3000 4000 Principii de Operare

8/10/2019 3000 4000 Principii de Operare

1/116

FOREWORD

This manual presents the Principles of Operation of the Allison 4

th

Generation Electronic Controls for the 3000 a

4000 Product Families transmissions. Mechanical, hydraulic, and electrical systems are described in detail.

This manual will help you become familiar with the operation of these transmissions and serve as a useful tool taid in service, diagnosis, and repair of these transmissions.

PRINCIPLES

OF OPERATION

PO4016E

IMPORTANT SAFETY NOTICE

IT IS YOUR RESPONSIBILITY to be completely familiar with the warnings and cautions described in this ma

ual. These warnings and cautions advise against the use of specific service methods that can result in personal

injury, damage to the equipment, or cause the equipment to become unsafe. It is, however, important to understa

that these warnings and cautions are not exhaustive. Allison Transmission could not possibly know, evaluate, and

advise the service trade of all conceivable ways in which service might be done or of the possible hazardous con

f h C tl Alli T i i h t d t k h b d l ti A d

SAFETY INFORMATION


2/116

TRADEMARK USE

The following trademarks are the property of the companies indicated:

Allison DOC diagnostic tool is a trademark of General Motors Corporation. DEXRON

is a registered trademark of General Motors Corporation.

NOTES:

This publication is revised periodically to include improvements, new models, special tools, and procedures.

A revision is indicated by letter suffix added to the publication number. 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 ofTransmissionsTruck, Tractor, etc.

Shift selector displays and button names are indicated by TEXT IN CAPITALS.

Shift lever positions are indicated by a single bold letter or number

N

, D

, 1

, 2

, 3

, etc.


3/116

The following abbreviations and symbols may be used in this manual.

Abbreviations and Acronyms ABS Anti-lock Brake System

AC Alternating Current

AT Allison Transmission

Aux Auxiliary

C1.......C7 Clutch 1........Clutch 7

CIN Calibration Identification Number

CLC Closed Loop Control CMC Customer Modifiable Constant

CR Close Ratio

DIF Differential

EEPROM Electrically Erasable Programmable Read Only Memory

Hz Hertz

ID Internal diameter

ISO International Standard Organization

LED Light emitting diode

LU Lockup

N.L. Normally Low/Normally Closed

NNC Neutral No Clutch

N.H. Normally High/Normally Open

ABBREVIATIONS AND SYMBOLS


4/116

TSPD Turbine Speed Pull Down

VBS Variable Bleed Solenoid VIM Vehicle Interface Module

VIW Vehicle Interface Wiring

VR Volume Ratio

WOT Wide Open Throttle

WR Wide Ratio

Abbreviations and Acronyms (Continued)


5/116

This service literature provides fully illustrated instructions for operation, maintenance, service, overhaul, and pa

support for your transmission. To achieve maximum performance and service from the 4

th

Generation transmis-

sion, these publications may be ordered from:

SGI, Inc.

Attn: Allison Literature Fulfillment Desk

8350 Allison Avenue

Indianapolis, IN 46268

TOLL FREE: 888-666-5799

INTERNATIONAL: 317-471-4995

3000 And 4000 Product Families Service Literature

Publication Name Publication No.

Allison DOC For PCService Tool User Guide GN3433EN

*Mechanics Tips3000/4000 Allison 4

th

Generation Controls (except 3700 7-speed) MT4015EN

*Mechanics Tips (3700 SP Allison 4

th

Generation Controls) MT4108EN

*Operators Manual (Bus Series) OM3749EN*Operators Manual (Emergency Vehicle Series) OM3656EN

*Operators Manual (Highway Series) OM3750EN

*Operators Manual (Motorhome Series) OM3349EN

*Operators Manual (Pupil Transport/Shuttle Series) OM3751EN

*Operators Manual (Rugged Duty Series) OM3752EN

SERVICE LITERATURE


6/116

NOTES


7/116

Section One Page

GENERAL DESCRIPTION

Scope of the Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Allison Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Model Nomenclature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Transmission Views . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Transmission Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Remote Oil Cooler. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Integral Oil Cooler. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Transmission Oil Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Vehicle Adaptation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Oil Fill Tube/Dipstick Provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Power Takeoff (PTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Section Two

TRANSMISSION MODULES

Modular Design (Foldouts 16) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Input Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Torque Converter Module 11

TABLE OF CONTENT


8/116

Retarder Electronic Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

Retarder Accumulator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

Retarder Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

Transfer Gear Module (Dropbox) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Electro-Hydraulic Control Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Section Three

ELECTRONIC CONTROL SYSTEM

System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Common to all 3000 and 4000 Product Families Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Optional on Some 3000 and 4000 Product Families Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . 25

Used on all 3000 and 4000 Product Families Transmissions Retarder Units

(Except 7-Speed Models) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Used on 3000 and 4000 Product Families 7-Speed Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Transmission Control Module (TCM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26Variable Bleed Solenoids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

Normally Low and Normally High VBS Solenoids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

ON/OFF Solenoids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

PWM Solenoids. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29


9/116

Turbine Speed and Output Speed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

3000 Product Family Transmissions (Except 7-Speed Models) . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

4000 Product Family Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

3000 Product Family 7-Speed Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

Vehicle Interface Wiring (VIW) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

Vehicle Communications Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

J1939 Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

Typical Data Received. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

Typical Data Transmitted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

J1708/J1587 Serial Communications Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

ISO 9141 Communication Link (A43 Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

Special Input and Output Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Power Takeoff (PTO) Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

Wiring Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

External Wiring Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

Internal Wiring Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

TransID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

S i F


10/116

Section Five

HYDRAULIC SYSTEM

System Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

Hydraulic Schematic Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

Transmission Hydraulic System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

Main-Pressure Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54

Solenoids and Solenoid Regulator Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54

Main Modulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54

Clutch Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58

Hydraulic Operation During Electrical Interruption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58

Control Main Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58

Torque Converter Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

Converter-In Pressure Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

Low Converter-In Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

Moderate Converter-In Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59High Converter-In Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

Extremely High Converter-In Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

Cooler/Lubrication Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

Exhaust Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60


11/116

LIST OF FOLDOUT ILLUSTRATIONS

Hydraulic Schematics

H-1. 3000 and 4000 Product Families Hydraulic SchematicNeutral

H-2. 3000 and 4000 Product Families Hydraulic SchematicReverse

H-3. 3000 Product Family Hydraulic Schematic7-Speed, Low Range

H-4. 4000 Product Family Hydraulic Schematic7-Speed, Low Range

H-5. 3000 and 4000 Product Families Hydraulic SchematicFirst Range

H-6. 3000 and 4000 Product Families Hydraulic SchematicSecond Range

H-7. 3000 and 4000 Product Families Hydraulic SchematicThird Range

H-8. 3000 and 4000 Product Families Hydraulic SchematicFourth Range

H-9. 3000 and 4000 Product Families Hydraulic SchematicFifth Range

H-10. 3000 and 4000 Product Families Hydraulic SchematicSixth Range

H-11. 3000 Product Family Hydraulic SchematicRetarder OFF

H-12. 3000 Product Family Hydraulic SchematicRetarder ON

H-13. 4000 Product Family Hydraulic SchematicRetarder OFF

H-14. 4000 Product Family Hydraulic SchematicRetarder ON


12/116

NOTES


13/116

Section On

GENERAL DESCRIPTIO

SCOPE OF THE MANUAL

The principles of operation discussed in this manual

describe the components and operation of thefollowing Allison transmissions:

3000 Product Family transmissions

3000 HS

3000/3500 RDS

3000/3500 EVS

3000 MH 3000/3200 TRV

3000 PTS

3000/3200/3500 SP

3700 SP (7-speed Dropbox No Retarder)

B 300/400

T 200/300 4000 Product Family transmissions

4000/4500 HS

4000/4500 RDS

4700 RDS (7-speed)

Hydraulic Schematic H3 illustrates the low-

range of 3000 Product Family 7-speed models

Hydraulic Schematic H4 illustrates the low-range of 4000 Product Family 7-speed models

Hydraulic Schematics H5 through H10 illus

trates the first through sixth ranges of 3000 an

4000 Product Families transmissions.

Hydraulic Schematic H11 illustrates the

retarder OFF mode of 3000 Product Family

transmissions. Hydraulic Schematic H12 illustrates the

retarder ON mode of 3000 Product Family tra

missions.

Hydraulic Schematic H13 illustrates the

retarder OFF mode of 4000 Product Family

transmissions.

Hydraulic Schematic H14 illustrates theretarder ON mode of 4000 Product Family tra

missions.

