APPLICATION MANUAL

123456789012345678901234567890121234567890123456789012345678901212345678901234567890123456
123456789012345678901234567890121234567890123456789012345678901212345678901234567890123456
123456789012345678901234567890121234567890123456789012345678901212345678901234567890123456
123456789012345678901234567890121234567890123456789012345678901212345678901234567890123456
ALLISON AT500 and AT1500P SERIES MODELS
123456789012345678901234567890121234567890123456789012345678901212345678901234567890123456

Discussion in the AT-SERIES APPLICATION MANUAL includes:

AT500 AND AT1500P-SERIES PRODUCT DEFINITION

1.0 GENERAL DESCRIPTION

1.1 Basic Models
1.2 Model Derivatives

2.0 FEATURES AND OPTIONS

3.0 CONTROLS

4.0 OPERATIONAL SPECIFICATIONS

4.1 Fluids
4.2 Temperatures
4.3 Attitude
4.4 Main Pressure
4.5 Vehicle Towing

5.0 TECHNICAL SPECIFICATIONS

5.1 Ratings
5.2 Gear Ratios
5.3 Dry Weight
5.4 Input Inertia

6.0 VEHICLE APPLICATIONS

6.1 Vehicle Retardation
6.2 Application Guidelines and Vehicle Performance Analysis

7.0 VERIFYING THE ENGINE SELECTION

- Torsional Vibration Concerns
- Engine Braking Devices
- Smoke Controls
- Reduced Governed Speed Engines
- "Zero-Droop" Electronically-Controlled Engines

TDATAM March, 1999

 INSTALLATION DRAWING REFERENCES
AT500 and AT1500P-SERIES MODELS

Allison installation drawings are frequently referenced in this section to clarify items discussed in the text.
More than one drawing may exist for some topics – and the correct reference for your installation will depend
upon the transmission model and options involved.

The following reference chart will assist in identifying the correct installation drawings for your transmission,
options, and installation. All drawings are filed in the "Installation Drawings" section.

To use the chart:

1. Use the flow diagram at the top to select the column relating to your transmission configuration.
2. Scan down the page to the desired topic on the drawing subject list.
3. Scan across the page to the column for your transmission configuration.
4. Read the installation drawing number for your installation. "N/A" denotes that the subject topic is
not applicable to the transmission configuration selected in the flow chart.

Basic Transmission Model?

Without Lockup Clutch With Lockup Clutch

Ø Ø
Ø Ø Ø Ø
MODEL NAME(S) AT542 AT545 AT1542P AT1545P
AT542N AT545N AT1542NP AT1545NP
AT545NR
AT545R
DRAWING SUBJECT Ø Ø Ø Ø
Basic Installation Drawing AS20-032 AS20-007 AS20-039 AS20-037
Adaptation Design Requiements AS20-008 AS20-008 AS20-035 AS20-035
Engine Adaptation Designs AS04-xxx Series AS04-xxx Series AS04-xxx Series AS04-xxx Series
Retarder Option* N/A AS20-041 N/A N/A
Converter Driven PTO Provision** N/A N/A AS20-010 AS20-010
Yoke / Flange Availability AS20-053 AS20-053 AS20-053 AS20-053
Yoke / Flange Design Requirements AS20-014 AS20-014 AS20-014 AS20-014
Parking Brake Mounting Provision AS20-011 AS20-011 AS20-011 AS20-011
Oil Pan Options
5.3-inch Oil Pan and Provisions N/A AS20-030 N/A AS20-030
3.8-inch Oil Pan and Provisions AS20-031 AS20-031 AS20-031 AS20-031
Allison Filter Installation Requirements AS00-097 AS00-097 AS00-097 AS00-097
Neutral Start Switch Information AS00-164 AS00-164 AS00-164 AS00-164
External Hydraulic Circuit Requirements AS20-009 AS20-009 AS20-009 AS20-009
Controls
Range Selector Control Data AS20-012 AS20-012 AS20-012 AS20-012
Shift Modulator Installation Requirements AS20-023 AS20-023 AS20-023 AS20-023
Electric Signal Provisions AS20-016 AS20-016 AS20-016 AS20-016
Speedometer Drive Data AS20-013 AS20-013 AS20-013 AS20-013
Retarder Controls AS20-041 AS20-041 AS20-041 AS20-041

*Retarder option is not avialable with PTO.

