Operator’s Manual

5000/6000/8000/9000
SPG-Controlled Electric, Manual-Electric
and Manual-Hydraulic Transmissions
OM1318EN
 OM1318EN

Operator’s
Manual

Allison Transmission

5000, 6000, 8000, 9000

SPG-Controlled Electric,
Manual-Electric, and
Manual-Hydraulic

Division of General Motors Corporation

P.O. Box 894 Indianapolis, Indiana 46206-0894 January, 1997

Printed in U.S.A. i Copyright © 1997 General Motors Corp.

 WARNINGS, CAUTIONS, AND NOTES
IT IS YOUR RESPONSIBILITY to be completely familiar with the warnings and
cautions described in this handbook. It is, however, important to understand 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 consequences of each way. Consequently,
Allison Transmission has not undertaken any such broad evaluation. Accordingly,
ANYONE WHO USES A SERVICE PROCEDURE OR TOOL WHICH IS NOT
RECOMMENDED BY ALLISON TRANSMISSION MUST first be thoroughly
satisfied that neither personal safety nor equipment safety will be jeopardized by the
service methods selected.

Proper service and repair is important to the safe, reliable operation of the equipment.
The service procedures recommended by Allison Transmission and described in this
handbook are effective methods for performing service operations. Some of these
service operations require the use of tools specially designed for the purpose. The
special tools should be used when and as recommended.

Three types of headings are used in this manual to attract your attention. These
warnings and cautions advise of specific methods or actions that can result in personal
injury, damage to the equipment, or cause the equipment to become unsafe.

WARNING: A warning is used when an operating procedure, practice,

etc., if not correctly followed, could result in personal injury or loss of life.

CAUTION: A caution is used when an operating procedure,

practice, etc., if not strictly observed, could result in damage to or
destruction of equipment.

NOTE: A note is used when an operating procedure, practice, etc., is

essential to highlight.

TRADEMARK INFORMATION
DEXRON® is a registered trademark of General Motors Corporation.

ii
 TABLE OF CONTENTS
Page

Warnings, Cautions, and Notes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ii

Trademark Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ii

INTRODUCTION
A Brief Description of the 5000, 6000, 8000, 9000 Series
Transmission Models. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Typical 5000, 6000, 8000, 9000 Series
Transmission Models. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Transmission Nameplate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Fixed Capacity Torque Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Variable Capacity Torque Converter (5000, 6000 Series) . . . . . . . . . . . . . . . . 5
Lockup Clutch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Hydraulic Retarder (Vehicle Models). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Planetary Gearing (5000, 6000, 9600 Series) . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Planetary Gearing (9800 Series) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Planetary Gearing (8000 Series) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Dropbox Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

SHIFT SELECTORS
The Shift Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Positive Shifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Six-Speed, SPG-Controlled Automatic-Electric Shift Selector . . . . . . . . . . . . 9
Six-Speed, Manual-Electric Shift Selector
(Vehicle Models) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Six-Speed, Manual-Electric Shift Selector
(Non-Vehicle Models) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Eight-Speed, Manual-Electric Shift Selector
(Non-Vehicle Models) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

OPERATING TIPS
Neutral Start Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Downshift Inhibitor (Manual-Electric Models). . . . . . . . . . . . . . . . . . . . . . . . . 15
Downshift Inhibitor (SPG-Controlled Automatic-Electric Models) . . . . . . . . . . 15
Lock-In-Range Downshift Protection
(SPG-Controlled Automatic-Electric Models) . . . . . . . . . . . . . . . . . . . . . . . 15

iii
 Page
OPERATING TIPS (cont’d)
Lock-In-Range Reset Procedure
(SPG-Controlled Automatic-Electric Models) . . . . . . . . . . . . . . . . . . . . . . . 16
Operation After Lock-In-Range Reset Procedure
(SPG-Controlled Automatic-Electric Models) . . . . . . . . . . . . . . . . . . . . . . . 16
Lock-In-Range/Lock-In-Neutral (Manual-Electric Models) . . . . . . . . . . . . . . 16
Operating Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Oil Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Hydraulic Retarder (Vehicle Models) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Power Takeoff (PTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Variable-Pitch Stator (5000, 6000 Series) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Towing or Pushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

CARE AND MAINTENANCE

Periodic Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Prevent Major Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Importance of Proper Fluid Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Transmission Fluid Level Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Allison High-Efficiency Filter System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Care of Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Shift Selector and Retarder Linkage Adjustments . . . . . . . . . . . . . . . . . . . . . . 26
Shift Selector Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Parking Brake (Some Models) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Determining PTO Backlash Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

TROUBLESHOOTING
Troubleshooting Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

CUSTOMER SERVICE
Owner Assistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Service Literature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Allison Transmission Distributors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

iv
 INTRODUCTION

A BRIEF DESCRIPTION OF THE 5000, 6000, 8000, 9000

SERIES TRANSMISSION MODELS
The 5000, 6000, 8000, and 9000 Series transmissions are used in applications
requiring 400 to 2400 horsepower engines. Applications are diverse and include oil-
field pumping and fracturing units, off-highway trucks, agricultural tractors, scrapers,
and winch units such as those on derricks, cranes, and ship anchors.

5000, 6000, 8000, and 9600 Series transmissions have a torque converter and lockup
clutch, and have planetary gearing and clutches that provide six forward ranges and
one or two reverse ranges. All 9800 Series transmissions have a torque converter and
lockup clutch, and have planetary gearing and clutches that provide eight forward
ranges and no reverse. Further needs are met by optional equipment which may
include a hydraulic retarder, parking brake, power takeoff (at various locations), or
variable-capacity torque converter.

Some 5000, 6000, and 8000 Series transmissions have a hydraulically-controlled main
valve body which is controlled by the operator. Other 5000, 6000, and 8000 Series and
all 9000 Series transmissions have electrically-controlled main valve bodies. These
are either controlled by the operator (manual-electric models) or are automatically
controlled by a Shift Pattern Generator (automatic-electric models). For electronic
control models, refer to OM2034EN, Electronic Controlled Transmissions Operator’s
Manual.

1
TYPICAL 5000, 6000, 8000, 9000 SERIES
TRANSMISSION MODELS

5000, 6000 Series Without Retarder, With Dropbox

5000, 6000 Series With Retarder, Without Dropbox

2
8000 Series

9000 Series

3
TRANSMISSION NAMEPLATE
The model number, part number (assembly number), and serial number are stamped
into the transmission nameplate. These three numbers describe the transmission and
all of its components. Use all three numbers when you are seeking information or
ordering replacement parts for the transmission. Location of the nameplate varies with
the particular transmission.

For convenience, record the nameplate information from your transmission onto the
nameplate in the illustration.

DIVISION OF
ICULTURA
AGR
GENERAL MOTORS AN
D
L
IM

PL
E

EM
ILE AEROSPAC
UAW

ENT
CORPORATION

WORKERS
INDIANAPOLIS 933

OB
OM

OF
UT AM
DA ERI
UNITE CA

INDIANA

SERIAL NO. PART NO.

MODEL
NO.
V02779

FIXED CAPACITY TORQUE CONVERTER

The torque converter consists of three elements — pump, turbine, and stator. The
pump is the input element and is driven directly by the engine. The turbine is the
output element and is hydraulically driven by the pump. The stator is the reaction
(torque multiplying) element.
The torque converter is continuously filled with transmission fluid. The pump, driven
by the engine, directs the fluid against the turbine vanes which causes the turbine to
rotate. The turbine returns the fluid through the stator which redirects the flow so that
fluid strikes the pump vanes in the same direction that the pump is rotating. As the
pump turns faster in relation to the turbine, the velocity of the fluid increases and so
does the torque multiplication.
As the speed of the turbine approaches the speed of the pump, the fluid flow starts
striking the back sides of the stator vanes. This causes the stator to freewheel in the
same direction as the pump and turbine. When this occurs, the torque multiplication
stops and the torque converter functions as a fluid coupling.

4
VARIABLE CAPACITY TORQUE CONVERTER
(5000, 6000 Series)
The variable-capacity torque converter, like the fixed-capacity torque converter,
consists of a pump, stator, and turbine. The one difference is that in the variable-
capacity torque converter, the angle of the stator vanes can be changed by the operator
so a greater portion of the engine power can be diverted to the PTO. When power is no
longer needed for PTO operation, the operator can again change the angle of the stator
vanes to restore full engine power to the drive wheels.

