-range, fifth-range, and sixth-range. As the vehicle slows
down, the transmission will automatically downshift progressively
to the correct range.
WARNING: If you just downshift or just use service brakes
when going downhill, you can lose control and cause injury and
property damage. To help avoid loss of control, use a
combination of downshift, braking, and other retarding devices.
Downshifting to a lower transmission range increases engine
braking and helps you to maintain control. The transmission has
a feature to prevent automatic upshifting above the lower range
selected. However, during downhill operation without preselect,
if engine governed speed is exceeded in a lower range, the
transmission may upshift to the next higher range. This will
reduce braking and could cause loss of control. Apply the vehicle
brakes or other retarding device to prevent exceeding engine
governed speed in the lower range selected.

1 First-Range only—This is low range.

Use this range under the following conditions:
• With extra heavy loads
• When pulling through mud or snow
• When driving up steep grades.
2 Automatic Shift, First through Sixth Ranges*
3 Occasionally, the road, load, or traffic conditions will make it
4 desirable to restrict the automatic shifting to a lower range. These
positions also provide progressively greater engine braking for
5 going down medium grades (the lower the range, the greater the
braking effect).
Automatic Range Shifting During Pre-Selection
2 Automatic shifting, first and second ranges
3 Automatic shifting, first through third ranges
4 Automatic shifting, first through fourth ranges
5 Automatic shifting, first through fifth ranges
* For many hauling conditions, the transmission shift selector may be placed in DR (Drive) and
fully automatic shifting with precise timing will occur. However, there are some occasions when
range pre-selection will further improve performance and enhance operator control over the
vehicle.

17
Range Pre-Selection. Range pre-selection is the term used when the operator
selects a range lower than DR (Drive) to prevent upshifts above that range, or to
“force” a downshift to improve vehicle braking, As the term indicates,
pre-selection requires the operator’s judgment in deciding the highest range
anticipated in a particular situation prior to negotiating a grade.

Automatic-Electric Shift Basics. A basic knowledge of how shifting occurs is

required to understand how pre-selection can benefit the operator.
If the selector is placed in DR (Drive) and the operator fully opens the throttle,
sensors in the system will read inputs which cause the transmission to upshift at
an output shaft speed corresponding to approximately engine full load rpm. This is
called the full throttle shift schedule. This shift schedule provides the necessary
power and range selection for satisfactory performance under the maximum load
conditions of the vehicle.
If the operator closes the engine throttle, upshifts will occur at a much lower
output shaft/engine speed and smooth downshifts will occur at even lower speeds.
This is called the close throttle shift schedule. Closed throttle upshifting may
occur when the vehicle is moving downgrade with the grade driving the vehicle
through the wheels. At points in between full and closed throttle, shifting will
occur at variable points, depending upon throttle position. This is called shift
modulation and provided the proper range to balance power and load.

Shift Schedules for Selector Positions Lower than DR (Drive). If the selector is
located in a range below DR (Drive), upshifts will not occur above that range. An
upshift from that range will not occur unless the shift selector is moved to a
higher range. This feature is called Infinite Hold.
When the vehicle is operating above first range and the selector is moved to a
lower position, the transmission will downshift to that range (if overspeed would
not occur). If an overspeed condition exists, the downshift inhibitor prohibits the
transmission from downshifting until the vehicle speed is sufficiently reduced. This
is a significant safety feature of the system.

How These Features Can Enhance Transmission Performance.

• Pre-selection for more Effective Retarder Operation
Pre-selecting a range below DR (Drive), while using the hydraulic retarder,
can significantly improve the braking effect. For instance, if the operator
leaves the selector in DR (Drive) and the engine is at closed throttle, the
transmission could upshift while on the grade and thereby reduce the
effectiveness of the hydraulic retarder. For improved braking effect and to
prevent unexpected upshifts, select the range that will provide optimum
vehicle and retarder performance.

18
 • Pre-selection to Avoid Shift Cycling
At times the vehicle speed could cause an upshift but, in that higher range,
the vehicle speed decreases due to load and thereby causes a downshift.
Sometimes, on a grade, movement of the throttle at a given vehicle speed
will also cause shift cycling. When shift cycling occurs, choose a lower
range to lock out the higher range.
• Pre-selection to Avoid Stall Shifting
When a loaded vehicle must travel up a steep grade, a rapid loss in vehicle
momentum can occur with a resultant full power shift into a lower range.
Because of the loss of momentum, the shift may occur when the vehicle
has almost stopped on the grade, at or near full-converter stall. To prevent
these shifts, pre-select the lowest range anticipated for the steep grade. After
negotiating the steep grade, reposition the shift selector to a range
appropriate for the balance of the haul cycle.

SIX-SPEED, MANUAL-ELECTRIC (ME) SHIFT SELECTOR

(Vehicle Models)
5
4
3
2

1
N
R

V09480.00.00

Figure 9. Six-Speed, Manual-Electric Shift Selector

19
 Description of Shift Ranges (ME)

WARNING: If you leave the vehicle and the engine is running,

the vehicle can move unexpectedly and you or others could be
injured. If you must leave the engine running, do not leave the
vehicle until you have completed all of the following procedures:
• Put the transmission in N (Neutral).
• Be sure the engine is at low idle (650–700 rpm).
• Apply the parking and emergency brakes and make sure they
are properly engaged.
• Chock the wheels and take any other steps necessary to keep
the vehicle from moving.

R Use R (Reverse) to back the vehicle or equipment. Completely stop

the vehicle or equipment before shifting from forward to reverse or
from reverse to forward. The reverse warning signal is activated
when this range is selected.
WARNING: If you let the vehicle coast in N (Neutral), there
is no engine braking and you could lose control. Coasting can
also cause severe transmission damage. To help avoid injury
and property damage, do not allow the vehicle to coast in
N (Neutral).

N Use N (Neutral) when starting the engine and for extended periods
of engine idle operation. The transmission will automatically select
neutral when the master switch is turned on. If the engine starts in
any other selected range, the neutral start circuit is malfunctioning
and must be repaired immediately. Use N (Neutral) when the
vehicle or equipment will be left unattended with the engine
running—always apply the parking brake. Neutral is also used
during stationary operation of the power takeoff (if your vehicle or
equipment is equipped with a PTO). Always select N (Neutral) prior
to turning off the vehicle engine.

