Author Topic: Allison Transmission Tech Advice (Read 49376 times)

utahclaimjumper · « **Reply #180 on:** December 01, 2011, 10:32:25 AM »

My 3060 shifts into 6th at 55,, then will hold it down to 50 with a soft pedal.. I would suggest manually shifting to 6th with the up arrow button.>>>Dan

gwcowgill · « **Reply #181 on:** December 01, 2011, 12:56:39 PM »

Quote from: travelbum on November 26, 2011, 07:57:25 AM

. My RV has about 73,000 miles on it now. When the transmission is cold and particularly when I am parked sloping forward, I experience a temporary problem with engaging the transmission. The transmission initially engages, but with the slightest load, it shifts in and out of gear and clunks.

I would try changing fluid and filter and see if this cures the problem. It is possible the torque convertor masy be draining back but I would suspect the filter.

bm02tj · « **Reply #182 on:** December 02, 2011, 08:51:40 AM »

the gearing is to high as I will be at around 1400 rpm at 60mph in 6th I think it was around 21 or2200 rpm and 70mph before shifting into 6th

I was hoping for some way to make the truck think it was going 70 and shift for me will be reinsured in march and this time I will write down the numbers

utahclaimjumper · « **Reply #183 on:** December 02, 2011, 10:34:49 AM »

It sounds like your a bit higher geared than me,, I am exactly 1650 at 64 MPH,, a "sweet" spot for my coach.>>>Dan

bm02tj · « **Reply #184 on:** December 06, 2011, 04:11:13 PM »

with 265-75R-22.5 tires and 3.55 gears yes it is geared too high
regearing is out of the question but would like to make it think I am going faster and shift up when I am on the flat

Citywide123 · « **Reply #185 on:** December 07, 2011, 10:58:31 AM »

I have a 1999 International DT466 Engine with an Allison tranny. This particular trucks transmission has been acting up severely. The transmission will not stay in 5th gear, and drops down to 3rd gear after 4-6 hours of driving time. About 3 months ago, the transmission would not go in gear at all. The truck was losing reverse, and on the shifter it would read "N" no matter what gear you tried and placed it in. We took the truck to an allison technician, they fixed a bad ground to the starter post, & fixed a couple bad ground wires. It was noted that the starter was in poor condition so we recently replaced the starter. Now however, as I stated, when the truck gets hot, it loses 5th gear and jumps to 3rd or no gear at all. We have to turn off the truck, and if we are lucky it works normally. However sometimes we are turning the truck on and off 5-10 times over the course of the day. Any help at all would be greatly appreciated. THANKS

dhilkeme · « **Reply #186 on:** December 11, 2011, 12:47:24 PM »

I am looking at a 2002 Chevy dually 4x4 with a Allison transmission. have not see or drove yet but i was told that the transmission wont shift and a neighbor hooked up a code reader and it burned up the code reader. is there anything else that can be done with out taking to Chevy.

1939Dodge · « **Reply #187 on:** December 11, 2011, 10:40:04 PM »

First off thanks AllisonMan!

I have an unusual situation and after scouring the net I found this thread.

I am building a truck using a 1995 Cummins inline 6 cylinder 5.9L 12V with the P-Pump. I am going to build the engine to around 500Hp, and the truck will at one time or another have a trailer hooked up with about 15,000lbs and the truck could weigh 24,000 lbs. Although I am not going to drive with all of that weight all of the time I am going to have 500+Hp all of the time which I think leads me to a 4000 series trans.

My questions is if this has been done, I know the md3060 works but what about the 4000 series. Also I want the simplest mechanical based system as possible but I know most of these are computer controlled, is there an older model that was tough enough to handle my weight and power and had a simple system controlling it?

What else do I need to worry about, tachometer, speedometer,

I am building the internals of the 1939 gauges to have modern functionality but look original and was planning to use the gauges from my 1995 dodge ram 2500 (matched to the motor I am using) but how do I get it to read the proper speed.

Thank you in advance!