LOCKUP CLUTCH
The automatically-controlled lockup clutch is designed to engage and disengage at
predetermined equipment speeds. When engaged, the lockup clutch connects the
engine directly to the range gearing. When the lockup clutch is disengaged, the torque
converter is free to act as a torque multiplier or as a fluid coupling. During upshifting
and downshifting the lockup clutch automatically disengages for a moment, bringing
the torque converter back into play as a fluid coupling to absorb the shock of the gear
ratio change. In 9600 Series vehicle models, the lockup clutch is engaged electrically.
For other 5000, 6000, 9000, and 8000 Series models, the lockup clutch is engaged
hydraulically.

HYDRAULIC RETARDER (Vehicle Models)

The hydraulic retarder is a paddle-wheel rotor which has cast vanes as reaction
members and is in a sealed housing. When going down grades, the operator can use
the transmission for braking power by actuating the retarder control valve. This valve
permits transmission fluid to enter the retarder cavity. The fluid resists the rotation of
the rotor and slows the range gearing. The retarder can be operated in all forward
ranges but maximum retarder effect occurs in the lowest range.

PLANETARY GEARING (5000, 6000, 9600 Series)

The planetary gear train consists of four constant-mesh planetary gear sets. The
forward set is the splitter and the three rear sets are the intermediate, low, and reverse.
These planetaries are combined with six clutches to provide six forward ranges and
one (or two, for some 5000, 6000 Series) reverse ranges.

PLANETARY GEARING (9800 Series)

The planetary gear train consists of four constant-mesh planetary gear sets. The
forward set is the splitter and the three rear sets are the intermediate, low, and high-
intermediate. These planetaries are combined with six clutches to provide eight
forward ranges.

5
PLANETARY GEARING (8000 Series)
The planetary gear train consists of five constant-mesh planetary gear sets. The
forward set is the splitter. The four rear sets are third-and-fourth range (intermediate),
second range, first range, and reverse. These planetaries are combined with seven
clutches to provide six forward ranges and one reverse range.
A special feature of the 8000 Series is the dual torque path. In first range, where high
torque is needed for greater tractive effort, torque from the torque converter is
transmitted by the main shaft through the transmission to a high-reduction planetary
gear set. In each succeeding range (2nd through 6th), where a balance of speed and
torque is needed, the torque from the torque converter is divided between the main
shaft and the planetary gear section. As the transmission is upshifted for increased
vehicle speed, an increased percentage of power is directed through the planetary gear
section and a decreased amount is carried by the main shaft. The dual-path flow of
power is recombined at the output planetary gear set.

DROPBOX MODELS
Some models are equipped with a dropbox (transfer case) which places the
transmission output on a lower plane than the input. This will also permit a forward
output. A manual disconnect clutch may be provided for the front or rear output(s).

HYDRAULIC SYSTEM
A single, integral hydraulic system serves the torque converter, hydraulic retarder, and
the transmission gearing. Transmission fluid for all hydraulic operations flows from
and to a common sump.

6
 SPLITTER-LOW
SPLITTER-HIGH
HIGH (FIFTH-AND-SIXTH)
INTERMEDIATE (THIRD-AND-FOURTH)
FLYWHEEL LOW (FIRST-AND-SECOND)
REVERSE

STRAIGHT
ENGINE THROUGH
INPUT TRANSMISSION
OUTPUT
TRANSFER
GEAR
SECTION

FRONT DROPBOX REAR DROPBOX

TRANSMISSION TRANSMISSION
OUTPUT OUTPUT
LOCKUP CLUTCH
HYDRAULIC
RETARDER
(OPTIONAL) DROPBOX ON 5000
ONLY
H02766.01

5000, 6000, 9600 Series

SPLITTER-HIGH HIGH (FIFTH-AND-SIXTH)

FLYWHEEL INTERMEDIATE (THIRD-AND-FOURTH)
SPLITTER-LOW SECOND
FIRST
REVERSE

ENGINE
INPUT
TRANSMISSION
OUTPUT

HYDRAULIC
LOCKUP CLUTCH RETARDER H02767

8000 Series
7
 SHIFT SELECTORS

THE SHIFT SELECTOR

CAUTION: Do not allow your equipment to coast in neutral. This
practice can result in severe transmission damage. Also no engine
braking is available.

The transmission is controlled by a shift selector lever. Proper range selection provides
better equipment performance and control. Although these shift selectors are typical,
your selector may differ.

POSITIVE SHIFTING
All movements of the shift selector should be quick and positive when upshifting or
downshifting.

8
SIX-SPEED, SPG-CONTROLLED AUTOMATIC-ELECTRIC
SHIFT SELECTOR
(1) First Range Only — This is low range. Use this
range with extra heavy loads, when pulling
through mud or snow, or when driving up steep
grades. This position also provides maximum
engine braking power.

(2) Automatic Shifting, First and Second Ranges

(3) Automatic Shifting, First Through Third Ranges

(4) Automatic Shifting, First Through Fourth Ranges

(5) Automatic Shifting, First Through Fifth Ranges

Occasionally, the road, load, or operating

conditions will make it desirable to restrict the
automatic shifting to a lower range. Refer to Page
10 for instructions for operating in these ranges.

(DR) Automatic Shifting, First Through Sixth Ranges —

Use this range for all normal operating conditions.
The vehicle will start in first range, and, as the
vehicle speed increases, the transmission will
automatically upshift to second range, third range,
fourth range, fifth range, and sixth range. As the
vehicle slows down, the transmission will auto-
matically downshift progressively to the correct
range.

(N) Neutral — Use this position when starting the

engine or operating the power takeoff with the
vehicle standing still. Be sure the engine is at idle
speed when shifting from Neutral to a drive range.
Always apply the parking brake if the vehicle is left
unattended.

(R) Reverse — Use this position to back the vehicle.

Completely stop the vehicle before shifting from a
forward range to Reverse or from Reverse to a
forward range. On some vehicles, a warning signal
will sound while operating in Reverse.

9
SIX-SPEED, SPG-CONTROLLED AUTOMATIC-ELECTRIC SHIFT
SELECTOR (cont’d)

(2) Automatic Shifting, First and Second Ranges

(3) Automatic Shifting, First Through Third Ranges
(4) Automatic Shifting, First Through Fourth Ranges
(5) Automatic Shifting, First Through Fifth Ranges

When do you preselect (2), (3), (4), or (5) instead of (DR)? For many hauling
conditions, the transmission shift selector can be placed in DR (Drive) and fully
automatic shifting with precise timing will occur. However, there are some occasions
when range preselection will further improve performance and enhance operator
control over the vehicle.

Range Preselection
Range preselection is the term used when the operator selects a range lower than DR
(Drive) to prevent upshifts above that range, or to “force” a downshift to improve
vehicle braking. As the term indicates, preselection requires the operator’s judgement
in deciding the highest range anticipated in a particular situation prior to negotiating a
grade.

Automatic-Electric Shift Basics

To understand how preselection can benefit the operator, a basic knowledge of how
shifting occurs is required.

If the selector is placed in DR (Drive), and the operator fully opens the engine throttle,
sensors in the system will read inputs which cause the transmission to upshift at an
output shaft speed corresponding to approximately engine full load rpm. This is called
the full throttle shift schedule. This shift schedule provides the necessary power and
range selection for satisfactory performance under the maximum load conditions of
the vehicle.

If the operator closes the engine throttle, upshifts will occur at a much lower output
shaft/engine speed and smooth downshifts will occur at even lower speeds. This is
called the closed throttle shift schedule. Closed throttle upshifting may occur when
the vehicle is moving downgrade with the grade driving the vehicle through the wheels.

At points in between full and closed throttle, shifting will occur at variable points,
depending upon throttle position. This is called shift modulation and provides the
proper range to balance power and load.

10
Shift Schedules for Selector Positions Lower than DR (Drive)
If the selector is located in a range below DR (Drive), upshifts will not occur above
that range. An upshift from that range will not occur unless the shift selector is moved
to a higher range. This feature is called infinite hold.

When the vehicle is operating above first range and the selector is moved to a lower
position, the transmission will downshift to that range (if overspeed would not occur).
If an overspeed condition exists, the downshift inhibitor prohibits the transmission
from downshifting until the vehicle speed is sufficiently reduced. This is a significant
safety feature of the system.