Foldout 1 is a cross section of a typical 3000

Product Family transmission (except 7-speed)


14/116

MODEL NOMENCLATURE

HS Highway Series

RDSRugged Duty Series

EVS Emergency Vehicle Series

MH Motorhome Series

3 0 0 0 HS

Code Explanation

VOCATIONAL MODELS

ALLISON TRANSMISSIONS

Allison transmissions are designed as complete, fully-

automatic transmission systems. Refer to Figures 1

through 6. Some models have capacity for six

forward speeds, neutral, and one reverse. Other

models with a transfer case or C6 adapter housing

provide seven forward speeds, neutral, and one

reverse. However, the electronic controls may be

custom programmed for four-speed or five-speed

operation to best meet some vocational requirements.

Allison transmissions contain hydraulically-actuated,spring-released clutches. Compensation for clutch

wear occurs automatically. Electronic controls, using

closed-loop logic, provide optimum driving efficiency

by shifting at the exact programmed transmission shift

points for every engine/transmission/vehicle vocation

combination.


15/116

PTOPROVISION

OUTPUTSPEED

SENSOR

NAMEPLATE

RIGHT-REAR VIEW

INPUTSPEEDSENSOR

ASSEMBLY PADS

MAIN-PRESSURE TAPNOTE:Inch Series Threads

BREATHER

FEEDTHROUGH HARNESSCONNECTOR

COOLER PORTSNOTE:Inch Series Threads


16/116

ASSEMBLY PADS(BOTH SIDES)

OUTPUTTORQUE CONVERTER

WITH LOCKUP CLUTCH

BREATHER

RETARDERVALVE BODYCONNECTOR

OUTPUT

SPEEDSENSOR

ASSEMBLY PADS

MAIN-PRESSURE TAPNOTE:Inch Series Threads

BREATHER

COOLER PORTSNOTE:Inch Series Threads

LEFT-REAR VIEW

TACHOGRAPH PROVISIONNOTE: Metric Series Threads

SUMPCOOLERPROVISION


17/116

Worldrld

Transmissio

r

a

n

s

m

i

s

s

i

o

n

Manufact ured By

M

a

n

u

f

a

c

tu

r

e

d

B

y

Divisi onofGeneralMotorsCorporati on

D

iv

is

i

o

n

o

f

G

e

n

e

ra

l

M

o

t

o

rs

C

o

rp

o

r

at

i o

n

Indianapolis,I ndi ana

In

d

i

an

a

p

o

l

is

I n

d

i

a

n

a

A NDA

GRI CU

LTURAL

IMP L

EMENT

WORKE

RSOFAMERICAUNI

TEDAU

TOMOBIL

EAEROS

PACE

U

A

W

933MODELNO.

SERI AL NO.

XXXXXXX

XXXXXXPART NO.

XX XXXX

RIGHT FRONT-VIEW


18/116

TURBINE SPEEDSENSOR

MOUNTINGPAD

SHIPPINGBRACKET (3)

ENGINE SPEEDSENSOR

NAMEPLATE

FILL TUBEOUTPUT SPEED

SENSOR

FEEDTHROUGHHARNESS

CONNECTOR

PTO(TOP RIGHT POSITION)

COOLER PORTS

MOUNTING PAD

RIGHT-REAR VIEW


19/116

RIGHT-FRONT VIEW

PTO (TOP RIGHT POSITION)


MOUNTING PADS(BOTH SIDES)


FILL TUBETURBINE

SPEEDSENSOR

ENGINE SPEED SENSOR

NAMEPLATE

FEEDTHROUGHHARNESS

CONNECTOR

RETARDER


20/116

(LEFT-REAR VIEW)

C6 ADAPTERHOUSING

REAR COVER




PTO (BOTTOM LEFTPOSITION)

MAIN-PRESSURE TAP


21/116

TRANSMISSION IDENTIFICATION

The transmission identification plate (nameplate) is

located on the right-rear side of the transmission (referto Figures 1, 4, and 5). The nameplate (refer to

Figure 7) shows the transmission serial number, part

number (assembly number), and model number. Use

all identification numbers when ordering parts.

Figure 7. Transmission Identification Plate (Nameplate)

GeneralMotors Corp.

Indianapolis, Indiana, USA

S/N XXXXXXXXXX

TIDA

00A00

ECA

PS

O R E

A,

EL

IBOMOTUADETI NUAC

IREMA

FOSRE KR

O

WT

N E

MEL

PMILA

RUTLUCIRGADN

A

ENGINEERING FEATURECONFIGURATION NUMBER FIELD

MODEL NUMBER FIELD

V09468.00.00

Water lines are needed to route engine-cooling water

and from the cooler.

Cooler types and configurations are selected by theoriginal equipment manufacturer (OEM).

TRANSMISSION OIL FILTERS

Two cartridge-type transmission fluid filters (refer to

Figure 8) service the main fluid supply and cooler

circuit. These filters are enclosed within the

transmission control module. Filter access is throughcover plates in the bottom of the control module. Wh

the filters are removed, the only transmission fluid lo

is the fluid in the filter cavities.

VEHICLE ADAPTATION

An Allison transmission may be used with most maj

diesel engines. Adaptation parts adapt the transmissi

to a Society of Automotive Engineers (SAE) No. 1 o

No. 2 engine flywheel housing and/or flexplate adapt

These adaptation parts include the following:

Flexplates


22/116

FILTERCOVER

DRAINPLUG

DRAINPLUG

V03532.04.00

4000 PRODUCT FAMILY 3000 PRODUCT FAMILY

MAINMAINLUBE LUBE

6

5

4

2

1

3

MAINLUBE


23/116

MODULAR DESIGN

(Foldouts 16)

The 3000 and 4000 Product Families transmissions arecomposed of major assemblies called modules. Each

module may be removed and serviced as a separate

unit. The modular design of the transmission assures

proper assembly and simplifies servicing of the

transmission. The following modules, together with the

external portion of the electronic control system and

support equipment, comprise the total transmission

system.

INPUT MODULES:

Torque converter module

Converter housing module

Front support/charging pump module

GEARBOX MODULES:

Rotating clutch module Main housing module

P1 planetary module

P2 planetary module

P3 planetary module

INPUT MODULES

Input modules are required to connect the transmissi

to an engine. An input module is located between theengine and the transmission gearbox modules.

TORQUE CONVERTER MODULE

The torque converter operates hydraulically and

transfers torque from the engine to the transmission.

consists of a:

Vaned converter pump. Vaned turbine.

Vaned stator.

Lockup clutch and torsional damper assembly

Refer to Section 6, Torque Paths, for a detailed

description of torque converter and lockup operation

CONVERTER HOUSING MODULE

The converter housing module connects the engine a

the gearbox modules.

Provision(s) to mount power takeoff (PTO) units are

the converter housing (refer to Figures 1 4 5 and 6;

Section TwTRANSMISSION MODULE


24/116

GEARBOX MODULES

The basic gearbox modules contain five clutch

assemblies and three planetary gear sets to provide sixforward speeds, neutral, and one reverse.

The 4000 Product Family 7-speed transmissions

contain six clutch assemblies and four planetary gear

sets to provide seven forward speeds, neutral, and

reverse.

Transmissions with six forward ranges contain two

overdrive ranges, fifth-range, and sixth-range.

Transmissions with seven forward ranges contain a

low-range and two overdrive ranges, fifth-range, and

sixth-range.

The following transmissions are available with wide

ratio gearing:

4500 HS 3500 RDS 3500 SP

3500 EVS 4500 RDS 3700 SP

4500 EVS 4700 RDS 4500 SP

4700 EVS 4700 SP

4800 EVS 4800 SP

The functional components of the C1 and C2 clutches

are:

Pistons. Return spring assemblies.

Clutch reaction plates.

Clutch friction plates.

Drive hub.

The C1 clutch reaction plates are splined to and rotate

with the rotating clutch hub assembly. The C1 clutch is

applied by charged hydraulic fluid pressing the C1clutch piston, return spring assembly, and clutch

reaction plates against the clutch friction plates. This

action causes the C1 drive hub, which is splined to the

clutch friction plates, to rotate, delivering torque to the

main shaft assembly.

The C2 clutch reaction plates are splined to and rotate

with the rotating clutch drum. The C2 clutch friction

plates are splined to the C2 drive hub. Chargedhydraulic fluid presses the C2 piston, spring assembly,

and reaction plates against the clutch friction plates.