Ryan

1939Dodge · « **Reply #188 on:** December 12, 2011, 11:36:57 PM »

OK I did even more looking around, the MT653 was used behind the 5.9L Cummins, it is more mechanical and may be easier to use. Can I use the HT750 instead of the MT653?

SuperMike · « **Reply #189 on:** December 13, 2011, 02:01:22 AM »

I see Allisonman has not been active since the 30th September. Shame, I like reading his replies.

Gary RV Roamer · « **Reply #190 on:** December 13, 2011, 10:40:44 AM »

Perhaps he would respond to a Personal Message?

1939Dodge · « **Reply #191 on:** December 13, 2011, 01:54:16 PM »

Yeah I noticed that after I posted, I even checked his sign in and he has not come here for months. He gave a lot of time to this group and gave a lot of information. Well does anyone else know much about these transmissions??

georgehutchings · « **Reply #192 on:** January 07, 2012, 09:12:21 PM »

Hi Allisonman,
I have a 2001 Dutch Star DP with a 330 Cat and an Allison 3000 series 6 speed transmission (md3060 i think)on a Frieghtliner chassis. Every thing seems to ok except some of the time while I am running after sufficient time to warm up the transmission gauge one the dash shows no temperature reading from the transmission. Then at some point running it will come up a bit and then show a normal range and then have no reading again after a period of time. This is really of no rhyme or reason. Is there something I can check to see if maybe it is loose or poor connection etc? I am quite puzzled by this.
Any help would be greatly appreciated. I have looked thru many posts and have not seen any problem like this one.
Thanks again,
George

$:-\$

utahclaimjumper · « **Reply #193 on:** January 07, 2012, 10:32:24 PM »

He has returned to the IRV2 board after a brief absence.>>>Dan

34footer · « **Reply #194 on:** January 08, 2012, 01:06:29 PM »

Quote from: utahclaimjumper on January 07, 2012, 10:32:24 PM

He has returned to the IRV2 board after a brief absence.>>>Dan

That is a different person, he is Tom Johnson AKA "Mr. TranSynd". He is a former Allison transmission fluid engineer.
The Allisonman on this site is a technician who is still working in the field. Keeping up with all of the questions on this site about Allison trannies may have been a bit much for him. There are Allison forums that may be able to help with concerns about these transmissions.
J

utahclaimjumper · « **Reply #195 on:** January 08, 2012, 01:12:54 PM »

Both are willing to answere questions and are a wealth of knowledge about Allisons.>>>Dan

wtasch · « **Reply #196 on:** January 13, 2012, 10:00:20 PM »

Allison Man,

I have 2000 fleetwood with md3066. It's leaking around the seal. I plan on trying to replace it myself. Is there any thing to watchout for besides not damageing the surfaces the seal touches. Is there just one bolt to remove the yoke? does the drive shaft comeoff with those 2 bolts and plate, then a rod comes out? thanks for any help. The allison shop in Augusta, ga is very busy with big trucks and seems like they can't get to it until a few weeks, They wanted 4 hrs labor

I don't want to do any major damage to the tranny. so let me know if you thinks it too deep.
Bill

DodgeLVT1000 · « **Reply #197 on:** January 18, 2012, 11:45:13 PM »

Hi ! I'm Mark. I'm new to heavy duty world. I was looking for some swap info and found this post. I know a 643 is not too big but I want to match it to a 8V71 . I'm looking for a flex plate/ring gear with crank bolts . I'm restoring a 1972 Dodge cabover and thought an automatic would be a cool add on.

I am an automotive mechanic with lots of skills about carburators and automotive electronics. If you need help in that feild,don't hesitate.

Thanks,Mark.

