Operator’s Manual

MD/HD/B Series
Allison On-Highway
Transmissions
WTEC II Electronic Controls

OM2157EN

MT4108EN
 OM2157EN

Operator’s
Manual

Allison On-Highway
MD/HD/B Transmission Series
WTEC II Electronic Controls
MD 3060/3066/3560 (P)(R)
HD 4060/4560 (P)(R)
B 300/400/500 (P)(R)

August 1997
Revision 1, 199910
Revision 2, 200209
Allison Transmission, Inc.
P.O. Box 894 Indianapolis, Indiana 46206-0894
www.allisontransmission.com

Printed in U.S.A. i Copyright © 2007 Allison Transmission, Inc.

 WARNINGS, CAUTIONS, AND 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.

TRADEMARK INFORMATION
DEXRON® is a registered trademark of General Motors Corporation.
Pro-Link® is a registered trademark of Micro Processor Systems, Inc.
Allison DOC™ is a trademark of General Motors Corporation.

ii
 TABLE OF CONTENTS
Page

Warnings, Cautions, and Notes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ii

INTRODUCTION
Keeping That Allison Advantage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
A Brief Description Of The Allison World Transmissions . . . . . . . . . . . . . . . 3
WT Electronic Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Torque Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Planetary Gears And Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Cooler Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Retarder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

SHIFT SELECTORS
Range Selection — Pushbutton And Lever Shift
Selectors With Digital Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Range Selection — Strip Pushbutton Shift Selectors . . . . . . . . . . . . . . . . . . . . 15

DRIVING TIPS
SERVICE Indicator Light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
DO NOT SHIFT Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Diagnostic Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Diagnostic Code Display Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Accelerator Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Downshift Or Reverse Inhibitor Feature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Using The Engine To Slow The Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Using The Hydraulic Retarder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Range Preselection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Two-Speed Axle (Some WT Applications) . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Cold Weather Starts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Driving On Snow Or Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Rocking Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
High Fluid Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Towing Or Pushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Turning Off The Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

iii
 Page

POWER TAKEOFF OPERATION

Engine-Driven Power Takeoff (PTO). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

CARE AND MAINTENANCE

Periodic Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Prevent Major Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Importance Of Proper Fluid Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Oil Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Fluid Level Check Using The Pushbutton Or Lever Shift Selector . . . . . . . . . 30
Fluid Level Check Using The Strip Pushbutton Shift Selector . . . . . . . . . . . . 32
Possible Conditions That Will Cause Invalid For Display . . . . . . . . . . . . . . . . 33
Manual Fluid Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Cold Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Hot Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Recommended Automatic Transmission Fluid And Viscosity Grade . . . . . . . 35
Keeping Fluid Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Fluid And Internal Filter Change Interval Recommendations . . . . . . . . . . . . . 36

DIAGNOSIS
Diagnostic Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

CUSTOMER SERVICE
Owner Assistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Service Literature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Allison Transmission Distributors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

iv
 EADING ED
E L GE
TH

INTRODUCTION
OF
TEC H N OLOGY
V01963

KEEPING THAT ALLISON ADVANTAGE

STOP

R R
YIELD SPEED
ZONE

HILL
V01724

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

The WT 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.

1
MD 3060P HD 4060P
MD 3066P HD 4560P
MD 3560P

B 300R B 500R
B 400R V03495

Typical WT Series Transmissions

2
A BRIEF DESCRIPTION OF THE ALLISON
WORLD TRANSMISSIONS
Included in the Allison World Transmission family are the MD, HD, and B Series
transmissions. The transmissions described in this handbook include the World
Transmission Electronic Control system, a torque converter with lockup and torsion
damper, and three planetary gear sets. These transmissions may also contain an integral
retarder (the R in the model name) or power takeoff provision (the P in the model
name).

WT ELECTRONIC CONTROL SYSTEM

WTEC II controls will be available until January, 1998. WTEC III controls, which are
optional for calendar year 1997, will be standard starting in January, 1998. Refer
to OM2995EN Operator’s Manual for WTEC III information. The WT Electronic
Control System consists of five major components connected by wiring harnesses —
Electronic Control Unit (ECU), engine throttle position sensor (or by serial
communication link with engine electronics), three speed sensors, shift selector (may
be integral with ECU), and control module (which contains solenoid valves and a
pressure switch). The throttle position sensor, 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.

Another feature of the World 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 clutch apply and release.

NOTE: If the shift quality of low mileage vehicles, or vehicles with new
or recalibrated ECUs is unacceptable, simply drive the vehicle through its
shift ranges for awhile. After this “learning” period, any rough shifting
will automatically be corrected and shift quality will be restored.

3
 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
;; ;;
;; ;; ;;
;;
;;;;;;;; ; ;; ;
;;; ;
;;

4
; ; ;; ;;;
;;;;
; ;
;; ;;
;;; ;;;
;;;;;;;;;;;; ;;;;;;;;
;;; ;;; ;; ; ;; ;; ;;;;;;
;;;;;;
;;;; ;;
;; ;;;
;;;; ;;; ;;
;;;
;;;;;;
;
;;; ; ;;
;;;;
;
;;;
;; ;; ;;
;;; ; ;; ;;
;;
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
V03348.02

Typical MD 3060, B 300, B 400 Transmission Cross Section

 FRONT SUPPORT/OIL PUMP MODULE MAIN HOUSING MODULE
• FRONT SUPPORT • MAIN HOUSING
• OIL PUMP • C3 CLUTCH
CONVERTER MODULE • C4 CLUTCH
• TURBINE • C5 CLUTCH
• PUMP
• LOCKUP

; ;
;
;;;
CLUTCH/DAMPER MAIN SHAFT MODULE
• STATOR • MAIN SHAFT

;
;;
;
• P2 SUN

;
;; ;
;
;;;;;
;;;
• P3 SUN

;
;
;;;; ;;;
;
;

;; ;;
;;;;;;;; ;
;
;
;;

;
;;;;;;;;
;;
;
;
;;
; ;;

;;;
;;;
;
;
;

;
;

;
;
;;
;;;
;

;;

;; ;;
REAR COVER MODULE

;
;
;
;
• OUTPUT SHAFT

;;
;;
;;
;;
;;;;

;
;
;
• P3

;;;;;;;;;;;;;;;;;;;
; ; ;;

5
• C5 PISTON

;
;
;
;;;;;;;;;;; ;;
;;;
;; ;;;;

;
;
;
;;;;;;
;
;
;;

;;;;
;;;;;;;; ; ;;;;
;;;
;;;;;

;
;;
;;;;;; ;;;;
;; ;;
P2 MODULE

;
;;;;
;;
P1 MODULE

;;
;
; ; ;

;;;;;;;;;;;
;;;;;;;
;; ;;;;;;;
;;;;;;;
; ;;; ;; ;
;;
;;; ;;
;;
;
;
;;
OIL LEVEL SENSOR
;;;;;;;;;; ;;; ;;
;;; ;; ;;;

;; ;; ;
;;;;;;