How These Features Can Enhance Transmission Performance

• Preselection for More Effective Retarder Operation
Preselecting a range below DR (Drive) while using the hydraulic retarder can
significantly improve the braking effect. For instance, if the operator leaves
the selector in DR (Drive) and the engine is at closed throttle, the transmission
could upshift while on the grade and thereby reduce the effectiveness of the
hydraulic retarder. For improved braking effect and to prevent unexpected
upshifts, select the range that will provide optimum vehicle and retarder
performance.
• Preselection to Avoid Shift Cycling
At times the vehicle speed could cause an upshift but, in that higher range, the
vehicle speed decreases due to load and thereby causes a downshift.
Sometimes, on a grade, movement of the throttle at a given vehicle speed will
also cause shift cycling. When shift cycling occurs, choose a lower range to
lock out the higher range.
• Preselection to Avoid Stall Shifting
When a loaded vehicle must travel up a steep grade, a rapid loss in vehicle
momentum can occur with a resultant full power shift into a lower range.
Because of the loss of momentum, the shift may occur when the vehicle has
almost stopped on the grade, at or near full-converter stall. To prevent these
shifts, preselect the lowest range anticipated for the steep grade. After
negotiating the steep grade, reposition the shift selector to a range appropriate
for the balance of the haul cycle.

11
SIX-SPEED, MANUAL-ELECTRIC SHIFT SELECTOR
(Vehicle Models)

(6) Sixth Range

(5) Fifth Range
(4) Fourth Range
(3) Third Range
(2) Second Range
For most normal operating conditions, start out in
second range. As governed speed of the engine is
approached, upshift through third, fourth, fifth,
and sixth ranges as required. Downshift, when
necessary, to prevent lugging of the engine.
Downshifting can also be used as a braking force
to assist the hydraulic retarder.

(1) First Range — Use this range to start extra heavy

loads, when pulling through mud or snow, or
when driving up steep grades. This range also
provides maximum engine braking power.

(N) Neutral — Use this position when starting the

engine or if operating the power takeoff with the
vehicle standing still. Be sure the engine is at idle
speed when shifting from Neutral to a drive gear.
Always apply the parking brake if the vehicle is
left unattended.

(R) Reverse — Use this position to back the vehicle.

Completely stop the vehicle before shifting from
a forward range to Reverse or from Reverse to a
forward range. On some vehicles, a warning
signal will sound while operating in Reverse.

12
SIX-SPEED, MANUAL-ELECTRIC SHIFT SELECTOR
(Non-Vehicle Models)

(6) Sixth Range

(5) Fifth Range
(4) Fourth Range
(3) Third Range
(2) Second Range
For most normal operating conditions, start out in
second range. Upshift through third, fourth, fifth,
and sixth ranges as the output shaft speed
increases. Downshift as required to make use of
higher torque or to slow the output shaft.
Selection of the proper range will vary among
applications. The operator must select a range
that will match both speed and power
requirements.

(1) First Range — Use this range to start extra heavy

loads, or to provide a minimum output speed.
This range also provides maximum engine
braking power.

(N) Neutral — Use this position when starting the

engine or if operating the power takeoff when no
output rotation is required. Be sure the engine is
at idle speed when shifting from Neutral to a
drive range.

(R) Reverse — Use this position to Reverse the

direction of the transmission output. Bring the
equipment to a complete stop before shifting
from a forward range to Reverse or from Reverse
to a forward range.

13
EIGHT-SPEED, MANUAL-ELECTRIC SHIFT SELECTOR
(Non-Vehicle Models)

(N) Neutral — Use Neutral position when starting

the engine or if operating the power takeoff when
no output rotation is required. Be sure the engine
is at idle speed when shifting from Neutral to a
drive range.

(1) First Range (optional) — Use first range to start

extra heavy loads, or to provide a minimum output
speed. This range also provides maximum engine
braking power. (First range is not available on some
applications.)

(2) Second Range

(3) Third Range

(4) Fourth Range

(5) Fifth Range

(6) Sixth Range

(7) Seventh Range

(8) Eighth Range (optional)

For most normal operating conditions, start out in

second range. Upshift through third, fourth, fifth,
sixth, seventh, and (if applicable) eighth ranges as
the output shaft speed increases. Downshift as
required to make use of higher torque or to slow the
output shaft.

Selection of the proper range will vary among

applications. The operator must select a range that
will match both speed and power requirements. For
9800 Series transmissions used in applications
above 1800 hp, all shifts must be made at or near
closed throttle.

14
 OPERATING TIPS

NEUTRAL START SWITCH

A switch prevents starting the engine unless the selector lever is in N (Neutral). If the
starter will not operate in Neutral, or will operate in any range other than Neutral, call
this to the attention of your maintenance personnel.

DOWNSHIFT INHIBITOR (Manual-Electric Models)

The manual-electric shift control system contains a downshift inhibitor which is
energized whenever the lockup clutch engages. The inhibitor engages a ratchet clutch
that prevents the shift selector lever from being moved to a lower range position. The
selector lever can be upshifted, however, during lockup operation.

DOWNSHIFT INHIBITOR
(SPG-Controlled Automatic-Electric Models)
Models equipped with an automatic-electric shift control have a Shift Pattern
Generator (SPG). The SPG includes electronic components that inhibit the
transmission from downshifting at excessively high speeds. Regardless of what lower
range is selected at the shift selector, or if R (Reverse) or N (Neutral) is accidently
selected, downshifts will occur in sequence until the highest range selected (or neutral
or reverse) is reached. Each downshift will automatically occur at the greatest speed
permissible for each range in the descending sequence. Throttle position will not
influence such downshifts.

LOCK-IN-RANGE DOWNSHIFT PROTECTION

(SPG-Controlled Automatic-Electric Models)
The lock-in-range protective circuitry in the Shift Pattern Generator (SPG) is activated
to prevent sudden downshifts when: the magnetic pickup is faulty; the wires to the
pickup are broken or damaged; or severe braking effort (panic stop) occurs.

When the lock-in-range circuitry is activated, it turns off all power to the forward
range valve body solenoids and a red light in the range indicator comes on. This
causes the valves to hydraulically lock the transmission in the range in which it was
operating at the time.
15
LOCK-IN-RANGE RESET PROCEDURE
(SPG-Controlled Automatic-Electric Models)
Whenever the lock-in-range circuit has been activated, regardless of the reason, reset
the circuit in the following manner.

• Turn off the electrical input power to the SPG by shutting down the engine for
approximately 5 to 10 seconds.
• Start the engine, which will turn on the electrical power to the SPG.

After resetting the circuit, select the desired operating range. Be sure the transmission
is actually in the range selected before increasing the engine throttle.

OPERATION AFTER LOCK-IN-RANGE RESET PROCEDURE

(SPG-Controlled Automatic-Electric Models)
If the lock-in-range circuit was activated due to a faulty magnetic pickup or pickup
wiring, the vehicle will operate only in first, neutral, and reverse.
If the circuit was activated due to a panic stop, the reset procedure will return the
vehicle to normal operation.

LOCK-IN-RANGE/LOCK-IN-NEUTRAL
(Manual-Electric Models)
For models with lock-in-range, if electrical power is interrupted during operation in
any forward range, the transmission will continue in that range if the vehicle engine is
not stopped.
If the manual selector lever is moved, that same range will be maintained in all
selector positions. If the engine is stopped, the transmission will go to Neutral when it
is restarted.
If electrical power is interrupted during reverse operation, the transmission will go to
neutral and remain in neutral regardless of where the shift selector is placed.
If power to the individual solenoids energized in any forward range is interrupted, the
transmission will continue in that range until the manual selector lever is moved or the
engine is stopped. Thereafter, shifting will be erratic in other selector positions. Refer
to the troubleshooting chart.
For models with lock-in-neutral, if electrical power is interrupted during operation in
any range, the transmission will shift to neutral.

16
OPERATING TEMPERATURE
When a gauge is provided for indicating transmission converter-out temperature,
check it frequently to determine if it is within the normal range. Normal operating
range is 180–220ºF (82–103ºC). The transmission fluid temperature should not
exceed 275ºF (135ºC). Should the temperature reach this limit, stop the equipment,
shift to N (Neutral), and operate the engine at 1200–1500 rpm for a short time. The
temperature should fall to normal before resuming operation. The only exception to
this limit is during retarder operation. For intermittent retarder operation only, the
converter-out temperature may exceed 275ºF (135ºC) but under no condition is the
converter-out temperature to exceed 330ºF (165ºC). If the high temperature persists,
stop the engine and have the overheating condition investigated by maintenance
personnel.

CAUTION: Never operate the engine for more than 30 seconds at full
throttle with the transmission in an operating range and the vehicle not
moving. Prolonged operation of this type will cause excessively high
transmission fluid temperature which will damage the transmission.

OIL FILTER
An oil filter signal is provided in some installations. If the warning light comes on, the
fluid flow through the filter has been affected by a dirty or clogged filter. The filter
should be replaced immediately. Establish a regular fluid change that is keyed to
operating conditions.

HYDRAULIC RETARDER (Vehicle Models)

WARNING: Activating the retarder while driving on a slippery surface
can cause a loss of control and a crash. Do not use the retarder on wet,
icy, or slippery roads. During inclement weather, turn off the retarder at
the master control switch.