**PTO provision is not avialable with retarder.

Page 2 March, 1999 AT500 and AT1500P Series Application Manual

APPLICATION MANUAL - AT500 AND AT1500P SERIES TRANSMISSIONS
The AT-Series Application Manual discusses:
• General Description
• Features and Options
• Controls
• Operational Specifications
• Technical Specifications
• Vehicle Applications
• Verifying the Engine Selection
The purpose of this document is to provide a general
description of these transmission models, and their
features and options. Transmission operation, technical
specifications, and vehicle applications are also dis-
cussed.
1.0 GENERAL DESCRIPTION
The AT500(R) and AT1500P Series transmissions are
fully automatic and torque-converter driven, with
hydraulic shift controls. These models have four
forward speeds, and are best suited for light-medium
duty, on-highway applications.
For the AT542 and AT545 models, torque and speed are
transferred from the engine to the transmission gear pack
through the torque converter at all times. The AT1542P
and AT1545P models incorporate a lockup clutch in their
design which is automatically engaged, when operating
conditions permit, to provide direct drive between the
input and output sections of the torque converter -
effectively providing direct drive from the engine to the
transmission gear pack. The input section of these two
lockup-equipped models also includes a damper to
minimize the need for additional engine vibration control.
The PTO drive provision is standard for the AT1500P-
series models.
All AT-model clutches are hydraulically actuated, spring
released and have automatic compensation for wear.
Hydraulic shift controls provide automatic gear selection
in each range, and (for the AT15xx series models)
automatic engagement of the lockup clutch. All gears
are spur-type, arranged in planetary sets.
A choice of torque converters is available to permit
matching the transmission to a wide variety of diesel and
gasoline engines. Refer to Technical Document 148
(Engine/Converter Matching) in the GENERAL INFOR-
MATION book for additional details on this subject.
1.1 BASIC MODELS
Four basic four-speed transmission models are available
in the AT transmission family, each containing features
which have been designed for specific vocational needs:
Without lockup clutch With lockup clutch
• AT542 • AT1542P
• AT545 • AT1545P
AT500 and AT1500P Series Application Manual April, 2002
AT542 – This four-speed model is best suited for light
duty on-highway applications such as school and shuttle
buses, motor homes, recreational vehicles, general pickup
and delivery, and fire/rescue/ambulance vehicles. The
AT542 is not suited for industrial or off-highway use.
The AT542 is not acceptable for use with front mounted
snow plows.
AT545 – The four-speed AT545 model is best suited for
medium duty on-highway applications of a multi-nature,
such as: school bus, fuel delivery, beverage delivery,
one-way rental trucks, fire/rescue/ambulance vehicles,
road sweepers, general pickup and delivery, and limited
transit coach use. The AT545 is not acceptable for use
with front mounted snow plows. The AT545 may be
considered for use in light-duty refuse vehicles, motor
homes, mobile cranes, and locomotive rail equipment.
Government agency maintenance dump trucks are accept-
able applications, provided front-mounted snow removal
equipment is not utilized. Private contractor dump trucks
are generally considered heavy-duty, and therefore, are
not acceptable applications for the AT545. Off-highway
and industrial applications are also considered unaccept-
able vocations for the AT545.
AT1542P – This four-speed model is best suited for light
duty on-highway applications such as school and shuttle
buses, motor homes, recreational vehicles, general pickup
and delivery, and fire/rescue/ambulance vehicles. The
AT1542P is not suited for industrial or off-highway use.
AT1545P – The four-speed AT1545P model is best suited
for medium duty on-highway applications of a multi-
nature, such as: school bus, fuel delivery, beverage
delivery, one-way rental trucks, fire/rescue/ambulance
vehicles, general pickup and delivery, and limited transit
coach use. The AT1545P may be considered for use in
road sweepers and motor homes. Government agency
maintenance dump trucks are acceptable applications,
provided front-mounted snow removal equipment is not
utilized. Private contractor dump trucks are generally
considered heavy-duty, and therefore, are not acceptable
applications for the AT1545P. Off-highway and industrial