This action causes the C2 drive hub, which is splined to

the C2 clutch friction plates, to rotate, transmitting

torque to the P2 planetary assembly


25/116

applied. The Transmission Control Module (TCM)

signals solenoid valves in the control module to apply

and release clutches based on speed and power

requirements.

P1, P2, or P3 planetary ring gears are held stationary by

stationary clutches C3, C4, or C5 respectively, when

the clutches are applied.

C3 and C4 clutches in the main housing module are

assembled as a unit. These clutches consist of:

Piston.

Piston return plate assembly.

Clutch plates.

The P1 ring gear is also enclosed in the C3 clutch

assembly.

The C5 friction and reaction plates are components of

the C5 clutch contained in the main housing. The C5

piston and spring assembly are assembled as a part ofthe rear cover module, retarder module, or transfer gear

adapter housing.

The C3 clutch friction plates mesh with the P1 ring

gear. The friction plates rotate with the P1 carrier

P1 PLANETARY GEAR MODULE

P1 is the first planetary gear set assembly. P1 consists

Sun gear, driven by the rotating clutch drum. P1 carrier assembly, containing the P1 pinion

gears.

P1 ring gear, housed in the C3 clutch assembly

The P1 carrier is meshed with the P1 ring gear insid

the C3/C4 clutch assembly. The P1 sun gear is insert

into the center of the P1 carrier assembly where it

meshes with the P1 pinion gears. The ring gear of th

P2 planetary gear set is splined to the P1 carrier and

meshes with the C4 clutch friction plates.

The rotation of P1 planetary gears is controlled by th

application of either the C3 or C4 clutch assembly.

Input to P1 planetary is provided through the P1 sun

gear meshing with the P1 carrier.

P2 PLANETARY GEAR MODULEP2 is the second planetary gear set assembly. P2

consists of:

Sun gear, splined to the main shaft.

P2 carrier assembly, containing the P2 pinion


26/116

The P3 sun gear meshes with the P3 pinion gears,

rotating on the inside of the P3 carrier assembly. The

transmission output shaft is splined to, and rotates with,

the P3 carrier assembly.

MAIN SHAFT MODULE

The main shaft module passes through the center of the

transmission gearbox. The P2 and P3 sun gears are part

of or splined to the main shaft, enabling it to transmit

torque to the P2 and P3 planetary assemblies. The main

shaft is splined to the rotating clutch module. Inputtorque to the main shaft is received either through the

rotating clutch module output or the P2 carrier. The

main shaft provides the primary path for transmitting

torque through the various stages of the transmission.

The 3700 SP uses a special main shaft that extends

through the P3 sun gear to the C6 clutch in the transfer

gear housing.

C6 ADAPTER HOUSING MODULE(4000 Product Family 7-Speed Models)

The C6 adapter housing module is unique to the 4000

Product Family 7 speed models It provides a seventh

The output centerline of the straight-through 6-speed

and 7-speed transmissions is in line with the

transmission input centerline. The transmission output

may be equipped with the following:

Rear cover module

Transfer gear housing module

Output retarder module

Parking brake provision

Remote or integral cooler provision

3700 SP (7-speed) has a dropbox output A variety of yokes and flanges to best adapt the

transmission to its particular application

REAR COVER MODULE3000 and 4000 Product Families(Except 7-Speed Models)

This module houses the following:

P3 carrier component of the P3 planetary gear set

Output shaft assembly

C5 clutch piston

S d bl


27/116

OUTPUT RETARDER MODULE (NotAvailable on 3000 Product Family 7-SpeedTransmissions)

The output retarder module (except 4000 Product

Family 7-speed models) includes the following:

P3 carrier of the P3 planetary gear set


C5 clutch piston

Output speed sensor assembly

Output flangeThe output retarder module for 4000 Product Family

7-speed models houses the following:


C6 clutch piston

WARNING:

DO NOT USE THE RETARDER DURING

INCLEMENT WEATHER OR WHEN ROAD SUR-

FACES ARE SLIPPERY. Loss of vehicle control

may cause injury or property damage. De-energize

the retarder at the retarder enable switch.

released upon retarder activation to assist in charging

the retarder cavity. The retarder housing is evacuated

fluid (and the accumulator is charged) when the

retarder is not in use.

VANED STATOR HOUSING

VANED ROTOR

VANEDRETARDERHOUSING

OUTPUTSHAFT


28/116

VANED ROTORVANEDSTATOR

HOUSING

VANEDRETARDERHOUSING

OUTPUT

SHAFT

RETARDER CAPACITIES

3000 and 4000 Product Families retarders are available

in three different capacities: Low, Medium, and High.

Maximum retarder capacity is determined by the TCM

calibration in Allison 4th Generation Controls systems.

3000 Product Family retarders are capable of absorbing

the following torque and horsepower:

4000 Product Family retarders are capable of absorbing

the following torque and horsepower output:

Capacity Power Torque

Low298 kw

(400 hp)1491 Nm

(1100 lb ft)

Medium373 kw

(500 hp)1763 Nm

(1300 lb ft)

High447 kw

(600 hp)2169 Nm

(1600 lb ft)

Capacity Power Torque

Low373 kw

(500 hp)1763 Nm

(1300 lb ft)

Medium447 kw 2169 Nm


29/116

NOTE:

With Allison 4th Generation Controls, the retarder

accumulator solenoid will remain OFF when RMR

device retarder request percentage is less than

20 percent. Additionally, the retarder accumulator

solenoid will not activate when torque request is

less than 343 Nm (253 lb ft) for 3000 Product Fam-

ily retarder transmissions and 374 Nm (276 lb ft)

for the 4000 Product Family retarder transmis-

sions. This is intended to enhance retarder regula-

tor valve and relay valve operation at low retarder

request percentages.

Operator control of the retarder can be accomplished

by either of the following two methods. The TCM must

be calibrated to the proper method to be sure of desired

retarder operation:

Both Analog and J1939

Analog activation is based on a Retarder

Enable switch, coupled with one or moreAllison Retarder Modulation Request (RMR)

components to select the desired level of

retardation.

Retardation is requested on a limited basis on

a message from an SAE J1939-based vehicle

limited by TSC1 torque limit messages sent by certa

devices on the vehicle network, such as ABS. Refer

Allison Transmission publication TS3989EN,

Troubleshooting Manual, Appendix R, for the ERC1and TSC1 messages.

A master control is required, which permits the

operator to enable or disable the retarder system

regardless of the source of retarder activation.

J1939 Only

This calibration option should be selected when ther

will be no analog inputs from the RMR devices. Inpuis based on messages from an SAE J1939-based

vehicle controller in the form of a single ERC1

Retarder Selection, Non-Engine parameter, or by on

or more TSC1 torque control messages. Retarder

operation may also be limited by TSC1 torque limit

messages sent by certain devices on the vehicle

network, such as ABS. Refer to Allison Transmission

publication TS3989EN, Troubleshooting Manual,

Appendix R, for the ERC1 and TSC1 messages.

A master control is required, which permits the

operator to enable or disable the retarder system

regardless of the source of retarder activation.


30/116

An in-depth discussion of the types and combinations of

controls, their respective applications, and installation

recommendations are discussed in Allison Transmission

Technical Document No. 175, Guidelines for Selectionof Allison 4th Generation Retarder Controls. A brief

description of each analog device follows.

Hand LeverThe operator selects OFF or one of six

levels of retardation. Each successive level sends a

higher voltage to the TCM and the TCM signals the

retarder to supply a corresponding amount of

retardation. Higher voltage to the TCM produces

increased retardation with maximum retardation inposition six.

Separate Foot Pedal (No Service Brake Apply)

The operator selects the amount of retardation by pedal

position (zero to 100 percent). Maximum retardation is

obtained at full pedal stroke. A voltage that is

proportional to pedal movement is sent to the TCM.

The TCM signals the retarder to supply a

corresponding amount of retardation. Foot pedals are

available with different amounts of angular movement

to fit OEM or body builder requirements.

Pressure SwitchThis option integrates retarder

activation with the vehicle service brake system One to

when certain conditions are met (typical percent

applies are 33 and 50).

CombinationAlmost any two of the retarder apply

systems described above can be used together in the

same vehicle. A combination of controls allows greater

flexibility in applying the retarder. Some typical

combinations used are:

Hand lever and single pressure switchsix lev-

els of modulation or 100 percent apply with ser-

vice brake pressure.

Hand lever and 3-step pressure switchsix lev-els of modulation or three levels of modulation

based on service brake apply pressure.

Auto apply (auto 50 percent on) and single pres-

sure switch50 percent retarder at certain con-

ditions or 100 percent apply with service brake

pressure.