The hydraulic retarder is a device with one moving part — a vaned rotor. When
the retarder is activated (by foot pedal or lever), a valve is opened, sending a flow
of transmission fluid to the rotor cavity. The retarder may be applied in any range.
However, the lower the range, the greater the braking effect. The transmission may
be shifted while the retarder is in operation. (The downshift inhibitor prohibits a
downshift from lockup.) It is permissible to partially apply the retarder. However,
if the fluid tends to overheat during long periods of partial application, fully apply
and fully release the retarder alternately as required. Never allow the converter-out
temperature to exceed 330ºF (165ºC).

17
POWER TAKEOFF (PTO)
A power takeoff (PTO) may be mounted on the top and/or side of the transmission.
The PTOs are engine-driven and rotate whenever the engine is running.

In most applications, the PTO is continuous and is used to drive a hydraulic pump
which supplies hydraulic pressure for operation of accessories.

In some applications it is desirable to engage or disengage the PTO from the engine.
One method is an operator-applied clutch. With this method, the engine should be at
idle speed before engagement or disengagement of the PTO. Another method is a
mechanical disconnect. With this method, the operator must stop the engine before
engaging or disengaging the power takeoff.

VARIABLE-PITCH STATOR (5000, 6000 Series)

Some 5000, 6000 Series models have a variable-capacity torque converter with which
the operator can change the stator vane angle in the converter. With these variable-
pitch vanes open, most of the engine power is transmitted to the output shaft. But, with
the vanes partially closed, more power is directed to the PTO-driven equipment and
less power is directed to the output shaft. Thus, the desired degree of power can be
directed to the point where it is needed the most.

TOWING OR PUSHING
CAUTION: Failure to lift the drive wheels off the road, disconnect the
driveline, or remove the axle shafts before towing or pushing can cause
serious transmission damage.

The engine cannot be started by towing or pushing. Before towing or pushing a

vehicle, disconnect the driveline, lift the drive wheels off the road, or remove the axle
shafts from the drive wheels. When the axle shafts are removed, be sure to cover the
wheel openings to prevent loss of lubricant and entry of dust and dirt. An auxiliary air
or hydraulic supply will usually be required to actuate the vehicle brake system.

PARKING BRAKE
There is no PARK position in the transmission. The parking brake must be applied to
hold the vehicle when it is unattended.

18
 CARE AND MAINTENANCE

PERIODIC INSPECTIONS
Allison transmissions require a minimum of maintenance. Careful attention to the
control linkage and to the transmission fluid level is most important. For easier
inspection, keep the transmission clean. Make periodic inspections for loose bolts,
leaking hydraulic lines, or wet splitlines. Check the condition of the electrical
harnesses regularly. Check the engine cooling system occasionally for evidence of
transmission fluid, which would indicate a faulty cooler. Report any abnormal
condition to your maintenance personnel.

PREVENT MAJOR PROBLEMS

Minor problems can be kept from becoming major problems if you notify
maintenance personnel when any of these conditions occur.

• Overheating
• Abnormal shifting
• Transmission leaks fluid
• Unusual transmission-related sounds (changes in sound level caused by
normal engine thermostatic fan cycling while climbing a long grade with a
heavy load have been mistaken for unusual transmission-related sounds).

IMPORTANCE OF PROPER FLUID LEVEL

Maintaining the proper fluid level is very important. Transmission fluid cools,
lubricates, and transmits power. If the fluid level is too low, the torque converter and
clutches will not get a proper fluid supply, which will result in poor performance and
possible damage to the transmission. If the fluid level is too high, the fluid will
become aerated and cause overheating.

Check transmission fluid regularly, at the start of each shift. If consistent daily hot
level checks have been established, and daily inspection shows no sign of fluid
leakage, less frequent checks could be made.

19
TRANSMISSION FLUID LEVEL CHECK PROCEDURE
WARNING: To help avoid injury and property damage caused by
sudden and unexpected vehicle movement, do not perform
maintenance or service procedures until you:

• Put the transmission in N (Neutral)... and

• Set the parking brake and service brakes, and make sure they are
properly engaged... and
• Chock the wheels and take any other steps necessary to keep the
vehicle from moving.

CAUTION:
• Later model transmissions and parts use straight-thread hydraulic
fittings and ports. Check the compatibility of the plug or fitting to
the port before installation.
• Dirt and foreign matter must not be permitted to enter the
hydraulic system. Contamination of the transmission fluid or
hydraulic system can cause stuck valves, excessive wear of
transmission parts, or clogged hydraulic passages.

A visual level indicator is mounted on the lower left side of the transmission main
housing. The indicator provides a method of checking the fluid level. The illustration
shows how to read the indicator.

Install with
knurled plug up
VISUAL LEVEL INDICATOR RED LINE
FLUID CHECK PROCEDURE:
NO RED LINE
1. FLUID — ALLISON-APPROVED C-4 VISIBLE (OVERFILL)
2. TRANSMISSION AT SAFE
NORMAL OPERATING FULL MARK
OPERATIONAL (CENTER)
TEMPERATURE LEVEL AREA
(180–220°F; 82–103°C)
NO FLUID VISIBLE
3. NEUTRAL —
(UNDERFILL)
ENGINE IDLE

H02777.01

Visual Level Indicator

20
 NOTE: The only purpose of a Cold Check is to determine if the
transmission has enough fluid to be safely operated until a Hot Check
can be made.

Cold Check (5000, 6000 Series)

• Before starting the engine, check the fluid level indicator. Remove the ADD
(lower) plug. If fluid is present in the sight glass or if fluid flows from the plug
opening, the transmission has sufficient fluid to permit safe starting of the
engine. If no fluid is present, add sufficient fluid to bring the level within the
indicator glass or to cause a flow from the plug opening. Replace the plug.
• Perform a hot fluid level check at the first opportunity after normal operating
temperature is reached.

Cold Check (8000, 9000 Series)

• Before starting the engine, check the visual level indicator or remove the fluid
level check plug. If fluid is present in the indicator glass or if fluid flows from
the plug opening, the transmission has sufficient fluid to permit safe starting
of the engine. If no fluid flow is present, add sufficient fluid to bring the fluid
level within the indicator glass or to cause a flow from the plug opening.
Replace the plug.
• Perform a hot fluid level check at the first opportunity after normal operating
temperature is reached.

NOTE:
• A hot fluid level check is made to determine if there is sufficient fluid
for working operation of the transmission.
• Observe the condition of the fluid in the indicator glass or the type of
flow from the plug opening. Foaming or spurting fluid may indicate a
false level.

21
Hot Check (5000, 6000 Series)

SPEEDOMETER DRIVE

FLUID FILLER TUBE CONNECTION

HOLE (LOCATIONS VARY ON
DIFFERENT MODELS)

FLUID LEVEL
CHECK PLUG

DRAIN PLUG

H02771

Fluid Level Check Plug Locations (5000, 6000 Series)

• Shift to N (Neutral) and start the engine. Operate the equipment until the
transmission reaches a normal operating temperature of 180–220ºF
(82–103ºC). Then idle the engine and, for vehicle models, apply the parking
brake. Shift through all range positions slowly to ensure all areas of the
system are filled with fluid.
• Shift to N (Neutral) and set the engine speed at idle speed (1000 rpm). Check
the visual level indicator or remove the FULL (upper) fluid level check plug.
The fluid should be within the indicator limits shown in the illustration or at or
near the level of the plug opening. Add or drain fluid as necessary to bring the
fluid level within these limits. (The transmission may be operated safely as
long as the fluid level is above the ADD plug.)

Hot Check (8000, 9000 Series)

• Shift to N (Neutral) and start the engine. Operate the equipment until the
transmission reaches a normal operating temperature of 180–220ºF
(82–103ºC). Then idle the engine and, for vehicle models, apply the parking
brake. Shift through all range positions slowly to ensure all areas of the
system are filled with fluid.

22
 SPEEDOMETER DRIVE
FLUID LEVEL CHECK PLUG

FLUID FILLER TUBE HOLE

H02770

Fluid Level Check Location (8000, 9000 Series)

• Shift to N (Neutral) and set the engine at idle speed (600–650 rpm). Check the
visual level indicator or remove the fluid level check plug. The fluid should be
within the indicator limits shown in the illustration or near the level of the
check plug opening. Add or drain fluid as necessary to bring the fluid level
within these limits.

