Allison 2000 transmission troubleshooting.

The manual includes: * Description of the electronic control system * Components of the electronic control system * Diagnostic codes, system responses to faults, and troubleshooting procedures * Repair
information for wires, terminals, and connectors This manual does not include specific instructions for using service tools and equipment, as these will be provided by the tool manufacturer. The publication may
be revised periodically to include new models, special tools, and procedures. Table of Contents: Reviewing the table will help you quickly locate information in the manual. Important Safety Notice: It is your
responsibility to familiarize yourself with the warnings and cautions used in this manual, as they advise against using specific service procedures that can result in personal injury, equipment damage, or cause
issues with the transmission. When servicing an Allison transmission, it's crucial to follow recommended procedures to ensure personal safety and equipment safety are not compromised.
While Allison Transmission provides guidelines for troubleshooting operations, users must thoroughly review and understand the potential risks associated with each procedure. Additionally, users should consult
warnings, cautions, and notes from the vehicle manufacturer or body builder before performing any service. Failure to do so may result in injury, damage to equipment, or even loss of life. To perform
troubleshooting operations effectively, users should utilize specialized tools only as recommended. The WARNINGS, CAUTIONS, and NOTES provided in this manual apply specifically to the Allison transmission
and not other vehicle systems that interact with it. It is essential to review and observe any vehicle system information from the manufacturer or body builder at all times when servicing the transmission. This
service literature provides detailed instructions for operating, maintaining, serving, overhauling, and supporting parts for your transmission. For optimal performance and lifespan, users can order publications
from SGI, Inc., Allison Literature Fulfillment Desk. 5-1 to 5-3: DTC Reading and DTC Clearing #### 5-3 A. Clearing DTCs * Procedure for clearing DTCs * Steps to follow #### 5-3 B. Clearing Active Indicators *
Explanation of active indicators * Steps to clear active indicators L–1: **. . . . . . . [**`###ARTICLE. **. ###ARTICLE THE ALLISON 1000 and 2000 and 2007 Allison 1000 PRODUCT FAMILIES Allison Transmission
Control de *. ###ART Allison 1000s are the The Transmission Control Module (TCM) receives and processes signals from various switches and sensors to control the transmission's shift sequences, timing, and
clutch pressures. It uses this information to control solenoids and valves, supply system status, and provide diagnostic data. The vehicle is equipped with a lever-type shift selector that allows the operator to
choose the transmission range by moving the selector lever to one of several gate positions (refer to Figure 1–4). The shifter gates prevent inadvertent shifting between ranges and correspond to internal
transmission detent positions. A positive detent in the transmission maintains the selected position. The TCM shift calibration determines the available forward ranges for each selector position, although specific
installations may vary. Typical selector positions include Park, Reverse, Neutral, Overdrive, and Forward Range. The transmission shifts automatically through the ranges based on operating conditions. A manual
selector valve within the transmission main control valve body has three positions: reverse, neutral, and forward. For transmissions equipped with a Park position, the selector valve remains in the neutral position
when the selector is moved to P (Park). Exhausting the C1 and C2 rotating clutches through the neutral and reverse positions inhibits forward range, allowing the operator to override electronically commanded
ranges if necessary. 4 GENERAL DESCRIPTION C. Internal Mode Switch (IMS) The IMS, also known as the Internal Mode Sensor or Figure 1–5, is an internally-mounted switch located inside the transmission oil
pan at the shift selector shaft. This sensor detects the angular position of the shift selector shaft and communicates it to the TCM, allowing for coordination with vehicle control functions. In addition, the neutral
signal output from the IMS serves as confirmation that the transmission is in neutral before the engine starter is engaged. THROTTLE POSITION SENSOR (TPS) The Throttle Position Sensor (TPS) can be
mounted on various components such as the engine, chassis, or transmission. The TPS contains a pull actuation cable and a potentiometer, with one end attached to the engine fuel lever and the other inside a
protective housing connected to the TPS potentiometer. Output voltage from the TPS is sent to the TCM through an external harness, indicating throttle position and assisting in determining shift timing. SPEED
SENSORS There are three speed sensors available for use with 1000 and 2000 Product Families transmissions: input (engine) speed sensor, turbine speed sensor, and output speed sensor. These sensors provide
rpm information to the TCM, allowing it to determine transmission operating range and control clutch apply pressures. Each speed sensor consists of a wire coil wrapped around a pole piece adjacent to a
permanent magnet, contained in a housing mounted next to a rotating ferrous member. As a ferrous object approaches and passes through the gap at the end of the pole piece, an AC voltage pulse is induced in
the wire coil. The TCM calculates the frequency of these AC pulses and converts it to a speed value. The signal wires from the sensor are formed as twisted pairs to cancel magnetically induced fields and shielded
to protect against voltage-related fields. May cause improper operation. A. Input Speed Sensor The input speed sensor is externally mounted in the torque converter housing directed at the ribs protruding from
the torque converter.
