1K 2K Principles of Operation

PRINCIPLES
OF OPERATION
PO3065EN
FOREWORD
Principles of Operation will help you become familiar with the operation of the Allison 1000 and 2000 Product
Families transmissions. This manual supplements other Allison publications as a useful reference for service, diag-
nosis, and repair of these transmissions. Review the Table of Contents to quickly locate information. This manual
includes:
• General description of the 1000 and 2000 Product Families transmissions and detailed descriptions
of major components.
• Description of the electronic control system components and its diagnostic capability.
• Description of the hydraulic control system components.
• Detailed hydraulic schematics and torque flow diagrams.
All specifications and data are subject to change without notice. This publication is periodically revised to include
new models and new product features. To ensure that you have the latest information, check with your Allison
Transmission service outlet for the current publication version.
Additional copies of this publication may be purchased from authorized Allison Transmission service outlets. Look
in your telephone directory under the heading of Transmissions—Truck, Tractor, etc.
SAFETY INFORMATION
IMPORTANT SAFETY NOTICE
Proper service and repair practices are important to the safe and reliable operation of the equipment. The Principles
of Operation is not a substitute for other Allison publications that address specific service or diagnostic procedures.
Refer to the following manuals for detailed information and recommended practices before attempting to service
the transmission.
Allison Transmission, General Motors Corporation

P.O. Box 894 Indianapolis, Indiana 46206-0894
www.allisontransmission.com
2004 December
1000 and 2000 Product Families Principles of Operation—December 2004 Copyright © 2004 General Motors Corp. Page i
Copyright © 2004 General Motors Corp. Printed in USA
TRADEMARKS AND ABBREVIATIONS
TRADEMARKS
The following trademarks are the property of the companies indicated:
• DEXRON® is a registered trademark of General Motors Corporation.
• 1000 Series™, 2000 Series™, 2400 Series™ are trademarks of General Motors Corporation.
• TranSynd™ is a trademark of Castrol Corporation.
• Allison DOC™ and Allison Diagnostic Optimized Connection™ are trademarks of
General Motors Corporation.
ABBREVIATIONS AND SYMBOLS

The following abbreviations and symbols may appear in this manual.
AC — Alternating Current
°C — Degrees Celsius
C1 — First Clutch—The First Clutch From The Input End Of The Transmission
C2 — Second Clutch—The Second Clutch From The Input End Of The Transmission
C3 — Third Clutch—The Third Clutch From The Input End Of The Transmission
C4 — Fourth Clutch—The Fourth Clutch From The Input End Of The Transmission
C5 — Fifth Clutch—The Fifth Clutch From The Input End Of The Transmission
D — Drive
DC — Direct Current
EEPROM — Electronically Erasable Programmable Read Only Memory
°F — Degrees Fahrenheit
FLASH — Electronically Erasable Programmable Non-volatile Memory that requires erasure before
programming.
GCVW — Gross Combined Vehicle Weight
Hz — Hertz
ID — Inside Diameter
ISO — International Standards Organization
kg — kilogram
kPa — kilopascals
mm — Millimeters
mV — Millivolt
N — Neutral
N/C — Normally Closed
N/O — Normally Open
NPTF — National Pipe Thread Fine
OBD II — On-Board Diagnostic (Level 2)
OD — Outside Diameter; Overdrive
OEM — Original Equipment Manufacturer
Page ii Copyright © 2004 General Motors Corp. 1000 and 2000 Product Families Principles of Operation—December 2004
P — Park
P1 — First Planetary
P2 — Second Planetary
P3 — Third Planetary
PCM — Powertrain Control Module
PCCS — Production Calibration Control System
PROM — Programmable Read Only Memory
P/N — Part Number
PPC — Pressure Proportional to Current
psi — pounds per square inch
PSM — Pressure Switch Manifold
PTO — Power Takeoff
PWM — Pulse Width Modulation
qt — quart(s)
R — Reverse
rpm — Revolutions per Minute (Engine Speed)
SAE — Society of Automotive Engineers
SCI — Serial Communication Interface
TC — Torque Converter
TCC — Torque Converter Clutch
TCM — Transmission Control Module
TPS — Throttle Position Sensor
V — Volt(s); Voltage
1000 and 2000 Product Families Principles of Operation—December 2004 Copyright © 2004 General Motors Corp. Page iii
SERVICE LITERATURE
This service literature provides fully illustrated instructions for operation, maintenance, service, overhaul, and parts
support for your transmission. To ensure maximum performance and service life from your unit, you may order
publications from:
SGI, Inc.
Attn: Allison Literature Fulfillment Desk
8350 Allison Avenue
Indianapolis, IN 46268
TOLL FREE: 888-666-5799
INTERNATIONAL: 317-471-4995
1000 and 2000 Product Families Service Literature
Publication Name Publication No.

Electronic Troubleshooting Manual TS3192EN
*In-Chassis Maintenance JA3664EN
*Mechanic’s Tips MT3190EN
*Bus Series Operator’s Manual OM3765EN
*Emergency Vehicle Series Operator’s Manual OM3761EN
*Highway Series Operator’s Manual OM3757EN
*Motorhome Series Operator’s Manual OM3364EN
*Rugged Duty Series Operator’s Manual OM3759EN
*Pupil Transportation/Shuttle Series Operator’s Manual OM3758EN
*1000 and 2000 Product Families Operator’s Manual OM3063EN
*Parts Catalog PC3062EN
Parts Catalog On CD-ROM CD3062EN
Principles Of Operation PO3065EN
Service Manual SM3191EN
*Also Available On The Internet At www.allisontransmission.com
Page iv Copyright © 2004 General Motors Corp. 1000 and 2000 Product Families Principles of Operation—December 2004
TABLE OF CONTENTS
Page Page
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i 2–2. INPUT MODULE

Important Safety Notice . . . . . . . . . . . . . . . . . . . . i A. Torque Converter. . . . . . . . . . . . . . . . . . . . 5
Trademarks Used In This Manual . . . . . . . . . . . . .ii i. Vortex Flow . . . . . . . . . . . . . . . . . . . . 6
Abbreviations And Symbols . . . . . . . . . . . . . . . . .ii ii. Rotary Flow . . . . . . . . . . . . . . . . . . . . 6
Service Literature . . . . . . . . . . . . . . . . . . . . . . . . iv iii. Torque Converter Clutch
Operation . . . . . . . . . . . . . . . . . . . . . . 7
SECTION 1. GENERAL DESCRIPTION B. Converter Housing. . . . . . . . . . . . . . . . . . . 7
1–1. SCOPE OF THE MANUAL C. Front Support. . . . . . . . . . . . . . . . . . . . . . . 7
A. Coverage . . . . . . . . . . . . . . . . . . . . . . . . . . 1 D. Charging Pump . . . . . . . . . . . . . . . . . . . . . 7
B. Illustrations . . . . . . . . . . . . . . . . . . . . . . . . 1 2–3. GEARBOX MODULE—ROTATING
CLUTCH AND POWER TAKEOFF
1–2. GENERAL DESCRIPTION
A. Rotating Clutch . . . . . . . . . . . . . . . . . . . . . 7
A. Transmission Design Features. . . . . . . . . . 1
B. Power Takeoff (PTO) Provision . . . . . . . . 8
i. Transmission-to-Engine
Coupling . . . . . . . . . . . . . . . . . . . . . . 1 C. Tone Wheel for Turbine Speed Input . . . . 8
ii. Torque Converter . . . . . . . . . . . . . . . . 1 2–4. GEARBOX MODULE—PLANETARY
iii. Planetary Gearing . . . . . . . . . . . . . . . 1 GEARS AND STATIONARY CLUTCHES
v. Clutches . . . . . . . . . . . . . . . . . . . . . . . 1 A. Planetary Gear Operation . . . . . . . . . . . . . 8
v. Hydraulic System . . . . . . . . . . . . . . . 1 i. Input Element—Sun Gear . . . . . . . . 10
vi. Transmission Fluid Filtration . . . . . . 1 ii. Input Element—Carrier . . . . . . . . . . 10
vii. Electronic Controls . . . . . . . . . . . . . . 3 iii. Input Element—Ring Gear . . . . . . . 10
viii. Oil Cooler Manifold . . . . . . . . . . . . . 3 B. Mechanical Gear Ratios . . . . . . . . . . . . . 10
ix. Remote Oil Cooler. . . . . . . . . . . . . . . 3 C. Main Housing and Stationary
Clutches. . . . . . . . . . . . . . . . . . . . . . . . . . 11
x. Oil Fill Tube/Dipstick Provision . . . . 3
D. P1 Planetary. . . . . . . . . . . . . . . . . . . . . . . 11
xi. Parking Pawl/Parking Brake . . . . . . . 3
xii. Power Takeoff . . . . . . . . . . . . . . . . . . 3 E. P2 Planetary. . . . . . . . . . . . . . . . . . . . . . . 11
xiii. Output Flanges/Yokes . . . . . . . . . . . . 3 F. P3 Planetary . . . . . . . . . . . . . . . . . . . . . . 11
B. Vocational Model Nomenclature. . . . . . . . 3 G. Main Shaft . . . . . . . . . . . . . . . . . . . . . . . . 12
C. Transmission Identification . . . . . . . . . . . . 3 2–5. OUTPUT MODULE

D. Metric Configuration . . . . . . . . . . . . . . . . . 4 A. Rear Cover and Output Shaft . . . . . . . . . 12
B. Parking Provisions. . . . . . . . . . . . . . . . . . 12
SECTION 2. MODULE DESCRIPTION
i. Parking Pawl . . . . . . . . . . . . . . . . . . 12
AND OPERATION
ii. Transmission-Mounted Parking
2–1. MODULAR DESIGN . . . . . . . . . . . . . . . . . . 5 Brake . . . . . . . . . . . . . . . . . . . . . . . . 12
1000 and 2000 Product Families Principles of Operation—December 2004 Copyright © 2004 General Motors Corp. Page v
Page Page
2–6. OIL PAN/CONTROL VALVE MODULE iii. Clutch Trim Solenoids . . . . . . . . . . 22

A. Oil Pan . . . . . . . . . . . . . . . . . . . . . . . . . . 14 B. Pressure Switch Manifold . . . . . . . . . . . 24
B. Electro-Hydraulic Control C. Internal Wiring Harness . . . . . . . . . . . . . 24
Valve Module . . . . . . . . . . . . . . . . . . . . . 14
3–3. SHIFT SCHEDULES
SECTION 3. ELECTRONIC CONTROL
A. Primary Shift Schedule. . . . . . . . . . . . . . 26
SYSTEM
B. Secondary Shift Schedule. . . . . . . . . . . . 26
3–1. EXTERNAL COMPONENTS
C. Shift Schedule Features . . . . . . . . . . . . . 26
A. Transmission Control Module . . . . . . . . 15
i. Hold Upshift . . . . . . . . . . . . . . . . . . 26
i. Inputs . . . . . . . . . . . . . . . . . . . . . . . 15
ii. Shift Calibration . . . . . . . . . . . . . . . 16 ii. Preselect Downshift . . . . . . . . . . . . 26
iii. Adaptive Control. . . . . . . . . . . . . . . 16 3–4. GENERAL CLUTCH CONTROL

iv. Inhibits . . . . . . . . . . . . . . . . . . . . . . 16 i. Pre-Shift . . . . . . . . . . . . . . . . . . . . . 26
v. Diagnostic Functions . . . . . . . . . . . 16 ii. Clutch Control . . . . . . . . . . . . . . . . 26
B. Throttle Position Input . . . . . . . . . . . . . . 16
iii. Post-Shift . . . . . . . . . . . . . . . . . . . . 27
i. Throttle Position Sensor
(Non-Electronic Engines) . . . . . . . . 16 3–5. COMMUNICATIONS INTERFACES
ii. Auto Cal (Automatic Throttle A. SAE J1850 Interface. . . . . . . . . . . . . . . . 27
Position Calibration). . . . . . . . . . . . 17
B. SAE J1939 Interface. . . . . . . . . . . . . . . . 27
iii. Throttle Position
(Electronic Engines) . . . . . . . . . . . . 17 3–6. VEHICLE INTERFACE WIRING . . . . . . 28
C. Speed Sensors. . . . . . . . . . . . . . . . . . . . . 18 3–7. SPECIAL INPUT AND OUTPUT
i. Engine Speed Sensor . . . . . . . . . . . 18 FUNCTIONS
ii. Turbine Speed Sensor . . . . . . . . . . . 18 A. Input Functions. . . . . . . . . . . . . . . . . . . . 28
iii. Output Speed Sensor. . . . . . . . . . . . 18 B. Output Functions . . . . . . . . . . . . . . . . . . 28
D. Shift Selector . . . . . . . . . . . . . . . . . . . . . 18
3–8. EXTERNAL HARNESSES . . . . . . . . . . . . 28
i. Shift Selector Range Positions . . . . 18
ii. Manual Selector Valve . . . . . . . . . . 19 SECTION 4. ELECTRONIC
iii. Neutral Start Backup (NSBU) DIAGNOSTICS
Switch . . . . . . . . . . . . . . . . . . . . . . . 19
4–1. DIAGNOSTICS CAPABILITY
3–2. INTERNAL COMPONENTS
A. Diagnostic Tool . . . . . . . . . . . . . . . . . . . 29
A. Solenoids . . . . . . . . . . . . . . . . . . . . . . . . 20
B. Diagnostic Trouble Codes (DTC). . . . . . 29
i. Pulse Width Modulation (PWM)
Solenoids. . . . . . . . . . . . . . . . . . . . . 20 i. Diagnostic Codes (DTC) . . . . . . . . 29
ii. Normally Closed Shift Solenoids . . 22 ii. Display Procedure. . . . . . . . . . . . . . 29
Page vi Copyright © 2004 General Motors Corp. 1000 and 2000 Product Families Principles of Operation—December 2004
Page Page
4–2. CHECK TRANS LIGHT . . . . . . . . . . . . . . 29 5–3. HYDRAULIC CONTROL SYSTEM

CIRCUITS
4–3. RANGE/SHIFT TESTS
A. Neutral Operation . . . . . . . . . . . . . . . . . . 36
A. Range Verification Test . . . . . . . . . . . . . . 29
B. First Range Operation . . . . . . . . . . . . . . . 37
B. Off-Going Ratio Test. . . . . . . . . . . . . . . . 30
C. Second Range Operation. . . . . . . . . . . . . 38
C. Oncoming Ratio Test. . . . . . . . . . . . . . . . 30
D. Shift Valve Integrity Test . . . . . . . . . . . . . 30 D. Lockup Operation . . . . . . . . . . . . . . . . . . 39
E. Third Range Operation . . . . . . . . . . . . . . 39
SECTION 5. HYDRAULIC CONTROL
F. Fourth Range Operation . . . . . . . . . . . . . 40
SYSTEM
G. Fifth Range Operation. . . . . . . . . . . . . . . 41
5–1. HYDRAULIC CONTROL SYSTEM
H. Reverse Operation . . . . . . . . . . . . . . . . . . 42
A. Overview . . . . . . . . . . . . . . . . . . . . . . . . . 31
5–4. CLUTCH APPLICATION
B. Schematics. . . . . . . . . . . . . . . . . . . . . . . . 31
C. Hydraulic Passage Identification . . . . . . . 31 A. Normal Operation . . . . . . . . . . . . . . . . . . 44
B. Operation During Electrical
5–2. HYDRAULIC CONTROL SYSTEM
Interruption . . . . . . . . . . . . . . . . . . . . . . . 46
COMPONENTS
A. Main-Pressure Circuit . . . . . . . . . . . . . . . 32
SECTION 6. TORQUE PATHS
B. Modulated Main Pressure . . . . . . . . . . . . 32 THROUGH THE
C. Control Main Circuit . . . . . . . . . . . . . . . . 32 TRANSMISSION
i. Control Main Relief Valve . . . . . . . . 32 6–1. TORQUE FLOW
ii. Control Main Filter . . . . . . . . . . . . . 33
A. Torque Converter Operation . . . . . . . . . . . 47
D. Torque Converter Circuit. . . . . . . . . . . . . 33
B. Torque Converter Clutch Operation . . . . . 47
i. Converter Operation . . . . . . . . . . . . 33
6–2. TORQUE PATHS
ii. Torque Converter Clutch
Operation . . . . . . . . . . . . . . . . . . . . . 33 A. Neutral Torque Path. . . . . . . . . . . . . . . . . 47
iii. Converter Relief Valve. . . . . . . . . . . 33 B. First Range Torque Path . . . . . . . . . . . . . 48
E. Cooler/Lubrication Circuit . . . . . . . . . . . 33 C. Second Range Torque Path . . . . . . . . . . . 49
F. Exhaust Circuit . . . . . . . . . . . . . . . . . . . . 34
D. Third Range Torque Path. . . . . . . . . . . . . 50
G. Suction Circuit. . . . . . . . . . . . . . . . . . . . . 34
E. Fourth Range Torque Path. . . . . . . . . . . . 51
H. Exhaust Backfill Circuit . . . . . . . . . . . . . 34
F. Fifth Range Torque Path . . . . . . . . . . . . . 52
I. A and B Trim Solenoids and
Trim Valves . . . . . . . . . . . . . . . . . . . . . . . 34 G. Reverse Torque Path . . . . . . . . . . . . . . . . 53
1000 and 2000 Product Families Principles of Operation—December 2004 Copyright © 2004 General Motors Corp. Page vii
LIST OF FOLDOUT ILLUSTRATIONS
Foldout
1. 1000 Product Family Cross-Section View
2. 2000 Product Family Cross-Section View
3. 2000 Product Family With Park Pawl Cross-Section View
4. 1000 Product Family With Direct Mount Converter Housing and Transfer Case Adapter
5. Neutral / Park Hydraulic Schematic
6. First Range Hydraulic Schematic
7. Second Range Hydraulic Schematic
8. Third Range Hydraulic Schematic
9. Fourth Range Hydraulic Schematic
10. Fifth Range Hydraulic Schematic
11. Reverse Range Hydraulic Schematic—N04 and Later
11a. Reverse Range Hydraulic Schematic—Prior to N04
12. Limp Home Mode Third Range Hydraulic Schematic
13. Limp Home Mode Reverse Range Hydraulic Schematic
14. Hydraulic Passage Identification—Converter Housing (Rear View)
15. Hydraulic Passage Identification—Converter Housing (Bottom View)
16. Hydraulic Passage Identification—Main Housing
17. Hydraulic Passage Identification—Main Housing/Oil Pump
18. Hydraulic Passage Identification—Oil Pump
19. Hydraulic Passage Identification—Control Valve Assembly (Main Valve Body)
20. Hydraulic Passage Identification—Control Valve Assembly (Shaft Valve Body/Separator Plate)
Page viii Copyright © 2004 General Motors Corp. 1000 and 2000 Product Families Principles of Operation—December 2004
Section One
GENERAL DESCRIPTION
1–1. SCOPE OF THE MANUAL single-stage, polyphase, three-element unit,
consisting of a pump, stator, and turbine. At lower
A. Coverage output speeds, the torque converter multiplies
torque and provides a fluid coupling to the
This manual covers the principles of operation for the engine. At higher speeds, the torque converter
mechanical, hydraulic, and electrical components of the clutch (TCC) is automatically engaged to provide
Allison Transmission 1000 and 2000 Product Families. direct drive from the engine to the transmission.
The 1000 and 2000 Product Families include all Hydraulic fluid for converter charging pressure
vocational models and 1000 Series™, 2000 Series™, comes from the sump and is supplied by the
and 2400 Series™ transmissions. The information charging pump. The torque converter clutch is
contained in this manual was developed to aid users of applied or released by changing direction of fluid
various experience levels. The explanations of the in the torque converter. An integral converter
basic operating characteristics are valuable when damper minimizes the need for additional engine
learning the function of each transmission component. vibration control.
The detailed hydraulic schematics and torque path
diagrams are excellent references when diagnosing iii. Planetary Gearing
transmission problems. The planetary gear train includes three constant-
mesh, helical gear planetary sets. By the engage-
B. Illustrations ment of the clutches in various combinations, the
The text is supported by figures and foldout illustra- planetary sets act singly or together to provide
tions. Line drawings are representative of all models in five forward ranges, neutral, and reverse.
the 1000 and 2000 Product Families. Cross sections, iv. Clutches
color-coded hydraulic schematics, and hydraulic pas-
sage identification charts are in foldouts at the back of Five range clutches (two rotating and three sta-
this manual. The foldouts may be opened for easy ref- tionary) direct the flow of torque through the
erence while studying the text. transmission. All range clutches are hydrauli-
cally-actuated and spring-released, with auto-
matic wear compensation. Clutches are cooled by
1–2. GENERAL DESCRIPTION the transmission fluid. The transmission elec-
tronic control module signals solenoid valves to
A. Transmission Design Features apply and release clutches based on speed and
power combinations and the range selected by the
Allison 1000 and 2000 Product Families transmissions vehicle operator.
(Figures 1–1 and 1–2) are torque-converter driven,
fully automatic transmission systems. The 1000 and v. Hydraulic System
2000 Product Families transmissions have up to five
forward speeds, neutral, and reverse. The fifth range A common hydraulic system serves the torque
has an overdrive gear ratio. The 1000 and 2000 converter and the transmission. Transmission
Product Families incorporate a variety of standard and fluid for all hydraulic operations, lubrication, and
optional design features. cooling comes from the sump and is supplied by
the charging pump.
i. Transmission-to-Engine Coupling
vi. Transmission Fluid Filtration
The converter housings of 1000 and 2000 Product
Families transmissions mate directly to SAE No.2 Fluid filtration is provided by two filter systems.
or No.3 flywheel housings or in some cases to the A suction filter, located in the sump, provides
engine block. Flexplate drive is used for engine- general protection to the entire hydraulic system
to-transmission torque transfer. by filtering large particulates. A spin-on filter
ii. Torque Converter provides full-time protection for the control
solenoids and multipass protection for the entire
Several torque converters are available to match system. The spin-on filter is externally mounted
the transmissions to a wide variety of diesel and on the converter housing at the lower left front of
gasoline engines.The torque converter is a the transmission.
1000 and 2000 Product Families Principles of Operation—December, 2004 Copyright © 2004 General Motors Corp. Page 1
OIL VENT
(BREATHER) PARKING BRAKE
MOUNTING PROVISION
TURBINE SPEED
SENSOR
INPUT SPEED
SENSOR
OUTPUT SPEED SENSOR
NSBU SWITCH
SELECTOR SHAFT
SAE 6-BOLT
PTO PAD
(DRIVE GEAR OPTIONAL)
AVAILABLE
OIL FILL TUBE
LOCATION
CONTROL MAIN OIL FILTER
V04779.04.00
Figure 1–1. 1000 and 2000 Product Families Transmission—Left-Front View
INPUT SPEED
SENSOR
TURBINE SPEED
SENSOR
OIL VENT
(BREATHER)
OUTPUT SPEED
SENSOR
MOUNTING PAD
(SAE #3 HOUSING ONLY)
COOLER PORTS
AVAILABLE OIL FILL
TUBE LOCATION
PROVISION FOR SAE 6-BOLT