Quote from: allisonman on November 14, 2009, 07:03:41 AM

I just want to say hello and a little about myself. I am an Allison transmission technician with 10 years of experience with working on them. I've rebuilt just about every model of their transmission you could think of from the AT545 all the way up to the CLBT9800 in oil field service. if you have a question on them feel free to ask. I'm not representing any company or soliciting work, just giving free advice on Allisons. I work on a lot of motorhomes at work and while I have a lot of knowledge with the Allison, I have little knowledge of the rest of the coach, that is why I came here, because you guys/gals can give me info on all this other stuff. while I don't have an RV at this time, my wife and I are planning to get one in the next few years but it will be an older one. it may be a trailer I can pull behind my dodge durango (has to be small for that) or an older motorhome. not sure yet. it needs to be big enough for our 3 kids who are 6, 2, and 8 months now and us but not too huge that I can't drive into some of the smaller less developed campsights next to lake superior. we're probably not going on too long of trips because the kids DO NOT like to sit long in the car you get the old "are we there yet" routine. a motorhome may be better for them I think.

a few things on asking me questions, if you have say a workhorse chassis and it has a 1000series allison and you want to know whats wrong here is what I need. I need to know if it has a CHECK TRANS light and if you have a code. if you tell me your 1000 series trans is defaulting into "limp home mode" without a code I won't be able to help much because just about ANY problem makes the 1000series go into "limp home mode". if you have never experienced "limp home mode" then here is what it is. when the trans sets a code, most of the time it will default the trans into 3rd or reverse ranges so you can SLOWLY and CAREFULLY drive the coach to a safe location A SHORT DISTANCE. you will definitely know when this happens because the trans will HAVE NO AUTOMATIC SHIFTS and the coach will take off very slowly from a stop. remember your taking off in 3rd gear when this happens stay out of the throttle on take-offs when you can because it builds a lot of trans fluid heat in the torque converter. its like taking a stickshift trans, putting it into 3rd gear and slipping the clutch to get going. you guys with a 3000/4000 series won't have to worry about this because if your trans has a problem it will default you into the current gear or go into neutral. if yours defaults to the current gear and locks you there, you will have to cycle the ignition to shift to neutral. if you have to do this you are most likely going to be stuck in neutral when you start the engine back up. so if it sticks in gear on you find a spot that you can stop and retrieve codes from the shifter. you can clear the codes with the shifter but write them down first (the shifter stores up to 5 codes) so that the mechanic working on it has a quicker/easier time troubleshooting it which equals less downtime and money saved. we all know how expensive that is now days. my shop charges $98.00 an hour in the building(and this is probably cheap for some of you) and $120.00 an hour plus mileage for road service.

so go ahead and ask away with Allison questions, and I'll try and answer them for you. I'll need your help when I get an older motorhome and have questions with repairing the rest of it
Luke

[edit]Changed message title[/edit]

bunnz · « **Reply #198 on:** January 30, 2012, 12:26:54 AM »

Hello.. Not sure this fits your signature but I have a question that may be an Allison transmission issue or a Pacbrake issue. We have a 2006 Camelot PDQ, weight is roughly 36,000 pounds and the Cummins ISL 400 is equipped with a Pacbrake. After experience a complete failure of the brake rotors due to heat stress.... some research found that Pacbrake had developed a 'better' Pacbrake and I decided to have the PRXB installed. After installation it was discovered the Pacbrake was not getting a 'signal' (electricity) and the mechanic is now tracing the wiring to determine where the problem may be.
Question: Can you describe what components will be along this wiring? Is it possible the CPU (TCM) could have forgotten some settings and needs to be reprogrammed to activate the Pacbrake.
The Pacbrake switch does appear to work as the Allison transmission does downshift. Any information will be appreciated.
Bruce

BDIX · « **Reply #199 on:** February 06, 2012, 09:04:05 PM »

I have a 36ft diesel pusher with a allison 3000 transmission, when i hit a pot hole it will downshift for a moment then upshift.
The code is d1 3500

W1SVU · « **Reply #200 on:** February 13, 2012, 12:40:36 AM »