Position the connector approximately four o'clock, as viewed from the left side of the transmission (refer to Figure 1–8). B. Turbine Speed Sensor The turbine speed sensor is externally mounted in the main
housing directed at the tone wheel or PTO drive gear attached to the rotating clutch module. Place the connector approximately three o'clock, as viewed from the left side of the transmission (refer to Figure 1–8).
C. Output Speed Sensor The output speed sensor is externally mounted in the rear cover and directed at the teeth of a tone wheel splined to and rotating with the output shaft. Position the connector
approximately five o'clock, as viewed from the left side of the transmission (refer to Figure 1–8). ENGINE SPEED SENSOR CONNECTOR ORIENTATION = 4 o'clock TURBINE SPEED SENSOR CONNECTOR
ORIENTATION = 3 o'clock OUTPUT SPEED SENSOR CONNECTOR ORIENTATION = 5 o'clock V06457.01.00 Figure 1–8. Speed Sensor Connector Orientation Allison DOC™ For PC–Service Tool and other vehicle
interfaces are used for troubleshooting and maintenance of Allison transmissions. OEM-supplied wiring harnesses and mating connectors are used, with the OEM responsible for warranty on these parts. The
transmission control module (TCM) and internal wiring harness connect various components to the TCM. The internal wiring harness connects shift solenoids, pressure control solenoids, torque converter clutch
solenoid, internal mode switch, pressure switch manifold, and temperature sensor to the external harness leading to the TCM. Essential electronic/electrical tools are available for purchase from SPX/Kent-Moore.
These include a digital multimeter, digital volt/ohmmeter, TCM breakout harness adapter, universal breakout box, load box, and terminal probe. The Allison DOC™ For PC–Service Tool is also included. J 47944 J
47943 DPA4 USB Translator Device J 47944 1000 and 2000 Product Families Main Transmission Connector Removal Tool Table 1–2.
 Allison transmission manual.

Foreword: Using This Manual This Allison Transmission 1000 and 2000 Product Families Troubleshooting Manual provides information for troubleshooting issues with Allison Transmission's 4th generation controls. The manual includes: * Description of the electronic control system * Components of the electronic control system * Diagnostic codes,
system responses to faults, and troubleshooting procedures * Repair information for wires, terminals, and connectors This manual does not include specific instructions for using service tools and equipment, as these will be provided by the tool manufacturer. The publication may be revised periodically to include new models, special tools, and
procedures. Table of Contents: Reviewing the table will help you quickly locate information in the manual.
Important Safety Notice: It is your responsibility to familiarize yourself with the warnings and cautions used in this manual, as they advise against using specific service procedures that can result in personal injury, equipment damage, or cause issues with the transmission. When servicing an Allison transmission, it's crucial to follow recommended
procedures to ensure personal safety and equipment safety are not compromised. While Allison Transmission provides guidelines for troubleshooting operations, users must thoroughly review and understand the potential risks associated with each procedure. Additionally, users should consult warnings, cautions, and notes from the vehicle
manufacturer or body builder before performing any service. Failure to do so may result in injury, damage to equipment, or even loss of life. To perform troubleshooting operations effectively, users should utilize specialized tools only as recommended. The WARNINGS, CAUTIONS, and NOTES provided in this manual apply specifically to the Allison
transmission and not other vehicle systems that interact with it. It is essential to review and observe any vehicle system information from the manufacturer or body builder at all times when servicing the transmission. This service literature provides detailed instructions for operating, maintaining, serving, overhauling, and supporting parts for your
transmission. For optimal performance and lifespan, users can order publications from SGI, Inc., Allison Literature Fulfillment Desk. 5-1 to 5-3: DTC Reading and DTC Clearing #### 5-3 A. Clearing DTCs * Procedure for clearing DTCs * Steps to follow #### 5-3 B. Clearing Active Indicators * Explanation of active indicators * Steps to clear active
indicators L–1: **. . .
