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Discussion Starter #1 (Edited)
I decided to start a thread devoted to this trans for a couple reasons. First off, there is a LOT, and I mean a LOT of misinformation out there. Second, there is little useful info for some basic specifications on these transmissions. Finally, a lot of guys think they are too complicated or too expensive, when in fact they are no more complicated or expensive than, say, a 4L80E or 48RE that is built to do the same thing. Since I have decided to swap a 1000 into my truck I have been heavily researching all the details. While I still don't have all the answers I want, I do have most that I need, and I figured why not consolidate this information somewhere to help out other folks who contemplate this swap. I think a lot of folks get turned off of an Ally swap simply because the information is sporadic and often contradictory.

With that said, my goal for this thread is to include as much FACTUAL INFORMATION as possible. If info is prefaced by "I think", "Supposedly", "I heard", "My friend said", etc. I don't consider it factual. I don't want a thread full of anecdotal information, but rather facts that people can use to make an informed decision and help them successfully complete a swap. ;) With that said, including unconfirmed info and opinions is fine as long as it is presented as such.

Also, when adding any information, make sure to specify what generation of Allison it belongs to. There is the pre-2004 5 speed, 04-05 5 speed, and 06-up 6 speed, with various revisions among the years. Try to be as specific as possible.

Anyway, with that said I will start with some basic info about the 1000/2000/2400 series.

GENERAL INFORMATION

The Allison 1000/2000/2400 series are torque converter driven, fully automatic transmissions with 5 or 6 forward speeds. 5th and 6th are overdrive gears, and the overall ratios are dependent on model. All have a neutral and reverse gear as well, and the 1000 and 2400 series have a park position which actuates an integral park pawl. The basic max ratings for this series of transmission is 300HP, 550lb-ft input torque without SEM/torque management, 620lb-ft input torque with SEM/torque management, and 850lb-ft turbine torque. These are the ratings published by Allison for MD on-road use. As we know, the ratings for GM pickups with the DMax are higher, but the GVW and duty cycle of a pickup are less than a Md truck, so Allison rates the trans conservatively. No doubt the software in the TCM has a huge impact on the amount of power the trans can really take. GVW and GCW ratings of the trans depends mainly on whether the unit has a park pawl (units with park pawl are rated lower). GVW varies from 19,500lbs for the 1000 series to 33,000lbs for units without park. GCW ranges from 26,000lbs to 33,000lbs. Complete ratings and specs can be found here.

The gear ratios for the various models are as follows:

..........1000..........2000/2400

1st.....3.10...........3.51
2nd....1.81...........1.90
3rd.....1.41...........1.44
4th.....1.00...........1.00
5th.....0.71...........0.74
6th.....0.61...........0.64 (06-up models only)
Rev.....4.49...........5.09

INTERNAL OPERATION

Internally, the transmissions have three planetary gear sets controlled by 5 sets of clutches, labeled C1-C5. 2 clutch packs (C1-C2) are rotating, and transfer input torque to certain elements in the planetary sets, while the remaining 3 sets (c3-C5) are stationary and lock each of the ring gears and their coupled components to the case when engaged. These transmissions contain no bands, sprags, or roller clutches - all gear changes are accomplished by direct clutch-to-clutch changes. Clutch engagements for each gear are as follows:

.............C1........C2........C3........C4........C5

Park..........................................................*
Rev..................................*.......................*
Neu..........................................................*
1st........*..................................................*
2nd.......*......................................*...........
3rd.......*..........................*........................
4th........*............*.....................................
5th......................*............*.......................
6th......................*........................*........... (06-up models only)

VALVE BODY AND TRANSMISSION ELECTRICAL

Shifting is controlled electronically. The valve body contains 6 (03-earlier) or 7 (04-up) solenoids which control all functions. Solenoids A and B are "trim" solenoids which regulate the pressure to the on coming and off going clutches. both are pressure proportional to current (PPC) solenoids which operate at a frequency of 1KHz. Solenoid A is normally closed, providing full line pressure at zero current and zero pressure at 100% current. Solenoid B is normally open, and provides zero pressure at zero current and full line pressure at 100% current. Solenoid A controls the oncoming and applied clutches while B controls the offgoing clutch. In the event of power or TCM failure solenoid A will default to full pressure while B defaults to zero pressure, giving a limp-home capability. 04-up valve bodies incorporate a G solenoid which reduces the main line pressure by approximately 100psi during idle and low load operation, reducing heat generation. The F solenoid controls TCC apply and release. On 05-earlier models this is a PWM solenoid operating at 100Hz, while 06-up use a PPC solenoid operating at 1KHz.

