TS2973EN - PDF Allison WTEC III PDF

3000 AND 4000 ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL
PREFACE
Welcome to the TS2973EN Troubleshooting Manual. We make every effort to keep our service
information current and accurate. Because of the time lag involved with writing and printing processes,
the transmission TCM may report a code that has not yet been added to this document. If you encounter
a code that is not yet in this publication, please call the Allison Transmission Technical Assistance Center
at 1-800-252-5283.
Go to the Table of Contents.
Copyright© 2005 General Motors Corp.

Troubleshooting 2005 OCTOBER
Manual TS2973EN
Allison Transmission
VOCATIONAL MODELS
3000 VOCATIONAL MODELS
3000 HS 3500 RDS B 300(P)(R)
3000 RDS 3500 EVS B 400(P)(R)
3000 EVS T 200
3000 MH T 300
3000 PTS
3000 TRV
3200 SP 3500 SP 3700 SP
3200 TRV
MD 3060 MD 3560 MD 3070PT
MD 3066
4000 VOCATIONAL MODELS
4000 EVS 4500 EVS 4700 EVS 4800 EVS B 500
4000 HS 4500 HS 4700 RDS
4000 MH 4500 RDS
4000 RDS 4500 SP
4000 TRV 4500 TRV
HD 4060 HD 4560 HD 4070 HD 4076 B 500P
HD 4060P HD 4560P HD 4070P B 500R
HD 4060R HD 4560R HD 4070R B 500PR
HD 4060PR HD 4560PR HD 4070PR T 425
T 450
Allison Transmission, General Motors Corporation

P.O. Box 894 Indianapolis, Indiana 46202-0894
www.allisontransmission.com
Printed in USA Copyright © 2005 General Motors Corporation

WTEC III ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL
FOREWORD—How to Use This Manual
This manual provides troubleshooting information for the 3000 and 4000 Product Families Transmissions. Service
Manuals SM2148EN and SM2457EN, plus Parts Catalogs PC2150EN and PC2456EN may be used in conjunction
with this manual.
This manual includes:
• Description of the WTEC III electronic control system.
• Description of the electronic control system components.
• Description of diagnostic codes, system responses to faults, and troubleshooting.
• Wire, terminal, and connector repair information.
Specific instructions for using many of the available or required service tools and equipment are not included in
this manual. The service tool manufacturer will furnish instructions for using the tools or equipment.
Additional information may be published from time to time in Service Information Letters (SIL) and will be
included in future revisions of this and other manuals. Please use these SILs to obtain up-to-date information
concerning Allison Transmission products.
This publication is revised periodically to include improvements, new models, special tools, and procedures. A
revision is indicated by a new date on the title page and in the lower left corner of the rear cover. Check with your
Allison Transmission service outlet for the currently applicable publication. Additional copies of this publication
may be purchased from authorized Allison Transmission service outlets. Look in your telephone directory under
the heading of Transmissions—Truck, Tractor, etc.
Take time to review the Table of Contents and the manual. Reviewing the Table of Contents will aid you in quickly
locating information.
NOTE: Allison Transmission is providing for service of wiring harnesses and wiring harness components as
follows:
• Repair parts for the internal wiring harness and for wiring harness components attached to the shift selector
will be available through the Allison Transmission Parts Distribution Center (PDC). Use the P/N from your
appropriate parts catalog or from Appendix E in this manual. Allison Transmission (AT) is responsible for
warranty on these parts.
• Repair parts for the external harnesses and external harness components must be obtained from St. Clair
Technologies Inc. (SCTI). SCTI provides parts to any Allison customer or OEM and is responsible for
warranty on these parts. SCTI recognizes AT, manufacturers, and SCTI part numbers. SCTI provides a
technical HELPLINE at 519-627-1673 (Wallaceburg). SCTI will have parts catalogs available. The SCTI
addresses and phone numbers for parts outlets are:
St. Clair Technologies, Inc. St. Clair Technologies, Inc.

920 Old Glass Road Calle Damanti S/N Col
Wallaceburg, Ontario, N8A 4L8 Guadalupe—Guaymas
Phone: 519-627-1673 Sonora, Mexico CP85440
Fax: 519-627-4227 Phone: 011-526-2222-43834
Fax: 011-526 2222-43553
• St. Clair Technologies, Inc. stocks a WTEC III external harness repair kit, P/N 29532362, as a source for
some external harness repair parts. SCTI is the source for external harness repair parts.
ii Copyright © 2005 General Motors Corp.

IMPORTANT SAFETY NOTICE
IT IS YOUR RESPONSIBILITY to be completely familiar with the warnings and cautions

used in this manual. These warnings and cautions advise against using specific service
procedures that can result in personal injury, equipment damage, or cause the equipment to
become unsafe. These warnings and cautions are not exhaustive. Allison Transmission could
not possibly know, evaluate, or advise the service trade of all conceivable procedures by which
service might be performed or of the possible hazardous consequences of each procedure.
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 MUST first be thoroughly satisfied
that neither personal safety nor equipment safety will be jeopardized by the service
procedures used.
Also, be sure to review and observe WARNINGS, CAUTIONS, and NOTES provided by the
vehicle manufacturer and/or body builder before servicing the Allison transmission in that
vehicle.
Proper service and repair is important to the safe and reliable operation of the equipment.
The service procedures recommended by Allison Transmission and described in this manual
are effective methods for performing troubleshooting operations. Some procedures require
using specially designed tools. Use special tools when and in the manner recommended.
The WARNINGS, CAUTIONS, and NOTES in this manual apply only to the Allison
transmission and not to other vehicle systems which may interact with the transmission. Be
sure to review and observe any vehicle system information provided by the vehicle
manufacturer and/or body builder at all times the Allison transmission is being serviced.
WARNINGS, CAUTIONS, AND NOTES

Three types of headings are used in this manual to attract your attention:
Is used when an operating procedure, practice, etc., which, if not correctly followed,
WARNING!
could result in injury or loss of life.
Is used when an operating procedure, practice, etc., which, if not strictly observed, could
CAUTION: result in damage to or destruction of equipment.
NOTE: Is used when an operating procedure, practice, etc., is essential to highlight.
Copyright © 2005 General Motors Corp. iii

TRADEMARKS USED IN THIS MANUAL
The following trademarks are the property of the companies indicated:
• Allison DOCTM is a trademark of General Motors Corporation.
• DEXRON® is a registered trademark of General Motors Corporation.
• LPS® Cleaner is a registered trademark of LPS Laboratories.
• Loctite® is a registered trademark of the Loctite Corporation.
• MagiKey® is a registered trademark of NEXIQ Technologies, Inc.
• Teflon® is a registered trademark of the DuPont Corporation.
• TranSyndTM is a trademark of Castrol Ltd.
SHIFT SELECTOR TERMS AND DISPLAY INDICATIONS
Shift selector terms and displays are represented in this manual as follows:
• Button Names — ↑, ↓, “display mode”, MODE, etc.

• Transmission Ranges—D (Drive), N (Neutral), R (Reverse), 1 (First), 2 (Second), etc.
• Displays—“o, L”; “o, K”, etc. (Display occurs one character at a time.)
iv Copyright © 2005 General Motors Corp.

3000III
WTEC andELECTRONIC
4000 ELECTRONIC CONTROLS
CONTROLS TROUBLESHOOTING MANUAL
TROUBLESHOOTING MANUAL
TABLE OF CONTENTS
Page
Foreword. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ii
SAFETY INFORMATION
Important Safety Notice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .iii
Warnings, Cautions, and Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .iii
Trademarks Used in This Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .iv
Shift Selector Terms and Display Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .iv
SECTION 1. GENERAL DESCRIPTION

1–1. TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–1
1–2. ELECTRONIC CONTROL UNIT (ECU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–3
1–3. SHIFT SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–3
A. Pushbutton Shift Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–3
B. Lever Shift Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–4
1–4. THROTTLE POSITION SENSOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–5
1–5. SPEED SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–5
1–6. CONTROL MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–6
1–7. WIRING HARNESSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–8
A. External Wiring Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–8
B. Internal Wiring Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–10
1–8. VEHICLE INTERFACE MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–10
1–9. AUTODETECT FEATURE (V8, V8A, V9A SOFTWARE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–11
A. Retarder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–11
B. Oil Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–11
C. Throttle Source (V8, V8A Software—See Paragraph 1–10C For V9A) . . . . . . . . . . . . . . . . . . 1–12
D. Engine Coolant Temperature Sensor Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–12
1–10. AUTODETECT FEATURE (V9A, V9B, AND V9C SOFTWARE) . . . . . . . . . . . . . . . . . . . . . . . 1–12
A. Retarder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–12
B. Oil Level Sensor (OLS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–12
C. Throttle Source (Also Applies to V9 Software). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–13
D. Engine Coolant Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–13
1–11. TRANSID FEATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–13
A. General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–13
B. Transmission Changes Versus TransID Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–14
C. Compatibility Between TransID Level And ECU Calibration Level . . . . . . . . . . . . . . . . . . . . 1–16
SECTION 2. DEFINITIONS AND ABBREVIATIONS

2–1. CHECK TRANS LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–1
2–2. ALLISON TRANSMISSION DIAGNOSTIC TOOL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–1
2–3. ABBREVIATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–3
Copyright © 2005 General Motors Corp. v

3000III
WTEC andELECTRONIC
TABLE OF CONTENTS
Page
SECTION 3. BASIC KNOWLEDGE

3–1. BASIC KNOWLEDGE REQUIRED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–1
3–2. USING THE TROUBLESHOOTING MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–2
3–3. SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–2
3–4. IMPORTANT INFORMATION IN THE TROUBLESHOOTING PROCESS . . . . . . . . . . . . . . . . 3–2
3–5. BEGINNING THE TROUBLESHOOTING PROCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–3
SECTION 4. WIRE TESTING PROCEDURES

4–1. TESTING FOR OPENS, SHORTS BETWEEN WIRES, AND SHORTS-TO-GROUND . . . . . . . 4–1
4–2. TESTING AT TRANSMISSION CONNECTOR AND THE INTERNAL HARNESS
FOR OPENS, SHORTS BETWEEN WIRES, AND SHORTS-TO-GROUND . . . . . . . . . . . . . . . . 4–3
SECTION 5. OIL LEVEL SENSOR

5–1. INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–1
5–2. ELECTRONIC FLUID LEVEL CHECK (SHIFT SELECTOR) . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–3
A. Fluid Level Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–3
5–3. ELECTRONIC FLUID LEVEL CHECK (ALLISON DOC™ FOR PC–SERVICE TOOL) . . . . . 5–5
A. Fluid Level Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–5
SECTION 6. DIAGNOSTIC CODES

6–1. DIAGNOSTIC CODE MEMORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–1
6–2. CODE READING AND CODE CLEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–1
6–3. DIAGNOSTIC CODE RESPONSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–3
6–4. SHIFT SELECTOR DISPLAYS RELATED TO ACTIVE CODES . . . . . . . . . . . . . . . . . . . . . . . . 6–4
6–5. DIAGNOSTIC CODE LIST AND DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–4
6–6. DIAGNOSTIC CODE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–16
A. Beginning the Troubleshooting Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–16
B. Solenoid Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–16
C. Diagnostic Code Schematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–16
D. Wire/Terminal Numbering Scheme . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–17
SECTION 7. INPUT AND OUTPUT FUNCTIONS

7–1. INPUT FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–1
7–2. OUTPUT FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–3
SECTION 8. GENERAL TROUBLESHOOTING OF PERFORMANCE COMPLAINTS
vi Copyright © 2005 General Motors Corp.

3000III
WTEC andELECTRONIC
TABLE OF CONTENTS
Page
APPENDICES
A. IDENTIFICATION OF POTENTIAL CIRCUIT PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–1
B. MEASURING CLUTCH AND RETARDER PRESSURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1
C. SOLENOID AND CLUTCH CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1
D. WIRE/CONNECTOR CHART. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
E. CONNECTOR PART NUMBERS, TERMINAL PART NUMBERS,
TOOL PART NUMBERS, AND REPAIR INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
F. THROTTLE POSITION SENSOR ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
G. WELDING ON VEHICLE/VEHICLE INTERFACE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
H. HYDRAULIC SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1
J. 3000 AND 4000 PRODUCT FAMILIES WIRING SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . J–1
K. TRANSID 1 TEMPERATURE SENSOR AND SOLENOID RESISTANCE CHARTS . . . . . . . . K–1
L. EXTERNALLY-GENERATED ELECTRONIC INTERFERENCE . . . . . . . . . . . . . . . . . . . . . . . . L–1
M. DIAGNOSTIC TREE—HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–1
N. DIAGNOSTIC TOOL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N–1
P. INPUT/OUTPUT FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P–1
Q. TRANSID 2 AND 3 THERMISTOR TROUBLESHOOTING INFORMATION . . . . . . . . . . . . . . Q–1
R. SAE J1939 COMMUNICATION LINK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R–1
Copyright © 2005 General Motors Corp. vii

NOTES
viii Copyright © 2005 General Motors Corp.

SECTION 1—GENERAL DESCRIPTION
1–1. TRANSMISSION
The World Transmission Electronic Controls (WTEC III) system features closed-loop clutch control to provide
superior shift quality over a wide range of operating conditions. The 3000 and 4000 Product Families transmissions
configurations can be programmed to have up to six forward ranges, neutral, and one reverse range. The MD 3070,
3700 SP, HD 4070/4076, 4700 RDS, 4700/4800 EVS, 4700/4800 SP have up to seven forward ranges and one
reverse.
Figure 1–1 is a block diagram of the basic system inputs and outputs.
SHIFT SELECTOR
RANGE AND
MODE SWITCH DISPLAY
SPEED SENSORS OIL LEVEL SENSOR

THROTTLE POSITION SENSOR SOLENOIDS
RETARDER MODULATION
ECU
C3 PRESSURE SWITCH
VEHICLE/ENGINE TEMPERATURE SENSOR
COMMUNICATION LINKS (SUMP/RETARDER)
VIM
INPUTS OUTPUTS V03469
Figure 1–1. Electronic Control Unit Block Diagram
Figure 1–2 shows WTEC III electronic control components.
WTEC III Electronic Controls consist of the following elements:

• Remote 12/24V Max Feature Sealed Electronic Control Unit (ECU)
• Remote Pushbutton or Lever Shift Selector
• Optional Secondary Shift Selector
• Throttle Position Sensor (TPS) (or electronic engine throttle data or PWM signal)
• Engine, Turbine, and Output Speed Sensors
• Control Module (Electro-Hydraulic Valve Body)
• Wiring Harnesses
• Vehicle Interface Module (VIM)
• Autodetect Feature
• TransID Feature
• Optional Retarder Controls
• Optional Engine Coolant Temperature Input.
NOTE: • All external harnesses are OEM supplied

• The VIM is an OEM option
Copyright © 2005 General Motors Corp. 1–1

GENERAL DESCRIPTION
ELECTRONIC VEHICLE (V)

CONTROL
UNIT HARNESS
Y
A
R
G
(ECU) TRANSMISSION (T) 1
HARNESS
K
C
UE
LA
B
BL
“T” “V”
ALLISON DOC™ CONNECTOR CONNECTOR
FOR PC BL
UE (BLUE) (GRAY) TPS
CONNECTOR
(OPTIONAL)
SELECTOR (S) 1
4
HARNESS
“S” VIW
CONNECTOR VEHICLE CONNECTOR
(BLACK) INTERFACE
MODULE 3
(VIM)
17
ALLISON DOC™
FOR PDA DIAGNOSTIC
TOOL
CONNECTOR 25
J 1939
17 CONNECTOR 5
DEUTSCH 9-PIN (OPTIONAL)
DIAGNOSTIC TOOL 6 VIM
CONNECTOR RETARDER ACCUMULATOR CONNECTOR
3 CONNECTOR
COMPACT 19
PUSHBUTTON SCI (J 1587)
SELECTOR CONNECTOR
(OPTIONAL)
VIW
E
D
O
M
R
N CONNECTOR
D
17
DEUTSCH
DIAGNOSTIC TOOL 7
CONNECTOR SENSOR HARNESS
(OPTIONAL) CONNECTOR (OPTIONAL)
REMOTE LEVER OUTPUT
SELECTOR 8 SPEED SENSOR
RETARDER
MODULATION 18 CONNECTOR
REQUEST (RMR)
CONNECTOR 9
RETARDER TEMP. SENSOR CONNECTOR
16
THROTTLE POSITION 4
SHIFT SENSOR (TPS) 14
SELECTOR 15
CONNECTOR
CONNECTOR
RMR TURBINE 13
CONNECTOR SPEED SENSOR ENGINE
REMOTE (OPTIONAL) CONNECTOR SPEED
PUSHBUTTON THROTTLE (4000 PRODUCT SENSOR
SELECTOR POSITION FAMILY) CONNECTOR
SENSOR (TPS)
T
C
LE
SE
RETARDER “H” SOLENOID 13

DE
O
M
R
CONNECTOR
N
Bulkhead Connector (Optional)

D
(4000 PRODUCT FAMILY)
STRIP PUSHBUTTON
SHIFT SELECTORS
(EUROPEAN
OEM)
RETARDER TEMPERATURE 11
SENSOR CONNECTOR
(4000 PRODUCT FAMILY) PRE-TRANSID & TID 1
1 10
2 R
N
3 D TRANSMISSION
D FEEDTHROUGH
N
NOTE: Illustration is not to scale. Actual harness HARNESS
R configuration may differ from this illustration. CONNECTOR
V07347.01.00
.
Figure 1–2. WTEC III Electronic Control Components
1–2 Copyright © 2005 General Motors Corp.

GENERAL DESCRIPTION
1–2. ELECTRONIC CONTROL UNIT (ECU)

The ECU (Figure 1–3) contains the microcomputer which is the brain of the control system. The ECU receives and
processes information defining:
• Shift selector
• Throttle position
• Sump/retarder temperature
• Engine speed
• Turbine speed
• Transmission output speed.
The ECU uses the information to:
• Control transmission solenoids and valves
• Supply system status
• Provide diagnostic information.
Each ECU has a date code stamped on the label which is attached to the outer case of the ECU. This is the date
when the ECU passed final testing. This date is commonly used to denote the change configuration level of the
ECU. It is normal for the ECU date displayed electronically to be a few days prior to the date shown on the label.
NOTE: ECU wiring harness connector retainers are individually

keyed and color-coded to ensure that the proper
Y
A
R
G
connector is attachedto the correct ECU socket.

The color of the connector retainer should
K
C
UE
LA
B
BL
match the color of the connector strain relief

(see Appendix E, Paragraph 1–1).
UE
BL
ECU
V07346.00.01
Figure 1–3. Electronic Control Unit (ECU)
1–3. SHIFT SELECTOR

Pushbutton and lever shift selectors for the WTEC III Series are remote mounted from the ECU and connected to
the ECU by a wiring harness. All shift selectors except the strip-type pushbutton have a single digit LED display
and a mode indicator (LED). During normal transmission operation, illumination of the LED mode indicator shows
that a secondary or special operating condition has been selected by pressing the MODE button. During diagnostic
display mode, illumination of the LED indicator shows that the displayed diagnostic code is active. Display
brightness is regulated by the same vehicle potentiometer that controls dash light display brightness. More
information on both types of shift selectors is continued below.
A. Pushbutton Shift Selector (Figure 1–4)
There are three full-function pushbutton shift selectors and a strip pushbutton shift selector. Strip
pushbutton shift selectors are used by European OEMs. A full-function shift selector has a MODE
button and diagnostic display capability through the single digit LED display. The strip pushbutton
shift selector does not have a MODE button, diagnostic capability, or adjustable illumination. The
full-function pushbutton shift selector has six (6) pushbuttons which are R (Reverse), N (Neutral),
D (Drive), ↓ (Down), ↑ (Up), and MODE. Manual forward range downshifts and upshifts are made
by pressing the ↓ (Down) or ↑ (Up) arrow buttons after selecting D (Drive). The N (Neutral) button
has a raised lip to aid in finding it by touch. The MODE button is pressed to select a secondary or
special operating condition, such as ECONOMY shift schedule. Diagnostic and oil level (if sensor is
present) information is obtained by pressing the ↓ (Down) and ↑ (Up) arrow buttons at the same time.

GENERAL DESCRIPTION
The strip pushbutton shift selector has either three or six range selection positions as shown in Figure
1–4. When a strip pushbutton shift selector is used, diagnostic information must be obtained by using
the Allison DOC™ For PC–Service Tool, or a customer-furnished remote display.
DISPLAY DISPLAY
MODE ID MODE ID D N R
MODE INDICATOR
R MODE
MODE INDICATOR R MODE (LED)
N (LED) N 1 2 3 D N R
D MODE D MODE
BUTTON BUTTON
STRIP PUSHBUTTON
REGULAR PUSHBUTTON COMPACT SHIFT SELECTORS
CONTOURED VERSION
SELECTORS V07178
Figure 1–4. Pushbutton Shift Selectors
B. Lever Shift Selector (Figure 1–5)

The lever shift selector can have as many as six forward range positions (seven for the 7-speed
models), as well as R (Reverse) and N (Neutral). There is a hold override button which must be
pressed and held in order to move between certain selector positions. The hold override button must
be pressed when shifting between R, N, and D. The hold override button is released when the desired
selector position is reached. The selector lever can be moved freely between D and the numbered
forward ranges without pressing the hold override button. The lever selector can be chosen with the
lever on the left side or on the right side and with the R (Reverse) position toward the front or toward
the rear of the selector. Diagnostic and oil level (if sensor is present) information is obtained from the
LED display by pressing the DISPLAY MODE/DIAGNOSTIC button.
HOLD OVERRIDE BUTTON HOLD OVERRIDE BUTTON

MODE INDICATOR MODE INDICATOR
(LED) (LED)
R
1 R MODE
MODE MODE
N
2 N
D
3 D
4
MODE BUTTON 5
MODE BUTTON 5
4
5 4 3
D MODE ID 3 MODE ID 2
N 2 1
R 1
DIGITAL DISPLAY DIGITAL DISPLAY
DISPLAY MODE/ DISPLAY MODE/
DIAGNOSTIC BUTTON DIAGNOSTIC BUTTON
SIX-SPEED, LEFT-HAND SIX-SPEED, RIGHT-HAND
LEVER SELECTOR LEVER SELECTOR CONTOURED VERSION
WITH REVERSE TO REAR WITH REVERSE TO FRONT V07177
Figure 1–5. Typical Lever Shift Selector

GENERAL DESCRIPTION
1–4. THROTTLE POSITION SENSOR (Figure 1–6)

The Throttle Position Sensor (TPS) can be mounted to the engine, chassis, or transmission. The TPS contains a pull
actuation cable and a potentiometer. One end of the cable is attached to the engine fuel lever and the other, inside a
protective housing, to the TPS potentiometer. Output voltage from the TPS is directed to the ECU through the
external harness. The voltage signal indicates the throttle position and, in combination with other input data,
determines shift timing.
A B
C
THROTTLE SENSOR
V00628
Figure 1–6. Throttle Position Sensor (Without Mounting Brackets)
1–5. SPEED SENSORS (Figure 1–7)

The following three sensors provide information to the ECU:
• Engine speed−signal is generated by ribs on the torque converter pump.
• Turbine speed−signal is generated by the rotating-clutch housing spline contours.
• Output speed−signal is generated by a toothed member attached to the output shaft (except for the
3000 Product Family 7-speed models, where the toothed member is the transfer case idler gear).
The speed ratios between the various speed sensors allow the ECU to determine if the transmission is in the
selected range. Speed sensor information is also used to control the timing of clutch apply pressures, resulting in
the smoothest shifts possible. Hydraulic problems are detected by comparing the speed sensor information for the
current range to that range’s speed sensor information stored in the ECU memory.

GENERAL DESCRIPTION
MD/HD/B 300/B 400 HD/B 500 MD/B 300/B 400 MD/B 300/B 400 MD 3070PT MD/HD/B
ENGINE TURBINE TURBINE (EXCEPT 7-SPEED) OUTPUT OUTPUT
(EXTERNAL) (EXTERNAL) (INTERNAL) RETARDER OUTPUT (INTERNAL) (EXTERNAL)
(EXTERNAL)
FORMER (BEFORE APPROXIMATELY JANUARY 1, 2006
MD/HD/B HD/B 500 MD/B 300/B 400 MD/B 300/B 400 MD 3070PT 7-SPEED MD/HD/B
ENGINE TURBINE TURBINE (EXCEPT 7-SPEED) OUTPUT OUTPUT
(EXTERNAL) (EXTERNAL) (INTERNAL) RETARDER OUTPUT (INTERNAL HD) (EXTERNAL)
(EXTERNAL) RETARDER
CURRENT (AFTER APPROXIMATELY JANUARY 1, 2006)
SENSORS V09818.00.00
Figure 1–7. Speed Sensors
1–6. CONTROL MODULE (Figure 1–8)

Pulse width modulated solenoids are used in the valve bodies. For valve locations, refer to SIL 27-WT-93.
The WTEC III Series transmission control module contains a channel plate on which is mounted a:
• Main valve body assembly.
• Stationary-clutch valve body assembly.
• Rotating-clutch valve body assembly.
The main valve body assembly contains:
• G solenoid and the C1 and C2 latch valves controlled by the solenoid.
• Main and lube regulator valves.
• Control main and converter regulator valves.
• Converter flow valve and exhaust backfill valves.
The stationary-clutch valve body assembly contains:
• C solenoid (C3)
• D solenoid (C4)
• E solenoid(C5)
• Solenoid regulator valves controlled by the solenoids
• C3 accumulator relay valve

GENERAL DESCRIPTION
The rotating-clutch valve body assembly contains:

• A solenoid (C1)
• B solenoid (C2)
• F solenoid (lockup)
• Solenoid regulator valves controlled by the solenoids
• C3 pressure switch
The low valve body assembly (3000 and 4000 Product Families 7-speed) contains N and J solenoids.
3000 PRODUCT FAMILY CONTROL MODULE 3000 PRODUCT FAMILY 7-SPEED 4000 PRODUCT FAMILY CONTROL MODULE
(EXCEPT 7-SPEED MODELS) V07349.00.00
Figure 1–8. WTEC III Control Modules
A temperature sensor (thermistor) is located in the internal wiring harness. Changes in sump fluid temperature are
indicated by changes in sensor resistance which changes the signal sent to the ECU. See chart in Section 6,
Code 24.
The oil level sensor (OLS) is a float type device mounted on the control module channel plate. The OLS senses
transmission fluid level by electronically measuring the buoyancy forces on the float. The sensor operates on
5 VDC supplied by the ECU. The oil level sensor is standard on 3000 and 4000 Product Families transmissions.
An OLS is required on all models with a shallow sump but is optional on other models. The oil level sensor is not
available on the 3000 Product Family 7-speed models.
The C3 pressure switch is mounted on the rotating-clutch valve body assembly and indicates when pressure exists
in the C3 clutch-apply passage. An accumulator/relay valve is in-line ahead of the C3 pressure switch and prevents
high frequency hydraulic pulses generated by the C3 solenoid from cycling the C3 pressure switch.
Also mounted on the control module is the turbine speed sensor for the 3000 Product Family transmissions. The
turbine speed sensor is directed at the rotating-clutch housing. The turbine speed sensor on the 4000 Product
Family transmissions is located on the outside of the main housing.

GENERAL DESCRIPTION
1–7. WIRING HARNESSES
A. External Wiring Harness (Figure 1–9)

The ECU uses three connectors labeled Black, Blue, and Gray, which are used to receive input from
the following:
Transmission TPS Diagnostic tool connector
Engine Vehicle interface module (VIM) Retarder
Turbine Retarder control module Retarder temperature sensor
Output speed sensor Shift selector Accumulator
Many harnesses will include a bulkhead fitting to separate cab and chassis components. Also, many
different styles and materials for harnesses are likely to be encountered.
follows:
• Repair parts for the internal wiring harness and for wiring harness components attached to the
shift selector will be available through the Allison Transmission Parts Distribution Center (PDC).
Use the P/N from your appropriate parts catalog or from Appendix E in this manual. Allison
Transmission is responsible for warranty on these parts.
• Repair parts for the external harnesses and external harness components must be obtained from St.
Clair Technologies Inc. (SCTI). SCTI provides parts to any Allison customer or OEM and is
responsible for warranty on these parts. SCTI recognizes Allison Transmission, manufacturers,
and SCTI part numbers. SCTI provides a technical HELPLINE at 519-627-1673 (Wallaceburg).
SCTI will have parts catalogs available. The SCTI addresses and phone numbers for parts outlets
are:

Wallaceburg, Ontario, Canada N8A 4L8 Guadalupe—Guaymas
Fax: 519-627-4227 Phone: 011-526 2222-43834
Fax: 011-526-2222-43553
• St. Clair Technologies, Inc. stocks a WTEC III external harness repair kit, P/N 29532362, as a
source for some external harness repair parts. SCTI is the source for external harness repair parts.

GENERAL DESCRIPTION
VEHICLE (V)
HARNESS
TRANSMISSION (T)
HARNESS
“V”
“T” CONNECTOR
CONNECTOR (GRAY)
(BLUE) TPS
CONNECTOR
(OPTIONAL)
SELECTOR (S)
HARNESS
VIW
“S” CONNECTOR
CONNECTOR
(BLACK)
VIM
CONNECTOR
DIAGNOSTIC
TOOL ENGINE
CONNECTOR SPEED
J 1939 SENSOR
CONNECTOR RETARDER
CONNECTOR
DEUTSCH 9-PIN (OPTIONAL) ACCUMULATOR
DIAGNOSTIC TOOL CONNECTOR
CONNECTOR RETARDER
“H” SOLENOID
CONNECTOR TRANSFER
SCI (J 1587) (4000 PRODUCT
CONNECTOR CASE
FAMILY) CONNECTOR
(OPTIONAL) VIW (3000 PRODUCT FAMILY
CONNECTOR 7–SPEED)
DEUTSCH RETARDER RETARDER

DIAGNOSTIC TOOL “H” SOLENOID CONNECTOR
6–PIN CONNECTOR CONNECTOR (3000 PRODUCT FAMILY)
(OPTIONAL) (3000 PRODUCT FAMILY) PRE-TRANSID & TID 1
TID 2
SENSOR HARNESS
CONNECTOR
RETARDER (OPTIONAL)
MODULATION RETARDER
REQUEST (RMR) TEMPERATURE SENSOR
CONNECTOR CONNECTOR OUTPUT
(4000 PRODUCT FAMILY) SPEED SENSOR
PRE-TRANSID & TID 1 CONNECTOR
RETARDER TEMPERATURE
RMR SENSOR CONNECTOR
CONNECTOR (3000 PRODUCT FAMILY)
(OPTIONAL) TID 2
SHIFT
SELECTOR
CONNECTOR
THROTTLE POSITION
TURBINE SENSOR (TPS)
SPEED SENSOR CONNECTOR
CONNECTOR
(4000 PRODUCT FAMILY)
Bulkhead Connector (Optional)
TRANSMISSION
FEEDTHROUGH
HARNESS
CONNECTOR
NOTE: Illustration is not to scale. Actual harness configuration may differ from this illustration.
V07086.04.00
Figure 1–9. WTEC III External Wiring Harnesses

GENERAL DESCRIPTION
B. Internal Wiring Harness (Figure 1–10)
The internal wiring harness provides connection between the external harness, the pulse width
modulated solenoids, oil level sensor, C3 pressure switch, and the temperature sensor.
TURBINE SPEED SENSOR C2 SOLENOID (B) OIL LEVEL SENSOR

3000 PRODUCT FAMILY LU SOLENOID (F) 4000 PRODUCT FAMILY
(Omitted in 4000 Product Family) (Before S/N 6610048466)
C1 SOLENOID (A)
OIL LEVEL SENSOR C3 PRESSURE

3000 PRODUCT FAMILY SWITCH
(Starting with S/N 6510220479)
FEEDTHROUGH HARNESS
STANDOFF
(3000 and 4000
OIL LEVEL SENSOR Product Families
3000 PRODUCT FAMILY are different heights)
(Before S/N 6510220479)
TEMPERATURE SENSOR –
LO SIGNAL SOLENOID (N) TRANSID 1
3000 AND 4000 PRODUCT
FAMILIES 7-SPEED FORWARD TEMPERATURE SENSOR –
SOLENOID (G) TRANSID 2
C4 SOLENOID (D)
C6 SOLENOID (J) OIL LEVEL SENSOR
C5 SOLENOID (E) 4000 PRODUCT FAMILY
3000 AND 4000 PRODUCT
FAMILIES 7-SPEED C3 SOLENOID (C) (Starting with S/N 6610048466) V07381.02.00
Figure 1–10. WTEC III Internal Wiring Harness
1–8. VEHICLE INTERFACE MODULE (Figure 1–11)
The vehicle interface module (VIM) provides relays, fuses, and connection points for interface with
the output side of the vehicle electrical system. VIMs are available for both 12V and 24V electrical
systems. The VIM for 12V systems uses all 12V relays. The VIM for 24V systems has all 24V relays.
Refer to the Parts Catalog for the transmission assembly number that you are servicing for detailed
parts information. Refer to Pages D–30 and D–31 for VIM wire number and terminal information.
Some OEMs may provide their own equivalent for the VIM which performs the same functions as the
VIM shown in Figure 1–11.
V00631.02
Figure 1–11. Vehicle Interface Module (VIM)

GENERAL DESCRIPTION
1–9. AUTODETECT FEATURE (V8, V8A, V9 SOFTWARE)
Autodetect is active on the first 24 engine starts or a larger calibration number of engine starts, depending upon the
component or sensor being detected (details follow in A through D below). Autodetect takes place within the first
30 seconds of each engine start monitored. Autodetect searches for the present of the following transmission
components or data inputs:
Retarder Present, Not Present

Oil level sensor (OLS) Present, Not Present
Throttle Analog, J1939, J1587
Engine coolant temperature Analog, J1939, J1587
Even after auotdetect has been completed, it can be reset to monitor an additional group of engine starts. Reset may
be necessary if a device known to be present is not detected or if an autodetectable component or sensor was added
after the initial vehicle build. Reset is accomplished by using Allison DOC™ For PC–Service Tool. Select “RESET
AUTODETECT INFORMATION.” Allison DOC™ For PC–Service Tool can also be used to override autodetect
and manually enter the component or sensor to be recognized by the ECU by changing appropriate “customer
modifiable constants”.
The four items above are the only customer modifiable constants (CMCs) that are autodetected. Other CMCs can
be changed at any time and are not related to autodetect. Consult Allison publication GN3433EN, User Guide, for
detailed instructions related to WTEC III “customer modified constants.” Additional details for each of the four
autodetectable features are given below.
A. Retarder
Autodetect searches for the presence of the H (retarder) solenoid during the first 24 engine ignition
cycles. The H solenoid must be present on the 24th engine start or the retarder is not detected and
will not function on subsequent engine starts.
If the retarder is present but not detected by autodetect, the retarder will not function. Be
sure to check for proper retarder function immediately after the 24th engine start. If the
WARNING retarder is not functioning, check H solenoid for open, short-to-ground, or short-to-
battery condition. Use Allison DOC™ For PC-Service Tool to reset autodetect or to
manually select the presence of the retarder after the H solenoid circuit is repaired.
B. Oil Level Sensor (OLS)
NOTE: If an OLS is known to be present, but has not been detected, a possible cause is that the transmission
fluid level is too low. Check the fluid level before beginning OLS troubleshooting.
No oil level sensor diagnostics take place until the OLS is detected. Frequently check for the presence
of oil level diagnostics if the transmission is known to contain an OLS. If an OLS is not detected
during the first 24 engine starts, autodetect continues for a calibration number of engine starts.
Autodetect stops when an OLS is detected or when the calibration number of starts is reached. When
the calibration number of engine starts is reached, the ECU concludes that no OLS is present. If an
OLS is known to be present, but has not been detected, troubleshooting the OLS circuit is required.
After the OLS circuit is repaired, reset autodetect or manually select the OLS function using Allison
DOC™ For PC–Service Tool.

GENERAL DESCRIPTION
C. Throttle Source (V8, V8A Software—See Paragraph 1–10C For V9A)

Whenever autodetect is functioning and no throttle source is found, a code 26 00 is logged. If a
datalink throttle source (J 1939 and J 1587) is detected, autodetect stops looking for that function.
However, if no analog throttle source was detected prior to engine start 25, autodetect continues for
engine starts 25 through a calibration number. Autodetect for analog throttle stops as soon as a device
is detected or when the calibration number of starts is reached. If an analog throttle source is known
to be present, but is not detected, troubleshooting of the analog throttle circuit is required. After the
analog throttle circuit is repaired, reset autodetect or manually select the analog throttle function
using Allison DOC™ For PC–Service Tool. An engine throttle source must be present.
A pulse width modulated (PWM) throttle source requires an unique calibration or must be manually
selected using Allison DOC™ For PC–Service Tool.
D. Engine Coolant Temperature Sensor Source

Autodetect looks for an engine coolant temperature source during the first 24 engine starts. However,
code 26 11 is not logged unless the calibration calls for engine coolant temperature data to be used for
retarder capacity reduction or preselected downshifts due to retarder overheating. Autodetect
remembers whatever engine coolant temperature source was present on engine start 24. If no analog
engine coolant temperature source is found on engine start 24, autodetect concludes that no sensor is
present. Therefore, if an engine coolant temperature source is known to be present at engine start 24,
but is not detected, troubleshooting of the engine coolant temperature circuit is required. After the
engine coolant temperature circuit is repaired, reset autodetect or manually select the engine coolant
temperature function using Allison DOC™ For PC–Service Tool.
1–10. AUTODETECT FEATURE (V9A, V9B, AND V9C SOFTWARE)
A. Retarder
Retarder autodetect software version V9A will countdown for a maximum of 25 ignition cycles while
recording detections of a retarder.
Retarder autodetect software version V9B and V9C will countdown for a maximum of 35 ignition
cycles while recording detections of a retarder.
A retarder will be identified as present and the retarder autodetect logic will stop once it is detected
for three consecutive ignition cycles. If the ignition cycle counter completes the 25 cycles (V9A) or
35 cycles (V9B, V9C) before there are three consecutive detections of a retarder, the software will log
that there is not retarder present and the retarder autodetect logic will stop.
B. Oil Level Sensor (OLS)

OLS autodetect will countdown for a maximum of 25 engine starts while recording detections of an
OLS. An OLS will be identified as present and the OLS autodetect logic will stop once it is detected
for:
• Five consecutive engine starts for software version V9A

• Three consecutive starts for software version V9B
• One engine start for software version V9C.
If the engine start counter completes 25 cycles before an OLS is detected (depending on the software
version specifications above), the software will log that there is not OLS present and the OLS
autodetect logic will stop. OLS detection must occur within 12.5 seconds on any given engine start.

GENERAL DESCRIPTION
Software version V9C will autodetect before an engine start if accumulated counts are greater than
100 or after an engine start if accumulated counts are greater than 25 but less than 100. No autodetect
occurs if accumulated counts are less than 25.
C. Throttle Source (Also Applies to V9 Software)

Throttle autodetect will increment a counter for a throttle source on each engine start during which
the possible throttle source is detected. When the counter for any of the sources indicates five
consecutive detections, the software will set a “confidence flag” to indicate that this is an available
throttle source. Multiple throttle sources can be detected on a single engine start and multiple
confidence flags can be set. There is no limit to the number of engine starts for autodetection of the
throttle source until a confidence flag is set for a source. Once a confidence flag is set for any one of
the sources, a counter begins to countdown for 15 additional engine starts. During the entire
autodetect period, the software will use the highest priority source as the throttle source if multiple
sources are detected before any confidence flags are set. Once a confidence flag is set, that source is
used as the source for the throttle signal. When the countdown period is complete, the software will
use the highest priority throttle source having a confidence flag set and the autodetect logic will stop.
D. Engine Coolant Temperature

Engine coolant temperature sensor autodetect will countdown for a total of 25 engine starts while
recording detections of engine coolant temperature sources. A “confidence flag” will be set once a
source is detected for five consecutive engine starts. Multiple sources detected before a confidence
flag is set or multiple confidence flags will result in the highest priority source being used as the
engine coolant temperature source. Multiple sources can be detected on a single engine start cycle.
1–11. TRANSID FEATURE

A. General Description
The TransID feature has been provided so that Allison Transmission can make component changes
which require calibration changes but still retain both the original transmission assembly number
(A/N) before feature based ordering (FBO) and the original calibrated ECU A/N. The purpose of
TransID is to reduce the need for OEMs to use cross-reference lists of transmission and calibrated
ECU A/Ns when such changes to the transmission are made. Since FBO began in April, 1998, the
OEM now needs to be sure the ECU being used is compatible with the TransID level stamped on the
nameplate of the transmission.
The basis for the TransID system is the creation of a TransID wire in the WTEC III system to provide
the signal to the ECU of the TransID level of the transmission. This wire will at first be connected
directly to the Analog Return (wire 135) to signal TransID level 1 (TID 1). TransID levels 2 through 8
will then be indicated by connecting the TransID wire in sequence to the return of solenoids A, B, C,
D, E, G, and F. Corresponding to the hardware changes is the ability in the V8A and later WTEC III
ECU to contain up to eight calibrations. The connection point of the TransID wire will provide the
signal to tell the ECU which calibration is required by the transmission.
Whenever a TransID level change is to be made, the new TransID level calibrations will be placed in
the PROM Calibration Configurator System (PCCS) before the change(s) is (are) made in production
to the transmissions. All ECUs programmed and sold after that date will then be loaded with the new
TransID level calibration. These ECUs will contain calibrations for the new level transmission and all
previous TransID levels and will automatically load the correct calibration for the transmission based
on the TransID signal sensed by AutoDetect during the first 25 engine starts. This eliminates worry on
the part of the OEM of coordinating the implementation of the new ECU and the new transmission
and allows their focus to be on using the stock of the earlier level ECU.

GENERAL DESCRIPTION
B. Transmission Changes Versus TransID Number

1. TransID 1
The internal wiring harness wiring change to make a TransID 1 (TID 1) transmission was put into
production before the introduction of the WTEC III system. The TID 1 internal harness was made
by connecting the C3 pressure switch ground (digital/signal ground; WTEC II wire 161) to the
sump temperature sensor and OLS ground (analog ground; wire 135) in the internal harness. In
WTEC II, the signal ground wire (wire 161) is routed through the transmission connector, terminal
W, and then to the ECU, terminal B27. In WTEC III, this same wire in the internal harness
becomes the TID wire (wire 195), and it goes to the ECU, terminal T13 (blue connector). The
purpose of TID 1 was to provide a common transmission for use with both WTEC II and
WTEC III systems (V7A and V8).
The only difference between a pre-TID transmission and a TID 1 transmission is the internal
wiring harness which connects the digital and analog grounds on the TID 1 harness. Adapter
harness P/N 200100 can be ordered from St. Clair Technologies to provide the same connection
outside the transmission and allow a pre-TransID transmission to be “converted” to a TransID 1
transmission.
All models of the 3000 and 4000 Product Families transmissions were built with the TID 1 internal
(feedthrough) harness beginning in September, 1996. Two changes were rolled into this update: the
wiring change for TID 1 and a change to use a molded channel rather than the braided covering
which was previously used. Both changes were rolled into the same internal harness P/N even
though there was a delay in implementing the channel which resulted in the two serial number (S/N)
breaks. Table 1–1 lists the harness P/Ns for the different transmission models along with the S/Ns
for both changes for each harness.
Table 1–1. TransID 1 S/N Breakpoint
Pre-TransID TransID 1 S/N at Wiring S/N at

Transmission Model Harness P/N* Harness* Change U-Channel
3000 Product Family w/ OLS 29516322 29529472 6510088864 6510096671
3000 Product Family w/o OLS 29516323 29529473 6510089316 6510096683
3000 Product Family 7-Speed 29516324 29529474 6510090786 6510096675
4000 Product Family w/ OLS 29516325 29529475 6610014067 6610015591
4000 Product Family w/o OLS 29516326 29529476 6610014084 6610015700
4000 Product Family 7-Speed N/A N/A N/A N/A
*NOTE: These P/Ns are no longer serviced, refer to Table 1–4 for current P/Ns.
2. TransID 2
The purpose of the TransID 2 (TID 2) change is to indicate the use of new sump and retarder
temperature sensors (thermistors) and a new 3000 Product Family retarder design. The new
retarder requires a different calibration than the old retarder. Retarder performance complaints will
occur if the new retarder is controlled by the old retarder calibration or the old retarder is
controlled by the new retarder calibration.
TID 2 internal harnesses contain both the new sump temperature sensor and a new connection
point for the TID wire. The TID wire (195) is connected to Solenoid A ground (wire 120) to signal
TID 2 to the ECU. The new temperature sensors are discussed below.
A TID 2 transmission will only work with a V8A or later ECU (WTEC III) and V8A and later
ECUs are calibrated to accommodate both TID 1 and TID 2 transmissions. The 4000 Product
Family 7-Speed transmissions were equipped with TID 2 at the start of production. The 3000 and
4000 Product Families transmissions produced before April 3, 2000 were TID 2 units.

GENERAL DESCRIPTION
The internal harness change to all models for TID 2 production began in late December, 1997.
The S/N breakpoints are shown in Table 1–2.
Table 1–2. TransID 2 S/N Breakpoint

TransID 1 TransID 2 S/N at Thermistor and
Transmission Model Harness P/N* Harness P/N* Wiring Change
3000 Product Family w/ OLS 29529472 29533652 6510141464
3000 Product Family w/o OLS 29529473 29533653 6510141470
3000 Product Family 7-Speed 29529474 29533654 6510142172
4000 Product Family w/ OLS 29529475 29533655 6610026328
6610034908
4000 Product Family 7-Speed N/A 29533657
(start of production)
*NOTE: These P/Ns are no longer serviced, refer to Table 1–4 for current P/Ns.
The new retarder thermistor used on TID 2 retarder model transmissions has a molded connector
and is the same on all TID 2 retarders. The TID 1 and pre-TID retarder thermistor had a two
terminal connector attached to it when it was used on 4000 Product Family transmissions. It was
part of a retarder harness assembly when used on 3000 Product Family transmissions. See
Appendix Q which describes the new and old temperature sensors. A graph and a table of
resistance values for different temperatures are also included in Appendix Q.
Table 1–3 shows the old (pre-TID and TID 1) and the new (TID 2) part numbers of the retarder
temperature sensors and the serial number when the change was made.
Table 1–3. New Retarder Temperature Sensor S/N Breakpoint
P/N Where New First S/N

Former Thermistor For New
Transmission Model Former Thermistor Used Thermistor Used P/N (TID 2) Thermistor
3000 Product Family built into retarder harness 29510662 15326309 6510142059
4000 Product Family built with connector attached 29511861 15326309 6610026472
3. TransID 3
Starting April 3, 2000, the TID feature was changed from TID 2 to TID 3. A new internal harness
was released to implement the TID 3 feature. Figure J–3 (Appendix J) shows the wiring schematic
for the new internal harness. TID 1 and TID 2 internal harnesses have been maintained for service
units built before April 3, 2000. TID 3 is required to make sure that the auto-detect feature selects
the proper calibration for the new friction plate material.
Version 8A software was updated to include TID 3 capability as of October 1999. Table 1–4 shows
the new internal harness part numbers for each of the control module configurations. Also
reference Table 1–5 for transmission/ECU compatibility information. The 3000 and 4000 Product
Families transmissions produced starting April 3, 2000 were TID 3 units. All T Series
transmissions were TID 3 at introduction.

GENERAL DESCRIPTION
Table 1–4. Current Internal Harness Service Kit† P/N by TransID Version
3000 and 4000 Product Families Internal Harness Service Kits
Transmission TransID 1 TransID 2 ** TransID 3***
3000 Product Family w/ OLS (old)* 29542682 29542677 N/A
3000 Product Family w/ OLS (new)* 29542651 29542671 29542681
3000 Product Family 7-Speed 29542684 29542679 29542687
4000 Product Family w/ OLS (old)* 29542685 29542648 N/A
4000 Product Family w/ OLS (new)* 29544141 29542670 29542689
4000 Product Family 7-Speed w/o OLS N/A 29542650 29542690
4000 Product Family 7-Speed w/ OLS N/A N/A 29542691
* Reference SIL 19-WT-99 *** Reference SIL 4-WT-00 N/A Not Applicable
** Reference SIL 7-WT-98 † The key words associated with this reference are “current” and “kits”.
C. Compatibility Between TransID Level And ECU Calibration Level

Table 1–5 shows the compatibility of the different ECU software levels with the different TID level
transmissions.
Table 1–5. ECU/TransID Compatibility
CIN Compatibility Software Compatible with ECU Production

Number Level TransID Level Dates
07 V6E pre-TID and TID 1 until 9/94
WTEC II
08 V7 and V7A pre-TID and TID 1 9/94 until 12/97
0A V8 TID 1 2/97 until 9/97
0B V8A TID 1 and 2 beginning 10/97
WTEC III
0C V9 TID 1, 2, and 3 beginning 4/00
0D V9A TID 1, 2, and 3 beginning 4/01
The manufacture and sale of both WTEC II and WTEC III ECUs during most of 1997 required a
means of using a common transmission with either a WTEC II or a WTEC III ECU. A TID 1
transmission is the common transmission configuration for both control systems and production
began in September, 1996 (Table 1–3). A TID level 1 transmission is compatible with any Allison-
supplied ECU.
Pre-TransID transmissions are only compatible with V6E, V7, and V7A ECUs. Pre-TransID
transmissions were produced before the first S/N break in Table 1–3.
TransID level 2 transmissions were produced beginning in late December, 1997 (Table 1–5). A
TransID 2 transmission is compatible with V8A and later ECUs only.
TransID level 3 transmissions were produced beginning April 3, 2000 (Table 1–5). A TransID 3
transmission is compatible with V8A and later ECUs only. Software V9 or V9A is required to use
Reduced Engine Load at Stop (RELS). The following table shows TID3 S/N break points.
Model S/N Break

3000 Product Family 6510262117
4000 Product Family 6610062126

GENERAL DESCRIPTION
The following table shows compatibility information between transmission and vehicle configuration.
Vehicle Configuration (ECU, Shifter, and Wiring)

WTEC III, V8; WTEC III, V8A; WTEC III, V9
Transmission CIN 0A; TID1 0B; TID1 & 2 through V9x*;
Configuration WTEC II, C6E; WTEC II, V7;
(accommodates both (+TID 3 after 10/24/99, CIN 0C through 0F;
CIN 07 CIN 08
lockup clutches after 8/ but will not handle TID1, 2, & 3
25/97) TELS) (required for RELS)
Pre-TID 3000 and 4000 everything works OK; no everything works OK; no will not work unless will not work unless will not work unless
Product Families; cal change required or cal change required or TID1 level trans; codes TID1 level trans; codes TID1 level trans;
Raybestos plates only available if Luk damper/ available if Luk damper/ 32 xx, 55 xx; use 32 xx, 55 xx; use codes 32 xx, 55 xx;
friction material used; friction material used, but adapter 200100 to make adapter 200100 to make use adapter 200100 to
replace vehicle harness latest cal has changes to it a TID1; recal if Luk it a TID1; works with make it a TID1; works
connector with 29519127 better match the friction damper/friction material Luk or BW damper with Luk or BW
kit material used, because latest cal damper
has changes to better
match the friction
material
TID1: 3000 and 4000 everything works OK; no everything works OK; everything works OK; everything works OK; everything works OK;
Product Families; cal change required or recal if Luk damper/ recal if Luk damper/ uses TID1 cal uses TID1 cal
Raybestos plates only available if Luk damper/ friction material used, friction material used,
friction material used; because latest cal has because latest cal has
replace vehicle harness changes to better match changes to better match
connector with 29519127 the friction material the friction material
kit
TID2: 3000 and 4000 will not work; codes 44 will not work; codes 44 will not work; will use everything works OK; everything works OK;
Product Families; New 12, 33 23, 24 23, 33 12; 12, 33 23, 24 23, 33 12; TID1 cal and generate uses TID2 cal uses TID2 cal
style sump and retarder retarder codes 61 00, 62 retarder codes 61 00, 62 codes: 33 23, 24 23, 33
temp sensors; 3000 23, and 62 12; non-rtdr 23, and 62 12; non-rtdr 12; retarder codes 61 00,
Product Family new models can work if models can work if 62 23, and 62 12; recal
style retarder; Raybestos changed back to TID1 changed back to TID1 to V8A (CIN 0B)
plates only internal harness; 4000 internal harness; 4000
Product Family rtdr Product Family rtdr
models require change models require change
back to old style retarder back to old style retarder
temp sensor; 3000 Product temp sensor; 3000 Product
Family rtdr models Family rtdr models
require change back to old require change back to old
style retarder; no cal style retarder; recal if Luk
change required or damper/friction material
available if Luk damper/ used, because latest cal
friction material used; if has changes to better
converted, replace vehicle match the friction material
harness connector with
2951927 kit
TID2: 3000 and 4000 will not work; code 44 12 will not work; code 44 12 will not work; generate will not work if cal everything works OK;
Product Families; New and temp sensor codes; and temp sensor codes; codes: 33 23, 24 23, 33 installed before 10/24/99; uses TID3 cal
style sump and retarder requires WTEC III, V8A, requires WTEC III, V8A, 12; retarder codes 61 00, will not work with
temp sensors; 3000 V9 through V9x* system V9 through V9x* system 62 23, and 62 12; Shift RELS; generate code 36
Product Family new or overhaul to change or overhaul to change quality problems 01 and have shift quality
style retarder; Dynax back to Raybestos clutch back to Raybestos clutch because of clutch problems because of
plates only plates plates material change; recal clutch material change;
ECU to V8A, V9 recal ECU to latest V8A
through V9x*; if RELS if previous cal installed
required, replace ECU before 10/24/99; if
with V9 RELS required, replace
ECU withV9 through
V9x*
*V9x refers to the latest V9 version

Using New Replacement Transmissions (TID 3)
1–18
Transmission Configuration ECU, Shifter, Vehicle harness configuration:
If this model/configuration transmission is replaced by a new one of the following modifications are necessary to make it compatible with vehicles of this configuration:
TransID 3 transmission (with Dynax clutch plates),
TID level Key Characteristics Model WTEC 2; CIN 07… and 08… WTEC 3; V8/V8A; CIN 0B… WTEC 3; V9/V9A; CIN 0D… (this
of origi- level ECU and software might be found
nal trans installed in cases where the WTEC 3, V8/
in vehicle V8A ECU was replaced)
pre-TID • Former MD MD/B300 TID1 internal harness + Dynax cal Configuration not released Configuration not released
retarder (pre-1998 MDR/B300R TID1 internal harness + Dynax cal + New Rtdr cal + adapter harness (w/old temp Configuration not released Configuration not released
retarder)
sensor)
• Former temp
sensors MD3066/B400 TID1 internal harness + Dynax cal Configuration not released Configuration not released
• Post-block MD3066/B400R TID1 internal harness + Dynax cal + New Rtdr cal + adapter harness (w/old temp Configuration not released Configuration not released
sensor)
MD7 TID1 internal harness + Dynax cal Configuration not released Configuration not released
HD/B500 TID1 internal harness + Dynax cal Configuration not released Configuration not released
HDR/B500R TID1 internal harness + Dynax cal + old rtdr temp sensor Configuration not released Configuration not released
TID1 • Former MD MD/B300 TID1 internal harness + Dynax cal Update calibration No changes needed
retarder (pre-1998 MDR/B300R TID1 internal harness + Dynax cal + New Rtdr cal + adapter harness (w/old temp Update calibration + adapter harness (w/o temp sensor) Use adapter harness (w/o temp sensor)
retarder)
sensor)
• Former temp
sensors MD3066/B400 TID1 internal harness Update calibration No changes needed
MD3066/B400R TID1 internal harness + New Rtdr cal + adapter harness (w/old temp sensor) Update calibration + adapter harness (w/o temp sensor) Use adapter harness (w/o temp sensor)
MD7 TID1 internal harness + Dynax cal Update calibration No changes needed
HD/B500 TID1 internal harness + Dynax cal Update calibration No changes needed
HDR/B500R TID1 internal harness + Dynax cal + old rtdr temp sensor Update calibration+ new rtdr temp sensor connector new rtdr temp sensor connector
TID2 • Current MD MD/B300 Configuration not released Update calibration if installed prior to 10/24/99 No changes needed
retarder MDR/B300R Configuration not released Update calibration if installed prior to 10/24/99 No changes needed
• Current
temperature sensors MD3066/B400/3000MH Configuration not released Update calibration if installed prior to 10/24/99 No changes needed
MD3066R/B400R/ Configuration not released Update calibration if installed prior to 10/24/99 No changes needed
3000MHR
MD7 Configuration not released Update calibration if installed prior to 10/24/99 No changes needed
HD/B500/4000MH Configuration not released Update calibration if installed prior to 10/24/99 No changes needed
HDR/B500R/4000MHR Configuration not released Update calibration if installed prior to 10/24/99 No changes needed
HD7 Configuration not released Update calibration if installed prior to 10/24/99 No changes needed
Copyright © 2005 General Motors Corp.

GENERAL DESCRIPTION
HD7R Configuration not released Update calibration if installed prior to 10/24/99 No changes needed
TID3 • Current MD 3000 Product Family—All Configuration not released Update calibration if installed prior to 10/24/99 No changes needed
retarder Models
• Dynax clutch plates 4000 Product Family—All Configuration not released Update calibration if installed prior to 10/24/99 No changes needed
Models
Rebuilding With Dynax Clutch Plates
Transmission Configuration ECU, Shifter, Vehicle harness configuration:
If this model/configuration transmission is rebuilt with Dynax clutch one of the following modifications are necessary to make it compatible with vehicles of this configuration:
plates,
TID level Key Characteristics Model WTEC 2; CIN 07… and 08… WTEC 3; V8/V8A; CIN 0B… WTEC 3; V9/V9A; CIN 0D… (this level
of original ECU and software might be found installed in
trans in cases where the WTEC 3, V8/V8A ECU was
vehicle replaced)
pre-TID • Former MD retarder MD/B300 pre-TID or TID1 internal harness + Dynax cal Configuration not released Configuration not released
(pre-1998 retarder)
MDR/B300R pre-TID or TID1 internal harness + Dynax cal Configuration not released Configuration not released
• Former temp sensors
• Post-block MD3066/B400 pre-TID or TID1 internal harness + Dynax cal Configuration not released Configuration not released
MD3066/B400R pre-TID or TID1 internal harness + Dynax cal Configuration not released Configuration not released
MD7 pre-TID or TID1 internal harness + Dynax cal Configuration not released Configuration not released
HD/B500 pre-TID or TID1 internal harness + Dynax cal Configuration not released Configuration not released
HDR/B500R pre-TID or TID1 internal harness + Dynax cal Configuration not released Configuration not released
TID1 • Former MD retarder MD/B300 Retain TID 1 + Dynax cal TID 3 internal harness + updated calibration TID 3 internal harness + updated calibration
(pre-1998 retarder)
MDR/B300R Retain TID 1 + Dynax cal TID1 internal harness + Dynax cal TID1 internal harness + Dynax cal
• Former temp sensors
MD3066/B400 Retain TID 1 Retain TID 1 or install TID 3 internal harness + Retain TID 1 or install TID 3 internal harness +
updated cal updated cal
MD3066/B400R Retain TID 1 Retain TID 1 Retain TID 1
MD7 Retain TID 1 + Dynax cal TID 3 internal harness + updated calibration TID 3 internal harness + updated calibration
HD/B500 Retain TID 1 + Dynax cal TID 3 internal harness + updated calibration TID 3 internal harness + updated calibration
HDR/B500R Retain TID 1 + Dynax cal TID 3 internal harness + new rtdr temp sensor and TID 3 internal harness + new rtdr temp sensor
connector and connector
TID2 • Current MD retarder MD/B300 Configuration not released TID 3 internal harness + updated calibration TID 3 internal harness
• Current temperature MDR/B300R Configuration not released TID 3 internal harness + updated calibration TID 3 internal harness
sensors
MD3066/B400/3000MH Configuration not released No changes needed
MD3066R/B400R/ Configuration not released No changes needed
3000MHR
MD7 Configuration not released TID 3 internal harness + updated calibration TID 3 internal harness
HD/B500/4000MH Configuration not released TID 3 internal harness + updated calibration TID 3 internal harness
HDR/B500R/4000MHR Configuration not released TID 3 internal harness + updated calibration TID 3 internal harness

GENERAL DESCRIPTION
HD7 Configuration not released TID 3 internal harness + updated calibration TID 3 internal harness
HD7R Configuration not released TID 3 internal harness + updated calibration TID 3 internal harness
TID3 • Current MD retarder 3000 Product Family—All Configuration not released No changes needed No changes needed
• Dynax clutch plates Models
4000 Product Family—All Configuration not released No changes needed No changes needed
Models
1–19
GENERAL DESCRIPTION
NOTES

SECTION 2—DEFINITIONS AND ABBREVIATIONS
2–1. CHECK TRANS LIGHT

When the ECU detects a serious fault, the CHECK TRANS light (usually located on the vehicle instrument panel)
illuminates and action is automatically taken to protect operator, vehicle, and the transmission. A diagnostic code will
nearly always be registered when the CHECK TRANS light is on; however, not all diagnostic codes will turn on the
CHECK TRANS light. Codes related to the CHECK TRANS light are detailed in the code chart (refer to Section 6).
Illumination of the CHECK TRANS light indicates that a condition was detected that requires service attention.
Operation may or may not be restricted but even when restricted will allow the vehicle to reach a service assistance
location. Depending upon the cause for the CHECK TRANS light illumination, the ECU may or may not respond
to shift selector requests. The transmission may be locked in a range. That range will be shown on the shift selector
display. Both upshifts and downshifts may be restricted when the CHECK TRANS light is illuminated. Seek
service assistance as soon as possible.
Each time the engine is started, the CHECK TRANS light illuminates briefly and then goes off. This momentary
lighting shows the light circuit is working properly. If the light does not come on during engine start, request
service immediately.
2–2. ALLISON TRANSMISSION DIAGNOSTIC TOOL
Allison DOC™ (Diagnostic Optimized Connection) For PC is a PC-based service tool for use with 3000 and
4000 Product Families transmissions. The Allison DOC™ for PC–Service Tool is a full-feature diagnostic software
application supporting WTEC II and WTEC III control systems. When installed on the user’s own PC, it will allow
the technician to acquire data from the transmission’s control system and through the use of embedded
troubleshooting manuals, conduct systematic troubleshooting of transmission complaints.
Basic Features
Allison DOC™ For PC–Service Tool uses a Windows style GUI and includes:
• User selected views of multiple transmission parameters
• View active and historical diagnostic trouble codes (DTCs)
• Graphical instrument panel view of transmission parameters
• Strip chart function
• User configurable Snapshot function
• User configurable Print function
• Code driven links to embedded WTEC II and WTEC III Troubleshooting Manuals
• Reprogramming capability (available after satisfying Allison Transmission training certification
requirements)
• Demo Mode which allows the user to practice the program without being connected to a vehicle
• New animated, screen by screen, help support (found in Help, Video-based training materials, Allison
DOC™ For PC–Service Tool Training Videos)
• Application Configuration: This menu function serves as the platform for three different features
(1) General tab, which allows the user to select language (English only at this time), and unit of measure.
(2) ECU/TCM Reprogramming tab, used to enable the reprogramming capability of the Allison DOC™
For PC–Service Tool.
(3) Update Application tab, will access a web URL that will contain minor updates for the diagnostic
tool to support changes in the various transmission control systems.
• Data Bus Viewer allows the user to capture (see and save) the raw data transmitted on the various
vehicle data buses supported by Allison DOC™ For PC–Service Tool (J1708, J1939, and J1850).
• Printed user’s manual and laminated Job Aid Card.
• Adobe® Acrobat® 5.0 bundled on the CD for reading the Troubleshooting Manual.
• Microsoft® Media Player® 6.4 and 7.0 bundled on the CD for displaying various and updated training
videos (available from the application Help menu).

DEFINITIONS AND ABBREVIATIONS
PC Platform Definition
Allison DOC™ For PC–Service Tool has been tested with and is known to operate on PCs with the following
configurations*:
• Microsoft® Windows 95®, Windows NT® (SP3 or higher), Windows 2000® Professional,
Windows ME®, and Windows XP® Professional.
• 100 MB for free hard disk space required without the training videos. Additional 500 MB of hard drive
space is required if the user wishes to load the training videos. Videos can also be viewed directly from
the Allison DOC™ For PC–Service Tool installation CD.
• 64 MB of RAM (128 MB for optimal performance)
• Pentium II processor (Pentium® IV processor for optimal performance)
• One available COM (serial) port and parallel port
• 1024 x 768 screen resolution
• 256 color palette
• Small font
• Windows™ Media Player® is provided on the Allison DOC™ For PC–Service Tool installation CD and
is installed with the application.
*NOTE:
1. The Allison DOC™ For PC–Service Tool will not function correctly on PCs not meeting the above
listed definition and will not be supported.
2. PCCS does not support Windows®, NT®, or ME® when recalibrating 3000 and 4000 Product Families
transmissions.
3. PCCS is a separate, stand-alone software application.
4. For the latest requirements, please refer to www.allisontransmission.com
NOTE: Additional information available in Appendix N.

2–3. ABBREVIATIONS
A/N Assembly Number
ABS Anti-lock Brake System—OEM-provided means to detect and prevent wheel stoppage to
enhance vehicle handling. Retarder and engine brakes will not apply when ABS is active.
Amp Unit of electrical current
API Application Program Interface
AT Allison Transmission
C3PS C3 Pressure Switch—Pressure switch to signal the presence or absence of pressure in the
C3 clutch-apply circuit
CAN Controller Area Network—A network for all SAE J1939 communications in a vehicle
(engine, transmission, ABS, etc.)
CIN Calibration Identification Number
CMC Customer Modifiable Constant
COP Computer Operating Properly—Hardware protection which causes the ECU to reset if
software gets lost
CT Closed Throttle
DMM Digital Multimeter
DNA Does Not Adapt—Adaptive shift control is disabled
DNS DO NOT SHIFT—Refers to the DO NOT SHIFT diagnostic response during which the
CHECK TRANS light is illuminated and the transmission will not shift and will not
respond to the Shift Selector
DOC™ Diagnostic Optimized Connection
DPA Dearborn Protocol Adapter
DTC Diagnostic Trouble Code
DVOM Digital volt/ohmmeter
ECU Electronic Control Unit (also commonly referred to as the “computer”)
EMI ElectroMagnetic Interference
FBO Feature Based Ordering
FCC Federal Communications Commission
GPI General Purpose Input—Input signal to the ECU to request a special operating mode or
condition
GPO General Purpose Output—Output signal from the ECU to control vehicle components
(such as PTOs, backup lights, etc.) or allow a special operating mode or condition
GUI Graphical User Interface
J1587 Engine/transmission serial data communications link
J1939 High-speed vehicle serial data communications link
LED Light-Emitting Diode—Electronic device used for illumination
LRTP Low Range Torque Protection

2–3. ABBREVIATIONS (cont’d)

MB Mega Byte
NNC Neutral No Clutches—Neutral commanded with no clutches applied
NVL Neutral Very Low—The ECU has sensed turbine speed below 150 rpm when output speed
is below 100 rpm and engine speed is above 400 rpm when N (Neutral) was selected. This
is usually caused by a dragging C1 or C3 clutch or a failed turbine speed sensor. NVL is
attained by turning D solenoid “ON” (in addition to E solenoid) and the C4 and C5
clutches are applied to lock the transmission output.
OEM Original Equipment Manufacturer—Maker of vehicle or equipment
Ohm Unit of electrical resistance
OL Over Limit or Oil Level—For Over Limit see “∞”. Indicates Oil Level is being displayed
on a shift selector
OLS Oil Level Sensor—Electronic device (optional) on control module for indicating
transmission fluid level
PC Personal Computer
PCCS PROM Calibration Configurator System
PCMCIA Personal Computer Memory Card International Association—Memory device for use with
Pro-Link® containing Allison Transmission programming and diagnostics
P/N Part Number
PROM Programmable Read Only Memory
PSS Primary Shift Selector—Main shift selector in a two-selector control system.
PTO Power Takeoff
PWM Solenoid Pulse Width Modulated Solenoid—Solenoids are controlled by pulse width modulation.
Solenoid control of clutch pressures is based on the solenoid’s duty cycle. Duty cycle is
determined by the ratio of solenoid’s on-time to off-time.
RELS Reduced Engine Load at Stop
RFI Radio Frequency Interference
RMR Retarder Modulation Request—Signal from a retarder control device
RPR Return to Previous Range—Diagnostic response in which the transmission is commanded
to return to previously commanded range
SCI Serial Communication Interface—Used to transmit data and messages between the
diagnostic tool and the ECU and other systems such as electronically-controlled engines.
SCTI St. Clair Technologies, Inc.
S/N Serial Number
SOL OFF All SOLenoids OFF
SPI Serial Peripheral Interface—The means of communication between the microprocessor
and the interface circuits
SSS Secondary Shift Selector—Alternate shift selector in a two-selector control system
TID TransID—A feature which allows the ECU to know the transmission configuration and
provide the corresponding calibration required

2–3. ABBREVIATIONS (cont’d)

TPS Throttle Position Sensor—Potentiometer for signaling the position of the engine fuel
control lever
V Version—Abbreviation used in describing ECU software levels
VDC Volts Direct Current (DC)
VIM Vehicle Interface Module—A watertight box containing relays and fuses—interfaces the
transmission electronic control system with components on the vehicle
VIW Vehicle Interface Wiring—Interfaces ECU programmed input and output functions with
the vehicle wiring
Volt Unit of electrical force
VOM Volt/ohmmeter
WOT Wide Open Throttle
WTEC World Transmission Electronic Controls
∞ Infinity—Condition of a circuit with higher resistance than can be measured, effectively an
open circuit

NOTES

SECTION 3—BASIC KNOWLEDGE
3–1. BASIC KNOWLEDGE REQUIRED

To service WTEC III Electronic Controls, the technician must understand basic electrical concepts. Technicians
need to know how to use a volt/ohmmeter (VOM) to make resistance and continuity checks. Most troubleshooting
checks consist of checking resistance, continuity, and checking for shorts between wires and to ground. The
technician should be able to use jumper wires and breakout harnesses and connectors. Technicians unsure of
making the required checks should ask questions of experienced personnel or find instruction.
The technician should also have the mechanical aptitude required to connect pressure gauges or transducers to
identified pressure ports used in the troubleshooting process. Pressure tap locations and pressure values are shown
in Appendix B—Checking Clutch Pressures.
Input power, ground, neutral start circuitry, etc., can cause problems with electronic controls or vehicle functioning
and may not generate a diagnostic code. A working knowledge of WTEC III Series Electronic Controls vehicle
installation is necessary in troubleshooting installation-related problems.
Refer to Section 8 for information concerning performance complaints (non-code) troubleshooting. A complete
wiring schematic is shown in Appendix J. Refer to the WTEC III Controls and General Information Sales Tech
Data Book for information concerning electronic controls installation and the Installation Checklist. Reliable
transmission operation and performance depend upon a correctly installed transmission. Review the Installation
Checklist in the 3000 and 4000 Product Families transmissions Tech Data Books for proper installation.
follows:
responsible for warranty on these parts. SCTI recognizes Allison Transmission, manufacturers,
and SCTI part numbers. SCTI provides a technical HELPLINE at 519-627-1673 (Wallaceburg).
SCTI will have parts catalogs available. The SCTI addresses and phone numbers for parts
outlets are:

Fax: 519-627-4227 Phone: 011-526 2222-43834
Fax: 011-526-2222-43553

BASIC KNOWLEDGE
3–2. USING THE TROUBLESHOOTING MANUAL

Use this manual as an aid to troubleshooting the WTEC III Electronic Controls. Every possible problem and its
solution cannot be encompassed by any manual. However, this manual does provide a starting point from which
most problems can be resolved.
Once a problem solution is discovered in the manual do not look further for other solutions. It is necessary to
determine why a problem occurred. For example, taping a wire that has been rubbing on a frame rail will not
correct the problem unless the rubbing contact is eliminated.
3–3. SYSTEM OVERVIEW

WTEC III Electronic Control functions are controlled by the ECU. The ECU reads the following to determine
when to command a shift:
• Shift selector range selection
• Output speed
• Throttle position.
In order to control the oncoming and off-going clutches during a shift, the ECU monitors:
• Turbine speed
• Output speed
• Throttle position.
When the ECU detects an electrical fault, it logs a diagnostic code indicating the faulty circuit and may alter the
transmission operation to prevent or reduce damage.
When the ECU detects a non-electrical problem while trying to make a shift, the ECU may try that shift a second or
third time before setting a diagnostic code. Once that shift has been retried, and a fault is still detected, the ECU
sets a diagnostic code and holds the transmission in a fail-to-range mode of operation.
3–4. IMPORTANT INFORMATION IN THE TROUBLESHOOTING PROCESS

Before beginning the troubleshooting process, read and understand the following:
• WTEC III wire identification presents the wire number followed by the ECU terminal source
(i.e., 157-S30). If there is a letter suffix following the wire number, there is a splice between the ECU
source and wire destination (i.e., 136A-S16).
• Shut off the engine and ignition before any harness connectors are disconnected or connected.
• Remember to do the following when checking for shorts and opens:

— Minimize movement of wiring harnesses when looking for shorts. Shorts involve wire-to-wire or
wire-to-ground contacts and moving the harnesses may eliminate the problem.
— Wiggle connectors, harnesses, and splices when looking for opens. This simulates vehicle
movements which occur during actual operation.

BASIC KNOWLEDGE
• When disconnecting a harness connector, be sure the pulling force is applied to the connector itself and
not the wires extending from the connector.
• Resistance checks involving wiring between the ECU connectors and other components adds about one
ohm of resistance to the component resistance shown.
• Inspect all connector terminals for damage. Terminals may have bent or lost the necessary tension to
maintain firm contact.
• Clean dirty terminals or connectors with isopropyl alcohol and a cotton swab, or a good quality, non-
residue, non-lubricating, cleaning solvent such as LPS Electro Contact Cleaner® or LPS NoFlash
Electro Contact Cleaner®.
The cleaning solvent must not be:

• Chlorine based
• Contain petroleum distillates
• Conduct electricity.
CAUTION:
The cleaning solvent should evaporate quickly to prevent the possibility of condensation
within the connectors. Always blow or shake any excess cleaner from the connector before
assembling it to its mating connector or hardware. Cleaner trapped in the connector can
affect the connector seal. Refer to SIL 17-TR-94 for detailed information on the
recommended cleaners.
Care should be taken when welding on a vehicle equipped with electronic controls. Refer
CAUTION:
to Appendix G, Paragraph 1–1.
• Diagnostic codes displayed after system power is turned on with a harness connector disconnected, can
be ignored and cleared from memory. Refer to Section 6, Diagnostic Codes, for the code clearing
procedure.
3–5. BEGINNING THE TROUBLESHOOTING PROCESS
NOTE: Whenever a transmission is overhauled, exchanged, or has undergone internal repairs, the Electronic
Control Unit (ECU) must be “RESET TO UNADAPTED SHIFTS.” See Service Information Letter
16-WT-96, Revision A for further details.
1. Begin troubleshooting by checking the transmission fluid level and ECU input voltage. Remember
that some problems may be temperature related. Do troubleshooting at the temperature level where
the problem occurs. Check diagnostic codes by:
• Using the shift selector display (See Paragraph 6–2 for code reading.)
• Using the Allison DOC™ For PC–Service Tool.
2. When a problem exists but a diagnostic code is not indicated, refer to the Performance Complaint
Section (Section 8) for a listing of various electrical and hydraulic problems, their causes, and remedies.

BASIC KNOWLEDGE
3. If a diagnostic code is found in the ECU memory, record all available code information and clear the
active indicator. Refer to Section 6.
4. Test drive the vehicle to confirm a diagnostic code or performance complaint.
• If the code reappears, refer to the Diagnostic Code section (Section 6) and the appropriate code
chart. The Diagnostic Code section lists diagnostic codes and their description. Locate the
appropriate troubleshooting chart and follow the instructions.
• If the code does not reappear, it may be an intermittent problem. Use Allison DOC™ For PC–
Service Tool and the code display procedure described in Section 6. The code display procedure
will indicate the number of times the diagnostic code has occurred. Refer to the troubleshooting
chart for the possible cause(s) of the problem.
• Appendix A deals with the identification of potential circuit problems. Refer to Appendix A if a
circuit problem is suspected.
5. If difficulties arise, you have unanswered questions, or if you are unable to quickly identify the root
cause during troubleshooting, please contact the Technical Assistance Center (TAC):
Technical Assistance Center

PO Box 894, Mail Code 462-470-PF9
Indianapolis, IN 46206-0894
Phone: 1-800-252-5283
NOTE: Information concerning specific items is contained in the appendices located in the back of this
manual. The appendices are referred to throughout the manual.

SECTION 4—WIRE TESTING PROCEDURES
4–1. TESTING FOR OPENS, SHORTS BETWEEN WIRES, AND SHORTS-TO-GROUND

(Use Digital Volt/Ohmmeter J 34520-A and Jumper Wire Set J 39197)
NOTE: Please refer to Paragraph 3–5 to begin the troubleshooting process.
1. Make sure all connectors are tightly connected and re-check the circuit.
2. Disconnect and inspect all connectors.
3. Thoroughly clean corroded or dirty terminals. If dirty or corroded terminals are the probable cause of
the problems, reconnect the clean connectors and operate the vehicle normally. If the problem recurs,
proceed with Step (4).

• Chlorine based
CAUTION:
within the connectors. Always blow or shake any excess cleaner from the connector
before assembling it to its mating connector or hardware. Cleaner trapped in the
connector can affect the connector seal. Refer to SIL 17-TR-94 for detailed information
on the recommended cleaners.
4. Review the WTEC III wire numbering system described in Paragraph 3–4.
5. If all connectors are clean and connected correctly, determine which wires in the chassis harness are
indicated by the diagnostic code. For example, Code 41 12, indicates an open or short-to-ground in
the solenoid A circuit—wires 102-T1 and 120-T4.
a. Test the continuity of wires 102-T1 and 120-T4 by performing the following (Figure 4–1):
(1) Disconnect the blue “T” connector from the ECU and disconnect the harness from the transmission
main connector. At one end of the harness, using jumper wire kit J 39197 and connector probes in
J 39775-CP, connect wire 102-T1 and 120-T4 to each other, being careful not to distort the termi-
nals. Jumping the wires together creates a circuit between wires 102-T1 and 120-T4.
(2) On the opposite end of the harness, test the continuity of the jumpered pair. No continuity in a
jumpered pair circuit (infinite resistance reading) indicates an open in the wire being tested.
Locate and repair the damaged portion of the wire.
b. If the continuity check is good (0–2 Ohms resistance), remove the jumpers. Test the harness for
shorts between wires and shorts-to-ground by performing the following (Figure 4–2):
(1) At the ECU end of the harness, touch one probe of a volt/ohmmeter (VOM) to one wire of the
circuit being tested and touch the other probe to each terminal in the same connector, then
touch the probe to chassis ground and to the transmission main housing. Do this for both wires
in the circuit being tested.
(2) If at any time the VOM shows zero to low resistance, or the meter’s continuity beeper sounds,
there is a short between the two points being probed—wire-to-wire or wire-to-ground. Isolate
and repair the short.

WIRE TESTING PROCEDURES
Shorted
to metal
FEEDTHROUGH
HARNESS
CONNECTOR SOLENOIDS
Bare wires
touching
each other
0
0
VOLT/OHM- —
—
METER +
+ (VOM)
0 OHMS 0 OHMS
Two wires have frayed and are shorted together. Harness has been chafed and one or more wires are
Continuity beeper of VOM will sound, shorted-to-ground. VOM continuity beeper will sound,
or reading will go to zero Ohms when these or reading will go to zero Ohms when meter is probing
two wires are probed with the VOM. between this wire and chassis ground.
V03377.00.01
Figure 4–1. Open Circuit
TRANSMISSION CONNECTOR
WIRING HARNESS
ECU
“T” CONNECTOR
Wires shorted
together
Shorted to
ground on
metal frame
rail
Ground
to metal
frame rail
0 0
VOLT/OHM-
METER
— (VOM) —
+ +
0 OHMS 0 OHMS
V03375.00.01
Figure 4–2. Short Between Wires and to Ground

4–2. TESTING AT TRANSMISSION CONNECTOR AND THE INTERNAL HARNESS FOR

OPENS, SHORTS BETWEEN WIRES, AND SHORTS-TO-GROUND
1. Disconnect the external wiring harness from the transmission.
2. Inspect the connectors. Any terminals which are corroded or dirty must be thoroughly cleaned.

