SECTION E: TRANSMISSION COOLING GUIDELINES

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ALLISON AT500 and AT1500P SERIES MODELS
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Items discussed in the TRANSMISSION COOLING GUIDELINES section are:

1.0 DESIGN CONSIDERATIONS

1.1 Transmission Operating Parameters

1.2 Cooling System Requirements
1.2.1 Coolants
1.2.2 Converter Mode Cooling
1.2.3 Retarder Mode Cooling
1.2.4 Engine Brakes
1.3 Transmission Cooling System Requirements
1.3.1 Converter Mode Cooling
1.3.2 Retarder Mode Cooling
1.3.3 Cooling With an Engine Brake
1.3.4 Cooling System
– Oil-to-Air Coolers
– Oil-to-Water Coolers
– Combination Systems
1.3.5 Implementation of Cooling Requirements
– Radiator Sizing
– System Deterioration
– Engine Overheat Prior to Transmission Overheat
1.4 Cooler Selection

2.0 INSTALLATION CONSIDERATIONS

2.1 Hydraulic Circuit

2.2 Cooler Installation
2.2.1 Oil-To-Water Coolers
2.2.2 Oil-To-Air Coolers
2.2.3 External Heat
2.2.4 Temperature Sensing
2.3 Verifying the Cooling System
2.3.1 Cooling Tests

APPENDIX — Recommended Design Ambient Temperatures

TDATIME_04-02 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

ò ò
ò ò ò ò
MODEL NAME(S) AT542 AT545 AT1542P AT1545P
AT542N AT545N AT1542NP AT1545NP
AT545NR
AT545R
DRAWING SUBJECT ò ò ò ò
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 Installation Manual