CUSTOMER-SUPPLIED PTO PAD (DRIVE GEAR OPTIONAL)
SPEED SENSOR OR NAMEPLATE
TACHOGRAPH
(OPRIONAL) MAIN ELECTRICAL
CONNECTOR
V04780.01.06
Figure 1–2. 1000 and 2000 Product Families Transmission—Right-Rear View
Page 2 Copyright © 2004 General Motors Corp. 1000 and 2000 Product Families Principles of Operation—December, 2004
vii. Electronic Controls accommodates an OEM-installed two-shoe,
expanding-type drum brake. All parking brake
A microcomputer provides electronically- controls and linkages are OEM-supplied.
controlled automatic gear selection and automatic
engagement of the torque converter clutch. The xii. Power Takeoff
microcomputer is an independent controller The1000 and 2000 Product Families
referred to as a Transmission Control Module, transmissions have a provision to mount and drive
or TCM. a power takeoff (PTO) unit on the left and/or right
The electronic control system uses adaptive logic side of the transmission housing. The optional
to provide optimum shift quality. Driving PTO drive gear is driven by the transmission
efficiency is improved by shifting at the exact torque converter turbine, with speed and torque
programmed transmission shift point for every reflecting engine input and characteristics of the
engine/transmission/vehicle combination. The torque converter. PTO units and associated
electronic controls can be customized for four- controls are provided by the vehicle manufacturer
speed or five-speed operation to meet vocational and/or body builder.
requirements. xiii. Output Yokes/Flanges
viii. Oil Cooler Manifold A variety of output yokes or flanges are available
to meet vehicle driveline requirements. Yokes or
Transmission torque converter housings allow
flanges are OEM-installed and are adapted as
mounting an oil cooler manifold that contains two
specified by the vehicle manufacturer.
ninety-degree hydraulic fittings.
ix. Remote Oil Cooler B. Vocational Model Nomenclature
Ports for remote-mount oil cooler lines are Vocational models are named by the vocation for their
located on the bottom surface of the converter particular application. Refer to the Allison Transmission
housing near the converter housing/main housing website at www.allisontransmission.com or Allison
splitline. Remote oil-to-water coolers require WATCH 309 for detailed information regarding voca-
plumbing for transmission fluid and engine- tional model applications.
cooling water. Remote oil-to-air coolers may also
be used and only transmissions fluid lines need to The vocational models are named as follows:
be provided. Heat is transferred from the • Highway Series (HS)—on-highway only, no PTO
transmission fluid to either water or air depending
upon the cooler type used. • Rugged Duty Series (RDS)—on/off-highway,
PTO optional
x. Oil Fill Tube/Dipstick Provisions
• Emergency Vehicle Series (EVS)—vehicles with
All 1000 and 2000 Product Families models have emergency signalling devices (lights, sirens, etc.)
a fill tube/dipstick provision on both sides of the
transmission. The fill tube and dipstick are OEM- • Motorhome (MH)—Class A and bus conversion
installed and adapted as specified by the vehicle motorhomes
manufacturer. A plug is installed in the unused
location. • Pupil Transport/Shuttle Series (PTS)—school
and shuttle bus
xi. Parking Pawl/Parking Brake
• Bus Series (B)—transit bus
All 1000, 2200, 1000 Series™, and 2400 Series™
transmissions have a park pawl. The internal • Specialty Series (SP)—unique applications not
parking pawl is engaged by selecting the (park) covered by other models
position on the shift selector. The parking pawl is
not available on 2100, 2500, or 2000 Series™ C. Transmission Identification
models.
Each transmission is identified by a model designa-
Some 1000 and 2000 Product Families models tion, group numbers, and a serial number. This infor-
are available with an optional rear cover that mation is included on the transmission identification
plate (Figure 1–3) located on the right-rear side of the The transmission identification plate also includes the
transmission.This information must be used when dis- date of manufacture and the transmission identifica-
cussing specific service issues or ordering parts. tion number used with diagnostic systems.
D. Metric Configuration
ICULTURA
AGR L
D IM
AN
PL
E
EM
ILE AEROSPAC
UAW 1000 and 2000 Product Families transmissions are
ENT
WORKERS
933
OB
designed and manufactured to metric standards. Met-
OM
OF
UT AM
DA ERI
DIVISION OF GENERAL MOTORS CORP. UNITE CA
INDIANAPOLIS, INDIANA
ric tools are required for service. The cooler ports
M O D EL XX–XXXX XX–XXXX
XXXXXXXXXX and the main pressure tap are the only non-metric
D ATE T ID XX–XXXX XX–XXXX fittings on the transmission.
XXXXX XX XX–XXXX XX–XXXX
S E R IA L N O .
XXXXXXXXXX XX–XXXX XX–XXXX
EFC N
X X X X X X X X XX–XXXX XX–XXXX
V04519
Figure 1–3. 1000 and 2000 Product Families

Transmission Identification Plate
Section Two
MODULE DESCRIPTION AND OPERATION
2–1. MODULAR DESIGN A. Torque Converter
All 1000 and 2000 Product Families are assembled The torque converter transfers torque hydraulically
from four modules (Figure 2–1). The four major from the engine to the transmission gearbox. A vaned
modules are the input module, the gearbox module, converter pump, a vaned turbine, a vaned stator, and a
the oil pan/control valve module, and the output torque converter clutch assembly are the operational
module. The modules, together with the electronic elements of the torque converter.
control system and support equipment, comprise the
total transmission system. The torque converter accomplishes four main func-
tions. At engine idle speed, the converter functions as a
disconnected (disengaged) clutch between the engine
2–2. INPUT MODULE and transmission. At high converter pump/low turbine
speed, the converter multiplies torque to provide
greater starting or driving torque. For operation other
The input module transfers torque from the engine to than idle or starting, the converter acts as a fluid cou-
the transmission gearbox. The components of the input pling and transmits engine torque to the transmission
module are the torque converter with integral damper gearing. When the torque converter clutch is engaged,
and clutch assembly, the converter housing compo- the converter provides direct drive from the engine to
nents, the front support, and the charging pump. the transmission.
OUTPUT MODULE
GEARBOX MODULE
(Shown with NSBU
switch installed)
INPUT MODULE
NSBU SWITCH
OIL PAN / CONTROL

VALVE MODULE
V04781.03.00
Figure 2–1. 1000 and 2000 Product Families Transmission Modules
The converter pump is the input element and is driven redirected flow leading to torque multiplication in
directly by the engine. When the engine is running, the the torque converter is called vortex flow.
converter pump acts as a centrifugal pump by picking
up fluid at the center and discharging fluid at the rim Maximum torque multiplication occurs when the
between the vanes. The pump transfers power from the turbine is stationary (stalled) and the pump is at
engine to the turbine using the centrifugal force gener- its highest speed. This condition maximizes the
ated as fluid is thrown against the turbine vanes. Fluid fluid impact force on the turbine vanes. Torque
striking the vanes causes the turbine to rotate. The tur- multiplication decreases as turbine speed
bine is splined to the turbine (input) shaft and transfers approaches pump speed. The amount by which
torque to the transmission. Fluid passes through the the converter multiplies engine torque at turbine
channels between the turbine vanes to the center of the stall point is referred to as the stall torque ratio.
turbine and into the stator. The purpose of the stator is The stall torque ratios for torque converters
to redirect the flow of the fluid within the converter. available for 1000 and 2000 Product Families
Figure 2–2 shows a general illustration of the fluid transmissions are listed in Table 2–1.
flow in the torque converter.
Table 2–1. Torque Converter Stall
Two types of fluid flow can occur during converter Torque Ratios
operation: vortex flow and rotary flow. The type of TC 210—2.05:1
flow depends on the relative speeds of the converter
pump and turbine. TC 211—2.00:1
TC 221—1.73:1
i. Vortex Flow
TC 222—1.58:1
When converter pump speed is much greater than
turbine speed, fluid from the turbine hits the front ii. Rotary Flow
side of the stator vanes. The stator is locked
against rotation in the direction of fluid flow and Rotary flow occurs when turbine speed approaches
redirects the fluid so that the force on the pump is pump speed. Fluid leaving the turbine strikes the
increased. This additional fluid force assists the backs of the stator vanes. The stator then rotates in
rotation of the pump. Fluid from the converter the same direction as the turbine and the pump. At
pump then has more force to turn the turbine this point, torque multiplication ceases. The
assembly and multiply engine torque. This converter functions as a fluid coupling.
TURBINE STATOR PUMP
V01462
Figure 2–2. Fluid Flow in the Torque Converter
iii. Torque Converter Clutch Operation B. Converter Housing
When functioning as a fluid coupling, the The input module is typically enclosed in a SAE No. 2
converter turbine transmits significant torque, but or SAE No. 3 converter housing (special applications
may require automotive, direct-mount housings). The
never attains converter pump speed due to kinetic
converter housing is bolted to the engine flywheel
energy losses. The torque converter clutch
housing or to the engine block. The converter housing
(TCC), located inside the torque converter provides a structural connection to the engine. An
assembly, is splined to the converter turbine, optional housing has two 4-bolt pads which can be
providing a direct drive from the engine to the used for powertrain-to-frame mounts. The input speed
transmission gearing. With the TCC engaged, the sensor, ports for cooler line attachment, and the
converter pump, turbine, and turbine shaft all mounting pad for the control main spin on filter are
rotate at exactly the same speed as the engine. also located in the converter housing.
This mechanical direct-drive provides faster shift
response and allows maximum fuel economy. C. Front Support
The TCC consists of two elements: a piston/ The front support is bolted to the converter housing
and contains the converter ground sleeve through
clutch assembly and a damper. The integral
which the turbine shaft passes to the rotating clutch
spring-type damper is a shock-absorbing
assembly. The front support also contains the main
component that reduces vibration and torsional regulator valve assembly, the lubrication regulator
forces from the engine when the TCC is engaged. valve assembly, the converter flow valve, the converter
relief valve, a C1 clutch valve to prevent exhaust
The TCC piston is engaged or released based on backfill from reaching the C1 clutch, an exhaust
the direction of fluid flow through the torque backfill valve for the rotating clutch, and the
converter. In converter operation, fluid enters the associated hydraulic passages for regulating and
converter between the converter cover and the distributing fluid throughout the transmission.
TCC piston, preventing piston engagement. Fluid
leaves the converter between the turbine shaft and D. Charging Pump
converter ground sleeve. As turbine speed
The charging pump provides a flow of pressurized
approaches engine speed (after second range or
fluid to the transmission hydraulic system. The
higher has been attained depending on charging pump drive gear is engaged to the torque
calibration), the TCM actuates the F Trim converter pump hub and rotates at engine speed. Fluid
solenoid, which controls the converter flow is drawn into the suction side of the pump from the
valve. This valve reverses converter fluid flow, sump, pressurized by gear action, and directed into the
charging the converter at the pump hub with main front support for regulation and delivery to various
pressure and exhausting the fluid in the area parts of the transmission.
between the piston and the front cover. Hydraulic
pressure remains between the pump and the
piston. This pressure differential causes the TCC 2–3. GEARBOX MODULE—
piston to engage the converter front cover, ROTATING CLUTCH AND
providing a mechanical connection between the POWER TAKEOFF
transmission power train and the engine.
Converter flow is bypassed and directed to the A. Rotating Clutch
cooler during TCC operation.
The rotating clutch consists of the turbine shaft assem-
If an electrical interruption or critical transmis- bly, the rotating clutch housing, the C1 and C2 clutch
sion malfunction occurs, the TCM disengages the assemblies, and the C1 and C2 drive hubs.
TCC. This eliminates the mechanical connection The rotating clutch assembly employs a fully balanced
between the transmission power train and the en- C2 piston cavity and a partially balanced C1 piston
gine. When the TCC is disengaged the converter cavity. The C2 balance piston is located between the
returns to a fluid coupling drive. C2 piston and the rotating clutch housing and is
supplied with non-pressurized C2 fluid. The trapped behind the piston and allowing the spring assembly to
C2 fluid in the balance piston cavity offsets the return the piston to the unapplied position.
centrifugal forces of the C2 fluid behind the C2 piston.
The C1 balance piston is located between the C1
B. Power Takeoff (PTO) Provision
piston and the C1 piston housing and is supplied by
the lubrication pressure. The C1 has a partial balance
due to the fact that the outer radius is the same for both 1000 and 2000 Product Families transmissions have a
the piston and the balance piston, but the C1 piston has provision to mount and drive a power takeoff (PTO)
a smaller inner radius than the C1 balance piston. The unit on the left and/or right side of the transmission
centrifugal force created by the fluid in the C1 piston housing (Figure 2–3). The optional PTO drive gear
cavity is partially balanced by the centrifugal force consists of a large drive gear on the rotating clutch
created by the fluid in the C1 balance piston cavity. housing. An idler gear arrangement and a smaller
The remaining balance is made up in the spring return driven gear are in the PTO (Figure 2–4). With this
force. The centrifugal exhaust located in the C1 piston drive configuration, the PTO rotates in the same direc-
housing provides redundancy in preventing centrifugal tion as the engine.
apply by exhausting the C1 clutch cavity if the C1
balance cavity is partially filled. This pressure balance The PTO drive gear is integral to the transmission
enhances control of off-going and oncoming rotating rotating clutch housing, which rotates at the same
clutches. The C1 and C2 clutches operate independent speed as the torque converter turbine. If the torque
of each other. This is achieved by having the C2 return converter clutch (TCC) is engaged, the rotating clutch
spring assembly react against the C1 piston housing housing and the attached PTO gear rotate at engine
which is grounded against the rotating clutch housing. speed. If the TCC is disengaged, the PTO is driven
The C1 return spring assembly reacts against the through the torque converter and speed is reduced.
rotating clutch housing. Actual speed depends on torque converter model,
engine speed, and output load.
The functional components of the C1 and C2 clutches
The PTO, including the idler and driven gears, is sup-
are the pistons, return spring assemblies, clutch reac-
plied by the chassis OEM, the body builder, or the
tion plates, clutch friction plates, balance pistons, and
end user.
drive hub. The six C1 clutch reaction plates are splined
to and rotate with the turbine shaft. The six C1 clutch
friction plates are splined to the C1 drive hub, which is C. Tone Wheel for Turbine Speed Input
splined to the main shaft. The C1 clutch is applied by
charged hydraulic fluid pressing the C1 clutch piston, For models with PTO provision, the PTO drive gear
return spring assembly (compresses spring, but not teeth function as a tone wheel for the turbine speed
against the reaction plate), and clutch reaction plates sensor. For models without PTO provision, a tone
against the clutch friction plates. This action causes wheel is pressed onto the OD of the rotating clutch
the C1 drive hub to transmit torque to the main shaft housing.
assembly. The clutch is released by removing the pres-
sure from behind the piston allowing the spring assem-
bly to return the piston to the unapplied position. 2–4. GEARBOX MODULE—
PLANETARY GEARS AND
The seven C2 clutch reaction plates are splined to and STATIONARY CLUTCHES
rotate with the rotating clutch housing. The six C2
clutch friction plates are splined to the C2 drive hub.
The C2 drive hub is splined to the P2 carrier. Charged A. Planetary Gear Operation
hydraulic fluid presses the C2 piston, return spring
assembly (compresses spring, but not against the reac- All Allison Transmission planetary gear assemblies
tion plate), and reaction plates against the clutch fric- consist of three primary members: a sun gear, pinion
tion plates. This action causes the C2 drive hub to gears installed in a carrier, and a ring gear. The sun
transmit torque to the P2 planetary assembly. The P1 gear is a small gear that meshes on the inside of the
planetary sun gear is splined to the P1 drive flange pinion gears (Figure 2–5). A sun gear is usually
which also serves as the C2 clutch backplate. The splined to a shaft or is integral with a hub or other
clutch is released by removing the pressure from drive assembly.
TRANSMISSION
VIEWED FROM REAR
V04759
Figure 2–3. PTO Mounting Locations
SIDEPAD MOUNTED PTO
ENGINE PTO OUTPUT

LOCKUP TO ACCESSORY
CLUTCH
(1:1) PTO DRIVEN GEAR
IDLER GEAR
CRANKSHAFT
FLYWHEEL PTO DRIVE GEAR

PUMP
ELEMENT
TURBINE ELEMENT
V04735
Figure 2–4. PTO Drive Components
ii. Input Element—Carrier
RING GEAR
SUN GEAR
If input torque is supplied through the carrier and
the ring gear is restricted, the carrier pinion gears
rotate in a direction opposite to that of the carrier
hub. The pinion gears transmit torque to the sun
gear causing it to rotate in the same direction as
the carrier hub but at a higher speed. The sun gear
provides the output from the planetary assembly.
When the sun gear is held and the ring gear is
unrestricted, the pinion gears transmit torque to
CARRIER the ring gear. This torque rotates the ring gear in
PLANETARY PINION GEARS
the same direction as the carrier hub but at an
V01463.01 increased speed.
iii. Input Element—Ring Gear

Figure 2–5. Planetary Gears
The carrier assembly is made up of several pinion gears If input torque is supplied through the ring gear
that are housed in a carrier. The sun gear is inserted into and the sun gear is restricted, torque is transmitted
the center of the carrier assembly. The pinion gears through the pinion gears. The carrier rotates in the
mesh with the sun gear to transmit torque through the same direction as the ring gear but at a slower
planetary assembly. The ring gear is splined on the OD speed. The carrier provides the output from the
and has gear teeth on the ID. The ring gear teeth mesh planetary assembly. When the carrier is held and
with the teeth of the pinion gears. The ring gear is the sun gear is unrestricted, the pinion gears
splined to a stationary clutch that holds the ring gear transmit torque from the ring gear to the sun gear.
stationary when the clutch is applied. The pinion gears rotate in the same direction as
the ring gear input, causing the sun gear to rotate
When any two planetary gear assembly members are in a direction opposite to that of the ring gear but
forced to rotate at the same speed, all three planetary at a much faster speed.
components must rotate as a single unit. The two input
members deliver torque to the planetary assembly. The
remaining output member rotates at the same speed as
B. Mechanical Gear Ratios
the input. When input drive is supplied through only one
member of the planetary assembly and another member In any given range, the combination of held and rotat-
is held, the planetary assembly output speed will change. ing planetary components enables the transmission to
multiply transmission input torque and reduce speed
i. Input Element—Sun Gear by the mechanical gear ratio. For example, in first
range, a 1000 Product Family transmission increases
When input torque is delivered through the sun the input torque and reduces speed by a factor of 3.1.
gear, and the ring gear is restricted (held Table 2–2 lists the gear ratios for 1000 and 2000 Prod-
stationary or at a slower rotation), the carrier uct Families transmissions. Mechanical gear ratios do
rotates in the same direction as the sun gear but at not include torque converter multiplication.
a slower rate. The carrier provides the output
from the planetary assembly. When the carrier is Table 2–2. Mechanical Gear Ratios
held and the ring gear is unrestricted, torque flows
through the pinion gears to the ring gear. The Range Close Ratio Wide Ratio
pinion gears rotate within the carrier assembly First 3.10:1 3.51:1
opposite to the direction of the sun gear. The Second 1.81:1 1.90:1
torque through the pinion gears produces ring Third 1.41:1 1.44:1
gear rotation in a direction opposite to that of the
sun gear and at a much slower speed. The ring Fourth 1.00:1 1.00:1
gear provides the output from the planetary Fifth 0.71:1 0.74:1
assembly. Reverse -4.49:1 -5.09:1
C. Main Housing and Stationary Clutches The P1 carrier assembly is meshed with the P1 ring
gear inside the C3 clutch assembly. The P1 ring gear is
The transmission main housing contains the C3, C4, splined to the C3 friction plates. The P1 sun gear
and C5 clutches. The clutches in the main housing are extends into the center of the P1 carrier assembly
stationary clutch assemblies and do not rotate when where it meshes with the P1 pinion gears. The ring
hydraulically applied. When applied, the stationary gear of the P2 planetary gear set is splined to the P1
clutches hold the P1, P2, or P3 planetary ring gears carrier and meshes with the C4 clutch friction plates.
stationary.
P1 planetary gear rotation is controlled by the applica-
The C3 clutch consists of a piston, three return spring tion of either the C3 or C4 clutch assembly. Input to
assemblies, a spring return plate, three reaction plates, P1 planetary is provided through the P1 sun gear
four friction plates, and a backplate. The C4 clutch meshing with the P1 carrier.
consists of a piston, a spring return plate, three return
spring assemblies, four reaction plates, five friction
plates, and a backplate. The components of the C5 E. P2 Planetary
clutch contained in the main housing are the six fric-
The P2 planetary gear set consists of the P2 sun gear,
tion plates, six reaction plates, and backplate. The C5
the P2 carrier and pinion assembly, and the P2 ring
piston and spring assembly are assembled as part of
gear. The P2 ring gear is splined to the P1 carrier and
the rear cover.
the C4 friction plates.
The P1 ring gear is enclosed by the C3 clutch assem-
bly. The C3 clutch friction plates mesh with the P1 The P2 carrier assembly is meshed with the P2 ring
ring gear. The friction plates rotate with the P1 ring gear inside the C4 clutch assembly. The P2 sun gear is
gear when the C3 clutch is not engaged. The C3 reac- inserted into the center of the P2 carrier assembly
tion plates are splined to the main housing and are sta- where it meshes with the P2 pinion gears and is
tionary. When the C3 clutch is applied, the C3 clutch splined to the main shaft. The ring gear of the P3 plan-
piston presses the clutch friction and reaction plates etary gear set is splined to the P2 carrier and also
together, holding the P1 ring gear stationary. meshes with the C5 clutch friction plates.
The P2 ring gear is splined to the P1 carrier assembly. P2 planetary gear rotation is controlled by the action
The C4 clutch friction plates mesh with the P2 ring of the P1 planetary, application of the C4 clutch, or
gear and rotate with the P1 carrier when C4 clutch is application of the C5 clutch. Input rotation to the P2
not engaged. The C4 reaction plates are splined to the carrier is provided by the P2 ring gear meshing with
main housing and are held stationary. When the C4 the P2 carrier, or by the P2 sun gear.
clutch is applied, the C4 clutch piston presses the
clutch plates together, holding the P2 ring gear station- F. P3 Planetary
ary. Preventing P2 ring gear rotation also prevents P1
carrier rotation. The P3 planetary gear set consists of the P3 sun gear,
the P3 carrier and pinion assembly, and the P3 ring
The P3 ring gear is splined to the P2 carrier assembly. gear. The P3 ring gear is splined to the P2 carrier.
The C5 clutch friction plates mesh with the P3 ring
gear and rotate with the P2 carrier when clutch C5 is The P3 carrier assembly is meshed with the P3 ring
not engaged. The C5 reaction plates are splined to the gear inside the C5 clutch assembly. The P3 sun gear is
main housing and are stationary. When the C5 clutch inserted into the center of the P3 carrier assembly
is applied, the C5 clutch piston presses the clutch where it meshes with the P3 pinion gears and is
plates together, holding stationary the P3 ring gear. splined to the main shaft. The ring gear of the P3 plan-
Preventing P3 ring gear rotation also prevents P2 car- etary meshes with the C5 clutch friction plates. The P3
rier rotation. carrier is splined to the output shaft.
D. P1 Planetary P3 planetary gear rotation is controlled by the action

