SECTION D: TRANSMISSION OIL SYSTEM

ALLISON OFF-HIGHWAY TRANSMISSION MODELS

Items discussed in the TRANSMISSION OIL SYSTEM section are:

1.0 INTRODUCTION

2.0 DESIGN CONSIDERATIONS

2.1 Transmission Fluids

2.2 Oil Filltube

2.3 Provisions for Checking Fluid Level
2.3.1 Fluid Level Checking With CEC3 Controls

2.4 Transmission Fluid Filtration

2.4.1 Suction Screen
2.4.2 Required External Main-Circuit Oil Filter
2.4.3 Differential Pressure Switch
2.4.4 External Filter in Cooler-Circuit
2.4.5 Remote Filter Requirements and Installation

2.5 Transmission Breather
- Main Pressure
- Pitot Pressure

2.6 Monitoring Transmission Pressures

3.0 INSTALLATION INSTRUCTIONS

3.1 Initial Fill and Start-Up Procedure

3.2 Periodic Oil Level Check

REVISION HISTORY

OHIMD
September 1, 2011
 SECTION D: TRANSMISSION OIL SYSTEM
1.0 INTRODUCTION
The purpose of this section is to discuss fluids (oils) used in Allison off-highway transmissions, and
to introduce the transmission components which relate to the oil system. Specific items discussed in
this section are transmission fluid selection, oil filltubes, filters, and the transmission breather. Proce-
dures for the initial oil fill and oil check at vehicle startup are included.

Unless otherwise noted, all documents referenced in this document may be found in the Extranet
channel of the Allison Transmission website, www.allisontransmission.com. To locate the referenced
documents, which are identified by italic font, look for Tech Data under the Engineering heading on
the Extranet home page. Contact your Allison Transmission representative if you do not have access
to the Allison Transmission Extranet.

2.0 DESIGN CONSIDERATIONS

2.1 TRANSMISSION FLUIDS

The hydraulic fluid used in the transmission is critical as it:
• provides the working medium for the torque converter, controls, retarder, and clutch application.
• transfers heat from the transmission to the cooler.
• serves as a lubricant which carries rust inhibiting chemicals throughout the transmission.
• carries contaminants to the filters.

Allison Off-Highway (5000-9000 Series) transmissions are designed to operate with fluids as de-
scribed in “TES-439” available on the Allison Transmission website, and as listed in the TES-439
approved fluids list also available on the Allison Transmission website. Acceptable oils may include
some synthetic types and some engine oils as described in SAE standard J300 “Engine Oil Viscosity
Classification” as follows:

• SAE 0W-30
• SAE 0W-40
• SAE 30
• SAE 5W-40
• SAE 10W-40
• SAE 15-W40
• SAE 40

As TES-439 is a new specification, and as it will take some time to populate the approved TES-439
oils list, oils of the above viscosities found listed on the previous C-4 approved oils list found on the
Allison Transmission website are also acceptable at this time. Once the TES-439 approved list is
populated, the C-4 list will be cancelled.

A list of approved TES-439 fluids for Off Highway use is found on the TES-439 Fluids List on the All-
sion Transmission website, www.allisontransmission.com. Acceptable fluid viscosities for off-highway
transmissions in various ambient temperature conditions are discussed in Allison Service Information
Letter (S.I.L.) 10-TR-98, Transmission Fluid and Filter Service Recommendations and in Off-Highway
Transmission Specifications..

Off-Highway Installation Manual – September 1, 2011 Page D-2

2.2 OIL FILLTUBE
Each transmission includes the provision to attach an oil filltube which is used for adding fluid to the
transmission. This provision, which is described in detail on the Basic Installation Drawings, is lo-
cated in the lower-right quadrant of the transmission rear cover of all straight-through transmission
models, or on an upper right-side surface of the dropbox for those models (as viewed from the rear).
Filltubes are customer-furnished.

In general, these guidelines apply to filltube design and should be followed when designing a filltube
assembly.