SECTION E: TRANSMISSION COOLING GUIDELINES
TRANSMISSION COOLING
Normal transmission operation generates heat due to
converter slippage, charging pump losses and friction in
rotating components. Since the transmission fluid
absorbs this heat, an external cooling circuit is required
to dissipate it. Proper temperature is mandatory for
satisfactory transmission operation to be achieved.
The purpose of this section is to discuss transmission
cooling requirements, systems and components which
influence the control of the transmission fluid tempera-
tures. Specific design-related topics are discussed:
• Transmission Operating Parameters
• Cooling System Requirements
• Oil Cooler Section
Installation issues relating to the cooling system are
discussed separately:
• Hydraulic Circuits
• Cooler Installation
• Verifying the Design/Installation
1.0 DESIGN CONSIDERATIONS
Design of the transmission cooling system requires
careful consideration of three issues:
• Operating Parameters
• Cooling System Requirements, including those needs
which differ between converter operation and retarder
operation (if applicable)
• Cooler Selection
1.1 TRANSMISSION OPERATING
PARAMETERS
Under normal operating conditions, maximum heat
generation in the transmission will occur during con-
verter operation of the lowest gears. Maximum transmis-
sion temperatures will occur under the worst conditions
of operation (i.e., steepest grades or highest weight) and
ambient air temperatures. Obviously, adequate cooling
must be available in these circumstances.
CAUTION: Sustained use of the vehicle parking
brake with the engine running and the
transmission in gear may cause the transmission
to overheat, regardless of the capacity of the
cooling system. A recommended solution to this
concern is to use a buzzer or dash-mounted light
to alert the operator when these conditions exist.
Components to complete an installation of this
type (with a buzzer) are available as a kit from a
source shown in Section K: Support Equipment
of this manual.
AT500 and AT1500P Series Installation Manual
To ensure proper operation of the transmission controls,
the transmission must not be overcooled. Thus, a
minimum sump temperature must also be maintained
during normal operation.
Both maximum and minimum fluid temperature limits are
shown in the Transmission Specifications section of this
book. Other transmission operation parameters such as
cooler circuit oil flow and pressure drop are illustrated on
the External Hydraulic Circuit and/or Retarder Option
installation drawing.
1.2 COOLING SYSTEM REQUIREMENTS
1.2.1 COOLANTS
The use of untreated or native tap water is detrimental to
any vehicle cooling system.
CAUTION: Untreated water has been proven to
produce potentially damaging results, including
electrolytic corrosion, to cast aluminum cooler
housings. The long term effects of untreated
water on other aluminum cooling system
components (fittings, etc.), and other materials is
unclear. Therefore, use of untreated water as a
cooling medium is strongly discouraged.
SUGGESTION: Consult with engine
manufacturer for specific recommendations for
use of corrosion inhibitors in the cooling system,
maximum water hardness levels, and maximum
allowable mineral content of the water.
1.2.2 CONVERTER MODE COOLING
The transmission heat load varies considerably as a
function of engine power and converter slip, as influ-
enced by vehicle operating demands. Figure E-1 illus-
trates the varying amount of heat generated by AT500(R)
and AT1500P models at different operating conditions.
The lower heat loads shown in the right hand portion of
the curve represent sustained on-highway operation at
or near engine governed speed. The higher portion of
the curve in each gear represents the heat generated as
load is increased and the engine and transmission lug
down to the automatic downshift point. At this down-
shift, the converter slip is decreased by a change in
mechanical ratio. For an on-highway vehicle, which
seldom operates in sustained low range, operation just
prior to the automatic downshift points is considered the
potentially worst case condition for heat generation.
Maximum heat generation (not including stall) occurs in
first gear, as shown in the left portion of the curve. This
most severe operation is where the converter provides
maximum torque multiplication, typical of on-/off-
highway vehicle operation on severe grades under high
load conditions.
March, 1999 Page E-3
 RB127a
____
= CONVERTER OPERATION; ALL MODELS
- - - - = LOCKUP OPERATION; AT1500-SERIES MODELS ONLY
Figure E-1: Heat Load at Various Operating
Conditions
1.2.3 RETARDER MODE COOLING
Heat generation in a retarder-equipped transmission is
potentially much greater than in a non-retarder model.
Power is absorbed by the retarder to hold the vehicle
speed on a downgrade or for vehicle braking in start/
stop cycles. This power is converted to heat and
transferred to the transmission fluid.
Because of the increased demands on the vehicle
cooling system, each retarder-equipped transmission
must be equipped with a means to alert the operator of
an overheat condition. Refer to Section 2.2.4.
Heat generation by the retarder on a DOWNGRADE may
be significantly greater than that generated by the
transmission torque converter in propulsion mode.
During this type of operation, the retarder may not only
generate relatively high levels of heat — but may also
sustain that level for an extended period of time. Re-
tarder capacity (heat generation) of an AT500R model is
a function of transmission input (converter turbine)
speed, and will also vary depending on the exact duty
cycle requirements and vehicle specifications. The more
significant of several determining factors are vehicle
weight, desired speed and percent grade.
NOTE: Under this mode of operation, it is
possible for the retarder to generate more heat
than a realistically-sized cooling system is
capable of dissipating.
Page E-4
For START/STOP cycle applications, it is difficult to
analyze and quantify the heat generation of the transmis-
sion and calculate required cooling capacity. Retarder
heat generation is cyclic and rarely, if ever, at a maximum
level. This is particularly true for high density start/stop
cycles. For low density start/stop cycles, such as a city
bus on a suburban route, higher vehicle speeds may be
attained which will require higher initial retarder capacity
as the vehicle is stopped. An increased heat load
resulting from such stops, however, is normally offset
somewhat by the increased cooling which results from
higher fluid flows (both transmission fluid and engine
coolant) during this type of operation.
In start/stop cycles, the cooling system must contend
with both cyclic retarder and torque converter (propul-
sion mode) heat loads. The AT500R retarder system is
designed to optimize the flow of transmission fluid to the
cooler during retarder operation. During periods of
sustained retarder use for downhill speed control and/or
high frequency start/stop cycles, some transmission
system fluid will be in a continuous flow path which is
not offered the cooling effects of the retarder-circuit oil
cooler. In these circumstances, a buildup of heat
generated by the propulsion-mode and feedback-mode
characteristics of the torque converter can cause a
transmission overheat condition. For this reason, all
AT500R installations require the use of two transmission
coolers — a high-capacity cooler (typically oil-to-water)
in the retarder circuit, and a lower-capacity cooler
(typically oil-to-air) in the other (converter) external
hydraulic circuit. These two circuits flow separately
during retarder operation. When the retarder is deacti-
vated, an internal valve redirects all fluid to flow in series
through a combination of the two circuits. For further
details, refer to Section 1.3.4.
1.2.4 ENGINE BRAKES
Since retardation with exhaust or compression brakes is
generated by transmitting power through the converter
toward the engine, the effectiveness of an engine
retardation system is heavily dependent upon the
feedback characteristics of the torque converter. This
effectiveness is maximized by use of a torque converter
with a lockup clutch - which is available only with the
AT1542P and AT1545P models.
If using these types of brakes with the AT542 or AT545
(non-lockup) models, transmission heat rejection may be
a serious concern. Refer to the AT500(R)/AT1500P
Application Manual for further discussion of this topic.
CAUTION: The torque of an engine brake, added
to that of the transmission retarder, is typically
in excess of the torque rating of axles used in
vehicles sized to an AT500R transmission. For
this reason, Allison does not recommend use of
engine brakes in vehicles with retarder-equipped
transmissions.
March, 1999 AT500 and AT1500P Series Installation Manual
1.3 TRANSMISSION COOLING SYSTEM
REQUIREMENTS
The cooling system must be designed to maintain oil
temperatures within transmission guidelines, even during
intermittent severe duty cycles and worst case operating
conditions. Any operation above these guidelines, or
continued operation within (but near) the published
maximum temperature specifications can contribute to
decreased transmission reliability and longevity. The
cooling system design should ensure that the vehicle will
operate: (1) within the specified transmission operating
parameters of flow and pressure; (2) within transmission
temperature limits; (3) in the ambient temperature recom-
mended where the vehicle will be in service. Refer to the
Appendix for a list of Allison recommended design
ambient conditions for various worldwide locations.
1.3.1 CONVERTER MODE COOLING
The transmission cooling system must be capable of
removing, as a minimum, the total transmission heat load
corresponding to the 80% converter efficiency point in
first gear. This cooling must be accomplished on a
continuous and stabilized basis within transmission
temperature limits, in worst case ambient conditions, for
the full life of the vehicle. Known duty cycle require-
ments for specific vocations may also dictate cooling
capacity above the minimum level. For example, if it is
known that a vehicle will operate most of the time at
severe conditions, the cooling capacity should be
increased so that operating temperatures will remain well
within the maximum limit. Conversely, it is possible to
overcool the transmission. In general, a review of
vehicle performance requirements and capabilities should
be an integral portion of any cooling analysis.
SCAAN, the Allison vehicle simulation computer
program, will provide heat rejection values at various
operating points (refer to Application Manual for more
detail). Heat rejection values are included in the SCAAN
"Transmission Output Performance" and "Engine/
Converter Match" data printouts. Converter and
transmission losses are included in the SCAAN analysis.
If necessary, contact Allison Application Engineering for
further assistance.
Figure E-2 illustrates a typical converter mode cooler
performance calculation for an oil-to-water cooler. Similar
procedures are used for oil-to-air coolers and on-grade
retarder-mode cooling.