CONVERTER HOUSING MODULE CONTROL MODULE

;;;;
;; ;;
;;;
;
• CONVERTER HOUSING

;
; ;;
;
;;;
;;;;;
;
;
;
; • ELECTRO-HYDRAULIC CONTROLS
;
;;
; ;;; ;;;
;;
;;
;;;
;;;
;;;
;;;

• PTO DRIVE GEAR

;
;;
ROTATING CLUTCH MODULE
;;

• C2 CLUTCH
• C1 CLUTCH
• TURBINE SHAFT V00550.01

Typical HD 4560P Transmission Cross Section

 V00243.04
• HOUSING ASSEMBLY

• ELECTRO-HYDRAULIC CONTROLS
OIL LEVEL SENSOR
MAIN SHAFT MODULE
MAIN HOUSING MODULE

• STATOR ASSEMBLY
RETARDER MODULE

P3 MODULE
P2 MODULE
P1 MODULE
;;;; • MAIN SHAFT
• MAIN HOUSING
• C3 CLUTCH
• C4 CLUTCH
• C5 CLUTCH

• ROTOR

• P2 SUN
• P3 SUN

CONTROL MODULE
;;;
;;;;
;
;
;;;;
;;;;
;;;;
; ;
; ;; ;;
;;
;;;;; ;;
; ; ;; ;; ;;
;;
;;;
;; ;;;
; ;
;;
;;
;;; ;;
;;
;;
;;
;;;;;;
;;
;; ;
;;;
;;
;;;
;;
; ;
;;;; ;;;
;;
;; ; ;;;; ;;;
;; ;;;;;
;;
;; ;;; ;; ;;;; ;; ;;;;
;; ;;;

;;;
;; ;;; ;;;;; ;;;; ;;
;;; ;;
;;;;
;;;
;;;;;; ;;;;; ;;;;;;; ;;;; ;
;; ;;
;;;; ;

Typical B 500R Transmission Cross Section

;;; ;; ;;;; ; ; ;

;;; ;
;;;
;;; ; ;
FRONT SUPPORT/OIL PUMP MODULE

;;;
;;; ;;;;;;
;;;;; ;
;; ;; ;; ;; ;;
;; ;;; ;;;;; ;; ;; ;; ;; ; ;; ;;

;;
; ;
;;
;; ;
;;
;;
;; ;;;; ;;; ;; ;; ; ;
;;
;;

ROTATING CLUTCH MODULE

; ; ;;

;; ;;
; ;;; ;; ;;
;
;;;;; ;; ;;;; ; ; ;;
; ;; ;;
• FRONT SUPPORT

;;;;; ;;;; ;; ;
;;;;
;;;;;
; ;;;;;
;; ;;;;
;;;;; ; ;; ;;; ;
;;;;; ;;; ;
;;;;;
;; ;; ;;;; ; ;;
;; ;;;;

;; ;;
; ;;; ;;; ;; ;; ;
;;
;; ;; ;; ;;;;;;
;; ;; ;;;
;;;;

;;
• TURBINE SHAFT
• OIL PUMP

;; ;;;;
;;
;;; ; ;;;
;;
;;;;

;; ;;
;; ;;;; ; ;; ; ; ; ;;

;; ; ;; ; ;; ; ; ;;

• C2 CLUTCH
• C1 CLUTCH
; ;;;; ;;;
; ;; ;;
; ;; ; ; ;;

;; ;;;;;
;;
;;; ;; ;; ;;
;; ;; ;;; ;
;;; ;
;;;;;;;;;;;;;;;
;; ;; ; ; ;;
;;;;; ; ; ;; ; ;
;;;;;;;;;;;;;;; ;;

;; ;;
;; ;; ;;; ; ; ;; ;; ;;
; ; ;
;;;;;;;;;;;;;;; ; ;;;

;; ;;;;;;
;;;; ; ;; ;; ;
;;;;;;;;;;;;;;; ;;;;; ;;;
;;;
; ;; ;;;; ;; ;; ;;; ;; ;; ;
;;;;;;;;;;;;;;; ;;
;;
;;
;;; ; ;;;
;; ;; ; ;;;

;;
;;;
;; ;;;
;;;; ;;;;;;;;;;;;;;;
; ;;; ;;; ;;
; ;;; ; ;;; ;; ;;;;;;;;;;;;;;;
;; ;
;;; ;;;;;;;;;;;;;;; ;
;; ;;; ;;;;;;; ;
;;; ;;;;;;;;;;;;;;; ;

;;
;;

;; ;;;; ; ;;;;;
;;;;;
;; ;; ;;;;;
;;;;;;;;

;;;;;
;;;;;;;;;;;;;;;;;;
;
;;;;; ;;; ;;;;;
;; ;;;;; ;;; ;;;;;;;;;;

;;;;;;;;
;;;;;;;;;
;;;;; ;; ;; ;
; ;;;;; ;; ;;
;;
;;;
;;;;;;;
; ;
;;

;;;;;; ;;;
;;;;
;;;;
CONVERTER HOUSING MODULE

;;
;;
; ;;
;;;
; ;;
;;
;; ;; ;;
;;;;;;
CONVERTER MODULE

• CONVERTER HOUSING
CLUTCH/DAMPER
• TURBINE

• LOCKUP

• STATOR
• PUMP

6
WT ELECTRONIC CONTROL SYSTEM (cont’d)
NOTE: If the shift quality of low mileage vehicles, or vehicles with
new or recalibrated ECUs is unacceptable, contact your nearest Allison
service outlet for help in restoring good shift quality.

NOTE: Allison World Transmission 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 World 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. The torsional damper
absorbs engine torsional vibration.

The lockup clutch releases at lower speeds or when the ECU detects conditions
requiring it to be released.

7
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. 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
Use the retarder to lessen the demands on the vehicle service brakes.

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 and directed
into the retarder cavity. The interaction of the fluid with the rotating and stationary
vanes causes the retarder rotor speed, and hence the output shaft, to decrease and slow
the vehicle. See Page 22 for additional retarder information.

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

8
 EADING ED
E L GE
TH

SHIFT SELECTORS
OF
TEC H N OLOGY
V01963

HOLD OVERRIDE BUTTON

SELECT MONITOR
SELECT

MODE ON
SERVICE MONITOR R
MODE
N
PUSHBUTTON BUTTON MODE ON
SERVICE TYPICAL
SHIFT LABEL D LEVER SHIFT
SELECTOR R MODE
5 SELECTOR
MODE 4
N BUTTON MODE
3
2
D DISPLAY 1
MODE
BUTTON

1 2 D N R

1 2 3 D N R

STRIP PUSHBUTTON
SHIFT SELECTORS
V01525.03

Typical WT Series Shift Selectors

9
Vehicle manufacturers may choose different types of shift selectors for their vehicles.
The shift selector in your Allison-equipped vehicle will be similar to one of those
shown above.