of the P2 planetary, application of the C4 clutch, or
The P1 planetary gear set consists of the P1 sun gear, application of the C5 clutch. The P3 carrier assembly
the P1 carrier and pinion assembly, and the P1 ring transfers torque to the output shaft. Input rotation to
gear. The P1 sun gear is splined to the P1 drive flange, the P3 carrier is provided by the P2 ring gear or by the
and is assembled with the rotating clutch. P3 sun gear.
G. Main Shaft units, the adapter serves the same function as a rear
cover. The adapter is designed to mount directly to a
The main shaft passes through the center of the trans- transfer case and will not accept an output yoke.
mission and provides the primary path for transmitting
torque through the geartrain. The main shaft also dis-
tributes transmission fluid for lubrication of the plane- B. Parking Provisions
tary gear sets and the output module.
i. Parking Pawl
The main shaft is splined to the C1 rotating clutch hub.
Input torque to the main shaft is received either
The parking pawl, in transmissions that contain
through the C1 rotating clutch hub or the P2 sun gear.
The P2 and P3 sun gears are splined to the main shaft, an internal parking pawl, is engaged by selecting
enabling it to transmit torque to the P2 and P3 plane- the P (Park) position on the shift selector. The
tary assemblies. parking pawl components ground the
transmission output shaft and prevent rotation of
the driveline.
2–5. OUTPUT MODULE
ii. Transmission-Mounted Parking Brake
The output module contains the components that
transmit power and torque from the transmission to the
vehicle driveline. The output centerline is in line with The typical parking brake installation consists of
the transmission input centerline. the parking brake mounting provision on the
transmission rear cover, the brake apply lever,
The output module includes the rear cover and associ- brake assembly, transmission output flange, brake
ated components, the output shaft, an optional parking drum, and flanged output yoke (Figure 2–6). All
brake provision or parking pawl, an optional provision parking brake components are supplied by the
for speedo/tacho drive, and a variety of customer-sup-
chassis OEM or end user.
plied yokes and flanges to adapt the transmission to
various vehicles.
Figure 2–7 illustrates a typical parking brake. The
primary component is a mechanically-activated
A. Rear Cover and Output Shaft
duo-servo, double-anchor type drum brake. The
The rear cover houses the C5 clutch piston, the output brake contains an internal adjustment provision.
speed sensor assembly, the output shaft assembly, and A cam is rotated to separate the brake shoes and
the customer-supplied output flange. The rear cover actuate the brake. The cam actuating lever
may be equipped with a parking brake provision or a extends from the cam and connects to the brake
parking pawl. mechanical linkage. When the cam lever is
Engine torque is transferred through the transmission moved clockwise by the brake linkage, the upper
gearing to the output shaft. The output centerline is in ends of the brake shoes move out toward the
line with the transmission input centerline. The P3 sun drum. When the linings contact the drum, the
gear, splined to the main shaft, meshes with the P3 friction force between the primary shoe and the
pinion gears, rotating on the inside of the P3 carrier drum causes this shoe to move away from its
assembly. The transmission output shaft is splined to, anchor pin. Force is transmitted from the bottom
and rotates with, the P3 carrier assembly. In a forward end of the primary shoe through the adjusting
range, the output shaft rotates in the same direction as screw assembly to the bottom end of the
the input shaft.
secondary shoe. This force lodges the secondary
An adapter replaces the rear cover in transmissions shoe against its anchor pin, moving the secondary
designed for 4-wheel drive applications. On these shoe outward against the drum.
BRAKE ASSEMBLY
OUTPUT FLANGE
BRAKE DRUM
FLANGED
BRAKE APPLY YOKE
LEVER
V04733
Figure 2–6. Transmission-Mounted Parking Brake
Drum forward
rotation
PRIMARY SHOE
CAM
ADJUSTING
SCREW FORCE
Anchor force
SECONDARY
SHOE
Applying force APPLY LEVER
V04734
Figure 2–7. Typical Parking Brake Components
2–6. OIL PAN/CONTROL VALVE clutch). Solenoids, actuated by the transmission con-
trol module (TCM), control valve movement.
MODULE
The control valve assembly consists of three
A. Oil Pan components. The main valve body contains the trim
The oil pan protects the control valve assembly, con- valves, the exhaust backfill valve, and the control main
tains provisions for servicing the transmission fluid, relief valve. The shift valve body contains the shift
and acts as the primary transmission fluid reservoir. valves, the control main pressure valve, and the
manual selector valve. The modulated main valve
The pan encloses a 60-micron filter located in the suc- body contains the modulated main valve. The control
tion circuit. The pan also contains a magnet to attract valve assembly attaches to the bottom of the gearbox
metallic debris. A drain plug is located in the bottom module and is enclosed by the oil pan. An internal
of the pan to service the main fluid supply. An optional wiring harness connects the solenoids to the main
shallow pan is available for specific installations. transmission connector and external wiring harness.
Refer to Section 5 for a detailed description of the
B. Electro-Hydraulic Control control valve assembly and the hydraulic system.
Valve Assembly
The hydraulic control valve assembly governs fluid
flow to the clutches (including the torque converter
Section Three
ELECTRONIC CONTROL SYSTEM
The electronic control system for 1000 and 2000 The microcomputer is an independent controller and is
Product Families transmissions consists of two major referred to as a Transmission Control Module (TCM).
groups: controls external to the transmission housing TCMs are available in both 12V and 24V configura-
(Figure 3–1) and internal controls. The external tions to match the configuration of the vehicle electri-
controls include the transmission control module, cal system.
speed sensors, throttle position sensor (if required),
shift selector, and vehicle interface wiring. Internal
i. Inputs
controls include the pressure switch manifold and
temperature sensor, clutch trim solenoids, shift
solenoids, and internal wiring harness. The Pressure Switch Manifold (PSM) and NSBU
switch (refer to Paragraph 3–1D) provide
operator input to the TCM. Other data sent to the
3–1. EXTERNAL COMPONENTS TCM include throttle position; engine, turbine,
and output speeds; and sump temperature. Any
A. Transmission Control Module active special function, such as anti-lock brakes
Electronic control of the transmission is performed by or power takeoff, also provide an input to the
a microcomputer which receives and processes signals TCM. The TCM processes these data to
from various switches and sensors. The microcom- determine proper shift points, to monitor the
puter determines shift sequences, shift timing, and current range, to perform ratio tests, and to
clutch apply and release pressures. compile diagnostic data.
TRANSMISSION
CONTROL MODULE
(TCM)
VEHICLE INTERFACE WIRING

• IGNITION
• POWER & GROUND
• INPUT SIGNALS
• SPEEDOMETER
NSBU • J-1850
SWITCH • J-1939
PC
DIAGNOSTIC
TOOL
THROTTLE POSITION
SENSOR SIGNAL
ANALOG
OR
DIGITAL
VV04782.02.00
Figure 3–1. 1000 and 2000 Product Families External Electronic Control Components
ii. Shift Calibration shift parameters accordingly. After a shift is
completed, the TCM compares the completed
When the vehicle operator selects a forward range shift data to a target shift profile in the TCM
on the shift selector, the transmission starts in the calibration and makes adjustments before the
lowest range for that position and automatically next shift of the same kind is made.
upshifts at preset shift points until the highest
range for that position is attained. The shift A new or newly rebuilt transmission must always
calibration provides the automatic upshift have the TCM reset to base which puts it into fast
(and downshift) points for any given operating adaptive mode. When the TCM operates in this
condition and adjusts for changes in load, terrain, mode, it makes large changes in initial shift
or environment. The calibration also adjusts for conditions to adjust for major system tolerances,
normal clutch wear and includes various features such as solenoid-to-solenoid, main pressure, and
to enhance the operating effectiveness of the clutch-to-clutch variations.
transmission (refer to Shift Schedules,
Paragraph 3–3). In slow adaptive mode, the TCM makes small
changes in initial shift conditions in response to
The TCM includes the capacity for two shift
minor system changes that occur over a longer
calibrations which are customer-selectable and
period of time, such as wear and solenoid
tailored to the specific transmission application.
degradation or drift. The TCM control logic
In most cases, the TCM will be programmed with
changes from fast adaptive to slow adaptive when
both a performance shift calibration (shifts occur
the profile of an actual shift has effectively
at or near the full load governed engine speed)
reached the target profile.
and a secondary calibration designed to maximize
fuel economy. iv. Inhibits
The shift calibrations are programmed on a
FLASH EEPROM memory chip in the TCM. The The TCM is programmed to protect the
FLASH also allows the calibration software to be transmission and other vehicle driveline
updated electronically from a personal computer. components by inhibiting actions such as full-
The software level can be updated without having throttle neutral-to-range shifts and high-speed
to replace the TCM hardware. direction changes.
Inputs to the TCM allow the microcomputer to v. Diagnostic Functions

determine the characteristics of a shift in
progress. Shift characteristics are compared to the The TCM determines if a system malfunction
optimum shift profile stored in the FLASH. If the exists and stores diagnostic codes related to the
reported shift characteristics are not within malfunction. The codes, accessible by a service
programmed limits, the TCM alters trim solenoid technician, are used in diagnosing persistent or
valve current to bring the shift within the limits. intermittent trouble in the system. Refer to
Section 4, Electronic Diagnostics.
iii. Adaptive Control
The TCM produces excellent shift quality by B. Throttle Position Input
applying closed loop control which constantly
adjusts shift characteristics for changes in The TCM receives throttle position input from either a
operating conditions. These adjustments are Throttle Position Sensor (TPS) or a signal transmitted
based on vehicle conditions such as grade, load, by the engine electronic controls.
and engine power.
i. Throttle Position Sensor (Non-Electronic
The learning process of comparing and adjusting Engines)
shift parameters is referred to as adaptive control.
Adaptive control establishes initial conditions for On vehicles not equipped with electronically-
shifts and makes “during shift” adjustments. The controlled engines, a throttle position sensor
TCM constantly monitors operating conditions, (TPS) is attached to the engine fuel control
such as engine speed, transmission output speed, linkage. The TPS continuously sends the exact
and transmission sump temperature, and adjusts throttle position to the transmission TCM.
The TPS (Figure 3–2) is a sliding resistance ii. Auto Cal (Automatic Throttle Position
sensor (potentiometer) actuated by a mechanical Calibration)
linkage. The TCM delivers a constant voltage to
one terminal of the TPS resistive strip. The other The throttle position sensor is self-calibrating
TPS terminal connects to ground. The TPS within its normal operating range. The TCM
incorporates an Automatic Throttle Position
resistor contacts provide a regulated voltage input
Calibration (Auto Cal) feature which
to the TCM.
compensates for changes such as normal cable
wear and linkage tolerances. Auto Cal monitors
When moved by the mechanical throttle cable, the
and stores the minimum and maximum position
contacts slide along the resistive strip (Figure 3–3).
of the throttle position sensor each time the TCM
Every 0.178 mm (0.007 inch) the contacts deliver
is initialized. The TCM subsequently assigns
a different voltage to the TCM. The voltages are “full throttle” to the maximum position and
converted into counts which correspond to the “closed throttle” to the minimum position. The
throttle sensor movement. The TCM uses the TCM can then provide automatic compensation
count information to determine the percentage of for linkage wear and TPS adjustment changes by
throttle opening (Figure 3–4). reducing the TPS count between closed throttle
and wide open throttle. This feature helps to
provide more consistent shift points over the life
of the vehicle.
B
A
C iii. Throttle Position (Electronic Engines)
THROTTLE POSITION A throttle position sensor is not used with

SENSOR (TPS) electronically-controlled engines. Throttle
position data is sent from the engine electronic
controls directly to the transmission electronic
controls over an SAE J1850 or J1939 Serial
Communication Interface (SCI) data link (refer to
Paragraph 3–5). The TCM must be calibrated to
V00628.01
receive the correct type of throttle signal.
Figure 3–2. Throttle Position Sensor

0 COUNT 255 COUNTS
14 COUNTS 233 COUNTS

ERROR ERROR
RESISTIVE STRIP ZONE ZONE
CONTACTS APPROX
THROTTLE 19 mm (3⁄4") STROKE
POSITION
SENSOR CLOSED WIDE OPEN
LINKAGE THROTTLE THROTTLE
FULLY FULLY
RETRACTED EXTENDED
(AT REST) 5 mm 46 mm
(0.2") (1.8")
0 48 mm
V01459 (1.9") V01460
Figure 3–3. Throttle Position to Voltage Conversion Figure 3–4. Throttle Position Determination
C. Speed Sensors i. Engine Speed Sensor
The engine speed sensor is externally mounted in
1000 and 2000 Product Families transmissions typi- the torque converter housing, directed at the ribs
cally use three speed sensors: the engine speed sensor, protruding from the torque converter.
the turbine speed sensor, and the output speed sensor
(Figure 3–5). The speed sensors provide rpm informa- NOTE:
tion to the TCM. The differences between the speed In some installations, the engine speed will be com-
sensors allow the TCM to determine the transmission municated to the TCM by the engine controller,
operating range. Speed sensor information is also used eliminating the need for a transmission mounted
to control the timing of clutch apply pressures to engine speed sensor.
obtain the best possible shift quality. Hydraulic prob-
lems are detected by comparing the speed sensor ii. Turbine Speed Sensor
information for the current range to that range’s speed The turbine speed sensor is externally mounted in
sensor information stored in the TCM memory. the main housing, directed at the tone wheel or
PTO drive gear attached to the rotating clutch
The speed sensors are variable reluctance devices module.
which convert mechanical motion to an AC voltage. iii. Output Speed Sensor
Each sensor consists of a wire coil wrapped around a
pole piece that is adjacent to a permanent magnet. In 2-wheel drive applications the output speed
These elements are contained in a housing which is sensor is externally mounted in the rear cover and
mounted adjacent to a rotating ferrous member. Two directed at the teeth of a tone wheel splined to and
signal wires extend from one end of the housing and rotating with the output shaft. In 4-wheel drive
an exposed end of the pole piece is at the opposite end applications the output speed sensor is externally
of the housing. The permanent magnet produces lines mounted in the transfer case.
of flux around the pole piece. As a ferrous object (such D. Shift Selector
as a gear tooth) approaches and passes through the gap
at the end of the pole piece, an AC voltage pulse is The vehicle is equipped with a lever-type shift selector
induced in the wire coil. The TCM calculates the fre- (Figure 3–6). In addition to the lever/display assembly
quency of these AC pulses and converts it to a speed provided for the operator, other components associated
value. The AC voltage generated varies from 150mV with the shift selector are the manual selector valve in
at low speed to 15V at high speed. The signal wires the main control valve body and a NSBU switch
from the sensor are formed as twisted pairs to cancel mounted on the selector shaft. Shift selector compo-
magnetically induced fields. The cable is also shielded nents (with the exception of the transmission selector
to protect from voltage-related fields. Noise from other shaft) are customer-supplied.
sources is eliminated by using two-wire differential i. Shift Selector Range Positions
inputs at the TCM.
The operator chooses the transmission range by
moving the selector lever to the appropriate gate
position (Figure 3–6). When properly adjusted,
the shifter gates prevent inadvertent shifting
between ranges, and correspond to the internal
transmission detent positions. A positive detent is
provided in the transmission to maintain the
selector shaft in the selected position.
The TCM shift calibration determines the
available forward ranges for each selector
position. Although specific installations vary,
typical selector positions for the 1000 and 2000
Product Families transmissions are:
V04736 P—Park. Parking pawl or parking brake is
engaged if available. The transmission is in
Figure 3–5. Typical Speed Sensor neutral. This position is not available on all shift
selectors. When available, may be used when only three positions: Reverse, Neutral, and
starting the engine and for stationary operations. Forward.
R—Reverse. NOTE:
N—Neutral. May be used when starting the
engine and for stationary operations. The TCM For transmissions equipped with a Park position,
disables the starter switch if a range other than the selector valve remains in the Neutral position
N (Neutral) or P (Park) is selected before starting when the selector is moved to Park.
the vehicle.
The Neutral and Reverse selector valve positions
D—The highest forward range, used for normal (refer to Foldouts 5 and 11) exhaust the C1 and
driving. The transmission shifts to first range for C2 rotating clutches. By exhausting C1 and C2
starting, and then automatically upshifts through clutches, forward range is inhibited.This provides
the ranges (as operating conditions permit) until the capability for the operator to override the
the highest range is attained. electronically preselected ranges if Neutral is
4, (3), 2, 1—Forward Range. There are four required.
forward range selector positions. The first
position after N (Neutral) is D (Drive) where all iii. Neutral Start Backup (NSBU) Switch
five forward ranges are available. Another
The installation of a transmission-mounted
position is first range hold. There are three
neutral start/reverse signal switch is required.
choices for the next two positions. These choices
This switch, commonly called an “NSBU”
are 1–4, 1–3, and 1–2 which describe the ranges
switch, detects the angular position of the shift
available in that position. The vehicle
selector shaft and is mounted directly onto the
manufacturer chooses the two positions that best
outside of the transmission housing. The Shift
fit the vocation for which the vehicle is intended.
Selector shaft position is communicated to the
ii. Manual Selector Valve TCM so that certain vehicle control functions can
be coordinated with the position of the shift
The manual shift selector shaft is attached to the controls. The NSBU switch has redundant
manual selector valve within the transmission circuitry to alert the TCM in the event of a single
main control valve body. The selector valve has wire or switch failure.
SHIFT SELECTOR*
DO NOT
SHIFT
P
R
N
OD
D
2
1
DO NOT
SHIFT
TOP VIEW
*NOTE: Shift mask is OEM dependent. V04827.02.01
Figure 3–6. Typical Lever-Type Shift Selector
The neutral signal output of the NSBU switch is Modulated. The TCM controls fluid flow and pressure
typically used as confirmation that the through F Solenoid by altering the solenoid’s
transmission is in Neutral before the engine electrical duty cycle.
starter is engaged. The NSBU switch is interfaced
to the starter circuit with weatherproof electrical i. Pulse Width Modulation Solenoids
connectors. The reverse signal provision may be
used to activate vehicle back-up lights and/or F Solenoid is a pulse width modulated solenoid
reverse warning devices. (Figure 3–7). Pulse width modulation (PWM)
occurs when the signal from the TCM to a
3–2. INTERNAL COMPONENTS solenoid is modulated at an established
frequency, causing the steel check ball in the
Several components of the 1000 and 2000 Product solenoid to rapidly open and close the solenoid
Families electrical control system are located within passage. This serves to vary the output flow and
the transmission as part of the main control valve resultant fluid pressure.
body. These components include three types of sole-
noids for controlling the hydraulic action of the valves, Modulation controls the amount of time that the
and the pressure switch manifold. An internal wiring
solenoid ball allows fluid flow. The TCM
harness links the internal components with the TCM.
controls clutch apply and release characteristics
by varying modulation to the control solenoids.
A. Solenoids
The 1000 and 2000 Product Families control module The modulation signal to F Solenoid has a
contains both normally closed (N/C) and normally frequency of 100 Hz (cycles per second) during a
open (N/O) solenoids. A normally closed solenoid shift. Frequency is defined as the number of times
remains closed until a signal from the TCM energizes in one second that a modulated electrical signal
the solenoid, causing it to open. A normally open sole- completes an on-off cycle. In this case, each
noid is open until the TCM sends a signal energizing second is divided into 100 cycles or segments
the solenoid, causing it to close. A closed solenoid during which the voltage will be ON for a period
blocks fluid flow through the valve. An open solenoid
of time. The percentage of time the voltage is ON
permits fluid flow through the valve.
during each 100th of a second is called the
Both N/C and N/O solenoid types have an orifice, solenoid duty cycle. A 100 percent duty cycle
electrical windings, an iron core, and a steel check indicates a maximum signal to the solenoid. A
ball. zero percent duty cycle indicates minimum or no
signal to the solenoid. The TCM, using pulse
1000 and 2000 Product Families solenoids differ in
their method of controlling fluid flow and pressure. C, width modulation programming, varies the width
D, E, and G Solenoids are either open or closed. A and (percentage) of the voltage ON time during a
B Solenoids produce variable fluid flow and pressure cycle. As the pulse width (or duty cycle) is
in proportion to the electrical current applied to the increased, the solenoid is ON longer. Examples
solenoid by the TCM. F Solenoid is Pulse Width of solenoid duty cycles are shown in Figure 3–9.
ELECTRIC COIL
METAL CORE SUPPLY PLUG