20
 Description of Shift Ranges (ME) (cont’d)

WARNING: If you just downshift or just use service brakes

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

1 First-Range—Use this range under the following conditions:

• With extra heavy loads
• When pulling through mud or snow
• When driving up steep grades.
This position also provides maximum engine braking power.
2 For most operating conditions, start out in second-range. As
3 governed speed of the engine is approached, upshift through third,
4 fourth, fifth, and sixth ranges as required. Downshift, when
5 necessary, to prevent lugging of the engine. Downshifting can also
6 be used as a braking force to assist the hydraulic retarder.
Automatic Range Shifting During Pre-Selection
2 Automatic shifting, first and second ranges
3 Automatic shifting, first through third ranges
4 Automatic shifting, first through fourth ranges
5 Automatic shifting, first through fifth ranges
6 Automatic shifting, first through sixth ranges

21
SIX-SPEED, MANUAL-ELECTRIC (ME) SHIFT SELECTOR
(Non-Vehicle Models)
Refer to Figure 9.
Description of Shift Ranges (ME)
R Reverse—Use this position to reverse the direction of the
transmission output. Bring the equipment to a complete stop before
shifting from forward range to reverse or from reverse to forward
range.
N Neutral—Use this position when starting the engine or if operating
the power takeoff when no output rotation is required. Be sure the
engine is at idle speed when shifting from neutral to drive range.
1 First-Range—Use this range to start extra heavy loads or to provide
a minimum output speed. This range also provides maximum engine
braking power.
2 For most normal operating conditions, start out in second range.
3 Upshift through third, fourth, fifth, and sixth ranges as the output
4 shaft speed increases. Downshift as required to make use of higher
5 torque or to slow the output shaft. Selection of the proper range
6 will vary between applications. The operator must select a range
that will match both speed and power requirements.

EIGHT-SPEED, MANUAL-ELECTRIC (ME) SHIFT

SELECTOR (Customer Supplied Shift Selector)
Description of Shift Ranges (ME)
N Neutral—Use this position when starting the engine or if operating
the power takeoff when no output rotation is required. Be sure the
engine is at idle speed when shifting from neutral to drive range.
1 First-Range—Use this range to start extra heavy loads or to provide
a minimum output speed. This range also provides maximum engine
braking power.
2 Selection of the proper range will vary between applications. The
3 operator must select a range that will match both speed and power
4 requirements. For 9800 Series transmissions used an application
5 above 1800 rpm. All shifts must be made at or near closed throttle.
6 For most normal operating conditions, start out in second-range.
7 Upshift through third, fourth, fifth, sixth, seventh, and (if
8 applicable) eighth ranges as the output shaft speed increases.
(optional) Downshift as required to make use of higher torque or to slow the
output shaft.

22
 OPERATING TIPS

NEUTRAL START SWITCH

A neutral start switch prevents the engine from starting unless the selector lever is
in N (Neutral). If the starter will not operate in neutral or will operate in any
range other than neutral, call this to the attention of your service management.

DOWNSHIFT INHIBITOR
(Manual-Electric Models)
The manual-electric shift control system contains a downshift inhibitor which is
energized whenever the lockup clutch engages. The inhibitor engages a ratchet
clutch that prevents the shift selector lever from being moved to a lower range
position. The selector lever can be upshifted, however, during lockup operation.

DOWNSHIFT INHIBITOR
(SPG-Controlled Automatic-Electric Models)
Models equipped with an automatic-electric shift control have a Shift Pattern
Generator (SPG). The SPG includes electronic components that inhibit the
transmission from downshifting at excessively high speeds. Regardless of which
lower range is selected at the shift selector or if R (Reverse) or N (Neutral) is
accidently selected, downshifts will occur in sequence until the highest range
selected (or neutral or reverse) is reached. Each downshift will automatically
occur at the greatest speed permissible for each range in the descending sequence.
Throttle position will not influence such downshifts.

LOCK-IN-RANGE DOWNSHIFT PROTECTION

(SPG-Controlled Automatic-Electric Models)
The lock-in-range protective circuitry in the Shift Pattern Generator (SPG) is
activated to prevent sudden downshifts when: the magnetic pickup is faulty; the
wires to the pickup are broken or damaged; or severe braking effort (panic stop)
occurs.

23
When the lock-in-range circuitry is activated, it turns off all power to the forward
range valve body solenoids and a red light in the range indicator comes on. This
causes the valves to hydraulically lock the transmission in the range in which it
was operating at the time.

LOCK-IN-RANGE RESET PROCEDURE

(SPG-Controlled Automatic-Electric Models)
Whenever the lock-in-range circuit has been activated, regardless of the reason,
reset the circuit in the following manner:
• Turn off the electrical input power to the SPG by shutting down the engine
for approximately 5 to 10 seconds.
• Start the engine, which will turn on the electrical power to the SPG.
After resetting the circuit, select the desired operating range. Be sure the
transmission is actually in the range selected before increasing the engine
throttle.

OPERATION AFTER LOCK-IN-RANGE RESET PROCEDURE

(SPG-Controlled Automatic-Electric Models)
If the lock-in-range circuit was activated due to a faulty magnetic pickup or
pickup wiring, the vehicle will operate only in first, neutral, and reverse.
If the circuit was activated due to a panic stop, the reset procedure will return the
vehicle to normal operation.

LOCK-IN-RANGE/LOCK-IN-NEUTRAL
(Manual-Electric Models)
For models with lock-in-range, if electrical power is interrupted during operation
in any forward range, the transmission will continue in that range if the vehicle
engine is not stopped.
If the manual selector lever is moved, that same range will be maintained in all
selector positions. If the engine is stopped, the transmission will go to neutral
when it is restarted.
If electrical power is interrupted during reverse operation, the transmission will go
to neutral and remain in neutral regardless of where the shift selector is placed.
If power to the individual solenoids energized in any forward range is interrupted,
the transmission will continue in that range until the manual selector lever is
moved or the engine is stopped. Thereafter, shifting will be erratic in other
selector positions. Refer to the TROUBLESHOOTING section, Symptom F in the
Single Transmission table.

24
If electrical power is interrupted during operation in any range in models with
lock-in-neutral, the transmission will shift to neutral.

USING THE ENGINE TO SLOW THE VEHICLE OR

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

To use the engine as a braking force, select the next lower range. If the vehicle or
equipment is exceeding the maximum speed for this range, use the service brakes
and/or retarder (if equipped) to slow the vehicle. 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.

OIL FILTER
An oil filter signal is provided in some installations. If the warning light comes
on, the fluid flow through the filter has been affected by a dirty or clogged filter.
The filter should be replaced immediately. Establish a regular fluid change that is
keyed to operating conditions.

HYDRAULIC RETARDER (Vehicle Models)

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

The hydraulic retarder is a device with one moving part—a vaned rotor. When the
retarder is activated (by foot pedal or lever), a valve is opened, sending a flow of
transmission fluid to the rotor cavity. The retarder may be applied in any range.

25
However, the lower the range, the greater the braking effect. The transmission
may be shifted while the retarder is in operation. (The downshift inhibitor
prohibits a downshift from lockup.)
It is permissible to partially apply the retarder. However, if the fluid tends to
overheat during long periods of partial application, fully apply and fully release
the retarder alternately as required. Never allow the converter-out temperature to
exceed 330ºF (165ºC).

