PO7137

1000 and 2000 Series
Allison 5th and 6th Generation Controls
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PRINCIPLES OF OPERATION
PO7137EN
Principles of 2021 SEPTEMBER
Operation PO7137EN
Allison Transmission
Allison 5th Generation Controls
Allison 6th Generation Controls
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1000 Series™ and 2000 Series™
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Copyright © 2021 Allison Transmission, Inc. All Rights Reserved.

FOREWORD
Principles of Operation will help you become familiar with the operation of the Allison HUB 1000 and
2000 Series Transmissions with Allison 6th Generation Controls. This manual supplements other Allison
publications as a useful reference for service, diagnosis, and repair of these transmissions. Review the Table
of Contents to quickly locate information. This manual includes:
• General description of the 1000 and 2000 Series Transmissions and detailed descriptions of major
components.
• Description of the electronic control system components and its diagnostic capability.
• Description of the hydraulic control system components.
• Detailed hydraulic schematics and torque flow diagrams.
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All specifications and data are subject to change without notice. This publication is periodically revised to
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include new models and new product features. To ensure that you have the latest information, check with
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your Allison Transmission service outlet for the current publication version.
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Additional copies of this publication may be purchased from authorized Allison Transmission service outlets.
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Look in your telephone directory under the heading of Transmissions—Truck, Tractor, etc.
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Online access to this publication is also available through the Allison HUB via an Allison HUB subscription,
which can be purchased through an Allison Authorized Distributor.
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Page ii Copyright © 2021 Allison Transmission, Inc. All Rights Reserved.

IMPORTANT SAFETY INFORMATION
IMPORTANT SAFETY INFORMATION
IT IS YOUR RESPONSIBILITY to be completely familiar with the warnings and cautions in this manual.
These warnings and cautions advise of specific methods or actions that can result in personal injury,
equipment damage, or cause the equipment to become unsafe. These warnings and cautions are not
exhaustive. Allison Transmission could not possibly know, evaluate, or advise the service trade of all
conceivable procedures by which service might be performed or of the possible hazardous consequences of
each procedure. 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 used.
Vehicle or equipment manufacturers (collectively hereinafter "manufacturer(s)") integrate Allison
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transmissions into vehicles or equipment used for a variety of vocations and services. The manufacturer
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is responsible for identifying the specific operating conditions to which the vehicle or equipment will be
subjected and to communicate the appropriate means for preventing unintended vehicle or equipment
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movement within those conditions, in order to ensure vehicle or equipment safety and operator safety.
The vehicle or equipment owner and operator should be aware of and follow the manufacturer's operating
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instructions and warnings related to parking and preventing unintended vehicle or equipment movement.
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Proper service and repair is important to the safe and reliable operation of the equipment. The service
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procedures recommended by Allison Transmission (or the manufacturer) and described in this manual are
effective methods for performing service and diagnostic operations. Some procedures require using specially
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designed tools. Use special tools when and in the manner recommended.
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The WARNINGS, CAUTIONS, and NOTES in this manual apply only to the Allison transmission and not
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to other vehicle or equipment systems which may interact with the transmission. Be sure to review and
observe any vehicle or equipment system information provided by the manufacturer and/or body builder at all
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times the Allison transmission is being serviced.

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WARNINGS, CAUTIONS, NOTES

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Three types of headings are used in this manual to attract your attention:
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WARNING: A warning is used when an operating procedure, practice, etc., which, if not correctly
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followed, could result in personal injury or loss of life.

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CAUTION: A caution is used when an operating procedure, practice, etc., which, 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.
Copyright © 2021 Allison Transmission, Inc. All Rights Reserved. Page iii
ABBREVIATIONS AND SYMBOLS
• ABS Anti-lock Brake System

• ACCT Allison Calibration Configuration Tool
• C1 Clutch 1
• C2 Clutch 2
• C3 Clutch 3
• C4 Clutch 4
• C5 Clutch 5
• CAN Controller Area Network
• CMR Control Main Relief Valve
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• CMV Control Main Valve
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• COTP Converter Over-temp Torque Protection
• DSS Dynamic Shift Sensing
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• DTC Diagnostic Trouble Code
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• DTCs Diagnostic Trouble Codes
• EBV Exhaust Backfill Valve 00
• EMI Electromagnetic Interference
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• FCC Federal Communications Commission
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• IMS Internal Mode Switch

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• LBSS Load-Based Shift Scheduling

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• LRD Low Rate Damper

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• LRTP Low Range Torque Protection

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• MSV Manual Selector Valve

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• NAS Neutral at Stop

• OE Open Ended
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• OEM Original Equipment Manufacturer

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• P1 Planetary 1
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• P2 Planetary 2
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• P3 Planetary 3
• PC Personal Computer
• PCS Pressure Control Solenoid
• PCS1 Pressure Control Solenoid 1
• PCV1 Pressure Control Valve 1
• PS1 Pressure Switch 1
• psi Pounds per Square Inch
Page iv Copyright © 2021 Allison Transmission, Inc. All Rights Reserved.

ABBREVIATIONS AND SYMBOLS
• PSM Pressure Switch Manifold
• PTO Power Takeoff
• RFI Radio Frequency Interference
• SAE Society of Automotive Engineers
• SEM Shift Energy Management
• SESS Super Economy Shift Schedule
• SIL Service Information Letter
• SS1 Shift Solenoid 1
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• SV1 Shift Valve 1
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• TCC Torque Converter Clutch
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• TCM Transmission Control Module
• TCMs Transmission Control Modules00
• TPS Throttle Position Sensor
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• VBS Variable Bleed Solenoid
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• VEPS Vehicle Electronic Programming Stations

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• VMMS Variable Modulated Main Solenoid

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Copyright © 2021 Allison Transmission, Inc. All Rights Reserved. Page v

TRADEMARK USAGE
The following trademarks are the property of the companies indicated:
• Allison DOC® is a registered trademark of Allison Transmission, Inc.
• Diagnostic Optimized Connection® is a registered trademark of Allison Transmission, Inc.
• TranSynd® is a registered trademark of Castrol Ltd.
• Windows 95®, Windows 98®, Windows XP®, and Windows Vista® are a registered trademark of
Microsoft Corporation.
• DynActive® is a registered trademark of Allison Transmission, Inc.
• FuelSense® 2.0 is a registered trademark of Allison Transmission, Inc.
• TES 295® is a registered trademark of Allison Transmission, Inc.
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• TES 389® is a registered trademark of Allison Transmission, Inc.
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• TES 668TM is a trademark of Allison Transmission, Inc.
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• Allison TCM ReflashTM is a trademark of Allison Transmission, Inc.
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NOTE: This publication is revised periodically to include improvements, new models, special
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tools, and procedures. A revision is indicated by the date on the title page. Check with your
Allison Transmission service outlet for the currently applicable publication. Additional copies of this
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publication may be purchased from authorized Allison Transmission service outlets. Look in your
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telephone directory under the heading of Transmissions—Truck, Tractor, etc.

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Online access to this publication is also available through the Allison HUB via an Allison HUB
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subscription which can be purchased through an Allison Authorized distributor.

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Page vi Copyright © 2021 Allison Transmission, Inc. All Rights Reserved.

SERVICE LITERATURE
Allison Transmission, Inc. service literature provides fully illustrated instructions for operation, maintenance,
troubleshooting, service, overhaul, and parts support for your transmission. For maximum performance and
service life from your unit, you may order additional publications via phone, email or web.
TOLL FREE: 844-829-3595

INTERNATIONAL: 613-271-3842
allisontransmission@gilmore.ca
www.allisontransmissionpublications.com
For more information about Allison products please visit www.allisontransmission.com.
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Copyright © 2021 Allison Transmission, Inc. All Rights Reserved. Page vii
ISO 14000
ISO 14000
As a responsible corporate citizen, Allison Transmission, Inc. is dedicated to protecting human health, natural
resources and the global environment. End-users and service personnel are responsible for understanding
and complying with all applicable environmental laws, safety regulations, and Allison Transmission’s policies
and standards. The following recommendations concern the treatment and disposal of hazardous materials
resulting from servicing an Allison Transmission product.
1. All lubricants/fluids used in the operation or storage of a transmission are to be treated as hazardous
waste. These fluids are to be separated and discarded per current local statutes/regulations for the
purpose of recycling, treatment, storage, and/or disposal.
2. Oil soaked components (e.g., filters, seals, clutch packs, etc.) are to be treated as hazardous waste and
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are to be handled and discarded per current local statutes/regulations.
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3. Exhausted electronic components (e.g., transmission control modules (TCM), pressure switches,
speed sensors, etc.) are to be treated as electronic waste and are to be handled and discarded per
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current local statutes/regulations.
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Page viii Copyright © 2021 Allison Transmission, Inc. All Rights Reserved.
LIST OF WARNINGS
This manual contains the following warnings—
IT IS YOUR RESPONSIBILITY TO BE FAMILIAR WITH ALL OF THEM.
• Operation with excessive loads can cause transmission damage and unexpected vehicle
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movement. To help avoid injury, property damage, and/or transmission damage, do not
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exceed the GVW/GCW for the vocational model or the OEM vehicle rating, whichever is less.
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• The transmission incorporates a hold feature to prohibit upshifting above the range selected
during normal driving. For downhill operation, select a lower transmission range. If the
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engine governed speed is exceeded in the held range, however, the transmission will upshift
to the next higher range to prevent engine damage. To help avoid injury and/or property
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damage due to loss of vehicle control, use the vehicle brakes to prevent exceeding engine
governed speed in the held range.
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Copyright © 2021 Allison Transmission, Inc. All Rights Reserved. Page ix

NOTES
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Page x Copyright © 2021 Allison Transmission, Inc. All Rights Reserved.

TABLE OF CONTENTS
Page Page
FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ii 2-4. GEARBOX MODULE— PLANETARY GEARS

AND STATIONARY CLUTCHES . . . . . . . . . . . . 21
IMPORTANT SAFETY INFORMATION . . . . . . . . . . . . . . . . iii
A. Planetary Gear Operation . . . . . . . . . . . . . . 21
ABBREVIATIONS AND SYMBOLS . . . . . . . . . . . . . . . . . . iv
i. Input Element—Sun Gear . . . . . . . . . 22
TRADEMARK USAGE . . . . . . . . . . . . . . . . . . . . . . . . . vi
ii. Input Element—Carrier (Carrier Pinion
SERVICE LITERATURE . . . . . . . . . . . . . . . . . . . . . . . . vii Gears) . . . . . . . . . . . . . . . . . . 22
ISO 14000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . viii iii. Input Element—Ring Gear . . . . . . . . . 22
LIST OF WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . ix B. Mechanical Gear Ratios . . . . . . . . . . . . . . . 22
C. Main Housing and Stationary Clutches . . . . . . . 23

Section 1. GENERAL INFORMATION
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D. P1 Planetary . . . . . . . . . . . . . . . . . . . . . 23
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1-1. SCOPE OF MANUAL . . . . . . . . . . . . . . . . . . . 1
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E. P2 Planetary . . . . . . . . . . . . . . . . . . . . . 23
A. Coverage . . . . . . . . . . . . . . . . . . . . . . . . 1
F. P3 Planetary . . . . . . . . . . . . . . . . . . . . . 24
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B. Transmission Series And Model Years . . . . . . . . 1
G. Main Shaft . . . . . . . . . . . . . . . . . . . . . . 24
C. Illustrations . . . . . . . . . . . . . . . . . . . . . . . 1
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2-5. OUTPUT MODULE . . . . . . . . . . . . . . . . . . . 24
1-2. SUPPLEMENTARY INFORMATION . . . . . . . . . . . 3
A. Rear Cover and Output Shaft . . . . . . . . . . . . 24
1-3. ORDERING PARTS . . . . . . . . . . . . . . . . . . . . 3
A. Transmission Nameplate . . . . . . . . . . . . . . . 3
00 B. Parking Provisions . . . . . . . . . . . . . . . . . . 24
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i. Parking Pawl . . . . . . . . . . . . . . . . 24
B. Parts Catalog . . . . . . . . . . . . . . . . . . . . . . 4
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ii. Transmission-Mounted Parking Brake . . . 25

1-4. GENERAL DESCRIPTION . . . . . . . . . . . . . . . . 5
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2-6. OIL PAN/CONTROL VALVE MODULE . . . . . . . . . 27

A. Transmission Design Features . . . . . . . . . . . . 5
A. Oil Pan . . . . . . . . . . . . . . . . . . . . . . . . 27
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B. General Description . . . . . . . . . . . . . . . . . . 6
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B. Electro-Hydraulic Control Valve Assembly . . . . . 27

1-5. OPERATING INSTRUCTIONS . . . . . . . . . . . . . . 8
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1-6. SPECIFICATIONS AND DATA . . . . . . . . . . . . . . 8 Section 3. ELECTRONIC CONTROLS

1-7. FLUID RECOMMENDATIONS . . . . . . . . . . . . . 12
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3-1. EXTERNAL COMPONENTS . . . . . . . . . . . . . . 29

1-8. ELECTROMAGNETIC/RADIO FREQUENCY A. Transmission Control Module . . . . . . . . . . . . 29
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INTERFERENCE . . . . . . . . . . . . . . . . . . . . . 13
i. Inputs . . . . . . . . . . . . . . . . . . . . 30
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Section 2. TRANSMISSION MODULES ii. Shift Calibration . . . . . . . . . . . . . . . 30

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2-1. MODULAR DESIGN . . . . . . . . . . . . . . . . . . . 15 iii. Adaptive Control . . . . . . . . . . . . . . 31

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2-2. INPUT MODULES . . . . . . . . . . . . . . . . . . . . 15 iv. Inhibits . . . . . . . . . . . . . . . . . . . . 31

A. Torque Converter . . . . . . . . . . . . . . . . . . . 15 v. Diagnostic Functions . . . . . . . . . . . . 31
i. Vortex Flow . . . . . . . . . . . . . . . . . 17 B. Throttle Position Sensor (TPS) . . . . . . . . . . . 31
ii. Rotary Flow . . . . . . . . . . . . . . . . . 17 i. Throttle Position Sensor
(Non-Electronic Engines) . . . . . . . . 32
iii. Torque Converter Clutch Operation . . . . 17
ii. Auto Cal (Automatic Throttle Position
B. Converter Housing . . . . . . . . . . . . . . . . . . 18
Calibration) . . . . . . . . . . . . . . . . 33
C. Front Support . . . . . . . . . . . . . . . . . . . . . 18
iii. Throttle Position (Electronic Engines) . . . 33
D. Charging Pump . . . . . . . . . . . . . . . . . . . . 18
C. Speed Sensors . . . . . . . . . . . . . . . . . . . . 33
2-3. GEARBOX MODULE— ROTATING CLUTCH
i. Input Speed Sensor . . . . . . . . . . . . 33
AND POWER TAKEOFF . . . . . . . . . . . . . . . . 18
ii. Turbine Speed Sensor . . . . . . . . . . . 34
A. Rotating Clutch . . . . . . . . . . . . . . . . . . . . 18
iii. Output Speed Sensor . . . . . . . . . . . 34
B. Power Takeoff (PTO) Provision . . . . . . . . . . . 19
D. Shift Selector . . . . . . . . . . . . . . . . . . . . . 34
C. Tone Wheel for Turbine Speed Input . . . . . . . . 21
i. Shift Selector Range Positions . . . . . . 35
Copyright © 2021 Allison Transmission, Inc. All Rights Reserved. Page xi

Page Page
ii. Manual Selector Valve . . . . . . . . . . . 35 i. Diagnostic Trouble Codes (DTC) . . . . . 53
iii. Internal Mode Switch (IMS) . . . . . . . . 36 ii. Display Procedure . . . . . . . . . . . . . 53
3-2. INTERNAL COMPONENTS . . . . . . . . . . . . . . . 36 4-2. 1000 AND 2000 SERIES SERVICE

PROGNOSTICS . . . . . . . . . . . . . . . . . . . . . 53
A. Solenoids . . . . . . . . . . . . . . . . . . . . . . . 36
4-3. CHECK TRANS LIGHT . . . . . . . . . . . . . . . . . 54
i. Normally Closed (NC) Solenoids . . . . . 37
4-4. RANGE/SHIFT TESTS . . . . . . . . . . . . . . . . . 55
ii. Variable Modulated Main Solenoid . . . . 39
A. Range Verification Test . . . . . . . . . . . . . . . 55
iii. Clutch Pressure Control Solenoids . . . . 40
B. Off-Going Ratio Test . . . . . . . . . . . . . . . . . 55
B. Torque Converter Clutch Circuit Operation . . . . . 41
C. Oncoming Ratio Test . . . . . . . . . . . . . . . . . 55
C. Pressure Switch Manifold . . . . . . . . . . . . . . 42
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D. Shift Valve Integrity Test . . . . . . . . . . . . . . . 55
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D. Internal Wiring Harness . . . . . . . . . . . . . . . 44
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3-3. PRIMARY/SECONDARY SHIFT SCHEDULES . . . . 44 Section 5. HYDRAULIC SYSTEM
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A. SHIFT SCHEDULES . . . . . . . . . . . . . . . . . 44 5-1. HYDRAULIC CONTROL SYSTEM . . . . . . . . . . . 57
i. Allison DSS (Dynamic Shift Sensing) . . . 44 A. Hydraulic Control Module Components . . . . . . . 57
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B. Allison Transmission FuelSense® 2.0 . . . . . . . . 45 B. Overview . . . . . . . . . . . . . . . . . . . . . . . 57
i. FuelSense® 2.0 Terminology
Descriptions . . . . . . . . . . . . . . . 46
00 C. Schematics . . . . . . . . . . . . . . . . . . . . . . 59
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D. Hydraulic Passage Identification . . . . . . . . . . 59
ii. FuelSense® 2.0 Driver Indicator (with
FuelSense® 2.0 Package) . . . . . . . . 47 5-2. HYDRAULIC CONTROL SYSTEM
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COMPONENTS . . . . . . . . . . . . . . . . . . . . . 60
3-4. KICKDOWN . . . . . . . . . . . . . . . . . . . . . . . 47
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A. Main-Pressure Circuit . . . . . . . . . . . . . . . . 60
3-5. RANGE INHIBIT(ED) LIGHT . . . . . . . . . . . . . . 47
B. Modulated Main Pressure . . . . . . . . . . . . . . 60
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Protection (COTP) . . . . . . . . . . . . 47 C. Control Main Circuit . . . . . . . . . . . . . . . . . 61

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3-6. RANGE PRESELECTION . . . . . . . . . . . . . . . . 48 i. Control Main Valve . . . . . . . . . . . . . 61
A. Hold Upshift . . . . . . . . . . . . . . . . . . . . . . 48 ii. Control Main Relief Valve . . . . . . . . . 61

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B. Preselect Downshift . . . . . . . . . . . . . . . . . 48 iii. Control Main Filter . . . . . . . . . . . . . 61

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3-7. GENERAL CLUTCH CONTROL . . . . . . . . . . . . 49 D. Torque Converter Circuit . . . . . . . . . . . . . . . 61

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i. Pre-Shift . . . . . . . . . . . . . . . . . . . 49 i. Converter Operation . . . . . . . . . . . . 61
ii. Clutch Control . . . . . . . . . . . . . . . . 49 ii. Torque Converter Clutch Operation . . . . 62

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iii. Post-Shift . . . . . . . . . . . . . . . . . . 49 iii. Converter Relief Valve . . . . . . . . . . . 62

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3-8. COMMUNICATION INTERFACES . . . . . . . . . . . 50 E. Cooler/Lubrication Circuit . . . . . . . . . . . . . . 62
A. SAE J1850 Interface . . . . . . . . . . . . . . . . 50 F. Exhaust Circuit . . . . . . . . . . . . . . . . . . . . 62
B. SAE J1939 CAN Controller Area Network G. Suction Circuit . . . . . . . . . . . . . . . . . . . . 62

Interface . . . . . . . . . . . . . . . . . . . . . . 50
H. Exhaust Backfill Circuit . . . . . . . . . . . . . . . . 62
3-9. VEHICLE INTERFACE WIRING . . . . . . . . . . . . 50
I. PCS1, PCS2, and PCS3/NAS . . . . . . . . . . . . 63
3-10. SPECIAL INPUT AND OUTPUT FUNCTIONS . . . . 50
5-3. HYDRAULIC CONTROL SYSTEM CIRCUITS . . . . 64
A. Input Functions . . . . . . . . . . . . . . . . . . . . 50
A. Hydraulic Circuit—Neutral . . . . . . . . . . . . . . 64
B. Output Functions . . . . . . . . . . . . . . . . . . . 50
B. Hydraulic Circuit—First Range . . . . . . . . . . . 65
3-11. EXTERNAL HARNESS . . . . . . . . . . . . . . . . . 51
C. Hydraulic Circuit—Second Range . . . . . . . . . 67
D. Hydraulic Circuit— TCC Lockup . . . . . . . . . . 68

Section 4. ELECTRONIC DIAGNOSTICS
E. Hydraulic Circuit—Third Range . . . . . . . . . . . 68
4-1. DIAGNOSTICS CAPABILITY . . . . . . . . . . . . . . 53
F. Hydraulic Circuit—Fourth Range . . . . . . . . . . 69
A. Diagnostic Tool . . . . . . . . . . . . . . . . . . . . 53
G. Hydraulic Circuit—Fifth Range . . . . . . . . . . . 70
B. Diagnostic Trouble Codes . . . . . . . . . . . . . . 53
Page xii Copyright © 2021 Allison Transmission, Inc. All Rights Reserved.
Page Page
H. Hydraulic Circuit—Sixth Range . . . . . . . . . . . 71 14. Hydraulic Schematic — Sixth Range
I. Hydraulic Circuit—Reverse . . . . . . . . . . . . . 72 15. Hydraulic Schematic — Neutral Limp Home
5-4. CLUTCH APPLICATION . . . . . . . . . . . . . . . . . 73 16. Hydraulic Schematic — Reverse Limp Home
A. Neutral At Stop - Standard Operation . . . . . . . . 73 17. Hydraulic Schematic — Third Range Limp Home
B. Neutral At Stop - Premium Operation . . . . . . . . 73 18. Hydraulic Schematic — Fifth Range Limp Home
C. Normal Operation . . . . . . . . . . . . . . . . . . 74 19. Hydraulic Schematic — Reverse (with NAS)
D. Operation During Electrical Interruption . . . . . . 76 20. Hydraulic Schematic — Neutral/Park (with NAS)
21. Hydraulic Schematic — First Range with Neutral
Section 6. TORQUE PATHS at Stop (Premium) Active
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6-1. TORQUE FLOW . . . . . . . . . . . . . . . . . . . . . 79 22. Hydraulic Schematic — First Range with Neutral
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at Stop (Standard) Active
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A. Torque Converter Operation . . . . . . . . . . . . . 79
23. Hydraulic Schematic — First Range (with NAS)
B. Torque Converter Clutch (TCC) Operation . . . . . 79
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24. Hydraulic Schematic — Second Range (with NAS)
6-2. TORQUE PATHS . . . . . . . . . . . . . . . . . . . . . 80
25. Hydraulic Schematic — Third Range (with NAS)
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A. Neutral At Stop (NAS) Premium Torque Path . . . 80
26. Hydraulic Schematic — Fourth Range (with NAS)
B. Neutral At Stop (NAS) Standard Torque Path . . . 81
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C. Neutral Torque Path . . . . . . . . . . . . . . . . . 82
27. Hydraulic Schematic — Fifth Range (with NAS)
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28. Hydraulic Schematic — Sixth Range (with NAS)
D. First Range Torque Path . . . . . . . . . . . . . . . 83
29. Hydraulic Schematic — Neutral Limp Home (with NAS)
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E. Second Range Torque Path . . . . . . . . . . . . . 84

30. Hydraulic Schematic — Reverse Limp Home (with NAS)
F. Third Range Torque Path . . . . . . . . . . . . . . 85
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31. Hydraulic Schematic — Third Range Limp Home

G. Fourth Range Torque Path . . . . . . . . . . . . . 86
(with NAS)
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H. Fifth Range Torque Path . . . . . . . . . . . . . . . 87

32. Hydraulic Schematic — Fifth Range Limp Home
(with NAS)
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I. Sixth Range Torque Path . . . . . . . . . . . . . . 88
J. Reverse Torque Path . . . . . . . . . . . . . . . . . 90

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Section 7. CUSTOMER SERVICE

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7-1. OWNER ASSISTANCE . . . . . . . . . . . . . . . . . 91

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FOLDOUTS
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1. 1000 Series — Cross Section — Shallow Pan

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2. 1000 Series — Cross Section — Deep Pan
3. 1000 and 2000 Series Wiring Schematic (A61 and

A62 TCM)
4. 1000 and 2000 Series Wiring Schematic (A63 TCM)
5. 1000 and 2000 Series Wiring Schematic (C71 and

C72 TCM)
6. 1000 and 2000 Series Wiring Schematic (C73 TCM)
7. Hydraulic Schematic — Reverse

8. Hydraulic Schematic — Neutral/Park
9. Hydraulic Schematic — First Range

10. Hydraulic Schematic — Second Range
11. Hydraulic Schematic — Third Range
12. Hydraulic Schematic — Fourth Range
13. Hydraulic Schematic — Fifth Range
Copyright © 2021 Allison Transmission, Inc. All Rights Reserved. Page xiii
NOTES
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Page xiv Copyright © 2021 Allison Transmission, Inc. All Rights Reserved.
Section One
GENERAL INFORMATION
1–1. SCOPE OF MANUAL
A. Coverage
This manual covers the principles of operation for the

mechanical, hydraulic, and electrical components
of the 1000 and 2000 Series transmissions. The
information contained in this manual was developed
to aid users of various experience levels. The
explanations of the basic operating characteristics
are valuable when learning the function of each
transmission component. The detailed hydraulic
2
schematics and torque path diagrams are excellent
1
references when diagnosing transmission problems.
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B. Transmission Series And Model YearsThe
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1000 and 2000 Series include the following
10
vocational models:
• Emergency Vehicle Series—1000 EVS, 1350
EVS, 2100 EVS*, 2200 EVS*, 2350 EVS, 2500 00
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EVS, 2550 EVS
• Highway Series—1000 HS*, 1350 HS*, 2100
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HS*, 2200 HS*, 2300 HS, 2350 HS*, 2500 HS*,

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2550 HS*
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• Motor Home Series—1000 MHS*, 1350 MHS*,

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2100 MHS*, 2200 MHS*, 2350 MHS*, 2500

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MHS*, 2550 MHS*

• Pupil Transport/Shuttle Series—1000 PTS*,
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1350 PTS*, 2100 PTS*, 2200 PTS*, 2350 PTS*,

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2500 PTS*, 2550 PTS*

• Rugged Duty Series—1000 RDS*, 1350 RDS*,
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2100 RDS*, 2200 RDS*, 2300 RDS, 2350

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RDS*, 2500 RDS*, 2550 RDS*

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• Specialty Series—1000 SP, 1350 SP, 2100 SP,

2200 SP, 2350 SP, 2500 SP, 2550 SP
• Bus Urban Series—B 210*, B 220*
• International Series — 1000*, 2100*, 2200*,
2350*, 2500*, 2550*
C. Illustrations
1. Text is supported with line drawings, exploded,
and cross-sectional views such as shown in
Figure 1–1 and Figure 1–2. Cross-sections,
hydraulic schematics, and the wiring schematic
are contained in foldout pages at the back of
this manual.
* xFE models available
Copyright © 2021 Allison Transmission, Inc. All Rights Reserved. Page 1

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10
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(1) – Engine Speed Sensor (5) – Output Speed Sensor (9) – Control Main Oil Filter
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(2) – Turbine Speed Sensor (6) – Selector Shaft

(3) – Breather (7) – SAE 6–Bolt PTO Pad
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(4) – Parking Brake Mounting (8) – Available Oil Fill Tube

Provision Location
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Figure 1–1. 1000 and 2000 Series Transmission—Left-Front View

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Page 2 Copyright © 2021 Allison Transmission, Inc. All Rights Reserved.

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(1) – Output Speed Sensor (6) –Cooler Ports (11) – Optional Tachograph
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(2) – Breather (7) –Available Oil Fill Tube Provision

(3) – Turbine Speed Sensor Location
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(4) – Engine Speed Sensor (8) – SAE 6–Bolt PTO Pad

(5) – Mounting Pad (SAE #3 (9) – Nameplate
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Housing Only) (10) – Main Electrical Connector

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Figure 1–2. 1000 and 2000 Series Transmission—Right-Rear View

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1–3. ORDERING PARTS

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NOTE: Service organizations and

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individuals are encouraged to contact their A. Transmission Nameplate

local Allison Transmission distributor for
information and guidance on any task The transmission nameplate is located on the
outlined in this manual. right side of the transmission (refer to Figure 1–4).
Nameplates are imprinted with the transmission
model, serial number, transmission identification
number, engineering feature configuration number,
1–2. SUPPLEMENTARY INFORMATION and date of manufacture (refer to Figure 1–3). Use
all of these numbers when ordering replacement
Supplementary information is issued, as required, if
parts or requesting service information.
any changes occur after publication of this manual.
Check with your dealer or distributor to be sure you
have the latest information.

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(1) – Transmission Model (“SP (2) – Feature Configuration
Designation Shown (“E Designation Shown
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Appears on SP Models Appears on SP Models
Only) Only)
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Figure 1–3. 1000 and 2000 Series Transmission Nameplate
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(1) – Nameplate
Figure 1–4. 1000 and 2000 Series Nameplate Location (Right Side of the Transmission)
B. Parts Catalog parts. Online access to the Parts Catalog is

available through the Allison HUB, https://
Use the Parts Catalog PC3062EN to determine hub.allisontransmission.com/. Order all replacement
the correct part number and to order replacement parts from your distributor or authorized dealer.

1–4. GENERAL DESCRIPTION 5. Hydraulic System. A common hydraulic
system serves the torque converter and
A. Transmission Design Features the transmission. Transmission fluid for all
hydraulic operations, lubrication, and cooling
Allison 1000 and 2000 Series are torque converter comes from the sump and is supplied by the
driven, electronically-controlled, fully automatic charging pump.
transmission systems. The 1000 and 2000 Series
6. Transmission Fluid Filtration. Fluid filtration
transmissions have up to six forward speeds,
is provided by two filter systems. A suction
neutral, and reverse. The fifth and sixth ranges have
filter, located in the sump, provides general
an overdrive gear ratio. The 1000 and 2000 Series
protection to the entire hydraulic system by
incorporate a variety of standard and optional design
filtering large particulates. A spin-on filter
features.
provides full-time protection for the control
2
1. Transmission-to-Engine Coupling. The
1
solenoids and multipass protection for the
converter housings of 1000 and 2000 Series
60
entire system. The spin-on filter is externally
transmissions mate directly to SAE No. 2 or No. located on the converter housing at the lower
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3 flywheel housings. Flexplate drive is used for left front of the transmission.
engine-to-transmission torque transfer.
10
7. Allison Transmission Electronic Controls
2. Torque Converter. Several torque converters
• A microcomputer provides electronically-
are available to match the transmissions to a
wide variety of diesel and gasoline engines.
00 controlled automatic gear selection and
automatic engagement of the TCC.
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The torque converter is a single-stage,
The microcomputer is an independent
polyphase, three-element unit, consisting of
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controller and is referred to as a

a pump, stator, and turbine. At lower output
Transmission Control Module (TCM).
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speeds, the torque converter multiplies torque

and provides a fluid coupling to the engine. At • The electronic control system uses
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higher speeds, the Torque Converter Clutch adaptive logic to provide optimum shift
(TCC) is automatically engaged to provide quality. Driving efficiency is improved
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direct drive from the engine to the transmission. by shifting at the exact programmed
Hydraulic fluid for converter charging pressure transmission shift point for every
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comes from the sump and is supplied by the engine/transmission/vehicle combination.