• Chlorine based
CAUTION:
within the connectors. Always blow or shake any excess cleaner from the connector
before assembling it to its mating connector or hardware. Cleaner trapped in the
connector can affect the connector seal. Refer to SIL 17-TR-94 for detailed information
on the recommended cleaners.
3. If the connectors are clean and connected correctly, determine which wires in the harness to test.
Use the diagnostic code system schematic to locate the wire terminals. For this example, Code 41 12
indicates an open or short-to-ground in solenoid “A” circuit—wires 102-T1 and 120-T4 (Figures 4–3
and 4–4).
a. At the transmission connector, test the resistance of the solenoid A circuit. Resistance of a solenoid
circuit should be 2.4–5 Ohms—covering a temperature range of –18°C to 149°C (0°F to 300°F).
Refer to Solenoid Resistance vs. Temperature chart in Appendix K. No continuity in the circuit
(infinite resistance) indicates an open in the internal harness, the feedthrough connector, or the
solenoid coil. Locate and repair the open in the internal harness or replace the internal harness,
replace the feedthrough connector, or replace the solenoid.
FEEDTHROUGH SOLENOID
HARNESS
CONNECTOR
3.5
— —
+ +
VOLT/OHM-
METER
(VOM)
INFINITE ( ) OHMS
2—5 OHMS Circuit does not have continuity due to a
AT NORMAL OPERATING broken wire (open circuit). VOM reading is
TEMPERATURE* very high (infinite ohms or OL–overlimit).
Circuit has continuity. This could also be due to an open solenoid
coil or bad connection.
* Refer to Appendix J V03376.01
Figure 4–3. Checking Continuity

b. If the resistance test is good, check the harness for shorts between wires and to ground by perform-
ing the following (Figure 4–4):
(1) At the transmission connector, touch one probe of the VOM to one wire of the circuit being
tested and touch the other probe to each terminal in the connector and to chassis ground and
the transmission main housing. Do this for both wires in the circuit being tested.
(2) If the VOM shows zero to low resistance, or the continuity beeper sounds, there is a short
between the two points being probed, wire-to-wire or wire-to-ground. An indication of a short
may be caused by a splice to the wire being checked. Inspect the wiring diagram in Appendix
J for splice locations. If the short is not a splice, then isolate and repair the short.
Shorted
to metal
FEEDTHROUGH
HARNESS
CONNECTOR SOLENOIDS
Bare wires
touching
each other
0
0
VOLT/OHM- —
—
METER +
+ (VOM)
0 OHMS 0 OHMS
V03377.00.01
Figure 4–4. Short Between Wires and to Ground
NOTE: When conducting circuit checks that include the external harness, add one (1) Ohm to the values
shown. Speed sensor resistance is 270–330 Ohms. C3 pressure switch resistance is two (2) Ohms
maximum when switch is closed and 20,000 Ohms minimum when switch is open.

SECTION 5—OIL LEVEL SENSOR
5–1. INTRODUCTION
The Oil Level Sensor (Figure 5–1) provides a means of electronically checking the transmission fluid level from:
• The shift selector display.
• Allison DOC™ For PC–Service Tool.
• A customer-furnished remote display.
FORMER CURRENT V07087.00.01
Figure 5–1. Oil Level Sensor
The former OLS is no longer serviced. The current OLS is a one-piece unit with a molded 3-terminal connector
built into the sensor housing (see Figure 5–1 and SIL 19-WT-99 for more details). The internal wiring harnesses
have been redesigned to include the 3-terminal connector for the OLS and to lengthen the branch to the OLS.
NOTE: The OLS is standard on the 3000 MH, 4000 MH, and all T Series transmissions.
Figure 5–2 shows the position and orientation of the OLS on the control modules of the 3000 and 4000 Product
Families transmissions.The OLS must be correctly positioned, so the internal harness connector reaches the
connector on the sensor. The control module must fit onto the transmission main case without interference. The one
piece design reduces the complexity of the manufacturing and installation of the sensor. The current OLS uses
shoulder bolts and Viton® ferrules to provide vibration dampening in the mounting. The current OLS became
effective with the following S/Ns:
3000 Product Family: 6510220479

4000 Product Family: 6610048466, Except S/N 6610052000 through 6610052184 (S/Ns 6610052000
through 6610052184 were built on a 2nd assembly line with the former OLS.)
The current sensor can be used in place of the former sensor by using a short harness adapter between the
4-terminal (2 x 2) connector on the former internal wiring harness and the new 3-terminal (1 x 3) connector of the
new OLS. A kit is available for replacing the former sensor. It includes the current sensor, mounting bolts, and the
harness adapter so that the old internal harness can be re-used. Transmissions built after the serial number break
will have the current sensor and a new internal wiring harness using the 3-terminal connector. The former OLS is
completely cancelled. The former internal harnesses will be maintained for service of transmissions re-using the
former OLS. Refer to most recent parts catalogs PC2150EN and PC2456EN for part number information.

OIL LEVEL SENSOR
Oil Sensor Location Detail

(with filter and harness
removed for clarity)
4000 PRODUCT FAMILY
CONTROL MODULE
3000 PRODUCT FAMILY Oil Sensor Location Detail

CONTROL MODULE
V06108.02.01
Figure 5–2. Current Oil Level Sensor Orientation

OIL LEVEL SENSOR
5–2. ELECTRONIC FLUID LEVEL CHECK (SHIFT SELECTOR)
A low or high fluid level causes overheating and irregular shift patterns. An incorrect fluid
CAUTION:
level can damage the transmission.
NOTE: The pushbutton and lever shift selectors can display one character at one time. The strip pushbutton
shift selector does not have diagnostic or display capability. Allison DOC™ For PC or a customer-
furnished remote display must be used to obtain fluid level information when using the strip
pushbutton shift selector.
A. Fluid Level Check Procedure

1. Park the vehicle on a level surface and shift to N (Neutral). Apply the parking brake.
2. On the Pushbutton shift selector, simultaneously press the ↑ (Up) and ↓ (Down) arrow buttons once.
3. On the Lever shift selector, press the “display mode” button once.
4. For a strip pushbutton shift selector, refer to Allison publication GN3433EN, User Guide for
Allison DOC™ For PC–Service Tool, or to Appendix N in this manual.
NOTE: The ECU may delay the fluid level check until the following conditions are met:
• The fluid temperature is between 60°C (140°F) and 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 (below 1000 rpm—not “fast” idle).
See “Invalid for Display” information in Steps (8) and (9).
5. Correct fluid level is reported when o, L is displayed (o, L indicates the Oil Level Check Mode),
followed by o, K. The o, K display indicates the fluid level is within the proper fluid level zone.
Remember that the display occurs one character at a time. The sensor display and the transmis-
sion dipstick may not agree exactly because the oil level sensor compensates for fluid temperature.
Example: o, L; o, K—Indicates correct fluid level.
6. Low fluid level is reported when o, L is displayed, followed by L, o and a number. L, o indicates a
low fluid level and the number is the number of quarts of fluid the transmission requires.
Example: o, L; L, o; 2—Indicates 2 additional quarts of fluid will bring the fluid level within the
proper fluid level.

OIL LEVEL SENSOR
7. High fluid level is reported when o, L is displayed, followed by H, I and a number. H, I indicates
high fluid level and the number shows how many quarts the transmission is overfilled.
Example: o, L, H, I, 1—Indicates one quart of fluid above the full level.
8. An Invalid for Display condition is reported when o, L is displayed, followed by “–” and a number
display. The displayed number is a fault code and indicates improper conditions or a system
malfunction.
Example: o, L, –, 7,0—Indicates an Invalid for Display condition and fault code 70.
9. Invalid for Display is activated when conditions do not allow the fluid level to be checked
electronically. Review the following codes and conditions, and correct as necessary.
Table 5–1. Invalid for Display Codes
CODE CAUSE OF CODE

X* — Settling time too short
5 ,0 — Engine speed (rpm) too low
5 ,9 — Engine speed (rpm) too high
6 ,5 — N (Neutral) must be selected
7 ,0 — Sump fluid temperature too low
7 ,9 — Sump fluid temperature too high
8 ,9 — Output shaft rotation
9 ,5 — Sensor failure**
* A number between 8 and 1 that flashes during the count-
down period.
** Speed sensor, throttle sensor, temperature sensor, or oil
level sensor.
10. To exit the fluid level display mode:
• Pushbutton shift selector—press the N (Neutral) pushbutton or press ↑ and ↓ arrow pushbuttons
simultaneously two times.
• Lever shift selector—press the “display mode” button two times or move the lever.

OIL LEVEL SENSOR
5–3. ELECTRONIC FLUID LEVEL CHECK (Allison DOC™ For PC–Service Tool)
Allison DOC™ For PC–Service Tool can also be used to electronically check the transmission’s fluid level. Further
detail is provided in Appendix N of this manual.
A low or high fluid level causes overheating and irregular shift patterns and, if not
CAUTION:
corrected, can damage the transmission.
A. Fluid Level Check Procedure

1. Connect the Allison DOC™ For PC–Service Tool to the diagnostic tool connector (Figure 1–2).
2. Scroll down the Diagnostic Data List to “OIL (+/-)” display.
3. Read the fluid level, repeat the check to confirm the first reading.
NOTE: The ECU may delay the fluid level check until the following conditions are met:
• The fluid temperature is between 60°C (140°F) and 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 reason for a delayed fluid level check is indicated on the Allison DOC™ For PC–Service Tool by one of the
following diagnostic messages.
Table 5–2.
DIAGNOSTIC MESSAGE
OL — SETTLING TIME (8 down to 1)
OL — ENGINE SPEED LO
OL — ENGINE SPEED HI
OL — SELECT N (NEUTRAL)
OL — SUMP TEMP LO
OL — SUMP TEMP HI
OL — OUTPUT SPEED HI
OL — CHECK CODES

OIL LEVEL SENSOR
NOTES

SECTION 6—DIAGNOSTIC CODES

6–1. DIAGNOSTIC CODE MEMORY
Diagnostic codes are logged in a list in memory (sometimes referred to as the queue), listing the most recently
occurring code first and logging up to five codes. The codes contained in the list have information recorded as
shown in the table below (codes are examples). Access to the code list position, main code, subcode and active
indicator is through the shift selector display or Allison DOC™ For PC–Service Tool. Access to ignition cycle
counter and event counter information is through the Allison DOC™ For PC–Service Tool only. Further details on
the use of Allison DOC™ For PC–Service Tool is presented in Appendix N of this manual.
Table 6–1. Code List

Code List Ignition Cycle
Position Main Code Subcode Active Indicator Counter Event Counter
d1 21 12 YES 00 10
d2 41 12 YES 00 04
d3 23 12 NO 08 02
d4 34 12 NO 13 01
d5 56 11 NO 22 02
Displayed on shift selector and diagnostic tool YES = Mode Indicator Not available on shift selector display
d = “diagnostic” (LED) illuminated
The following paragraphs define the different parts of the code list.
A. Code List Position. The position which a code occupies in the code list. Positions are displayed as
“d1” through “d5” (Code List Position #1 through Code List Position #5).
B. Main Code. The general condition or area of fault detected by the ECU.
C. Subcode. The specific area or condition related to the main code in which a fault is detected.
D. Active Indicator. Indicates when a diagnostic code is active. The MODE indicator LED on the shift
selector is illuminated or the diagnostic tool displays YES.
E. Ignition Cycle Counter. Determines when inactive diagnostic codes are automatically cleared from
the code list. The counter is increased by one each time a normal ECU power down occurs (ignition
turned off). Inactive codes are cleared from the code list after the counter exceeds 50.
F. Event Counter. Counts the number of occurrences of a diagnostic code. If a code is already in the
code list and the code is again detected, that code is moved to position d1, the active indicator is
turned on, the Ignition Cycle Counter is cleared, and 1 is added to the Event Counter.
6–2. CODE READING AND CODE CLEARING

Diagnostic codes can be read and cleared by the following methods:
• Allison DOC™ For PC–Service Tool

• Diagnostic display mode on the shift selector.
The use of Allison DOC™ For PC–Service Tool is described in Allison publication GN3433EN, User Guide, that
is furnished with each tool, and also in Appendix N. The method of reading and clearing codes described in this
section refers to entering the diagnostic display mode of the shift selector.

DIAGNOSTIC CODES
The diagnostic display mode may be entered for viewing of codes at any speed. Active codes can only be cleared
when the output speed = 0 and no output speed sensor failure is active.
A. Reading Codes. Enter the diagnostic display mode by pressing the ↑ (Up) and ↓ (Down) arrow
buttons at the same time on a pushbutton selector, or by momentarily pressing the “display mode”
button on a lever shift selector.
NOTE: If a DO NOT SHIFT condition is present (CHECK TRANS light illuminated) at this time, the shift
selector may or may not respond to requested range changes.
NOTE: If an oil level sensor is present, then fluid level will be displayed first. Diagnostic code display is
achieved by simultaneously depressing the ↑ (Up) and ↓ (Down) arrow buttons a second time or the
“display mode” button a second time.
The code list or queue position is the first item displayed, followed by the main code and the subcode. Each item is
displayed for about one second. The display cycles continuously until the next code list position is accessed by
pressing the MODE button. The following list represents the display cycle using code 25 11 as an example:
1. Code list position—d, 1
2. Main code—2, 5
3. Subcode —1, 1
4. Cycle repeats—d, 1, 2, 5, 1, 1
To view the second, third, fourth, and fifth positions (d2, d3, d4, and d5), momentarily press the MODE button as
explained above.
Momentarily press the MODE button after the fifth position is displayed to restart the sequence of code list
positions.
An active code is indicated by the illumination of the LED indicator when a code position is displayed while in the
diagnostic display mode. In the normal operating mode, the LED indicator illuminates to show a secondary mode
operation.
Any code position which does not have a diagnostic code logged will display “–” for both the main and subcodes.
No diagnostic codes are logged after an empty code position.
B. Clearing Active Indicators. A diagnostic code’s active indicator can be cleared, which allows the
code inhibit to be cleared but remains in the queue as inactive.
The active indicator clearing methods are:
1. Power down—All active indicators, except code 69 34 (refer to the code chart), are cleared at ECU
power down.
2. Self-clearing—Some codes will clear their active indicator when the condition causing the code is
no longer detected by the ECU.

DIAGNOSTIC CODES
3. Manual—Some active indicators can be cleared manually, while in the diagnostic display mode,
after the condition causing the code is corrected.
If an active indicator is cleared while the transmission is locked in a forward range or

CAUTION: reverse (fail-to-range), the transmission will remain in the forward range or reverse after
the clearing procedure is completed. Neutral must be manually selected.
C. Manually Clearing Codes and Active Indicators from the Code List. To clear active indicators or
all codes:
1. Enter the diagnostic display mode.
2. Press and hold the MODE button for approximately three seconds until the LED indicator flashes.
All active indicators are cleared. To remove all inactive codes, press and hold the MODE button
for about ten seconds until the LED indicator flashes again. All active indicators will be cleared at
ECU power down.
3. Codes that cannot be manually cleared will remain.
D. Exiting the diagnostic display mode. Exit the diagnostic display mode using one of the following
procedures:
1. On a pushbutton shift selector, press the ↑ (Up) and ↓ (Down) arrow buttons at the same time or
press any range button, D, N, or R. The shift (D, N, or R) is commanded if not inhibited by an ac-
tive code.
2. On a lever shift selector, momentarily press the “display mode” button or move the shift lever to
any shift position other than the one it was in when the diagnostic display mode was activated. If
the shift is inhibited, the ECU will continue to command the current transmission range attained
and the lever should be returned to its original position.
3. Wait until timeout (approximately 10 minutes) and the system will automatically return to the nor-
mal operating mode.
4. Turn off power to the ECU (turn off the vehicle engine at the ignition switch).
6–3. DIAGNOSTIC CODE RESPONSE

The following ECU responses to a fault provide for safe transmission operation:
• Do Not Shift (DNS) Response

— Release lockup clutch and inhibit lockup operation.
— Inhibit all shifts.
— Turn on the CHECK TRANS light.
— Display the range attained.
— Ignore any range selection inputs from the pushbutton or lever shift selector.
• Do Not Adapt (DNA) Response
— The ECU stops adaptive shift control while the code is active. Do not adapt shifts when a code with
the DNA response is active.

DIAGNOSTIC CODES
• SOLenoid OFF (SOL OFF) Response
— All solenoids are commanded off (turning solenoids “A” and “B” off electrically causes them to be
on hydraulically).
• Return to Previous Range (RPR) Response
— When the speed sensor ratio or C3 pressure switch tests associated with a shift are not successful,
the ECU commands the same range as commanded before the shift.
• Neutral No Clutches (NNC) Response
— When certain speed sensor ratio or C3 pressure switch tests are not successful, the ECU commands
a neutral condition with no clutches applied.
6–4. SHIFT SELECTOR DISPLAYS RELATED TO ACTIVE CODES

• “Cateye”—The backward slash segment and the middle horizontal segments (-\-) may be on under the
following conditions:
— RSI link fault is active (code 23 12 or 23 14)
— When two COP timeouts occur within two seconds of each other (reference code 69 33)
— Shift selector display line fault is active (23 16)
• All Segments Displayed—All display segments will be illuminated if a severity 1 diagnostic code is
present during initialization, or if an electrical code for solenoids A, B, C, D, E, or G is logged before
initialization completes.
6–5. DIAGNOSTIC CODE LIST AND DESCRIPTION

Table 6–2. 3000 and 4000 Product Families Diagnostic Codes
CHECK
Main Sub- TRANS Inhibited Operation
Code code Description Light Description
13 12 ECU input voltage, low Yes DNS, DNA, SOL OFF (hydraulic default)
(pg 6–19)
13 ECU input voltage, medium low No DNA
23 ECU input voltage, high Yes DNS, SOL OFF (hydraulic default)
14 12 Oil level sensor, failed low No None
(pg 6–23) 23 Oil level sensor, failed high No None
21 12 Throttle position sensor, failed low No Use throttle default values, DNA
(pg 6–27) 23 Throttle position sensor, failed high No Use throttle default values, DNA
22 14 Engine speed sensor reasonableness No Use default engine speed, DNA
(pg 6–31) test
15 Turbine speed sensor reasonableness Yes DNS, lock in current range, DNA
test
16 Output speed sensor reasonableness Yes (1) DNS, lock in current range, DNA
test

DIAGNOSTIC CODES
Table 6–2. 3000 and 4000 Product Families Diagnostic Codes (cont’d)
CHECK
23 12 Primary shift selector or RSI link fault Yes Hold in last valid direction. May cause
(pg 6–35) “cateye” display.
13 Primary shift selector mode function No Mode change not permitted
fault
14 Secondary shift selector or RSI link Yes Hold in last valid direction. May cause
fault “cateye” display.
15 Secondary shift selector mode No Mode change not permitted
function fault
16 Shift Selector display line fault No None. May cause “cateye” display.
24 12 Sump fluid temperature, cold Yes DNS, lock in neutral
(pg 6–37) 23 Sump fluid temperature, hot No No upshifts above a calibration range
(1)
25 00 Output speed sensor, detected at Yes DNS, lock in current range (Low), DNA
(pg 6–43) 0 output rpm, Low
11 Output speed sensor, detected at Yes (1) DNS, lock in current range (1st), DNA
0 output rpm, 1st
22 Output speed sensor, detected at Yes (1) DNS, lock in current range (2nd), DNA
0 output rpm, 2nd
33 Output speed sensor, detected at Yes (1) DNS, lock in current range (3rd), DNA
0 output rpm, 3rd
44 Output speed sensor, detected at Yes (1) DNS, lock in current range (4th), DNA
0 output rpm, 4th
0 output rpm, 5th
0 output rpm, 6th
77 Output speed sensor, detected at Yes (1) DNS, lock in current range (R), DNA
0 output rpm, Reverse range
26 00 Throttle source not detected Yes Use throttle default values, DNA
(pg 6–45) 11 Engine coolant source not detected No Use default value of –18˚C (0˚F)
32 00 C3 pressure switch open, Low range Yes DNS, lock in current range (Low), DNA
(pg 6–47) 33 C3 pressure switch open, 3rd range Yes DNS, lock in current range (3rd), DNA
55 C3 pressure switch open, 5th range Yes DNS, lock in current range (5th), DNA
77 C3 pressure switch open, Reverse Yes DNS, lock in current range (R), DNA
range
33 12 Sump oil temperature sensor failed No Use default value of 93˚C (200˚F)
(pg 6–51) low
23 Sump oil temperature sensor failed No Use default value of 93˚C (200˚F)
high

DIAGNOSTIC CODES
CHECK
(5)
34 12 Factory calibration compatibility Yes DNS, SOL OFF (hydraulic default), DNA
(pg 6–53) number wrong
13 Factory calibration block checksum Yes(5) DNS, SOL OFF (hydraulic default), DNA
14 Power off block checksum No Use previous location, or factory
calibration and reset adaptive, DNA
15 Diagnostic queue block checksum No Use previous location, or clear diagnostic
queue, DNA
16 Real time block checksum Yes DNS, SOL OFF (hydraulic default), DNA
17 Customer modifiable constants Yes(5) DNS, SOL OFF (hydraulic default), DNA
checksum
35 00 Power interruption (code set after No None (hydraulic default during
(pg 6–55) power restored) interruption)
16 Real time write interruption Yes DNS, SOL OFF (hydraulic default), DNA
36 00 Hardware/software not compatible Yes (2) DNS, SOL OFF (hydraulic default), DNA
(pg 6–57)
01 TID not compatible with hardware/ Yes(7) Use TIDCAP cal
software
02 TID did not complete Yes(7) Use TIDCAP cal, code 42 XX or 69 XX
may be logged
42 12 Short-to-battery, A solenoid circuit Yes DNS, SOL OFF, DNA
(pg 6–59) 13 Short-to-battery, B solenoid circuit Yes DNS, SOL OFF, DNA
14 Short-to-battery, C solenoid circuit Yes DNS, SOL OFF, DNA
15 Short-to-battery, D solenoid circuit Yes DNS, SOL OFF, DNA
16 Short-to-battery, E solenoid circuit Yes DNS, SOL OFF, DNA
21 Short-to-battery, F solenoid circuit No Lockup inhibited, DNA
22 Short-to-battery, G solenoid circuit Yes DNS, SOL OFF, DNA
23 Short-to-battery, H solenoid circuit No Differential lock inhibited (3070 only),
retarder inhibited
24 Short-to-battery, J solenoid circuit No Low and 1st inhibited
26 Short-to-battery, N solenoid circuit No Low and 1st inhibited, allow retarder
44 12 Short-to-ground, A solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA
(pg 6–63)
13 Short-to-ground, B solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA
14 Short-to-ground, C solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA
15 Short-to-ground, D solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA
16 Short-to-ground, E solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA
21 Short-to-ground, F solenoid circuit No Lockup inhibited, DNA
22 Short-to-ground, G solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA

DIAGNOSTIC CODES
CHECK
44 (cont’d) 23 Short-to-ground, H solenoid circuit No Differential lock inhibited (3070 only),
retarder operation inhibited
24 Short-to-ground, J solenoid circuit No Low and 1st inhibited
26 Short-to-ground, N solenoid circuit No Low and 1st inhibited, retarder allowed
45 12 Open circuit, A solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA
(pg 6–67) 13 Open circuit, B solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA
14 Open circuit, C solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA
15 Open circuit, D solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA
16 Open circuit, E solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA
21 Open circuit, F solenoid circuit No Lockup inhibited, DNA
22 Open circuit, G solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA
23 Open circuit, H solenoid circuit No Differential lock inhibited (3070 only),
retarder inhibited
24 Open circuit, J solenoid circuit No Low and 1st inhibited
26 Open circuit, N solenoid circuit No Low and 1st inhibited, retarder allowed
46 21 Overcurrent, F solenoid circuit No Lockup inhibited, DNA
(pg 6–71) 26 Overcurrent, N and H solenoid circuit No Low and first inhibited or retarder
inhibited, DNA
27 Overcurrent, A-Hi solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA
51 01 Offgoing ratio test (during shift), Yes DNS, RPR, DNA
(pg 6–73) Low to 1
10 Offgoing ratio test (during shift), Yes DNS, RPR, DNA
1 to Low
1 to 2
2 to 1
2 to 3
2 to 4
3 to 5
4 to 2
43 Offgoing ratio test (during shift), Yes (1) DNS, RPR, DNA
4 to 3
45 Offgoing ratio test (during shift), Yes (1) DNS, RPR, DNA
4 to 5

DIAGNOSTIC CODES
CHECK
51 (cont’d) 46 Offgoing ratio test (during shift), Yes DNS, RPR, DNA
4 to 6
5 to 3
6 to 4
6 to 5
XY Offgoing ratio test, X to Y (3)
52 01 Offgoing C3PS test (during shift), Yes DNS, RPR, DNA
(pg 6–74) Low to 1
08 Offgoing C3PS test (during shift), Yes DNS, NNC, DNA
Low to N1
32 Offgoing C3PS test (during shift), Yes DNS, RPR, DNA
3 to 2
3 to 4
5 to 4
5 to 6
R to 1
R to 2
R to N1
N3 to N2
XY Offgoing C3PS test, X to Y (3)
53 08 Offgoing speed test (during shift), Yes (1) DNS, NNC, DNA
(pg 6–76) L to N1
09 Offgoing speed test (during shift), Yes (1) DNS, NNC
L to NNC
18 Offgoing speed test (during shift), Yes (1) DNS, NNC, DNA
1 to N1
19 Offgoing speed test (during shift), No RPR, 1–RELS inhibited
1 to RELS
2 to N1

DIAGNOSTIC CODES
CHECK
(1)
53 (cont’d) 29 Offgoing speed test (during shift), Yes DNS, RPR, DNA
2 to N2
3 to N1
39 Offgoing speed test (during shift), Yes (1) DNS, RPR, DNA
3 to N3
4 to N1
4 to N3
5 to N1
5 to N3
6 to N1
6 to N4
78 Offgoing speed test (during shift), Yes DNS, NNC, DNA
R to N1
99 Offgoing speed test (during shift), Yes DNS, RPR, DNA
N2 to N3 or N3 to N2
XY Offgoing speed test (during shift),
X to Y (3)
54 01 Oncoming ratio test (after shift), Yes DNS, RPR, DNA
(pg 6–78) L to 1
07 Oncoming ratio test (after shift), Yes DNS, NNC, DNA
L to R
10 Oncoming ratio test (after shift), Yes DNS, RPR, DNA
1 to L
1 to 2
1 to R
2 to 1
2 to 3
24 Oncoming ratio test (during shift), Yes DNS, RPR, DNA
2 to 4
2 to R

DIAGNOSTIC CODES
CHECK
54 (cont’d) 32 Oncoming ratio test (after shift), Yes DNS, RPR, DNA
3 to 2
3 to 4
3 to 5
4 to 2
4 to 3
45 Oncoming ratio test (after shift), Yes DNS, RPR or SOL OFF
4 to 5 (hydraulic default), DNA
4 to 6
5 to 3
5 to 4
5 to 6
6 to 4
6 to 5
R to L
R to 1
R to 2
N1 to L
N1 to 1
N1 to 2
N1 to 3
N1 to 5

DIAGNOSTIC CODES
CHECK
54 (cont’d) 86 Oncoming ratio test (after shift), Yes DNS, RPR, DNA
N1 to 6
N1 to Reverse
N2 to 2
N3 to 3
N3 to 5
N4 to 6
XY Oncoming ratio test (after shift),
X to Y (3)
55 07 Oncoming C3PS test (after shift), Yes (1) DNS, NNC, DNA
(pg 6–81) Low to R
17 Oncoming C3PS test (after shift), Yes (1) DNS, NNC, DNA
1 to R
2 to R
87 Oncoming C3PS test (after shift), Yes DNS, RPR, DNA
N1 to R
NVL to R
XY Oncoming C3PS test (after shift),
X to Y(3)
56 00 Range verification test, L Yes (1) DNS, 1st, Low, or SOL OFF (Low), DNA
(pg 6–83) 11 Range verification ratio test, 1st Yes DNS, 6th, DNA
22 Range verification ratio test, 2nd Yes (1) DNS, 6th or 5th, DNA
33 Range verification ratio test, 3rd Yes (1) DNS, 5th or SOL OFF (4th), DNA
44 Range verification ratio test, 4th Yes DNS, 3rd or 5th, DNA
55 Range verification ratio test, 5th Yes (1) DNS, SOL OFF (5th) or 3rd, DNA
66 Range verification ratio test, 6th Yes DNS, 5th, 3rd, or SOL OFF (3rd), DNA
77 Range verification ratio test, R Yes DNS, N2 or N3, DNA
57 11 Range verification C3PS test, 1st Yes DNS, SOL OFF (3rd), DNA
(pg 6–85) 22 Range verification C3PS test, 2nd Yes DNS, 3rd, DNA
44 Range verification C3PS test, 4th Yes DNS, 5th or SOL OFF (3rd), DNA

DIAGNOSTIC CODES
CHECK
57 (cont’d) 66 Range verification C3PS test, 6th Yes DNS, SOL OFF (5th), DNA
88 Range verification C3PS test, N1 Yes DNS, N3, DNA

99 Range verification C3PS test, Yes DNS, N3, DNA
N2 or N4
61 00 Retarder oil temperature, hot No None
(pg 6–86)
62 12 Retarder temperature sensor failed No None
(pg 6–89) low
23 Retarder temperature sensor failed No None
high
32 Engine coolant sensor failed low No Use default value of 0˚F
33 Engine coolant sensor failed high No Use default value of 0˚F
63 00 Input function fault Yes(7) Does not prevent neutral to range shifts
(pg 6–91) for Aux Function Range Inhibit-Special
when two signals required are not “on”
within 120 seconds of each other.
26 Kickdown input failed on No Kickdown operation inhibited
40 Service brake status input failed on No No auto Neutral to Drive shifts for refuse
packer. (I/O package #41). No retarder if a
TPS code is also active
41 Pump/pack and a neutral general No No auto N–D shifts for refuse packer
purpose input (I/O package #41)
47 RELS input failed on No 1–RELS shift inhibited
64 12 Retarder modulation request sensor No Retarder operation inhibited
(pg 6–95) failed low
23 Retarder modulation request sensor No Retarder operation inhibited
failed high
65 00 Engine rating too high Yes DNS, DNA, Lock-in-current range
(pg 6–97) 11 Engine not responding to LRTP Yes None
torque reduction
12 Engine not responding to default Yes Inhibit forward ranges above third-range.
transmission torque limit
66 00 Serial communications interface fault No Use default throttle values, DNA
(pg 6–99) 11 SCI engine coolant source fault No Use default value of 0˚F
22 J1939 Retarder request fault No Retarder operation limited
33 J1939 Driver demand torque fault Yes(7) J1939 engine torque reduction inhibited,
in V9A DNA(6)
34 Engine not responding to J1939 SEM No J1939 engine torque reduction inhibited,
control DNA(6)

DIAGNOSTIC CODES
CHECK
69 27 ECU, inoperative A-Hi switch Yes DNS, NNC, DNA
(pg 6–100) 28 ECU, inoperative F-Hi switch Yes Lockup inhibited, DNA
29 ECU, inoperative N and H-Hi switch No Low and first inhibited, retarder inhibited,
DNA
33 ECU, Computer Operating Properly No Reset ECU, shutdown ECU on 2nd
(COP) timeout occurrence (power loss; hydraulic
defaults). May cause “cateye” display or
all segments blank display, DNA(4)
34 ECU, write timeout Yes DNS, SOL OFF (hydraulic default), DNA
35 ECU, checksum test No Induce COP timeout (reset ECU), DNA(4)
36 ECU, RAM self test No Induce COP timeout (reset ECU), DNA(4)
39 Communication chip addressing error No Use defaults for J1939 data, DNA
41 ECU, I/O ASIC addressing test No Induce COP timeout (reset ECU), DNA(4)
42 SPI output failure Yes GPO 1–8 and reverse warning inoperable
43 SPI input failure Yes DNS, lock-in-range, DNA
70 12 Software, minor loop overrun No Induce COP timeout (reset ECU)
13 Illegal write to address $0000 No Induce COP timeout (reset ECU)
14 Software, major loop overrun No Induce COP timeout (reset ECU)
NOTES
(1) This code is logged to real time to protect the transmission in case a loss of power to the ECU (Power Inter-
ruption, code 35 00) occurs.
(2) The ECU hardware or software must be changed so that they are compatible.
(3) Additional codes could be logged for other shifts where X indicates range shifted from and Y indicates range
shifted to.
(4) The COP reset will clear the active inhibit.
(5) The factory calibration must be rewritten to the ECU, or a different factory calibration is required to match
the software in the ECU.
(6) Do not adapt torque managed shifts when this code is active.
(7) If in calibration

DIAGNOSTIC CODES
NOTES

DIAGNOSTIC CODES
TRANSMISSION
COMPONENT
WIRING DIAGRAMS
AND
DIAGNOSTICS

DIAGNOSTIC CODES
6–6. DIAGNOSTIC CODE TROUBLESHOOTING
A. Beginning The Troubleshooting Process

1. Begin troubleshooting by checking the transmission fluid level and ECU input voltage. Check di-
agnostic codes by using:
• The shift selector display
• Allison DOC™ For PC–Service Tool
2. When a problem exists but a diagnostic code is not indicated, refer to Section 8, General Trouble-
shooting of Performance Complaints for a listing of various electrical and hydraulic problems,
their causes, and remedies.
3. If a diagnostic code is found in the ECU memory, record all available code information and clear
the active indicator. Refer to Paragraph 6–2.
4. Test drive the vehicle to confirm a diagnostic code or performance complaint.
• If the code reappears, refer to Paragraph 6–5, Table 6–2. Table 6–2 lists diagnostic codes and
their description.
• If the code does not reappear, it may be an intermittent problem. Use Allison DOC™ For PC–
Service Tool or the code display procedure described in Paragraph 6–2.
• The code display procedure will indicate the number of times the diagnostic code has occurred.
Refer to Section 8, General Troubleshooting of Performance Complaints, for the possible
cause(s) of the problem.
• Use pressure gauges as necessary to evaluate hydraulic conditions.
• Appendix A deals with the identification of potential circuit problems. Refer to Appendix A if a
circuit problem is suspected.
5. If difficulties arise, you have unanswered questions, or if you are unable to quickly identify the root
cause during troubleshooting, please contact the Technical Assistance Center (TAC):
Technical Assistance Center

PO Box 894, Mail Code 462-470-PF9
Indianapolis, IN 46206-0894
Phone: 1-800-252-5283
NOTE: Information concerning specific items is contained in the appendices located in the back of this
manual. The appendices are referred to throughout the manual.
B. Solenoid Locations
Solenoid locations in the control module are as illustrated in Figure 6–1. Refer to Figure 6–1 as
necessary when using the diagnostic code schematics.
C. Diagnostic Code Schematics

The diagnostic code schematics in this section show wiring for both the optional oil level sensor and
retarder, where applicable. If your transmission is not equipped with an oil level sensor or retarder,
disregard the portions of the schematic pertaining to those optional pieces of equipment. Refer to the
appropriate transmission service manual for solenoid replacement procedures.

DIAGNOSTIC CODES
FRONT
LEFT RIGHT
3000 AND 4000
PRODUCT
FAMILIES –
7-SPEED
MODELS ONLY
N (SIGNAL)
C3 PRESSURE
SWITCH
A (C1)
D (C4)
F (LOCKUP)
C (C3) B (C2)
J (C6)
BACK G (FORWARD – ON MAIN VALVE BODY)
E (C5)
V03378.01.01
Figure 6–1. Control Module Solenoid Location
D. Wire/Terminal Numbering Scheme

WTEC III wire identification presents the wire number followed by the ECU terminal source
(i.e., 157-S30). This is done to retain the wire number/function assignments from WTEC II and
indicate the ECU connector and terminal origination for WTEC III. If there is a letter suffix following
the wire number, there is a splice between the ECU source and wire destination (i.e., 136A-S16).

CODE 13 XX—ECU INPUT
DIAGNOSTIC VOLTAGE
CODES
VIM
Y
A
R
G
TO
ECU ECU
F1
E1
K
C
UE
LA
B
BL
E2 A1
A2
“V” CONNECTOR J1
FROM
UE
BL
(GRAY) K1 BATTERY
“S” CONNECTOR V16 K2

(BLACK) V32 J2
V26
V1 C1
V17
S16
S32 HARNESS TERMINALS
S4 VIM TERMINALS
S17 S1
143*–V17 GRAY
V17 A1 L1 K1
BATTERY
RETURN 143*–V32 GRAY
V32 A2 L2 K2
ECU VIM
136*–V1 PINK
V1 E1 R1 J1 B
BATTERY A
POWER 136*–V16 PINK
V16 E2 R2 J2 CURRENT 9-PIN
DIAGNOSTIC
146–V26 YELLOW TOOL
IGNITION V26 F1 S1 C1
DEUTSCH (9-PIN)
CONNECTOR
PACKARD + – (DEUTSCH)
DEUTSCH (6-PIN) 12 OR 24 VOLT
S32 S16 S4 BATTERY
OBD II (GMC)
YELLOW 146*–S4
B H C 16 DIAGNOSTIC
PINK
TOOL
GRAY 143*–S32 CONNECTOR
A A E 5
* OBD II
136*–S16
CONNECTOR
R PRIMARY (GMC ONLY)
PINK SHIFT
143*–S32 SELECTOR
P
GRAY CONNECTOR H
R A FORMER
P E
DIAGNOSTIC TOOL
PSS CONNECTOR C
CONNECTOR (PACKARD) ALT 6-PIN
See Appendix D For Detailed Terminal Location DIAGNOSTIC TOOL
CONNECTOR
* Wire designation may include a letter suffix which indicates a splice to the same number wire. (DEUTSCH)
See wiring schematic in Appendix J for more detail on splice letter designations.
V04846.00.01
Figure 6–2. Code 13 Schematic Drawing

CODE 13 XX—ECU INPUTCODES
DIAGNOSTIC VOLTAGE (Figure 6–2)
Main code 13 indicates either a high or low input voltage. Low voltage is less than 8 volts. High voltage is over
33 volts.
Common causes for a low voltage code are:

• Bad batteries
• Faulty vehicle charging system
• No dedicated power and ground connection directly to the battery or through an electronic bus bar to the
battery
Common causes for the high voltage code are:
• Faulty vehicle alternator
• Faulty vehicle voltage regulator
In the event of a power loss, the transmission fails to the ranges indicated in the following, depending upon which
latch valve releases first:
Attained Range Fail to Range

Reverse and neutral Neutral
Low, 1 3C
2, 3, 4 4C usually, 3C sometimes
5 4C usually, 5C sometimes
6 5C
Main Code Subcode Meaning

13 12 Battery voltage to the ECU too low
13 13 Battery voltage to the ECU too low (medium)
13 23 Battery voltage to the ECU too high
A. Active Indicator Clearing Procedure:

• Power down
• Manual
• Self-clearing
B. Troubleshooting:
1. Connect the diagnostic tool and turn on vehicle ignition. Select Diagnostic Data to find input
voltage. Record reading.
2. Turn off vehicle ignition and remove the connectors from the ECU.
3. Test system voltage at wire 136A and 136C, pin V1 and V16. If power is low or high at this point,
and the diagnostic tool reading is also low or high, the vehicle wiring is suspect. Test for fuse prob-
lems, lack of battery-direct power and ground, faulty charging system/batteries, and loose or dirty
connections (see Appendix A). Power may also be low or high at pins V1 and V16 (system power)
if the batteries/charging system is faulty. Bad grounds may also cause incorrect input power read-
ings.

CODE 13 XX—ECU INPUTCODES
DIAGNOSTIC VOLTAGE (Figure 6–2)
4. If power is correct but the diagnostic tool reading indicates incorrect voltage, closely inspect
terminals V1 and V16 or S16; make sure they are not corroded or deformed. Clean or replace as
necessary (see Appendix E, Paragraph 1–1).
5. If the voltage condition is intermittent, closely inspect the vehicle wiring for transmission system
power and grounds. Test for loose, dirty, or painted connections. Test the VIM for loose,
incorrect, or overheating relays or fuses. Test for wires that are chafed and touching other compo-
nents.
Using an unmatched ECU/CIN combination may result in additional codes being set or
in transmission clutch damage. Using an ECU from another vehicle is not a
recommended procedure where the test will involve driving the vehicle. This is because
CAUTION:
the stored adaptive information is tuned to the original vehicle's transmission and those
adaptive settings may not perform as expected in another vehicle. Transmission
performance could be worse and damage to the clutches may occur.
NOTE: If using an ECU from another vehicle is unavoidable, the ECU must be set to unadapted shifts and
the vehicle must be driven carefully to adapt the shifts to the test vehicle. Refer to Service Information
Letter 16-WT-96 for the correct procedure. Be sure to reset the ECU to unadapted shifts when it is
returned to the original vehicle.
6. If the condition persists, replace the ECU with a test diagnostic ECU (P/N must match and it is
recommended that the controller be loaded with the latest version of the CIN). If replacing the
ECU corrects the problem, reinstall the original (bad) ECU to confirm that the problem is in the
ECU. If the original ECU now works, inspect the ECU connectors for corrosion or damage which
may cause an intermittent condition. If the original problem recurs, install a replacement ECU.
Table 6–3. Voltage Chart
Voltage Condition
33.0 High Fail Limit
(High Set Point)
32.0 Maximum Continuous ECU Voltage
10.0 Cannot Compensate With Sub-Modulation (Bad Shifts). Adaptive logic stops
(Medium Low Set Point) functioning
8.0 Low Voltage Fail Limit, Set Code, DNS
7.0 Software Off (ECU loses power)
(Low Set Point)
4.5 Neutral Start Off

DIAGNOSTIC CODES
NOTES

CODE 14 XX—OIL LEVEL
DIAGNOSTIC SENSOR (OLS)
CODES
“T” CONNECTOR
TRANS (BLUE)
FEEDTHROUGH
AY
HARNESS GR T9
CONNECTOR ECU T10
N T26
Y K
T25 T1
AC
BL UE
BL
A Ò V” CONNECTOR
D (GRAY)
UE
BL V10
TO RETARDER V8
CONTROL DEVICES V24
CURRENT TPS OR RMR RTDR MODULATION
OLS CONNECTOR REQUEST
RESISTANCE
MODULE
A B C
A
B
C
135*–T25 164–T11 YELLOW
GREEN
T11
124*–T9 or –V8 PINK RTDR MOD.
C SIGNAL
THROTTLE
POSITION 156–T10 or –V10 BLUE
B T10 or V10 THROTTLE SIGNAL
SENSOR
(TPS) A
135* –T25 or –V24
T25 or V24 TPS LO
GREEN (ANALOG RETURN)
135*–T25
FORMER SEE NOTE
OLS T13 TRANSID
RETARDER ECU
135*–T25 GREEN
TEMP
TID 1 SENSOR
TID 2 AND ABOVE T9 or V8 SENSOR POWER
TRANSMISSION T26 OIL LEVEL SENSOR

W INPUT
BLACK SUMP TEMP SENSOR
G2 AND OIL LEVEL N T12 C3PS INPUT
SENSOR RETURN
RED
BLACK
G3 OIL LEVEL
SENSOR POWER D
OIL
LEVEL WHITE
SENSOR B3
OIL LEVEL 195–T13 YELLOW
SENSOR SIGNAL Y
B FORMER OLS D A 124*–T9 PINK
A CURRENT OLS C B X 165–T26 BLUE

RED 162–T12 WHITE
BLUE
* Wire designation may include a letter suffix which indicates a splice to the same
number wire. See wiring schematic in Appendix J for more detail on splice letter designations.
NOTE: These wires may pass through a bulkhead connector. See Appendix D For Detailed Terminal Location.
V07088.01.00

CODE 14 XX—OIL LEVEL SENSOR
DIAGNOSTIC CODES(OLS) (Figure 6-3)
The oil level sensor (OLS) must have been recognized by autodetect or manually selected using Allison DOC™
For PC–Service Tool before these codes can be logged. Refer to Allison publication GN3433EN, User Guide for
Allison DOC™ For PC–Service Tool. See Paragraphs 1–9 and 1–10 for further information.
Code 14 12 indicates the ECU has detected a voltage signal in the low error zone.
Code 14 12 can be caused by:

• Faulty wiring to the OLS
• A faulty OLS
• A faulty ECU.
Never use a volt/ohmmeter to measure any parameters on the OLS. Damage to the OLS
CAUTION:
will result.
OLS ground wire 135B is common to the TPS and the RMR devices. A power wire short-to-ground for any of
these devices will cause “sensor failed low” codes (21 12 and 64 12) and shutdown of the electronic pushbutton or
lever selector. An OLS signal open or short-to-ground results in a code 14 12 only. Code 14 23 should not occur in
most instances. However, this code may be set if wire 165 (OLS Signal) is shorted to a wire carrying greater than
5.0V which is the maximum voltage signal from the oil level sensor.
A permanent maximum voltage signal generates a steady OLS sensor maximum count and a maximum fluid level
overfill indication. A maximum overfill indication occurs if signal wire 165 or power wire 124 is shorted to battery
or the ground wire (wire 135) is open between the OLS and the sump temperature sensor branch. An open in the
ground circuit wire 135 in the portion common to the OLS, TPS and RMR devices results in code 14 12, 21 23, and
64 23.
If the ECU software supports it, oil level sensor counts can be read by the Allison DOC™ For PC–Service Tool.
For a complete description of fluid level checking procedures using the oil level sensor, see Section 5. Normal
operation of the OLS can be checked as follows: Attach the diagnostic tool and display OIL LEVEL COUNTS.
Read the number of counts when the engine is not running, but the ignition is ON. The count reading should be
near 255. Start the engine and observe the counts. In normal operation, the count should be 100–200 because the
oil level drops when the engine starts and oil from the sump is delivered to other parts of the transmission.
NOTE: Intermittent connections or lack of battery-direct power and ground connections can cause this and
other electronic control codes.
Main
Code Subcode Meaning
14 12 Oil level sensor failed low
14 23 Oil level sensor failed high (not used)
• Power down
• Manual
• Self-clearing

DIAGNOSTIC CODES(OLS) (Figure 6–3)
NOTE: Before troubleshooting, read Paragraph 6–6. Also, check the following:
• Fluid level, using dipstick

• Battery voltage
• ECU input voltage
• Other diagnostic codes
B. Troubleshooting:
The following procedure is to find the cause for an OLS problem. The procedure is sequential. Follow
the procedure until the cause for the OLS problem is found and repaired. Once the problem is found
and repaired, STOP. For example, if the problem is fixed in Step (3), there is no need to continue to
the other steps.
1. Disconnect the external wiring harness at the transmission feedthrough connector. With the igni-
tion ON, verify there is 5.0 VDC between the OLS power and ground pins (see page D–10) on the
external harness connector. This is to verify that power and ground are getting to the OLS. If the
5.0 VDC is not present, check the wiring for the OLS power and ground circuits (wires 124–T9
and 135–T25, respectively). If there are no wiring problems (opens, shorts-to-ground, shorts-to-
battery), and if the 5.0 VDC is present, go to Step (2).
2. Observe the OIL LEVEL COUNTS on the diagnostic tool while jumpering the OLS power pin to
the OLS signal pin. If the count jumps from 0 to 250+, the OLS signal line is good and the ECU
function is good. Continue to Step (3). If the count remains at zero, locate and repair problems in
the wiring of OLS signal (wire 165–T26). If there are no wiring problems, and the count still re-
mains at zero, the ECU may be bad. Go to Step (5).
3. If all tests prior to this have been normal, the problem is either in the OLS itself, the internal
harness wires or the transmission side of the feedthrough harness connection. Inspect the
transmission feedthrough harness connector to be sure that the OLS power, ground and signal pins
are not loose or out of position. Correct any connector problems found. Reconnect the external
harness to the transmission feedthrough harness connector. See if code 14 12 recurs before
continuing to Step (4).
4. Consult the appropriate transmission service manual for proper procedure and remove the control
module from the transmission. Remove the OLS from the channel plate. Reconnect the external
harness to the transmission feedthrough connector, if not done in Step (3). With the ignition ON,
observe the oil level counts on the diagnostic tool. With the OLS in normal position, the count
should be 8–35. Invert the OLS and the count should be 192–255. If the counts are abnormal,
replace the sensor. Check the new sensor in both normal and inverted positions. If the counts
respond correctly, the problem should be resolved. Attach the new OLS to the channel plate and
reinstall the control module using the appropriate transmission Service Manual for proper
procedure.
CAUTION:

DIAGNOSTIC CODES(OLS) (Figure 6–3)

CODE 21 XX—THROTTLE OR PWM FAULT
DIAGNOSTIC CODES
“T” CONNECTOR
TRANS (BLUE)
FEEDTHROUGH
HARNESS
Y
T9
A
R
G
CONNECTOR ECU T10
N T26
Y T25 T1
K
C
UE
LA
B
BL
A “V” CONNECTOR
D (GRAY)
UE
BL V10
TO RETARDER V8
CONTROL DEVICES V24
OLS CONNECTOR REQUEST
RESISTANCE
MODULE
A B C
A
B
C
135*–T25 164–T11 YELLOW
GREEN
T11
124*–T9 or –V8 PINK RTDR MOD.
C SIGNAL
THROTTLE
POSITION 156–T10 or –V10 BLUE
B T10 or V10 THROTTLE SIGNAL
SENSOR
(TPS) A
135* –T25 or –V24
T25 or V24 TPS LO
GREEN (ANALOG RETURN)
135*–T25
FORMER SEE NOTE
OLS T13 TRANSID
RETARDER ECU
135*–T25 GREEN
TEMP
TID 1 SENSOR
TID 2 AND ABOVE T9 or V8 SENSOR POWER
TRANSMISSION T26 OIL LEVEL SENSOR

W INPUT
BLACK SUMP TEMP SENSOR
G2 AND OIL LEVEL N T12 C3PS INPUT
SENSOR RETURN
RED
BLACK
G3 OIL LEVEL
SENSOR POWER D
OIL
LEVEL WHITE
SENSOR B3
OIL LEVEL 195–T13 YELLOW
SENSOR SIGNAL Y
B FORMER OLS D A 124*–T9 PINK
A CURRENT OLS C B X 165–T26 BLUE

RED 162–T12 WHITE
BLUE
* Wire designation may include a letter suffix which indicates a splice to the same
number wire. See wiring schematic in Appendix J for more detail on splice letter designations.
NOTE: These wires may pass through a bulkhead connector. See Appendix D For Detailed Terminal Location.
V07088.01.00

CODE 21 XX—THROTTLE ORCODES
DIAGNOSTIC PWM FAULT (Figure 6–4)
The throttle sensor must have been recognized by autodetect or manually selected using the Allison DOC™ For
PC–Service Tool before these codes can be logged. Refer to Allison publication GN3433EN, User Guide.
See Paragraphs 1–9 or 1–10 for further information.
Main code 21 indicates the throttle position sensor has been retracted or extended by its linkage into an error zone.
This may be due to a fault with the sensor, or a fault in the wiring to the sensor or to the ECU. This code may also
indicate a PWM signal problem. A PWM signal is proportional to throttle position and comes from some source
other than an analog throttle position sensor. Code 21 12 is set when the ECU receives TPS counts of 14 or less.
Code 21 23 is set when the ECU senses TPS counts of 233–255. Whenever a code 21 XX condition is detected, the
system uses default throttle values and shifts will not adapt.
NOTE: Code 21 XX in conjunction with code 33 XX or code 14 XX indicates the potential loss of common
ground wire 135 between the throttle, temperature sensor, and oil level sensor.

Throttle position sensor failed low and
21 12
ECU signals throttle default value
Throttle position sensor failed high and
21 23
ECU signals a throttle default value

• Power down
• Manual
• Self-clearing
NOTE: Before troubleshooting, read Paragraph 6–6. Also, test the ECU input voltage.
B. Troubleshooting:
1. Plug in the Allison DOC™ For PC–Service Tool, select Diagnostic Data, and read throttle counts
and percent. If the TPS failed high (code 21 23), the problem may be toward the full throttle end of
the TPS travel. If the TPS failed low (code 21 12), the problem may be at the closed throttle end of
the TPS travel.
NOTE: Code 21 12 may occur when the throttle source is J1587 or J1939 and an analog throttle source is
falsely detected. This condition may be due to a problem in an unused TPS branch of a universal
external harness. To prevent this occurrence, remove wire 156 from the ECU connector and insert a
cavity plug in the space vacated by the wire. Be sure that the unused TPS branch is routed away from
potential induced voltage sources and the connector is protected from external contamination.
NOTE: Code 21 12 can result when the +5V line (wire 124) which powers the analog sensor is shorted to
ground. Wire 124 also powers the OLS, RMR, retarder temperature sensor, sump temperature sensor,
and shift selector and is present in all three ECU connectors.
2. If counts are high but the percentage never reaches 100 percent, TPS linkage may have bound up
and overstroked the TPS to set a false 100 percent reading. After TPS overstroking ceases, the
TPS will not automatically return to 100 percent. After the TPS is correctly installed and adjusted,
use the Allison DOC™ For PC–Service Tool to reset throttle calibration or cycle the ignition

CODE 21 XX—THROTTLE ORCODES
DIAGNOSTIC PWM FAULT (Figure 6–4)
5 times to reset the 0 percent and 100 percent settings. See the TPS section of this book (Appen-
dix F) for installation and adjustment procedures.
3. If the throttle counts do not change or are erratic, test the throttle sensor wiring for opens, shorts
between wires, or shorts-to-ground. Also check for correct TPS voltages using test wiring harness
J 41339. If wiring problems are found, isolate and repair the fault. Refer to Appendix E for repair
information.
4. If the wiring is satisfactory, replace the throttle position sensor and adjust its linkage so the counts
are not in the error zones (Appendix F).
5. If the throttle sensor and its linkage adjustment are correct and the wiring to the sensor is satisfac-
tory, the condition is intermittent. Replace the sensor and properly adjust the new sensor.
6. If the condition recurs, use a spare wire, if available, or provide a new wire (St. Clair P/N 200153
may be used for this purpose) for the throttle sensor circuit. See Appendix E for connector repair
information.
CAUTION:
NOTE: A good throttle position sensor should have resistance of:

(1) 9000–15,000 Ohms across terminals A and C.
(2) 500 Ohms, moving to 9000–15,000 Ohms as TPS is stroked (measured across
terminals A and B).

DIAGNOSTIC CODES
NOTES

CODE 22 XX—SPEED SENSOR/CIRCUITRY
DIAGNOSTIC CODES FAULT
AY
GR
V ECU
A K
AC
BL UE
BL
U
T CONNECTOR
BL
UE (BLUE)
T14
T15
T16
SENSOR T32
CONNECTOR T31
T30
SEE NOTE 2
A
B
ENGINE 141–T14 TAN
A T14 ENGINE SPEED HI
SPEED 150–T30 ORANGE
SENSOR B T30 ENGINE SPEED LO
TRANSMISSION SEE NOTE 1

ECU
MD PRODUCT LINE
A TURBINE V
SPEED
B
SENSOR U
HD PRODUCT LINE 149–T15 ORANGE

TURBINE A T15 TURBINE SPEED HI
SPEED B
140–T31 BLUE
T31 TURBINE SPEED LO
SENSOR
OUTPUT 139–T16 YELLOW

A T16 OUTPUT SPEED HI
SPEED 148–T32 GREEN
SENSOR B T32 OUTPUT SPEED LO
SEE NOTE 2
SPEED SENSOR CIRCUITS

A Use twisted pairs of wires
B
See Appendix D For Detailed Terminal Location.
NOTE 1: These wires may pass through a bulkhead connector or a sensor connector.
NOTE 2: These wires may pass through a sensor connector. V03361.02.00

DIAGNOSTIC CODES FAULT (Figure 6–5)
Main code 22 indicates a fault within a speed sensor, the wiring to a speed sensor, incorrect speed sensor gap, or
damaged bumps or teeth which create the speed signal. This fault is determined by the reasonableness of a speed
sensor signal when compared with the other two speed sensors and the commanded range. A speed sensor will not
pass the reasonableness test if there is no signal at all from that sensor when a signal should be present.
NOTE: If turbine speed is below 150 rpm when output speed is below 100 rpm and engine speed is above
400 rpm, Neutral Very Low (NVL) is commanded when N (Neutral) is the range selected. NVL is
attained by turning D solenoid “ON” in addition to E solenoid. This causes the output to be locked
(C4 and C5 clutch applied).
NOTE: If the engine speed sensor code (22 14) is active and a range verification test is failed, the range
verification code will not be set but a DO NOT SHIFT response is commanded.
Main Code Subcode Failed Sensor

22 14 Engine Speed
22 15 Turbine Speed
22 16 Output Speed

• Power down
• Manual
• Self-clearing
B. Troubleshooting:
1. Check to see if the sensor is loose, missing, or disconnected. If not, disconnect the wiring harness
from the sensor and measure the resistance of the sensor (see chart below). Also check the termi-
nals for dirt, corrosion, or damage. If resistance is not correct, replace the sensor.
Table 6–1. Speed Sensor Temperature Resistance
Current Resistance (Ohms) Former Resistance (Ohms)

Temp ˚F Temp ˚C
January, 2006 Before January, 2006
250 200 –40 –40
340 300 68 20
450 400 230 110
2. Remove the transmission harness connector from the ECU. Test the sensor circuit (in the external
harness) for open wires, shorts between wires, or shorts-to-ground. Isolate and repair any faults.
Refer to Appendix E for repair information.
3. If no opens or shorts are found, the condition must be intermittent. Replace the sensor indicated
by the trouble code. Before replacing a speed sensor, check the sensor for physical damage or
contamination. Refer to the appropriate transmission service manual for proper replacement
procedure.
4. If the condition recurs, install new wiring (twisted-pair) for the sensor circuit between the ECU
and the transmission. Use St. Clair P/N 200153 Service Harness Twisted Pair for this purpose.

DIAGNOSTIC CODES FAULT (Figure 6–5)
5. If the condition again recurs, connect the diagnostic tool and select the speed signal indicated by
the trouble code. Drive the vehicle and watch the speed reading on the diagnostic tool. If the signal
is erratic, sensor gap, vehicle vibration, an external AC signal source, or intermittent connector
contact may be inducing the erratic signal. Inspect the sensor and its surroundings for irregularities
that would affect sensor gap. Isolate and correct any abnormal vehicle vibrations (particularly
driveline and abnormal engine torsionals). Refer to 3000 or 4000 Product Families Allison Tech
Data Section C, Installation Data. Recheck the sensor wiring for intermittent conditions
(Appendix A).
CAUTION:

DIAGNOSTIC CODES
NOTES

CODEDIAGNOSTIC
23 XX—SHIFT SELECTOR
CODES
VIM
AY
GR
ECU S CONNECTOR
(BLACK)
K
AC
BL UE
BL
S16 E1
UE
BL
S32 A1
S17 S1
V17 V1
136–V1 PINK
BATTERY POWER S16 E1 R1
143–V17 GRAY
BATTERY RETURN S32 A1 L1
SENSOR POWER S3
136*–S16 VIM
R
MODE INPUT S10
143*–S32
P
DISPLAY S14
124*–S3 PINK
N COMMON TO
PSS P S9 PSS AND SSS
175*–S10 GREEN
ECU M
PSS 8 S8
180*–S14 BLUE PRIMARY
S SHIFT
PSS 4 S7 SELECTOR (PSS)
174 –S9 TAN
E CONNECTOR
PSS 2 S6 AND
173 –S8 YELLOW
D SECONDARY
PSS 1 S5 SHIFT
172–S7 BLUE SELECTOR (SSS)
C
GPO 6 S15 CONNECTOR
171–S6 GREEN
B (OPTIONAL)
SSS P S25
170–S5 ORANGE PSS ONLY
A
SSS 8 S24
176–S15 ORANGE
L
SSS 4 S23
194–S25 TAN
E
SSS 2 S22
193–S24 YELLOW
D
SSS 1 S21 R
192–S23 BLUE P
C SSS ONLY
(IF PRESENT) L A
E
191–S22 GREEN
B
PSS OR SSS
190–S21 ORANGE CONNECTOR
A
See Appendix D For Detailed Terminal Location

*Wire designation may include a letter suffix which indicates a splice to the same number wire.
V03362.01.00

CODE 23 XX—SHIFT SELECTOR
DIAGNOSTIC CODES (Figure 6–6)
Main code 23 indicates a fault with a shift selector or the wiring between a shift selector and the ECU.
Main
23 12 Primary shift selector fault—a “cateye” (-/-)
type display may occur
23 13 Primary shift selector mode function fault.
Mode change not permitted
23 14 Secondary shift selector fault—a “cateye”
(-/-) type display may occur
23 15 Secondary shift selector mode function fault.
Mode change not permitted
23 16 Shift selector display line fault

• Power down
• Manual
• Self-clearing
NOTE: Before troubleshooting, read Paragraph 6–6.
B. Troubleshooting:
1. Clear the active indicator for code 23 XX. If code recurs, continue to Step (2).
2. Test for a poor connection at the shift selector.
NOTE: Code 23 12 can result when the +5V line (wire 124) which powers the shift selector is shorted to
ground. Wire 124 also powers the TPS, OLS, RMR, retarder temperature sensor, and sump oil
temperature sensor and is present in all three ECU connectors.
3. Disconnect the selector “S” harness connector from the ECU and from the shift selector and check
for opens, shorts, and shorts-to-ground between the shift selector and ECU (refer to Section 4).
Repair as needed (refer to Appendix E).
4. If no problem is found with the shift selector connection or wiring, replace the shift selector.
5. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the
original (bad) ECU to confirm that the problem is in the ECU. If the original ECU now works, in-
spect the ECU connectors for any corrosion or damage which may cause an intermittent condition.
If the original problem recurs, reinstall the replacement ECU.

CODE 24 XX—SUMP FLUID
DIAGNOSTIC TEMPERATURE
CODES
Y
A
R
G
ECU
K
C
UE
LA
B
BL
TRANS
FEEDTHROUGH
HARNESS UE
CONNECTOR
BL
T CONNECTOR
(BLUE)
TPS A
RETARDER T27
OR B TEMP T25
C SENSOR
RMR
CONNECTOR 135*–T25
C A RETARDER
THROTTLE MODULATION
POSITION B B REQUEST (RMR)
SENSOR RESISTANCE
(TPS) A C MODULE
TID 1
135*–T25
A** N
GREEN
T25 ANALOG RETURN
TRANSMISSION
SUMP FEEDTHROUGH
TEMP HARNESS SEE NOTE
SENSOR CONNECTOR ECU
147–T27 TAN
B** P T27 SUMP TEMP
TID 2
** Added for
TID 2 temp sensor

* Wire designation may include a letter suffix which indicates a splice to the same number wire.
NOTE: These wires may pass through a bulkhead connector.

V04845.00.02

CODE 24 XX—SUMP FLUID TEMPERATURE
Main code 24 indicates the ECU has detected either a high or low fluid temperature in the transmission sump (via
the sump temperature sensor in the internal harness). All shifts are inhibited when code 24 12 is set (only Neutral
range operation is allowed). No upshifts are allowed above a calibration range when code 24 23 is set. All inhibits
are cleared when the temperature conditions are normal. A related code is 33 12 which indicates a temperature
reading outside the usable range of the sensor and indicates a probable sensor failure.
NOTE: When an ECU with a version 8 calibration (CIN=0A...) is used with a TransID 2 transmission,
24 XX codes are set because the ECU does not have the proper calibrations for the TID 2 thermistors.
The ECU calibration must be updated to version 8A or later (CIN=0B).
TransID (TID) information related to thermistor changes is in Paragraph 1–11 and detailed troubleshooting
information for TID 2 thermistors is shown in Appendix Q.
Main
24 12 Sump fluid temperature cold
24 23 Sump fluid temperature hot

• Power down
• Manual
• Self-clearing
B. Troubleshooting:
Code 24 12:
1. If the outside temperature is between –32˚C (–26˚F) and –7˚C (+19˚F), the ECU will allow re-
verse, neutral, and second-range start operation. Only hold override upshifts are allowed. (See
Table 6–4 on next page.) The sump must be warmed to an acceptable temperature to avoid logging
codes and transmission diagnostic response.
NOTE: Code 24 12 can result when the +5V line (wire 124) which powers the sump temperature sensor is
shorted to ground. Wire 124 also powers the TPS, OLS, RMR, retarder temperature sensor, and shift
selectors and is present in all three ECU connectors.
2. After allowing the temperatures to normalize, if ambient temperature does not match the sump
temperature reading (test using Allison DOC™ For PC–Service Tool), compare resistance versus
sump fluid temperature. Refer to Figure 6–8 for TID 1 thermistors and Appendix Q for TID 2
thermistors. If resistance test is acceptable, then test the sensor wiring for opens, shorts, or shorts-
to-ground.
3. If the sensor wiring is satisfactory, drain the fluid, remove the control module, and replace the
temperature sensor. Refer to the appropriate transmission service manual.
CAUTION:

DIAGNOSTIC CODES (Figures 6–7, 6-8)
TEMPERATURE SENSOR CHART

TEMPERATURE VS. RESISTANCE
TEMP °C TEMP °F OHMS
2900 -50 -58 525
-40 -40 577
2700 -30 -22 632 ±7.0°C
TEMPERATURE SENSOR RESISTANCE IN OHMS
-20 -4 691
-10 14 754
2500
0 32 820
10 50 889
2300 20 68 962 ±5.0°C
30 86 1039
2100 40 104 1118
50 122 1202
60 140 1288 ±4.0°C
1900 70 158 1379
80 176 1472
1700 90 194 1569
100 212 1670 ±3.0°C
110 230 1774
1500
120 248 1882
130 266 1993 ±2.0°C
1300 140 284 2107
150 302 2225
1100 183 361 2628
±1.6°C
900
700 LOW PT
±3.0°C
500 SUMP TEMPERATURE IN °F

4 32 68 104 140 176 212 248 284 320 356
-60 -40 --20 0 20 40 60 80 100 120 140 160 180

SUMP TEMPERATURE IN °C V01602.01
Figure 6–8. TransID 1 Temperature Sensor Chart

Table 6-4 Transmission Operation as a Function of Temperature
V8A, V9,
V8 V9A, V9B V9C
Condition OA OB, OC, OD, OE OF
ºC ºF ºC ºF ºC ºF
Temperature sensor failed high (see code 33 23) 177 350 182 359 182 359
Hot fluid (code 24 23)—adaptive turned off; instantly @ >132; instantly @ >270;
limited to 4th range or hold override upshifts 60 sec @ >128; 60 sec @ >262;
128 262 128 262
beyond 4th range (not limited in “emergency” 15 min @ >121 15 min @ >250
calibration)
Output function “on” for sump temp above this instantly @ >132; instantly @ >270;
temperature 121 250 121 250 60 sec @ >128; 60 sec @ >262;
15 min @ >121 15 min @ >250
Code 24 23 and Output function “off” for sump
116 240 116 240 118 244
temp below this temperature
Retarder cutback begins N/A N/A N/A N/A 117 242
Cool/cold fluid; adaptive turned off 34 93 21 70 21 70
Turbine reasonableness and speed tie-up tests
0 32 1 34 1 34
turned off
Medium cold fluid; R, N, D allowed, 2nd range
–7 19 –6 22 –6 22
start (hold override upshifts only)
All C3 Pressure Switch tests turned off –32 -25 –23 –10 –23 –10
Temperature sensor failed low (refer to code 33 12) –45 -49 –42 –44 –42 –44
Code 24 23:
1. Install temperature gauges for transmission temperature and engine water temperature. Drive the
vehicle. Verify that the code can be reproduced and verify the reading shown on the Allison
DOC™ For PC–Service Tool. Observe the gauges and be sure the fluid is hot when the code is
produced.
2. If the fluid is not hot when the code is produced, remove the transmission “T” harness connector
at the ECU and the transmission. Test the fluid temperature sensor wiring for opens, shorts, and
shorts-to-ground. Compare the resistance readings of the sensor and the actual temperature as
shown on the gauge with Figure 6–8 for TID 1 thermistors and Appendix Q for TID 2
thermistors. If wiring problems or a great difference between temperature and resistance
compared with the chart are found, drain the fluid, remove the control module, and replace the
temperature sensor. Refer to the proper transmission service manual. If wiring problems are
found, repair or replace as necessary.
3. If the fluid is hot when the code is produced, observe the gauges to see if the engine became hot
before the transmission. If the engine cooling system is overheating and heating the transmission,
the problem is with the engine or its cooling system.
4. If the transmission became hot before the engine, allow the vehicle to idle for 3–5 minutes and
check the transmission fluid level. Correct the fluid level if necessary.
5. Attach pressure gauges to the cooling system (from a “to cooler” connection to a point after the cool-
ing circuit filter) and test for pressure drop problems. If pressure drop is excessive (Table 6–5),
check for a plugged cooler filter, collapsed lines, obstructions, etc.

6. If the fluid level is correct and the cooling circuits satisfactory, drain the fluid, remove the control
module, and inspect for damaged valve body gaskets. Replace any damaged gaskets. Refer to the
appropriate transmission service manual.
7. If no problems are found in the control module area, remove the transmission and disassemble, in-
specting for causes of overheating (stuck stator, plugged orifices, dragging clutches, etc.). Refer to
the proper transmission service manual.
Table 6–4. External Hydraulic Circuit Characteristics

Basic, PTO, 93˚C (200˚F) Sump Temperature
4000 PRODUCT FAMILY

CONVERTER OPERATION CONVERTER OPERATION
MAXIMUM COOLER FLOW COOLER FLOW AT MAXIMUM
AT MINIMUM PRESSURE DROP ALLOWABLE PRESSURE DROP
Input Flow Pressure Drop Input Flow Pressure Drop
rpm L/s gpm kPa psi rpm L/s gpm kPa psi
600 0.22 3.4 0 0 600 0.20 3.2 31 4.5
900 0.38 6.1 0 0 900 0.37 5.8 63 9.1
1200 0.55 8.7 0 0 1200 0.55 8.7 108 15.7
1500 0.80 12.7 0 0 1500 0.77 12.2 167 24.2
1800 1.03 16.4 0 0 1800 0.92 14.5 213 30.9
2100 1.13 18.0 0 0 2100 0.97 15.3 238 34.5
2300 1.20 19.0 0 0 2300 1.00 15.9 250 36.3
Table 6–5. External Hydraulic Circuit Characteristics

Basic, PTO, 93˚C (200˚F) Sump Temperature
3000 PRODUCT FAMILY

CONVERTER OPERATION LOCKUP OPERATION
MAXIMUM COOLER FLOW MAXIMUM COOLER FLOW
AT MINIMUM PRESSURE DROP AT MINIMUM PRESSURE DROP
600 0.10 1.6 0 0 600 0.10 1.6 0 0
800 0.23 3.7 0 0 800 0.23 3.7 0 0
1200 0.47 7.4 0 0 1200 0.50 7.9 0 0
1400 0.61 9.7 0 0 1400 0.63 10.0 0 0
1600 0.74 11.7 0 0 1600 0.77 12.2 0 0
2000 0.94 14.9 0 0 2000 0.95 15.1 0 0
2400 1.19 18.9 0 0 2400 1.12 17.8 0 0
3200 1.28 20.3 0 0 2800 1.22 19.3 0 0
3200 1.28 20.3 0 0

CONVERTER OPERATION LOCKUP OPERATION

MAXIMUM ALLOWABLE MAXIMUM ALLOWABLE
PRESSURE DROP PRESSURE DROP
600 0.10 1.6 10 1.5 600 0.10 1.6 5 0.7
800 0.22 3.5 40 5.8 800 0.23 3.7 46 6.7
1200 0.45 7.1 159 23.1 1200 0.48 7.6 148 21.5
1400 0.57 9.0 252 36.6 1400 0.62 9.8 247 35.8
1600 0.67 10.6 338 49.0 1600 0.73 11.6 346 50.2
2000 0.80 12.7 481 69.8 2000 0.90 14.3 561 81.4
2400 0.85 13.5 549 79.6 2400 1.07 17.0 737 106.9
3200 0.85 13.5 549 79.6 2800 1.10 17.4 770 111.7
3200 1.10 17.4 791 114.7

CODE 25 XX—OUTPUT SPEED SENSOR,
DIAGNOSTIC DETECTED AT ZERO SPEED,
CODES
X RANGE
Y
A
R
G
V ECU
K
C
UE
LA
B
BL
U
T CONNECTOR
BL
UE (BLUE)
T14
T15
T16
SENSOR T32
CONNECTOR T31
T30
SEE NOTE 2
A
B
ENGINE 141–T14 TAN
A T14 ENGINE SPEED HI
SPEED 150–T30 ORANGE
SENSOR B T30 ENGINE SPEED LO
TRANSMISSION SEE NOTE 1

ECU
MD PRODUCT LINE
A TURBINE V
SPEED
B
SENSOR U
HD PRODUCT LINE 149–T15 ORANGE

TURBINE A T15 TURBINE SPEED HI
SPEED B
140–T31 BLUE
T31 TURBINE SPEED LO
SENSOR
OUTPUT 139–T16 YELLOW

A T16 OUTPUT SPEED HI
SPEED 148–T32 GREEN
SENSOR B T32 OUTPUT SPEED LO
SEE NOTE 2
SPEED SENSOR CIRCUITS

A Use twisted pairs of wires
B
See Appendix D For Detailed Terminal Location.
NOTE 1: These wires may pass through a bulkhead connector or a sensor connector.
NOTE 2: These wires may pass through a sensor connector. V03361.02.00

CODES
X RANGE (Figure 6–9)
Main code 25 occurs if the output speed sensor reports a zero speed reading while both engine and turbine speeds
are approximately equal, turbine speed is above a calibration value, and neutral is not selected or commanded.
Main code 25 indicates either the output speed sensor has failed or the required oncoming clutch or clutches did not
come on. Code 25 11 can be generated by a false turbine speed reading. This may be due to crosstalk between
solenoid and turbine speed sensor circuits caused by direct wire-to-wire short or by water in the electrical
connectors. See Section 4 for corrective action.
NOTE: If code 25 XX is in memory at ECU initialization (ignition on), all display segments are illuminated.
Main Applied
Code Subcode Meaning Clutches
25 00 Output speed sensor, detected at zero speed, Low range C3, C6
25 11 Output speed sensor, detected at zero speed, 1st range C1, C5
25 22 Output speed sensor, detected at zero speed, 2nd range C1, C4
25 33 Output speed sensor, detected at zero speed, 3rd range C1, C3
25 44 Output speed sensor, detected at zero speed, 4th range C1, C2
25 77 Output speed sensor, detected at zero speed, Reverse C3, C5

• Power down
• Manual
• Self-clearing
NOTE: Before troubleshooting, read Paragraph 6–6. Also, test battery and ECU input voltages.
other codes.
B. Troubleshooting:
1. Check the transmission fluid level and be sure of correct fluid level.
2. Check for the presence of code 22 16. If code 22 16 is in the code list, go to code 22 XX section
and follow troubleshooting steps for code 22 16.
3. Connect the Allison DOC™ For PC–Service Tool with ignition on, engine off; check for indica-
tion of turbine speed. If turbine speed is indicated, refer to Paragraph 4–2 for corrective action.
4. If the output speed sensor and wiring are satisfactory, install pressure gauges into the appropriate
clutch pressure taps. See the appropriate transmission service manual or Appendix B in this man-
ual and make the shift again. See if either of the clutches has low or no pressure. Lack of pressure
in C1 in first range may be due to a G solenoid stuck closed. Lack of pressure in C5 in first range
may be due to an E solenoid stuck closed.
5. If a clutch is leaking pressure, drain the fluid, remove the control module and check for damaged
valve body gaskets and stuck or sticky valves. If no problems are found, replace the solenoids for
the clutches used in the range indicated by the code (Figure 6–1). Refer to the appropriate trans-
mission service manual for replacement procedure.

CODES
X RANGE (Figure 6–9)
6. If, after detecting leaking pressure and replacing solenoids, the problem persists, check for worn
clutch or piston seals. Remove the transmission and repair or replace as necessary. Refer to the
proper transmission service manual.
7. This code requires accurate output and turbine speed readings. If there were no transmission prob-
lems detected, use the diagnostic tool and watch the speed readings for noise (erratic signals) from
low speed to high speed in the range indicated by the code.
8. If a noisy sensor is found, test the sensor resistance (refer to the sensor resistance chart below) and
test its wiring for opens, shorts, and shorts-to-ground (see code 22 XX). Also closely inspect the
terminals in the connectors for corrosion, contamination, or damage. Be sure the wiring to the
sensors is a properly twisted wire pair. Remove sensor and inspect for damage at the tone wheel
end. Inspect for looseness of the tone wheel. Refer to the appropriate service manual if repair of a
loose tone wheel is necessary. Replace the sensor if it is damaged or if its resistance is incorrect
and isolate and repair any noted wiring problems. Refer to the appropriate service manual for
proper procedure. Use St. Clair P/N 200153 Service Harness Twisted Pair for this procedure.
Table 6–2. Speed Sensor Temperature Resistance
Current Resistance (Ohms) Former Resistance (Ohms)

Temp ˚F Temp ˚C
January, 2006 Before January, 2006
250 200 –40 –40
340 300 68 20
450 400 230 110
9. If no apparent cause for the code can be located, replace the turbine and output speed sensors.
Refer to the appropriate transmission service manual for proper procedure.
CAUTION:

CODE 26 XX—THROTTLE SOURCE/ENGINE
DIAGNOSTIC CODES COOLANT SOURCE
NOT DETECTED
Main code 26 occurs when the ECU has not detected either a throttle source or an engine coolant source. This is a
new code related to the autodetect feature which is described in Paragraphs 1–9 or 1–10.
Main
26 00 Throttle source not detected
26 11 Engine coolant source not detected
Code 26 00 means the ECU has not detected the presence of engine throttle data or analog circuitry. For details
about autodetect or using the Allison DOC™ For PC–Service Tool to select a throttle source, see Paragraphs 1–9 or
1–10 and Allison publication GN3433EN, User Guide for the Allison DOC™ For PC–Service Tool.
Code 26 11 means that the ECU has not detected the presence of engine coolant temperature data or analog
circuitry. For details about autodetect or using Allison DOC™ For PC–Service Tool to select an engine coolant
temperature source, see Paragraphs 1–9 or 1–10 and Allison publication GN3433EN, User Guide for the Allison
DOC™ For PC–Service Tool.
A. Active Indicator Clearing Procedure

• Power down
• Manual
B. Troubleshooting
1. When code 26 00 is logged and an analog TPS is known to be installed, refer to code 21 XX for
troubleshooting steps. If a J1587 or J1939 throttle signal is used, refer to code 66 00 for trouble-
shooting steps.
2. When code 26 11 is logged and an analog engine coolant temperature sensor is being used, refer to
code 62 XX for troubleshooting steps. If a J1587 or J1939 engine coolant temperature signal is be-
ing used, refer to code 66 00 for troubleshooting steps.

CODE 32DIAGNOSTIC
XX—C3 PRESSURE
CODES SWITCH
X
W
C3 PS
CONNECTORS A
A TRANSMISSION
B
B A FEEDTHROUGH
ON SWITCH HARNESS
CONNECTOR
ON HARNESS
195*–T13 YELLOW
W T13 TRANSID
TID 1
ONLY
A A 135*–T25 GREEN
N T25 ANALOG RETURN
C3 TRANSMISSION
PRESSURE SEE NOTE
ECU
SWITCH
B B 162–T12 WHITE
X T12 C3 PS
Y
A
R
G
ECU
K
C
UE
LA
B
BL
BL
UE
T CONNECTOR
(BLUE)
T16
See Appendix D For Detailed Terminal Location T13
T12
* Wire designation may include a letter suffix which indicates a splice to the same number wire. T17 T1
NOTE: These wires may pass through a bulkhead connector. V04848.00.01

CODE 32 XX—C3 PRESSURE
DIAGNOSTIC SWITCH (Figure 6–10)
CODES
Main code 32 indicates the transmission gear ratio is correct, but the C3 pressure switch is open when it should be
closed.
NOTE: When an ECU with a version 8 or 8A calibration is used with a pre-TransID transmission, 32 XX
codes are set because the ECU sees wire 195 is open. To correct this condition, convert to a TID 1
internal harness or install Adapter P/N 200100 available from St. Clair Technologies. See addresses
on Page 1–7.
Further TransID (TID) information is in Paragraph 1–11.