The pushbutton shift selector has R, N, D, ↓, ↑, a MODE button, and a digital display.
When a range select button is pressed, a tone will sound, the SELECT indicator
displays the chosen operation (if the ECU determines the shift is acceptable), and the
transmission will shift to the initial range as indicated on the MONITOR display. In
D (Drive), selection of a specific range can be accomplished by pressing the
↑ (Up) or ↓ (Down) arrow buttons. Conditions resulting in the DO NOT SHIFT light
coming on will disable the pad and no tone will sound. (See Page 17 for detailed
explanation of the DO NOT SHIFT light.)

The lever shift selector is an electro-mechanical control. The shift positions can vary
according to the shift selector installed. Positions (R, N, and D) are selected by
pressing the HOLD OVERRIDE button and moving the lever to the desired range
position. It is possible to move between forward range positions without pressing the
HOLD OVERRIDE button.

Strip pushbutton shift selectors are available with various range selections. When a
range button is pressed, the button window is backlit and a tone sounds; the
transmission then applies an initial range. Conditions resulting in the DO NOT
SHIFT light located on the instrument panel will disable the pad and no tones will
sound. (See Page 17 for detailed explanation of the DO NOT SHIFT light.)

The pushbutton and lever shift selectors incorporate a MODE button.

A variety of programming options are available for the shift selector MODE button.
When the MODE button is pushed, “Mode On” appears in the shift selector digital
display and the programmed option is attained. Pressing the MODE button again
returns the system to normal operation.

Consult your vehicle supplier to determine exact MODE button programming and
resulting vehicle operation. Programming can also be determined by providing the
Electronic Control Unit CIN number (located on a label on the ECU) to your nearest
Allison Distributor.

10
The following table lists possible MODE button programming available, potential
MODE button labels, and operational restrictions related to that MODE button
programming.

MODE Button
Programming Potential MODE Operational
Available Button Labels Restrictions

Secondary Shift Schedule

Changes transmission shift points Alternate, Haul, On None; secondary schedule
to accommodate varying Road, City, Highway, may include a different
operational situations Road, Perf, Plow, number of ranges; primary
Economy, Power, schedule is attained
Empty, Norm, Off Road whenever the ECU is
initialized

D1 Selection
Provides for quick selection of a Creep, Hold, Plow, ECU will not allow the shift
specific, programmed range Special, Low, First, Off to occur if engine or
(usually the transmission’s lowest Road, Lo Axle transmission overspeed will
range) result

PTO Enable
Enables the PTO when other Pack, Hoist, Special, Throttle, engine speed and
operational conditions are met Dump, Load, Pour, output speed must be below
Spray, Spread, PTO, programmed limits to
Pump engage; throttle, engine
speed and output speed must
be below programmed limits
during operation

A DISPLAY MODE button on the lever selector allows access to fluid level
information (when equipped with oil level sensor) and diagnostic code information.
Access diagnostic codes with the pushbutton selector by pressing the ↑ (Up) and
↓ (Down) arrow buttons at the same time.* Refer to Page 37, Diagnosis.

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 WT
Series does it for you. However, knowledge of the ranges and when to select them will
make vehicle control and your job even easier.

* The ↑ (Up) and ↓ (Down) arrows must be pushed in unison twice to access diagnostic codes on
transmissions equipped with an electronic oil level sensor.

11
RANGE SELECTION — PUSHBUTTON AND LEVER SHIFT
SELECTORS WITH DIGITAL DISPLAY

RANGE PUSHBUTTON
SHIFT
SELECT MONITOR

MODE ON
SERVICE
SELECT

MONITOR R TYPICAL
LEVER SHIFT
SELECTION
MODE ON
N
SERVICE

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

V01291.03

• WARNING: If you leave the vehicle and the engine is running, the
• vehicle can move suddenly and you or others could be injured. If you
• must leave the engine running, do not leave the vehicle until you:
• Put the transmission in N (Neutral)…and
• Apply the parking brake and emergency brakes and make sure they
are properly engaged…and
• Chock the wheels and take any other steps necessary to keep the
vehicle from moving.

R Completely stop the vehicle before shifting from a forward range to

Reverse or from Reverse to a forward range. The SELECT indicator will
display R and the MONITOR will display R when Reverse is attained.

•
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 Neutral when you start the engine, to check vehicle accessories, and
for extended periods of engine idle operation. For vehicles equipped with
the pushbutton selector, Neutral is selected by the ECU at startup. For
vehicles equipped with the lever selector, the vehicle will not start unless
Neutral has been selected. If the vehicle starts in any range other than
Neutral, seek service immediately. Neutral is also used during stationary
operation of the power takeoff (if your vehicle is equipped with a PTO).
The SELECT indicator will display N and the MONITOR will display N
when Neutral is attained.

12
RANGE SELECTION — PUSHBUTTON AND LEVER SHIFT
SELECTORS WITH DIGITAL DISPLAY (cont’d)

RANGE PUSHBUTTON
SHIFT
SELECT MONITOR

MODE ON
SERVICE
SELECT

MONITOR R TYPICAL
LEVER SHIFT
SELECTION
MODE ON
N
SERVICE

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

V01291.03

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.
N (Neutral) must be reselected and the idle speed reduced before the shift
will occur. When shifts to D (Drive) or R (Reverse) are inhibited, the
SELECT digit on the shift selector will flash.

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

NOTE: Even though D (Drive) is selected, it may not be attained due to

active inhibit functions such as high throttle, high engine idle speed or other
vehicle system inhibits. Some vehicles require a full apply of the service
brakes before a shift out of N (Neutral) is allowed. Check for active
diagnostic codes if D (Drive) is not attained.

WARNING: If you just downshift or just use service brakes when

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

13
RANGE SELECTION — PUSHBUTTON AND LEVER SHIFT
SELECTORS WITH DIGITAL DISPLAY (cont’d)

RANGE PUSHBUTTON
SHIFT
SELECT MONITOR

MODE ON
SERVICE
SELECT

MONITOR R TYPICAL
LEVER SHIFT
SELECTION
MODE ON
N
SERVICE

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

V01291.03

5 Occasionally, road conditions, load, or traffic conditions will make it

desirable to restrict automatic shifting to a lower range. Lower ranges
4 provide greater engine braking for going down grades (the lower the range,
the greater the braking effect). Always select lower ranges when using the
3 retarder or engine brake to descend grades.
The pushbutton selector utilizes arrow buttons to select individual forward
2 ranges. Push the ↑ (Up) or ↓ (Down) arrow to the desired range. The
SELECT indicator will display your choice and the MONITOR will
display the current operating range. Even though a lower range was selected,
the transmission may not downshift until vehicle speed is reduced.

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 power and maximum engine
braking power. For vehicles equipped with the pushbutton selector, push the
↓ (Down) arrow until first range appears in the select window.