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charging pump. The TCC is applied or released The electronic controls can be customized
by changing fluid flow in the torque converter. for four, five, or six-speed operation to
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An integral converter damper minimizes the meet vocational requirements.

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need for additional engine vibration control. 8. Remote Oil Cooler. Ports for remote mount
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3. Planetary Gear. The planetary gear train oil cooler lines are located on the bottom
includes three constant-mesh, helical planetary surface of the converter housing near the
gear sets. By the engagement of clutches converter housing/main housing splitline.
in various combinations, the planetary gear Remote oil-to-water coolers require plumbing
sets act singly or together to provide up to six for transmission fluid and engine cooling
forward ranges, neutral, and reverse. water. Remote oil-to-air coolers may also
be used and only transmission fluid lines
4. Clutches. Five clutches (two rotating and three
need to be provided. Heat is transferred from
stationary) direct the flow of torque through
the transmission fluid to either water or air
the transmission. All range clutches are
depending upon the cooler type used.
hydraulically-actuated and spring-released,
with automatic wear compensation. Clutches 9. Oil Fill Tube/Dipstick Provisions. All 1000 and
are cooled by the transmission fluid. The 2000 Series models have an oil fill tube/dipstick
transmission electronic control module signals provision on both sides of the transmission. The
solenoid valves to apply and release clutches fill tube and dipstick are Original Equipment
based on speed and power combinations and Manufacturer (OEM)-installed and adapted as
the range selected by the operator.

specified by the vehicle manufacturer. A plug
is installed in the unused port.
10. Park Pawl/Parking Brake
• All 1000, 2200, 2350 and 2550 model
transmissions have a park pawl. The
internal park pawl is engaged by selection
of the P (Park) position on the shift
selector. The park pawl is not available on
2100 or 2500 models.
• Some 1000 and 2000 Series models
are available with an optional rear cover
2
that accommodates an OEM-installed
1
two-shoe, expanding-type drum brake. All
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parking brake controls and linkages are
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OEM supplied.
11. Power Takeoff (PTO). 1000 and 2000 Series
10
transmissions, except Highway Series and
Pupil Transport/Shuttle Series, have a
provision to drive a PTO unit mounted on
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the left and/or right side of the transmission
housing. The optional PTO drive gear is driven
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by the transmission torque converter turbine,

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with speed and torque reflecting engine

input and the characteristics of the torque
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converter. PTO units and associated controls

are provided by the vehicle manufacturer
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and/or body builder.

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12. Output Yokes or Flanges. A variety of output

yokes or flanges are available to meet vehicle
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driveline requirements. Yokes or flanges are

OEM-installed and are adapted as specified by
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the vehicle manufacturer.

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B. General Description
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Several transmission configurations are available

within the 1000 and 2000 Series.
Table 1–1. Model List

Model GVW GCW**
1000 EVS 8845 kg (19,500 lbs) 11 800 kg (26,001 lbs)
1000 HS
1000 PTS
1000 RDS
1000 MHS 10 000 kg (22,000 lbs) 11 800 kg (26,001 lbs)
1000 SPS

Table 1–1. Model List (cont'd)
1350 EVS 8845 kg (19,500 lbs) 13 600 kg (30,000 lbs)
1350 HS
1350 PTS
1350 RDS
1350 MHS 10 000 kg (22,000 lbs) 13 600 kg (30,000 lbs)
1350 SPS
2100 EVS 11 800 kg (26,000 lbs) 11 800 kg (26,000 lbs)
2100 HS
2100 PTS
2100 RDS
2
2100 SPS 12 000 kg (26,500 lbs) 12 000 kg (26,500 lbs)
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B 210 13 150 kg (29,000 lbs) 13 150 kg (29,000 lbs)
2100 MHS 11 800 kg (26,000 lbs) 13 600 kg (30,000 lbs)
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2200 EVS 11 800 kg (26,000 lbs) 11 800 kg (26,001 lbs)
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2200 HS
2200 PTS
2200 RDS
2200 SPS
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2200 MHS 11 800 kg (26,000 lbs) 11 800 kg (26,001 lbs)
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B 220 13 150 kg (29,000 lbs) 13 150 kg (29,000 lbs)

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2300 HS 15 000 kg (33,000 lbs) 15 000 kg (33,000 lbs)

2300 PTS
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2300 RDS
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2350 HS 13 600 kg (30,000 lbs) 13 600 kg (30,000 lbs)

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2350 MHS
2350 SPS
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2350 EVS
2350 PTS
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2350 RDS
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2500 EVS 15 000 kg (33,000 lbs) 15 000 kg (33,000 lbs)

2500 HS
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2500 MHS
2500 PTS
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2500 SPS
2500 RDS*
2500 RDS Refuse Vehicles 11 000 kg (24,200 lbs) 11 000 kg (24,200 lbs)
2550 RDS 13 600 kg (30,000 lbs) 13 600 kg (30,000 lbs)
2550 MHS
2550 EVS
2550 HS
2550 PTS
2550 SPS
2550 RDS 13 600 kg (30,000 lbs) 13 600 kg (30,000 lbs)
2550 MHS
2550 EVS
2550 HS
2550 PTS
2550 SPS

Table 1–1. Model List (cont'd)
2700 EVS 11 800 kg (26,000 lbs) 11 800 kg (26,000 lbs)
2700 HS
2700 PTS
2700 RDS
2700 MH 11 800 kg (26,000 lbs) 13 600 kg (30,000 lbs)
2700 SP 12 000 kg (26,500 lbs) 12 000 kg (26,500 lbs)
2750 EVS 13 600 kg (30,000 lbs) 13 600 kg (30,000 lbs)
2750 HS
2750 MH
2750 PTS
2
2750 RDS
1
2750 SP
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**Do not exceed GCW/GVW or the OEM vehicle rating, whichever is less.
*On/Off
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Highway application
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1–5. OPERATING INSTRUCTIONS
00 NOTE: Values with English units shown
in parentheses () are for reference only.
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WARNING: Operation with excessive
Conversions between Metric and English
loads can cause transmission damage
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units are not necessarily equivalent.

and unexpected vehicle movement. To
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help avoid injury, property damage, and/or

transmission damage, do not exceed the
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GVW/GCW for the vocational model or the

OEM vehicle rating, whichever is less.
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Detailed transmission operation information is found

in the 1000 and 2000 Series Operator’s Manual
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OM8471EN.
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1–6. SPECIFICATIONS AND DATA

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The following specifications and data provide

a quick reference to the major characteristics
of the transmission. More detailed information
may be obtained from the Allison web site at
https://sap.allisontransmission.com/extranet/.
NOTE: All specifications and data are

subject to change without notice. Engines
with full load governed speed greater
than 3800 rpm require Shift Energy
Management (SEM) and additional
calibration development. This includes truck,
school buses, one-way rental trucks, and
road sweepers.

Table 1–2. Gear Ratio Data
Range Close Ratio* Wide Ratio*
1 (First Range) 3.10:1 3.51:1
2 (Second Range) 1.81:1 1.90:1
3 (Third Range) 1.41:1 1.44:1
4 (Fourth Range) 1.00:1 1.00:1
5 (Fifth Range) 0.71:1 0.74:1
6 (Sixth Range) 0.61:1 0.64:1
R (Reverse) –4.49:1 –5.09:1
2
*The ratios shown do not include the torque multiplication characteristics of the transmission torque converter.
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Table 1–3. Dry Weights
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VALUE
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Transmission Assembly – Configurations Without Park Pawl 146.5 kg (323.0 lb)
Optional features / hardware have additional weight:
Park Pawl
00 1.0 kg (2.2 lb)
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Low Rate Damper Torque Converter (xFE™ models, TC-211D, TC-221D, & TC 222D) 4.54 kg (10.0 lb)
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Mounting Provision for Non-Allison Transfer-Case 1.4 kg (3.0 lb)

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FITTINGS—METRIC AND ENGLISH: The cooler

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ports and main pressure tap are the only non-metric

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fittings on the transmission.

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DRIVE: Flexplate
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DRIVE RANGE AND SHIFT CONTROL: Mechanical

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(external)
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Table 1–4. Hydraulic System

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Fluid Type Lists of the fluids approved for use with Allison transmissions can be found on
the Allison Transmission web site at: allisontransmission.com.
Motor Home Series or Transit Bus applications transmission models require
a TES 295® fluid such as TranSynd®; all other models may use TES 295®,
TES 668TM, or TES 389®. Refer to 1–7. FLUID RECOMMENDATIONS before
using TES 295®, TES 668TM, or TES 389®.
Filters Internal suction filter in the sump; Control main spin-on multipass filter
externally mounted to the converter housing.

Table 1–4. Hydraulic System (cont'd)
Oil Temperature Limits Location Temperature Limit
Minimum start-up, TES 295 –30ºC (–22ºF)
Minimum continuous sump –30ºC (–22ºF)
Typical continuous sump 93ºC (199ºF)
Maximum intermittent sump 121ºC (250ºF)
Typical continuous converter-out 121ºC (250ºF)
Maximum intermittent converter-out 149ºC (300ºF)
Initial Transmission Fill Quantities Sump Fill Quantity
2
(Transmission Only)*
Standard 14 liters (14.8 qt)
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Shallow 12 liters (12.7 qt)
Refill Transmission Fill Quantities Sump Fill Quantity
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(Transmission Only)*
Standard 10 liters (10.57 qt)
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Shallow 7 liters (7.4 qt)
*These
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are approximate quantities and do not include external oil lines, oil cooler and hoses
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Table 1–5. Operational Equipment
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Engine Adaptation Adaptation 1000 Series™ 2000 Series™

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SAE No. 2 X X
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SAE No. 3 X X
Throttle Position Input Throttle Position Sensor (TPS)
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Signal
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Pulse-Width Modulated (PWM) signal

Throttle position signal from an SAE J1850 or SAE J1939 serial communication link
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Range Shift Controls Cable, electric, electronic

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Output Yokes and Flanges 2WD/Fixed yoke

(customer supplied)
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Table 1–6. Regulation Equipment

Tachograph Provision 6 tooth tone wheel
Parking Brake (customer supplied) 9 inch x 3 inch; 10 inch x 3 inch

Table 1–7. Associated Equipment (Power Takeoffs)
Type Turbine Driven
Not available for Highway Series, Pupil Transport/Shuttle Series
Availability Standard for Rugged Duty Series, Emergency Vehicle Series
Optional for Motor Home Series, Bus Series, Specialty Series
Pad Description SAE 6 Bolt
Pad Orientation 3:00 and 9:00
Power Take Off (PTO) Drive Gear Transmission Configuration Rating
Ratings:
With PTO on One Side 339 N·m (250 lb ft)
With PTO on Both Sides – Each 271 N·m (200 lb ft)
1 2
Number of teeth in PTO Drive Gear 64
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Table 1–8. Torque Converters
10
Type One stage, three element, polyphase
Stall Torque Ratio TC210–2.05:1
00 TC211–1.91:1
TC221–1.73:1
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TC222–1.58:1
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Table 1–9. Low Rate Damper Torque Converters

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Engineering Original Part Low Rate Damper

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Part Name Description of Change

Group Number Part Number
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TC210, Torque Converter No change to original

21-950 29546574 —
Assembly twin-plate design
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21-949 29546573 —
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21-951 29546576 —
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21-952 29546575 —
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TC211D, Torque New Low Rate Damper,

21-966 — 29556904
Converter Assembly LRD single-plate design
21-967 — 29556905
21-968 — 29556906

Table 1–10. Control Valve Bodies Failure to pair the LRD torque converter and High
Gain main valve body will cause the torque converter
Group Number Part Number Build
to fail prematurely. Dowel pin hole location on the
Generation
NAS Retrack Separator Plate used in Group 16-1902
16-1836 29543335 4th Gen prevents interchangeability with the former NAS
Controls, 24 Way
Separator Plate Group 19-1890.
Connector with
Modulated Main
VB
NOTE: Both the High Gain NAS Valve
16-1852 29545979 4th Gen Body and the High Gain Valve Body are
Controls, serviceable backwards with the standard
MY2010, 24 rate torque converters (non Low Rate) as
Way Connector
2
long as the TCM software is B161 or newer.
with Variable
1
Modulated Main
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16-1890 29558648 5th Gen
NOTE: Reference Service Information
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Controls,
MY2010, 24 Letter (SIL) 13-1K2K-17 for NAS Retrack
10
Way Connector, Valve Body changes and interchangeability
NAS (Neutral At and 14–1K2K-17 for information regarding
Stop), Low Gain 00 servicing the Low Rate Damper.
16-1901 29560322 5th Gen
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Controls,
MY2010, 24
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Way Connector,
1–7. FLUID RECOMMENDATIONS
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NAS (Neutral
At Stop), With Hydraulic fluids (oils) used in the transmission are
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important influences on transmission performance,

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Disabler Plate,
Service Only reliability, and durability. Any fluids meeting TES
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16-1902 29558370 5th Gen 389®, TES 295® or TES 668TM specifications are
Controls, acceptable for use in the 1000 and 2000 Series
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MY2010, 24 transmissions.
Way Connector,
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NAS (Neutral At To make sure the fluid is qualified for use in Allison
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Stop), High Gain transmissions, check for a TES 389®, TES 295®,
16-1904 29558484 5th Gen TES 668TM fluid license or approval numbers on
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Controls, the container, or consult the lubricant manufacturer.

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MY2010, 24 Way Consult your Allison Transmission dealer or

Connector, High distributor before using other fluid types.
Gain
The Low Rate Damper (LRD) design requires a CAUTION: Disregarding minimum fluid
higher Torque Converter Clutch (TCC) engagement temperature limits can result in transmission
pressure. To accomplish higher TCC pressure, a malfunction or reduced transmission life.
main valve body modification incorporates a larger
TCC valve bore inside diameter and a larger TCC When choosing the optimum viscosity grade
valve and spring combination. The new valve bodies of fluid to use, duty cycle, preheat capabilities,
will be referred to as the High Gain main valve body. and/or geographic location must be taken into
consideration. The table below lists the minimum
Interchangeability of the High Gain main valve body fluid temperatures at which the transmission may be
design must be used with the Low Rate Damper safely operated without preheating the fluid. Preheat
torque converter design in order to deliver the with auxiliary heating equipment or by running the
higher converter clutch apply pressure needed to equipment or vehicle with the transmission in P
appropriately apply the new lockup clutch design.

(Park) or PB (Auto-Apply Parking Brake), if available, Refer to the Electronic Interference appendix
or N (Neutral) for a minimum of 20 minutes before in the latest edition of the 1000 and 2000 Series
attempting range operation. Troubleshooting Manual, TS7138, and TS8795 for
detailed instructions regarding EMI/RFI problems.
Table 1–11. Transmission Fluid Operating
Temperature Requirements
Ambient Temperature Below
Which Preheat is Required
Viscosity Grade Celsius Fahrenheit
®
TES 389 –25° –13°
2
Allison approved
1
TES 295® or TES –35° –31°
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668TM
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Shifting is inhibited and torque converter clutch
10
mode is not reached until the transmission fluid
operating temperature requirements have been met.
Refer to Table 1–11. As the transmission reaches
normal operating temperature, all shift ranges and
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the torque converter clutch mode begin to function.
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1–8. ELECTROMAGNETIC/RADIO
FREQUENCY INTERFERENCE
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All electrical and electronic systems generate

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electromagnetic fields that can interfere with

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other electronic systems. Allison Transmission

electronic transmission controls comply with Federal
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Communications Commission (FCC) regulations

and other guidelines concerning emitted Radio
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Frequency Interference (RFI) for transportation

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electronics. The position of Allison Transmission is

that manufacturers and installers of EMI/RFI emitting
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equipment are responsible for adhering to FCC

regulations and other guidelines concerning emitted
Radio Frequency Interference for transportation
electronics.
Some radio-telephone or two-way communication

radios (land-mobile radio), or the manner in
which the radios are installed, could adversely
affect vehicle operation or be affected by other
vehicle components. Expenses incurred to protect
vehicle-related systems from EMI/RFI emissions by
radio-telephone or two-way communications radios
(land-mobile radio) or to integrate such devices
into vehicles are not the responsibility of Allison
Transmission.

NOTES
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Section Two
TRANSMISSION MODULES
2–1. MODULAR DESIGN
All 1000 and 2000 Series transmissions are

assembled from four modules (Figure 2–1):
• Input Module
• Gearbox Module
• Oil Pan/Control Valve Module
• Output Module
The modules, together with the electronic control

system and support equipment, comprise the total
1 2
transmission system.
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(1) – Input Module (3) – Output Module (4) – Oil Pan/Control Valve
(2) – Gearbox Module Module
Figure 2–1. 1000 and 2000 Series Transmission Modules
2–2. INPUT MODULES A. Torque Converter
The input module transfers torque from the engine The torque converter transfers torque hydraulically
to the transmission gearbox. The components of the from the engine to the transmission gearbox. A
input module are the torque converter with integral vaned converter pump, a vaned turbine, a vaned
damper and clutch assembly, the converter housing stator, and a torque converter clutch assembly are
components, the front support, and the charging the operational elements of the torque converter.
pump. See Figure 2–2.
The torque converter accomplishes four main

functions. At engine idle speed, the converter

functions as a disconnected (disengaged) clutch
between the engine and transmission. At high
converter pump/low turbine speed, the converter
multiplies torque to provide greater starting or
driving torque. For operation other than idle or
starting, the converter acts as a fluid coupling and
transmits engine torque to the transmission gearing.
When the torque converter clutch is engaged, the
converter provides direct drive from the engine to
the transmission.
The converter pump (Figure 2–3) is the input
2
element and is driven directly by the engine. When
1
the engine is running, the converter pump acts as a
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centrifugal pump by picking up fluid at the center and
discharging fluid at the rim between the vanes. The
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pump transfers power from the engine to the turbine
10
using centrifugal force as fluid is thrown against the
turbine vanes. Fluid striking the vanes causes the
turbine to rotate. The turbine is splined to the turbine
(input) shaft and transfers torque to the gearbox
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module when the turbine is stationary (stalled). Fluid
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passes through the channels between the turbine

vanes to the center of the turbine and into the locked
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stator. The purpose of the stator is to redirect the

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flow of the fluid within the converter.

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Two types of fluid flow can occur during converter

operation: vortex flow and rotary flow. The type of
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flow depends on the relative speeds of the converter

pump and turbine.
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(A) – Turbine (B) – Stator (C) – Pump
Figure 2–2. Operational Elements of the Torque Converter

Table 2–1. Torque Converter Stall Torque
Ratios (cont'd)
TC 222 (D) 1.58:1
(D) - indicates low rate
damper used in xFE
models (does not affect
converter performance)
ii. Rotary Flow
Rotary flow occurs when turbine speed
2
approaches pump speed. Fluid leaving the
1
turbine strikes the backs of the stator vanes.
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The stator then rotates in the same direction as
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the turbine and the pump. At this point, torque
multiplication ceases. The converter functions
10
as a fluid coupling.
(1) – Torque Converter Pump Assembly
(2) – Ball Bearing Assembly 00 iii. Torque Converter Clutch Operation
Figure 2–3. Torque Converter Pump Assembly
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When functioning as a fluid coupling, the
converter turbine transmits significant torque,
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i. Vortex Flow
but never attains converter pump speed due to
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When converter pump speed is much greater kinetic energy losses. The Torque Converter
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than turbine speed, fluid from the turbine hits Clutch (TCC), located inside the torque converter
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the front side of the stator vanes. The stator assembly, is splined to the converter turbine,
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is locked against counterclockwise rotation of providing a direct drive from the engine to the
fluid flow and redirects the fluid so that the force transmission gearing. With the TCC engaged,
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on the pump is increased. This additional fluid the converter pump, turbine, and turbine shaft all
force assists the rotation of the pump. Fluid rotate at exactly the same speed as the engine.
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from the converter pump then has more force to This mechanical direct drive provides faster shift
turn the turbine assembly and multiply engine response and allows maximum fuel economy.
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torque. This redirected flow leading to torque

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multiplication in the torque converter is called The TCC consists of two elements: a
piston/clutch assembly and a damper. The
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vortex flow.
integral spring-type damper is a shock-absorbing
Maximum torque multiplication occurs when the component that reduces vibration and torsional
turbine is stationary (stalled) and the pump is forces from the engine when the TCC is
at its highest speed. This condition maximizes engaged.
the fluid impact force on the turbine vanes.
Torque multiplication decreases as turbine speed The TCC piston is engaged or released
approaches pump speed. The amount by which depending upon the direction of fluid flow through
the converter multiplies engine torque at turbine the torque converter. In converter operation,
stall point is referred to as the stall torque ratio. fluid enters the converter between the converter
cover and the TCC piston, preventing piston
engagement. Fluid leaves the converter between
Table 2–1. Torque Converter Stall Torque Ratios
the turbine shaft and converter ground sleeve.
TC 210 2.05:1 As turbine speed approaches engine speed
TC 211 (D) 1.91:1 (after second range or higher has been attained
depending on calibration), the TCM actuates the
TC 221 (D) 1.73:1 TCC solenoid, which controls the converter flow

valve. This valve reverses converter fluid flow, D. Charging Pump
charging the converter at the pump hub with TCC
regulated main pressure and exhausting the The charging pump provides a flow of pressurized
fluid in the area between the piston and the front fluid to the transmission hydraulic system. The
cover. Hydraulic pressure remains between the charging pump drive gear is engaged to the torque
pump and the piston. This pressure differential converter pump hub and rotates at engine speed.
causes the TCC piston to engage the converter Fluid is drawn into the suction side of the pump from
front cover, providing a mechanical connection the sump, pressurized by gear action, and directed
between the transmission power train and the into the front support for regulation and delivery to
engine. Converter flow is bypassed and directed various parts of the transmission.
to the cooler during TCC operation.
2
If an electrical interruption or critical transmission 2–3. GEARBOX MODULE— ROTATING
1
malfunction occurs, the TCM disengages the CLUTCH AND POWER TAKEOFF
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TCC. This eliminates the mechanical connection
between the transmission power train and the A. Rotating Clutch
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engine. When the TCC is disengaged, the
10
converter returns to a fluid coupling drive. The rotating clutch assembly consists of the turbine
shaft assembly, the rotating clutch housing, the C1
B. Converter Housing 00
and C2 Clutch assemblies, and the C1 and C2 drive
hubs.
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The converter housing module connects the engine
and the gearbox modules. The rotating clutch assembly employs a fully
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balanced C2 piston cavity. The C2 balance piston

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The input module is typically enclosed in a SAE No. is located between the C2 piston and the rotating
2 or SAE No. 3 converter housing. The converter clutch housing and is supplied with non-pressurized
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housing is bolted to the engine flywheel housing C2 fluid. The trapped C2 fluid in the balance piston
or to the engine block. The converter housing cavity offsets the centrifugal forces of the C2 fluid
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provides a structural connection to the engine. An behind the C2 piston.

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optional housing has two 4-bolt pads which can

be used for powertrain-to-frame mounts. The input The rotating clutch assembly employs a partially
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speed sensor, ports for cooler line attachment, main balanced C1 piston. This centrifugal balance
pressure tap, and the control main spin-on filter are arrangement enhances control of off-going and
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also located in the converter housing. oncoming rotating clutches and makes sure that
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these clutches will not apply due to rotational speed.

C. Front Support
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The C1 balance cavity is located between the C1

The front support is bolted to the converter housing piston and the C1 balance piston in the C1 piston
and contains the converter ground sleeve through housing where the C1 return springs are located.
which the turbine shaft passes to the rotating clutch This cavity is supplied oil by the lubrication circuit.
assembly. The front support also contains the main
regulator valve assembly, the lubrication regulator The C1 piston has a partial balance because the
valve assembly, the converter flow valve, the outer radius is at least as great for the balance piston.
converter relief valve, a C1 clutch valve to prevent The C1 piston has a smaller inner radius than the
exhaust backfill from reaching the C1 clutch, pop-off C1 balance piston. The centrifugal force created by
valve, and the associated hydraulic passages for the fluid in the C1 piston cavity is partially balanced
regulating and distributing fluid throughout the by the centrifugal force created by the fluid in the
transmission. C1 balance piston cavity. The remaining balance is
supplied through spring return force. The C1 piston
bleed orifice provides redundancy in preventing
centrifugal apply by exhausting the C1 Clutch cavity
to the C1 balance cavity when unapplied.

The C1 and C2 Clutches operate independently
of each other. This is achieved by having the C2
return spring assembly react against the C1 piston
housing which is grounded against the rotating
clutch housing. The C1 return spring assembly
reacts against the C1 balance piston attached to the
C1 piston housing which is grounded against the
rotating clutch housing.
B. Power Takeoff (PTO) Provision
1000 and 2000 Series transmissions have a
2
provision to mount and drive a power takeoff (PTO)
1
unit on the left and/or right side of the transmission
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housing (Figure 2–4). The optional PTO drive gear
consists of a large drive gear on the rotating Clutch
11
housing, an idler gear arrangement and a smaller
10
driven gear in the PTO (Figure 2–5). With this drive
configuration, the PTO rotates in the same direction
as the engine. 00
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The PTO drive gear is integral to the transmission
rotating Clutch housing, which rotates at the same
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speed as the torque converter turbine. If the torque

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converter Clutch (TCC) is engaged, the rotating

Clutch housing and the attached PTO gear rotate at
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engine speed. If the TCC is disengaged, the PTO is

driven through the torque converter and speed is
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reduced. Actual speed depends on torque converter

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model, engine speed, and output load.

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The PTO, including the idler and driven gears, is

supplied by the chassis OEM, the body builder, or
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the end user.

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1 2
60
11
10
00
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Figure 2–4. PTO Mounting Locations (Transmission Viewed From Rear)

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(1) – Crankshaft (6) – PTO Output to Accessory (11) – Pump Element

(2) – Engine (7) – PTO Driven Gear (12) – Turbine Element
(3) – Lockup Clutch (1:1) (8) – Idler Gear (13) – Flywheel
(4) – Rotating Clutch Drum (9) – PTO Drive Gear
(5) – Sidepad Mounted PTO (10) – Turbine Shaft
Figure 2–5. PTO Drive Components

C. Tone Wheel for Turbine Speed Input
For models with a PTO provision, the PTO drive gear

teeth function as a tone wheel for the turbine speed
sensor. For models without a PTO provision, a tone
wheel is pressed onto the OD (Outside Diameter) of
the rotating Clutch housing.
2–4. GEARBOX MODULE— PLANETARY

GEARS AND STATIONARY
CLUTCHES
1 2
A. Planetary Gear Operation
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All Allison Transmission planetary gear assemblies
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consist of three primary members: a sun gear, pinion
10
gears installed in a carrier, and a ring gear. The sun
gear is a small gear that meshes on the inside of the (1) – Ring Gear
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pinion gears. A sun gear is usually splined to a shaft
or is integral with a hub or other drive assembly.
(2)
(3)
–
–
Sun Gear
Planetary Pinion Gears
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(4) – Carrier
The carrier assembly is made up of several pinion Figure 2–6. Gears Operation
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gears that are housed in a carrier. The sun gear is

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inserted into the center of the carrier assembly. The

pinion gears mesh with the sun gear to transmit
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torque through the planetary assembly. The ring gear

is splined on the OD (Outside Diameter) and has
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gear teeth on the ID (Inside Diameter). The ring gear

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teeth mesh with the teeth of the pinion gears. The

ring gear is splined to a stationary clutch that holds
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the ring gear stationary when the clutch is applied.

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When any two planetary gear assembly members

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are forced to rotate at the same speed, all three

planetary components must rotate as a single
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unit. The two input members deliver torque to the

planetary assembly. The remaining output member
rotates at the same speed as the input. When input
drive is supplied through only one member of the
planetary assembly and another member is held, the
planetary assembly output speed will change.

Table 2–2. Laws of Planetaries
SUN CARRIER RING SPEED TORQUE DIRECTION
INPUT OUTPUT HELD MAXIMUM INCREASE SAME AS INPUT
REDUCTION
HELD OUTPUT INPUT MINIMUM INCREASE SAME AS INPUT
REDUCTION
OUTPUT INPUT HELD MAXIMUM REDUCTION SAME AS INPUT
INCREASE
HELD INPUT OUTPUT MINIMUM REDUCTION SAME AS INPUT
INCREASE
2
INPUT HELD OUTPUT REDUCTION INCREASE OPPOSITE OF
1
INPUT
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OUTPUT HELD INPUT INCREASE REDUCTION OPPOSITE OF
INPUT
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WHEN ANY TWO MEMBERS ARE DRIVEN TOGETHER
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SPEED AND DIRECTION ARE THE SAME AS INPUT — RATIO 1:1
i. Input Element—Sun Gear

00 ring gear in the same direction as the carrier hub
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but at an increased speed.
When input torque is delivered through the
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sun gear, and the ring gear is restricted (held iii. Input Element—Ring Gear
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stationary or at a slower rotation), the carrier

rotates in the same direction as the sun gear If input torque is supplied through the ring
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but at a slower rate. The carrier provides the gear and the sun gear is restricted, torque is
output from the planetary assembly. When the transmitted through the pinion gears. The carrier
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carrier is held and the ring gear is unrestricted, rotates in the same direction as the ring gear
torque flows through the pinion gears to the but at a slower speed. The carrier provides the
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ring gear. The pinion gears rotate within the output from the planetary assembly. When the
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carrier assembly opposite to the direction of carrier is held and the sun gear is unrestricted,
the sun gear. The torque through the pinion the pinion gears transmit torque from the ring
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gears produces ring gear rotation in a direction gear to the sun gear. The pinion gears rotate in
opposite to that of the sun gear and at a much the same direction as the ring gear input, causing
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slower speed. The ring gear provides the output the sun gear to rotate in a direction opposite to
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from the planetary assembly. that of the ring gear but at a much faster speed.
ii. Input Element—Carrier (Carrier Pinion B. Mechanical Gear Ratios

Gears)
In any given range, the combination of held
If input torque is supplied through the carrier and and rotating planetary components enables the
the ring gear is restricted, the carrier pinion gears transmission to multiply transmission input torque
rotate in a direction opposite to that of the carrier and reduce speed by the mechanical gear ratio. For
hub. The pinion gears transmit torque to the sun example, in first range, a 1000 Series transmission
gear causing it to rotate in the same direction increases the input torque and reduces speed by a
as the carrier hub but at a higher speed. The factor of 3:1. Mechanical gear ratios do not include
sun gear provides the output from the planetary torque converter multiplication.
assembly. When the sun gear is held and the ring
gear is unrestricted, the pinion gears transmit
torque to the ring gear. This torque rotates the

Table 2–3. Mechanical Gear Ratios
Range Close Ratio Wide Ratio
First 3.10:1 3.51:1
Second 1.81:1 1.90:1
Third 1.41:1 1.44:1

Fourth 1.00:1 1.00:1
Fifth 0.71:1 0.74:1
Sixth 0.61:1 0.64:1
Reverse –4.49:1 –5.09:1
1 2
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C. Main Housing and Stationary Clutches The P3 ring gear is splined to the P2 carrier
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assembly. The C5 Clutch friction plates mesh with
The transmission main housing contains the C3, the P3 ring gear and rotate with the P2 carrier when
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C4, and C5 Clutches. The Clutches in the main C5 is not engaged. The C5 Clutch reaction plates
housing are stationary clutch assemblies and do not are splined to the main housing and are stationary.
rotate when hydraulically applied. When applied, the 00 When the C5 Clutch is applied, the C5 Clutch piston
stationary clutches hold the P1, P2, or P3 planetary presses the Clutch plates together, holding the P3
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ring gears stationary. ring gear stationary. Preventing P3 ring gear rotation
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also prevents P2 carrier rotation.