PORT
PRESSURE
OUTPUT
V05836
Figure 3–7. Normally Closed (N.C.) F Solenoid
ELECTRIC COIL
SUPPLY PORT
(CONTROL MAIN)
SPRING
PRESSURE
OUTPUT
V05837
Figure 3–8. Normally Closed (N.C.) C, D, E, and G Solenoids
ii. Normally Closed (N/C) Solenoids Proportional to Current (PPC) solenoids since the
output hydraulic pressure supplied by these
C, D, and E Shift Solenoids (Figure 3–8) and solenoids is proportional to the controlled current
modulated main solenoid G are N/C solenoids that command (Figures 3–11 and 3–12).
provide the necessary logic to distribute fluid to the
correct clutches and to modulate main pressure. The solenoids operate using a frequency of
The shift solenoids provide either full control main 1000 Hz. At this high frequency, the coil acts like
pressure or exhaust to the head of each of the an inductive load which tends to keep the current
corresponding Shift Valves C, D, and E. Since the constant. The TCM monitors and controls the
valve states (stroked or unstroked) are critical to current. The current causes a force on the
providing the correct transmission range, each shift armature and shaft assembly, which is balanced
valve has a pressure switch (located in the pressure by fluid pressure acting on the end of the shaft.
switch manifold— refer to Paragraph 3–2B)
which provides feedback to the computer as to the
ON ON ON ON ON ON
valve’s position. The G solenoid directs fluid to the O O O
main pressure regulator valve to reduce main F
F OFF
F
F OFF
F
F OFF
pressure during engine idle or as required in other
conditions. 25% 75% 50% 50% 75% 25%
1 CYCLE 1 CYCLE 1 CYCLE

iii. Clutch Trim Solenoids
V01454.01.00.eps
A and B Trim Solenoids control oncoming, off-

going, and holding pressure to the five clutches. Figure 3–9. Solenoid Duty Cycle—Pulse Width
These solenoids are referred to as Pressure Modulation Waveforms
PRESSURE
SHIFT INITIAL
ONCOMING INITIATION ONCOMING
CLUTCH- 100% PRESSURE
PRESSURE
COMMAND
(DUTY CYCLE) 0% CLUTCH HOLD
FROM THE TCM
TIME
CLOSED LOOP
CONTROL
CLUTCH
FILL TIME
(VOLUME
RATIO) FIXED TIME TO
PRESSURE
RAMP RATE FULL APPLY

(TFA)
MAIN PRESSURE
ONCOMING
CLUTCH- BACKFILL
ACTUAL PRESSURE
PRESSURE
TIME
V01455.01
Figure 3–10. Solenoid Activation—Current
ELECTRIC COIL
ARMATURE
O-RING SPRING
METAL CORE
EXHAUST
TRIM
SIGNAL
FILTER
SCREEN
SHAFT
V05838
Figure 3–11. A Trim Solenoid
ARMATURE
ELECTRIC COIL
SPRING
O-RING SPRING
METAL CORE
EXHAUST
TRIM
SIGNAL
FILTER
SCREEN
SHAFT
V05839
Figure 3–12. B Trim Solenoid
The trim solenoids operate using battery voltage. tor valve is moved to Reverse. Refer to Figure 3–15
A Trim Solenoid is a Normally Closed solenoid, and Table 3–1 for the logic states of the switches in
providing a full trim pressure of 86 psi (590 kPa) each range.
at zero current, and no trim pressure at full
current. A Trim Solenoid allows for limp-home The PSM also contains a temperature sensor (ther-
capability in the event of a power or computer mistor) for sump temperature. Changes in sump fluid
failure. Normally Open B Trim Solenoid temperature are indicated by changes in sensor resis-
provides zero pressure at zero current. tance (for example, increasing temperature causes
decreased sensor resistance). The resistance value is
then relayed to the TCM as an input for shift control.
B. Pressure Switch Manifold
The pressure switch manifold (PSM) is a multiple- C. Internal Wiring Harness
switch assembly made up of three normally open and An internal wiring harness connects the shift sole-
one normally closed pressure switches (Figure 3–13). noids, clutch trim solenoids, F Trim Solenoid, G Mod-
Fluid pressures are fed from Shift Valves C, D, and E ulated Main solenoid, pressure switch manifold, and
and the manual selector valve to the switches based on temperature sensor to the external harness leading to
the positions of the valves and shift selector. The shift the TCM.
valve fluid pressures reflect the logic condition at the
corresponding solenoids. This logic indicates the cur-
rent transmission operating range to the TCM. 3–3. SHIFT SCHEDULES
The three fluid pressure switches corresponding to the The points at which shifts occur are dependent upon
shift valves are normally open (contacts not touching) predetermined speeds and other operating conditions.
when no fluid pressure is present, so that electrical A transmission shift calibration (refer to Paragraph
current is stopped at the switch (Figure 3–14). When 3–1–Aii) includes several sets of shift points, or shift
fluid pressure is routed to the switch, it moves the dia- schedules, which are used according to current or
phragm and upper contact so that the contact element anticipated operating conditions.
touches both the positive and ground contacts. This Some shift schedule changes occur automatically as a
closes the circuit and allows current to flow from the result of operating conditions, such as changes in
positive contact and through the switch. The pressure engine or transmission fluid temperature. The operator
switch corresponding to reverse is normally closed, may also control shift schedule changes through selec-
since fluid pressure is always present unless the selection of a remote switch.
E
D
EXHAUST BACKFILL
REVERSE AND THERMISTER
C
V04757.01.00
Figure 3–13. Pressure Switch Manifold
DIAPHRAGM DIAPHRAGM
SEAL SEAL
INCOMING BODY
FLUID BODY
FLUID
CONTACT CONTACT PRESSURE
CONTACT CONTACT CONTACT CONTACT

ELEMENT ELEMENT
NO PRESSURE PRESSURIZED
V04758
Figure 3–14. Pressure Switch—Normally Open
C D E REV
Not Not
Used Used
NO NO NO NO NO NC
NO = Normally Open
NC = Normally Closed
SWITCH LOGIC
V04737
Figure 3–15. Pressure Switch Logic
Table 3–1. Pressure Switch and Solenoid Logic States
Range C D E REV
N On On On Off
R On On On On
R* Off On On On
OD Off Off On Off
4 On Off On Off
3 On Off Off Off
2 Off Off Off Off
1 Off On Off Off
*N04 and later at closed throttle
A. Primary Shift Schedule range upshift. The transmission goes through a three-
phase process (Figure 3–16) whenever the TCM com-
The primary shift schedule is activated each time the
vehicle is started. Typically, this schedule is used for mands a shift.
normal vehicle operation and maximizes transmission
performance by shifting near the full-load governed The upper curves on the chart in Figure 3–16 represent
speed of the engine. turbine speed and output speed during a typical
upshift. The lower curves are examples of the solenoid
B. Secondary Shift Schedule duty cycle for the oncoming and off-going clutches.
The secondary shift schedule is generally used to max-
imize fuel economy by requiring shifts at lower engine i. Pre-Shift
speed and load conditions. The activation of a second-
ary shift schedule can be associated with a vehicle During the pre-shift phase, C, D, and E Shift
component or selected by the operator through a dash- Solenoids are sequenced to provide the correct
mounted switch. clutch feed paths (refer to Table 3–1). The
positions of the corresponding shift valves are
C. Shift Schedule Features indicated to the TCM by the pressure switches in
Both primary and secondary shift schedules include the pressure switch manifold. If the TCM does
features that improve transmission operation in spe- not receive the correct indication from the
cific conditions. pressure switch within a preset time period, the
i. Hold Upshift shift is aborted and a diagnostic code is activated.
The hold upshift shift schedule permits upshifts ii. Clutch Control
into the next higher range to occur if an engine
overspeed condition could result by the After the pressure switch manifold verifies the
transmission remaining (by operator selection) in correct shift valve positions, the transmission
a lower range. Consequently, hold upshifts occur enters the clutch control phase. During this phase,
at engine speeds higher than those for normal A and B Trim Solenoids trim the off-going and
upshifts.The hold upshift shift schedule is not
oncoming clutches. The appropriate solenoid is
activated unless the transmission shift selector is
in a range lower than the highest available range. commanded fully ON for the period of time
needed to fill the cavity behind the clutch piston
ii. Preselect Downshift and start the piston moving.
The preselect downshift shift schedule permits the
driver to preselect a lower range. The When an upshift occurs, turbine speed decreases
transmission will downshift when an overspeed reflecting the change in the transmission
condition will not result after the shift. The mechanical gear ratio and the initiation of clutch
downshifts occur at speeds higher than those at engagement. After volume fill is completed, the
which normal downshifts occur. clutch pressure increases at a preset rate called the
Pre-selecting a downshift maintains a higher open loop ramp rate, until turbine speed indicates
engine speed, which improves the effectiveness clutch slip is occurring. At this point, the TCM
of vehicle braking and improves transmission begins closed loop control of the oncoming
cooling by increasing engine coolant flow. clutch. During this period, the TCM actively
controls shift quality by modulating the signal to
the trim solenoid. Closed loop control continues
3–4. GENERAL CLUTCH until the clutch has almost completely stopped
CONTROL slipping (turbine speed equals output speed
During a shift, changes in engine speed are reflected multiplied by the gear ratio of the oncoming
by changes in torque converter turbine speed. When clutch). This control logic enables the change in
the output speed reaches a designated rpm (the shift turbine speed to be maintained at an optimum rate
initiation point), the TCM commands an automatic for smooth shifting.
BEGIN Turbine speed equals
SHIFT output speed x gear ratio
of oncoming clutch
TURBINE
SPEED
OUTPUT
SPEED
100% OPEN
OFF GOING LOOP
CLUTCH
PRESSURE
COMMAND 0%
CLOSED 100%
VOLUME LOOP
FILL
ON COMING
CLUTCH
PRESSURE 0%
COMMAND
TIME
PRE CLUTCH POST
SHIFT CONTROL SHIFT
STAGE 1 STAGE 2 STAGE
3
V04738.01.00.eps
Figure 3–16. Automatic Clutch Application Control
iii. Post-Shift another vehicle computer control system, typically an

The transmission enters the post-shift phase after engine controller. When electronic engine controls are
the TCM determines that the correct ratio of used, engine-to-transmission communications are
turbine to output speed has been achieved (based transmitted and received over this one-wire link. Infor-
on input from the speed sensors). The oncoming mation interchanged includes transmission output
clutch is commanded to full apply (the trim speed, sump temperature, and engine-determined
solenoid is fully ON or OFF). After the shift is throttle position, an analog transmission throttle posi-
complete, the vehicle continues to accelerate, and tion sensor is not needed.
the turbine speed will begin to rise until the TCM
determines another shift is necessary. During B. SAE J1939 Interface
post-shift; C, D, and E solenoids are sequenced to
provide the correct feed paths for the next upshift. This is a high-speed “real time” interface which allows
the TCM to communicate with other vehicle computer
3–5. COMMUNICATIONS control systems. The connector for this interface, if
present, will be located within one meter of the mating
INTERFACES connector on the TCM.
Communication interfaces integrate transmission per-
Typical data which can be received by the J1939 data
formance into the vehicle information systems by
link are accelerator pedal position (a substitute for
exchanging transmission and sensor data with vehicle
throttle position which may be read directly from the
controls and display components.
link), percent load, road speed limit status, and anti-
A. SAE J1850 Interface lock brake system status. Typical data which can be
transmitted are sump temperature, range selected,
This SAE Class-II interface enables two-way commu- actual range attained, and torque converter clutch sta-
nication between the transmission controls and tus. This link also enables a customer-supplied display
to provide key functional data to the operator. Trans- • Kickdown
mission output speed may be broadcast for use by a
J1939 compatible speedometer or tachograph. • Service Brake Status
• Anti-lock Brake System Status

3–6. VEHICLE INTERFACE
WIRING • Exhaust Brake Enable
The transmission controls require wiring (including

connectors, relays, and switches) to connect the vari- B. Output Functions
ous vehicle circuits to the TCM. The OEM-supplied
vehicle interface wiring is composed of a set of wires Output function signals send data out of the TCM for
that connect the TCM and special function circuits use in controlling the operation of non-transmission
such as the diagnostic reader, a positive and negative components. As determined by programmed logic or
serial communication interface (SCI) line, and general attainment of preselected conditions, the TCM
purpose input and output functions (refer to activates the appropriate output control wire (the
Paragraph 3–7). circuit goes from OPEN to GROUND). This energizes
a customer-supplied relay or switch to complete the
external vehicle circuit.
3–7. SPECIAL INPUT AND
OUTPUT FUNCTIONS The output functions may be turned on and off based
on the state of the input function signals and the oper-
Each transmission control system provides additional ating state of the transmission. Typical output func-
functional control of transmission and/or vehicle oper- tions are:
ations which is tailored to the expected duty of the
vehicle. Specific vocational requirements can be satis- • Exhaust Brake Enable
fied using special input and output functions. Although
these features may be used independently to control • Sump Temperature Indicator
the function of the TCM, they can be combined to pro-
vide more comprehensive vehicle control functions. • Range Indicator
An example of the combined use of input and output
functions is the combination of control signals which • Output Speed Indicator
automatically commands the transmission to Neutral
when a PTO is operated. • PTO Enable
A. Input Functions • Check Trans Light
Input functions are control signals that send vehicle data • Range Inhibit Indicator
to the TCM to designate the operating state of other
vehicle systems. “Ground input” control wires activate • Secondary Mode Indicator
the programmed function when the input wire is
switched to an isolated circuit ground. “Power input”
control wires activate the programmed function when 3–8. EXTERNAL HARNESSES
the input wire is switched to vehicle electrical power
voltage (12V or 24V). Typical input functions are: The external wiring harness requirements are typically
• Secondary Shift Schedule met through the use of two separate harnesses: one
connecting the TCM to the transmission, throttle posi-
• PTO Enable with Neutral Lockup tion sensor, and speed sensors, and another connecting
the TCM to the diagnostic reader, and other vehicle
• Auxiliary Function Range Inhibit interfaces. Each harness may be a single piece or may
• Automatic Neutral for PTO be divided into multiple segments joined by bulkhead
connectors. All wiring harnesses and mating connec-
• Reverse Enable tors are customer-supplied.
Section Four
ELECTRONIC DIAGNOSTICS
4–1. DIAGNOSTICS CAPABILITY TCM turns on the CHECK TRANS light on the
instrument panel and registers a DTC.
An advanced electronic feature of the 1000 and 2000
Product Families is a diagnostic capability. Using digi- Each time the engine is started, the CHECK TRANS
tal Diagnostic Trouble Codes (DTC) generated by the light illuminates for a few seconds. This momentary
TCM, an operator or service technician can isolate the lighting is to show that the status light circuits are
nature, source, and severity of problems when they first working properly. Illumination of the CHECK TRANS
occur. The diagnostic capability reduces troubleshoot- light at any time after start-up indicates that the TCM
ing time and cost if a transmission problem should has set a DTC. DTCs with a low severity will not
arise. illuminate the CHECK TRANS light. Allison DOC™
can indicate if the TCM has set a DTC. While the
A. Diagnostic Tool CHECK TRANS light is on, upshifts and downshifts
are restricted and direction changes (D–R, R–D) may
The current diagnostic tool is the Allison Diagnostic not occur. The torque converter clutch is disengaged
Optimized Connection™ (Allison DOC™). When when transmission shifting is restricted or during any
installed in a Windows™ PC and connected to a critical transmission malfunction.
vehicle, Allison DOC™ establishes a two-way
communications link to the TCM. Data received by The 1000 and 2000 Product Families transmissions
Allison DOC™ is used to troubleshoot or report the use latching DTCs. The TCM sets a DTC when it
condition of the transmission. Use Allison DOC™ detects a failure condition. The DTC remains active
during installation checkout and troubleshooting. until the ignition is switched off. If the ignition is
switched off and then on, the transmission DTCs are
B. Diagnostic Trouble Codes (DTC) reset and the TCM checks again for the failure condi-
tion. If the failure condition is not present, the previous
i. Diagnostic Codes (DTC) DTCs remain in history and the CHECK TRANS
light turns off after the circuit check. The transmission
DTCs are alpha/numeric indications relating to a will function normally unless another failure occurs.
malfunction in transmission operation. The TCM This feature allows the vehicle to be driven to a service
identifies a DTC as “active” when the malfunction location. If the ignition remains off, the transmission
occurs. If that DTC then becomes “inactive,” the remains in neutral until the DTC causing the CHECK
TCM identifies it as “historical.” Allison DOC™ TRANS light is cleared.
displays all active and historical DTCs in chrono-
logical order. When a DTC becomes “active,” the On vehicles which are compliant to On-Board-
TCM also captures and stores a predetermined list Diagnostics (OBD II) requirements, the Malfunction
of data called the “failure record.” This failure Indicator Light (MIL) may serve the function of the
record contains data useful in diagnosing the cause CHECK TRANS light.
of the DTC. The TCM will only maintain a “failure
record” for the five most recent DTCs regardless of 4–3. RANGE/SHIFT TESTS
the active/historical designation. Allison DOC™
can display failure records. During each shift the TCM performs four tests to check
the transmission range and to verify that a shift is being
ii. Display Procedure made properly. These tests are the range verification
test, the off-going ratio test, the oncoming ratio test, and
DTCs can only be read and cleared using Allison the shift valve integrity test (Figure 4–1).
DOC™. An instruction manual is furnished with
Allison DOC™. Active DTCs are cleared at A. Range Verification Test
TCM power down. After 40 code free warm-up
cycles, all codes disappear from memory if Range verification is continuously tested when a shift is
they have not recurred. not in progress. Range verification confirms that the cur-
rent range attained is the range commanded by the TCM.
This test checks the current gear ratio by comparing the
4–2. CHECK TRANS LIGHT turbine and output speeds. This speed ratio is then com-
The electronic control system is programmed to pared to the speed ratio (stored in memory) of the range
inform the operator of a problem with the transmission the TCM has commanded. If the two ratios do not match,
system and automatically take action to protect the a diagnostic code is set and the TCM commands an
operator, vehicle, and transmission. To do this, the appropriate response to the condition.
B. Off-Going Ratio Test is in the range commanded by the TCM. If the ratios do
not match, the TCM assumes the oncoming clutch did
The off-going ratio test is performed while a shift is in
progress, during the interval between the turbine speed not come on and sets a diagnostic code. If the oncoming
Shift Initiation point and the Pull Down Detected point. ratio test fails, the TCM will command the transmission
Within a set time after a shift has been commanded, the back to the previous valid range.
TCM determines the ratio between turbine speed and
output speed. The speed ratio is compared to the speed D. Shift Valve Integrity Test
ratio of the previous range. If the previous speed ratio is
still present after a period of time, the TCM assumes the At the beginning and end of every shift, the TCM uses
off-going clutch did not release. The shift will be tried pressure switch feedback to verify that the shift valves
twice to verify the condition. If the previous speed ratio
are positioned correctly. This ensures that A and B
is still present, a diagnostic code is set and the TCM
commands the transmission to the previous range. Trim Solenoids are hydraulically connected to the
correct clutches during the clutch control phase of the
C. Oncoming Ratio Test shift. If the integrity test fails, the transmission
The oncoming ratio test is performed near the end of a provides a diagnostic response. Limited “limp-home”
shift in progress. The oncoming ratio test checks turbine shift capability is maintained to allow the user to drive
speed and output speed to determine if the transmission the vehicle to a service location.
PULL DOWN
SHIFT DETECTED
INITIATION
SYNCHRONOUS
SHIFT VALVE SPEED DETECTED
INTEGRITY TEST
RANGE VERIFICATION TEST
TURBINE
SPEED
SHIFT VALVE
INTEGRITY TEST
RANGE VERIFICATION TEST
TIME
CLOSED LOOP
NO RATIO
TEST
ONCOMING RATIO TEST
TIME TO
FULL APPLY
OFF-GOING RATIO TEST (TFA)
V01457.01
Figure 4–1. Range/Shift Tests
Section Five
HYDRAULIC CONTROL SYSTEM
5–1. HYDRAULIC CONTROL commands from the TCM. The pressure switch mani-
fold, located on the main valve body, monitors the pres-
SYSTEM ence of circuit pressure and shift valve states. The TCM
A. Overview receives data from the pressure switches to determine if
shift valve operations have been successfully per-
The hydraulic control system regulates the pressure formed.
and flow of transmission fluid (hydraulic fluid) within
the transmission. The hydraulic system performs sev- Table 5–1 summarizes the 1000 and 2000 Product
eral functions: Families hydraulic system specifications.
• Power transmission in the torque converter. B. Schematics
• Operation of shift valves and clutch application. Foldouts 5 through 13 at the back of this manual are
• Transmission cooling. color-coded schematics showing the 1000 and 2000
Product Families hydraulic system. The foldouts repre-
• Transmission lubrication. sent the normal operation of the system in neutral, first
• Contaminant removal through fluid filtration. through fifth ranges, and reverse. Foldouts 12 and 13
The primary components of the transmission hydraulic depict Reverse and Third range Limp Home mode.
system are: the transmission fluid, the charging pump, Limp Home modes are activated after an electrical fail-
front support, two integral fluid filters (one internal, ure. The schematics show the positions of the shift and
one external), the control valve assembly, the breather, trim valves, indicate applied and released clutches, and
and the cooler. The major hydraulic system circuits identify the actuating solenoids for each range. A black-
are: the main-pressure circuit, the control main circuit, ened box indicates a particular solenoid is energized.
the torque converter circuit, the cooler/lubrication cir- C. Hydraulic Passage Identification
cuit, the clutch-apply circuits, the exhaust circuit, and Foldouts 14 through 20 illustrate the hydraulic pas-
the exhaust backfill circuit. sages that exist in components and at various inter-
The hydraulic system is linked to the electronic trans- faces in the transmission. These illustrations are useful
mission control by the valve solenoids and the pressure for tracing fluid flow throughout the hydraulic system.
switch manifold. The solenoid-actuated valves control Some passages have multiple uses depending on valve
the flow and pressure of the hydraulic fluid based on position (operating range).
Table 5–1. Hydraulic System Specifications