COLD WEATHER STARTS

Listed in the Range/Temperature table are the minimum fluid temperatures at
which the transmission may be safely operated in a forward range or reverse.
When ambient temperature is below the minimum fluid temperature limit and the
transmission is cold, preheat is required. If auxiliary heating equipment is
available, preheat the fluid to the minimum temperature limit. If auxiliary heating
equipment is not available, run the engine at low idle for at least 20 minutes with
the transmission in neutral before operating in a forward or reverse range. Failure
to observe the minimum fluid temperature limit can result in transmission
malfunction or reduced transmission life.
Range/Temperature Restriction
Fluid °F °C
SAE OW-30 or TranSynd™ RD –31 –35
SAE OW-20 (Arctic Oil) –22 –30
DEXRON®-III –13 –25
SAE 10W –4 –20
SAE 15W-40 5 –15
SAE 30W 32 0
SAE 40W 50 10

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

When a gauge is provided for indicating transmission converter-out temperature,

check it frequently to determine if it is within the normal range. Normal operating
range is 180–220ºF (82–103ºC). The transmission fluid temperature should not
exceed 275ºF (135ºC). Should the temperature reach this limit, stop the
equipment, shift to N (Neutral), and operate the engine at 1200–1500 rpm for a
short time. The temperature should fall to normal before resuming operation. The

26
only exception to this limit is during retarder operation. For intermittent retarder
operation only, the converter-out temperature may exceed 275ºF (135ºC) but under
no condition is the converter-out temperature to exceed 330ºF (165ºC). If the high
temperature persists, stop the engine and have the overheating condition
investigated by service management.

VARIABLE-PITCH STATOR (5000 and 6000 Series)

Some 5000 and 6000 Series models have a variable-capacity torque converter with
which the operator can change the stator vane angle in the converter. With these
variable-pitch vanes open, most of the engine power is transmitted to the output
shaft. But, with the vanes partially closed, more power is directed to the
PTO-driven equipment and less power is directed to the output shaft. Thus, the
desired degree of power can be directed to the point where it is needed the most.

PARKING BRAKE
There is no P (Park) position on the shift selector. Always select N (Neutral) and
apply the parking brake to hold the vehicle when it is parked.

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

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

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

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

POWER TAKEOFF (PTO)

A power takeoff (PTO) may be mounted on the top and/or side of the
transmission. The PTOs are engine-driven and rotate whenever the engine is
running.
In most applications, the PTO is continuous and is used to drive a hydraulic pump
which supplies hydraulic pressure for operation of accessories.

27
In some applications it is desirable to engage or disengage the PTO from the
engine. One method is an operator-applied clutch. With this method, the engine
should be at idle speed before engagement or disengagement of the PTO. Another
method is a mechanical disconnect. With this method, the operator must stop the
engine before engaging or disengaging the PTO.

TURNING OFF THE VEHICLE OR EQUIPMENT

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

28
 CARE AND MAINTENANCE

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

PREVENT MAJOR PROBLEMS

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

IMPORTANCE OF PROPER FLUID LEVEL

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

29
Check transmission fluid regularly at the start of each shift. If consistent daily hot
level checks have been established, and daily inspection shows no sign of fluid
leakage, less frequent checks could be made.

TRANSMISSION FLUID LEVEL CHECK PROCEDURE

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

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

A visual level indicator (refer to Figure 10) is mounted on the lower left side of
the transmission main housing. The indicator provides a method of checking the
fluid level. The illustration shows how to read the indicator.

Cold Check (5000 and 6000 Series).

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

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

1. Before starting the engine, check the fluid level indicator (refer to
Figure 10) or remove the ADD plug (refer to Figure 11 or Figure 12 for
dropbox models).
2. If fluid is visible in the sight glass or fluid flows from the ADD plug
opening, the transmission has sufficient fluid to permit safe starting of the
engine.
3. If no fluid is present, add sufficient fluid to bring the level within the sight
glass or to cause a flow from the ADD plug opening.

30
 VISUAL LIQUID LEVEL INDICATOR
FLUID CHECK PROCEDURE:

1. FLUID — ALLISON C-4 APPROVED

2. TRANSMISSION AT
NORMAL OPERATING Install with
TEMPERATURE knurled plug up
(180–200°F; 83–93°C)
3. NEUTRAL —
ENGINE IDLE

RED LINE

NO RED LINE
VISIBLE (OVERFILL)

SAFE FULL MARK

OPERATIONAL (CENTER)
LEVEL AREA

NO FLUID VISIBLE
(UNDERFILL)

H00711.01

Figure 10. Visual Level Indicator

4. Replace the ADD plug.
5. Perform a hot check at the first opportunity after normal operating
temperature is reached.

Cold Check (8000 and 9000 Series).

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

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

1. Before starting the engine, check the fluid level indicator (refer to
Figure 10) or remove the FLUID LEVEL CHECK plug (refer to
Figure 13).

31
 FLUID FILLER TUBE CONNECTION
HOLE (LOCATIONS VARY ON
DIFFERENT MODELS)

FULL PLUG

ADD PLUG DRAIN PLUG

H02771.00.01

Figure 11. 5000 and 6000 Series Without Fluid Level indicator
2. If no fluid is visible in the fluid level indicator, add sufficient fluid to bring
the level of fluid within the “Safe Operational Level Area”.
3. The fluid must be at or above the FLUID LEVEL CHECK plug before the
engine is started.
4. If fluid is below the FLUID LEVEL CHECK plug, add fluid as necessary
to bring the fluid up to the FLUID LEVEL CHECK plug. Replace the
FLUID LEVEL CHECK plug.
5. Perform a hot check at the first opportunity after normal operating
temperature is reached.

Hot Check (8000 and 9000 Series, and 5000 and 6000 Series Without
Dropbox).

NOTE:
• A hot fluid level check is made to determine if there is sufficient
fluid for working operation of the transmission.
• Observe the condition of the fluid in the fluid level indicator.
Foaming fluid may indicate a false level.

32
 FULL PLUG
STRAINER
ADD PLUG
DRAIN PLUG H08590.00.00

Figure 12. 5000 and 6000 Series With Dropbox—Full and

Add Plug Locations

WARNING: The normal operating temperature of transmission fluid is

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

Transmissions with a visual level indicator:

1. Shift to N (Neutral) and start the engine.
2. Operate the equipment until the transmission reaches a normal opearating
temperature of 180–200°F (82–93°C). Then idle the engine and, for vehicle
models, apply the parking brake.
3. Shift through the range positions slowly to make sure all areas of the
transmission are filled with fluid. Be sure retarder is OFF.
4. Shift to N (Neutral) and set the engine idle speed to 650–700 rpm. The
fluid should be within the “Safe Operational Level Area” shown in
Figure 9.