. . . . [**`###ARTICLE. **. ###ARTICLE THE ALLISON 1000 and 2000 and 2007 Allison 1000 PRODUCT FAMILIES Allison Transmission Control de *. ###ART Allison 1000s are the The Transmission Control Module (TCM) receives and processes signals from various switches and sensors to control the transmission's shift sequences, timing, and
clutch pressures. It uses this information to control solenoids and valves, supply system status, and provide diagnostic data. The vehicle is equipped with a lever-type shift selector that allows the operator to choose the transmission range by moving the selector lever to one of several gate positions (refer to Figure 1–4). The shifter gates prevent
inadvertent shifting between ranges and correspond to internal transmission detent positions. A positive detent in the transmission maintains the selected position. The TCM shift calibration determines the available forward ranges for each selector position, although specific installations may vary. Typical selector positions include Park, Reverse,
Neutral, Overdrive, and Forward Range. The transmission shifts automatically through the ranges based on operating conditions.
A manual selector valve within the transmission main control valve body has three positions: reverse, neutral, and forward. For transmissions equipped with a Park position, the selector valve remains in the neutral position when the selector is moved to P (Park). Exhausting the C1 and C2 rotating clutches through the neutral and reverse positions
inhibits forward range, allowing the operator to override electronically commanded ranges if necessary. 4 GENERAL DESCRIPTION C.

The manual includes: * Description of the electronic control system * Components of the electronic control system * Diagnostic codes, system responses to faults, and troubleshooting procedures * Repair information for wires, terminals, and connectors This manual does not include specific instructions for using service tools and equipment, as these
will be provided by the tool manufacturer. The publication may be revised periodically to include new models, special tools, and procedures. Table of Contents: Reviewing the table will help you quickly locate information in the manual.

Allison transmission manual.

Foreword: Using This Manual This Allison Transmission 1000 and 2000 Product Families Troubleshooting Manual provides information for troubleshooting issues with Allison Transmission's 4th generation controls. The manual includes: * Description of the electronic control system * Components of the electronic control system * Diagnostic codes,
system responses to faults, and troubleshooting procedures * Repair information for wires, terminals, and connectors This manual does not include specific instructions for using service tools and equipment, as these will be provided by the tool manufacturer.

Allison transmission manual.

Foreword: Using This Manual This Allison Transmission 1000 and 2000 Product Families Troubleshooting Manual provides information for troubleshooting issues with Allison Transmission's 4th generation controls. The manual includes: * Description of the electronic control system * Components of the electronic control system * Diagnostic codes,
system responses to faults, and troubleshooting procedures * Repair information for wires, terminals, and connectors This manual does not include specific instructions for using service tools and equipment, as these will be provided by the tool manufacturer. The publication may be revised periodically to include new models, special tools, and
procedures. Table of Contents: Reviewing the table will help you quickly locate information in the manual. Important Safety Notice: It is your responsibility to familiarize yourself with the warnings and cautions used in this manual, as they advise against using specific service procedures that can result in personal injury, equipment damage, or cause
issues with the transmission. When servicing an Allison transmission, it's crucial to follow recommended procedures to ensure personal safety and equipment safety are not compromised. While Allison Transmission provides guidelines for troubleshooting operations, users must thoroughly review and understand the potential risks associated with
each procedure. Additionally, users should consult warnings, cautions, and notes from the vehicle manufacturer or body builder before performing any service. Failure to do so may result in injury, damage to equipment, or even loss of life. To perform troubleshooting operations effectively, users should utilize specialized tools only as recommended.
The WARNINGS, CAUTIONS, and NOTES provided in this manual apply specifically to the Allison transmission and not other vehicle systems that interact with it. It is essential to review and observe any vehicle system information from the manufacturer or body builder at all times when servicing the transmission.