Fluid Type . . . . . . . . . . . . . . . . . . . . . . . . . DEXRON®–III or TranSynd™ (2000 MH Series must use TranSynd™
or a TES-295 qualified fluid)
Fluid Capacity (less external circuits). . . . Standard Pan—4 liters (15 qts) Shallow Pan—12 liters (13 qts)
Refill Capacity (less external circuits) . . . Standard Pan—10 liters (10.5 qts) Shallow Pan—7 liters (7.5 qts)
Temperatures:
Minimum continuous sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40°C (100°F)
Maximum intermittent sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121°C (250°F)
Maximum continuous converter-out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121°C (250°F)
Maximum intermittent converter-out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149°C (300°F)
Modulated Main Pressure Schedule: Main Pressure @ 600 rpm Main Pressure @ 2100 rpm
Forward Converter 800–1386 kPa (115–200 psi) 1515–1795 kPa (220–260 psi)
700–1380 kPa (101–200 psi)*
Forward Lockup — 1005–1170 kPa (145–170 psi)
Reverse 800–1380 kPa (115–200 psi) 1541–1795 kPa (220–260 psi)
700–1380 kPa (101–200 psi)*
Neutral/Park 900–1655 kPa (130–240 psi) 1515–1795 kPa (220–260 psi)
800–1655 kPa (130–240 psi)*
*Starting with S/N 6310004116.
Table 5–1. Hydraulic System Specifications (cont’d)
Modulated Main Pressure Schedule: Main Pressure @ 600 rpm Main Pressure @ 2100 rpm
Forward /Reverse Converter with G 590–720 kPa (85–105 psi) 634–758 kPa (92–110 psi)
Solenoid Active
Forward Converter with G Solenoid 700–1380 kPa (101–200 psi) 1515–1795 kPa (220–260 psi)
Inactive
Forward Lockup with G Solenoid Active* — 510–627 kPa (74–91 psi)
Forward Lockup with G Solenoid Inactive* — 1000–1170 kPa (145–170 psi)
Neutral/Park with G Solenoid Active 590–720 kPa (85–105 psi) —
Neutral/Park 800–1655 kPa (130–240 psi) 1515–1795 kPa (220–260 psi)
* Medium duty gasoline engines only
5–2. HYDRAULIC CONTROL solenoid, fluid flow to the main pressure regulator
SYSTEM COMPONENTS valve is reduced. The reduced fluid flow lowers main
pressure and increases cooler circuit fluid flow. The G
NOTE: solenoid is located in the modulated main valve body.
The modulated main valve body is attached to the
References to up, down, left, or right refer to the
main valve body.
positions or movements of hydraulic components
on Foldouts 5 through 13.
C. Control Main Circuit
A. Main-Pressure Circuit
The control main circuit receives pressure from the
The main-pressure circuit is the primary source of fluid main-pressure circuit. The control main regulator valve
pressure to the hydraulic system. The main-pressure (located in the shift valve body) removes pressure
regulator valve (located in the front support) controls spikes and fluctuations from incoming main pressure.
the pressure in this circuit. The valve converts charging Pressure at the control main regulator valve output is
pump pressure to main pressure, and regulates main control main pressure. Control main pressure provides
pressure based upon input from TCC pressure. a consistent actuation pressure for the solenoid valves,
The main-pressure regulator valve is held up by spring ensuring accurate solenoid valve movement.
force acting on the bottom of the valve. Main pressure
flows to the top and the middle of the regulator valve. Based on commands from the TCM, control main pres-
The valve is pushed downward when the force imposed sure is directed from the shift solenoid valve output to
by main pressure exceeds spring force. As the valve the top of the shift valves. For any shift valve, when the
moves downward, excess fluid flows into the overage force imposed by control main pressure exceeds spring
circuit, reducing and regulating main pressure. force, the valve moves downward. The valve move-
ment allows trim pressure to move through the valve
Regulated main pressure is routed to several areas in passage into the clutch feed circuit, applying the clutch.
the hydraulic system. Passages in the control valve When control main pressure is closed off at the sole-
body direct main pressure to the control main regula- noid valve, the spring forces the shift valve back to the
tor valve and to the inputs of the trim valves. Depend- top of its bore.
ing on the operating conditions, main pressure is
routed through the shift valves or the selector valve to
i. Control Main Relief Valve
trim and apply clutches.
The control main relief valve, located in the
B. Modulated Main Pressure
main valve body, is designed to exhaust control
Modulated main pressure provides additional cooler main pressure to sump if the pressure exceeds
flow and reduced charging pump load during low 765–889 kPa (111–129 psi). The relief valve
throttle, low torque, low engine speed, and low output protects the solenoids from excess pressure if the
speed conditions. When the TCM energizes the G control main regulator valve sticks.
ii. Control Main Filter If a critical transmission malfunction or electrical
interruption occurs, the TCM disengages the
An externally-accessible fluid filter threads onto TCC, and converter operation is restored.
the converter housing or cooler manifold. The
filter is located between the control main relief iii. Converter Relief Valve
valve and the trim and shift solenoids in the
control main hydraulic circuit. The converter relief valve (located in the front
support) ensures that the torque converter
The 32-micron filter contains a pleated paper
receives the correct fluid pressure from the main-
element to provide multi-pass filtration and a by-
pass feature for cold startup. The filter prevents pressure regulator. Fluid flows through the
entry of debris into the transmission controls converter flow valve, through the converter, back
circuit. The control main filter and the suction through the converter flow valve, and through the
filter (located in the oil pan) maintain the overall cooler to the converter relief valve.
cleanliness of the hydraulic fluid and system.
Normal converter-in pressure is sufficient to
move the converter relief valve slightly against
D. Torque Converter Circuit
spring force. This slight movement allows
converter-out fluid to flow through the converter
i. Converter Operation
regulator valve from both the separator plate
When the torque converter operates as a orifice and the converter flow valve. Fluid flow to
hydraulic coupling, a constant, high-volume fluid the cooler is increased, reducing converter-out
flow is required to cool and fill the converter. pressure.
During converter operation, converter-in fluid
passes through a bore in the front support to the Converter-in pressure in excess of approximately
main drilling in the turbine shaft. This passage 786–1117 kPa (114–162 psi) moves the converter
routes fluid into the torque converter between the relief valve far enough against its spring to route
torque converter clutch and the torque converter excessive pressure to the lube. Converter-out
front cover. The converter-out circuit exhausts fluid continues to flow through the converter flow
fluid from the converter into the area between the valve to the cooler.
converter ground sleeve and the outer diameter of
the turbine shaft. Converter out fluid is routed
through a bore on the inner diameter of the front E. Cooler/Lubrication Circuit
support to the converter flow valve.
The cooler/lubrication circuit directs fluid throughout
The converter relief valve, located in the front the transmission to cool and lubricate bearings, plane-
support, protects the torque converter from tary gears, clutches, shafts, support equipment, and all
excess pressure during cold starts and opens to other moving components of the transmission. The
limit the fluid pressure in the converter, allowing fluid in this circuit protects the transmission from
the excess fluid to lube. wear, rust, and failure due to overheating, and ensures
the transmission will perform satisfactorily throughout
ii. Torque Converter Clutch Operation its service life.
To engage the TCC, pressurized fluid must be
directed to the torque converter to pressurize the The cooler circuit is charged through the converter flow
cavity at the rear of the TCC piston. Actuation of valve as fluid is circulated to and from the torque con-
the F Trim valve allows regulated main pressure verter. Transmission fluid is directed to a cooler unit that
to be delivered to this area. At the same time, the uses water- or air-cooling to cool the fluid. From the
converter flow valve moves downward, cooler, the fluid passes into the lubrication portion of the
exhausting converter-in fluid between the TCC circuit. A lubrication regulator valve in the front support
piston and the converter cover to sump. The ensures sufficient lubrication pressure. The valve is
resulting pressure difference engages the TCC forced off its seat when lubrication pressure overcomes
clutch to the torque converter front cover. the spring force acting on the valve.
F. Exhaust Circuit the cycle to control the current. Although the input
voltage signal is a square wave, the coil of the solenoid
The exhaust circuit is the relief circuit for the transmis- is an inductive load which keeps the current constant
sion hydraulic system. Pressure in this circuit is mini- at the 1000 Hz frequency.
mal and the fluid flowing through the exhaust circuit is
returned to the sump for filtration and recirculation. Control main pressure is supplied through an orifice. In
the normally open B Solenoid, spring force on the shaft
G. Suction Circuit opens the flow to exhaust resulting in zero trim signal
pressure. The shaft is attached to an armature. As cur-
Fluid flows into the suction circuit from the lubrication rent is applied to the B Solenoid, the shaft and armature
circuit when the pressures exceed the level maintained assembly move to restrict flow through the valve, caus-
by the regulator valve. Fluid in the suction circuit is ing the pressure (B trim signal pressure) to rise. The
returned directly to the charging pump inlet, without B trim fluid pressure acts on the end of the shaft in the
passing through the sump filter. This enhances the cold solenoid, creating a force tending to open the valve. The
start response, gradeability performance, and overall force caused by the fluid pressure adds to the spring
efficiency of the hydraulic system. force, which balances the force on the armature. The
force on the armature is controlled by the current sup-
H. Exhaust Backfill Circuit plied by the TCM to the solenoid coil. When the B trim
signal pressure starts to exceed the desired value, the
When a clutch is disengaged, the exhaust backfill additional force on the shaft moves the shaft and opens
valve controls the volume of fluid exhausted through the path for trim signal pressure to exhaust. If the B trim
the exhaust backfill circuit. The valve maintains a low signal pressure is too low, the shaft will move to restrict
exhaust backfill pressure in the clutch feed passage. flow, which raises the trim signal pressure. Increasing
The presence of fluid pressure keeps the clutch feed the current to the solenoid will increase the trim signal
passages free of air and prevents aeration of the fluid. pressure (80 to 87 psi at 0.75 amps).
Air trapped in the system compresses when the clutch-
apply circuit is charged, causing erratic shift quality. The B trim signal pressure is directed to the top of the
The exhaust backfill valve is held closed by spring B Trim Valve. This forces the B Trim Valve Down,
force acting on the bottom of the valve. When exhaust opening main pressure to the B trim pressure port. The
backfill pressure exceeds 14 kPa (2 psi), the exhaust resulting B trim pressure is routed to the bottom land
backfill valve moves downward, opening the valve. of the B Trim Valve. The B trim pressure regulates and
The fluid in the exhaust backfill circuit then exhausts is dependent on the B trim signal pressure. The B trim
to the sump, regulating exhaust backfill pressure. pressure is directed through the shift valves to apply
different clutches, dependent upon what range the
transmission is in.
I. A and B Trim Solenoids and Trim Valves
The A and B Trim Solenoids are variable bleed sole- With no current applied to the normally closed A Trim
noids. The solenoids exhaust fluid to control pressure. Solenoid, spring pressure forces the shaft to block the
The pressure is dependent upon and proportional to flow and the A trim signal pressure is the same as con-
the electric current flowing through the coil of the trol main pressure. The force on the shaft in the A Trim
solenoid. The A Solenoid is normally closed when Solenoid caused by the A trim signal pressure is not
there is no current to the solenoid. When closed, fluid sufficient to overcome the spring force in the solenoid.
flow through the A Solenoid is blocked. When fluid As current is applied to the A Trim Solenoid, the force
flow through the A solenoid is blocked, the A trim on the armature and shaft assembly combines with the
valve provides full pressure to a clutch. B Solenoid is force from the solenoid signal pressure and the flow
normally open when there is no current to the sole- starts to exhaust. If the trim signal pressure drops
noid. When open, fluid flows through the B Solenoid, below the desired value, the force on the shaft from the
preventing the B trim valve from supplying pressure to trim signal pressure is reduced and the spring force
a clutch. (see Figure 5–1). moves the shaft to restrict the flow to balance the
force. If the trim pressure is too high, the additional
The TCM controls the current to the A and B Sole- force caused by the high pressure will move the shaft
noids. Battery voltage is switched on and off at a fre- and increase the flow to exhaust. Increasing the current
quency of 1000 Hz (cycles per second). The TCM to the solenoid will decrease the trim signal pressure
varies the amount of time battery voltage is on during (0 to 5 psi at 0.75 amps).
The A trim signal pressure is directed to the top of the A clutch pressure in forward ranges up to 150 psi, and
Trim Valve. This forces the A Trim Valve down, open- reverse up to 250 psi. To control the higher pressures
ing main pressure to the A trim pressure port. The and still be able to accurately control the lower pres-
resulting A trim pressure is routed to the bottom land of sures, a gain valve and a variable gain valve spring are
the A Trim valve. The A trim pressure regulates and is used to achieve two different ratios of solenoid pressure
dependent on the trim signal pressure. The A trim pres- versus clutch pressure. The gain valves are located
sure is directed through the shift valves to apply differ- between the trim solenoids and trim valves. The gain
ent clutches, dependent upon what range the valve is controlled by reverse signal pressure, which is
transmission is in. control main pressure when the transmission is in neu-
tral or a forward range, and exhausted when in reverse.
Shift quality is dependent upon the controllability of the
clutch apply pressure. The valves need to regulate
ACCUMULATOR
A TRIM
SOLENOID
N/C
GAIN
VALVE
TRIM
SIGNAL
REVERSE SIGNAL
CONTROL
MAIN
EBF
TRIM
PRESSURE
MAIN
TRIM
VALVE
Detailed View From Third Range Hydraulic Schematic
V05835.01.00.eps
Figure 5–1. Trim Solenoid Fluid Flow
In neutral and all forward ranges, the reverse signal Switches C, D, and E ON, feedback is
pressure forces the gain valve away from the trim provided to the TCM that Shift Valves C, D,
valve, resulting in trim signal pressure acting directly and E are stroked.
on the trim valve.
• N/C A Trim Solenoid blocks the exhaust of
In reverse range, the reverse signal pressure is the A trim signal pressure, raising the trim
exhausted, which allows the gain valve to contact the signal pressure. The A trim signal pressure
trim valve. Trim signal pressure acts on top of the gain
forces Trim Valve A down, raising the A trim
valve and the force is transmitted to the trim valve.
Because the gain valve diameter is larger than the pressure which is directed to Shift Valve D. In
diameter of the second stage trim valve, a higher its downward position, Shift Valve D routes
clutch pressure for a given trim signal pressure fluid to C5 clutch, applying the clutch. All
achieved. other clutches are exhausted.
Accumulators help regulate trim solenoid signal • With only one clutch applied, the transmission
pressure. is in neutral.
The trim valve bores in the valve body have cast slots • If electrical power is interrupted while neutral
in the area of main pressure and exhaust, which is selected, C, D, and E Solenoids are de-
increases the stability of the trim valves and allows the energized and Shift Valve C moves upward.
clutch pressure to be more accurately controlled. Due to valve timing, when power is lost, Shift
Valve C strokes faster than Shift Valve E.
5–3. HYDRAULIC CONTROL When Shift Valve C strokes up, control main
pressure is fed through Shift Valve C to the top
SYSTEM CIRCUITS
of Shift Valve E, keeping the valve down. N/C
A Trim Solenoid continues to block the
A. Hydraulic Circuit—Neutral exhaust of the solenoid signal pressure
(Foldout 5) (solenoid signal remains control main). The
• In neutral, A Trim Solenoid is in its N/C state solenoid signal pressure on top of Trim Valve
(de-energized), B Trim Solenoid is in its N/O A produces maximum trim pressure, which is
state (de-energized), C, D, and E Solenoids routed to Shift Valve D. Shift Valve D stayed
are energized, and Trim Solenoid F remains down due to the “latching” effect of C5 clutch
de-energized. pressure acting on two different diameter
lands. In its downward position, pressure
• C, D, and E Solenoids supply control main continues to be routed to C5 clutch, keeping
pressure to the top of Shift Valves C, D, and E, the clutch applied. Since only one clutch is
moving the valves downward against spring applied, the transmission remains in neutral.
force.
• If electrical power is interrupted with the
• With Shift Valve C stroked down, control transmission in neutral and the manual
main pressure is directed through Shift Valve selector valve is moved to forward range or
C to pressure switch C, turning the switch on. reverse, the transmission stays in neutral
With Shift Valve D down, the exhaust path is because Shift Valve E stays down and main
blocked for the control main pressure being pressure is blocked from reaching the Manual
supplied through an orifice to the D pressure Selector Valve.
switch, and the pressure raises to control main
and the D pressure switch turns on. With Shift • If the engine is shutdown and restarted with
Valve E down, the exhaust path is blocked for the electrical power interrupted to the
the control main pressure being supplied TCM, Shift Valves C, D and E will remain up.
through an orifice to the E pressure switch, N/C A Trim Solenoid blocks the exhaust of
and the pressure raises to control main and the the A trim signal pressure (trim signal
E pressure switch turns on. With Pressure pressure becomes control main). The solenoid
signal pressure on top of Trim Valve A by C Solenoid (timed to prevent E from
produces maximum Trim pressure, which is becoming “latched” down), allowing both
routed to Shift Valve D. In its upward position, valves to move up. B Solenoid is also de-
Shift valve D routes fluid to C3 clutch. All energized, exhausting B trim signal pressure,
other clutches are exhausted, so the allowing the B Trim Valve to move up which
transmission remains in neutral. When Shift exhausts B trim pressure. In its up position,
Valve E is up, main pressure is routed through Shift Valve E routes main pressure to the
Shift Valve E to the manual selector valve. If a Manual Selector Valve which directs the main
forward range is selected, the manual selector pressure to C1 clutch, keeping C1 clutch
valve routes fluid to C1 clutch. C3 clutch applied. With C1 and C5 clutches applied, the
remains on with C1, resulting in third range transmission stays in first range.
being attained for limp home capability. If
reverse is selected, the selector valve directs • Control main pressure exhaust for the D
fluid through the TCC Valve and Shift Valve D pressure switch is blocked by Shift Valve D,
to C5 clutch. C3 clutch remains on with C5 keeping the switch turned on and providing
clutch, resulting in reverse range being feedback to the TCM that Shift Valve D is
attained. stroked. With Shift Valve C in its upward
position, the pressure feed to switch C is
eliminated and with the pressure exhausted,
B. Hydraulic Circuit—First Range
the pressure switch turns off, providing
(Foldout 6)
feedback that Shift Valve C is in the up
• When the selector lever is moved from position. With Shift Valve E in its upward
N (Neutral) to D (Drive), the transmission position, the control main pressure to the E
shifts from neutral to first range operation. C, pressure switch is exhausted and pressure
D, and E Solenoids remain energized. Trim switch E turns off, providing feedback that
Solenoid A and F Trim Solenoid remain de- Shift Valve E is in the up position.
energized
• Shift Valves C, D and E stay in the down transmission in first range, D Solenoid is de-
position. With N/C A Trim Solenoid de- energized. N/C A Trim Solenoid continues to
energized, Trim Valve A continues to supply block the exhaust of the A trim signal pressure
full trim pressure through Shift Valve D to C5 (signal pressure remains control main) which
clutch, keeping the clutch applied. During the results in maximum A Trim pressure being
shift, B Trim Solenoid energizes, blocking the maintained. The A trim pressure continues to
exhaust of the B trim signal pressure, causing be directed to Shift Valve D, which stays down
the pressure to rise. The B trim signal pressure due to the “latching” effect of pressure on two
pushes the B Trim Valve down, opening the B different diameter lands and fluid continues to
Trim Pressure Port to Main pressure. The B be directed to C5 clutch, keeping C5 clutch
Trim Pressure is directed through Shift Valve applied. Main pressure continues to be
C, Shift Valve E and the Manual Selector directed through Shift Valve E and Manual
Valve to C1 clutch, applying the C1 clutch. Selector Valve to C1 clutch, keeping C1 clutch
The TCM provides current to B Trim applied. The combination of C1 and C5 clutch
Solenoid, which controls the rate of pressure application allows the transmission to stay in
buildup of the C1 clutch, assuring a smooth first range for limp home capability.
transition to first range. The combination of
C1 and C5 clutch application produces first • If electrical power is interrupted with the
range operation. transmission in first range, moving the manual
selector valve to N (Neutral) will cut off main
• After the shift to first range is complete, pressure to C1 clutch and the clutch will be
E Solenoid is de-energized followed closely exhausted. C5 clutch remains applied.
Because only one clutch is applied, the exhausted, assuring a smooth transition to
transmission goes to neutral. second range. Main pressure continues to feed
through the E Shift Valve and manual selector
valve, keeping C1 clutch applied.
transmission in first range, moving the manual
selector valve to reverse will cut off main • The combination of C1 and C4 clutch
pressure to C1 clutch, exhausting C1 clutch. application produces second range operation.
The manual selector valve directs main
• After the shift to second range is complete, the
pressure through the F Trim Valve to the
D solenoid is de-energized allowing the D
bottom of Shift Valve D, stroking the valve up
Shift Valve to move up. C5 clutch feed, which
and opening the path for main pressure to feed
was exhausted through Shift Valve D and the
C5 clutch, keeping the clutch applied. A trim
A trim valve, now exhausts through exhaust
pressure is then directed to C3 clutch,
backfill, keeping C5 clutch released. C3 clutch
applying the clutch. The combination of C3
has an exhaust path through Shift Valve D to
and C5 clutch application produces reverse
the A trim valve, keeping the C3 clutch
range operation, for limp home capability.
released.
NOTE:
• Pressure switches C, D and E turn off,
If the selector is put back in forward range after providing feedback that the valves are in the
reverse has been attained, the selector valve will upward position.
direct fluid to C1 clutch and Shift Valve D will stay
up, directing fluid to C3 clutch, resulting in third • If electrical power is interrupted with the
range operation. transmission is in second range, A and B Trim
Solenoids de-energize. The normally open B
• If electrical power is interrupted with the Trim Solenoid exhausts the B trim signal
transmission in first range, resulting in only pressure, allowing the B trim valve to move
first, neutral and reverse operation, the engine up, exhausting C4 clutch. Normally closed
may be shut down and restarted to attain Trim Solenoid A blocks the exhaust of A trim
neutral, third and reverse operation (reference signal pressure, allowing the A trim signal and
Section A—Neutral). A Trim Pressures to rise. Trim Valve A directs
full trim pressure through the D shift valve to
C. Hydraulic Circuit—Second Range C3 clutch, applying the clutch. C1 clutch
(Foldout 7) continues to be applied with main pressure
through the E Shift Valve and Manual Selector
• Before shifting from first to second range, the
Valve. The combination of C1 and C3 clutches
TCM makes certain the C, D, and E Shift
applied produces third range converter
Valves are in the correct position with the C
operation for limp home capability.
and E shift valves up and the D shift valve
down. • If the torque converter clutch was applied
during the power interrupt, Solenoid F is de-
• A Trim Solenoid is energized, opening the A
energized and the transmission returns to
trim signal pressure to exhaust and allowing
converter operation.
the A Trim valve to move up, exhausting C5
clutch pressure. Trim Solenoid B is energized, • If electrical power is interrupted with the
raising the B trim signal and B Trim pressures. transmission in second range and subsequent
The B trim pressure is directed through the C third range operation, moving the Manual
and E Shift Valves to C4 Clutch. The TCM Selector Valve to neutral will cut off main
provides current to B Solenoid, which controls pressure to C1 clutch and the clutch will be
the rate at which Trim Valve B supplies pressure exhausted. C3 clutch remains applied.
to C4 clutch, and current to A Solenoid, which Because only one clutch is applied, the
controls the rate at which C5 clutch is transmission goes to neutral.
• If electrical power is interrupted with the Trim Valve A supplies pressure to C3 clutch,
transmission is in second range with and reduces current to Solenoid B, which
subsequent third range operation, moving the controls the rate at which Trim Valve B
manual selector valve to reverse will cut off exhausts C4 clutch, assuring a smooth
main pressure to C1 clutch, exhausting C1 transition to third range. Main pressure
clutch. The manual selector directs main continues to flow through the E Shift Valve
pressure through the F Trim Valve and Shift and Manual Selector Valve to C1 clutch,
Valve D to C5 clutch, applying the clutch. C3 keeping the clutch applied.
clutch remains applied. The combination of
• The combination of C1 and C3 clutch
C3 and C5 clutch application produces reverse
application produces third range operation.
range operation for limp home capability.
• After the shift into third range is complete,
D. Hydraulic Circuit—Lockup (Foldout 7) Solenoid C is energized and directs control
main pressure to the top of the C Shift Valve,
• Energizing F Trim Solenoid moves the valve
pushing the valve down. With shift Valve C in
downward against its stop, allowing main
its downward position, C4 clutch feed is
pressure to flow to the top of the converter
exhausted through the C Shift Valve to exhaust
flow valve. The converter flow valve is moved
backfill keeping the C4 clutch released and C2
downward, exhausting converter-in pressure
clutch has an exhaust path through the C Shift
to sump, and eliminating the separating force
Valve to the B Trim Valve, keeping the C2
between the TCC piston and the converter
clutch released.
cover. At the same time, the converter flow
valve opens the passage supplying TCC-apply • Pressure switch C turns on, providing
pressure to the converter-out circuit. The feedback that Shift Valve C is stroked down.
pressure differential across the TCC piston Pressure switches D and E remain off,
applies the torque converter clutch. providing feedback that the D and E Shift
Valves are in their up position.
• Depending upon the calibration, F Trim
Solenoid could be energized in ranges 2–5. • If electrical power is interrupted with the
The calibrations can also apply the TCC for transmission in third range, Solenoid C and
special applications such as PTO operation Solenoid F (if TCC is applied) are de-
controlled directly by engine speed with energized. Shift Valve C will move up,
transmission in neutral or TCC operation in changing the exhaust path of C2 clutch to
first hold. exhaust backfill and the exhaust path of C4
clutch to the B Trim Valve. Normally closed
E. Hydraulic Circuit—Third Range Trim Solenoid A continues to block the
(Foldout 8) exhaust of the A trim signal pressure (trim
signal remains control main). The solenoid
• Before making the shift from second to third
signal pressure on top of Trim Valve A
range, the TCM makes certain all of the Shift
produces maximum A Trim pressure, which is
Valves are in the correct position with the C, D
routed through Shift Valve D to C3 clutch,
and E Shift Valves up.
keeping the clutch applied. With the Manual
• B Trim Solenoid is de-energized, exhausting Selector in the forward position, main
trim signal pressure which allows Trim Valve pressure continues to feed C1 clutch through
B to move up, exhausting C4 clutch. Trim the E Shift valve and Manual Selector Valve.
Solenoid A is de-energized, raising the A trim The combination of C1 and C3 clutches
signal and A trim pressures. The A trim applied keeps the transmission in third range
pressure is directed through Shift Valve D to for limp home capability. If the TCC is
C3 clutch. The TCM reduces current to applied, the F Solenoid de-energizes, causing
Solenoid A, which controls the rate at which the F Trim valve to move up, exhausting
pressure from the top of the Converter Flow exhausts C3 clutch, assuring a smooth
Valve. The Converter Flow Valve moves up, transition to fourth range.
redirecting main overage to converter in and
converter out to the cooler. The TCC is now • The combination of C1 and C2 clutch
released. application produces fourth range operation.
• If electrical power is interrupted with the • After the shift to fourth range is completed,
transmission in third range, and the Manual E Solenoid is energized, directing control
Selector Valve is moved to neutral), C1 clutch main pressure to the top of Shift Valve E,
will exhaust through the Manual Selector pushing the valve down. In its downward
Valve to exhaust backfill. C3 clutch remains position, main pressure is redirected through
applied. With only one clutch applied, the Shift Valve D and the Manual Selector Valve
transmission goes to neutral. to C2 clutch, keeping C2 clutch applied. The
flow from the B Trim Valve to Shift Valve E is
directed through the Manual Selector Valve to
transmission in third range and the Manual
C1 clutch, keeping C1 clutch applied.
Selector Valve is moved to the reverse
position, C1 exhausts through the manual
• Pressure switch E turns on and Pressure
Selector Valve which releases the clutch. Main
switch C remains on, providing feedback that
pressure goes through Shift Valve E, the
the valves are stroked down. Pressure switch
Manual Selector Valve and Shift Valve D to
D remains off, providing feedback that Shift
C5 clutch, applying the clutch. The
Valve D is in its up position.
combination of C3 and C5 clutch application
produces reverse range for limp home
capability.
transmission in fourth range, A, B, and F Trim
Solenoids, and Shift Valve Solenoids C and E
F. Hydraulic Circuit—Fourth Range are de-energized. Main pressure continues to
(Foldout 9) flow through Shift Valves E and D and the
Manual Selector Valve to C2 clutch, keeping
• Before making the shift from third to fourth
C2 clutch applied. When de-energized, the
range, the TCM makes certain all of the shift
normally open B Trim Solenoid exhausts the
valves are in the correct position, with Shift
B trim signal pressure, allowing the B trim
Valve C down and Shift Valves D and E up.
valve to move up and C1 clutch exhausts.
• A Trim Solenoid is energized, opening the A After Shift Valve C moves up, the C1 clutch
trim signal pressure to exhaust which allows exhausts to exhaust backfill. N/C A Trim
the A Trim valve to move up and C3 clutch Solenoid blocks the exhaust of A trim signal
pressure is exhausted. B Trim Solenoid is pressure, allowing the A trim signal and A
energized, raising the B trim signal and B Trim Pressures to rise. Trim Valve A directs
Trim pressures. The B trim pressure is full trim pressure through Shift Valve D to C3
directed through Shift Valve C, Shift Valve E, clutch, applying the clutch. The combination
Shift Valve D and the Manual Selector Valve of C2 and C3 clutches applied produces fifth
to C2 clutch, applying the clutch. Main range operation for a limp home capability.
pressure continues to flow through Shift Valve If the TCC is applied, de-energizing the
E and the Manual Selector Valve to C1 clutch, F Solenoid causes the F Trim valve to move
keeping C1 clutch applied. The TCM supplies up, exhausting pressure from the top of the
current to B Trim Solenoid, which controls the Converter Flow Valve. The Converter Flow
rate at which Trim Valve B supplies pressure Valve moves up, redirecting main overage to
to C2 clutch, and current to A Trim Solenoid, converter in and converter out to the cooler.
which controls the rate at which Trim Valve A The TCC is now released.
• If electrical power is interrupted with the Valve E, Shift Valve D and the Manual
transmission in fourth range (causing fifth Selector Valve.
range converter operation) and the Manual
Selector Valve is moved to neutral, C2 clutch • The combination of C2 and C3 clutch
exhausts through the Manual Selector Valve to application produces fifth range operation.
exhaust backfill, releasing C2 clutch. C3
clutch remains applied. With only one clutch • Pressure switches C and D are turned off,
applied, the transmission goes to neutral. providing feedback that the C and D shift
valves are in the up position, and pressure
• If electrical power is interrupted with the switch E remains on, providing feedback that
transmission in fourth range (causing fifth shift valve E is in the down position.
range converter operation) and the Manual
Selector Valve is moved to reverse, C2 clutch
exhausts through the Manual Selector Valve,
transmission in fifth range, B Trim Solenoid,
releasing the clutch. C3 clutch remains
E Shift Solenoid, and F Trim Solenoid (if TCC
applied. With only one clutch applied, the
is applied) de-energize. Although E Solenoid
transmission goes to neutral.
no longer supplies control main pressure to the
• If electrical power is interrupted with the top of Shift Valve E, control main pressure
transmission in fourth range, resulting in only flows through Shift Valve C to the top of Shift
fifth range and neutral operation, the engine Valve E, keeping the valve down. Normally
may be shut down and restarted to attain closed A Trim Solenoid continues to block the
neutral, third and reverse operation (reference exhaust of the solenoid signal pressure
Section A—Neutral). (solenoid signal remains control main). The
solenoid signal pressure on top of Trim Valve
G. Hydraulic Circuit—Fifth Range A produces maximum trim pressure, which is
(Foldout 10) routed through Shift Valve D to C3 clutch,
keeping the clutch applied. Main pressure
• Before making a shift from fourth to fifth feeds through Shift Valves E and D and the
range, the TCM makes certain all of the Shift Manual Selector Valve to C2 clutch, keeping
Valves are in the correct position with the Shift the clutch applied. The combination of C2 and
Valves C and E down and Shift Valve D up. C3 clutch application produces fifth range
operation for limp home capability. If the TCC
• B Solenoid is de-energized, exhausting B trim
is applied, the F solenoid de-energizes, causing
valve signal pressure and the B Trim Valve
the F Trim valve to move up, exhausting
moves up, which allows C1 clutch to exhaust
pressure from the top of the Converter Flow
through the Manual Selector Valve, Shift
Valve. The Converter Flow Valve moves up,
Valves E and C and the B Trim Valve. A Trim
Solenoid is de-energized, raising the A trim redirecting main overage to converter in and
signal and A trim pressures. The A trim converter out flow to the cooler. The TCC is
pressure is directed through Shift Valve D to now released.
C3 clutch, applying the clutch. The TCM
reduces the current to A Trim Solenoid, which • If electrical power is interrupted with the
controls the rate at which Trim Valve A transmission is in fifth range (causing fifth
supplies pressure to C3 clutch, and reduces the range converter operation) and the Manual
current to B Trim Solenoid, which controls the Selector Valve is moved to neutral, C2 clutch
rate at which Trim Valve B exhausts C1 exhausts through the Manual Selector Valve to
clutch, assuring a smooth transition from exhaust backfill, releasing C2 clutch. C3
fourth to fifth range. C2 clutch continues to be clutch remains applied. With only one clutch
applied by main pressure flowing through shift applied, the transmission goes to neutral.
• If electrical power is interrupted with the Trim Valve A, which was applying the C5
transmission is in fifth range, (fifth range clutch through Shift Valve D, is directed
converter operation) and the Manual Selector through Shift Valve D to the C3 Clutch.
Valve is moved to reverse, C2 clutch exhausts
through the Manual Selector Valve, releasing • The TCM temporarily energizes A Solenoid to
the clutch. C3 clutch remains applied. With control the rate at which Trim Valve A
only one clutch applied, the transmission goes supplies pressure to the oncoming C3 clutch,
to neutral. assuring a smooth transition to reverse. When
A Solenoid energizes, A Trim signal pressure
• If electrical power is interrupted with the is exhausted. As A Solenoid is de-energized, A
transmission is in fifth range, resulting in only Trim signal pressure increases. Initially, the
fifth and neutral operation, the engine may be Trim Valve A gain valve spring keeps the gain
shut down and restarted to attain neutral, third valve away from Trim Valve A, so only the A
and reverse operation (reference Section A— trim signal pressure acts on Trim Valve A. As
Neutral). the A Trim signal pressure increases, the A
Trim pressure increases. The A Trim signal
H. Hydraulic Circuit—Reverse pressure also acts on the gain valve, forcing
(Foldout 11) the valve down and compressing the gain
valve spring. When the gain valve spring is
• When the Manual Selector Valve is moved compressed sufficiently, the gain valve
from neutral to reverse and the throttle setting contacts Trim Valve A. The gain valve spring
is above closed throttle, C, D, and E Shift allows the C3 clutch initial apply to be
Solenoids remain energized, A Solenoid controlled at a lower gain rate, improving
remains de-energized, supplying A Trim control of the oncoming C3 clutch. Once the
pressure through Shift Valve D, to the C5 gain valve makes contact with Trim Valve A,
clutch, keeping the C5 clutch applied. B A Trim pressure increases at a higher gain
Solenoid remains de-energized, keeping B rate. When the shift to reverse is complete,
Trim pressure exhausted. With only C5 clutch A Solenoid fully de-energizes and Trim Valve
applied, the transmission remains in neutral. A supplies full trim pressure to the C3 clutch.
Reverse signal pressure is exhausted, B Solenoid remains fully energized and B
removing pressure from the reverse pressure Trim valve supplies full trim pressure to the
switch, turning on the normally closed reverse C5 clutch.
pressure switch. When the Manual Selector
Valve is moved from neutral to reverse and the • The application of C3 and C5 produces
TCM determines that the engine is at closed reverse range operation.
throttle, B Trim Solenoid energizes, which
acts on the Trim Valve B gain valve because • Even though Shift Valve D moves up due to B
reverse signal pressure no longer pushes the Trim pressure, B Trim pressure acts on
valve up. The gain valve pushes the B Trim Pressure Switch D, keeping Pressure Switch D
Valve down, raising B Trim pressure. B Trim on. Shift Valve C remains stroked down,
pressure is directed through Shift Valves C directing control main pressure through Shift
and E, the Manual Selector Valve, the TCC Valve C to Pressure Switch C, keeping the
Valve to Shift Valve D, stroking the valve up switch on. Shift Valve E remains stroked down
(even though D Solenoid stays energized). blocking the exhaust path for control main
With Shift Valve D up, pressure from Trim pressure being supplied through an orifice to
Valve B passes through Shift Valves C and E, Pressure Switch E; the pressure keeps
through the Manual Selector Valve, the TCC Pressure Switch E on. With reverse signal
Valve, and Shift Valve D to the C5 clutch, pressure exhausted the normally closed
keeping the clutch applied. Pressure from Reverse Pressure Switch is on, providing
feedback to the TCM that the selector valve is C, D, and E Solenoids de-energize. Control
in reverse. main pressure is removed from the top of Shift
Valve D, keeping the valve up. When de-
NOTE: energized, normally open B Trim Solenoid
Before implementation of N04 software, C Solenoid exhausts the B Trim signal pressure, allowing
always remained energized in reverse range. Trim Valve B to move up, exhausting and
Beginning with the N04 software, C Solenoid will releasing the C5 clutch. Shift Valve C moves
de-energize, providing certain throttle conditions before Shift Valve E, directing control main
are met. Throttle percentages are calibration pressure to the top of Shift Valve E, “latching”
dependent and may vary between TCMs. it in the down position. Trim Valve A
continues to apply pressure through Shift
• If 20 percent throttle is applied and does not Valve D to the C3 clutch, keeping the C3
drop to 10 percent, all shift solenoids remain clutch applied. With only one clutch applied,
energized. If the throttle drops to 10 percent the transmission shifts to neutral range.
and stays below 20 percent, C Solenoid de-
energizes, removing pressure from the top of • If electrical power is interrupted with the
Shift Valve C, allowing Shift Valve C to stroke transmission operating in reverse and 20
up. B Trim pressure is no longer routed to the percent throttle was applied and did not drop
bottom of Shift Valve D, so D Solenoid to 10 percent before the power interruption,
pressure strokes the shift valve D down. B resulting in neutral operation, and if the
Trim pressure goes through Shift Valves C, E, Manual Selector Valve is moved to neutral,
and D to the C3 clutch, keeping the C3 clutch main pressure going through Shift Valves E
applied. A Trim pressure goes through Shift and D is blocked by the Manual Selector valve
Valve D to the C5 clutch, keeping C5 clutch from applying either the C1 or C2 clutches.
applied. With C3 and C5 clutches applied, The C3 clutch remains applied. With only one
reverse range is maintained. If 20 percent clutch applied, the transmission stays in
throttle is applied and does not drop to 10 neutral range.
percent, C Solenoid energizes, applying
pressure to the top of Shift Valve C, stroking
transmission operating in reverse and 20
the valve down. B Trim pressure is directed
percent throttle was applied and did not drop
through Shift Valves C and E, the Manual
to 10 percent before the power interruption,
Selector Valve, and the TCC Valve to Shift
resulting in neutral operation, and if the
Valve D, stroking the valve up (even though D
Manual Selector Valve is moved to reverse,
Solenoid stays energized). With Shift Valve D
main pressure going through Shift Valves E
up, pressure from Trim Valve B passes
and D is blocked by the Manual Selector valve
through Shift Valves C and E, the Manual
from applying either the C1 or C2 clutches.
Selector valve, the TCC Valve, and Shift Valve
The C3 clutch remains applied. With only one
D to the C5 clutch, keeping the clutch applied.
clutch applied, the transmission stays in
Pressure from Trim Valve A, which was
neutral range.
applying the C5 clutch through Shift Valve D,
is now directed though Shift Valve D to the C3 • If electrical power is interrupted with the
Clutch, keeping the C3 Clutch applied. With transmission operating in reverse and the
C3 and C5 clutches applied, reverse range is throttle was above approximately 20 percent
maintained. and did not drop to 10 percent before the
power interruption, resulting in neutral
• If electrical power is interrupted with the operation, and if the Manual Selector Valve is
transmission operating in reverse and 20 moved to a forward range, main pressure goes
percent throttle was applied and did not drop through Shift Valves E and D and the Manual
to 10 percent before the power interruption, B, Selector Valve, to the C2 clutch, applying the
clutch. The C3 clutch remains applied. the throttle was 10 percent or lower and did
Applying the C2 and C3 clutches produces not rise to 20 percent before the power
fifth range operation. interruption, resulting in neutral operation,
main pressure is directed through Shift Valve
transmission operating in reverse range, and E to Shift Valve D. Because Shift Valve D
the throttle was above approximately 20 stays down due to the “latching” effect of
percent and did not drop to 10 percent before pressure on two different diameter lands, main
the power interruption, resulting in only fifth pressure is blocked from reaching the Manual
and neutral operation, the engine may be shut Selector Valve. If the Manual Selector Valve is
down and restarted to attain neutral, third and moved to neutral or a forward range, the
reverse operation (reference Paragraph A. transmission remains in neutral.
Hydraulic Circuit—Neutral).
transmission operating in reverse range, and transmission operating in reverse range, and
the throttle was 10 percent or lower and did the throttle is 10 percent or lower and did not
not rise to 20 percent before the power rise to 20 percent before the power
interruption, B, D, and E Solenoids de- interruption, resulting in neutral operation, the
energize. When the B Solenoid de-energizes, engine may be shut down and restarted to
the normally open solenoid exhausts B Trim attain neutral, third and reverse operation
signal pressure, causing Trim Valve B to (reference paragraph A. Hydraulic Circuit—
stroke up, exhausting and releasing the C3
Neutral).
clutch. Shift Valve C remains in the up
position. Control main pressure goes through
Shift Valve C to the top of Shift Valve E,
keeping Shift Valve E stroked down. N/C A
5–4. CLUTCH APPLICATION
Solenoid blocks the exhaust of A Trim signal
pressure, and A Trim pressure is maintained. A. Normal Operation
The A Trim pressure continues to be directed
through Shift Valve D, which stays down due Normal operation of the transmission requires applica-
to the “latching” effect of pressure on two tion of two clutches to attain a forward or reverse range.
different diameter lands, to the C5 clutch, A unique combination of solenoid and shift valve actua-
keeping C5 clutch applied. Because only one tion produces clutch application in a given range. Table
clutch is applied, the transmission shifts to 5–2 lists for each range, the electrical state (On/Off) of
neutral range. each solenoid. Table 5–3 also lists the transmission
• If electrical power is interrupted with the range shifts and the clutches that are applied in each of
transmission operating in reverse range, and the forward ranges, neutral, and reverse.
Table 5–2. Range Shift and Steady State Conditions
Clutch To Trim Solenoids Shift Solenoids Trim Sol