applications are also considered unacceptable vocations
for the AT1545P.
1.2 MODEL DERIVATIVES
Several transmission configurations are available within
the four basic transmission model families. In most cases,
the inclusion of a special feature is identified by the
addition of a suffix to the basic transmission model
number. Features so identified are:
• Two neutral positions (one dedicated to park brake);
identified with "N", i.e. AT542N
Page 3
 • PTO drive gear and provision; identified with "P",
i.e. AT1545P. This nomenclature is not applicable to
AT500-series models.
• Input retarder; identified with "R", i.e. AT545R
Refer to Figure 1 for more details regarding the composi-
tion of the model number of an AT500 or AT1500-series
transmission as discussed in detail later in this section.
AT 1545 N P R
Retarder Option
PTO Drive Provision
(This naming convention is not
applicable to AT500's)
Two-Neutral Positions (for park brake)
2 = "Light Duty" Applications
5 = "Medium Duty" Applications
AT500 = Without Lockup Clutch
AT1500 = With Lockup Clutch
Figure 1: AT500/1500-Series Model Nomenclature
AT542N, AT545N, AT1542NP, and AT1545NP Models –
All transmission models are available in this optional
configuration. These transmissions are equipped with an
optional control system which provides two separate
Neutral positions in the shift mechanism and transmis-
sion controls. When so equipped, the transmission
models are denoted with an "N" at the end of the model
name, i.e. AT545N. These transmissions are specially
designed for use in vehicles equipped with parking
brakes which are activated by placing the control in the
"second neutral" position.
Vocational uses for these models are identical to their
respective base models. These models include additional
provisions which, when properly equipped by the
vehicle manufacturer, permit the operator to activate the
vehicle parking brake through a "PARK BRAKE"
position on the shift mechanism. This feature and model
are especially desirable in vocations such as one-way
rental trucks or motor homes in which the operator
controls are designed to be very similar to those of a
passenger car.
AT1542P, and AT1545P Models – The standard configu-
ration of the AT1500P-series models includes a PTO
drive gear as an integral part of the transmission assem-
bly. Because they are so equipped, the transmission
models are denoted with a "P" at the end of the model
name, i.e. AT1545P. The PTO drive gear may not be
deleted from the transmission assembly.
Page 4
NOTE: The "P" nomenclature is not used for
the AT542 and AT545 models.
AT545R Model – AT545 transmissions may, as an
option, be equipped with a retarder which may be used
to enhance vehicle braking. Transmissions equipped
with the retarder option are denoted with an "R" at the
end of the model name, i.e. AT545R. The PTO drive
provision is not available with retarder-equipped models.
2.0 FEATURES AND OPTIONS
Each transmission contains additional standard features
which facilitate installation and operation in typical
vehicles which are appropriate for that particular trans-
mission model. In addition, a variety of optional equip-
ment (options) is also available for each model to
enhance transmission or vehicle operation. The selec-
tion and use of these items is normally associated with
the specific intended use of the individual vehicle. To
identify the locations of many of these items, and for
further details regarding their selection, refer to Section
A: Transmission Familiarization of the AT500(R)/
AT1500P-Series Installation Manual.
3.0 CONTROLS
The transmission shifting function is performed through
the use of hydraulically-operated clutches. Refer to
Section I: Shift Controls of the AT500(R)/AT1500P-
Series Installation Manual for further details.
Each transmission is equipped with a variety of features
which, when properly interfaced with other vehicle
components, perform functions of vehicle or accessory
control, assist the operator in vehicle operation, protect
the vehicle or transmission from abuse, or otherwise
tailor operation to specific vocational applications. For
further details regarding these requirements, refer to
Section I: Shift Controls of the AT500(R)/AT1500P-
Series Installation Manual.
4.0 OPERATIONAL SPECIFICATIONS
4.1 FLUIDS
These transmissions are designed to operate with
DEXRON®-III or type C-4 fluids. Recommended sources
of fluids are summarized in the document Transmission
Fluid Recommendations which is included in the
GENERAL INFORMATION book. For fluid fill volumes,
Refer to the Transmission Specifications section of this