This service literature provides detailed instructions for operating, maintaining, serving, overhauling, and supporting parts for your transmission. For optimal performance and lifespan, users can order publications from SGI, Inc., Allison Literature Fulfillment Desk. 5-1 to 5-3: DTC Reading and DTC Clearing #### 5-3 A. Clearing DTCs * Procedure
for clearing DTCs * Steps to follow #### 5-3 B. Clearing Active Indicators * Explanation of active indicators * Steps to clear active indicators L–1: **. . . . . .
. [**`###ARTICLE. **. ###ARTICLE THE ALLISON 1000 and 2000 and 2007 Allison 1000 PRODUCT FAMILIES Allison Transmission Control de *. ###ART Allison 1000s are the The Transmission Control Module (TCM) receives and processes signals from various switches and sensors to control the transmission's shift sequences, timing, and clutch
pressures. It uses this information to control solenoids and valves, supply system status, and provide diagnostic data.
The vehicle is equipped with a lever-type shift selector that allows the operator to choose the transmission range by moving the selector lever to one of several gate positions (refer to Figure 1–4). The shifter gates prevent inadvertent shifting between ranges and correspond to internal transmission detent positions. A positive detent in the
transmission maintains the selected position. The TCM shift calibration determines the available forward ranges for each selector position, although specific installations may vary. Typical selector positions include Park, Reverse, Neutral, Overdrive, and Forward Range. The transmission shifts automatically through the ranges based on operating
conditions. A manual selector valve within the transmission main control valve body has three positions: reverse, neutral, and forward.
For transmissions equipped with a Park position, the selector valve remains in the neutral position when the selector is moved to P (Park). Exhausting the C1 and C2 rotating clutches through the neutral and reverse positions inhibits forward range, allowing the operator to override electronically commanded ranges if necessary. 4 GENERAL
DESCRIPTION C.
Internal Mode Switch (IMS) The IMS, also known as the Internal Mode Sensor or Figure 1–5, is an internally-mounted switch located inside the transmission oil pan at the shift selector shaft. This sensor detects the angular position of the shift selector shaft and communicates it to the TCM, allowing for coordination with vehicle control functions. In
addition, the neutral signal output from the IMS serves as confirmation that the transmission is in neutral before the engine starter is engaged. THROTTLE POSITION SENSOR (TPS) The Throttle Position Sensor (TPS) can be mounted on various components such as the engine, chassis, or transmission. The TPS contains a pull actuation cable and a
potentiometer, with one end attached to the engine fuel lever and the other inside a protective housing connected to the TPS potentiometer. Output voltage from the TPS is sent to the TCM through an external harness, indicating throttle position and assisting in determining shift timing. SPEED SENSORS There are three speed sensors available for
use with 1000 and 2000 Product Families transmissions: input (engine) speed sensor, turbine speed sensor, and output speed sensor.
These sensors provide rpm information to the TCM, allowing it to determine transmission operating range and control clutch apply pressures. Each speed sensor consists of a wire coil wrapped around a pole piece adjacent to a permanent magnet, contained in a housing mounted next to a rotating ferrous member. As a ferrous object approaches and
passes through the gap at the end of the pole piece, an AC voltage pulse is induced in the wire coil. The TCM calculates the frequency of these AC pulses and converts it to a speed value. The signal wires from the sensor are formed as twisted pairs to cancel magnetically induced fields and shielded to protect against voltage-related fields. May cause
improper operation. A. Input Speed Sensor The input speed sensor is externally mounted in the torque converter housing directed at the ribs protruding from the torque converter. Position the connector approximately four o'clock, as viewed from the left side of the transmission (refer to Figure 1–8).