Auto apply (auto 33 percent on) and two pressure

switches33 percent retarder at certain condi-tions or 67 percent or 100 percent apply with ser-

vice brake pressure.

RETARDER ELECTRONIC CONTROLS

The electronic retarder controls consist of:


31/116

are normally closed (must be electrically energized to

perform their function).

The retarder temperature sensor sends retarder

temperature information to the TCM. The TCM uses

this data to:

Turn on a dash light to alert the operator when an

over-temp condition is present.

Log diagnostic codes.

Reduce retarder capacity in over-temp situations.

Invoke a preselected downshift.

Control retarder torque to requested level.

Some input functions and output functions are required

with retarder equipped transmissions. Input functions

send a signal to the TCM. Output functions are control

signals sent from the TCM. The input and output

functions used in conjunction with the retarder are:

Retarder EnableA signal sent to the TCM to

Input Function Output Functions

Retarder Enable

Service Brake Status

Anti-Lock Brake Response

Retarder Indicator

Retarder Temperature

Indicator

The ABS response may come to the TCM via a J193

message. In this case, the discrete input is not requir

Retarder IndicatorThis signal from the TCMactivates the vehicle brake lights when the retarder is

applied and may also illuminate an optional retarder

indicator light.

Retarder Temperature IndicatorThis signal from

the TCM activates an indicator light when retarder

temperature has exceeded a calibration limit.

Retarder/Cruise Control Interactions

Two control features affect how the retarder operates

when the vehicle is equipped with cruise control:

Feature 1: Cruise Control Retarder Auto On Disabl

This feature applies only to electronic engines that

communicate with the transmission on either J1587

J1939. The TCM calibration must specify this featur

to be either ON or OFF.

If the feature is ON in the calibration, the TCM

prohibits retarder operation when cruise is active but

the throttle is closed, which implies a downhill coasti

operation. This feature is highly recommended if the


32/116

Configuration A. If the retarder is activated by the

brake pedal with no auto apply:

Neither Feature 1 nor Feature 2 is required.Configuration B. If the retarder is activated by the

brake pedal with auto apply:

Feature 1 keeps the retarder OFF during cruise

operation when the engine percent load goes to

zero. Feature 2 would have no effect because

depressing the brake pedal will turn off cruise

anyway. Therefore, it doesnt matter if Feature 2

is turned ON or OFF.

Configuration C.If the retarder is activated by a lever,

it will auto apply at the appropriate level according to

the lever position when throttle reaches zero percent.

Using Feature 1 and Feature 2Feature 1 will

keep the retarder OFF during cruise operation

when the engine percent load goes to zero. If

Feature 1 has already prevented the auto apply

and the engine percent load is still at zero, Fea-

ture 2 will cause the retarder to come on and dis-

able cruise if the lever is moved to increase

retarder capacity above a calibrated rate during a

RETARDER ACCUMULATOR(Refer to Figures H11 Through H14)

NOTE:The terms left, right, up, and down are directions

on the figures and hydraulic schematics referenced

by this description of retarder operation.

The accumulator is a remotely mounted, sealed,

cylindrical container that contains a reserve quantity of

transmission fluid for initial fill of the retarder. The

accumulator is connected to the retarder by a Size 20

hose. Also connected to the accumulator is the

vehicles air system through an air regulator/pressure

protection valve.

Transmission fluid stored in the accumulator is

discharged into the retarder by a piston located in the

accumulator. This piston is forced toward the right-side

of the accumulator by air pressure only. Once the

retarder is deactivated, air pressure is exhausted on theleft-side of the piston and retarder pressure pushes the

piston back to the left side of the accumulator. This

recharges the accumulator until the next retarder

application. After the retarder flow valve shifts,

converter out pressure is aligned to the cooler circuit


33/116

cooler circuit. The converter flow circuit is

aligned to an auxiliary sump cooler in the vehi-

cle, if so equipped.

When SS2 is energized, vehicle air pressure

strokes the retarder accumulator piston to the

right. Oil stored in the accumulator discharges

into the retarder housing, which initiates vehicle

retardation.

The initial charge of fluid is continuously supple-

mented by retarder charge pressure from the

retarder regulator valve. The TCM varies currentto PCS5 to achieve the desired retarder output

torque based on calibrated capacity, request per-

centage, and output speed.

The orifice located in the circuit at the bottom

of the regulator valve bore damps pressure fluc-

tuations within the retarder hydraulic circuit pro-

viding a stable retarder charging pressure.

The orifice located in the circuit at the bottom

of the relay valve bore limits retarder charge

pressure in the event of a stuck open retarder

regulator valve. If the regulator valve sticks open,

charge pressure would increase and approach

Main pressure is exhausted from the right side

large retarder flow valve. The flow valve move

right due to spring force acting on the left side

the valve. This opens an exhaust path that evacates the retarder cavity.

Converter out fluid is redirected to the main

transmission oil cooler and lube circuit. Con-

verter out pressure keeps the accumulator

charged.

The 4000 Product Family retarders contain one

additional valvean exhaust check valve. The functiof the exhaust check valve is to prevent drawing flui

from the sump into the retarder cavity when the

retarder is in the OFF mode. This is specific only to

4000 Product Family transmissions due to the diamet

of the retarder housing and the placement of the

retarder valve body.

TRANSFER GEAR MODULE(DROPBOX) (Figure 3, Foldout 3)

The 3000 Product Family 7-speed transmission (also

called the Drop-7) uses a transfer gear module

consisting of the following:


34/116

The addition of the transfer gear module provides the

vehicle with the following:

Seven forward ranges

Neutral

Reverse

Full-time, all-wheel drive capability

The C6 clutch is engaged to provide a first-range with a

deeper gear ratio than the first-range of the straight-

through transmission.

The output adapter housing contains the C5 clutch

piston and provides a mounting face for the transfer

case.

The transfer case is mounted to the adapter housing and

extends below the transmission. A transmission output

shaft adapter is splined to the P3 carrier hub. The

transfer case charging pump and the transfer case drive

gear, installed between the P3 carrier and the C6 clutch

assembly, are mounted on and driven by the output

shaft adapter. The drive gear directs torque into the

transfer case. When engaged, the stationary C6 clutch

holds the main shaft and provides first-range operation.

The transfer case idler gear is installed between the

transfer case drive gear and driven gear. The idler gear

transfers torque from the drive gear to the driven gear.

Therefore, the driven gear turns in the same direction

as the drive gear.

The transfer case driven gear meshes with the P4

planetary assembly which drives the front and rear

output shafts. When the C7 differential clutch is

engaged (in difficult traction situations), the outputs are

locked. When the C7 clutch is not engaged, there is a

30/70 split in driving torque (30 percent to the front

driveline).

The transmission hydraulic system provides the

pressure to apply the C6 and C7 clutches and to

lubricate the transfer case components. The scavenge

pump mounted on the right-hand PTO pad returns

transmission fluid from the transfer case back into themain housing to supplement lube pressure. The oil

pump in the transfer case provides lube to the transfer

case components when the vehicle is being towed with

the wheels on the ground.


35/116

ELECTRO-HYDRAULIC

CONTROL MODULE

The control module (Figure11) houses the solenoids,sensors, valves, and regulators that control the pressure

and flow of transmission fluid to the clutches, the

torque converter, and the lubrication/cooling hydrau

circuits (refer to Section 5). The control module also

houses the transmission fluid filters. The channel plaprovides the bottom enclosure for the transmission.

6-SPEED3000 PRODUCT FAMILY

CONTROL MODULE

7-SPEED3000 PRODUCT FAMILY

CONTROL MODULE


36/116

NOTES

Section Thre


37/116

SYSTEM COMPONENTS

The electronic control system for Allison 4th

Generation Controls consists of the followingcomponents.

COMMON TO ALL 3000 AND 4000 PRODUCTFAMILIES TRANSMISSIONS

Transmission Control Module (TCM)

Pressure control solenoids PCS1PCS4

Lockup clutch solenoid TCC

Forward latch solenoid SS1

Shift selector(s)

Engine speed sensor

Turbine speed sensor

Output speed sensor

PS1 pressure switch

Sump temperature sensor

OPTIONAL ON SOME 3000 AND 4000PRODUCT FAMILIES TRANSMISSIONS

Oil level sensor (OLS)

Special input and output functions

Power Takeoff (PTO) functions

Serial Communication Interface (J1587 and

J1939)

Vehicle interface module (VIM)

Throttle position sensor (TPS)

Vehicle Interface Wiring (VIW)

USED ON ALL 3000 AND 4000 PRODUCT FAMLIES TRANSMISSIONS RETARDER UNITS(EXCEPT 7-SPEED MODELS)

Retarder temperature sensor

Control valve solenoid PCS5

Accumulator solenoid SS2

Resistance modules

External controls (pedal, lever, etc.)