• The filltube should be made from seamless or welded tubing, or pipe, of 32 mm (1.25 inches) or
larger outside diameter, wall thickness 1.02 mm (0.040 inch) minimum. The transmission connec-
tion which accomodates the filltube is defined on the Basic Installation Drawing for each model.

• Provide for a snug fitting cap for safety. A screw-on cap is typically used.

• Locate the top of the filltube for easy accessibility in the vehicle to add fluid.

• Anchor upper portion of the tube to the transmission, not to the engine, vehicle cab, or frame. If
the upper portion of the filltube must be attached to a structural member, a flexible component
must be used to connect the two sections. This feature will permit the upper and lower sections to
move independently, without damaging the filltube, in the event of powerpack movement or frame
twist.

• A minimum of five degrees (5°) slope must be provided in all sections of the filltube from its open-
ing to its entry into the transmission. This will minimize the potential for pooling of oil in the filltube
(thus interfering with accurate fluid level measurement with the dipstick) following vehicle operation
on non-level surfaces and/or the addition of fluid.

CAP – A filltube cap is required to prevent water or debris from inadvertently entering the transmis-
sion. The filltube cap should be screw-on, snug fitting, or locking type. This requirement prevents the
cap from dislodging during vibration or transmission sump pressure surges.

2.3 PROVISIONS FOR CHECKING FLUID LEVEL

The normal method used for checking fluid level of 5000 through 9000-series transmissions is with
a visual indicator (oil level sight gage) mounted on the left side of the transmission main case. This
component is available as a standard feature of all 5000 through 9000-series models. Details are
included on individual Oil Level Sight Gage installation drawings for each transmission model family.

An alternative method of checking fluid level of the off-highway transmissions is through use of "full"
and/or "add" check plugs on the rear cover of the transmission or dropbox. For actual location of
these items, refer to the appropriate Basic Installation Drawing.

Specialized installations may benefit from use of a calibrated dipstick, integral with the filltube cap, for
checking fluid level. If used, a dipstick should be made of spring steel and calibrated to agree with
the "overfilled" and "add oil" levels designated on the Oil Level Sight Gage installation drawings.

These fluid levels are applicable for transmission installations with fore/aft angles from zero degrees
(level) to seven degrees (tail down).

If readability of oil on the dipstick is unsatisfactory on a plain metal dipstick, the use of crosshatching,
phosphate coating, dimples, or a series of small thru-holes should be considered for improved read-
ability.

Off-Highway Installation Manual – September 1, 2011 Page D-3

Readability problems may also result if the calibrated portion of the dipstick must traverse tight or
multiple bends in the routing of the filltube — which results in "wiping" of the fluid on the dipstick be-
fore it can be monitored. In circumstances such as these, the addition of accordian-type bends both
above and below the calibrated portion of the dipstick may be useful in centering the stick within the
tube — thereby minimizing contact of this area with the filltube.

2.3.1 FLUID LEVEL CHECKS WITH CEC3 CONTROLS

For some installations using CEC3 transmission electronic controls, an electronic oil level sensor is
available. For details on this feature see System Operation Section B of CEC3 Controls Tech Data.

2.4 TRANSMISSION FLUID FILTRATION

The purpose of the filtration system is to remove particles and contaminants from the transmission
fluid. The transmission and its control system must be protected from foreign matter which may
cause sticking or clogging of valves and prevent proper lubrication between sliding or close-fitting
parts.

2.4.1 SUCTION SCREEN DIRECT-MOUNT

All off-highway transmissions are equipped with OIL FILTERS

this component to protect the transmission main

pump from debris in the oil sump. Adequate
clearance must be provided to remove the
screen for servicing of this internal component.
Minimum clearance required for removal of the
suction screen is defined on the Basic Installa-
tion Drawings.

