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SECTION B: SYSTEM OPERATION

3000 AND 4000 PRODUCT FAMILIES


ALLISON 4TH GENERATION CONTROLS

Items discussed in the SYSTEM OPERATION section are:

1.0 GENERAL

2.0 STARTING THE ENGINE

3.0 OPERATION OF THE SHIFT SELECTOR


3.1 "Keypad" Pushbutton Shift Selector Operation
3.2 "Strip" Pushbutton Shift Selector Operation
3.3 Lever Shift Selector Operation
3.4 Shift Schedules
3.5 Shift Inhibits, Holds, and Preselects
3.6 Function of the Mode Button
3.7 Shift Selector Display
3.8 Operation During a CAN Link Failure

4.0 CONTROL SYSTEM DIAGNOSTICS


4.1 "Check Trans" Light
4.2 Allison DOC for PC Diagnostics Program
4.3 Diagnostic Codes

5.0 OPERATION OF OTHER TRANSMISSION FEATURES


5.1 Oil Level Sensor
5.2 Retarder
5.3 Control of the Transmission with Two Shift Selectors
5.4 Differential Clutch (Seven-Speed 3000 Product Family Models)
5.5 Special Uses, i.e Cooling Tests

APPENDIX I: Typical Shift Sequences


I-A 3000 Product Family Models
I-B 4000 Product Family Models

APPENDIX II: Diagnostic Codes

APPENDIX III: Troubleshooting Data


(Cross-Reference of Wire Number to Control Function)

Revision History

G4CMB34 November 11, 2005


SECTION B: SYSTEM OPERATION: 3000 & 4000 PRODUCT FAMILIES
1.0 GENERAL
The purpose of this section is to describe the function and operation of the transmission control
system and components. Included in this section are discussions of: starting the vehicle; operation
of the shift selector(s), including usage of the MODE button and availability of multiple shift sched-
ules; understanding and using the diagnostic telltales; and operation of optional transmission fea-
tures, i.e. retarder controls, or differential clutch for seven-speed models in the 3000 Product Family.

2.0 STARTING THE ENGINE


No special procedure is required. The driver must simply verify that the brakes are applied and
NEUTRAL has been selected if the vehicle is equipped with a lever or "strip" pushbutton shifter. The
"keypad" pushbutton shifter will automatically initialize in Neutral. When this condition is present and
the ignition is turned on, the digital display will indicate "N" for Neutral in both the SELECT and MONITOR
display windows. This indicates NEUTRAL has been both selected and attained and that the engine
may now be started.
WARNING: When starting the engine, make sure the service brakes are applied.
Failure to apply service brakes may result in unexpected vehicle movement.

3.0 OPERATION OF THE SHIFT SELECTOR


The vehicle may be equipped with one or two shift selectors, depending upon the number of operator
stations for driving the vehicle and/or operating chassis-mounted equipment. The shift selector(s)
may be either pushbutton or lever type. When the vehicle is equipped with two shift selectors, the
active shifter's display is lit. The display of the inactive selector shows a dash ( ) for both Select
and Monitor gear ranges.

With an Allison automatic transmission, the shift selector is used by the operator to select Neutral
(N), Reverse gear (R), or a range of forward gears. When a forward gear range has been selected,
the transmission starts in the lowest gear of the range and, as conditions permit, automatically
upshifts until the highest gear in the selected range is in use. (See Appendix I for typical shift se-
quences for each transmission type). A two-character display is included on the face of each lever
and keypad pushbutton shift selector. The left character of the display appropriately designates N, R,
or the highest gear available of the selected forward range. The right character of the display desig-
nates the actual gear which is being commanded by the TCM. The strip shift selectors do not
feature this type of display.

The control system is programmed to invoke measures which inhibit transmission operation and/or
the changing of operating states of the transmission during certain operating conditions. During
these circumstances, transmission range shifts may not occur as requested by the operator or as
described above. Refer to Section 3.5 (Shift Inhibits) for additional details.

WARNING: If you leave the vehicle and the engine is running, the vehicle can move
suddenly and you or others could be injured. If you must leave the engine running, do
not leave the vehicle until you:
Put the transmission in NEUTRAL, and
Ensure that the engine is at low idle rpm (below 1000 rpm), and
Apply the park brake and emergency brakes and make sure they are properly
engaged, and
Chock the wheels and take any other steps necessary to keep the vehicle from
moving.

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WARNING: The vehicle service brakes, park brake, or emergency brake must be
applied whenever NEUTRAL is selected to prevent unexpected vehicle movement.
Selecting NEUTRAL does not apply the vehicle brakes unless an auxiliary system to
apply the park brake is installed by the vehicle manufacturer.

3.1 "KEYPAD" PUSHBUTTON SHIFT SELECTOR OPERATION


Although this type of shift selector is available in
three different styles (see Figure B-1), the function "COMMON" "STANDARD" "COMPACT"
of the keypad buttons are identical on all types.

Select Reverse gear by pressing "R".

Select Neutral by pressing "N". The area around


the "N" button is a raised ridge so the driver can
orient his hand to the pushbuttons by touch,
without looking at the display. It is not necessary
to press this button prior to starting the vehicle.
G4-141

Select Drive range by pressing "D". The highest G4-139

forward gear will appear on the SELECT display G4-140


and the transmission will shift to the starting gear.
Figure B-1: Keypad Pushbutton Shift
The UPSHIFT and DOWNSHIFT arrow buttons Selectors
are used to select a higher (if not in "D") or lower
(if not in "1") forward range. One press changes the range selected by one range. If the button is
held continuously, the selected range will continue to change up or down until the button is released
or until the highest or lowest possible range of gears is selected.

The sixth button on the pushbutton keypad, the MODE button, is used to invoke a special function
which has been programmed into the TCM. See Section 3.6 for additional details.

All six keypad buttons are continually backlit during normal vehicle operation. If the vehicle is
equipped with two operator stations and two shift selectors, only the active shift selector is backlit.
Backlighting of the inactive selector is disabled to designate that requests from this shift selector will
not be honored.

During normal operation with "D" (Drive) selected, the SELECT section of the display shows the high-
est attainable forward range for the shift schedule in use. The MONITOR section of the display de-
notes the gear which has been commanded in the transmission. Reverse "R" and Neutral "N" are
likewise displayed when appropriately selected and in use. The display of any other character in the
SELECT or MONITOR section denotes a non-standard operating condition. See Section 3.7.

Separately, the UPSHIFT and DOWNSHIFT buttons are not functional in Neutral or Reverse. Press-
ing both buttons simultaneously with the transmission in Neutral invokes a service or diagnostic
function:
if the transmission is not equipped with an oil level sensor, depressing the buttons invokes the
controls diagnostic mode. Refer to Section 4.3 for details.
if the transmission is equipped with an oil level sensor, pressing the buttons once invokes the
control system oil-level check Refer to Section 5.1. Pressing the buttons simultaneously the
second time invokes the controls diagnostic mode. Refer to Section 4.3.

