Do you have someone who can plug in a scanner and pull the fault codes?
Thanks for being a good sport and letting me bounce these questions off of you. Finding definitive answers on these questions is not easy. So now I am pretty sure that an Allison 1000/2000/2400 uses an SAE #3 to get paired up with a Cummins 6B/4B variant engine, my next question is will one of these transmissions with this bellhousing fit in the transmission tunnel of a Ford super duty pick up truck.?Yes. OE MD Cummins and Allison 1000/2000/2400 combos use SAE #3 flywheel housings.
The SAE 3 is most common, but SAE 2 is also available for the 1k/2k series. I have never seen one myself, but the part number exists in the book. Every Allison 1K/2K I have seen behind a Cummins has been SAE 3.Thanks for being a good sport and letting me bounce these questions off of you. Finding definitive answers on these questions is not easy. So now I am pretty sure that an Allison 1000/2000/2400 uses an SAE #3 to get paired up with a Cummins 6B/4B variant engine, my next question is will one of these transmissions with this bellhousing fit in the transmission tunnel of a Ford super duty pick up truck.?
If it's losing speed signal that may certainly be the issue. You need to figure out why that signal is going away. Did you use a twisted pair of wire going from the sensor to the controller? Non-twisted pairs will pick up noise and screw up the works.There are no DTCs, but I've done a little more diagnosis. I checked the part # on my NSBU, and it is for a 4L80E so I ordered the correct one and installed, but no difference. I drove it a little more, and I cannot get past 2nd gear. For some reason the trans cannot "see" it shift to 2nd, so it never commands 3rd. When I get the shift to 2nd, the Tech2 still says, current gear is 1. I thought the PSA was supposed to tell it what gear it is in, and it is new as well as the internal wiring harness, and I've double checked both ends of both harnesses and everything goes where it is supposed to. Could there be something in the valve body messed up not showing the PSA the proper pressures?
Also, I've noticed that when it drops itself into neutral, it looks like the speed signal is going away. I'm using a pulse generator on the cable drive of my np205 for the output speed. For some reason it is slow to show output speed. It usually will read either 0 or 29-30 rpm when I'm stopped and won't pick up actual speed until its getting 400-500 rpm on the output. Is anyone else using one of these Dakota Digital pulse generators successfully? I need some words of wisdom...
Max, does this look right?Ok after sitting down and reading all 38 pages of this I think I know what I am up against. Here is what I am working on. I have a International DTA360 that has a tired AT545 transmission behind it. I have found a Allison 2000 out of a school bus locally. Went on the Allison website and confirmed that it does indeed have a SAE#3 Bell housing on it and has the TC221 Torque Converter. Its wiring harness has been hacked but all of the transmission specific ends are still in their respective sensors etc...list of what I beleive I will need to make this transmission operate behind my engine is:
1: GM 8.1 Flashed TCM w/BCM so that I can enable the T/H mode
2: Cat TPS
3: EFI Live (what version though)
4: New custom wiring harness w/ OBD port to tune with EFI live
Am I correct if not what am I missing?
Thanks for all the fantastic info MaxPF. So if I pick up a late model trans and Tcase from a Dmax can I just run my existing 5 speed TCM to get me going? Using my SAE bell and sensor.The transmissions are all the same internally. A MD controller will work fine on a trans out
of a DMax truck.