The C3 Clutch consists of a piston, a return spring
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assembly, four reaction plates, four friction plates, D. P1 Planetary

.
and a backplate. The C4 Clutch consists of a piston,

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a return spring assembly, six reaction plates, six The P1 planetary gear set consists of the P1 sun
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friction plates, and a backplate. The components of gear, the P1 carrier and pinion assembly, and the P1
the C5 Clutch contained in the main housing are the ring gear. The P1 sun gear is splined to the P1 drive
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six friction plates, six reaction plates, and backplate. flange, and is assembled with the rotating Clutch.
The C5 piston and return spring assembly are
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assembled as part of the rear cover. The P1 carrier assembly is meshed with the P1 ring
gear inside the C3 Clutch assembly. The P1 ring
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The P1 ring gear is enclosed by the C3 Clutch gear is splined to the C3 Clutch friction plates. The
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assembly. The C3 Clutch friction plates mesh with P1 sun gear extends into the center of the P1 carrier
the P1 ring gear. The friction plates rotate with the P1 assembly where it meshes with the P1 pinion gears.
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ring gear when the C3 Clutch is not engaged. The C3 The ring gear of the P2 planetary gear set is splined
reaction plates are splined to the main housing and to the P1 carrier and meshes with the C4 Clutch
are stationary. When the C3 Clutch is applied, the C3 friction plates.
Clutch piston presses the Clutch friction and reaction
plates together, holding the P1 ring gear stationary. P1 planetary gear rotation is controlled by the
application of either the C3 or C4 Clutch assembly.
The P2 ring gear is splined to the P1 carrier Input to P1 planetary is provided through the P1 sun
assembly. The C4 Clutch friction plates mesh with gear meshing with the P1 carrier.
the P2 ring gear and rotate with the P1 carrier when
C4 Clutch is not engaged. The C4 Clutch reaction E. P2 Planetary
plates are splined to the main housing and are held
stationary. When the C4 Clutch is applied, the C4 The P2 planetary gear set consists of the P2 sun
Clutch piston presses the Clutch plates together, gear, the P2 carrier and pinion assembly, and the
holding the P2 ring gear stationary. Preventing P2 P2 ring gear. The P2 ring gear is splined to the P1
ring gear rotation also prevents P1 carrier rotation. carrier and the C4 Clutch friction plates.

The P2 carrier assembly is meshed with the P2 ring 2–5. OUTPUT MODULE
gear inside the C4 Clutch assembly. The P2 sun
gear is inserted into the center of the P2 carrier The output module contains the components that
assembly where it meshes with the P2 pinion gears transmit power and torque from the transmission to
and is splined to the main shaft. The ring gear of the the vehicle driveline. The output centerline is in line
P3 planetary gear set is splined to the P2 carrier and with the transmission input centerline.
also meshes with the C5 Clutch friction plates.
The output module includes the rear cover and
P2 planetary gear rotation is controlled by the action associated components, the output shaft, an optional
of the P1 planetary, application of the C4 Clutch, or parking brake provision or parking pawl, an optional
application of the C5 Clutch. Input rotation to the P2 provision for speedo/tach drive, and a variety of
carrier is provided by the P2 ring gear meshing with customer-supplied yokes and flanges to adapt the
2
the P2 carrier, the P2 sun gear, or the application transmission to various vehicles.
1
of the C2 rotating clutch.
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A. Rear Cover and Output Shaft
F. P3 Planetary
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The rear cover houses the C5 clutch piston, the
output speed sensor assembly, the output shaft
10
The P3 planetary gear set consists of the P3 sun
gear, the P3 carrier and pinion assembly, and the assembly, and the customer-supplied output flange.
P3 ring gear. The P3 ring gear is splined to the P2
carrier.
00
The rear cover may be equipped with a parking
brake provision or a parking pawl.
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The P3 carrier assembly is meshed with the P3 ring Engine torque is transferred through the transmission
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gear inside the C5 Clutch assembly. The P3 sun gearing to the output shaft. The output centerline is
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gear is inserted into the center of the P3 carrier in line with the transmission input centerline. The
assembly where it meshes with the P3 pinion gears P3 sun gear, splined to the main shaft, meshes with
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and is splined to the main shaft. The ring gear of the P3 pinion gears, rotating on the inside of the P3
the P3 planetary meshes with the C5 Clutch friction carrier assembly. The transmission output shaft is
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plates. The P3 carrier is splined to the output shaft. splined to, and rotates with, the P3 carrier assembly.
In a forward range, the output shaft rotates in the
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P3 planetary gear rotation is controlled by the action same direction as the input shaft.
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of the P2 planetary, application of the C4 Clutch,

application of the C5 Clutch, or by application of the An adapter replaces the rear cover in transmissions
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C2 rotating clutch. The P3 carrier assembly transfers designed for 4-wheel drive applications. On these
units, the adapter serves the same function as a rear
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torque to the output shaft. Input rotation to the P3

carrier is provided by the P2 ring gear or by the P3 cover. The adapter is designed to mount directly to a
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sun gear. transfer case and will not accept an output yoke.
G. Main Shaft B. Parking Provisions
The main shaft passes through the center of the i. Parking Pawl
transmission and provides the primary path for
transmitting torque through the geartrain. The main The parking pawl, in transmissions that contain
shaft also distributes transmission fluid for lubrication an internal parking pawl, is engaged by selecting
of the planetary gear sets and the output module. the P (Park) position on the shift selector.
The parking pawl components ground the
The main shaft is splined to the C1 rotating clutch transmission output shaft and prevent rotation of
hub. Input torque to the main shaft is received either the driveline.
through the C1 rotating clutch hub or the P2 sun
gear. The P2 and P3 sun gears are splined to the
main shaft, enabling it to transmit torque to the P2
and P3 planetary assemblies.

ii. Transmission-Mounted Parking Brake
The typical parking brake installation consists

of the parking brake mounting provision on the
transmission rear cover, the brake apply lever,
brake assembly, transmission output flange,
brake drum, and flanged output yoke. All parking
brake components are supplied by the chassis
OEM or end user.
The typical primary parking brake component

is a mechanically-activated duo-servo,
2
double-anchor type drum brake. The brake
1
contains an internal adjustment provision. A
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cam is rotated to separate the brake shoes and
actuate the brake. The cam actuating lever
11
extends from the cam and connects to the
10
brake mechanical linkage. When the cam lever
is moved clockwise by the brake linkage, the
upper ends of the brake shoes move out toward
the drum. When the linings contact the drum,
00
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the friction force between the primary shoe
and the drum causes this shoe to move away
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from its anchor pin. Force is transmitted from

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the bottom end of the primary shoe through the

.
adjusting screw assembly to the bottom end

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of the secondary shoe. This force lodges the

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secondary shoe against its anchor pin, moving

the secondary shoe outward against the drum.
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1 2
60
11
10
00
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(1) – Brake Assembly (3) – Output Flange (5) – Flanged Yoke
(2) – Brake Apply Lever (4) – Brake Drum
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Figure 2–7. Transmission-Mounted Parking Brake

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(1) – Primary Shoe (4) – Anchor Force (7) – Secondary Shoe

(2) – Drum Forward Rotation (5) – Apply Lever (8) – Adjusting Screw Force
(3) – Cam (6) – Applying Force
Figure 2–8. Typical Parking Brake Components

2–6. OIL PAN/CONTROL VALVE
MODULE
A. Oil Pan
The oil pan protects the control valve assembly,

contains provisions for servicing the transmission
fluid, and acts as the primary transmission fluid
reservoir.
The pan encloses a 60-micron filter located in the

suction circuit. The pan also contains a magnet to
2
attract metallic debris. A drain plug is located in the
1
bottom of the pan to service the main fluid supply.
60
An optional shallow pan is available for specific
installations.
11
10
B. Electro-Hydraulic Control Valve Assembly
The Electro-Hydraulic Control Valve Assembly

governs fluid flow to the clutches (including the
00
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TCC). Solenoids, actuated by the Transmission
Control Module (TCM), control valve movement.
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The control valve assembly consists of two

components. The main valve body contains the
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pressure control valves, the Exhaust Backfill Valve,

and the Control Main Relief Valve. The shift valve
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body contains the shift valves, the Control Main

Pressure Valve, and the Manual Selector Valve. The
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control valve assembly attaches to the bottom of the

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gearbox module and is enclosed by the oil pan. An

internal wiring harness connects the solenoids to the
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main transmission connector and external wiring

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harness.
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The electronic control system for 1000 and 2000

Series transmissions consists of two major groups:
controls external to the transmission housing and the
internal controls. The external controls include the
transmission control module, speed sensors, throttle
position sensor (if required), shift selector, and
vehicle interface wiring. Internal controls include the
pressure switch manifold and temperature sensor,
clutch pressure control solenoids, shift solenoids,
IMS, and internal wiring harness.

NOTES
1 2
60
11
10
00
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Section Three
ELECTRONIC CONTROLS
3–1. EXTERNAL COMPONENTS
A. Transmission Control Module
1 2
60
11
10
00
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(1) – Allison DOC (8) –J-47276 “T” Breakout and (12) – J1962 (16–Pin) GMLAN
(2) – J-47943–5 USB Cable (Part TCM Reflashing Harness Connector (500 Kbps CAN
of J-47943–A Kit) (9) – 37–Pin Connector “High-Speed CAN”)
(3) – Translator Device (10) – J-42455–A Load Box (13) – 80–Way (M) Connector
(4) – J-47943–2 (Part of (11) – Load Box Power Supply (14) – 80–Way (F) Connector to
J-47943–A Kit) Note: Use Load Box TCM
(5) – 9–Pin Connector (J-42455–A) when no (15) – 6th Generation TCM
(6) – 6–Pin Connector (Not connection is made from (16) – Existing Vehicle Harness
Used) J-47276 to the vehicle 80–Way Connector (F) (Not
(7) – J1939–13 (9–Pin) harness Used)
Connector (250 Kbps
CAN)
Figure 3–1. 1000 and 2000 Series External Electronic Control Components
1 2
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upshift (and downshift) points for any given
NOTE: For a list of Allison Transmission operating condition and adjusts for changes in
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approved translator devices please visit load, terrain, or environment. The calibration
https://allisonstore.noregon.com/pages/ also adjusts for normal clutch wear and includes
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translator-information. various features to enhance the operating
effectiveness of the transmission.
Electronic control of the transmission is performed
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The TCM includes the capacity for two shift
by a microcomputer which receives and processes
calibrations which are customer-selectable and
signals from various switches and sensors. The
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tailored to the specific transmission application.

microcomputer determines shift sequences, shift
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In most cases, the TCM will be programmed

timing, and clutch apply and release pressures.
with both a performance shift calibration (shifts
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The microcomputer is an independent controller occur at or near the full load governed engine
and is referred to as a TCM. TCMs are available speed) and a secondary calibration designed to
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in both 12V and 24V configurations to match the maximize fuel economy. Newer TCM calibrations
and applications may also include programming
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configuration of the vehicle electrical system.

for LBSS. Vehicles equipped with LBSS do
not require the operator to change selection
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i. Inputs
of primary and secondary shift schedules
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The Pressure Switch Manifold (PSM) and manually and no longer require a dashmounted
Internal Mode Switch (IMS) provide operator OEM-installed switch or Mode button for shift
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input to the TCM. Other data sent to the TCM schedule selection.
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include throttle position; engine, turbine, and

output speeds; and sump temperature. Any Shift calibrations are downloaded from the
active special function, such as anti-lock brakes Allison Calibration Configuration Tool (ACCT).
or power takeoff, also provides an input to the Once the shift calibration is downloaded, the
TCM. The TCM processes this data to determine TCM is reprogrammed using the Allison TCM
proper shift points, monitor the current range, ReflashTM software.
perform ratio tests, and compile diagnostic data.
Inputs to the TCM allow the microcomputer
ii. Shift Calibration to determine the characteristics of a shift in
progress. Shift characteristics are compared to
When the vehicle operator selects a forward the optimum shift profile stored in the EEPROM
range on the shift selector, the transmission memory. If the reported shift characteristics are
starts in the lowest range for that position and not within programmed limits, the TCM alters
automatically upshifts at preset shift points until pressure control solenoid valve duty cycle to
the highest range for that position is attained. bring the shift within the limits.
The shift calibration provides the automatic

iii. Adaptive Control v. Diagnostic Functions
The TCM produces excellent shift quality by The TCM determines if a system malfunction
applying closed loop control which constantly exists and stores diagnostic codes related to the
adjusts shift characteristics for changes in malfunction. The codes, accessible by a service
operating conditions. These adjustments are technician, are used in diagnosing persistent or
based on vehicle conditions such as grade, load, intermittent trouble in the system.
and engine power.
B. Throttle Position Sensor (TPS)
The learning process of comparing and adjusting
shift parameters is referred to as adaptive The TPS can be mounted to the engine, chassis, or
control. Adaptive control establishes initial transmission. The TPS (refer to Figure 3–2) contains
2
conditions for shifts and makes “during shift” a pull actuation cable and a potentiometer. One
1
adjustments. The TCM constantly monitors end of the cable is attached to the engine fuel lever
60
operating conditions, such as engine speed, and the other, inside a protective housing, to the
transmission output speed, and transmission TPS potentiometer. Output voltage from the TPS is
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sump temperature, and adjusts shift parameters directed to the TCM through the external harness.
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accordingly. After a shift is completed, the TCM The voltage signal indicates the throttle position and,
compares the completed shift data to a target in combination with other input data, determines shift
shift profile in the TCM calibration and makes
adjustments before the next shift of the same
00 timing.
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kind is made.
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After replacing or rebuilding a transmission, the

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Adaptive Shift Parameters must be reset using

the Allison DOC® software. The Adaptive Shift
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Parameters will be set to their factory calibration

and to Fast Adapt. When the TCM operates in
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this mode, it makes large changes in initial shift

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conditions to adjust for major system tolerances,

such as solenoid-to-solenoid, main pressure,
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and clutch-to-clutch variations.

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In slow adaptive mode, the TCM makes small

(1) – Throttle Position Sensor (TPS)
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changes in initial shift conditions in response

to minor system changes that occur over a Figure 3–2. Throttle Position Sensor (TPS)
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longer period of time, such as wear and solenoid

degradation or drift. The TCM control logic
changes from fast adaptive to slow adaptive
when the profile of an actual shift has effectively
reached the target profile.
iv. Inhibits
The TCM is programmed to protect the

transmission and other vehicle driveline
components by inhibiting actions such as full
throttle neutral-to-range shifts and high-speed
direction changes.

(1) – Throttle Position Linkage
(2) – Contacts
2
(3) – Resistive Strip
1
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Figure 3–3. Throttle Position-to-Voltage
Conversion
11
10
Adjust so total stroke is within
0 Volt
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8.9 mm – 35.7 mm band
0.98 volts – 3.921 volts
5 Volts
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0.550 Volts 4.750 Volts

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ERROR ERROR
ZONE ZONE
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0.979 Volts 3.927 Volts

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APPROX.
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19 mm (0.75 in.) STROKE

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CLOSED WIDE OPEN

THROTTLE THROTTLE
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FULLY FULLY
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RETRACTED 8.9 mm 35.7 mm EXTENDED

(AT REST) (0.35 in.) Total Stroke (1.4 in.)
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CT–WOT
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2.5 mm 15.2 mm–22.9 mm 40.6 mm

(0.1 in.) (0.63 in.–0.9 in.) (1.6 in.)
0 mm 1.667–2.549 Volts 45.7 mm

(1.8 in.)
187828
Figure 3–4. Throttle Position Determination
i. Throttle Position Sensor (Non-Electronic The TPS is a sliding resistance sensor

Engines) (potentiometer) actuated by a mechanical
linkage. The TCM delivers a constant voltage
On vehicles not equipped with electronically- to one terminal of the TPS resistive strip. The
controlled engines, a TPS is attached to other TPS terminal connects to ground. The TPS
the engine fuel control linkage. The TPS resistor contacts provide a regulated voltage
continuously sends the exact throttle position to input to the TCM.
the transmission TCM.

When moved by the mechanical throttle cable, the current range to that range’s speed sensor
the contacts slide along the resistive strip. For information stored in the TCM memory.
every 0.178 mm (0.007 inch), the contacts deliver
a different voltage to the TCM. The voltages are The input, turbine, and pre-6th Generation output
converted into counts which correspond to the speed sensors are variable reluctance devices which
throttle sensor movement. The TCM uses the convert mechanical motion to an AC voltage. Both
count information to determine the percentage sensors consists of a wire coil wrapped around a
of throttle opening. pole piece that is adjacent to a permanent magnet.
These elements are contained in a housing which
ii. Auto Cal (Automatic Throttle Position is mounted adjacent to a rotating ferrous member.
Calibration) Two signal wires extend from one end of the housing
and an exposed end of the pole piece is at the
2
The throttle position sensor is self-calibrating opposite end of the housing. The permanent magnet
1
within its normal operating range. The produces lines of flux around the pole piece. As a
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TCM incorporates an Automatic Throttle ferrous object (such as a gear tooth) approaches and
Position Calibration (Auto Cal) feature which passes through the gap at the end of the pole piece,
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compensates for changes such as normal cable an AC voltage pulse is induced in the wire coil. The
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wear and linkage tolerances. Auto Cal monitors TCM calculates the frequency of these AC pulses
and stores the minimum and maximum position and converts it to a speed value. The AC voltage
of the throttle position sensor each time the TCM
is initialized. The TCM subsequently assigns “full
00 generated varies from 150mV at low speed to 15V
at high speed. The signal wires from the sensor
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throttle” to the maximum position and “closed are formed as twisted pairs to cancel magnetically
throttle” to the minimum position. The TCM can
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induced fields. The cable is also shielded to protect

then provide automatic compensation for linkage from voltage-related fields. Noise from other sources
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wear and TPS adjustment changes by reducing is eliminated by using two-wire differential inputs at
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the TPS count between closed throttle and wide the TCM.
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open throttle. This feature helps to provide more

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consistent shift points over the life of the vehicle. Beginning with 6th Generation Controls, the output
shaft speed sensor is a Hall Effect sensor that uses
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iii. Throttle Position (Electronic Engines) an integrated back-bias magnet to measure the
speed and direction of rotating ferrous objects. When
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A throttle position sensor is not used with a ferrous object passes in front of the device, an
electronically-controlled engines. Throttle output pulse is generated for each tooth of the target.
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position data is sent from the engine electronic Speed information is provided by the output pulse
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controls directly to the transmission electronic rate, while direction of target rotation is provided by
controls over a J1850 or J1939 data link. The the duration of the output pulses.
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TCM must be calibrated to receive the correct

type of throttle signal. i. Input Speed Sensor
C. Speed Sensors The input speed sensor is externally mounted in

the torque converter housing, directed at the ribs
1000 and 2000 Series transmissions typically use protruding from the torque converter.
three speed sensors: the engine speed sensor,
the turbine speed sensor, and the output speed
sensor. The speed sensor outputs provide rpm
information to the TCM. The differences between the
speed sensor outputs allows the TCM to determine
the transmission operating range. Speed sensor
information is also used to control the timing of
clutch apply pressures to obtain the best possible
shift quality. Hydraulic problems are detected
by comparing the speed sensor information for

1 2
Figure 3–5. Typical Speed Sensor
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ii. Turbine Speed Sensor
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The turbine speed sensor is externally mounted
in the main housing, directed at the tone wheel
or PTO drive gear attached to the rotating clutch
module.
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iii. Output Speed Sensor

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The output speed sensor is externally mounted

in the rear cover and directed at the teeth of
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a tone wheel splined to, and rotating with, the

output shaft.
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D. Shift Selector
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The vehicle is equipped with a lever-type shift

selector. In addition to the lever/display assembly
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provided for the operator, other components

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associated with the shift selector are the Manual

Selector Valve in the main control valve body and an
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IMS switch mounted on the selector shaft inside of

the transmission. Shift selector components (with
the exception of the transmission selector shaft and
IMS) are customer supplied.

1 2
60
11
10
(1) – Selector Shaft (3) – Shift Cable (5) – Shift Selector (Top View)
(2) – Selector Shaft Lever (4) – 00
Shift Selector
Figure 3–6. Typical Lever-Type Shift Selector

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i. Shift Selector Range Positions N (Neutral) or P (Park) is selected before starting

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the vehicle.
The operator chooses the transmission range
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by moving the selector lever to the appropriate D—The highest forward range, used for normal
gate position. When properly adjusted, the driving. The transmission shifts to first range for
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shifter gates prevent inadvertent shifting starting, and then automatically upshifts through
between ranges, and correspond to the internal the ranges (as operating conditions permit)
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transmission detent positions. A positive detent until the highest range is attained. 6, 5, 4, (3),
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is provided in the transmission to maintain the 2, 1—Forward Range. There are four forward
selector shaft in the selected position. range selector positions. The first position after N
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(Neutral) is D (Drive) where all six forward ranges

The TCM shift calibration determines the are available. Another position is 1 (First Range)
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available forward ranges for each selector Hold. There are three choices for the next two
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position. Although specific installations vary, positions. These choices are 1–6, 1–4, 1–3, and
typical selector positions for the 1000 and 2000 1–2 which describe the ranges available in that
Series transmissions are: position. The vehicle manufacturer chooses the
two positions that best fit the vocation for which
P—P (Park). Park pawl or parking brake is the vehicle is intended.
engaged if available. The transmission is in N
(Neutral). This position is not available on all ii. Manual Selector Valve
shift selectors. When P (Park) is available, it may
be used for starting the engine and stationary The manual shift selector shaft is attached to the
operations. Manual Selector Valve within the transmission
main control valve body. The selector valve has
R—R (Reverse). only three positions: R (Reverse), N (Neutral),
and D (Drive) or Forward.
N—N (Neutral). May be used for starting the
engine and stationary operations. The TCM
disables the starter switch if a range other than

only two ports it is also called an open ended (OE)
NOTE: For transmissions equipped with a P solenoid. The OE solenoids combine the supply and
(Park) position, the selector valve remains control port together but have a separate Exhaust
in the N (Neutral) position when the selector port. The supply/control port is physically located
is moved to P (Park). below the O-ring on the body of the solenoid. The
Exhaust port is just above the O-ring and in the side
of the solenoid. The OE VBS solenoids have one
The N (Neutral) and R (Reverse) selector
stationary orifice between the supply/control port and
valve positions exhaust the C1 and C2 rotating
the Exhaust port that can be incrementally blocked
clutches. By exhausting C1 and C2 clutches,
or opened by the armature assembly depending
forward range is inhibited. This provides the
upon the amount of electrical current applied to the
capability for the operator to override the
solenoid winding.
2
electronically preselected ranges if N (Neutral)
1
is required. Variable Bleed, or pressure proportional to current
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(PPC), occurs when the current of the signal from
iii. Internal Mode Switch (IMS)
the TCM to a solenoid changes, causing the steel
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check ball in the solenoid to vary the size of the
The Internal Mode Switch (IMS) switch, mounted
10
solenoid passage. This serves to vary the output
inside the transmission housing, detects the
flow and resultant fluid pressure. The TCM controls
angular position of the shift selector shaft. The
shift selector shaft position is communicated to
00
clutch apply and release characteristics by varying
current to the control solenoids.
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the TCM so that certain vehicle control functions
can be coordinated with the position of the shift
The three pressure control solenoids (PCS1, PCS2,
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controls. The IMS switch has redundant circuitry

and PCS3/NAS) are VBS, as is the Modulated Main
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to alert the TCM in the event of a single wire

and the Variable Modulated Main Solenoid (VMMS)
or switch failure. The neutral signal output of
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solenoids.
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the IMS is typically used as confirmation that

the transmission is in neutral before the engine These OE solenoids may be OE NH/NC (OE
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starter is engaged. Normally High/Normally Closed) as the Variable

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Modulated Main Solenoid, VMMS, PCS1, and

the PCS3/NAS solenoids are, or OE NL/NO (OE
3–2. INTERNAL COMPONENTS
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Normally Low/Normally Open) as the TCC and

PCS2 solenoids are.
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Several components of the 1000 and 2000 Series

electrical control system are located within the
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The other type of solenoid in the transmission is an

transmission as part of the main control valve body.
on/off solenoid. This on/off solenoid has three ports
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These components include solenoids for controlling

and is called a closed end (CE) solenoid. The CE
the hydraulic action of the valves and the pressure
solenoids have the control port at the bottom of the
switch manifold. An internal wiring harness links the
solenoid. Its supply port is in the side of the solenoid
internal components with the TCM.
located between the two O–rings. The Exhaust port
is located above the supply port. The on/off solenoid
A. Solenoids
is designed to connect the control port to either the
The TCM controls solenoids in the valve body supply port or the Exhaust port depending upon its
assembly of the transmission. These solenoids design and whether it electrically “on” or “off”. All of
control the amount of fluid flow and the resulting these solenoids have an armature that moves in
pressure above the valves. the solenoid as electrical current is applied to the
solenoid. The armature displacement in the solenoid
The transmission uses two types of solenoids. determines whether fluid can travel a specific path
between ports of the solenoid or whether a specific
The first type of solenoid used in the 1000 and 2000 path is blocked.
Series Transmissions is a Variable Bleed Solenoid
(VBS) and contains two ports. When there are

The 1000 and 2000 Series control module contains
both normally closed (NC) and normally open (NO)
solenoids. A normally closed solenoid remains
closed until a signal from the TCM energizes the
solenoid, causing it to open. A normally open
solenoid is open until the TCM sends a signal
energizing the solenoid, causing it to close. A closed
solenoid blocks fluid flow through the valve. An open
solenoid permits fluid flow through the valve. Both
NC and NO solenoid types have an orifice, electrical
windings, an iron core, and a steel check ball.
2
i. Normally Closed (NC) Solenoids
1
60
SS1, SS2, and SS3 are NC (Normally Closed)
on/off solenoids that provide the necessary
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logic to distribute fluid to the correct clutches.
10
The shift solenoids provide either full Control
Main Pressure or Exhaust to the head of each
of their corresponding shift valves. Since the 00
valve states (stroked or destroked) are critical to
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providing the correct transmission range, each
shift valve has a pressure switch (located in
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the pressure switch manifold) which provides

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feedback to the TCM as to the valve’s position.

.
The Shift Valve Body Assembly also includes

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redesigned SV1, SV2, SV3, and Control Main

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valves. The SS1 remains the same.

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1 2
60
11
10
00
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(1) – Spring (3) – Supply Port (Control Main)
(2) – Electric Coil (4) – Pressure Output
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Figure 3–7. Normally Closed (NC) Solenoids (SS1, SS2, SS3)

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PRESSURE
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SHIFT INITIAL
ONCOMING INITIATION ONCOMING
CLUTCH- 100% PRESSURE
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PRESSURE
COMMAND
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(DUTY CYCLE) 0% CLUTCH HOLD

FROM THE TCM
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TIME
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CLOSED LOOP
CONTROL
CLUTCH
FILL TIME
(VOLUME
RATIO) FIXED TIME TO
PRESSURE
RAMP RATE FULL APPLY

(TFA)
MAIN PRESSURE
ONCOMING
CLUTCH- BACKFILL
ACTUAL PRESSURE
PRESSURE
TIME
189121
Figure 3–8. Solenoid Activation — Current

ii. Variable Modulated Main Solenoid
Fully Variable Modulated Main pressure feature

was introduced with the 2010 Uprate. The
Modulated Main Valve Body Assembly has been
removed from the Control Module Assembly.
The passages and the (OE NH NC) Variable
Modulated Main VBS were added to the Shift
Valve Body Assembly. This VBS is the same
solenoid type as used in PCS1. A new Modulated
Main Solenoid Retainer holds the Variable
Modulated Main Solenoid (VMMS) in its bore.
1 2
The VMMS operates using a frequency of 1 kHz
60
(1000 Hz or 1000 kC). At this frequency, the coil
acts like an inductive load which tends to keep
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the current constant. The TCM monitors and
10
controls the current. The current causes a force
on the armature and shaft assembly, which is
balanced by fluid pressure acting on the end of
the shaft.
00
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The solenoid operates using battery voltage. The

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VMMS is normally closed (OE NH NC), providing

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a full Control Main Pressure of 590 kPa (86 psi)

at zero current, and no pressure at full current.
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The VMMS allows for limp-home capability in the

event of a power or computer failure by allowing
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full Control Main Pressure to the bottom of the

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Main Regulator Valve if de-energized.

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(1) – Supply Pressure (3) – Armature (5) – Damping Chambers

(2) – Metering Orifice (4) – Magnetic Circuit (6) – Exhaust Port
Figure 3–9. Variable Modulated Main Solenoid (OE NH NC)

iii. Clutch Pressure Control Solenoids
PCS1 and PCS2 control oncoming, off-going,

and holding pressure to the five clutches.
These solenoids are referred to as Variable
Bleed or PPC solenoids since the output
hydraulic pressure supplied by these solenoids is
proportional to the controlled current command.
PCS3 fully exhausts C1 clutch when NAS is set

to Premium. This allows the converter to free
spin, reducing the load on the engine. When
2
NAS is set to Standard, the software modulates
1
PCS3 to partially apply C1. In this state, the
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converter has a small amount of slip speed.
PCS2 pressurizes C4 and PCS1 pressurizes C5
11
for a Neutral Locked Output state. The Locked
10
Output helps ensure a smoother shift back into 1
(First Range) from NAS.
The solenoids operate using a frequency of 1

00
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kHz (1000 Hz). At this high frequency, the coil
acts like an inductive load which tends to keep
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the current constant. The TCM monitors and

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controls the current. The current causes a force

on the armature and shaft assembly, which is
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balanced by fluid pressure acting on the end of

the shaft.
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The pressure control solenoids operate using

battery voltage. PCS1 is normally closed (NC),
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providing a full pressure of 590 kPa (86 psi) at

zero current, and no pressure at full current.
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PCS1 allows for limp-home capability in the

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event of a power or computer failure. Normally

open (NO) PCS2 provides zero pressure at zero
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current and full pressure of 590 kPa (86 psi) at

full current.

