Chapter 21

Allison Electronic
Transmissions

Objectives (1 of 5)
Identify the three generations of Allison
automatic transmissions.
Describe the operating principles of Allison
partial authority transmissions.
Describe the modular design used in the WT
transmission.
Outline how the WT transmission uses full
authority management electronics to effect
shifting and communicate with other vehicle
electronic systems.

Objectives (2 of 5)
List some of the service and repair
advantages of the modular construction of
the WT transmission.
Group the WT modules into input, gearbox,
and output categories.
Describe how the WT electronic control
module masters the operation of the
transmission.

Objectives (3 of 5)
Define the terms pulse width modulation,
primary modulation, and secondary
modulation.
Outline how the base WT transmission uses
three interconnected planetary gearsets to
stage gearing to provide six forward ranges,
reverse, and neutral.
Identify the overdrive ranges.
Describe the WT integral driveline retarder
components and operating principle.

Objectives (4 of 5)
Outline the function of the dropbox option in one
WT model.
Describe the role of, and the components within,
the electrohydraulic control module.
Outline the essential components in the WT
electronic circuit and classify them as input circuit,
processing, and output circuit components.
Describe how SAE J1939-compatible hardware and
software allow WT to share componentry and data
with other on-board electronic systems to optimize
vehicle performance.

Objectives (5 of 5)
Describe how the WT clutches are controlled.
Outline the torque routes through the WT
transmission in each range selected.
Describe how diagnostic codes are logged in the
Allison WT ECU and the manner in which they are
displayed.
Interpret some of the WT diagnostic codes.
Perform some basic diagnostic troubleshooting
using the Allison recommended tooling.

Shop Talk
The term full authority is borrowed from the way we categorize
engines.
In the early days of engine management electronics, the term
partial authority was used to describe a hydromechanical system
that was adapted for electronic management.
This description fits an Allison CEC transmission perfectly. A full
authority engine was one that was designed to be managed by
electronics.
Again, if we use these terms to categorize transmissions, full
authority perfectly describes the WT transmission. It is capable
of more comprehensively monitoring and controlling all
transmission functions.

CEC Transmissions
The CEC has more in common with a noncomputerized Allison transmission than with
the newer WT electronic transmission.
The main difference is an electrohydraulic
valve body that controls the hydraulic circuits
using solenoids that replace the shift signal
valves.

CEC Electronic Control Unit

The main power and ground inputs should be dedicated.
A minimum of 10V is required to operate the unit.
16V continuous and 19V intermittent are the maximum voltages
to which the unit should ever be subjected.
The ECU requires continuous power to retain nonvolatile RAM in
which diagnostic codes and TPS calibration data are retained.
Nonvolatile RAM is lost if the battery is disconnected from the
unit.
The ECU is a sealed component and is not serviceable in the
field.
PROM removal/replacement is the only field service permitted on
Allison ECUs.

PROM Chips
Allison programmable read-only memory (PROM)
chips log data that permit CEC systems to:
Be programmed for a variety of vehicle and
equipment options
Have flexibility of operating characteristics

The PROM is located inside the ECU and can be

accessed through a cover in the ECU housing.
PROM data is written magnetically to the chip in the
same way that audio data is recorded to a cassette
tape. This is the only means of logging programmed
data to the CEC ECU.

Output Speed Sensor

The device has a magnetic sensor triggered by a
pulse/reluctor wheel on the transmission output
shaft.
Output shaft rotation drives the pulse wheel through
a magnetic field, generating an AC voltage signal.
As the unit rotates at higher speeds, both the
frequency and signal voltage increase.
The pulse wheel uses a 16-tooth gear for onhighway applications.
This 16-tooth wheel has become standard in all
highway truck tailshaft speed sensors.

Throttle Position Sensor (TPS) (1 of 4)

With a hydromechanical engine
A throttle position sensor (TPS) is a simple
potentiometer device actuated by a pull cable.