32 00 C3 switch open in low range (MD 3070 or HD 4070 only)
32 33 C3 switch open in third range
32 55 C3 switch open in fifth range
32 77 C3 switch open in reverse range

• Power down
• Manual
• Self-clearing
B. Troubleshooting:
1. Disconnect the transmission “T” harness connector at the ECU and the transmission. Test the C3
switch circuit for opens, shorts to other wires, shorts-to-ground, or short-to-battery. If wiring
problems are found, isolate and repair. The C3 pressure switch closes at 206.8 ± 48 kPa (30 ± 7 psi);
resistance should be 2 Ohms maximum when the switch is closed and 20,000 to infinity when the
switch is open. Infinity is often indicated as OL (over limit) on a DVOM.
2. If problems are not found in the external harness, drain the fluid, remove the control module, and
test the internal harness for opens, shorts between wires, or shorts-to-ground. Refer to the
appropriate transmission service manual. If wiring problems are found, isolate and repair (see
Appendix E, Paragraph 1–9).
3. If no wiring problems are found, replace the C3 pressure switch. Refer to the appropriate transmis-
sion service manual.
4. If the problem recurs, use a spare wire, if available, or provide a new wire (St. Clair P/N 200153
may be used for this purpose) for the C3 pressure switch circuit.
5. If the problem recurs again, replace the internal harness.
CAUTION:

CODE 32 XX—C3
DIAGNOSTIC
PRESSURECODES
SWITCH (Figure 6–10)

DIAGNOSTIC CODES
NOTES

CODE 33 XX—SUMP OIL TEMPERATURE
DIAGNOSTIC CODES SENSOR
Y
A
R
G
ECU
K
C
UE
LA
B
BL
TRANS
FEEDTHROUGH
HARNESS UE
CONNECTOR
BL
T CONNECTOR
(BLUE)
TPS A
RETARDER T27
OR B TEMP T25
C SENSOR
RMR
CONNECTOR 135*–T25
C A RETARDER
THROTTLE MODULATION
POSITION B B REQUEST (RMR)
SENSOR RESISTANCE
(TPS) A C MODULE
TID 1
135*–T25
A** N
GREEN
T25 ANALOG RETURN
TRANSMISSION
SUMP FEEDTHROUGH
TEMP HARNESS SEE NOTE
SENSOR CONNECTOR ECU
147–T27 TAN
B** P T27 SUMP TEMP
TID 2
** Added for
TID 2 temp sensor

* Wire designation may include a letter suffix which indicates a splice to the same number wire.

V04845.00.02

CODE 33 XX—SUMPDIAGNOSTIC
OIL TEMPERATURE
CODES SENSOR (Figure 6–11)
NOTE: When an ECU with a version 8 calibration (CIN=0A...) is used with a TransID 2 transmission, 33 XX
codes are set because the ECU does not have the proper calibrations for the TID 2 thermistors.
The ECU calibration must be updated to version 8A (CIN=0B...).
Main code 33 indicates the sump temperature sensor is providing a signal outside the usable range of the ECU.
This code indicates the sensor failed showing abnormally high or low temperature readings. Main code 33 can be
caused by a component or circuit failure or by extremely high or low temperatures. There are no operational
inhibits related to main code 33. The ECU assumes a hardware failure and that transmission temperatures are
normal (93ºC; 200ºF). Temperatures above or below normal cause poor shift quality.
NOTE: Code 33 23 in conjunction with code 21 23 indicates the loss of common ground (wire 135) between
the throttle and temperature sensors.
Main
33 12 Sump oil temperature sensor failed low
33 23 Sump oil temperature sensor failed high

• Power down
• Manual
• Self-clearing
NOTE: Before troubleshooting, read Paragraph 6–6. Also, check the transmission fluid level.
B. Troubleshooting:
NOTE: Code 33 12 can be caused when the +5V power line (wire 124) is shorted to ground or open. Wire 124
also provides power for the OLS, TPS, RMR, retarder temperature sensor, and shift selectors and is
present in all three ECU connectors.
1. If possible, test the sump temperature with a Allison DOC™ for PC–Service Tool. Use the fastest
sample rate available on the Allison DOC™ for PC–Service Tool. This is necessary to catch mo-
mentary changes due to an intermittent open or short to ground. If Allison DOC™ for PC–Service
Tool is not available, use the shift selector display to determine if the code is active (Paragraph 6–2).
Disconnect the transmission “T” harness at the ECU and test the resistance of the sensor and com-
pare with Figure 6–12 for TID 1 and earlier sensors. Refer to Appendix Q for TID 2 and later sen-
sors.
2. If Step (1) reveals that the extreme temperature indication is no longer present, the temperature
limit could have been reached due to operational or ambient temperature extremes. Also, you may
be experiencing an intermittent problem and the code will not be active. Proceed cautiously, it is
unlikely there is a sensor hardware fault.
3. Disconnect the external harness at the transmission. Inspect the connectors and terminals for dirt,
corrosion, or damage. Clean or replace as necessary.
4. Test the sensor wires in the external harness for opens (code 33 23), shorts between wires, or
shorts-to-ground (code 33 12—refer to Section 4). If wiring problems are found, isolate and repair
as described in Appendix E.

CODE 33 XX—SUMPDIAGNOSTIC
OIL TEMPERATURE
CODES SENSOR (Figure 6–11)

2900 -50 -58 525
-40 -40 577
2700 -30 -22 632 ±7.0°C
-20 -4 691
-10 14 754
2500
0 32 820
10 50 889
2300 20 68 962 ±5.0°C
30 86 1039
2100 40 104 1118
50 122 1202
60 140 1288 ±4.0°C
1900 70 158 1379
80 176 1472
1700 90 194 1569
100 212 1670 ±3.0°C
110 230 1774
1500
120 248 1882
130 266 1993 ±2.0°C
1300 140 284 2107
150 302 2225
1100 183 361 2628
±1.6°C
900
700 LOW PT
±3.0°C

4 32 68 104 140 176 212 248 284 320 356
-60 -40 --20 0 20 40 60 80 100 120 140 160 180

Figure 6–12. Temperature Sensor Chart (TID 1 and Earlier Sensors)
5. If no harness problems are found, inspect the feedthrough harness for damage. If the feedthrough
harness connector is satisfactory, drain the fluid and remove the control module. Inspect for
chafing of the sensor wires, especially near the separator plate. Eliminate the chafe point. If no
chafe point is found, replace the sensor. Refer to the transmission service manual and Appendix E,
Paragraph 1–12 in this manual.
may be used for this purpose) for the temperature sensor circuit.
CAUTION:

CODE 34 XX—CALIBRATION COMPATIBILITY
DIAGNOSTIC CODES OR CHECKSUM FAULT
Main code 34 indicates there is a problem with the calibration.
Main
34 12 Factory calibration compatibility number wrong
34 13 Factory calibration checksum
34 14 Power off block checksum
34 15 Diagnostic queue block checksum
34 16 Real-time block checksum
34 17 Customer modifiable constants checksum

• Power down
NOTE: Copying the current calibration from the ECU and reloading it will not correct the fault. The
calibration must be downloaded directly from PCCS.
B. Troubleshooting:
1. If the code set is 34 14 and it occurs in conjunction with code 35 00, proceed to find the cause for
code 35 00 and correct it.
2. After the cause for code 35 00 has been corrected, drive the vehicle to see if code 34 14 recurs. If
code 34 14 recurs, proceed to Step (3).
3. Reprogram the correct calibration. Contact your nearest Allison distributor/dealer location quali-
fied to do recalibration. Be certain the calibration and the software level are compatible.
4. If the code recurs after reprogramming, replace the ECU.
5. If the code set is 34 17, reprogram the GPI/GPO package after re-calibration of the ECU.

CODE 35DIAGNOSTIC
XX—POWERCODES
INTERRUPTION
VIM
Y
A
R
G
TO
ECU ECU
F1
E1
K
C
UE
LA
B
BL
E2 A1
A2
“V” CONNECTOR J1
FROM
UE
BL
(GRAY) K1 BATTERY
“S” CONNECTOR V16 K2

(BLACK) V32 J2
V26
V1 C1
V17
S16
S32 HARNESS TERMINALS
S4 VIM TERMINALS
S17 S1
143*–V17 GRAY
V17 A1 L1 K1
BATTERY
RETURN 143*–V32 GRAY
V32 A2 L2 K2
ECU VIM
136*–V1 PINK
V1 E1 R1 J1 B
BATTERY A
POWER 136*–V16 PINK
V16 E2 R2 J2 CURRENT 9-PIN
DIAGNOSTIC
146–V26 YELLOW TOOL
IGNITION V26 F1 S1 C1
DEUTSCH (9-PIN)
CONNECTOR
PACKARD + – (DEUTSCH)
DEUTSCH (6-PIN) 12 OR 24 VOLT
S32 S16 S4 BATTERY
OBD II (GMC)
YELLOW 146*–S4
B H C 16 DIAGNOSTIC
PINK
TOOL
GRAY 143*–S32 CONNECTOR
A A E 5
* OBD II
136*–S16
CONNECTOR
R PRIMARY (GMC ONLY)
PINK SHIFT
143*–S32 SELECTOR
P
GRAY CONNECTOR H
R A FORMER
P E
DIAGNOSTIC TOOL
PSS CONNECTOR C
CONNECTOR (PACKARD) ALT 6-PIN
DIAGNOSTIC TOOL
CONNECTOR
* Wire designation may include a letter suffix which indicates a splice to the same number wire. (DEUTSCH)
V04846.00.01
.

CODE 35 XX—POWER INTERRUPTION
Main code 35 indicates the ECU has detected a complete power loss before the ignition was turned off or before
ECU shutdown is completed. When this happens, the ECU is not able to save the current operating parameters in
memory before turning itself off.
Main
35 00 Power interruption. (Not an active code; only appears after power is restored.)
During power interruption, DNS light is not illuminated and the transmission
will not shift.
35 16 Real-time write interruption. (Power interruption at the same time the ECU is
recording a critical code to the real-time section.)

• Power down
• Manual—subcode 16
B. Troubleshooting:
1. If the vehicle has a master switch controlling battery power to the ECU and an ignition switch,
turning the master switch off before turning the ignition switch off can cause this code. Turning the
master switch off before ECU shutdown is completed will also cause this code. No troubleshoot-
ing is necessary.
2. If improper switch sequencing is not the cause, test ECU power and ground for opens, shorts, and
shorts-to-ground. Not using battery-direct power and battery ground connections can cause this
code. A defective charging system, or open battery fuse or fusible link can also cause this code.
The battery fuse or fusible link may be at the battery or in the VIM. Dirty, corroded, or painted
power and ground connections can also cause this code.
CAUTION:
3. If all system power and ground connections are satisfactory and the problem persists, replace the
ECU with a test diagnostic ECU (P/N must match and it is recommended that the controller be
loaded with the latest version of the CIN). If replacing the ECU corrects the problem, reinstall the
spect the ECU connectors for corrosion or damage which may cause an intermittent condition. If
the original problem recurs, install a replacement ECU.

DIAGNOSTIC CODES
NOTES

CODE 36 XX—HARDWARE AND SOFTWARE
DIAGNOSTIC CODES NOT COMPATIBLE
Main code 36 indicates the system has detected a mismatch between the ECU hardware and the ECU software or
that there is a TransID (TID) problem.
Main
36 00 Mismatch between ECU hardware and software
36 01 TransID not compatible with hardware/software
36 02 TransID did not complete

• Power down
B. Troubleshooting:
1. Correction for code 36 00 requires the installation of software that is compatible with the ECU
hardware involved. (If a different calibration is required, update the ECU hardware to be
compatible.)
2. Correction for code 36 01 is to update the ECU calibration. Installation of the latest calibration
makes the ECU compatible with the latest TransID configuration.
NOTE: For further information about TransID see Paragraph 1–11 and SIL 7-WT-98.
3. Correction for code 36 02 is to troubleshoot TransID wire 195 and the complete TransID circuit.
This code is caused by a short-to-battery of wire 195, but has also been caused by a soft short in
the solenoid associated with TransID (B solenoid for TransID 3 units). Rough shifting may
accompany the setting of this code since a default calibration value is used instead of the adapted
calibration value. Codes 42 XX or 69 XX may be associated with this code.

CODE 42 XX—SHORT-TO-BATTERY IN SOLENOID CIRCUIT
DIAGNOSTIC CODES
TRANSMISSION SOLENOID
FEEDTHROUGH CONNECTOR
HARNESS AY
GR
CONNECTOR
ECU
B “T” CONNECTOR
N A
BL
AC
K
UE
(BLUE)
BL
Y
A UE
T16
BL
D T32
T17 T1
TRANSMISSION 195–T13 YELLOW ECU
SEE NOTE
W T13 TRANSID
120–T4 WHITE
G T4 A SOL
A A
42 12 B TID 2 102–T1 ORANGE SOLENOID A, D, J
A T1
POWER
131–T21 BLUE
M T21 D SOL
D A
42 15 B TID 5
111–T8 GREEN
e T8 J SOL
**J
42 24 SEE NOTE
128–T20 ORANGE
J T20 B SOL
B A
42 13 B TID 3 121–T2 TAN SOLENOID B, E
H T2 A HI
POWER
129–T6 TAN
K T6 E SOL
E A
42 16 B TID 6 SEE NOTE
103–T5 GREEN
B T5 C SOL
C A
42 14 B TID 4 130–T17 YELLOW SOLENOID C, G
L T17
POWER
104–T7 WHITE
C T7 G SOL
G A
107–T3 GREEN
E T3 F SOL POWER
F A
42 21 B 110–T22 WHITE
F T22 F SOL
TID 8 116*–T19 YELLOW
g T19 SOLENOID H, N POWER
**N A
42 26 B 101–T24 BLUE
f T24 N SOL
RTDR ACCUMULATOR
101–T24 BLUE
A
N A
42 26 B 116*–T19 YELLOW
B
Future use
RTDR OR DIFFERENTIAL SEE NOTE
See Appendix D For LOCK (T–CASE)
Detailed Terminal Location.
127–T23 WHITE
A T23 H SOL
H A
42 23 B 116*–T19 YELLOW
B
* Wire designation may include a letter suffix which indicates
NOTE: These wires may pass through a bulkhead connector. a splice to the same number wire. See wiring schematic in
** Only present in sump on 3000 and 4000 Product Families 7-speed. Appendix J for more detail on splice letter designations. V07089.00.00

CODE 42 XX—SHORT-TO-BATTERY
DIAGNOSTICINCODES
SOLENOID CIRCUIT (Figure 6–14)
Main code 42 indicates the ECU has detected a short-to-battery condition in a solenoid wiring circuit. The
DO NOT SHIFT response is activated when some subcodes are detected, all solenoids are turned off and the
CHECK TRANS light is illuminated. All solenoids have a driver on the low (ground) side which can turn off the
solenoid. All solenoids also have a driver on the high (power) side of the solenoid. Even though the high side driver
can be turned off, a short-to-battery means the solenoid is continuously powered at an unregulated 12V or 24V
instead of a regulated (pulse width modulated) voltage. The low side driver will not tolerate direct battery current
and will open, causing the solenoid to be de-energized.
NOTE: For subcodes 12, 13, 14, 15, 16, 22—neutral start is inoperable; all display segments are on if the code
is logged during ECU initialization (ignition on). Subcodes 21, 23, 24, and 26 will not trigger the
CHECK TRANS light.
Main
42 12 Short-to-battery A Solenoid Circuit
42 13 Short-to-battery B Solenoid Circuit
42 14 Short-to-battery C Solenoid Circuit
42 15 Short-to-battery D Solenoid Circuit
42 16 Short-to-battery E Solenoid Circuit
42 21 Short-to-battery F Solenoid Circuit
42 22 Short-to-battery G Solenoid Circuit
42 23 Short-to-battery H Solenoid Circuit
42 24 Short-to-battery J Solenoid Circuit
42 26 Short-to-battery N Solenoid Circuit
• Power down
• Manual
NOTE: Intermittent connections or lack of battery-direct power and ground connections may cause this and
other codes.
NOTE: Energizing the solenoids and listening for ball/plunger movement is sometimes useful in
troubleshooting.
NOTE: “N” solenoid on the retarder accumulator has either a 12.5 ± 1.5 Ohm coil or a 23.5 ± 2.4 Ohm coil
and is not correlated to sump temperature.
PROBING THE CONNECTOR
When testing the control system from the feedthrough connector with the internal harness connected, the resistance
of each solenoid can be measured by using a VOM. Refer to Figure 6–15 for solenoid resistance versus
temperature.

DIAGNOSTICINCODES
3000/4000 SOLENOID RESISTANCE

SPEC VALUE = 3.26 .2 OHMS AT 20C
5.2
4.8
4.6
SOLENOID RESISTANCE IN OHMS
4.4
4.2
4
MAXIMUM OHMS
3.8
3.6
3.4
MINIMUM OHMS
3.2
2.8
2.6
2.4
2.2 SUMP TEMPERATURE IN F

4 32 68 104 140 176 212 248 284
2
–20 0 20 40 60 80 100 120 140
SUMP TEMPERATURE IN C V00719.01.02
Figure 6–15. Solenoid Resistance vs. Temperature
B. Troubleshooting:
1. Make sure the transmission connector is tightly connected. If the connector is properly connected,
disconnect the wiring harness at the transmission. Inspect the connector for corroded or damaged
terminals. Clean or replace as necessary.
2. Test each solenoid circuit at the transmission connector for shorts between the solenoid circuit
being diagnosed and all other terminals in the connector. This test may be simplified by using the
J 41612 test tool. Refer to the system schematic and/or chart to identify wires in the internal
harness which are connected. If a short is found, isolate and repair the short. The short will
probably be in the internal wiring harness.
3. If multiple code 42s occur (42 12, 42 13, 42 14, 42 12, 42 16, 42 22, and 42 24), and wiring and
solenoids check okay, the A-Hi driver is probably failed open.
4. Replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to
confirm that the problem is in the ECU. If the problem recurs, reinstall the new ECU to complete
the repair.
5. If code 42 21 occurs repeatedly and the F solenoid and wiring checks okay, the F-Hi or F-Lo driver
may be failed open. Follow Step (4) above.
6. If codes 42 23 and 42 26 occur repeatedly and solenoids and wiring check okay, the H and N-Hi
driver may be failed open. Follow Step (4) above.
7. If the short is not found at the transmission connector, disconnect the transmission “T” harness
connector at the ECU and test the wires of the solenoid circuit for shorts between the solenoid
wires. If the short is found in one of the wires, isolate and repair it. Use a spare wire, if available,
or provide a new wire (St. Clair P/N 200153 may be used for this purpose).

DIAGNOSTICINCODES
8. If the short is not found in either the transmission or the harness, the condition must be
intermittent.
9. Drain the fluid, remove the control module (refer to the appropriate transmission service manual)
and closely inspect the internal harness for damage. Repair or replace as necessary.
may be used for this purpose) for the solenoid circuit indicated by the trouble code. Refer to
Appendix E for connector assembly/disassembly information.
CAUTION:

CODE 44 XX—SHORT-TO-GROUND IN SOLENOID CIRCUIT
DIAGNOSTIC CODES
HARNESS
AY
CONNECTOR GR
ECU
B
N A “T” CONNECTOR
BL
AC
K
BL
UE
(BLUE)
Y
A T16
UE
BL
D T32
T17 T1
SEE NOTE
W T13 TRANSID
120–T4 WHITE
G T4 A SOL
A A
A T1
POWER
131–T21 BLUE
M T21 D SOL
D A
44 15 B TID 5
111–T8 GREEN
e T8 J SOL
**J
44 24 SEE NOTE
128–T20 ORANGE
J T20 B SOL
B A
H T2 A HI
POWER
129–T6 TAN
K T6 E SOL
E A
103–T5 GREEN
B T5 C SOL
C A
L T17
POWER
104–T7 WHITE
C T7 G SOL
G A
107–T3 GREEN
E T3 F SOL POWER
F A
44 21 B 110–T22 WHITE
F T22 F SOL
**N A
44 26 B 101–T24 BLUE
f T24 N SOL
RTDR ACCUMULATOR
101–T24 BLUE
A
N A
44 26 B 116*–T19 YELLOW
B
Future use
127–T23 WHITE
A T23 H SOL
H A
44 23 B 116*–T19 YELLOW
B
**Only present in sump on 3000 and 4000 Product Families 7-speed. Appendix J for more detail on splice letter designations. V07090.00.00

CODE 44 XX—SHORT-TO-GROUND INCODES
DIAGNOSTIC SOLENOID CIRCUIT (Figure 6–16)
Main code 44 indicates the ECU has detected a short-to-ground in a solenoid or its wiring. The DO NOT SHIFT
response is activated when some subcodes are detected, all solenoids are turned off, and the CHECK TRANS light
is illuminated.
NOTE: Code 44 XX may be caused by a short-to-ground of wire 195 (TransID).
NOTE: For subcodes 12, 13, 14, 15, 16, 22—neutral start is inoperable. Subcodes 21, 23, 24, and 26 do not
trigger the CHECK TRANS light.
Main
44 12 Short-to-ground A Solenoid Circuit
44 13 Short-to-ground B Solenoid Circuit
44 14 Short-to-ground C Solenoid Circuit
44 15 Short-to-ground D Solenoid Circuit
44 16 Short-to-ground E Solenoid Circuit
44 21 Short-to-ground F Solenoid Circuit
44 22 Short-to-ground G Solenoid Circuit
44 23 Short-to-ground H Solenoid Circuit
44 24 Short-to-ground J Solenoid Circuit
44 26 Short-to-ground N Solenoid Circuit

• Power down
• Manual
other codes.
When testing the control module solenoids from the feedthrough connector with the internal harness connected, the
resistance of each solenoid can be checked using a VOM. Refer to Figure 6–17 for resistance values versus
temperature.


5.2
4.8
4.6
4.4
4.2
4
MAXIMUM OHMS
3.8
3.6
3.4
MINIMUM OHMS
3.2
2.8
2.6
2.4

4 32 68 104 140 176 212 248 284
2
–20 0 20 40 60 80 100 120 140
B. Troubleshooting:
1. Inspect the transmission connector and make sure it is tightly connected. If the connector is
properly connected, disconnect the harness at the transmission and inspect the terminals in the
transmission harness and feedthrough harness connectors. Clean or replace as necessary
(Appendix D).
2. If the connector is connected, clean, and not damaged, test the solenoid circuit in the transmission
for shorts to other wires. (Tool J 41612 may be useful in making this test.) Refer to the system
schematic and/or chart to identify wires in the internal harness which are connected. If the short
circuit is found, drain the fluid, remove the control module (refer to the appropriate transmission
service manual), and isolate the short. The short is probably in the feedthrough harness, or the
solenoid itself. Refer to Figure 6–1 for solenoid locations.
3. If a short is not found in the transmission, disconnect the transmission harness connector at the
ECU and inspect the terminals for damage or contamination. Clean or replace as necessary. If the
terminals are satisfactory, test the wires of the solenoid circuit in the transmission harness for
shorts-to-ground or shorts between wires. If a short is found in one of the wires, isolate and repair
it or use a spare wire, if available, or provide a new wire (St. Clair P/N 200153 may be used for this
purpose) in the external harness. Refer to Appendix E for connector/terminal repair information.
4. If the short is not found in either the transmission or the harness, the condition must be
intermittent.
5. Drain the fluid, remove the control module, and closely inspect the solenoid and internal harness
for damage. Repair or replace as necessary. Refer to the appropriate transmission service manual.

may be used for this purpose) for the solenoid circuit indicated by the diagnostic code. Refer to
Appendix E for connector assembly/disassembly information.
CAUTION:

CODE 45 XX—OPEN CONDITION
DIAGNOSTIC IN SOLENOID CIRCUIT
CODES
HARNESS
CONNECTOR GR
AY
ECU
“T” CONNECTOR
N A B (BLUE)
K
AC
BL UE
BL
Y
T16
A
BL
UE T32
D
T17 T1

SEE NOTE
W T13 TRANSID
120–T4 WHITE
G T4 A SOL
A A
A T1
POWER
131–T21 BLUE
M T21 D SOL
D A
45 15 B TID 5
111–T8 GREEN
e T8 J SOL
**J
45 24 SEE NOTE
128–T20 ORANGE
J T20 B SOL
B A
H T2 A HI
POWER
129–T6 TAN
K T6 E SOL
E A
103–T5 GREEN
B T5 C SOL
C A
L T17
POWER
104–T7 WHITE
C T7 G SOL
G A
107–T3 GREEN
E T3 F SOL POWER
F A
45 21 B 110–T22 WHITE
F T22 F SOL
**N A
45 26 B 101–T24 BLUE
f T24 N SOL
RTDR ACCUMULATOR
101–T24 BLUE
A
N A
45 26 B 116*–T19 YELLOW
B
Future use
127–T23 WHITE
A T23 H SOL
H A
45 23 B 116*–T19 YELLOW
B

CODE 45 XX—OPEN CONDITION IN SOLENOID
DIAGNOSTIC CODES CIRCUIT (Figure 6–18)
Main code 45 indicates the ECU has detected either an open circuit condition in a solenoid coil or the wiring to that
solenoid. The DO NOT SHIFT response is activated when some subcodes are detected, all solenoids are turned
off, and the CHECK TRANS light is illuminated.
Main
45 12 Open Circuit A Solenoid Circuit
45 13 Open Circuit B Solenoid Circuit
45 14 Open Circuit C Solenoid Circuit
45 15 Open Circuit D Solenoid Circuit
45 16 Open Circuit E Solenoid Circuit
45 21 Open Circuit F Solenoid Circuit
45 22 Open Circuit G Solenoid Circuit
45 23 Open Circuit H Solenoid Circuit
45 24 Open Circuit J Solenoid Circuit
45 26 Open Circuit N Solenoid Circuit

• Power down
• Manual
other codes.
When testing the control module solenoids from the feedthrough connector with the internal harness connected, the
resistance of each solenoid can be checked using a VOM. Refer to Figure 6–19 for solenoid resistance values
versus temperature.


5.2
4.8
4.6
4.4
4.2
4
MAXIMUM OHMS
3.8
3.6
3.4
MINIMUM OHMS
3.2
2.8
2.6
2.4

4 32 68 104 140 176 212 248 284
2
–20 0 20 40 60 80 100 120 140
B. Troubleshooting:
1. Inspect the transmission connector and make sure it is tightly connected. If the connector is
properly connected, disconnect the harness at the feedthrough harness connector and inspect the
terminals in the transmission harness and feedthrough harness connectors. Clean or replace as
necessary (Appendix E).
2. If the connector is connected, clean, and not damaged, test the solenoid circuit in the transmis-
sion for opens. Refer to the system schematic and/or chart to identify wires in the internal har-
ness which are connected. If the open circuit is found, drain the fluid, remove the control module
(refer to the appropriate transmission service manual), and isolate the open. The fault will be in the
feedthrough harness or the solenoid itself. Refer to Figure 6–1 for solenoid locations.
3. If the open is not found at the transmission connector, disconnect the transmission harness
connector at the ECU and inspect the terminals in the connector and the ECU for damage or
contamination. Clean or replace as necessary. If the terminals are satisfactory, test the wires of the
solenoid circuit in the transmission harness for continuity. If the open is found in one of the wires,
isolate and repair it. If this is not feasible, use a spare wire, if available, or provide a new wire (St.
Clair P/N 200153 may be used for this purpose). Refer to Appendix E for information on
connector/wire repair.
4. If multiple code 45s occur (45 12, 45 13, 45 14, 45 15, 45 16, 45 22, and 45 24), and wiring and
solenoids check okay, the A-Hi driver is probably failed open.

CAUTION:
6. If code 45 21 occurs repeatedly and the F solenoid and wiring checks okay, the F-Hi or F-Lo driver
may be failed open. Follow Step (5) above.
7. If codes 45 23 and 45 26 occur repeatedly and solenoids and wiring check okay, the H and N-Hi
driver may be failed open. Follow Step (5) above.
8. If the open is not found in either the transmission or the harness or the ECU drivers, the condition
must be intermittent.
9. Drain the fluid, remove the control module, and closely inspect the solenoid and internal harness
for damage. Repair or replace as necessary. Refer to the transmission Service Manual.
may be used for this purpose) for the solenoid circuit indicated by the diagnostic code. See
Appendix E for information on connector assembly/disassembly.
CAUTION:

CODE 46 XX—OVERCURRENT TO SOLENOIDS
DIAGNOSTIC CODES
TRANSMISSION
FEEDTHROUGH SOLENOID
HARNESS CONNECTOR
CONNECTOR GR
AY
ECU
B “T” CONNECTOR
N A
AC
K (BLUE)
BL UE
BL
Y
A T16
UE
BL
D T32
T17 T1
SEE NOTE
W T13 TRANSID
120–T4 WHITE
G T4 A SOL
A
A TID 2 102–T1 ORANGE SOLENOID A, D, J
B A T1
POWER
131–T21 BLUE
M T21 D SOL
A
D TID 5
B
111–T8 GREEN
e T8 J SOL
**J SEE NOTE
128–T20 ORANGE
J T20 B SOL
B A
B TID 3 121–T2 TAN SOLENOID B, E
H T2 A HI
POWER
129–T6 TAN
K T6 E SOL
A
E TID 6 SEE NOTE
B
103–T5 GREEN
B T5 C SOL
A
C TID 4 130–T17 YELLOW SOLENOID C, G
B L T17
POWER
104–T7 WHITE
C T7 G SOL
A
G TID 7 SEE NOTE
B
107–T3 GREEN
E T3 F SOL POWER
F A
B 110–T22 WHITE
F T22 F SOL
**N A
B 101–T24 BLUE
f T24 N SOL
RTDR ACCUMULATOR
101–T24 BLUE
A
A
N 116*–T19 YELLOW
B B
Future use
127–T23 WHITE
A T23 H SOL
H A
B 116*–T19 YELLOW
B

CODE 46 XX—OVERCURRENT
DIAGNOSTICTO SOLENOIDS (Figure 6–20)
CODES
Main code 46 indicates that an overcurrent condition exists in one of the switches sending power to the
transmission control solenoids.
Main
46 21 Overcurrent, F-High solenoid circuit
46 26 Overcurrent, N and H-High solenoid circuit
46 27 Overcurrent, A-High solenoid circuit

• Power down
• Manual
B. Troubleshooting:
1. Probable cause is a wiring problem. A solenoid wire is probably shorted to ground or the solenoid
has a shorted coil which would cause an overcurrent condition. May also be an ECU problem.
NOTE: Code 46 XX may be caused by a short-to-ground of wire 195 (TransID).
2. Follow the troubleshooting steps for code 44 XX.

CODE 51 XX—OFFGOING RATIO TEST
DIAGNOSTIC DURING SHIFT (TIE-UP TEST)
CODES
Main code 51 indicates a failed offgoing ratio test. An offgoing ratio test occurs during a shift and uses turbine and
output speed sensor readings to calculate the ratio between them. The calculated speed sensor ratio is then compared
to the programmed speed sensor ratio of the commanded range. After a shift is commanded, the ECU, after a period
of time, expects the old ratio to be gone. If the ratio does not change properly, the ECU assumes the offgoing clutch
did not release. The shift is retried if conditions still exist to schedule the shift. If the second shift is not successfully
completed, code 51 XX is set and the ECU returns the transmission to the previous range. Additional codes could be
logged for other shifts where “X” indicates the range from and “Y” indicates the range to.
NOTE: This test is not performed below a calibrated transmission output speed of 200 rpm.
Main
51 01 Low–1 upshift
51 10 1–Low downshift
51 12 1–2 upshift
51 21 2–1 downshift
51 23 2–3 upshift
51 24 2–4 upshift
51 35 3–5 upshift
51 45 4–5 upshift
51 46 4–6 upshift
51 XY X–Y upshift or downshift

• Power down
• Manual—subcodes 01, 10, 12, 21, 23, 24, 46, 64, and 65
other codes.
B. Troubleshooting:
NOTE: When a shift completes before the offgoing ratio test completes, an incorrect code 53 12 may be set
instead of 51 12. This should be corrected in software versions 9B and later.
1. Incorrect fluid level can cause 51 series codes. Allow the vehicle to idle for 3–4 minutes and in-
spect the transmission fluid level. If level is not correct, add or drain fluid to correct level.
2. If the fluid level is correct, connect a pressure gauge into the pressure tap for the offgoing clutch
indicated by the code (refer to solenoid and clutch chart, Appendix C). Make the shift indicated by
the subcode or use the Allison DOC™ For PC–Service Tool clutch test mode to put the

CODE 51 XX—OFFGOING RATIO TEST
DIAGNOSTIC DURING SHIFT (TIE-UP TEST)
CODES
transmission in the off-going and oncoming ranges. Refer to Appendix B for clutch pressure test
information.
3. If the offgoing clutch stays pressurized, drain the fluid, remove the control module, disassemble
the control module and clean it, inspecting for damaged valve body gaskets and stuck or sticky
valves. Inspect the transmission for signs of clutch damage indicating the need to remove and
overhaul the transmission. Refer to the appropriate transmission service manual.
4. If the problem has not been isolated, replace the solenoid for the offgoing clutch. Refer to the
appropriate transmission service manual.
CAUTION:

CODE 52 XX—OFFGOINGDIAGNOSTIC
C3 PRESSURE SWITCH TEST DURING SHIFT
CODES
Main code 52 indicates a failed C3 pressure switch test. When a shift is commanded and C3 is the offgoing clutch,
the ECU expects the C3 pressure switch to open within a period of time after the shift is commanded. If the ECU
does not see the switch open, it assumes C3 has not released. If conditions for a shift exist, the shift is retried. If the
C3 pressure switch still remains closed, the code is logged and the DO NOT SHIFT response is commanded. If
the code is set during a direction change, neutral with no clutches is commanded, otherwise the transmission is
commanded to the previous range. Additional codes could be logged for other shifts where “X” indicates the range
from and “Y” indicates the range to.
NOTE: C3 tests are turned off below a calibrated temperature of –32ºC (–25˚F).
Main
52 01 L–1 upshift
52 08 L–N1 shift
52 34 3–4 upshift
52 56 5–6 upshift
52 71 R–1 shift
52 72 R–2 shift
52 78 R–N1 shift
52 99 N3–N2 shift
52 XY X–Y shift
• Power down
• Manual
other codes.
B. Troubleshooting:
1. Use the Allison DOC™ For PC–Service Tool to check the state of the C3 pressure switch.
2. Test the C3 pressure switch wiring for a short-to-ground or a switch stuck closed (refer to code
32 XX). If a short is found, isolate and repair; or replace the switch if it is stuck closed.
3. If a fault is not found with the C3 pressure switch or circuitry, connect a pressure gauge to the C3
pressure tap.
4. Drive the vehicle to make the shift indicated by the subcode or use the Allison DOC™ For PC–
Service Tool clutch test mode. Compare actual C3 pressure value with the table of specifications in
Appendix B.

CODE 52 XX—OFFGOINGDIAGNOSTIC
C3 PRESSURE SWITCH TEST DURING SHIFT
CODES
5. If C3 is being held on hydraulically (C3 remains pressurized), drain the fluid, remove the control
module, disassemble and clean the control module, checking for damaged valve body gaskets or
stuck and sticky valves. See the appropriate transmission service manual.
may be used for this purpose) for the C3 pressure switch in the external harness. Refer to Appendix
E for connector service information.
7. If the problem again recurs, replace the C solenoid. Refer to the appropriate transmission service
manual.
CAUTION:

CODE 53 XX—OFFGOING SPEED
DIAGNOSTIC TEST (DURING SHIFT)
CODES
Main code 53 indicates a failed offgoing speed test. The speed test during a shift is designed to ensure neutral is
attained during shifts to neutral. This test compares engine speed to turbine speed. If neutral is selected and turbine
speed is found to be much lower than engine speed, the ECU sees this as neutral not being attained. The
transmission is commanded to Neutral with No Clutches and code 53 XX is set. Additional codes could be logged
for other shifts where “X” indicates the range from and “Y” indicates the range to.
NOTE: This test is not performed if neutral output is below 200 rpm or when temperatures are below a
calibrated 0˚C (32˚F).
Main
53 08 L–N1 shift
53 09 L–NNC shift
53 18 1–N1 shift
53 19 1–RELS shift
53 28 2–N1 shift
53 29 2–N2 shift
53 38 3–N1 shift
53 39 3–N3 shift
53 48 4–N1 shift
53 49 4–N3 shift
53 58 5–N1 shift
53 59 5–N3 shift
53 68 6–N1 shift
53 69 6–N4 shift
53 78 R–N1 shift
53 99 N3–N2 or N2–N3 shift
53 XY X–Y shift

• Power down
• Manual—subcodes 19, 78, and 99 only
other codes.
B. Troubleshooting:
NOTE: When a shift completes before the offgoing ratio test completes, an incorrect code 53 12 may be set
instead of 51 12. This should be corrected in software versions 9B and later.
1. Be sure the transmission is warm and the fluid level is correct. Correct transmission fluid level as
necessary.

CODE 53 XX—OFFGOING SPEED
DIAGNOSTIC TEST (DURING SHIFT)
CODES
2. Using Allison DOC™ For PC–Service Tool, test the engine and turbine speed sensor signals under
steady conditions. If a tachometer is available, compare the tachometer reading with the engine
rpm reading on the diagnostic tool. Test signals in neutral, at idle, high idle, and maximum no load
rpm. If a signal is erratic, test sensor wiring for opens, shorts, and shorts-to-ground (refer to code
22 XX). Inspect all connections for dirt and corrosion. If wiring problems are found, repair or
replace as necessary. Refer to Appendix E for connector service information.
3. If fluid and wiring are satisfactory, install a pressure gauge in the pressure tap for the offgoing
clutch. Make the shift indicated by the subcode using the clutch test mode of the Allison DOC™
For PC–Service Tool. If the pressure gauge shows clutch pressure (above 55 kPa or 8 psi) remains
in the offgoing clutch, drain the fluid and remove the control module. Refer to the appropriate
transmission service manual. Disassemble and clean the control module and inspect for damaged
valve body gaskets and stuck or sticky valves, particularly latch valves and solenoid second-stage
valves.
4. If excessive clutch pressure is not remaining in the offgoing clutch, replace the engine speed
sensor and the turbine speed sensor. Refer to the appropriate transmission service manual.
5. If the control module is removed to replace the turbine speed sensor (3000 Product Family), clean
the control module and inspect for stuck or sticky valves (particularly the latch valves and solenoid
G second stage valve). Inspect the rotating clutch drum to which the turbine speed sensor is
directed for damage, contamination, or signs of contact between the drum and the sensor.
6. If the problem recurs, replace the solenoid(s) for the offgoing clutch(es). Refer to the appropriate
transmission service manual.
7. If the problem again recurs, the offgoing clutch must be held on mechanically (coned, burned,
etc.). Remove the transmission and repair or rebuild as necessary. Refer to the appropriate
CAUTION:

CODE 54 XX—ONCOMING SPEED
DIAGNOSTIC TEST (AFTER SHIFT)
CODES
Main code 54 indicates a failed oncoming ratio test. The ratio test after a shift is failed when the ECU has
commanded the end of a shift and has not seen the transmission shift into the target range (comparing turbine and
output speeds). Erratic readings from speed sensors are a likely cause of an oncoming ratio test failure. If
conditions for a shift still exist, the shift will be retried one more time. If the ratio test is still not met, a code is
logged and the DO NOT SHIFT response is commanded. If the code is set during a direction change, Neutral with
No Clutches is commanded, otherwise the transmission is commanded to the previous range. Code 54 12 can also
be caused by the ECU being calibrated for a close ratio transmission and installed with a wide ratio
transmission, or vice versa. Additional codes could be logged for other shifts where “X” indicates the range from
and “Y” indicates the range to.
NOTE: This test is not performed below a calibrated transmission output speed of 200 rpm.
54 01 L–1 upshift
54 07 L–R shift
54 10 1–L downshift
54 12 1–2 upshift—may be incorrect calibration (wide ratio vs. close
ratio or 3000 Product Family vs. 4000 Product Family)
54 17 1–R shift
54 23 2–3 upshift
54 24 2–4 upshift
54 27 2–R shift
54 34 3–4 upshift
54 35 3–5 upshift
54 45 4–5 upshift
54 56 5–6 upshift
54 70 R–L shift
54 71 R–1 shift
54 72 R–2 shift
54 80 N1–L shift
54 81 N1–1 shift
54 82 N1–2 shift
54 83 N1–3 shift
54 85 N1–5 shift
54 86 N1–6 shift
54 87 N1–R shift—associated with loose output speed tone wheel
on 3000 Product Family transmissions
54 92 N2–2 shift
54 93 N3–3 shift
54 95 N3–5 shift
54 96 N4–6 shift
54 XY X to Y shift

CODES
• Power down
• Manual
other codes.
B. Troubleshooting:
1. After the transmission is at operating temperature, allow the vehicle to idle on level ground for
3–4 minutes. Measure transmission fluid level. If improper fluid level is found, correct as
necessary. Improper fluid level could be the cause of the code (not enough or too much fluid may
produce inadequate clutch pressure).
2. Connect a pressure gauge and check main pressure. If pressure is not adequate, the pump is
possibly worn. Refer to Appendix B for main pressure specifications.
3. If the fluid level is correct, check the turbine and output speed sensors for accurate, steady signals
using the diagnostic tool (test with vehicle stopped and in range to confirm a zero speed reading
from the turbine and output speed sensors). Test the wiring for opens and shorts (refer to code
22 XX) and the sensor coils for proper resistance. If problems are found, repair or replace as
necessary. Remove speed sensor and check for a loose tone wheel or irregular tooth spaces on the
tone wheel.
4. If sensor and wiring resistance are acceptable, connect a pressure gauge(s) to the pressure tap for
the oncoming clutches indicated by the subcode. Refer to solenoid and clutch chart in Appendix C.
Make the shift indicated by the code by operating the vehicle or by using the diagnostic tool’s
clutch test mode.
5. If the clutch pressure does not show on the gauge(s), the control module is probably not
commanding the clutch on. Drain the fluid and remove the control module. Refer to the
appropriate transmission service manual. Disassemble and clean the control module and inspect
for stuck or sticking valves.
6. Internal leakage is indicated by the clutch pressure gauge showing that pressure is being sent to the
clutch but the clutch fails to hold. The fault may be: missing or damaged face seals, burnt clutch,
leaking piston sealrings, or damaged control module gaskets. Drain the fluid and remove the control
module. Refer to the appropriate transmission service manual. Inspect the face seals and control
module gaskets. If the seals and gaskets are satisfactory, replace the solenoid(s) indicated by the
code. If replacing the solenoid does not eliminate the code, remove the transmission and repair as
necessary.
7. If clutch pressures are correct and the clutch appears to be holding, replace the output and turbine
speed sensors. Refer to the appropriate transmission service manual for the proper procedure.
8. If the problem recurs, use the diagnostic tool to check the speed sensor signals for erratic readings.
Possible causes of erratic speed readings are: loose sensors, intermittent contact in the wiring,
vehicle-induced vibrations, or speed sensor wiring that is not a properly twisted-pair. If necessary,

CODES
use a twisted-pair for a new speed sensor circuit—Service Harness Twisted Pair P/N 200153 is
available from St. Clair Technologies for this purpose.
CAUTION:

CODE 55 XX—ONCOMING C3 PRESSURE
DIAGNOSTIC CODESSWITCH (AFTER SHIFT)
Main code 55 indicates the C3 clutch is the oncoming clutch in a shift and the C3 pressure switch did not close at
the end of the shift. When this code is set, the DO NOT SHIFT response and Neutral with No Clutches is
commanded. On the N1 to R shift the transmission is commanded to the previous range. Additional codes could be
logged for other shifts where “X” indicates the range from and “Y” indicates the range to.
NOTE: When an ECU with a version 8, 8A, 9, or 9A calibration is used with a pre-TransID transmission, 55
XX codes are set because the ECU sees wire 195 is open. To correct this condition, convert to a TID 1
internal harness or install Adapter P/N 200100 available from St. Clair Technologies.
Further TransID (TID) information is in Paragraph 1–11.
Main
55 07* Oncoming C3PS (after shift), L–R shift
55 17* Oncoming C3PS (after shift), 1–R shift
55 27* Oncoming C3PS (after shift), 2–R shift
55 87 Oncoming C3PS (after shift), N1–R shift
55 97 Oncoming C3PS (after shift), N1–L to R shift
55 XY Oncoming C3PS (after shift), X to Y shift
*NOTE: When sump temperature is below 10˚C (50˚F), and transmission fluid is C-4 (not DEXRON®), follow
this procedure when making directional change shifts:
• To shift from forward to reverse; select N (Neutral) and then R (Reverse).
• Failure to follow this procedure may cause illumination of the CHECK TRANS light and then
transmission operation will be restricted to N (Neutral).

• Power down
• Manual—subcode 87 only
other codes.
NOTE: Test battery and ECU input voltages before troubleshooting.
B. Troubleshooting:
NOTE: Do not bring the transmission to operating temperature if the problem occurs at sump temperatures
below that level. Do troubleshooting at the temperature level where the problem occurs.
1. After the transmission is at operating temperature, allow vehicle engine to idle on level ground for
3–4 minutes. Check transmission fluid level. If improper fluid level is found, correct as necessary.
Improper fluid level could be the cause of the code (not enough or too much fluid may produce
inadequate clutch pressure).
2. Connect a pressure gauge and check main pressure. If pressure is not adequate, the pump is
possibly worn. Refer to Appendix B for main pressure specifications.

CODE 55 XX—ONCOMING C3 PRESSURE
DIAGNOSTIC CODESSWITCH (AFTER SHIFT)
3. If fluid level and main pressure are adequate, connect a pressure gauge to the C3 pressure tap on
the transmission and make the shift indicated by operating the vehicle using the Allison DOC™
For PC–Service Tool’s CLUTCH TEST MODE.
NOTE: When using the CLUTCH TEST MODE on the Allison DOC™ For PC–Service Tool, be sure to
use the correct pressure specification. If testing is done with the vehicle stopped, the lockup
clutch is not applied, so use the clutch pressure specification for converter operation (see
Appendix B; pressure in 3C would be the same as in 2C). If testing is done with the vehicle
moving, the lockup clutch may be applied depending upon the vehicle speed and throttle
position. Be sure to use the clutch pressure specification for lockup operation (Appendix B).
4. If, when making the shift and producing the code, the C3 clutch does not show any pressure, drain
the fluid and remove the control module (refer to the appropriate transmission service manual).
Disassemble, clean, and inspect the control module for stuck or sticky valves (particularly the C
solenoid second stage valve and C-1 latch valve). If no obvious problems are found, replace the C
solenoid and reassemble (see Figure 6–1 for location of the C solenoid).
5. If the gauge shows inadequate pressure being sent to the clutch, the clutch is probably worn, has
leaking piston or face seals, or the control module gaskets are damaged. See Appendix B for clutch
pressure specification. Drain the fluid, remove the control module and inspect the face seals and
valve body gaskets. If the face seals or control module gaskets are not damaged, remove and repair
the transmission. Refer to the appropriate transmission service manual for repair procedure.
6. If the gauge shows adequate clutch apply pressure, the problem is with the C3 pressure switch or
its wires. Check the C3 pressure switch wires in the transmission harness for opens, shorts, or
shorts-to-ground (see code 32 XX). If found, isolate and repair the C3 pressure switch circuit.
Refer to Appendix E for connector service information.
NOTE: A leakage problem may be temperature related. Be sure to check pressures at the sump temperature
where the problem occurred.
7. If the problem is not in the transmission harness, drain the fluid and remove the control module.
Test the feedthrough harness assembly for opens. If wiring problems are found, repair as necessary
(refer to Appendix E). If no wiring problems are found, replace the C3 pressure switch (see Figure
6–1 for the location). Refer to the appropriate transmission service manual for proper procedure.
CAUTION:

CODE 56 XX—RANGE VERIFICATION
DIAGNOSTICRATIO
CODESTEST (BETWEEN SHIFTS)
Main code 56 indicates a failed range verification speed sensor ratio test. The ratio test occurs after a shift and
determines if a clutch has lost torque carrying capability. If output speed is above programmed output speed for a
range but the correct speed sensor ratio is not present, the DO NOT SHIFT response is commanded and a range
which can carry the torque without damage is commanded or attempted. Turbine and output speed sensor readings
are used to calculate the actual ratio that is compared to the commanded ratio. Main code 56 can also be caused
by the ECU being calibrated for a close ratio transmission and installed with a wide ratio transmission, or
vice versa.
Main
56 00 Range verification ratio test (between shifts) L
56 11 Range verification ratio test (between shifts) 1
56 77 Range verification ratio test (between shifts) R
• Power down
• Manual—subcodes 11, 44, 66, and 77 only
NOTE: When a code 22 16 (output speed fault) is also present, follow the troubleshooting sequence for code
22 16 first. After completing the 22 16 sequence, drive the vehicle to see if a code 56 XX recurs.
other codes.
B. Troubleshooting:
1. After the transmission is at operating temperature, allow vehicle engine to idle on level ground for
3–4 minutes. Check the transmission fluid level. If improper fluid level is found, correct as
necessary. Improper fluid level could be the cause of the code. Not enough or too much fluid may
produce inadequate clutch pressure.
2. Connect a pressure gauge and check main pressure. If the pressure is not adequate, the pump is
probably worn. Refer to Appendix B for main pressure specifications.
3. If main pressure is adequate, test clutch pressure for the range indicated by following the
procedure in Appendix B. The transmission range indicated by the trouble code can be found by
referring to the solenoid and clutch chart in Appendix C. Drive the vehicle or use the diagnostic
tool’s clutch test mode and check clutch pressure.
4. If a clutch is leaking pressure, drain the fluid, remove the control module and check for damaged
control module gaskets and stuck or sticking valves. Refer to the appropriate transmission service
manual. Also look for damaged or missing face seals. If no problems are found, replace the
solenoids for the clutches used in the range indicated by the code.
DIAGNOSTICRATIO
CODESTEST (BETWEEN SHIFTS)
5. If replacing solenoids does not correct the pressure problem, a worn clutch or worn piston seals are
probably the source of the pressure leak. Remove the transmission and repair or replace as
necessary. Refer to the appropriate transmission service manual.
6. This code requires accurate output and turbine speed readings. If there were no transmission prob-
lems detected, use the Allison DOC™ For PC–Service Tool and test the speed sensor signals for
noise (erratic signals) from low speed to high speed in the range indicated by the code.
7. If a noisy sensor is found, check the resistance of the sensor (300 ± 30 Ohms, refer to the code
22 XX temperature variation chart) and its wiring for opens, shorts, and shorts-to-ground (refer to
code 22 XX). Carefully inspect the terminals in the connectors for corrosion, contamination, or
damage. Be sure the wiring to the sensors is a properly twisted wire pair. Replace a speed sensor if
its resistance is incorrect. Isolate and repair any wiring problems. (Use a twisted-pair if a new
speed sensor circuit is needed—Service Harness Twisted Pair P/N 200153 is available from
St. Clair Technologies for this purpose.)
8. If no apparent cause for the code can be found, replace the turbine and output speed sensors (refer
to the appropriate transmission service manual for proper procedure).
CAUTION:

DIAGNOSTIC CODESC3 PRESSURE TEST
(BETWEEN SHIFTS)
Main code 57 indicates failure of the range verification C3 pressure switch test. This test determines if the C3
pressure switch is closed when it should be open. The test occurs when a range is commanded that does not use the
C3 clutch (neutral, 1, 2, 4, and 6). The code is set if the C3 pressure switch is closed when it should be open. If C3
clutch comes on when not needed, three clutches are applied and a transmission tie-up occurs. The ECU will
command a range which does use the C3 clutch and activate the DO NOT SHIFT response.
Main Replace
Code Subcode Meaning Solenoid
57 11 Range verification C3 pressure switch while in 1st B
57 22 Range verification C3 pressure switch while in 2nd C
57 44 Range verification C3 pressure switch while in 4th C
57 66 Range verification C3 pressure switch while in 6th A
57 88 Range verification C3 pressure switch while in N1 C
57 99 Range verification C3 pressure switch while in N2 or N4 C
• Power down
• Manual
other codes.
B. Troubleshooting:
1. Disconnect the harness from the transmission. Test the C3 pressure switch circuit at the
feedthrough harness connector for continuity (refer to code 32 XX).
2. Continuity at the feedthrough harness connector indicates the C3 pressure switch is closed or the
C3 circuit is shorted together. Drain the fluid and remove the control module. Refer to the appro-
priate transmission service manual. Isolate the short. The fault is either a shorted feedthrough har-
ness or stuck C3 pressure switch. Repair or replace as necessary.
3. If there is no continuity at the transmission, disconnect the transmission harness connector from
the ECU and test the C3 pressure switch wires in the transmission harness for shorts. Use the sys-
tem wiring diagram to identify wires which are connected. If a shorted C3 pressure switch circuit
in the external harness is found, isolate and repair.
4. If the C3 pressure switch or circuit is not shorted either in the transmission or the external harness,
connect a pressure gauge in the C3 pressure tap. Refer to Appendix B for pressure tap location.
Drive the vehicle in the range indicated by the code or use the diagnostic tool’s clutch test mode to
attain that range.
5. If the gauge shows C3 pressure is present in the range indicated by the subcode, drain the fluid and
remove the control module. Refer to the appropriate transmission service manual. Inspect for dam-
aged valve body gaskets or stuck or sticking valves. Repair or replace as necessary. If no obvious
defects are found, replace the listed solenoid.
6. If the gauge shows C3 pressure is not present in the range indicated by the subcode, drain the fluid and
remove the control module. Refer to the appropriate transmission service manual. Replace the C3 pres-
sure switch.
7. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the
spect the ECU connectors for any corrosion or damage which may cause an intermittent condition.
If the original problem reoccurs, reinstall the replacement ECU.
CODE 61 XX—RETARDER OIL
DIAGNOSTIC TEMPERATURE HOT
CODES
Main code 61 indicates the ECU has detected a hot fluid condition in the output retarder. Table 6–7 shows what
actions are taken by the ECU at elevated retarder temperatures.
• Power down
• Manual
• Self-clearing
B. Troubleshooting
Possible causes (but not all causes) for hot fluid are:
1. Prolonged retarder use.
2. TID 2 transmission with ECU prior to Version 8A.
3. Low fluid level.
4. High fluid level.
5. A retarder apply system that allows the throttle and retarder to be applied simultaneously.
6. Cooler inadequately sized for retarder.
If the validity of the hot fluid diagnosis is in question, temperature can be checked by using a temperature gauge at the
retarder-out port or by reading retarder temperature with the Allison DOC™ For PC–Service Tool. Another method of
checking retarder temperature is to remove the “T” connector at the ECU and measure resistance (Ohms) between
terminals T28 and T25. Compare the resistance value to the value in Figure 6–21 to see if the result is within the
expected operating range. For TID 2 thermistors, see Appendix Q for resistance versus temperature table.
Table 6–7. Transmission Retarder Operation as a Function of Temperature

Version 8 Version 8A to 9B Version 9C
Products Models Description
°C °F °C °F °C °F
Light ON 166 330 169 337 173 343
Light OFF 159 318 162 323 162 323
Set Hot Code (61 00) 168 335 173 343 173 343
Clear Active Indicator 162 323 165 329 165 329
Retarder capacity reduction begins NA NA 151 304 151 304
3000 Auto Preselect ON (after 12 seconds of
and Retarder retarder apply at retarder temperature
4000 143 290 143 290 143 290
shown). Auto Preselect remains on until
retarder is deactivated
Auto Preselect ON (after 12 seconds of
retarder apply at engine water
82–124 180–255 82–124 180–255 82–124 180–255
temperature shown). Auto Preselect
remains on until retarder is deactivated
NOTE: Use Allison DOC™ For PC diagnostic tool to determine the software version being used.

CODE 61 XX—RETARDER OIL
DIAGNOSTIC TEMPERATURE HOT
CODES

2900 -50 -58 525
-40 -40 577
2700 -30 -22 632 ±7.0°C
-20 -4 691
-10 14 754
2500
0 32 820
10 50 889
2300 20 68 962 ±5.0°C
30 86 1039
2100 40 104 1118
50 122 1202
60 140 1288 ±4.0°C
1900 70 158 1379
80 176 1472
1700 90 194 1569
100 212 1670 ±3.0°C
110 230 1774
1500
120 248 1882
130 266 1993 ±2.0°C
1300 140 284 2107
150 302 2225
1100 183 361 2628
±1.6°C
900
700 LOW PT
±3.0°C

4 32 68 104 140 176 212 248 284 320 356
-60 -40 --20 0 20 40 60 80 100 120 140 160 180

Figure 6–21. Temperature Sensor Chart (Sensors Before TID 2)
The retarder temperature sensor is located externally on the 4000 Product Family transmission retarder housing
and under the plate on 3000 Product Family transmission retarder housings for units built prior to January 1, 1998.
3000 Product Family transmissions built after January 1, 1998 have a temperature sensor located externally on the
retarder housing. When retarder temperature reaches a preset level, a retarder hot temperature light is illuminated.

CODE 62 XX—RETARDER TEMPERATURE
DIAGNOSTIC CODES SENSOR
“T” CONNECTOR
(BLUE)
AY
GR
ECU T16
T28
T25
K
AC
BL UE
BL
“V” CONNECTOR
(GRAY)
UE
BL
TPS OR B
A V16
RMR C V9
CONNECTOR V24
SUMP V17
TEMP
C SENSOR
THROTTLE
POSITION A RETARDER
B MODULATION
SENSOR
(TPS) 135*–T25 B REQUEST
A RESISTANCE
C MODULE
SEE NOTE 1
135*–T25
B F
GREEN
T25 ANALOG RETURN
(TPS LO AND
RETARDER ENG WATER LO)
TEMP SEE NOTE 2
SENSOR V24
ECU
ENG WATER TEMP V9
138–T28 ORANGE
A E T28 RTDR TEMP
3000 PRODUCT FAMILY

4000 PRODUCT FAMILY 179–V9 BLUE
135G–V24 GREEN
B N VEHICLE
A INTERFACE
4000 PRODUCT FAMILY 3000 AND 4000 PRODUCT FAMILIES SENSOR HARNESS
(PRE-TRANSID AND TID 1) (TRANSID 2) M
CONNECTOR (INPUT)
RETARDER
CONNECTOR
VIW CONNECTOR
BULKHEAD
CONNECTOR
VIW
CONNECTOR
N
3000 PRODUCT FAMILY E M
(PRE-TRANSID AND TID 1) F
See Appendix D For Detailed Terminal Location. * Wire designation may include a letter suffix which indicates
NOTE 1: This wire may pass through a bulkhead connector. a splice to the same number wire. See wiring schematic in
NOTE 2: These wires may pass through a sensor connector. Appendix J for more detail on splice letter designations.
V04849.01.01

DIAGNOSTIC CODES SENSOR (Figure 6–22)
NOTE: When an ECU with a version 8 (CIN 0A...) calibration is used with a TransID 2 transmission, 62 XX
codes are set because the ECU does not have the proper calibrations for the TID 2 thermistors. The
ECU calibration must be updated to version 8A (CIN 0B...).
Main code 62 indicates the retarder temperature sensor or engine coolant sensor or circuitry is providing a signal
outside the usable range of the ECU. Main code 62 can be the result of a hardware failure or an actual extremely
high or low temperature condition.
Main
62 12 Retarder temperature sensor failed low (–45˚C; –49˚F)
62 23 Retarder temperature sensor failed high (178˚C; 352˚F)
62 32 Engine coolant sensor failed low
62 33 Engine coolant sensor failed high

• Power down
• Manual
• Self-clearing—subcodes 32 and 33
NOTE: Before troubleshooting, read Paragraph 6–6. Also, check the transmission fluid level.
B. Troubleshooting:
NOTE: A combination of codes 62 23, 33 23, and 21 23 indicates a problem with one of the branches of the
common ground wire (wire 135) between the throttle and temperature sensors.
also provides power for the OLS, TPS, RMR, sump temperature sensor, and shift selectors and is
present in all three ECU connectors.
1. Test the retarder temperature or engine coolant temperature with the Allison DOC™ For PC–
Service Tool. If it is not available, use the shift selector display to determine if the code is active
(cycle the ignition on and off at least once since the code was logged to clear the code’s active
indicator). If a condition that is unreasonable for the current conditions exists, go to Step (3).
2. If Step (1) reveals that the extreme temperature indication is no longer present, the temperature
limit could have been reached due to operational or ambient temperature extremes. Proceed
cautiously as it is unlikely there is a sensor hardware fault.
3. Remove the connector at the ECU. Measure resistance between harness terminals T25 and T28 or
between harness terminals V9 and V24. Compare resistance value to chart (Figure 6–21) to see if
reading is within expected operating range.
4. Disconnect the sensor connector and remove the connector at the ECU. Check the sensor and the
ECU terminals for dirt, corrosion, and damage. Clean or replace as necessary.

DIAGNOSTIC CODES SENSOR (Figure 6–22)
5. Test the temperature sensor circuit for opens (code 62 23 or 62 33), shorts between wires, and
short-to-ground (code 62 12 or 62 32). If a wiring problem is found, isolate and repair. Refer to
Appendix E for connector service information.
6. If no wiring problem is found, replace the retarder or engine coolant temperature sensor. Refer to
the appropriate transmission or vehicle service manual for proper procedure.
may be used for this purpose) for the retarder or engine coolant temperature circuit. Refer to
Appendix E for connector service information.
CAUTION:

CODE 63 DIAGNOSTIC
XX—INPUT FUNCTION
CODES FAULT
Code 63 00 is set when one of the two inputs for an input function Auxiliary Function Range Inhibit (Special) is in
a different state (on or off) from the other input for longer than two minutes. When this condition is detected, code
63 00 is set. The transmission will not be inhibited in shifting from neutral to range.
Main
63 00 Auxiliary Function Range Inhibit (Special) inputs states are different
63 26 Kickdown input failed on (software version 8 only)
63 40 Service brake status failed on
63 41 Pump/pack and a neutral general purpose input
63 47 RELS input failed on
Subcode 26 is set when this function (Kickdown) is selected by calibration, the calibration designated input is active
for a calibration time, and throttle position is less than the calibration value defined. The kickdown shift schedule is
inhibited when subcode 26 is active. The service indicator will be turned on if it is selected by the calibration. The
kickdown shift schedule is not inhibited, the code is cleared and the service indicator will be turned off if the
kickdown input remains inactive for the calibration time period while throttle position is less than the calibration
value. This diagnostic and code has been removed from software version 8A.
Subcode 40 is set when this function (Service Brake Status) is selected by calibration, and the specified input
remains active for a calibration number of consecutive acceleration events. The service indicator will be turned on
if it is selected by the calibration. A vehicle acceleration event is defined as an increase in transmission output
speed from 1 rpm to a calibration value. The operation of the Automatic Neutral For Refuse Packer will be limited
when this code is active. The active inhibit for this code is self-cleared and the service indicator will be turned off if
the designated input for the Service Brake Status function becomes inactive.
Subcode 41 is set when the states of the calibration inputs are different for a calibration number of consecutive
updates. The inputs in this case are Pump/Pack Enable and Automatic Neutral For Refuse Packer. The service
display will also be turned ON if selected by calibration.
• Power down
• Manual—subcodes 26, 40, 41, and 47
• Self-clearing—subcodes 26, 40, 41, and 47
B. Troubleshooting:
1. Code 63 00
a. Use the Allison DOC™ For PC–Service Tool to identify the two input wires programmed with
Auxiliary Function Range Inhibit (Special). Inspect the input wiring, connectors, and switches
to determine why the input states are different. Correct any problems which are found.
b. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall
the original (bad) ECU to confirm that the problem is in the ECU. If the original ECU now
works, inspect the ECU connectors for any corrosion or damage which may cause an intermit-
tent condition. If the original problem recurs, reinstall the replacement ECU.
2. Code 63 26
Inspect kickdown switch circuit.
3. Code 63 40
Inspect service brake status switch circuit.

CODE 63 DIAGNOSTIC
XX—INPUT FUNCTION
CODES FAULT
4. Code 63 41
Use the Allison DOC™ For PC–Service Tool to identify the two wires associated with the input
functions for Pump/Pack Enable and Automatic Neutral For Refuse Packer. Inspect the input
wiring, connectors, and switches to determine why the input states are different. Correct problems
which are found. There is further information on these input functions on pages P–32, P–33, and
P–38 through P–41.
5. Code 63 47
Test the RELS input wire (number 178V28) for short-to-ground that would provide a false signal
of RELS operation. Also, check the brake pressure switch which may be stuck in the “ON”
(closed) position. This code sets when a calibration number of throttle increases above a
calibration percent throttle opening occur when the RELS signal is active.

DIAGNOSTIC CODES
NOTES

CODE 64 XX—RETARDER MODULATION
DIAGNOSTIC REQUEST DEVICE FAULT
CODES
TRANSMISSION “T” CONNECTOR

FEEDTHROUGH (BLUE)
HARNESS GR
AY
CONNECTOR T16
N ECU
T32
T26
Y K T1
BL
AC
UE T25
BL
A
D
UE
“S” CONNECTOR
BL
(BLACK)
TO RETARDER
CONTROL DEVICES S16
S32
OLS CONNECTOR S3 S1
REQUEST
RESISTANCE
MODULE
124*–S3 PINK
A B C
A 164–T11 YELLOW
B 164–S20
C
135B–T25 S20 T11 S3
GREEN
RTDR
MOD.
135-S19 SIGNAL
124*–T9 PINK
C
THROTTLE
156–T10 BLUE
POSITION B T10 THROTTLE SIGNAL
SENSOR
135*–T25 GREEN TPS LO
A T25 (ANALOG RETURN)
135*–T25 SEE NOTE
S19
FORMER RETARDER ECU
OLS TID 1 TEMP
TID 2 AND ABOVE SENSOR
T9 SENSOR POWER
135*–T25 GREEN
T26 OIL LEVEL

SENSOR INPUT
BLACK TRANSMISSION
G2
SUMP TEMP SENSOR N

AND OIL LEVEL
BLACK
RED SENSOR RETURN

G3
OIL OIL LEVEL D
LEVEL WHITE SENSOR POWER
B3
SENSOR
B D A
OIL LEVEL Y
SENSOR SIGNAL 124*–T9 PINK
A C B
165–T26 BLUE
RED
BLUE See Appendix D For Detailed Terminal Location.
a splice to the same number wire. See wiring schematic in
Appendix J for more detail on splice letter designations.
V07093.01.00

DIAGNOSTICREQUEST
CODES DEVICE FAULT (Figure 6–23)
Main code 64 indicates the ECU has detected a voltage signal from the retarder modulation request sensor
(consisting of a module and a retarder control device) in either the high or low error zone. These codes can be
caused by faulty wiring, faulty connections to the resistance module or retarder control device, a faulty resistance
module, a faulty retarder control device, or a faulty ECU. Power wire 124 and ground wire 135 for the retarder
modulation request sensor are a common power and ground with the TPS and OLS devices. A short-to-ground on
the common power wire causes a “sensor failed low” code for the other devices (codes 21 12, and 14 12). An open
or a short-to-ground on retarder modulation request sensor signal wire 164 results in a code 64 12 only.
A TPS failure changes the status of the output retarder. The retarder is enabled by the Service Brake Status
(wire 137) when a TPS code is active (21 XX). If a code 63 40 is also active, the Service Brake Status (wire 137)
is ignored and the retarder will not work. Retarder response problems may not cause retarder modulation request
sensor diagnostic codes. If response questions occur, test the retarder control devices for proper voltage signals at
each of the percentage of retarder application settings. Table 6–8 contains the voltage measurements for each
device’s application percentage and resistances measured across terminals A and C of the retarder request sensor.
Use test wiring harness J 41339 when conducting voltage tests.
64 12 Retarder Modulation Request sensor failed Low (14 counts and below)
64 23 Retarder Modulation Request sensor failed High (232 counts and above)
• Power down
other electronic control codes.
B. Troubleshooting:
also provides power for the OLS, TPS, sump temperature sensor, retarder temperature sensor, and
shift selectors and is present in all three ECU connectors.
1. Plug in the Allison DOC™ For PC–Service Tool and set to read retarder counts and percent (0 per-
cent will be between 15 and 60 counts and 100 percent will be between 150 and 233 counts). A re-
tarder request sensor failed high code can be caused by a short-to-battery of either signal wire 164
or power wire 124 or an open on ground wire 135. An open in the portion of the ground circuit com-
mon to the TPS and OLS devices will also result in a code 21 23 and a high fluid level reading. A re-
tarder request sensor failed low code can be caused by an open or short-to-ground on either signal
wire 164 or power wire 124.
2. Isolate and repair any wiring problems found. Refer to Appendix E for connector service informa-
tion.
3. If no wiring or connector problems are found, test the retarder request sensor voltages for each po-
sition on each of the retarder request sensors used on the vehicle. If two resistance modules are
used, disconnect one of them when measuring voltage signals from the other. If problems are
found, replace the resistance modules or retarder control devices.
CAUTION:

DIAGNOSTICREQUEST
CODES DEVICE FAULT (Figure 6–23)
.
Table 6–8. RMR Device Resistance Checks

Resistance Check in
Resistance Module* Voltage Signal ** Wiring to Control Device
Resistance % Retarder Voltage
Description Terminals ± 5% Application ± 0.2V Device Terminal
Auto Full On A to C 12K 100 3.6 No connections
Pressure Switch
Full On A to C 32K 0 1.1 A
High 100 3.6 B
3-Step E-10R Bendix A to C 32K 0 1.1 A
Pedal 32 1.9 B
58 2.8 C
100 3.6 D
6-Step Hand Lever — A to C 32K
Off 0 1.1 +
Position 1 14 1.5 1
Position 2 28 1.9 2
Position 3 45 2.3 3
Position 4 65 2.8 4
Position 5 82 3.2 5
Position 6 100 3.6 6
Auto 1⁄2 On A to C 12K 50 2.4 No connections
3 Pressure Switches — A to C 32K 0 1.1
Low 32 1.9 A and B
Medium 68 2.8 A and B
High 100 3.6 A and B
Auto 1⁄3 On A to C 21.4K
2 Pressure Switches
Auto 32 1.9 A
Medium 68 2.8 B
High 100 3.6 A and B
Dedicated Pedal No Checks Interface not 0 0.7–1.2 A
a resistance 100 3.4–3.5 B
module C
* Resistance module must be disconnected from the wiring harness and retarder control devices
** These voltages must be measured between terminals A and B.

CODE 65 XX—ENGINECODES
DIAGNOSTIC RATING HIGH
Main code 65 indicates the vehicle’s engine horsepower/governor speed rating is too high. This code is set only
when computer-controlled engines are used. Code 65 means the engine computer is able to tell the transmission,
the engine horsepower and/or governor speed is beyond the transmission rating or does not match the transmission
shift calibration.

• Power down
B. Troubleshooting
When a code 65 is set, no shifts out of the current range are allowed. It is possible the transmission
calibration selected for this engine is improper. Contact local Allison Transmission distributor for
assistance in selecting a proper calibration.
If the engine is beyond transmission ratings, contact the vehicle OEM for correction. The local AT
regional representative may also be contacted for assistance.
This code cannot be cleared until the proper level engine is installed or the transmission is properly
calibrated.

CODE 66 XX—SCI (SERIAL COMMUNICATION
DIAGNOSTIC CODES INTERFACE) FAULT
Y
A
R
G
ECU
“S” CONNECTOR
(BLACK)
K
C
UE
LA
B
BL
S16
S32
UE
BL
S17 S1
182–S12 GREEN
C S
184–S29 GRAY J 1939
B L
183–S13 PINK
INTERFACE
A H
A + SERIAL
COMMUNICATION
INTERFACE
B – (SCI)
142–S1 WHITE B
SCI, HI S1 F J A 7 A
DIAGNOSTIC
TOOL
CONNECTOR CURRENT 9-PIN
SCI, LO S17
151–S17 BLUE
G K B 15 DIAGNOSTIC TOOL
CONNECTOR
ECU (DEUTSCH)
OBD II (GMC)
J 1939, SHIELD S12 DEUTSCH 6-PIN
PACKARD
DEUTSCH 9-PIN
J 1939, LO S29
J 1939, HI S13 * OBD II

CONNECTOR
(GMC ONLY)
SCI J
Uses twisted pairs of wire FORMER
K DIAGNOSTIC TOOL
CONNECTOR C
(PACKARD) ALT 6-PIN
DIAGNOSTIC TOOL
CONNECTOR
*See Appendix D For Detailed Terminal Location (DEUTSCH)
V07094.00.01

CODE 66 XX—SCI (SERIAL DIAGNOSTIC
COMMUNICATION INTERFACE) FAULT (Figure 6–24)
CODES
The datalink for throttle sensor or engine coolant temperature must have been recognized by autodetect or
manually selected using the Allison DOC™ For PC–Service Tool before these codes can be logged. See Allison
publication GN3433EN, User Manual for Allison DOC™ For PC–Service Tool. Go to Paragraphs 1–9 or 1–10 for
further information.
Main code 66 indicates the ECU is expecting to get its throttle position signal or engine coolant signal across a
serial communication interface from a computer-controlled engine. Either the engine computer is not sending the
throttle or engine coolant information or the wiring between the engine and transmission computers has failed.
Code 66 00 can occur when the transmission ECU remains powered when the engine ECM is powered down.
The transmission sees this as a communication link failure.
66 00 SCI (Serial Communication Interface) fault
66 11 SCI Engine coolant source fault
66 22 J1939 Retarder request fault
66 33 J1939 Driver demand torque fault
66 34 Engine not responding to J1939 SEM control

• Power down—subcodes 00, 11, and 22
• Manual
• Self-clearing—subcodes 00, 11, and 33
B. Troubleshooting:
1. Test for a throttle signal or engine coolant signal from the engine to the transmission, an engine
computer malfunction, an engine throttle fault, or an engine coolant fault.
NOTE: Throttle position data sent from a computer-controlled engine may register a low number of counts on
the Allison DOC™ For PC–Service Tool, but the counts will not change as throttle percentage is
changed.
2. Test wires 142 and 151 between the engine and transmission ECU for an open or short. Inspect
that all connectors are clean and tightly connected.
NOTE: These codes can also be set if J1939 communications fail. Check wires 183-S13, 184-S29, and
182-S12 for opens or shorts.
3. Use the Allison DOC™ For PC–Service Tool to see if the ECU is receiving power when it should not.
4. Code 66 22
This code is set when J1939 communication is incorrect or interrupted. Find the cause for the
communication problem.
5. Code 66 33
This code is set when Driver Demand Torque is not being received from the engine. This code
indicates a problem with either the CAN link or the engine. Troubleshoot the wiring described in
the NOTE following Step (2) above. If wiring tests okay, go to vehicle or engine OEM for engine
controls check.
6. Code 66 34
This code indicates the engine is communicating but is not responding to torque reduction
commands. Troubleshoot as if code 66 00 is active. If no transmission problems were found, go to
vehicle or engine OEM for engine controls test.

CODE 69 XX—ECU MALFUNCTION
DIAGNOSTIC CODES
Main code 69 indicates a problem which has been identified as being from within the ECU.
A “cateye” display or a blank display may occur with subcode 33.
Main
69 27 ECU, Inoperative A-Hi switch
69 28 ECU, Inoperative F-Hi switch
69 29 ECU, Inoperative N-Hi and H-Hi switch
69 33 ECU, computer operating properly timeout
69 34 ECU, EEPROM write timeout
69 35 ECU, EEPROM checksum
69 36 ECU, RAM self-check failure
69 39 Communication chip addressing error
69 41 ECU, I/O ASIC addressing test
69 42 SPI output failure
69 43 SPI input failure

• Power down
• Manual—subcodes 27, 28, 29, and 39
• Self-clearing—subcode 42 and subcodes 33, 35, 36, and 41; after an ECU reset
NOTE: Subcode 34 cannot be cleared.
B. Troubleshooting:
1. For subcodes 27, 28, and 29, check for shorts to battery before replacing the ECU. Follow the
troubleshooting steps for code 42 XX for checking shorts to battery. If no shorts are found, replace
the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to confirm
that the problem is in the ECU. If the problem recurs, reinstall the new ECU to complete the repair.
2. For all other subcodes, replace the ECU.

SECTION 7—INPUT AND OUTPUT FUNCTIONS
7–1. INPUT FUNCTIONS

Input functions are signals sent into the ECU that prompt the ECU to take action. Input functions are activated and
deactivated by switched ignition power or ground (wire 161B) to the ECU (wired through the VIW), or through the
MODE button on the shift selector. The following input functions can be activated using the MODE button:
• Secondary Shift Schedule
• D1 Selection (Available With Pushbutton Selector Only)
• PTO Enable
• Auto 2–1 Preselect for 7-Speeds
The wiring schematic in Appendix J illustrates installation requirements for input functions and designates specific
wire numbers in the transmission control system to be used for the activation of these input functions. The wiring
schematic in Appendix J should be used for reference only. Ask the vehicle manufacturer which input functions are
programmed, which wires are used, and whether voltage input was positive or ground. Wiring schematics for input
and output functions are shown in Appendix P. The Allison DOC™ For PC–Service tool can also be utilized to
determine which wire was programmed for a particular input function and the wiring schematic can be consulted to
find out if input to the ECU is + or – voltage. Refer to Allison publication GN3433EN, User Guide for Allison
DOC™ For PC–Service Tool, for further information regarding special input functions and other inhibits.
NOTE: The schematic in Appendix J shows the intended use of the control features specified. These features
have only been validated in the configuration shown. ANY USE OF THESE FEATURES WHICH
DIFFERS FROM WHAT IS SHOWN IS NOT THE RESPONSIBILITY OF ALLISON
TRANSMISSION.
Never use chassis ground as an INPUT FUNCTION ground. Chassis ground can carry
voltage potential of 1 or 2 volts above battery ground. This non-approved input will
CAUTION:
“confuse” the ECU and cause erroneous input results. Be sure to use wire 161 which is
signal ground.
Activating an input function can inhibit transmission operation in the same manner as diagnostic code. Use the
Allison DOC™ For PC–Service Tool to verify an active input function or a diagnostic code inhibit. Refer to
Allison publication GN3433EN, User Guide for Allison DOC™ For PC–Service Tool, for further information
regarding special input functions and other inhibits. Also, for more detailed information on input functions, refer to
the Allison Tech Data Book “WTEC III Controls and General Information.”
The maximum number of input and output functions which may be used in any installation depends upon the
transmission model and its features. Refer to Table 7–1.
Table 7–1. Input/Output Function Availability
Auxiliary Transmission Number Of Input Number Of Output

Transmission Model
Controls Functions Functions Functions
6-Speed Models and
4000 Product Family Retarder 10 + Mode Button 6
7-speed models
3000 Product Family
Transfer Case 11 + Mode Button 6
7-speed models

INPUT AND OUTPUT FUNCTIONS
The following input functions inhibit direction change shifts (forward to reverse or reverse to forward):
• Auxiliary Function Range Inhibit (standard)
• Auxiliary Function Range Inhibit (special)
• Quick to Neutral, Pump Option
• Automatic Neutral for PTO
• Automatic Neutral at Stop
• Reverse Enable
• Automatic Neutral for Refuse Packers
• Automatic Neutral for Refuse Packers with Service Brake Input
• Direction Change Enable
The following input functions lock the transmission in fourth range:

• Fire Truck Pump Mode
• Fourth Lockup Pump Mode
The following input functions preselect a lower range:

• Engine Brake and Preselect Request (standard)
• Engine Brake and Preselect Request (special)
The following input functions inhibit upshifts:

• D1 Selection
• Auxiliary Hold
The following input functions inhibit lockup shifts:

• Manual Lockup
• Anti-lock Brake Response
The following input function inhibits range and lockup shifts at high horsepower:
• Shift Enable/Shift in Process (Oil Field Application)
The following functions are general restrictions to normal operation:

• High Input Speed causes neutral to range inhibit
• Medium Cold Oil causes operation confined to R (Reverse), N (Neutral), and 2nd range start
• Hot Oil restricts operation to 4th range maximum (except emergency applications)
• Two Speed Axle Enable permits change only at low output speed and throttle
• Special Pattern Logic monitors N or D or N to R shifts. If engine throttle or output speed is too high, the
transmission remains in N.
• Wheel Lock disengages the lockup clutch and inhibits forward range downshifts and shifts to reverse
• Anti-lock Brake Response deactivates the retarder and disengages the lockup clutch
• High Throttle during N (Neutral) to any range shift causes a revised clutch pressure apply rate and turns
off shift adaptive
• Power loss to the ECU restricts operation to certain ranges. For exact range, see code 13 XX in Section 6.
The following input function limits operation to 1st Range and N (Neutral):
• Refuse Vehicle Step Switch

7–2. OUTPUT FUNCTIONS

Output functions are signals sent out by the ECU that activate or control devices or mechanisms. These control
devices or mechanisms are controlled by relays or direct connection signals from the ECU.
Many input and output functions are closely related. For instance, the PTO Enable option (input function) also
includes PTO Output wiring information. When searching for output function information, be sure to check any
related input function information references.
The wiring schematics in Appendix J and Appendix P illustrate installation requirements for output functions as
well as input functions and designate specific wire numbers in the transmission control system to be used for the
activation of these output functions. The wiring schematics in Appendix J should be used for reference only. Ask
the vehicle manufacturer which specific output functions are programmed and which wires are used. Output
function polarity is not significant when an Allison-supplied VIM is used. The Allison DOC™ For PC–Service
Tool can also be utilized to determine which wire was programmed for a particular output function. For more
detailed information on output functions, refer to the Allison Tech Data Book “WTEC III Controls and General
Information.” The schematics in Appendix P are from the Allison Tech Data Book.