2.4.2 REQUIRED EXTERNAL MAIN CIRCUIT RB343

FILTER Figure D-1: Direct-Mount Main Oil Filters

Off-highway transmissions require filtration of
the main pressure circuit for all installations in
REMOTE-MOUNT
order to assure the cleanliness of transmission OIL FILTER

fluid before it is routed to the transmission con-

trols. Main circuit filters are available with the
transmission in either of two configurations:

• attached to the top of the transmission on

a "direct-mount" manifold. Refer to Figure
D-1. In this configuration, two filter cartridg-
es are mounted side-by-side to minimize
space claim. Location, dimensions, etc. of
these components are included on the Ba- RB346

sic Installation Drawings. As an option, this Figure D-2: Remote-Mount Main Oil Filter
filter assembly may be mounted remotely
from the transmission, similar to the single
filter installation illustrated in Figure D-2.

• in a single filter assembly (with a cartridge somewhat larger than the direct-mount) for mounting
elsewhere on the vehicle remote from the transmission, and connected to the transmission with
appropriate hoses and fittings which are supplied and installed by the vehicle builder. Refer to Fig-
ure D-2. In this configuration, care should be given to filter mounting — to keep it protected from
road hazards, accessible for servicing, and with proper isolation to minimize noise amplification to

Off-Highway Installation Manual – September 1, 2011 Page D-4

 the vehicle.

• Refer to the appropriate External Hydraulic Circuit Requirements installation drawing for details
relating to the remote-mounted filter.

2.4.3 DIFFERENTIAL PRESSURE SWITCH

The output of the main transmission oil pump,
which is a positive displacement pump, flows
directly to the main filter. In order to prevent
excessive circuit pressures or filter collapse when
TO COO
the filter is clogged or the oil is extremely cold, a LER

bypass valve is contained in the filter assembly. To FROM

COOLER
alert the operator that fluid is being bypassed or
that bypass will soon occur, a differential pressure
switch is provided as an integral component of the
filter assembly. This switch must be connected to
a warning light in the operators compartment to
signal when filter service is needed. This signal
must also be interfaced with the transmission con-
trols of transmissions used in mobile applications
in order to limit transmission operation when this FILTER
OIL C225A
COOLER
condition exists. For transmissions equipped with
CEC2 or CEC3 Controls, additional details relating Figure D-3: Typical Auxiliary Cooler-
to this topic are also included in the discussion of Circuit Filter Installation
the "Delta-P (DP) Hold" input/output function. See
Section F: Input/Output (I/O) Packages of the CEC2 Controls Installation Manual, or Section E: Input/
Output (I/O) Pachages of the CEC3 Controls Installation Manual.

2.4.4 EXTERNAL FILTER IN COOLER CIRCUIT

An additional external "non-bypassing" type filter may also be installed in the cooler circuit to assure
that no debris from the external cooler is introduced into the transmission. This filter is not required
at initial vehicle build, but is mandatory after a transmission rebuild or a hard-part failure which po-
tentially contaminates the cooler circuit (consult Allison Service). Refer to External Hydraulic Circuit
Requirements installation drawing and Figure D-3 for installation information.

Oil flow rates in the cooler circuit of retarder-equipped models are much higher than comparable non-
retarder models. Therefore, these installations require a filter designed especially for the high flow-
rate circuit.

2.4.5 REMOTE FILTER REQUIREMENTS

AND INSTALLATION
Follow the graphical indicator on the filter which shows the proper flow direction of fluid through the
filter. Filters should be installed in a vertical position to avoid trapped air and excessive spillage dur-
ing service. All general requirements for transmission external hydraulic circuits should be met with
filter installations.

2.5 BREATHER
The transmission has a self-contained breather on the upper-right section (as viewed from rear) and
near the longitudinal centerline of the transmission. Refer to Basic Installation Drawings for more
details. Care should be exercised to avoid plugging this breather with paint or other material. The
breather provides a passage for normal expansion and contraction of air and fluid within the transmis-

Off-Highway Installation Manual – September 1, 2011 Page D-5

sion. A small amount of oil mist comes out of the breather during normal operation. If an excessive
amount of oil is found in this area, the cause should be investigated.

The breather may also be remote-mounted at another location off the transmission. Refer to the Re-
mote Mounted Breather Option installation drawing for details.