33
 FLUID LEVEL CHECK PLUG
FLUID FILLER TUBE HOLE
STRAINER ASSEMBLY
DRAIN PLUG H02770.00.01

Figure 13. 8000 and 9000 Series—Fluid Level Check Plug Location
5. Add or drain fluid as necessary to bring fluid level within the “Safe
Operational Level Area”.
Transmissions without a visual level indicator:
1. Shift to N (Neutral) and start the engine.
2. Operate the equipment until the transmission reaches a normal operating
temperature of 180–200°F (82–93°C). Then idle the engine and, for vehicle
models, apply the parking brake.
3. Shift through the range positions slowly to make sure all areas of the
transmission are filled with fluid. Be sure the retarder is OFF.
4. Shift to N (Neutral) and set the engine idle speed to 650–700 rpm.
5. Carefully (HOT FLUID) remove the FULL plug (5000 and 6000 Series,
Figure 11 or Figure 12) or the FLUID LEVEL CHECK plug (8000 and
9000 Series, Figure 13).
6. The fluid level must be at or near the plug opening.
7. Add or remove fluid to bring it to the level of the plug opening.
8. Replace the FULL plug or FLUID LEVEL CHECK plug.

34
Hot Check (5000 and 6000 Series With Dropbox).

NOTE:
• A hot fluid level check is made to determine if there is sufficient
fluid for working operation of the transmission.
• Observe the condition of the fluid in the fluid level indicator.
Foaming fluid may indicate a false level.

WARNING: The normal operating temperature of transmission fluid is

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

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

2. Operate the equipment until the transmission reaches a normal operating
temperature of 180–200°F (82–93°C). Then idle the engine, and for vehicle
models, apply the parking brake.
3. Shift through all range positions slowly to make sure all areas of the
transmission are filled with fluid. Be sure retarder is OFF.
4. Shift to N (Neutral) and set the engine idle speed to 650–700 rpm.
5. Carefully (HOT FLUID) remove the FULL plug (Figure 12). The fluid
level should be at the FULL plug.
6. Add or drain fluid as necessary to bring fluid up to the FULL plug level.
7. Replace the FULL plug.

Fluid, Filter Change. Fluid analysis is the preferred method for determining the
transmission fluid change interval. Monitor the oxidation level according to the
measurement limits shown in the Fluid Oxidation Measurement Limits table. If
fluid analysis can not be utilized, change the fluid according to Standard Fluid
Change Intervals (By Fluid Type) table.

35
 Fluid Oxidation Measurement Limits
Measurement Limit
Viscosity ±25% change from new fluid
Total Acid Number +3.0 change from new fluid
Consult the local industrial yellow pages for fluid analysis firms. Use only one
fluid analysis firm because results from various firms can not be accurately
compared.

Standard Fluid Change Intervals (By Fluid Type)

Transmission Models Fluid Recommendation Drain Intervals (Hrs)
5000/6000/8000/9000 TranSynd™ RD 4000
Series C-4 Fluids 1200

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

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

ALLISON HIGH-EFFICIENCY FILTER SYSTEMS

Allison high-efficiency filter assemblies are equipped with a differential pressure
switch (P) to indicate when the filter element is 95 percent plugged and requires

36
service. This serves two important functions: it allows the actual change interval
to be determined for each customer’s application, and it is a good service
requirement indicator.

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

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

Replace the high-efficiency filter elements (refer to the 5000, 6000, 8000, and
9000 Series Transmission High-Efficiency Filters table) when the filter differential
pressure warning light alerts the operator that the filter needs to be serviced. Clean
the filter shells. New gaskets and sealrings must be used when replacing filter
elements. After installation, check the filter for fluid leakage while the engine is
running.

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

5000, 6000, 8000, and 9000 Series Transmissions High-Efficiency Filters

Direct Mount Configuration
Nomenclature Part Number No. Required
Filter Assembly 29530556 1
Filter Bowl 23040664 2
Element 29510910 2
Ring Filter Seal 29501469 2
Switch 29529657 1
O-ring Seal 23045105 2
Remote Mount Configuration
Nomenclature Part Number No. Required
Filter Assembly 29530557 1
Filter Bowl 23040663 1
Element 23049374 1
Ring Filter Seal 23018958 1
Switch 29529657 1

37
Keeping Fluid Clean. It is absolutely necessary that the fluid put into the
transmission be clean. Fluid must be handled in clean containers to prevent
foreign material from entering the system.

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

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

Automatic Transmission Fluid Recommendations. Allison Transmission

recommends only TranSynd™ RD or transmission fluids that meet the Allison C-4
specification for use in 5000, 6000, 8000, and 9000 Series Off-Highway
transmissions. Some DEXRON® fluids are also qualified as C-4 fluids. The current
C-4 and DEXRON®-III fluids approved by Allison Transmission are available on
the Allison website at www.allisontransmission.com.

CAUTION: Disregarding minimum fluid temperature limits can result

in transmission malfunction or reduced transmission life.

Higher viscosity fluids, such as TranSynd™ RD, SAE 30W, or SAE 15W-40
fluids are recommended for optimum transmission life in 5000, 6000, 8000, and
9000 Off-Highway transmissions. When choosing the optimum viscosity grade of
fluid to use, consider geographic location and preheat requirements.
Proper viscosity grade selection is important for transmissions when operating
transmissions in conditions below a fluid’s minimum operating temperature.
Preheat or fluid warm-up is required when operating Allison transmissions below
the fluid’s minimum critical temperature, which is viscosity grade dependent.
The Minimum Operating Temperature (Without Retarder) table lists a number of
lower viscosity fluids for consideration when operating in low ambient conditions
and lists the minimum fluid temperatures below which preheat or warm-up is
required.
If preheating is required, use either auxiliary heating equipment or warm-up the
transmission by starting the engine with the transmission in N (Neutral) and
engine at low idle speed for a minimum of twenty minutes before attempting
range operation. If cold weather starting is not a factor and/or the transmission is
operating in a warm/hot environment, the higher viscosity fluids are
recommended.