NOTES

SECTION 8—GENERAL TROUBLESHOOTING OF
PERFORMANCE COMPLAINTS
IMPORTANT:
Make the following general checks before beginning specific troubleshooting, removing the transmission, or
removing attached components.
• Are there active diagnostic codes?

• Is the lever shift selector lever in N (Neutral) to allow starting the engine?
• Is the battery properly connected and charged?
• Is isolated battery properly connected (if used)?
• Is the fluid level correct?
• Is voltage to the ECU correct?
• Is the engine properly tuned?
• Is fuel flow to the engine correct?
• Are wheel chocks in place?
• Is air flow to the cooler and radiator unrestricted?
• Is the driveline properly connected?
• Are there signs of fluid leakage under the vehicle? What is the origination point?
• Are hydraulic connections correctly made and not leaking?
• Is vehicle acceleration from a stop changed?
• Are electrical connections correctly made?
• Are there any other obvious vehicle or transmission problems?
• Are clutch pressures within specified limits?
After making these general checks use the various sections of this manual to isolate the listed problems. The
following charts address specific vehicle complaints. Some complaints involve diagnostic codes, so all
troubleshooting checks should involve checking the system for diagnostic codes.

GENERAL TROUBLESHOOTING OF PERFORMANCE COMPLAINTS
Table 8–1. Troubleshooting Performance Complaints
Problem Probable Cause Suggested Remedy

SHIFT SELECTOR DISPLAYS No communication between the Refer to code 23 XX in
“CATEYE” AND VEHICLE IS ECU and a remote shift selector Troubleshooting Procedure
NOT OPERABLE
SHIFT SELECTOR DISPLAY VIM Fuse is blown Replace VIM fuse
IS BLANK
Fuse blown in OEM substitute Replace fuse for VIM
Failed SDL (Serial Data Link) Should change to “cateye” within
12 seconds (see Code 23 16)
SHIFT SELECTOR NOT Wires 186, 187, or 188 are not Find wires 186, 187, and 188 and
LIGHTED AT NIGHT (WHEN connected or are improperly connect them or install wires, if
HEADLIGHTS ARE ON) connected. necessary.
VEHICLE WILL NOT START Lever shift selector not in neutral Select N (Neutral) and restart
(ENGINE WILL NOT CRANK)
Dead battery Recharge battery
Disconnected battery Reconnect battery
Faulty starter circuit Repair vehicle starter circuit
Faulty neutral start relay Replace neutral start relay
Faulty wiring in neutral start circuit Repair wiring
Calibration programmed to J 1939 Troubleshoot J 1939 wiring (CAN
Neutral Start message (Neutral link)
Start relay not used)
Voltage to ECU too low Test battery and charging system
voltage
Faulty ignition wire (146) Repair wire 146
Faulty lever shift selector Replace lever shift selector
Lack of battery voltage on Circuit Repair Circuit 123 or replace ECU
123 from ECU when in neutral
All display segments of display No calibration installed in ECU Load Calibration
lighted Voltage to ECU too low Check battery and charging system
voltage

Table 8–1. Troubleshooting Performance Complaints (cont’d)

CHECK TRANS LIGHT WILL
NOT GO OUT AT START-UP
A. Vehicle Drives Normally Faulty CHECK TRANS light, Replace relay or repair circuit
relay, or circuit.
An LED rather than a lamp is Install a lamp rather than an LED
installed for the CHECK TRANS for the CHECK TRANS light
light and the LED is partially
lighted from leakage current
B. Vehicle Does Not Drive Faulty ECU Replace the ECU
Engine does not start Repair engine starting system
Faulty harness Repair harness (Section 4 and
Appendix E)
Faulty interface wiring to vehicle Repair wiring (Appendix E)
electrical system
Faulty ECU Replace the ECU
CHECK TRANS LIGHT Intermittent power to ECU Test input power to the ECU and
FLASHES INTERMITTENTLY correct if necessary
Loose wiring to CHECK TRANS Repair wiring
light
Faulty or incorrect ground wire Repair ground circuit
attachment
Intermittent opening in Circuit 115 Repair Circuit 115
NO CHECK TRANS LIGHT AT Faulty light bulb or socket Replace light bulb or socket
IGNITION
Incorrect wiring to and from Repair wiring (Appendix E)
CHECK TRANS light bulb
Faulty wiring harness Test wiring between ECU and
CHECK TRANS light, and repair
where necessary (Appendix E)
Circuit 115 open Repair Circuit 115
Vehicle wired for J1939 CHECK Reprogram with correct calibration
TRANS light but calibration
doesn’t support that message
Faulty ECU Replace ECU
NO CHECK TRANS LIGHT Vehicle wired for J1939 CHECK Reprogram with correct calibration
WHEN ACTIVE DIAGNOSTIC TRANS light but calibration
CODE SHOULD TURN ON doesn’t support that message
CHECK TRANS LIGHT


ECU WILL NOT TURN OFF Faulty ignition switch Replace ignition switch
WHEN IGNITION SWITCH OFF
Externally-generated speed sensor Find source of false speed sensor
signal(s). Refer to Appendix L for signal(s) and correct problem
detailed inspection.
TRANSMISSION WILL NOT Engine rpm too high* Reduce engine rpm. Also, it may be
SHIFT TO FORWARD OR necessary to reselect Neutral and
REVERSE (STAYS IN then D or R.
NEUTRAL)
Low fluid level Add fluid to proper level. Refer to
appropriate transmission
mechanic’s tips for proper dipstick
calibration.
Throttle position sensor or linkage Refer to throttle position sensor for
is not functioning properly* correct set-up (Appendix F)
Voltage to ECU too low* Test vehicle battery and charging
system
Shift selector is not functioning Replace shift selector
properly
Disconnected or dirty connectors Perform connector checkout
(Appendix E)
Faulty wiring harnesses Repair harness (Appendix E)
Speed sensor(s) not functioning Repair or replace speed sensor(s) or
properly* circuitry. Refer to transmission
service manual and Appendix E.
Faulty ECU Replace the ECU
Input function wire open and Test input function programming
“auxiliary function range inhibit”, with Allison DOC™ For PC–
or “direction change enable” in the Service Tool. Correct wiring or
calibration* switch problem which does not
allow input function wire to be
grounded.
“Auxiliary Function Range Apply brakes with high force
Inhibit-Standard” or “direction
change enable”—hooked up to brake
pressure*
* Flashing digital display on shifter.


TRANSMISSION WILL NOT Auto-neutral or quick-to-neutral Repair quick-to-neutral circuit
STAY IN FORWARD OR circuit (input function) faulty
REVERSE
Leaking at solenoid assembly Rebuild solenoid assembly. Refer to
transmission Service Manual.
Faulty solenoid—leaking Replace solenoid. Refer to
TRANSMISSION WILL NOT Low engine power Correct engine problem. Refer to
MAKE A SPECIFIC SHIFT engine service manual.
Incorrect fluid level Correct fluid level. Refer to
calibration.
Extreme fluid temperature Inspect cooling system and fluid
level
Faulty speed sensor/circuit Repair circuit or replace speed
sensor(s) (see code 22 XX)
Faulty temperature sensor/circuit Check for temperature reading
which inhibits shifts
Incorrect calibration Install proper calibration
Faulty shift selector Replace shift selector
Hydraulic problem Refer to Range Clutch
Troubleshooting section
Faulty ECU Replace ECU
TRANSMISSION LOCKUP ABS fault active Correct ABS fault. Upgrade
CLUTCH WILL NOT ENGAGE software to S02 or later.


TRANSMISSION DOES Engine idle speed too fast (neutral Adjust engine idle speed. Refer to
NOT SHIFT PROPERLY to range shift) Vehicle Service Manual.
(ROUGH SHIFTS, SHIFTS
OCCURRING AT TOO LOW Faulty throttle sensor/circuit Refer to throttle sensor section for
OR TOO HIGH SPEED) installation and operation
information (Appendix F)
ECU input voltage low Test power, ground, charging
system, and battery function
Incorrect shift calibration for Install correct calibration
vehicle
Instrument panel tachometer Repair or replace tachometer
incorrect
Incorrectly calibrated electronic Calibrate electronic speedometer
speedometer
Faulty speed sensor/circuit Repair circuit or replace speed
sensor (see code 22 XX)
Loose speed sensor Tighten speed sensor retaining
bracket bolt
Incorrect fluid level Correct fluid level. Refer to
appropriate mechanic’s tips for
proper dipstick calibration.
Crossed wires in harness Inspect for crossed wires and
correct
Intermittent problems Inspect wiring harnesses and
connectors (Appendix E)
Loose or damaged speed gear Replace output bearing nut sensor
retainer
Control spool valve sticking Overhaul valve body assembly.
Refer to the appropriate
Sticking stage 2 solenoid valve Overhaul valve body assembly
Incorrect calibration Install correct calibration

CRUISE CONTROL COMPLAINTS

A. Cruise Control Shift Cycles Performance shift schedule is being Switch to economy shift schedule.
used.
Incorrect droop settings Modify engine droop settings to
provide a larger speed variation
before reaction occurs (CAT
engines should be set on “soft
cruise”. Cummins engines droop
settings should be +2 mph and
–3 mph.)
Cruise Control calibration not Update ECU software from V9 to
present in Version 9 software V9A which has the cruise control
shift schedule.
RETARDER PERFORMANCE COMPLAINTS

A. Retarder Does Not Apply Retarder enable input not activated Turn on retarder enable switch (if
present).
Retarder enable switch not working Replace retarder enable switch (if
present).
ABS input is active (if vehicle is None—This is normal. If ABS is
equipped with ABS) active, retarder will not apply.
Retarder Request below Use diagnostic tool to determine
10.2 percent counts signaled by each RMR
device present. At least 15 counts
are required for some retarder apply
and 150–232 counts are required
for full apply. Replace RMR device,
based on test results.
Closed throttle not sensed Use diagnostic tool to check throttle
signal. Throttle must be below 9.8
percent before retarder will apply.
Readjust or replace TPS.
Exception: If TPS has failed and
Service Brake Status input is sensed
by ECU, the retarder will still be
applied.
Active code inhibiting retarder Correct cause for setting these
codes: 42 23, 44 23, 45 23, 46 26,
64 12, 64 23, or 69 29


A. Retarder Does Not Apply Transmission output speed below Raise output speed to above 350 rpm
(cont’d) 350 rpm (450 rpm for 4000 Product (450 rpm for 4000 Product Family)
Family)
Transmission not in a forward range Shift to a forward range
B. Reduced Retarder Effect Retarder accumulator solenoid not Correct cause for setting these
being energized codes: 42 26, 44 26, 45 26, or
69 26.
ECU sensing false overheat Use diagnostic tool or VOM to test
condition retarder temperature sensor.
Replace sensor as required.
Normal response to overheating: See Table 6–7 in Section 6
• higher retarder fluid temperature (Code 61)
• higher engine coolant temperature
• higher sump temperature (V9C
only)
C. Less Retarder Effect Than Transmission fluid aerated due to Determine transmission fluid level
Expected incorrect level and correct as required.
Wrong retarder control regulator Test retarder charging pressure.
valve spring Change retarder control valve
regulator spring, if necessary. Refer
to Allison publication PO2454EN
3000 and 4000 Product Families
Principles of Operation.
ABNORMAL ACTIVITIES OR RESPONSES

A. Excessive Creep in First and Engine idle speed too high Adjust to correct idle speed—
Reverse Gears between 500–800 rpm. Refer to
Vehicle Service Manual.
B. No Response to Shift Selector Shift selector not properly Test shift selector response with
connected diagnostic tool. If no response,
check remote connection and
replace if necessary
Using wrong selector on dual Use other selector
station equipment
Faulty shift selector Replace shift selector
* See explanation of NVL in Section 2–3.


B. No Response to Shift Selector Incorrect fluid level Correct fluid level. Refer to the
(cont’d) appropriate transmission
calibration.
Main pressure low Refer to Low Pressure section
Control spool valves sticking (C1, Overhaul valve body assembly.
C3, or C5 clutch pressure low) Refer to the appropriate
C. Vehicle Moves Forward in C1 clutch failed or not released Rebuild C1 clutch. Refer to
Neutral* transmission Service Manual.
D. Vehicle Moves Backward in C3 clutch failed or not released Rebuild C3 clutch assembly. Refer
Neutral* to the appropriate transmission
service manual.
EXCESSIVE FLARE — TPS Adjustment:
ENGINE OVERSPEED ON
FULL-THROTTLE UPSHIFTS — Overstroke — Adjust TPS linkage for proper
stroke (Appendix F)
— Loose — Tighten loose bolts or
connections
Incorrect calibration Correct calibration
ECU input voltage low Inspect electrical system and all
connections from battery and ECU
Incorrect fluid level Add fluid to proper level. Refer to
the appropriate transmission
calibration.
Low main pressure See Low Pressure section
Erratic speed sensor signal See code 22 XX
Sticking stage 2 solenoid valve (see Clean and repair stage 2 valve.
Solenoid and Clutch sections) Refer to the appropriate
Piston seals leaking or clutch plates Overhaul transmission. Refer to the
slipping in range involved (see appropriate transmission service
Range Clutch Troubleshooting manual.
section)
* See Appendix B—Check main pressure, clutch pressure, and pressure specifications.

RANGE CLUTCH TROUBLESHOOTING SECTION

EXCESSIVE SLIPPAGE AND Incorrect calibration Verify calibration
CLUTCH CHATTER
ECU input voltage low Test power, ground, charging
system, and battery functions
Throttle position sensor out of Adjust or replace throttle position
adjustment or failed sensor (Appendix F)
Incorrect speed sensor readings See code 22 XX
Incorrect fluid level Correct fluid level. Refer to the
calibration measurements.
Main pressure low Refer to the Low Pressure section
Lockup clutch not applied Inspect lockup clutch system
wiring, pressure, and controls;
repair as necessary. Refer to the
appropriate transmission service
manual.*
A. Ranges 1, 2, 3, 4 Only C1 clutch slipping, leaks at splitline Inspect control module gasket, C1
(6-Speed) gasket, leaks at rotating clutch clutch plates, and piston and
Ranges 2, 3, 4, 5 only seals, leaks at piston seals, C1 rotating seals; replace/rebuild as
(7-Speed) clutch plates worn necessary. Refer to the appropriate
transmission service manual.*
B. Ranges 4, 5, 6 Only C2 clutch slipping, leaks at splitline Inspect control module gasket, C2
(6-Speed) gasket, leaks at rotating clutch clutch plates, and piston and
Ranges 5, 6, 7 only seals, leaks at piston seals, C2 rotating seals; replace/rebuild as
(7-Speed) clutch plates worn necessary. Refer to the appropriate
transmission service manual.*
C. Ranges 3, 5, R Only C3 clutch slipping, leaks at face Inspect control module face seals,
(6-Speed) seals, leaks at piston seals, C3 C3 clutch plates, and piston seals;
Ranges 1, 4, 6, R only clutch plates worn replace/rebuild as necessary. Refer
(7-Speed) to the appropriate transmission
service manual.*
D. Ranges 2, 6 Only C4 clutch slipping, leaks at face Inspect control module face seals,
Ranges 3, 7 only clutch plates worn replace/rebuild as necessary. Refer
service manual.*
* See Appendix B—Test main pressure, clutch pressure, and pressure specifications.

E. Ranges 1, R Only C5 clutch slipping, leaks at face Inspect control module face seals,
Ranges 2, R only clutch plates worn replace/rebuild as necessary. Refer
service manual.*
F. Range Lo Only C6 clutch slipping, leaks at splitline Inspect control module gasket,
(7-Speed) gasket(s), leaks at piston seals, C6 adapter gasket, T-Case gasket(s) C6
clutch plates worn clutch plates, and piston seals;
replace/rebuild as necessary. Refer
to the appropriate transmission
service manual.*
LOW PRESSURE SECTION

A. Low Main Pressure in Incorrect fluid level Correct fluid level. Refer to the
All Ranges appropriate transmission
(Including C6, T-Case) mechanic’s tips for correct dipstick
calibration.*
Oil filter element clogged or faulty Replace oil filter. Refer to the
mechanic’s tips.
Plugged or faulty suction filter Clean or replace oil suction filter
element and refill the transmission.
transmission mechanic’s tips.
Main pressure regulator valve Overhaul control module assembly.
sticking Refer to the appropriate
Main pressure regulator valve Test spring and replace if
spring weak, broken, or missing necessary. Refer to the appropriate
A. Low Main Pressure in Control module body leakage Replace or rebuild control module
All Ranges (separator plate not flat, separator assembly. Care should be taken
(Including C6, T-Case) (cont’d) plate gasket leakage, loose control when removing and labeling shift
valve body bolts) springs. Refer to the appropriate
Faulty or incorrect fluid pressure Repair or replace gauge
gauge
Oil pump worn or damaged Replace or rebuild oil pump. Refer
service manual.
B. Clutch Pressure Low in Specific See Range Clutch Troubleshooting
Ranges, Normal Pressure in section and Appendix B
Other Ranges


C. Low Lubrication Pressure Incorrect fluid level Correct fluid level. Refer to the
calibration.
Plugged lube filter Change filter. Refer to the
mechanic’s tips.
Excessive internal fluid leakage Check other pressures (above
items); also check control module
mounting bolts; lubrication valve
and spring. Refer to the appropriate
Broken or damaged converter Replace damaged or broken parts.
regulator retaining pin Refer to the appropriate
Cooler lines restricted or leaking Inspect for kinks, leakage; reroute
or replace lines as necessary
Lubrication valve sticking Replace lubrication valve
Cooler plugged Clean or replace cooler
Faulty gauge Repair or replace gauge
ABNORMAL STALL SPEEDS
(Stall In First Range—6-Speed)
(Stall In Second Range—7-Speed)
A. High Stall Speeds Not in gear Select D (Drive)
Low fluid level, aerated fluid Add fluid to proper level. Refer to
calibration.
Incorrect torque converter Replace torque converter. Refer to
the appropriate transmission service
manual.
Clutch pressure low Refer to Low Pressure section and
Appendix B
C1 or C5 clutch slipping. Rebuild C1 or C5 clutch. Refer to
(7-speed, 2nd gear start) transmission Service Manual.
(6-speed, 1st gear start)
Note: Use the diagnostic tool to
check turbine speed
Higher power engine Confirm proper engine match


B. Low Stall Speeds Engine not performing efficiently Refer to vehicle engine
(may be due to plugged or restricted manufacturer’s manual or vehicle
injectors, high altitude conditions, service manual.
dirty air filters, out of time, throttle
linkage, electronic engine controls
problem)
Stall speeds of 66 percent of normal Replace or rebuild converter
implies freewheeling stator assembly. Refer to the appropriate
Incorrect torque converter Install correct torque converter. Refer
to transmission Service Manual.
OVERHEATING IN ALL Aerated fluid—incorrect fluid level Adjust fluid to proper level, check
RANGES for defective pump. Refer to the
mechanic’s tips and service manual.
Air flow to cooler obstructed Remove air flow obstruction
Engine overheat Correct overheat situation. Refer to
vehicle service manual.
Inaccurate temperature gauge or Replace gauge and/or sending unit
sending unit
Inaccurate sump temperature sensor Replace temperature sensor or
internal harness. Refer to the
manual.
Transmission cooler lines reversed Connect cooler lines properly (oil
and water should flow in opposite
directions)
Fluid cooler lines restricted Remove restrictions, clean or
replace lines. Refer to vehicle
service manual.
Torque converter (wrong converter, Replace or repair converter
no lockup, stuck stator, or slipping assembly. Refer to the appropriate
stator) transmission service manual.
Note: Stuck stator will not allow
cool down in neutral
Cooler flow loss due to internal Overhaul transmission. Refer to the
leakage appropriate transmission service
manual.
Inadequate cooler sizing See vehicle OEM for specifications
Excessive cooler circuit pressure Inspect for plugged cooler, lines too
drop small, collapsed hose, too many
elbows in circuit

FLUID COMES OUT OF THE Dipstick loose Tighten cap, replace if necessary
FLUID FILL TUBE AND/OR
BREATHER Fluid level too high Drain to proper level. Refer to the
mechanic’s tips.
Fluid level too low Add fluid to proper level
Breather stopped up—clogged Clean or replace breather. Refer to
manual.
Fluid contaminated with foreign Drain and replace fluid. Locate and
liquid fix source of additional fluid. Refer
service manual if repair is needed.
Dipstick or fill tube seal worn Replace seals or dipstick
Incorrect dipstick marking Calibrate dipstick. Refer to the
mechanic’s tips.
NOISE OCCURRING Low fluid level Add fluid to proper level. Refer to
INTERMITTENTLY (BUZZING) the appropriate transmission
calibration.
Air leak in oil suction screen Replace oil suction screen canister.
canister Refer to the appropriate
Clogged filters Replace filters. Refer to the
mechanic’s tips.
Aerated fluid causes noisy pump Correct fluid level. Refer to the
calibration.
Low main pressure causes main See Low Pressure section
regulator valve to oscillate
LEAKING FLUID Faulty or missing seal at output Install new lip-type seal in rear of
(OUTPUT SHAFT) flange transmission housing. Refer to the
manual.
Machine lead on output flange seal Replace flange
surface
Flange worn at seal surface Replace flange


LEAKING FLUID Insufficient seal around seal OD When replacing seal, apply sealant.
(OUTPUT SHAFT) Refer to the appropriate
(cont’d) transmission service manual.
Damaged, missing, or loose output Replace and/or torque output flange
flange bolts bolts
Damaged or missing flange button Replace flange button O-ring
O-ring
Damaged or missing bolt O-rings Replace O-rings
TRANSMISSION INPUT Front seal leaks Replace front seal. Refer to
Converter leaks Inspect converter seals, cracked
converter pump tangs, converter
cover, or converter housing
porosity; replace parts as required.
PTO driveline out of specification Bring driveline into specification
DIRTY FLUID Failure to change fluid and filters Change fluid and install new filters.
transmission mechanic’s tips.
Excessive heat Refer to Overheating section
Damaged fluid filter/seals Replace oil filter/seals. Refer to the
mechanic’s tips.
Substandard fluid Use recommended fluid. Refer to
mechanic’s tips.
Clutch/transmission failure Overhaul transmission. Refer to the
manual.
POWER TAKEOFF (PTO)*

A. Leaks Damaged or cocked seal Replace seal
PTO flange grooved at seal Replace PTO flange
Loose flange Inspect flange and bolts; replace if
necessary and properly torque bolts
* Contact your nearest Allison dealer/distributor with specific questions relating to PTO repair.

A. Leaks (cont’d) Loose bolts or damaged gaskets Replace gasket and/or properly
torque bolts
Loose or damaged hydraulic lines Tighten fittings. Replace if
(clutched drive) necessary.
B. Noisy PTO Faulty driven component Replace faulty driven component
Gears or bearings worn, damaged, Rebuild PTO with new gears or
or contaminated bearings
C. No or Intermittent Operation Electrical problem (switch, Inspect for electrical problem and
(Clutched Drive) connectors, solenoid, or wires) repair (Appendix E)
Damaged or worn clutch Rebuild clutch assembly
Clutch piston seals damaged or Rebuild clutch assembly
missing
Inadequate fluid pressure to PTO Inspect and repair fluid pressure
supply; line kinked, loose, or
plugged; orifice too small
Engine speed outside operating Increase or reduce engine speed to
band move within operating band
Drive or driven gear teeth damaged Replace damaged gears. Refer to
manual.
TRANSFER CASE (T-CASE)

A. Will Not Go Into First Range TPS adjustment Properly adjust TPS (Appendix F)
Engine speed too high Reduce Engine Speed
Wrong calibration Calibrate properly
Wrong control module (6 speed Install correct control module
instead of 7 speed)
Faulty wiring, solenoid connectors Inspect wiring and connectors in
control module. Refer to the
manual.
Faulty C6 seals Replace C6 piston seals. Refer to
manual.
Worn C6 clutch plates Rebuild C6. Refer to the
manual.


B. Makes Excessive Noise Improperly shimmed bearings Inspect all T-case bearings as
directed in transmission repair
manual. Reshim as necessary.
C. No Front Output Drive Differential clutch bad (C7 piston Rebuild differential clutch. Refer to
seals, C7 rotating seals, C7 clutch the appropriate transmission service
plates, C7 check ball) manual.
C7 electrical (wires, solenoids, Inspect and repair C7 electrical
terminals, connectors) system (Appendix E)
D. Transmission Fluid Leaks Damaged output seal, output flange Determine source of leak and
seal journal, gasketed mating repair. Refer to the appropriate
surfaces, bearing endcaps, electrical transmission service manual.
connector, oil scavenge line


Table 8–2. Resistance Module Troubleshooting Data
NOTES
Resistance Check in Resistance Wiring to Control
Voltage Signal**
Module* Device
Description
Resistance—Ohms % Retarder Voltage
Terminals Device Terminal
± 5% Application ± 0.2V
Auto Full On A to C 12K 100 3.6 No connections
Pressure Switch A to C 32K 0 1.1 A
Full On 100 3.6 B
High
3-Step E-10R Bendix A to C 32K 0 1.1 A
Pedal 32 1.9 B
58 2.8 C
100 3.6 D
6-Step Hand Lever — A to C 32K
Off 0 1.1 +
Position 1 16 1.5 1
Position 2 28 1.9 2
Position 3 48 2.3 3
Position 4 65 2.8 4
Position 5 84 3.2 5
Position 6 100 3.6 6
Auto 1/2 On A to C 12K 50 2.4 No connections
3 Pressure Switches — A to C 32K 0 1.1
Low 32 1.9 A
B
Medium 68 2.3 A
B
High 100 3.6 A
B
Auto 1/3 On A to C 21.4K
2 Pressure Switches
Auto 32 1.9
Medium 68 2.8 A
B
High 100 3.6 A
B
Dedicated Pedal No Checks Interface not a 0 0.7–1.2 A
resistance module 100 3.4–3.5 B
C
* Resistance module must be disconnected from the wiring harness and retarder control devices.
** These voltages must be measured between terminals A and B.

APPENDICES
Appendix A Identification of Potential Circuit Problems
Appendix B Measuring Clutch and Retarder Pressures
Appendix C Solenoid and Clutch Chart
Appendix D Wire/Connector Chart
Appendix E Connector Part Numbers, Terminal Part Numbers,

Tool Part Numbers, and Repair Instructions
Appendix F Throttle Position Sensor Adjustment
Appendix G Welding on Vehicle/Vehicle Interface Module
Appendix H Hydraulic Schematics
Appendix J 3000 and 4000 Product Families Wiring Schematic
Appendix K TransID 1 Temperature Sensor and Solenoid Resistance Charts
Appendix L Externally-Generated Electronic Interference
Appendix M Diagnostic Tree—3000 and 4000 Product Families Hydraulic System
Appendix N Diagnostic Tool Information
Appendix P Input/Output Functions
Appendix Q TransID 2 and 3 Thermistor Troubleshooting

Information
Appendix R SAE J1939 Communication Link
Copyright © 2005 General Motors Corp. A–-1

APPENDICES
NOTES

APPENDIX A—IDENTIFICATION OF POTENTIAL CIRCUIT PROBLEMS
Intermittent codes are a result of faults that are detected, logged, and then disappear, only to recur later. If, when
troubleshooting, a code is cleared in anticipation of it recurring and it does not, check the items in the following list
for the fault’s source.
A. Circuit Inspection
1. Intermittent power/ground problems—can cause voltage problems during ECU diagnostic checks
which can set various codes depending upon where the ECU was in the diagnostic process.
2. Damaged terminals.
3. Dirty or corroded terminals.
4. Terminals not fully seated in the connector. Inspect indicated wires by uncoupling connector and
gently pulling on the wire at the rear of the connector to test for excessive terminal movement.
5. Connectors not fully mated. Inspect for missing or damaged locktabs.
6. Screws or other sharp pointed objects pushed into or through one of the harnesses.
7. Harnesses which have rubbed through and may be allowing intermittent electrical contact between
two wires or between wires and vehicle frame members.
8. Broken wires within the braiding and insulation.
B. Finding an Intermittent Fault Condition

To find a fault, like one of those listed, examine all connectors and the external wiring harnesses. Harness
routing may make it difficult to see or feel the complete harness. However, it is important to thoroughly
check each harness for chafed or damaged areas. Road vibrations and bumps can damage a poorly installed
harness by moving it against sharp edges and cause some of the faults. If a visual inspection does not
identify a cause, move and wiggle the harness by hand until the fault is duplicated.
The next most probable cause of an intermittent code is an electronic part exposed to excessive vibration,
heat, or moisture. Examples of this are:
1. Exposed harness wires subjected to moisture.

2. A defective connector seal allows moisture to enter the connector or part.
3. An electronic part (ECU, shift selector, solenoid, or throttle sensor) affected by vibration, heat, or
moisture may cause abnormal electrical conditions within the part.
When troubleshooting Item 3, eliminate all other possible causes before replacing any parts.
Another cause of intermittent codes is good parts in an abnormal environment. The abnormal environment
will usually include excessive heat, moisture, or voltage. For example, an ECU that receives excessive
voltage will generate a diagnostic code as it senses high voltage in a circuit. The code may not be repeated
consistently because different circuits may have this condition on each check. The last step in finding an
intermittent code is to observe if the code is set during sudden changes in the operating environment.
Troubleshooting an intermittent code requires looking for common conditions that are present whenever
the code is diagnosed.
Copyright © 2005 General Motors Corp. A–1

APPENDIX A—IDENTIFICATION OF POTENTIAL
DIAGNOSTIC CODES CIRCUIT PROBLEMS
C. Recurring Conditions
A recurring condition might be:
• Rain
• Outside temperature above or below a certain temperature
• Only on right-hand or left-hand turns
• When the vehicle hits a bump, etc.
If such a condition can be related to the code, it is easier to find the cause. If the time between code
occurrences is very short, troubleshooting is easier than if it is several weeks or more between code
occurrences.
A–2 Copyright © 2005 General Motors Corp.

APPENDIX B—MEASURING CLUTCH AND RETARDER PRESSURES
Measuring individual clutch pressures helps to determine if a transmission malfunction is due to a mechanical or an
electrical problem. Properly making these pressure checks requires transmission and vehicle (or test stand)
preparation, recording of data, and comparing recorded data against specifications provided. These instructions are
for all MD/HD/B Series transmissions.
NOTE: See if there are diagnostic codes set which are related to the transmission difficulty you are evaluating.
Proceed to make mechanical preparations for measuring clutch pressures after codes have first been
evaluated.
A. Transmission and Vehicle Preparation

1. Remove the plugs from the pressure tap locations where measurement is desired (Figure B–1).
3000 PRODUCT FAMILY 3000 PRODUCT FAMILY 4000 PRODUCT FAMILY

(EXCEPT 7-SPEED) 7-SPEED TRANSFER CASE
C3
C6 (3000 PRODUCT
FAMILY ONLY) C5
C3
C5
MAIN
C7
MAIN
MAIN
C2 LU
C2
LU T-CASE
C4 C6 PRESSURE TAP C4
CONNECTOR
(On left side of C1
C1 adapter housing,
FRONT VIEW near the bottom)
4000
NOTE: Retarder charging pressure tap is located on the PRODUCT
retarder control valve body for all models with retarder. FAMILY
7-SPEED
V05929.01.02
Figure B–1. Clutch Pressure Test Points
Be sure that the hydraulic fittings have the same thread as the plugs removed
CAUTION: (7/16-20 UNF-2A). Also please note that these fittings must be straight thread,
O-ring style. Failure to do this will result in damage to the control module.
2. Install hydraulic fittings suitable for attaching pressure gauges or transducers.

3. Connect pressure gauges or transducers. Pressure gauge set J 26417-A is available for this
purpose. Refer to Table B–2 for pressure levels expected.
4. Check that engine speed can be monitored (Allison DOC™ For PC–Service Tool may be used for
this purpose).
Copyright © 2005 General Motors Corp. B–1

5. Be sure that transmission sump fluid temperature can be measured (Allison DOC™ For PC–Ser-
vice tool may be used for this purpose).
6. Be sure that the transmission has enough fluid for cold operation until an operating temperature
fluid level can be set.
7. Bring the transmission to normal operating temperature of 71–93ºC (160–200ºF). Check for fluid
leaks in the added pressure gauge/transducer lines. Repair leaks as needed. Be sure that fluid level
is correct.
B. Recording Data
1. Use the Allison DOC™ For PC–Service Tool, which allows checking of individual range clutch
pressures, with the vehicle stationary. Consult Appendix N or Allison publication GN3433EN,
User Guide for Allison DOC™ For PC–Service Tool, for Action Request and select Clutch Test
Mode. Follow instructions to measure clutch pressures in individual ranges.
NOTE: Measure lockup clutch pressure by driving the vehicle in a range where lockup can be obtained. Record
the pressure values at the engine speed and sump fluid temperature values shown in Table B–1. The
lockup clutch is functioning correctly when engine speed and turbine speed values are equal as
recorded from Allison DOC™ For PC–Service Tool.
2. Consult Table B–1 and locate the transmission model that you are testing.
3. Operate the transmission at the conditions shown in Table B–1 and record engine speed, transmis-
sion sump fluid temperature, main hydraulic pressure, and clutch pressures in the ranges where a
problem is suspected.
Table B–1. Clutch Pressure Test Conditions

Transmission Model/ Sump Fluid Clutches
Test Type Engine rpm Temperature Range Pressurized
All Models (except 3000 Product 580–620 71–93ºC Neutral C5
Family)—Idle Check (160–200ºF) Reverse C3 C5
1C C1 C5
2C (2nd range start) C1 C4
3000 Product Family—Idle Check 580–620 71–93ºC Neutral C5
(160–200ºF) Reverse C3 C5
LowC C3 C6
1C C1 C5
3000 Product Family 2080–2120 71–93ºC Reverse C3 C5
(except 7-Speed Models)—High (160–200ºF) Neutral C5
Speed 1C C1 C5
2C C1 C4
2L C1 C4 LU
3L C1 C3 LU
4L C1 C2 LU
5L C2 C3 LU
6L C2 C4 LU
B–2 Copyright © 2005 General Motors Corp.

Table B–1. Clutch Pressure Test Conditions (cont’d)
Transmission Model/ Sump Fluid Clutches
Test Type Engine rpm Temperature Range Pressurized
3000 Product Family 7-Speed 2080–2120 71–93ºC Reverse C3 C5
Models—High Speed (160–200ºF) Neutral C5
LowC C3 C6
1C C1 C5
2C C1 C4
2L C1 C4 LU
3L C1 C3 LU
4L C1 C2 LU
5L C2 C3 LU
6L C2 C4 LU
4000 Product Family—High 1780–1820 71–93ºC Reverse C3 C5
Speed (160–200ºF) Neutral C5
LowC** C1 C6
1C C1 C5
2C C1 C4
2L C1 C4 LU
3L C1 C3 LU
4L C1 C2 LU
5L C2 C3 LU
6L C2 C4 LU
** Only applies to HD 4070.
C. Comparing Recorded Data to Specifications

1. Be sure that engine speed and transmission sump fluid temperatures were within the values
specified in Table B–1.
2. Compare the main pressure and clutch pressure data, recorded in Step B, with the specifications in
Table B–2.
3. If clutch pressures are within specifications, return the transmission and vehicle to their original
configuration and proceed with electrical troubleshooting.
4. If clutch pressures are not within specification, take corrective action to replace the internal parts
of the transmission necessary to correct the problem. (Refer to the Transmission Service Manual
for the model being checked.)
5. Re-test pressure values after the transmission has been repaired.
6. Return the transmission to its original configuration. (Remove instrumentation and reinstall any
components removed for the pressure testing.)

Table B–2. Main Pressure and Clutch Pressure Specifications
B–4
(Sump Fluid Temperature Same as in Table B–1)
Main Press. Range Clutch Conv. Out Lube LU Clutch D’box Main
Transmission Engine Clutches Spec Press. Spec* Press. Spec Press. Spec Press. Spec* Press. Spec
Model/Test Type rpm Range Applied kPa [psi] kPa [psi] kPa [psi] kPa [psi] kPa [psi] kPa [psi]
3000 Product 580–620 Neutral C5 1400–2000 0–40 (C5) [0–5.8] —
Family—Idle [203–290]
(Except 7-Speed Reverse C3 C5 1400–2000 0–40 (C3 And C5) 3.5 min.
Models) [203–290] [0–5.8] [0.5 min.]
1C C1 C5 1300–1970 0–70 (C1) [0–10] 3.5 min.
[189–286] 0–40 (C5) [0–5.8] [0.5 min.]
2C C1 C4 1300–1970 0–70 (C1) [0–10] 3.5 min.
[189–286] 0–40 (C4) [0–5.8] [0.5 min.]
3000 Product Neutral C5 1400–2000 0–40 (C5) — 1400–2000
Family 7-Speed [203–290] [0–5.8] [203–290]
Models—Idle Reverse C3 C5 1400–2000 0–40 (C3 And C5) 3.5 min. 1400–2000
[203–290] [0–5.8] [0.5 min.] [203–290]
LowC C3 C6 1300–1970 0–40 (C3 And C6) 3.5 min. 1300–1970
[189–286] [0–5.8] [0.5 min.] [189–286]
1C C1 C5 1300–1970 0–70 (C1) [0–10] 3.5 min. 1300–1970
[189–286] 0–40 (C5) [0–5.8] [0.5 min.] [189–286]

3000 Product 2080–2120 Neutral C5 1825–2025 0–40 (C5) 310–410 130–230
Family—High [265–294] [0–5.8] [45–60] [19–33]
Speed Reverse C3 C5 1825–2025 0–40 (C3 And C5) 310–410 130–230
(Except 7-Speed [265–294] [0–5.8] [45–60] [19–33]
Models)
1C C1 C5 1560–1780 0–70 (C1) [0–10] 310–410 130–230
[226–258] 0–40 (C5) [0–5.8] [45–60] [19–33]
* Subtract clutch pressure from main pressure; the difference must fall within the specifications given (unless a pressure
range is supplied).
(Sump Fluid Temperature Same as in Table B–1) (cont’d)
3000 Product 2080–2120 2C C1 C4 1560–1780 0–70 (C1) [0–10] 310–410 130–230
Family—High [226–258] 0–40 (C4) [0–5.8] [45–60] [19–33]
Speed 2L C1 C4 LU 1100–1240 0–70 (C1) [0–10] 310–410 130–230 0–60
(Except 7-Speed [160–180] 0–40 (C4) [0–5.8] [45–60] [19–33] [0–8.7]
Models)
(cont’d) 3C C1 C3 1560–1780 0–70 (C1) [0–10] 310–410 130–230
[226–258] 0–40 (C3) [0–5.8] [45–60] [19–33]
3L C1 C3 LU 1100–1240 0–70 (C1) [0–10] 310–410 130–230 0–60
[160–180] 0–40 (C3) [0–5.8] [45–60] [19–33] [0–8.7]
4C C1 C2 1410–1690 0–70 (C1) [0–10] 310–410 120–225
[204–245] 0–70 (C2) [0–10] [45–60] [17–32]
4L C1 C2 LU 1000–1240 0–70 (C1) [0–10] 310–410 120–225 0–60
[145–180] 0–70 (C2) [0–10] [45–60] [17–32] [0–8.7]
5C C2 C3 1410–1581 0–70 (C2) [0–10] 310–410 120–225
[204–229] 0–40 (C3) [0–5.8] [45–60] [17–32]
5L C2 C3 LU 1000–1160 0–70 (C2) [0–10] 310–410 120–225 0–60
[145–168] 0–40 (C3) [0–5.8] [45–60] [17–32] [0–8.7]

6C C2 C4 1410–1581 0–70 (C2) [0–10] 310–410 120–225
[204–229] 0–40 (C4) [0–5.8] [45–60] [17–32]
6L C2 C4 LU 1000–1160 0–70 (C2) [0–10] 310–410 120–225 0–60
[145–168] 0–40 (C4) [0–5.8] [45–60] [17–32] [0–8.7]
range is supplied).
B–5
B–6
3000 Product 2080–2120 Neutral C5 1825–2025 0–40 (C5) 310–410 130–220 1440–1700
Family 7-Speed [265–294] [0–5.8] [45–60] [19–32] [209–247]
Models
Reverse C3 C5 1825–2025 0–40 (C3 And C5) 310–410 130–220 1440–1700
[265–294] [0–5.8] [45–60] [19–32] [209–247]
LowC C3 C6 1825–2025 0–40 (C3 And C6) 310–410 130–220 1440–1700
[265–294] [0–5.8] [45–60] [19–32] [209–247]
1C C1 C5 1560–1780 0–70 (C1) [0–10] 310–410 130–220 1440–1700
[226–258] 0–40 (C5) [0–5.8] [45–60] [19–32] [209–247]
2C C1 C4 1560–1780 0–70 (C1) [0–10] 310–410 130–220 1440–1700
[226–258] 0–40 (C4) [0–5.8] [45–60] [19–32] [209–247]
2L C1 C4 LU 1100–1240 0–70 (C1) [0–10] 140–210 130–220 0–60 1440–1700
[160–180] 0–40 (C4) [0–5.8] [20–30] [19–32] [0–8.7] [209–247]
3C C1 C3 1560–1780 0–70 (C1) [0–10] 140–210 130–220 1440–1700
[226–258] 0–40 (C3) [0–5.8] [20–30] [19–32] [209–247]
3L C1 C3 LU 1100–1240 0–70 (C1) [0–10] 140–210 130–220 0–60 1440–1700

[160–180] 0–40 (C3) [0–5.8] [20–30] [19–32] [0–8.7] [209–247]
4C C1 C2 1410–1690 0–70 (C1 And C2) 140–210 125–220 1440–1700
[204–245] [0–10] [20–30] [18–32] [209–247]
4L C1 C2 LU 1000–1240 0–70 (C1 And C2) 140–210 125–220 0–60 1440–1700
[145–180] [0–10] [20–30] [18–32] [0–8.7] [209–247]
5C C2 C3 1410–1581 0–70 (C2) [0–10] 140–210 125–220 1440–1700
[204–229] 0–40 (C3) [0–5.8] [20–30] [18–32] [209–247]
range is supplied).
3000 Product 2080–2120 5L C2 C3 LU 1000–1160 0–70 (C2) [0–10] 140–210 125–220 0–60 1440–1700
Family 7-Speed [145–168] 0–40 (C3) [0–5.8] [20–30] [18–32] [0–8.7] [209–247]
Models (cont’d)
6C C2 C4 1410–1581 0–70 (C2) [0–10] 140–210 125–220 1440–1700
[204–229] 0–40 (C4) [0–5.8] [20–30] [18–32] [209–247]
6L C2 C4 LU 1000–1160 0–70 (C2) [0–10] 140–210 125–220 0–60 1440–1700
[145–168] 0–40 (C4) [0–5.8] [20–30] [18–32] [0–8.7] [209–247]
4000 Product 580–620 Neutral C5 1500–2200 0–40 (C5) —
Family—Idle [218–319] [0–5.8]
Reverse C3 C5 1500–2200 0–40 (C3 And C5) 3.5 min.
[218–319] [0–5.8] [0.5 min.]
1C C1 C5 1300–1800 0–70 (C1) [0–10] 3.5 min.
[189–261] 0–40 (C5) [0–5.8] [0.5 min.]
2C C1 C4 1300–1800 0–70 (C1) [0–10] 3.5 min.
[189–261] 0–40 (C4) [0–5.8] [0.5 min.]
4000 Product 1780–1820 Neutral C5 1800–2200 0–40 (C5) 75–300 50–190

Family—High [261–319] [0–5.8] [11–44] [7–28]
Speed Reverse C3 C5 1800–2200 0–40 (C3 And C5) 170–300 120–190
[261–319] [0–5.8] [25–44] [17–28]
LowC** C3 C6 1550–1800 0–40 (C3 And C6) 170–300 120–190
[225–261] [0–5.8] [25–44] [17–28]
1C C1 C5 1550–1800 0–70 (C1) [0–10] 170–300 120–190
[225–261] 0–40 (C5) [0–5.8] [25–44] [17–28]
range is supplied).
** 4000 Product Family 7-Speed Models Only.
B–7
B–8
4000 Product 1780–1820 2C C1 C4 1550–1800 0–70 (C1) [0–10] 170–300 120–190
Family—High [225–261] 0–40 (C4) [0–5.8] [25–44] [17–28]
Speed (cont’d) 2L C1 C4 LU 1050–1400 0–70 (C1) [0–10] 200–350 140–190 0–60
[152–203] 0–40 (C4) [0–5.8] [29–51] [20–28] [0–8.7]
3C C1 C3 1550–1800 0–70 (C1) [0–10] 170–300 120–190
[225–261] 0–40(C3) [0–5.8] [25–44] [17–28]
3L C1 C3 LU 1050–1400 0–70 (C1) [0–10] 200–350 140–190 0–60
[152–203] 0–40 (C3) [0–5.8] [29–51] [20–28] [0–8.7]
4C C1 C2 1550–1800 0–70 (C1) [0–10] 132–250 92–190
[225–261] 0–70 (C2) [0–10] [19–36] [13–28]
4L C1 C2 LU 1050–1400 0–70 (C1) [0–10] 160–300 110–150 0–60
[152–203] 0–70 (C2) [0–10] [23–44] [16–22] [0–8.7]
5C C2 C3 1268–1704 0–70 (C2) [0–10] 132–250 92–150
[184–247] 0–40 (C3) [0–5.8] [19–36] [13–22]
5L C2 C3 LU 900–1250 0–70 (C2) [0–10] 160–300 110–150 0–60
[130–181] 0–40 (C3) [0–5.8] [23–44] [16–22] [0–8.7]

6C C2 C4 1268–1704 0–70 (C2) [0–10] 132–250 92–150
[184–247] 0–40 (C4) [0–5.8] [19–36] [13–22]
6L C2 C4 LU 900–1250 0–70 (C2) [0–10] 160–300 110–150 0–60
[130–181] 0–40 (C4) [0–5.8] [23–44] [16–22] [0–8.7]
range is supplied).
D. Retarder Pressure Tests—3000 And 4000 Product Families

1. 3000 Product Family (except 3500 RDS/EVS/SP, and MD 3560) Test Conditions:
Second Range Lockup, 100 Percent Retarder Apply, Input Speed = 1075–1125 rpm
2. 3500 RDS/EVS/SP and MD 3560 Test Conditions:

Table B–3. Retarder Specifications At Above Test Conditions

Parameter To Check High Capacity Medium Capacity Low Capacity
1200–1260 1200–1260 1200–1260
Main Pressure–kPa [psi]
[174–183] [174–183] [174–183]
250–370 215–280 140–240
Retarder Charge Pressure–kPa [psi] *
[36–54] [31–41] [20–35]
250–340 210–300 140–255
Cooler In Pressure–kPa [psi] *
[36–49] [30–44] [20–37]
490–610 420–530 360–470
Retarder Charge Pressure–kPa [psi] **
[71–88] [61–77] [52–68]
470–610 400–530 340–470
Cooler In Pressure–kPa [psi] **
[68–88] [58–77] [49–68]
Cooler In Temperature–˚C [˚F] 150 [300] Max (Ref) 150 [300] Max (Ref) 150 [300] Max (Ref)
* Prior to S/N 6510141464
** Beginning with S/N 6510141464
3. 4000 Product Family (except 4500 HS/RDS/EVS/SP and HD 4560) Test Conditions:
4. 4500 HS/RDS/EVS/SP and HD 4560 Test Conditions:

Table B–4. Retarder Specifications At Above Test Conditions

Parameter To Check High Capacity Medium Capacity Low Capacity
1120–1270 1120–1270 1120–1270
Main Pressure–kPa [psi]
[162–184] [162–184] [162–184]
375–480 345–450 325–420
Retarder Charge Pressure–kPa [psi]
[54–70] [50–65] [47–61]
360–530 310–510 290–480
Cooler In Pressure–kPa [psi]
[52–77] [45–74] [42–70]
Cooler In Temperature–˚C [˚F] 150 [300] Max (Ref) 150 [300] Max (Ref) 150 [300] Max (Ref)

NOTES
B–10 Copyright © 2005 General Motors Corp.

APPENDIX C—SOLENOID AND CLUTCH CHART
BASIC CONFIGURATION
Range Solenoid Non-Latching Modulating Clutches
A B C D E F G
N/O N/O N/C N/C N/C N/C N/C C1 C2 C3 C4 C5 LU
6 X X 0 Y Y 0
5 X X 0 X Y Y 0
4 0 X Y Y 0
3 X X 0 X Y Y 0
2 X X 0 X Y Y 0
1 X X 0 Y Y 0
N1 X X * X 0 * Y 0
NVL X X X X Y Y
N2 X X X Y
N3 X X X Y
N4 X X X Y
R X X X X Y Y
NOTE: See Page C–2 for legend.
7-SPEED CONFIGURATION (3000 and 4000 Product Families)

Solenoid Non-Latching Modulating
N/O N/O N/C N/C N/C N/C N/C N/C N/C N/C Clutches
Range
C1 C2 C3 C4 C5 LU FWD LOW C6 DIF
A B C D E F G N J H C1 C2 C3 C4 C5 LU C6 DIF
6 X X 0 0 Y Y 0 0
5 X X 0 X 0 Y Y 0 0
4 0 X 0 Y Y 0 0
3 X X 0 X 0 Y Y 0 0
2 X X 0 X 0 Y Y 0 0
1 X X 0 0 Y Y 0 0
LO X 0 X X X 0 Y 0 Y 0
N1 X X * X 0 Y 0
N2 X X X X 0 Y 0
N3 X X X X 0 Y 0
N4 X X X X 0 Y 0
R X X X X 0 Y Y 0
NOTE: See Page C–2 for legend.
Copyright © 2005 General Motors Corp. C–1

APPENDIX C—SOLENOID AND CLUTCH CHART
LEGEND
X Indicates solenoid is electrically ON.
Y Indicates clutch is hydraulically applied.
Blank Indicates solenoid is electrically OFF or clutch is not hydraulically applied.
0 Optional ON or OFF.
* See NVL explanation below.
NVL As a diagnostic response:
If Turbine Speed is below 150 rpm when Output Speed is below 100 rpm and Engine Speed is
above 400 rpm, Neutral Very Low (NVL) is commanded when N1 (Neutral) is the selected
range. NVL is achieved by turning D solenoid “on” in addition to E solenoid being “on,” which
locks the output. Otherwise, D solenoid is turned off in N1 (Neutral).
As a commanded range when shifting to Fire Truck Pump Mode:
While wire 118 is energized before wire 117 is energized when going into Fire Truck Pump
Mode, Neutral Very Low (NVL) will be commanded to lock the output to assist the shifting of
the split-shaft PTO transfer case from road mode to pump mode. While wire 118 is de-energized
before wire 117 is de-energized when shifting out of Fire Truck Pump Mode, Neutral Very Low
(NVL) will be commanded to lock the output to assist the shifting of the split-shaft PTO transfer
case from pump mode to road mode.
C–2 Copyright © 2005 General Motors Corp.

APPENDIX D—WIRE/CONNECTOR CHART
The connector information in this appendix is provided for the convenience of the servicing technician. The
connector illustration and pin identifications for connection to Allison Transmission components will be accurate.
Allison Transmission components are the ECU, speed sensors, retarder connectors, transmission connectors, and
shift selectors. Other kinds of connectors for optional or customer-furnished components are provided based on
typical past practice for an Allison-designed system.
Contact St. Clair Technologies, Inc. or your vehicle manufacturer for information on connectors not found in this
appendix.
NOTE: The following abbreviation guide should be used to locate connector termination points for wires in
the WTEC III wiring harness(es).
Table D–1. Appendix D Abbreviation Guide

Termination Point Abbreviation Connector Name
ARTN Analog Return
ASOL Solenoid A—Transmission Control Module
BSOL Solenoid B—Transmission Control Module
C3PS C3 Pressure Switch—Control Module
CSOL Solenoid C—Transmission Control Module
DDRD Diagnostic Connector—Deutsch
DDRP Diagnostic Connector—Packard
DSOL Solenoid D—Transmission Control Module
ECU–S Electronic Control Unit—Selector (S) Connector
ECU–V Electronic Control Unit—Vehicle (V) Connector
ECU–T Electronic Control Unit—Transmission (T) Connector
ESOL Solenoid E—Transmission Control Module
GSOL Solenoid F—Transmission Control Module
GSOL Solenoid G—Transmission Control Module
HSOL Retarder H Solenoid—Retarder Housing Or Retarder Valve Body
J1939 J1939 Datalink From ECU Selector (S) Harness
JSOL Solenoid J—Transmission Control Module (7-Speed Only)
NE Engine Speed Sensor
NO Output Speed Sensor
NSOL Retarder Accumulator Solenoid
NSOL Solenoid N—Transmission Control Module (7-Speed Only)
NT Turbine Speed Sensor
OBDII Diagnostic Connector—GMC On Board Diagnostics
OLS Oil Level Sensor
PSS Primary Shift Selector
RMOD Retarder Module (Units Built Prior To 1/98)
RMR Retarder Modulation Request Device
RNGTRM Chassis Ground Ring Terminal
RTEMP Retarder Temperature—Retarder Housing
Copyright © 2005 General Motors Corp. D–1

Table D–1. Appendix D Abbreviation Guide (cont’d)

Termination Point Abbreviation Connector Name
SCI Serial Communication Interface
SSS Secondary Shift Selector
TCASE 3000 Product Family 7-Speed Transfer Case
TPS Throttle Position Sensor
TRANS Transmission Feedthrough Harness
VIM Vehicle Interface Module
VIWS Vehicle Interface Wiring—ECU Selector (S) Harness
VIWV Vehicle Interface Wiring—ECU Vehicle (V) Harness
D–2 Copyright © 2005 General Motors Corp.

COLOR CODE BLACK
16 1
32 17
V03368
Figure D–1. ECU Connector “S”
ECU CONNECTOR “S” (BLACK)

Terminal No. Color Wire No. Description Termination Point(s)
1 White 142-S1 Serial Communication Interface, High DDRP-J, DDRD-A, OBDII-7
2 Tan 159-S2 Diagnostic Communication Link (ISO9141) VIWS-A
3 Pink 124-S3 Sensor Power RMR-C, PSS-N, SSS-N
4 Yellow 146-S4 Ignition Sense VIWS-E, DDRP-H, DDRD-C,
OBDII-16
5 Orange 170-S5 Primary Shift Selector, Data Bit 1 PSS-A
6 Green 171-S6 Primary Shift Selector, Data Bit 2 PSS-B
7 Blue 172-S7 Primary Shift Selector, Data Bit 4 PSS-C
8 Yellow 173-S8 Primary Shift Selector, Data Bit 8 PSS-D
9 Tan 174-S9 Primary Shift Selector, Parity PSS-E
10 Green 175-S10 Shift Selector Mode Input PSS-M, SSS-M
11 Yellow 119-S11 General Purpose Input 4 VIWS-M
12 Green 182-S12 CAN Controller Shield (J1939) J1939C
13 Pink 183-S13 CAN Controller, High (J1939) J1939A
14 Blue 180-S14 Shift Selector Display PSS-S, SSS-S
15 Orange 176-S15 General Purpose Output 6 PSS-L, SSS-L, VIWS-L
16 Pink 136-S16 Selector Power PSS-R, SSS-R
17 Blue 151-S17 Serial Communication Interface, Low DDRP-K, DDRD-B, OBDII-15
18 Tan 166-S18 General Purpose Output 7 VIWS-N
19 Green 135-S19 Analog Return RMR-A
20 Yellow 164-S20 Retarder Modulation Request RMR-B
21 Orange 190-S21 Secondary Shift Selector, Data Bit 1 SSS-A
22 Green 191-S22 Secondary Shift Selector, Data Bit 2 SSS-B
23 Blue 192-S23 Secondary Shift Selector, Data Bit 4 SSS-C
24 Yellow 193-S24 Secondary Shift Selector, Data Bit 8 SSS-D
25 Tan 194-S25 Secondary Shift Selector, Parity SSS-E
26 Blue 169-S26 General Purpose Input 12 VIWS-S
27 Blue 163-S27 General Purpose Input 6 VIWS-R
28 Yellow 126-S28 General Purpose Input 9 VIWS-C
29 Gray 184-S29 CAN Controller, Low (J1939) J1939-B
30 Tan 157-S30 Vehicle Speed VIWS-D
31 Green 115-S31 Check Transmission VIWS-B
32 Gray 143-S32 Selector Return PSS-P, SSS-P, VIWS-P, DDRP-A,
DDRD-E, OBDII-5

COLOR CODE BLUE
16 1
32 17
V03372
Figure D–2. ECU Connector “T”
ECU CONNECTOR “T” (BLUE)

1 Orange 102-T1 Solenoid Power, Solenoids A, D, and J TRANS-A
(MD 3070 only)
2 Tan 121-T2 Solenoid Power, Solenoids B and E TRANS-H
3 Green 107-T3 Solenoid Power, F Solenoid TRANS-E
4 White 120-T4 A Solenoid, Low TRANS-G
5 Green 103-T5 C Solenoid, Low TRANS-B
6 Tan 129-T6 E Solenoid, Low TRANS-K
7 White 104-T7 G Solenoid, Low TRANS-C
8 Blue 111-T8 J Solenoid, Low TRANS-e
9 Pink 124-T9 Sensor Power TRANS-D, TPS-C, RMR-C
10 Blue 156-T10 Throttle Position Sensor TPS-B
11 Yellow 164-T11 Retarder Modulation Request RMR-B
12 White 162-T12 C3 Pressure Switch Input TRANS-X
13 Yellow 195-T13 Transmission Identification TRANS-W
14 Tan 141-T14 Engine Speed Sensor, High NE-A
15 Orange 149-T15 Turbine Speed Sensor, High NT-A (4000), TRANS-V (3000)
16 Yellow 139-T16 Output Speed Sensor, High NO-A, TCASE-C (3000 7-Speed),
RMOD-C (3000 Retarder)
17 Yellow 130-T17 Solenoid Power, Solenoids C and G TRANS-L
18
19 Yellow 116-T19 Solenoid Power, Solenoids H and N HSOL-B, NSOL-B, TRANS-g,
TCASE-B (3000 7-Speed),
RMOD-B (3000 Retarder)
20 Orange 128-T20 B Solenoid, Low TRANS-J
21 Blue 131-T21 D Solenoid, Low TRANS-M
22 White 110-T22 F Solenoid, Low TRANS-F
23 White 127-T23 H Solenoid, Low HSOL-A (4000), RMOD-A (3000 Re-
tarder), TCASE-A (3000 7-Speed)
24 Blue 101-T24 N Solenoid, Low NSOL-A (4000 and 3000),
TRANS-f (3000 7-Speed)
25 Green 135-T25 Analog Return RMR-A, RTEMP-B (4000),
RMOD-F (3000)
26 Blue 165-T26 Oil Level Sensor Input TRANS-Y
27 Tan 147-T27 Sump Temperature Sensor Input TRANS-P
28 Orange 138-T28 Retarder Temperature Sensor Input RTEMP-A (4000), RMOD-E (3000)
29
30 Orange 150-T30 Engine Speed Sensor, Low NE-B
31 Blue 140-T31 Turbine Speed Sensor, Low NT-B, TRANS-U (3000)
32 Green 148-T32 Output Speed Sensor, Low NO-B, TCASE-D (3000 7-Speed),
RMOD-D (3000 Retarder)

COLOR CODE GRAY
16 1
32 17
V03373
Figure D–3. ECU Connector “V”
ECU CONNECTOR “V” (GRAY)

1 Pink 136-V1 Battery Power VIM-E1
2 White 114-V2 General Purpose Output 1 VIM-F3
3 Orange 132-V3 General Purpose Output 2 VIM-B1
4 White 113-V4 Reverse Warning VIM-F2
5 White 167-V5 General Purpose Output 8 VIWV-V
6 Tan 123-V6 Neutral Start VIM-D1
7
8 Pink 124-V8 Sensor Power TPS-C
9 Blue 179-V9 Engine Water Temperature VIWV-M
10 Blue 156-V10 Throttle Position Sensor TPS-B
11 Green 155-V11 General Purpose Input 1 VIWV-A
12 Yellow 153-V12 General Purpose Input 2 VIWV-B
13 Blue 118-V13 General Purpose Input 3 VIWV-C
14 Tan 177-V14 General Purpose Input 10 VIWV-S
15
16 Pink 136-V16 Battery Power VIM-E2
17 Gray 143-V17 Battery Return VIM-A1
18 White 125-V18 General Purpose Output 4 VIM-C2
19 Green 105-V19 General Purpose Output 5 VIWV-E
20 Tan 157-V20 Vehicle Speed VIM-B2
21
22 Tan 112-V22 General Purpose Output 3 VIM-D2
23
24 Green 135-V24 Analog Return TPS-A, VIWV-N
25 Gray 144-V25 Case Connection RNGTRM
26 Yellow 146-V26 Ignition Sense VIM-F1
27 White 154-V27 General Purpose Input 5 VIWV-D
28 Orange 178-V28 General Purpose Input 11 VIWV-R
29 Orange 137-V29 General Purpose Input 7 VIWV-U
30 Green 117-V30 General Purpose Input 8 VIWV-P
31 Yellow 161-V31 Digital Return (GPI) VIWV-L
32 Gray 143-V32 Battery Return VIM-A2

CAVITY A
N
CAVITY B
J P
a
H
g
RECEPTACLE (PINS) PLUG (SOCKETS)
NOTE: 1. Letters I and O are not used.
2. Sockets are lettered counterclockwise.
Pins are lettered clockwise. V01111.01
Figure D–4. Deutsch Bulkhead Connector, ECD
BULKHEAD CONNECTOR FOR “S” HARNESS (Plug With Sockets, Receptacle With Pins)
Terminal No.* Color Wire No. Description Termination Points*
A Tan 159-S2 Diagnostic Communication Link (ISO 9141) ECU-S2, VIWS-A
B Green 115-S31 Check Transmission ECU-S31, VIWS-B
C Yellow 126-S28 General Purpose Input 9 ECU-S28, VIWS-C
D Pink 124-S3 Sensor Power ECU-S3, RMR-C, PSS-N, SSS-N
E Yellow 146-S4 Ignition Sense ECU-S4, VIWS-E, DDRP-H,
DDRD-C, OBDII-16
F Orange 170-S5 Primary Shift Selector, Data Bit 1 ECU-S5, PSS-A
G Pink 136-S16 Selector Power ECU-S16, PSS-R, SSS-R
H White 142-S1 Serial Communication Interface, High ECU-S1, DDRP-J, DDRD-A,
OBDII-7, SCI-A
J Blue 172-S7 Primary Shift Selector, Data Bit 4 ECU-S7, PSS-C
K Blue 151-S17 Serial Communication Interface, Low ECU-S17, DDRP-K, DDRD-B,
OBDII-15, SCI-B
L Orange 176-S15 General Purpose Output 6 ECU-S15, PSS-L, SSS-L, VIWS-L
M Yellow 119-S11 General Purpose Input 4 ECU-S11, VIWS-M
N Green 135-S19 Analog Return ECU-S19, RMR-A
P Gray 143-S32 Selector Return ECU-S32, PSS-P, SSS-P, VIWS-P,
DDRP-A, DDRD-E, OBDII-5
Q Green 171-S6 Primary Shift Selector, Data Bit 2 ECU-S6, PSS-B
R Blue 163-S27 General Purpose Input 6 ECU-S27, VIWS-R
S Yellow 173-S8 Primary Shift Selector, Data Bit 8 ECU-S8, PSS-D
T Tan 174-S9 Primary Shift Selector, Parity ECU-S9, PSS-E
U Green 175-S10 Shift Selector Mode Input ECU-S10, PSS-M, SSS-M
V Blue 180-S14 Shift Selector Display ECU-S14, PSS-S, SSS-S
W Tan 166-S18 General Purpose Output 7 ECU-S18, VIWS-N
X Blue 169-S26 General Purpose Input 12 ECU-S26, VIWS-S
(continued on next page)

* Terminal number and termination points shown only apply when an Allison Transmission recommended harness configuration and
bulkhead connector are used.

BULKHEAD CONNECTOR FOR “S” HARNESS (Plug With Sockets, Receptacle With Pins) (cont’d)
Y Orange 190-S21 Secondary Shift Selector, Data Bit 1 ECU-S21, SSS-A
Z
a Yellow 164-S20 Retarder Modulation Request ECU-S20, RMR-B
b Green 191-S22 Secondary Shift Selector, Data Bit 2 ECU-S22, SSS-B
c Blue 192-S23 Secondary Shift Selector, Data Bit 4 ECU-S23, SSS-C
d Tan 157-S30 Vehicle Speed ECU-S30, VIWS-D
e Yellow 193-S24 Secondary Shift Selector, Data Bit 8 ECU-S24, SSS-D
f Tan 194-S25 Secondary Shift Selector, Parity ECU-S25, SSS-E
g
BULKHEAD CONNECTOR FOR “T” HARNESS (Receptacle With Sockets, Plug With Pins)
A Orange 102-T1 Solenoid Power, Solenoids A, D, and J ECU-T1, TRANS-A
(MD 3070 only)
B Green 103-T5 C Solenoid, Low ECU-T5, TRANS-B
C White 104-T7 G Solenoid, Low ECU-T7, TRANS-C
D Pink 124-T9 Sensor Power ECU-T9, TRANS-D, TPS-C, RMR-C
E Green 107-T3 Solenoid Power, F Solenoid ECU-T3, TRANS-E
F White 110-T22 F Solenoid, Low ECU-T22, TRANS-F
G White 120-T4 A Solenoid, Low ECU-T4, TRANS-G
H Tan 121-T2 Solenoid Power, Solenoids B and E ECU-T2, TRANS-H
J Orange 128-T20 B Solenoid, Low ECU-T20, TRANS-J
K Tan 129-T6 E Solenoid, Low ECU-T6, TRANS-K
L Yellow 130-T17 Solenoid Power, Solenoids C and G ECU-T17, TRANS-L
M Blue 131-T21 D Solenoid, Low ECU-T21, TRANS-M
N Green 135-T25 Analog Return ECU-T25, TRANS-N, TPS-A, RMR-A,
RTEMP-B (4000), RMOD-F (3000)
P Tan 147-T27 Sump Temperature Sensor Input ECU-T27, TRANS-P
Q Green 148-T32 Output Speed Sensor, Low ECU-T32, NO-B, TCASE-D
(3000 7-Speed), RMOD-D (3000
Retarder)
R Yellow 139-T16 Output Speed Sensor, High ECU-T16, NO-A, TCASE-C (3000
7-Speed), RMOD-C (3000 Retarder)
S Orange 150-T30 Engine Speed Sensor, Low ECU-T30, NE-B

T Tan 141-T14 Engine Speed Sensor, High ECU-T14, NE-A
U Blue 140-T31 Turbine Speed Sensor, Low ECU-T31, NT-B (4000),
TRANS-U (3000)
V Orange 149-T15 Turbine Speed Sensor, High ECU-T15, NT-A (4000),
TRANS-V (3000)
W Yellow 195-T13 Transmission Identification ECU-T13, TRANS-W
X White 162-T12 C3 Pressure Switch Input ECU-T12, TRANS-X
Y Blue 165-T26 Oil Level Sensor Input ECU-T26, TRANS-Y
Z
a Yellow 164-T11 Retarder Modulation Request ECU-T11, RMR-B
b Blue 156-T10 Throttle Position Sensor ECU-T10, TPS-B


BULKHEAD CONNECTOR FOR “T” HARNESS (Receptacle With Sockets, Plug With Pins) (cont’d)
c White 127-T23 H Solenoid, Low ECU-T23, HSOL-A (4000),
RMOD-A (3000 Retarder),
TCASE-A (3000 7-Speed)
d Orange 138-T28 Retarder Temperature Sensor Input ECU-T28, RTEMP-A (4000),
RMOD-E (3000)
e Blue 111-T8 J Solenoid, Low ECU-T8, TRANS-e
f Blue 101-T24 N Solenoid, Low ECU-T24, NSOL-A (4000 and 3000),
TRANS-f (3000 7-Speed)
g Yellow 116-T19 Solenoid Power, Solenoids H and N ECU-T19, HSOL-B, NSOL-B,
TRANS-g, TCASE-B (3000 7-Speed),
RMOD-B (3000 Retarder)
BULKHEAD CONNECTOR FOR “V” HARNESS (Receptacle With Sockets, Plug With Pins)
A Green 155-V11 General Purpose Input 1 ECU-V11, VIWV-A
B Yellow 153-V12 General Purpose Input 2 ECU-V12, VIWV-B
C Blue 118-V13 General Purpose Input 3 ECU-V13, VIWV-C
D Pink 124-V8 Sensor Power ECU-V8, TPS-C
E Green 105-V19 General Purpose Output 5 ECU-V19, VIWV-E
F Gray 143-V32 Battery Return ECU-V32, VIM-A2
G Gray 143-V17 Battery Return ECU-V17, VIM-A1
H Tan 112-V22 General Purpose Output 3 ECU-V22, VIM-D2
J White 114-V2 General Purpose Output 1 ECU-V2, VIM-F3
K Tan 123-V6 Neutral Start ECU-V6, VIM-D1
L Yellow 161-V31 Digital Return (GPI) ECU-V31, VIWV-L
M Blue 179-V9 Engine Water Temperature ECU-V9, VIWV-M
N Green 135-V24 Analog Return ECU-V24, TPS-A, VIWV-N
P Green 117-V30 General Purpose Input 8 ECU-V30, VIWV-P
Q White 113-V4 Reverse Warning ECU-V4, VIM-F2
R Orange 178-V28 General Purpose Input 11 ECU-V28, VIWV-R
S Tan 177-V14 General Purpose Input 10 ECU-V14, VIWV-S
T
U Orange 137-V29 General Purpose Input 7 ECU-V29, VIWV-U
V White 167-V5 General Purpose Output 8 ECU-V5, VIWV-V
W Pink 136-V16 Battery Power ECU-V16, VIM-E2
X Tan 157-V20 Vehicle Speed ECU-V20, VIM-B2
Y White 125-V18 General Purpose Output 4 ECU-V18, VIM-C2
Z
a
b Blue 156-V10 Throttle Position Sensor ECU-V10, TPS-B
c
d White 154-V27 General Purpose Input 5 ECU-V27, VIWV-D
e Yellow 146-V26 Ignition Sense ECU-V26, VIM-F1
f Orange 132-V3 General Purpose Output 2 ECU-V3, VIM-B1
g Pink 136-V1 Battery Power ECU-V1, VIM-E1

PIN
TERMINALS
SOCKET
D C B A TERMINALS A B C D
J H G F E E F G H J
R P N M L K K L M N P R
Z X W V U T S S T U V W X Z
f e d c b a a b c d e f
m k j h g g h j k m
s r p n n p r s
PLUG RECEPTACLE V01672
Figure D–5. Cannon 37-Way FMTV Bulkhead Connector
CANNON 37-WAY BULKHEAD CONNECTOR (FMTV ONLY)

A Blue 101-T24 N Solenoid Low Trans-f; ECU-T24
B Orange 102-T1 A, D, J Solenoid Power Trans-A; ECU-T1
C Green 103-T5 C Solenoid Low Trans-B; ECU-T5
D White 104-T7 G Solenoid Low Trans-C; ECU-T7
E Pink 106 Sensor Power Trans-D; TPS-C; RMR-C; 124-T9
Splice
F Green 107-T3 F Solenoid Power Trans-E; ECU-T3
G
H White 110-T22 F Solenoid Low Trans-F; ECU-T22
J Green 111-T8 J Solenoid Low Trans-e; ECU-T8
K Yellow 116-T19 H, N Solenoid Power Trans-g; ECU-T19;
L 201 Spare
M White 120-T4 A Solenoid Low Trans-G; ECU-T4
N Tan 121-T2 B, E Solenoid Power Trans-H; ECU-T2
P White 127-T23 H Solenoid Low T-case-A; ECU-T23
R Pink 124-T9 Sensor Power TPS-C; ECU-T9
S Yellow 127 H Solenoid Power T-case-B; 116-T19 Splice
T Orange 128-T20 B Solenoid Low Trans-J: ECU-T20
U Tan 129-T6 E Solenoid Low Trans-K: ECU-T6
V Yellow 130-T17 C, G Solenoid Power Trans-L; ECU-T17
W Blue 131-T21 D Solenoid Low Trans-M; ECU-T21
X 202 Spare
Z Green 135-T25 Analog Return TPS-A; ECU-T25
a Green 135B-T25 Analog Return Trans-N; 135-T25 Splice
b
c
d Tan 147-T27 Sump Temp Input Trans-P; ECU-T27
e 203 Spare
f Blue 156-T10 TPS TPS-B; ECU-T10

CANNON 37-WAY BULKHEAD CONNECTOR (FMTV ONLY) (cont’d)

g Green 148-T32 Output Speed-Low T-case-D; ECU-T32
h(in) Yellow 195-T13 TransID ECU-T13
h(out) Yellow 161A TransID Trans-W
j White 162-T12 C3PS Input Trans-X; ECU-T12
k Blue 165-T26 OLS Input Trans-Y; ECU-T26
m Tan 141-T14 Engine Speed-High NE-A; ECU-T14
n Yellow 139-T16 Output Speed-High T-case-C; ECU-T16
p Orange 149-T15 Turbine Speed-High Trans-V; ECU-T15
r Blue 140-T31 Turbine Speed-Low Trans-U; ECU-T31
s Orange 150-T30 Engine Speed-Low NE-B; ECU-T30

CAVITY A
N
CAVITY B
J P
a
H
g
RECEPTACLE (PINS) PLUG (SOCKETS)
NOTE: 1. Letters I and O are not used.
2. Sockets are lettered counterclockwise.
Pins are lettered clockwise. V01111.01
Figure D–6. Deutsch Transmission Connector, ECD
DEUTSCH TRANSMISSION CONNECTOR (Plugs With Sockets, Receptacles With Pins)

A Orange 102-T1 Solenoid Power, Solenoids A, D, and J ECU-T1, ASOL-B, DSOL-B, JSOL-B
B Green 103-T5 C Solenoid, Low ECU-T5, CSOL-A
C White 104-T7 G Solenoid, Low ECU-T7, GSOL-A
D Pink 124-T9 Sensor Power ECU-T9, TPS-C, RMR-C, OLS-D
E Green 107-T3 Solenoid Power, F Solenoid ECU-T3, FSOL-A
F White 110-T22 F Solenoid, Low ECU-T22, FSOL-B
G White 120-T4 A Solenoid, Low ECU-T4, ASOL-A
H Tan 121-T2 Solenoid Power, Solenoids B and E ECU-T2, BSOL-B, ESOL-B
J Orange 128-T20 B Solenoid, Low ECU-T20, BSOL-A
K Tan 129-T6 E Solenoid, Low ECU-T6, ESOL-A
L Yellow 130-T17 Solenoid Power, Solenoids C and G ECU-T17, GSOL-B, CSOL-B
M Blue 131-T21 D Solenoid, Low ECU-T21, DSOL-A
N Green 135-T25 Analog Return ECU-T25, TPS-A, RMR-A,
RTEMP-B (4000), RMOD-F (3000),
C3PS-B, OILT-LO, OLS-B
P Tan 147-T27 Sump Temperature Sensor Input ECU-T27, OILT-HI
Q
R
S
T
U Blue 140-T31 Turbine Speed Sensor, Low (3000, ECU-T31, NT-B
3000 7-speed only)
V Orange 149-T15 Turbine Speed Sensor, High (3000, ECU-T15, NT-A
3000 7-speed only)
W Yellow 195-T13 Transmission Identification (TransID) ECU-T13, ARTN
X White 162-T12 C3 Pressure Switch Input ECU-T12, C3PS-A
Y Blue 165-T26 Oil Level Sensor Input ECU-T26, OLS-A
Z


DEUTSCH TRANSMISSION CONNECTOR (Plugs With Sockets, Receptacles With Pins) (cont’d)
a
b
c
d
e Blue 111-T8 J Solenoid, Low (3000 or 4000 7-Speed only) ECU-T8, JSOL-A
f Blue 101-T24 N Solenoid, Low (3000 or 4000 7-Speed ECU-T24, NSOL-A
only)
g Yellow 116-T19 Solenoid Power, Solenoids H and N ECU-T19, HSOL-B, NSOL-B
(3000 7-Speed only)

S K
W D
COLOR CODE GREEN
HARNESS DEVICE
T A
L E
NOTE: Letters I, O, and Q not used V03369
Figure D–7. Remote Selector Connector
REMOTE SHIFT SELECTOR CONNECTOR—PRIMARY SELECTOR

Terminal No.* Color Wire No. Description Termination Point(s)*
A Orange 170-S5 Primary Shift Selector, Data Bit 1 ECU–S5
B Green 171-S6 Primary Shift Selector, Data Bit 2 ECU–S6
C Blue 172-S7 Primary Shift Selector, Data Bit 4 ECU–S7
D Yellow 173-S8 Primary Shift Selector, Data Bit 8 ECU–S8
E Tan 174-S9 Primary Shift Selector, Parity ECU–S9
F
G
H
J
K
L Orange 176-S15 General Purpose Output 6 VIWS-L, ECU–S15
M Green 175-S10 Shift Selector Mode Input ECU–S10
N Pink 124-S3 Sensor Power RMR-C, ECU–S3
P Gray 143-S32 Selector Return VIWS-P, DDRP-A, DDRD-E,
or OBDII-5, ECU–S32
R Pink 136-S16 Selector Power ECU–S16
S Blue 180-S14 Shift Selector Display ECU–S14
T White 186 Dimmer Input A VIWS-T
U Yellow 187 Dimmer Input B VIWS-U
V Gray 188 Dimmer Ground VIWS-V
W

REMOTE SHIFT SELECTOR CONNECTOR—SECONDARY SELECTOR

A Orange 190-S5 Secondary Shift Selector, Data Bit 1 ECU–S21
B Green 191-S6 Secondary Shift Selector, Data Bit 2 ECU–S22
C Blue 192-S7 Secondary Shift Selector, Data Bit 4 ECU–S23
D Yellow 193-S8 Secondary Shift Selector, Data Bit 8 ECU–S24
E Tan 194-S9 Secondary Shift Selector, Parity ECU–S25
F
G
H
J
K
L Orange 176-S15 General Purpose Output 6 VIWS-L, PSS-L, ECU–S15
M Green 175-S10 Shift Selector Mode Input PSS-M, ECU–S10
N Pink 124-S3 Sensor Power RMR-C, PSS-N, ECU–S3
P Gray 143-S32 Selector Return VIWS-P, PSS-P, DDRP-A, DDRD-E,
or OBDII-5, ECU–S32
R Pink 136-S16 Selector Power PSS-R, ECU–S16
S Blue 180-S14 Shift Selector Display PSS-S, ECU–S14
T White 186 Dimmer Input A PSS-T, VIWS–T
U Yellow 187 Dimmer Input B PSS-U, VIWS–U
V Gray 188 Dimmer Ground PSS-V, VIWS–V
W

RECEPTACLE PLUG
V07141
Figure D–8. Compact Pushbutton Selector Connector
COMPACT PUSHBUTTON SHIFT SELECTOR

1 Selector Power ECU–S16
2 Selector Return ECU–S32, VIWS–P, DDRP–A,
DDRD–E, OBDII–5
3 Wake-up Power Input ECU–S3, RMR–C
4 Vehicle Dimmer Input—24V VIWS–T
5 Vehicle Dimmer Input—12V VIWS–U
6
7 Serial Data Link Input (Display) ECU–S14
8 Vehicle Dimmer Return VIWS–V
9 MODE Switch Output ECU–S10
10 Shift Selector, Data Bit 1 ECU–S5
14 Shift Selector, Data Bit Parity ECU–S9

L
A A
R
M
RECEPTACLE PLUG
V01674
Figure D–9. Optional Deutsch Sensor Harness Connector
OPTIONAL DEUTSCH SENSOR HARNESS CONNECTOR