book. For fluid fill procedures and requirements, refer to
Section D: Oil System of the AT500(R)/AT1500P
Installation Manual.
April, 2002 AT500 and AT1500P Series Application Manual
4.2 TEMPERATURES
Refer to the Transmission Specifications section of this
book, for operating temperature specifications for:
• start-up
• sump temperature during operation
• "To Cooler" temperature
• "Retarder Out" temperature (if applicable)
4.3 ATTITUDE
The transmission must be installed and used in a
reasonably level (horizontal) manner. Specifications for
installed orientation of pitch (fore/aft) and roll (side-to-
side) are included in the Transmission Specifications
section of this book. Maximum operating angles, which
include the installed orientation, are shown on Table 4 of
same drawing.
4.4 MAIN PRESSURE
Each transmission is equipped with an internal oil pump
which delivers pressurized fluid to the transmission at a
regulated pressure. Transmission main pressure is an
indicator of the condition of the fluid system and is a
necessary reference during transmission service and
diagnosis. Main pressure varies as a function of the
operating state and gear selection. Pressure schedules
are summarized in the Transmission Specifications
section of this book.
4.5 VEHICLE TOWING
Vehicles equipped with AT500(R) and AT1500P-series
automatic transmissions may not be towed (due to
potential damage from lack of internal lubrication) unless
the drive axle is lifted or the vehicle driveshaft is discon-
nected.
5.0 TECHNICAL SPECIFICATIONS
Technical descriptions and specifications for the trans-
mission models are consolidated in the Transmission
Specifications section of this book for each model as
follows:
5.1 RATINGS
Maximum permissible input power and torque, turbine
torque, governed speed of the engine, and gross vehicle
weight must be within acceptable ranges. Refer to the
Transmission Specifications section of this book
5.2 GEAR RATIOS
Mechanical gearing ratio of each drive range is shown
for all models. The ratios shown do NOT include the
torque multiplication characteristics of the transmission
torque converter. Refer to the Transmission Specifica-
tions section of this book
AT500 and AT1500P Series Application Manual March, 1999
5.3 DRY WEIGHT
Transmission weight is affected by the addition of some
optional features. Refer to the Transmission Specifica-
tions section of this book for a summary of weights by
both model and optional configuration.
5.4 INPUT INERTIA
The moment of inertia of those parts which always rotate
with the engine is listed with other requirements on the
Engine Adaptation Design Requirements drawings:
AT542, AT545(R): AS20-008
AT1542P, AT1545P: AS20-035
6.0 VEHICLE APPLICATIONS
6.1 VEHICLE RETARDER
The effectiveness of engine braking systems, such as
exhaust and compression brakes, is heavily dependent
upon the feedback characteristics of the torque converter
because, in the braking mode, the power flow through
the converter is towards the engine. In order to maximize
the performance of an engine brake, a transmission with
a clutch-type torque converter should be used. Use of
the engine brake should normally be limited to transmis-
sion "lockup" operation. For reference, the AT1542P and
AT1545P (plus all MT600 and HT700 series transmis-
sions) incorporate a lockup clutch in the torque con-
verter, whereas the AT542 and AT545 models do not.
The AT5xx models, therefore, will not allow maximum
engine brake performance because its effectivity is
severely limited by the AT500 converter feedback
characteristics. Selection of a retarder-equipped AT5xxR-
series transmission should be considered as an alterna-
tive to the use of an engine brake with these transmis-
sion models.
In addition to limited braking effectiveness, the use of an
engine brake at low engine speeds is often the cause of
transmission cooling concerns.
For further information, refer to the AT500(R)/AT1500P-
Series Installation Manual. Of special importance are
discussions in Section H: Retarder Provisions regarding
the selection and use of engine braking devices, and
Section E: Transmission Cooling.
6.2 APPLICATION GUIDELINES AND
VEHICLE PERFORMANCE ANALYSIS
The performance analysis of a vehicle requires the
translation of engine power into work done by a vehicle.
An example may be the speed and gradeability achiev-
able by a truck hauling a given size payload.
Page 5
This analysis requires the conversion of engine perfor-
mance to net power at the operating conditions encoun-
tered by the vehicle, plus a matched performance