38
 Minimum Operating Temperature (Without Retarder)
SAE Viscosity Grade Degrees (C) Degrees (F)
SAE 0W-30 or TranSynd™ RD –35 –31
SAE 0W-20 (Arctic Oil) –30 –22
DEXRON®-III –25 –13
SAE 10W –20 –4
SAE 15W-40 –15 5
SAE 30 0 32
SAE 40 10 50

Refer to the Transmission Fluid Capacity table for the approximate fill capacities
of the 5000, 6000, 8000, and 9000 Series transmissions. Be sure to a cold check
and hot check after replacing the transmission fluid.
Transmission Fluid Capacity
Transmission Series Refill Capacity
5000 and 6000 Series
Straight-through 18.5 gallons (70 liters)
Dropbox 13 gallons (49 liters)
8000 Series
Straight-through 19 gallons (72 liters)
9000 Series
Straight-through 19 gallons (72 liters)

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

SHIFT SELECTOR AND RETARDER LINKAGE

ADJUSTMENTS
For manual-hydraulic models, the manual shift linkage must be adjusted so the
operator’s shift selector is positioned to correspond exactly to the detent positions
of the selector valve on the transmission. With the linkage disconnected, place the
selector valve and the operator’s shift selector in third range. Adjust the linkage so
it can be freely connected without moving either the selector valve or the shift
selector. Operate the shift selector in each range. Make minor adjustments, if
necessary, to be sure the selector valve detent seats in every range of the shift
selector.

39
Adjust the retarder valve for 8000 and 9000 Series models (when the retarder is
released) so the valve is held firmly downward into the valve body to its stop.
When the retarder is applied, make sure the retarder valve is all the way up and
out of the valve body.
Adjust the retarder valve for 5000 and 6000 Series models (when the retarder is
released) so the valve is held firmly upward out of the valve body to its stop.
When the retarder is applied, make sure the retarder valve is all the way down
and into the valve body.
Inspect the control linkage for binding, wear, or breaks.

CAUTION: If the linkage allows the retarder to be partially applied,

excessive drag and overheating will result.

SHIFT SELECTOR LUBRICATION

Lubricate shift selectors after the first 500 hours of operation and after each 2500
hours of operation thereafter. The 2500 hour intervals may be shortened if
operating conditions are extremely dusty or dirty.
Using compressed air, thoroughly clean the area to be lubricated. Work the shift
handle from side to side while applying the air blast. Refer to the CUSTOMER
SERVICE section, Service Literature table, for the correct service manual for the
areas to be lubricated.

PARKING BRAKE (Some Models)

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

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

40
Burnishing. Follow the manufacturer’s recommendations for burnishing a new
drum and brake shoes.

CAUTION: Do not overburnish the brake.

DETERMINING PTO BACKLASH LIMITS

CAUTION: Carefully check the backlash in PTO installations.
Excessive or insufficient backlash can result in damage to the
transmission and the PTO assembly.

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

TRANSMISSION
HOUSING Read backlash
on indicator
Hold
indicator
stationary

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

Hold drive gear V02780.01

Figure 14. Determining PTO Drive Gear Backlash

1. Hold gear 1 (transmission drive gear) by holding the input flywheel (refer
to Figure 14).
2. Move gear 2 (transmission driven gear) in both directions. Measure the
backlash with an indicator as shown in Figure 14. This is Quantity A.
3. Hold the output shaft of PTO 4 stationary (Figure 15).
4. Move gear 3 (PTO drive gear) in both directions. Measure the backlash
with an indicator as shown in Figure 15. This is Quantity B.
5. Hold gear 1 (transmission drive gear) by holding the input flywheel (refer
to Figure 16).
6. Attach a steel strap to the PTO output shaft with a C-clamp.

41
 Hold PTO
output shaft Read backlash
PTO OUTPUT on indicator

PTO
HOUSING 4

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

INDICATOR CONTACT
V02781.01

Figure 15. Determining PTO Driven Gear Backlash

7. Mark off radius “R” on the strap. Radius “R” is equivalent to the radius of
the PTO input drive gear 3. Take the backlash measurement at this point
on the strap.
8. Move the output shaft in both directions and measure the backlash using
an indicator as shown in Figure 14 and Figure 15. This is Quantity C.
9. Add Quantity A to Quantity B, then subtract this sum from Quantity C.
The remainder will be the backlash between the transmission gear and the
PTO gear. Call this Quantity D. The formula is stated: D = C – (A + B).
10. For safe PTO operation, the value of Quantity D should be
0.005–0.025 inch (0.12–0.63 mm).

42
 MEASUREMENT POINT STEEL STRAP
R – RADIUS EQUIVALENT
TO RADIUS OF PTO R
INPUT DRIVE GEAR R
PTO OUPUT SHAFT

PTO HOUSING

3 R CLAMP

TRANSMISSION
HOUSING 1

Hold transmission
drive gear
V02782.01

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

43
 TROUBLESHOOTING

INTRODUCTION
Investigate transmission malfunction immediately to protect the life of the
transmission. The following Troubleshooting Chart lists the possible causes of, and
remedies for, transmission troubles. As indicated in the chart, the engine and
transmission must be considered as a single package when searching for trouble.
For additional troubleshooting of the electrical system and for repair instructions
for the transmission, refer to Service Literature in the CUSTOMER SERVICE
section for additional transmission service literature.

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

Single Transmission
Cause Remedy
A. TRANSMISSION OVERHEATS
1. High or low fluid level 1. Restore proper fluid level.
2. Aerated (foaming) fluid 2. Refer to B.
3. Vehicle or equipment overloaded 3. Reduce load.
4. Engine coolant overheated 4. Correct engine overheating.

44
 Single Transmission (cont’d)
Cause Remedy
5. Heat exchanger or lines kinked or 5. Clean or replace heat exchanger or
clogged lines.
6. Low coolant level 6. Add coolant, check for leaks.
7. Transmission fluid leaking 7. Check transmission and all external
lines. Correct leaks.
8. Low main pressure 8. Refer to V.
9. Low converter-out pressure 9. Refer to U.
10. Vehicle or equipment brakes 10. Check parking and service brakes.
dragging
11. Torque converter stator locked 11. Check for low top speed of
vehicle. Check torque converter
components.
12. Clutch slipping 12. Overhaul transmission. Replace
worn piston sealrings and/or clutch
plates.
13. Retarder engaged 13. Disengage the retarder.
14. Transmission lock feature engaged 14. Disengage lock.
(9800 Series only)
B. TRANSMISSION FLUID IS AERATED (FOAMING)
1. Incorrect fluid used 1. Change fluid. Use proper fluid.
2. High or low fluid level 2. Restore proper fluid level.
3. Air entering suction side of pump 3. Check oil pump bolts and gasket.
4. Water in transmission fluid 4. Check for source. Clean system.
C. HEAVY METAL DEBRIS IS FOUND IN TRANSMISSION FLUID
1. Transmission internal failure 1. Completely disassemble, clean, and
repair transmission. Replace filters and
clean external lines and cooler.
D. COOLANT IS FOUND IN TRANSMISSION FLUID
1. Heat exchanger leaking 1. Completely disassemble and
thoroughly clean transmission. Replace
all friction-faced clutch plates. Repair
or replace heat exchanger. Replace
filters and clean external lines.