Shifting is contrilled by 3 normally closed solenoids, C,D, and E. These solenoids are strictly binary, applying either full line pressure or exhaust to it's associated spool valve. The logical combination of these 3 valves determines which clutches are applied. Contrary to what some believe, the solenoids do not directly operate the clutches. The spools and solenoids are arranged so that each shift change will exhaust the offgoing clutch via the solenoid B path while applying pressure to the oncoming clutch via the solenoid A pressure. Because of this, shifts must be sequential - the transmission will not skip gears when upshifting or downshifting. It also means that it is not possible to apply random sets of clutches, although it is possible that the unused solenoid combinations could create a non-valid clutch condition (i.e. C2 and C5 applied) which would create a lockup. There has been anecdotes of aftermarket controllers applying all 5 clutch packs while at speed, but I don't believe it is possible to apply more than 2 clutches with the arrangement of valving in the VB. That is not confirmed however...

Here are the solenoid combos for the various gears:

.............C...........D...........E
Park......*............*...........*
Rev.....................*...........*
Neu......*............*............*
1st.....................*.............
2nd.................................. (If power is lost or TCM is inoperative, this is the limp mode gear)
3rd.......*..........................
4th.......*..........................*
5th...................................*
6th ???????????????????? (Don't have info for this....)

The VB also contains a pressure switch assembly which gives feedback to the TCM on which solenoids are engaged. The PSA also houses the trans temp sensor, which is a negative temperature coefficient thermistor. All VB electricals are passed through the case using a standard GM 20 pin connector, identical to the one used on the late 4l60E's and 4L80E's. Looking at the connector in the trans, starting with the upper left and working left to right, top to bottom, the pins are labeled A-W, with the letters I, O, and Q not used. The pin assignments and color codes of the INTERNAL wiring harness for 5 speed models are as follows:

A - Dk Green - Shift Solenoid C
B - Orange/Black - Shift Solenoid D
C - Pink - Power to shift solenoids C, D, and E
D - Lt Green - PSA terminal A
E - Red - PSA terminal C
F - Blue - PSa terminal B
G - Orange - PSA terminal E
H - Black - PSA terminal F
J - Brown - TCC solenoid F
K - Tan - PSA terminal D
L - Red/Black - Trim Solenoid A
M - Lt Blue - Trim Solenoid A
N - Gray - Trim Solenoid B
P - Purple - Trim Solenoid B
R - ????? - Line Pressure Solenoid G (04-up only)
S - Black - TCC Solenoid F
T - Tan - PSA terminal F
U - Green - IC to terminal V
V - Green - IC to terminal U
W - Black/Tan - Shift Solenoid E

For 6 speed models, the internal connections are as follows (no color codes - sorry:

A - Shift solenoid C
B - Shift solenoid D
C - Shift solenoid E
D - PSA terminal A
E - PSA terminal C
F - PSA terminal B
G - PSA terminal E
H - PSA terminal F, IMS terminal F
J - TCC solenoid F
K - PSA terminal D
L - Trim solenoid A, TCC solenoid F, main pressure solenoid G
M - Trim solenoid A
N - Trim solenoid B, shift solenoids C, D, and E
P - Trim solenoid B
R - IMS terminal A
S - Main pressure solenoid G
T - IMS terminal E
U - IMS terminal D
V - IMS terminal C
W - IMS terminal B

Other electrical components include 3 (05-earlier GM apps) or 2 (06-up GM apps) variable reluctance speed sensors and an NSBU (Neutral Start back-Up) switch (05-earlier) or IMS (Internal Mode Switch - 06-up). The first speed sensor is in the bellhousing, and gets it's signal from the pump vane ribs in the converter housing. On 6 speed GM apps, the bellhousing speed sensor is deleted, and the TCM instead gets engine speed information from the ECM via the GMLAN bus. The second sensor is the turbine speed sensor in the main housing, and pics up off of either the PTO gear or a stamped steel tone ring that replaces the PTO gear in units without a PTO option. Finally, 2WD transmissions have an output speed sensor in the output housing that reads off of a 40 tooth tone ring on the output shaft. 4WD models use the speed sensor and 40 tooth tone ring in the transfer case tailhousing. 4WD models have a switch input to notify the TCM that 4Lo mode is engaged, and the TCM makes appropriate compensation for the TC low gear ratio.