1. CONDITIONS (For on-highway application, 80% converter efficiency assumed)

Metric English Data Source
At 80% Converter Efficiency
- Engine Speed 2080 RPM 2080 RPM SCAAN
- Water Flow 3.2 L/s 50 GPM Engine Mfr.
- Water Temperature 93.3 oC 200 oF Radiator Bottom Tank
- Oil Flow 0.284 L/s 4.5 GPM AS20-009
- Heat Load (Q) 23.04 kW 1310 BTU/min SCAAN
- Cooler Capacity (Q’) 0.421 kW/ oC 13.3 BTU/min/ oF Cooler Mfr.
2. ESTIMATE STABILIZED CONVERTER-OUT (COOLER-IN) TEMPERATURE
ITD* = ( Q/Q’ ) ITD = 23.04 / 0.421 1310 / 13.3 *ITD = Cooler Inlet Temperature Differential
= 54.7 oC 98.5 oF = (T oil-in) - (T water-in)
T converter out = ( T water ) + ( ITD )
= 93.3+ 54.7 200 + 98.5
= 148.0 oC 298.5 oF

3. CALCULATE OIL TEMPERATURE DROP

∆T = Q / (1.8 x L/s) Q / (3.6 x GPM)
= 23.04 / (1.8 x 0.284) 1310/(3.6 x 4.5)
= 45.1 oC 80.9 oF

4. ESTIMATE OIL TEMPERATURE OUT OF COOLER

T cooler-out = ( T converter-out ) - ( ∆T)
= 148.0 - 45.1 298.5 - 80.9
= 102.9 oC 217.6 oF
5. SUMMARY AT 80% CONVERTER EFFICIENCY
T converter-out = 148.0 oC 298.5 oF
Tcooler-out = 102.9 oC 217.6 oF
Since T converter-out is below transmission limits ( 149oC, 300oF), and T cooler-out is below the sump limit ( 121oC, 250oF), the cooler is
acceptable.