1 2
60
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(1) – Supply Pressure (3) – Armature (5) – Damping Chambers
10
(2) – Metering Orifice (4) – Magnetic Circuit (6) – Exhaust Port
Figure 3–10. Pressure Control Solenoid 1 (PCS1 and PCS3) (OE NH NC)
00
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(1) – Supply Pressure (3) – Armature (5) – Exhaust Port

(2) – Metering Orifice (4) – Magnetic Circuit (6) – Damping Chambers
Figure 3–11. Pressure Control Solenoid 2 (PCS2) (OE NL NO)
B. Torque Converter Clutch Circuit Operation When functioning as a fluid coupling, the converter
turbine transmits significant torque, but never
The torque converter clutch (TCC) transmits power attains converter pump speed due to kinetic
mechanically. When the TCC is engaged, the energy losses. The TCC, located inside the torque
converter pump and converter turbine rotate as a converter assembly, is splined to the converter
unit at engine speed. This provides a direct drive turbine, providing a direct drive from the engine to
from the engine to the turbine shaft. The electronic the transmission gearing. With the TCC engaged,
control system automatically applies the TCC. the converter pump, turbine, and turbine shaft all
rotate at exactly the same speed as the engine.

This mechanical direct-drive provides faster shift C. Pressure Switch Manifold
response and allows maximum fuel economy.
The Pressure Switch Manifold or (PSM) is a multiple
The TCC consists of two elements: a piston/clutch switch assembly made up of three normally open
assembly and a damper. The integral spring-type and one normally closed pressure switches. Fluid
damper is a shock-absorbing component that pressures are fed from SV1, SV2, and SV3 and the
reduces vibration and torsional forces from the Manual Selector Valve to the switches based on the
engine when the TCC is engaged. positions of the valves and shift selector. The shift
valve fluid pressures reflect the logic condition at the
The TCC piston is engaged or released based on the corresponding solenoids. This logic indicates the
direction of fluid flow through the torque converter. current transmission operating range to the TCM.
In converter operation, fluid enters the converter
2
between the converter cover and the TCC piston, The three fluid pressure switches corresponding
1
preventing piston engagement. Fluid leaves the to the shift valves are normally open (contacts
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converter between the turbine shaft and converter not touching) when no fluid pressure is present,
ground sleeve. As turbine speed approaches engine so that electrical current is stopped at the switch.
11
speed (after second range or higher has been When fluid pressure is routed to the switch, it
10
attained depending on calibration), the TCM actuates moves the diaphragm and upper contact so that
the F Trim (TCC) solenoid, which controls the the contact element touches both the positive and
converter flow valve. This valve reverses converter
fluid flow, charging the converter at the pump hub
00
ground contacts. This closes the circuit and allows
current to flow from the positive contact and through
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with main pressure and exhausting the fluid in the switch. The pressure switch corresponding to
the area between the piston and the front cover. reverse is normally closed, since fluid pressure is
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Hydraulic pressure remains between the pump and always present unless the selector valve is moved
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the piston. This pressure differential causes the to reverse.

.
TCC piston to engage the converter front cover,

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providing a mechanical connection between the The PSM also contains a temperature sensor
(thermistor) for sump temperature. Changes in
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transmission power train and the engine. Converter

flow is bypassed and directed to the cooler during sump fluid temperature are indicated by changes
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TCC operation. in sensor resistance (for example, increasing

temperature causes decreased sensor resistance).
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To engage the TCC, pressurized fluid must be The resistance value is then relayed to the TCM as
directed to the torque converter to pressurize the an input for shift control.
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cavity at the rear of the TCC piston. Actuation of

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the F Trim valve allows regulated main pressure

to be delivered to this area. At the same time, the
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converter flow valve moves downward, exhausting

converter-in fluid between the TCC piston and the
converter cover to sump. The resulting pressure
difference engages the TCC clutch to the converter
front cover.
If an electrical interruption or critical transmission

malfunction occurs, the TCM disengages the TCC.
This eliminates the mechanical connection between
the transmission power train and the engine. When
the TCC is disengaged, the converter returns to a
fluid coupling drive.

1 2
60
11
10
(1) – PS4 (3) – PS2 (5) – PS1
(2) – PS3 (4) – 00
Thermistor
Figure 3–12. Pressure Switch Manifold

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(A) – NO PRESSURE (3) – Incoming Fluid (7) – Contact Element

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(B) – PRESSURIZED (4) – Seal (8) – Fluid Pressure

(1) – Contact (5) – Body
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(2) – Diaphragm (6) – Contact
Figure 3–13. Pressure Switch - Normally Open

2
Figure 3–14. Pressure Switch Logic (NC = Normally Closed; NO = Normally Open)
1
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Table 3–1. Pressure Switch and Solenoid as a result of operating conditions, such as engine or
11
Logic States transmission fluid temperature. Shift schedules may
be changed through selection of a remote (usually
10
Range PS1 PS2 PS3 PS4
dash-mounted) switch—which is typically associated
N On On On Off with a change in anticipated vehicle operation.
R On* On On On
00
The TCM includes the capacity for two separate and
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R Off On On On
distinct shift calibrations (customer-selectable), one
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6 Off Off On Off for use in “Primary Mode” of operation and one in
“Secondary Mode.”
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5 Off Off On Off

4 On Off On Off • Primary—This shift schedule is typically used
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3 On Off Off Off for all normal vehicle operations.

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2 Off Off Off Off • Secondary—This is an alternate shift schedule

that the TCM uses upon request. Not all
1 Off On Off Off
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vehicles will be equipped with a secondary shift

*May energize under certain application dependent schedule. The request can be interlocked with
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conditions a vehicle component, or be operator-controlled

via a dash-mounted switch.
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D. Internal Wiring Harness

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Your vehicle may have a dash-mounted light that

An internal wiring harness connects the shift illuminates when the secondary mode is active.
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solenoids, clutch pressure control solenoids, TCC

Solenoid, VMMS, (PSM), IMS, and temperature i. Allison DSS (Dynamic Shift Sensing)
sensor to the external harness leading to the TCM.
Vehicles equipped with DSS do not require
the operator to change selection of primary
3–3. PRIMARY/SECONDARY SHIFT and secondary shift schedules manually
SCHEDULES and no longer require a dash-mounted
OEM-installed switch or Mode button for shift
A. SHIFT SCHEDULES schedule selection. This is because Allison
DSS automatically selects the appropriate shift
The points at which shifts occur depend upon schedule based on vehicle load and operating
predetermined speeds and other operating conditions.
conditions. A transmission “shift calibration” includes
several sets of shift points which may be used Allison DSS selects between Economy and
according to current or anticipated operating Performance shift schedules based on the
conditions. Some shift schedules may be inhibited vehicle's current estimated payload (determined

by acceleration rate and requested power) and
the grade on which the vehicle is operating.
This optimizes fuel economy while maintaining
performance on vehicles so equipped.
For 2010, DSS has been optimized and now

includes a Super Economy Shift Schedule
(SESS). This enhancement allows earlier up-shift
under cruising conditions to further improve fuel
economy. Cruise is defined as driving with low to
no acceleration at a given road speed.
2
B. Allison Transmission FuelSense® 2.0
1
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Vehicles equipped with an Allison Transmission
and a FuelSense® 2.0 package will save fuel
11
when compared to vehicles without the package,
10
depending on the duty cycle.
FuelSense® 2.0 is an initiative that groups software

and calibration fuel economy features into packages
00
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that can be easily selected when specifying a TCM
calibration in the Allison Calibration Configuration
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Tool (ACCT).
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With the introduction of FuelSense® 2.0 packages,

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more descriptive feature designations have been

created. Refer to Table 3–2 for FuelSense® 2.0
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features and package designations.

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NOTE: For more information

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regarding FuelSense® 2.0 packages,

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refer to the Allison HUB (https://

hub.allisontransmission.com/), Engineering,
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Tech Data, Allison 6th Generation Controls

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– Controls Installation Manual Section A-1:

Controls System Familiarization (Section
5.4 – FuelSense® Feature Packages)
(https://sap.allisontransmission.com/
extranet/techdata/techdatadocs/
index.jsp?ModelFamilyID=678&ModelID=2817)
Table 3–2. Fuel Economy Feature Available FuelSense® 2.0 Packages

Fuel Economy FuelSense® 2.0 FuelSense® 2.0 FuelSense® 2.0 FuelSense® 2.0
FuelSense® 2.0
Feature Plus Max Natural Gas Natural Gas Plus
DynActive®
Required Required Required Required Required
Shifting
Dynamic Shift
Optional Optional Optional Optional Optional
Sensing

Table 3–2. Fuel Economy Feature Available FuelSense® 2.0 Packages (cont'd)
Fuel Economy FuelSense® 2.0 FuelSense® 2.0 FuelSense® 2.0 FuelSense® 2.0
FuelSense® 2.0
Feature Plus Max Natural Gas Natural Gas Plus
Neutral At
Stop Standard Required Optional Required
or Premium Not Allowed (Premium* or (Premium* or Not Allowed (Premium* or
w/optional Coast Standard) Standard) Standard)
Mode
Enhanced
Acceleration Rate Not Allowed Not Allowed Required Not Allowed Not Allowed
Management
2
* NAS-Premium required for availability of Optional Coast Mode
1
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steep grades or when the vehicle is heavy.
NOTE: All five (5) FuelSense® 2.0 Packages
This function may be used for the following:
11
are available in the 1000 and 2000 Series:
B, T, Highway Series (HS), Rugged Duty – To improve fuel efficiency.
10
(RDS), Pupil Transport Series (PTS), – To reduce tire wear.
Specialty Series (SP) and International
Motorhome Series (MH).
00 – To reduce acceleration aggressiveness.
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– To provide for consistent acceleration in
loaded and unloaded conditions.
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i. FuelSense® 2.0 Terminology Descriptions

• DynActive® Shifting:
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• EcoCal: EcoCal describes lower engine

speed shift schedules designed to match DynActive® Shifting is a continuously-
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the engine and duty cycle, maintain variable method of shift scheduling.
optimum engine speed, perform torque Instead of using a shift point table with
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converter lockup as soon as possible, and defined shift points (such as 2000 rpm
provide necessary performance without S1 performance), DynActive® Shifting
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shift cycling. chooses the most efficient shift point

based on the current environmental and
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• Dynamic Shift Sensing: Dynamic Shift

vehicle conditions. DynActive® achieves
Sensing is a feature that automatically
es
the best fuel economy for a specified

selects between EcoCal and higher speed
level of performance. Vehicle information
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shift schedules based on the vehicle’s

such as torque, speed, grade, mass, etc.
actual payload and the grade on which it’s
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are constantly analyzed to pick the most

operating.
efficient shift speed. DynActive® Shifting is
• Neutral at Stop: Neutral at Stop is a required in all FuelSense® 2.0 packages.
feature that reduces or eliminates the load
on the engine while the vehicle is stopped,
thus reducing fuel usage and emissions.
• Acceleration Rate Management:
Acceleration Rate Management is an
engine management function where the
TCM manages engine torque to limit
vehicle acceleration to a calibrated rate.
This function will allow full torque from the
engine if the vehicle is unable to reach the
calibrated acceleration rate, such as on

ii. FuelSense® 2.0 Driver Indicator (with 3–5. RANGE INHIBIT(ED) LIGHT
FuelSense® 2.0 Package)
The red or amber RANGE INHIBIT(ED) warning
light is located on or near the shift selector. The
NOTE: The TCM software must be purpose of this indicator is to alert the operator that
configured to enable FuelSense® 2.0 transmission operation is being inhibited and that
in order for the FuelSense® 2.0 driver range shifts being requested by the operator may
indicator initialization screen to appear. not occur. When certain operating conditions are
A New Parameter Option is provided in detected by the TCM, the controls will command
ACCT/Vehicle Electronic Programming the transmission to be locked in the range currently
Stations (VEPS) Programming Guides that in use. If the torque converter clutch is applied
must be answered in order to configure when the condition is detected, the clutch will be
2
FuelSense® 2.0. disengaged concurrently with the activation of the
1
RANGE INHIBIT(ED) light.
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Vehicles equipped with a FuelSense® 2.0
package will include a display of the FuelSense® Each time the engine is started, the RANGE
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2.0 logo. At the discretion of the OEM, vehicles INHIBIT(ED) light will illuminate, then turn off after
10
not equipped with an Allison shift selector display two seconds. If the light does not illuminate during
can provide the FuelSense® 2.0 message on ignition, or if the light remains on after ignition, the
a dash display. The Allison shift selector will 00 transmission system should be checked immediately.
display the “Allison Transmission” initialization
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screen followed by a “FuelSense® 2.0” screen
NOTE: If the RANGE INHIBIT(ED) warning
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upon vehicle startup (refer to Figure 3–15).

light flashes, it may indicate that COTP is
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active.
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i. Converter Over-temp Torque Protection

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(COTP)
• Purpose
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– Alerts the driver to a torque converter

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over-temperature condition.
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– Limits the time that the torque converter can

be stalled at full power to prevent torque
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converter damage (if the vehicle is equipped

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to limit engine RPM by SEM or LRTP) while

maintaining an acceptable level of driver
control during normal operation.
Figure 3–15. FuelSense® 2.0 Display
Engine RPM cannot be controlled for
non-SEM applications. Only SEM or LRTP
3–4. KICKDOWN equipped vehicles will be able to offer
torque limits. On vehicles without SEM or
Some vehicles have a “kickdown” feature that allows LRTP, only the RANGE INHIBIT(ED) light
the operator to choose between an “Economy” will be flashed.
primary shift schedule and “Performance” secondary • Functionality
shift schedule. The throttle pedal will have a detent
– Converter slip speed is controlled via
feel when full-throttle is achieved using “Economy”
engine torque limiting to regulate converter
shift points. When the operator “steps through” this
temperatures to acceptable levels.
detent, the function is activated and “Performance”
shift points are achieved. – RANGE INHIBIT(ED) light flashes 1
second before and during torque reduction.

• Criteria for activating COTP
– First level of COTP (RANGE INHIBIT(ED) NOTE: Preselecting during normal operation
light flashes) may result in reduced fuel economy.
• Difference of at least 1400 RPM or

greater between engine speed and Manual range downshifts will not occur until a
transmission turbine speed calibration value of output speed is reached. When
a range downshift is manually selected and the
• 25% throttle or greater
transmission output speed is above the calibration
• Less than 100 RPM transmission value, the transmission will stay in the range it was
output speed in even though a lower range was requested. Apply
• All conditions above must be the vehicle service brakes or some retarding device
2
maintained for at least sixteen seconds to reduce the transmission output speed to the
1
to activate first level of COTP (less if calibration value and then the shift to the lower range
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initial converter temp predicted hot) will occur. Two shift schedules are used with range
preselection: hold upshift and preselect downshift.
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– Second level of COTP (Engine Speed
will be limited to 900 RPM and RANGE A. Hold Upshift
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INHIBIT(ED) light flashes)
This shift schedule keeps the transmission from
• Difference of at least 1400 RPM or
greater between engine speed and
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shifting above the selected range. This shift schedule
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transmission turbine speed permits upshifts to occur if an engine overspeed
condition could result by the transmission remaining
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• 25% throttle or greater (by operator selection) in a range lower than its
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• Less than 100 RPM transmission highest range. When the hold feature is activated,
output speed transmission upshift points occur at engine speeds
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which are higher than normal upshifts in order to

• Twenty-three seconds total of throttle
“hold” the transmission from upshifting beyond the
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and output conditions being met

current range.
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Once you exit the COTP condition, a software

counter will count back sixteen seconds before WARNING: The transmission incorporates
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full engine RPM is available. a hold feature to prohibit upshifting above

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the range selected during normal driving.

NOTE: Only SEM or LRTP equipped For downhill operation, select a lower
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vehicles will be able to offer torque limits. transmission range. If the engine governed
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Otherwise, only the range inhibit light will be speed is exceeded in the held range,
flashed. however, the transmission will upshift to
the next higher range to prevent engine
damage. To help avoid injury and/or property
damage due to loss of vehicle control, use
3–6. RANGE PRESELECTION the vehicle brakes to prevent exceeding
engine governed speed in the held range.
Range preselection means selecting a lower range
to match driving conditions encountered or expect
to be encountered. Learning to take advantage of B. Preselect Downshift
preselected shifts will give you better control on slick
or icy roads and on downgrades. This shift schedule is used when the driver preselects
a lower range. The operator may preselect any
Downshifting to a lower range increases engine range below D (Drive) on the shift selector at any
braking. The selection of a lower range often time. When a range has been “preselected” in this
prevents cycling between that range and the next manner, shift points to and from ranges above the
higher range on a series of short up-and-down hills. preselected range are higher than the normal shift

points. The transmission will downshift when an the shift is aborted and a diagnostic code is
engine overspeed condition will not result after the activated.
shift. Shifts below the preselected range are not
affected. ii. Clutch Control
After the pressure switch manifold verifies the

3–7. GENERAL CLUTCH CONTROL correct shift valve positions, the transmission
enters the clutch control phase. During this
During an upshift, changes in engine speed are phase, PCS1 and PCS2 control the off-going and
reflected by changes in torque converter turbine oncoming clutches. The appropriate solenoid
speed. When the output speed reaches a designated is commanded fully on for the period of time
rpm (the shift initiation point), the TCM commands needed to fill the cavity behind the clutch piston
2
an automatic range upshift. The transmission goes and to start the piston moving.
1
through a three-phase process whenever the TCM
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commands a shift. When an upshift occurs, turbine speed
decreases reflecting the change in the
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The upper curves on the following chart represent transmission mechanical gear ratio and the
10
turbine speed and output speed during a typical initiation of clutch engagement. After volume fill
upshift. The lower curves are examples of the is completed, the clutch pressure increases at a
solenoid duty cycle for the oncoming and off-going
clutches.
00 preset rate called the open loop ramp rate, until
turbine speed indicates clutch slip is occurring.
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At this point, the TCM begins closed loop control
of the oncoming clutch. During this period, the
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Turbine
speed equals
output speed TCM actively controls shift quality by controlling
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BEGIN x gear ratio

SHIFT of oncoming
clutch
the current of the signal to the pressure control
solenoid. Closed loop control continues until the
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TURBINE clutch has almost completely stopped slipping

SPEED
(turbine speeds equals output speed multiplied
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OUTPUT
SPEED
100% OPEN by the gear ratio of the oncoming clutch). This
OFF GOING LOOP
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CLUTCH control logic enables the change in turbine speed

PRESSURE 0%
COMMAND to be maintained at an optimum rate for smooth
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VOLUME
FILL
CLOSED LOOP 100% shifting.
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ON
COMING
CLUTCH iii. Post-Shift
0%
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PRESSURE
COMMAND
The transmission enters the post-shift phase
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PRE CLUTCH POST TIME

SHIFT CONTROL SHIFT after the TCM determines that the correct ratio
STAGE STAGE STAGE
1 2 3 of turbine to output speed has been achieved
298201 (based on input from the speed sensors). The
oncoming clutch is commanded to full apply (the
Figure 3–16. Turbine Speed vs Output pressure control solenoid is fully ON or OFF).
Speed During Upshift After the shift is complete, the vehicle continues
to accelerate, and the turbine speed will begin
i. Pre-Shift to rise until the TCM determines another shift is
necessary. During post-shift, SS1, SS2, and SS3
During the pre-shift phase, SS1, SS2, and SS3
are sequenced to provide the correct feed paths
are sequenced to provide the correct clutch feed
for the next upshift.
paths. The positions of the corresponding shift
valves are indicated to the TCM by the pressure
switches in the pressure switch manifold. If the
TCM does not receive the correct indication from
the pressure switch within a preset time period,

3–8. COMMUNICATION INTERFACES function circuits such as the diagnostic reader, a
J1939 databus line, and general purpose input and
Communication interfaces integrate transmission output functions.
performance into the vehicle information systems
by exchanging transmission and sensor data with
vehicle controls and display components. 3–10. SPECIAL INPUT AND OUTPUT
FUNCTIONS
A. SAE J1850 Interface
Each transmission control system provides additional
This SAE Class-II interface enables two-way functional control of transmission and/or vehicle
communication between the transmission controls operations which is tailored to the expected duty of
and another vehicle computer control system, the vehicle. Specific vocational requirements can be
2
typically an engine controller. When electronic satisfied using special input and output functions.
1
engine controls are used, engine-to-transmission Although these features may be used independently
60
communications are transmitted and received over to control the function of the TCM, they can be
this one-wire link. Information interchanged includes combined to provide more comprehensive vehicle
11
transmission output speed, sump temperature, control functions. An example of the combined use
10
and engine-determined throttle position, an analog of input and output functions is the combination of
transmission throttle position sensor is not needed. control signals which automatically commands the
B. SAE J1939 CAN Controller Area Network

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transmission to neutral when a PTO is operated.
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Interface A. Input Functions
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This is a high-speed “real time” interface which Input functions are control signals that send vehicle
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allows the TCM to communicate with other vehicle data to the TCM to designate the operating state
computer control systems. The connector for this of other vehicle systems. “Ground input” control
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interface, if present, will be located within one meter wires activate the programmed function when the
of the mating connector on the TCM. input wire is switched to an isolated circuit ground.
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“Power input” control wires activate the programmed

Typical data which can be received by the J1939
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function when the input wire is switched to vehicle

data link are accelerator pedal position (a substitute electrical power voltage (12V or 24V). Typical input
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for throttle position which may be read directly from functions are:
the link), percent load, road speed limit status, and
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ABS Anti-lock Brake System status. Typical data • Secondary Shift Schedule
which can be transmitted are sump temperature, • PTO Enable with Neutral Lockup
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range selected, actual range attained, and TCC

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• Auxiliary Function Range Inhibit

status. This link also enables a customer-supplied
display to provide key functional data to the operator. • Automatic Neutral for PTO
Transmission output speed may be broadcast for use • Reverse Enable
by a J1939 compatible speedometer or tachograph.
• Kickdown
Input/Output functions may also be commanded • Service Brake Status
over the CAN Network Interface. • Anti-lock Brake System Status
• Exhaust Brake Enable
3–9. VEHICLE INTERFACE WIRING • Third Lockup Pump Mode
The transmission controls require wiring (including B. Output Functions

connectors, relays, and switches) to connect
the various vehicle circuits to the TCM. The Output function signals send data out of the TCM for
OEM-supplied vehicle interface wiring is composed use in controlling the operation of non-transmission
of a set of wires that connect the TCM and special components. As determined by programmed

logic or attainment of preselected conditions, the
TCM activates the appropriate output control wire
(the circuit goes from OPEN to GROUND). This
energizes a customer-supplied relay or switch to
complete the external vehicle circuit.
The output functions may be turned on and off based

on the state of the input function signals and the
operating state of the transmission. Typical output
functions are:
• Exhaust Brake Enable
2
• Sump Temperature Indicator
1
• Range Indicator
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• Output Speed Indicator
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• PTO Enable
10
• Check Trans Light
• Range Inhibit Indicator 00
• Secondary Mode Indicator
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• Third Lockup Pump Mode
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3–11. EXTERNAL HARNESS

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The external wiring harness requirements are met

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through one external harness and 80-way connector

connecting the TCM to the transmission, throttle
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position sensor, speed sensors that connect the

TCM to the diagnostic reader and other vehicle
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interfaces. Each harness may be a single piece

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or may be divided into multiple segments joined

by bulkhead connectors. All wiring harnesses and
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mating connectors are customer-supplied.

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NOTES
1 2
60
11
10
00
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Section Four
ELECTRONIC DIAGNOSTICS
4–1. DIAGNOSTICS CAPABILITY
NOTE: After 40 code free warm-up cycles,
An advanced electronic feature of the 1000 and all codes disappear from memory if they
2000 Series is a diagnostic capability. Using digital have not recurred.
Diagnostic Trouble Codes (DTC) generated by the
TCM, an operator or service technician can isolate
the nature, source, and severity of problems when
4–2. 1000 AND 2000 SERIES SERVICE
they first occur. The diagnostic capability reduces
troubleshooting time and cost if a transmission
PROGNOSTICS
problem should arise.
Prognostics are used to predict the need for
transmission maintenance. Service prognostics were
A. Diagnostic Tool
introduced with MY09 vehicles and require the use
1 2
The current diagnostic tool is the Allison Diagnostic of Allison-approved TES 295 fluids and Control Main
60
Optimized Connection® (Allison DOC® software). Filter P/N 29539579. MY09 Prognostics were offered
When installed in a Windows® PC and connected as a package to Original Equipment Manufacturers
11
to a vehicle, the software establishes a two-way (OEMs) as an option (refer to the following caution
for vehicles not equipped for Prognostics). Starting
10
communications link to the TCM. Data received
by the software is used to troubleshoot or report in January 2010, the Service Prognostics package
the condition of the transmission. Use Allison 00 requires the use of Allison approved TES 295®, TES
DOC® software during installation checkout and 668TM, or TES 389® * fluids and Control Main Filter
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troubleshooting. P/N 29539579. Transmission operating parameters
monitored by the prognostics feature are:
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B. Diagnostic Trouble Codes 1. Oil Life Monitor

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2. Filter Life Monitor

i. Diagnostic Trouble Codes (DTC)
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3. Transmission Health Monitor

DTCs are alpha/numeric indications relating to
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a malfunction in transmission operation. The

NOTE: The type of fluid must be specified
TCM identifies a DTC as “active” when the
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when the TCM calibration is defined.

malfunction occurs. If that DTC then becomes
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“inactive,” the TCM identifies it as “historical.”

The Allison DOC® software displays all active The prognostics feature is functional only if:
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and historical DTCs in chronological order. When

• Prognostics is available in the TCM calibration
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a DTC becomes “active,” the TCM also captures

– specified when the TCM is defined.
and stores a predetermined list of data called
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the “failure record.” This failure record contains • Prognostics is also enabled (Defaulted On)
data useful in diagnosing the cause of the DTC. in the TCM calibration.
The TCM will only maintain a “failure record” • Prognostics: Transmission Fluid Type is not
for the five most recent DTCs regardless of the set to Other.
active/ historical designation. The Allison DOC®
software can display failure records. If Prognostics is available (Defaulted Off) in the TCM
calibration, Prognostics can be enabled in one of
ii. Display Procedure the following ways:
DTCs can only be read and cleared using the • When the TCM calibration is defined.
Allison DOC® software. An instruction manual • With the Allison DOC® Premium program.
is furnished with the software. Active DTCs are
cleared at TCM power down.
* TES 389® fluids can only be used with Prognostics on January 2010 (or later) transmissions and calibrated TCMs.

• With the shift selector if allowed in
the calibration via Prognostics: Allow CAUTION: Transmission Prognostics
Enable/Disable via shift selector: features may be turned ON or OFF by
– Set the vehicle brakes to prevent a special transmission calibration and
movement of the vehicle. REQUIRES the use of Allison approved
TES 295 and TES 389 fluids. If any other
– Move the shift selector through the fluids are used, prognostic features must
following sequence of range positions: be turned OFF. Prognostic information
N-D-N-R-N-D-N-R-N-D-N-R-N will not be accurate with the use of any
other transmission fluids and could result in
– Pause no more than three (3) seconds
improper maintenance activities resulting in
between consecutive shifts
transmission damage. If Prognostics is not
2
programmed or is turned OFF, the kilometers
1
If so desired, prognostics may be disabled using
(miles)/hours/months method of determining
60
either Allison DOC® Premium or the shift selector if
fluid and filter change intervals will apply.
allowed.
11
Visit www.allisontransmission.com for a
list of Allison-approved TES fluids or read
10
NOTE: If you are unable to determine Service Information Letter SIL 10-TR-99
whether your vehicle has Prognostics (current revision — Transmission Fluid/Filter
enabled, consult with your OEM service
department or an authorized Allison
00 Change Recommendations) for details. For
a list of licensed fluids, refer to the Fluids
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distributor or dealer. Page found under the Service heading on
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the home page of the Allison Transmission

web site (www.allisontransmission.com).
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When a specified service threshold is detected for

one of these parameters, the TRANS SERVICE
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indicator is illuminated to alert the operator to the

need for action. Failure to attend to the service 4–3. CHECK TRANS LIGHT
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condition and reset the TRANS SERVICE indicator

within a defined operating period will result in the The electronic control system is programmed
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illumination of the CHECK TRANS indicator (in to inform the operator of a problem with the
addition to the TRANS SERVICE light), indicating
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transmission system and automatically take action

the increased probability that the service condition to protect the operator, vehicle, and transmission. To
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may/will develop into a more serious condition. do this, the TCM turns on the CHECK TRANS light
or the MIL (Malfunction Indicator Light — used in
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The process for resetting the TRANS SERVICE OBD-II applications) on the instrument panel, which
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indicator varies for each feature. Use the Allison notifies the operator that a DTC has been stored.
DOC® Premium to review the current status of any
of these features and a history of indicator resets. Each time the engine is started, the TCM illuminates
the CHECK TRANS light or the MIL, then turns it
off after a few seconds. This is a circuit check to
verify that the lamp and wiring are in proper working
order. Illumination of the CHECK TRANS light or
the MIL at any time after start-up indicates that the
TCM has set a DTC. Use Allison DOC® to verify that
the TCM has set a DTC. While the CHECK TRANS
light is on, upshifts and downshifts may be restricted
and direction changes (D–R, R–D) may not occur.
The torque converter clutch may be inhibited when
transmission shifting is restricted or during any
critical transmission malfunction.

The 1000 and 2000 Series transmissions DTCs are C. Oncoming Ratio Test
latching DTCs. When a failure condition is detected,
the DTC set by the TCM remains active for the entire The oncoming ratio test is performed near the end of
time the ignition is on. When the ignition is turned a shift in progress. The oncoming ratio test checks
off and then on again, the transmission DTCs reset turbine speed and output speed to determine if the
and the TCM rechecks for the failure condition. If the transmission is in the range commanded by the
failure condition is not present, the previously set TCM. If the ratios do not match, the TCM assumes
DTC remains in history; the CHECK TRANS light the oncoming clutch did not come on and sets a
or the MIL turns off after the circuit check, and the DTC. If the oncoming ratio test fails, the TCM will
transmission will function normally unless another command the transmission back to the previous
failure occurs. This feature allows the vehicle to be valid range.
driven to a service center.
2
D. Shift Valve Integrity Test
1
60
4–4. RANGE/SHIFT TESTS At the beginning and end of every shift, the TCM
uses pressure switch feedback to verify that the shift
11
During each shift the TCM conducts four tests to valves are positioned correctly. This ensures that
10
check the transmission range and to verify that a PCS1 and PCS2 are hydraulically connected to the
shift is being made properly. These tests are the correct clutches during the clutch control phase of
range verification test, the off-going ratio test, the00
oncoming ratio test, and the shift valve integrity test
the shift. If the integrity test fails, the transmission
provides a diagnostic response. Limited “limp-home”
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(Figure 4–1). shift capability is maintained to allow the user to
drive the vehicle to a service location.
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A. Range Verification Test

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Range verification is continuously tested when a shift

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is not in progress. Range verification confirms that

the current range attained is the range commanded
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by the TCM. This test checks the current gear

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ratio by comparing the turbine and output speeds.