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3.2 "STRIP" PUSHBUTTON SHIFT SELECTOR OPERATION
Function of this shifter is similar to the "keypad" pushbutton shifter. Buttons on the "strip" shifters,
however, are arranged in a single horizontal row or a single vertical column. Refer to Figure B-2.

When selected, the buttons on these shifters


physically latch into the depressed position.
The button of a selected range remains de-
pressed until it is released by the selection of SE058H

another range. Backlighting of the buttons for


these selectors is similar to the "keypad" SE058V
pushbutton shifters.
"HORIZONTAL" "VERTICAL"
Note that the various strip selectors do not Also available in Also available in
three-button six-button
include the "Select" and "Monitor" range dis- configuration
configuration
plays as do the keypad pushbutton shifters.
Vehicles which use a strip selector may use a Figure B-2: Strip Shift Selectors
customer-furnished range display for this
purpose. In addition, the MODE button (an
integral feature of the keypad pushbutton shifter) is not provided in the strip shifters. Therefore,
access to an alternate (secondary mode) shift schedule or activation of shift calibration "input func-
tions" features which are frequently actuated by the MODE button on the other shifters requires
use of a customer-furnished electrical switch for external activation of these features if the strip
shifter is used. Refer to the documentation for Input and Output Function and Packages.

3.3 LEVER SHIFT SELECTOR OPERATION


Refer to Figure B-3.

R REVERSE

N NEUTRAL; must be selected prior to starting the engine

D DRIVE; selects the highest available forward range. Trans-


mission shifts to first gear for starting, and will automati-
cally upshift through the gears (as operating conditions
warrant) until the highest available gear is attained.
1-7 FORWARD RANGE selection; transmission is shifted to
first gear for starting. The gear selected on the shift
selector is the highest gear which will be attained during
automatic shifting.

The lever shifter features a detent to prevent inadvertent shifting


between R, N, and D. To release the lever from any of these
positions, the detent must first be unlocked by depressing the
finger release button on the shifter handle. All other forward
ranges can be selected by simply moving the lever.

Function of the SELECT / MONITOR display is similar to that of the


"keypad" pushbutton shift selector (Section 3.1). Likewise,
backlighting of the range legend strip on this selector is similar
to the backlighting of buttons on the "keypad" pushbutton shift G4-143

selectors. Figure B-3: Lever Shift Selector

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With the transmission in Neutral, depressing the display mode button (See Figure B-3) invokes a
service or diagnostic function:
if the transmission is not equipped with an oil level sensor, depressing the button invokes the
controls diagnostic mode. Refer to Section 4.3 for details.
if the transmission is equipped with an oil level sensor, pressing the button once invokes the
control system oil-level check Refer to Section 5.1. Pressing the button a second time invokes
the controls diagnostic mode. Refer to Section 4.3.

3.4 SHIFT SCHEDULES


The points at which shifting occurs is dependent upon predetermined speeds and other operating
conditions. A transmission "shift calibration" includes several sets of shift points which may be
requested by the operator according to current or anticipated operating conditions.

The Primary and Secondary shift schedules are used during most vehicle operation. Proper selec-
tion of these schedules permits vehicle operation to be tailored toward fuel economy or maximized
performance. Several combinations of Primary/Secondary shift schedules, which are customer-
specified when ordering the TCM, are readily available. For more details, refer to the "Shift Calibra-
tion" section of the Customer Specification Sheet (CSS) for the appropriate transmission model.
The CSS library is accessible only through the Extranet portal of the Allison Transmission website
(www.allisontransmission.com). Select Customer Specification Sheet (CSS) from the Extranet home
page menu. Contact your Allison Transmission representative if you do not have access to the
Allison Transmission Extranet.

PRIMARY This shift schedule is used each time the vehicle is started. Typically, this is used for
normal vehicle operation.

SECONDARY This is an alternate shift schedule that the ECU uses upon request. The request
can be interlocked with a vehicle component, or be operator-controlled via the MODE button or a
dash mounted switch.

CRUISE MODE This third shift schedule is activated when a J1587 or J1939 datalink message is
received indicating cruise control is active.

RETARDER The retarder shift schedule incorporates raised closed throttle downshifts for addi-
tional cooling during retarder operation. Retarder closed throttle downshifts are about half way
between the normal closed throttle and preselect down shifts (See section 3.5). This shift schedule
is automatically activated when the retarder is switched on for all models except those used in bus
duty cycles ("B" and "T" models).

As a calibration option, this schedule can also be used whenever Engine Brake Enable input function
is activated. These lowered preselect shift points will be used until the customer selectable
preselect range is achieved.

OVER-TEMPERATURE The transmission is restricted to 4th range during oil over-temperature


conditions. If the transmission is above 4th range when over-temperature occurs, preselect down-
shifts are used until 4th range is reached.

Additional Hold Upshift and Preselect Downshift schedules, which are established appropriately on
the basis of engine characteristics, vehicle gearing, etc, provide additional operating benefits. These
topics are discussed further in section 3.5.

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3.5 SHIFT INHIBITS, HOLDS, AND PRESELECTS
When appropriate, the control system will invoke built-in logic to protect against certain types of
abusive operation. For example, the controls incorporate shift inhibits which minimize destructive
overspeeding of the engine when making downshifts, and prevent shifting between reverse and
forward gears at improper speeds. If a requested forward-to-reverse or reverse-to-forward shift has
been inhibited by the TCM, the display on the shift selector will flash the inhibited range ("D" or "R").

The transmission controls also incorporate a "hold upshift" shift schedule, which is effective if the
transmission is not operating in its highest range. When this shift schedule is active, upshift points
(section 3.4) are raised in order to inhibit ("hold") the transmission from upshifting beyond the current
range. "Holds" are activated by selecting the current range or a lower range on the shift selector.
CAUTION: A typical use of the "hold" feature is to maximize engine braking when
operating downhill. In order to prevent engine overspeeding, however, the hold
function is not infinite. It will permit shifts from the hold range to the next higher range
at some speed above the shift calibration speed.

Similar to using the "hold" feature, the operator may initiate the "preselect downshift" shift schedule
by selecting any forward gear lower than "D" on the shift selector. When a range has been
"preselected" in this manner, shift points to and from gear ranges above the preselected range are
higher than the normal shift points. Shifts below the preselected range are not affected. "Preselect
downshifting" is beneficial in maintaining higher engine speed which results in higher braking during
downhill operation or vehicle deceleration cycles. Preselect shifts are permitted only if an engine
overspeed condition will not occur after the shift is complete.