14
RANGE SELECTION — STRIP PUSHBUTTON SHIFT
SELECTORS

1 1 1 2 D N R
RANGE 1 2 D D

SELECTION 2
D
3
D
N
R
N
R 1 2 3 D N R
N N
R R STRIP PUSHBUTTON
SHIFT SELECTORS V01293.01

WARNING: If you leave the vehicle and the engine is running, the
vehicle can move suddenly and you or others could be injured. If you
must leave the engine running, do not leave the vehicle until you:
• Put the transmission in N (Neutral)…and
• Apply the parking brake and emergency brakes and make sure they
are properly engaged…and
• Chock the wheels and take any other steps necessary to keep the
vehicle from moving.

R Completely stop the vehicle 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: 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 Neutral when you start the engine, to check vehicle accessories, and for
extended periods of engine idle operation. 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 SELECT indicator will display N and the MONITOR will
display N when Neutral is attained.

15
RANGE SELECTION — STRIP PUSHBUTTON SHIFT
SELECTORS (cont’d)

1 1 1 2 D N R
RANGE 1 2 D D

SELECTION 2
D
3
D
N
R
N
R 1 2 3 D N R
N N
R R STRIP PUSHBUTTON
SHIFT SELECTORS V01293.01

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 LED
on the Drive pushbutton will illuminate and the appropriate range of Drive
will be attained.

• NOTE: Even though D (Drive) is selected, it may not be attained due to

• active inhibit functions such as high throttle, high engine idle speed or other
vehicle system inhibits. Some vehicles require a full apply of the service
• brakes before a shift out of N (Neutral) is allowed.

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

3 The 3rd range (your strip pushbutton selector may not have this capability)
will provide progressively greater engine braking for going down grades.
Push the 3rd range pushbutton. The LED on the 3rd range pushbutton
illuminates, and providing conditions are satisfactory, 3rd is attained.

2 Adverse Conditions. Use 2nd or 1st range (your strip pushbutton selector
may not have this capability) when pulling through mud and deep snow,
maneuvering in tight spaces, or while driving up or down steep grades when
1 maximum output power is required. These ranges provide the vehicle with
its maximum driving power and maximum engine braking power.

16
 EADING ED
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DRIVING TIPS
OF
TEC H N OLOGY
V01963

SERVICE INDICATOR LIGHT

NOTE: Some older systems do not use this light.

The illumination of this light notifies the operator that the transmission ECU is not
receiving required input signals. Although the transmission can continue to operate,
seek service advice promptly.

The SERVICE indicator light is located in the digital display window of the
pushbutton and lever shift selectors. The SERVICE indicator light will illuminate and
then turn off after a few seconds each time the engine is started. This momentary
lighting shows that the status light is operational. Whenever the SERVICE indicator
light does not illuminate during start-up or if the light remains illuminated, have the
system checked immediately.

DO NOT SHIFT LIGHT

The electronic control system is programmed to inform the operator of a problem with
the transmission system and automatically take action to protect the operator, vehicle,
and transmission. To do this, the Electronic Control Unit (ECU) restricts shifting,
turns on the DO NOT SHIFT (DNS) light on the instrument panel, and registers a
diagnostic code.
NOTE: For some problems, diagnostic codes may be registered without
the ECU activating the DO NOT SHIFT light. Your Allison Transmission
authorized service outlet should be consulted whenever there is a
transmission-related concern. They have the equipment to check for
diagnostic codes and to correct problems which arise.

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

17
Continued illumination of the DNS light during vehicle operation (other than start-up)
indicates that the ECU has signaled a diagnostic code. Illumination of the DNS light is
accompanied by eight seconds of short beeps from the shift selector. The beeps are
audible indications that shifts are being restricted. The SELECT digit on the shift
selector display will be blank and the ECU may not respond to shift selector requests.

The indications from the shift selector are provided to inform the operator that the
transmission is not performing as designed and is operating with reduced capabilities.
Before turning 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.

If the ignition switch is turned off when a DO NOT SHIFT condition exists, the
transmission controls will reset to a Neutral condition. If the cause for the DO NOT
SHIFT condition still exists when the engine is restarted, the transmission may remain
in Neutral.

Generally, while the DNS light is on, upshifts and downshifts will be restricted and
direction changes will not occur. If the shift lever (lever shift selector only) is moved
while the DNS light is on, a continuous beep alarm sounds. The alarm stops when the
lever is moved back to the position it was in when the DNS light was illuminated.
Pushbutton shift selectors do not respond to any operator shift requests while the DNS
light is illuminated. The lockup clutch is disengaged when transmission shifting is
restricted or during any critical transmission malfunction.

DIAGNOSTIC CODES
Diagnostic codes are numerical indications relating to a detected malfunction in
transmission operation. Each code consists of a two-digit main code and a two-digit
subcode. These codes are logged in a list in the ECU memory with the most severe or
otherwise most recent code listed first. A maximum of five codes (numbered d1–d5)
may be listed in memory at one time. As codes are added, the oldest nonactive code is
dropped from the list. If all five codes are active and a sixth code occurs, 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 both 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 ECUs memory and will not affect the ECU decision-
making process unless they recur. Historical codes are useful in determining if a
problem is isolated, is intermittent, or results from a previous malfunction.

18
When the diagnostic mode is entered, the first code (position d1) is displayed as
follows (each display item lasts for two seconds): d1, main code (two digits), sub-code
(two digits), sequence repeats. Press the MODE button momentarily to display codes
for position d2 and press again for positions d3, d4, and d5 in the same manner. After
a programmed number of ignition cycles, a code may be deleted from memory if it has
not recurred.

The shift selector diagnostic mode will end automatically after two minutes without
operator input.

DIAGNOSTIC CODE DISPLAY PROCEDURE

Diagnostic codes can be read and cleared by two methods:

• With the Allison DOC™ or Pro-Link® 9000 Diagnostic Data Reader. The use
of the Allison DOC™ or Pro-Link® 9000 diagnostic tool is described in the
instruction manual furnished with each tool.
• With the pushbutton or lever shift selector.

Pushbutton Shift Selector

• Bring the vehicle to a stop at a safe location.
• Apply the parking brake.

To Display Stored Codes:

• Simultaneously press the ↑ (Up) and ↓ (Down) arrow buttons once to access
the diagnostic display mode — press the buttons twice if a transmission oil
level sensor is installed.
• Observe the digital display for codes.
• Press the MODE button to see the next code — repeat for subsequent codes.

To Clear Active Indicators and Resume Vehicle Operation:

• Press and hold the MODE button for approximately three seconds until a new
tone is heard. Release the MODE button and if the conditions which caused
the active indicators are not present, the active indicators are cleared and
normal operation is resumed. The DNS light and SERVICE icon are examples
of active indicators. Some codes are self-clearing and others require ignition
cycles to clear.

19
Lever Shift Selector
• Bring the vehicle to a stop at a safe location.
• Apply the parking brake.

To Display Stored Codes:

• Press the DISPLAY MODE button once to access the diagnostic display mode
— press the button twice if a transmission oil level sensor is installed.
• Observe the digital display for codes.
• Press the MODE button to see the next code — repeat for subsequent codes.