With an electronic engine

Usually only one TPS is required to signal both the
Allison ECU and the engine ECM.

An interface is required.
When an Allison CEC is coupled to electronic
engines, an interface module usually is required.
The function of an interface module is simply to allow
the engine electronics to talk to the transmission
electronics so that input signals such as that of the
TPS can be shared.

Throttle Position Sensor (TPS) (2 of 4)

Throttle Position Sensor (TPS) (3 of 4)

Throttle Position Sensor (TPS) (4 of 4)

Temperature Sensors
Temperature inputs to the ECU could result in:
Blocking of all shifts when the transmission is 225F
or below. This protects the transmission from damage
that could be caused by heating up too quickly.
Limiting of transmission shifting to neutral, first range,
and reverse (N, 1st, R) when temperature is between
225F and 125F.
When temperature exceeds 270F, the hot light is
energized (if equipped), a trouble code is logged
(temperature code # 24, sub-code hot #23), and top
gear is inhibited. Emergency vehicles such as fire
trucks are usually programmed not to inhibit top gear
in these circumstances.

Switches
Forward pressure switchThis
switch signals the ECU when
the transmission is in forward
ranges. One of two types is
used and it is plumbed into the
clutch apply circuit.
Reverse pressure switchThis
switch signals the ECU when
the transmission is in reverse
gear. One of two types is
used, and it is plumbed into
the clutch apply circuit.
Oil pressure switchThis
switch signals the ECU when
low fluid pressure or level
exists.

Fluidic Oil Pressure Sensor

A jet of oil is directed at a
sensor.
When the oil level is normal
but is cold, the jet is blocked
by a bi-metallic strip.
When the oil level is normal
and the temperature is also
normal, the jet is dispersed
and doesnt strike the
sensor.
When the oil level is low and
the temperature is normal,
the jet is allowed to strike
the sensor.

Solenoids
Non-latching solenoids have a
plunger that is spring loaded
to the off position. Nonlatching solenoids, therefore,
permit hydraulic flow only
when electrically energized.
Latching solenoids must be
momentarily energized to be
switched, after which the
plunger remains in position
until energized again with
reverse polarity. When a
latching circuit solenoid is in
the open position, it will permit
hydraulic flow through its
circuit until it receives an ECU
switch command to close it.

Overview of CEC
Valve Body
Latching solenoids replace the shift signal
valves.
The neutral range valve is controlled by one
latching and one non-latching solenoid.
The forward-reverse valve is controlled by
one latching solenoid.
The trimmer regulator valve is controlled by a
non-latching solenoid.

Solenoid Designations
Each solenoid receives a constant flow of
main pressure.
It also is given a letter designation.
Solenoids A, B, C, and D are latching
solenoids that replace the conventional shift
signal valves.
Solenoids are all directly switched by the
ECU.

Shop Talk
An Allison CEC transmission, although
electronically controlled, is still a
hydromechanical device.
As such, the importance of correct
transmission fluid level cannot be
emphasized enough.
If the fluid level is low, the converter and
clutches will not receive enough fluid. If the
fluid level is high, the fluid will aerate and the
transmission will overheat.

WT Modular Construction

Input modules
Torque converter module
Converter housing module
Front support/charging pump module
Gearbox modules
Rotating clutch module
Converter housing module
P1 planetary module
P2 planetary module
Main shaft module
Output module
Rear cover module
P3 module
Output retarder or transfer gear module
Electronic control unit

Gearbox Modules
The gearbox modules combined contain five clutch assemblies
and three planetary gearsets.
All WT transmissions have the hardware for six forward ratios,
neutral, and reverse.
The MD and HD series transmissions are available with either
close-ratio or wide-ratio gearing.
Chassis application will determine which is used.
All B series transmissions are built with close-ratio gearing.
Close- or wide-ratio gearing is determined by the physical
characteristics of the planetary gearsets used in the assembly of
the transmission.
The upper two ranges of WT model transmissions have
overdrive gear ratios.