Figure E-2: Sample Cooling Calculation

AT500 and AT1500P Series Installation Manual April, 2002 Page E-5
For some engine/converter matches, the heat rejection at
the converter coupling point is greater than at the 80
percent efficiency point. The coupling point is that
speed ratio where the converter begins to behave as a
hydraulic fluid coupling, with no torque multiplication. If
the heat rejection at the converter coupling is greater
than at 80 percent efficiency, then the higher heat point
determines the size requirements of the cooling system.
However, validation testing should also encompass the
80 percent efficiency point.
1.3.2 RETARDER MODE COOLING
Two situations must be considered when designing a
cooling system for a retarder-equipped transmission: a
start/stop duty cycle and on-grade retardation.
START/STOP RETARDER CYCLE – Cooling require-
ments cannot be easily calculated for the START/STOP
cycle. For this type of application, Allison requires a
transmission cooling system which is capable of main-
taining temperatures at or below limits specified in TD157
found in the CONTROLS AND GENERAL INFORMA-
TION tech data book.
NOTE: A cooler selected for retarder mode
(either on-grade or start/stop) will normally cool
the propulsion (converter) mode adequately.
However, converter mode cooling capacity should
be checked.
ON-GRADE RETARDATION – For ON-GRADE (down-
hill) retardation, the recommended approach to providing
adequate cooling is to determine the required vehicle
retardation capacity and thus the corresponding heat
rejection. The required vehicle retardation capacity is
based on the vehicle weight and the speed on-grade
conditions that must be met. Although this design point
may be an intermittent condition, the vehicle cooling
system (transmission cooling and engine cooling) should
be designed to dissipate this heat load on a continuous
basis within transmission and engine temperature limits.
Transmission overheat will be prevented as long as this
level of retardation is not exceeded.
Due to the potential size and cost of a retarder cooling
system, a thorough evaluation should be conducted in
order to minimize system size. Several techniques are
possible, although all cannot be discussed within the
scope of this document. However, the following section
describes one approach, using SCAAN data.
• Define vehicle retardation needs; i.e., speed on-grade
requirements.
Page E-6 March, 1999
• Generate a SCAAN run for the vehicle. Data print-
outs should include "Vehicle Retardation Perfor-
mance" and "Vehicle Wheel Power Requirements." In
making the "Vehicle Wheel Power Requirements"
calculation, enter negative (downhill) grade values —
including the required grade.
NOTE: The SCAAN engine library normally
includes friction data for each engine. If you are
entering new engine data, be certain to include
this data for your engine. (It becomes much more
critical in the Vehicle Retardation Performance
analysis than in the overall cooling estimate.)
• From the "Vehicle Wheel Power Requirements"
output table, find the required wheel power (WP)
corresponding to the desired grade and speed
conditions. (The value in this table already considers
the effects of rolling and wind resistance.)
Compare the "Vehicle Retarder Performance" and
"Vehicle Wheel Power Requirements" to determine if
the available retardation meets or exceeds the amount
required at the desired speed and grade.
• Determine the wheel power due to the engine
(friction and accessories) and transmission from the
"Vehicle Retardation Performance Printout," "Retarder
Off" column at the vehicle speed and range desired.
This is the (PTR + PENG) parameter.
• Finally, substitute WP and (PTR + PENG) into the
following equation to determine the retarder power
and transmission cooling capacity required at this
operating point:
PRET = POIL = WP (DVL EFF) - (PTR + PENG)
where DVL EFF is the driveline efficiency (decimal),
and WP is positive. (Most of the values needed
above can be determined from other SCAAN output.)
NOTE: The wheel power listed in the "Vehicle
Retardation Performance" output is at maximum
retarder capacity.
ALSO NOTE: POIL is the heat load, in terms of
horsepower or kilowatts, which the transmission
cooler must remove from the transmission oil.
The vehicle cooling system must be capable of
removing more heat than POIL.
AT500 and AT1500P Series Installation Manual
1.3.3 COOLING WITH AN ENGINE BRAKE
If it is determined that use of an engine exhaust or
compression brake is necessary, certain requirements
must be addressed to prevent transmission overheating
when using the engine brake system:
• The vehicle cooling system must have sufficient
capacity to prevent the transmission from exceeding
fluid temperature limits during both driving and
engine braking operation. For additional discussion
regarding this requirement, refer to the AT500(R)/
AT1500P Application Manual.
• Because the efficiency of the vehicle cooling system
decreases sharply at low engine speeds, the engine
brake must be automatically deactivated at engine
speeds below 1000 rpm.
• The vehicle must be equipped with a transmission
fluid temperature gage to alert the operator if an
overheat condition exists.
1.3.4 COOLING SYSTEM
Transmission heat must be dissipated to the atmosphere.
This may be accomplished directly by an oil-to-air cooler
or by an oil-to-water cooler which, in turn, uses the
engine cooling system and the vehicle radiator to
transfer the heat to the atmosphere.
OIL-TO-AIR COOLERS – Figure E-3 illustrates a typical
oil-to-air cooling system.
RB128
Figure E-3: Typical Oil-to-Air Cooling System
Advantages of oil-to-air coolers are:
• Transmission and engine systems are completely
independent; thus, the possibility of cross contamina-
tion of the two fluids is eliminated.
AT500 and AT1500P Series Installation Manual
• The engine water system does not have the added
heat load from the transmission if the oil cooler is
mounted behind the radiator).
• If the engine is utilizing a "low flow" system or a low
temperature aftercooling system, the separate trans-
mission cooler system eliminates the problems created
by very low water flow or other nonstandard sys-
tems.
• The transmission cooling system only affects the air
flow side of the engine cooling system. Air tempera-
ture rise and flow resistance may necessitate changes
in the fan, fan speed or shrouding.
Disadvantages of oil-to-air coolers include:
• The transmission oil can be overcooled by this
system. A thermostatic bypass valve can control the
oil temperature to keep the transmission in the most
efficient operating range; however, field problems
have occurred with some thermostatically-controlled
bypass valves. Allison Transmission must be
consulted prior to designing a bypass valve into your
cooling system.
• Space must be available either ahead of or behind the
engine cooling radiator for the oil-to-air cooler, or a
separate fan must be provided.
• Temperature sensing fans or shutters which operate
only on engine coolant sensors may not react to high
transmission temperatures and a need for cooling
component operation.
• Oil-to-air cooler performance is sensitive to cooler
orientation and fitting location. If not installed
properly, poor transmission cooling can result.
• Retarder cooling requirements are quite high and it is
unlikely that a sufficiently large oil-to-air cooler can
be installed which will meet these requirements.
CAUTION: An oil-to-air cooler that is mounted
remotely with it’s own thermally controlled
electric fan must utilize an overtemp warning
device such as a light and/or buzzer. The
warning device should sense “cooler out”
temperature and trigger a warning at 121°C
(250°F). This is required to warn the operator of
transmission overheat in case the oil-to-air fan
fails during operation in hot ambients.
March, 1999 Page E-7
OIL-TO-WATER COOLERS – See Figure E-4 for typical • Engine-mounted coolers normally permit use of the
system. Oil-to-water coolers utilize the engine coolant standard vehicle cooling package. Refer to Figure
system for transmission cooling. This type of cooler E-6.
may be installed in the radiator bottom tank, plumbed
into the engine water system, or placed in a bypass
circuit.