This speed ratio is then compared to the speed
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ratio (stored in memory) of the range the TCM

has commanded. If the two ratios do not match, a
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diagnostic code is set and the TCM commands an

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appropriate response to the condition.

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B. Off-Going Ratio Test
The off-going ratio test is performed while a shift

is in progress, during the interval between the
turbine speed Shift Initiation point and the Pull Down
Detected point. Within a set time, after a shift has
been commanded, the TCM determines the ratio
between turbine speed and output speed. The speed
ratio is compared to the speed ratio of the previous
range. If the previous speed ratio is still present after
a period of time, the TCM assumes the off-going
clutch did not release. The shift will be tried twice to
verify the condition. If the previous speed ratio is still
present, a DTC is set and the TCM commands the
transmission to the previous range.

PULL DOWN
SHIFT DETECTED
INITIATION
SYNCHRONOUS
SPEED DETECTED
RANGE VERIFICATION TEST
TURBINE
SPEED
RANGE VERIFICATION TEST
2
TIME
1
60
CLOSED LOOP
NO RATIO
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TEST
ONCOMING RATIO TEST
10
TIME
TO FULL
APPLY
00 (TFA)
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OFF-GOING RATIO TEST
7188
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Figure 4–1. Range/Shift Tests

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Section Five
HYDRAULIC SYSTEM
5–1. HYDRAULIC CONTROL SYSTEM Modulated Main Solenoid and SS1. Two wires
were added to the Internal Wiring Harness for the
A. Hydraulic Control Module Components Neutral At Stop PCS3 solenoid. The Separator Plate
has also been redesigned. The Pressure Switch
The 2010 Uprate Hydraulic Control Module contains Manifold, Manual Selector Valve, Control Main
many new features and shift quality improvements. Relief Valve, Exhaust Backfill Valve, Exhaust Backfill
Spring, accumulators and accumulator Springs
The PCS1 and PCS2 trim circuits have been remain the same.
redesigned with the addition of Check Ball Capsules
and commonizing of new single type PCV1 and B. Overview
PCV2 valves and springs that replace the dual
"boost" valve arrangement. Retaining clips have The hydraulic control system regulates the pressure
2
been added to retain the PCV1 and PCV2 valves in and flow of transmission fluid (hydraulic fluid) within
1
the bore. The PCS1 and PCS2 solenoids remain the the transmission. The hydraulic system performs
60
same, but the PCS1 and PCS2 Solenoid Retainers several functions:
were redesigned to allow for the new Variable
11
• Power transmission in the torque converter.
Modulated Main Accumulator and spring.
• Operation of shift valves and clutch application.
10
Fully Variable Modulated Main pressure is a new • Transmission cooling.
feature for the 2010 Uprate. The Modulated Main
Valve Body Assembly has been removed from the
00 • Transmission lubrication.
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Control Module Assembly. The passages and new • Contaminant removal through fluid filtration.
Variable Modulated Main VBS were added to the
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Shift Valve Body Assembly. This is the same solenoid The primary components of the transmission
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type as used in PCS1. A new Variable Modulated hydraulic system are the transmission fluid, charging
Main solenoid retainer holds the solenoid in its bore. pump, front support, two integral fluid filters (one
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internal oil sump and one external control main

The Shift Valve Body Assembly also includes spin-on), the control valve assembly (consisting of
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redesigned shift valves and Control Main valves. the Shift Valve Body and Main Valve Body), the
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The SS1 remains the same. breather, and the transmission oil cooler.
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The Main Valve Body was redesigned and includes The major hydraulic system circuits are the
new passages. Pockets were added so that all of the main-pressure circuit, the control main circuit, the
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valves are now retained in the bore using retaining torque converter circuit, the cooler/lubrication circuit,
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clips and a new bore was added for the Variable the clutch-apply circuits, the exhaust circuit, and the
Modulated Main Accumulator. The new passages exhaust backfill circuit.
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have allowed the removal of the six (6) Speed Feed

Tube and the Reverse Signal Tube. The SS1, SS2, The Hydraulic Control Valve Assembly governs fluid
and SS3 solenoids remain the same. flow to the clutches (including the torque converter
clutch). Solenoids, actuated by the Transmission
The Neutral at Stop (Neutral At Stop Standard Control Module (TCM), control valve movement.
formerly known as Reduced Engine Load at Stop
or RELS and Neutral At Stop Premium - formerly The hydraulic system is linked to the electronic
known as Enhanced Converter Load Reduction or transmission control by the solenoids and the
ECLR) valve body was added to the Main Valve pressure switch manifold which is located on the
Body in 2013. The Neutral at Stop (NAS) Valve Body Main Valve Body. The solenoid-actuated valves
consists of a valve body, NAS PCV valve, NAS PCV control the flow and pressure of the hydraulic fluid
valve spring, accumulator plug, accumulator spring based on commands from the TCM. The pressure
and a OE NH solenoid (PCS3). switch manifold monitors the presence of circuit
pressure and shift valve states. The TCM receives
The Internal Wiring Harness was redesigned to data from the pressure switches to determine if shift
accommodate the new location for the Variable valve operations have been successfully performed.

The TCM controls the solenoids in the control valve • The service brakes are applied.
assembly. The Control Valve Assembly consists of • Throttle position is low.
the Main Valve Body and the Shift Valve Body.
• Vehicle grade is not excessive.
The front support contains the Converter Flow Valve, • No ABS event is active.
Main Regulator Valve, C1 Clutch Backfill Valve, Lube
Regulator Valve, and the Converter Relief Valve. • The transmission sump is at normal operating
temperatures. The Neutral at Stop Functions
The Main Valve Body contains the pressure control will not activate immediately after a cold
valves (PCV1 and PCV2) with their associated PCS1 start-up.
and PCS2, the Torque Converter Clutch (TCC) Valve,
the Exhaust Backfill Valve (EBV), and the Control NOTE: Neutral At Stop availability may
2
Main Relief Valve (CMR) and also SS2 and SS3. depend on the selected FuelSense® 2.0
1
package.
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The Shift Valve Body contains the shift valves (SV1,
SV2, SV3), the Control Main (Pressure) Valve
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(CMV), the Manual Selector Valve (MSV) and also Neutral at Stop has two implementations:
10
SS1 and Variable Modulate Main Solenoid (VMMS).
The control valve assembly attaches to the bottom of Neutral at Stop - Standard:
the gearbox module and is enclosed by the oil pan.
These solenoids and valves control the amount of
00
Provides partial neutral at stop with a partially
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fluid flow and the resulting fluid pressure. applied C1 clutch and locked output to help prevent
vehicle roll-back. The Neutral At Stop - Standard
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The transmission uses two types of solenoids. One may be activated by one of the following inputs:
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type is a variable bleed solenoid (VBS)*. A new • Analog brake pressure switch (via GPI AS)
variable bleed solenoid is used to modulate Main
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Pressure (1000 and 2000 Series 2010 Uprate) called • J1939 EBC1 Brake Pedal Position
the VMMS or the Variable Modulated Main Solenoid
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Neutral at Stop - Premium:

supplies boost, or modulated main pressure, to the
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base of the Main Regulator Valve (assisting the Main

Provides full neutral at stop with C1 completely
Regulator Valve spring). **
disengaged and locked output to help prevent
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vehicle roll-back. Neutral at Stop - Premium will be

The Variable Modulated Main Solenoid allows for
es
disabled on grades greater than 4% nose down (<

more precise control of Main Pressure – high when
4%) and greater than 6% nose up (6%). Neutral
m
high torques are needed and low when pressure is

At Stop Premium may be activated by one of the
not required. This also allows for higher cooler flow
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following inputs:
under “cruise” conditions and a reduction in spin
losses. • Analog brake pressure switch (via GPI AS)
• J1939 Service Brake Status input
Neutral At Stop (NAS) function reduces load on the
engine while the vehicle is stopped, reducing fuel Those solenoids used for the transmission have two
usage and emissions. The following conditions are ports. When there are only two ports it is also called
required to activate the NAS function. an open ended (OE) solenoid. The OE solenoids
• A forward range is selected on the shift combine the supply and control port together but
selector. have a separate exhaust port. The supply/control
port is physically located below the O-ring on the
• The vehicle is at a stop.
*Variable Bleed Solenoid — Another name for Pressure Proportional to Current (PPC) solenoid. Solenoid control of clutch pressure is
proportional to the current being supplied to the solenoid.
**Variable Modulated Main Pressure for 1000 and 2000 Series has been enhanced to schedule transmission Main Pressure, thereby improving
transmission efficiency by reducing pump pressure when full pressure is not needed. Shift Energy Management (SEM)/Low Range Torque
Protection (LRTP) is required for full functionality of this feature. Variable modulated Main Pressure adjusts hydraulic pressure based on current
Allison transmission requirements. A new variable bleed solenoid Variable Modulated Main is used to control Main Pressure.

body of the solenoid. The exhaust port is just above the actuating solenoids for each range. A blackened
the O-ring and in the side of the solenoid. box indicates a particular solenoid is energized.
The other type of solenoid is an on/off solenoid. This D. Hydraulic Passage Identification
solenoid has three ports and is called a closed end
(CE) solenoid. The CE solenoids have the control Foldouts illustrate the hydraulic passages that
port at the bottom of the solenoid. Its supply port is exist in components and at various interfaces in
in the side of the solenoid located between the two the transmission. These illustrations are useful for
O-rings. The exhaust port is located above the supply tracing fluid flow throughout the hydraulic system.
port. The on/off solenoid is designed to connect the Some passages have multiple uses depending on
control port to either the supply port or the exhaust valve position (operating range).
port depending upon its design and whether it
2
electrically “on” or “off”. All of these solenoids have Table 5–1. Hydraulic System Specifications
1
an armature that moves in the solenoid as electrical
60
current is applied to the solenoid. The armature Fluid Type Motor Home Series transmission
displacement in the solenoid determines whether models require a TES 295® fluid
11
such as TranSynd®; all other models
fluid can travel a specific path between ports of
may use TES 295®, TES 668TM,
10
the solenoid or whether a specific path is blocked. or TES 389®. Refer to 1–7. FLUID
The OE VBS solenoids have one stationary orifice RECOMMENDATIONS before using
between the supply/control port and the exhaust port
that can be incrementally blocked or opened by the
00 TES 295®, TES 668TM, or TES 389®.
91
Fluid Capacity Standard Pan—4 liters (15 qts)
armature assembly depending upon the amount of (less external Shallow Pan—12 liters (13 qts)
m
electrical current applied to the solenoid winding. circuits)

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Refill Capacity Standard Pan—10 liters (10.5 qts)

The 1000 and 2000 Series transmissions use clutch
(less external Shallow Pan—7 liters (7.5 qts)
.
shift control to achieve range changes. In every

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circuits)
case (except shifts to or from neutral), one clutch
Temperatures:
tru
is exhausted and another applied to make a range

shift. The handoff between exhausting and applying Minimum continuous sump 40°C
pg
clutches is precisely controlled by use of two Variable (100°F)

Bleed Solenoids (VBS). These solenoids are labeled Maximum intermittent sump 121°C
@
PCS1 and PCS2. (250°F)

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Maximum continuous converter-out 121°C

A third VBS solenoid was added for Neutral At Stop (250°F)
m
(NAS). This solenoid is referred to as the PCS3/NAS

Maximum intermittent converter-out 149°C
solenoid.
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(300°F)
Table 5–1 summarizes the 1000 and 2000 Series Main Pressure Main Pressure @ 600 Main
hydraulic system specifications. Schedule: rpm Pressure
@ 2100
rpm
C. Schematics
Forward 800–1386 kPa 1515–1795
Hydraulic Foldouts at the back of this manual are Converter (115–200 psi) kPa
color-coded schematics showing the 1000 and 2000 700–1380 kPa (220–260
(101–200 psi)a psi)
Series hydraulic system. The foldouts represent the
normal operation of the system in N (Neutral), 1 (First Forward — 1005–1170
Range) through 6 (Sixth Range), and R (Reverse). Lockup kPa
Foldouts for NAS Standard and NAS Premium are (145–170
psi)
included as well. Limp Home modes are activated
after an electrical failure. The schematics show the
positions of the shift and pressure control valves,
indicate applied and released clutches, and identify

Table 5–1. Hydraulic System Specifications 5–2. HYDRAULIC CONTROL SYSTEM
(cont'd) COMPONENTS
Reverse 800–1380 kPa 1541–1795
(115–200 psi) kPa NOTE: References to stroked and
700–1380 kPa (220–260 de-stroked refer to the positions or
(101–200 psi)b psi) movements of hydraulic components.
Neutral/Park 900–1655 kPa 1541–1795 Stroked indicates a valve has moved away
(130–240 psi) kPa from its at rest position in the valve bore and
800–1655 kPa (220–260 de-stroked indicates the valve has moved
(130–240 psi)c psi) towards the at rest position.
Forward 590–720 kPa (85–105 634–758
2
/Reverse psi) kPa
A. Main-Pressure Circuit
1
Converter (92–110
60
with Variable psi)
Modulated The main pressure circuit is the primary source
11
Main Solenoid of fluid pressure to the hydraulic system. The
Active Main Pressure Regulator Valve (located in the
10
Forward 700–1380 kPa 1515–1795 transmission front support assembly) controls the
Converter (101–200 psi) kPa pressure in this circuit. The Main Pressure Regulator
with Variable (220–260 00
Valve converts charging pump flow to main pressure,
Modulated psi) and regulates main pressure based upon input from
91
Main Solenoid the TCM and main modulation circuit's Variable
Inactive
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Modulated Main solenoid (VMMS).

Forward — 510–627
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Lockup with kPa (74–91 The Main Pressure Regulator Valve is positioned by
.
Variable psi) spring force and modulated main (boost) pressure

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Modulated (from the VMMS) acting on the bottom of the Main

Main Solenoid
tru
Pressure Regulator Valve. Main pressure flows to

Actived
the top and the middle of the valve. The valve is
pg
Forward — 1000–1170 stroked downward when the force imposed by main

Lockup with kPa pressure exceeds spring force and modulated main
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Variable (145–170
pressure. As the valve is stroked, excess fluid flows
Modulated psi)
into the overage circuit, regulating main pressure.
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Main Solenoid
Inactivee The overage circuit provides flow to the converter
m
during converter operation

Neutral/Park 590–720 kPa (85–105 —
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with Variable psi)

Regulated main pressure is routed to several areas
Modulated
Main Solenoid in the hydraulic system. Passages in the shift valve
Active body direct main pressure to the Control Main
Valve (CMV) and to the inputs of the pressure
Neutral/Park 800–1655 kPa 1515–1795
(130–240 psi) kPa control valves (PCV1 and PCV2). Depending on
(220–260 the operating conditions, main pressure is routed
psi) through the shift valves (SV2, SV3) or the Manual
a*Starting with S/N 6310004116.
Selector Valve (MSV) to control and apply clutches.
b*Starting with S/N 6310004116.
c*Starting with S/N 6310004116. B. Modulated Main Pressure
d*Medium duty gasoline engines only
e*Medium duty gasoline engines only
Modulated main pressure (fully variable between
50 and 250 psi) provides additional cooler flow and
reduced Charging Pump load during low throttle,
low torque, low engine speed, and low output
speed conditions. The (boost) VMMS solenoid

(controlled by the TCM) and Main Regulator Valve between the CMR and the pressure control
assembly work together to further modulate main solenoids and shift solenoids in the control main
pressure. Various parameters such as mode of hydraulic circuit.
operation, input speed, output torque, and fluid
temperature will determine the actual (modulated) The 32-micron filter contains a pleated paper
main pressure value. When the (boost) VMMS element to provide multi-pass filtration and
solenoid is electrically off (limp home modes), the a bypass feature for cold startup. The filter
Main Regulator Valve is positioned by a balance of prevents entry of debris into the transmission
control main pressure, the valve spring, and main controls circuit. The control main filter and the
pressure, maximizing main pressure for a given suction filter (located in the oil pan) maintain
input speed. When the VMMS is electrically “on”, the the overall cleanliness of the hydraulic fluid and
solenoid sends reduced boost to the Main Regulator system.
2
Valve, assisting the valve spring.
1
A magnet is placed between the filter and the
60
C. Control Main Circuit converter housing to provide for removal of
ferrous metallic particles before they reach the
11
The control main circuit receives pressure from the filter.
10
main pressure circuit.
D. Torque Converter Circuit
i. Control Main Valve 00 i. Converter Operation
91
Pressure at the CMV output is called control
main pressure. Control main pressure provides When the torque converter operates as a
m
a consistent actuation pressure (90–100 psi) for hydraulic coupling, a constant, high-volume fluid
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the solenoid valves, ensuring accurate solenoid flow is required to cool and fill the converter.
valve movement. During converter operation, converter-in fluid
.
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(supplied from the overage circuit at the Main

Based on commands from the TCM, control Pressure Regulator Valve) passes through a
tru
main pressure is directed from the shift solenoid bore in the Front Support to the main port in
valve output to the top of the shift valves (SV1, the turbine shaft. This passage routes fluid
pg
SV2, SV3). For any shift valve, when the force into the torque converter between the torque
@
imposed by control main pressure exceeds converter clutch and the torque converter front
spring force, the valve is stroked. The valve cover. The converter-out circuit exhausts fluid
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movement directs pressure to move through the from the converter into the area between the
m
valve passage into and out of the clutch feed converter ground sleeve and the outer diameter
circuit. When control main pressure is closed off of the turbine shaft. Converter-out fluid is routed
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at the solenoid valve, the spring force de-strokes through a bore on the inner diameter of the Front
the shift valve back to its at rest position. Support to the Converter Flow Valve located in
the Front Support.
ii. Control Main Relief Valve
The Converter Relief Valve, located in the Front
The Control Main Relief Valve (CMR), located Support, protects the torque converter from
in the Main Valve Body, is designed to exhaust excess pressure (ballooning) during cold starts
control main pressure to the sump if the pressure and opens to limit the fluid pressure in the
exceeds 125 psi. The relief valve protects the converter, allowing the excess fluid to lube. The
on-off solenoids from excess pressure if the Converter Relief Valve bypasses the converter
Control Main Valve sticks open. at pressure above 150 psi and diverts oil directly
to Lube.
iii. Control Main Filter
One of the new features included in the 2010
An externally-accessible fluid filter threads onto Uprate Front Support Assembly is the Pop-Off
the converter housing. The filter is located Valve system that relieves main pressure

spikes during cold start up. Disassembly of the E. Cooler/Lubrication Circuit
Pop-Off Valve system is not necessary unless
visible debris is discovered during transmission The cooler/lubrication circuit directs fluid throughout
overhaul or the front support is observed to be the transmission to cool and lubricate bearings,
significantly contaminated with debris. No special planetary gears, clutches, shafts, support equipment,
tools are required to complete disassembly of and all other moving components of the transmission.
the pop of valve system. The fluid in this circuit protects the transmission from
wear, rust, and failure due to overheating, and makes
ii. Torque Converter Clutch Operation sure the transmission will perform satisfactorily
throughout its service life.
To engage the TCC, pressurized fluid must be
directed to the torque converter to pressurize the The cooler circuit is charged through the Converter
2
cavity at the rear of the TCC piston. Actuation of Flow Valve as fluid is circulated to and from the
1
the TCC pressure control valve allows regulated torque converter. Transmission fluid is directed to
60
main pressure to be delivered to this area. At the a cooler unit that uses water- or air-cooling to cool
same time, the Converter Flow Valve strokes, the fluid. From the cooler, the fluid passes into
11
exhausting converter-in fluid between the TCC the lubrication portion of the circuit. A lubrication
10
piston and the converter cover to sump. The regulator valve (Lube Regulator Valve) in the Front
resulting pressure difference engages the TCC Support ensures sufficient lubrication pressure. The
clutch to the torque converter front cover. 00
valve is forced off its seat when lubrication pressure
overcomes the spring force acting on the valve.
91
If a critical transmission malfunction or electrical
interruption occurs, the TCM disengages the F. Exhaust Circuit
m
TCC, and converter operation as a hydraulic

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coupling is restored. The exhaust circuit is the relief circuit for the
transmission hydraulic system. Pressure in this
.
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iii. Converter Relief Valve circuit is minimal and the fluid flowing through the
exhaust circuit is returned to the sump for filtration
tru
The Converter Relief Valve (located in the Front and recirculation.

Support) ensures that the torque converter
pg
receives the correct fluid pressure from the Main G. Suction Circuit
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Pressure Regulator. Fluid flows through the

Converter Flow Valve, through the converter, Fluid flows into the suction circuit from the lubrication
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back through the Converter Flow Valve, and circuit when the pressures exceed the level
maintained by the regulator valve. Fluid in the
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through the cooler to the Converter Relief Valve.

suction circuit is returned directly to the Charging
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Normal converter-in pressure is sufficient to Pump inlet, without passing through the sump filter.
move the Converter Relief Valve slightly against This enhances the cold start response, gradeability
spring force. This slight movement allows performance, and overall efficiency of the hydraulic
converter-out fluid to flow through the Converter system.
Regulator Valve from both the separator plate
orifice and the Converter Flow Valve. Fluid flow H. Exhaust Backfill Circuit
to the cooler is increased, reducing converter-out
pressure. When a clutch is disengaged, the Exhaust Backfill
Valve (EBV) controls the volume of fluid exhausted
Converter-in pressure in excess of approximately through the exhaust backfill circuit. The valve
786-1117 kPa (114-162 psi) moves the Converter maintains a low exhaust backfill pressure in the
Relief Valve far enough against its spring to clutch feed passage. The presence of fluid pressure
route excessive pressure to the lube circuit. keeps the clutch feed passages free of air and
Converter-out fluid continues to flow through the prevents aeration of the fluid. The EBV continuously
Converter Flow Valve to the cooler. charges the clutch exhaust circuit with oil to purge air
and improve clutch apply consistency. Air trapped in

the system compresses when the clutch apply circuit The PCS1 signal pressure is directed to the top of
is charged, causing erratic shift quality. The EBV PCV1. This strokes PCV1, opening main pressure
maintains clutch exhaust circuit pressure at 2 psi. to the PCV1 pressure port. The resulting PCS1
pressure is routed to the bottom land of PCV1. PCS1
The EBV is held closed by spring force acting on the pressure regulates and is dependent on the signal
bottom of the valve. When exhaust backfill pressure pressure. PCS1 pressure is directed through the
exceeds 14 kPa (2 psi), the EBV is stroked, opening shift valves to apply different clutches, depending
the valve. The fluid in the exhaust backfill circuit then upon what the transmission’s current range.
exhausts to the sump, regulating exhaust backfill
pressure. Control main pressure is supplied through an orifice.
In normally open PCS2, spring force on the shaft
I. PCS1, PCS2, and PCS3/NAS opens the flow to exhaust resulting in zero pressure
2
control signal pressure. The shaft is attached to an
1
PCS1 and PCS2 exhaust fluid to control pressure. armature. As current is applied to PCS2, the shaft
60
The pressure is dependent upon and proportional and armature assembly move to restrict flow through
to the electric current flowing through the coil of the the valve, causing the PCS2 signal pressure to rise.
11
solenoid. PCS1 is Normally Closed (N/C) OENH PCS2 fluid pressure acts on the end of the shaft in
10
when there is no current to the solenoid. When the solenoid, creating a force tending to open the
closed, fluid flow through PCS1 is blocked. When valve. The force caused by the fluid pressure adds
fluid flow through PCS1 is blocked, PCV1 provides
full pressure to a clutch. PCS2 is Normally Open
00 to the spring force, which balances the force on the
armature. The force on the armature is controlled
91
(N/O) OENL when there is no current to the solenoid. by the current supplied by the TCM to the solenoid
When open, fluid flows through PCS2, preventing
m
coil. When PCS2 signal pressure starts to exceed

the PCV2 from supplying pressure to a clutch. the desired value, the additional force on the shaft
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moves the shaft and opens the path for signal

The TCM controls the current to PCS1, PCS2, and
.
pressure to exhaust. If PCS2 signal pressure is too

ck
PCS3/NAS. Power to the solenoids is switched on low, the shaft will move to restrict flow, which raises
and off at a frequency of 1 kHz (1000 cycles per
tru
the signal pressure. Increasing the current to the

second). The TCM varies the amount of time power solenoid will increase the signal pressure (80 to 87
pg
is on during the cycle to control the current. Although psi at 0.75 amps).
the input voltage signal is a square wave, the coil of
@
the solenoid is an inductive load which keeps the PCS3/NAS is Normally Closed (N/C) OENH when
current constant at the 1 kHz frequency. there is no current to the solenoid. With the solenoid
es
closed, Control Main Pressure is between the

m
With no current applied to normally closed PCS1, solenoid orifice and the head of the NAS valve. The
spring pressure forces the shaft to block the flow valve is fully stroked providing Main Pressure to C1.
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and PCS1 signal pressure is the same as control When current is applied to the PCS3/NAS solenoid,
main pressure. The force on the shaft in PCS1 the Control Main Pressure overcomes the shaft in
caused by the PCS1 signal pressure is not sufficient the solenoid allowing the Control Main Pressure to
to overcome the spring force in the solenoid. As exhaust. Once the Control Main Pressure starts to
current is applied to PCS1, the force on the armature exhaust, the NAS Valve spring forces the NAS Valve
and shaft assembly combines with the force from up causing a Main Pressure flow restriction to C1.
the solenoid signal pressure and the flow starts The flow restriction varies depending if the Neutral
to exhaust. If the signal pressure drops below the At Stop is Standard or Premium.
desired value, the force on the shaft from the signal
pressure is reduced and the spring force moves the Neutral At Stop Standard - The TCM applies
shaft to restrict the flow to balance the force. If the C4 and C5 during a Neutral At Stop event to lock
pressure is too high, the additional force caused by the transmission output. During a Neutral At Stop
the high pressure will move the shaft and increase Standard event, the TCM regulates the current to the
the flow to exhaust. Increasing the current to the PCS3/NAS solenoid to partially fill C1. See .
solenoid will decrease the signal pressure (0 to 5
psi at 0.75 amps).

Neutral At Stop Premium - The TCM applies by new (commonized) PCV1 and PCV2 valves
C4 and C5 during a Neutral At Stop event to lock and springs that replace the dual gain or "boost"
the transmission output. During a Neutral At Stop valve arrangement of the pre-2010 Uprate design.
Standard event, the TCM regulates the current to the The transmission electronic control module (TCM)
PCS3/NAS solenoid to completely exhaust C1. See . signals solenoid valves to apply and release clutches
based on speed and power combinations and the
These (PCS1, PCS2) solenoids influence the Clutch range selected by the operator.
Trim Valves (PCV1, PCV2 also known as the A & B
Clutch Trim Valves ) which control all of the range The Main Valve Body contains the pressure control
shifts. valves and solenoids. Regulated main pressure is
routed to several areas in the hydraulic system.
PCS2 signal pressure is directed to the top of PCV2. Passages in the shift valve body direct main
2
This strokes PCV2, opening main pressure to pressure to the Control Main Valve (CMV) and to the
1
PCV2 pressure port. The resulting PCS2 pressure inputs of the pressure control valves. Depending on
60
is routed to the bottom land of PCV2. PCS2 the operating conditions, main pressure is routed
pressure regulates and is dependent on PCS2 signal through the shift valves or the Manual Selector Valve
11
pressure. The PCS2 pressure is directed through the (MSV) to control and apply clutches.
10
shift valves to apply different clutches, depending
upon the transmission’s current range. The pressure control valve bores in the valve body
The pressure control valve bores in the valve body

00
have cast slots in the area of main pressure and
exhaust, which increases the stability of the pressure
91
have cast slots in the area of main pressure and control valves and allows the clutch pressure to be
exhaust, which increases the stability of the pressure more accurately controlled.
m
control valves and allows the clutch pressure to be

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more accurately controlled. PCS1 and PCS2 exhaust fluid to control pressure.
The pressure is dependent upon and proportional
.
ck
Shift quality depends upon the controllability of the to the electric current flowing through the coil of the
clutch apply pressure. The valves need to regulate solenoid. PCS1 is Normally Closed (N/C) OENH
tru
clutch pressure in forward ranges up to 150 psi, when there is no current to the solenoid. When
pg
and reverse up to 250 psi. Normal operation of the closed, fluid flow through PCS1 is blocked. When
transmission requires application of two clutches fluid flow through PCS1 is blocked, PCV1 provides
@
to attain a forward or reverse range. A unique full pressure to a clutch. PCS2 is Normally Open
combination of solenoid and shift valve actuation (N/O) OENL when there is no current to the solenoid.
es
produces clutch application in a given range. To When open, fluid flows through PCS2, preventing
m
control the higher pressures and still be able to PCV2 from supplying pressure to a clutch. The TCM
accurately control the lower pressures, a gain valve controls the current to PCS1 and PCS2.
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and a variable gain valve spring were used prior to

the 1000 and 2000 Series 2010 Uprate to achieve Accumulators help regulate solenoid signal pressure.
two different ratios of solenoid pressure versus clutch
pressure. These gain valves were located between For more information on 2010 Uprate Hardware
the PC solenoids and PC valves and controlled by Modifications, please see SIL 10-1K2K-09.
reverse signal pressure.
Starting with the 2010 Uprate, the On/Off type PCS1 5–3. HYDRAULIC CONTROL SYSTEM
and PCS2 solenoids were replaced with variable CIRCUITS
bleed solenoids (VBS) and the Variable Modulated
Main Solenoid (VMMS) was added in place of the A. Hydraulic Circuit—Neutral
On/Off Main Mod Solenoid . PCS1 and PCS2 control • In N (Neutral), PCS1 is in its normally closed
oncoming, offgoing, and holding pressure to the state (de-energized), PCS2 is in its normally
five clutches with the state of the pressure control open state (de-energized), SS1, SS2, and
solenoids controlled by the TCM. The gain valves SS3 are energized, and PCS TCC remains
used prior to the 2010 Uprate have been replaced de-energized.