To Clear Active Indicators and Resume Vehicle Operation:

• Press and hold the MODE button for approximately three seconds.
• 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.

ACCELERATOR CONTROL

• WARNING: To help avoid injury or property damage caused by

• sudden movement of the vehicle, do not make shifts from N (Neutral)
• to D (Drive) or R (Reverse) when the throttle is open. These shifts are
possible at 30–40 percent throttle. The transmission will remain in
N (Neutral) if these kind of shifts are made at throttle openings above
30–40 percent. If this happens, close the throttle and reselect
N (Neutral) and then D (Drive) or R (Reverse). Avoid this condition by
always making shifts from N (Neutral) to D (Drive) or R (Reverse) at
closed throttle.

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)).

20
DOWNSHIFT OR REVERSE 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. N (Neutral) must be reselected and the idle speed reduced
before the shift will occur. When shifts to D (Drive) or R (Reverse) are
inhibited, The SELECT digit on the shift selector will flash.

Although there is no speed limitation on upshifting, there is on downshifting and shifts

from N (Neutral) into D (Drive) or R (Reverse). If a downshift or Neutral-to-range
shift is selected when the engine speed is too high, the ECU will prevent the shift from
occurring until N (Neutral) is reselected and/or the shift is made at a lower speed. A
continuous “beep” tone is emitted if R (Reverse) is selected during forward movement
or a Neutral-to-range shift is selected at too high an engine speed.

USING THE ENGINE TO SLOW THE VEHICLE

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

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

21
USING THE HYDRAULIC RETARDER
• WARNINGS: DO NOT USE THE RETARDER DURING
• INCLEMENT WEATHER OR WHEN ROAD SURFACES ARE
• SLIPPERY. De-energize the retarder at the master control switch.
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 WT 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 will always be on when the retarder is applied
• Anti-lock brake systems must be wired to send a signal to the
transmission ECU when the brake system is activated.

NOTE: The retarder is automatically disabled whenever the vehicle

ABS (antilock brake system) is active. There is no need to take a separate
action to disable the retarder in inclement weather if the vehicle is
ABS-equipped (proper ABS signal must be sent to the ECU).

NOTE: Avoid rapid ON-OFF cycling of the retarder. Allow at least ten
seconds between retarder applies so the retarder accumulator can
recharge and provide rapid retarder response at the next retarder
application.

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 Table 1 on Page 23.

22
 Table 1. Types of Retarder Control

Type Description Amount of Application

Manual Separate apply pedal Zero to Full apply
Hand lever Six levels based on lever position
Automatic Auto “Full On” “Full On” when closed throttle sensed
Brake Pressure Single pressure switch Off or “Full On” (based on brake pressure)
Apply
Three pressure switches 1 ⁄ 3, 2 ⁄ 3, or “Full On” (based on brake pressure)
Pedal Position Special brake pedal 1 ⁄ 3, 2 ⁄ 3, or “Full On” (based on pedal position)
Combinations of Auto “half-on” plus Half capacity at closed throttle or “Full On” with
the above systems pressure switch brake pressure
Auto “1 ⁄ 3 on” plus 1⁄ 3
capacity at closed throttle or 2 ⁄ 3 and
two pressure switches “Full On” with brake pressure
Hand lever plus 6 levels of modulation with lever, or “Full On”
pressure switch with brake pressure
Foot pedal plus Full modulation with separate pedal, or “Full On”
pressure switch with brake pressure
Hand lever plus inter- 6 levels of modulation with lever, or 3 levels of
face for special pedal modulation based on pedal position

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

CAUTION: Observe the following cautions when driving a vehicle

equipped with a retarder.
BE SURE THAT THE RETARDER IS ONLY ACTIVE WHEN THE
THROTTLE IS CLOSED.
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, APPLY THE SERVICE BRAKES
AND DOWNSHIFT TO A LOWER RANGE TO REDUCE VEHICLE
SPEED. CONTINUE TO OPERATE AT LOWER SPEEDS.
OBSERVE THE RETARDER “OVERTEMP” LIGHT to ensure that
the vehicle control system is functioning properly.
An automatic retarder capacity reduction is produced by the ECU when
maximum retarder out fluid temperature is exceeded. The retarder is
automatically returned to full capacity when the retarder out fluid
temperature is reduced.
DO NOT OPERATE THE RETARDER SIMULTANEOUSLY WITH
AN ENGINE BRAKE. Extreme torque loads can be produced which
are potentially damaging to the drive train.

23
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.

TWO-SPEED AXLE (Some WT Applications)

The two-speed axle may be shifted while the vehicle is moving. However, the axle or
vehicle manufacturer’s recommendations should be followed for shifting the axle. It is
recommended that axle shifts be made with the transmission in the highest range, or
vehicle stopped, to prevent a transmission shift from coinciding with an axle shift.

COLD WEATHER STARTS

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

DO NOT
Sump Oil Temperature Operation
SHIFT Light
–32°C (–25°F) and below OFF * Neutral, Reverse, Second*
–32°C (-25°F) to –7°C (20°F) OFF * Neutral, Reverse, Second*
–7°C (20°F) to 121°C (250°F) OFF Full operation in all ranges

* For some early software versions, the DO NOT SHIFT light is illuminated and transmission operation
is restricted to Neutral range only.

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 on Page 35.

24
DRIVING ON SNOW OR ICE
WARNING: Using the retarder on wet or slippery roads can be like
jamming on the brakes — your vehicle may slide out of control. To
help avoid injury or property damage, turn the retarder enable to OFF
when driving on wet or slippery roads.

NOTE: The retarder is automatically disabled whenever the vehicle

ABS (antilock brake system) is active. There is no need to take a separate
action to disable the retarder in inclement weather if the vehicle is
ABS-equipped.

Here is where all of your ability as a professional driver comes into focus regardless of
what transmission you have. If possible, reduce your speed and select a lower 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 help avoid injury or property damage caused by
sudden movement of the vehicle, do not make shifts from N (Neutral)
to D (Drive) or R (Reverse) when the throttle is open. These shifts are
possible at 30–40 percent throttle. The transmission will remain in
N (Neutral) if these kind of shifts are made at throttle openings above
30–40 percent. If this happens, close the throttle and reselect
N (Neutral) and then D (Drive) or R (Reverse). Avoid this condition by
always making shifts from N (Neutral) to D (Drive) or R (Reverse) at
closed throttle.

CAUTION: DO NOT make N (Neutral)-to-D (Drive) or directional

shift changes when the engine rpm is above idle. Also, if the wheels are
stuck and not turning, do not apply full power for more than 30 seconds
in either D (Drive) or R (Reverse). Full power for more than 30 seconds
under these conditions may 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).