Range Status Logic Main A B C D E F
Steady State R — De-energized; Energized; ON ON ON OFF
With Throttle C3 Applied C5 Applied
Steady State At R — De-energized; Energized; OFF ON ON OFF
Closed Throttle C5 Applied C3 Applied
Garage Shift R–N — De-energizing; Energizing; ON ON ON OFF
C3 Trimming Off C5 Applied
Garage Shift N–R — Energizing; Energizing; ON ON ON OFF
C3 Trimming On C5 Applied
Steady State N — De-energized; De-energized; ON ON ON OFF
C5 Applied — Exhausted
Garage Shift N–1 — De-energizing; Energizing; ON ON ON OFF
C5 Applied C1 Trimming On
Garage Shift 1–N — De-energizing; Energizing; ON ON ON OFF
C5 Applied C1 Trimming Off
Steady State 1 C1 De-energized; De-energized; OFF ON OFF OFF
C5 Applied C4 Exhausted
Upshift 1–2 C1 Energizing; Energizing; OFF ON OFF OFF
C5 Trimming Off C4 Trimming On
Downshift 2–1 C1 Energizing; Energizing; OFF ON OFF OFF
C5 Trimming On C4 Trimming Off
Steady State 2 C1 Energized; Energized; OFF OFF OFF ON or
C3 Exhausted C4 Applied OFF *
Upshift 2–3 C1 De-energizing; De-energizing; OFF OFF OFF ON
Downshift 3–2 C1 De-energizing; De-energizing; OFF OFF OFF ON
Steady State 3 C1 De-energized; De-energized; ON OFF OFF ON
C3 Applied C2 Exhausted
Upshift 3–4 C1 Energizing; Energizing; ON OFF OFF ON
Downshift 4–3 C1 Energizing; Energizing; ON OFF OFF ON
Steady State 4 C2 Energized; Energized; ON OFF ON ON
C3 Exhausted C1 Applied
Upshift 4–5 C2 De-energizing; De-energizing; ON OFF ON ON
Downshift 5–4 C2 De-energizing; De-energizing; ON OFF ON ON
Steady State 5 C2 De-energized; Energized; No OFF OFF ON ON
C3 Applied Clutch Applied
* Depending upon output speed
B. Operation During Electrical Interruption Range). If power is interrupted while the transmission
is operating in reverse or neutral, the transmission
To minimize the impact of an electrical power inter- defaults to or continues Neutral operation. The opera-
ruption, 1000 and 2000 Product Families transmis-
sions incorporate control logic that enables the tor may turn off and restart the engine, and the selector
transmission to revert to total hydraulic operation. In will provide R (Reverse)/N (Neutral)/Third Range
all cases, the hydraulic system provides a “limp home” capability regardless of the range at the moment of
mode, allowing the operator to drive the vehicle to a power interruption.
service location
Table 5–4 summarizes the default range the transmis-
If power is interrupted while the transmission is oper-
sion will shift to in the event of an electrical interrup-
ating in a forward range, the default positions of the
shift valves, the selector valve, and normally open A tion. Refer to Section 5–3 for a complete description
Trim Solenoid enable application of two clutches to of the hydraulic circuit during electrical interruption in
maintain forward range operation (either third or fifth any range.
Table 5–3. Operating Ranges During Electrical Interruption