The NSBU switch on the 01-02 5 speeds is essentially identical to that used on the 4L60E's. There are 2 receptacles on the NSBU. The 4 pin gives the TCM information regarding the gear selected, while the 7 pin accesses switches used for P-N starter lockout and back-up lights. The 4 pin receptacle's pins are marked A, B, C, and D. Depending on the shift position selected, a combination of 2 of these pins will be grounded. Here's the table, with the grounded pins marked with an asterisk:

.............A...........B...........C.........D
P.........................*............*............
R......................................*..........*
N..........*..........................*...........
D..........*......................................*
3...................................................
2........................*........................*
1..........*............*.........................

Since only 2 terminals or no terminals (in the case of 3rd) are valid combinations, the TCM can sometimes determine if there is a wiring or switch malfunction. The standard wiring color codes and their connection to the TCM J2 connector for the 4 pin receptacle are as follows:

A - Blue - pin 5
B - Gray - pin 7
C - White - pin 8
D - Yellow - pin 6

NOTE: On GM pickups, these wires go to the ECM, which then buffers and feeds them to the TCM. On stand-alone apps, they will be wired directly to the TCM. This is a helpful bit of info for those modding a GM pickup harness ;)

The 7 pin connector on the NSBU has pins labeled A-G, and their corresponding wire colors and assignments are as follows:

A - Not used
B - Tan - Park Accessory
C - Blue - Rev/Park Accessory fuse
D - Green - TCM analog ground (TCM J2 connector, pin 20)
E - Yellow - Park/neutral start battery feed
F - Pink - back-up lamps
G - Orange - Starter relay

03-05 models used a very similar NSBU switch assembly, except they have a single connector that contains all the pins, rather than 2 separate connectors.

06-up 6 speed transmissions no longer use an external NSBU switch. The external switches were prone to failure caused by internal corrosion due to exposure to water. The park and reverse accessory and back up lamp switch functions were moved to the column. Park/neutral and gear selector position info on these transmissions is done with an internal mode switch (IMS) mounted on the rooster comb inside the transmission. Its functions are brought out through the 20 pin connector on the transmission (see above). The F pin on the IMS is common, and depending on position one or more of the remaining pins will be switched to the F pin. Pin A is connected to the ECM, and is used to notify it that the transmission is in either park or neutral, thus allowing the engine to be cranked. The final 4 (B-E) are connected directly to the TCM and tell it what range is selected, NOTE; On GM trucks, the PRNDL is labeled P-R-N-D-M-1, with only those 6 positions available via the column shifter. However, the transmission itself has 7 positions internally - the last position is simply not used in GM vehicles, and the travel is limited in the column shifter so a GM vehicle cannot physically shift into the last position. However, a DIY shifter setup WILL be able to shift into that last position unless it is likewise limited (i.e. using a 3 speed floor shifter rather than a 4 speed floor shifter).

Note that these pin assignments are those of the switch itself, NOT the 20 pin external connector. Refer to the external pinout description above for the 6 speed to find the external pins connected to these internal pins.

............A............B............C............D............E
P..........*.............*.............*.............................
R......................................*.............*...............
N.........*.............*...........................*...............
D.....................................................*.............*
3........................*.............*.............*.............*
2......................................*............................*
1........................*..........................................*

Information continued in later posts.
 

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Max-----You've provided us with some very basic...........plus some in-depth details about one family of fine Allison products . Details that Allison may consider proprietary,and I say this as an ex Allison sales rep from the '70s and '80s when they were much more interested in regears . By comparison,Allison has been very secretive about releasing information about mating components and supporting parts as compared to the AT,MT and HT transmissions .In fact there were repower/regear manuals that gave Allison,engine manufacturer,and vendor part #s for things like oil coolers,external oil filters,shift controls,modulators,dipstick & tube ,output flanges ,flexplates,flywheels etc .Thanks for enlightening the potential users and releasing some of the "secrets" that are very difficult to get from Allison's dealer/distributer organization ! I have an Allison tech data CD I obtained to help a friend's MD 3060 conversion into an antique truck ,but was later told the info was confidential .
 