2.6 MONITORING TRANSMISSION PRESSURES

Various pressure taps are provided on the off-highway transmissions to enable the monitoring of
transmission pressure levels during operation and/or troubleshooting. Typical values at these pres-
sure monitoring points are listed on the appropriate transmission Specification Drawings, while some
of the more significant pressure tap locations are shown on the Basic Installation Drawings.

Main Pressure: Main oil pressure is the first regulated pressure in the transmission oil circuit. Since
"main" oil is used to actuate the transmission clutches, proper main pressure is a significant factor in
assuring adequate clutch capacity. Frequent monitoring of main pressure during transmission opera-
tion is suggested. A recommended gage, which is customer-furnished, is illustrated on the Off-High-
way Transmission Gages installation drawing.

Pitot Pressure: Pitot pressure, which varies as a function of turbine speed, is the oil pressure within
the transmission which ultimately controls actuation of the lockup clutch of those models equipped
with hydraulically controlled lockup. In some applications, it may be desirable for the operator to
know when engagement or disengagement of the lockup clutch is imminent.

For transmissions equipped with hydraulically controlled lockup, this function may be accomplished
through use of a customer-furnished pressure gage/switch with an operating range of 0-690 kPa
(0-100 psi). Refer to the Basic Installation Drawings for pitot pressure tap locations and installation
requirements.

3.0 INSTALLATION INSTRUCTIONS

3.1 INITIAL FILL AND STARTUP PROCEDURE

1. Add the required volume of transmission fluid prior to initial startup. (Refer to Off-Highway Trans-
mission Specifications section for oil volumes.) This is the requirement for static (non-operating)
conditions.
WARNING: Verify that brakes are set and/or wheels are chocked to adequately prevent
vehicle movement before operating transmission at "stall" condition as instructed in the
following steps.

2. Operate the engine for one minute at approximately 1000 RPM with the transmission in DRIVE
range to purge air from the heat exchanger system.

3. Return the engine to IDLE (500-800 RPM) and the transmission to NEUTRAL. Check the fluid
level with vehicle on level ground.

4. After the system has been purged of air and the hydraulic circuits are filled, it is possible that fluid
will not be measurable at the fluid level measurement device (oil sight gage, dipstick, or level
checking plugs). With the engine running and the transmission in NEUTRAL, add transmission
fluid until the fluid level is between the ADD and FULL marks. (See Basic Installation Drawings or
Oil Level Sight Gage Option installation drawings for fluid level requirements.)

Off-Highway Installation Manual – September 1, 2011 Page D-6

5. Operate the transmission until the fluid reaches its normal operating temperature (typically 82°C to
93°C (180°F to 200°F).

6. Return the engine to IDLE (500-800 RPM) and the transmission to NEUTRAL. Recheck the fluid
level.

7. With the transmission oil in the normal sump operating temperature range, the engine running,
and the transmission in NEUTRAL, add oil to raise the fluid level to the approximate mid-point of
the sight gage (if available) or to the highest ("full") check plug (if sight gage is not available).
DO NOT OVERFILL.
CAUTION: The transmission must not be operated for extended periods of time until the
proper hot full level has been verified. Transmission damage can result from extended
operation at low oil level conditions.
NOTE: The oil level band between the ADD and FULL calibration marks represent the
normal operating band for the transmission.

3.2 PERIODIC OIL LEVEL CHECK

It is advisable to perform periodic transmission fluid level checks each time the vehicle is to be placed
in service.

Off-Highway Installation Manual – September 1, 2011 Page D-7

 REVISION HISTORY
SEPTEMBER 1, 2011
• Added reference to TES-439 in paragraph 2.1.

AUGUST 12, 2010

• Revised cover page format.

JULY 23, 2010

• Added hyperlinks
• Deleted Service reference in paragraph 1.0.
• Revised reference to C-4 fluids list on Allison website in paragraph 2.1.
• Added paragraph 3.2.1 Fluid Level Checks With CEC3 Controls.
• Added CEC3 Delta P reference in paragraph 2.4.3.

SEPTEMBER 14, 2005

• Updated document format and references to other documents. Added Revision History.

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