Dear Allisonman... I have a 2005 Allegro Bay (W22 chassis with 8.1 Vortec and Allison 1000 series tranny). My transmission fluid cooler sprang a bad leak right at the lower driver's side of the radiator. A local (Jacksonville, FL) Allison mechanic said he'd have to remove the radiator to repair the cooler, but suggested a friend of his who is a welder might be able to repair the leak while in the vehicle. I am sure all the oil will have to be removed and the cooler flushed before a torch can be used, but I'm still afraid of possibility of fire.
I am wondering if I can just purchase a different (OEM) cooler and install it in front of the radiator? If this seems to be a viable solution, can you recommend a model cooler to use...
Thanks very much in advance.
Tony Bean (w1svu) or if possible email me at tonybean1020@gmail.com

Tom · « **Reply #201 on:** February 13, 2012, 01:00:12 AM »

Tony,

Allisonman hasn't been around for several months, so he probably won't see your message.

newshooter · « **Reply #202 on:** March 04, 2012, 04:41:22 PM »

hello i have 1992 gulfstream motor home 38 ft with a Cummings 250 and mt643 Alison transmission my problem is when i shift from neutral to reverse the engine dies within seconds . i was told something about a reverse relay but i have not been able to find it or could i have something else to check out instead the transmission only 20 k on it and i just purchased it

LandMan222 · « **Reply #203 on:** April 01, 2012, 05:23:36 PM »

I have a 2005 National RV Dolphin 32' motorhome with Less than 30,000 miles and with a GM 8.1 and an Allison Transmission. I have had the neutral safety switch replaced and the new one failed with less than a hours driving time. It appears that it stripped the nylon gears in the center drive/shift area. That unit was replace with another new NSS and it also failed in no time flat. Same situation, stripped nylon gears. Is the mechanic installing it incorrectly or is there a different problem with the transmission causing this?

Gary RV Roamer · « **Reply #204 on:** April 02, 2012, 07:55:02 AM »

I don't have an answer for you, Landman222, and Allisonman hasn't logged in here for quite awhile. Is the work being done at a Workhorse shop or an Allison shop? Maybe time to try Allison?

Since the original failed as well as the replacements, my guess would be that there is something wrong elsewhere that is causing the problem, but I don't know enough to suggest where to look.

gwcowgill · « **Reply #205 on:** April 02, 2012, 05:51:56 PM »

Gary and Landman222, I agree with Gary that there must be another problem causing the switch to fail. I would definitely take it to an Allison shop. YHes they normally charge a higher shop rate but they generally take less time to do a job and they are much more familiar with your transmission.

LandMan222 · « **Reply #206 on:** April 03, 2012, 08:49:08 PM »

I have solved the riddle. The mechanic has been installing the NSBU with the transmission in the Park position. After much research I finally found a website with the detailed installation instructions for this NSBU switch. It must be installed with the transmission in the Neutral Position. This is why all of the replacements have failed so quickly. I'm having another one installed hopefully correctly in two days. That should solve the problem for me. Hope this lesson for me, helps someone else out. Happy Camping....

gwcowgill · « **Reply #207 on:** April 05, 2012, 09:22:52 AM »

Landman, glad you found the problem. I have found Allison Transmissions to be very reliable over the years even though I just had one fail in my MH. Mine would go in reverse but when put in drive it felt like it was in 2 gears at once and would not move. Allison replaced with new unit and all seems well now.

hunter41 · « **Reply #208 on:** April 20, 2012, 10:06:43 AM »

I have a 2008 freightliner chassis (Tiffin Phaeton) with a 3000 series allison tran. I have 23000 miles on the engine. When should I change Trans fluid. How expensive is it?

Jeff · « **Reply #209 on:** April 20, 2012, 05:22:44 PM »

Quote from: hunter41 on April 20, 2012, 10:06:43 AM

I have a 2008 freightliner chassis (Tiffin Phaeton) with a 3000 series allison tran. I have 23000 miles on the engine. When should I change Trans fluid. How expensive is it?

Allison recommends 100,000 miles or 48 months for general duty. We are light duty for that transmission.

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Author Topic: Allison Transmission Tech Advice (Read 49376 times)