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Great start!

Here is a source for many parts that may be required for an allison conversion. http://howards-conversions-allison.com/index.php His prices seem reasonable... you might be able to do a little better if you shop around. He has the allison TCU listed that I believe can be used as a stand-alone controller for non-electronic engines. It may not be as "tunable" as an aftermarket stand-alone, but it's not $1500 either. :rasta:

Here is how to lookup specific information for a transmission given a valid serial number: http://www.allisontransmission.com/myallisontransmission/mytransmissioninformation/ It will break down and decipher all the codes on the build tag, so you can verify how a particular transmission was actually configured (i.e. torque converter, etc.)

Here's a good article on generational (and other) differences of the Allison torque converters for the 1000-2000 series: http://www.powertrainsavers.com/tech-articles/TCTIP-11-07.pdf
 

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There is (was?) a billet 4wd tailshaft housing available from Suncoast. I can no longer find it on their website, so it may no longer be available.

Here are some pics I found on the web... I don't know anything about this particular application, but I think that's an Atlas (correct me if I'm wrong) mounted behind the Allison.









Here are some pics of Stak behind an Allison. These were taken from High Angle Driveline's website who did the machine work to make this happen.



 

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Discussion Starter #8 (Edited)
5 SPEED TCM (05-EARLIER)

The TCM's for the 5 speeds are very different from the 6 speeds. I don't have any real info on the 6 speed controller, so I will focus on the 5 speed here. AFAIK, the controllers from 00-05 are all nearly identical. Care must be taken if you get your trans from an MD app, as 24 volt controllers do exist. The controller housing is aluminum with rubber isolating mounting feet, and is embossed "CAUTION Do Not Ground to Vehicle Chassis". This generation TCM has two 32-pin receptacles labeled RED (J2) and GRAY (J1), each with different indexing to prevent the wrong plug from being inserted. Looking at each TCM connector, the pins are numbered 1-16 on the top row and 17-32 on the bottom.

J1 Gray Connector

Pin..........Function........................................Allison Color........GM Color................Connection

1.............Vehicle Ground...........................Gray.......................Black/White...........Chassis
2.............Key-On Power..............................Yellow....................Pink.........................Fused Key-On Power
3.............Continuous Power......................Pink........................Orange...................Fused Battery Power
4.............Key-On Power..............................Yellow....................Pink..........................Fused Key-On Power
5.............Vehicle Ground..........................Gray........................Black/White...........Chassis
6.............Input 1.........................................Blue.......................Yellow......................PTO Status (GM Specific)
7.............Input 2.........................................Orange..................Purple......................Service Brake Switch (GM Specific - Notifies TCM that the service brakes are applied so the TCM can de-apply the TCC)
8.............Input 3.........................................Green....................N/A............................PTO Auto Neutral (Not Used On GM Light Trucks)
9.............Input 4.........................................White.....................White........................Unmanaged Torque (GM Specific - connects to ECM/PCM)
10...........Input 5.........................................Yellow....................Gray/Black...............Secondary Shift Schedule (GM Specific - Alerts TCM that 4Lo is engaged so corrections can be made for the t-cases gear reduction on the OSS signal)
11...........Input 6.........................................Green....................N/A............................Range Inhibit (MD Only)
12...........Input 7.........................................Blue.......................N/A............................Retarder Enable (MD Only) (On Gm Vehicles, this is used as the switch input for the Overdrive Lockout Mod)
13...........Input 8.........................................Pink........................N/A............................ABS (MD Only)
14...........Input 9.........................................Orange..................N/A............................N/A
15...........Retarder......................................Yellow....................N/A............................Retarder Request (MD Only)
16...........PWM Throttle..............................White....................Tan/Black.................Managed Torque Signal (GM Specific - Connects to PCM - L18 8.1L Gas Engine Application Only)
17...........Retarder Sensor Power.............Pink.......................N/A.............................VSA (MD Only)
18...........Analog Ground..........................Green....................N/A.............................N/A
19...........Output 1......................................Tan........................N/A.............................N/A
20...........Output 2......................................Orange.................N/A.............................N/A (On Gm vehicles with the ODLO mod, this is the ODLO enabled lamp output)
21...........Output 3......................................White....................N/A.............................Range Indicator (MD ONLY)
22...........Output 4......................................Blue......................Orange/Black............Managed Torque Request (GM Specific - Connects to PCM - L18 8.1L Gas Engine Application Only)
23...........Output 5......................................Pink.......................N/A..............................Range Inhibit Indicator (MD Only)
24...........Output 6......................................White....................N/A..............................N/A
25..........."Check Trans" Output................Green...................Dk Blue.......................MIL Request (On GM Vehicles this is connected to the ECM/PCM)
26...........Vehicle Speed Output...............Tan........................N/A..............................N/A
27...........Vehicle Speed Output...............Pink.......................Yellow..........................Replicated TOSS (Connects to ECM/PCM On GM Vehicles)
28...........Digital Ground............................Yellow...................N/A..............................N/A (May be used as a ground for J1850/ISO9141 link) (On Gm vehicles with the ODLO mod, one side of the ODLO momentary switch is wired to this terminal)
29...........J1939 (CAN) High.......................Red.......................Yellow..........................J1939 Connector (Connects to common CANHI wire on Gm vehicles)
30...........J1850/ISO9141 Data Link.........Blue......................Yellow..........................J1939 Connector (Connects to common J1850 bus on Gm vehicles)
31...........J1939 (CAN) Shield....................Green...................N/A..............................J1939 Connector (not connected on GM vehicles)
32...........J1939 (CAN) Low........................Black....................Dk Green....................J1939 Connector (Connects to common CANLO wire on Gm vehicles)