Fluid, Filter Change

The fluid should be changed every 1200 hours of operation or sooner depending upon
operating conditions. Also, the fluid must be changed whenever there are traces of dirt
or evidence of high temperature indicated by discoloration or strong odor. Metal
particles in the fluid (except for the minute particles normally trapped in the filter)
indicate damage has occurred in the transmission. When these particles are found in
the filter, report the condition immediately to maintenance personnel.

At each fluid change, examine the fluid which is drained for evidence of dirt or water.
If there is evidence of water or engine coolant in the fluid, immediately report the
condition to maintenance personnel.

23
ALLISON HIGH-EFFICIENCY FILTER SYSTEM
Allison high-efficiency filter assemblies are equipped with a differential pressure (∆P)
switch to indicate when the filter element is 95 percent plugged and requires service.
This serves two important functions: it allows the actual change interval to be
determined for each customer’s application, and it is a good service requirement
indicator.

NOTE: An early indication of the filter warning light at first installation

may be due to plugging of the filter as it cleans the system to a six micron
level. Unless the fluid visibly looks contaminated, do not change the
transmission fluid. New fluid may be contaminated by storage. If problems
arise, check with your fluid supplier or perform a fluid analysis.

Replace the high-efficiency filter elements when the filter differential pressure
warning light alerts the operator that the filter needs to be serviced. Clean the filter
shells. New gaskets and sealrings must be used when replacing filter elements. After
installation, check the filter for fluid leakage while the engine is running.

5/6/8/9000 Series Transmissions High-Efficiency Filters

Direct Mount Configuration
Nomenclature Part Number No. Required
Filter Assembly 29530556 1
Filter Bowl 23040664 2
Element 29510910 2
Ring Filter Seal 29501469 2
Switch 29529657 1
O-ring Seal 23045105 2
5/6/8/9000 Series Transmissions
Remote Mount Configuration
Nomenclature Part Number No. Required
Filter Assembly 29530557 1
Filter Bowl 23040663 1
Element 23049374 1
Ring Filter Seal 23018958 1
Switch 29529657 1

24
Keeping Fluid Clean
It is absolutely necessary that the fluid put into the transmission be clean. Fluid must
be handled in clean containers to prevent foreign material from entering the system.

CAUTION: Do not use containers or fillers for transmission fluid that

have been used for any antifreeze solution. Antifreeze and coolant
solutions contain ethylene glycol which, if introduced into the
transmission, can cause the clutch plates to fail.

Automatic Transmission Fluid Recommendations

• Hydraulic fluids (oils) used in the transmission are important influences on
transmission performance, reliability, and durability. Allison-approved C-4
fluids are required for all off-highway applications.

CAUTION: Disregarding minimum fluid temperature limits can result

in transmission malfunction or reduced transmission life.

• When choosing the optimum viscosity grade of fluid to use, duty cycle,
preheat capabilities, and/or geographical location must be taken into
consideration. Grade 15W-40 transmission fluid is recommended for all off-
highway operation above 5° F (–15° C) ambient temperature. The table below
lists the minimum temperatures at which the transmission may be safely
operated. Below these temperatures, preheat with auxiliary heating equipment
or by running the vehicle with the transmission in N (Neutral) for a minimum
of 20 minutes before attempting range operation.

Operating Temperature Requirements for Transmission Fluid

Ambient Temperature Below

Viscosity Grade Which Preheat Is Required
Fahrenheit Celsius
SAE 10W –4 –20
SAE 15W-40 5 –15
SAE 30 32 0
SAE 40 50 10
Ref. 13-TR-90.

25
 Transmission Fluid Capacity

Transmission Series Refill Capacity

5000, 6000
straight-through 18.5 gallons (70 liters)
dropbox 13 gallons (49 liters)
8000
straight-through 19 gallons (72 liters)
dropbox 32 gallons (121 liters)
9000
straight-through 19 gallons (76 liters)

CARE OF BREATHER
Keep the breather clean at all times. Check and clean the breather regularly and as
frequently as necessary, depending on the operating conditions. A badly corroded or
plugged breather restricts proper breathing and causes a buildup of condensation and
subsequent fluid deterioration.

SHIFT SELECTOR AND RETARDER LINKAGE ADJUSTMENTS

For manual-hydraulic models, the manual shift linkage must be adjusted so the
operator’s shift selector is positioned to correspond exactly to the detent positions of
the selector valve on the transmission. With the linkage disconnected, place the
selector valve and the operator’s shift selector in third range. Adjust the linkage so it
can be freely connected without moving either the selector valve or the shift selector.
Operate the shift selector in each range. Make minor adjustments, if necessary, to
ensure the selector valve detent seats in every range of the shift selector.

Adjust the retarder valve for 8000 and 9000 Series models (when the retarder is released)
so the valve is held firmly downward (into the valve body) to its stop. When the retarder
is applied, make sure the retarder valve is all the way up (out of the valve body).

Adjust the retarder valve for 5000 and 6000 Series models (when the retarder is
released) so the valve is held firmly upward (out of the valve body) to its stop. When
the retarder is applied, make sure the retarder valve is all the way down (into the valve
body).

Inspect the control linkage for binding, wear, or breaks.

CAUTION: If the linkage allows the retarder to be partially applied,

excessive drag and overheating will result.

26
SHIFT SELECTOR LUBRICATION
Lubricate shift selectors after the first 500 hours of operation and after each 2500
hours of operation thereafter. The 2500 hour intervals may be shortened if operating
conditions are extremely dusty or dirty.

Using compressed air, thoroughly clean the area to be lubricated. Work the shift
handle from side to side while applying the air blast. Refer to the Service Manual for
the areas to be lubricated.

PARKING BRAKE (Some Models)

An internal, expanding-shoe parking brake is mounted on the rear of the transmission
housing at the output.

Adjustment
• Adjust the brake shoes for proper drum clearance by inserting a screwdriver
or brake adjusting tool into a hole at the rear of a brake drum, and rotating the
star wheel adjusting screw between the lower ends of the brake shoes. Rotate
the star wheel until the shoes are held snugly against the brake drum. Back off
the adjusting screw three full turns.
• Adjust the vehicle brake linkage by releasing the apply mechanism fully, and
adjusting the connecting linkage so that it can be freely connected to the apply
lever on the brake. Take all slack out of the brake, without actually moving the
brake shoes, when the linkage adjustment is made.
Burnishing
• Follow the manufacturer’s recommendations for burnishing a new drum and
brake shoes.

CAUTION: Do not overburnish the brake.

DETERMINING PTO BACKLASH LIMITS

CAUTION: Carefully check the backlash in PTO installations.
Excessive or insufficient backlash can result in damage to the
transmission and the PTO assembly.

• When instructions are not immediately available from the vehicle

manufacturer, the following method is suggested for determining the proper
backlash.
• Refer to View 1. Hold gear 1 (transmission drive gear) by holding the input
flywheel.

27
TRANSMISSION
HOUSING Read backlash
on indicator
Hold
indicator
stationary

2
PITCH LINE
(APPROX. MIDDLE
OF TOOTH)

1
INDICATOR CONTACT

Hold drive gear

V02780.01

View 1. Determining PTO Drive Gear Backlash

• Move gear 2 (transmission driven gear) in both directions. Measure the

backlash with an indicator as shown in View 1. This is Quantity A.
• Refer to View 2. Hold the output shaft of PTO 4 stationary.
• Move gear 3 (PTO drive gear) in both directions. Measure the backlash with
an indicator as shown in View 2. This is Quantity B.

Hold PTO
output shaft Read backlash
PTO OUTPUT on indicator

PTO
HOUSING 4

Hold
indicator
stationary
PITCH LINE (APPROX.
MIDDLE OF TOOTH)

INDICATOR CONTACT
V02781.01

View 2. Determining PTO Driven Gear Backlash

28
• Refer to View 3. Hold gear 1 (transmission drive gear) by holding the input
flywheel.
• Attach a steel strap to the PTO output shaft with a C-clamp.
• Mark off radius “r” on the strap. Radius “r” is equivalent to the radius of the PTO
input drive gear 3. Take the backlash measurement at this point on the strap.
• Move the output shaft in both directions and measure the backlash using an
indicator as shown in Views 1 and 2. This is Quantity C.
• Add Quantity A to Quantity B, then subtract this sum from Quantity C. The
remainder will be the backlash between the transmission gear and the PTO
gear. Call this Quantity D. The formula is stated: D = C – (A + B).
• For safe PTO operation, the value of Quantity D should be 0.005–0.025 inch
(0.12–0.63 mm).