USED ON 3000 AND 4000 PRODUCT FAMILIE7-SPEED MODELS

C6 clutch solenoid PCS6

ELECTRONIC CONTROL SYSTEM


38/116

TRANSMISSION CONTROL

MODULE (TCM)

The TCM (refer to Figure 12) is a microcomputer thatis available in the following three models:

Model A41the basic configuration used by

6-speed 3000 and 4000 Product Families trans-

mission in a 12V electrical system.

Model A42the expanded configuration used by

retarder-equipped or 7-speed 3000 and 4000

Product Families transmission with a 12V elec-

trical system.

Model A43the universal configuration used by

24V applications.

The TCM is a microcomputer that receives and

processes signals from various switches and sensors.

TCMs are available in both 12V and 24V

configurations to match the configuration of the vehicle

electrical system.Input from the operator is sent to the TCM via the shift

selector and vehicle interface wiring. The TCM

determines:

Shift sequences

determine the characteristics of a shift in progress. The

TCM includes flash memory where program

information, calibration information, and optimum

shift calibration for a specific vocation are stored.

Calibration and program information can be changed

electronically. Actual transmission shift characteristics

are compared to the optimum shift calibration stored in

the TCM. If the reported shift characteristics are not

within programmed limits, the TCM alters solenoid

current commands to bring the shift within the limits.

The TCM produces excellent shift quality byconstantly adjusting for changes in operating

conditions, applying closed loop control, and using

adaptive logic.

The TCM constantly monitors operating conditions

such as battery voltage and transmission sump

temperature and adjusts shift parameters accordingly.

The closed loop control makes during shiftadjustments. These adjustments in shift characteristics

are based on vehicle conditions such as grade, load,

and engine power. After a shift is completed, the TCM

compares the shift to an ideal shift profile in the

TCM calibration and makes adjustments before the


39/116

The TCM has an autodetect feature. Autodetect is

active within the first 30 seconds of the first 24 engine

starts or 49 engine starts, depending upon the

component or sensor being detected.

Autodetect searches for the presence of the following

transmission components or data inputs.

Even after autodetect 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 the Allison DOCdiagnostic tool. It also may be used to override

autodetect and manually enter the component or sensor

to be recognized by the TCM by changing the

appropriate customer modifiable constants (CMC).

C lt Alli bli ti GN3433EN Alli

Retarder Present, Not Present

Oil Level Sensor (OLS) Present, Not Present

Throttle Analog, J1587, J1939,

CAN

Engine Coolant Temperature Analog, J1939, J1587

During the first 24 engine starts, autodetect does not

retain what was detected on the previous engine star

For example, if a retarder was detected on engine

start 23, PCS5 diagnostics would be performed untilthe TCM was turned off. If PCS5 then failed after th

TCM was turned off, but prior to engine start 24,

autodetect would not know that a retarder was prese

on engine start 24 and no diagnostics would be

conducted for PCS5.

The TCM is programmed to protect the transmission

and other vehicle driveline components from abuse b

inhibiting actions such as full-throttle neutral-to-rangshifts and high-speed direction changes.

The TCM determines if a system malfunction exists

and stores diagnostic codes related to the malfunctio

The codes, accessed by the operator or service

mechanic, are used in diagnosing persistent or

intermittent trouble in the system (refer to Section 4)

VARIABLE BLEED SOLENOIDS(VBS)

NOTE:

Th t l ft i ht d d di ti


40/116

VBS SOLENOID

(High Pressure State)

EXHAUST

PORTSUPPLY

CONTROL

PORT

SUPPLY ORIFICE

(Full Open) METERING ORIFICE

( Closed)V09512.00.00

at the control port. As the variable metering orifice is

opened (Figure 14), fluid flows to exhaust through the

fixed supply orifice resulting in a pressure drop across

the supply orifice and a lower pressure at the control

port. The larger the variable metering orifice, the more

fluid is bled to exhaust and the lower the pressure at the

control port.

Variable bleed solenoids are of a closed end design

meaning they have a shut-off feature that minimizes

fluid flow in the minimum pressure state. When the

metering orifice is full open (Figure 15), a ball closes

off the supply orifice. The fluid in the control port is

bled to exhaust resulting in minimum pressure at the

control port without fluid flow from the supply port.


41/116

NORMALLY LOW AND NORMALLYHIGH VBS SOLENOIDS

There are two types of VBS used in the 3000 and 4000

Product Families transmissions, normally low (NL)

and normally high (NH).

ON/OFF SOLENOIDSOn/Off solenoids are designed to connect the contro

port of the solenoid to either supply pressure or

exhaust.

The On Off solenoids have two o rings and three po

Figure 15. Variable Bleed SolenoidLow Pressure State

VBS SOLENOID(Low Pressure State)

EXHAUST

PORTSUPPLY

CONTROL

PORT

SUPPLY ORIFICE

(Closed) METERING ORIFICE

(Full Open)V09514.00.00


42/116

The PWM solenoid has two o-rings and three ports:

Supply port in the side of the solenoid snout

between the o-rings

Control port at the end of the snout

Exhaust port out the back of the solenoid

The PWM solenoid (refer to Figure 15) is normally low

(NL) which means the supply port is blocked and the

control port is connected to the exhaust port when de-

energized. When sufficient electrical current is supplied

to the solenoid, the supply port is connected to the

control port and the exhaust port is blocked.

During application of a clutch, the TCM turns the

solenoid ON and OFF at an established frequency,

typically between 60 and 100 times per second. The

longer the solenoid is left ON, the higher the effective

pressure at the clutch.

The 3000 Product Family 7-speed transmission uses a

PWM solenoid to control the differential lock clutch.

UPSHIFT CLUTCH CONTROL

The upper curve on the chart in Figure 16 representsbi d d i i l hif Th iddl

TCM commands an automatic range upshift to begin

(refer to Figure 16).

At shift initiation, the solenoid is commanded

fully ON for a period of time. This is called Vol-

ume Ratio (VR). This is done to start the piston

moving. The solenoid pressure command during

this period is a relative high flow. VR is an

important troubleshooting tool. A significant

change indicates a clutch apply problem that

requires attention.

At the end of VR, the oncoming clutch is at its

Initial Oncoming Pressure.

The solenoid is signaled by the TCM to increase

pressure to the oncoming clutch at the Open

Loop Ramp Rate (OLRR). The OLRR is a preset

rate of increase in clutch pressure that will con-

tinue until Turbine Speed Pull Down (TSPD) is

detected.

During VR and OLRR of the oncoming clutch,the off-going clutch-apply pressure is decreasing.

After TSPD is detected, the TCM enters Closed

Loop Control (CLC) of the oncoming clutch.

CLC is the period when the TCM is actively con-

t lli t bi d b dj ti th


43/116

Figure 16. Automatic Clutch Application Control

ONCOMINGCLUTCH

PRESSURECOMMAND 0%

100%ON

100%ON

SYNCHRONOUSSPEED DETECTED(TURBINE SPEED =

OUTPUT SPEED x GEAR RATIO OF ONCOMING CLUTCH)

PULL DOWNDETECTED

TIMECLOSED LOOP

CONTROLPRESET(OPEN LOOP)RAMP RATE

CLUTCHFILL TIME(VOLUME

RATIO)

TIME TOFULL APPLY

(TFA)

OFF-GOINGCLUTCH

PRESSURECOMMAND 100%

INITIALOFF-GOINGPRESSURE

0%APPLY PRESSUREDECREASING

TURBINESPEED

V01456.01

INITIALONCOMINGPRESSURE

SHIFTINITIATION

CLUTCH HOLD


44/116

Figure 17. Typical 4thGeneration Pushbutton Shift Selectors

R

N

D

R

N

D

R

N

D

SELECT

MONITOR

1 2 3 D N RMODEBUTTON

DISPLAY

MODE INDICATOR(LED)

MODE ID

CONTOURED BEZEL

MODEBUTTON

DISPLAY

MODE INDICATOR(LED)

MODE ID

COMMONSTANDARD COMPACTSTRIP PUSHBUTTONSHIFT SELECTORS

V07178.03.00

1

2

3

4

5

D

N

R

R

N

D

5

4

3

2

1

SIX-SPEED, LEFT-HANDLEVER SELECTOR

HOLD OVERRIDE BUTTON

DISPLAY MODE/DIAGNOSTIC BUTTON

DIGITAL DISPLAY

MODE BUTTON

MODE INDICATOR(LED)

HOLD OVERRIDE BUTTON

DISPLAY MODE/DIAGNOSTIC BUTTON

MODE ID

DIGITAL DISPLAY

MODE BUTTON

MODE INDICATOR(LED)

SIX-SPEED, RIGHT-HANDLEVER SELECTOR

6

1

6

1

6

1


45/116

If communication between the shift selector and TCM

is not valid, both digits will be blanked for up to 12

seconds and then changed to a cateye (-/-). Other

than temporary blanking due to lost communication, ablank display generally means the shift selector has

failed or not powered.