A
B
C Green 135-T25 Analog Return ECU-T25, TRANS-N,
RTEMP-B (4000), RMOD-F (3000),
TPS-A, RMR-A
D Orange 138-T28 Retarder Temperature Sensor Input ECU-T28, RTEMP-A (4000),
RMOD-E (3000)
E Yellow 116-T19 Solenoid Power, Solenoids H and N ECU-T19, HSOL-B, NSOL-B
F White 127-T23 H Solenoid, Low ECU-T23, HSOL-A
G Yellow 116-T19 Solenoid Power, Solenoids H and N ECU-T19, HSOL-B, NSOL-B
H Blue 101-T24 N Solenoid, Low ECU-T24, NSOL-B
J
K
L Blue 140-T31 Turbine Speed Sensor, Low ECU-T31, NT-B (4000)
M Orange 149-T15 Turbine Speed Sensor, High ECU-T15, NT-A (4000)
N Orange 150-T30 Engine Speed Sensor, Low ECU-T30, NE-B
P Tan 141-T14 Engine Speed Sensor, High ECU-T14, NE-A
R Green 148-T32 Output Speed Sensor, Low ECU-T32, NO-B
S Yellow 139-T16 Output Speed Sensor, High ECU-T16, NO-A

A B A B A B
FORMER CURRENT ACCUMULATOR (N SOLENOID)

SPEED SENSOR SPEED SENSOR RETARDER (H SOLENOID)
V04850.02.00
Figure D–10. Speed Sensor Connector
ENGINE SPEED SENSOR CONNECTOR

A Tan 141-T14 Engine Speed Sensor Hi ECU-T14
B Orange 150-T30 Engine Speed Sensor Lo ECU-T30
TURBINE SPEED SENSOR CONNECTOR (HD PRODUCT LINE ONLY)

A Orange 149-T15 Turbine Speed Sensor Hi ECU-T15
B Blue 140-T31 Turbine Speed Sensor Lo ECU-T31
OUTPUT SPEED SENSOR CONNECTOR

A Yellow 139-T16 Output Speed Sensor Hi ECU-T16
B Green 148-T32 Output Speed Sensor Lo ECU-T32
ACCUMULATOR (N) SOLENOID

A Blue 101-T24 N Solenoid Lo ECU-T24
B Yellow 116-T19 N Solenoid Hi ECU-T19
3000 PRODUCT FAMILY RETARDER (H SOLENOID, TID 2)

A White 127-T23 H Solenoid Lo ECU-T23
B Yellow 116C-T19 H Solenoid Hi ECU-T19

G F
H E
J D
K C
L B
M A
V00644.01
Figure D–11. Diagnostic Connector (Packard)
DIAGNOSTIC CONNECTOR
A Gray 143-S32 Selector Return (–) ECU-S32, VIWS-P, PSS-P, SSS-P
H Yellow 146-S4 Ignition Signal (+) ECU-S4, VIWS-E
J White 142-S1 Serial Communication (+) ECU-S1, SCI-A
K Blue 151-S17 Serial Communication (–) ECU-S17, SCI-B

D
E
F B C
A F A B
E C
D J
G
H
6-PIN 9-PIN
V04851
Figure D–12. Optional Deutsch Diagnostic Tool Connectors
OPTIONAL 6-PIN DIAGNOSTIC TOOL CONNECTOR

A White 142-S1 Serial Communication (+) ECU-S1, SCI-A
B Blue 151-S17 Serial Communication (–) ECU-S17, SCI-B
C Yellow 146-S4 Ignition Signal (+) ECU-S4, VIWS-E
D Open
E Gray 143-S32 Selector Return (–) ECU-S32, VIWS-P, PSS-P, SSS-P
F Open
OPTIONAL 9-PIN DIAGNOSTIC TOOL CONNECTOR

A Gray 143-S32 Selector Return (–) ECU-S32, VIWS-P, PSS-P, SSS-P
B Yellow 146-S4 Ignition Power (+) ECU-S4, VIWS-E
B (Optional) Pink 136-S16 Battery Power (+) ECU-S16, PSS-R, SSS-R
C Pink 183-S13 J1939 High ECU-S13, J1939-A/H
D Gray 184-S29 J1939 Low ECU-S29, J1939-B/L
E Green 182-S12 J1939 Shield/Ground ECU-S12, J1939-C/S
F White 142-S1 Serial Communication (+) ECU-S1, SCI-A
G Blue 151-S17 Serial Communication (–) ECU-S17, SCI-B

1
V03370
Figure D–13. GMC Connector for OBD-II Diagnostic Adapter
OPTIONAL OBD–II DIAGNOSTIC CONNECTOR

1
2
3
4
5 Gray 143-S32 Selector Return (–) ECU-S32, VIWS-P, PSS-P, SSS-P
6
7 White 142-S1 Serial Communication Interface, Hi ECU-S1, SCI-A
8
9
10
11
12
13
14
15 Blue 151-S17 Serial Communication Interface, Lo ECU-S17, SCI-B
16 Yellow 146-S4 Ignition Sense (+) ECU-S4, VIWS-E

S
R K
P
W D
COLOR CODE BLUE COLOR CODE WHITE
HARNESS CONNECTOR
T A
L E
VIW—V VIW—S
V03371
Figure D–14. VIW Connector (Packard Micro Pack)
VIW–V CONNECTOR
A Green 155-V11 General Purpose Input 1 ECU-V11, VIWV-A
B Yellow 153-V12 General Purpose Input 2 ECU-V12, VIWV-B
C Blue 118-V13 General Purpose Input 3 ECU-V13, VIWV-C
D White 154-V27 General Purpose Input 5 ECU-V27, VIWV-D
E Green 105-V19 General Purpose Output 5 ECU-V19, VIWV-E
F
G
H
J
K
L Yellow 161-V31 Digital Return (GPI) ECU-V31, VIWV-L
M Blue 179-V9 Engine Water Temperature ECU-V9, VIWV-M
N Green 135-V24 Analog Return ECU-V24, TPS-A, VIWV-N
P Green 117-V30 General Purpose Input 8 ECU-V30, VIWV-P
R Orange 178-V28 General Purpose Input 11 ECU-V28, VIWV-R
S Tan 177-V14 General Purpose Input 10 ECU-V14, VIWV-S
T
U Orange 137-V29 General Purpose Input 7 ECU-V29, VIWV-U
V White 167-V5 General Purpose Output 8 ECU-V5, VIWV-V
W

VIW–S CONNECTOR
Terminal No.* Color Wire No. Description Termination Point(s) *
A Tan 159-S2 Diagnostic Communication Link (ISO9141) ECU-S2, VIWS-A
B Green 115-S31 Check Transmission ECU-S31, VIWS-B
C Yellow 126-S28 General Purpose Input 9 ECU-S28, VIWS-C
D Tan 157-S30 Vehicle Speed ECU-S30, VIWS-D
E Yellow 146-S4 Ignition Sense ECU-S4, VIWS-E, DDRP-H,
DDRD-C
F
G
H
J
K
L Orange 176-S15 General Purpose Output 6 ECU-S15, VIWS-L, PSS-L, SSS-L
M Yellow 119-S11 General Purpose Input 4 ECU-S11, VIWS-M
N Tan 166-S18 General Purpose Output 7 ECU-S18, VIWS-N
P Gray 143-S32 Selector Return ECU-S32, VIWS-P, PSS-P, SSS-P,
DDRP-A, DDRD-E
R Blue 163-S27 General Purpose Input 6 ECU-S27, VIWS-R
S Blue 169-S26 General Purpose Input 12 ECU-S26, VIWS-S
T White 186 Dimmer Input A VIWS-T, PSS-T, SSS-T
U Yellow 187 Dimmer Input B VIWS-U, PSS-U, SSS-U
V Gray 188 Chassis Ground VIWS-V, PSS-V, SSS-V
W

A B C
V00645
Figure D–15. TPS Connector
THROTTLE POSITION SENSOR CONNECTOR

A Green 135-T25 or Analog Return ECU-T25 or V24; TRANS-N;
135-V24 RMR-A, RMOD-F or B; VIWV-N
B Blue 156-T10 or V10 TPS Signal ECU-T10 or V10
C Pink 124-T9 or V8 TPS Hi ECU-T9 or V8; RMR-C

A
B F
C E
D
V01675
Figure D–16. Transfer Case Connector (3000 Product Family 7-Speed)
TRANSFER CASE CONNECTOR (3000 PRODUCT FAMILY 7-SPEED ONLY)

A White 127-T23 H (Diff Lock) Solenoid Lo ECU-T23
B Yellow 116N-T19 H (Diff Lock) Solenoid Hi ECU-T19, TRANS-g
C Yellow 139-T16 Output Speed Sensor Hi ECU-T16
D Green 148-T32 Output Speed Sensor Lo ECU-T32

G B
H
V00646
Figure D–17. Retarder Connector (3000 Product Family Pre-TransID and TID 1)
RETARDER CONNECTOR—3000 Product Family (Pre-TransID and TID 1)

A White 127-T23 H (Rtdr Enable) Solenoid Lo ECU-T23
B Yellow 116-T19 H (Rtdr Enable) Solenoid Hi ECU-T19, NSOL-B
C Yellow 139-T16 Output Speed Sensor Hi ECU-T16
D Green 148-T32 Output Speed Sensor Lo ECU-T32
E Orange 138-T28 Retarder Temperature Input ECU-T28
F Green 135-T25 Analog Return ECU-T25; TRANS-N; TPS-A,
RMR-A

A
B
V01099
Figure D–18. Retarder Connector (3000 and 4000 Product Families)
RETARDER CONNECTOR—3000 and 4000 Product Families

A White 127-T23 H (Retarder Enable) Solenoid Lo ECU-T23
B Yellow 116-T19 H (Retarder Enable) Solenoid Hi ECU-T19, NSOL-B

A B C
V00645
Figure D–19. Retarder Resistance Module/Interface Connector
RETARDER RESISTANCE MODULE/INTERFACE CONNECTOR

A Green 135-T25 or S19 Analog Return ECU-T25 or S19; TRANS-N,
RMOD-F; TPS-A
B Yellow 164-T11 or S20 Retarder Mod. ECU-T11 or S20
C Pink 124-T9 or S3 Retarder Mod. Hi ECU-T9 or S3; TRANS-D, PSS-N,
SSS-N

B A
V01678
Figure D–20. Retarder Temperature Sensor Connector (4000 Product Family Pre-TransID and TID 1)
RETARDER TEMPERATURE SENSOR CONNECTOR—4000 Product Family

(Pre-TransID and TransID 1)
A Orange 138-T28 Retarder Temperature Input ECU-T28
B Green 135-T25 Analog Return ECU-T25; TRANS-N; TPS-A;
RMR-A

B A
V04843
Figure D–21. Retarder Temperature Sensor Connector (3000 and 4000 Product Families, TID 2 and Later)
RETARDER TEMPERATURE SENSOR CONNECTOR—

3000 AND 4000 PRODUCT FAMILIES, TID 2 AND LATER
A Orange 138-T28 Retarder Temperature Input ECU-T28
B Green 135C-T25 Analog Return ECU-T25; TRANS-N; TPS-A

A1 A3
F1 F3
V01100
Figure D–22. VIM Connector (Harness)
VIM CONNECTOR (HARNESS)

A1 Gray 143-V17 Battery Return (–) ECU-V17
A2 Gray 143-V32 Battery Return (–) ECU-V32
A3 Reserved
B1 Orange 132-V3 GPO 2 ECU-V3
B2 Tan 157-V20 Speedometer Signal ECU-V20
B3 Reserved
C1 Reserved
C2 White 125-V18 GPO 4 ECU-V18
C3 Reserved
D1 Tan 123-V6 Neutral Start ECU-V6
D2 Tan 112-V22 GPO 3 ECU-V22
D3 Reserved
E1 Pink 136-V1 Battery Power (+) ECU-V1
E2 Pink 136-V16 Battery Power (+) ECU-V16
E3 Reserved
F1 Yellow 146-V26 Ignition Sense (+) ECU-V26
F2 White 113-V4 Reverse Warning ECU-V4
F3 White 114-V2 GPO 1 ECU-V2

A1
K3
V01240
Figure D–23. VIM Connector (Harness)
VIM CONNECTOR (HARNESS 30-WAY)

Terminal No. Color Wire No. Description Termination Point(s)*
A1 Blue 313NO Reverse Warning Relay—Normally Open
A2 Yellow 314CM Output Wire 114 Relay—Common
A3 Blue 314NO Output Wire 114 Relay—Normally Open
B1 Yellow 313CM Reverse Warning Relay—Common
B2 Green 314NC Output Wire 114 Relay—Normally Closed
B3 Reserved
C1 Orange 346 Ignition Power
C2 Green 312NC Output Wire 112 Relay—Normally Closed
C3 Reserved
D1 Green 325NC Output Wire 125 Relay—Normally Closed
D2 Green 332NC Output Wire 132 Relay—Normally Closed
D3 Reserved
E1 Yellow 325CM Output Wire 125 Relay—Common
E2 Yellow 332CM Output Wire 132 Relay—Common
E3 Blue 332NO Output Wire 132 Relay—Normally Open
F1 Blue 323NO Neutral Start Relay—Normally Open
F2 Yellow 312CM Output Wire 112 Relay—Common
F3 Blue 312NO Output Wire 112 Relay—Normally Open
G1 Yellow 323CM Neutral Start Relay—Common
G2 Reserved
G3 Reserved
H1 Reserved
H2 White 357UF Speedometer—Unfiltered
H3 Reserved
J1 Pink 336A Battery Power
J2 Pink 336C Battery Power
J3 Reserved
K1 Gray 343A Battery Return
K2 Gray 343C Battery Return
K3 Reserved
* Termination Points are determined by OEM electrical system design.

LABEL INDICATES
PRESSURE LEVEL
A
B
LO
V00570
Figure D–24. Resistance Module Type 2—Single Pressure Switch and SCI Interface
RESISTANCE MODULE TYPE 2

Terminal No.
A
B
SCI INTERFACE CONNECTOR

A White 142-S1 Serial Communication Interface, Hi ECU-S1, DDRP-J, DDRD-A
B Blue 151-S17 Serial Communication Interface, Lo ECU-S17, DDRP-K, DDRD-B

D
C
B
A
V
B
V00571
Figure D–25. Resistance Module Type 3—Bendix E-10R Pedal

Terminal No. Wire Color
A Blue
B Violet
C Orange
D White

100% 6 3
6 (R)
5 (Y) 5 2
4 (G)
3 (V)
2 (O)
4 1
1 (B)
+ (W)
0% NC +
V03471.00.01
Figure D–26. Resistance Module Type 5—Hand Lever

+ White
1 Blue
2 Orange
3 Violet
4 Green
5 Yellow
6 Red

SIGNAL (Y)
+5V (W)
GND (G)
A
V00573
Figure D–27. Resistance Module Type 7—Dedicated Pedal

A Green
B Yellow
C White

A
B
HI
LABEL INDICATES
PRESSURE LEVEL
A
B
MED
LABEL INDICATES
PRESSURE LEVEL
A
B
LO
LABEL INDICATES
PRESSURE LEVEL V00574.01
Figure D–28. Resistance Module Type 8—Three Pressure Switch
LOW PRESSURE
A White
B Blue
MEDIUM PRESSURE
A White
B Orange
HIGH PRESSURE
A White
B Violet

LABEL INDICATES
PRESSURE LEVEL
A
B
HI
LABEL INDICATES
PRESSURE LEVEL
A
B
MED
V00575
Figure D–29. Resistance Module Type 9—Two Pressure Switch
MEDIUM PRESSURE
A White
B Orange
HIGH PRESSURE
A White
B Violet

C D
A B A C
4-WAY 3-WAY V07109
Figure D–30. Oil Level Sensor Plug
OIL LEVEL SENSOR CONNECTOR

4-WAY CONNECTOR (ORIGINAL OLS)
Termination Point(s)
31-Way Feedthrough
Terminal No. Color Wire No. Description Harness Connector
A Blue 165 Oil Level Sensor Input Trans-Y
B Green 135 Analog Return Trans-N
C
D Pink 124 Sensor Power Trans-D
3-WAY CONNECTOR (REDESIGNED OLS)

Termination Point(s)
31-Way Feedthrough
Terminal No. Color Wire No. Description Harness Connector
A Black 135 Analog Return Trans-N
B White 165 Oil Level Sensor Input Trans-Y
C Red 124 Sensor Power Trans-D

A or H
B or L C or S
V07110
Figure D–31. J1939 Interface Connector
J1939 INTERFACE CONNECTOR

A or H Pink 183-S13 J1939 Controller, Hi ECU-S13
B or L Gray 184-S29 J1939 Controller, Lo ECU-S29
C or S Green 182-S12 J1939 Shield ECU-S12

NOTES

APPENDIX E — CONNECTOR PART NUMBERS, TERMINAL PART
NUMBERS, TOOL PART NUMBERS, AND REPAIR INSTRUCTIONS
Contents Page
List of Special Tools Required To Service WTEC III Wiring Harnesses . . . . . . . . . . . . . . . . E–2
1–1. Delphi-Packard Micro Pack 100W Connectors (ECU, VIWV, VIWS, Shift Selectors) . . . . . E–5
1–2. Delphi-Packard Metri-Pack 150 Series Connectors—Pull-to-Seat (Speed Sensor;
Accumulator Solenoid; 30-Way and 18-Way VIM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–9
1–3. Delphi-Packard Metri-Pack 150 Series Connectors—Push-to-Seat (Oil Level Sensor) . . . . . E–13
1–4 Delphi-Packard Metri-Pack 150 Series Connectors—Push-to-Seat (All Models With TID 2
and Later Sump Temperature Thermistor). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–17
1–5. Delphi-Packard Metri-Pack 280 Series Connectors—Pull-to-Seat (Internal Harness Solenoid
and C3 Pressure Switch). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–19
1–6. Delphi-Packard Metri-Pack 280 Series Connectors—Push-to-Seat (Diagnostic Connector) . E–21
1–7. Delphi-Packard WeatherPack Connectors (TPS; 3-Way RMR Sensor; 4000 Retarder
Temperature; 3-Way RMR Device (Dedicated Pedal)) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–25
1–8. Amp Products Connectors (8-Way RMR Device (Hand Lever)) . . . . . . . . . . . . . . . . . . . . . . E–29
1–9. Deutsch IPD/ECD Connectors (31-Way Bulkhead; 31-Way Feedthrough Harness;
16-Way Optional Sensor Harness; 6-Way Optional Diagnostic Connector; 9-Way Optional
Diagnostic Connector) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-31
1–10. ITT Cannon Connectors—Crimped (37-Way FMTV Bulkhead; 6-Way Transfer Case; 8-Way
3000 Retarder) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–35
1–11. ITT Cannon Connectors—Soldered (2-Way 4000 Retarder). . . . . . . . . . . . . . . . . . . . . . . . . . E–39
1–12. Deutsch DT Series Connectors (3-Way J1939 Connector) . . . . . . . . . . . . . . . . . . . . . . . . . . . E–43
1–13. AMP MATE-N-LOK II Connectors (Compact Shift Selector) . . . . . . . . . . . . . . . . . . . . . . . . E–47
1–14. Repair of a Broken Wire with In-Line Butt Splice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–51
1–15. List of WTEC III Connector Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–53
follows:
responsible for warranty on these parts. SCTI recognizes Allison Transmission, manufacturers, and
SCTI part numbers. SCTI provides a technical HELPLINE at 519-627-1673 (Wallaceburg). SCTI
will have parts catalogs available. The SCTI addresses and phone numbers for parts outlets are:
Fax: 519-627-4227 Phone: 011-526 2222-43834
Fax: 011-526-2222-43553
Copyright © 2005 General Motors Corp. E–1

.
List Of Special Tools Required To Service WTEC III Wiring Harnesses

Tool Number Tool Type Paragraph Reference
23046604 Splice, Sealed (14–16 AWG) 1–14
23046605 Splice, Sealed (18–22 AWG) 1–14
J 25070 Heat Gun 1–14
J 34182 Crimper 1 1–9, 1–10, 1–12
J 34513 Remover 1 1–9
J 35123 Crimper (Alternate) 1–2, 1–3
J 35606 Crimper (Alternate) 1–7
J 35615 Wire Stripper 1 1–2, 1–3, 1–5, 1–14
J 35689-A Remover 1–2, 1–3, 1–4
J 38125-6 Crimper 1–6, 1–7
J 38125-7 Crimper 1–2, 1–3, 1–5, 1–6, 1–8
J 38125-8 Crimper 1–14
J 38125-10 Remover 1–7
J 38125-13 Remover 1–5, 1–6, 1–8
J 38582-3 Remover 1–9
J 38852 Crimper (Alternate) 1–7
J 39227 Remover 1–1
Terminal Remover/Installer (3000 Retarder Before
J 39841 January 1, 1998) 1–10
J 39842 Terminal Remover/Installer (3000 7-Speed T-Case) 1–10
J 41193 Connector Repair Kit (FMTV) 1–10
J 41193-1 Guide Pin 1–10
J 41193-2 Insertion Tool 1–10
J 41193-3 Terminal Remover 1–10
J 41194 Extractor/Inserter 1–9
J 42215 Crimper 1–1, 1–4
J 47027 Crimper DHD 1–9
None 50–70 Percent Tin Resin Core Solder 1–11
None Pen-Type Soldering Iron (Max OD = 3.175 mm) 1–11
None Desoldering Braid 1–11
58529-1 AMP Pro-Crimper II 1–13
58529-2 Die Assembly for AMP Pro-Crimper II 1–13
58440-1 Alternate AMP Hand-Crimping Tool 1–13
E–2 Copyright © 2005 General Motors Corp.

RETAINER (Keyed to fit proper ECU socket; color-coded to match Strain Relief)
SOCKET TERMINAL (FEMALE)
CONNECTOR
TYPICAL WIRE
SEAL
LOCKTAB (SECURES
RETAINER)
TERMINAL LOCKING
FINGER
LOCKING POST
STRAIN RELIEF (Color-code

should match Retainer)
LOCKTABS
CAVITY PLUG
Lock terminal
here
SOCKET TERMINAL
WIRE
J 42215 CRIMPING TOOL

V03419.02.00
Figure E–1A. Delphi-Packard Micro Pack Connector (ECU)

SECONDARY LOCK
MATING CONNECTOR
WITH FEMALE (SOCKET)
TERMINALS
J 39227
REMOVAL
TOOL
LOCKTAB
(RETAINS LOCK ASSIST)
WIRE SEAL
LOCK ASSIST
VIEW A
LOCKING
FINGERS WIRE
MATING CONNECTOR
WITH MALE (PIN)
TERMINALS
WIRE SEAL
VIEW A
CAVITY PLUG
CONDUIT CLIP
SOCKET
TERMINAL
Lock terminal here

PIN TERMINAL
WIRE
J 42215 CRIMPING TOOL V03421.01.00
Figure E–1B. Delphi-Packard Micro Pack Connector (VIWV, VIWS, Shift Selector)

1–1. DELPHI-PACKARD MICRO PACK 100W CONNECTORS
(ECU, VIWV, VIWS, SHIFT SELECTORS)
A. Connector/Terminal Repairs
Crimping Tool J 42215
Remover Tool J 39227
Use Description Manufacturers P/N
Electronic Control Unit (Harness) Strain Relief, 32-Way Black 12191001 *
Seal, 32-Way 15305333 *
Cavity Plug 12129557 *
Connector 15305371
Retainer, Black 12129021 *
Terminal, Socket 12084912 *
CPA (Connector Position Assurance) 12177289 *
Strain Relief, 32-Way Gray 12191002 *
Retainer, Gray 12129022 *
Strain Relief, 32-Way Blue 12191003 *
Retainer, Blue 12129023 *
VIWV and VIWS (Harness) Connector, Gray 12160542
Wire Seal, Green 12110693
VIWV Only Lock Assist, Blue 12191177
Terminal, Pin 12160551
Cavity Plug 12129557 *
Conduit Clip, Black 12176394
VIWS Only Lock Assist, White 12191178
Shift Selector (Harness) Connector, Gray 12160280 *
Wire Seal, Gray 15304882 *
Secondary Lock, Green 12160494 *
Terminal, Socket 12084912 *
Shift Selector (Device) Connector, Gray 12160542
(Kit P/N 29530475) Wire Seal, Green 12110693
Lock Assist/Seal, Green 12191176
Conduit Clip, Black 12176394 *
VIWV and VIWS (Device) Connector, Gray 12160280
Wire Seal, Gray 15304882
VIWV Only Secondary Lock, Blue 12191172
Terminal, Socket 12084912
VIWS Only Secondary Lock, White 12191173
* These parts are contained in Allison Kit P/N 29532362.

B. Terminal Removal
1. ECU Harness Connectors (Figure E–1A)
The color-code of the strain relief should match the color-code of the retainer. However, cases
have been reported where this has not occurred. The retainer color-code and key configuration
ensures that the proper wiring harness connector is in the right socket of the ECU. The color-
CAUTION: code of the strain relief is of secondary importance and may not agree with the retainer.
Change the strain relief to match the color-code of the retainer (Figure E–1A) when color-code
mismatch is found.
a. Use a small-bladed screwdriver to gently release the locktabs at the splitline of the strain relief.
b. Spread the strain relief open.
c. Remove the retainer from the connector by using a small-bladed screwdriver to depress the
locktabs on the side of the connector.
d. Remove a selected terminal by pushing forward on the wire or by lifting the locking finger and
pulling the wire and terminal rearward out of the connector.
2. VIWV and VIWS Harness Connectors and Shift Selector (Device) Connectors (Figure E–1B)
a. Lift locktab on the side of the connector and remove the lock assist.
b. Open the conduit clip on the back of the connector after lifting locktabs on each side and sliding
clip back to release it from connector.
c. Use the J 39227 tool to release the locking finger inside the connector and pull the terminal/wire
out the rear of the connector.
3. VIWV and VIWS (Device) Connectors and Shift Selector Harness Connectors (Figure E–1B)
a. Carefully insert a small screwdriver blade between the connector body and the secondary lock.
Twist/pry to remove the secondary lock from the connector body.
b. Open the conduit clip on the back of the connector after lifting locktabs on each side and sliding
clip back to release it from connector.
c. Use the J 39227 tool to release the locking finger inside the connector and pull the terminal/wire
out the rear of the connector.
C. Terminal Crimping
1. Carefully strip insulation to leave 5.0 mm ± 0.5 mm (0.20 ± 0.02 inch) of bare wire showing.
2. Insert the new terminal to be crimped in the J 42215 crimping tool. There is a spring-loaded
terminal positioner at the front of the tool to hold the terminal in place. Squeeze the crimper
handles for a few clicks to start the crimping process but leave room to insert the wire end.
3. Insert the bare wire end into the terminal. Squeeze the crimper handles to complete the crimping
process and until the crimper handles open when released to remove the terminal/wire from the
tool.

C. Terminal Crimping (cont’d)
4. Complete terminal installation for VIW and Shift Selector Connectors as follows: (Figure E–1B)
a. Insert the wire seal in the back of the connector.
b. Push the terminal/wire assembly through the proper hole in the back of the wire seal. Push the
wire in until the terminal clicks into position. Gently pull rearward on the wire to be sure that
the terminal is fully seated. Install cavity plugs as needed.
c. Install the lock assist or secondary lock into the connector body.
d. Close the conduit clip around the conduit and lock the clip into the rear of the connector body.
5. Complete terminal installation of the ECU Connectors as follows: (Figure E–1A)
a. Align the locking posts on the connector with the seal and push the locking posts through the
seal into the mating holes in the strain relief (if the connector was removed from the strain
relief).
b. Push the terminal/wire assembly through the proper hole in the back of the seal. Push the wire
in until the terminal clicks into position.
NOTE: All terminals must be properly positioned to install the retainer in Step (5c).
c. Install the retainer on the connector body to lock the terminals in position. Pull rearward on the
wire to be sure that the terminal is fully seated. Install cavity plugs as needed.
d. Position the conduit inside the strain relief and snap the strain relief halves together.

STRAIN RELIEF
SEALING PLUG SPECIAL Seal plug

BOLT butts up here
RETAINER 12 WAY J 35689-A

SEAL PLUG
Remove in HARNESS
this direction
CONNECTOR
Seat in
WIRE AND this direction
TERMINAL
Insertion of removal tool (J 35689-A) forces
lock tang toward body of terminal
VIEW A
Butt wire against terminal holder
Use wire gauge 18-16 slot
WIRE SIDE
18-16
22-20
E
C
A
J 38125-7
D
TERMINAL
B
VIEW B
Push lock to insert
terminal end
J 35123
WIRE SIDE
TERMINAL HOLDER
18-16
22-20
VIEW C V01685.01.00
Figure E–2. Delphi-Packard Metri-Pack 150 Series Connectors—Pull-to-Seat

(Speed Sensor; Accumulator Solenoid; Retarder Solenoid, TID 2; 30-Way and 18-Way VIM)

1–2. DELPHI-PACKARD METRI-PACK 150 SERIES CONNECTORS—PULL-TO-SEAT
(SPEED SENSOR; ACCUMULATOR SOLENOID; 30-WAY AND 18-WAY VIM)
Wire Stripper
Wire Crimp J 38125-7
Insulation Crimp Anvil “E”
Alternate Crimping Tool Anvil “C”
Remover Tool J 35123
J 35689-A
Turbine Speed Connector 12162723
(Nt) Sensor (3000 Product Family) Terminal 12110236
(Former) Connector 12162193
Turbine Speed Terminal 12103881
(Nt) Sensor (4000 Product Family)
(Former) Connector 12162193
Engine/Output (All Models) Terminal 12103881
(Ne/No) Speed Sensor
(Current) Connector 15490464
Turbine Speed CPA 15496486
(Nt) Sensor (4000 Product Family) Terminal 15305350
Cable Seal 15305351
Convolute Capter, TPA 15358890
(Current) Connector 15490464
Engine/Output (All Models) CPA 15496486
(Ne/No) Speed Sensor Terminal 15305350
Cable Seal 15305351
Convolute Capter, TPA 15358890
Accumulator (N Solenoid) And Connector 12162197
Retarder (H Solenoid For TID 2) Terminal 12103881
Vehicle Interface Connector (VIM)
Module (VIM) Connector Body 12040920
9-Way Seal (x2) 12040936
18-Way Strain Relief 12110545
Special Bolt 12129426
Bolt Retainer 12034236
Sealing Plug 12034413
Terminal 12103881

Vehicle Interface Connector (OEM)
Module (Vehicle) Connector Body 12034397
15-Way Seal (x2) 12040879
30-Way Strain Relief 12110546
Special Bolt 12129426
Bolt Retainer 12034236
Sealing Plug 12034413
Terminal 12103881
B. Terminal Removal
NOTE: Do not solder crimps.
1. Insert needle end of terminal remover J 35689-A into the small notch between the connector and
the terminal to be removed (Figure E–2, View A). Push the lock tang toward the terminal.
2. Push the wire and terminal out of the connector—this is a “pull-to-seat” terminal.
3. Pull terminal as far as necessary from the connector. This will be limited by the number of other
wires inserted into the connector and by the distance between the back side of the connector and
the beginning of the harness covering.
4. If terminal is to be replaced, cut the terminal between the core and insulation crimp to minimize
wire loss.
C. Terminal Crimping—VIM And Speed Sensor Terminals (Standard Crimping Tool)

1. If a spare wire is used, the wire should be pushed through the proper hole in the strain relief (if
used), through the wire seal, and out the other side of the connector before stripping.
2. Carefully strip insulation 4.5 mm ± 0.5 mm (0.18 ± 0.02 inch). Unless insulation crimp is over-
tight, Automatic Wire Stripper J 35615 will remove insulation and crimp from old terminal with-
out damaging wire.
3. Place core crimp portion of terminal on bed of anvil “E” and squeeze crimper enough to keep
terminal from dropping (Figure E–2, View B).
4. Position wire core in terminal and squeeze crimper tool to complete the core crimp. Be sure to ori-
ent the terminal so that it is properly aligned with the terminal cavity in the connector. The
terminal should be positioned so that the lock tang is on the side of the cavity which has the notch
in the middle (for the remover tool).
5. Position insulation crimp of terminal on anvil “C” so that the entire insulation crimp area and a
portion of the terminal between the core and insulation crimp areas are supported by the anvil.
Complete the insulation crimp.
6. Be sure lock tang is lifted to allow proper reseating of the terminal.
7. Pull on the wire to pull the terminal completely into the cavity. A click will be heard and the
terminal should stay in place if the wire is pushed.

D. Terminal Crimping Using Alternate Tool J 35123
1. If a spare wire is used, the wire should be pushed through the proper hole in the strain relief (if
used) and the wire seal, and out the other side of the connector prior to stripping.
2. Insert remover tool in front side of connector to release locktab and push terminal out front
of connector. Pull the terminal and wire out the front of the connector to complete Steps (3)
through (7).
3. Push open the terminal holder on the crimper tool J 35123 and insert a terminal into the opening
marked 18–16 (Figure E–2, View C) so that the crimp ends point up. Release the terminal holder.
4. Slightly close the crimping tool (close until one click is heard) but do not start to crimp the terminal.
Place the terminal on the wire so it is in the same position as it will be when pulled back into the
connector. The terminal should be positioned so that the lock tang is on the side of the cavity which
has the notch in the middle (for the remover tool).
5. Insert the wire into the terminal until the wire contacts the holder. By doing this, the core and
insulation should be properly positioned for the core and insulation crimp wings.
6. Squeeze the crimper fully until it opens when released.
7. Open the terminal holder and remove the wire and terminal from the crimping tool.
8. Pull on the terminal to assure a tight crimp.
10. Pull on the wire to pull the terminal completely into the cavity. A click will be heard and the ter-
minal should stay in place if the wire is pushed.

Install in
this direction
SECONDARY LOCK
D
C
D Remove in
this direction
WIRE AND TERMINAL
J 35689-A
Insertion of removal
C tool (J 35689) forces
lock tang toward body
B of terminal
A
VIEW A
4-PIN OLS
SECONDARY LOCK
J 35689-A
A
Butt wire against B
terminal holder
VIEW B
3-PIN OLS TO 4-PIN OLS
ADAPTER HARNESS
E
WIRE SID Use wire gauge
18-16 slot
18-16
22-20
TERMINAL
Push lock
to insert
terminal end
J 35123
E
C
J 38125-7
A
WIRE SIDE
TERMINAL
HOLDER
18-16
D
22-20
VIEW C VIEW D
V07139
Figure E–3. Delphi-Packard Metri-Pack 150 Series Connectors—Push-to-Seat (Oil Level Sensor)

1–3. DELPHI-PACKARD METRI-PACK 150 SERIES CONNECTORS—PUSH-TO-SEAT
(OIL LEVEL SENSOR)
Wire Stripper J 35615

Crimping Tool J 38125–7
Wire Crimp Anvil “E”
Insulation Crimp Anvil “C”
Alternate Crimping Tool J 35123
Remover Tool J 35689–A
Oil Level Sensor 4-Pin Receptacle (View B) 12047786
4-Pin Design Terminal (Pin) 12047581
Used Prior To 3000 Product Family Secondary Lock, TPA 12047787
S/N 6510220479 and 12047785
4000 Product Family S/N 6610048466 4-Pin Plug (View A) 12047767
(Except S/N 6610052000 through Terminal (Socket) 12047664
6610052184) Secondary Lock
Oil Level Sensor 3-Pin Plug (View B) 12064758
3-Pin Design Used Starting With Terminal (Socket) 12047767
3000 Product Family S/N 6510220479 and Secondary Lock, TPA 12047783
4000 Product Family S/N 6610048466
(Except S/N 6610052000 through
6610052184)
B. Terminal Removal
NOTE: Do not solder crimps.
1. Remove the secondary lock.

2. Insert needle end of terminal remover J 35689-A into the small notch between the connector and
the terminal to be removed (Figure E–3, View A or View B). Push the lock tang toward the termi-
nal.
3. Pull the wire and terminal out the rear of the connector—this is a “push-to-seat” terminal.
4. Pull terminal as far as necessary from the connector. This will be limited by the number of other
wires inserted into the connector and by the distance between the back side of the connector and
the beginning of the harness covering.
5. If terminal is to be replaced, cut the terminal between the core and insulation crimp to minimize
wire loss.

1. Carefully strip insulation 4.5 mm ± 0.5 mm (0.18 ± 0.02 inch). Unless insulation crimp is over-
tight, Automatic Wire Stripper J 35615 will remove insulation and crimp from old terminal with-
out damaging wire.
2. Place core crimp portion of terminal on bed of anvil “E” and squeeze crimper enough to keep
terminal from dropping (Figure E–3, View D).
3. Position wire core in terminal and squeeze crimper tool to complete the core crimp. Be sure to
orient the terminal so that it is properly aligned with the terminal cavity in the connector.
The terminal should be positioned so that the lock tang is on the side of the cavity which has the
notch in the middle (for the remover tool).
4. Position insulation crimp of terminal on anvil “C” so that the entire insulation crimp area and a
portion of the terminal between the core and insulation crimp areas are supported by the anvil.
6. Push on the wire until the terminal is completely into the cavity. A click will be heard and the
terminal should stay in place when the wire is lightly pulled.
D. Terminal Crimping Using Alternate Tool J 35123

1. Insert remover tool in front side of connector to release locktab and pull terminal out rear
of connector. Pull the terminal and wire out the rear of the connector to complete Steps (3)
through (7).
2. Push open the terminal holder on the crimper tool J 35123 and insert a terminal into the opening
marked 18–16 (Figure E–3, View C) so that the crimp ends point up. Release the terminal holder.
3. Slightly close the crimping tool (close until one click is heard) but do not start to crimp the termi-
nal. Place the terminal on the wire so it is in the same position as it will be when pulled back into
the connector. The terminal should be positioned so that the lock tang is on the side of the cavity
which has the notch in the middle (for the remover tool).
4. Insert the wire into the terminal until the wire contacts the holder. By doing this, the core and in-
sulation should be properly positioned for the core and insulation crimp wings.
5. Squeeze the crimper fully until it opens when released.
6. Open the terminal holder and remove the wire and terminal from the crimping tool.
7. Pull on the terminal to assure a tight crimp.
9. Push on the wire until the terminal is completely into the cavity. A click will be heard and the ter-
minal should stay in place if the wire is lightly pulled.


NOTES

SECONDARY LOCK
P/N 12047664
TERMINAL
P/N 12047767
CONNECTOR
P/N 12047662
LOCK TANG REMOVER TOOL

J 35689-A
REMOVER
NOTCH
Lock terminal
here
SOCKET TERMINAL
WIRE
J 42215 CRIMPING TOOL

V04852.01.00
Figure E–4. Delphi-Packard Metri-Pack 150 Series Connector—Push-To-Seat

(All Models With TID 2 and Later Sump Temperature Thermistor)

(ALL MODELS, TID 2 AND LATER SUMP TEMPERATURE THERMISTOR)
A. Connector/Terminal Repairs:
Crimping Tool J 42215 (with terminal positioner removed)

Remover Tool J 35689-A
All Models, TransID 2 and Later Sump Temperature Sensor 12129691
Sump Temperature Thermistor Connector, Black 12047662
Terminal 12047767
Secondary Lock 12047664
B. Terminal Removal:
1. Remove the secondary lock from the connector.
2. Insert needle end of terminal remover J 35689-A into the small notch in the front of the connector
cavity of the terminal to be removed (Figure E–4).
3. Push the lock tang toward the terminal.
4. Pull the wire and terminal out of the connector.
5. Cut the terminal between the core and insulation crimp to minimize wire loss.
C. Terminal Crimping:
1. Strip insulation approximately 4.5 mm (0.18 inch).
2. Remove the spring-loaded terminal positioner from the J 42215 crimping tool.
3. Insert the new terminal to be crimped in the J 42215 crimping tool. Squeeze the crimper handles a
couple clicks to start the crimping process but leave room to insert the wire end.
4. Insert the bare wire end into the terminal. Squeeze the crimper handles to complete the crimping
process and until the crimper handles open when released to remove the terminal/wire from the
tool.
5. Be sure the lock tang is positioned to allow proper retention of the terminal in the connector.
6. Push the terminal completely into the cavity. A click will be heard and the terminal should stay in
place if the wire is pulled.
7. Install the secondary lock in the connector.

J 38125-13
J 38125-13
Remove in
this direction
SOLENOID/C3 PRESSURE
SWITCH CONNECTOR
CONNECTOR TO C3
PRESSURE SWITCH (HARNESS)
Install in
this direction
VIEW A
E
C
A
J 38125-7
D
B
VIEW B V03422
Figure E–5. Delphi-Packard Metri-Pack 280 Series Connectors—Pull-to-Seat

(Internal Harness Solenoid and C3 Pressure Switch)

1–5. DELPHI-PACKARD METRI-PACK 280 SERIES CONNECTORS—PULL-TO-SEAT
(INTERNAL HARNESS SOLENOID AND C3 PRESSURE SWITCH)
Wire Stripper J 35615

Crimping Tool J 38125-7
NOTE: Crimping anvils will be listed following the terminal part numbers for the various
connectors in this section. The anvil for the core crimp is always listed first.
Remover Tool J 38125-13
Solenoid/C3 Pressure 12092420
Switch (Switch) Connector
C3 Pressure Switch 12110139
(Harness) Connector
Solenoid/C3 Pressure Terminal 12124639
Switch (Switch) (Use crimping anvils “C” and “D”)
C3 Pressure Switch Terminal 12066337
(Harness) (Use crimping anvils “C” and “D”)
Terminal (2 Wire) B 12015243
Solenoid (A, B, and G) (Use crimping anvils “A” and “B”)
B. Terminal Removal
1. Depress locktab on terminal (accessible in slot of connector) and push terminal out front of
connector (Figure E–5, View A).
2. If replacing terminal, cut terminal between core and insulation crimp (to minimize wire loss).
1. Carefully strip insulation 6.5 mm ± 0.5 (0.26 ± 0.02 inch). Unless insulation crimp is overtight,
Automatic Wire Stripper J 35615 will remove insulation and crimp from old terminal without
damaging wire.
2. Place core crimp portion of terminal on bed of anvil indicated and squeeze crimper enough to hold
terminal from dropping (Figure E–5, View B).
3. Position wire core in terminal and squeeze crimper tool to complete the core crimp. Be sure to
orient the terminal so that it is properly aligned with the terminal cavity in the connector. When
crimping two wires in terminal P/N 12015243, strip and twist cores together before inserting
into the terminal.
4. Position insulation crimp of terminal on anvil indicated so that the entire insulation crimp area and
a portion of the terminal between the core and insulation crimp areas are supported by the anvil.
5. Slip the wire through the slot in the connector and pull to fully seat the terminal(s).

CONNECTOR
WIRE
J 38125-13
REMOVER TOOL
VIEW A
WIRE
INSULATION CRIMP
INSULATION CORE CRIMP
TERMINAL
HOLDING PRONG
CENTER LINE OF VIEW B

SECONDARY THE CONNECTOR
LOCK
VIEW C
E
C
J 38125-7
A
5
J 38125-6
3
1
D
B
4
2
VIEW D
V03431.01
Figure E–6. Delphi-Packard Metri-Pack 280 Series Connectors—Push-to-Seat (Diagnostic Connector)

(DIAGNOSTIC CONNECTOR, SCI)
Crimping Tool J 38125-6 and 7
Wire Crimp Anvil “2”
Insulation Crimp Anvil “A”
Diagnostic Connector Connector 12048105
Terminal 12034046
Terminal (2-Wire) 12066214
Cover 12048107
SCI Connector Connector 15300002
Terminal, Socket 12077411
Seal, Wire 12089444
B. Terminal Removal
1. Remove secondary lock from back of connector (Figure E–6, View C). Use a small screwdriver or
pick in the slots on each side of the connector.
2. Insert remover tool J 38125-13 into open (front) end of connector at terminal to be serviced
(Figure E–6, View A).
3. Push the lock tang of the terminal straight and pull wire and terminal out the back of connector.
4. If the terminal is to be replaced, cut terminal between core and insulation crimp (this minimizes
wire length loss).
1. Carefully strip insulation 6.0 ± 0.25 mm (0.24 ± 0.01 inch).
2. Insert terminal into crimping tool (Figure E–6, View D), anvil “2.”
3. Slightly close crimping tool to hold the terminal steady.
4. Align the terminal with its position in the connector and insert wire so that the stripped portion
of the wire is in the core crimping area and the insulated portion of the wire is in the insulation
crimping area (Figure E–6, View B).
5. Crimp the stripped section of the wire (Figure E–6, View D).
6. Remove the terminal from the crimping tool.
7. Use a pair of needle nose pliers, if necessary, to start the bend on the insulation crimp wings
(Figure E–6, View D).
8. Crimp the insulated section of wire using anvil “A” of the crimpers shown (Figure E–6, View D).
10. Tug on terminal to make sure the crimp is tight.

D. Terminal Crimping (cont’d)
11. Insert terminal into connector with the locktab toward the center line of the connector (Figure E–6,
View C).
12. The terminal should “click” into place and you should not be able to pull the terminal out by hand.
13. Reinstall the secondary lock.


NOTES

WIRE SEAL
CONNECTOR
TERMINAL SECONDARY LOCK
THROTTLE SENSOR
CONNECTOR
J 38125-10
REMOVER TOOL
VIEW A VIEW B
WIRE SEAL
CORE CRIMP
INSULATED WIRE
STRIPPED WIRE
VIEW C
WIRE SEAL
CORE CRIMP
TERMINAL
INSULATION AND SEAL CRIMP
VIEW D
5
3
1
J 38125-6
3
1
4
2
4
2
VIEW E
V01689.01.00
Figure E–7. Delphi-Packard WeatherPack Connectors (TPS; 3-Way RMR Sensor; 4000 Product Family Pre-TID and
TID 1 Retarder Temperature; 4-Way RMR Device, Type 3; 3-Way RMR Device (Dedicated Pedal))

1–7. DELPHI-PACKARD WEATHERPACK CONNECTORS (TPS; 3-WAY RMR SENSOR;
HD RETARDER TEMPERATURE; 3-WAY RMR DEVICE (DEDICATED PEDAL))

Wire Crimp Anvil “2”
Insulation Crimp Anvil “5”
Alternate Crimping Tool J 35606 or J 38852
Connector 12015793
Terminal 12089040
Throttle Position (TPS) Wire Seal 12089444
Connector 12015795
Terminal 12089040
RMR Device Wire Seal 12089444
Connector 12010973
Terminal (Socket) 12089188
Retarder Temperature Sensor Wire Seal 12089444
B. Terminal Removal
1. Unlatch and open the secondary lock on the connector (Figure E–7, View A).
2. On the front of the connector, insert remover tool J 38125-10 over the terminal. Push the tool over
the terminal and pull the terminal out of the back end of the connector (Figure E–7, View B).
3. If terminal is to be replaced, cut terminal between core and insulation crimp (this minimizes
wire loss).
NOTE: Two special tools are available for this operation: tool J 38125-6 (Paragraph C); tool J 35606 or
J 38852 (Paragraph D).
C. Terminal Crimping Using Crimping Tool J 38125-6

1. Place the wire seal onto the wire before stripping the wire (Figure E–7, View C).
2. Strip wire to 6.0 ± 0.25 mm (0.24 ± 0.01 inch).
3. Place terminal onto crimping tool J 38125-6 (Figure E–7, View E), anvil “2.”
4. Slightly close crimping tool to hold terminal steady.
5. Insert wire so that the stripped portion of wire is in the core crimp area and the insulated portion of
the wire is in the insulation crimping area (Figure E–7, View C).
6. Crimp the stripped section of the wire.

C. Terminal Crimping Using Crimping Tool J 38125-6 (cont’d)
8. Push the wire seal into the terminal (Figure E–7, View D). The second crimp will wrap around the
wire seal. This will seal the insulated area of wire.
9. Use a pair of needle nose pliers, if necessary, to squeeze the terminal wings together to fit in
anvil “5.”
10. Crimp wire seal in anvil “5.”
11. Tug on terminal and be sure the crimp is tight.
12. Insert the terminal into the connector. The terminal will “click” into place and should not
pull out.
13. Secure the secondary lock. Both sides of the connector must be latched.
D. Terminal Crimping Using Alternate Crimper Pliers J 35606 or J 38852

1. Place the wire seal onto the wire before stripping the wire (Figure E–7, View C).
2. Strip wire to 6.0 ± 0.25 mm (0.24 ± 0.01 inch).
3. Insert terminal into crimping tool J 35606 (Figure E–8, View A), opening marked 18–20.
4. Position the terminal so the crimp wings are pointing up from the bottom jaw of the crimper and
are properly positioned.
5. Slightly close the crimping tool to hold the terminal steady.
6. Slide the wire seal to the edge of the insulation and insert the wire and seal into the terminal
(Figure E–8, View B).
7. Position the wire and seal and squeeze the crimping tool until it opens when released.
8. Tug on terminal to be sure the crimp is tight.
9. Insert terminal into connector. The terminal will “click” into place and should not pull out.
10. Relatch the secondary lock. Both sides of the connector must be latched.

Figure E–8. Terminal Crimping With Tool J 35606

J 38125-13
VIEW A
INSULATION
STRIPPED WIRE
INSULATION CRIMP
CORE CRIMP
E
C
J 38125-7
A
D
B
TERMINAL LOCKTAB
SIDE VIEW
VIEW B
VIEW C
V03423.00.02
Figure E–9. Amp Products Connectors (8-Way RMR Device (Hand Lever))

1–8. AMP PRODUCTS CONNECTORS (8-WAY RMR DEVICE (HAND LEVER))

Wire Crimp Anvil “E”
Insulation Crimp Anvil “A”
8-Way Receptacle 163007-0
8-Way RMR Device (Hand Lever) Terminal (Socket) 42100-2
B. Terminal Removal
1. Insert removal tool J 38125-13 into the small notch at the front of the connector to release the ter-
minal locktab (Figure E–9, View A).
2. Pull the terminal and wire out the back of the connector.
3. If replacing terminal, cut terminal between core and insulation crimp (this minimizes wire loss).
1. Strip wire to approximately 4.0 ± 0.25 mm (0.16 ± 0.01 inch) (Figure E–9, View B).
2. Place new terminal onto crimping tool J 38125-7, anvil “E” (Figure E–9, View C).
3. Slightly close the crimping tool to hold the terminal steady.
4. Insert the wire so that the stripped portion of the wire is in the core crimp area and the insulated
portion of the wire is in the insulation crimping area.
5. Crimp the stripped section of the wire (Figure E–9, View B).
7. Use a pair of needle nose pliers, if necessary, to start the bend on the insulation crimp wings.
8. Crimp the insulated section of the wire using anvil “A” of the crimpers (Figure E–9, View C).
10. Tug on the terminal to make sure the crimp is tight.
11. Insert the terminal into the connector. The terminal will “click” into place and should not pull out.

BACKSHELL HOUSING
CONVOLUTE CONDUIT
TAPE WRAPPED WIRE BUNDLE
BACKSHELL FOLLOWER
BACKSHELL GROMMET
COMPOSITE NUT
RECEPTACLE
PLUG
BACKSHELL GROMMET
BACKSHELL FOLLOWER
TAPE WRAPPED WIRE BUNDLE
CONVOLUTE CONDUIT
VIEW A BACKSHELL
HOUSING
INSPECTION HOLE INSPECTION HOLE
SOCKET TERMINAL PIN TERMINAL
J 34182 CRIMPER
CAVITY PLUG
TO ROT
ISE A
RA
TE
SEL
NO.
TERMINAL EXTRACTOR / INSERTER

J 41194
WIRE SIZE
INDICATOR
TERMINAL
REMOVER REMOVER
J 38582-3 J 34513
LOCKING RING
DEPTH ADJUSTMENT SCREW
V03482.00.00
VIEW B
Figure E–10. Deutsch IPD/ECD Connectors (31-Way Bulkhead, 31-Way Feedthrough Harness;
16-Way Optional Sensor Harness; 6-Way Optional Diagnostic Connector)

1–9. DEUTSCH IPD/ECD CONNECTORS (31-WAY BULKHEAD; 31-WAY
FEEDTHROUGH HARNESS; 16-WAY OPTIONAL SENSOR HARNESS; 6-WAY
OPTIONAL DIAGNOSTIC CONNECTOR)

Remover Tool J 34513 (18 GA IPD Bulkhead)
Extractor/Inserter Tool J 41194 (18 GA ECD Bulkhead)
Remover Tool (Connector) J 38582-3 (12–14 GA)
Bulkhead Connector/ Connector Plug, 31-Way
Transmission Connector—ECD 31-Pin Plug WT06B24-31SN
Terminal (Socket) 3662-204-1690
Cavity Plug 0613-1-1601
Backshell Housing WTA10-24-01/19
Backshell Follower WTA10-24-02/19
Backshell Grommet WTA10-24-03
Connector Receptacle, 31-Way
31-Pin Receptacle WT04B24-31PN
Terminal (Pin) 3660-201-1690
Panel Nut 0926-208-2401
O-Ring Seal 9013-3-0402
Lockwasher 0914-212-2486
Bulkhead Connector—ECD Connector Plug (31-Way)
31-Pin Plug WT06B24-31PN
Terminal (Pin) 3660-201-1690
Connector Receptacle (31-Way)
(Female/Female)
31-Pin Receptacle WT04B24-31SN
Panel Nut 0926-208-2401
O-Ring Seal 9013-3-0402

16-Way Optional Sensor Harness 16-Way Plug WT06B20-16SN
16-Way Receptacle WT04B20-16PN
Terminal (Pin) 3660-201-1690
Panel Nut 0926-207-2087
O-Ring Seal 9013-3-0201
6-Way Optional Diagnostic 6-Way Plug HD10-6-12P
Connector Terminal (Pin) 0460-256-12233
Terminal (Pin) 0460-204-0831
Cavity Plug 114017
Backshell HD18-006
Cover HDC16-6
9-Way Optional Diagnostic 9-Way Receptacle HD10-9-1939P
Connector
NOTE: If it is difficult to remove or install the plug backshell, insert the plug into the receptacle, but do not
lock it into place, and loosen the backshell.
B. Terminal Removal (Figure E–18)
NOTE: When using remover/inserter tool J 41194, take care not to break the tip of the tool. Lay the wire in
the widest part of the wire slot and work toward the tool tip.
1. Loosen and slide the backshell along the convolute conduit.
2. Remove the convolute conduit from the base of the backshell follower. Peel enough conduit from
the harness to allow working access.
3. Slide the backshell follower clear of the connector housing.
4. Remove as much tape wrap as necessary to allow working access.
5. Fully insert the proper remover/extractor tool into the back of the connector until it releases the
terminal.
6. Pull the terminal, wire, and tool out the back of the connector.
7. If replacing the terminal, cut the wire through the middle of the terminal crimp (this minimizes
wire loss).
C. Terminal Crimping (Figure E–10, View B)

1. Strip approximately 6–8 mm (0.236–0.315 inch) of insulation from the wire.
2. Set the crimping tool wire size to number 18 for the ECD or IPD connector. For the optional
diagnostic connector, set the wire size to number 12. To set the wire size, remove the retainer pin.
Lift and rotate the indicator until the correct wire number is aligned with the SEL NO. arrow.
Reinstall the retainer pin.

C. Terminal Crimping (Figure E–10, View B) (cont’d)
3. Insert the contact end of the terminal into crimping tool J 34182. Adjust the crimping tool depth by
loosening the locking ring until the depth adjusting screw is free and turning the adjusting screw
until the top of the terminal is just above flush with the crimping hole (the crimp jaws will contact
the middle of the terminal barrel). Tighten the lock ring to retain the adjustment.
4. Fully insert the wire into the terminal so that the stripped portion of the wire is in the crimp area.
A small section (0.5–1.0 mm (0.02–0.04 inch)) of wire will be visible above the terminal barrel.
5. Squeeze the crimping tool handle until it releases. The terminal is now crimped onto the wire.
6. Remove the terminal and wire from the crimping tool.
7. Tug on the terminal to ensure the crimp is tight.
8. For the optional diagnostic connector, apply a 25 mm (one inch) long piece of heat shrink tubing
over the wire insulation just behind the terminal. Apply heat to shrink and lock tubing to the insu-
lation.
D. Terminal Insertion (ECD Bulkhead)
NOTE: If replacing a backshell grommet (refer to Figure E–10, View A, showing the ECD bulkhead), make sure
the backshell grommet is correctly installed. Each backshell grommet hole is marked with the terminal
ID (Figure E–20) of the wire that passes through that hole. The backshell grommet holes match the
pattern of either the pins or sockets in the receptacle or plug, respectively. One side of the backshell
grommet is marked “PIN” and the other “SKT” or “SOC”. “PIN” indicates the pin (receptacle) side of
the connector and “SKT” or “SOC” the socket (plug) side. When installing the backshell grommet onto
the receptacle, make sure “PIN” is showing and positioned so that the “A” terminal ID on the backshell
grommet aligns with the “A” terminal ID on the receptacle. When installing the backshell grommet onto
the plug, “SKT” or “SOC” must be showing and positioned so that the “A” terminal ID on the backshell
grommet aligns with the “A” terminal ID on the plug. Reversing “PIN” and “SKT” or “SOC” sides of
the backshell grommet will cause the backshell grommet holes to be misaligned with the holes in either
the receptacle or plug. Perform Steps (1) and (2) only if the backshell grommet has been removed.
1. Place the correct side of the backshell grommet toward the plug or receptacle and align the “A”
terminal IDs.
2. Insert two cavity plugs into unused cavities to maintain the proper orientation of the terminal holes.
NOTE: When using remover/inserter tool J 41194, take care not to break the tip of the tool. Lay the wire in
the widest part of the wire slot and work toward the tool tip (Figure E–19).
3. Place the terminal and wire in the end of extractor/inserter tool J 41194.
4. Insert the tool through the backshell grommet, into the back of the connector, and push until the
terminal is seated. Remove the remover/inserter tool.
5. Insert cavity plugs into all unused cavities.
6. Wrap plastic electrical tape around the wire bundle.
7. Reassemble the connector in the reverse order of disassembly.
E. Terminal Insertion (all connectors except ECD bulkhead)

1. Insert wire with crimped terminal through the proper hole in the grommet.
2. Keep pushing on wire until the terminal “locks” into position.

J 39841 INSTALLER
(J 39842 IS SIMILAR FOR
3000 PRODUCT FAMILY 7-SPEED)
RETARDER CONNECTOR
3000 PRODUCT FAMILY
J 39841 REMOVER
(J 39842 IS SIMILAR FOR
3000 PRODUCT FAMILY 7-SPEED)
VIEW A
J 41193-2 INSTALLER
J 41193-1
GUIDE PIN FOR SOCKET TERMINALS
FMTV CONNECTOR
(CRIMP STYLE 37-WAY)
J 41193-3 REMOVER
VIEW B
J 34182 CRIMPER
TO ROT
ISE A
RA
TE
SEL
NO.
TERMINAL WIRE SIZE INDICATOR
LOCKING RING
VIEW C V01691.00.02
Figure E–11. ITT Cannon Connectors—Crimped (37-Way FMTV Bulkhead; 6-Way Transfer Case;
8-Way 3000 Product Family Retarder)

1–10. ITT CANNON CONNECTORS ⎯ CRIMPED (37-WAY FMTV BULKHEAD; 6-WAY
TRANSFER CASE; 8-WAY 3000 PRODUCT FAMILY RETARDER)
A. Connector/Terminal Repair
Crimping Tool
Connector Repair Kit (FMTV) J 34182
Guide Pin J 41193
Insertion Tool J 41193-1
Terminal Remover J 41193-2
Terminal Remover/Installer J 41193-3
(3000 Retarder Before 1/1/98) J 39841
Terminal Remover/Installer
(3000 7-Speed T-Case Connector) J 39842
37-Way Plug Assembly CA3106E28-21P-B
3000 Product Family FMTV 37-Way Receptacle Assembly CA3100E28-21S-B
6-Way Plug Assembly KPSE06E10-6S
3000 Product Family Transfer Case Cavity Plug 225-0070-000
6-Way Receptacle Assembly KPSE07E10-6P
Terminal (Pin) 030-9173-006
8-Way Plug KPSE06E16-8S
Terminal, Socket 031-9206-006
3000 Product Family Retarder Cavity Plug 225-0071-000
8-Way Receptacle KPSE07E16-8P
Terminal (Pin) 030-9205-007
B. Terminal Removal (Figure E–11, View A and B)

1. Select the remover tool for the plug or receptacle that is being repaired.
2. For the FMTV connector, choose either the pin or socket terminal remover tip and lock it into the
handle.
3. Place the tip of the remover tool over the pin or into the socket and push the contact/terminal out
the rear of the connector using slow, even pressure.
4. Pull the wire and terminal out the back of the connector.
5. If replacing the terminal, cut the wire through the middle of the terminal crimp to minimize wire
loss.

C. Terminal Crimping (Figure E–11, View C)
1. Strip approximately 6–8 mm (0.24–0.31 inch) of insulation from the wire.
2. Set the crimping tool wire size to number 18. To set the wire size, remove the retainer pin. Lift and
rotate the indicator until 18 is aligned with the SEL NO. arrow. Reinstall the retainer pin.
3. Insert the contact end of the terminal down into crimping tool J 34182. Adjust the crimping tool
depth by loosening the locking ring until the depth adjusting screw is free and turning the adjusting
screw until the wire end of the terminal is just above flush with the top of the crimping hole. The
crimp jaws will now contact the middle of the terminal barrel. Tighten the lock ring to retain the
adjustment.
4. Fully insert the wire into the terminal so that the stripped portion of the wire is in the crimp area. A
small section (0.5–1.0 mm (0.020–0.040 inch)) of wire will be visible above the terminal barrel.
D. Terminal Insertion
1. Select the proper insertion tool for the connector or receptacle that is being reassembled.
2. Place the terminal and wire in the insertion tool (Figure E–11, View A and B).
NOTE: When installing a socket terminal for the FMTV plug, use the J 41193-1 guide pin.
3. Insert the terminal through the correct hole in the back of the connector and push until the terminal
is seated. Remove the insertion tool. Check to see that the terminal is at the same height as other
terminals. Tug on the wire at the rear of the connector to ensure that the terminal is locked in place.


NOTES

DESOLDERING BRAID
PEN SOLDERING IRON
SOLDERED CUP CONNECTION
WIRE GROMMET
THREADED BACKSHELL
SOLDERING SOLDERING
IRON IRON SOLDERING
IRON
SOLDER
SOLDER
0.8 mm (0.31 in.)
WIRE
• TINNING STRIPPED WIRE • SOLDERING IRON ON SIDE OF CUP • SOLDERING IRON ON SIDE OF CUP
• FILL CUP HALF FULL • FLOW SOLDER IN CUP
• INSERT WIRE
• MAINTAIN HEAT TO FLOW SOLDER
V01107.02
Figure E–12. ITT Cannon Connectors—Soldered (2-Way 4000 Product Family Retarder)

1–11. ITT CANNON CONNECTORS—SOLDERED (2-WAY HD RETARDER AND MD
PRE-TID AND TID 1 RETARDER)
A. Connector Terminal Repair (Figure E–12)

Connector Plug (2-Pin) KPT06E8-2S
Retarder Control (H Solenoid) Terminal (Pin) 031-9074-002
(4000 Product Family Models) Connector Receptacle KPT07E8-2P
B. Special Tools
• 50–70 percent tin resin core solder, 18–20 SWG (0.086–1.0 mm (0.036 to 0.040 inch))
• Pen-type soldering iron (60W maximum)—tip no larger than 3.175 mm (0.125 inch)
• Desoldering braid
NOTE: Proper solder, techniques, equipment, and cleanliness are important to achieve a good solder joint.
Clean connector and terminals being soldered of all dirt, grease, and oil. Always heat the piece onto
which solder is to flow. A cold solder joint can cause intermittent continuity problems. Avoid a cold
joint by heating the piece(s) being soldered to melt the solder rather than merely heating the solder
until it melts. Excess solder applied to a stranded wire travels up the wire, stiffening it and making it
inflexible. The wire can break at the point where the solder stops. Do not use acid core solder.
C. Wire Removal—Desoldering
1. Unscrew the connector’s backshell and slide the backshell away from the connector.
2. Slide the grommet away from the connector. Slide the grommet far enough to allow access to the
terminals and wire ends. If the grommet is hard to slide, lubricate the wires with isopropyl alcohol.
If necessary, move some of the harness covering. If no solder is present, proceed as in Section 1–9
for crimped terminals.
3. Place the desoldering braid (wick) on top of the soldered terminal cup and wire. Place the hot sol-
dering iron on the desoldering braid and wait until the solder wicks up the braid, remove the wire.
4. If the other terminal is being repaired, repeat the desoldering operation on that terminal. When
solder is removed, proceed as in Section 1–9 for crimped terminals.
D. Soldering Wire Into Terminal
NOTE: If installing a new connector on a harness, ensure the backshell and grommet are in place before
soldering the wires to the terminals. Clean wires and terminals of dirt or grease.
1. Strip approximately 8 ± 0.8 mm (0.31 ± 0.03 inch) of insulation from the wire.
2. Tin the stripped end of the wire.
3. Insert the wire through the proper hole in the grommet.
NOTE: Lubricate the wire(s) with isopropyl alcohol only if the wire(s) will not slide through the grommet. If
installing a new connector on the harness, be sure the backshell is in place before inserting the wire(s)
through the grommet.

D. Soldering Wire Into Terminal (cont’d)
4. Mount the connector in a holding fixture at a 45 degree angle. Hold the solder in the terminal cup
and apply heat to the side of the cup until the solder flows.
5. Slowly feed solder into the cup until it is half-full. When the cup is half-full, remove the solder
supply before removing the soldering iron. Half-fill all cup terminals that are to have wires
inserted.
NOTE: Feed solder slowly enough to prevent a flux gas pocket from forming. A gas pocket prevents sufficient
solder from flowing into the cup—a false fill. Correct a false fill by re-heating the cup and adding
solder.
6. Start at the lowest cup and apply heat to the side of the cup until the solder melts.
NOTE: Do not overheat the connector while soldering. If the connector gets too hot, stop work until it cools.
7. Carefully insert the stripped end of the wire into the cup until the wire bottoms in the cup. The
wire’s insulation should be approximately 1.59 mm (0.0625 inch) above the solder.
8. Maintain heat until the solder has flowed in the cup and onto the wire. Overheating can cause the
solder to wick up the stranded wire.
NOTE: Indications of a good solder connection are:
• A minimum amount of solder showing
• Wire strands are clearly outlined in the joint
• The joint is completely covered with solder
• Fillets have a smooth even contour
• Edges are feathered
• The joint is bright, smooth, and appears clean
Too little solder is better than too much. If the solder wicks up the wire, the wire may break at the point
at which the solder stops.
9. After soldering and inspecting all connections, remove flux residue with a contact cleaner.
10. Slide the grommet into place and screw on the backshell.


NOTES

SECONDARY LOCK
(Blue or Green)
CONNECTOR SEAL
CONNECTOR
Shrink tubing goes here
STANDARD SOCKET
TERMINAL
Extended terminal for

uninsulated shield wire
J 34182 CRIMPER
TO ROT
ISE A
RA
TE
SEL
NO.
WIRE SIZE INDICATOR

TERMINAL
LOCKING RING
V07138.01.00
Figure E–13. Deutsch DT Series Connector (3-Way J1939 Interface)

1–12. DEUTSCH DT SERIES CONNECTORS (3-WAY J1939 INTERFACE)

Connector, Plug, 3-Way DT06-3S-E008
Wedgelock, Plug W3S-1939
Connector, Plug, 3-Way DT06-3S-P032
Wedgelock, Plug (Green—Diagnostic/ W3S-P012
Controller Stubs)
J1939 Interface (Early Design) Connector, Receptacle, 3-Way DT04-3P-E008
Wedgelock, Receptacle W3P
J1939 Interface (Later Design) Contact, Pin #16 3660-201-1690
Contact, Extended Pin 0460-247-1631
Contact, Socket (Standard) 3662-204-1691
Common To Both Designs Contact, Socket (Extended) 0462-221-1631
B. Terminal Removal (Figure E–13)

1. Use a small-bladed screwdriver to remove the secondary lock that holds the terminals in place.
2. Use a sharp knife to carefully remove the shrink tubing from the rear of the connector plug.
3. Use a small screwdriver to release the locking lever for all of the terminals. Pull the wire and
terminal out the rear of the connector.
4. Slide a new piece of shrink tubing over the removed terminals and onto the cable.
loss.
C. Terminal Crimping (Figure E–13)

1. Strip 6–8 mm (0.24–0.31 inch) of insulation from the wire. There is no insulation on the shield
wire.
2. Set the crimping tool wire size to number 18. To set the wire size, remove the retainer pin. Lift and
rotate the indicator until 18 is aligned with the SEL NO. arrow. Reinstall the retainer pin.
3. Insert the contact end of the terminal down into crimping tool J 34182. Adjust the crimping tool
depth by loosening the locking ring until the depth adjusting screw is free and turning the adjusting
screw until the wire end of the terminal is just above flush with the top of the crimping hole. The
depth adjustment screw will need to be backed out a large amount to accept the extended shield
terminal. The crimp jaws will now contact the middle of the terminal barrel. Tighten the lock ring
to retain the adjustment.
4. Fully insert the wire into the terminal so that the stripped portion of the wire is in the crimp area. A
small section (0.5–1.0 mm (0.02–0.04 inch)) of wire will be visible above the terminal barrel.

C. Terminal Crimping (Figure E–13) (cont’d)
D. Terminal Insertion
1. Slide the wire with crimped terminal attached into the rear of the connector.
2. Push the terminal and wire into the connector until it locks into position (Figure E–13). Check the
front of the connector to see that the terminal is at the same height as other terminals. Tug on the
wire at the rear of the connector to ensure that the terminal is locked in place.
3. Insert the wedge lock to hold the terminals in place. Slide the sealing plug back into place at the
rear of the connector.
4. Slide the shrink tubing over the raised area at the rear of the connector. Use a heat gun to shrink the
tubing into position over the connector and cable.


NOTES

RED WEDGE
LOCK TAB
OPEN CLOSED
VIEW A
CONTACT
SUPPORT LOCATOR
ADJUSTMENT
SCREW FOR
CONTACT
SUPPORT BACK OF TOOL
(Wire Side) TERMINAL
STRIP LENGTH
(TYPICAL)
LOCATOR
WIRE
IN WIRE WIRE INSERTED
STOP SLOT TO STOP
VIEW B
POSITION
POINT ON
CENTER OF
WIRE BARREL
OPPOSITE
SEAM
SEAL
PLUG
1.17–1.27 mm
MODIFIED
(0.04–0.050 in.)
ANVIL
VIEW C VIEW D
V07111
Figure E–14. AMP MATE-N-LOK II Connector (Compact Shift Selector)

1–13. AMP MATE-N-LOK II SERIES CONNECTORS (COMPACT SHIFT SELECTOR)
NOTE: The repair information for the AMP connector was obtained from the following AMP publications:
• Application Specification 114–16016; 20 Nov 95; Rev D
• Instruction Sheet 408–9999; 10 Jan 95; Rev A
• Instruction Sheet 408–9592; 22 Jul 93; Rev O
The following information is presented for the convenience of Allison Transmission customers using
the compact shift selector. Connector parts and AMP repair tools are not available through Allison
Transmission. For availability of parts and tools, contact:
AMP Incorporated Customer Service; P.O. Box 3608; Harrisburg, PA 17105-3608
Technical/Tooling Assistance Center 1-800-722-1111
AMP FAX/Product Info 1-800-522-6752
AMP PRO-CRIMPER II Hand 58529-1

Tool Assembly
with Die Assembly 58529-2
AMP Hand-Crimping Tool 58440-1
(Alternate)
Shift Selector Assembly 15752787
(Serviced only as an assembly)
Mating 14-Way Connector 1-778273-1
Terminal, Socket 770854-3
Seal Plug 770678-1
Compact Pushbutton Shift Selector Wire Seal (14-Way)
Connector Seal
B. Terminal Removal (Figure E–14, View A)

1. Disconnect the connector from the compact shift selector when repairs are being made.
2. Insert a 4.8 mm (0.188 inch) wide screwdriver blade between the mating seal and one of the red
wedge lock tabs. Pry the wedge lock to the open position. Wedge lock will move outward about
5.5 mm (0.22 inch).
NOTE: Any of the wires may be removed for servicing with the wedge lock in the open position. DO NOT
remove the wedge lock in order to service terminals.
3. To remove a wire and terminal from the connector:

Rotate the wire back and forth through a half-turn arc (quarter turn in each direction) and gently
pull on the wire until the terminal is removed.
loss.

C. Terminal Support Adjustment (Figure E–14, View B)
NOTE: The terminal support is preset prior to tool shipment, but minor adjustment may be necessary.
1. Make a sample crimp and determine if the terminal is straight, bending upward, or bending
downward.
2. If adjustment is required, loosen the screw that holds the terminal support onto the locator
assembly.
NOTE: The tool ratchet has detents that produce audible clicks as the tool handles are closed.
3. Place a terminal and wire into the 18 wire gauge nest and close the tool handles until the ratchet
reaches the sixth click, or until the terminal support touches the terminal.
4. Slightly loosen the nut that holds the locator assembly onto the tool frame.
5. Move the terminal support as required to eliminate the bending of the contact.
6. Tighten the nut and close the handles until the ratchet releases.
7. Remove and inspect the terminal.
8. Make another sample crimp. If the contact is straight, tighten the terminal support screw. If the ter-
minal is still being bent during crimping, repeat the adjustment procedure.
D. Terminal Crimping Using AMP PRO-CRIMPER II (Figure E–14, View B)

1. Strip 4.7–5.5 mm (0.18–0.22 inch) of insulation from the wire, being careful not to nick or cut
wire strands.
NOTE: Be sure that the wire stripper does not leave indentations on the surface of the wire insulation. If
indentations are present in the area of the wire seal, leakage may result. The insulation surface within
26 mm (1.02 inch) from the tip of the terminal must be smooth and free of residual indentations.
2. Position the tool so the back (wire side) is facing you. Squeeze the tool handles together and allow
them to open fully.
3. Holding the terminal by the mating end, insert the terminal—insulation barrel first—through the
front of the tool and into the 18 wire gauge crimp section.
4. Position the terminal so the mating end of the terminal is on the locator side of the tool and the
open “U” of the wire and insulation barrels face the top of the tool. Place the terminal up into the
18 gauge nest so the movable locator drops into the slot in the terminal. Butt the front end of the
wire barrel against the movable locator.
Ensure both sides of the insulation barrel are started evenly into the crimping section.
CAUTION:
DO NOT attempt to crimp an improperly positioned terminal.
5. Hold the terminal in position and squeeze the tool handles together until the ratchet engages
sufficiently to hold the terminal in position. DO NOT deform the insulation barrel or the wire
barrel.
6. Insert the stripped wire into the terminal and wire barrels until the wire is butted against the
locator/wire stop.

D. Terminal Crimping Using AMP PRO-CRIMPER II (Figure E–14, View B) (cont’d)
7. Holding the wire in place, squeeze the tool handles together until the ratchet releases. Allow the
tool handles to open and remove the wire with the crimped terminal attached.
NOTE: Release a terminal stuck in the crimping nest by pushing downward on the top of the movable locator.
8. Be sure the finished crimp meets the size requirements shown in Figure E–14, View C.
E. Terminal Crimping Using Alternate Crimper 58440-1 (Figure E–15)

1. Strip 4.7–5.5 mm (0.18–0.22 inch) of insulation from the wire, being careful not to nick or cut
wire strands.
NOTE: Be sure that the wire stripper does not leave indentations on the surface of the wire insulation. If
indentations are present in the area of the wire seal, leakage may result. The insulation surface within
26 mm (1.02 inch) from the tip of the terminal must be smooth and free of residual indentations.
2. Position the tool so the back (wire side) is facing you. Squeeze the tool handles together and allow
them to open fully.
3. Holding the terminal by the mating end, insert the terminal—insulation barrel first—through the
front of the tool and into the 18 wire gauge crimp section.
4. Position the terminal between the crimping dies so the locator/insulation stop drops into the slot in
the terminal. Butt the front end of the wire barrel against the locator/insulation stop.
INSULATION
ADJUSTMENT FRONT OF TOOL BACK SIDE CONTACT
LEVER (WIRE SIDE) SUPPORT
F
AMP
CONTACT LOCATOR
SUPPORT DIE INSERT
CRIMP SECTION
WIRE SIZE
ANVIL MARKING WIRE SLOT
58440-1 IN LOCATOR
UPPER INSERT WIRE BARREL

IN LOCATOR
LOCATOR SLOT
STRIPPED (IN CONTACT)
WIRE
CAUTION:
CERTI-CRIMP * The crimping jaws bottom before the
RATCHET CERTI-CRIMP* ratchet releases. This is a
design feature that ensures maximum electrical
and tensile performance of the crimp.
DO NOT re-adjust the ratchet.
V07112
Figure E–15. Alternate AMP Crimper 58440-1

E. Terminal Crimping Using Alternate Crimper 58440-1 (Figure E–15) (cont’d)
5. Hold the terminal in position and squeeze the tool handles together until the insulation barrel anvil
starts entry into the upper insert to hold the terminal in position. DO NOT deform the insulation
barrel or the wire barrel.
6. Insert properly stripped wire through the wire slot in the locator until the insulation butts against
the locator/insulation stop.
7. Holding the wire in place, crimp the terminal to the wire by squeezing the tool handles together
until the ratchet releases. Allow the tool handles to open FULLY and remove the wire with the
crimped terminal attached.
8. Check to see if the insulation crimp is too tight or too loose. The crimp should hold the insulation
firmly without cutting into it. Change the setting of the insulation adjustment lever as required.
F. Terminal Insertion
1. Be sure the red wedge lock is in the open position (Figure E–14, View A).
2. Slide the wire with crimped terminal attached into the rear of the connector.
3. Push the terminal and wire into the connector until it locks into position. Check the front of the
connector to see that the terminal is at the same height as other terminals. Tug lightly on the wire
(1–2 pound force) at the rear of the connector to ensure that the terminal is locked in place.
NOTE: As the terminal is pushed through the wire seal it perforates the diaphragm on the seal. If an unused
location is accidentally perforated, install a P/N 770678-1 Seal Plug (large end first) as shown in
Figure E–14, View D.
4. After all terminals have been inserted, push inward on the wedge lock until it is flush with the
connector. Squeeze inward on the connector locking latches to seat the wedge lock.
NOTE: The wedge lock has slotted openings in the front or mating end. These slots are intended to be used
with circuit test tabs that are approximately 3.3 x 0.6 mm (0.130 x 0.024 inch) which prevent damage
to the connector. DO NOT use a sharp point such as an ice pick!

1–14. REPAIR OF A BROKEN WIRE WITH IN-LINE BUTT SPLICE
A. Connector Check Before Repair
NOTE: Before repairing or replacing wiring harness, sensor, solenoid, switch, or ECU as indicated for a
diagnosed problem, follow the procedure below:
1. Disconnect the connector or connectors associated with the problem and inspect for:
• Bent terminals
• Broken terminals
• Dirty terminals
• Pushed back terminals
• Missing terminals
• Condition of mating tabs
• Condition of mating terminals
Ensure that terminals are secure in the connector. Clean, straighten, or replace parts as required.
2. Reconnect all previous unmated connectors. Ensure connectors are fully inserted or twisted until
they lock in place. Connectors with locking tabs make an audible “click” when the lock is engaged.
3. If trouble recurs after starting the vehicle, follow proper repair procedures for trouble code or
complaint.
4. If trouble does not recur, or if the correct repairs and/or replacements have been made, the problem
should be corrected.
B. Special Tools
• Heat Gun, J 25070 or equivalent
• Crimping Tool for Pre-insulated Crimp J 38125-8 (Figure E–16)
NOTE: Use crimping anvils “F” and “G.”
• Wire Stripper, J 35615

• Splices P/N 23046604 14–16 AWG
• Splices P/N 23046605 18–22 AWG
NOTE: Each splice must be properly crimped and then heated to shrink the covering to protect and insulate
the splice. Insulation piercing splice clips should not be used.

J 38125-8
F
G
V01694.00.01
Figure E–16. Crimper J 38125-8
C. Straight Lead Repair Procedure

1. Locate damaged wire.
2. Remove insulation 8.0 mm (0.3 inch).
3. Insert one wire into crimp barrel and crimp.
4. Insert other wire into crimp barrel and crimp.
5. Pull on connection to ensure crimping integrity.
6. Heat splice with heat gun until covering shrinks and adhesive flows from under the covering.
7. The splice is now sealed and insulated. Electrical tape should not be used and is not necessary.