3.6 FUNCTION OF THE MODE BUTTON


This feature is not available with strip pushbutton shift selectors. The MODE button,
which is used to invoke a special function that has been programmed into the TCM, is MODE
located on the bezel face of lever and keypad bushputton shift selectors. A small red
light near the MODE button is illuminated when the function is activated. A label should
be placed near the mode button to identify the function associated with a mode change.
(A variety of labels are supplied with each shifter for this purpose). Refer again to Figure B-3 for the
location of the MODE button and label on a lever shift selector. These items are located in similar
positions on all keypad pushbutton selectors.

3.7 SHIFT SELECTOR DISPLAY

3.7.1 DURING NORMAL OPERATING CONDITIONS


DISPLAY DESCRIPTION
Select: During normal operation, this display indicates the gear range which has been
selected.

Monitor: During normal operation, this display indicatess the actual gear in which the
transmission is currently operating.

Dash: In a dual selector system, the inactive selector will display a dash in the SELECT
display location.

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3.7.2 OPERATION DURING DIAGNOSTIC OR INHIBITED CONDITIONS
DISPLAY DESCRIPTION
Select: During a DO NOT SHIFT condition, this display on the shift selector is blank.

Monitor: During a DO NOT SHIFT condition, the CHECK TRANS light is activated and this
display indicates the range in which the the transmission is locked.

Flashing Display: The flashing display indicates the shift is either temporarily or permanently
inhibited. The inhibit may clear if the cause of the inhibit clears within 3 seconds
of the shift request. Otherwise, the operator must re-select range.

All Segments On: If all segments of the display are on for more than 12 seconds, the TCM has not
completed initialization. A diagnostic code is associated with this condition.

Blank Display: This condition indicates either lack of power to the selector or the CAN (J1939)
Link is failed. Continuous blank indicates loss of power to the selector. If the
blank display changes to a single or double cat-eye display, other conditions
exist. See cat-eye discussions below.

Single Cat-Eye: This display indicates a selector fault other than loss of power and is always
(|) accompanied by a selector code. The single cat-eye is displayed in the Select
display location immediately after a selector fault is detected.

Double Cat-Eyes: This display indicates a failure of the CAN communication link and is always
(|) (|) accompanied by a diagnostic code. The cat-eyes are illuminated in both the
Select and Monitor locations after approximately 12 seconds of blank display.

WARNING: Without the CAN link, the shift selector cannot display the
selected transmission range. Vehicle operation will be affected. Refer
to Section 3.7.3.

3.7.3 OPERATION DURING A CAN LINK FAILURE


In the event of loss of the CAN communications link, limited communication between the TCM and
Allison CAN-based shift selectors (keypad pushbutton and lever) continues through the Direction
Signal wire 134. This limited communication permits the operator to select the operating direction
(Drive, Neutral, or Reverse) in order that the vehicle may be driven to a service location. Operator
requests for range upshifts and downshifts will not be recognized, and the shift selector display will
not display the selected transmission range due to the lack of CAN signal.

WARNING: Assuming proper installation of Direction Signal wire 134, most Allison shift
selectors* may still be used to command transmission direction changes in these
circumstances. Due to the failure of the CAN communication, however, the shift
selector cannot display the selected range. When this condition exists, it is advisable
to slowly and carefully apply the throttle each time a change of direction has been
selected in order to verify the direction of operation before accelerating the vehicle.
The operator must be advised of this limitation in the vehicle operating instructions.

* This feature is not available with "strip pushbutton" shift selector models.

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November 11, 2005
4.0 CONTROL SYSTEM DIAGNOSTICS
Diagnostic features are provided with the transmission control system to assist in troubleshooting of
malfunctions and/or the monitoring of specific operating parameters. An electronic oil level sensor is
available as a standard feature of most transmission models. Other features include a CHECK TRANS
light at the operators station and a PC-based diagnostic program. The latter item is used primarily
as a service tool. When a control system malfunction is detected, a series of "diagnostic codes" are
used to identify and clarify the nature of the malfunction.

4.1 "CHECK TRANS" LIGHT


The CHECK TRANS light is usually located on the instrument panel and may be controlled
CHECK either by hardwiring to the TCM (wire 129) or by messages over the vehicle communi-
TRANS
cations datalink.
OR
Refer to Section D:Vehicle Electrical System Interface of this manual for details relating
to installation of the Check Trans light using the wire 129 interface. If wire 129 is used
to illuminate this indicator light, the TCM will illuminate the light briefly as a bulb check
at TCM power-up.

If illumination of the light is controlled by the vehicle communications datalink, the controller which
physically actuates this light must perform a bulb check or functionality check at the beginning of
each ignition (key switch) cycle. Refer to Datalink Communications documentation for additional
information and requirements.

After start-up, illumination of the light indicates that a problem has been detected and that shifts may
be restricted. Depending upon the severity of the problem, operation may continue in order to reach
service assistance.

WARNING: When this light is illuminated, the TCM may not respond to shift selector
requests, since operating limitations are being placed on the transmission. Direction
changes may not occur.

Any time this light has been illuminated, the TCM will register a diagnostic code, which may subse-
quently be recalled using the Allison DOC for PC diagnostic program.

For vehicles which are compliant to industry On Board Diagnostics II (OBD-II) requirements, the
CHECK ENGINE light may serve the function of the CHECK TRANS light.

4.2 ALLISON DOC FOR PC DIAGNOSTICS PROGRAM


Control system diagnostics are provided with this PC (Windows)-based interface/software program
which is available through Allison service tool sources. The purpose of the program is to assist in
the installation checkout and the troubleshooting of malfunctions as detected by the TCM. It may
also be used to modify certain customer-modifiable parameters, including Input/Output Function
packages. For more information, refer to Section E: Input / Output Functions of this manual and to
the operators literature which is provided with the PC program.

The diagnostics program uses the PC as a receiver/transmitter/display unit. The program transmits
and receives data to/from the TCM, processes the data and displays appropriate information to the
service technician. Operating instructions are supplied with the software.

For source information, refer to Section F: Controls Support Equipment of this manual.

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4.3 DIAGNOSTIC CODES
Illumination of the CHECK TRANS light at any time after the start-up bulb check indicates that the TCM
has registered a diagnostic code. As many as five codes may be recorded in memory, listed in the
order of newest to oldest. Diagnostic codes may be accessed through Allison DOC for PC or by
displaying the codes on the display of the shift selector. Codes may be displayed at any transmis-
sion output shaft speed.