45
 Single Transmission (cont’d)
Cause Remedy
E. TRANSMISSION WILL NOT OPERATE IN ANY RANGE,
REGARDLESS OF SELECTOR POSITION
1. Loss of electrical power at initial 1. Check the following components
start-up, during reverse operation, or and replace if bad*:
after reset procedure for lock-in-range • Vehicle or equipment power
system is activated* source
• Shift selector fuse
• Wiring harness(es)
• Shift Pattern Generator (SPG)
• 24V overload protector
• Throttle potentiometer
• Shift selector
• Solenoid(s)
2. Loss of electrical power at initial 2. Check the following components
start-up, during reverse operation, or and replace if bad**:
when engine has been started up after • Vehicle or equipment power
lock-in-range system is activated ** source
• Shift selector fuse
• Shift selector
• Wiring harness(es)
• Solenoid(s)
3. Loss of electrical power at initial 3. Refer to E2.
start-up or during operation ***
4. Internal mechanical failure 4. Overhaul transmission.
5. Driveline failure 5. Check input and output of
transmission.
6. Low fluid level 6. Restore proper fluid level.
7. Low main pressure 7. Refer to V.
8. Manual selector valve not positioned 8. Check linkage.
properly (manual-hydraulic models)

46
 Single Transmission (cont’d)
Cause Remedy
F. TRANSMISSION CONTINUES IN THE SAME FORWARD RANGE
REGARDLESS OF SELECTOR POSITION
1. Lock-in-range system activated* 1. Conduct reset procedures. After
reset procedures, be sure transmission
is actually in range selected before
increasing throttle.
• If after reset, transmission
operates only in first, neutral,
and reverse, refer to H.
• If after reset, transmission
operates erratically, refer to G.
• If after reset, transmission
remains in neutral, regardless of
selector position, check the
components listed in E1.
2. Complete loss of electrical power, 2. Shut down engine and check the
lock-in-range system activated** components listed in E2.**
G. SHIFTING IS ERRATIC
1. 24V power source voltage under 1. Restore power source. Check
18V or faulty 24V overload protector voltage at terminals 1, 2, 3, and 4 of
the 24V overload protector. If under
18V and power source voltage is OK,
replace the overload protector.
2. 12V power source voltage under 9V 2. Restore power source. Check
or faulty 12/24V converter voltage at terminals 1, 2, 3, and 4 of
the 12/24V converter. If voltage at
terminals 1 and 2 is under 9V, or if
voltage at terminals 3 and 4 is under
18V, and power source voltage is OK,
replace the 12/24V converter.

47
 Single Transmission (cont’d)
Cause Remedy
3. Wiring harness(es) or mating 3. Check all wiring harness(es) for
connectors faulty breaks, signs of chafing, fraying, or
deterioration.
• Check all connections for
tightness and freedom from
corrosion.
• Disconnect, clean, and reconnect
any connections that may be
defective. Firm, complete
connection of each connector is
important. The pins must not be
bent or otherwise damaged.
• Align the index key and slot,
and push the cable end of the
connector firmly into its socket.
Tighten the retaining nut as
tightly as possible by hand (do
not use any tool to retain the
connectors).
• Then push again on the cable
end while working it slightly
from side to side and retighten
the nut.
• Continue pushing the cable end
and tightening the nut until the
connection is firm, and the nut
will not tighten further.
• Refer to service manual to test
wiring harness—replace if bad.
4. Interruption of electrical power to 4. Check circuit(s) and solenoid(s) and
controlling solenoids replace if bad.
5. Faulty shift selector 5. Check shift selector—repair if bad.
6. Faulty throttle potentiometer* 6. Check throttle potentiometer—repair
or replace if bad.*
7. Faulty magnetic pickup* 7. Check magnetic pickup*—replace if
bad.
8. Faulty shift pattern generator 8. Check SPG—repair or replace if
(SPG)* bad.*

48
 Single Transmission (cont’d)
Cause Remedy
9. Faulty hydraulic circuits 9. Check hydraulic circuits—correct
faults.
H. TRANSMISSION OPERATES ONLY IN FIRST, NEUTRAL, AND
REVERSE
1. Faulty magnetic pickup or circuit 1. Replace magnetic pickup or repair
circuit.
2. Faulty Shift Pattern Generator 2. Check SPG—repair or replace if
(SPG) bad.
I. TRANSMISSION SHIFTS TO NEUTRAL DURING REVERSE
OPERATION, BUT WILL OPERATE NORMALLY IN ALL FORWARD
RANGES
1. Interruption of electrical power to 1. Refer to Electronic Troubleshooting
solenoid B Manual TS2712EN.
J. VEHICLE OPERATES IN REVERSE AND MOVES BACKWARDS IN
NEUTRAL WHEN ENGINE IS ACCELERATED, BUT STALLS IN ALL
OTHER RANGES WHEN ENGINE ACCELERATED—SOLENOIDS OK
1. Reverse clutch failed (won’t release) 1. Overhaul transmission.
K. VEHICLE OPERATES IN FIRST AND SECOND RANGES AND
MOVES FORWARD IN NEUTRAL WHEN ENGINE IS ACCELERATED,
BUT STALLS IN ALL OTHER RANGES WHEN ENGINE IS
ACCELERATED—SOLENOIDS OK
1. Low-range clutch failed (won’t 1. Overhaul transmission.
release)
L. VEHICLE OPERATES IN THIRD AND FOURTH RANGES AND
MOVES FORWARD IN NEUTRAL WHEN ENGINE IS ACCELERATED,
BUT STALLS IN ALL OTHER RANGES WHEN ENGINE IS
ACCELERATED—SOLENOIDS OK
1. Intermediate-range clutch failed 1. Overhaul transmission.
(won’t release)
M. VEHICLE OPERATES IN FIFTH AND SIXTH RANGES AND
MOVES FORWARD IN NEUTRAL WHEN ENGINE IS ACCELERATED,
BUT STALLS IN ALL OTHER RANGES WHEN ENGINE IS
ACCELERATED—SOLENOIDS OK
1. High-range clutch failed (won’t 1. Overhaul transmission.
release)