MEASUREMENT POINT STEEL STRAP

R – RADIUS EQUIVALENT
TO RADIUS OF PTO R
INPUT DRIVE GEAR R
PTO OUPUT SHAFT

PTO HOUSING

3 R CLAMP

TRANSMISSION
HOUSING 1

Hold transmission
drive gear
V02782.01

View 3. Determining PTO Drive-To-Driven Gear Backlash

29
 TROUBLESHOOTING

Investigate transmission malfunction immediately to protect the life of the

transmission. The following chart lists the possible causes of, and remedies for,
transmission troubles. As indicated in the chart, the engine and transmission must be
considered as a single package when searching for trouble.

For additional troubleshooting of the electrical system and for repair instructions for
the transmission, refer to the transmission Service Manual.

TROUBLESHOOTING CHART
WARNING: If the control valve solenoids are activated by an external
power supply, sudden and unexpected movement of the vehicle may
occur. A runaway vehicle could only be stopped by applying the brakes
or shutting down the engine: removal of the power supply would not
stop the vehicle because of the fail-protection system. To help avoid
injury or property damage, electricity must never, under any
circumstances, be applied to any electric valve body component while
the engine is running, while the mechanic is working under the vehicle,
or while personnel are working in the vehicle path. Before any
troubleshooting of the electric-shift solenoids, always shut off the
engine, set the vehicle brakes, and chock the wheels.

Cause Remedy
A. TRANSMISSION OVERHEATS
1. High or low fluid level 1. Restore proper fluid level.
2. Aerated (foaming) fluid 2. Refer to B.
3. Vehicle or equipment overloaded 3. Reduce load.
4. Engine coolant overheated 4. Correct engine overheating.
5. Heat exchanger or lines kinked or 5. Clean or replace heat exchanger
clogged or lines.

30
 Cause
A. TRANSMISSION OVERHEATS (cont’d)
6. Low coolant level
7. Transmission fluid leaking
8. Low main pressure
9. Low converter-out pressure
10. Vehicle or equipment brakes dragging
11. Torque converter stator locked
12. Clutch slipping
13. Retarder engaged (vehicle
models only)
14. Transmission lock feature engaged
(9800 Series only)
B. TRANSMISSION FLUID IS AERATED (FOAMING)
1. Incorrect fluid used
2. High or low fluid level
3. Air entering suction side of pump
4. Water in transmission fluid
C. HEAVY METAL DEBRIS IS FOUND IN TRANSMISSION FLUID
1. Transmission internal failure
D. COOLANT IS FOUND IN TRANSMISSION FLUID
1. Heat exchanger leaking
31
Remedy
6. Add coolant, check for leaks.
7. Check transmission and all external
lines. Correct leaks.
8. Refer to V.
9. Refer to U.
10. Check parking and service brakes.
11. Check for low top speed of vehicle.
Check torque converter components.
12. Overhaul transmission. Replace worn
piston sealrings or clutch plates.
13. Disengage the retarder.
14. Disengage lock.
1. Change fluid. Use proper fluid.
2. Restore proper fluid level.
3. Check oil pump bolts and gasket.
4. Check for source. Clean system.
1. Completely disassemble, clean, and
repair transmission. Replace filters
and clean external lines and cooler.
1. Completely disassemble and
thoroughly clean transmission.
Replace all friction-faced clutch
plates. Repair or replace heat
exchanger. Replace filters and clean
external lines.
 Cause Remedy
E. TRANSMISSION WILL NOT OPERATE IN ANY RANGE,
REGARDLESS OF SELECTOR POSITION
1. Loss of electrical power at initial 1. Check the following components and
start-up, during reverse operation, or replace if bad:*
after reset procedure for lock-in-
range system is activated* – vehicle or equipment power source
– shift selector fuse
– wiring harness(es)
– Shift Pattern Generator (SPG)
– 24V overload protector
– throttle potentiometer
– shift selector
– solenoid(s)
2. Loss of electrical power at initial 2. Check the following components and
start-up, during reverse operation, or replace if bad:**
when engine has been started up after
lock-in-range system is activated** – vehicle or equipment power source
– shift selector fuse
– shift selector
– wiring harness
– solenoid(s)
3. Loss of electrical power at initial 3. Refer to E2.
start-up or during operation***
4. Internal mechanical failure 4. Overhaul transmission.
5. Driveline failure 5. Check input and output of
transmission.
6. Low fluid level 6. Restore proper fluid level.
7. Low main pressure 7. Refer to V.
8. Manual selector valve not positioned 8. Check linkage.
properly (manual-hydraulic models)
* SPG-controlled automatic-electric models only.
** Only manual-electric models with Lock-in-Range.
*** Only manual-electric models with Lock-in-Neutral.

32
 Cause
F. TRANSMISSION CONTINUES IN THE SAME FORWARD RANGE
REGARDLESS OF SELECTOR POSITION
1. Lock-in-range system activated*
2. Complete loss of electrical power,
lock-in-range system activated**
G. SHIFTING IS ERRATIC
1. 24V power source voltage under 18
volts or faulty 24V overload
protector
2. 12V power source voltage under 9
volts or faulty 12/24V converter
* SPG-controlled automatic-electric models only.
** Only manual-electric models with Lock-in-Range.
33
Remedy
1. Conduct reset procedures. After reset
procedures, be sure transmission is
actually in range selected before
increasing throttle.
– If after reset, transmission operates
only in first, neutral, and reverse,
refer to H.
– If after reset, transmission operates
erratically, refer to G.
– If after reset, transmission remains
in neutral, regardless of selector
position, check the components
listed in E1.
2. Shut down engine and check the
components listed in E2.**
1. Restore power source. Check voltage
at terminals 1, 2, 3, and 4 of the 24V
overload protector. If under 18 volts
and power source voltage is OK,
replace the overload protector.
2. Restore power source. Check voltage
at terminals 1, 2, 3, and 4 of the
12/24V converter. If voltage at
terminals 1 and 2 is under 9 volts, or
if voltage at terminals 3 and 4 is
under 18 volts, and power source
voltage is OK, replace the 12/24V
converter.
 Cause
G. SHIFTING IS ERRATIC (cont’d)
3. Wiring harness(es) or mating
connectors faulty
4. Interruption of electrical power to
controlling solenoids
5. Faulty shift selector
6. Faulty throttle potentiometer*
7. Faulty magnetic pickup*
8. Faulty shift pattern generator (SPG)*
9. Faulty hydraulic circuits
* SPG-controlled automatic-electric models only.
34
Remedy
3. Check all wiring harness(es) for
breaks, signs of chafing, fraying,
or deterioration.
– Check all connections for tightness
and freedom from corrosion.
– Disconnect, clean, and reconnect
any connections that may be
defective. Firm, complete
connection of each connector is
important. The pins must not be bent
or otherwise damaged.
– Align the index key and slot, and
push the cable end of the connector
firmly into its socket. Tighten the
retaining nut as tightly as possible
by hand (do not use any tool to
retain the connectors).
– Then push again on the cable end
while working it slightly from side
to side and retighten the nut.
– Continue pushing the cable end and
tightening the nut until the
connection is firm, and the nut will
not tighten further.
– Refer to service manual to test
wiring harness — replace if bad.
4. Check circuit(s) and solenoid(s)
and replace if bad.
5. Check shift selector — repair if bad.
6. Check throttle potentiometer —
repair or replace if bad.*
7. Check magnetic pickup — replace if
bad.*
8. Check SPG — repair or replace if
bad.*
9. Check hydraulic circuits — correct
faults.
 Cause Remedy
H. TRANSMISSION OPERATES ONLY IN FIRST, NEUTRAL,
AND REVERSE
1. Faulty magnetic pickup or circuit 1. Replace magnetic pickup or repair
circuit.
2. Faulty Shift Pattern Generator (SPG) 2. Check SPG — repair or replace if bad.
I. TRANSMISSION SHIFTS TO NEUTRAL DURING REVERSE OPER-
ATION, BUT WILL OPERATE NORMALLY IN ALL FORWARD
RANGES
1. Interruption of electrical power to 1. Repair circuit or replace Solenoid B.
Solenoid B
J. VEHICLE OPERATES IN REVERSE AND MOVES BACKWARD IN
NEUTRAL WHEN ENGINE IS ACCELERATED, BUT STALLS IN
ALL OTHER RANGES WHEN ENGINE IS ACCELERATED —
SOLENOIDS OK
1. Reverse clutch failed (won’t release) 1. Overhaul transmission.
K. VEHICLE OPERATES IN FIRST AND SECOND RANGES AND
MOVES FORWARD IN NEUTRAL WHEN ENGINE IS ACCELER-
ATED, BUT STALLS IN ALL OTHER RANGES WHEN ENGINE IS
ACCELERATED — SOLENOIDS OK
1. Low-range clutch failed (won’t 1. Overhaul transmission.
release)
L. VEHICLE OPERATES IN THIRD AND FOURTH RANGES AND
MOVES FORWARD IN NEUTRAL WHEN ENGINE IS ACCELER-
ATED, BUT STALLS IN ALL OTHER RANGES WHEN ENGINE IS
ACCELERATED — SOLENOIDS OK
1. Intermediate-range clutch has failed 1. Overhaul transmission.
(won’t release)
M. VEHICLE OPERATES IN FIFTH AND SIXTH RANGES AND MOVES
FORWARD IN NEUTRAL WHEN ENGINE IS ACCELERATED, BUT
STALLS IN ALL OTHER RANGES WHEN ENGINE IS ACCELER-
ATED — SOLENOIDS OK
1. High-range clutch failed (won’t 1. Overhaul transmission.
release)