To display diagnostic codes using the display of a pushbutton shift selector, simultaneously press the
UPSHIFT and DOWNSHIFT arrows on the selector. If an oil level sensor is present, fluid level is
displayed first (see Section 5.1) and the UPSHIFT and DOWNSHIFT arrows must be pressed simul-
taneously a second time to access the diagnostic code readout. The display of diagnostic codes
with a lever shift selector is actuated by pressing the display button (the button with the Allison logo
see Figure B-3). The diagnostic code display is initiated by depressing this button either once (trans-
missions without oil level sensor) or twice (transmissions with oil level sensor). When displayed on
a shift selector, each code consists of four sequential elements, each being either one or two char-
acters. The display for each code repeats continuously until the next code (if present) is accessed
by depressing the MODE button. The following example illustrates the display cycle for the newest
code in memory (code P2534 used for illustration purposes):
d1 Code list position (Note: d1=newest code, d5=oldest code in memory)
P Code type
25 Main code
34 Subcode
d1; P; 25; 34 Code repeats until next code (d2) is accessed by depressing the MODE button

If the condition which generated the code is active, the LED indicator on the selector will be illumi-
nated simultaneously with the display of the code. If the condition which generated the code no
longer exists, the LED is not illuminated and the code is maintained only as a historical record of the
prior condition.

Any of the following methods may be used to exit the diagnostic display mode:
1. With pushbutton shift selectors: Simultaneously depress the UPSHIFT and DOWNSHIFT arrows
or press any range button, D, N, or R. If the shift is not inhibited by an active code, the TCM will
command the transmission to shift to the selected range.
2. With lever shift selectors: Momentarily press the display mode button or move the shift selector
to any shift position other than the one selected when the diagnostic display mode was activated.
If the shift is inhibited due to a service condition, the TCM will continue to command the current
transmission range attained and the lever should be returned to its previous position.
3. Wait until timeout (approximately ten minutes). The system will automatically return to the normal
operating mode.
4. Turn off the vehicle engine with the ignition switch, which turns off power to the TCM.

To further assist when troubleshooting, a cross-reference of diagnostic codes with the associated
transmission or controls incident is appended in tabular form at the end of this section (Appendix II).
In addition, a wiring harness summary of function by wire number is also provided (Appendix III).

After a fixed number of ignition cycles, any code will automatically disappear from memory if it has
not reoccurred. "Ignition cycle counts", which indicate the age of a stored code, and "event counts",
which indicate the frequency of code occurrence, are available for reference but accessible only
with a diagnostic program.

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November 11, 2005
5.0 OPERATION OF OTHER TRANSMISSION FEATURES

5.1 OIL LEVEL SENSOR (OLS)


5.1.1 FUNCTIONALITY
Most transmission models are equipped with an electronic oil level sensor (OLS) as standard equip-
ment. Refer to Features and Options for your specific Product Family to determine if the OLS is
available with your transmission model. The OLS is designed to measure transmission oil level only
when the vehicle is on a level surface and when a specific combination of operating conditions exist:
- engine must be at idle
- Neutral must be selected
- zero output speed
- transmission sump oil must be within an operating temperature band: 82104C (140F220F)
- once the first four conditions are met, and a 2 minute "waiting" period has passed (to facilitate
consistent oil drain back), oil level measurement will be displayed.

When the OLS is in operation, the display provision of the transmission shifter is used to indicate oil
level status to the operator. Since the hardware configuration and provisions vary with each type of
shifter, the method of OLS readout also varies for each shifter type as described below. The OLS is
not operable in vehicle installations which use the strip pushbutton shift selector, as these selectors
have no means to display the oil level information.

5.1.2 OLS WITH "KEYPAD" PUSHBUTTON SHIFT SELECTOR


To enter OLS readout mode (after meeting the conditions noted above), simultaneously press the
UPSHIFT and DOWNSHIFT arrows on the shifter. If the five conditions noted above are present, the
display will immediately enter the reading mode. If the "waiting" period has not elapsed, the readout
of the shifter display will become a flashing numeral, counting down from 8 to 1 until the waiting
period is complete.

After attaining the reading mode, the display will sequentially flash the oil level information two char-
acters at a time. For example:
oL; oK Oil Level is OK
oL; Lo; 1 Oil Level is LOw 1 quart
oL; HI; 2 Oil Level is HIgh 2 quarts

Invalid for Display fault is reported when conditions do not allow the fluid level to be checked. An
Invalid for Display condition is reported by the display of "oL", followed by a " " and then a number.
The displayed number is a fault code, and indicates the improper condition or system malfunction.
Refer to the following list for the fault codes and their causes:
Code Cause of Code
oL; ; X * Waiting period is not complete
oL; ; 50 Engine speed (rpm) too low
oL; ; 59 Engine speed (rpm) too high * The display is a flashing numeral,
oL; ; 65 N (Neutral) must be selected counting down from 8 to 1 until
oL; ; 70 Sump fluid temperature too low the waiting period is complete.
oL; ; 79 Sump fluid temperature too high
oL; ; 89 Output shaft rotation
oL; ; 95 Sensor failure (may be speed sensor, throttle sensor, temperature sensor, or oil
level sensor but this indication does not identify which has failed)

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At any time in this sequence, simultaneously pressing the UPSHIFT and DOWNSHIFT arrows directs
the TCM to enter the transmission diagnostic mode as described in section 5.4. "D", "N", or "R"
may also be selected on the shifter at any time OLS mode will abort and normal transmission
operation will commence. Shifts are not inhibited.

5.1.3 OLS WITH LEVER SHIFT SELECTOR


To enter OLS readout mode (after meeting the conditions noted above), press the display mode
button (the button with the Allison logo). The oil level checking function and display readout are the
same as for the pushbutton shifter. Similarly to the keypad pushbutton shifter, depressing the display
mode button a second time will direct the TCM to the transmission diagnostic mode. Likewise,
selecting a range on the shifter at any time will abort OLS mode and immediately begin normal
transmission operation.

5.2 RETARDER
The purpose of the retarder is to assist in stopping the vehicle during stop-and-go driving and to
control the downhill speed of the vehicle on a grade. For both of these uses, the retarder serves to
extend the life of the service brakes and to enhance vehicle control.

When the retarder enable switch is turned ON to enable the retarder system, a special "retarder
mode" shift schedule is activated (except for "B" and "T" transmission models used in bus duty
cycles). This shift schedule incorporates raised closed throttle downshifts for additional cooling. The
actual amount of retardation is controlled by the operator and will depend on the type of retarder
control used in the vehicle. Various hand, foot and automatic control techniques are used as de-
scribed in Technical Document 175 (TD-175), Guidelines for Selecting Retarder Controls. This same
document includes a guidelines regarding installation of the retarder enable switch.
NOTE: The retarder enable switch is used to turn the retarder OFF for slippery road
conditions.