B. Turbine Speed Sensor The turbine speed sensor is externally mounted in the main housing directed at the tone wheel or PTO drive gear attached to the rotating clutch module. Place the connector approximately three o'clock, as viewed from the left side of the transmission (refer to Figure 1–8). C. Output Speed Sensor The output speed sensor is
externally mounted in the rear cover and directed at the teeth of a tone wheel splined to and rotating with the output shaft. Position the connector approximately five o'clock, as viewed from the left side of the transmission (refer to Figure 1–8). ENGINE SPEED SENSOR CONNECTOR ORIENTATION = 4 o'clock TURBINE SPEED SENSOR
CONNECTOR ORIENTATION = 3 o'clock OUTPUT SPEED SENSOR CONNECTOR ORIENTATION = 5 o'clock V06457.01.00 Figure 1–8. Speed Sensor Connector Orientation Allison DOC™ For PC–Service Tool and other vehicle interfaces are used for troubleshooting and maintenance of Allison transmissions. OEM-supplied wiring harnesses and
mating connectors are used, with the OEM responsible for warranty on these parts. The transmission control module (TCM) and internal wiring harness connect various components to the TCM. The internal wiring harness connects shift solenoids, pressure control solenoids, torque converter clutch solenoid, internal mode switch, pressure switch
manifold, and temperature sensor to the external harness leading to the TCM. Essential electronic/electrical tools are available for purchase from SPX/Kent-Moore. These include a digital multimeter, digital volt/ohmmeter, TCM breakout harness adapter, universal breakout box, load box, and terminal probe. The Allison DOC™ For PC–Service Tool is
also included.
J 47944 J 47943 DPA4 USB Translator Device J 47944 1000 and 2000 Product Families Main Transmission Connector Removal Tool Table 1–2. Available Tools J 38125-12A Terminal Remover (80-way connector) GM P/N: 12094429 J 47949 GMLAN Cable J 44722-3 Overlay J 44722-3 Cable NOTE: J-44722-3 overlay is for pick-up truck use only. J 38125-
12A J 39197-A Jumper Kit J 39197-A 1–12 Copyright© 2007 Allison Transmission, Inc. J 47139 Crimper The CHECK TRANS light on the instrument panel illuminates when a problem with the transmission system occurs, prompting the operator to check for Diagnostic Trouble Codes (DTCs). The light flashes briefly upon engine start-up to verify lamp
and wiring functionality. If it remains lit after ignition restart, it indicates a set DTC. Allison's DOC™ For PC– Service Tool verifies DTC settings. During CHECK TRANS illumination, upshifts and downshifts may be restricted, and direction changes (D-R, R-D) might not occur. The torque converter clutch is inhibited when transmission shifting is
restricted or during critical transmission malfunctions. Latching DTCs for the 1000 and 2000 Product Families transmissions remain active as long as the ignition is on. Ignition off and restart resets the transmission DTCs; if the failure condition persists, the CHECK TRANS light remains lit. The range inhibit feature senses input variables and takes
action to prevent transmission damage. It inhibits neutral-to-range shifts and illuminates a dash light when active. Three variables exceed threshold limits: engine speed above 1000 rpm, throttle setting above 40 percent, and output speed above 225 rpm. There are two levels of special logic inhibits: self-clearing and latching. For medium-duty
vehicles, if the transmission is latched into a specific gear and you need to clear the inhibit, simply move the selector into any other position. This will remove the inhibit state until the next manual DTC clear. If an inhibit has occurred since the last cleared DTC, the Allison DOC™ For PC–Service Tool will indicate that it's ON and stay in this state until
the next manual DTC clear. These latched inhibits don't turn off after a specified number of ignition cycles.
The range inhibit light will illuminate or show an inhibited state on the Allison DOC™ For PC–Service Tool if the transmission is inhibited to Neutral for any of the following reasons: Low Main Pressure: If the transmission pressure switches don't indicate pressurization at start-up or during shifts, shifts-to-range may be inhibited. This could be due to a
low fluid level, recently changed filter, or drained pan. Transfer Case Neutral: If the transfer case is shifted into neutral while in drive or reverse at speeds above idle, the transmission will continue to command range until the output speed reduces to a point where neutral range is commanded. Diagnostic Active: This indicates that an active
diagnostic code was set and the driver attempted a range selection that was inhibited.