35
 Cause Remedy
N. NO POWER IS TRANSMITTED IN ONE RANGE (LOW RANGE,
INTERMEDIATE RANGE, HIGH RANGE, OR REVERSE) —
SOLENOIDS OK
1. Range clutch failed (won’t apply, 1. Overhaul transmission. Check for
slipping) worn piston seals, broken piston
housing, or worn clutch plates in
that range.
2. Manual selector linkage out of 2. Adjust linkage.*
adjustment*
O. VEHICLE WILL OPERATE IN SECOND, FOURTH, SIXTH, AND
REVERSE RANGES BUT WILL NOT OPERATE IN ALL OTHER
RANGES — SOLENOIDS OK
1. Splitter-high clutch won’t release or 1. Overhaul transmission. Check
splitter-low clutch won’t apply, splitter clutches for worn
slipping components.
P. VEHICLE WILL OPERATE IN FIRST, THIRD, AND FIFTH
RANGES BUT WILL NOT OPERATE IN ALL OTHER RANGES —
SOLENOIDS OK
1. Splitter-low clutch won’t release or 1. Overhaul transmission. Check
splitter-high clutch won’t apply, splitter clutches for worn
slipping components.
Q. SLOW CLUTCH ENGAGEMENT
1. Low transmission fluid level 1. Add fluid to proper level.
2. Foaming transmission fluid 2. Refer to B.
3. Worn piston seals 3. Overhaul transmission.
4. Low main pressure 4. Refer to V.
5. Low transmission fluid temperature 5. Use recommended fluid. Preheat if
required.
R. VEHICLE LACKS POWER AND ACCELERATION
1. Stator freewheel clutch failed 1. Overhaul transmission.
2. Engine malfunction 2. Check engine; refer to engine
service manual.
3. Aerated transmission fluid 3. Refer to B.
4. Low engine speed at converter stall 4. Refer to T.
* Manual-hydraulic models only.

36
 Cause Remedy
R. VEHICLE LACKS POWER AND ACCELERATION (cont’d)
5. High engine speed at converter stall 5. Refer to S.
6. Hydraulic retarder partially applied 6. Check linkage.
7. Vehicle brakes dragging 7. Check parking and service brakes.
8. Manual selector valve not positioned 8. Check linkage.*
properly*
S. HIGH ENGINE SPEED AT CONVERTER STALL
1. Low transmission fluid level 1. Add fluid to proper level.
2. Low converter-out pressure 2. Refer to U.
3. High fluid temperature (above 275ºF; 3. Refer to A.
135ºC)
4. Clutch slipping — main pressure 4. Overhaul transmission. Replace
normal clutch piston sealrings or clutch
plates.
5. Foaming transmission fluid 5. Refer to B.
T. LOW ENGINE SPEED AT CONVERTER STALL
1. Low engine output torque 1. Tune engine and check output.
2. Converter element interference 2. Check for noise at stall; overhaul
converter if necessary.
3. Transmission fluid below operating 3. Warm up transmission to 180–220ºF
temperature (82–103ºC).
U. LOW CONVERTER-OUT PRESSURE
1. Low transmission fluid level 1. Add fluid to proper level.
2. Fluid line leakage (remote-mounted 2. Check for fluid leaks — correct
cooler or filter) leaks.
3. Plugged strainer 3. Clean strainer.
4. Defective pump 4. Rebuild or replace pump assembly.
5. High fluid temperature 5. Refer to A.
6. Foaming transmission fluid 6. Refer to B.
* Manual-hydraulic models only.

37
 Cause
V. LOW MAIN PRESSURE
1. Low transmission fluid level
2. Leaks in hydraulic system
3. Failure in main-pressure regulator
valve
4. Worn input pump assembly
5. Clogged strainer
6. Air leaks at suction side of
input pump
7. Converter-in check valve stuck open
or spring failed
8. Lubrication regulator valve stuck
open or spring failed
W. DOWNSHIFT OF TRANSMISSION IS PERMITTED DURING
LOCKUP OPERATION†
1. Disconnected or broken wiring
harness lead to the inhibitor pressure
switch
2. Failed pressure switch
3. Faulty shift selector
4. Faulty wiring harness
X. SHIFT SELECTOR LEVER STAYS LOCKED IN PLACE,
REGARDLESS OF EQUIPMENT SPEED†
1. Improperly grounded wiring harness
lead to the pressure switch
† Manual-electric models only.
38
Remedy
1. Add fluid to proper level.
2. Check all external points for leaks;
check each range for localizing
internal leaks.
3. Overhaul valve assembly.
4. Rebuild or replace pump assembly.
5. Clean oil strainer.
6. Check input pump; correct leaks.
7. Repair valve.
8. Repair valve.
1. Inspect the wiring harness lead and
ground lead (or terminal, if no
ground lead is used) for corrosion,
loose connection, and condition.
2. With equipment power on, ground
the inhibitor wiring harness lead to
the body of the pressure switch. If the
inhibitor then engages, the pressure
switch is faulty (will not close) and
should be replaced.
3. If grounding the lead does not actuate
the inhibitor, check the shift selector.
4. Check wiring harness; replace if bad.
1. Check the pressure switch lead for
a ground. Check that the lead is
connected to the pressure switch
terminal insulated with a fiber
washer (not to the terminal having a
star washer).
 Cause
X. SHIFT SELECTOR LEVER STAYS LOCKED IN PLACE,
REGARDLESS OF EQUIPMENT SPEED† (cont’d)
2. Failed pressure switch
3. Faulty shift selector
4. Faulty wiring harness
Y. SHIFT QUADRANT NOT ILLUMINATED
1. Failed light bulb
2. Failed resistor (24V system)
3. Defective equipment wiring or
connections or defective wiring
harness(es)
4. Faulty shift selector
Z. REVERSE SIGNAL NOT ENERGIZED
1. Faulty reverse indicator device,
faulty connectors
2. Defective equipment wiring or
connections
3. Faulty shift selector
4. Faulty wiring harness
† Manual-electric models only.
39
Remedy
2. If disconnecting the pressure switch
lead from the switch terminal
disengages the inhibitor, the pressure
switch is faulty, and must be
replaced.
3. Check the shift selector. The
inhibitor should engage when the
lead to the pressure switch is
grounded (while equipment power
to the shift selector is on).
4. Check wiring harness — replace if bad.
1. Replace the light bulb.
2. Replace the resistor.
3. Check the equipment wiring and
terminals; refer to the equipment
wiring diagram. Check wiring
harness(es) — replace if bad.
4. Check the shift selector — repair
if bad.
1. Check the reverse indicator device.
Check for power to the indicator.
2. Check the equipment wiring system
for loose or broken wires and
connectors; refer to equipment
wiring diagrams.
3. Check the shift selector — repair
if bad.
4. Check wiring harness — replace
if bad.
 Cause Remedy
DUAL-ELECTRIC — Equipment with Front and Rear Transmission Units
The front transmission can have the same troubles and symptoms as any other 5000
or 6000 transmission. The controls for the rear transmission are slightly different
and therefore have some different symptoms when problems occur. The following
symptoms, causes, and remedies apply to the rear unit only.

AA. REAR TRANSMISSION SHIFTS TO NEUTRAL AND REMAINS IN

NEUTRAL REGARDLESS OF SELECTOR POSITION
1. Complete interruption of electrical 1. Restore power.
power
AB. REAR TRANSMISSION SHIFTS TO NEUTRAL IN ONE RANGE
BUT OPERATES NORMALLY IN ALL OTHER RANGES
1. Interruption of power to a controlling 1. Repair circuit or replace solenoid.
solenoid
AC. REAR TRANSMISSION UPSHIFTS DURING OPERATION IN
REVERSE (HIGHER RATIO), FIRST, THIRD, OR FIFTH RANGE
1. Interruption of power to Solenoid F 1. Repair circuit or replace solenoid.
AD. SPEED OF REAR ENGINE OUT OF SYNCHRONIZATION
WITH FRONT ENGINE
1. Interruption of power to Solenoid F 1. Repair circuit or replace solenoid.