Range Obtained After Electrical Interruption for
Manual Selector Position
Range When Electrical
Interruption Occurs R P or N OD, D, 2, 1
R (without throttle) — N N
R (with throttle) — N 5th**
N N N N
1 R N 1*
2, 3 R N 3
4, 5 N N 5
Range After Engine Shutdown and Restart R N 3
* Third range after reverse is selected.
** Fifth range prior to N04 software or with throttle applied
Section Six
TORQUE PATHS THROUGH THE TRANSMISSION
TORQUE
CONVERTER TURBINE PTO GEAR (OR
SHAFT TONE WHEEL)
C3 C5 OUTPUT
C1 C2 CLUTCH C4 CLUTCH MAIN SHAFT
CLUTCH CLUTCH CLUTCH SHAFT
Clutch Applied P3
P2 PLANETARY
Torque Path
P1 PLANETARY
PLANETARY
V04739.01.00
Figure 6–1. 1000 and 2000 Product Families Torque Path—Neutral
6–1. TORQUE FLOW B. Torque Converter Clutch Operation

The torque converter clutch (TCC) transmits power
A. Torque Converter Operation mechanically. When the TCC is engaged, the converter
pump and converter turbine rotate as a unit at engine
speed. This provides a direct drive from the engine to
The torque converter transmits power hydraulically. the turbine shaft. The electronic control system auto-
The engine drives the converter pump by direct matically applies the TCC.
mechanical connection of the engine flywheel to the
pump housing. The pump throws transmission fluid 6–2. TORQUE PATHS
against the turbine vanes. The rotation of the turbine
transfers torque to the turbine shaft. When the engine A. Neutral Torque Path
is idling, impact of the fluid on the turbine blades is In neutral, rotational power from the torque converter
negligible; however, heat can build up over time. is not transmitted beyond the rotating clutch module
When the engine is accelerated, the impact is and the P1 planetary sun gear. C1 and C2 clutches are
increased and the torque directed through the turbine released. The C5 stationary clutch is applied, but no
shaft can multiply the engine torque by an amount output movement is generated because torque is not
transmitted to the planetary gears. Consequently,
equal to the torque ratio of the converter.
torque is not produced at the transmission output. The
application of C5 clutch during neutral operation
Refer to Section 2–2 for a detailed description of ensures that one of the required two clutches is already
torque converter operation. engaged if any other range position is selected.
TORQUE
SHAFT TONE WHEEL)
C3 C5 OUTPUT
Clutch Applied P3
P2 PLANETARY
Torque Path
P1 PLANETARY
PLANETARY
V04739.01.01
Figure 6–2. 1000 and 2000 Product Families Torque Path—First Range
B. First Range Torque Path Torque is transmitted through the main shaft to the P3
sun gear, which is splined to the main shaft. The P3
C1 and C5 clutches are applied in first range. Torque sun gear rotates inside the P3 carrier. Applying station-
from the converter rotates the turbine shaft and the ary clutch C5 prevents the P3 ring gear from rotating
rotating clutch assembly, which contains C1 clutch. around the outside of the P3 carrier. Torque is then
When C1 clutch is engaged, the turbine shaft and main directed through the P3 carrier assembly as it rotates
shaft are mechanically locked together. The two shafts due to the torque input from the P3 sun gear. The P3
then rotate as a unit at the same speed and in the same carrier is splined to the output shaft and directs torque
direction. to the transmission output shaft.
TORQUE
SHAFT TONE WHEEL)
C3 C5 OUTPUT
Clutch Applied P3
P2 PLANETARY
Torque Path
P1 PLANETARY
PLANETARY
V04739.01.02
Figure 6–3. 1000 and 2000 Product Families Torque Path—Second Range
C. Second Range Torque Path The P2 carrier is splined to the P3 ring gear and pro-
vides one of two inputs to the P3 pinion gears. The
C1 and C4 clutches are applied in second range. In other input is the P3 sun gear, which is splined to and
normal operation, calibration determines at what point rotates with the main shaft inside the P3 pinion gears.
the TCC is applied. The TCC transfers input torque The P3 ring gear rotates around the outside of the P3
directly to the gear train. C1 clutch application locks carrier gears at a slower rate than the rotation of the P3
the turbine shaft and main shaft together, causing them sun gear. This causes the P3 ring gear action to resem-
to rotate at the same speed and in the same direction. ble that of a held member. The P3 sun gear becomes
Torque is transmitted through the main shaft to the P2 the main path for torque transmitted to the P3 carrier
sun gear. The P2 sun gear is splined to the main shaft and causes the P3 carrier to rotate. The P3 carrier pro-
and rotates inside the P2 carrier. Applying stationary vides output torque to the transmission output shaft.
clutch C4 prevents the P2 ring gear from rotating
around the outside of the P2 carrier. The torque path is
then directed through the P2 carrier assembly as it
rotates due to the torque input from the P2 sun gear.
TORQUE
SHAFT TONE WHEEL)
C3 C5 OUTPUT
Clutch Applied P3
P2 PLANETARY
Torque Path
P1 PLANETARY
PLANETARY
V04739.01.03
Figure 6–4. 1000 and 2000 Product Families Torque Path—Third Range
D. Third Range Torque Path P2 ring gear rotates around the outside of the P2 car-
rier at a slower rate than the rotation of the P2 sun
C1 and C3 clutches are applied in third range. In nor- gear. This causes the P2 ring gear action to resemble
mal operation, the TCC is also applied, transferring that of a held member. The P2 sun gear becomes the
input torque directly to the gear train. C1 clutch appli-
main path for torque transmitted to the P2 carrier and
cation locks the turbine shaft and the main shaft
together causing them to rotate at the same speed and causes the P2 carrier to rotate.
in the same direction. The P1 sun gear is part of the
rotating clutch and rotates with the clutch inside the P1 The P2 carrier is splined to the P3 ring gear and pro-
carrier. The P1 sun gear transmits the torque produced vides one of two inputs to the P3 pinion gears. The
at the clutch to the P1 carrier. Applying stationary other input is the P3 sun gear, which is splined to and
clutch C3 prevents the P1 ring gear from rotation. rotates with the main shaft inside the P3 carrier. The
With the P1 ring gear held and the P1 sun gear provid- P3 ring gear rotates around the outside of the P3 car-
ing first stage torque input, the P1 carrier is the first rier at a slower rate than the rotation of the P3 sun
stage output member in third range. gear. This causes the P3 ring gear action to resemble
The P1 carrier is splined to the P2 ring gear and pro- that of a held member. The P3 sun gear becomes the
vides one of two inputs to the P2 pinion gears. The main path for torque transmitted to the P3 carrier and
other input is the P2 sun gear that is splined to and causes the P3 carrier to rotate. The P3 carrier provides
rotates with the main shaft inside the P2 carrier. The output torque to the transmission output shaft.
TORQUE
SHAFT TONE WHEEL)
C3 C5 OUTPUT
Clutch Applied P3
P2 PLANETARY
Torque Path
P1 PLANETARY
PLANETARY
V04739.01.04
Figure 6–5. 1000 and 2000 Product Families Torque Path—Fourth Range
E. Fourth Range Torque Path clutch drive hub is splined to the P3 ring gear through
the P2 carrier causing the P3 ring gear to rotate at tur-
C1 and C2 clutches are applied in fourth range. In nor- bine speed. Because the C3, C4, and C5 stationary
mal operation, the TCC is also applied, transferring clutches are all disengaged, the remaining pinion
input torque directly to the gear train. When applied, gears, and ring gears rotate at the same speed and
these clutches rotate with the rotating clutch (turbine direction as the turbine shaft. The P3 carrier provides
output torque to the transmission output shaft.
shaft). The C1 clutch drive hub is splined to the main
shaft causing it to rotate at turbine shaft speed. The C2
TORQUE
SHAFT TONE WHEEL)
C3 C5 OUTPUT
Clutch Applied P3
P2 PLANETARY
Torque Path
P1 PLANETARY
PLANETARY
V04739.01.05
Figure 6–6. 1000 and 2000 Product Families Torque Path—Fifth Range
F. Fifth Range Torque Path gears. The other input is the P2 ring gear that is splined
to, and rotates with, the P1 carrier. The P2 ring gear
Overdrive occurs when the transmission is in fifth rotates around the outside of the P2 carrier assembly at
range. This means that the speed from the transmission a slower rate than the rotation of the carrier itself. This
at the output shaft is greater than the turbine shaft causes the P2 ring gear action to resemble that of a
speed. When overdrive occurs, an increase in fuel held member. Torque is then transmitted through the
economy is achieved, but no mechanical torque advan- P2 carrier to the P2 sun gear which provides output to
tage is available from the transmission. the main shaft.
C2 and C3 clutches are applied in fifth range. In nor- The P2 sun gear is splined to the main shaft. The P3
mal operation, the TCC is also applied, transferring sun gear is also splined to the main shaft and rotates
input torque directly to the gear train. C2 clutch appli- with the P2 sun gear to provide one of two inputs to the
cation locks the turbine shaft and the P2 carrier P3 pinion gears. The other input is the P3 ring gear that
together, causing them to rotate as a unit at the same is splined to the P2 carrier. The P3 ring gear rotates
speed and in the same direction. Input to P1 planetary around the outside of the P3 carrier at a slower rate
assembly is through the P1 sun gear. The P1 sun gear than the rotation of the P3 sun gear. This causes the P3
is part of the rotating clutch and rotates at turbine ring gear action to resemble that of a held member. The
speed. When C3 clutch is engaged, the P1 ring gear is P3 sun gear then becomes the main path for torque
anchored, preventing it from rotating. The P1 sun gear being transmitted to the P3 carrier. The P3 carrier pro-
rotating inside the P1 carrier transmits torque to the P1 vides output torque to the transmission output shaft.
carrier which provides output to the P2 ring gear.
The P2 carrier is splined to the C2 drive hub and pro-
vides one of two inputs to the P2 planetary pinion
TORQUE
SHAFT TONE WHEEL)
C3 C5 OUTPUT
Clutch Applied P3
P2 PLANETARY
Torque Path
P1 PLANETARY
PLANETARY
V04739.01.06
Figure 6–7. 1000 and 2000 Product Families Torque Path—Reverse
G. Reverse Torque Path carrier from rotating, causing torque from the P2
planetary gears to be transmitted through the P2
C3 and C5 clutches are applied in reverse. Applying planetary pinion gears. These gears mesh with the P2
stationary clutch C3 prevents the P1 ring gear from sun gear which is splined to the main shaft, causing
rotating. Applying stationary clutch C5 prevents the the main shaft to rotate in a direction opposite
P3 ring gear from rotating. The P1 sun gear rotates (counter-clockwise) to the rotation of the turbine shaft
with the rotating clutch and provides torque input to input.
the P1 planetary. With the P1 ring gear being held by
stationary clutch C3 and the P1 sun gear providing The P3 sun gear is splined to the main shaft and pro-
input, output from the first stage is the P1 carrier.
vides counter-clockwise input to the P3 planetary
Input to the P2 planetary assembly is provided by the assembly. The P3 ring gear is held stationary by the C5
P2 ring gear, which is splined to the P1 carrier. The P2 clutch. Torque is then transmitted from the P3 sun gear
carrier is splined to the P3 ring gear, which is held to the P3 carrier which provides output torque to the
stationary by the C5 clutch. This prevents the P2 transmission output shaft.
NOTES
ALLISON 1000 AND 2000 PRODUCT FAMILIES PRINCIPLES OF OPERATION
Legend For Foldout 1 Is On The Opposite Side Of This Page.
Copyright © 2004 General Motors Corp. Foldout 1

Legend For Foldout 1
1 — Torque converter assembly

2 — Converter housing
3 — Turbine shaft
4 — Input speed sensor
5 — Main pump assembly
6 — Front support assembly
7 — Rotating clutch assembly
8 — Turbine speed sensor
9 — PTO gear (not available on Highway Series models)
10 — C1 clutch
11 — C2 clutch
12 — C3 clutch
13 — P1 planetary
14 — Main shaft
15 — P2 planetary
16 — C4 clutch
17 — P3 planetary
18 — C5 clutch
19 — Main housing
20 — Rear cover
21 — Output shaft
22 — Output speed sensor
23 — Output yoke
24 — Oil pan
25 — Shift valve body assembly
26 — Suction filter
27 — Main control valve assembly
28 — Modulated main valve body
29 — Tone wheel (if no PTO)
30 — Control main filter
Foldout 1 Copyright © 2004 General Motors Corp.

F OLDOUT 1
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
V06630.06.01
30 29 28 27 26 25 24
Foldout 1. 1000 Product Family—Cross Section



3 — Turbine shaft
10 — C1 clutch
11 — C2 clutch
12 — C3 clutch
13 — P1 planetary
14 — Main shaft
15 — P2 planetary
16 — C4 clutch
17 — P3 planetary
18 — C5 clutch
19 — Main housing
20 — Rear cover
21 — Output shaft
23 — Oil pan
30 — Cooler manifold

F OLDOUT 2
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22
V06631.07.01
30 29 28 27 26 25 24 23
Foldout 2. 2000 Product Family—Cross Section



3 — Turbine shaft
10 — C1 clutch
11 — C2 clutch
12 — C3 clutch
13 — P1 planetary
14 — Main shaft
15 — P2 planetary
16 — C4 clutch
17 — P3 planetary
18 — C5 clutch
19 — Main housing
20 — Rear cover
21 — Output shaft
23 — Oil pan
30 — Cooler manifold

F OLDOUT 3
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22
V06632.06.01
30 29 28 27 26 25 24 23
Foldout 3. 2000 Product Family With Park Pawl—Cross Section



3 — Turbine shaft
10 — C1 clutch
11 — C2 clutch
12 — C3 clutch
13 — P1 planetary
14 — Main shaft
15 — P2 planetary
16 — C4 clutch
17 — P3 planetary
18 — C5 clutch
19 — Main housing
20 — Rear cover, transfer case adaptor
21 — Output shaft
22 — Transfer case adapter
23 — Oil pan

F OLDOUT 4
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22
V06633.02.02
29 28 27 26 25 24 23
Foldout 4. 1000 Product Family With Direct Mount Converter Housing and Transfer Case Adaptor
F OLDOUT 5
HYDRAULIC SCHEMATIC – NEUTRAL / PARK G Solenoid Added–3rd Quarter 2003
PRE-BLOCK 1
1000 AND 2000 PRODUCT FAMILIES G Solenoid Lowers Main Pressure
And Increases Cooler Flow
GAIN VALVE When Energized (Typically at
AND A TRIM Low Throttle, Low Speed)
N/C A Trim Accumulator B Trim Accumulator
SOLENOID Solenoid Solenoid
W/O SPRING (Shown Energized)
B
N/C Solenoid N/O
F Trim Filter C Shift D Shift E Shift G Mod Main
Solenoid Solenoid Solenoid Solenoid Solenoid
N/C N/C N/C N/C N/C
CONTROL MAIN CONTROL MAIN

EBF B TRIM
PRESSURE
CONV – IN
MAIN
A TRIM Selector D N R
PRESSURE Valve
C1
MAIN
PRESSURE CONV – OUT C1
TAP Clutch
Valve
MAIN
TCC SIGNAL
IDLE COOLING MAIN

MAIN TO OVERAGE VALVE C2
LEAKAGE
EXHAUST Control
Main
Filter
Control
Main Control PSC
Main Valve Main Relief
Regulator Valve
Valve C3
MODULATED MAIN PRESSURE

(G SOLENOID) C4
PSE C5
OVERAGE TCC C
Shift PSD
CONV – OUT TO COOLER Valve E Shift
Converter Valve
Relief
Valve OVERAGE D Shift
Charging Valve
Pump TCC Exhaust
CONV – IN Backfill
CONV – OUT TO COOLER Valve
SUMP
LUBE TCC SIGNAL
OVERAGE
Converter PSR
Flow
Cooler Valve CONV – IN
Lube Blocked At
Regulator SUMP Separator Plate For MAIN PRESSURE EXHAUST BACKFILL (EBF)
TCC SIGNAL Modulated Main Pressure
Valve CONTROL MAIN PRESSURE SUCTION
Converter
Flow CONVERTER–IN/OVERAGE A TRIM SIGNAL
Main Filter Valve Beginning Model Year 2004i (interim) CONVERTER–OUT REVERSE SIGNAL
Cooler Converter Flow Valve TORQUE CONVERTER CLUTCH (TCC) C5
See SIL 3-1K2K-04 LUBRICATION/COOLER A TRIM PRESSURE
New Hydraulic Path EXHAUST
V06914.04.01
For TCC Signal
Foldout 5. 1000 and 2000 Product Families Hydraulic Schematic—Neutral/Park

F OLDOUT 6
HYDRAULIC SCHEMATIC – 1st RANGE G Solenoid Added–3rd Quarter 2003
PRE-BLOCK 1
W/O SPRING (Shown Energized)
B
N/C Solenoid N/O
N/C N/C N/C N/C N/C

EBF B TRIM
PRESSURE
CONV – IN
MAIN
PRESSURE Valve
MAIN
PRESSURE CONV – OUT
TAP C1
MAIN C1
Clutch
TCC SIGNAL Valve
IDLE COOLING MAIN
LEAKAGE
EXHAUST Control
Main
Filter
Control
Main Control PSC
Regulator Valve
Valve C3

(G SOLENOID) C4
PSE C5
OVERAGE TCC C
Shift PSD
Converter Valve
Relief
Charging Valve
Pump Exhaust
TCC Valve
SUMP
TCC SIGNAL CONV – OUT TO COOLER
LUBE Converter
Flow OVERAGE PSR
Valve
Lube Cooler CONV – IN
Regulator Blocked At MAIN PRESSURE EXHAUST BACKFILL (EBF)
Valve Separator Plate For CONTROL MAIN PRESSURE SUCTION
SUMP Modulated Main Pressure
TCC SIGNAL CONVERTER–IN/OVERAGE A TRIM SIGNAL
Main Filter Converter CONVERTER–OUT REVERSE SIGNAL
Flow
Valve Beginning Model Year 2004i (interim) TORQUE CONVERTER CLUTCH (TCC) C1
Cooler Converter Flow Valve LUBRICATION/COOLER C5
See SIL 3-1K2K-04 EXHAUST A TRIM PRESSURE
New Hydraulic Path V06915.04.00
For TCC Signal
Foldout 6. 1000 and 2000 Product Families Hydraulic Schematic—First Range

F OLDOUT 7
HYDRAULIC SCHEMATIC – 2nd RANGE G Solenoid Added–3rd Quarter 2003
PRE-BLOCK 1 And Increases Cooler Flow
AND A TRIM A Trim Accumulator B Trim Accumulator Low Throttle, Low Speed)
SOLENOID N/C
Solenoid Solenoid
W/O SPRING (Shown De-energized)
B
N/C Solenoid N/O
N/C N/C N/C N/C N/C

EBF B TRIM
PRESSURE
CONV – IN
MAIN
PRESSURE Valve
MAIN
TAP C1
MAIN
C1
Clutch
Valve
TCC SIGNAL
MAIN C2
EXHAUST Control
Main
Filter
Control
Main Control PSC
Regulator Valve
Valve C3

(G SOLENOID) C4
PSE C5
OVERAGE TCC C
Shift PSD
Converter Valve
Relief
Charging Valve
Pump TCC Exhaust
LUBE TCC SIGNAL CONV – OUT TO COOLER Valve
SUMP
OVERAGE
Converter
Flow PSR
Cooler Valve
CONV – IN
Blocked At
Lube Separator Plate For
Regulator SUMP MAIN PRESSURE EXHAUST BACKFILL (EBF)
Converter CONVERTER–IN/OVERAGE B TRIM SIGNAL
Main Filter Flow Beginning Model Year 2004i (interim) CONVERTER–OUT REVERSE SIGNAL
Cooler
Valve Converter Flow Valve
TORQUE CONVERTER CLUTCH (TCC) C1
See SIL 3-1K2K-04 LUBRICATION/COOLER C4
New Hydraulic Path EXHAUST B TRIM PRESSURE
For TCC Signal V06916.04.01
Foldout 7. 1000 and 2000 Product Families Hydraulic Schematic—Second Range

F OLDOUT 8
HYDRAULIC SCHEMATIC – 3rd RANGE G Solenoid Added–3rd Quarter 2003
PRE-BLOCK 1
B
N/C Solenoid N/O
N/C N/C N/C N/C N/C

EBF B TRIM
PRESSURE
MAIN
PRESSURE Valve
MAIN
TAP C1
MAIN
C1
Clutch
Valve
TCC SIGNAL
MAIN C2
EXHAUST Control
Main
Filter
Control
Main Control PSC
Regulator Valve
Valve C3

(G SOLENOID) C4
PSE C5
OVERAGE TCC C
Shift PSD
Converter Valve
Relief
Charging Valve
Pump TCC Exhaust
LUBE CONV – OUT TO COOLER Valve
SUMP
TCC SIGNAL
OVERAGE
PSR
Converter
Cooler Flow CONV – IN
Valve Blocked At
Converter
Cooler
Converter Flow Valve TORQUE CONVERTER CLUTCH (TCC) C1
New Hydraulic Path EXHAUST A TRIM PRESSURE
Foldout 8. 1000 and 2000 Product Families Hydraulic Schematic—Third Range

F OLDOUT 9
HYDRAULIC SCHEMATIC – 4th RANGE G Solenoid Added–3rd Quarter 2003
PRE-BLOCK 1
B
N/C Solenoid N/O
N/C N/C N/C N/C N/C

EBF B TRIM
PRESSURE
CONV – IN
MAIN
PRESSURE Valve
MAIN
TAP C1
MAIN
C1
Clutch
Valve
TCC SIGNAL
MAIN C2
EXHAUST Control
Main
Filter
Control
Main Control PSC
Regulator Valve
Valve C3