RB131

Figure E-6: Integral Engine-Mounted Oil Cooler

RB129

Figure E-4: Typical Oil-to-Water Cooling System

(Non-Retarder Models) Disadvantages of oil-to-water coolers include:

• Possible contamination of water or oil systems in the

Advantages of oil-to-water coolers include: event of a cooler leak.

• Can be used to both warm or cool the transmission • Remote-mounted coolers with a bypass or parallel
fluid. The warming will maintain a higher transmis- cooling water circuit may complicate the vehicle
sion temperature in colder environments with result- plumbing and/or impact the efficiency of the engine
ing improvement in operating efficiency. water system.

• Is normally a smaller package which can minimize the • On low flow water systems, the temperature rise
impact on the vehicle configuration, especially when through the oil cooler may upset complex low flow
installed in the radiator. Refer to Figure E-5. systems.

• Thermostat bypass may be required.

COMBINATION SYSTEMS – Due to the requirement for

two separate coolers and flow circuits for AT500R
retarder-equipped models, a combination air-to-oil and
air-to-water cooling system is required for those installa-
tions. Refer to Section 1.2.3 for a detailed discussion
RB130A
regarding cooling circuit design requirements for those
specific transmission models, and to Figure E-7.

Certain other unique applications may require that

combination cooling systems be used. However, these
systems will be more expensive, more complex, and much
more likely to exceed the published oil circuit pressure
drop requirements. For these reasons, combination
RB130B systems are normally not recommended except for
AT500R retarder-equipped models or in extreme circum-
Fig. E-5: Typical In-Radiator Transmission Cooler stances.

Page E-8 March, 1999 AT500 and AT1500P Series Installation Manual
 RADIATOR SIZING – For CONVERTER MODE cooling,
the engine cooling system (radiator, fan, etc.) should be
sized to handle the engine as well as the transmission
heat loads. The combined heat load is illustrated in
Figure E-8.

0871-10C

Figure E-7: Retarder Model Cooling System

1.3.5 IMPLEMENTATION OF COOLING

REQUIREMENTS
The vehicle builder is responsible for properly analyzing
and designing the vehicle cooling system. Contact * CONVERTER OPERATION WITH A TYPICAL DIESEL ENGINE
Allison for recommended procedures to assure proper
* COMBINED HEAT REJECTION IS REQUIRED CAPACITY OF RADIATOR
transmission cooling.
Fig. E-8: Combined Engine/Transmission Heat Load
The oil and water flows used during the design and
selection process should correspond to engine speed at
the particular converter efficiency cooling point for that
engine/converter match. Temperatures assumed should System capacity should be available at engine governed
correspond to those occurring when engine temperature speed (maximum engine power) as well as transmission
limits are reached. converter mode. A system so designed will be able to
operate under severe, converter mode conditions without
A cooler manufacturer should be contacted for an oil overheating or shutting down due to high temperatures.
cooler to remove the required heat load within transmis-
sion temperature limits. A cooler performance curve For ON-GRADE RETARDER MODE cooling, the engine
showing heat rejection capacity and pressure drop cooling system (radiator and fan) should be selected to
should be obtained from the manufacturer to verify that dissipate the design point retarder heat load as deter-
cooling requirements can be met. mined above to ensure that water temperatures are not
exceeded.
NOTE: Be sure that the cooler performance
curve used in subsequent analyses represents NOTE: The required cooling system capacity for
cooler performance as installed. This is critical some engines may exceed rated engine power -
for radiator tank oil coolers, particularly side- which is typically used to size the radiator and
tank coolers, in which cooler location in the tank fan. This means that additional radiator capacity
has significant effect on performance. beyond that required for the engine is necessary
for retarder cooling.
NOTE: For many retarder equipped vehicles the
required cooling system capacity may exceed
rated engine power which is typically used to size
the radiator and fan. This means that additional
radiator capacity beyond that required for the
engine is necessary for retarder cooling.