49
 Single Transmission (cont’d)
Cause Remedy
N. NO POWER TRANSMITTED IN ONE RANGE (LOW RANGE,
INTERMEDIATE RANGE, HIGH-RANGE, OR
REVERSE)—SOLENOIDS OK
1. Range clutch failed (won’t apply, 1. Overhaul transmission. Check for
slipping) worn piston seals, broken piston
housing, or worn clutch plates in that
range.
2. Manual selector linkage out of 2. Adjust linkage.†
adjustment †
O. VEHICLE WILL OPERATES IN SECOND, FOURTH, SIXTH, AND
REVERSE RANGES, BUT WILL NOT OPERATE IN ALL OTHER
RANGES—SOLENOIDS OK
1. Splitter—high clutch won’t release 1. Overhaul transmission. Check
or splitter-low clutch won’t apply, splitter clutches for worn components.
slipping
P. VEHICLE WILL OPERATE IN FIRST, THIRD, AND FIFTH RANGES
BUT WILL NOT OPERATE IN ALL OTHER RANGES—SOLENOIDS
OK
1. Splitter—low clutch won’t release 1. Overhaul transmission. Check
or splitter-high clutch won’t apply, splitter clutches for worn components.
slipping
Q. SLOW CLUTCH ENGAGEMENT
1. Low transmission fluid level 1. Add fluid to proper level.
2. Foaming transmission fluid 2. Refer to B.
3. Worn piston seals 3. Overhaul transmission.
4. Low main pressure 4. Refer to V.
5. Low transmission fluid temperature 5. Use recommended fluid. Preheat if
required.
R. VEHICLE LACKS POWER AND ACCELERATION
1. Stator freewheel clutch failed 1. Overhaul transmission
2. Engine malfunction 2. Check engine. Refer to engine
service manual.
3. Aerated transmission fluid 3. Refer to B.
4. Low engine speed at converter stall 4. Refer to T.
5. High engine speed at converter stall 5. Refer to S.
6. Hydraulic retarder partially applied 6. Check linkage.
7. Vehicle brakes dragging 7. Check parking and service brakes.
8. Manual selector valve not positioned 8. Check linkage.†
properly†

50
 Single Transmission (cont’d)
Cause Remedy
S. HIGH ENGINE SPEED AT CONVERTER STALL
1. Low transmission fluid level 1. Add fluid to proper level.
2. Low converter-out pressure 2. Refer to U.
3. High fluid temperature above 275°F 3. Refer to A.
(135°C)
4. Clutch slipping—main pressure 4. Overhaul transmission. Replace
normal clutch piston sealrings or clutch plates.
5. Foaming transmission fluid 5. Refer to B.
T. LOW ENGINE SPEED AT CONVERTER STALL
1. Low engine output torque 1. Tune engine and check output.
2. Converter element interference 2. Check for noise at stall. Overhaul
converter if necessary.
3. Transmission fluid below operating 3. Warm up transmission to 180–220°F
temperature (82–103°C).
U. LOW CONVERTER-OUT PRESSURE
1. Low transmission fluid level 1. Add fluid to proper level.
2. Fluid line leakage (remote-mounted 2. Check for fluid leaks—correct leaks.
cooler or filter
3. Plugged strainer 3. Clean strainer.
4. Defective pump 4. Rebuild or replace pump assembly.
5. High fluid temperature 5. Refer to A.
6. Foaming transmission fluid 6. Refer to B.
V. LOW MAIN PRESSURE
1. Low transmission fluid level 1. Add fluid to proper level.
2. Leaks in hydraulic system 2. Check all external points for leaks.
Check each range for localizing
internal leaks.
3. Failure in main-pressure regulator 3. Overhaul valve assembly.
valve
4. Worn input pump assembly 4. Rebuild or replace pump assembly.
5. Clogged oil strainer 5. Clean oil strainer.
6. Air leaks at suction side of input 6. Check input pump and correct leaks.
pump
7. Converter-in check valve stuck open 7. Repair check valve.
or spring failure
8. Lubrication regulator valve stuck 8. Repair valve.
open or spring failure

51
 Single Transmission (cont’d)
Cause Remedy
W. DOWNSHIFT OF TRANSMISSION IS PERMITTED DURING
LOCKUP OPERATION††
1. Disconnected or broken wiring 1. Inspect the wiring harness lead and
harness lead to the inhibitor pressure ground lead (or terminal, if no ground
switch. lead is used) for corrosion, loose
connection, and condition.
2. Failed pressure switch 2. With equipment power on, ground
the inhibitor wiring harness lead to the
body of the pressure switch. If the
inhibitor then engages, the pressure
switch is faulty (will not close) and
should be replaced.
3. Faulty shift selector 3. If grounding the lead does not
actuate the inhibitor, check shift
selector.
4. Faulty wiring harness 4. Check wiring harness; replace if
bad.
X. SHIFT SELECTOR LEVER STAYS LOCKED IN PLACE,
REGARDLESS OF EQUIPMENT SPEED††
1. Improperly grounded wiring harness 1. Check the pressure switch lead for a
lead to the pressure switch ground. Check that the lead is
connected to the pressure switch
terminal insulated with a fiber washer
(not to the terminal having a star
washer).
2. Failed pressure switch 2. Failed pressure switch
3. Faulty shift selector 3. Check shift selector. The inhibitor
should engage when the lead to the
pressure switch is grounded (while
equipment power to shift selector is
on).
4. Faulty wiring harness 4. Check wiring harness—replace if
bad.
Y. SHIFT QUADRANT NOT ILLUMINATED
1. Failed light bulb 1. Replace the light bulb.
2. Failed resistor (24V system) 2. Replace the resistor.
3. Defective equipment wiring or 3. Check the equipment wiring and
connections or defective wiring terminals; refer to the equipment
harness(es) wiring diagram. Check wiring
harness(es)—replace if bad.

52
 Single Transmission (cont’d)
Cause Remedy
4. Faulty shift selector 4. Check shift selector—repair if bad.
Z. REVERSE SIGNAL NOT ENERGIZED
1. Faulty reverse indicator device, 1. Check the reverse indicator device.
faulty connectors Check for power to the indicator.
2. Defective equipment wiring or 2. Check the equipment wiring system
connections for loose or broken wires and
connectors; refer to equipment wiring
diagrams.
3. Faulty shift selector 3. Check shift selector—repair if bad.
4. Faulty wiring harness 4. Check wiring harness—replace if
bad.
* SPG-controlled automatic-electric models only
** Only manual-electric models with Lock-in-Range.
*** Only manual-electric models with Lock-in-Neutral.
† Manual-hydraulic models only
* Available on the Internet at www.allisontransmission.com

The front transmission can have the same troubles and symptoms as any other
5000 or 6000 transmission. The controls for the rear transmission are slightly
different and therefore have some different symptoms when problems occur. The
following symptoms, causes, and remedies in the Dual-Electric—Equipment with
Front and Rear Transmission Units table apply to the rear unit only.
Dual-Electric—Equipment with Front and Rear Transmission Units
Cause Remedy
A. REAR TRANSMISSION SHIFTS TO NEUTRAL AND REMAINS IN
NEUTRAL REGARDLESS OF SELECTOR POSITION
1. Complete interruption of electrical 1. Restore power.
power
B. REAR TRANSMISSION SHIFTS TO NEUTRAL IN ONE RANGE
BUT OPERATES NORMALLY IN ALL OTHER RANGES
1. Interruption of power to a 1. Repair circuit or replace solenoid.
controlling solenoid
C. REAR TRANSMISSION UPSHIFTS DURING OPERATION IN
REVERSE (HIGHER RATIO), FIRST, THIRD, OR FIFTH RANGE
1. Interruption of power to solenoid F 1. Repair circuit or replace solenoid.
D. SPEED OF REAR ENGINE OUT OF SYNCHRONIZATION WITH
FRONT ENGINE
1. Interruption of power to solenoid F 1. Repair circuit or replace solenoid.