OIL LEVEL DISPLAY

In oil level display mode, transmission fluid level will

be displayed as the number of quarts high or low. If the

proper conditions to measure oil level have been met, a

count down timer or oil level fault code will bedisplayed.

DIAGNOSTIC DISPLAY

In diagnostic mode, the diagnostic codes will be

displayed two digits at a time.

PUSHBUTTON SHIFT SELECTOR(FULL-FUNCTION, NON STRIP-TYPE)

The buttons (refer to Figure 17) available on the

pushbutton selector (including 7-speed) are:

R* hi b l

Down arrow. Pressing the Down arrow wh

in Drive will decrease the highest desired

transmission range by one range down to t

lowest range selection allowed by calibrati(typically 1st). The transmission may exce

the operator requested range to prevent tra

mission or engine damage.

Simultaneously pressing the Up and Down

arrows will change the digital display mod

The display mode sequence is:

Normal operation display

Oil level display (if the transmission is

equipped with an oil level sensor)

Diagnostic display


Refer to the Operators Manual for specifi

instructions regarding displaying oil level

and diagnostics.

MODEThis button turns on and off a special

input function defined in the calibration.


46/116

If the transmission is held in range due to a DO NOT

SHIFT condition, the left or top display digit will be

blanked and range requests from the pushbutton shift

selector keypad will be ignored by the TCM.

PUSHBUTTON SHIFT SELECTOR(STRIP-TYPE)

The buttons (refer to Figure 17) available on the strip-

type pushbutton shift selector (including 7-speed) are:

R* Press this button to select reverse. The Rbut-

ton will be illuminated and flashed if theshift to reverse is inhibited.

N Press this button to select Neutral.The Nbut-

ton will be illuminated.

D* Press this button to select Drive (forward).

The Dbutton will be illuminated and flashed

if the shift to Drive is inhibited.The trans-

mission will start in the lowest available

range and shift automatically to the highestavailable range depending upon vehicle

operating conditions.

3 (if present)The 3button will be illuminated

and flashed if the forward shift is inhibited

shifts when a damaging or undesirable range

engagement would occur. Some vehicles require

a full apply of the service brakes before a shift

out of Neutral is allowed. Some operationalinhibits require re-selection of the desired

range.

If the transmission is held in range due to a DO NOT

SHIFT condition, the button lights will be turned OFF

and range requests from the shift selector will be

ignored by the TCM.

LEVER SHIFT SELECTOR

The lever shift selector (refer to Figure 18) is an

electro-mechanical control containing a two digit

display (one digit above the other). The operator moves

the lever to select a transmission range. For straight-

through (six ranges) models, the lever shift selector

may have four, five, or six forward range positions,

N(Neutral), and R(Reverse). The 3000 and 4000Product Families 7-speed models may have up to seven

forward range positions. The ranges available on the

shift selector depend upon the shift selector installed

and upon the program in the TCM. The lever shift


47/116

starter until the lever is in the Neutral

position.

D* Press the Hold Override Button if the lever is

in the R(Reverse) or N(Neutral) positionand move the lever to D to select a forward

operation. The highest available forward

range will be displayed in the top digit of the

display when the TCM successfully receives

this selection. The transmission will start in

the lowest available range and shift automat-

ically to the highest available range depend-

ing upon vehicle operating conditions. Theactual transmission range will be displayed

in the bottom digit of the display.

1 through 5Move the lever to the desired for-

ward selector position. Position 1 through 5

are called Preselect positions. The hold

Override Button must be pressedif moving

from Ror Npositions. The highest available

forward range available for each Preselectposition will be displayed in the top digit of

the display when the TCM successfully

receives the selection.

The transmission will start in the lowest

BUTTONis ON or enabled by the TCM. A

mode ID label located above the MODE

BUTTONidentifies the function associate

with the MODE BUTTON. Pressing theMODE BUTTON when the function is OF

will turn ON the function. Pressing the

MODE BUTTON when the function is ON

will turn OFF the function.

Display Mode (button with Allison logo)Press

ing the DISPLAY MODE BUTTONwill

change the digital display mode. The displa

mode sequence is:


Oil level display (if transmission is

equipped with an oil level sensor

Diagnostic display


Refer to Section 4 or the Operators Manual for sp

cific instructions regarding displaying oil level an

diagnostics.

If the transmission is held in range due to a DO

NOT SHIFT condition, the top display digit will


48/116

HOLD OVERRIDE UPSHIFT SHIFTSCHEDULE

The hold override upshift shift schedule prevents

engine overspeed by upshifting the transmission intothe next higher range. The hold upshift shift schedule is

not activated unless the transmission is in a range lower

than the highest available range. Hold upshifts occur at

speeds higher than those for normal upshifts.

PRESELECT DOWNSHIFTSHIFT SCHEDULE

The preselect downshift shift schedule permits thedriver to preselect a lower range. The transmission will

downshift when an overspeed condition will not result

after the shift. The downshifts occur at speeds higher

than those at which normal downshifts occur.

Use preselect to enhance vehicle braking and cooling.

Preselect keeps engine speed high which increases

braking effect and engine water flow. Preselect also

enhances the effectiveness and cooling of the hydraulicretarder when descending long grades.

DIGITAL DISPLAY

All shift selectors except the strip-type pushbutton use

The two 10-amp fuses in the VIM protect the main

power to the TCM circuit and the TCM to ignition

circuit. The VIM relays provide switched outputs to a

specific function when actuated by the TCM. Tworelays provide output to the reverse warning and

neutral start circuits and four relays are available for

special function outputs.

Additional circuits from the TCM pass directly through

the VIM and provide power, battery ground, and output

to the electronic speedometer.

THROTTLE POSITIONSENSOR (TPS)

On vehicles not equipped with electronically-

controlled engines, a throttle position sensor (TPS),

which is a sliding resistor sensor (refer to Figure 20), is

attached to the engine fuel control linkage. An analog

TPS is seldom used. However, a discussion of its

operation is provided below.

The sensor is actuated by the mechanical throttle cable

that causes the contacts of the resistor to move along

the resistive strip (refer to Figure 21) and continuously

sends the exact throttle position to the TCM.


49/116

Figure 21. Throttle Position Sliding Resistor Sensor

V00656.01

THROTTLE POSITION LINKAGE

RESISTIVE STRIP

CONTACTS

0 Volt

0.25 Volts

0.972 Volts

CLOSEDTHROTTLE

WIDE OPENTHROTTLE

4.75 Volts

5 Volts

3.889 Volts

APPROX.19 mm (0.75 in.) STROKE

ERRORZONE

ERRORZONE

Adjust so total stroke iswithin8.9 mm35.7 mm band0.97 volts3.889 volts


50/116

Table 1. Movement vs. Voltage

mm (inch) Volts mm (inch) Volts

0 0 24 2.634

1 (0.04) 0.110 25 (0.98) 2.744

2 (0.08) 0.220 26 (1.02) 2.854

3 (0.19) 0.329 27 (1.06) 2.964

4 (0.16) 0.439 28 (1.10) 3.073

5 (0.20) 0.549 29 (1.14) 3.183

6 (0.24) 0.659 30 (1.18) 3.293

7 (0.28) 0.768 31 (1.22) 3.403

8 (0.31) 0.878 32 (1.26) 3.512

9 (0.35) 0.988 33 (1.30) 3.622

10 (0.39) 1.098 34 (1.34) 3.732

11 (0.43) 1.207 35 (1.38) 3.842

12 (1.47) 1.317 36 (1.42) 3.951

13 (0.51) 1.427 37 (1.46) 4.061

14 (0.55) 1.537 38 (1.50) 4.171

15 (0.60) 1.646 39 (1.54) 4.281

16 ()0.63 1.756 40 (1.57) 4.390

The TPS is not used in vehicles equipped with

electronically-controlled engines. On those vehicles, the

throttle position data is sent from the engine electronic

controls directly to the transmission electronic controlsover one of the serial communication links (J1708/

1587, J1939, CAN) or via a PWM signal to the TPS

input. The TCM will autodetect the throttle signal. The

throttle signal can also be set manually via Allison

DOCdiagnostic tools.