In some failure modes, reverse cannot be commanded. If reverse is selected during these modes, the range inhibit light will illuminate in reverse. Other inhibitors include Auto Neutral for PTO Neutral-Drive and Neutral-Reverse shifts, Reverse Enable for European transit and tour buses applications, Refuse Packer Step Switch for limiting
transmission operation to only 1st range, and Auxiliary Function Range Inhibit. When the vehicle is in motion, certain gear shifts may be inhibited to neutral. This occurs when: * The Neutral Lockup feature is activated and the range shift is being restricted to neutral. * The Engine Speed exceeds a calibrated value (1400 rpm for medium-duty non-
emergency vehicles), preventing Neutral-Drive and Neutral-Reverse shifts. * The Output Speed is above 300 rpm, which inhibits Reverse-Drive, Drive-Reverse, and Neutral-Reverse shifts. * Throttle position is higher than 25 percent, restricting Neutral-Drive, Drive-Neutral, and Neutral-Reverse shifts. Additionally, the following conditions may cause
gear shifts to be inhibited: * IMS (Input Shaft Module) failure or misalignment, resulting in Reverse-Drive, Drive-Reverse, Neutral-Drive, and Neutral-Reverse shift inhibition. * Incorrect PS4 (Pressure Switch 4) status compared to IMS state, which can lead to Reverse-Drive, Drive-Reverse, Neutral-Drive, and Neutral-Reverse shift inhibition. * MSV
(Manual Selector Valve) misalignment or inability to detect ratio after shifting to range, causing the transmission to shift back to neutral. In all these cases, the Allison DOC™ For PC–Service Tool will indicate an active inhibit. When the Transmission Control Module (TCM) detects wheel spin or lock, it disengages the Torque Converter Clutch (TCC)
and commands a lock-to-range response for six seconds. This is indicated in the Allison DOC™ For PC–Service Tool as an active inhibit response. The Allison DOC™ For PC–Service Tool v5.0.0 (or later) is available through Kent-Moore Heavy-Duty Division.
When installed on a Windows computer, it receives data from and transmits data to the TCM via the vehicle's data communications link, processes the data, and displays relevant information. The tool can be used during installation, checkout, and troubleshooting. For more details on its features, refer to the User Guide for Allison DOC™ For PC–
Service Tool Version 5.0.0, GN3433EN. ALLISON TRANSMISSION INC. TROUBLESHOOTING MANUAL Definitions and Abbreviations **Acronyms** * OEM: Original Equipment Manufacturer * PC: Personal Computer * PCCS: Production Calibration Configuration System * PCM: Powertrain Controller Module * PCS: Pressure Control Solenoid * PCV:
Pressure Control Valve * PDM: Parallel Data Module * PROM: Programmable Read Only Memory * PS: Pressure Switch * PSM: Pressure Switch Manifold * PWM: Pulse Width Modulation * RFI: Radio Frequency Interference * RPR: Return to Previous Range * SEM: Shift Energy Management * SOL: Solenoid OFF * SS: Shift * SV: Shift Valve * TBC:
Truck Body Controller * TCC: Torque Converter Clutch * TCM: Transmission Control Module * TFT: Transmission Fluid Temperature * TPS: Throttle Position Sensor * VBS: Variable Bleed Solenoid * VIW: Vehicle Interface Wiring **Units of Measurement** * Ohm (Ω): Unit of electrical resistance * Volt (V): Unit of electrical force * Ampere (A): Unit of
electric current * Watt (W): Unit of power * Hz: Hertz, unit of frequency Troubleshooting Installation-Related Problems: A comprehensive guide for working with 1000 and 2000 Product Families Allison 4th Generation Controls. To identify installation-related issues, it's essential to have a basic understanding of the transmission's electronic controls
and vehicle installation. Refer to Section 7 for non-DTC troubleshooting procedures. The Transmission Control Module (TCM) utilizes two pressure control solenoids (PCS1 and PCS2) to regulate clutch pressure on the C4 transmission. The TCM adjusts the current flow to these solenoids based on pre-set adaptive values, allowing for smooth shifting.