NOTES

WIRING HARNESS
KIT, MAIN CONNECTOR UPDATE
CONDUIT LOCKING
RING, 19.0 mm
CONDUIT KEEPER, STAND-OFF ASSEMBLY

19.0 mm
SOCKETS, TERMINAL
CONDUIT LOCKING
SEAL, AUX 31-WAY RING, 19.0 mm
PLUG, CABLE SEAL CONDUIT KEEPER,

19.0 mm
PLUG, 31-WAY SOCKET SEAL, AUX 31-WAY
PLUG, CABLE SEAL
SEAL, PASS-THROUGH
CONNECTOR, 31-WAY
NUT, RETAINING
BULKHEAD
RECEPTACLE
ADAPTER
TERMINAL CRIMPER
PLUG, CABLE SEAL
J 47027
SEAL, AUX 31-WAY
TERMINAL, PIN, 1.60 mm POSITIONER
CONDUIT KEEPER,
19.0 mm
CONDUIT LOCKING
RING, 19.0 mm TERMINAL PIN,
VIEW A 1.60 mm
CRIMP
WINGS
WIRING HARNESS
SOCKETS, TERMINAL
USE 0.8 VIEW C

OPENING
Pull out and rotate positioner to

change opening. Use large opening
WHITE BLUE for SOCKETS, TERMINAL and
small opening for TERMINAL PIN, 1.60 mm
TERMINAL
EXTRACTOR/INSERTER
J 41194
INSULATION CRIMP
PLUG, CABLE SEAL WINGS (SMALL)
CORE
INSULATION
CORE CRIMP WINGS
CRIMP WINGS
(LARGE)
(SMALL)
INSULATED SOCKET
WIRE TERMINAL
SOCKETS, TERMINAL CORE CRIMP
WINGS (LARGE)
TERMINAL PIN, 1.60 mm

VIEW B VIEW D V08623.00.00
Figure E–17. Delphi-Packard (DHD) Connectors (31-Way); Crimping Tool

1–15. DELPHI-PACKARD (DHD) 31-WAY CONNECTOR
A. Connector/Terminal Repairs And Crimping Tool (Figure E-17)

Terminal Extractor/Inserter J 41194

Connector, 31-Way DHD Bulkhead Receptacle Adapter 29541278
Terminal, Pin, 1.6 mm 29542586
Plug, Cable Seal 12034413
Backshell 29541284
Conduit Retainer 29541281
Seal, Auxiliary 31-way 29541280
Nut, Retainer 29541276
Seal, Pass-through 29541279
Kit, Main Connector Update - DHD Kit, Main Connector Update 29519127
Plug, 31-way socket 29541277
Socket, Terminal 29542587
Plug, Cable seal 12034413
Backshell 29541284
Conduit Retainer 29541281
Seal, Auxiliary 31-way 29541280
NOTE: If it is difficult to remove or install the plug backshell, insert the plug into the receptacle, but do not
lock it into place, and loosen the backshell.
CONNECTOR
WIRE
TERMINAL
(PIN or SOCKET)
EXTRACTOR (WHITE)
WIRES
J 41194
V08622.00.00
Figure E–18. Pin and Socket Extraction

B. Pin And Socket Removal (Figure E-18)
1. Loosen and slide the backshell along the convolute conduit.
2. Remove the convolute conduit from the base of the backshell follower. Peel enough conduit from
the harness to allow working access.
3. Slide the backshell follower clear of the connector housing.
4. Remove as much of the tape wrap as necessary to allow working access.
NOTE: When using extractor/inserter tool, J 41194, lay the wire in the widest part of the wire slot and work
the tool tip toward the terminal being very careful so the tip of the tool is not damaged or broken.
5. Carefully insert the exposed part of the wire of a terminal pin or socket to be removed into the ex-
tractor tool (white end). Slide the tool, along with the wire, through the auxiliary seal and into the
back of the connector until it releases the terminal pin or socket.
6. Pull the terminal pin or socket, wire, and tool out of the back of the connector and auxiliary seal at
the same time.
If replacing the terminal, cut the wire through the middle of the terminal crimp (This minimizes wire
loss).
C. Terminal Crimping (Figure E–17, View C)

1. Strip approximately 5.0– 0.5 mm (0.197–0.02 inch) of insulation from the wire (core).
2. The terminal positioner on the crimping tool must be pulled out and rotated as necessary to accom-
modate both the socket and pin terminals. Use the large opening for sockets and small opening for
terminal pins.
3. Position the socket in the crimping tool so the crimp wings are up (Figure E–17, View C).
NOTE: It is important that the core is not inserted into the terminal any farther than is necessary to grip the
insulation with the insulation crimp wings when the handle is squeezed.
4. Insert the core into the socket until the core is in the core crimp wings and the insulation is in the
insulation crimp wings (Figure E–17, View D).
5. Squeeze the crimp tool handle until it releases. The socket is now crimped onto the wire and the in-
sulation is crimped under the insulation crimp wings.
6. Lightly tug on the socket while holding the wire to be sure the crimp is tight.
Crimp the terminal pin onto the wire using Steps 1–6.

CONNECTOR
WIRE
TERMINAL
(PIN or SOCKET)
INSERTER (BLUE)
WIRES
J 41194
V08621.00.00
Figure E–19. Pin and Socket Insertion
D. Terminal And Socket Insertion (Figure E-19)
NOTE: If replacing an auxiliary seal (refer to Figure E-17, View A), be sure the auxiliary seal is correctly
installed. Each auxiliary seal is marked with the terminal ID of the wire that passes through that hole
(Figure E-20). The auxiliary seal holes match the pattern of either the pins or sockets in the bulkhead
receptacle adapter or plug respectively. One side of the auxiliary seal is marked “PIN” (Figure E-20,
View A) and the other side is marked “SOC” or “SKT” (Figure E-20, View B). “PIN” indicates the
pin (bulkhead receptacle adapter) side of the connector. “SOC” or “SKT” indicates the socket (plug)
side of the connector. When installing the auxiliary seal in the bulkhead receptacle adapter side of the
connector, be sure “PIN” side is showing and position it so the “A” terminal ID on the auxiliary seal
aligns with the “A” terminal ID on the bulkhead receptacle adapter. When installing the auxiliary seal
on the plug side of the connector, be sure “SOC” or “SKT” is showing and position it so the “A”
terminal ID on the auxiliary seal aligns with the “A” terminal ID on the plug. Reversing “PIN” and
“SOC” or “SKT” sides of the auxiliary seal will cause the auxiliary seal holes to be misaligned with
the holes in either the plug or bulkhead receptacle adapter. Perform Steps 1 and 2 only if the auxiliary
seal has been removed.
1. Place the correct side of the auxiliary seal against the bulkhead receptacle adapter or plug and
align the “A” terminal IDs.
2. Insert two cavity plugs in unused cavities to maintain the proper orientation of the terminal holes.
NOTE: Handle the J 41194 extractor/inserter tool carefully so that the tip of the tool is not damaged or broken.
Lay the wire into the widest part of the wire slot and work the tool toward the terminal or socket.
3. Place the wire in the inserter tool J-41194 (blue end). Slide the tool along the wire until it touches
the terminal.
4. Insert the tool through the auxiliary seal into the connector and push until the terminal or socket is
seated. Remove the tool leaving the wire and terminal in place.
6. Wrap plastic tape around the wire bundle.
7. Assemble the connector in the reverse order of disassembly.

“A” TERMINAL “A” TERMINAL
A M M A
B N L L N B
P Z Z P
Q a Y Y a Q
C b K b C
f K f
R x x R
D c e J J e c D
d W d S
S T V W V T
U U E
E H
F
F G H
G
PIN SOC
VIEW A VIEW B
TERMINAL PIN SIDE SOCKET SIDE
V08620.00.00
Figure E–20. Auxiliary Seal Orientation

MATING
CONNECTOR MFG. P/N PART NAME MANUFACTURER CONFIG MFG. P/N MATING PART NAME
P/N
ECU S 12191001 STRAIN RELIEF, 32-WAY BLACK DELPHI-PACKARD 1-PC/ECU S 12186041 12186041 ECU HEADER
ECU S 15305333 SEAL, 32-WAY DELPHI-PACKARD 1-PC/ECU S
ECU S 15305371 INNER CONNECT, 32-WAY DELPHI-PACKARD 1-PC/ECU S
ECU S 12129021 TPA, 32-WAY BLACK DELPHI-PACKARD 1-PC/ECU S
ECU S 12084912 TERMINAL, SOCKET 100W DELPHI-PACKARD 1-PC/ECU S
ECU S 12129557 CAVITY PLUG, 100W DELPHI-PACKARD 1-PC/ECU S
ECU S 12177289 CPA, 32-WAY RED DELPHI-PACKARD 1-PC/ECU S
ECU V 12191002 STRAIN RELIEF, 32-WAY GRAY DELPHI-PACKARD 1-PC/ECU V 12186043 12186043 ECU HEADER
ECU V 15305333 SEAL, 32-WAY DELPHI-PACKARD 1-PC/ECU V
ECU V 15305371 INNER CONNECT, 32-WAY DELPHI-PACKARD 1-PC/ECU V
ECU V 12129022 TPA, 32-WAY GRAY DELPHI-PACKARD 1-PC/ECU V
ECU V 12084912 TERMINAL, SOCKET 100W DELPHI-PACKARD 1-PC/ECU V
ECU V 12129557 CAVITY PLUG, 100W DELPHI-PACKARD 1-PC/ECU V
ECU V 12177289 CPA, 32-WAY RED DELPHI-PACKARD 1-PC/ECU V
ECU T 12191003 STRAIN RELIEF, 32-WAY BLUE DELPHI-PACKARD 1-PC/ECU T 12129008 12129008 ECU HEADER
ECU T 15305333 SEAL, 32-WAY DELPHI-PACKARD 1-PC/ECU T
ECU T 15305371 INNER CONNECT, 32-WAY DELPHI-PACKARD 1-PC/ECU T
ECU T 12129023 TPA, 32-WAY BLUE DELPHI-PACKARD 1-PC/ECU T
ECU T 12084912 TERMINAL, SOCKET 100W DELPHI-PACKARD 1-PC/ECU T
ECU T 12129557 CAVITY PLUG, 100W DELPHI-PACKARD 1-PC/ECU T
ECU T 12177289 CPA, 32-WAY RED DELPHI-PACKARD 1-PC/ECU T
PSS/SSS 12160280 CONN 20F MIC/P 100W GRAY DELPHI-PACKARD 1-PC/COMP S 12160542 12160542 CONN 20M MIC/P 100W GRAY
PSS/SSS 15304882 CABLE SEAL, 14F GRAY DELPHI-PACKARD 1-PC/COMP S 12110693 12110693 CABLE SEAL, 14M GREEN
PSS/SSS 12160494 LOCK, SECONDARY 20F GREEN DELPHI-PACKARD 1-PC/COMP S 12191176 12191176 LOCK ASSIST/SEAL, 20M GREEN
PSS/SSS 12084912 TERMINAL, SOCKET 100W DELPHI-PACKARD 1-PC/COMP S 12160551 12160551 TERMINAL, PIN 100W

PSS/SSS 12129557 CAVITY PLUG, 100W DELPHI-PACKARD 1-PC/COMP S 12129557 12129557 CAVITY PLUG, 100W
PSS/SSS 12176394 CONDUIT CLIP, 13 mm BLACK DELPHI-PACKARD 1-PC/COMP S 12176394 12176394 CONDUIT CLIP, 13 mm BLACK
PSS/SSS 15752787 COMPACT SHIFT SELECTOR ARENS Serviced As Assy. 1-778282-1 CONNECTOR
770854-3 TERMINAL, SOCKET
770678-1 SEAL PLUG
WIRE SEAL, 14-WAY
CONNECTOR SEAL
DDR P 12048105 CONNECTOR, 12-WAY DELPHI-PACKARD 1-PC/COMP S DIAGNOSTIC DATA READER
DDR P 12048107 COVER, CONNECTOR DELPHI-PACKARD 1-PC/COMP S
DDR P 12034046 TERMINAL, 280F SPECIAL DELPHI-PACKARD 1-PC/COMP S
DDR P 12066214 TERMINAL, 280F (W/SCI), 2-WIRE DELPHI-PACKARD 1-PC/COMP S
DDR P 12020219 LOCK, SECONDARY DELPHI-PACKARD 1-PC/COMP S

E–59
MATING
P/N
E–60
DDR D HD10-6-12P CONNECTOR, REC., 6-WAY DEUTSCH IPD 1-PC/COMP S DIAGNOSTIC DATA READER
DDR D 0460-256-12233 CONTACT, PIN #12 DEUTSCH IPD 1-PC/COMP S
DDR D 0460-204-0831 CONTACT, PIN #8 DEUTSCH IPD 1-PC/COMP S
DDR D 114017 SEALING PLUG DEUTSCH IPD 1-PC/COMP S
DDR D HD18-006 BACKSHELL - STRAIN RELIEF DEUTSCH IPD 1-PC/COMP S
DDR D HDC16-6 CAP, DDR CONNECTOR DEUTSCH IPD 1-PC/COMP S
SCI 15300027 CONNECTOR, 2-WAY DELPHI-PACKARD 1-PC/COMP S 15300002 15300002 CONNECTOR, 2-WAY
SCI 12077411 TERMINAL, SOCKET DELPHI-PACKARD 1-PC/COMP S 12048159 12048159 TERMINAL, PIN
SCI 12089444 SEAL, WIRE TYPE, SILICONE DELPHI-PACKARD 1-PC/COMP S 12089444 12089444 SEAL, WIRE TYPE, SILICONE
SCI 15300014 LOCK, SECONDARY DELPHI-PACKARD 1-PC/COMP S 15300014 15300014 LOCK, SECONDARY
J1939 Early DT06-3S-E008 CONNECTOR, PLUG 3-WAY DEUTSCH 1-PC/ECU S DT04-3P-E008 CONNECTOR, REC., 3-WAY
J1939 Early W3S WEDGELOCK, PLUG DEUTSCH 1-PC/ECU S W3P WEDGELOCK, RECEPTACLE
J1939 3662-204-1691 CONTACT, SOCKET #16 DEUTSCH 1-PC/ECU S 29511369 3660-201-1690 CONTACT, PIN #16
J1939 0462-221-1631 CONTACT, EXTENDED SOCKET DEUTSCH 1-PC/ECU S 0460-247-1631 CONTACT, EXTENDED PIN
J1939 CABLE, J1939 DATABUS 1-PC/ECU S
J1939 Later DT06-3S-P032 CONNECTOR, PLUG, 3-WAY DEUTSCH 1-PC/ECU S DT04-3P-E008 CONNECTOR, REC., 3-WAY
J1939 Later W3S-P012 WEDGELOCK, PLUG (GREEN) DEUTSCH 1-PC/ECU S W3P WEDGELOCK, RECEPTACLE
VIM 12040920 CONNECTOR, BODY, 18-WAY DELPHI-PACKARD 1-PC/COMP V 12052130 12052130 VIM HEADER ASSEMBLY
VIM 12040936 SEAL, 9-WAY DELPHI-PACKARD 1-PC/COMP V
VIM 12110545 STRAIN RELIEF, 18-WAY DELPHI-PACKARD 1-PC/COMP V
VIM 12129426 BOLT, 7mm HEAD EXT. DELPHI-PACKARD 1-PC/COMP V
VIM 12034236 RETAINER CLIP, BOLT DELPHI-PACKARD 1-PC/COMP V
VIM 12103881 TERMINAL, 150F DELPHI-PACKARD 1-PC/COMP V
VIM 12034413 CAVITY PLUG, METRI-PACK DELPHI-PACKARD 1-PC/COMP V
VIW S 12160542 CONN 20M MIC/P 100W GRAY DELPHI-PACKARD 1-PC/COMP S 12160280 12160280 CONN 20F MIC/P 100W GRAY
VIW S 12110693 CABLE SEAL, 14M GREEN DELPHI-PACKARD 1-PC/COMP S 15304882 15304882 CABLE SEAL, 14F GRAY

VIW S 12191178 LOCK ASSIST/SEAL, 20M WHITE DELPHI-PACKARD 1-PC/COMP S 12191173 12191173 LOCK, SECONDARY 20F WHITE
VIW S 12160551 TERMINAL, PIN 100W DELPHI-PACKARD 1-PC/COMP S 12084912 12084912 TERMINAL, SOCKET 100W
VIW S 12129557 CAVITY PLUG, 100W DELPHI-PACKARD 1-PC/COMP S 12129557 12129557 CAVITY PLUG, 100W
VIW S 12176394 CONDUIT CLIP, 13 mm BLACK DELPHI-PACKARD 1-PC/COMP S 12176394 12176394 CONDUIT CLIP, 13 mm BLACK
VIW V 12160542 CONN 20M MIC/P 100W GRAY DELPHI-PACKARD 1-PC/COMP V 12160280 12160280 CONN 20F MIC/P 100W GRAY
VIW V 12110693 CABLE SEAL, 14M GREEN DELPHI-PACKARD 1-PC/COMP V 15304882 15304882 CABLE SEAL, 14F GRAY
VIW V 12191177 LOCK ASSIST/SEAL, 20M BLUE DELPHI-PACKARD 1-PC/COMP V 12191172 12191172 LOCK, SECONDARY 20F BLUE
VIW V 12160551 TERMINAL, PIN 100W DELPHI-PACKARD 1-PC/COMP V 12084912 12084912 TERMINAL, SOCKET 100W
VIW V 12129557 CAVITY PLUG, 100W DELPHI-PACKARD 1-PC/COMP V 12129557 12129557 CAVITY PLUG, 100W
VIW V 12176394 CONDUIT CLIP, 13 mm BLACK DELPHI-PACKARD 1-PC/COMP V 12176394 12176394 CONDUIT CLIP, 13 mm BLACK
VIW V 12191505 COVER, CONNECTOR DELPHI-PACKARD 1-PC/COMP V
RMR 12015795 CONNECTOR, 3-WAY DELPHI-PACKARD 1-PC/COMP S,T 12015092 12015092 CONNECTOR, SHROUD 3-WAY
RMR 12089040 TERMINAL, PIN DELPHI-PACKARD 1-PC/COMP S,T 12089188 12089188 TERMINAL, SOCKET
RMR 12089444 SEAL, WIRE TYPE, SILICONE DELPHI-PACKARD 1-PC/COMP S,T 12089444 12089444 SEAL, WIRE TYPE, SILICONE
MATING
P/N
NE (Former) 12162193 CONNECTOR, 2-WAY DELPHI-PACKARD 1-PC/COMP T 12066016 ENGINE SPEED SENSOR
NE (Former) 12103881 TERMINAL, 150F DELPHI-PACKARD 1-PC/COMP T Actual sensor uses molded receptacle similar to 12066016
NO (Former) 12162193 CONNECTOR, 2-WAY DELPHI-PACKARD 1-PC/COMP T OUTPUT SPEED SENSOR
NO (Former) 12103881 TERMINAL, 150F DELPHI-PACKARD 1-PC/COMP T Actual sensor uses molded receptacle similar to 12066016
NT (Former) 12162193 CONNECTOR, 2-WAY DELPHI-PACKARD 1-PC/COMP T TURBINE SPEED SENSOR
NT (Former) 12103881 TERMINAL, 150F DELPHI-PACKARD 1-PC/COMP T Actual sensor uses molded receptacle similar to 12066016
NE, NO, NT 15490464 CONNECTOR, MET/P 150 DELPHI-PACKARD 1-PC/COMP T SPEED SENSORS;
(Current) 15496486 CPA ENGINE
15305350 TERMINAL OUTPUT
15305352 CABLE SEAL TURBINE
15358890 CONVOLUTED CAPTURE/ TPA
TPS 12015793 CONNECTOR, 3-WAY DELPHI-PACKARD 1-PC/COMP V,T TPS HEADER
TPS 12089040 TERMINAL, PIN DELPHI-PACKARD 1-PC/COMP V,T TPS header similar to 12010717 connector with 12089188 sockets
TPS 12089444 SEAL, WIRE TYPE, SILICONE DELPHI-PACKARD 1-PC/COMP V,T molded into the TPS.
NSOL 15326143 CONNECTOR, 2-WAY DELPHI-PACKARD 1-PC/COMP T 12084669 ACCUMULATOR SOLENOID
NSOL 12103881 TERMINAL, 150F DELPHI-PACKARD 1-PC/COMP T Actual solenoid uses molded receptacle similar to 12084669
RTEMP 12010973 CONNECTOR, SHROUD, 2-WAY DELPHI-PACKARD 1-PC/COMP T 12015792 12015792 CONNECTOR, TOWER, 2-WAY
RTEMP 12089188 TERMINAL, SOCKET DELPHI-PACKARD 1-PC/COMP T 12089040 12089040 TERMINAL, PIN
RTEMP 12089444 SEAL, WIRE TYPE, SILICONE DELPHI-PACKARD 1-PC/COMP T 12089444 12089444 SEAL, SILICONE
RTEMP, V8A 12162852 CONNECTOR, 2-WAY DELPHI-PACKARD 1-PC/COMP T 12015792 12015792 V8A RETARDER TEMPERATURE
RTEMP, V8A 12124075 TERMINAL, 150.2F DELPHI-PACKARD 1-PC/COMP T
XFER KPSE06E10-6S CONNECTOR ASSY, PLUG 6-WAY ITT CANNON 1-PC/COMP T(7) KPSE07E10-6P TRANSFER CASE
RMOD KPSE06E16-8S CONNECTOR ASSY, PLUG 8-WAY ITT CANNON 1-PC/COMP T 29505513 KPSE07E16-8P CONNECTOR ASSY, REC 8-WAY
HSOLH KPT06E8-2S CONNECTOR ASSY, PLUG 2-WAY ITT CANNON 1-PC/COMP T, 4000 29505515 KPT07E8-2P RETARDER SOLENOID,
Product Family 4000 Product Family
HSOLM 12162197 CONNECTOR, 2-WAY DELPHI-PACKARD 1-PC/COMP T, 3000 12084669 RETARDER SOLENOID,

Product Family 3000 Product Family
HSOLM 12103881 TERMINAL, 150F DELPHI-PACKARD 1-PC/COMP T, 3000 Actual solenoid uses molded receptacle similar to 12084669
Product Family
TRANS WT06B24-31SN CONNECTOR, PLUG, 31-WAY DEUTSCH 1-PC/COMP T 29511368 WT04B24-31PN CONNECTOR, REC., 31-WAY
(Former)
TRANS 3662-204-1690 CONTACT, SOCKET #16 DEUTSCH 1-PC/COMP T 29511369 3660-201-1690 CONTACT, PIN #16
(Former)
TRANS 0613-1-1601 SEALING PLUG DEUTSCH 1-PC/COMP T 29511371 0613-1-1601 SEALING PLUG
(Former)
TRANS WTA10-24-01/19 HOUSING, BACKSHELL, 24/19 DEUTSCH 1-PC/COMP T 29514041 WTA10-24-01/19 HOUSING, BACKSHELL, 24/19
(Former)
TRANS WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19 DEUTSCH 1-PC/COMP T 29514042 WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19
(Former)
TRANS WTA10-24-03 GROMMET, BACKSHELL #24 DEUTSCH 1-PC/COMP T 29514043 WTA10-24-03 GROMMET, BACKSHELL #24
(Former)
E–61
MATING
P/N
E–62
TRANS 15410617 PLUG, 31-WAY DELPHI-PACKARD 1-PC/COMP T 29541278 15410618 ADAPTER, BULKHEAD
(Current)
TRANS 15424450 TERMINAL, SOCKET DELPHI-PACKARD 1-PC/COMP T 29542586 15424453 TERMINAL, PIN
(Current)
TRANS 12034413 PLUG, CABLE SEAL DELPHI-PACKARD 1-PC/COMP T 12034413 12034413 PLUG, CABLE SEAL
(Current)
TRANS 15417551 BACKSHELL DELPHI-PACKARD 1-PC/COMP T 29541284 15417551 BACKSHELL
(Current)
TRANS 15410614 RETAINER, CONDUIT DELPHI-PACKARD 1-PC/COMP T 29541281 15410614 RETAINER, CONDUIT
(Current)
TRANS 15410615 SEAL, AUXILIARY 31-WAY DELPHI-PACKARD 1-PC/COMP T 29541280 15410615 SEAL, AUXILIARY 31-WAY
(Current)
TRANS DELPHI-PACKARD 1-PC/COMP T 29541276 15410611 NUT, REATINER
(Current)
BLKHD RCS WT04B24-31SN CONNECTOR, REC., 31-WAY DEUTSCH ECU T/COMP V 29511855 WT06B24-31PN CONNECTOR, PLUG, 31-WAY
BLKHD RCS 3662-204-1690 CONTACT, SOCKET #16 DEUTSCH ECU T/COMP V 29511369 3660-201-1690 CONTACT, PIN #16
BLKHD RCS 0613-1-1601 SEALING PLUG DEUTSCH ECU T/COMP V 29511371 0613-1-1601 SEALING PLUG
BLKHD RCS WTA10-24-01/19 HOUSING, BACKSHELL, 24/19 DEUTSCH ECU T/COMP V 29514041 WTA10-24-01/19 HOUSING, BACKSHELL, 24/19
BLKHD RCS WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19 DEUTSCH ECU T/COMP V 29514042 WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19
BLKHD RCS WTA10-24-03 GROMMET, BACKSHELL #24 DEUTSCH ECU T/COMP V 29514043 WTA10-24-03 GROMMET, BACKSHELL #24
BLKHD RCS 0926-208-2401 NUT, PANEL DEUTSCH ECU T/COMP V
BLKHD RCS 9013-3-0402 O-RING DEUTSCH ECU T/COMP V
BLKHD PGP WT06B24-31PN CONNECTOR, PLUG, 31-WAY DEUTSCH ECU V/COMP T 29511854 WT04B24-31SN CONNECTOR, REC., 31-WAY
BLKHD PGP 3660-201-1690 CONTACT, PIN #16 DEUTSCH ECU V/COMP T 29511366 3662-204-1690 CONTACT, SOCKET #16
BLKHD PGP 0613-1-1601 SEALING PLUG DEUTSCH ECU V/COMP T 29511371 0613-1-1601 SEALING PLUG
BLKHD PGP WTA10-24-01/19 HOUSING, BACKSHELL, 24/19 DEUTSCH ECU V/COMP T 29514041 WTA10-24-01/19 HOUSING, BACKSHELL, 24/19
BLKHD PGP WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19 DEUTSCH ECU V/COMP T 29514042 WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19

BLKHD PGP WTA10-24-03 GROMMET, BACKSHELL #24 DEUTSCH ECU V/COMP T 29514043 WTA10-24-03 GROMMET, BACKSHELL #24
29527000 0926-208-2401 NUT, PANEL
29512839 9013-3-0402 O-RING
BLKHD RCP WTC04B24-31PN CONNECTOR, REC., 31-WAY DEUTSCH COMP S 29511365 WT06B24-31SN CONNECTOR, PLUG, 31-WAY
BLKHD RCP 3660-201-1690 CONTACT, PIN #16 DEUTSCH COMP S 29511366 3662-204-1690 CONTACT, SOCKET #16
BLKHD RCP 0613-1-1601 SEALING PLUG DEUTSCH COMP S 29511371 0613-1-1601 SEALING PLUG
BLKHD RCP WTA10-24-01/19 HOUSING, BACKSHELL, 24/19 DEUTSCH COMP S 29514041 WTA10-24-01/19 HOUSING, BACKSHELL, 24/19
BLKHD RCP WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19 DEUTSCH COMP S 29514042 WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19
BLKHD RCP WTA10-24-03 GROMMET, BACKSHELL #24 DEUTSCH COMP S 29514043 WTA10-24-03 GROMMET, BACKSHELL #24
BLKHD RCP 0926-208-2401 NUT, PANEL DEUTSCH COMP S
BLKHD RCP 9013-3-0402 O-RING DEUTSCH COMP S
BLKHD PGS WT06B24-31SN CONNECTOR, PLUG, 31-WAY DEUTSCH ECU S 29511368 WT04B24-31PN CONNECTOR, REC., 31-WAY
BLKHD PGS 3662-204-1690 CONTACT, SOCKET #16 DEUTSCH ECU S 29511369 3660-201-1690 CONTACT, PIN #16
BLKHD PGS 0613-1-1601 SEALING PLUG DEUTSCH ECU S 29511371 0613-1-1601 SEALING PLUG
MATING
P/N
BLKHD PGS WTA10-24-01/19 HOUSING, BACKSHELL, 24/19 DEUTSCH ECU S 29514041 WTA10-24-01/19 HOUSING, BACKSHELL, 24/19
BLKHD PGS WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19 DEUTSCH ECU S 29514042 WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19
BLKHD PGS WTA10-24-03 GROMMET, BACKSHELL #24 DEUTSCH ECU S 29514043 WTA10-24-03 GROMMET, BACKSHELL #24
29527000 0926-208-2401 NUT, PANEL
29512839 9013-3-0402 O-RING
SENS WT06B20-16SN CONNECTOR, PLUG, 16-WAY DEUTSCH 1-PC/COMP T (UNIV) 29516988 WT04B20-16PN CONNECTOR, REC., 16-WAY
SENS 3662-204-1690 CONTACT, SOCKET #16 DEUTSCH 1-PC/COMP T (UNIV) 29511369 3660-201-1690 CONTACT, PIN #16
SENS 0613-1-1601 SEALING PLUG DEUTSCH 1-PC/COMP T (UNIV) 29511371 0613-1-1601 SEALING PLUG
SENS WTA10-20-01/16 HOUSING, BACKSHELL, 20/16 DEUTSCH 1-PC/COMP T (UNIV) 29516991 WTA10-20-01/16 HOUSING, BACKSHELL, 20/16
SENS WTA10-20-02/16 FOLLOWER, BACKSHELL, 20/16 DEUTSCH 1-PC/COMP T (UNIV) 29516992 WTA10-20-02/16 FOLLOWER, BACKSHELL, 20/16
SENS WTA10-20-03 GROMMET, BACKSHELL #20 DEUTSCH 1-PC/COMP T (UNIV) 29516993 WTA10-20-03 GROMMET, BACKSHELL #20
29516989 0926-207-2087 NUT, PANEL #20
29519126 0914-212-2086 LOCKWASHER, #20
SENSX WT04B20-16PN CONNECTOR, REC., 16-WAY DEUTSCH SENSOR 29516987 WT06B20-16SN CONNECTOR, PLUG, 16-WAY
SENSX 3660-201-1690 CONTACT, PIN #16 DEUTSCH SENSOR 29511366 3662-204-1690 CONTACT, SOCKET #16
SENSX 0613-1-1601 SEALING PLUG DEUTSCH SENSOR 29511371 0613-1-1601 SEALING PLUG
SENSX WTA10-20-01/16 HOUSING, BACKSHELL, 20/16 DEUTSCH SENSOR 29516991 WTA10-20-01/16 HOUSING, BACKSHELL, 20/16
SENSX WTA10-20-02/16 FOLLOWER, BACKSHELL, 20/16 DEUTSCH SENSOR 29516992 WTA10-20-02/16 FOLLOWER, BACKSHELL, 20/16
SENSX WTA10-20-03 GROMMET, BACKSHELL #20 DEUTSCH SENSOR 29516993 WTA10-20-03 GROMMET, BACKSHELL #20
SENSX 0926-207-2087 NUT, PANEL #20 DEUTSCH SENSOR
SENSX 0914-212-2086 LOCKWASHER, #20 DEUTSCH SENSOR
RTEMPX 12015792 CONNECTOR, TOWER, 2-WAY DELPHI-PACKARD ADAPTER (3000 Prod- 12010973 12010973 CONNECTOR, SHROUD, 2-WAY
uct Family, Retarder
Models)
RTEMPX 12089040 TERMINAL, PIN DELPHI-PACKARD ADAPTER (3000 Prod- 12089188 12089188 TERMINAL, SOCKET

Models)
RTEMPX 12089444 SEAL, SILICONE DELPHI-PACKARD ADAPTER (3000 Prod- 12089444 12089444 SEAL, WIRE TYPE, SILICONE
Models)
NOX 12066016 CONNECTOR, 2-WAY DELPHI-PACKARD ADAPTER (3000 Prod- 12162193 12162193 CONNECTOR, 2-WAY
Models)
ADAPTER (3000 Prod- 12103881 12103881 TERMINAL, 150F
Models)
HSOLMX CONNECTOR MOLD, 2-WAY DELPHI-PACKARD ADAPTER (3000 Prod- 12162197 12162197 CONNECTOR, 2-WAY
Models)
ADAPTER (3000 Prod- 12103881 12103881 TERMINAL, 150F

Models)
E–63
MATING
P/N
E–64
HSOLMXA 12084669 CONNECTOR, 2-WAY DELPHI-PACKARD ADAPTER (3000 Prod- 12162197 12162197 CONNECTOR, 2-WAY
Models)
12103881 12103881 TERMINAL, 150F
RMRX 12015092 CONNECTOR, SHROUD 3-WAY DELPHI-PACKARD RES. MODULE 12015795 12015795 CONNECTOR, 3-WAY
RMRX 12089188 TERMINAL, SOCKET DELPHI-PACKARD RES. MODULE 12089040 12089040 TERMINAL, PIN
RMRX 12089444 SEAL, WIRE TYPE, SILICONE DELPHI-PACKARD RES. MODULE 12089444 12089444 SEAL, WIRE TYPE, SILICONE
SCIX 15300002 CONNECTOR, SHROUD 2-WAY DELPHI-PACKARD SCI ADAPTER 15300027 15300027 CONNECTOR, 2-WAY
SCIX 12048159 TERMINAL, PIN DELPHI-PACKARD SCI ADAPTER 12077411 12077411 TERMINAL, SOCKET
SCIX 12089444 SEAL, WIRE TYPE, SILICONE DELPHI-PACKARD SCI ADAPTER 12089444 12089444 SEAL, WIRE TYPE, SILICONE
SCIX 15300014 LOCK, SECONDARY DELPHI-PACKARD SCI ADAPTER 15300014 15300014 LOCK, SECONDARY
TRANSX WT04B24-31PN CONNECTOR, REC., 31-WAY DEUTSCH INTERNAL 29511365 WT06B24-31SN CONNECTOR, PLUG, 31-WAY
(Former)
TRANSX 3660-201-1690 CONTACT, PIN #16 DEUTSCH INTERNAL 29511366 3662-204-1690 CONTACT, SOCKET #16
(Former)
TRANSX 0613-1-1601 SEALING PLUG DEUTSCH INTERNAL 29511371 0613-1-1601 SEALING PLUG
(Former)
TRANSX WTA10-24-01/19 HOUSING, BACKSHELL, 24/19 DEUTSCH INTERNAL 29514041 WTA10-24-01/19 HOUSING, BACKSHELL, 24/19
(Former)
TRANSX WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19 DEUTSCH INTERNAL 29514042 WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19
(Former)
TRANSX WTA10-24-03 GROMMET, BACKSHELL #24 DEUTSCH INTERNAL 29514043 WTA10-24-03 GROMMET, BACKSHELL #24
(Former)
TRANSX 15410618 ADAPTER, BULKHEAD DELPHI-PACKARD INTERNAL 29541277 15410617 PLUG, 31-WAY
(Current)
TRANSX 15424453 TERMINAL, PIN DELPHI-PACKARD INTERNAL 29542587 15424450 TERMINAL, SOCKET
(Current)

TRANSX 12034413 PLUG, CABLE SEAL DELPHI-PACKARD INTERNAL 12034413 12034413 PLUG, CABLE SEAL
(Current)
TRANSX 15417551 BACKSHELL DELPHI-PACKARD INTERNAL 29541284 15417551 BACKSHELL
(Current)
TRANSX 15410614 RETAINER, CONDUIT DELPHI-PACKARD INTERNAL 29541281 15410614 RETAINER, CONDUIT
(Current)
TRANSX 15410615 SEAL, AUXILIARY 31-WAY DELPHI-PACKARD INTERNAL 29541280 15410615 SEAL, AUXILIARY 31-WAY
(Current)
TRANSX 15410611 NUT, REATINER DELPHI-PACKARD INTERNAL
(Current)
ASOL 12092420 CONNECTOR, 2-WAY SOLENOID DELPHI-PACKARD INTERNAL SOLENOID A (C1)
ASOL 12124639 TERMINAL, 280 SERIES SOCKET DELPHI-PACKARD INTERNAL
ASOL 12124618 TERMINAL, 280 SERIES SOCKET DELPHI-PACKARD INTERNAL

BSOL 12092420 CONNECTOR, 2-WAY SOLENOID DELPHI-PACKARD INTERNAL SOLENOID B (C2)

MATING
P/N
BSOL 12124639 TERMINAL, 280 SERIES SOCKET DELPHI-PACKARD INTERNAL
BSOL 12124618 TERMINAL, 280 SERIES SOCKET DELPHI-PACKARD INTERNAL
CSOL 12092420 CONNECTOR, 2-WAY SOLENOID DELPHI-PACKARD INTERNAL SOLENOID C (C3)
CSOL 12124639 TERMINAL, 280 SERIES SOCKET DELPHI-PACKARD INTERNAL
DSOL 12092420 CONNECTOR, 2-WAY SOLENOID DELPHI-PACKARD INTERNAL SOLENOID D (C4)
DSOL 12124639 TERMINAL, 280 SERIES SOCKET DELPHI-PACKARD INTERNAL
ESOL 12092420 CONNECTOR, 2-WAY SOLENOID DELPHI-PACKARD INTERNAL SOLENOID E (C5)
ESOL 12124639 TERMINAL, 280 SERIES SOCKET DELPHI-PACKARD INTERNAL
FSOL 12092420 CONNECTOR, 2-WAY SOLENOID DELPHI-PACKARD INTERNAL SOLENOID F (LOCK-UP)
FSOL 12124639 TERMINAL, 280 SERIES SOCKET DELPHI-PACKARD INTERNAL
GSOL 12092420 CONNECTOR, 2-WAY SOLENOID DELPHI-PACKARD INTERNAL SOLENOID G (FORWARD)
GSOL 12124639 TERMINAL, 280 SERIES SOCKET DELPHI-PACKARD INTERNAL
GSOL 12124618 TERMINAL, 280 SERIES SOCKET DELPHI-PACKARD INTERNAL
JSOL 12092420 CONNECTOR, 2-WAY SOLENOID DELPHI-PACKARD INTERNAL SOLENOID J (C6)
(3000 Product Family,
7-Speed)
JSOL 12124639 TERMINAL, 280 SERIES SOCKET DELPHI-PACKARD INTERNAL
7-Speed)
NSOLI 12092420 CONNECTOR, 2-WAY SOLENOID DELPHI-PACKARD INTERNAL SOLENOID N (LOW SIGNAL)
7-Speed)
NSOLI 12124639 TERMINAL, 280 SERIES SOCKET DELPHI-PACKARD INTERNAL
7-Speed)
C3PS 12110139 CONNECTOR, 2-WAY C3PS DELPHI-PACKARD INTERNAL C3 PRESSURE SWITCH
C3PS 12066337 TERMINAL, 280 SERIES PIN DELPHI-PACKARD INTERNAL

OLS 12047785 CONNECTOR, 4-WAY OLS DELPHI-PACKARD INTERNAL OIL LEVEL SENSOR
OLS 12047767 TERMINAL, 150F DELPHI-PACKARD INTERNAL
OLS 12047664 LOCK, SECONDARY DELPHI-PACKARD INTERNAL
OLS (3-PIN) 12064758 3-PIN PLUG (VIEW B) DELPHI-PACKARD INTERNAL OIL LEVEL SENSOR
OLS (3-PIN) 12047767 TERMINAL (SOCKET) DELPHI-PACKARD INTERNAL
OLS (3-PIN) 12047783 SECONDARY LOCK, TPA DELPHI-PACKARD INTERNAL
NTI 12162723 CONNECTOR, 2-WAY DELPHI-PACKARD INTERNAL TURBINE SPEED SENSOR
NTI 12110236 TERMINAL, 150F DELPHI-PACKARD INTERNAL
OILT SENSOR, TEMPERATURE, SUMP PHILLIPS TECH INTERNAL
OILT, V8A 12129691 SENSOR, TEMPERATURE, SUMP PHILLIPS TECH INTERNAL
TEMP, V8A 12047662 CONNECTOR, 2-WAY DELPHI-PACKARD INTERNAL 12129691 12129691 SENSOR, TEMPERATURE, SUMP
TEMP, V8A 12047664 LOCK, SECONDARY DELPHI-PACKARD INTERNAL

TEMP, V8A 12047767 TERMINAL, SOCKET DELPHI-PACKARD INTERNAL
E–65
MATING
P/N
E–66
STNDMD STANDOFF, WIRING HARNESS INTERNAL CONTROL MODULE,
3000 Product Family
STNDMD WTA01-04-14 GROMMET, STANDOFF 14-BLOCK DEUTSCH INTERNAL
STNDMD 12092195 O-RING, FEEDTHRU ASSEMBLY DELPHI-PACKARD INTERNAL
STNDMD WTA10-24-01/19 HOUSING, BACKSHELL, 24/19 DEUTSCH INTERNAL
STNDMD WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19 DEUTSCH INTERNAL
STNDMD WTA10-24-03 GROMMET, BACKSHELL #24 DEUTSCH INTERNAL
STNDMD 0810-205-0001 SEAL, FEEDTHRU ASSEMBLY DEUTSCH INTERNAL
STNDMR STANDOFF, WIRING HARNESS INTERNAL/OLS CONTROL MODULE,
3000 Product Family OLS
STNDMR WTA01-04-12 GROMMET, STANDOFF 12-BLOCK DEUTSCH INTERNAL/OLS
STNDMR 12092195 O-RING, FEEDTHRU ASSEMBLY DELPHI-PACKARD INTERNAL/OLS
STNDMR WTA10-24-01/19 HOUSING, BACKSHELL, 24/19 DEUTSCH INTERNAL/OLS
STNDMR WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19 DEUTSCH INTERNAL/OLS
STNDMR WTA10-24-03 GROMMET, BACKSHELL #24 DEUTSCH INTERNAL/OLS
STNDMR 0810-205-0001 SEAL, FEEDTHRU ASSEMBLY DEUTSCH INTERNAL/OLS
STNDM7 STANDOFF, WIRING HARNESS INTERNAL CONTROL MODULE,
3000 Product Family 7-Speed Models
STNDM7 WTA01-04-11 GROMMET, STANDOFF 11-BLOCK DEUTSCH INTERNAL
STNDM7 12092195 O-RING, FEEDTHRU ASSEMBLY DELPHI-PACKARD INTERNAL
STNDM7 WTA10-24-01/19 HOUSING, BACKSHELL, 24/19 DEUTSCH INTERNAL
STNDM7 WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19 DEUTSCH INTERNAL
STNDM7 WTA10-24-03 GROMMET, BACKSHELL #24 DEUTSCH INTERNAL
STNDM7 0810-205-0001 SEAL, FEEDTHRU ASSEMBLY DEUTSCH INTERNAL
STNDHD STANDOFF, WIRING HARNESS INTERNAL CONTROL MODULE,
4000 Product Family

STNDHD WTA01-04-16 GROMMET, STANDOFF 16-BLOCK DEUTSCH INTERNAL
STNDHD 12092195 O-RING, FEEDTHRU ASSEMBLY DELPHI-PACKARD INTERNAL
STNDHD WTA10-24-01/19 HOUSING, BACKSHELL, 24/19 DEUTSCH INTERNAL
STNDHD WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19 DEUTSCH INTERNAL
STNDHD WTA10-24-03 GROMMET, BACKSHELL #24 DEUTSCH INTERNAL
STNDHD 0810-205-0001 SEAL, FEEDTHRU ASSEMBLY DEUTSCH INTERNAL
STNDHR STANDOFF, WIRING HARNESS INTERNAL/OLS CONTROL MODULE 4000 Product
Family WITH OLS
STNDHR WTA01-04-14 GROMMET, STANDOFF 14-BLOCK DEUTSCH INTERNAL/OLS
STNDHR 12092195 O-RING, FEEDTHRU ASSEMBLY DELPHI-PACKARD INTERNAL/OLS
STNDHR WTA10-24-01/19 HOUSING, BACKSHELL, 24/19 DEUTSCH INTERNAL/OLS
STNDHR WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19 DEUTSCH INTERNAL/OLS
STNDHR WTA10-24-03 GROMMET, BACKSHELL #24 DEUTSCH INTERNAL/OLS

STNDHR 0810-205-0001 SEAL, FEEDTHRU ASSEMBLY DEUTSCH INTERNAL/OLS
MATING
P/N
STNDH7 STANDOFF, WIRING HARNESS INTERNAL CONTROL MODULE 4000 Product
Family 7-Speed WITH OLS
STNDH7 WTA01-04-12 GROMMET, STANDOFF 12-BLOCK DEUTSCH INTERNAL
STNDH7 12092195 O-RING, FEEDTHRU ASSEMBLY DELPHI-PACKARD INTERNAL
STNDH7 WTA10-24-01/19 HOUSING, BACKSHELL, 24/19 DEUTSCH INTERNAL
STNDH7 WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19 DEUTSCH INTERNAL
STNDH7 WTA10-24-03 GROMMET, BACKSHELL #24 DEUTSCH INTERNAL
STNDH7 0810-205-0001 SEAL, FEEDTHRU ASSEMBLY DEUTSCH INTERNAL
STNDH7 0613-1-1601 SEALING PLUG DEUTSCH INTERNAL
VIMX 12034397 CONNECTOR, BODY, 30-WAY DELPHI-PACKARD VIM WIRING VIM HEADER
VIMX 12040879 SEAL, 15-WAY DELPHI-PACKARD VIM WIRING
VIMX 12110546 STRAIN RELIEF, 30-WAY DELPHI-PACKARD VIM WIRING
VIMX 12129426 BOLT, 7 mm HEAD, EXT. DELPHI-PACKARD VIM WIRING
VIMX 12034236 RETAINER CLIP, BOLT DELPHI-PACKARD VIM WIRING
VIMX 12103881 TERMINAL, 150F SERIES DELPHI-PACKARD VIM WIRING
VIMX 12034413 CAVITY PLUG, METRI-PACK DELPHI-PACKARD VIM WIRING
VIW SX 12160280 CONN 20F MIC/P 100W GRAY DELPHI-PACKARD VIW S WIRING 12160542 12160542 CONN 20M MIC/P 100W GRAY
VIW SX 15304882 CABLE SEAL, 14F GRAY DELPHI-PACKARD VIW S WIRING 12110693 12110693 CABLE SEAL, 14M GREEN
VIW SX 12191173 LOCK, SECONDARY 20F WHITE DELPHI-PACKARD VIW S WIRING 12191178 12191178 LOCK ASSIST/SEAL, 20M WHITE
VIW SX 12084912 TERMINAL, SOCKET 100W DELPHI-PACKARD VIW S WIRING 12160551 12160551 TERMINAL, PIN 100W
VIW SX 12129557 CAVITY PLUG, 100W DELPHI-PACKARD VIW S WIRING 12129557 12129557 CAVITY PLUG, 100W
VIW SX 12176394 CONDUIT CLIP, 13 mm BLACK DELPHI-PACKARD VIW S WIRING 12176394 12176394 CONDUIT CLIP, 13 mm BLACK
VIW VX 12160280 CONN 20F MIC/P 100W GRAY DELPHI-PACKARD VIW V WIRING 12160542 12160542 CONN 20M MIC/P 100W GRAY
VIW VX 15304882 CABLE SEAL, 14F GRAY DELPHI-PACKARD VIW V WIRING 12110693 12110693 CABLE SEAL, 14M GREEN
VIW VX 12191172 LOCK, SECONDARY 20F BLUE DELPHI-PACKARD VIW V WIRING 12191177 12191177 LOCK ASSIST/SEAL, 20M BLUE

VIW VX 12084912 TERMINAL, SOCKET 100W DELPHI-PACKARD VIW V WIRING 12160551 12160551 TERMINAL, PIN 100W
VIW VX 12129557 CAVITY PLUG, 100W DELPHI-PACKARD VIW V WIRING 12129557 12129557 CAVITY PLUG, 100W
VIW VX 12176394 CONDUIT CLIP, 13 mm BLACK DELPHI-PACKARD VIW V WIRING 12176394 12176394 CONDUIT CLIP, 13 mm BLACK
E–67

NOTES

APPENDIX F—THROTTLE POSITION SENSOR ADJUSTMENT
A. Description of Operation (Figure F–1)

1. To properly communicate throttle position to the Electronic Control Unit (ECU), the throttle
position sensor (TPS) must convert its mechanical movement to an electrical form the ECU can
understand. To accomplish this, contacts move across a resistive strip inside the sensor which
translates position into voltage.
THROTTLE POSITION LINKAGE
CONTACTS
RESISTIVE STRIP
V00656.01
Figure F–1. Throttle Position to Voltage Conversion
2. Each position gives a different voltage. The ECU then converts the voltage to counts. Each count
corresponds to approximately 0.179 mm (0.007 inch) of throttle sensor movement. Figure F–2
diagrams the counts and throttle movement relationship.
Adjust so total stroke is within

0 COUNT
50–200 count band 255 COUNTS
14 COUNTS 233 COUNTS

ERROR ERROR
ZONE ZONE
50 COUNTS 200 COUNTS
APPROX.
19 mm (0.75 in.) STROKE
CLOSED WIDE OPEN

THROTTLE THROTTLE
FULLY FULLY
RETRACTED EXTENDED
(AT REST) Total Stroke
CT–WOT
2.5 mm 40.6 mm
(0.1 in.) 15.2 mm–22.9 mm (1.6 in.)
0 mm
(0.6 in.–0.9 in.) 45.7 mm
85–130 Counts (1.8 in.)
V00429.05
Figure F–2. Throttle Position Determination Diagram
3. Throttle percentage is proportional to counts; low counts correspond to low percent and high
counts correspond to high percent (Table F–1, Page F–3).
4. The conversion from counts to percent throttle is performed easily once the idle and full throttle
positions are set (see adjustment procedures below). The idle and full throttle positions correspond
Copyright © 2005 General Motors Corp. F–1

to counts which can be viewed with a diagnostic tool. The ECU determines percent throttle by the
equation:
Current Count — Idle Count

% Throttle = x 100
Full Throttle Count — Idle Count
Where:
Idle Count = Count on diagnostic tool when engine is idling.
Current Count = Count on diagnostic tool at the present throttle position.
Full Throttle Count = Count on diagnostic tool at wide open throttle.
NOTE: Refer to Appendix N for Allison DOC™ For PC–Service Tool information.
5. The throttle position sensor is self-calibrating within its normal operating range. Each time the
vehicle is started and the ECU is initialized, the idle counts that are used for closed throttle are
increased by 15 counts from its previous lowest reading. Also, the wide open throttle counts are
reduced by 15 counts from its previous highest reading. Once new counts are read from the
current sensor position, the idle and wide open throttle count set points are continually
readjusted to the lowest and highest counts, respectively. This compensates for fuel control system
wear or previous mechanical adjustment. One area of particular concern is when the throttle sensor
extends into the error zone. This indicates a TPS misadjustment to the ECU and 100 percent throttle
is assumed until readjustment is performed. Simply clearing the code 21 XX will not resolve the
100 percent (WOT) shifting situation.
NOTE: After replacing or adjusting the throttle position sensor linkage, the technician should use the
diagnostic tool to clear the throttle calibration. Go to the Allison DOC™ For PC–Service Tool
selection menu and locate ACTION REQUESTS. Select RESET THROTTLE CALIBRATION and
ENTER to set the 0 percent throttle counts. After the idle counts are established, the throttle should be
moved to the Full position to establish the full or Wide Open Throttle (WOT) position (100 percent).
The full throttle counts will be the same as the idle counts until the throttle is moved. The full throttle
counts are set when maximum travel is reached so stopping before actual full throttle will set the
100 percent point artificially low. Refer to Figure F–2 for proper counts and percentage. Refer to
Figure F–3 for illustration of throttle position adjustment.
B. Throttle Position Sensor (TPS) Adjustment

When properly installed by the equipment manufacturer, the TPS should not require adjustment.
Confirm that the throttle sensor is installed to manufacturer specifications before adjusting the throttle
position sensor. The idle count should be 50 or higher and full throttle count 200 or lower. The TPS is
self-calibrating meaning there is no optimum closed throttle or wide open throttle count value. As
long as the counts are within the 50 to 200 range, the TPS is set properly. Total stroke of 85–130
counts must be maintained. Watch the movement of the throttle sensor as the controls move it through
its full stroke. Be sure there is no misalignment or obstruction to smooth movement through the full
stroke. Make certain the idle and full throttle positions are not in the error zones (Figure F–2). The
error zones occur when the idle position is less than 14 counts, or when the full throttle position is
more than 233 counts. When idle or wide open throttle positions are in the error zones, codes 21 12
and 21 23 occur, respectively. These codes cause the transmission to shift as if the throttle is fully
depressed (100 percent throttle) affecting shift quality and causing decreased fuel efficiency. Code
21 XX may be caused by a short or open circuit in the chassis harness or by incorrect voltages. If this
occurs, refer to code 21 XX chart.
NOTE: Use Test Harness J 41339 for measuring voltages.
F–2 Copyright © 2005 General Motors Corp.

Table F–1. Volts Versus Count for Throttle Sensor Display Reading
CTS Volts CTS Volts CTS Volts CTS Volts CTS Volts CTS Volts
0 0 41 81 121 161 201
1 0.0196 42 82 122 162 202
2 43 83 123 163 203
3 44 84 124 164 204
4 45 0.882 85 1.666 125 2.451 165 3.235 205 4.019
5 0.098 46 86 126 166 206
6 47 87 127 167 207
7 48 88 128 168 208
8 49 89 129 169 209
9 50 0.98 90 1.764 130 2.549 170 3.333 210 4.117
10 0.196 51 91 131 171 211
11 52 92 132 172 212
12 53 93 133 173 213
13 54 94 134 174 214
14 55 1.078 95 1.863 135 2.647 175 3.431 215 4.215
15 0.276 56 96 136 176 216
16 57 97 137 177 217
17 58 98 138 178 218
18 59 99 139 179 219
19 60 1.176 100 1.96 140 2.745 180 3.529 220 4.313
20 0.392 61 101 141 181 221
21 62 102 142 182 222
22 63 103 143 183 223
23 64 104 144 184 224
24 65 1.274 105 2.058 145 2.843 185 3.627 225 4.411
25 0.49 66 106 146 186 226
26 67 107 147 187 227
27 68 108 148 188 228
28 69 109 149 189 229
29 70 1.372 110 2.156 150 2.941 190 3.725 230 4.509
30 0.588 71 111 151 191 231
31 72 112 152 192 232
32 73 113 153 193 233
33 74 114 154 194 234
34 75 1.47 115 2.225 155 3.039 195 3.823 235 4.607
35 0.686 76 116 156 196 236
36 77 117 157 197 237
37 78 118 158 198 238
38 79 119 159 199 239
39 80 1.568 120 2.353 160 3.137 200 3.921 240 4.705
40 0.784

MOUNTING PROVISION: BENDING LOAD

Use M6 x 1.00 or 1⁄4-20 in. series bolts APPLIED
3 places
Torque M6 x 1.00 bolt to 10–13 N•m (84–120 lb in.)
Torque 1⁄4-20 in. series bolts to 13–14 N•m (108–132 lb in.) UNACCEPTABLE INSTALLATION
Mount to a solid frame member. Flatness of
chassis mounting surface must not exceed 10.0° MAX INSTALLED
0.8 mm (0.03 in.). OPERATING ANGLE
IN ALL DIRECTIONS
LOADING IN
TENSION ONLY
ACCEPTABLE INSTALLATION
Attachment must provide freedom
of motion to allow cable loading in
tension only (no bending loads).
WIRING HARNESS
55.0 mm (2.17 in.)
MIN REQUIRED Fuel control must not move
the throttle sensor beyond R 152.0 mm (6.00 in.) MIN
FOR CONNECTION
the closed throttle position ALLOWANCE RADIUS
REMOVAL
at any time.
FULLY EXTENDED
FORCE REQUIRED FULLY
26.7 N (6.0 LB) MAX RETRACTED
MOUNTING (NOTE: Mounting length

47.5 mm (1.87 in.) CLOSED THROTTLE LENGTH + 50.8 mm (2 inches) equals
95.2 mm (3.75 in.) cable length)
FULL THROTTLE
118.1 mm (4.65 in.)
OPERATING BAND 15.2 – 22.9 mm
118.1 mm (0.6 – 0.9 in.)
(4.65 in.) The location of the
95.2 mm clamping bracket relative
(3.75 in.) to the fuel lever at closed
throttle must be maintained
within this range.
Attach to engine or governor

30.2 mm (1.19 in.) 93.45 mm (3.679 in.)housing using clamp and shims as
87.15 mm (3.431 in.)required. Clamp must positively
lock in cable groove.
Fuel lever attachment linkage or bracket must HITCH PIN CLIP
allow fuel lever to return to closed throttle position
ENGINE FUEL LEVER
when sensor rod is maintained at full throttle position.
Attach the throttle sensor directly to the engine fuel
lever with no breakover or yield linkages between the
engine fuel lever shaft and the attachment point of the
throttle sensor. CLOSED THROTTLE 183.1 mm (7.21 in.) MAX
FULL THROTTLE
SAME AS WITHOUT 160.2 mm (6.31 in.) MIN
SLIP-LINK
FULLY EXTENDED
38.1 mm (1.50 in.)
HITCH PIN CLIP

FULLY RETRACTED
OPTIONAL THROTTLE SENSOR ASSEMBLY WITH SLIP-LINK V00430.07
Figure F–3. Throttle Position Sensor Adjustment

Allison Transmission only supplies the detail parts of those assemblies for both service requirements and support
equipment requirements to OEMs and DOEMs. Below is the list of detail parts that are attached to the detail
throttle position sensor to achieve the different configurations.
Configuration Description Part Number Quantity
Chassis-mounted with Throttle Position Sensor x length Various 1

Slip Link Slip Link 29503631 1
Throttle Position Sensor x length Various 1
Slip Link 29503631 1
Engine-mounted with Engine Bracket 29500824 1
Slip Link Grommet 29509441 3
Ferrule 29509442 3
0.250-20 x 2.250 long; bolt with nylon patch 25944294 3
Throttle Position Sensor x length Various 1
Slip Link 29503631 1
Transmission-mounted Engine Bracket 29508371 1
(right or left) with Slip
Link Grommet 29509441 3
Ferrule 29509442 3
0.250-20 x 2.250 long; bolt with nylon patch 29544294 3
The bolt for attaching the throttle sensor to the ferrules in engine and transmission brackets is torqued to
8.1–11.1 N·m (72–98 lb inch).

NOTES

APPENDIX G—WELDING ON VEHICLE/VEHICLE INTERFACE MODULE
1–1. WELDING ON VEHICLE

When frame or other welding is required on the vehicle, take the following precautions to protect the electronic
control components:
1. Disconnect the wiring harness connectors at the transmission electronic control unit.
2. Disconnect the positive and negative battery connections, and any electronic control ground wires
connected to the frame or chassis.
3. Cover electronic control components and wiring to protect them from hot sparks, etc.
4. Do not connect welding cables to electronic control components.
Do not jump start a vehicle with arc welding equipment. Arc welding
WARNING! equipment’s dangerously high currents and voltages cannot be reduced to safe
levels.
1–2. VEHICLE INTERFACE MODULE

The Allison Vehicle Interface Module (VIM) containing all Allison system relays and fuses must be used as the
interface to all vehicle wiring. Refer to Figure G–2 for VIM component location and pin-out.To close an open VIM,
tighten the bolts in the numerical order shown in Figure G–1 to provide a sealed, water-tight box. Torque the bolts
to 5–8 N·m (4–6 lb ft).
6
7
4
3
5 8
V00657
Figure G–1. Vehicle Interface Module
Copyright © 2005 General Motors Corp. G–1

APPENDIX G—WELDING ON VEHICLE/VEHICLE INTERFACE MODULE
(K4) (K5) (K6)

WIRE 114/SFO 1 WIRE 125/SFO 4 WIRE 112/SFO 3
A3/30 F3/30
R3/18 C1/30 C1/30 N2/18 P2/18 K1 & 2/30
B2/30 D1/30 C2/30
R1/18 R1/18
A2/30 E1/30 F2/30
2
C1/30 F1/18
IGNITION FUSE
(K1) (K2) (K3)

WIRE 113/REVERSE WARNING WIRE 132/SFO 2 WIRE 123/NEUTRAL START
A1/30 E3/30 F1/30
R2/18 C1/30 M1/18 C1/30 P1/18 L1 & 2/18
D2/30 (+) (–)
R1/18 R1/18 K1 & 2/30
B1/30 E2/30 G1/30
1
C1/30 F1/18 J1 & 2/30 Q1 & 2/18
IGNITION FUSE MAIN FUSE
1 1
2 2
3 3
L M N P R S TERMINAL BOARD
A B C D E F G H J K A B C D E F IDENTIFICATION
HARNESS
30-WAY CONNECTOR 18-WAY CONNECTOR CONNECTOR
(PIN ID/30) (PIN ID/18) IDENTIFICATION
See page D-31 for See page D-30 for
wire/terminal usage. wire/terminal usage.
87
86
87A 85
30
Pin numbering on
bottom of relay
1 Ignition fuse position in early VIM

2 Ignition fuse must be in place and not open for there to be
continuity between pins C1/30 and R1/18
V07114
Figure G–2. VIM Components Location and Pin-Out Diagram
G–2 Copyright © 2005 General Motors Corp.

APPENDIX H—HYDRAULIC SCHEMATICS
Figure Description Page No.

H–1 C2 Latch Valve H–2
H–2 3000 and 4000 Product Families Hydraulic Schematic – Neutral H–3
H–3 3000 and 4000 Product Families Hydraulic Schematic – Reverse H–5
H–4 4 Hydraulic Schematic – 1st Range H–7/H–8
3000 and 4000 Product Families Hydraulic Schematic – 1st Range (2nd Range For
H–5 H–9
4000 Product Family 7-Speed)
3000 and 4000 Product Families Hydraulic Schematic – 2nd Range (3rd Range For
H–6 H–11
3000 and 4000 Product Families Hydraulic Schematic – 3rd Range (4th Range For
H–7 H–13
3000 and 4000 Product Families Hydraulic Schematic – 4th Range (5th Range For
H–8 H–15
H–9 H–17
H–10 H–19
H–11 3000 Product Family 7-Speed Partial Hydraulic Schematic (Various Ranges) H–21
through through
H–19 H–29
H–20 3000 Product Family—Retarder Hydraulic Schematic H–30
and (Retarders Built Prior To 1/1/98) and
H–21 H–31
and (Retarders Built After 1/1/98) and
H–23 H–33
and and
H–25 H–35
Copyright © 2005 General Motors Corp. H–1

C2 (TO CLUTCH)
C2 LATCH VALVE DETAIL
C1 (TO CLUTCH)
C2
LATCH
VALVE
CONTROL MAIN
EBF
C2 (FROM SOL)
C1 (FROM SOL)
146
C1
LATCH
VALVE
133
145 144
C3 (TO CLUTCH)
C3 (FROM SOL)
C5 (FROM SOL)
C5 (TO CLUTCH)
EBF
V00588.02
Figure H–1. C2 Latch Valve Detail
H–2 Copyright © 2005 General Motors Corp.

Figure H–2. 3000 and 4000 Product Families Hydraulic Schematic (Except 3000 Product Family 7-Speed)—Neutral
HYDRAULIC SCHEMATIC – NEUTRAL

Torque
Converter
Lube
Filter
CONVERTER IN Cooler
Conv
Regulator Lube Lube
CONVERTER OUT

Overdrive Conv
Knockdown Flow
Lockup
EX Lube
Regulator
F LU A C1 B C2 C C3 D C4 E C5
N/C N/O N/O N/C N/C N/C EX
Main
Filter
Ctl.
G FWD Main
N/C Reg. Pressure Relief
ON–OFF
EX Main
3000 PRODUCT EX
FAMILY
Exhaust
MODELS ONLY
C2 Backfill
Main Pump
C4 C5 Regulator
C1
C1 C2 C3 C4 C5
Suction
Filter
Accumulator/
Relay Valve SOLENOIDS ENERGIZED A B E Sump
CLUTCH APPLIED C5
EFFECTIVE S/N:
C1 C3 MAIN COOLER/LUBE 3000 PRODUCT FAMILY
Latch
CONTROL MAIN EX. BACKFILL S/N 6510024410
C3 Pressure EXHAUST CONVERTER 4000 PRODUCT FAMILY
C2 EX ALL S/N
Switch SUCTION C5
Latch
H–3
V01129.01.06

Figure H–3. 3000 and 4000 Product Families Hydraulic Schematic (Except 3000 Product Family 7-Speed)—Reverse
HYDRAULIC SCHEMATIC – REVERSE
Torque
Converter

Lube
Filter
CONVERTER IN Cooler
Conv
Regulator Lube Lube
CONVERTER OUT

Overdrive Conv
Knockdown Flow
Lockup
EX Lube
Regulator
Main
Filter
Ctl.
G FWD Main
ON–OFF
EX Main
3000 PRODUCT
EX
FAMILY
Exhaust MODELS ONLY
C2 Backfill
Main Pump
C4 C5 Regulator
C1
C1 C2 C3 C4 C5
Suction
Filter
Accumulator/
Relay Valve SOLENOIDS ENERGIZED A B C E Sump
CLUTCH APPLIED C3, C5
EFFECTIVE S/N:
C1 C3 MAIN COOLER/LUBE 3000 PRODUCT FAMILY
Latch
CONTROL MAIN EX. BACKFILL S/N 6510024410
C3 Pressure EXHAUST CONVERTER 4000 PRODUCT FAMILY
C2 EX ALL S/N
Switch SUCTION C3
Latch
H–5
C5
V01130.01.06

HYDRAULIC SCHEMATIC – FIRST RANGE
Torque
Converter
Lube
Filter
CONVERTER IN Cooler
Conv
Regulator Lube Lube
CONVERTER OUT
Overdrive Conv
Knockdown Flow
Lockup
EX Lube
Regulator
F A B C D E
LU C1 C2 C3 C4 C5
C6 Main
Filter
C6
Ctl.
G FWD Main
C6 ON–OFF
N/C
PWM C6 INTERLOCK
VALVE Main
EX
EX
MAIN
Exhaust
C2 Backfill
Main Pump
C4 C5 Regulator
C1
C1 C2 C3 C4 C5
Suction
Filter
C6 Accumulator/
N/C Relay Valve SOLENOIDS ENERGIZED B G N J Sump
ON–OFF
C1 C3 MAIN EX. BACKFILL
Latch CONTROL MAIN CONVERTER
C3 Pressure EXHAUST C3
EX SUCTION C6
C2 Switch
Latch COOLER/LUBE FWD. KDN.
V05267.01.01
Foldout H–4. 4000 Product Family 7-Speed Hydraulic Schematic—First Range
Copyright © 2005 General Motors Corp. H7/H8


Figure H–5. 3000 and 4000 Product Families Hydraulic Schematic (Except 3000 Product Family 7-Speed) —1st Range
HYDRAULIC SCHEMATIC – 1st RANGE

Torque
Converter
Lube
Filter
CONVERTER IN Cooler
Conv
Regulator Lube Lube
CONVERTER OUT

Overdrive Conv
Flow
(2nd Range for 4000 Product Family 7-Speed Models)
Knockdown
Lockup
EX Lube
Regulator
Main
Filter
Ctl.
G FWD Main
ON–OFF
EX Main
3000 PRODUCT EX
FAMILY
Exhaust
MODELS ONLY
C2 Backfill
Main Pump
C4 C5 Regulator
C1
C1 C2 C3 C4 C5
Suction
Filter
Accumulator/ SOLENOIDS ENERGIZED B E G

Relay Valve Sump
MAIN EX. BACKFILL EFFECTIVE S/N:
C1 C3 CONTROL MAIN CONVERTER 3000 PRODUCT FAMILY
Latch
EXHAUST C1 S/N 6510024410
C3 Pressure EX SUCTION C5 4000 PRODUCT FAMILY
C2 Switch COOLER/LUBE FWD. KDN. ALL S/N
Latch
H–9
V01123.01.06

Figure H–6. 3000 and 4000 Product Families Hydraulic Schematic (Except 3000 Product Family 7-Speed)—2nd Range
HYDRAULIC SCHEMATIC – 2nd RANGE

Torque
Converter
Lube
Filter
CONVERTER IN Cooler
Conv
Regulator Lube Lube
CONVERTER OUT

Overdrive Conv
Flow
(3rd Range for 4000 Product Family 7-Speed Models)
Knockdown
Lockup
EX Lube
Regulator
Main
Filter
Ctl.
G FWD Main
ON–OFF
EX Main
3000 PRODUCT
EX
FAMILY
Exhaust MODELS ONLY
C2 Backfill
Main Pump
C4 C5 Regulator
C1
C1 C2 C3 C4 C5
Suction
Filter
*SOLENOIDS ENERGIZED B D F G
Accumulator/ CLUTCH APPLIED C1, C4 LOCKUP
Relay Valve Sump
MAIN COOLER/LUBE LOCKUP
CONTROL MAIN EX. BACKFILL C1 EFFECTIVE S/N:
C1 C3
Latch EXHAUST CONVERTER C4 3000 PRODUCT FAMILY
SUCTION FWD. KDN. S/N 6510024410
C3 Pressure 4000 PRODUCT FAMILY
C2 EX * NOTE: During 1-2 Upshift and 2-1 Downshift, Solenoid G is ALL S/N
Switch de-energized (C2 Latch Valve “Up”, C1 Latch Valve “Down”)
Latch
H–11
to exhaust C5 Clutch through Solenoid E Regulator Valve. V01124.01.06


Figure H–7. 3000 and 4000 Product Families Hydraulic Schematic (Except 3000 Product Family 7-Speed)—3rd Range
HYDRAULIC SCHEMATIC – 3rd RANGE

Torque
Converter
Lube
Filter
CONVERTER IN Cooler
Conv
Regulator Lube Lube
CONVERTER OUT

Overdrive Conv
Knockdown Flow
(4th Range for 4000 Product Family 7-Speed Models)
Lockup
EX Lube
Regulator
Main
Filter
Ctl.
G FWD Main
ON–OFF
EX 3000 PRODUCT Main

FAMILY EX
Exhaust MODELS ONLY
C2 Backfill
Main Pump
C4 C5 Regulator
C1
C1 C2 C3 C4 C5
Suction
Filter
Accumulator/
Relay Valve SOLENOIDS ENERGIZED B C F G Sump
CLUTCH APPLIED C1, C3 LOCKUP
EFFECTIVE S/N:
C1 C3 MAIN COOLER/LUBE LOCKUP 3000 PRODUCT FAMILY
Latch
CONTROL MAIN EX. BACKFILL C1 S/N 6510024410
EXHAUST CONVERTER C3 4000 PRODUCT FAMILY
C3 Pressure EX
C2 SUCTION FWD. KDN. ALL S/N
Switch
Latch
H–13
V01125.01.06

Figure H–8. 3000 and 4000 Product Families Hydraulic Schematic (Except 3000 Product Family 7-Speed)—4th Range
HYDRAULIC SCHEMATIC – 4th RANGE

Torque
Converter
Lube
Filter
CONVERTER IN Cooler
Conv
Regulator Lube Lube
CONVERTER OUT

Overdrive Conv
Knockdown Flow
Lockup
EX Lube
Regulator
Main
Filter
Ctl.
G FWD Main
ON–OFF
EX Main
3000 PRODUCT
FAMILY EX
Exhaust MODELS ONLY
C2 Backfill
Main Pump
C4 C5 Regulator
C1
C1 C2 C3 C4 C5
Suction
Filter
Accumulator/
Relay Valve SOLENOIDS ENERGIZED F G Sump
C1 C3 EFFECTIVE S/N:
Latch MAIN COOLER/LUBE LOCKUP
CONTROL MAIN EX. BACKFILL C1 3000 PRODUCT FAMILY
EXHAUST CONVERTER C2 S/N 6510024410
C3 Pressure EX 4000 PRODUCT FAMILY
C2 Switch SUCTION FWD. KDN.
Latch ALL S/N
H–15
V01126.01.06


Torque
Converter
Lube
Filter
CONVERTER IN Cooler
Conv
Regulator Lube Lube
CONVERTER OUT

Overdrive Conv
Knockdown Flow
Lockup
EX Lube
Regulator
Main
Filter
Ctl.
G FWD Main
ON–OFF
EX Main
3000 PRODUCT
FAMILY
EX
Exhaust MODELS ONLY
C2 Backfill
Main Pump
C4 C5 Regulator
C1
C1 C2 C3 C4 C5
Suction
Filter
Accumulator/
Relay Valve SOLENOIDS ENERGIZED A C F G Sump
C1 C3 EFFECTIVE S/N:
Latch MAIN COOLER/LUBE LOCKUP
CONTROL MAIN EX. BACKFILL C2 3000 PRODUCT FAMILY
EXHAUST CONVERTER C3 S/N 6510024410
C3 Pressure EX 4000 PRODUCT FAMILY
C2 Switch SUCTION FWD. KDN.
Latch ALL S/N
H–17
V01127.01.06


Torque
Converter
Lube
Filter
CONVERTER IN Cooler
Conv
Regulator Lube Lube
CONVERTER OUT

Overdrive Conv
Knockdown Flow
Lockup
EX Lube
Regulator
Main
Filter
Ctl.
G FWD Main
ON–OFF
EX Main
3000 PRODUCT
EX
FAMILY
Exhaust MODELS ONLY
C2 Backfill
Main Pump
C4 C5 Regulator
C1
C1 C2 C3 C4 C5
Suction
Filter
*SOLENOIDS ENERGIZED A D F
Accumulator/ CLUTCH APPLIED C2, C4 LOCKUP
Relay Valve Sump
MAIN COOLER/LUBE LOCKUP
CONTROL MAIN EX. BACKFILL C2 EFFECTIVE S/N:
C1 C3 EXHAUST CONVERTER C4 3000 PRODUCT FAMILY
Latch SUCTION FWD. KDN. S/N 6510024410
C3 Pressure 4000 PRODUCT FAMILY
C2 EX NOTE: During 5-6 shift, Solenoid G is energized ALL S/N
Switch (both Latch Valves “Down”) to exhaust C3 Clutch
Latch
through Solenoid C Regulator Valve.
H–19
V01128.01.06

HYDRAULIC SCHEMATIC (PARTIAL)

NEUTRAL POWER ON
Figure H–11. 3000 Product Family 7-Speed Models Hydraulic Schematic—Neutral Power On
G
Main FWD
Control Main N/C
ON-OFF
Exhaust Backfill
Exhaust

D FEED C4
EBF
C2 C1
B FEED A FEED
J C6
N/C
PWM C6 INTERLOCK C FEED
VALVE MAIN PS
C3
E FEED
EBF
C5
C6
EBF EBF
EX
C2 LATCH C1 LATCH
N C6
N/C
ON-OFF
H–21
V05931.00.00
H–22

REVERSE POWER ON
Figure H–12. 3000 Product Family 7-Speed Models Hydraulic Schematic—Reverse Power On
G
Main FWD
Control Main N/C
ON-OFF
Exhaust Backfill
Exhaust

D FEED C4
EBF
C2 C1
B FEED A FEED
J C6
N/C
VALVE MAIN PS
C3
E FEED
EBF
C5
C6
EBF EBF
EX
C2 LATCH C1 LATCH
N C6
N/C
ON-OFF
V05932.00.00
LO MD POWER ON

Figure H–13. 3000 Product Family 7-Speed Models Hydraulic Schematic—Lo MD Power On
G
Main FWD
Control Main N/C
ON-OFF
Exhaust Backfill
Exhaust

D FEED C4
EBF
C2 C1
B FEED A FEED
J C6
N/C
VALVE MAIN PS
C3
E FEED
EBF
C5
C6
EBF EBF
EX
C2 LATCH C1 LATCH
N C6
N/C
ON-OFF
H–23
V05933.00.00
H–24

1st POWER ON

G
Figure H–14. 3000 Product Family 7-Speed Models Hydraulic Schematic—1st Power On
Main FWD
Control Main N/C
ON-OFF
Exhaust Backfill
Exhaust

D FEED C4
EBF
C2 C1
B FEED A FEED
J C6
N/C
VALVE MAIN PS
C3
E FEED
EBF
C5
C6
EBF EBF
EX
C2 LATCH C1 LATCH
N C6
N/C
ON-OFF
V05934.00.00
2nd POWER ON

G
Figure H–15. 3000 Product Family 7-Speed Models Hydraulic Schematic—2nd Power On
Main FWD
Control Main N/C
ON-OFF
Exhaust Backfill
Exhaust

D FEED C4
EBF
C2 C1
B FEED A FEED
J C6
N/C
VALVE MAIN PS
C3
E FEED
EBF
C5
C6
EBF EBF
EX
C2 LATCH C1 LATCH
N C6
N/C
ON-OFF
H–25
V05935.00.00
H–26

3rd POWER ON

G
Figure H–16. 3000 Product Family 7-Speed Models Hydraulic Schematic—3rd Power On
Main FWD
Control Main N/C
ON-OFF
Exhaust Backfill
Exhaust

D FEED C4
EBF
C2 C1
B FEED A FEED
J C6
N/C
VALVE MAIN PS
C3
E FEED
EBF
C5
C6
EBF EBF
EX
C2 LATCH C1 LATCH
N C6
N/C
ON-OFF
V05936.00.00
4th POWER ON

G
Figure H–17. 3000 Product Family 7-Speed Models Hydraulic Schematic—4th Power On
Main FWD
Control Main N/C
ON-OFF
Exhaust Backfill
Exhaust

D FEED C4
EBF
C2 C1
B FEED A FEED
J C6
N/C
VALVE MAIN PS
C3
E FEED
EBF
C5
C6
EBF EBF
EX
C2 LATCH C1 LATCH
N C6
N/C
ON-OFF
H–27
V05937.00.00
H–28

5th POWER ON

G
Main FWD
Control Main N/C
ON-OFF
Exhaust Backfill
Exhaust

D FEED C4
EBF
C2 C1
B FEED A FEED
J C6
N/C
VALVE MAIN PS
C3
E FEED
EBF
C5
C6
EBF EBF
EX
C2 LATCH C1 LATCH
N C6
N/C
ON-OFF
V05938.00.00
6th POWER ON

G
Main FWD
Control Main N/C
ON-OFF
Exhaust Backfill
Exhaust

D FEED C4
EBF
C2 C1
B FEED A FEED
J C6
N/C
VALVE MAIN PS
C3
E FEED
EBF
C5
C6
EBF EBF
EX
C2 LATCH C1 LATCH
N C6
N/C
ON-OFF
H–29
V05939.00.00
H–30
Figure H–20. 3000 Product Family Hydraulic Schematic (Retarders Built Before January 1, 1998)—Retarder On
MD/B 300/B 400 RETARDER HYDRAULIC SCHEMATIC

RETARDER ON
Main
Retarder
Control Control
Main

Valve
(H)
Retarder
Lube Charge
Pressure
Converter
Out
EX
Retarder
Temp Sensor
Flow
Valve
EX Cooler
ON/OFF
Solenoid
(N) CONTROL MAIN TO RETARDER
Air Protection EX Accumulator MAIN PRESSURE LUBE

Valve (Air)
(OEM supplied)
RETARDER OUT FROM COOLER
CONVERTER OUT TO COOLER
EXHAUST VEHICLE AIR
V01539.03.00
Figure H–21. 3000 Product Family Hydraulic Schematic (Retarders Built Before January 1, 1998)—Retarder Off
MD/B 300/B 400 RETARDER HYDRAULIC SCHEMATIC

RETARDER ON
Main
Control Retarder
Main Control

Valve
(H)
Retarder
Charge
Lube Pressure
Converter
Out
EX
Retarder
Temp Sensor
Flow
Valve
EX Cooler
ON/OFF
Solenoid
(N) CONTROL MAIN LUBE
Air Protection EX Accumulator MAIN PRESSURE FROM COOLER

Valve (Air)
(OEM supplied)
EXHAUST VEHICLE AIR
ORIFICE LUBE
H–31
V01540.03.00
H–32
Figure H–22. 3000 Product Family Hydraulic Schematic (Retarders Built After January 1, 1998)—Retarder On
RETARDER (Retarders built after 1/1/98)

HYDRAULIC SCHEMATIC RETARDER ON

Main
Control Regulator
Main Valve
Solenoid
(H)
EX
Lube EX
Converter
Out EX
Relay
Valve
Retarder
Temp Sensor
Flow
Valve
EX CONTROL MAIN TO RETARDER

Cooler
ON/OFF MAIN PRESSURE LUBE
Solenoid
(N) RETARDER OUT FROM COOLER
Air Protection EX Accumulator
Valve (Air) CONVERTER OUT TO COOLER
(OEM supplied)
EXHAUST VEHICLE AIR
V04626.02.00
Figure H–23. 3000 Product Family Hydraulic Schematic (Retarders Built After January 1, 1998)—Retarder Off
RETARDER (Retarders built after 1/1/98)

HYDRAULIC SCHEMATIC RETARDER OFF

Main
Control Regulator
Main Valve
Solenoid
(H)
EX
Lube EX
Converter
Out EX
Relay
Valve
Retarder
Temp Sensor
Flow
Valve
EX CONTROL MAIN LUBE