NOTE: The CAN hi and low wires MUST be run as a twisted pair, and covered with a braided or foil shield. Shield must be grounded or terminated to a CAN shield terminal at one end.

J2 Red Connector

Pin..........Function........................................Allison Color........GM Color................Connection

1.............PSA Input......................................Blue......................Pink.........................Transmission Connector Pin D
2.............PSA Input......................................Pink.......................Dk Blue..................Transmission Connector Pin F
3.............PSA Input......................................White....................Red..........................Transmission Connector Pin E
4.............PSA Input......................................Green...................Lt Green/Black......Transmission Connector Pin K
5.............Shift Selector Input.....................Blue......................Black/White............NSBU Switch - 4 pin connector - Pin A
6.............Shift Selector Input.....................Yellow...................Yellow......................NSBU Switch - 4 pin connector - Pin D
7.............Shift Selector Input.....................Gray......................Gray.........................NSBU Switch - 4 pin connector - Pin B
8.............Shift Selector Input.....................White....................White......................NSBU Switch - 4 pin connector - Pin C
9.............TPS Input......................................Blue......................N/A..........................Throttle Position Sensor pin B (wiper pin)
10...........Transmission Temp Input...........Tan.......................Yellow/Black...........Transmission Connector Pin G
11...........Retarder Temp Input..................Orange................N/A...........................Retarder Temp Sensor (MD apps only)
12...........Engine Coolant Temp Input......Blue......................N/A...........................ECT Sensor (Some MD apps - Not used on GM light trucks)
13...........TSS Input, High...........................Orange.................Orange....................Turbine Speed Sensor pin A
14...........TSS Input, Low.............................Blue......................Lt Blue.....................Turbine Speed Sensor pin B
15...........OSS Input, High...........................Yellow...................Purple/White...........Output Speed Sensor pin A
16...........OSS Input, Low.............................Green..................Lt Green/Black.......Output Speed Sensor pin B
17...........ESS Input, High............................Tan.......................Red/Black...............Engine Speed Sensor pin A
18...........ESS Input, Low.............................Orange................Bk Blue/White........Engine Speed Sensor pin B
19...........TPS Ref. Voltage...........................Pink......................N/A..........................Throttle Position Sensor pin C (max throttle position)
20...........Analog Ground............................Green...................Black......................Transmission Connector Pin H, NSBU Switch 7 pin connector pin D, Throttle Position Sensor pin A (idle position), ECT Sensor, Retarder Temp Sensor
21...........Trans ID.........................................Yellow...................Purple....................Transmission Connector Pin T
22...........Solenoid A, High..........................Yellow...................Lt Blue/White........Transmission Connector Pin L
23...........Solenoid A, Low...........................White...................Red/Black..............Transmission Connector Pin M
24...........Solenoid B, High..........................Pink......................Pink/Black..............Transmission Connector Pin N
25...........Solenoid B, Low...........................Orange................Brown/White..........Transmission Connector Pin P
26...........Solenoid C Output.......................Green..................Lt Green.................Transmission Connector Pin A
27...........Solenoid D Output.......................Blue.....................Yellow/Black...........Transmission Connector Pin B
28...........Solenoid E Output.......................Gray.....................Orange/White.........Transmission Connector Pin W
29...........Solenoid F, Low............................White..................Brown......................Transmission Connector Pin J
30...........Solenoid G, Low...........................Orange................Dk Blue....................Transmission Connector Pin R (04-up only)
31...........Solenoid C, D, E V+ Supply........Tan.......................Brown......................Transmission Connector Pin C
32...........Solenoid F, High..........................Green..................Dk Green/White......Transmission Connector Pin S
 