As the vehicle approaches a stop, the retarder automatically disengages. The output shaft speed at
which this disengagement occurs is shown in Table B-4:

Normal Sump Temp


Conditions Above 121 C (250 F)
Speed which enables retarder shift schedule: 375 RPM * 475 RPM *
Speed which disables retarder:
Close Ratio Models: 215 RPM * 450 RPM *
Wide Ratio Models: 165 RPM * 450 RPM *

* Transmission output shaft speed


Figure B-4: Retarder Shift Schedule Speeds

5.2.1 RETARDER CAPACITY REDUCTION

NOTE: In the event of excessively high temperatures in the transmission fluid and/or
engine coolant during retarder operation, the maximum available retarder capacity may
be reduced, which will affect vehicle operation.

Retarder capacity is reduced if the transmission retarder-out or transmission sump temperature


exceeds specified limits, as detected by temperature sensors which are integral to the transmission.

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Additionally, retarder capacity is reduced in the event of elevated engine water temperature, based
on:
detection by a customer-furnished engine water temperature sensor which provides an analog
input signal to the TCM, or
engine water temperature as communicated to the TCM with an engine coolant sensor or via an
SAE J1939 or J1587 datalink

NOTE: The default setting in the TCM calibration specifies that engine coolant
temperature is to be obtained from an engine-mounted thermister. Accordingly, the
TCM will automatically search for the presence of a thermister. If the engine water
temperature is to be obtained via either of the two datalink sources, the TCM
calibration must be changed.

BASED ON RETARDER TEMPERATURE Maximum retarder


182 C (360 F)
Refer to Figure B-5. If the retarder temperature capacity reduction
exceeds 143 C (290 F), the TCM will raise the
closed throttle downshift points by invoking the Retarder Overtemp
preselect downshift schedule. Use of the preselect light is activated and
166 C (330 F)
an active Diagnostic
downshift schedule forces downshifts to occur at Code P2740 is logged
higher than normal road speeds, which increases
coolant flow through the transmission cooler and Capacity Reduction continues until
engine radiator. it is reduced to approximately 27%
of maximum available capacity
If the retarder temperature exceeds 149 C (300 F),
149 C (300 F) Retarder capacity
retarder capacity will begin to be reduced. Capacity
reduction begins
reduction will continue until it is reduced to approxi-
mately 27% of the maximum available retarder
capacity. Preselect Downshift
143 C (290 F)
schedule is invoked

NOTE: If the output speed increases 300


RPM above the speed at which capacity Figure B-5: Retarder Function At
reduction starts, full retardation is restored. Elevated Retarder Temperatures

If the retarder temperature exceeds 166 C (330 F), the retarder temperature indicator output will be
activated. This illuminates a retarder over-temperature light that alerts the operator of excessive
retarder temperature. The retarder temperature light will be deactivated when the retarder tempera-
ture drops below 159 C (318 F).

If the retarder temperature remains above 166 C (330 F) for ten consecutive seconds, an active
diagnostic code P2740 (retarder oil temperature hot) will be logged by the TCM. When the tempera-
ture drops and remains below 166 C (330 F) for ten consecutive seconds, the code will become
inactive and will be stored in memory.

BASED ON TRANSMISSION SUMP TEMPERATURE


Independently of the retarder temperature, if the transmission sump temperature exceeds 117 C
(240 F), retarder capacity will similarly be reduced as described above.

The overtemperature indicator is activated and the overtemp diagnostic code is logged if the sump
temperature exceeds 121 C (250 F) for fifteen (15) minutes, exceeds 128 C (262 F) for more than
one minute, or instantaneously reaches 132 C (270 F).

Allison 4th Generation Controls: 3000 & 4000 Product Families Page B-12
November 11, 2005
BASED ON ENGINE WATER TEMPERATURE
If optional engine water capacity reduction and/or preselect downshifts are used, similar responses
occur based on excessive engine water temperature. Parameters which define the logic and charac-
terization of the capacity reduction are defined in Figure B-6. These parameters are programmable
when the shift calibration is defined. Details are tabulated in Figure B-6.

STD. ALLOWABLE
RETARDER PARAMETERS UNITS VALUE RANGE
Temperature to invoke retarder auto preselects C Std. 102C 82.2C 123.9C
with hot engine water Low 93C

Engine Water Based retarder capacity reduction n/a OFF ON / OFF

Temperature to begin engine water temperature C Std. 97.5C 82.2C 123.9C


based capacity reduction Low 90C

Slope/rate of retarder capacity reduction % torque/C Std. 0.028 0.000* 1.000*


Low 0.028 0.000* 1.000*
* 0=0%, 1.000=100%

Flash temperature indicator prior to invoking n/a OFF ON / OFF


capacity reduction or preselect shift schedule
based on engine water temperature

Flash temperature indicator prior to invoking n/a OFF ON / OFF


capacity reduction or preselect shift schedule
based on retarder temperature

Figure B-6: Retarder Capacity Reduction Factors Based on Engine Water Temperature

Allison DOC for PC (V5.0 or later) can be used to enable/disable the engine water temperature-
based capacity reduction feature. It can also be used to set two of the parameters listed in Figure
B-6: specific engine water temperature at which the retarder auto-preselect shift schedule is invoked,
and engine water temperature at which retarder capacity reduction begins. However, the slope/rate
of retarder capacity reduction must be specified/modified in the programmed shift calibration and
cannot be modified with the Allison DOC for PC program. This parameter defines the amount of
retarder capacity reduction, expressed as a percentage of its programmed maximum, as a function
of the water temperature.

Retarder capacity begins to be reduced from the maximum programmed capacity level when engine
water reaches the selected water temperature limit. The capacity will be reduced at the rate/slope
programmed into the calibration and may continue to be reduced at this rate until the retarder is
operating at approximately 27.5% of its maximum capacity, the retarder is deactivated by the operator
or by vehicle operating conditions which eliminate the need for retardation, or engine water tempera-
ture is returned to a level that does not invoke the capacity reduction.

Refer to Figure B-7 for graphical representations of the default values for both "Standard", and "Low"
capacity reduction characterizations, plus an illustration of custom capacity reduction values.

NOTE: If the output speed increases 300 RPM above the speed at which engine water
capacity reduction starts, full retardation is restored.

Allison 4th Generation Controls: 3000 & 4000 Product Families Page B-13
November 11, 2005
A677

Figure B-7: Selectable Retarder Capacity Reduction Based on Engine


Water Temperature

5.2.2 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 Disable
This feature applies only to electronic engines that communicate with the transmission on either
J1587 or J1939. The TCM calibration must specify this feature 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 downhill coasting operation. This feature is highly recommended if
the retarder apply system automatically applies the retarder at high levels at closed throttle.

If the feature is OFF in the calibration or the engine is not electronic, the TCM will command retarder
operation whenever the cruise control goes to zero throttle. This mode of operation is only accept-
able if the subsequent level of retarder apply is less than 25%

Feature 2: Retarder Cancel Cruise Control


This feature provides for a short flash of the retarder indicator output whenever the requested re-
tarder level is increased. The retarder indicator output must be wired to the engine cruise control to
turn off cruise when the level of retardation requested is changed. This operation emulates the effect
of applying the service brakes. Feature 2 is an optional feature that must be specified for the con-
trols calibration.