25
If the vehicle is stuck in deep sand, snow, or mud, it may be possible to rock it out.
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.
Allow the engine to return to idle; then select R (Reverse). Release the brakes and
apply a steady, light throttle and allow the vehicle to rock in R (Reverse) as far as it
will go. Again, apply and hold the service brakes and allow the engine to return to idle.
This procedure may be repeated in D (Drive) and R (Reverse) if each directional shift
continues to move the vehicle a greater distance. Never make N (Neutral)-to-D (Drive)
or directional shift changes when the engine rpm is above idle.

HIGH FLUID TEMPERATURE

The transmission is considered to be overheated when any of the following
temperatures are exceeded:
Sump fluid 121°C (250°F)
Converter out fluid to cooler 149°C (300°F)
Retarder out fluid to cooler 165°C (330°F)
If the sump fluid temperature reaches 128°C (262°F) the ECU will inhibit operation in
the higher ranges and a code will be logged (“EMERGENCY” applications are not
affected).

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 starting on Page 29 of this handbook.)

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 result in severe
overheat damage to the transmission.

If the engine temperature indicates a high temperature, an engine problem is indicated.

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

26
PARKING BRAKE
Select N (Neutral) and apply the parking brake 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.

WARNING: Take the following precautions so that unexpected,

possible sudden vehicle movement is avoided. Whenever it becomes
necessary to leave the vehicle, even momentarily, while the engine is
running, place the transmission shift selector in N (Neutral), set the
parking brake and/or emergency brakes, and chock the wheels.

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 release the vehicle brake system.

TURNING OFF THE VEHICLE

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

27
 EADING ED
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POWER TAKEOFF
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OPERATION
TEC H N OLOGY
V01963

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.

If a PTO is present, it will be mounted on either the left or right side of MD, B 300,
and B 400 models. On HD and B 500 models, the PTO will be located on the left side
or on the top of the 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
WT-equipped vehicles with PTO have engagement and operational speed limits
programmed into the ECU to help protect PTO equipment. Some speed limit default
values which are programmed in the ECU may be 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 engine or output 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.

28
 EADING ED
E L GE
TH
CARE AND
MAINTENANCE OF
TEC H N OLOGY
V01963

PERIODIC INSPECTIONS
The Allison WT Series require minimum maintenance. Careful attention
to the fluid level and the connections for the electronic and hydraulic
circuits is most important.

For easier inspection, the transmission should be kept clean. Make periodic checks for
loose bolts and leaking fluid lines. Check the condition of the electrical harnesses
regularly. Check the engine cooling system occasionally for evidence of transmission
fluid which would indicate a faulty oil cooler. Report any abnormal condition to your
maintenance personnel.

PREVENT MAJOR PROBLEMS

Help the Electronic 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 (changes in sound caused by normal
engine thermostatic fan cycling, while climbing a long grade with a heavy
load, have been mistaken for transmission-related sounds)
• DO NOT SHIFT light comes on frequently

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.

29
OIL LEVEL SENSOR
The WT Series has an optional oil level sensor that allows the operator to obtain an
indication of fluid level from the shift selector.
NOTE: To correctly check the transmission fluid level using the dipstick,
the transmission fluid must be at operating temperature. The oil level
sensor method of checking the fluid level compensates for transmission
fluid temperature between 60°C–104°C (140°F–220°F). Any temperature
below 60°C (140°F) or above 104°C (220°F) will result in an Invalid for
Display condition.

FLUID LEVEL CHECK USING THE PUSHBUTTON

OR LEVER SHIFT SELECTOR
NOTE: The pushbutton and lever selectors can display two characters at
one time. One character is displayed under the SELECT heading and
one under the MONITOR heading.

• Park the vehicle on a level surface, shift to N (Neutral), and apply the parking
brake.
• 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.
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 flashing display under SELECT and
a digit countdown from 8 to 1 under MONITOR.

1. Correct Fluid Level — “OL” is displayed (“OL” represents “Fluid (Oil)

Level Check Mode”), followed by “OK.” The “OK” display indicates the
fluid is within the “OK” zone. The sensor display and the transmission
dipstick may not agree exactly because the oil level sensor compensates
for fluid temperature.

30
 2. Low Fluid Level — “OL” is displayed (“OL” 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:
“02” indicates 2 additional quarts of fluid will bring the fluid level within
the middle of the “OK” zone.

3. High Fluid Level — “OL” is displayed (“OL” represents “Fluid (Oil)

Level Check Mode”), followed by “HI” (“HI” represents “High Oil
Level”) and the number of quarts the transmission is overfilled. Example:
“01” indicates 1 quart of fluid above the full transmission level.

4. Invalid for Display — “OL” is displayed (“OL” 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 Table 2.
Table 2. Oil Level Fault Codes

DISPLAY CAUSE OF CODE

“OL” “- -” “0 X” Settling time too short
“OL” “- -” “5 0” Engine speed (rpm) too low
“OL” “- -” “5 9” Engine speed (rpm) too high
“OL” “- -” “6 5” Neutral must be selected
“OL” “- -” “7 0” Sump fluid temperature too low
“OL” “- -” “7 9” Sump fluid temperature too high
“OL” “- -” “8 9” Output shaft rotation
“OL” “- -” “9 5” Sensor failure*

CAUTION: Low or high fluid level can cause overheating and

irregular shift patterns. These conditions can damage the transmission
if not corrected.

• To exit the fluid level display mode, press any range button on the pushbutton
shift selector, or press the DISPLAY MODE button once on the lever shift
selector.

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

31
FLUID LEVEL CHECK USING THE STRIP PUSHBUTTON
SHIFT SELECTOR
NOTE: The strip pushbutton selector can display fluid level information
through illuminating the pushbuttons and tone. The listed reactions will
continue until the fluid level mode is deactivated.

• Park the vehicle on a level surface and shift to N (Neutral). Apply the
parking brake and/or emergency brakes.
• Initiate display of information with a separate switch provided by the vehicle
manufacturer.
• The strip pushbutton selector indicates fluid level conditions as follows:
1. Correct Fluid Level — Indicated by a flashing red LED on the
N (Neutral) pushbutton. The Correct Fluid Level display indicates the
fluid is within the “O K” zone.

2. Low Fluid Level — Indicated by a flashing red LED on the R (Reverse)

pushbutton and a tone. The number of times the tone is sounded will
indicate the number of quarts the transmission is low on fluid. The
N (Neutral) pushbutton red LED will remain on during this display.

3. High Fluid Level — Indicated by a flashing red LED on the D (Drive)

pushbutton and a tone. The number of times the tone is sounded will
indicate the number of quarts the transmission is overfilled. The
N (Neutral) pushbutton red LED will remain on during this display.

CAUTION: Low or high fluid level can cause overheating and

irregular shift patterns. These conditions can damage the transmission
if not corrected.

4. Invalid for Display — Indicated by flashing red LED lights in a repeated

sequence from R (Reverse) down through the lowest D (Drive) range
while the N (Neutral) red LED remains constantly illuminated. A constant
tone will sound until the fluid level mode is exited.