calculation with a selected torque converter, The vehicle
performance calculation should consider the appropriate
axle ratio, tire size rolling resistance, wind resistance, and
various loading or load distribution options.
As the analysis is quite long, laborious and subject to
undetected errors early in the calculation, Allison has
created SCAAN (System for Computerized Application
ANalysis), an easily accessible computer program for
calculating vehicle performance, which is readily tailored
to the various input parameters.
An extremely useful feature of SCAAN is to automati-
cally compare a transmission application against appro-
priate performance guidelines and transmission ratings.
This assures the customer of a proper transmission
selection and a vehicle which should perform favorably
as compared to long-term experience in similar applica-
tions. The following are examples of this type of
analysis.
• Reserve gradeability (typically 0.25 percent) at top
geared speed.
• Gradeability at a specific converter efficiency point
(which varies by the type of expected duty cycle).
• Minimum vehicle top geared speed.
• Minimum tractive effort available to slip the wheels
at a specified converter efficiency point (for on/off-
highway applications).
• Minimum calculated Durability Indicator (DI). The DI
has been developed to evaluate, concurrently, such
factors as engine governed speed, net input power,
vehicle weight, and the total driveline ratio. This
guideline is applicable only to city bus applications.
To assist the user, a separate document is available in
Book 1 to further discuss the general use of SCAAN for
vehicle performance analysis, detailed vocation descrip-
tion, and performance guidelines (Technical Document
133, Guidelines for Transmission Applications and
Vehicle Performance.)
LOW SPEED APPLICATIONS: Some duty cycles require
the vehicle to “creep” in range at low vehicle speeds
while maintaining a specified engine speed for PTO
operation. The specified engine speeds are usually in
the range of 1000 - 1800 rpm. Examples of the duty
cycles include paint stripers and feed lot trucks.
For these duty cycles, the overall drivetrain reduction
must be such that the operator does not use the service
Page 6
brakes to limit vehicle speed during PTO operation. The
vehicle may require an auxiliary transmission to achieve
sufficient reduction.
CAUTION: Do not use the brakes to limit
vehicle speed while using the throttle to maintain
an engine speed above idle when the transmission
is in range. Such operation will cause the
transmission to overheat. Extended operation at
elevated temperatures will result in transmission
damage.
7.0 VERIFYING THE ENGINE
SELECTION
Proper selection of an engine is crucial in creating a
vehicle which meets customer performance expectations.
However, selecting an engine based solely on calculated
vehicle performance is often not adequate to verify that
the engine and transmission are totally compatible in all
expected duty cycles. The following are significant
references to further verify the acceptability of an engine
/ transmission combination in a planned vehicle:
TORSIONAL VIBRATION CONCERNS: Torsional
vibrations are exhibited at the crankshaft of all recipro-
cating internal combustion engines. Powertrain compo-
nents may be damaged if the system operates in reso-
nance (frequency of the vibration source is at or near the
natural frequency of the powertrain components).
The torque converter drive of non-lockup AT500-series
models provides natural damping for the transmission.
AT1500P-series models are naturally more susceptible to
vibrational problems because they employ a lockup
clutch in the torque converter. However, each of these
transmissions is equipped with a damping device in the
converter to reduce the amplitude and/or frequency of
vibrations generated by most types of engines used with
these transmissions. Thus, engine-induced torsional
vibrations are typically not a concern for the AT500 or
AT1500P models.
Some vehicles equipped with in-line 4-, 5-, or 6-cylinder
engines, however, may still require additional protection.
Refer to Section B: Transmission / Engine Packaging of
the AT500(R)/1500 Transmission Manual for additional
details.
ENGINE BRAKING DEVICES: The effectiveness of
engine-braking devices, such as exhaust brakes or
compression brakes, is heavily dependent upon the
feedback characteristics of the transmission torque
converter. Braking can be maximized by keeping the
transmission lockup clutch applied (AT1500P-series
models) during this mode, although operation in lockup