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First post here- It's good to see this thread! I've installed a 2006 HPCR and an Allison 1000 5 speed (year 2000) into my 2000 Ford Excursion and as of right now, I'm a day or two short of having it all running (I hope). Something that would be a huge help to anyone doing an Allison install would be to list EXACTLY what wire have to be hooked up to make the controller work. There's a bunch of gray plug wires that have to be connected. There is also a need for an LED and rheostat to adjust "harshness" iirc. I still have to figure all of that out. My biggest problem is getting everything written out and then not having enough time to work on it to finish it (I live and work on opposite coasts). By the time I start on it again, I can't remember the details of what my notes meant. Hopefully, this thread will help others avoid that problem.
I do have the suncoast adapter and it is huge. I had them drill it to adapt the stock transfer case, and I had to have a reluctor wheel installed in the transfer case along with a port for the sensor.
Anyways, this thread is off to a good start! Congratulations!
clam
 

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Discussion Starter #10
First post here- It's good to see this thread! I've installed a 2006 HPCR and an Allison 1000 5 speed (year 2000) into my 2000 Ford Excursion and as of right now, I'm a day or two short of having it all running (I hope). Something that would be a huge help to anyone doing an Allison install would be to list EXACTLY what wire have to be hooked up to make the controller work. There's a bunch of gray plug wires that have to be connected. There is also a need for an LED and rheostat to adjust "harshness" iirc.
There is no such thing on a regular Allison TCM setup. There is a TPS potentiometer, but it connects to the red connector - assuming you aren't feeding throttle inputs via the CAN bus. The only wires on the gray connector that absolutely must be connected are the power and ground wires. The rest are app specific, but the trans will work without them connected.

I still have to figure all of that out. My biggest problem is getting everything written out and then not having enough time to work on it to finish it (I live and work on opposite coasts). By the time I start on it again, I can't remember the details of what my notes meant. Hopefully, this thread will help others avoid that problem.
I do have the suncoast adapter and it is huge. I had them drill it to adapt the stock transfer case, and I had to have a reluctor wheel installed in the transfer case along with a port for the sensor.
Anyways, this thread is off to a good start! Congratulations!
clam
the SunCoast adapter isn't really an adapter. It is simply a billet replacement for the rear housing on the Allison. I assume they made this to deal with the breakage issues that some folks have encountered. FWIW, the later Allison housings have more ribbing on them, and even the early ones will be fine if some extra support bracing is added. It is mainly either high torque and/or drivelive vibes that causes cracking. Added support struts and such will prevent that with the stock housing. I think the factory GM support for the rear housing is simply inadequate...
 

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I just found my notes that I got from the local Allison guru last year. Keep in mind that my Cummins does NOT have a TPS. That is why I have to use the Analog Interface (pin 15 on the J1 Gray connector). Feel free to edit, rewrite, delete, etc, as applicable. also note: I have NO idea if any or all of this is correct, so you are on your own and I will not be held liable for this information. It is only posted for the sake of discussion and is not to be construed as advice or instructions in ANY way.
1) Need range inhibit indicator at gray plug pin #23.
2) remove gry/blk wire from pin #10. Unprogrammed input (input function #5).
3) Remove purple "input function #2" from pin #7.
4) Hook up "ignition power" via a 10 amp fuse to pink pin #4.
5) Hook up "battery power" via a 10 amp fuse to orange pin #3.
6) Hook up "TCM Ground to Battery" blk/wt pins 1 & 5.
7) Cap "diagnostic tool/engine interface" yellow pin 30. (see #8 below).
8) Cap pins 29 and 32. Dodge doesn't have SAE J-1939 BUT I might need SAE std 9 pin diagnostic connector.
9) Add "analog interface" at pin #15. (5k ohm 1/2 or 1 watt potentiometer) Use 18 gauge 3 wire shielded outdoor wire OR "NAPA Triplex Jacketed Cable or Wire 12 AWG." Goes to dash. OR pull a voltage signal off the APPS gtht is 2.5v at idle to 4.5 volts at WOT.