(G SOLENOID) C4
PSE C5
OVERAGE TCC C
Shift PSD
Converter Valve
Relief
Charging Valve
Pump TCC Exhaust
SUMP
TCC SIGNAL
OVERAGE
Converter
Flow PSR
Cooler Valve
CONV – IN
Blocked At
Converter
Flow CONVERTER–IN/OVERAGE B TRIM SIGNAL
Cooler
Converter Flow Valve TORQUE CONVERTER CLUTCH (TCC) C1
New Hydraulic Path EXHAUST B TRIM PRESSURE
Foldout 9. 1000 and 2000 Product Families Hydraulic Schematic—Fourth Range

F OLDOUT 10
HYDRAULIC SCHEMATIC – 5th RANGE G Solenoid Added–3rd Quarter 2003

PRE-BLOCK 1
B
N/C Solenoid N/O
N/C N/C N/C N/C N/C

EBF B TRIM
PRESSURE
CONV – IN
MAIN
PRESSURE Valve
MAIN
TAP C1
MAIN
C1
Clutch
Valve
TCC SIGNAL
MAIN
Control C2
EXHAUST
Main
Filter
Control
Main Control PSC
Regulator Valve
Valve C3

(G SOLENOID) C4
PSE C5
OVERAGE TCC C
Shift PSD
Converter Valve
Relief
Charging Valve
Pump TCC Exhaust
SUMP
TCC SIGNAL
OVERAGE
Converter
Flow PSR
Cooler Valve
CONV – IN
Blocked At
Converter
Main Filter Valve Beginning Model Year 2004i (interim) CONVERTER–OUT B TRIM SIGNAL
Cooler
Converter Flow Valve TORQUE CONVERTER CLUTCH (TCC) REVERSE SIGNAL
New Hydraulic Path EXHAUST C3
For TCC Signal A TRIM PRESSURE V06919.04.01
Foldout 10. 1000 and 2000 Product Families Hydraulic Schematic—Fifth Range
F OLDOUT 11
HYDRAULIC SCHEMATIC – REVERSE – CLOSED THROTTLE (WITH NO4* SOFTWARE AND LATER)
1000 AND 2000 PRODUCT FAMILIES G Solenoid Added–3rd Quarter 2003
PRE-BLOCK 1 G Solenoid Lowers Main Pressure
GAIN VALVE And Increases Cooler Flow
AND A TRIM When Energized (Typically at
SOLENOID Solenoid Solenoid Low Throttle, Low Speed)
W/O SPRING
B (Shown Energized)
N/C Solenoid N/O
N/C N/C N/C N/C N/C

EBF B TRIM
PRESSURE
CONV – IN
MAIN
PRESSURE Valve
MAIN
TAP C1
MAIN
C1
TCC SIGNAL Clutch
Valve
IDLE COOLING MAIN
LEAKAGE
EXHAUST Control
Main
Filter
Control
Main Control PSC
Regulator Valve
Valve C3

(G SOLENOID) C4
PSE C5
OVERAGE TCC C
Shift PSD
Converter Valve
Relief
Charging Valve
Pump Exhaust
CONV – IN TCC Backfill
LUBE Valve
SUMP CONV – OUT TO COOLER
TCC SIGNAL
Converter OVERAGE
Flow PSR
Cooler Valve
Blocked At
CONV – IN Separator Plate For
Lube
Regulator Modulated Main Pressure MAIN PRESSURE SUCTION
SUMP
Valve TCC SIGNAL CONTROL MAIN PRESSURE A TRIM SIGNAL
Converter Beginning Model Year 2004i (interim) CONVERTER–IN/OVERAGE B TRIM SIGNAL
Main Filter Flow CONVERTER–OUT C3
Valve Converter Flow Valve
Cooler TORQUE CONVERTER CLUTCH (TCC) C5
See SIL 3-1K2K-04
LUBRICATION/COOLER A TRIM PRESSURE
New Hydraulic Path
For TCC Signal EXHAUST B TRIM PRESSURE
*EFFECTIVE JANUARY 1, 2001 EXHAUST BACKFILL (EBF) V06874.04.01
Foldout 11. 1000 and 2000 Product Families Hydraulic Schematic—Reverse Range (N04 and Later)
F OLDOUT 11–A
HYDRAULIC SCHEMATIC – REVERSE (PRIOR TO, AND INCLUDING, NO4* SOFTWARE WITH THROTTLE APPLIED)
1000 SERIES™, 2000 SERIES™, 2400 SERIES™
PRE-BLOCK 1
GAIN VALVE
AND A TRIM
SOLENOID
Solenoid Solenoid
W/O SPRING
B
N/C Solenoid N/O
F Trim Filter C Shift D Shift E Shift
Solenoid Solenoid Solenoid Solenoid
N/C N/C N/C N/C

EBF B TRIM
PRESSURE
CONV – IN
MAIN
PRESSURE Valve
MAIN
TAP C1
MAIN
C1
Clutch
Valve
TCC SIGNAL
MAIN C2
EXHAUST Control
Main
Filter
Control
Main Control PSC
Regulator Valve
Valve C3
OVERDRIVE C4
KNOCKDOWN
PSE C5
OVERAGE TCC C
Shift PSD
Converter Valve
Relief
Charging Valve
Pump Exhaust
TCC SIGNAL Valve
SUMP Cooler
LUBE Converter
Flow PSR
Valve
Lube
Regulator MAIN PRESSURE SUCTION
Valve CONTROL MAIN PRESSURE A TRIM SIGNAL
CONVERTER–IN/OVERAGE B TRIM SIGNAL
Main Filter CONVERTER–OUT REVERSE SIGNAL
LUBRICATION/COOLER C5
* EFFECTIVE JANUARY 1, 2001
REFER TO SIL 2-1K2K-01 REV. A EXHAUST A TRIM PRESSURE
HYDRAULIC SCHEDULE REVISION EXHAUST BACKFILL B TRIM PRESSURE V04755.02.02
Foldout 11–A. 1000 and 2000 Product Families Hydraulic Schematic—Reverse Range (Prior to N04)
F OLDOUT 12
HYDRAULIC SCHEMATIC – HYDRAULIC DEFAULT FORWARD (3rd RANGE “LIMP HOME”)

1000 AND 2000 PRODUCT FAMILIES G Solenoid Added–3rd Quarter 2003
PRE-BLOCK 1 G Solenoid Lowers Main Pressure
GAIN VALVE And Increases Cooler Flow
AND A TRIM
A Trim Accumulator B Trim Accumulator When Energized (Typically at
SOLENOID N/C Low Throttle, Low Speed)
Solenoid Solenoid
W/O SPRING
B (Shown De-energized)
N/C Solenoid N/O C On/Off D On/Off E On/Off
F Trim Filter Shift Shift Shift G Mod Main
N/C N/C N/C N/C N/C

EBF B TRIM
PRESSURE
CONV – IN
MAIN
PRESSURE Valve
MAIN
TAP C1
MAIN
C1
Clutch
Valve
TCC SIGNAL
MAIN C2
EXHAUST Control
Main
Filter
Control
Main Control PSC
Regulator Valve
Valve C3

(G SOLENOID) C4
PSE C5
OVERAGE TCC C
Shift PSD
Converter Valve
Relief
Charging Valve
Pump TCC Exhaust
SUMP
TCC SIGNAL
OVERAGE
Converter
Flow PSR
Cooler Valve
CONV – IN
Blocked At
Lube SUMP Separator Plate For
Regulator TCC SIGNAL Modulated Main Pressure MAIN PRESSURE EXHAUST BACKFILL (EBF)
Valve Converter CONTROL MAIN PRESSURE SUCTION
Valve Beginning Model Year 2004i (interim)
Main Filter Cooler Converter Flow Valve CONVERTER–OUT REVERSE SIGNAL
New Hydraulic Path EXHAUST A TRIM PRESSURE
For TCC Signal
V07738.04.01
Foldout 12. 1000 and 2000 Product Families Hydraulic Schematic—Third Range Limp Home Mode
F OLDOUT 13
HYDRAULIC SCHEMATIC – HYDRAULIC DEFAULT REVERSE (“LIMP HOME”)
1000 AND 2000 PRODUCT FAMILIES
G Solenoid Added–3rd Quarter 2003
G Solenoid Lowers Main Pressure

PRE-BLOCK 1 And Increases Cooler Flow
AND A TRIM N/C A Trim Accumulator B Trim Accumulator Low Throttle, Low Speed)
B
N/C Solenoid N/O
N/C N/C N/C N/C N/C

EBF B TRIM
PRESSURE
CONV – IN
MAIN
A TRIM
PRESSURE Selector D N R
Valve
MAIN
TAP C1
MAIN
C1
Clutch
Valve
TCC SIGNAL
MAIN C2
EXHAUST Control
Main
Filter
Control
Main PSC
Valve Control
Main Main Relief
Regulator Valve
C3
Valve
(G SOLENOID) C4
C
Shift PSE C5
OVERAGE TCC
Valve PSD
CONV – OUT TO COOLER E Shift
Converter Valve
Relief
Valve
Charging SUMP
Pump TCC
Exhaust
LUBE Valve
CONV – OUT TO COOLER
See SIL 3-1K2K-04
TCC SIGNAL
OVERAGE
Converter PSR
Flow
Cooler Valve CONV – IN Blocked At
Separator Plate For
Lube Modulated Main Pressure MAIN PRESSURE SUCTION
Regulator SUMP
TCC SIGNAL CONTROL MAIN PRESSURE A TRIM SIGNAL
Valve
Converter CONVERTER–IN/OVERAGE B TRIM SIGNAL
Flow Beginning Model Year 2004i (interim)
Main Filter Valve Converter Flow Valve CONVERTER–OUT C3
Cooler
See SIL 3-1K2K-04
LUBRICATION/COOLER A TRIM PRESSURE
New Hydraulic Path
For TCC Signal EXHAUST B TRIM PRESSURE
EXHAUST BACKFILL (EBF) V07739.04.01
Foldout 13. 1000 and 2000 Product Families Hydraulic Schematic—Reverse Range Limp Home Mode

Hydraulic Passage Legend For Foldout 14
Port No. Description

0 Exhaust to Sump
1 Suction
2 Main
3 Overage
6 To Cooler
7 From Cooler
8 Lube
9 TCC Apply
10 EBF/C1
11 EBF/C2
13 Main Mod
14 Control Main—To Filter
15 Control Main—From Filter
16 N/A
17 N/A
18 N/A
19 Not-functional
N/A Not Applicable

F OLDOUT 14
0 0
3 3
0 0
3 3
3 3
2 0 2 0
8 1 8 1 0
1 1
0 13 0 13
1 1
9 9
0 7
0 or 0
or 2 or 2
16
17 7 17
10 1 10 1
6
6
15 14 11 18 15 14 19 6
0 11
0 0 3 0 0
0 0
SAE #2 AND #3 – MANIFOLD 0 DIRECT MOUNT
V05435.01
V05437.01
3
3
2 0
8 1
1
0 13
1
9
0
0 or
or 2
7 16
17
10 1
6
15 14 11 19
0 0
0
SAE #3 – INTEGRAL COOLING PORTS
V05436.01
Foldout 14. 1000 and 2000 Product Families Hydraulic Passages—Converter Housing (Rear View)


0 Exhaust to Sump
2 Main
6 To Cooler
7 From Cooler
13 Main Mod
16 N/A
N/A Not Applicable

F OLDOUT 15
15 14 2 6 7 15 14
2 6
7
SAE # 3 – INTEGRAL COOLER PORTS

BOTTOM VIEW
V05446.01
DIRECT MOUNT DIRECT MOUNT
BOTTOM VIEW
V05447.01 RIGHT SIDE – BOTTOM VIEW
V05448.01
STANDARD UNIT – 0
RETARDER UNIT – 16
14
15 14 2 0
7
2
15 0
6 or
0 6 7 0 16
COOLER BODY MANIFOLD

MOUNTING FACE
V05434.01
SAE # 3 – MANIFOLD
SAE # 2 – MANIFOLD
BOTTOM VIEW V05445.01
Foldout 15. 1000 and 2000 Product Families Hydraulic Passages—Converter Housing (Bottom View)

Port No. Reverse Neutral 1st 2nd 3rd 4th 5th

0 Exhaust To Sump
1 Suction
2 Main
9 TCC Apply
10 EBF/C1 Clutch C1 Clutch EBF/C1 Clutch
11 EBF/C2 Clutch C2 Clutch
13 Main Mod
14 Control Main To Filter
15 Control Main From Filter
17 Not Applicable
18 Exhaust
34 C3 Clutch EBF/C3 Clutch C3 Clutch EBF/C3 Clutch C3 Clutch
35 EBF/C4 Clutch C4 EBF/C4 Clutch
Clutch
36 C5 Clutch EBF/C5 Clutch
56 EBF/C5 Clutch (Power-Off State)

F OLDOUT 16
0
0
36 0
56 0 34 35 0 17
13
9
0 0 18 2
11 10 14 15
1
CONVERTER HOUSING MOUNTING FACE VIEW

V05440.01
9 2 10
15
14 1 11 18
13
BOTTOM VIEW
V05441.01
36
MAIN HOUSING
REAR COVER MOUNTING FACE VIEW V05499
Foldout 16. 1000 and 2000 Product Families Hydraulic Passages—Main Housing


0 Exhaust to Sump
1 Suction
2 Main
3 Overage
4 Converter In
5 Converter Out
6 To Cooler
7 From Coooler
8 Lube
9 TCC Apply
10 C1
11 C2
16 N/A
17 N/A
18 N/A
N/A Not Applicable

F OLDOUT 17
0
FRONT 11 10
SUPPORT
ROTATING CLUTCH
HOUSING 3
TURBINE
SHAFT
GROUND
SLEEVE
5
3
3
2 2
8 4 8
V05439
9
0
0 1
2
7 1
6 0 13
11 10
1
11
CONVERTER HOUSING MOUNTING FACE VIEW

V05444.02.00
Foldout 17. 1000 and 2000 Product Families Hydraulic Passages—Main Housing/Oil Pump


0 Exhaust to Sump
1 Suction
2 Main
3 Overage
4 Converter In
5 Converter Out
6 To Cooler
7 From Coooler (Lube)
8 Lube (From Cooler)
9 TCC Apply
10 C1
11 C2
12 Lock Up Signal
13 Main Mod
16 N/A
N/A Not Applicable

F OLDOUT 18
12
9 0
5 6 9
2
4 12
3
2 12
2
3
8
8
2
1
8
8
13
0
1 0 0 1
1
11
10 MAIN PUMP BODY PUMP WEAR PLATE

1
7 FRONT SUPPORT MOUNTING FACE VIEW FRONT SUPPORT MOUNTING FACE VIEW
6 V05442.02.00 V05438.02.00
10
FRONT SUPPORT 0
CONVERTER HOUSING MOUNTING FACE VIEW V05433.02.00
Foldout 18. 1000 and 2000 Product Families Hydraulic Passages—Oil Pump


0 Exhaust To Sump
2 Main
9 TCC Apply
13 Main Mod Main Mod Main Mod
30 Reverse Pressure Switch
31 D Shift Valve Pressure Switch
32 E Shift Valve Pressure Switch
33 C Shift Valve Pressure Switch
37 Exhaust Backfill
38 A Solenoid Signal
39 B Solenoid Signal
40 A Clutch Trim
41 B Clutch Trim
42 A Clutch Trim Feedback
43 B Clutch Trim Feedback
44 D Solenoid Signal
45 E Solenoid Signal
46 C Solenoid Signal
47 EBF C1/B Trim C1/Main C1/B Trim C1/EBF
50 EBF Thermistor
51 C3/B Trim EBF/C3 EBF Knockdown
53 D Signal TCC Interlock Exhaust
54 EBF/C1 C1/B Trim C1/Main C1/B Trim EBF/C1
55 EBF EBF/C2 C2/B Trim C2/Main
57 C3/B Trim EBF/C3 C4/B Trim EBF/C4 EBF B Trim

F OLDOUT 19
38 30
32 33 40 37 0
0 0
15
0 14 32 42
37 0
32
2 2
0 14 2 39 0
2
0 44
0 0 43 0
54
0
31 11 2 37 57 41
2 44 45 0
14 37 35 37
0 54
35 34 44
30 0
47 15
32 36
30 53 36
31 0 0
14 15
10 31 11 9
31 50 2 47 11 37
32 30 13 56
0 11
30 51
9 53 2 0 56
14 10 10
38 9
39 0 30 9 MAIN VALVE BODY
0
34 36
56 55
33 10 37 51 15 40
MAIN VALVE BODY
BOTTOM VIEW SEPARATOR PLATE MOUNTING FACE VIEW
V05495.01
V05496.01
Foldout 19. 1000 and 2000 Product Families Hydraulic Passages—Control Valve Assembly (Main Valve Body)


0 Exhaust To Sump
1 Suction
2 Main
9 TCC Apply
13 Main Mod Main Mod Main Mod
30 Reverse Pressure Switch
31 D Shift Valve Pressure Switch
32 E Shift Valve Pressure Switch
33 C Shift Valve Pressure Switch
37 Exhaust Backfill
38 A Solenoid Signal
39 B Solenoid Signal
40 A Clutch Trim
41 B Clutch Trim
42 A Clutch Trim Feedback
43 B Clutch Trim Feedback
44 D Solenoid Signal
45 E Solenoid Signal
46 C Solenoid Signal
47 EBF C1/B Trim C1/Main C1/B Trim EBF/C1
48 Control Main After B Solenoid Screen
49 Main B Trim EBF/C2 C2/B Trim C2/Main
50 EBF Thermistor
51 C3/B Trim EBF/C3 EBF Knockdown
52 E Shift Valve Interlock
53 D Signal TCC Interlock Exhaust
54 EBF/C1 C1/B Trim C1/Main C1/B Trim EBF/C1
55 EBF EBF/C2 C2/B Trim C2/Main
57 C3/B Trim EBF/C3 C4/B Trim EBF/C4 EBF B Trim

F OLDOUT 20
DOWEL
37 47 37 55
30 56
56 10 10 11 11
37 55 37 10
15
11
55 10
9 55 DOWEL
30 0 37
37 14
37 47
13 56
13 34 0
0 40 14 2 13 36
47
36 2
11 10 53
31 49 31
56 34 36 56
0 44
0 53 51 40 35 34
37 51
35 53 47
56 37 45 35 15
0 32 51
37 32 2 44
47 0 54
45 11 2
37 0 SHIFT VALVE 31 44 53 37
54 2 BODY
2 57 57 0 41
31 0 2 43
37 0
0 52 46 15 2
44 0 15
44 41 54 44 33 2
53
2 2
2
2
0 48
37 37 32 32 15 15
15 DOWEL
SHIFT VALVE BODY 37 2 39
SEPARATOR PLATE 14 32 15 37 42 40 37 38
14 41 14 57 37 0 33 15 40 37 40 0
DOWEL
MAIN HOUSING MOUNTING FACE VIEW SEPARATOR PLATE MOUNTING FACE VIEW
V05492.01 V05493.01
SHIFT VALVE BODY MOUNTING FACE VIEW
V05494.01
Foldout 18. 1000 and 2000 Product Families Hydraulic Passages—Control Valve Assembly (Shift Valve Body/Separator Plate)

1K 2K Principles of Operation

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PRINCIPLES

Allison Transmission, General Motors Corporation

ABBREVIATIONS AND SYMBOLS

1000 and 2000 Product Families Service Literature

Publication Name Publication No.

Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i 2–2. INPUT MODULE

xiii. Output Flanges/Yokes . . . . . . . . . . . . 3 F. P3 Planetary . . . . . . . . . . . . . . . . . . . . . . 11

B. Vocational Model Nomenclature. . . . . . . . 3 G. Main Shaft . . . . . . . . . . . . . . . . . . . . . . . . 12

C. Transmission Identification . . . . . . . . . . . . 3 2–5. OUTPUT MODULE

2–6. OIL PAN/CONTROL VALVE MODULE iii. Clutch Trim Solenoids . . . . . . . . . . 22

iii. Adaptive Control. . . . . . . . . . . . . . . 16 3–4. GENERAL CLUTCH CONTROL

4–2. CHECK TRANS LIGHT . . . . . . . . . . . . . . 29 5–3. HYDRAULIC CONTROL SYSTEM

Figure 1–1. 1000 and 2000 Product Families Transmission—Left-Front View

PROVISION FOR SAE 6-BOLT

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

DIVISION OF GENERAL MOTORS CORP. UNITE CA

Figure 1–3. 1000 and 2000 Product Families

OIL PAN / CONTROL

Figure 2–1. 1000 and 2000 Product Families Transmission Modules

TURBINE STATOR PUMP

Figure 2–2. Fluid Flow in the Torque Converter

Figure 2–3. PTO Mounting Locations

SIDEPAD MOUNTED PTO

ENGINE PTO OUTPUT

FLYWHEEL PTO DRIVE GEAR

Figure 2–4. PTO Drive Components

iii. Input Element—Ring Gear

D. P1 Planetary P3 planetary gear rotation is controlled by the action

Figure 2–6. Transmission-Mounted Parking Brake

Applying force APPLY LEVER

Figure 2–7. Typical Parking Brake Components

VEHICLE INTERFACE WIRING

Inputs to the TCM allow the microcomputer to v. Diagnostic Functions

THROTTLE POSITION A throttle position sensor is not used with

Figure 3–2. Throttle Position Sensor

14 COUNTS 233 COUNTS

Figure 3–6. Typical Lever-Type Shift Selector

METAL CORE SUPPLY PLUG

Figure 3–7. Normally Closed (N.C.) F Solenoid

Figure 3–8. Normally Closed (N.C.) C, D, E, and G Solenoids

1 CYCLE 1 CYCLE 1 CYCLE

A and B Trim Solenoids control oncoming, off-

RAMP RATE FULL APPLY

Figure 3–10. Solenoid Activation—Current

Figure 3–11. A Trim Solenoid

Figure 3–12. B Trim Solenoid

Figure 3–13. Pressure Switch Manifold

CONTACT CONTACT CONTACT CONTACT

Figure 3–14. Pressure Switch—Normally Open

Figure 3–15. Pressure Switch Logic

Table 3–1. Pressure Switch and Solenoid Logic States

Figure 3–16. Automatic Clutch Application Control

iii. Post-Shift another vehicle computer control system, typically an

• Anti-lock Brake System Status

The transmission controls require wiring (including

A. Input Functions • Check Trans Light

RANGE VERIFICATION TEST

Figure 4–1. Range/Shift Tests

Table 5–1. Hydraulic System Specifications