AT500 and AT1500P Series Installation Manual March, 1999 Page E-9
In some cases, the vehicle specifications and duty cycle
may require significantly higher cooling capacity to meet
these cooling requirements. Some installations of a
retarder-equipped transmission may necessitate compro-
mises of cost, life expectancy, experience and intended
duty. Any system not designed to cool continuously
within the temperature ratings in its most severe operat-
ing conditions must be reviewed by Allison Application
Engineering.
For START/STOP RETARDER MODE cooling, Allison
field experience and analysis has shown that the retarder
may contribute a significant additional heatload to the
system, especially on a heavy 3-6 stops/km (5-10 stops/
mile) design duty cycle. This means that for a start/stop
cycle, such as a city bus, engine air-to-water (ATW)
values could be much higher with the retarder as
compared to a non-retarder. In the final analysis, a
retarder-equipped vehicle should be tested to verify
adequate system capacity.
SYSTEM DETERIORATION – As the vehicle is used in
service, cooling system performance can deteriorate.
Components may wear, become dirty, fail to function, and
so forth. In addition, improper maintenance of the
cooling system can result in a considerable reduction in
its efficiency and capacity to cool.
This deterioration with life should be taken into account
at the design stage so that the natural deterioration can
be handled without significant loss of capacity.
ENGINE OVERHEAT PRIOR TO TRANSMISSION
OVERHEAT – From a transmission standpoint, one
means of additionally protecting the transmission from
overheating is to ensure that the selected transmission
cooler has enough capacity such that the engine water
will reach its temperature limits before the transmission
does.
At a given operating condition, a larger transmission
cooler does not add more heat to the system, but rather
permits the transmission oil to run cooler. The larger the
oil cooler, the lower the oil temperatures, thus the
probability is increased that the engine would overheat
before the transmission.
However, from a vehicle standpoint, the cooling system
should be designed so that the vehicle is capable of
continued operation during the intermittent severe
conditions, without exceeding transmission or engine
temperature limits. This should be the objective for a
good overall design.
Page E-10
1.4 COOLER SELECTION
When selecting a source for a cooler, the previously
discussed cooling guidelines must be observed. The
supplier should be listed in the Allison Support Equip-
ment section of this manual or be capable of submitting
cooler performance TEST data (not calculated estimates).
2.0 INSTALLATION CONSIDERATIONS
Issues relating to the cooling system installation are
discussed in three separate segments: the hydraulic
circuits, installation of the cooler, and verification of the
cooling system design/installation.
2.1 HYDRAULIC CIRCUIT
Good installation practices should be followed when
locating the cooler circuit in the vehicle:
• Avoid external heat sources; e.g., exhaust system.
• Use minimum lengths to reduce line losses.
• Avoid the use of restricted elbows and fittings.
• Provide couplings to permit ease of installation and
removal.
• Protect from road hazards.
• Provide flexible sections to permit power unit move-
ment.
• Include external filter installation per guideline in
Section D: Transmission Oil System section of this
manual.
• Use size and material as specified on installation
drawing AS20-009 (non-retarder) or AS20-041 (re-
tarder models).
Total circuit pressure drop must be considered when
individual components are selected. The summation of
component pressure drops must NOT exceed the total
allowable pressure drop (as measured between the TO
COOLER and COOLER RETURN ports) noted on the
Specification Sheet. Circuit pressure drop should be
verified by test with transmission sump temperatures of
82-93°C (180-200°F) and at an engine speed of 2000 rpm
minimum.
CAUTION: Excess pressure drop will result in
reduced flow through the circuit, creating an
overheat condition and/or leading to premature
deterioration of the transmission fluid.
Conversely, insufficient restriction in this circuit
may lead to partial cavitation of the transmission
oil pump. This condition will result in inadequate
cooler circuit flow (overheating) and/or excessive
aeration of the fluid.
March, 1999 AT500 and AT1500P Series Installation Manual
2.2 COOLER INSTALLATION
2.2.1 OIL-TO-WATER COOLERS
The following guidelines apply to oil-to-water coolers:
• Whenever possible, a remote cooler should be
installed so that water and transmission fluid counter-
flow through the cooler. Refer to Figure E-9.
T2658A
Figure E-9: Remote Oil Cooler
• Remote cooler in horizontal position: Mount with oil
ports "up" to help ensure proper filling and venting
of the external circuit. Refer again to Figure E-9.
• Oil-to-water cooler in vertical position: Direct oil into
the cooler at the bottom fitting, such as in a radiator
side tank. This will help assure proper filling and
venting of the external circuit.
• Radiator tank mounted oil-to-water coolers should be
positioned for optimum performance. Refer again to
Figure E-5. Critical in cross flow radiators, the oil
cooler should be positioned in the side tank so as to
receive maximum water flow. Consult the radiator and
cooler manufacturers for installation considerations.
• For a remote-mounted oil-to-water cooler, its place-
ment must consider the plumbing complexity, protec-
tion from operational damage, and the impact on the
engine-water system.
• A bypass line may be necessary (for non-retarder
transmission installations) to ensure water flow to a
radiator tank or remote cooler during operation in
cold ambient temperatures in which the engine
thermostats are closed, blocking flow to the radiator.
It is preferable to route water returns, such as that
from a cab heater, through the transmission cooler.
AT500 and AT1500P Series Installation Manual
RETARDER COOLER INSTALLATION – The preferred
location for the retarder oil-to-water cooler is on the
pressure side (outlet side) of the engine water pump.
This ensures continuous flow to the transmission cooler
even when engine thermostats are closed, which could
occur during initial retarder application.
If the cooler must be located on the suction side (inlet
side) of the engine water pump, between radiator and
pump inlet, full bypass flow through the transmission
cooler is required. The amount of bypass flow should
be a higher percentage of that available when engine
thermostats are open and coolant is flowing to the
radiator. This continuous flow ensures that the transmis-
sion will be cooled.
Although specifics will vary from engine to engine, the
following outlines the general approach to provide
bypass flow to the cooler:
• Engine manufacturers generally require that a small
amount of water be allowed to flow in the normal
bypass circuitry through an orifice; i.e., bypass flow
is not completely rerouted.
• Transmission coolers should be located as close to
the water pump inlet as possible, away from radiator
outlets.
• The bypass connection upstream of the cooler should
be blended and directed towards the cooler to
prevent reverse flow through the radiator.
Experience has shown that bypass piping should be of
at least 44.45 mm (1.75 inches) inner diameter. This will,
of course, be dependent on the particular engine model.
March, 1999 Page E-11
Figures E-10 and E-11 illustrate the bypass installation
CAUTION: It is not acceptable to route water
for typical in-line and vee engine configurations. Con-
returns, such as that from vehicle heaters,
tact the respective engine manufacturer for additional
through the transmission cooler in lieu of full
assistance and approval of bypass installations.
bypass flow for retarder cooling. These flow
rates are too low to prevent transmission
overheating before engine thermostats open.