--->ground
(pot)---2.5 - 4.5 volts
---5 volts
 

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Discussion Starter #12
I'm unclear on the purpose of connecting a pot to the retarder input. Can you elaborate on what this is supposed to do?
 

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My recollection from a year ago when I was standing in the Allison shop staring at their wired up training board and talking to the wizard who knew Allisons inside and out from memory, was that he said it is for manually adjusting the harshness of the lockup because the Cummins ECM cannot talk to the Allison TCM and therefore cannot do it automatically (digitally). Looking at my notes that I typed out verbatim, it appears that I might be able to do exactly what the pot does by pulling the voltage off the APPS and feeding it to the same analog input on the TCM. I'm sorry that I cannot say with absolute certainty that that is what it's for, but I do remember seeing it on the training board and I did specifically ask about it.

I'm about 1 hour short of starting this danged thing after 3 years of assembly and installation in my spare time, and I'm frustrated because I can't figure out the NSBU switch wiring or how to turn on my Bosch racing fuel pumps- and I have to fly cross country in 11 hours. Grrrrrr.
 

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Ok, Stupid question: Can you convert a 2wd transmission to a 4x4 by swapping in a 4x4 output? From the pictures it looks like you can, but I could not tell from what was written; maybe I am just too tired. . .
 

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Discussion Starter #15
Yes, you can convert a 2wd to a 4wd, but you need the output shaft and the output housing.
 

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Hi there guys. I'm hoping that someone on here is going to be able to help me out big time. I am currently a project engineer for an engineering consultancy working on military prototypes. The vehicles we are currently working on use a 2500SP transmission but packaging restraints mean access to the trans. oil filter would be very difficult in the field. We have asked our local Allison distributor here in the UK to look into a remote filter kit but they have only returned with a kit that fits in the cooler lines as extra protection rather than replacing the existing filter. I am told that the transmission relies on the back pressue from the filter to operate correctly and the removal of the exisitng filter and additional pipework etc. related with a remote kit would affect this and invalidate warranty aswell as prevent the trans. from operating correctly.

Is there any chance anyone on here is aware of an existing off the shelf remote mount kit, the issues mentioned, or perhaps even personal experiences that don't take into consideration the transmission warranty. Any advice will be a massive help to me.

cheers,

Elliott
 

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Discussion Starter #17
The screw on oil filter only filters the oil going to the valve body, so it is relatively low flow. I dont see any issues from mounting a remote unit.

I'm assuming you are using an Allison with an SAE housing? If so, most have a removeable rectangular cast piece that contains the filter mounting pad. The reason it is removable is that it is designed to be replaced with a piece that accommodates a remote filter setup.
 

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The screw on oil filter only filters the oil going to the valve body, so it is relatively low flow. I dont see any issues from mounting a remote unit.

I'm assuming you are using an Allison with an SAE housing? If so, most have a removeable rectangular cast piece that contains the filter mounting pad. The reason it is removable is that it is designed to be replaced with a piece that accommodates a remote filter setup.
Our drawing lists SAE No. 3 (1 piece) converter housing. I see on the transmission the removeable cast piece containing the filter mount. Can you shed some ligh on whether the piece accomodating a remote filter setup is an Allison part or aftermarket and also some details over it. Also, any views on this story of the effect of altering backpressure on how the valve body operates??

Thanks for the info so far. Very useful to know.
 

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Discussion Starter #19
I don't know if Allison offers a mount with a pair of ports rather than a filter boss. Any machine shop could make one though. The pressure regulation is internal to the VB, and flow is low, so there should be no problem with pressure drop. it should work fine.
 

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I am swapping a 3.9 ISB w/Allison 1000 into Dodge M37. The information here is excellent! I would like to bolt a NP205 directly to the ally and don't have the tcase yet. Should I be looking for the short or long input on the 205? I have a friend who will make me a new output shaft for the trans. Thanks in advance, any help is greatly appreciated!
 
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