NOTE: Invalid for Display — is activated when conditions are present

that do not allow the fluid level to be checked. Review the following
conditions and correct as necessary. If these conditions cannot be
corrected, contact the nearest distributor or dealer in your area (check
the telephone directory for the Allison Transmission distributor or dealer
nearest you).

32
POSSIBLE CONDITIONS THAT WILL CAUSE INVALID
FOR DISPLAY
— Settling time too short
— Engine speed (rpm) too low
— Engine speed (rpm) too high
— N (Neutral) must be selected
— Sump fluid temperature too low (below 60°C or 140°F)
— Sump fluid temperature too high (above 104°C or 220°F)
— Output shaft rotation
• To exit the fluid level display mode you can either press a pushbutton or
deactivate the manufacturer-provided switch used to enter the fluid level
check mode.

MANUAL FLUID CHECK PROCEDURE

WARNING: If you leave the vehicle and the engine is running, the
vehicle can move suddenly and you or others could be injured. If you
must leave the engine running, do not leave the vehicle until you:
• Put the transmission in N (Neutral)…and
• Apply the parking brake and emergency brakes and make sure they
are properly engaged…and
• 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 clog passages. Check the fluid level by the
following procedure and report any abnormal level to your
maintenance personnel.

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

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

33
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°C–49°C;
60°F–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°C–93°C; 160°F–200°F) is reached.

CAUTION: The transmission must not be operated for extended

periods of time until a Hot Check has verified proper fluid level.
Transmission damage can result from extended operation at improper
fluid level conditions.

CAUTION: An accurate fluid level check cannot be made unless the

engine is idling (500–800 rpm) in N (Neutral), the transmission fluid is
at the proper temperature, and the vehicle is on a level surface.

HOT CHECK
Because the fluid level rises as temperature increases, the fluid must be hot to ensure
an accurate check.
• Be sure fluid has reached normal operating temperature (71°C–93°C;
160°F–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.

34
RECOMMENDED AUTOMATIC TRANSMISSION FLUID
AND VISCOSITY GRADE
• Hydraulic fluids (oils) used in the transmission are important influences on
transmission performance, reliability, and durability. DEXRON®-III fluids are
recommended for on-highway applications. Type C-4 fluids are recommended
for severe duty and off-highway applications.
• 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. Fluid types
such as Type F and universal farm fluids may or may not be properly qualified
for use in your Allison transmission.

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.
Table 3 lists the minimum fluid temperatures at which the transmission may
be safely operated without preheating. Preheat with auxiliary heating
equipment or by running the equipment or vehicle with the transmission in
neutral for a minimum of 20 minutes before attempting range operation.

Table 3. Operating Temperature Requirements For Transmission Fluid

Viscosity Ambient Temperature Below

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

35
KEEPING FLUID CLEAN
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.

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. More frequent
changes may be necessary than recommended in the general
guidelines when operating conditions create high levels of
contamination or overheating.

Allison requires all MD, HD and B Series transmissions to have the main filter (not
the lube filter or fluid) changed after the first 5,000 miles (8000 km) or 200 hours of
operation, whichever comes first. Refer to SIL 10-TR-99, latest revision, for
convenient kit and fluid information. Refer to Mechanic’s Tips (MT3004EN), latest
version, for location of the main filter and the filter change procedure.

Table 4 is given only as a general guide for fluid and filter change intervals for
MD 3000/B 300/B 400 Series transmissions.

Table 5 is given only as a general guide for fluid and filter change intervals for
HD 4000/B 500 Series transmissions.

36
 Table 4. Transmission Fluid and Filter Change for MD 3000/B 300/B 400
Schedule 1. Recommended Fluid and Filter Change Intervals (Non-TranSynd™/Non-TES 295 Fluid)
SEVERE VOCATION GENERAL VOCATION
Filters Filters
Fluid Main Internal Lube/Auxiliary Fluid Main Internal Lube/Auxiliary

12,000 Miles 12,000 Miles Overhaul 12,000 Miles 25,000 Miles 25,000 Miles Overhaul 25,000 Miles
(20 000 km) (20 000 km) (20 000 km) (40 000 km) (40 000 km) (40 000 km)
6 Months 6 Months 6 Months 12 Months 12 Months 12 Months
500 Hours 500 Hours 500 Hours 1000 Hours 1000 Hours 1000 Hours

NOTE: The following recommendations in Schedule 2 are based upon the transmission containing 100% of TranSynd™ fluid.
MD/HD Product Line 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% of the used fluid.

37
Schedule 2. Recommended Fluid and Filter Change Intervals (TranSynd™/TES 295 Fluid)

75,000 Miles 75,000 Miles Overhaul 75,000 Miles 150,000 Miles 75,000 Miles Overhaul 75,000 Miles
(120 000 km) (120 000 km) (120 000 km) (240 000 km) (120 000 km) (120 000 km)
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: All Retarders, On/Off Highway, Refuse, Transit, and Intercity Coach with duty cycle greater than one (1) stop per mile.
General Vocation: Intercity Coach with duty cycle less than or equal to one (1) stop per mile and all other vocations.

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.
 Table 5. Transmission Fluid and Filter Change for HD 4000/B 500 Series
Schedule 1. Recommended Fluid and Filter Change Intervals (Non-TranSynd™/Non-TES 295 Fluid)
SEVERE VOCATION GENERAL VOCATION
Filters Filters
Fluid Main Internal Lube/Auxiliary Fluid Main Internal Lube/Auxiliary
12,000 Miles 12,000 Miles Overhaul 12,000 Miles 25,000 Miles 25,000 Miles Overhaul 25,000 Miles
(20 000 km) (20 000 km) (20 000 km) (40 000 km) (40 000 km) (40 000 km)
6 Months 6 Months 6 Months 12 Months 12 Months 12 Months
500 Hours 500 Hours 500 Hours 1000 Hours 1000 Hours 1000 Hours

NOTE: The following recommendations in Schedule 2 are based upon the transmission containing 100% of TranSynd™ fluid.
MD/HD Product Line 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% of the used fluid.