2.2.2 OIL-TO-AIR COOLERS

The following basic guidelines apply to oil-to-air coolers.
Note that oil-to-air cooling is normally inadequate for a
primary cooler for transmissions equipped with retarders.

• When possible, oil-to-air coolers should be mounted

between the engine radiator and fan. This minimizes the
impact on engine cooling and provides some protection
against transmission overcooling. Refer again to Figure
E-3.

• When using radiator shutters controlled by thermo-

RB045C
static devices sensing engine water temperature,
Figure E-10: Typical Bypass Line - In-Line Engine include a parallel shutter control system that senses
transmission fluid temperature. This will prevent cold
water temperatures from keeping shutters closed if
transmission requires cooling.

• Oil-to-air coolers should be installed with fittings

oriented to ensure that the cooler is always full of oil.

• Thermostatic Bypasses:
Primary Cooling – The preferred bypass valve is one
which closes in the event of a valve failure, stopping
bypass flow. If a bypass valve is used which
typically opens to full bypass upon failure, a tem-
perature warning device must warn driver of high oil
temperature.

Auxiliary Cooling – In those cases where use of an

auxiliary transmission cooler is necessary, the cooler
and bypass valve must be installed in series with the
primary oil-to-water cooler. This arrangement allows
RB046B oil flow through the primary cooler, even if bypass
valve fails open.
Figure E-11: Typical Bypass Line - "Vee" Engine
2.2.3 EXTERNAL HEAT
Emission controls have greatly increased engine exhaust
gas temperatures. Consequently, it is essential that
There may be some engines, particularly medium duty
exhaust system components be installed such that heat
models, for which access to engine bypass flow is not
input to the transmission is minimized. This is particu-
possible. For these models, bypass routing is internal to
larly critical in the sump area and near transmission
the block or external connections are too inaccessible to
wiring harness connections. Heat shielding is recom-
allow piping changes as described above. Special
mended when clearance is less than 152.0 mm (6.0
engine hardware has been developed for many of these
inches). The heat shield should not restrict normal air
engines to allow retarder coolers to be connected to the
flow.
engine system. Contact the respective engine manufac-
turer for details.

Page E-12 March, 1999 AT500 and AT1500P Series Installation Manual
2.2.4 TEMPERATURE SENSING
Installation of a "converter-out" temperature sensing
system is recommended for all non-retarder transmission
applications. A tee-fitting at the transmission converter
housing is used to install a temperature sending unit at
that location. Refer to Figure E-12. All materials,
including the gauge and installation components are
available as transmission support equipment.
RB134
Figure E-12: Temperature Sensing System
RETARDER TRANSMISSIONS - Because of the rela-
tively lower oil flow rate in the converter circuit, it is
required that converter-out temperature be monitored on
AT500 retarder-equipped transmissions. A temperature
sensor for a gauge or a "transmission over-temperature"
warning light must be located in the converter housing
port fitting as described in the previous paragraph or in
the "TO 2ND" cooler port fitting on the retarder valve
body. Refer to the Hydraulic Input Retarder Option
Installation Drawing. The gauge or warning light must
clearly indicate when the maximum converter out tem-
perature has been exceeded.
AT500 and AT1500P Series Installation Manual
In addition, a threaded port is provided on the rear
surface of the transfer plate between the main case and
the retarder control valve body for installation of an
optional, customer-supplied, retarder temperature sensor.
The installation of this sensor is shown on the Hydraulic
Input Retarder Installation Drawing. This sensor can
provide an appropriate signal for an optional, customer-
supplied, temperature gauge or a dash-mounted "retarder
over-temperature" warning light.
See Section K: Support Equipment section of this
manual for sourcing details.
2.3 VERIFYING THE COOLING SYSTEM
Design calculations should be verified by testing. As
outlined in Section 1.3.4, some situations require testing
to verify adequate transmission cooling capacity. Other
situations require testing for troubleshooting purposes
or to determine normal operating temperatures.
Allison requires a transmission cooling system which is
capable of meeting cooling guidelines as specified in
TD157 found in the CONTROLS AND GENERAL INFOR-
MATION tech data book.
2.3.1 COOLING TESTS
One or more types of testing may be required to verify
the adequacy of a transmission cooling system:
• Converter Mode Testing
• Idle Testing
• Retarder Mode Testing (On-Grade)
• Retarder Mode Testing (Start/Stop)
• In-Service Testing
To determine which of the above tests are required for
your particular application, refer to TD157 found in the
CONTROLS AND GENERAL INFORMATION tech data
book. TD157 also specifies the test procedures and
guidelines for the cooling tests that are listed above.
If needed, contact Allison Application Engineering for
further assistance with cooling tests.
April, 2002 Page E-13
 APPENDIX: RECOMMENDED DESIGN AMBIENT TEMPERATURES
SELECT AMBIENT (°C) FOR LOCATION OF VEHICLE USEAGE
AFRICA
Algeria 50 Equatorial Guinea 38 Malawi 45 South Africa 38
Angola 38 Ethiopia 45 Mali 50 Sudan 50
Benin 45 Gabon 38 Mauritania 45 Swaziland 38
Bothuthatswana 38 Gambia 38 Morocco 45 Tanzania 38
Botswana 38 Ghana 45 Mozambique 45 Togo 45
Burundi 38 Guinea 45 Namibia 38 Transkei 38
Cameroon 45 Guinea Bissau 38 Niger 45 Tunisia 45
Central African Rep.45 Ivory Coast 45 Nigeria 45 Uganda 38
Chad 50 Kenya 38 Rwanda 38 Upper Volta Rep. 45
Ciskei 38 Lesotho 38 Senegal 38 Venda 38
Congo Republic 38 Liberia 38 Seychelles 38 West Sahara 45
Dem. Rep. of Congo 38 Libya 50 Sierra Leone 38 Zambia 38
Djibouti 45 Madagascar 38 Somalia 45 Zimbabwe 38
Egypt 50