Cooler
ON/OFF MAIN PRESSURE FROM COOLER
Solenoid
(N) CONVERTER OUT TO COOLER
Air Protection EX Accumulator
Valve (Air) EXHAUST VEHICLE AIR
(OEM supplied)
ORIFICE LUBE
V04627.02.00
H–33
H–34
RETARDER

HYDRAULIC SCHEMATIC — RETARDER ON
Retarder
Figure H–24. 4000 Product Family Hydraulic Schematic— Retarder On
Control
Valve

(H)
Exhaust Retarder
Check Valve Charge
Pressure
EX
Retarder
Temp Sensor
EX
Flow
Valve
EX Cooler
ON/OFF
Solenoid
(N) CONTROL MAIN TO RETARDER
Air Protection EX Accumulator MAIN PRESSURE LUBE

Valve (Air)
(OEM supplied)
RETARDER OUT FROM COOLER
EXHAUST VEHICLE AIR
V01131.02.01
RETARDER

HYDRAULIC SCHEMATIC — RETARDER OFF
Retarder
Figure H–25. 4000 Product Family Hydraulic Schematic— Retarder Off
Control
Valve

(H)
Exhaust Retarder
Check Valve Charge
Pressure
EX
Retarder
Temp Sensor
EX
Flow
Valve
EX Cooler
ON/OFF
Solenoid
(N) CONTROL MAIN LUBE
Air Protection EX Accumulator MAIN PRESSURE FROM COOLER

Valve (Air)
(OEM supplied)
EXHAUST VEHICLE AIR
ORIFICE LUBE
H–35
V01132.02.01
NOTES

APPENDIX J—3000 AND 4000 PRODUCT FAMILIES WIRING SCHEMATIC
ENGINE
SPEED
SENSOR
B
A
150 – T30
141 – T14
ORANGE
TAN WTEC III VEHICLE INTERFACE
WIRING CONNECTOR
(VIW-V)
INPUT VEHICLE INTERFACE HARNESS
4000 TURBINE B
140C – T31 BLUE
SYSTEM WIRING SCHEMATIC A
B
(–) INPUT WIRE # 155
PRODUCT
FAMILY
SPEED 149C – T15 ORANGE C
(+) INPUT WIRE # 118
SWITCHED POWER
A
SENSOR BULKHEAD ECU ECU BULKHEAD 135G-V24
N
ANALOG RETURN
CONNECTOR CONNECTOR CONNECTOR CONNECTOR
(OPTIONAL) “T” “V” (OPTIONAL) (–) INPUT WIRE # 137
U
(BLUE) (GRAY) (–) INPUT WIRE # 117
OUTPUT P
148 – T32 GREEN
B (–) ABS INPUT SIGNAL WIRE # 154
SPEED 139 – T16 YELLOW 150 – T30 S
30 ENGINE SPEED – LO GPI 1 (–) 11
A 155 – V11 GREEN D
(–) OUTPUT WIRE # 105
A
SENSOR 141 –T14 T
14 ENGINE SPEED – HI GPI 2 (–) 12
B 153 – V12 YELLOW E
TRANSMISSION TEMP LIGHT
INDICATOR
148 – T32 Q C 118 – V13 BLUE V SWITCHED POWER
OUTPUT SPEED – LO GPI 3 (+) OR RELAY
32 13 DIGITAL RETURN
TRANSMISSION 139 – T16 R
OUTPUT SPEED – HI ANALOG RETURN
N 135A – V24 GREEN L
16 24 (–) INPUT WIRE # 177
TURBINE SPEED 140B – T31 BLUE 140A – T31 U U 137 – V29 ORANGE S
3000 U 31 TURBINE SPEED – LO GPI 7 (–) 29 (+) INPUT WIRE # 178
R SWITCHED POWER
PRODUCT
FAMILY V
149B – T15 ORANGE 149A – T15 V
15 TURBINE SPEED – HI ELECTRONIC CONTROL UNIT (ECU) GPI 8 (–) 30
P 117 – V30 GREEN
WATER TEMP
GREEN 107 – T3 E d 154 – V27 WHITE M
F SOL POWER (F – HI) GPI 5 (–) SENSOR
E 3 27
F SOL WHITE 110 – T22 F E 105 – V19 GREEN
F 22 F SOL LO GPO 5 19
C3 PS WHITE 162 – T12 X SCHEMATIC LEGEND: V 167 – V5 WHITE
OIL LEVEL X 12 C3PS INPUT GPO 8 5
SENSOR 124B – T9 PINK 124A – T9 D = High Side Driver (switch to power) L 161 – V31 YELLOW
D 9 SENSOR POWER DIGITAL RETURN (GPI) 31
TRANS ID YELLOW 195 – T13 W S 177 – V14 TAN HARNESS TERMINALS OUTPUT VEHICLE
W 13 TRANS ID = Low Side Driver (switch to ground) GPI 10 (–) 14 VIM TERMINALS INTERFACE HARNESS
GREEN 135A – T25 N R 178 – V28 ORANGE
N 25 ANALOG RETURN GPI (+) = General Purpose Input (Externally Switched to Battery GPI 11 (+) 28
BLUE 165 – T26 Y M 179 – V9 BLUE B1 313 CM REVERSE WARNING
Y 26 OIL LEVEL SENSOR INPUT Voltage to Activate) ENGINE WATER TEMP 9
A SOL WHITE 120 – T4 G Q 113 – V4 WHITE A1 313 NO RELAY (REQUIRED)
G 4 A SOL LO GPI (–) = General Purpose Input (Externally Switched to Digital REVERSE WARNING 4 F2 S2
B SOL ORANGE 128 – T20 J Return to Activate) K 123 – V6 TAN G1 323 CM NEUTRAL START
J 20 B SOL LO NEUTRAL START 6
A – HI
TAN 121 – T2 H B, E SOL POWER GPO = General Purpose Output GPO 3
H 112 – V22 TAN D1 P1 F1 323 NO RELAY (REQUIRED)
H 2 22
C SOL GREEN 103 – T5 B PSS = Primary Shift Selector f 132 – V3 ORANGE F2 312 CM
B 5 C SOL LO GPO 2 3
SSS = Secondary Shift Selector
D SOL BLUE 131 – T21 M
D SOL LO GPO 1
J 114 – V2 WHITE D2 P2 C2 312 NC RELAY OUTPUT
M 21 A – HI SCI = Serial Communication Interface 2 WIRE #112
ORANGE 102 – T1 A A, D, J SOL POWER e 146 – V26 YELLOW F3 312 NO
A 1 RMR = Retarder Modulation Request IGNITION SENSE 26 B1 M1
E SOL TAN 129 – T6 K Y 125 – V18 WHITE E2 332 CM
K 6 E SOL LO GPO 4 18
A – HI RELAY OUTPUT
YELLOW 130 – T17 L C, G SOL POWER X 157 – V20 TAN F3 S3 D2 332 NC
L 17 VEHICLE SPEED 20 WIRE #132
G SOL WHITE 104 – T7 C G 143 – V17 GRAY E3 332 NO
C 7 G SOL LO 17
SUMP TEMP TAN 147 – T27 P BATTERY RETURN F 143 – V32 GRAY F1 S1 C1 346 IGNITION
P 27 SUMP TEMP INPUT 32
7 SPEED J SOL GREEN 111 – T8 e g 136 – V1 PINK 10A H2 VEHICLE SPEED
e 8 J SOL LO 1
ONLY N SOL BLUE 156 – T10 b BATTERY POWER W 136 – V16 PINK C2 N2
A2 314 CM
SHIFT SELECTOR MODE INPUT

f 10 THROTTLE POSITION SENSOR 16
YELLOW 164 – T11 a b 156 – V10 BLUE B2 314 NC RELAY OUTPUT
SHIFT SELECTOR DISPLAY

g 11 RMR THROTTLE POS SENSOR 10 B2 M2 WIRE #114
116B – T19
J 1939 CONTROLLER, LO
J 1939 CONTROLLER, HI
D 124 – V8 PINK A3 314 NO
CHECK TRANS
18 SENSOR POWER 8
SELECTOR RETURN
116A – T19 g A1 L1 E1 325 CM RELAY OUTPUT
SELECTOR POWER
19 H, N SOL POWER (H, N – HI) CASE CONNECTION 25
ANALOG RETURN
SENSOR POWER
IGNITION SENSE
VEHICLE SPEED
135D – T25 GREEN 127 – T23 c (was EMI GROUND) D1 325 NC WIRE #125
THROTTLE
GPO 7
GPO 6
A H SOL LO 7
J 1939 SHIELD
23
GREEN
156 – T10 BLUE 101 – T24 f A2 L2 K1
POSITION B 24 N SOL LO 15
GPI 12 (–)
ISO 9141
GPI 4 (+)
GPI 6 (–)
GPI 9 (–)
124D – T9 PINK 138 – T28 d K2
SCI LO
SENSOR
SCI HI
PSS P
SSS P
RET TEMP SENSOR INPUT
PSS 1
PSS 2
PSS 4
PSS 8
SSS 1
SSS 2
SSS 4
SSS 8
C 28 21 E1 R1
RMR
135D – V24
23 10A J1
29
ECU E2 R2 J2 + –
TRANSFER CASE B
116C – T19 YELLOW CONNECTOR 12/24 VOLT
11
27
18
26
28
31
30
17
32
15
13
29
12
19
20
14
10
16
21
22
23
24
25
“S” BATTERY
5
6
7
8
9
3
YELLOW GM OBD II CONNECTOR PACKARD CONNECTOR
H SOL OUTPUT
SPEED
C (BLACK) VEHICLE INTERFACE
GREEN DEUTSCH CONNECTOR
SENSOR D MODULE (VIM)
WHITE
A 146J – S4 YELLOW A B C
W
M
G
R
U
D
A
E
K
Y
F
T
d
e
J
f
16 H C
151 – S17 BLUE BULKHEAD
DIAGNOSTIC 15 K B
142 – S1 WHITE CONNECTOR THROTTLE
RETARDER A
135E – T25 GREEN TOOL 7 J A (OPTIONAL)
POSITION
143A – S32
176A – S15
182 A– S12
180A – S14
175A – S10
136A – S16
146A – S4
124A – S3
119 – S11
163 – S27
166 – S18
169 – S26
126 – S28
115 – S31
157 – S30
151 – S17
183 – S13
184 – S29
135 – S19
164 – S20
190 – S21
191 – S22
192 – S23
193 – S24
194 – S25
143J – S32 GRAY
159 – S2
142 – S1
170 – S5
171 – S6
172 – S7
173 – S8
174 – S9
164 – T11 YELLOW
MODULATION B
5 A E
NOTE: If wire 144 is connected here, do the following: SENSOR
124E – T9 PINK
REQUEST C 1. Remove wire and terminal from ECU harness connector
2. Insert cavity plug in wire seal of ECU connector
ORANGE
ORANGE
ORANGE
INPUT VEHICLE
YELLOW
YELLOW
YELLOW
YELLOW
YELLOW
YELLOW
VEHICLE INTERFACE
GREEN
GREEN
GREEN
GREEN
GREEN
GREEN
WHITE
GRAY
GRAY
BLUE
BLUE
BLUE
BLUE
BLUE
BLUE
PINK
PINK
PINK
RETARDER
TAN
TAN
TAN
TAN
TAN
WIRING CONNECTOR
3000 PRODUCT FAMILY INTERFACE HARNESS (VIW-S)
G
OUTPUT GREEN WIRE NO. 12V SYSTEM 24V SYSTEM 188H GRAY
D V TAN 194 – S25
SPEED YELLOW 187H YELLOW E
SENSOR C 188 CHASSIS GROUND CHASSIS GROUND U YELLOW 193 – S24
SECONDARY SHIFT SELECTOR (OPTIONAL)

135C – T25 GREEN OUTPUT FROM D
F 187 NOT USED BLUE 192 – S23
116C – T19 YELLOW 12V DIMMER 186H WHITE C
B OUTPUT FROM T GREEN 191 – S22
WHITE 186 CHASSIS GROUND 24V DIMMER B
A ORANGE 190 – S21
TEMP H SOL ORANGE SWITCHED (+) INPUT 119 – S11 YELLOW A
E M
SENSOR POWER WIRE #119 K
H
136F – S16
H
S
L
(–) INPUT 163 – S27 BLUE J
R
124F – S3
C
A
B
WIRE #163 W
4000 PRODUCT FAMILT
175F – S10
MODELS ONLY CHECK 115 – S31 GREEN J 1939 H
B
180F – S14
TRANS INTERFACE G
SPEEDOMETER
B
A
116C – T19 YELLOW SWITCHED 157 – S30 TAN F
RETARDER B
127 – T23 WHITE POWER D PINK PINK 136K – S16
R
SOLENOID H SOL A SCI
PINK 124K – S3
IGNITION 146H – S4 YELLOW N
124E – S3
E GREEN 175K – S10
10A M
BLUE 180K – S14
RETARDER B
135C – T25 GREEN
SWITCHED INDICATOR (–) OUTPUT 166 – S18 TAN S
N 143F – S32 GRAY 143K – S32
TEMP A
138 – T28 ORANGE POWER OR RELAY WIRE #166 P
SENSOR 159 – S2 TAN
176F – S15 ORANGE 176K – S15
L
ISO 9141 COMMUNICATION A GRAY 188K
188F
V
3000 and 4000 YELLOW 187K
187F
(–) INPUT 169 – S26 BLUE U
186F
PRODUCT FAMILIES S WHITE 186K
WIRE #169
C
A
B
T
SELECTOR GROUND 143H – S32 GRAY RETARDER
116N – T19 YELLOW P
RETARDER B MODULATION
ACCUMULATOR 101 – T24 BLUE REQUEST
W
M
G
U
C
D
N
R
H
V
P
A
B
E
S
K
T
F
L
J
A (–) OUTPUT 176H – S15 ORANGE
N SOL SWITCHED INDICATOR
OR RELAY L
POWER WIRE #176
PRIMARY SHIFT SELECTOR
(–) INPUT 126 – S28 YELLOW
C V03347.02.01
WIRE #126
Figure J–1. 3000 and 4000 Product Families Wiring Schematic (TransID 1)
Copyright © 2005 General Motors Corp. J–1/J–2

ENGINE B
150 – T30 ORANGE
SPEED 141 – T14 TAN VEHICLE INTERFACE
WIRING CONNECTOR INPUT VEHICLE INTERFACE HARNESS
A
SENSOR (VIW-V)
A
4000 TURBINE B
140C – T31 BLUE B
PRODUCT
FAMILY
SPEED 149C – T15 ORANGE C
(+) INPUT WIRE # 118
SWITCHED POWER
A
SENSOR BULKHEAD ECU ECU BULKHEAD 135G-V24
N
ANALOG RETURN
CONNECTOR CONNECTOR CONNECTOR CONNECTOR
(OPTIONAL) “T” “V” (OPTIONAL) (–) INPUT WIRE # 137
U
(BLUE) (GRAY) (–) INPUT WIRE # 117
OUTPUT P
148 – T32 GREEN
B (–) ABS INPUT SIGNAL WIRE # 154
SPEED 139 – T16 YELLOW 150 – T30 S
30 ENGINE SPEED – LO GPI 1 (–) 11
A 155 – V11 GREEN D
A
SENSOR 141 –T14 T
14 ENGINE SPEED – HI GPI 2 (–) 12
B 153 – V12 YELLOW E
TRANSMISSION TEMP LIGHT
INDICATOR
148 – T32 Q C 118 – V13 BLUE V SWITCHED POWER
OUTPUT SPEED – LO GPI 3 (+) OR RELAY
32 13 DIGITAL RETURN
TRANSMISSION 139 – T16 R
OUTPUT SPEED – HI ANALOG RETURN
N 135A – V24 GREEN L
16 24 (–) INPUT WIRE # 177
TURBINE SPEED 140B – T31 BLUE 140A – T31 U U 137 – V29 ORANGE S
4000 U 31 TURBINE SPEED – LO GPI 7 (–) 29 (+) INPUT WIRE # 178
R SWITCHED POWER
PRODUCT
FAMILY V
149B – T15 ORANGE 149A – T15 V
15 TURBINE SPEED – HI ELECTRONIC CONTROL UNIT (ECU) GPI 8 (–) 30
P 117 – V30 GREEN
WATER TEMP
GREEN 107 – T3 E d 154 – V27 WHITE M
F SOL POWER (F – HI) GPI 5 (–) SENSOR
E 3 27
F SOL WHITE 110 – T22 F E 105 – V19 GREEN
F 22 F SOL LO GPO 5 19
C3 PS WHITE 162 – T12 X SCHEMATIC LEGEND: V 167 – V5 WHITE
OIL LEVEL X 12 C3PS INPUT GPO 8 5
SENSOR 124B – T9 PINK 124A – T9 D = High Side Driver (switch to power) L 161 – V31 YELLOW
D 9 SENSOR POWER DIGITAL RETURN (GPI) 31
TRANS ID YELLOW 195 – T13 W S 177 – V14 TAN HARNESS TERMINALS OUTPUT VEHICLE
W 13 TRANS ID = Low Side Driver (switch to ground) GPI 10 (–) 14 VIM TERMINALS INTERFACE HARNESS
GREEN 135A – T25 N R 178 – V28 ORANGE
N 25 ANALOG RETURN GPI (+) = General Purpose Input (Externally Switched to Battery GPI 11 (+) 28
BLUE 165 – T26 Y M 179 – V9 BLUE B1 313 CM REVERSE WARNING
Y 26 OIL LEVEL SENSOR INPUT Voltage to Activate) ENGINE WATER TEMP 9
A SOL WHITE 120 – T4 G Q 113 – V4 WHITE A1 313 NO RELAY (REQUIRED)
TID
2 G 4 A SOL LO GPI (–) = General Purpose Input (Externally Switched to Digital REVERSE WARNING 4 F2 S2
B SOL ORANGE 128 – T20 J Return to Activate) K 123 – V6 TAN G1 323 CM NEUTRAL START
J 20 B SOL LO NEUTRAL START 6
A – HI
TAN 121 – T2 H B, E SOL POWER GPO = General Purpose Output GPO 3
H 112 – V22 TAN D1 P1 F1 323 NO RELAY (REQUIRED)
H 2 22
C SOL GREEN 103 – T5 B PSS = Primary Shift Selector f 132 – V3 ORANGE F2 312 CM
B 5 C SOL LO GPO 2 3
SSS = Secondary Shift Selector
D SOL BLUE 131 – T21 M
D SOL LO GPO 1
J 114 – V2 WHITE D2 P2 C2 312 NC RELAY OUTPUT
M 21 A – HI SCI = Serial Communication Interface 2 WIRE #112
ORANGE 102 – T1 A A, D, J SOL POWER e 146 – V26 YELLOW F3 312 NO
A 1 RMR = Retarder Modulation Request IGNITION SENSE 26 B1 M1
E SOL TAN 129 – T6 K Y 125 – V18 WHITE E2 332 CM
K 6 E SOL LO GPO 4 18
A – HI RELAY OUTPUT
YELLOW 130 – T17 L C, G SOL POWER X 157 – V20 TAN F3 S3 D2 332 NC
L 17 VEHICLE SPEED 20 WIRE #132
G SOL WHITE 104 – T7 C G 143 – V17 GRAY E3 332 NO
C 7 G SOL LO 17
SUMP TEMP TAN 147 – T27 P BATTERY RETURN F 143 – V32 GRAY F1 S1 C1 346 IGNITION
P 27 SUMP TEMP INPUT 32
7 SPEED J SOL GREEN 111 – T8 e g 136 – V1 PINK 10A H2 VEHICLE SPEED
e 8 J SOL LO 1
ONLY N SOL BLUE 156 – T10 b BATTERY POWER W 136 – V16 PINK C2 N2
A2 314 CM
SHIFT SELECTOR MODE INPUT

f 10 THROTTLE POSITION SENSOR 16
YELLOW 164 – T11 a b 156 – V10 BLUE B2 314 NC RELAY OUTPUT
SHIFT SELECTOR DISPLAY

g 11 RMR THROTTLE POS SENSOR 10 B2 M2 WIRE #114
116B – T19
J 1939 CONTROLLER, LO
J 1939 CONTROLLER, HI
D 124 – V8 PINK A3 314 NO
CHECK TRANS
18 SENSOR POWER 8
SELECTOR RETURN
116A – T19 g A1 L1 E1 325 CM RELAY OUTPUT
SELECTOR POWER
19 H, N SOL POWER (H, N – HI) CASE CONNECTION 25
ANALOG RETURN
SENSOR POWER
IGNITION SENSE
VEHICLE SPEED
135D – T25 GREEN 127 – T23 c (was EMI GROUND) D1 325 NC WIRE #125
THROTTLE
GPO 7
GPO 6
A H SOL LO 7
J 1939 SHIELD
23
GREEN
156 – T10 BLUE 101 – T24 f A2 L2 K1
POSITION B 24 N SOL LO 15
GPI 12 (–)
ISO 9141
GPI 4 (+)
GPI 6 (–)
GPI 9 (–)
124D – T9 PINK 138 – T28 d K2
SCI LO
SENSOR
SCI HI
PSS P
SSS P
RET TEMP SENSOR INPUT
PSS 1
PSS 2
PSS 4
PSS 8
SSS 1
SSS 2
SSS 4
SSS 8
C 28 21 E1 R1
RMR
135D – V24
23 10A J1
29
ECU E2 R2 J2 + –
TRANSFER CASE B
116C – T19 YELLOW CONNECTOR 12/24 VOLT
11
27
18
26
28
31
30
17
32
15
13
29
12
19
20
14
10
16
21
22
23
24
25
“S” BATTERY
5
6
7
8
9
3
YELLOW DEUTSCH CONNECTOR (6-PIN) GM OBD II CONNECTOR
H SOL OUTPUT
SPEED
C (BLACK) VEHICLE INTERFACE
GREEN DEUTSCH CONNECTOR (9-PIN) PACKARD CONNECTOR
SENSOR D MODULE (VIM)
WHITE
A 146J – S4 YELLOW A B C
W
M
G
R
U
D
A
E
K
Y
F
T
d
e
J
f
B C 16 H
151 – S17 BLUE BULKHEAD
DIAGNOSTIC G B 15 K
142 – S1 WHITE CONNECTOR THROTTLE
RETARDER A
135E – T25 GREEN TOOL F A 7 J (OPTIONAL)
POSITION
143A – S32
176A – S15
182 A– S12
180A – S14
175A – S10
136A – S16
146A – S4
124A – S3
119 – S11
163 – S27
166 – S18
169 – S26
126 – S28
115 – S31
157 – S30
151 – S17
183 – S13
184 – S29
135 – S19
164 – S20
190 – S21
191 – S22
192 – S23
193 – S24
194 – S25
143J – S32 GRAY
159 – S2
142 – S1
170 – S5
171 – S6
172 – S7
173 – S8
174 – S9
164 – T11 YELLOW
MODULATION B
A E 5 A
If wire 144 is connected, do the following: SENSOR
124E – T9 PINK D
REQUEST C 1. Remove wire and terminal from ECU harness connector
E 2. Insert cavity plug in wire seal of ECU connector
3000 and 4000 C
ORANGE
ORANGE
ORANGE
YELLOW
YELLOW
YELLOW
YELLOW
YELLOW
YELLOW
GREEN
GREEN
GREEN
GREEN
GREEN
GREEN
PRODUCT FAMILIES
WHITE
GRAY
GRAY
BLUE
BLUE
BLUE
BLUE
BLUE
BLUE
PINK
PINK
PINK
TAN
TAN
TAN
TAN
TAN
116C – T19 YELLOW
RETARDER B
127 – T23 WHITE YELLOW 146A – S4 PINK 136A – S16
SOLENOID H SOL A
BLUE 151 – S17
WHITE 142 – S1 OPTIONAL POWER SOURCE
GRAY 143A – S32
RETARDER B
135C – T25 GREEN
GRAY 184 – S29
TEMP A
138 – T28 ORANGE
GREEN 182 A– S12
SENSOR PINK 183 – S13
116N – T19 YELLOW

RETARDER B
S
L
ACCUMULATOR 101 – T24 BLUE
A
N SOL
C
A
B
B
A
SCI J 1939
INTERFACE
Wire connections not shown in this area are same as Figure J–1
V04853.02.01
Figure J–2. 3000 and 4000 Product Families Wiring Schematic (TransID 2)

TRANSMISSION ECU
TID 2
120–T4 WHITE
G T4 A SOL
A A
TID 2 B 102–T1 ORANGE SOLENOID A, D, J
A T1
POWER
131–T21 BLUE
M T21 D SOL
D A
TID 5
TID 5 B
128–T20 ORANGE
J T20 B SOL
B A
TID 3 121–T2 TAN SOLENOID B, E
TID 3 B H T2 A HI
POWER
129–T6 TAN
K T6 E SOL
E A
TID 6 B TID 6
103–T5 GREEN
B T5 C SOL
C A
TID 4 SOLENOID C, G
TID 4 B 130–T17 YELLOW
L T17
POWER
104–T7 WHITE
C T7 G SOL
G A
B TID 7
TID 7
107–T3 GREEN
E T3 F SOL POWER
F A
TID 8 B 110–T22 WHITE
F T22 F SOL
TID 8
195 YELLOW
W T13 TransID
A A 135 GREEN
N T25 ANALOG RETURN
165 BLUE
Y T26 OIL LEVEL
124 PINK
D T9 SENSOR POWER
C3
147 TAN
PRESSURE P T27 SUMP TEMP INPUT
SWITCH B B 162 WHITE
X T12 C3PS INPUT
Future Use
TRANSID — 2 AND FUTURE TID PROVISIONS

(Same as Figure J-1, except as shown)
V04855
TID–2 Started Production 1/5/1998

TID–3 Started Production 4/3/2000
Figure J–3. 3000 and 4000 Product Families Wiring Schematic (TransID Details)

APPENDIX K—TRANSID 1 TEMPERATURE SENSOR AND
SOLENOID RESISTANCE CHARTS

2900 -50 -58 525
-40 -40 577
2700 -30 -22 632 ±7.0°C
-20 -4 691
-10 14 754
2500
0 32 820
10 50 889
2300 20 68 962 ±5.0°C
30 86 1039
2100 40 104 1118
50 122 1202
60 140 1288 ±4.0°C
1900 70 158 1379
80 176 1472
1700 90 194 1569
100 212 1670 ±3.0°C
110 230 1774
1500
120 248 1882
130 266 1993 ±2.0°C
1300 140 284 2107
150 302 2225
1100 183 361 2628
±1.6°C
900
700 LOW PT
±3.0°C

4 32 68 104 140 176 212 248 284 320 356
-60 -40 --20 0 20 40 60 80 100 120 140 160 180

V01602.01
SUMP TEMPERATURE IN °C
Figure K–1. TransID 1 Temperature Sensor Chart
Copyright © 2005 General Motors Corp. K–1

APPENDIX K—TRANSID 1 TEMPERATURE SENSOR AND
SOLENOID RESISTANCE CHARTS

5.2
4.8
4.6
4.4
4.2
4
MAXIMUM OHMS
3.8
3.6
3.4
MINIMUM OHMS
3.2
2.8
2.6
2.4

4 32 68 104 140 176 212 248 284
2
–20 0 20 40 60 80 100 120 140
Figure K–2. Solenoid Resistance vs. Temperature Chart
K–2 Copyright © 2005 General Motors Corp.

APPENDIX L—EXTERNALLY-GENERATED ELECTRONIC INTERFERENCE
1–1. ELECTROMAGNETIC/RADIO FREQUENCY INTERFERENCE

Be sure that the ECU for the Allison Transmission Electronic Controls is properly grounded to prevent EMI
interference problems. The chassis frame must be connected to the negative post of the vehicle battery. A proper
connection to the chassis frame is required. The connection must be free from rust and paint. The electrical
integrity of this connection must not deteriorate with the age of the vehicle. If the ECU is cab-mounted, there must
be two 11⁄ 2 to 2 inch braided grounding straps connecting the cab structure to the chassis frame. DO NOT connect
wire 144-V25 to a bus bar or to any single terminal carrying other electrical loads.
All electrical and electronic systems generate electromagnetic fields that can interfere with other electronic
systems. Allison Transmission electronic transmission controls comply with Federal Communications Commission
(FCC) regulations and other guidelines concerning emitted radio frequency interference for transportation
electronics. The position of Allison Transmission Division of General Motors is that manufacturers and installers
of EMI/RFI emitting equipment are responsible for adhering to FCC regulations and other guidelines concerning
emitted radio frequency interference for transportation electronics.
Some radio-telephone or two-way communication radios (land-mobile radio), or the manner in which they are
installed, can adversely affect vehicle operation or be affected by other vehicle components. Expenses incurred to
protect vehicle-related systems from EMI/RFI emissions by radio-telephone or two-way communications radios
(land-mobile radio) or to integrate such devices into vehicles are not the responsibility of Allison Transmission.
1–2. GENERAL GUIDELINES FOR RADIO EQUIPMENT INSTALLATION

The following general guidelines for installing radio-telephone or two-way communications radios (land-mobile
radio) in a vehicle supplement, but DO NOT replace, detailed instructions provided by the radio equipment
manufacturer. Detailed installation instructions are the sole responsibility of the radio equipment manufacturer.
Experience has shown that most EMI/RFI problems can be prevented or eliminated by following the guidelines.
If EMI/RFI problems persist after following the guidelines and after ensuring the installation conforms to the
guidelines, contact the vehicle and radio equipment manufacturers for additional installation or equipment
operation instructions.
A. Transmitter Installation
1. Locate remote radio transmitters as far away from other electronic devices and as near to the side
of the vehicle body as possible.
2. Mount transceivers (transmitter and receiver in one box) under the dash so as not to interfere with
vehicle controls or passenger movement.
B. Antenna Installation
Each vehicle and body style react differently to radio frequency energy. When dealing with an
unfamiliar vehicle, test various antenna locations by using a magnetic mount antenna and checking
for adverse effects. Antenna location is a major factor in EMI/RFI problems.
C. Antenna Cable Routing

1. Use high quality, 95 percent shield coverage, coaxial (coax) cable. Route the coax well away from
any electronic components.
2. Route antenna cables as far away from vehicle wiring as possible to reduce the likelihood of the
vehicle wiring acting as an antenna for interference.
Copyright © 2005 General Motors Corp. L–1

APPENDIX L—EXTERNALLY-GENERATED ELECTRONIC INTERFERENCE

D. Radio Wiring and Connector Location
1. Connect transmitter power leads directly to the battery.
2. For transceivers (transmitter and receiver in one box) with ignition control, place a 12V power
contactor at the vehicle battery. Drive the contactor coil, through an appropriate in-line fuse, from
an ignition circuit not powered during engine cranking.
3. Any negative lead from a handset or control unit must return to battery negative.
4. Connect the positive lead from a handset or control unit directly to battery.
5. Fuse handset or control unit positive and negative leads separately from the transceiver negative
and positive leads. Use correctly rated fuses.
E. Power and Ground Wire Routing
Route radio power and ground wires as far away as possible from electronic control modules.
F. Troubleshooting
The following are common causes of EMI/RFI problems:
• Power leads connected to points other than the battery
• Improper antenna location
• Poor shielding or connections to antenna cable
• Transmitter or transceiver wiring too close to vehicle electronics
1–3. EXTERNALLY-GENERATED SPEED SENSOR SIGNALS
A. Checking for Externally-Generated Speed Sensor Signals

Use the following procedures to determine if speed sensor signals generated by a source external to
the transmission or wiring harness are present:
1. Turn ignition ON.
2. Keep engine OFF.
3. If the ECU is ON (shift selector display remains illuminated), connect the Allison DOC™ For PC–
Service Tool.
NOTE: If false speed signals were present at the previous shutdown, the ECU might still be “on” even though
the ignition is “off.” The Allison DOC™ For PC–Service Tool is powered by ignition power so the
ignition must be “on” to use the Allison DOC™ For PC–Service Tool to read the speed signals.
4. Read speed sensor signals.
5. If a speed sensor signal is other than one (1), then there is a short to another circuit that is carrying
an AC or PWM signal.
6. Measure the resistance of the sensor.
7. Test for shorts to other circuits within the harness or transmission connector.
8. Inspect to make sure there is no conductive material inside the connector.
9. Inspect to be sure speed sensor circuit wires are a twisted pair.
10. Inspect to be sure there is a properly grounded drain wire.
11. Test for the presence of a strong external AC signal.
12. Repair or replace parts as required.
L–2 Copyright © 2005 General Motors Corp.

APPENDIX M—DIAGNOSTIC TREE—3000 AND 4000 HYDRAULIC SYSTEM
HYDRAULIC SYSTEM DIAGNOSTIC TREE

USING PRESSURE GAUGES AT MAIN AND C1 – C5
SELECT HOT HOT MAIN

INSTRUMENT PARKING BRAKE ON, MAIN LESS CIRCUIT
START ENGINE NEUTRAL THAN 150
MAIN & C1–C5 RANGE, PSI LEAK
INSTALL
WITH 300 PSI ENGINE @ IDLE,
ALLISON DOCTM FOR PC
PRESSURE ENABLE CLUTCH C3 C3
AND SWITCH TO CLUTCH
GAUGES CLUTCH TEST MODE TEST MODE SOLENOID
APPLIED
INOPERATIVE
ALL OTHER CONDITIONS
C5 C5
SOLENOID CLUTCH
INOPERATIVE APPLIED SELECT FIFTH C1 C1
CLUTCH SOLENOID
RANGE, APPLIED
C4 C4 ENGINE @ IDLE INOPERATIVE
SOLENOID CLUTCH
INOPERATIVE APPLIED
C1 C1 NO FORWARD
LATCH VALVE CLUTCH CLUTCHES SOLENOID
INOPERATIVE OFF APPLIED INOPERATIVE
LOW CONTROL C1 & C2 SELECT FOURTH C2 C2 LATCH VALVE

MAIN PRESSURE RANGE, CLUTCH OR FWD SOLENOID
CTL = 1⁄ 3 CL PR LOW ENGINE @ HIGH IDLE OFF INOPERATIVE
C1 C1 ALL OTHER CONDITIONS C2

C2
SOLENOID PRESSURE PRESSURE SOLENOID
INOPERATIVE LOW LOW INOPERATIVE
C2 C2 SELECT SECOND C4 C4
SOLENOID CLUTCH RANGE, CLUTCH SOLENOID
INOPERATIVE ON ENGINE @ IDLE OFF INOPERATIVE
C3 SELECT
SELECT THIRD CLUTCH C5
OFF REVERSE CLUTCH SELECT FIRST
RANGE,
RANGE, OFF RANGE,
ENGINE @ IDLE
ENGINE @ IDLE ENGINE @ IDLE
C3 ALL OTHER CONDITIONS

CLUTCH C5
OFF NO CLUTCH
C3 HYDRAULIC OFF
CLUTCH CLUTCHES SYSTEMS C5
ON APPLIED CLUTCH
OK
ON
C3
SOLENOID C5
C1 LATCH INOPERATIVE SOLENOID
VALVE INOPERATIVE FORWARD
INOPERATIVE SOLENOID
C2 LATCH INOPERATIVE
NOTE: Fifth range not attainable if
VALVE ECU is programmed for ranges 1 – 4 only.
INOPERATIVE
V01102.03.02
Figure M–1. Diagnostic Tree—3000 and 4000 Product Families Hydraulic System With Gauges
Copyright © 2005 General Motors Corp. M–1

APPENDIX M—DIAGNOSTIC TREE—3000 AND 4000 HYDRAULIC SYSTEM
HYDRAULIC SYSTEM DIAGNOSTIC TREE

NOT USING PRESSURE GAUGES
C3 C3
INSTALL SELECT SW ON, IN SOLENOID
ALLISON DOC TM NEUTRAL GEAR
INOPERATIVE
FOR PC RANGE,
AND SWITCH TO ENGINE @ IDLE, C3 C3
CLUTCH TEST ENABLE CLUTCH SW ON, IN SWITCH
MODE TEST MODE NEUTRAL
INOPERATIVE
NOTE: Fifth range not attainable if ALL OTHER CONDITIONS
ECU is programmed for ranges 1 – 4 only. C3
SW ON, C2
IN GEAR, SOLENOID
C3 LOCKED INOPERATIVE
C4 SW OFF, SELECT FIRST UP
SOLENOID IN GEAR, RANGE, C3
INOPERATIVE LOCKED ENGINE @ IDLE SW ON, C3
UP ATTAINED SWITCH
RANGE INOPERATIVE
C3 C3
C5 SW OFF, SELECT SECOND SW ON, C1 LATCH
SOLENOID IN GEAR, RANGE, IN GEAR, VALVE
INOPERATIVE LOCKED ENGINE @ IDLE LOCKED INOPERATIVE
UP UP
C3 C3
SELECT FIFTH SW OFF, IN SW ON, IN SELECT FIFTH
NEUTRAL SELECT THIRD NEUTRAL
RANGE, RANGE,
RANGE,
ENGINE @ IDLE ENGINE @ IDLE
ENGINE @ IDLE
C3
C3 ALL OTHER CONDITIONS SW ON,
SW ON, IN ATTAINED
NEUTRAL
C3 RANGE C3
SW OFF, IN SELECT SW ON, IN
NEUTRAL REVERSE NEUTRAL
RANGE,
ENGINE @ IDLE
C2 LATCH VALVE C1
OR FWD SOLENOID SOLENOID
C3 INOPERATIVE ALL OTHER CONDITIONS INOPERATIVE FORWARD
SOLENOID SOLENOID
INOPERATIVE INOPERATIVE
SELECT FIFTH
RANGE,
C3 C3
SELECT FIRST SW OFF, IN ENGINE @ IDLE SW ON, IN SELECT FIRST
RANGE, NEUTRAL NEUTRAL RANGE,
ENGINE @ IDLE ALL OTHER CONDITIONS ENGINE @ IDLE
C3 C3 C3
C3 SW OFF, SW OFF,
SW OFF, SW ON, IN C4 ATTAINED ATTAINED
ATTAINED NEUTRAL SOLENOID RANGE RANGE
C3 RANGE C3
SW OFF, IN INOPERATIVE SW OFF, IN
NEUTRAL NEUTRAL
C1 LATCH C2 C1 FORWARD
C2 LATCH VALVE SOLENOID SOLENOID SOLENOID C5
VALVE INOPERATIVE INOPERATIVE INOPERATIVE INOPERATIVE SOLENOID
INOPERATIVE INOPERATIVE V01103.03.01
Figure M–2. Diagnostic Tree—3000 and 4000 Product Families Hydraulic System Without Gauges
M–2 Copyright © 2005 General Motors Corp.

APPENDIX N—DIAGNOSTIC TOOL INFORMATION
Allison DOC™ For PC–Service Tool

The Allison DOC™ For PC–Service Tool is the preferred diagnostic tool of Allison Transmission. Information
about translator device support, support information, essential tool status, and purchasing information is as
follows:
Translator Device Support

Allison DOC™ For PC–Service Tool software has been functionally tested with the following translator devices:
®
• MPSI MagiKey (PDM), Driver version 1.0 Universal
For availability contact:
NEXIQ Technologies (MPSI) SPX Corporation (Kent-Moore Service Solutions)
6405 Nineteen Mile Road 28635 Mound Road
Sterling Heights, Michigan 48314-2115 Warren, MI 48092
Phone 1-800-639-6774 Phone 1-800-328-6657
Fax 1-810-731-3348 Fax 1-800-578-7375
www.mpsilink.com www.toolsfortrucks.com
• Noregon Systems Data Link Adapter (DLA)

Noregon Systems
500 Shepherd Street
Winston-Salem North Carolina 27103
Phone 1-800-570-0571
Fax 1-336-760-2540
[email protected]
• Dearborn Group Dearborn Protocol Adapter (DPA) III®, Driver version 2.3
NOTE: The DPA III translator device does not work with Allison DOC™ For PC–Service Tool installed in
PCs with Windows 95® operating systems.
Dearborn Group Technology
27007 Hill Tech Court
Farmington Hills, MI 48331
Phone 1-248-488-2080
Fax 1-248-488-2082
www.dgtech.com
• B&B Electronics device will require the user to install an additional driver set found on the Allison
DOC™ For PC-service tool installation CD called “Noregon RP 1210A API
B&B Electronics
707 Dayton Road
Ottawa, Il. 61350
Phone: 1-815-433-5100
Fax: 1-815-433-5104
www.vehicleinterface.com
Copyright © 2005 General Motors Corp. N–1


• SPX Adapter J1850-VPW, P/N: J-44652, (for vehicles equipped with a J1850 communication link)
SPX Corporation (Kent-Moore Service Solutions)
28635 Mound Road
Warren, Mi. 48092
Phone: 1-800-328-6657
Fax: 1-800-578-7375
PC Platform Definition
Allison DOC™ For PC–Service Tool has been tested with and is known to operate on PCs with the following
configurations:
• Microsoft® Windows 95®, Windows 98®, Windows NT® (SP3 or higher), Windows 2000® Professional,
Windows ME®, and Windows XP® Professional.
• 100 MB of free hard disk space required without the training videos. An additional 500 MB of hard
drive space is required to load the training videos. Videos can also be viewed directly from the Allison
DOC™ For PC–Service Tool installation CD.
• 64 MB of RAM (128 MB for optimal performance).
• Pentium II processor (Pentium® IV processor for optimal performance)
• One available COM (serial) port and parallel port
• 1024 x 768 screen resolution
• 256 color palette
• Small font
• Windows Media Player® is provided on the Allison DOC™ For PC–Service Tool CD and is installed
with the application.
NOTE:
• The Allison DOC™ For PC–Service Tool will not function correctly on PCs that do not meet the
above listed definition and will not be supported.
• PCCS (Production Calibration Configuration System) does not support Windows, NT®, ME® when
recalibrating 3000 and 4000 Product Families transmissions.
• PCCS is a separate, stand-alone software application.
• For the latest requirements, please refer to www.allisontransmission.com.
Support Information
Allison DOC™ For PC–Service Tool is shipped with:
• Extensive updated Help menu and User Guide
• Updated-laminated tri-fold Job Aid Card, JA3434EN.
All of these sources of information will provide you with the necessary guidelines to:
• Install
• Utilize
• Manipulate the software application.
N–2 Copyright © 2005 General Motors Corp.

The Technical Support Help Desk is available to register owners of Allison DOC™ For PC–Service Tool and to
address issues related to the installation of the application and connectivity to a vehicle. For PC or operating system
problems, please contact your company information technology department or refer to the documentation provided
with your PC.
Please check the Allison website, www.allisontransmission.com/service, regularly for important information that
could clarify some of the common questions/concerns with respect to the different Allison Transmission diagnostic
tools.
Essential Tool Status

Allison DOC™ For PC–Service Tool has been classified as an ESSENTIAL TOOL for facilities authorized as 3000
and 4000 Product Families transmission maintenance overhaul service outlets. Service outlets currently enrolled in
the Essential Tool program have received the traditional Essential Tool notification letter.
Reprogramming Requirements
Allison DOC™ For PC–Service Tool incorporates a reprogramming function, which allows modification of certain
transmission control systems (WTEC) values*. The Allison Transmission Diagnostic Tool Service Training
program or equivalent, has to be completed in order to activate the reprogramming capabilities. Appropriate proof
of certification must be submitted to SPX/Kent-Moore (along with the serial number provided with the installation
CD package) to receive the corresponding authorization password, which will activate the reprogramming function
of the Allison DOC™ For PC–Service Tool. To learn more about course availability, please contact the local Allison
Transmission distributor training facility or visit Allison Transmission website at www.allisontransmission.com/
service/training.
Purchasing Information
Allison DOC™ For PC–Service Tool is available on CD only and can be purchased through SPX/Kent-Moore.
For more information (price and availability), please contact:
SPX Corporation (Kent-Moore Service Solutions)
28635 Mound Road
Warren, MI 48092
Phone: 1-800-328-6657
Fax: 1-800-578-7375
*NOTE: Allison DOC™ For PC–Service Tool is the only authorized tool to reprogram ECUs.
Copyright © 2005 General Motors Corp. N–3

NOTES
N–4 Copyright © 2005 General Motors Corp.

APPENDIX P—INPUT/OUTPUT FUNCTIONS
The schematics which followThese schematics

were taken from theshow
Salesthe intended
Tech use entitled
Data Book of the specified
“WTEC IIIcontrols features
Controls.” Thesewhich
have been validated in the configuration shown. Any miswiring or use ofan
schematics provide detail information needed to correctly perform input and output function connections. For these
features which differs from that shown could result in damage to equipment or
WARNING!
overview of Input/Output Functions, refer to Section 7 of this manual.
property, personal injury, or loss of life. ALLISON TRANSMISSION IS NOT
LIABLE FOR THE CONSEQUENCES ASSOCIATED WITH MISWIRING
OR UNINTENDED USE OF THESE FEATURES.
These schematics show the intended use of the specified controls features which
have been validated in the configuration shown. Any miswiring or use of these
WARNING! property, personal injury, or loss of life. ALLISON TRANSMISSION IS NOT
A. SECONDARY SHIFT SCHEDULE
USES: Provides operator selection of dual shift schedules. Can be used for performance/economy, loaded/empty,
or other shift schedule combinations.
VARIABLES TO SPECIFY: None
VOCATIONS: Various
WIRE 153 OR WIRE 177

SECONDARY
SHIFT SCHEDULE DASH SWITCH
V-12 Open: PRIMARY
(usually “PERFORMANCE”)
V V-31 WIRE 161 Closed: SECONDARY
SIGNAL RETURN (usually “ECONOMY”)
OPTIONAL
CUSTOMER-FURNISHED
VIW CONNECTOR(S) This function may be
ECU NOTE: The shift schedule identified as
activated by either the
“MODE” button or by “secondary” is activated when the switch is
closed or the MODE button is selected.
SELECT
the external circuit.

If this function is on the MODE button, the
R MODE
S primary mode will always be selected when

N the ECU is powered up.
For Shift Selector
D
wiring requirements, If this function is controlled by a dash switch,
see installation the selection of primary/secondary mode is
drawing AS07-27 determined, at all times, by the position of
(see SA2978 WTEC III Controls and General Information) the dash switch.
V04856.01
Figure P–1. Secondary Shift Schedule
This function can be provided by a J1939 message.
Copyright © 2005 General Motors Corp. P–1

B. D1 SELECTION
USES: Provides a convenient means of attaining 1st range hold for pushbutton shift selectors. Range to select is
programmable for Primary and Secondary modes.
VARIABLES TO SPECIFY: Primary Mode selected range, Secondary Mode selected range (usually 1st range).
Can be used only on the MODE button.
VOCATIONS: Various
SELECT
LOW
LOW
R MODE
MODE
N
D
V03386.01.00
Figure P–2. D1 Selection
P–2 Copyright © 2005 General Motors Corp.

features which differs
differs from
fromthat
thatshown
showncould
couldcause
resultunscheduled operation
in damage to of the
equipment or
WARNING!
WARNING! PTO or other
property, unpredictable
personal operation
injury, or loss of life. resulting
ALLISONinTRANSMISSION
damage to equipment
IS NOT or
property,
LIABLE FORpersonal
THE injury, or loss of life. ALLISON
CONSEQUENCES ASSOCIATED TRANSMISSION IS NOT
WITH MISWIRING
LIABLE FOR THEUSE
OR UNINTENDED CONSEQUENCES
OF THESE FEATURES. ASSOCIATED WITH MISWIRING
C. PTO ENABLE—SWITCHED TO POWER (WIRE 118)
USES: Permits PTO to be engaged only when engine speed and output speed are in allowable range and throttle is
low. Also disengages PTO if speeds are exceeded.
VARIABLES TO SPECIFY: Minimum and maximum engine speed for engagement, maximum engine speed for
allowable operation, minimum and maximum output speed for engagement, maximum output speed for
allowable operation.
VOCATIONS: Various (with usage of PTO)
OPTIONAL
CUSTOMER-FURNISHED
VIW CONNECTOR(S) SWITCHED
POWER
V-13
V DASH
V-22 PTO LIGHT
SWITCH
PTO
ECU WIRE 118 PRESSURE
SWITCH
PTO ENABLE INPUT
NC
F2 F3 PTO
COM NO
S WIRE 112 PTO ENABLE
D2
VIM
Relay shown de-energized
V04857
Figure P–3. PTO Enable—Switched to Power (Wire 118)

C. PTO ENABLE—SWITCHED TO GROUND (WIRE 153)
OPTIONAL
CUSTOMER-FURNISHED
VIW CONNECTOR(S) SWITCHED
POWER
V-31 PTO
V SWITCH DASH
V-12 LIGHT
WIRE 161
SIGNAL RETURN
V-22 PTO
ECU WIRE 153 PTO ENABLE INPUT PRESSURE
SWITCH
NC
F2 F3 PTO
COM NO
S WIRE 112 PTO ENABLE
D2
VIM
V04858
Figure P–4. PTO Enable—Switched to Ground (Wire 153)

C. PTO ENABLE—USING MODE BUTTON
OPTIONAL SWITCHED
CUSTOMER-FURNISHED POWER
VIW CONNECTOR(S)
V V-22 WIRE 112 PTO ENABLE DASH
LIGHT
PTO
PRESSURE
ECU SWITCH
SELECT
NC
“PTO” F2
COM F3 PTO
NO
R MODE
S MODE D2
N
For Shift Selector BUTTON
wiring requirements, D VIM
see installation Relay shown de-energized
drawing AS07-27
(see SA2978 WTEC III Controls and General Information)
V04859.01
Figure P–5. PTO Enable—Using MODE Button

D. SHIFT SELECTOR TRANSITION
USES: When two shift selectors are used, to select which one is active.
VOCATIONS: Various
If this function is enabled in the shift calibration, the function MUST be integrated
WARNING! into the vehicle wiring. If the function is available in the shift calibration but will
not be used in the vehicle, it MUST be disabled in the calibration.
OPTIONAL
CUSTOMER-FURNISHED WIRE 155
VIW CONNECTOR(S) SHIFT SELECTOR
TRANSITION DASH SWITCH When ECU is turned on,
V-11 Open: Selector 1 active shift selector is
Closed: Selector 2 determined by current
WIRE 161 switch position.
V V-31 SIGNAL RETURN
SELECTOR SELECTOR
1 2
ECU Display of the inactive selector is disabled.
SELECT SELECT
To switch between selector 1

R MODE
R MODE
and selector 2, transmission
must be in neutral and output
N N
S speed below 60 rpm.
D D
For Shift Selector
wiring requirements,
see installation
drawing AS07-27
(see SA2978 WTEC III Controls and General Information) V04860
Figure P–6. Shift Selector Transition

features which
which differs
differsfrom
fromthat
thatshown
shown could
could cause
result unintended
in damage selection or
to equipment of
WARNING!
WARNING! range or other
personal operation
injury, or loss resulting inTRANSMISSION
of life. ALLISON damage to equipment
IS NOTor
property,
LIABLE FORpersonal
CONSEQUENCES ASSOCIATED TRANSMISSION
WITH MISWIRINGIS NOT
LIABLE FOR THEUSE
E. SINGLE INPUT AUXILIARY FUNCTION RANGE INHIBIT
USES: Prevents inadvertent range selection when auxiliary equipment is operating or prevents engagement of the
transmission unless brake pedal is depressed.
VOCATIONS: Transit bus, school bus—auxiliary equipment input; various (brake pedal input)
OPTIONAL
CUSTOMER-FURNISHED WIRE 155 WIRE 155
VIW CONNECTOR(S) AUX. FUNCTION
— OR —
RANGE INHIBIT (STD) Switch is open Switch closes
V V-11 when auxiliary when brakes
equipment is are applied
WIRE 161 operating
V-31 WIRE 161
SIGNAL RETURN
ECU
NOTE: ECUs with this function activated must have wire 155
permanently connected to wire 161 if the function is not being used.
V04861
Figure P–7. Single Input Auxiliary Function Range Inhibit

features which
which differs
differsfrom
fromthat
thatshown
shown could
could cause
result unintended
to equipment of
WARNING!
personal operation
IS NOTor
property,
LIABLE FORpersonal
LIABLE FOR THEUSE
F. DUAL INPUT AUXILIARY FUNCTION RANGE INHIBIT
USES: Prevents inadvertent range selection when auxiliary equipment is operating. Used in emergency equipment
to prevent inadvertent range selection from NEUTRAL.
VOCATIONS: Fire trucks, crash trucks
SWITCHED If current in lamp

WIRE 105 POWER NC
V-19 circuit exceeds
SERVICE INDICATOR SERVICE
0.5 amp, ground TRANS
SERVICE COM
V-12 WIRE 153 TRANS lamp through a relay NO
V-31 AUX. FUNCTION RANGE SWITCHED
V INHIBIT INPUT 1 POWER
V-11 AUXILIARY WIRE 105
WIRE 161 SIGNAL RETURN FUNCTION NOTE: Both input signals must turn on
V-32 NOTE: The “SERVICE
SELECT within 120 seconds. If the state of the TRANS” light must be
WIRE 155 SWITCH 1* two input signals is different for longer
V-17 mounted in the dash and
AUX. FUNCTION than this time period, the “SERVICE in clear view of the
ECU RANGE INHIBIT INPUT 2 TRANS” light will be illuminated, a code operator. Preferred lens
AUXILIARY will be stored in memory, and neutral-to- color is red (amber is
FUNCTION range shifts will NOT be inhibited. acceptable).
OPTIONAL SENSE SWITCH 2*
CUSTOMER-FURNISHED
S VIW CONNECTOR(S) VIM
WIRE 143 WIRE 343C
A2 K2 BATTERY
GROUND
* Switch is closed when WIRE 143 WIRE 343A + —
auxiliary equipment is A1 K1
operating.
V04862.01
Figure P–8. Dual Input Auxiliary Function Range Inhibit

G. AUXILIARY HOLD
USES: Provide a discrete input to hold the transmission in present range.
VOCATIONS: Various
SEE TABLE A
TABLE A
OPTIONAL
CUSTOMER-FURNISHED OPTION 1 PIN V-12 WIRE 153
VIW CONNECTOR(S) OPTION 2 PIN V-14 WIRE 177
SEE TABLE A
V AUXILIARY HOLD MOMENTARY
WIRE 161 SWITCH
V-31 Function is activated when
SIGNAL RETURN
switch is depressed.
Function is de-activated when
ECU switch is released.
S
NOTE: Transmission will continue to operate with
normal downshift schedule when function is active.
V04863.02
Figure P–9. Auxiliary Hold

H. ENGINE BRAKE ENABLE AND PRESELECT REQUEST PLUS ENGINE

BRAKE ENABLE OUTPUT USING EXHAUST BRAKES
USES: Used with engine brakes to signal the ECU that the brake is active and to provide increased braking by
preselecting a lower range. Also prevents engagement of engine brake with throttle > 0 or lockup OFF.
VARIABLES TO SPECIFY: Preselect range. Standard value is second range.
VOCATIONS: Various
*NOTE: This switch is part of the engine brake system and

provides an indication when the engine is at closed throttle.
This switch, or an equivalent control feature, is REQUIRED
SWITCHED for all installations.
POWER **NOTE: The engine brake must provide a low engine speed
V shutoff feature, set to disable the brake at a speed slightly
WIRE 132 higher than idle rpm.
V-3
ENGINE BRAKE NOTE: If the engine brake is an inductive load, it must be diode
ENABLE OUPUT ENGINE BRAKE suppressed.
DASH SWITCH
OPTIONAL * ENGINE THROTTLE
ECU CUSTOMER-FURNISHED SWITCH
VIW CONNECTOR(S)
NC
WIRE 119 D2
S-11 E2
ENGINE BRAKE AND COM **ENGINE
S PRESELECT REQUEST NO DASH BRAKE
ON BRAKE
B1 LIGHT
VIM
V04864
Figure P–10. Engine Brake Enable And Preselect Request Plus Engine Brake Enable Output Using Exhaust Brakes


BRAKE ENABLE OUTPUT USING ECM CONTROLLED EXHAUST BRAKES
USES: Used with exhaust brakes controlled by electronic engines to signal the ECU that the brake is active and to
provide increased braking by preselecting a lower range. Also prevents engagement of engine brake with
throttle > 0 or lockup OFF.
VOCATIONS: Various
**See Engine Schematic for pin locations.

SWITCHED
POWER ECM
CUSTOMER-FURNISHED
NC Relay shown de-energized ** ENGINE BRAKE
DASH SWITCH
COM NO
EXHAUST BRAKE
HIGH SIDE DRIVER
V MAXIMUM CURRENT PER
WIRE 132 ENGINE MANUFACTURER
V-3
ENGINE BRAKE D2
ENABLE OUPUT
NC
ECU OPTIONAL DASH ENGINE
CUSTOMER-FURNISHED E2 LIGHT BRAKE
BRAKE
VIW CONNECTOR(S) COM NO
ON
(Optional) SOLENOID*
B1 SWITCHED
S POWER
WIRE 119
S-11 VIM *NOTE: If the engine brake solenoid
ENGINE BRAKE AND is an inductive load, it must be diode suppressed.
PRESELECT REQUEST Relay shown de-energized
V07115
Figure P–11. Engine Brake Enable And Preselect Request Plus Engine Brake Enable Output
Using ECM Controlled Exhaust Brakes


BRAKE ENABLE OUTPUT WITH SINGLE LEVEL COMPRESSION BRAKES
VARIABLES TO SPECIFY: Preselect range. Standard value is fourth range.
VOCATIONS: Various
SWITCHED * ENGINE THROTTLE

POWER SWITCH
NC
V D2
WIRE 132 E2 DASH BRAKE ** ENGINE
V-3 COM NO LIGHT ON BRAKE
ENGINE BRAKE
ENABLE OUPUT B1
OPTIONAL
ECU CUSTOMER-FURNISHED VIM
VIW CONNECTOR(S) Relay shown de-energized
WIRE 169 *NOTE: This switch is part of the engine brake system and
S-26 provides an indication when the engine is at closed throttle.
ENGINE BRAKE AND
PRESELECT REQUEST This switch, or an equivalent control feature, is
S ENGINE BRAKE RECOMMENDED for all installations.
WIRE 143H DASH SWITCH
**NOTE: The engine brake must provide a low engine speed
SIGNAL RETURN shutoff feature, set to disable the brake at a speed slightly
S-32
SEE NOTE ON INSTALLATION higher than idle rpm.
DRAWING AS07-027 NOTE: If the engine brake solenoid is an inductive load, it
must be diode suppressed. V07116
Figure P–12. Engine Brake Enable And Preselect Request Plus Engine Brake Enable Output
With Single Level Compression Brakes


BRAKE ENABLE OUTPUT WITH MULTI-LEVEL COMPESSION BRAKES
USES: Used with multiple-level compression brakes to signal the ECU that the brake is active and to provide
increased braking by preselecting a lower range. Also prevents engagement of engine brake with
throttle > 0 or lockup OFF.
VOCATIONS: Various
LO/MED/HI SWITCH INFORMATION

WIRE 119 WIRE 169 Relay shown de-energized
* ENGINE BRAKE
LOW On
MED NC
On D2 ECM
HIGH On On E2
COM NO
V WIRE 132
V-3 B1
ENGINE BRAKE Med/High Low/High
ENABLE OUPUT VIM SWITCHED
POWER
OPTIONAL WIRE 143H
CUSTOMER-FURNISHED SIGNAL RETURN Low/Med/High On/Off ENGINE SIGNAL GROUND
ECU VIW CONNECTOR(S)
NOTE: For multiple level engine brakes that
communicate Engine Brake % Torque on
S-32 WIRE 169 J-1939, use the control interface for Engine
ENGINE BRAKE AND Brake Enable and Preselect Request Plus
S S-26 PRESELECT REQUEST Engine Brake Enable Output with Single
Level Compression Brakes.
WIRE 119 ENGINE CONTROL * NOTE: The engine brake must provide a
S-11
ENGINE BRAKE AND MODULE low engine speed shutoff feature, set to
PRESELECT REQUEST Switch shown in disable the brake at a speed slightly higher
“HIGH” position than idle rpm.
V04866.03
Figure P–13. Engine Brake Enable and Preselect Request Plus Engine Brake Enable Output
With Multi-Level Compression Brakes

I. EUROPEAN ENGINE BRAKE ENABLE AND PRESELECT REQUEST PLUS

ENGINE BRAKE ENABLE OUTPUT USING EXHAUST BRAKES
Used with engine brakes to provide a signal to the ECU that the brake is active and to provide increased
braking by preselecting a lower range. Also prevents engagement of engine brake with throttle > 0 or lockup
OFF.
VOCATIONS: Various
* NOTE: This switch is part of the engine brake system and

provides an indication when the engine is at closed throttle.
SWITCHED This switch, or an equivalent control feature, is
POWER RECOMMENDED for all installations.
**NOTE: If the engine brake solenoid is an inductive load, it
V must be diode suppressed.
WIRE 132
V-3
ENGINE BRAKE
ENABLE OUPUT ENGINE BRAKE
DASH SWITCH
OPTIONAL
ECU CUSTOMER-FURNISHED * ENGINE THROTTLE
VIW CONNECTOR(S) SWITCH
NC
WIRE 119
S-11 E2 E3
ENGINE BRAKE AND COM ENGINE **
S PRESELECT REQUEST NO DASH BRAKE
B1 LIGHT ON BRAKE
(OPTIONAL)
VIM
V04867.02
Figure P–14. European Engine Brake Enable and Preselect Request Plus Engine Brake Enable Output
Using Exhaust Brakes

I. EUROPEAN ENGINE BRAKE ENABLE AND PRESELECT REQUEST

PLUS ENGINE BRAKE ENABLE OUTPUT WITH SINGLE LEVEL
COMPRESSION BRAKES
USES: Used with engine brakes to provide a signal to the ECU that the brake is active and to provide increased
braking by preselecting a lower range. Also prevents engagement of engine brake with throttle > 0 or
lockup off.
VOCATIONS: Various
SWITCHED * ENGINE THROTTLE

POWER SWITCH
NC
V E2 ** ENGINE
WIRE 132 COM E3 BRAKE
V-3 NO DASH BRAKE
ENGINE BRAKE ON
ENABLE OUPUT B1 LIGHT
(OPTIONAL)
OPTIONAL
ECU CUSTOMER-FURNISHED VIM
VIW CONNECTOR(S) Relay shown de-energized
WIRE 169
S-26 * NOTE: This switch is part of the engine brake system and
ENGINE BRAKE AND
S PRESELECT REQUEST provides an indication when the engine is at closed throttle.
S-32 ENGINE BRAKE This switch, or an equivalent control feature, is RECOMMENDED
DASH SWITCH for all installations.
WIRE 143H **NOTE: If the engine brake solenoid is an inductive load, it
SIGNAL RETURN must be diode suppressed.
V07135
Figure P–15. European Engine Brake Enable and Preselect Request Plus Engine Brake Enable Output
With Single Level Compression Brakes

J. FIRE TRUCK PUMP MODE—OPERATOR AND PUMP ACTIVATED

USES: Facilitates engagement of split shaft PTO and shifts transmission to fourth range lockup.
VOCATIONS: Fire Truck Pumpers
SYSTEM OPERATION
OPERATOR ACTION—System Response
TO ENGAGE:
1. SELECT NEUTRAL—Transmission shifts to Neutral.
2. APPLY PARK BRAKE—None
3. SELECT PUMP—Turns on “Pump Mode Requested” light. Turns on input signal to ECU (wire 118) which
activates “fire truck” mode. When split-shaft shifts, wire 117 is activated and “Pump Engaged” light is turned on.
4. SELECT DRIVE—Transmission shifts to fourth lockup. “OK To Pump” light is turned on.
TO DISENGAGE:
1. SELECT NEUTRAL—Transmission shifts to Neutral if output shaft speed is less than 1000 rpm.
2. SELECT ROAD MODE—PTO disengages. If output shaft rotation continues, press the Momentary Trans. Brake
Switch before selecting Road Mode. This will cause the transmission output shaft to stop if transmission is in
Neutral and output shaft speed is less than 100 rpm (175 rpm beginning with V9A calibrations).
OPTIONAL WIRE 118 SWITCHED

CUSTOMER-FURNISHED FIRE TRUCK POWER
POSITIVE PUMP
VIW CONNECTOR(S) PUMP MODE INPUT ENGAGEMENT
V-13 PARKING BRAKE DASH SWITCH (PPE) SWITCH
PRESSURE SWITCH Open: Road Switch is closed
Closed: Pump when pump
V V-31 Switch is closed
when brakes are on is engaged
V-30
AIR
V-2 OK TO
PUMP
ECU MOMENTARY
TRANS. NC
BRAKE PUMP MODE SPLIT- A2
SWITCH COM A3
REQUESTED SHAFT NO
PTO F3
S PUMP
WIRE 161 SIGNAL RETURN ENGAGED
VIM
WIRE 117 PUMP ENABLE
WIRE 114 RANGE INDICATOR = 4th

V04869
Figure P–16. Fire Truck Pump Mode—Operator and Pump Activated

J. FIRE TRUCK PUMP MODE—OPERATOR ONLY ACTIVATED

USES: Facilitates engagement of split shaft PTO and shifts transmission to fourth range lockup.
VOCATIONS: Fire Truck Pumpers
SYSTEM OPERATION
TO ENGAGE:
2. APPLY PARK BRAKE—None
3. SELECT PUMP—Turns on “Pump Mode Requested” light. Turns on both input signals to ECU (wires 117 and
118) which activates “fire truck” mode. When split-shaft shifts, “Pump Engaged” light is turned on.
TO DISENGAGE:
1. SELECT NEUTRAL—Transmission shifts to Neutral if output shaft speed is less than 1000 rpm.
2. SELECT ROAD MODE—PTO disengages. If output shaft rotation continues, press the Momentary Trans.
Brake Switch before selecting road mode. This will cause the transmission output shaft to stop if transmission
is in Neutral and output shaft speed is less than 100 rpm (175 rpm beginning with V9A calibrations).
OPTIONAL SWITCHED
CUSTOMER-FURNISHED POWER DASH SWITCH
VIW CONNECTOR(S) Open: Road POSITIVE PUMP
WIRE 117 PUMP ENABLE Closed: Pump ENGAGEMENT
V-30 (PPE) SWITCH
Switch is closed
WIRE 161 SIGNAL RETURN when pump
V V-31
is engaged
AIR
V-13
V-2 MOMENTARY OK TO
ECU TRANS. PARKING BRAKE
PUMP
BRAKE PRESSURE SWITCH SPLIT- NC
SWITCH Switch is closed SHAFT
WIRE 118 when brakes are on PTO A2 A3
COM NO
FIRE TRUCK
PUMP F3
S MODE INPUT PUMP MODE
REQUESTED PUMP
ENGAGED VIM
WIRE 114 RANGE INDICATOR = 4th

V04870
Figure P–17. Fire Truck Pump Mode—Operator Only Activated

features which
which differs
differsfrom
fromthat
thatshown
shown could
could cause
result unintended
to equipment of
WARNING!
personal operation
IS NOTor
property,
LIABLE FORpersonal
LIABLE FOR THEUSE
L. AUTOMATIC NEUTRAL—SINGLE INPUT SWITCHED TO GROUND (WIRE 117)
USES: Provides for automatic selection of NEUTRAL when PTO is operated regardless of range selected.
Requires re-selecting range to shift out of NEUTRAL. Shown with range indicator output.
VARIABLES TO SPECIFY: Maximum output speed for activating this function. Range indicator = neutral.
into the vehicle wiring. If the function is available in the shift calibration but will
WARNING! not be used in the vehicle, it MUST be disabled in the calibration.
This function must not be used with Neutral Indicator For PTO (Output “S”).
OPTIONAL SWITCHED
VIW CONNECTOR(S)
V-30 WIRE 117
V AUTOMATIC DASH
V-31 NEUTRAL FOR LIGHT
PTO (STD) DASH
V-2 SWITCH
PTO
ECU WIRE 161 PRESSURE
SIGNAL RETURN SWITCH
NC
A2 A3 PTO
S COM NO
WIRE 114 OR WIRE 166
S-18 F3
RANGE INDICATOR = NEUTRAL
VIM
WIRE 166
(Alternate) Relay shown de-energized
V07117
Figure P–18. Automatic Neutral—Single Input Switched to Ground (Wire 117)

L. AUTOMATIC NEUTRAL—SINGLE INPUT SWITCHED TO POWER (WIRE 119)
USES: Provides for automatic selection of NEUTRAL when PTO is operated regardless of range selected.
Requires re-selecting range to shift out of NEUTRAL. Shown with range indicator output.
VARIABLES TO SPECIFY: Maximum output speed for activating this function. Range indicator = neutral.
SWITCHED POWER
WIRE 114
V-2
RANGE INDICATOR
(Neutral)
OPTIONAL
V CUSTOMER-FURNISHED DASH SWITCH DASH
VIW CONNECTOR(S)
LIGHT
NC
PTO
ECU A2 A3 PRESSURE
COM NO
WIRE 166 SWITCH
S-18 F3 SWITCHED
RANGE INDICATOR POWER
(Neutral) ALTERNATE
VIM PTO
S CONFIGURATION
WIRE 119
S-11
AUTOMATIC
NEUTRAL FOR
PTO (OPTIONAL) V07118
Figure P–19. Automatic Neutral—Single Input Switched to Power (Wire 119)

O. AUTOMATIC NEUTRAL
USES: Automatically shifts transmission to NEUTRAL when vehicle doors are opened. Re-engages transmission
in DRIVE when doors are closed.
VOCATIONS: Transit Buses
SWITCHED POWER
DOOR Switch is closed when either

V CONTROL front or rear doors are opened
SWITCH
WIRE 118 Switch indicates actual position
V-13 of the door control lever
AUTOMATIC NEUTRAL
ECU OPTIONAL
CUSTOMER-FURNISHED TO DOOR NOTE: Use of this function
VIW CONNECTOR(S) CONTROLS requires review by Allison Engineering.
S NOTE: When transmission has been automatically shifted to NEUTRAL

with this feature, DRIVE can be re-selected by either advancing the throttle
or by selecting DRIVE at the shift selector.
V07119
Figure P–20. Automatic Neutral

Q. TWO-SPEED AXLE—INPUT AND OUTPUT
USES: Provides output speed interlock for axle engagement, input to ECU, and input to speedometer to adjust for
axle ratio change.
VARIABLES TO SPECIFY: Output speed to activate, output speed to deactivate
VOCATIONS: Dump truck, refuse packer, cement mixer, two-speed axle equipped vehicles
OPTIONAL
CUSTOMER-FURNISHED SWITCHED
VIW CONNECTOR(S) POWER NOTE: If the axle actuator is an inductive load,
V-12 WIRE 153 Low High it must be diode suppressed. AXLE
Axle Axle ACTUATOR
TWO-SPEED
V V-31 AXLE INPUT
TWO-SPEED HIGH
V-2 AXLE SWITCH
LOW
V-20
GND
ECU
WIRE 161 NC AUX +

SIGNAL RETURN
A2 A3
COM NO SIG GND
S
WIRE 114 TWO-SPEED
F3
AXLE ENABLE
WIRE SPEEDOMETER
B2 H2
WIRE 157 SPEEDOMETER SIGNAL VIM 357
V04874.01
Figure P–21. Two-Speed Axle—Input and Output

features which
which differs
differsfrom
fromthat
thatshown
shown could
could cause
result unintended
to equipment of
WARNING!
personal operation
IS NOTor
property,
LIABLE FORpersonal
LIABLE FOR THEUSE
V. REVERSE ENABLE SWITCHED TO GROUND
USES: Provides for a separate instrument panel-mounted switch which must be pressed simultaneously with the
REVERSE button to achieve Reverse.
VOCATIONS: European transit buses and tour buses
SEE TABLE A
TABLE A
OPTIONAL
CUSTOMER-FURNISHED OPTION 1 PIN V-30 WIRE 117
VIW CONNECTOR(S) OPTION 2 PIN V-14 WIRE 177
V
V-31 MOMENTARY
SWITCH
ECU
SEE TABLE A
REVERSE ENABLE
S
WIRE 161
SIGNAL RETURN
V04876.01
Figure P–22. Reverse Enable Switched to Ground

V. REVERSE ENABLE SWITCHED TO POWER
USES: Provides for a separate instrument panel-mounted switch which must be pressed simultaneously with the
REVERSE button to achieve Reverse.
VOCATIONS: European transit buses and tour buses
SEE TABLE A
MOMENTARY
SWITCH
V
SWITCHED POWER
ECU
SEE TABLE A
REVERSE ENABLE
S OPTIONAL
CUSTOMER-FURNISHED TABLE A
VEHICLE INTERFACE OPTION 1 PIN S-11 WIRE 119
WIRING CONNECTOR OPTION 2 PIN V-13 WIRE 118
V07120
Figure P–23. Reverse Enable Switched to Power

W. DIRECTION CHANGE ENABLE SWITCHED TO GROUND
USES: An active input signals the ECU to permit a requested direction change shift (Neutral to Drive, Neutral to
Reverse, Reverse to Drive, or Drive to Reverse). If the Direction Change Enable input is inactive and a
direction change shift is requested, the ECU will inhibit the direction change shift by forcing the
transmission to Neutral. The direction change inhibit remains in effect until the Direction Change Enable
input becomes active AND a range (Reverse, Neutral, or Drive) is requested at the shift selector.
VOCATIONS: Various
SEE TABLE A
SEE TABLE A
DIRECTION CHANGE ENABLE
V
V-31 WIRE 161
SIGNAL RETURN SWITCH
OPTIONAL
CUSTOMER-FURNISHED
TABLE A
S OPTION 1 PIN V-14 WIRE 177
OPTION 2 PIN V-12 WIRE 153
OPTION 3 PIN V-11 WIRE 155
V07121
Figure P–24. Direction Change Enable Switched to Ground

W. DIRECTION CHANGE ENABLE SWITCHED TO POWER
USES: An active input signals the ECU to permit a requested direction change shift (Neutral to Drive, Neutral to
Reverse, Reverse to Drive, or Drive to Reverse). If the Direction Change Enable input is inactive and a
direction change shift is requested, the ECU will inhibit the direction change shift by forcing the
transmission to Neutral. The direction change inhibit remains in effect until the Direction Change Enable
input becomes active AND a range (Reverse, Neutral, or Drive) is requested at the shift selector.
VOCATIONS: Various
V-13 WIRE 118

DIRECTION CHANGE ENABLE
V OPTIONAL
CUSTOMER-FURNISHED
VIW CONNECTOR(S) SWITCH
ECU SWITCHED POWER
V07124
Figure P–25. Direction Change Enable Switched to Power

X. SHIFT IN PROCESS/SHIFT ENABLE
USES: Used to reduce engine power during a shift for high horsepower applications.
VOCATIONS: Oil field pumping
OPERATING PROCEDURE
1. ECU sends signal (“Shift in Process”) to powertrain module that a shift is being requested.
2. Powertrain module reduces engine power and sends a signal to ECU (“Shift Enable”) indicating that it is
OK to shift.
3. ECU commands shift. When shift is completed, “Shift in Process” output turns off.
4. Powertrain module turns off the Shift Enable signal.
OPTIONAL NOTE: This function must NOT be used when the

CUSTOMER-FURNISHED transmission is used for vehicle propulsion.
VIW CONNECTOR(S)
WIRE 117
V V-30 SHIFT ENABLE
V-18
POWERTRAIN ENGINE
CONTROL FUEL
ECU MODULE CONTROL
NC TYPICAL SHIFT
D1
E1 ON
COM SHIFT
S NO ENABLE
WIRE 125 OFF
C2
SHIFT IN PROCESS
SHIFT IN ON
VIM PROCESS OFF SHIFT
V04877
Figure P–26. Shift in Process/Shift Enable

Y. ANTI-LOCK BRAKE RESPONSE WITH INPUT FROM ABS CONTROLLER
USES: Signals the ECU when ABS function is active, so that lockup clutch and retarder will be disabled.
VOCATIONS: Various
For schematics of this function, see the ANTI-LOCK BRAKES section located in
Section C: Vehicle Electrical System Interface of SA2978, WTEC III Controls And
General Information.