40
 CUSTOMER SERVICE

OWNER ASSISTANCE
The satisfaction and goodwill of the owners of Allison transmissions are of primary
concern to Allison Transmission Division (ATD), its distributors, and their dealers.

As an owner of an Allison transmission, you have service locations throughout the

world that are eager to meet your parts and service needs with:

• Expert service by trained personnel

• Emergency service 24 hours a day in many areas
• Complete parts support
• Sales teams to help determine your transmission requirements
• Product information and literature
Normally, any situation that arises in connection with the sale, operation, or service of
your transmission will be handled by the distributor or dealer in your area (check the
telephone directory for the Allison Transmission service outlet nearest you).

We recognize, however, that despite the best intentions of everyone concerned,

misunderstandings may occur. To further assure your complete satisfaction, we have
developed the following three-step procedure to be followed in the event you have a
problem that has not been handled satisfactorily.

Step One — Discuss your problem with a member of management from the
distributorship or dealership. Frequently, complaints are the result of a breakdown
in communication and can quickly be resolved by a member of management. If you
have already discussed the problem with the Sales or Service Manager, contact the
General Manager. All ATD dealers are associated with an ATD distributor. If your
problems originate with a dealer, explain the matter to a management member of the
distributorship with whom the dealer has his service agreement. The dealer will
provide his ATD distributor’s name, address, and telephone number on request.

Step Two — When it appears the problem cannot be resolved readily at the distributor
level without additional assistance, contact the Allison Transmission Regional Office
responsible for the local distributor. You will be assisted by a member of the Regional
Service Manager’s staff, depending on the nature of your problem.

41
For prompt assistance, please have the following information available:
• Name and location of authorized distributor or dealer
• Type and make of equipment
• Transmission model number, serial number, and assembly number (if
equipped with electronic controls, also provide the ECU assembly number)
• Transmission delivery date and accumulated miles and/or hours of operation
• Nature of problem
• Chronological summary of unit’s history

Step Three — If you contacted a regional office and you are still not satisfied, present
the entire matter to the Home Office by writing to the following address or
calling the phone number below:
Manager, Warranty Administration – PF9
Allison Transmission
P.O. Box 894
Indianapolis, IN 46206-0894
Phone: (317) 242-3538

The inclusion of all pertinent information will assist the Home Office in expediting the
matter. If an additional review by the Home Office of all the facts involved indicates
that some further action can be taken, the Regional Office will be advised.
When contacting the Regional or Home Office, please keep in mind that ultimately the
problem will likely be resolved at the distributorship or dealership utilizing their
facilities, equipment, and personnel. Therefore, it is suggested that the above steps be
followed in sequence when experiencing a problem.
Your purchase of an Allison Transmission product is greatly appreciated, and it is our
sincere desire to assure complete satisfaction.

42
SERVICE LITERATURE
Additional service literature is available. This service literature provides
fully illustrated instructions for the operation, maintenance, service,
overhaul, and parts support of your transmission. To ensure that you get
maximum performance and service life from your unit, see your dealer or
distributor for the following publications.

Check the telephone directory for the Allison Transmission distributor or dealer
nearest you. If you are unable to obtain these publications from your local Allison
distributor, please contact:
Manager, Product Training and Technical Publications – A01
Allison Transmission
P.O. Box 894
Indianapolis, IN 46206
Phone: (317) 242-0236
Service Literature

Trouble-
shooting
Transmission Service Parts Procedures Technician’s
Series Manual Catalog Manual Guide
5640, 5660, 5840, SM1078EN PC1077EN — —
5860
5940, 5960, 5965, SM1110EN PC1247EN — —
6041, 6060
5600, 5861, 5961, SM1866EN PC1860EN — —
5962, 5963, 6062,
6063, 6600
8000 SM1228EN PC1249EN — GN2028EN
9000 SM1833EN PC1830EN — —
5000, 6000, 8000, SM1502EN — SA1809EN —
9000 Automatic-
Electric Shift
Components
(SPG-Controlled)

43
ALLISON TRANSMISSION DISTRIBUTORS

EASTERN REGION
Atlantic Detroit Diesel-Allison, Inc. Penn Detroit Diesel Allison, Inc.
180 Route 17 South 8330 State Road
Lodi, NJ 07644 Philadelphia, PA 19136-2986
201-489-5800 215-335-0500
Johnson & Towers, Inc. Western Branch Diesel, Inc.
2021 Briggs Road 3504 Shipwright Street
Mount Laurel, NJ 08054 Portsmouth, VA 23705
609-234-6990 757-484-6230
New England Detroit Diesel-Allison, Inc.
90 Bay State Road
Wakefield, MA 01880-1095
617-246-1810
SOUTHERN REGION
Caribe Detroit Diesel-Allison Stewart & Stevenson Services, Inc.
Division of GT Corporation 2707 North Loop West
Ceramic Ind. Park, Campo Rico Ave. Houston, TX 77008
Carolina, Puerto Rico 00628 713-868-7700
787-750-5000
Covington Detroit Diesel-Allison, Inc. United Engines, Inc.
6200 Swiggett Road 5555 West Reno Avenue
Greensboro, NC 27419-8949 Oklahoma City, OK 73127
910-292-9240 405-947-3321
Florida Detroit Diesel-Allison, Inc. Williams Detroit Diesel-Allison
5105 Bowden Road Southeast, Inc.
Jacksonville, FL 32216 2849 Moreland Avenue, S.E.
904-737-7330 Atlanta, GA 30315-0037
404-366-1070
Florida Detroit Diesel-Allison North, Inc.
5105 Bowden Road
Jacksonville, FL 32216
904-737-7330

44
 CENTRAL REGION
Central Detroit Diesel-Allison, Inc. Inland Diesel, Inc.
9200 Liberty Drive 13015 West Custer Avenue
Liberty, MO 64068 Butler, WI 53007-0916
816-781-8070 414-781-7100
Clarke Detroit Diesel-Allison, Inc. Interstate Detroit Diesel, Inc.
3133 East Kemper Road 2501 East 80th Street
Cincinnati, OH 45241 Minneapolis, MN 55425
513-771-2200 612-854-5511
Inland Detroit Diesel-Allison, Inc. Williams Detroit Diesel-Allison
210 Alexandra Way Midwest, Inc.
Carol Stream, IL 60195 1176 Industrial Parkway, North
630-871-1111 Brunswick, OH 44212-2342
330-225-7751
WESTERN REGION
Hawaii Detroit Diesel-Allison, Inc. Spokane Detroit Diesel-Allison, Inc.
91-265 Kalaeloa Boulevard 6615 East Mallon Street
Kapolei, HI 96707 Spokane, WA 99212
808-682-2400 509-535-3663
Pacific Detroit Diesel-Allison Company Stewart & Stevenson Power, Inc.
7215 South 228th Street 5840 Dahlia Street
Kent, WA 98302 Commerce City, CO 80022
206-854-0505 303-287-7441
Sierra Detroit Diesel Allison, Inc. Valley Detroit Diesel Allison, Inc.
1755 Adams Avenue 13644 East Nelson Avenue
San Leandro, CA 94577-1001 City of Industry, CA 91746
510-635-8991 818-333-1243
Smith Detroit Diesel/Allison, Inc. Williams Detroit Diesel-Allison
250 West 3900 South Southwest, Inc.
Salt Lake City, UT 84107 2602 S. 19th Avenue
801-262-2631 Phoenix, AZ 85009
602-257-0561

45
 CANADIAN REGION
Detroit Diesel-Allison British Columbia Ltd. Midwest Detroit Diesel-Allison Ltd.
9300 - 192nd Street 1460 Waverley Street
Surrey, British Columbia V4N 3R8 Winnipeg, Manitoba R3T OP6
604-888-1211 204-452-8244
Detroit Diesel-Allison Canada East, Inc. Waterous Detroit Diesel-Allison, Inc.
2997 Rue Watt 10025 - 51st Avenue
Ste. Foy, Quebec G1X 3W1 Edmonton, Alberta T6E OA8
418-651-5371 403-437-3550
Harper Detroit Diesel Ltd.
10 Diesel Drive
Toronto, Ontario M8W 2T8
416-259-3281
MEXICO REGION
Detroit Diesel-Allison De Mexico S.A. De C.V.
Av. Paseo de la Reforma No. 2977
Del Cuajimalpa, Mexico, D.F. 05000
(525) 6-265-300

46
NOTES

47
NOTES

48
OM1318EN 199701 Printed in U.S.A. 199801