ASIA
Afghanistan 45 Iraq 50 Nepal 38 Sri Lanka 38
Bahrain 50 Israel 45 North Korea 38 Syria 45
Bangladesh 45 Japan 38 Oman 50 Taiwan 38
Bhutan 38 Jordan 45 Pakistan 50 Thailand 45
Burma 45 Kampuchea 38 Phillipines 38 United Arab 50
China 38 (1) Kuwait 50 Qatar 50 Vietnam 38
Hong Kong 38 Laos 45 Saudi Arabia 50 Yemen Arab Rep. 50
India 45 (2) Lebanon 45 Sikkin 38 Yemen, People’s 50
Indonesia 38 Malaysia 38 Singapore 38 Democratic Rep.
Iran 50 Mongolia 38 South Korea 38

AUSTRALIA
Australia 45 New Guinea 38 New Zealand 38 Trinidad 38
The Windward 38
CARRIBBEAN ISLANDS
Islands
The Bahamas 38 Haiti 38 The Netherlands 38
Cuba 38 Jamaica 38 Antilles
Dominican Repub. 38 Leeward Islands 38 Puerto Rico 38
CENTRAL and SOUTH AMERICA
Argentina 38 (3) Colombia 38 Guatemala 38 Paraguay 45
Belize 38 Costa Rica 38 Guyana 38 Peru 38
Bolivia 45 Ecuador 38 Honduras 38 Surinam 38
Brazil 38 El Salvador 38 Nicaragua 38 Uruguay 38
Chile 38 French Guiana 38 Panama 38 Venezuela 38

EUROPE
Albania 38 Denmark 38 Italy 38 San Marino 38
Andorra 38 The Faeroe Islands 38 Liechtenstein 38 Solvakia 38
Austria 38 Finland 38 Luxembourg 38 Spain 38
Belgium 38 France 38 Malta 38 Sweden 38
Bosnia-H’zogovina 38 Germany 38 Monaco 38 Switzerland 38
Bulgaria 38 Gibraltar 38 The Netherlands 38 Turkey 38
Conf. Indep. States 38 Greece 38 Norway 38 United Kingdom 38
Croatia 38 Hungary 38 Poland 38 Yugoslavia 38
Cyprus 38 Iceland 38 Portugal 38
Czech Republic 38 Ireland (Eire) 38 Rumania 38

NORTH AMERICA
Canada 38 Greenland 38 Mexico 33, 38, 45 (4) United States 38 (5)

OCEANIC ISLANDS
Ascension Island 38 Galapagos Islands 38 Mauritius 38 Sao Tome &
The Azores 38 Gilbert Islands 38 New Caledonia 38 Principe 38
Bermuda 38 Graham Island 38 New Hebrides 38 Seychelles 38
Canary Islands 38 Madeira 38 Reunion 38 Society Islands 38
Cape Verde Islands 38 Maldive Islands 38 St. Helena 38 Solomon Islands 38
Falkland Islands 38 Marianas Islands 38 Samoa & Tonga 38 Tuamotu Islands 38
Fiji 38 Marshall Islands 38

(1) Inland areas of central China (ex., Chungking) recommendation is 45°C. 38°C = 100°F
(2) Northern plains area of Ragasthan Desert of India, recommendation is 50°C. 45°C = 113°F
(3) Northern interior (ex., Santiago del Estero) of Argentina, recommendation is 45°C. 50°C = 122°F
(4) For areas higher than 2,000 meters above sea level, the recommendation is 33°C.
For areas between 1,000 and 2,000 meters above sea level, the recommendation is 38°C.
For areas with altitude less than 1,000 meters above sea level and the Northern inland areas, the recommendation is 45°C.
(5) Certain areas of the Southwest region of the USA may require higher ambient capability.

Page E-14 March, 1999 AT500 and AT1500P Series Installation Manual