Allison 4th Generation Controls: 3000 & 4000 Product Families Page B-14
November 11, 2005
Assuming J1587 or J1939 engine percent load is present in cruise mode, the following describes
additional information about the use of the above features:
Configuration A. If the retarder is activated by the brake pedal with no auto apply:
neither Feature 1 or 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 doesn't 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 0%.
Using Feature 1 and Feature 2 - Feature 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, Feature 2 will cause the retarder to come on and disable
cruise if the lever is moved to increase retarder capacity during cruise operation.
Using Feature 1 without Feature 2 - Feature 1 will keep the retarder OFF during cruise operation
when the engine percent load goes to zero. Since Feature 2 is not used, the retarder will never
come on when cruise is active.
Using Feature 2 without Feature 1 - Feature 2 can be used to cancel cruise control by increasing
RMR when cruise is active and percent engine load (throttle) is not 0%.
Not Using Feature 1 or Feature 2 - If Feature 1 is not used, the retarder will apply anytime engine
percent load goes to zero. This will also cancel cruise every time. Therefore Feature 2 is not
required to cancel cruise control.

Configuration D. If the retarder is activated with a retarder pedal:


There is no auto-ON and therefore, Feature 1 is not required. Feature 2 is also not required
because cruise will be cancelled anytime the retarder pedal is used. Refer to "Retarder Enable;
Schematic Z" located in the documentation for the appropriate Input / Output (I/O) function pack-
age for your vehicle.

5.3 CONTROL OF THE TRANSMISSION WITH TWO SHIFT SELECTORS


The control system for these transmission families includes the capability to control the transmission
from two separate operator stations with a shift selector dedicated to each of the locations. The
control system will recognize operator input from only one selector at a time, which is determined by
the position of a dash-mounted switch. Installation requirements, including those for the dash switch,
are discussed in Section C: Controls Component Installation of this manual.

For vehicles configured with two shift selectors, backlighting is provided for the selector legend strip
(lever selectors) or range identification on each button (pushbutton selectors) of only the shift selec-
tor which is currently active. Backlighting of the inactive selector is disabled to designate that re-
quests from this shift selector will not be honored.

5.4 DIFFERENTIAL CLUTCH: SEVEN-SPEED MODELS, 3000 PRODUCT FAMILY


Use of the transfer case differential lock-out clutch is operator-controlled by a switched input function.
Refer to "Differential Clutch Request", Input Function AF, located in the documentation for the appro-
priate Input / Output (I/O) function package for your vehicle. While the differential clutch is ON, an
indicator light may be illuminated.

Allison 4th Generation Controls: 3000 & 4000 Product Families Page B-15
November 11, 2005
The differential clutch may be disengaged automatically at a predetermined vehicle speed or by
manually disabling the differential clutch switch.

5.5 SPECIAL USES, I.E. COOLING TESTS


Because the transmission shift controls are microprocessor-based, certain useful (but nonstandard)
transmission functions which are easily controlled by the TCM can be quite useful for diagnostics.

A transmission cooling test typically requires operation of the vehicle for an extended period of time
(until the transmission and engine fluid temperatures stabilize) with the transmission in converter
[non-lockup] mode. Due to the output torque transmitted during this type of operation, it is normally
desirable to run the test in a higher gear range in which "converter" operation is not normally
used.

The desired operating conditions (converter operation in a higher gear) may be accomplished, how-
ever, by powering the vehicle into the desired transmission gear in a normal manner, then switching
activation wire 121 of the transmission controls to Signal Return, wire 103. During normal operation,
this input to the controls system indicates activation of the vehicle ABS system. The controls system
responds to this condition by disengaging the transmission lockup clutch. The transmission will
continue to operate without lockup until the switched connection is opened.

The method described above will permit downshifts if the vehicle is slowed under load. To prevent
downshifts, use the clutch test procedure for Allison DOC for PC.

Allison 4th Generation Controls: 3000 & 4000 Product Families Page B-16
November 11, 2005
APPENDIX I: TYPICAL SHIFT SEQUENCES

I-A: 3000 PRODUCT FAMILY MODELS

Shifter Ranges
Position Available Usage

All Models except Seven-Speed Models

R Reverse Converter Backing the vehicle.


N Neutral Starting engine and stationary operation.
D* 1C-2C-2L-3L-4L-5L-6L Normal driving.
5* 1C-2C-2L-3L-4L-5L
4* 1C-2C-2L-3L-4L When road conditions, load, or traffic conditions make it
3* 1C-2C-2L-3L desirable to restrict automatic shifting to a lower range. **
2* 1C-2C-2L
1 1C-1L Pulling through mud and snow and braking on very
steep downgrades.

Seven-Speed Models

R Reverse Converter Backing the vehicle.


N Neutral Starting engine and stationary operation.
D 2C-3C-3L-4L-5L-6L-7L Normal driving.
6 2C-3C-3L-4L-5L-6L
5 2C-3C-3L-4L-5L When road conditions, load, or traffic conditions make it
4 2C-3C-3L-4L desirable to restrict automatic shifting to a lower range. **
3 2C-3C-3L
2 2C-2L
1 1C-[1L] *** Pulling through mud and snow and braking on very
steep downgrades.

* If configured with the second gear start option, the transmission will start in second gear in these ranges.

** Lower ranges provide greater engine braking for going down grades (the lower the range, the greater the
breaking effect). Always select lower ranges when using the retarder or engine brake to descend grades.

*** Lockup is available only at wide open throttle.

Allison 4th Generation Controls: 3000 & 4000 Product Families Page B-17
November 11, 2005
APPENDIX I: TYPICAL SHIFT SEQUENCES

I-B: 4000 PRODUCT FAMILY MODELS

Shifter Ranges
Position Available Usage

All Models except Seven-Speed Models

R Reverse Converter Backing the vehicle.


N Neutral Starting engine and stationary operation.
D* 1C-2C-2L-3L-4L-5L-6L Normal driving.
5* 1C-2C-2L-3L-4L-5L
4* 1C-2C-2L-3L-4L When road conditions, load, or traffic conditions make it
3* 1C-2C-2L-3L desirable to restrict automatic shifting to a lower range. **
2* 1C-2C-2L
1 1C-1L Pulling through mud and snow and braking on very
steep downgrades.

Seven-Speed Models

R Reverse Converter Backing the vehicle.


N Neutral Starting engine and stationary operation.
D 2C-3C-3L-4L-5L-6L-7L Normal driving.
6 2C-3C-3L-4L-5L-6L
5 2C-3C-3L-4L-5L When road conditions, load, or traffic conditions make it
4 2C-3C-3L-4L desirable to restrict automatic shifting to a lower range. **
3 2C-3C-3L
2 2C-2L
1 1C-[1L] *** Pulling through mud and snow and braking on very
steep downgrades.