38
4 inch Control Module (3.5 inch approximately) — Requires filter kit P/N 29540494
Schedule 2. Recommended Fluid and Filter Change Intervals (TranSynd™/TES 295 Fluid)
75,000 Miles 75,000 Miles Overhaul 75,000 Miles 150,000 Miles 75,000 Miles Overhaul 75,000 Miles
(120 000 km) (120 000 km) (120 000 km) (240 000 km) (120 000 km) (120 000 km)
36 Months 36 Months 36 Months 48 Months 36 Months 36 Months
3000 Hours 3000 Hours 3000 Hours 4000 Hours 3000 Hours 3000 Hours
 Table 5. Transmission Fluid and Filter Change for HD 4000/B 500 Series (cont’d)
Schedule 3. Recommended Fluid and Filter Change Intervals (Non-TranSynd™/Non-TES 295 Fluid)
SEVERE VOCATION GENERAL VOCATION
Filters Filters
Fluid Main Internal Lube/Auxiliary Fluid Main Internal Lube/Auxiliary

2 inch Control Module (1.75 inch approximately) — Requires filter kit P/N 29540493
Schedule 4. Recommended Fluid and Filter Change Intervals (TranSynd™/TES 295 Fluid)
50,000 Miles 50,000 Miles Overhaul 50,000 Miles 150,000 Miles 50,000 Miles Overhaul 50,000 Miles
(80 000 km) (80 000 km) (80 000 km) (240 000 km) (80 000 km) (80 000 km)
24 Months 24 Months 24 Months 48 Months 24 Months 24 Months
2000 Hours 2000 Hours 2000 Hours 4000 Hours 2000 Hours 2000 Hours

39
NOTE: Change fluid/filters after recommended mileage, months, or hours have elapsed, whichever occurs first.
Severe Vocation: All Retarders, On/Off Highway, Refuse, Transit, and Intercity Coach with duty cycle greater than one (1) stop per mile.
General Vocation: Intercity Coach with duty cycle less than or equal to one (1) stop per mile and all other vocations.

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.
 CAUTION: Transmission fluid and filters must be changed whenever
there is evidence of dirt or a high temperature condition. A high
temperature condition is indicated when the transmission fluid is
discolored, has a strong odor or has exceeded oil analysis limits
shown in Table 6.

Fluid Analysis. Transmission protection and fluid change intervals can be optimized
by monitoring fluid oxidation according to the tests and limits shown in Table 6.
Consult your local telephone directory for fluid analysis firms. To ensure consistent
and accurate fluid analysis, use only one fluid analysis firm. Refer to the
Technician’s Guide for Automatic Transmission Fluid, GN2055EN, for additional
information.

Table 6. Fluid Oxidation Measurement Limits

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

40
 EADING ED
E L GE
TH

DIAGNOSIS
OF
TEC H N OLOGY
V01963

DIAGNOSTIC CODES
Continued illumination of the DO NOT SHIFT light during vehicle operation (not
during start-up) indicates the ECU has signaled a diagnostic code. Poor performance
may activate a code without illuminating the DO NOT SHIFT light. Up to five
diagnostic codes can be recorded. Diagnostic codes can be read and cleared by two
methods: by using the Allison DOC™ or Pro-Link® 9000 Diagnostic Tool or by using
the shift selectors shown below. Use of the Allison DOC™ or Pro-Link® 9000
Diagnostic Tool is described in the instruction manual furnished with each tool. Code
reading, clearing methods, and complete code descriptions are written in the
applicable Troubleshooting Manual.

SELECT MONITOR
SELECT

MODE ON
SERVICE MONITOR R
MODE ON
N
SERVICE

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

SHIFT DIAGNOSTIC
SELECTOR READER / TOOL
V01294.02

Shift Selector/Pro-Link® 9000 Diagnostic Tool

41
 EADING ED
E L GE
TH

CUSTOMER SERVICE
OF
TEC H N OLOGY
V01963

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).

Reference the Sales and Service Directory (SA2229EN) for the current listing of
Allison Transmission authorized distributor and service dealers.

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 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.

42
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 ECU 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:

Manager, Warranty Administration – PF9

Allison Transmission
P.O. Box 894
Indianapolis, IN 46206-0894
Phone: (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.

43
SERVICE LITERATURE
Additional service literature is available as shown in Table 7. 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

Table 7. MD, HD, and B Series Service Literature

Transmission Model MD/B 300/B 400 MD 3070 HD/B 500

Service Manual SM2148EN SM2148EN SM2457EN
Parts Catalog PC2150EN PC2150EN PC2456EN
Parts Catalog CD-ROM CD2150EN CD2150EN CD2456EN
Troubleshooting Manual TS2470EN TS2470EN TS2470EN
Principles of Operation PO2454EN PO2454EN PO2454EN
*Operator’s Manual OM2157EN OM2683EN OM2157EN
*Mechanic’s Tips MT2159EN MT2923EN MT2159EN
Job-Aid Card JA2506EN JA2506EN JA2685EN
* Also Available On The Internet At www.allisontransmission.com

E LEADING EDG
TH E

OF
TEC H N OLOGY
V01963

44
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 Southeast, Inc.
Mount 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

45
 CENTRAL REGION

Caribe Detroit Diesel-Allison Inland Diesel, Inc.

Division of GT Corporation 13015 West Custer Avenue
Ceramic Ind. Park, Campo Rico Ave., Butler, WI 53007-0916
Block C 262-781-7100
Carolina, Puerto Rico 00982
787-750-5000

Central Detroit Diesel-Allison, Inc. Interstate Detroit Diesel

9200 Liberty Drive 2501 East 80th Street
Liberty, MO 64068 Minneapolis, MN 55425
816-781-8070 952-854-5511

Clarke Detroit Diesel-Allison, Inc. Inland Detroit Diesel-Allison, Inc.

3133 East Kemper Road 210 Alexandra Way
Cincinnati, OH 45241 Carol Stream, IL 60188
513-771-2200 630-871-1111

Florida Detroit Diesel-Allison, Inc. Williams Detroit Diesel-Allison

5105 Bowden Road Midwest, Inc.
Jacksonville, FL 32216 1176 Industrial Parkway, North
904-737-7330 Brunswick, OH 44212-2342
330-225-7751

SOUTHWESTERN REGION

Detroit Diesel-Allison De Mexico S.A. United Engines, LLC

De C.V. 5555 West Reno Avenue
Av. Santa Rose No. 58 Oklahoma City, OK 73127
Col. Ampliacion Norte, Tlalnepantla 405-947-3321
C.P. 54160, Estado de Mexico
525-5-5333-1800

Stewart & Stevenson Power, Inc. Stewart & Stevenson Services, Inc.
5840 Dahlia Street 2707 North Loop West
Commerce City, CO 80022 Houston, TX 77008
303-287-7441 713-868-7700

46
 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 0P6
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 0A8
418-651-5371 780-437-3550

Harper Detroit Diesel Ltd.

10 Diesel Drive
Toronto, Ontario M8W 2T8
416-259-3281

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ALLISON TRANSMISSION REGIONAL OFFICES

EASTERN REGION WESTERN REGION

P. O. Box 400 39465 Paseo Padre Parkway

Columbus, NJ 08022-0400 Suite 3510
609-298-2541 Fremont, CA 94538
510-498-5208

CENTRAL REGION CANADIAN REGION

P. O. Box 894, Speed Code PF06 P. O. Box 5160, Station A

Indianapolis, IN 46206 London, Ontario N6A 4N5
317-242-2327 519-452-5256

SOUTHWESTERN REGION

Av. Ejercito Nacional No. 843

Colonia Granada
C.P. 11520
Mexico, DF
525-901-3057
Texas Office: Phone: 936-321-4248
Fax: 936-321-4278

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OM2157EN 199708 www.allisontransmission.com Printed in USA 200209