Initially, the adaptive values are set to base calibration level, enabling the transmission to perform its first shift. Following each subsequent shift, the TCM evaluates the actual performance and compares it to an ideal shift stored in memory, adjusting the adaptive values accordingly to achieve a closer match. This process is referred to as adaptive
shifting. When the TCM is new, it operates in fast adaptive mode, making larger adjustments after each shift. Once it determines that a shift has reached its ideal level, it transitions to slow adaptive mode, where adjustments are made in smaller increments. The goal is to switch from fast to slow adaptive mode within approximately five shifts. There
are various distinct shifts recognized by the TCM, each with its unique adaptive values. For instance, upshifts and downshifts between different ranges have their own set of adaptive values. As a result, it may take some time for most shifts to converge from fast to slow adaptive, which can lead to initially rough or unpleasant shift quality. The Torque
Converter Control (TCC) solenoid is another component that relies on adaptive values. Similarly, it will require some driving time to adapt. Force is applied directly to the connector itself and not the wires connected to it. Resistance checks involving wiring between TCM connectors and components add about one Ohm of resistance to component
resistance shown. Inspect all connector terminals for damage, as they may be bent or lose necessary tension to maintain firm contact. Clean dirty terminals or connectors with isopropyl alcohol and a cotton swab or a non-residue, non-lubricating cleaning solvent like LPS Electro Contact Cleaner or LPS NoFlash Electro Contact Cleaner. Avoid using
chlorine-based cleaners or those containing petroleum distillates that conduct electricity.
Ensure the cleaner evaporates quickly to prevent condensation within connectors. When reconnecting, blow or shake off any excess cleaner from the connector. Trapped cleaner can affect the connector seal. For detailed information on recommended cleaners, refer to SIL 17-TR-94. DTCs displayed after system power is turned on while a harness
connector is disconnected can be ignored and cleared from memory.
Refer to Section 5 for DTC clearing procedure. When welding on a vehicle with electronic controls, refer to Appendix G. Begin troubleshooting by checking transmission fluid level and ignition voltage. Some problems may be temperature-related, so perform troubleshooting at the temperature where the problem occurs. Always check fluid level and
ignition voltage before starting any troubleshooting. If experiencing harsh shifts, use Allison DOC For PC–Service Tool to verify whether that particular shift is adapted.
If not, drive further while performing that type of shift to allow TCM to adapt. If a slow-adapted shift remains objectionable, reset adaptive values for that shift back to base calibration level and the vehicle should be driven again to allow TCM to re-learn the shift. When overhauling, exchanging, or repairing a transmission, always reset the
Transmission Control Module (TCM) to unadapted shifts to erase previous adaptive information and begin adapting in Fast Adaptive Mode from base calibration. Failure to follow this procedure may cause premature failure of the overhauled, repaired, or replaced transmission. Here's a paraphrased version of the text: **Transmission Troubleshooting
Guide** After overhauling, exchanging, or repairing a transmission, use Allison DOC™ For PC–Service Tool to reset adaptive shift parameters. To do this: * Select the "Action Request" dropdown menu. * Click on "Reset Adaptive Shift Parameters." * In the resulting window, select the "ALL" tab to reset all parameters. For proper operation of Allison
DOC™ For PC–Service Tool v5.0.0 or later: * Ensure your computer meets the minimum system requirements, including Microsoft Windows 2000 Professional (SP4 or later) or Windows XP Professional. * Check that you have sufficient hard drive space, RAM, and processor speed. * Verify that you have an available USB port, internet connection, and
media player program. Additionally, ensure: * The proper driver is installed for the Computer Interface Module. * Power is connected to the Deutsch 9-pin diagnostic connector.
* All necessary connections exist for communicating with Allison DOC™ For PC–Service Tool.
This manual covers troubleshooting procedures for various Allison transmission series, including Emergency Vehicle Series, Highway Series, Motorhome Series, Pupil Transport/Shuttle Series, Rugged Duty Series, and Specialty Series. Get instant access to the Allison transmission with Gen 4 controls manual, featuring comprehensive diagrams and
illustrations. This digital guide streamlines repairs by providing essential info at your fingertips. The content includes: General Information Basic Troubleshooting Sensors TCM Wire Testing DTC Codes and Diagnostic Steps Input/Output Functions Wiring Harness Wiring Schematic Hydraulic Schematic Special Tools Here's how it works: after
purchasing the manual through our secure checkout, you'll receive a download link via email. You have 90 days to retrieve and save the file. Once saved, the manual is yours for good. Got questions or need more details? Reach out to us anytime!