* If configured with the second gear start option, the transmission will start in second gear in these ranges.

** Lower ranges provide greater engine braking for going down grades (the lower the range, the greater the
breaking effect). Always select lower ranges when using the retarder or engine brake to descend grades.

*** Lockup is not available in standard shift calibrations. Calibrations with lockup in this range are available
upon request.

Allison 4th Generation Controls: 3000 & 4000 Product Families Page B-18
November 11, 2005
APPENDIX II: DIAGNOSTIC CODES, 3000/4000 PRODUCT FAMILIES
C1312 Retarder Request Sensor Failed Low P0964 Pressure Control Solenoid (PCS) 2 System Open
C1313 Retarder Request Sensor Failed High P0965 Pressure Control Solenoid (PCS) 2 System Performance
P0966 Pressure Control Solenoid (PCS) 2 Control Circuit Low
P0122 Pedal Position Sensor Circuit Low Voltage
P0967 Pressure Control Solenoid (PCS) 2 Control Circuit High
P0123 Pedal Position Sensor Circuit High Voltage
P0968 Pressure Control Solenoid (PCS) 3 System Open
P0218 Transmission Fluid Overtemperature P0969 Pressure Control Solenoid (PCS) 3 System Performance
P0561 System Voltage Performance P0970 Pressure Control Solenoid (PCS) 3 Control Circuit Low
P0562 System Voltage Low P0971 Pressure Control Solenoid (PCS) 3 Control Circuit High
P0563 System Voltage High P0972 Shift Solenoid (SS) 1 Control Circuit Open
P0973 Shift Solenoid (SS) 1 Control Circuit Low
P0602 TCM Not Programmed
P0974 Shift Solenoid (SS) 1 Control Circuit High
P0610 TCM Vehicle Options Error (Trans ID)
P0975 Shift Solenoid (SS) 2 Control Circuit Open
P0613 TCM Processor
P0976 Shift Solenoid (SS) 2 Control Circuit Low
P0614 Torque Control Mismatch (ECM/TCM)
P0977 Shift Solenoid (SS) 2 Control Circuit High
P0634 TCM Internal Temperature Too High
P0989 Retarder Pressure Sensor Failed Low
P063E Auto Configuration Throttle Input Not Present
P0990 Retarder Pressure Sensor Failed High
P063F Auto Configuration Engine Coolant Temp Input Not Present
P1739 Incorrect Low Gear Ratio
P0658 Actuator Supply Voltage 1 Low (HSD 1 open/gnd)
P0659 Actuator Supply Voltage 1 High (HSD 1 batt) P1891 Throttle Position Sensor PWM Signal Low Input
P1892 Throttle Position Sensor PWM Signal High Input
P0701 Transmission Control System Performance
P0702 Transmission Control System Electrical (Trans ID) P2184 Engine Coolant Temperature Sensor 2 Circuit Low
P0703 Brake Switch Circuit P2185 Engine Coolant Temperature Sensor 2 Circuit High
P0708 Transmission Range Sensor Circuit - High Input
P2637 Torque Management Feedback Signal "A"
P070C Transmission Fluid Level Sensor Circuit - Low Input P2641 Torque Management Feedback Signal "B"
P070D Transmission Fluid Level Sensor Circuit - High Input P2670 Actuator Supply Voltage 2 Low (HSD 2 gnd)
P2671 Actuator Supply Voltage 2 High (HSD 2 batt/open)
P0711 Transm. Fluid Temperature Sensor Circuit Performance
P2685 Actuator Supply Voltage 3 Low (HSD 3 gnd)
P0712 Transmission Fluid Temperature Sensor Circuit Low Input
P2686 Actuator Supply Voltage 3 High (HSD 3 batt/open)
P0713 Transmission Fluid Temperature Sensor Circuit High Input
P0716 Turbine Speed Sensor Circuit Performance P2714 PCS 4 Controlled Clutch Stuck Off
P0717 Turbine Speed Sensor Circuit No Signal (rapid decel) P2715 PCS 4 Controlled Clutch Stuck On
P071A Transmission Mode Switch "A" Circuit P2718 Pressure Control Solenoid (PCS) 4 System Open
P071D Transmission Mode Switch "B" Circuit P2719 Pressure Control Solenoid (PCS) 4 System Performance
P0721 Output Speed Sensor Circuit Performance P2720 Pressure Control Solenoid (PCS) 4 Control Circuit Low
P0722 Output Speed Sensor Circuit No Signal (rapid decel) P2721 Pressure Control Solenoid (PCS) 4 Control Circuit High
P0726 Engine Speed Input Circuit Performance P2723 PCS 1 Controlled Clutch Stuck Off
P0727 Engine Speed Input Circuit No Signal (rapid decel) P2724 PCS 1 Controlled Clutch Stuck On
P0729 Incorrect 6th Gear Ratio P2727 Pressure Control Solenoid (PCS) 1 System Open
P2728 Pressure Control Solenoid (PCS) 1 System Performance
P0730 Incorrect Neutral Gear Ratio
P2729 Pressure Control Solenoid (PCS) 1 Control Circuit Low
P0731 Incorrect 1st Gear Ratio
P0732 Incorrect 2nd Gear Ratio P2730 Pressure Control Solenoid (PCS) 1 Control Circuit High
P0733 Incorrect 3rd Gear Ratio P2736 Pressure Control Solenoid (PCS) 5 System Open
P0734 Incorrect 4th Gear Ratio P2737 Pressure Control Solenoid (PCS) 5 System Performance
P0735 Incorrect 5th Gear Ratio P2738 Pressure Control Solenoid (PCS) 5 Control Circuit Low
P0736 Incorrect Reverse Ratio P2739 Pressure Control Solenoid (PCS) 5 Control Circuit High
P0741 Torque Converter Clutch System Stuck Off P2740 Retarder Oil Temperature Hot
P2742 Retarder Oil Temperature Sensor Circuit - Low Input
P0776 PCS 2 Controlled Clutch Stuck Off
P2743 Retarder Oil Temperature Sensor Circuit - High Input
P0777 PCS 2 Controlled Clutch Stuck On
P2761 TCC PCS Control Circuit Open
P0796 PCS 3 Controlled Clutch Stuck Off
P2762 TCC PCS Control Circuit Range / Performance
P0797 PCS 3 Controlled Clutch Stuck On
P2763 TCC PCS Control Circuit High
P0842 Transmission Pressure Switch 1 Circuit Low P2764 TCC PCS Control Circuit Low
P0843 Transmission Pressure Switch 1 Circuit High
P278A Kickdown Input Switch Circuit
P0880 TCM Power Input Signal
P2793 Gear Shift Direction Circuit
P0881 TCM Power Input Signal Performance
P0882 TCM Power Input Signal Low P2808 PCS 6 Controlled Clutch Stuck Off
P0883 TCM Power Input Signal High P2809 PCS 6 Controlled Clutch Stuck On
P0894 Transmission Component Slipping P2812 Pressure Control Solenoid (PCS) 6 System Open
P2813 Pressure Control Solenoid (PCS) 6 System Performance
P0960 Pressure Control Solenoid (PCS) MM Control Circuit Open
P2814 Pressure Control Solenoid (PCS) 6 Control Circuit Low
P0961 Pressure Control Solenoid (PCS) MM System Performance
P2815 Pressure Control Solenoid (PCS) 6 Control Circuit High
P0962 Pressure Control Solenoid (PCS) MM Control Circuit Low
P0963 Pressure Control Solenoid (PCS) MM Control Circuit High
continued on following page