• Fully Variable Modulated Main Pressure of the solenoid signal pressure (solenoid
is a new feature for the 2010 Uprate. The signal remains Control Main Pressure). The
Modulated Main Valve Body Assembly has solenoid signal pressure on top of PCV1
been removed from the Control Module produces maximum pressure, which is routed
Assembly. The passages and the Variable to SV2. SV2 stays stroked due to the “latching”
Modulated Main VBS was added to the Shift effect of C5 Clutch pressure acting on two
Valve Body Assembly. This VBS is the same different diameter lands. In its stroked position,
solenoid type as used in PCS1. A Variable pressure continues to be routed to C5 Clutch,
Modulated Main Solenoid retainer holds the keeping the Clutch applied. Since only one
solenoid in its bore. In all ranges excepting, Clutch is applied, the transmission remains
“Limp Home”, modes, this Variable Modulated in N (Neutral). The Variable Modulated Main
Main Solenoid or VMMS is energized, and Solenoid (VMMS) is de-energized (no electrical
2
sends Modulated Main or Boost Pressure power to solenoid). Full Control Main Pressure
1
to the bottom of the Main Regulator Valve, is routed to the bottom of the Main Regulator
60
assisting the valve spring against Main Valve, and full Main Pressure is achieved.
11
Pressure. • If electrical power is interrupted with the
• SS1, SS2, and SS3 supply Control Main transmission in N (Neutral) and the Manual
10
Pressure to the top of SV1, SV2, and SV3, Selector Valve is moved to a Forward Range
stroking the valves against spring force. (D (Drive)) or R (Reverse), the transmission
• With SV1 stroked, Control Main Pressure
00 stays in N (Neutral) because SV3 stays stroked
91
is directed through SV1 to PS1 (Pressure and Main Pressure is blocked from reaching
Switch 1), turning the pressure switch on. the Manual Selector Valve.
m
With SV2 stroked, the exhaust path is blocked • If the engine is shut down and restarted with
co
for the Control Main Pressure being supplied the electrical power interrupted to the TCM,
through an orifice to PS2, and the pressure SV1, SV2, and SV3 remain de-stroked. The
.
ck
raises to Control Main and PS2 turns on. With VMMS remains de-energized. Full Control
SV3 stroked, the exhaust path is blocked for Main Pressure is routed to the bottom of the
tru
the Control Main Pressure being supplied Main Regulator Valve, and full Main Pressure
pg
through an orifice to PS3, and the pressure is achieved. Normally closed PCS1 blocks the
raises to Control Main and PS3 turns on. With exhaust of the PCS1 signal pressure (signal
@
PS1, PS2, and PS3 switched on, feedback is pressure becomes Control Main). The solenoid
provided to the TCM that shift valves SV1, signal pressure on top of PCV1 produces
es
SV2, and SV3 are stroked. maximum pressure, which is routed to SV2. In
m
• Normally closed PCS1 blocks the exhaust of its destroked position, SV2 routes fluid to C3
Clutch. All other clutches are exhausted, so the
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the PCS1 signal pressure, raising the signal

pressure. PCS1 signal pressure strokes PCV1, transmission remains in N (Neutral). When SV3
raising the PCS1 pressure which is directed to is de-stroked, Main Pressure is routed through
SV2. In its stroked position, SV2 routes fluid to SV3 to the Manual Selector Valve. If a forward
the C5 Clutch, applying the Clutch. All other Range (D (Drive) is selected, the Manual
clutches are exhausted. Selector Valve routes fluid to C1 Clutch. C3
Clutch remains on with C1, resulting in 3 (Third
• With only one Clutch applied, the transmission Range) being attained for limp home capability.
is in N (Neutral). If R (Reverse) is selected, the selector valve
• If electrical power is interrupted while N directs fluid through the TCC Valve and SV2
(Neutral) is selected, SS1, SS2, and SS3 are to C5 Clutch. C3 Clutch remains on with C5
deenergized and SV1 de-strokes. Due to valve Clutch, resulting in R (Reverse) being attained.
timing, when power is lost, SV1 strokes faster
than SV3. When SV1 de-strokes, Control B. Hydraulic Circuit—First Range
Main Pressure is fed through SV1 to the top • When the selector lever is moved from N
of SV3, keeping the valve stroked. Normally (Neutral) to D (Drive), the transmission shifts
closed PCS1 continues to block the exhaust

from N (Neutral) to 1 (First Range) operation. deenergized. The VMMS is de-energized (no
SS1, SS2, and SS3 remain energized. PCS1 electrical power to solenoid). Full Control Main
and TCC solenoid remain de-energized. Pressure is routed to the bottom of the Main
• The Variable Modulated Main Solenoid Regulator Valve, and full Main Pressure is
(VMMS) is energized, and sends Modulated achieved. Normally closed PCS1 continues
Main or Boost Pressure to the bottom of the to block the exhaust of PCS1 signal pressure
Main Regulator Valve, assisting the valve (signal pressure remains Control Main) which
spring against Main Pressure. results in maximum PCS1 pressure being
maintained. PCS1 pressure continues to be
• SV1, SV2, and SV3 stay in the stroked directed to SV2, which stays stroked due to the
position. With normally closed PCS1 “latching” effect of pressure on two different
deenergized, PCV1 continues to supply full diameter lands and fluid continues to be
2
Control Main Pressure through SV2 to C5 directed to the C5 Clutch, keeping C5 applied.
1
Clutch, keeping the Clutch applied. During the Main Pressure continues to be directed
60
shift, PCS2 energizes, blocking the exhaust through SV3 and the Manual Selector Valve
of the PCS2 signal pressure, causing the
11
to the C1 Clutch, keeping C1 applied. The
pressure to rise. The PCS2 signal pressure combination of C1and C5 Clutch application
10
strokes PCV2, opening PCV2 pressure port allows the transmission to stay in 1 (First
to Main Pressure. PCS2 pressure is directed Range) for limp home capability.
through SV1, SV3, and the Manual Selector
Valve to C1 Clutch, applying the C1 Clutch.
00 • If electrical power is interrupted while the
91
The TCM provides current to PCS2, which transmission is in 1 (First Range), moving the
controls the rate of pressure buildup of the C1 Manual Selector Valve to N (Neutral) will cut
m
Clutch, assuring a smooth transition to 1 (First off Main Pressure to C1 Clutch and the Clutch
co
Range). The combination of C1 and C5 Clutch will be exhausted. C5 Clutch remains applied.
application produces 1 (First Range) operation. The VMMS is de-energized. Full Control Main
.
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Pressure is routed to the bottom of the Main

• After the shift to 1 (First Range) is complete, Regulator Valve, and full Main Pressure is
tru
SS3 is de-energized followed closely by SS1 achieved. Because only one clutch is applied,
(timed to prevent SS3 from becoming “latched” the transmission goes to N (Neutral).
pg
down), allowing both valves to destroke. PCS2

is also de-energized, exhausting PCS2 signal • If electrical power is interrupted while the
@
pressure, allowing PCV2 to destroke which transmission is in 1 (First Range), moving the
Manual Selector Valve to R (Reverse) cuts off
es
exhausts PCS2 pressure. In its de-stroked

position, SV3 routes Main Pressure to the Main Pressure to the C1 Clutch, exhausting
m
Manual Selector Valve which directs the Main C1. The VMMS remains de-energized. Full
Control Main Pressure is routed to the bottom
ja
Pressure to C1 Clutch, keeping C1 Clutch

applied. With C1 and C5 clutches applied, the of the Main Regulator Valve, and full Main
transmission stays in 1 (First Range). Pressure is achieved. The Manual Selector
Valve directs Main Pressure through the TCC
• Control Main Pressure exhaust for PS2 is valve to the bottom of SV2, de-stroking the
blocked by SV2, keeping the switch turned on valve and opening the path for Main Pressure
and providing feedback to the TCM that SV2 to feed the C5 Clutch, keeping the clutch
is stroked. With SV1 in its de-stroked position, applied. PCS1 Control Main Pressure is then
the pressure feed to PS1 is eliminated and with directed to the C3 Clutch, applying the clutch.
the pressure exhausted, the pressure switch The combination of C3 and C5 application
turns off, providing feedback that SV1 is in the produces R (Reverse) Range operation, for
de-stroked position. With SV3 destroked, the limp home capability.
Control Main Pressure to PS3 is exhausted
and PS3 turns off, providing feedback that SV3
is in the de-stroked position.
• If electrical power is interrupted while the
transmission is in 1 (First Range), SS2 is

• PS1, PS2, and PS3 turn off, providing
NOTE: If the Manual Selector Valve is put feedback that the valves are in the de-stroked
back in a forward Range after Reverse position.
has been attained, the selector valve will • If electrical power is interrupted while the
direct fluid to C1 Clutch and SV2 will stay transmission is in 2 (Second Range), PCS1
de-stroked, directing fluid to C3 Clutch, and PCS2 de-energize. The VMMS is
resulting in Third Range operation. de-energized (no electrical power to solenoid).
Full Control Main Pressure is routed to the
• If electrical power is interrupted while the bottom of the Main Regulator Valve, and full
transmission is in First range, resulting in Main Pressure is achieved. Normally open
only First, Neutral and Reverse operation, the PCS2 exhausts the PCS2 signal pressure,
engine may be shut down and restarted to allowing PCV2 to de-stroke, exhausting C4
2
attain Neutral, Third and Reverse operation.
1
Clutch. Normally closed PCS1 blocks the
60
exhaust of PCV1 signal pressure, allowing
C. Hydraulic Circuit—Second Range
the PCS1 signal and PCS1 pressures to rise.
11
• Before shifting from 1 (First Range) to 2 PCV1 directs full pressure through SV2 to
(Second Range), the TCM makes certain SV1, C3 Clutch, applying the Clutch. C1 Clutch
10
SV2, and SV3 are in the correct position with continues to be applied with Main Pressure
SV1 and SV3 destroked and SV2 stroked. through SV3 and the Manual Selector Valve.
• The VMMS is energized, and sends Modulated
00 The combination of C1 and C3 clutches
91
Main or Boost Pressure to the bottom of the applied produces 3 (Third Range) converter
Main Regulator Valve, assisting the valve operation for limp home capability.
m
spring against Main Pressure. • If the TCC is applied, the TCC solenoid
co
• PCS1 is energized, opening PCS1 signal de-energizes, causing the TCC valve to
de-stroke, exhausting pressure from the top of
.
pressure to exhaust and allowing PCV1 to

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destroke, exhausting C5 Clutch pressure. the converter flow valve. The converter flow
valve de-strokes, redirecting main overage to
tru
PCS2 is energized, raising PCS2 signal and

PCS2 pressures. The PCS2 pressure is converter in and converter out to the cooler.
pg
directed through SV1 and SV3 to C4 Clutch. The TCC is now released.
The TCM provides current to PCS2, which • If electrical power is interrupted while the
@
controls the rate at which PCV2 supplies transmission is in 2 (Second Range) and
es
pressure to C4 Clutch, and current to PCS1, subsequent 3 (Third Range) operation, moving
which controls the rate at which C5 Clutch is the Manual Selector Valve to N (Neutral) will
m
exhausted, assuring a smooth transition to cut off Main Pressure to C1 Clutch and the
ja
2 (Second Range). Main Pressure continues Clutch will be exhausted. C3 Clutch remains
to feed through SV3 and the Manual Selector applied. Because only one Clutch is applied,
Valve, keeping C1 applied. the transmission goes to N (Neutral).
• The combination of C1 and C4 Clutch • If electrical power is interrupted while the
application produces 2 (Second Range) transmission is in 2 (Second Range) with
operation. subsequent 3 (Third Range) operation, moving
• After the shift to 2 (Second Range) is complete, the Manual Selector Valve to R (Reverse) will
SS2 is de-energized allowing SV2 to destroke. cut off Main Pressure to C1 Clutch, exhausting
C5 Clutch feed, which was exhausted through C1 Clutch. The VMMS remains de-energized.
SV2 and the PCS1, now exhausts through Full Control Main Pressure is routed to the
exhaust backfill, keeping C5 released. C3 bottom of the Main Regulator Valve, and
Clutch has an exhaust path through SV2 to the full Main Pressure is achieved. The manual
PCV1, keeping the C3 Clutch released. selector directs Main Pressure through the
TCC valve and SV2 to C5 Clutch, applying
the Clutch. C3 Clutch remains applied. The
combination of C3 and C5 Clutch application

produces R (Reverse) operation for limp home • The combination of C1 and C3 Clutch
capability. application produces 3 (Third Range)
operation.
D. Hydraulic Circuit— TCC Lockup
• After the shift into 3 (Third Range) is complete,
• Energizing the TCC solenoid strokes the SS1 is energized and directs Control Main
TCC valve against its stop, allowing Main Pressure to the top of SV1, stroking the valve.
Pressure to flow to the top of the converter With SV1 in its stroked position, C4 Clutch feed
flow valve. The converter flow valve is stroked, is exhausted through SV1 to exhaust backfill
exhausting converter-in pressure to sump, and keeping the C4 Clutch released and C2 Clutch
eliminating the separating force between the has an exhaust path through SV2, SV3, then
TCC piston and the converter cover. At the SV1 to PCV2, keeping the C2 Clutch released.
same time, the converter flow valve opens the
2
• PS1 turns on, providing feedback that SV1 is
passage supplying TCC-apply pressure to the
1
stroked. PS2 and PS3 remain off, providing
60
converter-out circuit. The pressure differential
feedback that SV2 and SV3 are in their
across the TCC piston applies the TCC.
destroked position.
11
• Depending upon the calibration, TCC solenoid
could be energized in Ranges 2–6 (or Ranges
10
transmission is in 3 (Third Range), SS1 and
1–6 with MY11 SESS Super Economy Shift
the TCC solenoid (if TCC is applied) are
Schedule Calibrations). The calibrations can
also apply the TCC for special applications
00 deenergized. The VMMS is de-energized
(no electrical power to solenoid). Full Control
91
such as PTO operation controlled directly by
Main Pressure is routed to the bottom of the
engine speed with transmission in N (Neutral)
m
Main Regulator Valve, and full Main Pressure

or TCC operation in First Hold.
is achieved. SV1 de-strokes, changing the
co
exhaust path of C2 Clutch to exhaust backfill

E. Hydraulic Circuit—Third Range
.
and the exhaust path of C4 Clutch to the

ck
• Before making the shift from 2 (Second Range) PCV2. Normally closed PCS1 continues to
tru
to 3 (Third Range), the TCM makes certain all block the exhaust of the PCS1 signal pressure
of the shift valves are in the correct position (signal remains Control Main). The signal
pg
with SV1, SV2, and SV3 de-stroked. pressure on top of PCV1 produces maximum
PCS1 pressure, which is routed through SV2
@
• The VMMS remains energized, and sends

Modulated Main or Boost Pressure to the to C3 Clutch, keeping the Clutch applied.
es
bottom of the Main Regulator Valve, assisting With the Manual Selector Valve in a forward
the valve spring against Main Pressure. position, Main Pressure continues to feed C1
m
Clutch through SV3 and the Manual Selector

• PCS2 is de-energized, exhausting PCS2
ja
Valve. The combination of C1 and C3 Clutches

signal pressure which allows PCV2 to applied keeps the transmission in 3 (Third
de-stroke, exhausting C4 Clutch. PCS1 is Range) for limp home capability.
de-energized, raising PCS1 signal and PCS1
pressures. The PCS1 pressure is directed • If the TCC is applied, the TCC solenoid
through SV2 to C3 Clutch. The TCM reduces de-energizes, causing the TCC valve to
current to PCS1, which controls the rate at de-stroke, exhausting pressure from the top of
which PCV1 supplies pressure to C3 Clutch, the converter flow valve. The converter flow
and reduces current to PCS2, which controls valve de-strokes, redirecting main overage to
the rate at which PCV2 exhaust C4 Clutch, converter in and converter out to the cooler.
assuring a smooth transition to 3 (Third The TCC is now released.
Range). Main Pressure continues to flow • If electrical power is interrupted while the
through SS3 and Manual Selector valve to C1 transmission is in 3 (Third Range), and
Clutch, keeping the Clutch applied. the Manual Selector Valve is moved into N
(Neutral), C1 Clutch exhausts through the
Manual Selector Valve to exhaust backfill.
C3 Clutch remains applied. The VMMS is

de-energized. Full Control Main Pressure is • After the shift to 4 (Fourth Range) is completed,
routed to the bottom of the Main Regulator SS3 is energized, directing Control Main
Valve, and full Main Pressure is achieved. With Pressure to the top of SV3, stroking the
only one Clutch applied, the transmission goes valve. In its stroked position, Main Pressure
to N (Neutral) (refer to paragraph A— Neutral). is redirected through SV2 and the Manual
• If electrical power is interrupted while the Selector Valve to C2 clutch, keeping C2 Clutch
transmission is in 3 (Third Range) and the applied. The flow from PCV2 through SV1 to
Manual Selector Valve is moved to the R SV3 is directed through the Manual Selector
(Reverse) position, C1 exhausts through the Valve to C1 Clutch, keeping C1 Clutch applied.
Manual Selector Valve which releases the • PS3 turns on and PS1 remains on, providing
C1 Clutch. The VMMS is de-energized. Full feedback that the valves are stroked. PS2
Control Main Pressure is routed to the bottom remains off, providing feedback that SV2 is in
1 2
of the Main Regulator Valve, and full Main its de-stroked position.
60
Pressure is achieved. Main Pressure goes • If electrical power is interrupted while the
through SV3, the Manual Selector Valve, transmission is in 4 (Fourth Range), PCS1,
11
through the TCC valve and SV2 to C5 Clutch, PCS2, and TCC solenoids, and SS1 and SS3
applying the clutch. The combination of C3 and
10
are deenergized.
C5 Clutch application produces R (Reverse)
for limp home capability. When SS1and SS3 are de-energized, SV1 will
00 destroke first due to valve timing. Control Main
Pressure will be diverted from PS1 to the top
91
F. Hydraulic Circuit—Fourth Range
of SS3, keeping SS3 stroked.
• Before making the shift from 3 (Third Range) to
m
4 (Fourth Range), the TCM makes certain all of The VMMS is de-energized (no electrical
co
the shift valves are in the correct position, with power to solenoid). Full Control Main Pressure
SV1 stroked and SV2 and SV3 de-stroked. is routed to the bottom of the Main Regulator
.
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Valve, and full Main Pressure is achieved.

• The VMMS is energized, and sends Modulated
Main Pressure continues to flow through SV3
tru
Main or Boost Pressure to the bottom of the

and SV2 and the Manual Selector Valve to
Main Regulator Valve, assisting the valve
C2 Clutch, keeping C2 Clutch applied. When
pg
spring against Main Pressure.

de-energized, normally open PCS2 exhausts
@
• PCS1 is energized, opening the PCS1 the PCS2 signal pressure, allowing PCV2 to
signal pressure to exhaust which allows the de-stroke and C1 Clutch exhausts. After SV1
es
PCV1 to de-stroke and C3 Clutch pressure de-strokes, the C1 Clutch exhausts to exhaust
is exhausted. PCS2 is energized, raising the backfill. Normally closed PCS1 blocks the
m
PCS2 signal and PCS2 pressures. The PCS2 exhaust of PCS1 signal pressure, allowing
ja
pressure is directed through SV1, SV3, SV2 the PCS1 signal and PCS1 pressures to rise.
and the Manual Selector Valve to C2 Clutch, PCV1 directs full pressure through SV2 to C3
applying the Clutch. With SV3 still stroked, Clutch, applying the Clutch. The combination of
Main Pressure continues to flow through SV3 C2 and C3 Clutches applied produces 5 (Fifth
and the Manual Selector Valve to C1 Clutch, Range) operation for a limp home capability.
keeping C1 Clutch applied. The TCM supplies
• If the TCC is applied, de-energizing the TCC
current to PCS2, which controls the rate at
solenoid causes the TCC valve to de-stroke,
which PCV2 supplies pressure to C2 Clutch,
exhausting pressure from the top of the
and current to PCS1, which controls the rate
converter flow valve. The converter flow
at which PCV1 exhausts C3 Clutch, assuring a
valve de-strokes, redirecting main overage to
smooth transition to 4 (Fourth Range).
converter in and converter out to the cooler.
• The combination of C1 and C2 Clutch The TCC is now released.
application produces 4 (Fourth Range)
operation.
transmission is in 4 (Fourth Range) (causing
5 (Fifth Range) converter operation) and

the Manual Selector Valve is moved to N which allows C1 Clutch to exhaust through
(Neutral), Main Pressure is blocked at the the Manual Selector Valve, SV3 and SV1 and
Manual Selector Valve and C2 Clutch exhausts PCV2. PCS1 is de-energized, raising the PCS1
through the Manual Selector Valve to exhaust signal and PCV1 pressures. PCS1 pressure is
backfill, releasing the C2 Clutch. The VMMS directed through SV2 to C3 Clutch, applying
is de-energized. Full Control Main Pressure the Clutch. The TCM reduces the current to
is routed to the bottom of the Main Regulator PCS1, which controls the rate at which PCV1
Valve, and full Main Pressure is achieved. C3 supplies pressure to C3 Clutch, and reduces
Clutch remains applied. With only one Clutch the current to PCS2, which controls the rate
applied, the transmission goes to N (Neutral). at which PCV2 exhausts C1 Clutch, assuring
• If electrical power is interrupted while the a smooth transition from 4 (Fourth Range) to
transmission is in 4 (Fourth Range) (causing 5 (Fifth Range). C2 Clutch continues to be
2
applied by Main Pressure flowing through SV3,
1
5 (Fifth Range) converter operation) and
SV2, and the Manual Selector Valve.
60
the Manual Selector Valve is moved to R
(Reverse), C2 Clutch exhausts through the • The combination of C2 and C3 Clutch
11
Manual Selector Valve, releasing the clutch. application produces 5 (Fifth Range) operation.
10
• PS1 and PS2 are turned off, providing
de-energized. Full Control Main Pressure is feedback that SV1 and SV2 are in their
routed to the bottom of the Main Regulator
Valve, and full Main Pressure is achieved. With
00 destroked position, and PS3 remains on,
providing feedback that SV3 is in its stroked
91
only one clutch applied, the transmission goes position.
to N (Neutral).
m

• If electrical power is interrupted with the transmission is in 5 (Fifth Range), SS3, and
co
transmission in 4 (Fourth Range), resulting in TCC solenoid (if TCC is applied) de-energize.
only 5 (Fifth Range) and N (Neutral) operation,
.
Although SS3 no longer supplies Control Main

ck
the engine may be shut down and restarted Pressure to the top of SV3, Control Main
to attain N (Neutral), 3 (Third Range), and
tru
Pressure flows through SV2 to the top of

R (Reverse) operation (refer to paragraph SV3, keeping the valve stroked. The VMMS is
pg
A—Neutral). de-energized (no electrical power to solenoid).

@
G. Hydraulic Circuit—Fifth Range

bottom of the Main Regulator Valve, and full
es
• Before making a shift from 4 (Fourth Range) to Main Pressure is achieved. Normally closed
5 (Fifth Range), the TCM makes certain all of PCS1 continues to block the exhaust of the
m
the shift valves are in the correct position with signal pressure (signal remains Control Main).
ja
SV1 and SV3 stroked and SV2 de-stroked. The signal pressure on top of PCV1 produces
• After the shift into 5 (Fifth Range) is completed, maximum Control Main Pressure, which is
SS1 is de-energized allowing SV1 to destroke. routed through SV2 to C3 Clutch, keeping the
C1 Clutch feed, which was exhausted through Clutch applied. Main Pressure feeds through
the Manual Selector Valve, SV3, SV1 and SV3 and SV2 and the Manual Selector Valve
PCS2, now exhausts through exhaust backfill, to C2 Clutch, keeping the Clutch applied.
keeping the C1 Clutch released. The C4 Clutch • The combination of C2 and C3 Clutch
now has an exhaust path through SV3 to SV2 application produces 5 (Fifth Range) operation
to SV1 to the PCV2, keeping C4 released. for limp home capability.
• The VMMS is energized, and sends Modulated • If the TCC is applied, the TCC solenoid
Main or Boost Pressure to the bottom of the deenergizes, causing the TCC pressure
Main Regulator Valve, assisting the valve control valve to de-stroke, exhausting pressure
spring against Main Pressure. from the top of the Converter Flow Valve. The
• PCS2 is de-energized, exhausting PCS2 Converter Flow Valve de-strokes, redirecting
signal pressure and the PCV2 valve de-strokes, main overage to converter in and converter out
flow to the cooler. The TCC is now released.

• If electrical power is interrupted while the pressure is directed through SV1, SV3, SV2,
transmission is in 5 (Fifth Range) (causing 5 and again through SV3 to the C4 Clutch,
(Fifth Range) converter operation) and the applying the Clutch. Main Pressure continues
Manual Selector Valve is moved to N (Neutral), to flow through SV3, SV2, and the Manual
Main Pressure is blocked at the Manual Selector Valve to the C2 Clutch, keeping
Selector Valve, C2 Clutch exhausts through the C2 Clutch applied. The TCM supplies
the Manual Selector Valve to exhaust backfill, current to the PCS2, which controls the rate at
releasing C2 Clutch. C3 Clutch remains which the PCV2 supplies pressure to the C4
applied. The VMMS is de-energized. Full Clutch, and current to PCS1, which controls
Control Main Pressure is routed to the bottom the rate at which the PCV1 exhausts the C3
of the Main Regulator Valve, and full Main Clutch, assuring a smooth transition to 6 (Sixth
Pressure is achieved. With only one clutch Range).
2
applied, the transmission goes to N (Neutral).
1
• The combined application of C2 and C4
60
• If electrical power is interrupted while the clutches produces 6 (Sixth Range) operation.
transmission is in 5 (Fifth Range), (5 (Fifth • PS1 and PS2 remain open (off) providing
11
Range) converter operation) and the Manual feedback that SV1 and SV2 remain in the
Selector Valve is moved to R (Reverse), Main
10
destroked position, and PS3 remains closed
Pressure is blocked at the Manual Selector (on) providing feedback that SV3 remains in
Valve and C2 Clutch exhausts through the
Manual Selector Valve, releasing the Clutch.
00 the stroked position.
91
de-energized. Full Control Main Pressure is transmission is in 6 (Sixth Range), PCS1
m
routed to the bottom of the Main Regulator and PCS2, SS3 and TCC solenoid (if TCC
is applied) are de-energized. The VMMS is
co
Valve, and full Main Pressure is achieved. With

only one Clutch applied, the transmission goes de-energized (no electrical power to solenoid).
.

ck
to N (Neutral).
bottom of the Main Regulator Valve, and full
tru
Main Pressure is achieved. Although SS3

transmission is in 5 (Fifth Range), resulting in supplies Control Main Pressure to the top of
pg
only 5 (Fifth Range) and N (Neutral) operation, SV3, Control Main Pressure flows through
the engine may be shut down and restarted SV1 to the top of SV3, keeping the valve in
@
to attain N (Neutral), 3 (Third Range) and R the stroked position. Normally open PCS2
(Reverse) operation (refer to paragraph A—
es
exhausts PCS2 signal pressure, allowing the

Neutral). PCV2 to de-stroke, exhausting the C4 Clutch.
m
Normally closed PCS1 blocks exhausting of

H. Hydraulic Circuit—Sixth Range
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PCS1 signal pressure, allowing PCS1 signal

• Before making a shift from 5 (Fifth Range) to 6 and PCS1 pressure to rise.
(Sixth Range), the TCM makes certain that all
• PCS1 pressure is directed through SV2
shift valves are in the correct position. SS1 and
to the C3 Clutch, applying the clutch. Main
SS2 are electrically off and SV1 and SV2 are
Pressure continues to flow through SV3, SV2,
in the de-stroked position. SS3 is electrically
and the Manual Selector Valve to the C2
on and SV3 is in the stroked position.
clutch, keeping the C2 Clutch applied. The
• The VMMS is energized, and sends Modulated combination of C2 and C3 Clutch application
Main or Boost Pressure to the bottom of the produces 5 (Fifth Range) operation for limp
Main Regulator Valve, assisting the valve home capability.
spring against Main Pressure.
• If the TCC is applied, the TCC solenoid
• PCS1 is energized, opening PCS1 pressure deenergizes, causing the TCC valve to
to exhaust, which allows PCV3 to de-stroke, de-stroke, exhausting pressure from the top
exhausting C3 pressure and releasing the of the Converter Flow Valve. De-stroking
C3 Clutch. PCS2 is energized, raising the the Converter Flow Valve redirects main
PCS2 signal and PCS2 pressure. PCS2 overage pressure to “converter in” path,

then to “converter out” proceeding on to • The VMMS is energized, and sends Modulated
the transmission oil cooler. The TCC is now Main or Boost Pressure to the bottom of the
released. Main Regulator Valve, assisting the valve
• If electrical power is interrupted while the spring against Main Pressure.
transmission is in 6 (Sixth Range) (causing 6 • The TCM energizes PCS2 to control the
(Sixth Range) converter operation [TCC off]) rate at which PCS2 pressure supplies oil to
and the Manual Selector Valve is moved to the oncoming C3 Clutch, assuring a smooth
N (Neutral), Main Pressure is blocked at the transition to R (Reverse). PCS2 pressure is
Manual Selector Valve, C2 Clutch exhausts directed through SV1, SV3 and SV2 to the
through the Manual Selector Valve to exhaust C3 Clutch. As PCS2 is energized, PCS2
backfill pressure, releasing C2 Clutch. The signal pressure increases. When the shift to R
C3 Clutch remains applied. The VMMS is (Reverse) is complete, PCS2 fully energizes
1 2
de-energized. Full Control Main Pressure is and PCS2 pressure fully applies the C3 Clutch.
60
routed to the bottom of the Main Regulator PCS1 supplies full pressure to the C5 Clutch.
Valve, and full Main Pressure is achieved. With • The application of C3 and C5 clutches
11
only one Clutch applied the transmission shifts produces R (Reverse) Range operation.
to N (Neutral).
10
• If electrical power is interrupted with the
• If electrical power is interrupted while the transmission operating in R (Reverse) Range,
transmission is in 6 (Sixth Range) (causing 5
(Fifth Range) converter operation [TCC off])
00 PCS2, SS2, and SS3 de-energize. The
VMMS is de-energized (no electrical power
91
and the Manual Selector Valve is moved to to solenoid). Full Control Main Pressure is
R (Reverse), Main Pressure is blocked at the
m
routed to the bottom of the Main Regulator

Manual Selector Valve, C2 Clutch exhausts Valve, and full Main Pressure is achieved.
co
through the Manual Selector Valve to exhaust When PCS2 de-energizes, the normally open
backfill pressure, releasing C2 Clutch. The
.
solenoid exhausts PCS2 signal pressure,

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C3 Clutch remains applied. The VMMS is causing PCV2 to de-stroke, exhausting and
de-energized. Full Control Main Pressure is
tru
releasing the C3 Clutch. Normally closed PCS1

routed to the bottom of the Main Regulator blocks the exhaust of PCS1 signal pressure,
pg
Valve, and full Main Pressure is achieved. With and PCS1 pressure is maintained. PCS1
only one Clutch applied, the transmission shifts pressure continues to be directed through
@
to N (Neutral). SV2, which stays down due to the “latching”

es
• If electrical power is interrupted while the effect of pressure on two different diameter
transmission is in 6 (Sixth Range), resulting in lands, to the C5 Clutch, keeping C5 Clutch
m
only 5 (Fifth Range) and N (Neutral) operation, applied. Because only one clutch is applied,
ja
the engine may be shut down and restarted the transmission shifts to N (Neutral).
to attain N (Neutral), 3 (Third Range), and R • If electrical power is interrupted with the
(Reverse) operation (refer to paragraph A— transmission operating in R (Reverse),
Neutral). resulting in N (Neutral) operation, Main
Pressure is directed through SV3 to SV2.
I. Hydraulic Circuit—Reverse
Because SV2 stays stroked due to the
• When the Manual Selector Valve is moved from “latching” effect of pressure on two different
N (Neutral) to R (Reverse), SS1 de-energizes, diameter lands, Main Pressure is blocked
exhausting Control Main Pressure from the top from reaching the Manual Selector Valve. The
of SV1 allowing it to destroke and opening PS1 VMMS is de-energized. Full Control Main
to exhaust backfill, turning off PS1. SS2 and Pressure is routed to the bottom of the Main
SS3 remain energized, keeping PS2 and PS3 Regulator Valve, and full Main Pressure is
on. Reverse signal pressure is exhausted at achieved. If the Manual Selector Valve is
the Manual Selector Valve, removing pressure moved to N (Neutral) or a forward Range, the
from PS4, turning on the normally closed PS4. transmission remains in N (Neutral).