SPEED SENSORS

The 3000 and 4000 Product Families transmissionscontain the following speed sensors (refer to

Figure 23):

Engine

Turbine

Output

Figure 22 shows the current speed sensors in use.

The TCM processes speed sensor and TPS data to:

Determine proper shift points

Monitor the current range


51/116

The signal wires from the sensor are formed as twisted

pairs to cancel magnetically induced fields. Noise from

other sources is eliminated by using two-wire

differential inputs at the TCM.

ENGINE SPEED SENSORS

Engine speed sensors (Figure 23) are externally

mounted in the torque converter housing, directed at

the ribs protruding from the torque converter.

TURBINE SPEED AND OUTPUT

SPEED SENSORS

3000 PRODUCT FAMILY TRANSMISSIONS

(EXCEPT 7-SPEED MODELS)

The turbine speed sensor (refer to Figure 23) is

mounted in the control module, directed at ribs

protruding from the rotating clutch module.

The output speed sensor is externally mounted in the

rear cover or in the retarder housing, if so equipped.

The output speed sensor is directed at the teeth of a

Figure 23. Speed Sensors

TURBINE3000 PRODUCT FAMILY

OUTPUT3000 PRODUCT FAMILY

7-SPEED

TURBINE4000 PRODUCT FAMILY

OUTPUT ALL EXCEPTNEW RETARDER UNITS

ENGINE ALL

V08593.01.00

OUTPUT(NEW RETARDER)


52/116

SCI (J 17081/J1587)CONNECTOR

(OPTIONAL)

VEHICLEINTERFACEMODULE(VIM)

TRANSMISSIONCONTROLMODULE(TCM)

REMOTE LEVERSELECTOR

COMPACTPUSHBUTTONSELECTOR

SHIFTSELECTOR

VIW

CONNECTOR(OPTIONAL)

VIMCONNECTOR

ALLISON DOC

DIAGNOSTICTOOL

CONNECTOR

TRANSFER CASE CONNECTOR

(3

000 PRODUCT FAMILY 7 SPEED)

OUTPUTSPEED SENSORCONNECTOR

SENSOR HARNESSCONNECTOR (OPTIONAL)

RETARDER ACCUMULATORCONNECTOR

J1939CONNECTOR

RETARDERMODULATION

REQUEST (RMR)CONNECTOR

DEUTSCH 9-PINDIAGNOSTIC TOOL

CONNECTOR

FOR PC

ALLISON DOCFOR PDA

TCMCONNECTOR


53/116

VEHICLE COMMUNICATIONS

INTERFACES

J1939 INTERFACE

This is a high-speed real time interface (refer to

Figure 25) which allows the TCM to communicate with

Transmission Output Speed

Engine rpm

Range Position Selected

Actual Range Attained

Lockup Clutch Status

Figure 25. J1939 Network Configuration

Stubs must bespaced at least10 cm apart

UNUSED

STUBA stubtees offthe backbone,and includes allwiring to the node.The total stubmustbe 1 meter or less.

ENGINE

CONTROLLER

All unused stubs mustbe covered with caps.

TCM IN-CAB DIAGNOSTIC

BLOCKHEAD HOUSING

V08750.00.00


54/116

Table 2. Input Functions Listed By Vocational Models

Input Functions

Y = Yes

N = No

X = Available

= Not Available

Vocational Models

Emergency

VehicleSeries

Motorhome

Pupil

Transport/

ShuttleSeries

SpecialSeries

BusSeries

HighwaySeries

RuggedDutySeries

TruckBased

RecreationalSeries

Available

Normally

Activated

Available

Normally

Activated

Available

Normally

Activated

Available

Normally

Activated

Available

Normally

Activated

Available

Normally

Activated

Available

Normally

Activated

Available

Normally

Activated

A. Secondary Mode Input X Y X Y X Y X Y X Y X Y X Y X Y

B D 1 S l i X Y X Y X Y X Y X Y X Y X Y X Y

data is properly identified and formatted so information

is recognizable by other users of the link. Pin 46 of the

TCM 80-way connector carries this function.

SPECIAL INPUT AND OUTPUT

FUNCTIONS

Special vocational requirements can be satisfied using

the special input and output features. Most of the input

functions are activated and deactivated by switched

power or signal ground to the TCM. Some functions

may also be activated by the MODEbutton on the shift

selector. Special output functions are typicallycontrolled by the TCM-switching, customer-supplied

relays that are not a part of the VIM.

Typical input and output functions are listed by

vocational model in Tables 2 and 3 respectively.


55/116

Z. Retarder Enable X Y X Y X Y X Y X Y X Y X Y X Y

AA.Service Brake Status X Y X Y X Y X Y X Y X Y X Y X Y

AF. Differential Clutch Request X Y Y X Y X Y X Y X Y X Y X Y

AG.Automatic NeutralDual

Input

X Y Y X Y X Y X Y X Y X Y X

AH.Kickdown X Y X Y X Y X Y X Y X Y X Y

AI. Military Aux. Function

Range Inhibit (Standard)

X N X N

AJ. 4thLockup Pump Mode X N X N X N X N X N X N X N X N

Table 2. Input Functions Listed By Vocational Models(contd)

Input Functions

Y = Yes

N = No

X = Available

= Not Available

Vocational Models(contd)

Emergency

VehicleSeries

Motorhome

Pupil

Transport/

ShuttleSeries

SpecialSeries

BusSeries

HighwaySeries

RuggedDutySeries

TruckBased

RecreationalSeries

A

vailable

N

ormally

A

ctivated

A

vailable

N

ormally

A

ctivated

A

vailable

N

ormally

A

ctivated

A

vailable

N

ormally

A

ctivated

A

vailable

N

ormally

A

ctivated

A

vailable

N

ormally

A

ctivated

A

vailable

N

ormally

A

ctivated

A

vailable

N

ormally


56/116

Table 3. Output Functions Listed By Vocational Models

output fu3nctions

Y = Yes

N = No

X = Available

= Not Available

Vocational Models

Emergency

VehicleSeries

Motorhome

Pupil

Transport/

ShuttleSeries

SpecialSeries

BusSeries

HighwaySeries

RuggedDutySeries

TruckBased

RecreationalSeries

Available

Normally

Act

ivated

Available

Normally

Act

ivated

Available

Normally

Act

ivated

Available

Normally

Act

ivated

Available

Normally

Act

ivated

Available

Normally

Act

ivated

Available

Normally

Act

ivated

Available

Normally

Act

ivated

A. Engine Enable X Y X Y X Y X Y X Y X Y X Y X Y

B. Sump/Retarder

Temperature Indicator

X Y X Y X Y X Y X Y X Y X Y X Y

C. Range Indicator X Y X Y X Y X Y X Y X Y X Y X Y

D. Output Speed Indicator A X Y X Y X Y X Y X Y X Y X Y X Y

E. Output Speed Indicator B X Y X Y X Y X Y X Y X Y X Y X Y

G. PTO Enable X Y X Y X Y X Y X Y X Y X Y X Y

I. Engine Overspeed Indicator X Y X Y X Y X Y X Y X Y X Y X Y


57/116

WIRING HARNESSES

EXTERNAL WIRING HARNESS

The transmission uses external wiring harnesses to connectthe various electronic system components. These external

harnesses are supplied by the vehicle manufacturer. A

typical 4thGeneration Controls wiring harness and

electronic components are illustrated in Figures 24.

Control system configuration for various vocations

may be adapted to operator needs and to vehicle

requirements. The basic harness provides connection

to the TCM from the following:

Vehicle interface wiring and the vehicle interfa

module Diagnostic tool connector

Shift selector

J1939 Controller Area Network (CAN)

Transmission connectors (feedthrough harness

speed sensors, etc.

Throttle Position Sensor (TPS) (seldom used)

PCS1 (C1)

TCC (LOCKUP)

PCS2 (C2/C3)PS1 DIAGNOSTIC

PRESSURE SWITCHNT1 TURBINE

SPEED SENSOR(3000 ONLY)


58/116

3000 and 4000 Product Families transmissions (except

7-speed) equipped with an output retarder have

additional connectors for:

Retarder control

Retarder accumulator

Retarder temperature

Output speed sensor

Vehicles using a secondary shift selector require an

additional connector for the second shifter.