53
 CUSTOMER SERVICE

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

54
Step Two—When it appears the problem cannot be readily resolved at the
distributor level without additional assistance, contact the Allison Technical
Assistance Center at 800-252-5283. They will place you in contact with the
Regional Customer Support Manager for your area.
For prompt assistance, please have the following information available:
• Name and location of authorized distributor or dealer.
• Type and make of vehicle/equipment.
• Transmission model number, serial number, and assembly number (if
equipped with electronic controls, also provide the TCM assembly number).
• Transmission delivery date and accumulated miles and/or hours of
operation.
• Nature of problem.
• Chronological summary of your transmission’s history.
Step Three—If you are still not satisfied after contacting the Regional Customer
Support Manager, present the entire matter to the Home Office by writing to
the following address:
Allison Transmission
Manager, Warranty Administration
PO Box 894, Mail Code 462-470-PF9
Indianapolis, IN 46206-0894
The inclusion of all pertinent information will assist the Home Office in
expediting the matter.
When contacting the Home Office, please keep in mind that ultimately the
problem will likely be resolved at the distributorship or dealership using their
facilities, equipment, and personnel. Therefore, it is suggested that Step One be
followed when experiencing a problem.
Your purchase of an Allison Transmission product is greatly appreciated, and it is
our sincere desire to assure complete satisfaction.

55
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
www.allisontransmission.com
Service Literature
Transmission Service Parts Trouble- Techician’s
Series Manual Catalog shooting Guide
Procedures
Manual
5640, 5660, 5840, SM1078EN PC1077EN TS2712EN GN2055EN
5860 CD1077EN TS3353EN
5940, 5960, 5965, SM1110EN PC1247EN TS2712EN GN2055EN
6041, 6060 CD1247EN TS3353EN
5600, 5861, 5961, SM1866EN PC1860EN* TS2712EN GN2055EN
5962, 5963, 6062, CD1860EN TS3353EN
6063, 6600
8000 SM1228EN PC1249EN* TS2712EN GN2028EN
CD1249EN TS3353EN GN2055EN
9000 SM1833EN PC1830EN* TS2712EN GN2055EN
CD1830EN TS3353EN
5000, 6000, 8000, SM1502EN — TS1809EN —
9000 Automatic
Electric Shift
Components
(SPG-Controlled)
* Available on the Internet at www.allisontransmission.com

56
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. W.W. Williams S.E., Inc.
2021 Briggs Road 2849 Moreland Avenue, S.E
Mount Laurel, NJ 08054 Atlanta, GA 30315-0037
856-234-6990 404-366-1070
New England Detroit Diesel-Allison, Inc.
90 Bay State Road
Wakefield, MA 01880-1095
781-246-1810

CENTRAL REGION
Central Power Systems & Service Inland Detroit Diesel-Allison, Inc.
9200 Liberty Drive 210 Alexandra Way
Liberty, MO 64068 Carol Stream, IL 60188
816-781-8070 630-871-1111
Clarke Detroit Diesel-Allison, Inc. Inland Diesel, Inc.
3133 East Kemper Road 13015 West Custer Avenue
Cincinnati, OH 45241 Butler, WI 53007-0916
513-771-2200 262-781-7100
Detroit Diesel-Allison Canada East Interstate Detroit Diesel
Div. of Integrated Power Systems Corp. 2501 American Boulevard, East
2997 Rue Watt Minneapolis, MN 55425
Ste. Foy, Quebec G1X 3W1 952-854-5511
418-651-5371
Harper Detroit Diesel Ltd. W.W. Williams M.W., Inc.
10 Diesel Drive 1176 Industrial Parkway
Toronto, Ontario M8W 2T8 North Brunswick, OH 44212-2342
416-259-3281 330-225-7751

57
 SOUTHERN REGION
Caribe Detroit Diesel-Allison Stewart & Stevenson Power, Inc.
Division of GT Corporation 5840 Dahlia Street
Ceramic Ind. Park Commerce City, CO 80022
Campo Rico Ave., Block C 303-287-7441
Carolina, Puerto Rico 00982
787-750-5000
Detroit Diesel-Allison de Mexico S.A. Stewart & Stevenson Services, Inc.
de C.V. 2707 North Loop West
Av. Santa Rosa No. 58 Houston, TX 77008
Col. Ampliacion Norte 713-868-7700
Tlalnepantla C.P. 54160, Mexico
525-5-5333-1800
Florida Detroit Diesel-Allison, Inc. United Engines, LLC
2277 N.W. 14th Street 5555 West Reno Avenue
Miami, FL 33125-0068 Oklahoma City, OK 73127
904-737-7330 405-947-3321

WESTERN REGION
Detroit Diesel-Allison British Stewart & Stevenson
Columbia Ltd. 1755 Adams Avenue
9300 - 192nd Street San Leandro, CA 94577-1001
Surrey, British Columbia V4N 3R8 510-635-8991
604-888-1211
Midwest Detroit Diesel-Allison Ltd. Valley Power Systems, Inc.
1460 Waverly Street 425 South Hacienda Boulevard
Winnipeg, Manitoba R3T OP6 City of Industry, CA 91745-1123
204-452-8244 626-333-1243
Pacific Power Products Co. Waterous Detroit Diesel-Allison, Inc.
7215 South 228th Street 10025 - 51st Avenue
Kent, WA 98032 Edmonton, Alberta T6E OA8
253-854-0505 780-437-3550
Smith Detroit Diesel-Allison, Inc. W.W. Williams S.W., Inc.
3065 West California Avenue 2602 S. 19th Avenue
Salt Lake City, UT 84104 Phoenix, AZ 85009
801-415-5000 602-257-0561

58
ALLISON TRANSMISSION REGIONAL OFFICES
EASTERN REGION SOUTHERN REGION
19 Oaklynn Drive Av. Ejercito Nacional No. 843
PO Box 400 Colonia Granada
Columbus, NJ 08022-0400 Mexico, D.F. C.P. 11520
609-298-2541 936-321-4248
CENTRAL REGION WESTERN REGION
PO Box 894, Mail Code 462-470-PF06 Suite 3510
Indianapolis, IN 46206-0894 39465 Paseo Padre Parkway
317-242-2327 Fremont, CA 94538
510-226-8037

59
OM1318EN 200509 www.allisontransmission.com Printed in USA 200509