March, 1999 AT500 and AT1500P Series Application Manual
at lower engine speeds may introduce torsional vibration
concerns. For this reason, the selection of a lockup-
equipped AT1500P-series transmission is preferable to a
non-lockup AT500 transmission for these applications.
(For more information, refer to Section B: Transmission /
Engine Packaging of the AT500(R)/AT1500 Transmis-
sion Installation Manual). The use of an engine
braking device with a retarder-equipped AT500R-series
model is not permitted.
The entire topic of engine braking devices is discussed
in more detail in Section H: Retarder Provisions of the
AT500(R)/AT1500 Transmission Installation Manual).
SMOKE CONTROLS: Smoke controls make it difficult for
turbocharged engines to accelerate from idle while under
load. Although this characteristic is common in varying
degrees for all turbocharged engines, it is more pro-
nounced with increased high-speed boost pressures
introduced in recent years. Lower boost at low engine
speed, and resulting poor acceleration under load,
hinders accurate matching of torque converter and
engine - particularly since many published engine
performance curves may not accurately represent engine
"acceleration" performance at low (non-turbocharged)
speeds. When selecting an engine/converter combina-
tion, be certain that the it has been used successfully. If
there are uncertainties, consult Allison Sales.
For additional information on the subject of smoke
controls and their effects on torque converter matching,
refer to Technical Document 115, "Torque Converter
Compatibility with Smoke-Controlled Diesel Engines"
in the GENERAL INFORMATION BOOK.
REDUCED GOVERNED SPEED ENGINES: Recent trends
in engine design have resulted in reduced engine
governed speeds in order to lower emissions, reduce
engine noise, and improve fuel economy. Frequently the
decrease in operating speed is accompanied by a
sufficient increase in torque to maintain the same engine
power rating as before - but at the reduced governed
speed. (In extreme circumstances, the higher torque
engine may no longer match the transmission - and will
require upgrading to a different transmission model.) In
order to maintain maximum operating torques within the
transmission gear and clutch sections, the new engine
rating may require use of a torque converter with lower
torque multiplication rates than was previously used.
In these circumstances, it is possible for the resultant
torque to the wheels (using the higher torque engine and
lower ratio converter) to be less than with the original
combination (which used the lower torque engine and
AT500 and AT1500P Series Application Manual March, 1999
higher ratio converter) - particularly if the axle ratio has
also been changed in an effort to maintain the same
vehicle top-geared-speed (at the lower engine RPM's).
Each Allison torque converter is designed to operate
within a relatively small range of speed and torque. An
improper match of engine and converter may prevent the
engine from reaching sufficient speed to generate its
rated torque and power (the converter has "excess
capacity"). Conversely, an improper match with "insuffi-
cient capacity" may allow the engine to run at sustained
high speeds while providing minimal torque multiplica-
tion - thus transmitting inadequate torque to the driv-
eline. In either case, vehicle performance and transmis-
sion operation will be affected negatively. The recent
trend to increase engine torque while reducing operating
speed often reduces the possible torque converter
choices which are available to optimize performance of
the engine/transmission combination.
The SCAAN program (see Section 6.2) may provide an
effective means to evaluate design changes "on paper"
before a vehicle is assembled.
"ZERO-DROOP" ELECTRONICALLY-CONTROLLED
ENGINES: Electronically-controlled engines which are
programmed with no governor overrun (commonly called
"zero droop" engines) have been proven to experience
shift problems with Allison products - frequently
exhibiting the inability to shift into higher gears when
under load.
Be aware of the potential for shifting problems if an
Allison transmission is used with a "zero droop" engine.
When the choice is available, an engine rating with
droop should always be used with Allison products in
lieu of the "zero droop" rating. If an engine rating with a
droop of less than 125 rpm is used with a hydraulically
controlled transmission, the transmission shift calibration
must be at least 100 rpm lower than the engine governed
speed.
Page 7