• If electrical power is interrupted with the
transmission operating in R (Reverse) Range,
resulting in N (Neutral) operation, the engine
may be shut down and restarted to attain N
(Neutral), 3 (Third Range) and R (Reverse)
operation (refer to paragraph A— Neutral).
5–4. CLUTCH APPLICATION
A. Neutral At Stop - Standard Operation
2
Table 5–2. Range Shift and Steady State Conditions for Neutral At Stop-Standard
1
60
Trim
Range Clutch Pressure Control Solenoids Shift Solenoids
Logic Solenoid
11
Status to Main
PCS1 PCS2 PCS3 SS1 SS2 SS3 TCC
10
De-
Downshift Energizing:
energizing:
or 1-N _ 00
C1
De-
energized
ON ON ON OFF
91
Garage C5 Applied Controlled
Shift Off
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Neutral De- Energized: Energized:

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At Stop- N C1 energized: Trimming ON ON ON OFF

Standard C5 Applied C4 Applied C1
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Upshift Energized:
De-
De-
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Or N-1 _ energized: ON ON ON OFF

Garage C4 Applied energized
C5 Applied
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Shift
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B. Neutral At Stop - Premium Operation

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Table 5–3. Range Shift and Steady State Conditions for Neutral At Stop-Premium
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Trim
Range Clutch Pressure Control Solenoids Shift Solenoids
Logic Solenoid
Status to Main
PCS1 PCS2 PCS3 SS1 SS2 SS3 TCC
De-
Downshift Energizing:
energizing:
De-
or 1-N _ C1 ON ON ON OFF
energized
Garage C5 Applied Controlled
Shift Off
De- Energized: Energized:
Steady
N C1 energized: C1 ON ON ON OFF
State C4 Applied
C5 Applied Exhausted
Upshift Energized:
De-
Or De-
N-1 _ energized: ON ON ON OFF
Garage C4 Applied energized
C5 Applied
Shift

C. Normal Operation
Normal operation of the transmission requires

application of two clutches to attain a forward or
reverse range. A unique combination of solenoid
and shift valve actuation produces clutch application
in a given range. Table 5–4 lists for each range, the
electrical state (On/Off) of each solenoid. Table 5–5
also lists the transmission range shifts and the
clutches that are applied in each of the forward
ranges, neutral, and reverse.
2
Table 5–4. Range Shift and Steady State Conditions
1
60
Range Logic Clutch To Pressure Control Shift Solenoids Trim
Status Main Solenoids Solenoid
11
PCS1 PCS2 SS1 SS2 SS3 TCC
10
Steady R — De- Energized; ON ON ON OFF
State With energized; C5 Applied
Throttle C3 Applied 00
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Steady R — De- Energized; OFF ON ON OFF
State At energized; C3 Applied
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Closed C5 Applied
Throttle
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Garage R-N — De- Energizing; ON ON ON OFF

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Shift energizing; C5 Applied

C3
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Controlled
Off
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Garage N-R — Energizing; Energizing; ON ON ON OFF

Shift C3 C5 Applied
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Controlled
On
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Steady N — De- De- ON ON ON OFF

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State energized; energized;

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C5 Applied Exhausted
Garage N-1 — De- Energizing; ON ON ON OFF
Shift energizing; C1
C5 Applied Controlled
On
Garage 1–N De- Energizing; ON ON ON OFF
Shift energizing; C1
C5 Applied Controlled
Off
Steady 1 C1 De- De- OFF ON OFF OFF
C5 Applied C4
Exhausted

Table 5–4. Range Shift and Steady State Conditions (cont'd)
Upshift 1–2 C1 Energizing; Energizing; OFF ON OFF OFF
C5 C4
Controlled Controlled
Off On
Downshift 2–1 C1 Energizing; Energizing; OFF ON OFF OFF
C5 C4
On Off
Steady 2 C1 Energized; Energized; OFF OFF OFF ON or OFF
State C3 C4 Applied a
2
Exhausted
1
Upshift 2–3 C1 De- De- OFF OFF OFF ON
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energizing; energizing;
C3 C4
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On Off
10
Downshift 3–2 C1 De- De- OFF OFF OFF ON
energizing;
C3
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energizing;
C4
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Off On
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Steady 3 C1 De- De- ON OFF OFF ON

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C3 Applied C2
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Exhausted
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Upshift 3–4 C1 Energizing; Energizing; ON OFF OFF ON

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C3 C2
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Off On
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Downshift 4–3 C1 Energizing; Energizing; ON OFF OFF ON

C3 C2
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On Off
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Steady 4 C2 Energized; Energized; ON OFF ON ON

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State C3 C1 Applied
Exhausted
Upshift 4–5 C2 De- De- ON OFF ON ON
C3 C1
On Off
Downshift 5–4 C2 De- De- ON OFF ON ON
C3 C1
Off On
Steady 5 C2 De- De- OFF OFF ON ON
C3 Applied No Clutch
Applied

Table 5–4. Range Shift and Steady State Conditions (cont'd)
Upshift 5–6 C2 Energized; Energizing; OFF OFF ON ON
C3 C4
Off On
Downshift 6–5 C2 De- De- OFF OFF ON ON
energized; energizing;
C3 C4
On Off
Steady 6 C2 Energized; Energized; OFF OFF ON ON
2
State No Clutch C4 Applied
1
Applied
60
a*Depending upon output speed
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D. Operation During Electrical Interruption
10
To minimize the impact of an electrical power
interruption, 1000 and 2000 Series transmissions 00
can revert to total hydraulic operation. Providing that
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there are not any mechanically failed components,
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the hydraulic system provides a “limp home” mode,

allowing the operator to drive the vehicle to a service
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location.
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If power is interrupted while the transmission is

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operating in a forward range, the default positions

of the shift valves, the selector valve, and normally
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closed PCS1 enable application of two clutches

to maintain forward range operation (either third
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or fifth Range). If power is interrupted while the

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transmission is operating in reverse or neutral,

the transmission defaults to or continues neutral
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operation. The operator may turn off and restart the

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engine, and the selector will provide R (Reverse)/N

(Neutral)/3 (Third Range) capability regardless of the
range at the moment of power interruption.
Table 5–5 summarizes the default range the

transmission will shift to in the event of an electrical
interruption. Refer to 5–3. HYDRAULIC CONTROL
SYSTEM CIRCUITS for a complete description of
the hydraulic circuit during electrical interruption in
any range.

Table 5–5. Operating Ranges During Electrical Interruption
Range Obtained After Electrical Interruption for Manual Selector Position
Range When Electrical R P or N OD, D, 2, 1
Interruption Occurs
R (with throttle) N N 5th
N N N N
1 R N 1a
2, 3 R N 3
4, 5 N N 5
2
6 N N 5
1
Range After Engine R N 3
60
Shutdown and Restart
a*Third
11
range after reverse is selected.
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NOTES
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Section Six
TORQUE PATHS
6–1. TORQUE FLOW
A. Torque Converter Operation
The torque converter transmits power hydraulically.

The engine drives the converter pump by direct
mechanical connection of the engine flywheel to
the pump housing. The pump throws transmission
fluid against the turbine vanes. The rotation of the
turbine transfers torque to the turbine shaft. When
the engine is idling, impact of the fluid on the turbine
blades is negligible; however, heat can build up over
2
time. When the engine is accelerated, the impact
1
is increased and the torque directed through the
60
turbine shaft can multiply the engine torque by an
amount equal to the torque ratio of the converter.
11
10
Refer to 2–2. INPUT MODULES for a detailed
description of torque converter operation.
B. Torque Converter Clutch (TCC) Operation

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The TCC transmits power mechanically. When the

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TCC is engaged, the converter pump and converter

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turbine rotate as a unit at engine speed. This

provides a direct drive from the engine to the turbine
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shaft. The electronic control system automatically

applies the TCC.
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6–2. TORQUE PATHS
A. Neutral At Stop (NAS) Premium Torque Path
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(1) – Torque Converter (6) – C3 Clutch (11) – P3 Planetary

(2) – Turbine Shaft (7) – C4 Clutch (12) – P2 Planetary
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(3) – C1 Clutch (8) – C5 Clutch (13) – P1 Planetary

(4) – PTO Gear (or Tone Wheel) (9) – Main Shaft (14) – Clutch Applied
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(5) – C2 Clutch (10) – Output Shaft (15) – Torque Path

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Figure 6–1. 1000 and 2000 Series Neutral At Stop Option - Premium
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With Neutral At Stop (NAS) Premium, PCV3 fully

exhausts C1 pressure. PCV2 pressurizes and NOTE: ‘Locked Output’ is used to keep
applies C4. PCV1 continues to pressurize and apply undesired twist/torque in the output shaft
C5. This puts the transmission in a Neutral ‘Locked and driveline. ‘Locking’ the driveline helps
Output’ state. This state effectively allows torque ensure a smoother shift from NAS Premium
converter to free spin with engine speed (i.e. no slip back to 1 (First Range). ‘Locked Output’ is
across the torque converter). not intended to hold the vehicle under all
weights, grades, axle ratios, etc.

B. Neutral At Stop (NAS) Standard Torque Path
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(2) – Turbine Shaft (8) – C5 Clutch (14) – Clutch Applied
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(3) – C1 Clutch (9) – Main Shaft (15) – Clutch Partially Applied

(4) – PTO Gear (or Tone Wheel) (10) – Output Shaft (16) – Torque Path
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(5) – C2 Clutch (11) – P3 Planetary

(6) – C3 Clutch (12) – P2 Planetary
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Figure 6–2. 1000 and 2000 Series Neutral At Stop Option - Standard
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With Neutral At Stop (NAS) Standard, the torque

path is the same as NAS Premium except that PCV3
is holding C1 in a partial release state. Through
software control, PCV3 is modulating the C1
pressure in order to maintain a partial apply which
yields a slip across the converter. This converter slip
speed is determined by the TCM. Typical converter
slip speeds range in ballpark of 40-80rpm. However
converter slip speeds can go outside of this range
based upon various inputs (converter type / engine
idle speed / oil temperature / etc.).

C. Neutral Torque Path
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Figure 6–3. 1000 and 2000 Series Torque Path - Neutral
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In N (Neutral), rotational power from the torque

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converter is not transmitted beyond the rotating

clutch module and the P1 planetary sun gear. C1 and
C2 clutches are released. The C5 stationary clutch
is applied, but no output movement is generated
because torque is not transmitted to the planetary
gears. Consequently, torque is not produced at the
transmission output. The application of C5 clutch
during N (Neutral) operation ensures that one of the
required two clutches is already engaged if any other
range position is selected.

D. First Range Torque Path
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Figure 6–4. 1000 and 2000 Series Torque Path - First Range
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C1 and C5 clutches are applied in 1 (First Range). it rotates due to the torque input from the P3 sun
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In normal operation, calibration determines at what gear. The P3 carrier is splined to the output shaft
point the TCC is applied. The TCC transfers input and directs torque to the transmission output shaft.
torque directly to the gear train. Torque from the
converter rotates the turbine shaft and the rotating
clutch assembly, which contains C1 clutch. When C1
clutch is engaged, the turbine shaft and main shaft
are mechanically locked together. The two shafts
then rotate as a unit at the same speed and in the
same direction.
Torque is transmitted through the main shaft to the

P3 sun gear, which is splined to the main shaft. The
P3 sun gear rotates inside the P3 carrier. Applying
stationary clutch C5 prevents the P3 ring gear from
rotating around the outside of the P3 carrier. Torque
is then directed through the P3 carrier assembly as

E. Second Range Torque Path
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Figure 6–5. 1000 and 2000 Series Torque Path - Second Range
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C1 and C4 clutches are applied in 2 (Second The other input is the P3 sun gear, which is splined
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Range). In normal operation, calibration determines to and rotates with the main shaft inside the P3
at what point the TCC is applied. The TCC transfers pinion gears. The P3 ring gear rotates around the
input torque directly to the gear train. C1 clutch outside of the P3 carrier gears at a slower rate than
application locks the turbine shaft and main shaft the rotation of the P3 sun gear. This causes the P3
together, causing them to rotate at the same speed ring gear action to resemble that of a held member.
and in the same direction. Torque is transmitted The P3 sun gear becomes the main path for torque
through the main shaft to the P2 sun gear. The P2 transmitted to the P3 carrier and causes the P3
sun gear is splined to the main shaft and rotates carrier to rotate. The P3 carrier provides output
inside the P2 carrier. Applying stationary clutch C4 torque to the transmission output shaft.
prevents the P2 ring gear from rotating around the
outside of the P2 carrier. The torque path is then
directed through the P2 carrier assembly as it rotates
due to the torque input from the P2 sun gear.
The P2 carrier is splined to the P3 ring gear and

provides one of two inputs to the P3 pinion gears.

F. Third Range Torque Path
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Figure 6–6. 1000 and 2000 Series Torque Path - Third Range
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C1 and C3 clutches are applied in 3 (Third Range). The other input is the P2 sun gear that is splined to
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In normal operation, the TCC is also applied, and rotates with the main shaft inside the P2 carrier.
transferring input torque directly to the gear train. The P2 ring gear rotates around the outside of the
C1 clutch application locks the turbine shaft and the P2 carrier at a slower rate than the rotation of the
main shaft together causing them to rotate at the P2 sun gear. This causes the P2 ring gear action to
same speed and in the same direction. The P1 sun resemble that of a held member. The P2 sun gear
gear is part of the rotating clutch and rotates with becomes the main path for torque transmitted to the
the clutch inside the P1 carrier. The P1 sun gear P2 carrier and causes the P2 carrier to rotate.
transmits the torque produced at the clutch to the
P1 carrier. Applying stationary clutch C3 prevents The P2 carrier is splined to the P3 ring gear and
the P1 ring gear from rotation. With the P1 ring gear provides one of two inputs to the P3 pinion gears.
held and the P1 sun gear providing first stage torque The other input is the P3 sun gear, which is splined
input, the P1 carrier is the first stage output member to and rotates with the main shaft inside the P3
in 3 (Third Range). carrier. The P3 ring gear rotates around the outside
of the P3 carrier at a slower rate than the rotation of
The P1 carrier is splined to the P2 ring gear and the P3 sun gear. This causes the P3 ring gear action
provides one of two inputs to the P2 pinion gears. to resemble that of a held member. The P3 sun gear

becomes the main path for torque transmitted to the
P3 carrier and causes the P3 carrier to rotate. The
P3 carrier provides output torque to the transmission
output shaft.
G. Fourth Range Torque Path
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Figure 6–7. 1000 and 2000 Series Torque Path - Fourth Range
C1 and C2 clutches are applied in 4 (Fourth Range). turbine shaft. The P3 carrier provides output torque
In normal operation, the TCC is also applied, to the transmission output shaft.
transferring input torque directly to the gear train.
When applied, these clutches rotate with the rotating
clutch (turbine shaft). The C1 clutch drive hub is
splined to the main shaft causing it to rotate at
turbine shaft speed. The C2 clutch drive hub is
splined to the P3 ring gear through the P2 carrier
causing the P3 ring gear to rotate at turbine speed.
Because the C3, C4, and C5 stationary clutches are
all disengaged, the remaining pinion gears, and ring
gears rotate at the same speed and direction as the

H. Fifth Range Torque Path
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Figure 6–8. 1000 and 2000 Series Torque Path - Fifth Range
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Overdrive occurs when the transmission is in 5 engaged, the P1 ring gear is anchored, preventing
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(Fifth Range). This means that the speed from the it from rotating. The P1 sun gear rotating inside the
transmission at the output shaft is greater than P1 carrier transmits torque to the P1 carrier which
the turbine shaft speed. When overdrive occurs, provides output to the P2 ring gear.
an increase in fuel economy is achieved, but no
mechanical torque advantage is available from the The P2 carrier is splined to the C2 drive hub and
transmission. provides one of two inputs to the P2 planetary pinion
gears. The other input is the P2 ring gear that is
C2 and C3 clutches are applied in 5 (Fifth Range). splined to, and rotates with, the P1 carrier. The P2
In normal operation, the TCC is also applied, ring gear rotates around the outside of the P2 carrier
transferring input torque directly to the gear train. assembly at a slower rate than the rotation of the
C2 clutch application locks the turbine shaft and the carrier itself. This causes the P2 ring gear action
P2 carrier together, causing them to rotate as a unit to resemble that of a held member. Torque is then
at the same speed and in the same direction. Input transmitted through the P2 carrier to the P2 sun gear
to P1 planetary assembly is through the P1 sun which provides output to the main shaft.
gear. The P1 sun gear is part of the rotating clutch
and rotates at turbine speed. When C3 clutch is The P2 sun gear is splined to the main shaft. The
P3 sun gear is also splined to the main shaft and

rotates with the P2 sun gear to provide one of two
inputs to the P3 pinion gears. The other input is the
P3 ring gear that is splined to the P2 carrier. The P3
ring gear rotates around the outside of the P3 carrier
at a slower rate than the rotation of the P3 sun gear.
This causes the P3 ring gear action to resemble that
of a held member. The P3 sun gear then becomes
the main path for torque being transmitted to the P3
carrier. The P3 carrier provides output torque to the
transmission output shaft.
I. Sixth Range Torque Path
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Figure 6–9. 1000 and 2000 Series Torque Path - Sixth Range
Overdrive occurs when the transmission is in 5 (Fifth and C4 clutches are applied in 6 (Sixth Range).
Range) or 6 (Sixth Range). In overdrive, output shaft In normal operation, the Torque Converter Clutch
speed is greater than the turbine shaft speed (input (TCC) is also applied, transferring input torque
speed). When overdrive occurs, an increase in fuel directly into the gear train from the turbine shaft. The
economy is achieved, but no mechanical torque application of C2 clutch locks the turbine shaft and
advantage is available from the transmission. C2 the P2 carrier together, causing them to rotate as a

unit at the same speed and in the same direction.
Applying the C4 stationary clutch holds the P2 ring
gear and prevents it from rotating.
With the P2 ring gear held and the P2 carrier

providing the input, output is created at the P2 sun
gear. P2 output torque is then transmitted to the
main shaft. The P2 and P3 sun gears are splined
to the main shaft and all rotate together as a single
component. Since the P3 sun gear is splined to the
main shaft, it supplies one of two inputs to the P3
planetary carrier assembly. The other input is the P3
2
ring gear that is splined to the P2 carrier. The P3 ring
1
gear rotates around the outside of the P3 carrier at
60
a slower rate than the rotation of the P3 sun gear.
This rotational difference causes the P3 ring gear
11
action to resemble that of a held member. The P3
10
sun gear then becomes the main torque path to the
P3 carrier. The P3 carrier provides output torque to
the transmission output shaft 00
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unit at the same speed and in the same direction.
Applying the C4 stationary clutch holds the P2 ring
gear and prevents it from rotating.
With the P2 ring gear held and the P2 carrier

providing the input, output is created at the P2 sun
gear. P2 output torque is then transmitted to the
main shaft. The P2 and P3 sun gears are splined
to the main shaft and all rotate together as a single
component. Since the P3 sun gear is splined to the
main shaft, it supplies one of two inputs to the P3
planetary carrier assembly. The other input is the P3
2
ring gear that is splined to the P2 carrier. The P3 ring
1
gear rotates around the outside of the P3 carrier at
60
a slower rate than the rotation of the P3 sun gear.
This rotational difference causes the P3 ring gear
11
action to resemble that of a held member. The P3
10
sun gear then becomes the main torque path to the
P3 carrier. The P3 carrier provides output torque to
the transmission output shaft 00
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J. Reverse Torque Path
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Figure 6–10. 1000 and 2000 Series Torque Path - Reverse
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C3 and C5 clutches are applied in R (Reverse). with the P2 sun gear which is splined to the main
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Applying stationary clutch C3 prevents the P1 ring shaft, causing the main shaft to rotate in a direction
gear from rotating. Applying stationary clutch C5 opposite (counter clockwise) to the rotation of the
prevents the P3 ring gear from rotating. The P1 sun turbine shaft input.
gear rotates with the rotating clutch and provides
torque input to the P1 planetary. With the P1 ring The P3 sun gear is splined to the main shaft and
gear being held by stationary clutch C3 and the P1 provides counter clockwise input to the P3 planetary
sun gear providing input, output from the first stage assembly. The P3 ring gear is held stationary by the
is the P1 carrier. C5 clutch. Torque is then transmitted from the P3
sun gear to the P3 carrier which provides output
Input to the P2 planetary assembly is provided by torque to the transmission output shaft.
the P2 ring gear, which is splined to the P1 carrier.
The P2 carrier is splined to the P3 ring gear, which
is held stationary by the C5 clutch. This prevents
the P2 carrier from rotating, causing torque from
the P2 planetary gears to be transmitted through
the P2 planetary pinion gears. These gears mesh

Section Seven
CUSTOMER SERVICE
7–1. OWNER ASSISTANCE Step Two—When it appears the problem cannot
be readily resolved at the distributor level without
The satisfaction and goodwill of the owners of Allison additional assistance, contact the Allison
transmissions are of primary concern to Allison Technical Assistance Center at 800-252-5283.
Transmission, Inc., its distributors, and their dealers. They will place you in contact with the Regional
Customer Support Manager for your area.
As an owner of an Allison transmission, you have
service locations throughout the world that are eager For prompt assistance, please have the following
to meet your parts and service needs with: information available:
• Expert service by trained personnel. • Name and location of authorized distributor or
• Emergency service 24 hours a day in many dealer.
2
areas. • Type and make of vehicle/equipment.
1
• Complete parts support. • Transmission model number, serial number,
60
• Sales teams to help determine your and assembly number (if equipped with
11
transmission requirements. electronic controls, also provide the TCM
assembly number).
10
• Product information and literature.
• Transmission delivery date and accumulated
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Normally, any situation that arises in connection with
the sale, operation, or service of your transmission
miles and/or hours of operation.
• Nature of problem.
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will be handled by the distributor or dealer in
• Chronological summary of your transmission's
your area. Check the telephone directory for the
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history.
Allison Transmission service outlet nearest you
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or use Allison Transmission's Sales and Service

Step Three—If you are still not satisfied after
Locator tool on the Allison Transmission website at
.
contacting the Regional Customer Support Manager,

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www.allisontransmission.com.
present the entire matter to the Home Office by
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writing to the following address:

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

Allison Transmission
misunderstandings may occur. To further assure
Attn: Manager, Warranty Administration
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your complete satisfaction, we have developed the

PO Box 894, Mail Code PF9
following three-step procedure to be followed in the
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Indianapolis, IN 46206-0894
event a problem has not been handled satisfactorily.
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The inclusion of all pertinent information will assist

Step One—Discuss your problem with a member
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the Home Office in expediting the matter.

of management from the distributorship or
dealership. Frequently, complaints are the result of When contacting the Home Office, please keep
a breakdown in communication and can be resolved in mind that ultimately the problem will likely be
quickly by a member of management. If you have resolved at the distributorship or dealership using
already discussed the problem with the Sales or their facilities, equipment, and personnel. Therefore,
Service Manager, contact the General Manager. All it is suggested that Step One be followed when
Allison Transmission, Inc. dealers are associated experiencing a problem.
with an Allison Transmission, Inc. distributor. If the
problem originates with a dealer, explain the matter Your purchase of an Allison Transmission product is
to a management member of the distributorship greatly appreciated, and it is our sincere desire to
with whom the dealer has his service agreement. assure complete satisfaction.
The dealer will provide his Allison Transmission
distributor's name, address, and telephone number
on request.

NOTES
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Legend for Foldout 1
(1) – Torque converter assembly

(2) – Converter housing
(3) – Turbine shaft
(4) – Input speed sensor
(5) – Main pump assembly
(6) – Front support assembly
(7) – Rotating clutch assembly
(8) – Turbine speed sensor
(9) – PTO gear (not available on Highway Series
2
models)
1
(10) – C1 clutch
60
(11) – C2 clutch
11
(12) – C3 clutch
(13) – P1 planetary
10
(14) – Main shaft
(16) – C4 clutch 00
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(18) – C5 clutch
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(19) – Main housing

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(20) – Rear cover

(21) – Output shaft
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(22) – Output speed sensor

(23) – Oil pan
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(24) – Shift valve body assembly

(25) – Suction filter
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(26) – Main control valve assembly

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(27) – Tone wheel (if no PTO gear)

(28) – Control main filter
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Foldout 1. 1000 Series — Cross Section — Shallow Pan

FOLDOUT 1
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Legend for Foldout 2
(1) – Torque converter assembly

(2) – Converter housing
(3) – Turbine shaft
(4) – Input speed sensor
(5) – Main pump assembly
(6) – Front support assembly
(7) – Rotating clutch assembly
(8) – Turbine speed sensor
(9) – PTO gear (not available on Highway Series
2
models)
1
(10) – C1 clutch
60
(11) – C2 clutch
11
(12) – C3 clutch
10
(14) – Main shaft
(16) – C4 clutch 00
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(18) – C5 clutch
m
(19) – Main housing

co
(20) – Rear cover

(21) – Output shaft
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(22) – Output speed sensor

(23) – Oil pan
tru
(24) – Shift valve body assembly

(25) – Suction filter
pg
(26) – Main control valve assembly

@
(27) – Tone wheel (if no PTO gear)

(28) – Control main filter
es
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Foldout 2. 1000 Series — Cross Section — Deep Pan

FOLDOUT 2
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FOLDOUT 3
VIEW A
BASE (A61) TCM ALLISON
OPTION 1 (TCM ON NORMAL MODE)
SWITCHED
ALLISON EXPANDED (A62) TCM RECOMMENDATIONS
WIRE NO. COLOR TCM CAN 1
RECOMMENDATIONS
POWER 107 YELLOW (TERM) TERMINATION OR TERMINATION
COLOR WIRE NO. 7 RESISTOR RESISTOR
CAN2
CHECK TRANS. GREEN 129 CAN 2.0B 128 YELLOW (CAN+)
29 28
J1939
REVERSE WARNING TAN 165 CAN 1 FOR OPTIONAL
65 DATA 108 GREEN (CAN-)
LINK 8 CAN INTERFACES,
OUTPUT ORANGE 105 (SHIELD) SEE VIEW A
5 49 149
CAN 1 SHIELD
RANGE INHIBIT INDICATOR WHITE 124 148 YELLOW (CAN+) MODULE Y MODULE X
24 48 OR OR
164 REQUIRED FOR 6-SPEED 3-POSITION DIAGNOSTIC TOOL DIAGNOSTIC TOOL
OUTPUT BLUE
64
126 YELLOW (TERM)
* SHIFT SELECTOR HOLD SWITCH, CONNECTOR CONNECTOR
OUTPUT PINK 150 26 SEE VIEW B
50
L CAN 2.0B 106 YELLOW (CAN+)
TRANS SERVICE WHITE 113 6
13 J1939 FOR OPTIONAL OPTION 2 (CAN 1 AND CAN 2 ONLY)
CAN 2 127 GREEN (CAN-) JUMPER
DATA 27 CAN INTERFACES,
OUTPUT YELLOW 104 REQUIRED
4 LINK MODULE X
167 (SHIELD) SEE VIEW A
OUTPUT ORANGE 145 CAN 2 SHIELD 67 OR
45 TERMINATION DIAGNOSTIC TOOL TERMINATE
166 YELLOW (CAN+) RESISTOR CONNECTOR
NEUTRAL START TAN 141 66 CAN HIGH
41 VBAT
CAN LOW
CAN 2.0B 132 YELLOW (CAN+)
32 SHIELD
J1939
GRAY 169 CAN 3 (CAN-) CAN HIGH
69 DATA 172 GREEN
LINK 72 CAN 3
GRAY 109 POWER (SHIELD) MODULE Y
9 146
SUPPLY CAN 3 SHIELD 46 OR
10A OR 15A
PINK 170 DIAGNOSTIC TOOL
70 56
156 YELLOW
* CONNECTOR
PINK 110 TPS
10 SENSOR SUPPLY 12
112 PINK *
YELLOW 163
INTERFACE
63 144 BLUE
ANALOG
44
5A, 10A INPUT BLUE 143 TRANSMISSION INTERNAL
OR 15A IGNITION 43 PWM
PWM
INPUT THROTTLE
INPUT YELLOW 102
2 58
158 GREEN * 9
SIGNAL RETURN
VIEW B
12V INPUT GREEN 123 A
23 154 TAN SUMP TEMP 6-SPEED 3-POSITION HOLD SWITCH
54 8
INPUT YELLOW 162
62 138 ORANGE CE (NS) R 2 = 3.3 k Ohm CUSTOMER FURNISHED
38 18 112
DIGITAL INTERFACE
INPUT WHITE 142 CIRCUIT AND SWITCH
42 134 WHITE P
34 23 INTERNAL
INPUT BLUE 101 A MODE R 1 = 10 k Ohm
1 173 BLUE 5TH (SPDT NON-MOMENTARY
73 22 SWITCH 156 SWITCH)
INPUT ORANGE 161 153 YELLOW B (IMS) 6TH
61 53 21 4TH
ABS GREEN 121 C R 4 = 10 k Ohm
21 114 GRAY
14 20 VOLTAGE ON WIRE 156:
INPUT YELLOW 122 158 4TH - 1.0V
22 117 BLUE PS1
17 4 5TH - 4.0V
R 3 = 3.3 k Ohm
SIGNAL RETURNYELLOW 103 PS2 6TH - 2.5V
3 179 PINK PRESSURE
79 7
D SWITCH
157 WHITE PS3
57 6 MANIFOLD
SPEEDOMETER TAN 125 177 GREEN PS4
IGN 25 NZC 77 11
111 ORANGE HSD1 TPS
HIGH SIDE 11 14
DRIVERS 155 WHITE PCS1
55 15
HSD 1
174 BLUE MAIN MOD
74 19 158
L A
178 WHITE TCC
78 10
HSD 2 171 YELLOW HSD2 144 TPS
V BAT 71 16 B CONNECTOR
136 ORANGE PCS2
36 17
152 GREEN SS1 112
52 1 C
SPEED
INTERFACE L
133 YELLOW SS2
33 2
151 WHITE SS3
51 3
HSD 3 131 YELLOW HSD3
31 13
12
137 YELLOW NAS PCS3
37 12
L
60
39
59
40
60
20
80
TRANSMISSION CONTROL
11
MODULE (TCM)
180 ORANGE NT HIGH
10
A TURBINE
120 BLUE NT LOW SPEED
B
160 YELLOW NO HIGH
00
TWISTED PAIR S A OUTPUT