Y. ANTI-LOCK BRAKE RESPONSE WITH BRAKE PRESSURE SWITCH
USES: Provides for enhanced control of lockup and retarder during hard braking conditions. Can be used
separately or in conjunction with ABS.
VOCATIONS: Various
NO ABS ABS INPUT (—) ABS INPUT (+)

OPTIONAL
CUSTOMER-FURNISHED WIRE 161 * BRAKE WIRE 161 * BRAKE WIRE 161
VIW CONNECTOR(S) SIGNAL RETURN PRESSURE PRESSURE
SWITCH SWITCH
V V-31 * BRAKE
PRESSURE — OR — NC — OR — NC
V-27 SWITCH WIRE 154 WIRE 154
WIRE 154 COM NO COM NO
ECU ABS RESPONSE SWITCHED ** **
POWER
Customer-furnished Customer-furnished
relay shown relay shown
de-energized de-energized
S This configuration is to be used This configuration is to be used
if the ABS system provides a if the ABS system provides a
power (–) signal when active. power (+) signal when active.
* NOTE: Brake Pressure Switch is closed when brakes are applied.
Switch pressure setting to be established by customer evaluation (typically 30–35 psi). **Anti-Lock Brake Controls
V04878.01
Figure P–27. Anti-Lock Brake Response With Brake Pressure Switch

Z. RETARDER ENABLE
USES: Provides for operator ON/OFF control of the retarder, transmission temperature indication, and brake
lights during retarder operation.
USES: None
VOCATIONS: Various. This function is required for retarder-equipped transmissions.
OPTIONAL SWITCHED UNSWITCHED

CUSTOMER-FURNISHED POWER **NOTE: Use of this light ** CUSTOMER- POWER
VIW CONNECTOR(S) WIRE 105 FURNISHED
is optional with a transit BRAKE
RETARDER OR SUMP TEMP bus or when using a RELAY LIGHTS
V-19 BRAKE * TRANS transmission temp gauge. NC SWITCH
PEDAL SWITCH TEMP
V V-29 WIRE 137 (YELLOW) CRUISE
COM NO + CONTROL
SERVICE BRAKE STATUS
V-31 If current in lamp circuit “BRAKE
NOTE: If vehicle is equipped Closed =
with air brakes, this switch Brakes On exceeds 0.5 amp, ground STATUS”
V-18 lamp through a relay INPUT
should close at 2–5 psi. RETARDER
ECU SWITCHED POWER ON
WIRE 161 SIGNAL RETURN
NC
S-27
NC
COM NO D1
S-32 E1
S RETARDER COM
DASH SWITCH NO BRAKE
LIGHTS
WIRE 163 WIRE 105 C2
RETARDER ENABLE
Closed = On WIRE 125 ** VIM
WIRE 143H ** Relays shown SWITCHED
RETARDER INDICATOR
SIGNAL RETURN de-energized POWER V07170
Figure P–28. Retarder Enable

AA. SERVICE BRAKE STATUS
USES: Indicates to the ECU whether vehicle braking is being provided by the retarder or vehicle brakes, so that
the transmission controls can be adapted accordingly.
VOCATIONS: Various. This function is required for retarder-equipped transmissions.
BRAKE PEDAL
SWITCH
WIRE 137
V-29
CLOSED = BRAKES ON
V
WIRE 161
V-31 NOTE: If vehicle is equipped
SIGNAL RETURN
with air brakes, this switch
OPTIONAL should close at 2–5 psi.
CUSTOMER-FURNISHED
V07171
Figure P–29. Service Brake Status

AF. DIFFERENTIAL CLUTCH REQUEST
USES: Provides for operator ON/OFF control of the differential locking clutch in the MD 3070PT transmission
transfer case.
VOCATIONS: Various. This function is required for all MD 3070PT transmissions and used only with that
model.
SWITCHED
POWER
WIRE 125
V-18
DIFFERENTIAL CLUTCH ENABLE
ECU OPTIONAL
CUSTOMER-FURNISHED
VIW CONNECTOR(S) DASH
SWITCH NC
WIRE 163 D1
E1
S DIFFERENTIAL COM NO DIFF
S-27 CLUTCH REQUEST CLUTCH
C2
WIRE 143H
S-32 VIM
SIGNAL RETURN
V04880.01
Figure P–30. Differential Clutch Request

features which
which differs
differsfrom
fromthat
thatshown
shown could
could cause
result unintended
to equipment of
WARNING!
personal operation
IS NOTor
property,
LIABLE FORpersonal
LIABLE FOR THEUSE
AG. AUTOMATIC NEUTRAL—DUAL INPUT—PARK BRAKE ACTIVATED
USES: Provides for automatic selection of NEUTRAL and activation of fast idle when park brake is applied.
Automatically re-engages transmission when park brake is released. PTO can be enabled independent
of transmission range.
VARIABLES TO SPECIFY: Max output rpm to enable Neutral, max engine rpm for PTO engagement, max
engine rpm for PTO operation, max output rpm for PTO engagement, max output rpm for PTO operation.
VOCATIONS: Refuse packer, recycling truck
OPTIONAL SWITCHED
CUSTOMER-FURNISHED POWER PTO
VIW CONNECTOR(S) PTO Relays shown de-energized PRESSURE
WIRE 118 SWITCH FAST IDLE SWITCH
V-13 NC CONTROL
PTO ENABLE INPUT
V-31 WIRE 161 PRESSURE F2
SIGNAL RETURN SWITCH #1 COM F3
(5–20 psi) NO FAST IDLE
V-30 WIRE 117 NEUTRAL SOLENOID
V PACK ENABLE NO D2 INDICATOR
V-12 (GREEN DASH LIGHT) DASH
NC COM Indicates neutral & LIGHT
V-22 NC park brake on
“AUTO
V-2 NEUTRAL” PRESSURE A2 A3
CAB SWITCH SWITCH #2 COM PTO
ECU NO
(5–20 psi) NOTE: The fast idle
F3
NO solenoid must be
diode suppressed. SEE NOTE*
WIRE 153 VIM
AUTO NEUTRAL NC COM
S PACKER INPUT CUSTOMER NC
PARK BRAKE SUPPLIED RELAY
COM NO + —
WIRE 112 PTO ENABLE OUTPUT
SWITCHED
WIRE 114 NEUTRAL INDICATOR FOR PTO POWER
NOTE*: Typical engine "Fast Idle" control system. Actual configuration may vary from that shown. Consult the engine manufacturer.
NOTE: Transmission shifts to Neutral when either rail switch or arm switch is closed (if other conditions are satisfied). Transmission shifts back to Drive
if both switches open and engine speed drops below 900 rpm within 2.5 seconds of both switches closing. V04881.03
Figure P–31. Automatic Neutral—Dual Input—Park Brake Activated

features which
which differs
differsfrom
fromthat
thatshown
shown could
could cause
result unintended
to equipment of
WARNING!
personal operation
IS NOTor
property,
LIABLE FORpersonal
LIABLE FOR THEUSE
AG. AUTOMATIC NEUTRAL—DUAL INPUT—WORK BRAKE ACTIVATED
USES: Provides for automatic selection of NEUTRAL and activation of fast idle when work brake is applied.
Automatically re-engages transmission when park brake is released. PTO can be enabled independent
of transmission range.
OPTIONAL SWITCHED
CUSTOMER-FURNISHED POWER PTO
VIW CONNECTOR(S) PTO Relays shown de-energized PRESSURE
WIRE 118 SWITCH FAST IDLE SWITCH
V-13 NC CONTROL
PTO ENABLE INPUT
V-31 WIRE 161 PRESSURE F2
SIGNAL RETURN SWITCH #1 COM F3
(5–20 psi) NO FAST IDLE
V-30 WIRE 117 NEUTRAL SOLENOID
V PACK ENABLE NO D2 INDICATOR
V-12 (GREEN DASH LIGHT) DASH
NC COM Indicates neutral & LIGHT
V-22 NC work brake on
“AUTO
V-2 NEUTRAL” PRESSURE A2 A3
CAB SWITCH SWITCH #2 COM PTO
ECU NO
(5–20 psi)
F3 NOTE: The fast idle
NO
solenoid must be
WIRE 153 VIM SEE NOTE*
diode suppressed.
AUTO NEUTRAL NC COM
S PACKER INPUT CUSTOMER NC
WORK BRAKE SUPPLIED RELAY
COM NO + —
WIRE 112 PTO ENABLE OUTPUT
SWITCHED
WIRE 114 NEUTRAL INDICATOR FOR PTO POWER
NOTE*: Typical engine "Fast Idle" control system. Actual configuration may vary from that shown. Consult the engine manufacturer.
NOTE: Transmission shifts to Neutral when either rail switch or arm switch is closed (if other conditions are satisfied). Transmission shifts back to Drive
if both switches open and engine speed drops below 900 rpm within 2.5 seconds of both switches closing.
V04881.04
Figure P–32. Automatic Neutral—Dual Input—Work Brake Activated

AH. KICKDOWN
USES: Provides both economy and performance shift points at full throttle. Operator changes from economy to
performance by stepping through a detent at the throttle pedal.
VOCATIONS: Various
OPTIONAL CLOSED THROTTLE

CUSTOMER-FURNISHED ENGINE
VIW CONNECTOR(S) OPERATING
FULL THROTTLE
V-14 ECONOMY SHIFT POINTS RANGE
V V-31 THROTTLE FULL THROTTLE

PEDAL KICKDOWN SHIFT POINTS
Pedal movement beyond
this point must not change
MOMENTARY engine fuel setting or
ECU SWITCH transmission throttle position
WIRE 177
KICKDOWN NOTE: “Full throttle economy shift points” position on the pedal should
S coincide with full stroke of the Allison throttle position sensor (if used) and/or
“full fuel” setting of the engine controls. Thus, pedal movement beyond
WIRE 161 “full throttle economy shift points” must not change fuel setting of the engine
SIGNAL RETURN or the throttle position signal to the transmission controls system.
V04882
Figure P–33. Kickdown

AI. MILITARY AUXILIARY FUNCTION RANGE INHIBIT (STANDARD)
USES: Prevents inadvertent range selection when auxiliary equipment is operating.
VOCATIONS: Military wheeled vehicles
If this function is turned “ON” in the shift calibration, the function MUST be
integrated into the vehicle wiring. If the function is available in the shift
WARNING! calibration but will not be used in the vehicle, it MUST be turned “OFF” in the
calibration.
WIRE 155
OPTIONAL MILITARY AUX.
CUSTOMER-FURNISHED FUNCTION RANGE
VIW CONNECTOR(S) INHIBIT (STD)
Switch is closed when
V-11 auxiliary equipment
V
is operating
WIRE 161
V-31
SIGNAL RETURN
ECU
V04883
Figure P–34. Military Auxiliary Function Range Inhibit (Standard)

AJ. FOURTH LOCKUP PUMP MODE—OPERATOR AND PUMP ACTIVATED

USES: Facilitates engagement of split shaft PTO and shifts transmission to fourth range lockup for driving a
vehicle-mounted pump.
VOCATIONS: Street cleaners, sewer cleaners
calibration.
SYSTEM OPERATION
TO ENGAGE:
2. APPLY PARKING BRAKE—None
3. SELECT PUMP—Turns on “Pump Mode Requested” light. Turns on input signal to ECU (wire 118) which
activates “fire truck” mode. When split-shaft shifts, wire 117 is activated and “Pump Engaged” light is turned on.
TO DISENGAGE:
1. SELECT NEUTRAL—Transmission shifts to Neutral if output rpm is less than 1000.
2. SELECT ROAD MODE—PTO disengages. If output shaft rotation continues, press the “Momentary Trans. Brake”
switch before selecting Road Mode. This will cause the transmission output shaft to stop if transmission is in
Neutral and output shaft speed is less than 100 rpm (175 rpm beginning with V9A calibrations).
WIRE 118 MOMENTARY PARKING BRAKE

4th LOCKUP PUMP TRANSMISSION PRESSURE DASH SWITCH
MODE INPUT BRAKE SWITCH Open: Road
SWITCH Switch is Closed: Pump
closed when
V-13 brakes are on SWITCHED POWER
V-31 WIRE 161
AIR Relay shown de-energized
SIGNAL
V RETURN Switch is closed VIM
when pump is
V-30 PUMP MODE SPLIT- engaged NC
REQUESTED SHAFT
V-2 PTO A2 A3
COM NO
ECU
OPTIONAL F3
CUSTOMER- WIRE 117
S
FURNISHED PUMP ENABLE
SWITCHED
VIW OK TO POWER
CONNECTOR(S) PUMP PUMP
ENGAGED
WIRE 114
RANGE INDICATOR (4th) V07126
Figure P–35. Fourth Lockup Pump Mode—Operator and Pump Activated

AJ. FOURTH LOCKUP PUMP MODE—OPERATOR ONLY ACTIVATED

USES: Facilitates engagement of split shaft PTO and shifts transmission to fourth range lockup for driving a
vehicle-mounted pump.
VOCATIONS: Street cleaners, sewer cleaners
calibration.
SYSTEM OPERATION
TO ENGAGE:
2. APPLY PARKING BRAKE—None
3. SELECT PUMP—Turns on “Pump Mode Requested” light. Turns on both input signals to ECU (wires 117 and
118) which activates “pump” mode. When split-shaft shifts, “Pump Engaged” light is turned on.
TO DISENGAGE:
1. SELECT NEUTRAL—Transmission shifts to Neutral if output rpm is less than 1000.
2. SELECT ROAD MODE—PTO disengages. If output shaft rotation continues, press the “Momentary Trans.
Brake” switch before selecting Road Mode. This will cause the transmission output shaft to stop if transmission is
in Neutral and output shaft speed is less than 100 rpm (175 rpm beginning with V9A calibrations).
OPTIONAL SWITCHED
CUSTOMER-FURNISHED POWER DASH SWITCH
VIW CONNECTOR(S) Open: Road
WIRE 117 Closed: Pump
V-30 PUMP ENABLE Switch closes when
pump is engaged
WIRE 161 SIGNAL RETURN
V V-31
AIR
V-13
V-2 MOMENTARY OK TO
TRANSMISSION PARKING BRAKE PUMP
ECU BRAKE SPLIT-
PRESSURE SWITCH NC
SWITCH Switch is closed SHAFT
when brakes are on PTO A2 A3
COM NO
WIRE 118
F3
S 4th LOCKUP PUMP PUMP MODE
MODE INPUT REQUESTED PUMP
ENGAGED VIM
WIRE 114 RANGE INDICATOR (4th)
V07127
Figure P–36. Fourth Lockup Pump Mode—Operator Only Activated

AK. AUTOMATIC NEUTRAL—DUAL INPUT WITH SERVICE BRAKE

STATUS—AUTOMATED SIDE LOADER ACTIVATED
USES: Provides for automatic selection of NEUTRAL and activation of fast idle when loading arm is activated.
Automatically re-engages transmission when loading arm is retracted if service brake is depressed. Only
re-engagement of forward is allowed. Reverse is not re-engaged.
This feature is meant to be used in applications where the vehicle operator

remains in the cab. If the operator leaves the vehicle, the park brake must be
engaged and Neutral must be selected prior to the operator exiting the cab. In
WARNING! addition, vehicles using this feature must have the following Warning sticker
visible in the vehicle cab: “WARNING: Set Park Brake and select Neutral before
exiting cab!”
OPTIONAL SWITCHED
CUSTOMER-FURNISHED POWER Relays shown de-energized
VIW CONNECTOR(S) PTO PTO
SWITCH PRESSURE
V-13 WIRE 118 NC SWITCH
PTO ENABLE INPUT BRAKE PEDAL
V-29 SWITCH F2
WIRE 137 COM F3
V-31 NO
V Closed = Brakes On D2
V-30 DASH
WIRE 161 SEE NOTE * LIGHT
SIGNAL RETURN
V-12 NC
WIRE 117
PACK ENABLE Switch opens A2
V-22 when rail is fully A3 PTO
ECU COM NO
retracted
V-2 AUTO NEUTRAL F3 FAST IDLE
DASH SWITCH CONTROL
WIRE 153 FAST IDLE
AUTO NEUTRAL
VIM SOLENOID
PACKER INPUT
S NOTE: The fast idle solenoid must be diode suppressed.
WIRE 112 Switch opens when NOTE: Transmission shifts to Neutral when either rail switch or arm switch
PTO ENABLE OUTPUT arm is fully down is closed (if other conditions are satisfied). Transmission shifts back to Drive
if both switches open, service brake switch is closed, and engine speed
WIRE 114 NEUTRAL INDICATOR FOR PTO drops below 900 rpm within 2.5 seconds of both switches closing.
NOTE*: Typical engine "Fast Idle" control system. Actual configuration may
vary from that shown. Consult the engine manufacturer.
V07128
Figure P–37. Automatic Neutral—Dual Input With Service Brake Status—Automated Side Loader Activated

features which
which differs
differsfrom
fromthat
thatshown
shown could
could cause
result unintended
to equipment of
WARNING!
personal operation
IS NOTor
property,
LIABLE FORpersonal
LIABLE FOR THEUSE

STATUS—DASH SWITCH ACTIVATED
USES: Provides for selection of NEUTRAL and enabling fast idle through activation of a dash mounted
switch. Automatically re-engages transmission when switch is opened if service brake is depressed
Only re-engagement of forward is allowed. Reverse is not re-engaged.
This feature is meant to be used in applications where the vehicle operator

remains in the cab. If the operator leaves the vehicle, the park brake must be
engaged and Neutral must be selected prior to the operator exiting the cab. In
WARNING! addition, vehicles using this feature must have the following Warning sticker
visible in the vehicle cab: “WARNING: Set Park Brake and select Neutral before
exiting cab!”
OPTIONAL SWITCHED
CUSTOMER-FURNISHED POWER Relays shown de-energized
VIW CONNECTOR(S) PTO PTO
SWITCH PRESSURE
V-13 WIRE 118 NC SWITCH
PTO ENABLE INPUT BRAKE PEDAL
V-29 SWITCH F2
WIRE 137 COM F3
V-31 NO
V Closed = Brakes On D2
V-30 DASH
WIRE 161 SEE NOTE * LIGHT
SIGNAL RETURN
V-12 NC
WIRE 117
V-22 PACK ENABLE A2 A3
COM PTO
ECU AUTO NEUTRAL NO
V-2 DASH SWITCH F3 FAST IDLE
WIRE 153 CONTROL
AUTO NEUTRAL FAST IDLE
PACKER INPUT VIM SOLENOID
S + — NOTE: The fast idle solenoid must be diode suppressed.

WIRE 112 NOTE: Transmission shifts to Neutral when dash switch is closed (if other
PTO ENABLE OUTPUT conditions are satisfied). Transmission shifts back to Drive when switch is
opened, service brake switch is closed, and engine speed drops below
WIRE 114 NEUTRAL INDICATOR FOR PTO 900 rpm within 2.5 sec. Otherwise, transmission stays in Neutral.
V07129
Figure P–38. Automatic Neutral—Dual Input With Service Brake Status—Dash Switch Activated


STATUS—PARK BRAKE ACTIVATED
USES: Provides for automatic selection of NEUTRAL and activation of PTO when park brake is applied.
Automatically re-engages transmission when park brake is released (if service brake is depressed).
Only re-engagement of forward is permitted. Reverse is not re-engaged.
VOCATIONS: Refuse packer, recycling truck, emergency equipment.
NOTE: This function is also available with emergency equipment calibration features.
BRAKE PEDAL SWITCHED

SEE NOTE * POWER
WIRE 137 SWITCH Relays shown de-energized
SERVICE BRAKE FAST IDLE
V-29 (Closed = Brakes On) PTO CONTROL
STATUS SWITCH NC PTO
V-13 WIRE 118 PTO ENABLE INPUT PRESSURE
F2 F3 SWITCH
WIRE 161 COM NO FAST IDLE
V-31 SOLENOID
V SIGNAL RETURN D2 NEUTRAL
WIRE 117 GROUND
V-30 PRESSURE INDICATOR
PACK ENABLE SWITCH #1 (GREEN DASH LIGHT)
(5–20 psi) NC Indicates neutral & DASH
V-12 LIGHT
NO park brake on
V-22 A2
NC COM PRESSURE COM A3
ECU NO PTO
V-2 “AUTO SWITCH #2 SWITCHED
NEUTRAL” (5–20 psi) F3 POWER
OPTIONAL CAB SWITCH NO NOTE: The fast idle solenoid
CUSTOMER- VIM
FURNISHED
WIRE 153 must be diode suppressed.
AUTO NEUTRAL NC COM
S VIW NOTE: Transmission shifts to Neutral when both CUSTOMER
CONNECTOR(S) PACKER INPUT SUPPLIED RELAY + —
switches close (if other conditions are satisfied).
PARK BRAKE Transmission shifts back to Drive when switches NC
open, service brake switch is closed, and engine
WIRE 112 PTO ENABLE OUTPUT speed drops to 900 rpm within 2.5 sec. Other- COM NO SWITCHED
wise transmission stays in Neutral. POWER
WIRE 114 NEUTRAL INDICATOR FOR PTO
vary from that shown. Consult the engine manufacturer. V07130
Figure P–39. Automatic Neutral—Dual Input With Service Brake Status—Park Brake Activated


STATUS—WORK BRAKE ACTIVATED
USES: Provides for automatic selection of NEUTRAL and activation of PTO when work brake is applied.
Automatically re-engages transmission when work brake is released (if service brake is depressed).
Only re-engagement of forward is permitted. Reverse is not re-engaged.
BRAKE PEDAL SEE NOTE* SWITCHED

SWITCH Relays shown de-energized POWER
WIRE 137
SERVICE BRAKE FAST IDLE
V-29 (Closed = Brakes On) PTO CONTROL
STATUS SWITCH NC PTO
V-13 WIRE 118 PTO ENABLE INPUT PRESSURE
F2 F3 SWITCH
WIRE 161 COM NO FAST IDLE
V-31 SOLENOID
V SIGNAL RETURN D2 GROUND NEUTRAL
WIRE 117 PRESSURE INDICATOR
V-30 (GREEN DASH LIGHT)
PACK ENABLE SWITCH #1
(5–20 psi) Indicates neutral & DASH
V-12 NC park brake on
NO LIGHT
V-22 A2 A3
ECU NC COM PRESSURE COM NO PTO
V-2 “AUTO SWITCHED
SWITCH #2 F3 POWER
NEUTRAL” (5–20 psi)
OPTIONAL CAB SWITCH NO NOTE: The fast idle solenoid
CUSTOMER- WIRE 153 VIM must be diode suppressed.
FURNISHED NC COM
VIW AUTO NEUTRAL CUSTOMER
S PACKER INPUT NOTE: Transmission shifts to Neutral when both
CONNECTOR(S) switches close (if other conditions are satisfied). SUPPLIED RELAY + —
WORK BRAKE Transmission shifts back to Drive when switches NC
open, service brake switch is closed, and engine
WIRE 112 PTO ENABLE OUTPUT speed drops to 900 rpm within 2.5 sec. Other- COM NO SWITCHED
WIRE 114 NEUTRAL INDICATOR FOR PTO wise transmission stays in Neutral. POWER
vary from that shown. Consult the engine manufacturer. V07131
Figure P–40. Automatic Neutral—Dual Input With Service Brake Status—Work Brake Activated

features which
which differs
differsfrom
fromthat
thatshown
shown could
could cause
result unintended
to equipment of
WARNING!
personal operation
IS NOTor
property,
LIABLE FORpersonal
LIABLE FOR THEUSE

STATUS—EMERGENCY VEHICLE OPTION
USES: Provides for automatic selection of NEUTRAL when park brake is applied. Reselection of DRIVE or
REVERSE is required. No automatic shift out of neutral when park brake is released.
VARIABLES TO SPECIFY: Max output rpm to enable Neutral.
VOCATIONS: Emergency vehicles
LEAVE OPEN BRAKE PEDAL OPTIONAL

(NIPTO logic is timed out) SWITCH SWITCHED POWER
WIRE 114 Do not use for fast idle. (Closed =
V-2 Brakes On) VIM
WIRE 137
V-29 NC
WIRE 161 A2
V V-31 COM A3
SIGNAL RETURN NO
WIRE 117 SWITCHED
V-30 F3
AUTO NEUTRAL ENABLE POWER
NEUTRAL
V-12 PRESSURE INDICATOR
SWITCH #1 All relays shown
ECU "AUTO NEUTRAL" (5–20 psi) de-energized
CAB SWITCH
NO
OPTIONAL
CUSTOMER PRESSURE NC COM
FURNISHED NOTE: Auto Neutral can
VIW SWITCH #2 be deactivated at any time
S CONNECTOR(S) (5–20 psi)
NO
by reselecting Drive on the
WIRE 153 shift selector.
AUTO NEUTRAL NC COM
S-18 PACKER INPUT NO — +

PARK BRAKE
COM
WIRE 166 PB Shown On NC
SWITCHED POWER
RANGE INDICATOR (N) V07173
Figure P–41. Automatic Neutral—Dual Input With Service Brake Status—Emergency Vehicle Option

AL. SHIFT SELECTOR TRANSITION AND SECONDARY SHIFT SCHEDULE

WITHOUT AUTO NEUTRAL
USES: Provides for operator selection of dual shift selectors and shift schedules. Primary mode will always
be active when shift selector 1 is selected, and secondary mode will always be active when shift
selector 2 is selected.
VOCATIONS: Dual-station refuse vehicles, crane carrier
OPTIONAL When ECU is turned on,

CUSTOMER-FURNISHED WIRE 155 active shift selector is
VIW CONNECTOR(S) SHIFT SELECTOR TRANSITION AND determined by current
SECONDARY SHIFT SCHEDULE switch position.
V-11 DASH SWITCH
Open: Selector 1 and primary
WIRE 161 mode shift schedule
V V-31 SIGNAL RETURN Closed: Selector 2 and secondary
mode shift schedule
SELECTOR SELECTOR
1 2
ECU Display of the inactive selector is disabled.
SELECT SELECT
To switch between selector 1

R MODE
R MODE
and selector 2, Neutral must be
selected and attained, and output
N N
S speed must be below 60 rpm.
D D
For Shift Selector
see installation
drawing AS07-27
(see SA2978 WTEC III Controls and General Information) V04889.01
Figure P–42. Shift Selector Transition and Secondary Shift Schedule Without Auto Neutral

AL. SHIFT SELECTOR TRANSITION AND SECONDARY SHIFT

SCHEDULE WITH AUTO NEUTRAL
USES: Provides for operator selection of dual shift selectors and shift schedules. Primary mode will always
be active when shift selector 1 is selected, and secondary mode will always be active when shift
selector 2 is selected.
VOCATIONS: Dual-station refuse vehicles
OPTIONAL
CUSTOMER-FURNISHED WIRE 155 DASH SWITCH
VIW CONNECTOR(S) SHIFT SELECTOR TRANSITION AND Open: Selector 1 and primary mode shift schedule
SECONDARY SHIFT SCHEDULE Closed: Selector 2 and secondary mode shift schedule
V-31 When ECU is turned on,
WIRE 161 active shift selector is
V V-11 determined by current
SIGNAL RETURN switch position.
LEFT
WIRE 137 BRAKE SELECTOR SELECTOR
V-29
SERVICE 1 2
BRAKE Display of the inactive
NC RIGHT
ECU STATUS SELECT SELECT
selector is disabled.
BRAKE
S-18 COM To switch between
NO
WIRE 166 R MODE
R MODE
selector 1 and selector 2,
SWITCHED
SECONDARY MODE POWER Neutral must be selected
N N
INDICATOR and attained, and output
S CUSTOMER-SUPPLIED D D speed must be below
RELAY SHOWN 60 rpm.
DE-ENERGIZED
For Shift Selector wiring requirements, see installation drawing AS07-27

(see SA2978 WTEC III Controls and General Information) V07132
Figure P–43. Shift Selector Transition and Secondary Shift Schedule With Auto Neutral

whichdiffers
features which differsfrom
fromthat
that shown
shown could
could cause
result unintended
to equipment of
WARNING!
personal operation
IS NOTor
property, FOR
LIABLE personal
THEinjury, or loss of life. ALLISON
LIABLE
OR FOR THEUSE
UNINTENDED CONSEQUENCES
AM. REFUSE PACKER STEP SWITCH
USES: Limit operation of transmission to first range and inhibit reverse with presence of personnel on rear
of vehicle.
VOCATIONS: Refuse
SWITCHED
POWER
V Function is activated when
V-28
switch is depressed.
OPTIONAL MOMENTARY Function is de-activated when
CUSTOMER-FURNISHED SWITCH switch is released.
VIW CONNECTOR(S)
ECU Switch opens to indicate
presence of personnel on step.
S NOTE: Transmission will shift according to preselect

WIRE 178 downshift schedule when function is activated while
REFUSE PACKER STEP SWITCH above 1st range.
If function is activated while in Reverse, transmission
will shift to Neutral.
V04890.01
Figure P–44. Refuse Packer Step Switch

AN. ISO 9141 ENABLE
USES: When this input is switched on, diagnostic information can be accessed through the ISO 9141 data link
wire 159.
VOCATIONS: Various
OPTIONAL
CUSTOMER-FURNISHED
VEHICLE INTERFACED WIRING
ECU CONNECTOR(S)
S-13 WIRE 126 (+)
S WIRE 143
S-12 (S)
WIRE 159
S-29 (–)
V07174.01.00
Figure P–45. ISO 9141 Enable

AQ. SELECTOR DISPLAY BLANKING
USES: Blanks the digital display and mode on indicator on the lever or pushbutton shift selectors.
VOCATIONS: Military wheeled vehicles
SWITCHED
POWER
WIRE 178
V-28
SELECTOR DISPLAY BLANKING
V DASH SWITCH
Open: NORMAL
OPTIONAL Closed: BLANK
CUSTOMER-FURNISHED
VIW CONNECTOR(S) Display and indicator
ECU
are blanked when switch
SELECT is closed
R MODE
S
N
For Shift Selector
D
see installation
drawing AS07-27
(see SA2978 WTEC III Controls and General Information)
V04891.01
Figure P–46. Selector Display Blanking

AS. REDUCED ENGINE LOAD AT STOP (RELS)
USES: Automatically activates Reduced Engine Load at Stop (RELS) when vehicle service brakes are applied,
vehicle is stopped, and throttle is closed. RELS deactivates when the service brakes are released, or the
throttle is advanced, or Drive is selected at the shift selector. If an “Automatic Neutral” input is activated,
RELS will be deactivated.
VOCATIONS: Transit Bus and Tour Coach
Please request Engineering Memorandum 58 (EM58) from your Allison

Representative.

A. ENGINE BRAKE ENABLE
VOCATIONS: Various
Refer to “Inputs H and I: Engine Brake Enable and Preselect Request.” This output
is inverted when used with Input H.

BB. RELS WITH SERVICE BRAKE STATUS
USES: Combines functions AA and AS on a single wire.
VOCATIONS: Transit Bus and Tour Coach
BRAKE PEDAL
SWITCH
WIRE 137
V-29
CLOSED = BRAKES ON
V
WIRE 161
V-31 NOTE: If vehicle is equipped
SIGNAL RETURN
with air brakes, this switch
OPTIONAL should close at 2–5 psi.
CUSTOMER-FURNISHED
V07171
Figure P–47. RELS with Service Brake Status

B. SUMP/RETARDER TEMPERATURE INDICATOR
USES: Turn on dash indicator when transmission sump or retarder-out temperature has exceeded specified limits.
VOCATIONS: Various
SWITCHED
POWER
V WIRE 105 TRANSMISSION

V-19 TEMP
SUMP / RETARDER
OPTIONAL TEMPERATURE
CUSTOMER-FURNISHED
VIW CONNECTOR(S)
ECU
If current in lamp circuit exceeds NC

0.5 amp, ground lamp through TRANS
a relay TEMP
COM
S NO
SWITCHED
POWER
WIRE 105
NOTE: If transmission is not equipped with a retarder, the
output is activated by sump temperature alone.
V04892
Figure P–48. Sump/Retarder Temperature Indicator
This function can be provided by a J-1939 message.

C. RANGE INDICATOR
USES: Used with auxiliary vehicle systems to permit operation only in specified transmission range(s).
VARIABLES TO SPECIFY: Range or ranges to be indicated
VOCATIONS: Various
SWITCHED
POWER NOTE: If the auxiliary vehicle system is an inductive load,
it must be diode suppressed.
V WIRE 114 RANGE INDICATOR
V-2
Contacts close when transmission
OPTIONAL is in specified range or ranges.
CUSTOMER-FURNISHED NC
VIW CONNECTOR(S) A2
ECU COM A3
NO
F3 SWITCHED
POWER
AUXILIARY
VIM VEHICLE
S SYSTEM
NOTE: This signal should not be used to automatically

apply park brake or service brakes when transmission
is shifted to Neutral.
V07172
Figure P–49. Range Indicator

D. OUTPUT SPEED INDICATOR—A
USES: To signal that the transmission output shaft has exceeded a specified value.
VARIABLES TO SPECIFY: Rpm to turn output ON and to turn output OFF. The ON value must be higher than
the OFF value.
VOCATIONS: Various
SWITCHED
POWER CUSTOMER-
NC FURNISHED
RELAY
COM NO
V WIRE 167
V-5
OUTPUT SPEED INDICATOR – A TRANSMISSION
OPTIONAL Relay shown OR VEHICLE
OVERSPEED
CUSTOMER-FURNISHED de-energized INDICATOR
VIW CONNECTOR(S)
ECU
S
NOTE: If the overspeed indicator is an inductive load,
it must be diode suppressed.
V04894
Figure P–50. Output Speed Indicator—A

E. OUTPUT SPEED INDICATOR—B
USES: To signal that the transmission output shaft has exceeded a specified value.
VARIABLES TO SPECIFY: Rpm to turn output ON and to turn output OFF. The ON value must be higher than
the OFF value.
VOCATIONS: Various
SWITCHED
POWER CUSTOMER-
NC FURNISHED
RELAY
COM NO
V OUTPUT SPEED INDICATOR – B
TRANSMISSION
OPTIONAL Relay shown OR VEHICLE
OVERSPEED
CUSTOMER-FURNISHED de-energized INDICATOR
VIW CONNECTOR(S)
ECU
NOTE: The ON and OFF control values for this function may
S be specified within the same range of values which are
permitted for “Output Speed Indicator – A”. However, the
control values for this function may not be adjusted using the
Pro-Link® Diagnostic Tool. Therefore, if adjustment of these
values is a desirable feature, the “Output Speed Indicator – A”
function must be used.
V04895
Figure P–51. Output Speed Indicator—B

F. PTO OVERSPEED INDICATOR
USES: Turn on dash light when PTO reaches an overspeed condition.
VARIABLES TO SPECIFY: Rpm to turn ON; rpm to turn OFF.
VOCATIONS: Various
SWITCHED
POWER
OPTIONAL
CUSTOMER-FURNISHED
V VIW CONNECTOR(S)
PTO OVERSPEED INDICATOR PTO
OVERSPEED
ECU

0.5 amp, ground lamp through PTO
S Output switches from open to ground when PTO speed a relay. OVERSPEED
(engine speed) exceeds a calibration value. COM NO
SWITCHED
Output switches from ground to open when engine speed POWER
falls below a lower calibration value. PTO OVERSPEED INDICATOR
V04896.01
Figure P–52. PTO Overspeed Indicator

G. PTO ENABLE
USES: Used with PTO Enable Input C. Permits PTO to be engaged only when engine speed and output speed are
in allowable range and throttle is low. Also disengages PTO if speeds are exceeded.
Refer to “Input C: PTO Enable” and “Input AG: Automatic Neutral—Dual Input.”

I. ENGINE OVERSPEED INDICATOR USING VIM
USES: To turn on dash light when engine reaches an overspeed condition.
VOCATIONS: Various
Contacts close when engine speed exceeds a

OPTIONAL SWITCHED calibration value.
V VIW CONNECTOR(S) Contacts open when engine speed falls below a
lower calibration value.
V-22
NC
ECU F2 F3
COM NO
WIRE 112 GROUND
D2
ENGINE OVERSPEED
INDICATOR ENGINE
VIM OVERSPEED
S
V07175
Figure P–53. Engine Overspeed Indicator Using VIM

I. ENGINE OVERSPEED INDICATOR WITHOUT VIM—SWITCHED TO GROUND
USES: To turn on dash light when engine reaches an overspeed condition.
VOCATIONS: Various
SWITCHED
POWER
V
ECU
OPTIONAL
CUSTOMER-FURNISHED WIRE 166 ENGINE
ENGINE OVERSPEED INDICATOR OVERSPEED
VIW CONNECTOR(S)
S S-18
V04898
Figure P–54. Engine Overspeed Indicator Without VIM—Switched to Ground

J. TWO SPEED AXLE ENABLE
USES: Used with Two Speed Axle Enable input to provide a speed protected engagement of low axle.
VOCATIONS: Various
Refer to “Input Q: Two Speed Axle Enable”.

K. LOCKUP INDICATOR
USES: Turn on dash indicator when transmission lockup clutch is engaged. Used to indicate when maximum
engine braking is available.
VOCATIONS: Various
OPTIONAL SWITCHED
CUSTOMER-FURNISHED POWER Contacts close when torque converter lockup
V VIW CONNECTOR(S) clutch is applied in the transmission.
V-3
NC
ECU E2 E3
COM NO
WIRE 132
B1 SWITCHED
LOCKUP INDICATOR POWER
TRANSMISSION
VIM LOCKUP
S
V07176
Figure P–55. Lockup Indicator

N. SECONDARY MODE INDICATOR
USES: To indicate that Secondary Mode is active.
VOCATIONS: Various

0.5 amp, ground lamp through
a relay. ECONOMY
COM NO SWITCHED
SWITCHED POWER
V POWER
WIRE 166
ECU
OPTIONAL
CUSTOMER-FURNISHED WIRE 166
ECONOMY
VIW CONNECTOR(S) SECONDARY MODE INDICATOR
S S-18
NOTE: “Economy” legend is shown for illustrative purposes only.

Actual legend in each vehicle should describe the special characteristics
of the secondary mode shift calibration.
V04900.01
Figure P–56. Secondary Mode Indicator

O. SERVICE INDICATOR
USES: This function is required with “Input Function F: Dual Input Auxiliary Function Range Inhibit” to
indicate that there is a problem with the vehicle wiring for the input signal. This output signal is typically
used to turn on a dash-mounted light to indicate to the operator or service personnel to check for diagnostic
codes stored in the ECU.
VOCATIONS: Various
Refer to “Input F: Dual Input Auxiliary Function Range Inhibit.”

Q. RETARDER INDICATOR
USES: Signals that the retarder is active. Typically used to turn on the vehicle brake lights when the retarder
is in use.
VOCATIONS: Various
This function is used in conjunction with Input Function “Z”, Retarder Enable. Refer to
schematic for Input Function “Z”, noting the use of wire 125.

R. DIFFERENTIAL CLUTCH INDICATOR
USES: Signals the status of the differential clutch in the3000 Product Family 7-Speed transfer case.
VOCATIONS: Various. This function is required for all 3000 Product Family 7-Speed transmissions and used
only with that model.
Refer to “Input AF: Differential Clutch Request.”

features which
which differs
differsfrom
fromthat
thatshown
shown could
could cause
result unintended
to equipment of
WARNING!
personal operation
IS NOTor
property,
LIABLE FORpersonal
LIABLE FOR THEUSE
S. NEUTRAL INDICATOR FOR PTO AND PTO ENABLE—PACK-ON-THE-FLY

OPTION
USES: Provides for fast idle operation in neutral, “pack-on-the-fly”, and PTO engagement with overspeed
protection.
VARIABLES TO SPECIFY: Max engine rpm for PTO engagement, max engine rpm for PTO operation, max
output rpm for PTO engagement, max output rpm for PTO operation.
VOCATIONS: Refuse packer, recycling truck.
SYSTEM OPERATION:
Operator selects NEUTRAL to enable fast idle.
Transmission shifts to neutral if throttle and output speed are low.
When DRIVE is re-selected, fast idle is interrupted and transmission shifts to drive if engine speed drops below
900 rpm within approximately two seconds.
SWITCHED
POWER PTO DASH
SWITCH
WIRE 118 PTO
V-13 NC PRESSURE
PTO ENABLE INPUT
F2 F3 SWITCH
V V-22 WIRE 112 COM NO SEE NOTE **
PTO ENABLE OUTPUT D2
WIRE 114
V-2
NEUTRAL INDICATOR
FOR PTO NC FAST IDLE
ECU OPTIONAL
CUSTOMER-FURNISHED A2 CONTROL PTO
COM A3
VIW CONNECTOR(S) NO
F3 DASH
LIGHT
S VIM
Relays shown * FAST IDLE
*NOTE: The fast idle solenoid must be diode suppressed. de-energized SOLENOID
**NOTE: Typical engine "Fast Idle" control system. Actual configuration may
V07133
Figure P–57. Neutral Indicator for PTO and PTO Enable—Pack-On-The-Fly Option

S. NEUTRAL INDICATOR FOR PTO AND PTO ENABLE—NEUTRAL

OPERATION ONLY
USES: Provides for fast idle operation in neutral, and PTO engagement with overspeed protection.
VARIABLES TO SPECIFY: Max engine rpm for PTO engagement, max engine rpm for PTO operation, max
output rpm for PTO engagement, max output rpm for PTO operation.
VOCATIONS: Refuse packer, recycling truck.
SYSTEM OPERATION:
Operator selects NEUTRAL to enable fast idle.
Transmission shifts to neutral if throttle and output speed are low.
When DRIVE is re-selected, fast idle is interrupted and transmission shifts to drive if engine speed drops below
900 rpm within approximately two seconds.
SWITCHED POWER
WIRE 118 PTO SWITCH PTO
PRESSURE
PTO ENABLE INPUT SWITCH
V-13
WIRE 112
V-22
V PTO ENABLE OUTPUT FAST
VIM PTO IDLE
NC CONTROL
F3
F2
COM NO
WIRE 114
V-2 D2 GROUND
ECU NEUTRAL
OPTIONAL INDICATOR * FAST IDLE
NC
CUSTOMER-FURNISHED FOR PTO SOLENOID
A2 A3
VIW CONNECTOR(S) COM NO
F3 SWITCHED
S POWER NOTE: The fast idle
solenoid must be
SEE NOTE *
Relays shown de-energized diode-suppressed.
V07134
Figure P–58. Neutral Indicator for PTO and PTO Enable—Neutral Operation Only

APPENDIX Q—TRANSID 2 AND 3 THERMISTOR TROUBLESHOOTING INFORMATION
Resistance vs. Temperature Characteristics

Graph Q–1 is a graph of the temperature indicated by the resistance measured in the new and the old thermistors. The
new thermistors have a negative temperature coefficient which means the indicated temperature increases as the
measured resistance decreases within a range of about 200,000 Ohms (Ω) down to about 50Ω for the sump thermistor
and about 400,000Ω down to about 60Ω for the retarder thermistor. The old thermistors (sump and retarder) have a
positive temperature coefficient which means that the indicated temperature increases as the measured resistance
increases within a range from about 500Ω up to about 2500Ω. The two thermistors require different ECU calibrations.
Mismatches between the ECU and the transmission can cause performance problems or diagnostic codes to be set. This
is why the TID 2 transmission is not compatible with the WTEC II ECU (V6E, V7, or V7A) or with the WTEC III ECU
(V8). The proper shift and temperature characteristics for both the TID 1 and the TID 2 transmission are calibrated in the
V8A and later WTEC III ECU and the proper calibration will be activated by the ECU according to the TransID wire
(wire 195) connection point in the internal harness.
RESISTANCE-TEMPERATURE
CHARACTERISTIC CHART
1,000,000
100,000
SENSOR RESISTANCE (‰)
10,000
1,000
100
10
1
— 40 —10 20 50 80 110 140 170 200 ¡C
— 40 14 68 122 176 230 284 338 392 ¡F

TEMPERATURE
TID2 and 3 Negative Temperature Coefficient Sensor Retarder

TID2 and 3 Negative Temperature Coefficient Sensor Sump
TID1 Positive Temperature Coefficient
Sensor Sump and Retarder (for comparison only)
V04711.00.02
Graph Q–1. TransID Thermistor Characteristics
NOTE: Look carefully at the graph. The scale for the resistance (on the left side) is not constant (linear). It is
logarithmic which means it can display a great range of values within a small space. Each section of
the graph is ten units, but the units vary from 1 to 100,000 Ohms. The range of resistance for the old
thermistor is very small when compared with that of the new thermistors.
The following table shows the range of resistance values that correspond to either retarder or sump fluid
temperature shown in one degree increments over the operating range of the thermistors.
Copyright © 2005 General Motors Corp. Q–1

TRANSID 2 THERMISTORS—RESISTANCE (OHMS) VS. TEMPERATURE

Retarder Thermistor Sump Thermistor
Degree Degree Lo Nom Hi Degree Degree Lo Nom Hi
C F Ohms Ohms Ohms C F Ohms Ohms Ohms
–50 –58 202642 182288 226183
–49 –56.2 188561 169859 210206
–48 –54.4 175549 158357 195459
–47 –52.6 163519 147708 181840
–46 –50.8 152390 137844 169255
–45 –49 142089 128702 157621
–44 –47.2 132550 120224 146860
–43 –45.4 123711 112359 136900
–42 –43.6 115517 105057 127678
–41 –41.8 107917 98276 119134
–40 –40 352399 402392 452385 –40 –40 100865 95956 107181
–39 –38.2 329878 376270 422662 –39 –38.2 94317 89769 100181
–38 –36.4 308936 352005 395074 –38 –36.4 88235 84019 93681
–37 –34.6 289453 329454 369456 –37 –34.6 82582 78674 87642
–36 –32.8 271318 308486 345655 –36 –32.8 77326 73701 82030
–35 –31 254431 288981 323531 –35 –31 72437 69073 76811
–34 –29.2 238698 270827 302956 –34 –29.2 67886 64764 71956
–33 –27.4 224033 253923 283814 –33 –27.4 63649 60749 67497
–32 –25.6 210358 238177 265995 –32 –25.6 59702 57008 63228
–31 –23.8 197600 223501 249402 –31 –23.8 56024 53520 59308
–30 –22 185693 209817 233941 –30 –22 52594 50266 55654
–29 –20.2 174574 197053 219531 –29 –20.2 49394 47229 52247
–28 –18.4 164188 185140 206093 –28 –18.4 46408 44394 49069
–27 –16.6 154480 174018 193556 –27 –16.6 43620 41746 46102
–26 –14.8 145404 163630 181856 –26 –14.8 41016 39271 43332
–25 –13 136915 153923 170930 –25 –13 38583 36958 40745
–24 –11.2 128971 144848 160724 –24 –11.2 36308 34794 38328
–23 –9.4 121534.6 136360.5 151188 –23 –9.4 34181 32770 36088
–22 –7.6 114569.9 128419.6 142269.4 –22 –7.6 32190 30875 33954
–21 –5.8 108044.7 120987 133929.3 –21 –5.8 30327 29101 31976
–20 –4 101928.7 114027.2 126125.7 –20 –4 28582 27439 30125
–19 –2.2 96194 107507.5 118821 –19 –2.2 26948 25881 28391
–18 –0.4 90814.8 101397.8 111980.7 –18 –0.4 25417 24420 26767
–17 1.4 85767 95669.8 105572.7 –17 1.4 23981 23051 25245
–16 3.2 81028.5 90297.8 99567.2 –16 3.2 22634 21766 23818
–15 5 76578.5 85257.7 93937 –15 5 21371 20660 22480
–14 6.8 72397.9 80527.1 88656.4 –14 6.8 20185 19427 21225
–13 8.6 68469 76085.4 83701.9 –13 8.6 19072 18363 20046
–12 10.4 64775.3 71913.4 79051.6 –12 10.4 18026 17363 18940
Q–2 Copyright © 2005 General Motors Corp.

TRANSID 2 THERMISTORS—RESISTANCE (OHMS) VS. TEMPERATURE (cont’d)

–11 12.2 61301.3 67993.3 74685.3 –11 12.2 17043 16424 17900
–10 14 58033 64308.5 70584 –10 14 16120 15540 16924
–9 15.8 54956.9 60843.6 66730.3 –9 15.8 15251 14709 16006
–8 17.6 52060.8 57584.4 63108 –8 17.6 14434 13927 15143
–7 19.4 49333.13 54517.51 59701.9 –7 19.4 13666 13190 14331
–6 21.2 46763.28 51630.64 56498 –6 21.2 12942 12497 13567
–5 23 44341.27 48912.25 53483.24 –5 23 12261 11844 12848
–4 24.8 42057.81 46351.65 50645.49 –4 24.8 11619 11228 12171
–3 26.6 39904.26 43938.84 47973.42 –3 26.6 11014 10648 11533
–2 28.4 37872.55 41664.54 45456.53 –2 28.4 10444 10101 10932
–1 30.2 35955 39520 43085 –1 30.2 9906 9585 10365
0 32 34145.1 37497.4 40850 0 32 9399 9098 9831
1 33.8 32430 35590 38750 1 33.8 8921 8638 9329
2 35.6 30810 33790 36770 2 35.6 8470 8203 8854
3 37.4 29282 32092 34903 3 37.4 8044 7793 8407
4 39.2 27838 30490 33142 4 39.2 7643 7406 7985
5 41 26474 28976 31479 5 41 7263 7041 7587
6 42.8 25184 27547 29910 6 42.8 6905 6696 7211
7 44.6 23965 26197 28428 7 44.6 6567 6369 6855
8 46.4 22813 24920 27028 8 46.4 6247 6061 6519
9 48.2 21722 23713 25704 9 48.2 5944 5769 6202
10 50 20690 22572 24454 10 50 5658 5493 5902
11 51.8 19712 21492 23271 11 51.8 5387 5231 5618
12 53.6 18787 20469 22152 12 53.6 5131 4984 5349
13 55.4 17910 19502 21093 13 55.4 4888 4750 5095
14 57.2 17079 18585 20091 14 57.2 4659 4528 4854
15 59 16292 17717 19141 15 59 4441 4318 4626
16 60.8 15545 16894 18242 16 60.8 4235 4118 4410
17 62.6 14836.8 16113.8 17391 17 62.6 4039 3929 4205
18 64.4 14164.8 15374.1 16583.5 18 64.4 3854 3750 4011
19 66.2 13527 14672.6 15818.2 19 66.2 3678 3580 3827
20 68 12921.4 14006.9 15092.4 20 68 3511 3418 3653
21 69.8 12346.4 13375.1 14403.8 21 69.8 3353 3265 3487
22 71.6 11800.1 12775.3 13750.5 22 71.6 3202 3120 3330
23 73.4 11281 12205.7 13130.3 23 73.4 3060 2981 3180
24 75.2 10787.6 11664.6 12541 24 75.2 2924 2850 3039
25 77 10318.5 11150.4 11982.3 25 77 2795 2725 2904
26 78.8 9872.4 10661.7 11451 26 78.8 2673 2606 2776
27 80.6 9448 10197.1 10946.1 27 80.6 2556 2493 2655


28 82.4 9755.2 9755.2 10466.2 28 82.4 2445 2385 2540
29 84.2 8659.8 9334.9 10009.9 29 84.2 2340 2282 2430
30 86 8293.8 8934.9 9575.9 30 86 2240 2185 2326
31 87.8 7945.3 8554.2 9163.1 31 87.8 2144 2092 2227
32 89.6 7613.3 8191.7 8770.2 32 89.6 2053 2003 2132
33 91.4 7296.91 7846.57 8396.2 33 91.4 1967 1919 2043
34 93.2 6995.38 7517.77 8040.17 34 93.2 1884 1839 1957
35 95 6707.92 7204.5 7701.07 35 95 1806 1763 1875
36 96.8 6433.8 6905.92 7378.04 36 96.8 1731 1690 1797
37 98.6 6172.32 6621.29 7070.25 37 98.6 1660 1620 1723
38 100.4 5922.86 6349.87 6776.89 38 100.4 1592 1554 1653
39 102.2 5685 6091 6497 39 102.2 1527 1491 1585
40 104 5457.5 5844 6231 40 104 1465 1430 1521
41 105.8 5241 5608 5976 41 105.8 1406 1373 1459
42 107.6 5033 5383 5733 42 107.6 1349 1318 1401
43 109.4 4835 5169 5502 43 109.4 1296 1265 1345
44 111.2 4646 4963 5281 44 111.2 1244 1215 1291
45 113 4465 4768 5070 45 113 1195 1167 1240
46 114.8 4293 4580 4868 46 114.8 1148 1122 1192
47 116.6 4127 4402 4676 47 116.6 1103 1078 1145
48 118.4 3969 4231 4492 48 118.4 1060 1036 1100
49 120.2 3818 4067 4316 49 120.2 1019 996.3 1058
50 122 3673 3911 4148 50 122 980.3 958.1 1017
51 123.8 3535 3761 3988 51 123.8 942.9 921.6 978.4
52 125.6 3403 3619 3835 52 125.6 907.1 886.7 941.4
53 127.4 3276 3482 3688 53 127.4 872.9 853.3 905.9
54 129.2 3155 3352 3548 54 129.2 840.1 821.4 871.9
55 131 3039 3227 3414 55 131 808.8 790.8 839.4
56 132.8 2928 3107 3286 56 132.8 778.8 761.5 808.3
57 134.6 2821 2992 3163 57 134.6 750 733.5 778.5
58 136.4 2718.9 2882.4 3046 58 136.4 722.5 706.6 750
59 138.2 2621.1 2777.3 2933.5 59 138.2 696.2 680.9 722.7
60 140 2527.2 2676.5 2825.7 60 140 670.9 656.2 696.5
61 141.8 2437.3 2579.9 2722.5 61 141.8 646.7 632.6 671.4
62 143.6 2351 2487.3 2623.6 62 143.6 623.5 609.9 647.3
63 145.4 2268.2 2398.5 2528.8 63 145.4 601.2 588.2 624.2
64 147.2 2188.8 2313.4 2438 64 147.2 579.9 567.4 602.1
65 149 2112.5 2231.7 2350.8 65 149 559.4 547.4 580.8
66 150.8 2039.3 2153.3 2267.3 66 150.8 539.8 528.2 560.5


67 152.6 1969.1 2078.1 2187.1 67 152.6 520.9 509.8 540.9
68 154.4 1901.6 2005.9 2110.2 68 154.4 502.8 492.1 522.2
69 156.2 1836.8 1936.6 2036.4 69 156.2 485.4 475.2 504.1
70 158 1774.5 1870 1965.5 70 158 468.7 458.9 486.8
71 159.8 1714.6 1806.1 1897.5 71 159.8 452.7 443.2 470.2
72 161.6 1657.1 1744.6 1832.2 72 161.6 437.3 428.2 454.2
73 163.4 1601.8 1685.6 1769.4 73 163.4 422.5 413.7 438.9
74 165.2 1548.65 1628.89 1709.1 74 165.2 408.3 399.8 424.1
75 167 1497.52 1574.36 1651.21 75 167 394.6 386.5 410
76 168.8 1448.33 1521.94 1595.54 76 168.8 381.5 373.6 396.3
77 170.6 1401.01 1471.52 1542.03 77 170.6 368.9 361.3 383.2
78 172.4 1355.47 1423.03 1490.58 78 172.4 356.7 349.4 370.6
79 174.2 1311.65 1376.38 1441.11 79 174.2 345 338 358.5
80 176 1269 1331 1394 80 176 333.8 327 346.8
81 177.8 1228.3 1288.3 1348 81 177.8 322.9 316.4 335.6
82 179.6 1190 1247 1304 82 179.6 312.5 306.2 324.7
83 181.4 1152 1207 1261 83 181.4 302.5 296.4 314.3
84 183.2 1116 1168 1220 84 183.2 292.8 288.9 304.3
85 185 1081 1131 1181 85 185 283.5 277.8 294.6
86 186.8 1047 1095 1143 86 186.8 274.5 269 285.4
87 188.6 1015 1061 1107 87 188.6 265.9 260.5 276.5
88 190.4 983 1028 1072 88 190.4 257.6 253.3 268
89 192.2 953 996 1038 89 192.2 249.5 244.3 259.7
90 194 924 965 1005 90 194 241.8 236.7 251.7
91 195.8 896 935 974 91 195.8 234.4 229.4 244
92 197.6 869 906 944 92 197.6 227.2 222.3 236.6
93 199.4 843 879 915 93 199.4 220.2 215.5 229.5
94 201.2 817 852 886 94 201.2 213.5 208.9 222.6
95 203 793 826 859 95 203 207.1 202.5 215.9
96 204.8 769 801 833 96 204.8 200.9 196.4 209.5
97 206.6 747 777 808 97 206.6 194.8 190.5 203.3
98 208.4 725 754 784 98 208.4 189 184.8 197.3
99 210.2 703.6 731.8 760 99 210.2 183.4 179.2 191.5
100 212 683.2 710.2 737.3 100 212 178 173.9 185.9
101 213.8 663.4 689.4 715.3 101 213.8 172.8 168.8 180.5
102 215.6 644.4 669.3 694.1 102 215.6 167.8 163.8 175.3
103 217.4 626 649.8 673.7 103 217.4 162.9 159 170.3
104 219.2 608.2 631.1 653.9 104 219.2 158.2 154.4 165.4
105 221 591 612.9 634.9 105 221 159.6 149.9 160.7


106 222.8 574.3 595.4 616.5 106 222.8 149.2 145.6 156.2
107 224.6 558.2 578.4 598.7 107 224.6 145 141.4 151.8
108 226.4 542.6 562.1 581.5 108 226.4 140.9 137.4 147.5
109 228.2 527.6 546.2 564.9 109 228.2 136.9 133.5 143.4
110 230 513 530.9 548.8 110 230 133.1 129.7 139.4
111 231.8 498.8 516.1 533.3 111 231.8 129.4 126.1 135.6
112 233.6 485.2 501.8 518.3 112 233.6 125.8 122.6 131.9
113 235.4 471.9 487.9 503.9 113 235.4 122.3 119.2 128.2
114 237.2 459.1 474.5 489.8 114 237.2 118.9 115.9 124.8
115 239 446.73 461.51 476.3 115 239 115.7 112.7 121.4
116 240.8 434.72 448.95 463.18 116 240.8 112.5 109.6 118.1
117 242.6 423.08 436.79 450.5 117 242.6 109.5 106.6 114.9
118 244.4 411.8 425.02 438.23 118 244.4 106.5 103.7 111.9
119 246.2 400.88 413.61 426.35 119 246.2 103.7 100.91 108.9
120 248 390.29 402.57 414.86 120 248 100.9 98.2 106
121 249.8 380 392 404 121 249.8 98.23 95.58 103.2
122 251.6 370.1 381.5 393 122 251.6 95.63 93.04 100.5
123 253.4 360 371 383 123 253.4 93.12 90.58 97.9
124 255.2 351 362 372 124 255.2 90.68 88.2 95.36
125 257 342 352 363 125 257 88.32 85.89 92.9
126 258.8 333 343 353 126 258.8 86.03 83.65 90.51
127 260.6 325 334 344 127 260.6 83.8 81.49 88.19
128 262.4 316 326 335 128 262.4 81.65 79.38 85.95
129 264.2 308 317 326 129 264.2 79.56 77.35 83.77
130 266 301 309 318 130 266 77.54 75.37 81.65
131 267.8 293 302 310 131 267.8 75.58 73.46 79.6
132 269.6 286 294 302 132 269.6 73.67 71.6 77.61
133 271.4 279 287 294 133 271.4 71.82 69.8 75.68
134 273.2 272 279 287 134 273.2 70.03 68.05 73.8
135 275 265 272 280 135 275 68.29 66.35 71.98
136 276.8 258 266 273 136 276.8 66.6 64.7 70.21
137 278.6 252 259 266 137 278.6 64.96 63.11 68.5
138 280.4 246 253 260 138 280.4 63.37 61.56 66.83
139 282.2 240 247 253 139 282.2 61.82 60.05 65.21
140 284 234.2 240.6 247 140 284 60.32 58.59 63.64
141 285.8 228.6 234.8 241.1 141 285.8 58.86 57.17 62.11
142 287.6 223.1 229.2 235.2 142 287.6 57.45 55.79 60.63
143 289.4 217.8 223.7 229.6 143 289.4 56.07 54.45 59.18
144 291.2 212.6 218.4 224.1 144 291.2 54.73 53.15 57.78


145 293 207.6 213.2 218.8 145 293 53.43 51.89 56.42
146 294.8 202.7 208.1 213.6 146 294.8 52.17 50.66 55.09
147 296.6 197.9 203.2 208.5 147 296.6 50.94 49.47 53.81
148 298.4 193.3 198.5 203.7 148 298.4 49.75 48.31 52.55
149 300.2 188.8 193.9 198.9 149 300.2 48.59 47.18 51.34
150 302 184.4 189.4 194.3 150 302 47.46 46.09 50.15
151 303.8 180.2 185 189.8 — — — — —
152 305.6 176 180.7 185.4 — — — — —
153 307.4 172 176.6 181.2 — — — — —
154 309.2 168.1 172.6 177.1 — — — — —
155 311 164.3 168.6 173 — — — — —
156 312.8 160.54 164.84 169.1 — — — — —
157 314.6 156.93 161.13 165.33 — — — — —
158 316.4 153.42 157.53 161.63 — — — — —
159 318.2 150.01 154.01 158.02 — — — — —
160 320 146.68 150.6 154.51 — — — — —
161 321.8 143.43 147.27 151.1 — — — — —
162 323.6 140 144 148 — — — — —
163 325.4 137.2 140.9 145 — — — — —
164 327.2 134 138 141 — — — — —
165 329 131 135 138 — — — — —
166 330.8 128 132 135 — — — — —
167 332.6 126 129 132 — — — — —
168 334.4 123 126 130 — — — — —
169 336.2 120 124 127 — — — — —
170 338 118 121 124 — — — — —
171 339.8 115 118 122 — — — — —
172 341.6 113 116 119 — — — — —
173 343.4 10 113 117 — — — — —
174 345.2 108 111 114 — — — — —
175 347 106 109 112 — — — — —
176 348.8 104 107 109 — — — — —
177 350.6 101 104 107 — — — — —
178 352.4 99 102 105 — — — — —
179 354.2 97 100 103 — — — — —
180 356 95 98 101 — — — — —
181 357.8 93.4 96.1 99 — — — — —
182 359.6 91.5 94.1 96.8 — — — — —
183 361.4 89.6 92.3 94.9 — — — — —


184 363.2 87.8 90.4 93 — — — — —
185 365 86.1 88.6 91.1 — — — — —
186 366.8 84.3 86.8 89.4 — — — — —
187 368.6 82.7 85.1 87.6 — — — — —
188 370.4 81 83.4 85.9 — — — — —
189 372.2 79.4 81.8 84.2 — — — — —
190 374 77.8 80.2 82.6 — — — — —
191 375.8 76.3 78.7 81 — — — — —
192 377.6 74.8 77.1 79.4 — — — — —
193 379.4 73.4 75.6 77.9 — — — — —
194 381.2 71.9 74.2 76.4 — — — — —
195 383 70.5 72.8 75 — — — — —
196 384.8 69.2 71.4 73.6 — — — — —
197 386.6 67.84 70.02 72.20 — — — — —
198 388.4 66.54 68.70 70.86 — — — — —
199 390.2 65.27 67.41 69.54 — — — — —
200 392 64.03 66.14 68.25 — — — — —
201 393.8 62.82 64.91 65.99 — — — — —
202 395.6 61.64 63.70 65.76 — — — — —
203 397.4 60.00 63.00 65.00 — — — — —
204 399.2 59.30 61.40 63.00 — — — — —

APPENDIX R—SAE J1939 COMMUNICATION LINK
This Appendix covers an overview of how Allison Transmission implements the J1939-based functions.
The Controller Area Network (CAN) defined by SAE J1939 enables the integration of various vehicle components
into an overall vehicle system by providing a standard way of exchanging information between these modules in
the vehicle. Use of a J1939 network, or datalink, for on-vehicle communication can greatly reduce the amount of
wiring in a vehicle, and give many different components and subsystems access to a wider range of information.
Allison utilizes the J1939 communication link for vehicle operation controls, powertrain interaction, and conveying
vehicle management information (Figure R–1).*
This Appendix is an overview of how Allison Transmission implements the J1939-based functions. The details are
found in the Vehicle Function Requirements section of the Datalink Communications Tech Data.
OPTIONAL
CUSTOMER-FURNISHED
VEHICLE INTERFACED WIRING
ECU CONNECTOR(S)
S-13 WIRE 126 (+)
S WIRE 143
S-12 (S)
WIRE 159
S-29 (–)
V07174.01.00
Figure R–1. J1939 Interface Wiring (ECU Pin-Out)
INSULATION CAN LOW

(PIN ‘A’ – TYPICALLY GREEN)
FOIL SHIELD
DRAIN WIRE
OUTER COVER (PIN ‘C’)
PIPING
(MAINTAINS WIRE TWIST) CAN HIGH
(PIN ‘B’ – TYPICALLY YELLOW)
V08747.00.01
Figure R–2. J1939-11 Twisted, Shielded Pair Cable
* NOTE: On WTEC III Control Systems, off-board communications are only enabled via J1708/J1587.
Copyright © 2005 General Motors Corp. R–1

WIRING
Allison recommends implementing J1939 network wiring per SAE J1939-11, which specifies 120 Ohm impedance
twisted pair cable with shielding (Figure R–2). The shielding greatly reduces the communication link’s
susceptibility to induced electromagnetic interference.
The drain wire connects to a “shield” pin on each controller on the network. These “shield pins” are not the same as
ground connections; there is circuitry between the shield pin and the controller’s ground connection.
In addition to the above connections, the shield drain wire should break out of the backbone in one location,
preferably as close to the center as possible, and connect directly to the battery ground terminal or grounding bus
bar.
Allison Transmission does not recommend the use of unshielded cabling specified in J1939-15 (often referred to as
“J1939 Lite”). The lack of shielding makes the J1939 network more susceptible to electromagnetic interference,
which can be extremely difficult to diagnose and correct. Many vehicle OEMs, however, opt to use J1939-15 cable
due to its lower cost and greater flexibility. J1939-11 (shielded) and J1939-15 (unshielded) cable should never be
mixed in a vehicle installation.
Cable suppliers include:
• Belden Wire and Cable Co.
• BICC Brand-Rex Co.
• Champlain Cable Co.
• Raychem.
J1939 networks are laid out in a linear fashion, consisting of a central “backbone” with “stubs” branching off to
individual controllers or “nodes”. Refer to Figure R–3 for a pictorial view of the J1939-11 “Backbone”
configuration.
Regardless of the cable used, two 120 Ohm termination resistors are required, one at each end of the backbone
cable (Figure R–4). These resistors may be built into a receptacle connector or plug connector that contains a blue
wedge lock.
Stubs must be TCM IN-CAB DIAGNOSTIC

spaced at least BLOCKHEAD HOUSING
10 cm apart
UNUSED
A stub tees off STUB
the backbone,
and includes all
wiring to the node.
The total stub must
be 1 meter or less. All unused stubs must
be covered with caps.
ENGINE
CONTROLLER
V08750.00.00
Figure R–3. J1939-11 Network Configuration
R–2 Copyright © 2005 General Motors Corp.

A Termination Resistor is a 120

resistor found at each end of the backbone. Since some vehicle OEMs use
Two are required, and they typically use receptacles on their backbones,
Blue Wedge Locks a plug version is also available.
V08749.00.00
Figure R–4. Termination Resisters Requirement on J1939-11 Backbone
Typically, all connectors on the backbone and stubs are of the “plug” type. However, “receptacle” connectors may
be used in some installations. Stubs and nodes use orange or green wedge locks.
The backbone may be no longer than 40 meters in length. A stub includes the length of wiring on the node, and the
length from the backbone to the node must be one meter or less.
Figure R–3 shows a typical J1939-11 network cable configuration including controllers, or “nodes”. The connector
for the Allison controller is a 3-way connector configured as follows (Figure R–5):
• Terminal A = CAN High
• Terminal B = CAN Low
• Terminal C = CAN Shield.
Typically CAN High is a yellow wire and CAN Low is a green wire.
A or H
B or L C or S
V08751.00.00
Figure R–5. 3-Way Allison Controller Connector

A 9-way, in-cab, diagnostic bulkhead housing, if used, will be configured as follows (Figure R–6):
• A = Ground
• B = +12 volts (unswitched)
• C = High (Yellow)
• D = Low (Green)
• E = Shield
• F = J1587 + (typically blue)
• G = J1587 – (typically white)
• H & J = For OEM use.
A = GROUND
B = +12 VOLT (UNSWITCHED)
D C = J1939 HIGH (YELLOW)
E C
D = J1939 LOW (GREEN)
F A B
E = J1939 SHIELD
G J
H F = JI587 + (TYP. BLUE)
G = J1587 – (TYP. WHITE)
H&J = OEM USE
V08752.00.00
Figure R–6. 9-Way, In-Cab, Diagnostic Connector

Troubleshooting
In terms of J1939 communication, Allison Transmission is only responsible for the Allison TCM hardware,
software, and calibration. Wiring issues belong solely to the vehicle manufacturer. The responsibility for putting
good information on the datalink, and properly using information obtained from the datalink, belongs to each
component supplier with a device connected to the datalink.
CAN vs. Traditional Wiring
A key difference between traditional analog wires and CAN datalinks is the detection of signal corruption between
the communicating devices.
An analog electrical signal generated properly by a sender may be corrupted on the way to the receiver by such
problems as electrical noise or shorts-to-ground or power. This corruption may or may not affect the value
received.
CAN communication links are much more robust, as wiring integrity cannot change the values being sent. Wiring
faults can only prevent messages from arriving at their destination. The CAN hardware makes sure that a message
is accepted only and exactly as the sending node generated the message. CAN chips reject messages affected by
electrical noise or wire faults.
When communication is possible and there are no wiring issues present, CAN makes certain that information is
received exactly as it is sent. However, CAN cannot detect when a device is putting out bad information or when a
device misuses information pulled off of the network. For example, if the ABS system sends information stating
that it is active, whether it actually is or not, the TCM will still react as if the ABS is active.

The CAN Community

A unique aspect of the J1939 datalink is that our controller can be one of many on the network. As such, our
intended communication with certain devices (such as the engine) may be impacted by other devices on the
datalink, such as an instrument cluster or body controller.
The manufacturer of each individual controller on the network is responsible to make sure that correct information
is placed on the network at all times. This work should be covered during the development of any device that will
connect to the J1939 network. As such, troubleshooting here will deal only in the context of wiring and calibration
issues, which are most often encountered in the field.
Datalink Diagnostic Tools
Digital Multi-Meters
A Digital Multi-Meter (DMM) can be used to detect datalink activity. However, datalink voltages change
extremely fast, causing meter float. DMMs are best suited to checking for proper termination resistance, or the
presence of open- or short-circuits in the network wiring.
Temporary Backbone
The first step in any datalink-related problem is to determine who ‘owns’ the problem. Connecting a temporary
backbone between the engine and transmission can be used to identify the source of the problem, eliminating many
of the unknowns such as vehicle wiring, interference from another controller, etc. If the problem goes away while
using the temporary backbone and returns when the OEM backbone is reconnected, it is not an Allison
Transmission issue; there is a problem with the vehicle’s OEM wiring.
Wiring and Connector Failures
Wiring and connectors are the number one cause of problems in the field. Opens, shorts, and CAN high being
connected to CAN low are among the most frequently encountered issues.
Termination Resistors
A J1939 network requires a 120 Ohm termination resistor at each end of the backbone (Figure R–3). With all
controllers powered off and both termination resistors in place, an ohmmeter should read 60 Ohms across terminals
A and B of the 3-way connector (Figure R–5), or Terminals C and D of the 9-way connector (Figure R–6). The test
can be performed with controllers connected to the backbone because the impedance at the controllers is much
higher than 60 Ohms and therefore does not affect the reading.
A measurement of 120 Ohms typically indicates that either one of the two termination resistors is not in place, or
there is an open somewhere in the backbone of the network.
A measurement of 0 (zero) Ohms indicates that there is a short between the CAN high and CAN low wires of the
network. The short may be in the backbone itself, or in one of the stubs connecting it to a controller.
Open Circuits
Open circuits in the CAN High (A) or CAN Low (B) sides of the backbone or in any of the stubs can affect one or
more controllers on the network. While an open circuit in a stub will have the most impact on the controller
attached to that stub, other devices on the network who normally receive information or expect a response from that
controller will be impacted as well.
When there are multiple nodes attached to the network, and their connectors are accessible, an open circuit can be
tracked by moving down the backbone from stub to stub looking at the datalink information present at each
connector. When there is a difference in the amount of datalink traffic between two connection points, there is
likely an open circuit somewhere on the stubs or the backbone between the two connection points. A DMM may be
used to detect activity.

Short Circuits
A short circuit can occur in the J1939 backbone or stubs between:
• CAN high and CAN low
• CAN high or CAN low and battery voltage
• CAN high or CAN low and ground
When a short circuit is present, typically multiple controllers on the network indicate an error of some sort, due to
the loss of all communication between any of the nodes. For example, datalink-based instrument clusters will not
function properly. Short circuits typically fall into one of the following categories:
• Mechanical failure—Insulation cut or scraped through, wires pinched, etc.
• Incorrectly wired pins on one or more of the controllers
• Missing connector seal(s), allowing water intrusion.
Inducted Noise
Inducted noise tends to be a much greater issue when J1939-15 (unshielded) cable is used. While the following
routing tips are a good idea for shielded networks, they are critical when unshielded cable is used. J1939-15 cable
routing must avoid the following by a minimum of 3 to 4 inches of physical separation:
• Solenoids
• Alternator
• Flasher modules
• High output CB radio
• Starter motor
• Relays
• Any high-current switching device.
Inducted noise is typically “event driven”, or associated with an activity that involves operation of a high-current
load near the network wiring. For example, “everytime I use my left turn signal, the ABS lamp acts up...”
To find noise sources, monitor datalink traffic under the following conditions:
• With the key switch on: Operate every input the driver has access to, such as the CB, blower motors,
fans, air conditioning, flashers, turn signals, lights, horn, brakes, etc.
• With the engine running: Exercise every function on the vehicle as is possible, such as engaging the
engine fan, turning on the air conditioning compressor, operating the dump bed, etc.
If errors or pauses in datalink traffic are noted during any specific activity, investigate the network wiring near the
associated component(s).
Calibrations
After wiring, calibrations are the number two cause of problems in the field. Inappropriate calibration changes in
the field can affect the operation of the Allison transmission, or the entire vehicle.
If a particular transmission or vehicle function worked prior to a calibration update of one of the controllers on the
J1939 datalink, but does not function properly afterwards, it is likely that a customer-programmable value was
changed on one or more controllers during the update. The same situation can exist for software upgrades, as well.
In either event, the cause can be narrowed down by re-loading the previous software and/or calibration and
determining if the issue goes away.

From an Allison perspective, there are two common causes of miscalibration:

• An internal “auto-detect” process was completed by the TCM before all of the appropriate controllers
on the vehicle were connected to the J1939 datalink. In this case, Allison DOC™ For PC–Service Tool
can be used to reset the auto-detection process.
• A calibration was constructed with an incorrect datalink package as specified in the Production
Calibration Configuration System (PCCS). In this case, a new calibration with the correct package will
have to be made. Table 5-1 illustrates Allison J1939 broadcast and receive parameters versus PCCS
datalink package.
Outside of the Allison TCM programming, engine TCM programming can have the greatest affect on transmission
operation. Electronic engines typically have many “customer programmable” items that can affect transmission
operation, such as:
• Transmission type set incorrectly
• Incompatible engine governor selected
• Engine brake (compression or exhaust) options set incorrectly
• J1939 communication not activated.
Tables R–1 and R–2, on the following pages, provide an overview of J1939 messages and parameters sent and
received by the WTEC III controllers. Support varies versus the datalink package in PCCS. Refer to Datalink Tech
Data for details.

Table R–1. 4th Generation J1939 Message and Parameter Sent Overview
R–8
Source V9-1 V9-2 V9-3 V9A V9B V9C
Message Sent Address PGN Byte Bits Parameters SENT (Apr‘00) (Apr’00) (Apr‘00) (Apr‘01) (Apr‘02) (Apr‘03)
TSC1 03 00000 All All (Refer to Datalink Tech Data for details) na ON ON ON ON ON
PGN Request 59904 1-3 - PGN of requested message Bus & 3000
03 na na na ON Bus Only Product
Family*
6, 5 Retarder enable brake assist switch na ON ON ON ON ON
1
4-1 Engine / retarder torque node na na PCCS ON ON ON
ERC1 16 61440 2 - Actual retarder - percent torque Special ON ON ON ON ON
4 2, 1 Engine coolant load increase na na PCCS PCCS ON ON
5 - SA of controlling device for retarder control na na na ON ON ON
6,5 Shift in progress na na na ON ON ON
1 4,3 Torque converter lockup engaged ON ON ON ON ON ON
2,1 Driveline engaged na na na ON ON ON

ETC1 03 61442 2,3 - Output shaft speed ON ON ON ON ON ON
5 4,3 Progressive shift disable na na na ON ON ON
6,7 - Input shaft speed na na na ON ON ON
8 - SA of controlling device for transmission control na na na ON ON ON
1 - Selected range (AT range commanded) ON ON ON ON ON
2,3 - Actual gear ratio na ON ON ON ON ON
ETC2 03 61445 4 - Current range (AT range attained) na ON ON ON ON ON
5,6 - Trans. Request range (AT range selected) na Special Special Special ON ON

7,8 - Trans. Current range (AT range attained) na Special Special ON ON ON
8,7 Trans. Requests Range Display Flash State na na na na ON ON

1
6,5 Trans. Requested Range Display Blank State na na na na ON ON
8,7 Shift Inhibit Indicator na na na na ON ON

ETC7 03 65098 2
6,5 Transmission Engine Crank Enable na na na na ON ON

8,7 Transmission Mode 1 Indicator na na na na na ON
3
6,5 Transmission Mode 2 Indicator na na na na na ON
Trans. Configuration #2 03 65099 1,2 - Transmission Torque Limit na na na na na Special
1 4,3 Amber Warning Light Status na na na na ON

DM1 03 or 16 65226 Varies Varies Suspect Parameter Number na na na na ON
Varies Varies Failure Mode Identifier na na na na ON

Table R–1. 4th Generation J1939 Message and Parameter Sent Overview (cont’d)
Message Sent Address PGN Byte Bits Parameters SENT (Apr‘00) (Apr’00) (Apr‘00) (Apr‘01) (Apr‘02) (Apr‘03)
8-5 Retarder Location na na na na na Special
1
Retarder 4-1 Retarder Type na na na na na Special
16 65249
Configuration 2 - Retarder Control Method na na na na na Special
17,18 - Reference Retarder Torque na na na na na Special
Transmission Fluids 03 65272 5,6 - Transmission oil temperature ON ON ON ON ON ON
Retarder Fluids 16 65275 2 - Hydraulic retarder oil temperature ON ON ON ON ON ON
Table R–2. 4th Generation J1939 Message and Parameter Received Overview
Message Received Address PGN Byte Bits Parameters RECEIVED (Apr‘00) (Apr’00) (Apr‘00) (Apr‘01) (Apr‘02) (Apr‘03)
ERC1 See 61440 2 - Actual retarder - percent torque SA 15 SA 15 SA 15 or 41 SA 15 or 41 SA 15 or 41 SA 15 or 41
Column →
EBC1 11 61441 1 6,5 ABS active YES YES YES YES YES YES
1 4-1 Engine/retarder torque mode YES YES YES YES YES YES
3 - Actual Engine - Percent Torque na na na na na Special
EEC1 00 614448 6 - SA of controlling device for engine control na na na na na Special
8 - Engine demand - percent torque Bus & 3000

na na na Special Bus Only Product
Family*
6,5 Road Speed Limit Status na na na na na ON
1
Special Special Special Special PCCS PCCS

4,3 AP kickdown switch
EEC2 00 61443
2 - Accelerator pedal (AP) position YES YES YES YES YES YES
3 - Percent load at current speed YES YES YES YES YES YES
EEC3 65247 1 - Nominal Friction - Percent Torque Bus & 3000

00 na na na na Bus Only Product
Family*
20,21 - Reference engine torque Bus & 3000

na na na Special Bus Only Product
Family*
Engine Bus & 3000
00 65251 31,32 - Engine Inertia
Configuration na na na na Bus Only Product
Family*
33,34 - Default Engine Torque Limit for Transmission na na na na - Special
R–9
Table R–2. 4th Generation J1939 Message and Parameter Received Overview (cont’d)
R–10
1-5 - Make Bus & 3000
na na na na Bus Only Product
Family*
Component ID 00 65259
Varies - Model Bus & 3000
na na na na Bus Only Product
Family*
Engine 65262 1 - Engine coolant temperature
00 YES YES YES YES YES YES
Temperature
4 6,5 Brake switch na na na na YES YES
SA 00 or
CC/VS 65265 8-6 Cruise control state YES YES YES YES YES YES
17 7
5-1 PTO state na na na na YES YES
TSC1 to retarder See 00000 ALL ALL (See document text for details) na na SA 17 17,33 or 00 17,33 or 00 17,33 or 00
Column →
Footnotes for Table R-2:

V8A equivalent; only four messages broadcast and there are no TSC1 speed limits for garage shift abuse protection.
V9 standard; Same as V8A except low risk message and speed limit control enabled.
Includes V9-2, plus retarder information; this is standard if J1939 RMR is selected.
While not shown, V9 and V8A equivalents will be available via PCCS rollover.
TSC1 message ON in all calibrations for garage shift abuse protection. Special, V9B bus calibration, and V9C bus and MD 3066 calibrations
certain additional support for SEM. V9C
Parameter approved by SAE, but not in any published J1939 document yet. Refer to definition in Datalink Communications, BROADCAST

PARAMETERS or PARAMETER RECEPTION sections.
Message may be multiplexed such that parameters may be received from different sources.

Received parameters may be used by the TCM; requirements for specific features are listed in Datalink Communications, VEHICLE
FUNCTION REQUIREMENTS section.
When “Group 1” calibrations are rolled over for use with V9C software, this parameter will be broadcast.
While the capability to implement the “Check Trans” indicator via J1939 and DM1 was available in V9B software, it was never turned on as
no OEM indicated they needed it at the time of V9B introduction.
* Bus / MD 3066: Parameters only used in Bus and/or MD 3066 calibrations. Might only be used if auto-detect logic AT-approved engine on
the datalink.

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3000 AND 4000 ELECTRONIC CONTROLS TROUBLESHOOTING MANUAL

Go to the Table of Contents.

Copyright© 2005 General Motors Corp.

Allison Transmission, General Motors Corporation

Printed in USA Copyright © 2005 General Motors Corporation

FOREWORD—How to Use This Manual

St. Clair Technologies, Inc. St. Clair Technologies, Inc.

ii Copyright © 2005 General Motors Corp.

IMPORTANT SAFETY NOTICE

IT IS YOUR RESPONSIBILITY to be completely familiar with the warnings and cautions

WARNINGS, CAUTIONS, AND NOTES

NOTE: Is used when an operating procedure, practice, etc., is essential to highlight.

Copyright © 2005 General Motors Corp. iii

TRADEMARKS USED IN THIS MANUAL

The following trademarks are the property of the companies indicated:

• Allison DOCTM is a trademark of General Motors Corporation.

• DEXRON® is a registered trademark of General Motors Corporation.

• LPS® Cleaner is a registered trademark of LPS Laboratories.

• Loctite® is a registered trademark of the Loctite Corporation.

• MagiKey® is a registered trademark of NEXIQ Technologies, Inc.

• Teflon® is a registered trademark of the DuPont Corporation.

• TranSyndTM is a trademark of Castrol Ltd.

SHIFT SELECTOR TERMS AND DISPLAY INDICATIONS

• Button Names — ↑, ↓, “display mode”, MODE, etc.

iv Copyright © 2005 General Motors Corp.

SECTION 1. GENERAL DESCRIPTION

SECTION 2. DEFINITIONS AND ABBREVIATIONS

Copyright © 2005 General Motors Corp. v

SECTION 3. BASIC KNOWLEDGE

SECTION 4. WIRE TESTING PROCEDURES

SECTION 5. OIL LEVEL SENSOR

SECTION 6. DIAGNOSTIC CODES

SECTION 7. INPUT AND OUTPUT FUNCTIONS

SECTION 8. GENERAL TROUBLESHOOTING OF PERFORMANCE COMPLAINTS

vi Copyright © 2005 General Motors Corp.

Copyright © 2005 General Motors Corp. vii

viii Copyright © 2005 General Motors Corp.

SPEED SENSORS OIL LEVEL SENSOR

INPUTS OUTPUTS V03469

Figure 1–1. Electronic Control Unit Block Diagram

Figure 1–2 shows WTEC III electronic control components.

WTEC III Electronic Controls consist of the following elements:

NOTE: • All external harnesses are OEM supplied

Copyright © 2005 General Motors Corp. 1–1

ELECTRONIC VEHICLE (V)

RETARDER “H” SOLENOID 13

Bulkhead Connector (Optional)

(4000 PRODUCT FAMILY)

Figure 1–2. WTEC III Electronic Control Components

1–2 Copyright © 2005 General Motors Corp.

1–2. ELECTRONIC CONTROL UNIT (ECU)

NOTE: ECU wiring harness connector retainers are individually

connector is attachedto the correct ECU socket.

match the color of the connector strain relief

Figure 1–3. Electronic Control Unit (ECU)

1–3. SHIFT SELECTOR

Copyright © 2005 General Motors Corp. 1–3

Figure 1–4. Pushbutton Shift Selectors

B. Lever Shift Selector (Figure 1–5)