INTERNAL WIRING HARNESS

The internal wiring harness (refer to Figure 26)

provides connection between the external harness and

the:

Internal solenoids

Turbine speed sensor (3000 Product Family only)

PS1 pressure switch

Transmission fluid level sensor

Sump temperature sensor

TRANSID (TIDA)

The TransID feature (refer to Figure 27) has been

developed to allow the TCM to automatically

determine certain transmission configurations and to

adjust the calibration accordingly. This will allow

Allison Transmission to make minor changes and

improvements that affect calibration without

requiring precise coordination of new TCM

calibrations with transmission changes. In general,

TCMs with calibrations for a new transmission

configuration will be shipped several months prior totransmission shipment. This should make sure that

when a TCM is mated with the new transmission, the

appropriate calibration will be available. In many

cases, the part numbers of the transmission and

calibrated TCM will not be changed. This will reduce

the need for customers to use cross-referenced lists

of transmission and calibrated TCM assemblynumbers when transmission changes are made.


59/116

When a TCM with an older calibration is mated with a

new transmission, a diagnostic code will be logged.

Recalibrating the TCM is generally all that is required

to resolve the incompatibility. Customers can continueto order specific transmission assembly numbers and

calibrated TCM assembly numbers and receive all

changes made to the transmissions and all calibrations

needed. This will reduce the number of assembly

number changeovers with which a customer must

contend as changes are incorporated into Allison

transmissions.

Figures 28 through 30 show the resistance vs.

temperature relationship for the ON/OFF solenoid,

pressure control solenoid, and retarder air solenoid,

respectively, associated with TIDA.

6.00

5.50

5.00

4.50

4.00

SolenoidRe

sistance

3.50

3.00

2.50

Min OhmsMax Ohms

Resistance Vs. Temperature


60/116

Figure 29. Pressure Control Solenoid

S

olenoidResistance

Temperature

3.50

4.00

4.50

5.00

5.50

6.00

6.50

7.00

7.50

8.00

-4 32 68 104 140 176 212 248 284 Degrees F

Min Ohms

Max Ohms

Degrees C-20 0 20 40 60 80 100 120 140

Resistance Vs. Temperature

V09264.00.01

Section FouELECTRONIC DIAGNOSTICS


61/116

One of the advanced electronic features of the Allison

4thGeneration transmissions is diagnostic capability.

Using the digital diagnostic codes, an operator or

service mechanic can isolate the nature, course, andseverity of a problem when it first occurs. This

capability reduces the time and cost of troubleshooting

the transmission if a problem should arise.

NOTE:

The diagnostic tests described in this section are

dependent upon information from the speed sen-

sors. Diagnostic codes indicating a condition

requiring correction may be due to faulty speed

sensors when no mechanical cause appears to be

present.

RANGE/SHIFT TESTS

During each shift the TCM performs tests to check

the transmission range and to verify that a shift is

being made properly. These tests are (refer to

Figure 31):

Range verification

Solenoid stuck ON Solenoid stuck OFF

PS1 pressure switch

RANGE VERIFICATION

Range verification is continuously tested (refer to

Figure 31) when a shift is not in progress. Range

verification verifies that the current range attained is trange commanded by the TCM. The test checks the

current gear ratio by comparing the turbine and outp

speeds. This speed ratio is then compared to the spee

ratio (stored in memory) of the range the TCM has

commanded.

If the two ratios do not match, a diagnostic code is

logged and the TCM commands an appropriate

response to the condition.

PULL DOWN


62/116

SOLENOID STUCK ON TEST

The off-going ratio test (refer to Figure 31) is

performed while a shift is in progress. Within a set time

after a shift has been commanded, the TCM determinesthe ratio between turbine speed and output speed. The

speed ratio is compared to the speed ratio of the

previous range. If the previous speed ratio is still

present after a period of time, the TCM assumes the

off-going clutch did not release. The shift will be tried

twice to verify the condition. If the previous speed ratio

is still present, a diagnostic code is logged and the

TCM commands the transmission to the previousrange.

The off-going ratio test is applied during the interval

between the turbine speed Shift Initiation point and the

Pull Down Detected point.

SOLENOID STUCK OFF TEST

The oncoming ratio test (refer to Figure 31) isperformed near the end of a shift in progress. The

oncoming ratio test checks turbine speed and output

speed to determine if the transmission is in the range

commanded by the TCM When the ratios do not

The TCM also uses PS1 to verify that the C1 and C2

latch valves are in the correct position in second

through sixth range. PS1 pressurizes when both latch

valves are stroked downward, and exhausts when either

latch valve is de-stroked (stroked upward). Using PS1s

signal, the TCM checks that both latch valves are

stroked down after shifting into second range and that

the two latch valves remain in that position while in

second through fifth ranges. The TCM also checks that

the C1 latch valve moves to the de-stroked position

after shifting into sixth range. If the TCM detects PS1

in an incorrect state, i.e. switch exhausted in second

through fifth range, or switch pressurized in sixthrange, then the TCM will set a diagnostic code.

CHECK TRANS LIGHT

The electronic control system is programmed to inform

the operator of a problem with the transmission system

and automatically take action to protect the operator,

vehicle, and transmission. To do this, the TCM restricts

shifting, turns on the CHECK TRANSlight on theinstrument panel, and registers a diagnostic code.

NOTE:

For some problems diagnostic codes may be regis-


63/116

performing as designed and is operating with reduced

capabilities. Before turning the ignition off, the

transmission may be operated for a short time in the

attained range to limp home for service assistance.

Service should be performed immediately to minimize

the potential for damage to the transmission.

When the CHECK TRANSlight comes on and the

ignition switch is turned off, the transmission will

remain in N(Neutral) until the CHECK TRANSlight

is cleared.

Generally, while the CHECK TRANSlight is on,

upshifts and downshifts will be restricted and directionchanges (DR, RD) will not occur. The lockup clutch

is disengaged when transmission shifting is restricted

or during any critical transmission malfunction.

DIAGNOSTIC TOOLS

Allison DOC diagnostic tools (refer to Figure 32) are

used to assist in installation and troubleshooting.However, Allison DOCfor PDAService Tool canonly read data and codes.

DIAGNOSTIC CODES

Diagnostic codes are numerical reports of malfunctio

in transmission operation. A diagnostic code consist

of a letter (C, P, or U) and four digits (example, P097These codes are logged in a list in the TCM memory

with the most severe or otherwise most recent code

listed first.

When accessing codes via the shift selector, only fiv

can be displayed at any time and each has a designati

such as D1, D2......D5. If a new code is logged into t

memory, it will replace the oldest non-active code in

the display. If all five of the existing displayed codesare active, the code with the lowest priority that is no

included on the severity list is dropped from the

display. Access to the diagnostic codes and code

information is through one of the following:

Pushbutton and lever shift selectors

Allison DOCdiagnostic tools

Vehicle manufactures diagnostic tool

The TCM separately stores the active and historical

(non-active) codes. An active code is any code that i

current in the TCM decision-making process.


64/116

PUSHBUTTON SHIFT SELECTOR

(Full-Function, Non Strip-Type)

Bring the vehicle to a stop at a safe location.

Apply the parking brake.

TO DISPLAY STORED CODES

To display a code such as P0974, simultaneously

press the (Up) and (Down) arrow buttons (refer

to Figure 17) once to access the diagnostic display

mode (twice if an oil level sensor is installed) or

press the MODEbutton once (twice if an oil

level sensor is installed).

The display will first read D 1, next will be a

blank and P, next will be 0 9, and last will be 7 4.

It will continue to rotate through this sequence

until the (Up) and (Down) arrows or MODE

button is press.

When the (Up) and (Down) arrows or the

MODEbutton is pressed, the next code will dis-

play starting with D 2 and rotate through the next

code in the same sequence as above.

LEVER SHIFT SELECTOR

Bring the vehicle to a stop at a safe location.

Apply the parking brake.

TO DISPLAY STORED CODES

To display a code, press the MODE button (refer

to Figure 18) once to access the diagnostic dis-

play mode (twice if an oil level sensor is

installed).

The lever shift selector has a two digit displaywith one digit above the other (refer to

Figure 18).

To display a code such as P0974, the lever shift

selector display will first read D above 1, indicat-

ing the first position. Next will be a blank display

above P. Then 0 above 9 will display, and the last

display will be 7 above 4. It will continue to

rotate through this sequence until the MODEbutton is pr

3000 4000 Principii de Operare

Documents

3000 4000 Principii de Operare