Allison 4th Generation Controls: 3000 & 4000 Product Families Page B-19
November 11, 2005
APPENDIX II: DIAGNOSTIC CODES, 3000/4000 PRODUCT FAMILIES
(CONTINUED)

continued from previous page

U0001 High Speed CAN Communication Bus


U0010 Medium Speed CAN Communication Bus
U0100 Lost Communication with ECM / PCM "A"
U0103 Gear Shift Module 1 State of Health
U0115 Lost Communication with ECM / PCM "B"
U0291 Gear Shift Module 2 State of Health
U0304 Software Incompatability with Gear Shift Control Module 1
U0333 Software Incompatability with Gear Shift Control Module 2
U0404 Gear Shift Module 1 Invalid Data
U0592 Gear Shift Module 2 Invalid Data

Allison 4th Generation Controls: 3000 & 4000 Product Families Page B-20
November 11, 2005
APPENDIX III: TROUBLESHOOTING DATA, 3000/4000 PRODUCT FAMILIES

Cross-Reference of Wire Number and Control Function

WIRE WIRE
NO. FUNCTION NO. FUNCTION
101 Input Function 6 () 141 Neutral Start (+)
102 Input Function 2 (+) 142 Input Function 5 ()
103 Digital Signal Return 143 Input Function 3 (+)
104 Output Function 2 () 144 PWM Throttle
105 Output Function 4 () 145 Output Function 3 ()
106 CAN2 (+) 146 ISO 9141
107 CAN1 Terminal 147 CAN2 ()
108 CAN1 () 148 CAN1 (+)
109 Battery Ground 149 CAN1 Shield
110 Battery Power 150 Output Function 7 () or:
111# PCS* 4, Modulated Main, and PCS* 6 Solenoids (+) (for Allison Strip Shift Selector: Lamp Ground)
112 Reference Voltage (+5 v) 151 Shift Solenoid 1 ()
113 Output Function 8 () 152 Pressure Control Solenoid 2 ()
114 Secondary Selector (SS-4) 153 Secondary Selector (SS-2)
115 Differential Lock () or Retarder Solenoid () 154 Sump Temperature
116 Oil Level 155 Pressure Control Solenoid 4 ()
117 Input Function 10 () 156 Retarder Modulation Request
118 not used 157 Input Function 12 ()
119# not used; Shift Solenoid 2 () 158 Analog Return
120 Turbine Speed () 159 Engine Speed (+)
121 ABS () 160 Output Speed (+)
122 Input Function 4 () 161 Input Function 7 ()
123 Input Function 1 (+) 162 Input Function 9 ()
124 Output Function 5 () 163 Ignition Power
125 Speedometer (non zero crossing) 164 Output Function 6 ()
126 CAN2 Terminal 165 Reverse Warning ()
127 CAN2 () 166 CAN2 (+)
128 CAN1 (+) 167 CAN2 Shield
129 Check Trans () 168 CAN1 ()
130 Output Function 1 (+) 169 Battery Ground
131 Differential Lock (+) or Retarder Solenoid (+) 170 Battery Power
132 SAE J1708 (+) 171# PCS* 1, PCS* 2, PCS* 3, and Shift Solenoid 2 (+)
133 Pressure Control Solenoid 3 () 172 SAE J1708 ()
134 Direction Signal (Allison J1939 Shift Selectors Only) 173 Secondary Selector (SS-1)
135 Engine WaterTemperature 174 Modulated Main Solenoid ()
136 Pressure Control Solenoid 1 () 175 Retarder Temperature
137 TCC Solenoid () 176 Trans ID
138 Secondary Selector (SS-P) 177 Pressure Switch 1
139 Engine Speed () 178# not used; Pressure Control Solenoid 6 ()
140 Output Speed () 179 Input Function 11 ()
180 Turbine Speed (+)

* PCS = Pressure Control Solenoid


# Legend: six-speed transmission function; seven-speed transmission function

Allison 4th Generation Controls: 3000 & 4000 Product Families Page B-21
November 11, 2005
REVISION HISTORY
NOVEMBER 11, 2005
Update functional description of retarder capacity reduction, section 5.2.1.

JUNE 2, 2005
Oil Level Sensor is now standard equipment on all models in which it can be installed. In paragraph
5.2.1, light activation and diagnostic code now occur at a common temperature previously at two
different temperatures. Appendix III updated.

APRIL 13, 2005


Define methods of bulb check for Check Trans light, paragraph 4.1. Update diagnostic code list.
MARCH 19, 2005
Update diagnostic code list.
FEBRUARY 9, 2005
In paragraphs 2.0 and 3.0, clarify output on two-digit display. In paragraph 3.3, add description of
display mode button. In paragraph 3.7.3, specify that Direction Signal (wire 134) relates only to
Allison CAN-based shift selectors. In paragraph 5.2.1 first note now states vehicle operation will
be affected - previously stated it may be affected. Rearrange order of items in paragraphs 4.0
and 5.0. Update diagnostic code list.
OCTOBER 18, 2004
In paragraph 4.2.1, Retarder Capacity Reduction Based on Transmission Sump Temperature:
temp to initiate capacity reduction [117 C (242 F)] was [121 C (250 F)]; temp to activate
over-temperature indicator [128 C (262 F)] was [127 C (260 F)].
OCTOBER 8, 2004
Added paragraph 4.1. Clarified backlighting in paragraphs 3.1 and 3.3, and Check Trans light bulb-
check in paragraph 5.2..
SEPTEMBER 24, 2004
Updated shift selector display operation section. Rearranged order of topics in the sections and
subsections of paragraphs 3, 4, and 5. Added Revision History.
AUGUST 3, 2004
Created new Section B: System Operation for Allison 4th Generation Controls and 3000/4000
Product Families.

Allison 4th Generation Controls: 3000 & 4000 Product Families Page B-22
November 11, 2005