140 GREEN NO LOW SPEED
B
91
159 TAN NE HIGH

A ENGINE
139 ORANGE NE LOW SPEED
B
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Foldout 3. 1000 and 2000 Series Wiring Schematic (A61 and A62 TCM)
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FOLDOUT 4
VIEW A
MAX FEATURE (A63) TCM ALLISON
RECOMMENDATIONS
ALLISON
SWITCHED WIRE NO. COLOR TCM CAN 1
RECOMMENDATIONS
POWER 107 YELLOW (TERM) TERMINATION OR TERMINATION
CAN2
CHECK TRANS. GREEN 129 CAN 2.0B 128 YELLOW (CAN+)
29 28
J1939
5 49 149
CAN 1 SHIELD
RANGE INHIBIT INDICATOR WHITE 124 148 YELLOW (CAN+) MODULE Y MODULE X
24 48 OR OR
OUTPUT BLUE
64
126 YELLOW (TERM)
50
4 LINK MODULE X
OUTPUT ORANGE 145 CAN 2 SHIELD 67 OR
45 TERMINATION DIAGNOSTIC TOOL TERMINATE
166 YELLOW (CAN+) RESISTOR CONNECTOR
NEUTRAL START TAN 141 66 CAN HIGH
41 V BAT
CAN LOW
32 SHIELD
J1939
GRAY 169 CAN 3 (CAN-)
69 DATA 172 GREEN CAN HIGH
LINK 72 CAN 3
9 146
10A OR 15A
70 56
156 YELLOW
* CONNECTOR
PINK 110 TPS
10 SENSOR SUPPLY 12
112 PINK *
YELLOW 163
INTERFACE
63 144 BLUE
ANALOG
44
5A, 10A
IGNITION
INPUT BLUE 143 TRANSMISSION INTERNAL
OR 15A 43 PWM PWM
INPUT THROTTLE
INPUT YELLOW 102
2 58
158 GREEN * 9
SIGNAL RETURN
VIEW B
12V OR 24V INPUT GREEN 123 A
54 8
INPUT YELLOW 162
38 18 112 CIRCUIT AND SWITCH
DIGITAL INTERFACE
INPUT WHITE 142 P
42 34 134 WHITE
23 INTERNAL
61 53 21 4TH
21 114 GRAY
14 20 VOLTAGE ON WIRE 156:
22 117 BLUE PS1
17 4 5TH - 4.0V
R 3 = 3.3 k Ohm
SIGNAL RETURN YELLOW 103 PS2 6TH - 2.5V
3 179 PINK PRESSURE
79 7
D SWITCH
157 WHITE PS3
57 6 MANIFOLD
IGN 25 NZC 77 11
111 ORANGE HSD1 TPS
HIGH SIDE 11 14
55 15
HSD 1
174 BLUE MAIN MOD
74 19 158
L A
178 WHITE TCC
78 10
136 ORANGE PCS2
36 17
152 GREEN SS1 112
52 1 C
SPEED
INTERFACE L
133 YELLOW SS2
33 2
151 WHITE SS3
51 3
HSD 3 131 YELLOW HSD3
31 13
12
137 WHITE NAS PCS3
37 12
L
60
39
59
40
60
20
80
11
MODULE (TCM)
180 ORANGE NT HIGH
10
A TURBINE
B
160 YELLOW NO HIGH
00
TWISTE
D PAIRS A OUTPUT
B
91
159 TAN NE HIGH

A ENGINE
B
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Foldout 4. 1000 and 2000 Series Wiring Schematic (A63 TCM)

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Foldout 5. 1000 and 2000 Series Wiring Schematic (C71 and C72 TCM)
FOLDOUT 5
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FOLDOUT 6
VIEW A
MAX FEATURE (C73M) TCM ALLISON
RECOMMENDATIONS
ALLISON
SWITCHED WIRE NO. COLOR
RECOMMENDATIONS TERMINATION TCM CAN 1 TERMINATION
POWER 107 YELLOW (TERM) OR
CHECK TRANS. GREEN 129 CAN 2
29 CAN 2.0B 128 YELLOW (CAN+)
28
J1939
5 49 149
CAN 1 SHIELD
RANGE INHIBIT INDICATOR WHITE 124 (CAN+) MODULE Y MODULE X
24 148 YELLOW
48 OR OR
OUTPUT BLUE
64
126 YELLOW (TERM)
50
4 LINK MODULE X
OR
OUTPUT ORANGE 145 CAN 2 SHIELD 67 TERMINATION
45 DIAGNOSTIC TOOL TERMINATE
166 YELLOW (CAN+) RESISTOR
NEUTRAL START 66 CONNECTOR CAN HIGH
TAN 141
41 V BAT
CAN LOW
32 SHIELD
J1939
GRAY 169 CAN 3 (CAN-)
69 DATA 172 GREEN CAN HIGH
LINK 72 CAN 3
9 146
10A OR 15A
70 56
156 YELLOW
* CONNECTOR
PINK 110 TPS
10 SENSOR SUPPLY 12
112 PINK *
YELLOW 163
INTERFACE
63 144 BLUE
ANALOG
44
5A, 10A INPUT BLUE 143 TRANSMISSION INTERNAL
OR 15A IGNITION 43 PWM
PWM
INPUT THROTTLE
INPUT YELLOW 102
2 58
158 GREEN * 9
SIGNAL RETURN
VIEW B
12V OR 24V INPUT GREEN 123 A
54 8
INPUT YELLOW 162
38 18 112
DIGITAL INTERFACE
INPUT WHITE 142 CIRCUIT AND SWITCH
42 134 WHITE P
34 23 INTERNAL
61 53 21 4TH
21 114 GRAY VOLTAGE ON WIRE 156:
:
14 20
22 117 BLUE PS1
17 4 5TH - 4.0V
R 3 = 3.3 k Ohm
SIGNAL RETURNYELLOW 103 179 PINK PS2 6TH - 2.5V
3 79 7 PRESSURE
D SWITCH
157 WHITE PS3
57 6 MANIFOLD
IGN 25 NZC 77 11
111 ORANGE HSD1 TPS
HIGH SIDE 11 14
55 15
HSD 1
174 BLUE MAIN MOD
74 19 158
A
L 178 WHITE TCC
78 10
136 ORANGE PCS2
36 17
152 GREEN SS1 112
52 1 C
SPEED
INTERFACE L 133 YELLOW SS2
33 2
151 WHITE SS3
51 3
HSD 3 131 YELLOW NAS HSD3
31 13
12
137 WHITE NAS PCS3
37 12
L
60
39
59
40
60
20
80
11
MODULE (TCM)
180 ORANGE NT HIGH
10
A TURBINE
B
160 YELLOW NO HIGH
00
TWISTED PAIRS A OUTPUT

B
91
159 TAN NE HIGH

A ENGINE
B
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Foldout 6. 1000 and 2000 Series Wiring Schematic (C73 TCM)

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FOLDOUT 7
ALLISON HYDRAULIC SCHEMATIC – REVERSE

1000 AND 2000 SERIES
TCC PCS1 PCS2 MAIN MOD

SOLENOID SOLENOID SOLENOID SOLENOID ACCUMULATOR
ACCUMULATOR ACCUMULATOR
SS1 SS2 SS3
SOLENOID SOLENOID SOLENOID
OE NH
CE NL OE NH OE NL
ON/OFF ON/OFF ON/OFF
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
MANUAL SELECTOR VALVE
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
CONTROL MAIN SUCTION
MAIN MODULATION TCC SIGNAL
10
COOLER OVERAGE / CONVERTER IN TCC PRESSURE
SUMP CONVERTER
FLOW VALVE CONVERTER OUT PCS1 SIGNAL
SUCTION FILTER LUBE C1 PCV1 PRESSURE
00
REGULATOR C2
VALVE PCS2 SIGNAL
C3
C4 PCV2 PRESSURE
91
C5
LUBE / COOLER
EXHAUST BACKFILL
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Foldout 7. Hydraulic Schematic — Reverse

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FOLDOUT 8
ALLISON HYDRAULIC SCHEMATIC – NEUTRAL & PARK


SS1 SS2 SS3
OE NH
CE NL OE NH OE NL
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
10
SUMP CONVERTER
00
REGULATOR C2
VALVE PCS2 SIGNAL
C3
C4 PCV2 PRESSURE
91
C5
LUBE / COOLER
EXHAUST BACKFILL
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Foldout 8. Hydraulic Schematic — Neutral/Park

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FOLDOUT 9
ALLISON HYDRAULIC SCHEMATIC – FIRST RANGE


SS1 SS2 SS3
OE NH
CE NL OE NH OE NL
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
10
SUMP CONVERTER
00
REGULATOR C2
VALVE PCS2 SIGNAL
C3
C4 PCV2 PRESSURE
91
C5
LUBE / COOLER
EXHAUST BACKFILL
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5690043
Foldout 9. Hydraulic Schematic — First Range

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FOLDOUT 10
ALLISON HYDRAULIC SCHEMATIC – SECOND RANGE


SS1 SS2 SS3
OE NH
CE NL OE NH OE NL
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
10
SUMP CONVERTER
00
REGULATOR C2
VALVE PCS2 SIGNAL
C3
C4 PCV2 PRESSURE
91
C5
LUBE / COOLER
EXHAUST BACKFILL
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5690143
Foldout 10. Hydraulic Schematic — Second Range

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FOLDOUT 11
ALLISON HYDRAULIC SCHEMATIC – THIRD RANGE


SS1 SS2 SS3
OE NH
CE NL OE NH OE NL
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
10
SUMP CONVERTER
00
REGULATOR C2
VALVE PCS2 SIGNAL
C3
C4 PCV2 PRESSURE
91
C5
LUBE / COOLER
EXHAUST BACKFILL
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5690243
Foldout 11. Hydraulic Schematic — Third Range

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FOLDOUT 12
ALLISON HYDRAULIC SCHEMATIC – FOURTH RANGE


SS1 SS2 SS3
OE NH
CE NL OE NH OE NL
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
10
SUMP CONVERTER
00
REGULATOR C2
VALVE PCS2 SIGNAL
C3
C4 PCV2 PRESSURE
91
C5
LUBE / COOLER
EXHAUST BACKFILL
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5690343
Foldout 12. Hydraulic Schematic — Fourth Range

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FOLDOUT 13
ALLISON HYDRAULIC SCHEMATIC – FIFTH RANGE


SS1 SS2 SS3
OE NH
CE NL OE NH OE NL
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
10
SUMP CONVERTER
00
REGULATOR C2
VALVE PCS2 SIGNAL
C3
C4 PCV2 PRESSURE
91
C5
LUBE / COOLER
EXHAUST BACKFILL
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5690443
Foldout 13. Hydraulic Schematic — Fifth Range

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FOLDOUT 14
ALLISON HYDRAULIC SCHEMATIC – SIXTH RANGE


SS1 SS2 SS3
OE NH
CE NL OE NH OE NL
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
10
SUMP CONVERTER
00
REGULATOR C2
VALVE PCS2 SIGNAL
C3
C4 PCV2 PRESSURE
91
C5
LUBE / COOLER
EXHAUST BACKFILL
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5690543
Foldout 14. Hydraulic Schematic — Sixth Range

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FOLDOUT 15
ALLISON HYDRAULIC SCHEMATIC – NEUTRAL (LIMP HOME)


SS1 SS2 SS3
OE NH
CE NL OE NH OE NL
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
10
SUMP CONVERTER
00
REGULATOR C2
VALVE PCS2 SIGNAL
C3
C4 PCV2 PRESSURE
91
C5
LUBE / COOLER
EXHAUST BACKFILL
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Foldout 15. Hydraulic Schematic — Neutral Limp Home

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FOLDOUT 16
ALLISON HYDRAULIC SCHEMATIC – REVERSE (LIMP HOME)


SS1 SS2 SS3
OE NH
CE NL OE NH OE NL
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
10
SUMP CONVERTER
00
REGULATOR C2
VALVE PCS2 SIGNAL
C3
C4 PCV2 PRESSURE
91
C5
LUBE / COOLER
EXHAUST BACKFILL
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Foldout 16. Hydraulic Schematic — Reverse Limp Home

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FOLDOUT 17
ALLISON HYDRAULIC SCHEMATIC – THIRD RANGE (LIMP HOME)


SS1 SS2 SS3
OE NH
CE NL OE NH OE NL
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
10
SUMP CONVERTER
00
REGULATOR C2
VALVE PCS2 SIGNAL
C3
C4 PCV2 PRESSURE
91
C5
LUBE / COOLER
EXHAUST BACKFILL
om
5690863
Foldout 17. Hydraulic Schematic — Third Range Limp Home

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60
12
FOLDOUT 18
ALLISON HYDRAULIC SCHEMATIC – FIFTH RANGE (LIMP HOME)


SS1 SS2 SS3
OE NH
CE NL OE NH OE NL
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
10
SUMP CONVERTER
00
REGULATOR C2
VALVE PCS2 SIGNAL
C3
C4 PCV2 PRESSURE
91
C5
LUBE / COOLER
EXHAUST BACKFILL
om
5690963
Foldout 18. Hydraulic Schematic — Fifth Range Limp Home

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60
12
FOLDOUT 19
PCS3
(NAS)
ALLISON HYDRAULIC SCHEMATIC – REVERSE OE NH
1000 AND 2000 SERIES (NAS)

EX
TCC MAIN MOD EX

PCS1 PCS2
SS1 SS2 SS3
OE NH
CE NL OE NH OE NL ACCUMULATOR
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
10
SUMP CONVERTER
00
REGULATOR C2
VALVE PCS2 SIGNAL
C3
C4 PCV2 PRESSURE
91
C5 PCS3 SIGNAL
LUBE / COOLER PCV3 PRESSURE
EXHAUST BACKFILL
om
5691063
Foldout 19. Hydraulic Schematic — Reverse (with NAS)

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11
60
12
FOLDOUT 20
PCS3
(NAS)
ALLISON HYDRAULIC SCHEMATIC – NEUTRAL & PARK OE NH

EX
TCC MAIN MOD EX

PCS1 PCS2
SS1 SS2 SS3
OE NH
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
10
SUMP CONVERTER
00
REGULATOR C2
VALVE PCS2 SIGNAL
C3
C4 PCV2 PRESSURE
91
C5 PCS3 SIGNAL
EXHAUST BACKFILL
om
5691153
Foldout 20. Hydraulic Schematic — Neutral/Park (with NAS)

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11
60
12
FOLDOUT 21
PCS3
(NAS)
ALLISON HYDRAULIC SCHEMATIC – FIRST RANGE WITH NEUTRAL AT STOP (PREMIUM) ACTIVE OE NH

EX
TCC MAIN MOD EX

PCS1 PCS2
SS1 SS2 SS3
OE NH
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
10
SUMP CONVERTER
00
REGULATOR C2
VALVE PCS2 SIGNAL
C3
C4 PCV2 PRESSURE
91
C5 PCS3 SIGNAL
EXHAUST BACKFILL
om
5689413
Foldout 21. Hydraulic Schematic — First Range with Neutral at Stop (Premium) Active
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10
11
60
12
FOLDOUT 22
PCS3
(NAS)
ALLISON HYDRAULIC SCHEMATIC – FIRST RANGE WITH NEUTRAL AT STOP (STANDARD) ACTIVE OE NH

EX
TCC MAIN MOD EX

PCS1 PCS2
SS1 SS2 SS3
OE NH
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
ENERGIZED MAIN MODULATION TCC SIGNAL
10
COOLER SOLENOID OVERAGE / CONVERTER IN TCC PRESSURE
SUMP CONVERTER
SUCTION FILTER LUBE DE-ENERGIZED C1 PCV1 PRESSURE
00
REGULATOR SOLENOID C2
VALVE PCS2 SIGNAL
C3
MODULATING PCV2 PRESSURE
C4
91
SOLENOID C5 PCS3 SIGNAL

EXHAUST BACKFILL
om
5691263
Foldout 22. Hydraulic Schematic — First Range with Neutral at Stop (Standard) Active
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10
11
60
12
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11
60
12
FOLDOUT 23
PCS3
(NAS)
ALLISON HYDRAULIC SCHEMATIC – FIRST RANGE OE NH

EX
TCC MAIN MOD EX

PCS1 PCS2
SS1 SS2 SS3
OE NH
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
10
SUMP CONVERTER
00
REGULATOR C2
VALVE PCS2 SIGNAL
C3
C4 PCV2 PRESSURE
91
C5 PCS3 SIGNAL
EXHAUST BACKFILL
om
5691363
Foldout 23. Hydraulic Schematic — First Range (with NAS)

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10
11
60
12
FOLDOUT 24
PCS3
(NAS)
ALLISON HYDRAULIC SCHEMATIC – SECOND RANGE OE NH

EX
TCC MAIN MOD EX

PCS1 PCS2
SS1 SS2 SS3
OE NH
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
10
SUMP CONVERTER
00
REGULATOR C2
VALVE PCS2 SIGNAL
C3
C4 PCV2 PRESSURE
91
C5 PCS3 SIGNAL
EXHAUST BACKFILL
om
5691463
Foldout 24. Hydraulic Schematic — Second Range (with NAS)

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10
11
60
12
FOLDOUT 25
PCS3
(NAS)
ALLISON HYDRAULIC SCHEMATIC – THIRD RANGE OE NH

EX
TCC MAIN MOD EX

PCS1 PCS2
SS1 SS2 SS3
OE NH
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
10
SUMP CONVERTER
00
REGULATOR C2
VALVE PCS2 SIGNAL
C3
C4 PCV2 PRESSURE
91
C5 PCS3 SIGNAL
EXHAUST BACKFILL
om
5691563
Foldout 25. Hydraulic Schematic — Third Range (with NAS)

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00
10
11
60
12
FOLDOUT 26
PCS3
(NAS)
ALLISON HYDRAULIC SCHEMATIC – FOURTH RANGE OE NH

EX
TCC MAIN MOD EX

PCS1 PCS2
SS1 SS2 SS3
OE NH
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
10
SUMP CONVERTER
00
REGULATOR C2
VALVE PCS2 SIGNAL
C3
C4 PCV2 PRESSURE
91
C5 PCS3 SIGNAL
EXHAUST BACKFILL
om
5691663
Foldout 26. Hydraulic Schematic — Fourth Range (with NAS)

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00
10
11
60
12
FOLDOUT 27
PCS3
(NAS)
ALLISON HYDRAULIC SCHEMATIC – FIFTH RANGE OE NH

EX
TCC MAIN MOD EX

PCS1 PCS2
SS1 SS2 SS3
OE NH
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
10
SUMP CONVERTER
00
REGULATOR C2
VALVE PCS2 SIGNAL
C3
C4 PCV2 PRESSURE
91
C5 PCS3 SIGNAL
EXHAUST BACKFILL
om
5691763
Foldout 27. Hydraulic Schematic — Fifth Range (with NAS)

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00
10
11
60
12
FOLDOUT 28
PCS3
(NAS)
ALLISON HYDRAULIC SCHEMATIC – SIXTH RANGE OE NH

EX
TCC MAIN MOD EX

PCS1 PCS2
SS1 SS2 SS3
OE NH
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
10
SUMP CONVERTER
00
REGULATOR C2
VALVE PCS2 SIGNAL
C3
C4 PCV2 PRESSURE
91
C5 PCS3 SIGNAL
EXHAUST BACKFILL
om
5691943
Foldout 28. Hydraulic Schematic — Sixth Range (with NAS)

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00
10
11
60
12
FOLDOUT 29
PCS3
(NAS)
ALLISON HYDRAULIC SCHEMATIC – NEUTRAL (LIMP HOME) OE NH

EX
TCC MAIN MOD EX

PCS1 PCS2
SS1 SS2 SS3
OE NH
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
10
SUMP CONVERTER
00
REGULATOR C2
VALVE PCS2 SIGNAL
C3
C4 PCV2 PRESSURE
91
C5 PCS3 SIGNAL
EXHAUST BACKFILL
om
5692253
Foldout 29. Hydraulic Schematic — Neutral Limp Home (with NAS)

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00
10
11
60
12
FOLDOUT 30
PCS3
(NAS)
ALLISON HYDRAULIC SCHEMATIC – REVERSE (LIMP HOME) OE NH

EX
TCC MAIN MOD EX

PCS1 PCS2
SS1 SS2 SS3
OE NH
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
10
SUMP CONVERTER
00
REGULATOR C2
VALVE PCS2 SIGNAL
C3
C4 PCV2 PRESSURE
91
C5 PCS3 SIGNAL
EXHAUST BACKFILL
om
5692433
Foldout 30. Hydraulic Schematic — Reverse Limp Home (with NAS)

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00
10
11
60
12
FOLDOUT 31
PCS3
(NAS)
ALLISON HYDRAULIC SCHEMATIC – THIRD RANGE (LIMP HOME) OE NH

EX
TCC MAIN MOD EX

PCS1 PCS2
SS1 SS2 SS3
OE NH
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
10
SUMP CONVERTER
00
REGULATOR C2
VALVE PCS2 SIGNAL
C3
C4 PCV2 PRESSURE
91
C5 PCS3 SIGNAL
EXHAUST BACKFILL
om
5692553
Foldout 31. Hydraulic Schematic — Third Range Limp Home (with NAS)
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10
11
60
12
FOLDOUT 32
PCS3
(NAS)
ALLISON HYDRAULIC SCHEMATIC – FIFTH RANGE (LIMP HOME) OE NH

EX
TCC MAIN MOD EX

PCS1 PCS2
SS1 SS2 SS3
OE NH
NC NC NC
EX
EX EX PCS2 EX
SCREEN
EX EX
EX
D N R
EX EX
EX
EX
C1
MAIN
PRESSURE
TAP
C2
C1 CLUTCH
EX EX BACKFILL
VALVE
CONTROL
MAIN
C3
EX EX FILTER
EX PS1
POP-OFF EX CONTROL
C4
VALVE MAIN
CONTROL RELIEF
MAIN EX
VALVE
VALVE
C5
EX
MAIN REGULATOR
VALVE TCC SV1 PS3
SHIFT EX
VALVE
CONVERTER
RELIEF PS2
VALVE
SV2
SHIFT SV3
SHIFT EX
PUMP VALVE
VALVE
EXHAUST
BACKFILL
EX VALVE
12
PS4
60
LUBE
11 MAIN EXHAUST
10
SUMP CONVERTER
00
REGULATOR C2
VALVE PCS2 SIGNAL
C3
C4 PCV2 PRESSURE
91
C5 PCS3 SIGNAL
EXHAUST BACKFILL
om
5692813
Foldout 32. Hydraulic Schematic — Fifth Range Limp Home (with NAS)
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10
11
60
12
Section Seven
Appendix A—REVISION HISTORY
This revision history includes a summary of changes made to the following topics between 2021/03 and
2021/09.
FOREWORD—How to Use This Manual

2021/08 Updated to 6th Generation Controls
1-1. SCOPE OF MANUAL

1-5. OPERATING INSTRUCTIONS

2021/08 Updated Operators Manual information
1 2
1-7. FLUID RECOMMENDATIONS
60
2021/05 Added TES 668TM
11
1-8. ELECTROMAGNETIC/RADIO FREQUENCY
10
INTERFERENCE
2021/08 Add TS8795
00
2-1. MODULAR DESIGN
91
2021/07 Added Series
m
co
3-1. EXTERNAL COMPONENTS

.
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Updated the speed sensor section

New graphics with legend
tru
3-3. PRIMARY/SECONDARY SHIFT SCHEDULES

pg
2021/07 Rewrite FuelSense® 2.0 section

@
FOLDOUTS
es
2021/08 Added updated schematics

m
ja

Allison Transmission Authorized Service Coverage
1 2
60
11
10
00
91
m
co
A World Of Support
.
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tru
From our headquarters in Indianapolis, Indiana to our manufacturing plants in Hungary

pg
and India, to approximately 1,500 Allison Authorized Distributors and Dealers around the
globe, you are never far from the products, training, service and support you demand.
@
es
Our support starts from the moment an Allison transmission is specified. We work with
you to ensure that the model and ratings fit your engine to create a tailored package
m
of powerful performance and reliable efficiency. And when you need parts or service,
ja
you can count on global access to factory-trained specialists and Allison Genuine Parts™.
allisontransmission.com
One Allison Way

Indianapolis, Indiana USA 46222-3271 PO7137EN (202109)
Information or specifications subject to © 2021 Allison Transmission Inc.

change without notice or obligation. All Rights Reserved.
allisontransmission.com

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1000 and 2000 Series

Allison 5th and 6th Generation Controls

Copyright © 2021 Allison Transmission, Inc. All Rights Reserved.

Page ii Copyright © 2021 Allison Transmission, Inc. All Rights Reserved.

Vehicle or equipment manufacturers (collectively hereinafter "manufacturer(s)") integrate Allison

times the Allison transmission is being serviced.

WARNINGS, CAUTIONS, NOTES

followed, could result in personal injury or loss of life.

• ABS Anti-lock Brake System

• IMS Internal Mode Switch

• LBSS Load-Based Shift Scheduling

• LRD Low Rate Damper

• LRTP Low Range Torque Protection

• MSV Manual Selector Valve

• NAS Neutral at Stop

• OEM Original Equipment Manufacturer

Page iv Copyright © 2021 Allison Transmission, Inc. All Rights Reserved.

• VEPS Vehicle Electronic Programming Stations

• VMMS Variable Modulated Main Solenoid

Copyright © 2021 Allison Transmission, Inc. All Rights Reserved. Page v

telephone directory under the heading of Transmissions—Truck, Tractor, etc.

subscription which can be purchased through an Allison Authorized distributor.

Page vi Copyright © 2021 Allison Transmission, Inc. All Rights Reserved.

TOLL FREE: 844-829-3595

For more information about Allison products please visit www.allisontransmission.com.

IT IS YOUR RESPONSIBILITY TO BE FAMILIAR WITH ALL OF THEM.

Copyright © 2021 Allison Transmission, Inc. All Rights Reserved. Page ix

Page x Copyright © 2021 Allison Transmission, Inc. All Rights Reserved.

FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ii 2-4. GEARBOX MODULE— PLANETARY GEARS

C. Main Housing and Stationary Clutches . . . . . . . 23

ii. Transmission-Mounted Parking Brake . . . 25

2-6. OIL PAN/CONTROL VALVE MODULE . . . . . . . . . 27

B. Electro-Hydraulic Control Valve Assembly . . . . . 27

1-6. SPECIFICATIONS AND DATA . . . . . . . . . . . . . . 8 Section 3. ELECTRONIC CONTROLS

3-1. EXTERNAL COMPONENTS . . . . . . . . . . . . . . 29

Section 2. TRANSMISSION MODULES ii. Shift Calibration . . . . . . . . . . . . . . . 30

2-1. MODULAR DESIGN . . . . . . . . . . . . . . . . . . . 15 iii. Adaptive Control . . . . . . . . . . . . . . 31

2-2. INPUT MODULES . . . . . . . . . . . . . . . . . . . . 15 iv. Inhibits . . . . . . . . . . . . . . . . . . . . 31

Copyright © 2021 Allison Transmission, Inc. All Rights Reserved. Page xi

iii. Internal Mode Switch (IMS) . . . . . . . . 36 ii. Display Procedure . . . . . . . . . . . . . 53

3-2. INTERNAL COMPONENTS . . . . . . . . . . . . . . . 36 4-2. 1000 AND 2000 SERIES SERVICE

i. Converter Over-temp Torque

Protection (COTP) . . . . . . . . . . . . 47 C. Control Main Circuit . . . . . . . . . . . . . . . . . 61

3-6. RANGE PRESELECTION . . . . . . . . . . . . . . . . 48 i. Control Main Valve . . . . . . . . . . . . . 61

A. Hold Upshift . . . . . . . . . . . . . . . . . . . . . . 48 ii. Control Main Relief Valve . . . . . . . . . 61

B. Preselect Downshift . . . . . . . . . . . . . . . . . 48 iii. Control Main Filter . . . . . . . . . . . . . 61

3-7. GENERAL CLUTCH CONTROL . . . . . . . . . . . . 49 D. Torque Converter Circuit . . . . . . . . . . . . . . . 61

i. Pre-Shift . . . . . . . . . . . . . . . . . . . 49 i. Converter Operation . . . . . . . . . . . . 61

ii. Clutch Control . . . . . . . . . . . . . . . . 49 ii. Torque Converter Clutch Operation . . . . 62

iii. Post-Shift . . . . . . . . . . . . . . . . . . 49 iii. Converter Relief Valve . . . . . . . . . . . 62

3-8. COMMUNICATION INTERFACES . . . . . . . . . . . 50 E. Cooler/Lubrication Circuit . . . . . . . . . . . . . . 62

A. SAE J1850 Interface . . . . . . . . . . . . . . . . 50 F. Exhaust Circuit . . . . . . . . . . . . . . . . . . . . 62

B. SAE J1939 CAN Controller Area Network G. Suction Circuit . . . . . . . . . . . . . . . . . . . . 62

D. Hydraulic Circuit— TCC Lockup . . . . . . . . . . 68

I. Hydraulic Circuit—Reverse . . . . . . . . . . . . . 72 15. Hydraulic Schematic — Neutral Limp Home

5-4. CLUTCH APPLICATION . . . . . . . . . . . . . . . . . 73 16. Hydraulic Schematic — Reverse Limp Home

C. Normal Operation . . . . . . . . . . . . . . . . . . 74 19. Hydraulic Schematic — Reverse (with NAS)

E. Second Range Torque Path . . . . . . . . . . . . . 84

31. Hydraulic Schematic — Third Range Limp Home

H. Fifth Range Torque Path . . . . . . . . . . . . . . . 87

I. Sixth Range Torque Path . . . . . . . . . . . . . . 88

J. Reverse Torque Path . . . . . . . . . . . . . . . . . 90

Section 7. CUSTOMER SERVICE

7-1. OWNER ASSISTANCE . . . . . . . . . . . . . . . . . 91

HS, 2200 HS, 2300 HS, 2350 HS, 2500 HS,

• Motor Home Series—1000 MHS, 1350 MHS,

2100 MHS, 2200 MHS, 2350 MHS*, 2500

MHS, 2550 MHS

1350 PTS, 2100 PTS, 2200 PTS, 2350 PTS,

2500 PTS, 2550 PTS

2100 RDS, 2200 RDS, 2300 RDS, 2350

RDS, 2500 RDS, 2550 RDS*