Rotating Clutch Module (1 of 3)

The rotating clutch module is splined to the turbine
shaft and, therefore, rotates with the turbine.
This module contains the turbine shaft assembly, the
rotating clutch hub assembly, the C1 and C2 clutch
assemblies, the rotating clutch drum, and the sun gear
drive hub assembly for the P1 planetary gearset.
The P1 sun gear supplies constant rotational input to
the P1 planetary set.
The C1 and C2 clutches consist of pistons, return
spring assemblies, a drive hub, and clutch reaction and
friction plates.
The reaction plates in both C1 and C2 clutches are
splined to rotate with the rotating clutch hub assembly.

Rotating Clutch Module (2 of 3)

The C1 clutch is applied by hydraulic fluid acting on the
C1 piston: This action forces the piston and the clutch
reaction plates against the clutch friction plates.
Because the clutch friction plates are splined to the C1
drive hub, this will rotate providing turning force or
torque at turbine speed to the main shaft assembly.
The means used to apply the C2 clutch is identical to
that used to apply the C1 clutch.
Because the C2 reaction plates are splined to the C2
drive hub, when the C2 piston is hydraulically actuated,
the C2 clutch transmits torque to the P2 planetary
assembly.

Rotating Clutch Module (3 of 3)

A balance piston is used to enhance control of offgoing and on-coming rotating clutches. The balance
piston is the third piston in the rotating clutch
assembly and is located between the C1 spring
assembly and the C1 pressure plate.
The balance piston entraps fluid (lubrication
pressure) between itself and the C1 piston, thereby
balancing piston movement against exhaust backfill
pressure behind the C1 piston.

P1 Planetary Gearset Module

The P1 is the first of the three planetary gearsets in the
transmission. The three sub-components of the
gearset are arranged as follows:
Sun gear. The sun gear is driven by the rotating
clutch drum.
Planetary carrier. Its pinions mesh internally with the
P1 sun gear and externally with the P1 ring gear. The
ring gear of the P2 carrier is splined to the P1
planetary carrier.
Ring gear. The ring gear is housed in the C3 clutch
assembly.
Rotation of the P1 planetary gears is controlled by the
application of the C3 or C4 clutches.

P2 Planetary Gearset Module

The P2 planetary gearset is the second in the WT
transmission. Its three sub-components are arranged
as follows:
Sun gear. The sun gear is splined to the transmission
mainshaft.
Planetary carrier. Its pinions are meshed with the sun
gear internally and with the ring gear externally.
Ring gear. The ring gear is spline-coupled to the P1
carrier.
P2 planetary gearset rotation is controlled by the action
of the P1 planetary gearset and by the application of
either the C4 or C5 clutches. Input rotation to the P2
planetary carrier can either be provided by the P2 ring
gear or by the P2 sun gear, which is splined to the
transmission mainshaft.

Output Retarder Module

The action of the retarder can be compared to that of a
torque converter operating in reverse.
When the retarder is activated, it is charged with
transmission fluid stored in the external accumulator.
When the retarder is not in use, transmission fluid is
drained from the retarder housing.
For the retarder to be applied, the following is required:
The vehicle dash-mounted Retarder Enable switch
must be on.
The vehicle must be moving.
The TPS signal must indicate that throttle travel is
close to zero.
The ABS system must not be activated.

Retarder Controls
WT retarders are fitted with a variety of apply
devices.
Hand lever
Foot pedal
Pressure switch
Auto applyauto full-on
Auto applyauto percent-on
Combination

Transfer Gear/Dropbox
It consists of an output adapter housing, transmission
output shaft adapter, transfer case, transfer case
charging oil pump, C6 clutch assembly, and a transfer
case scavenging pump (auxiliary pump) mounted at the
right side PTO provision.
The addition of the dropbox adds a forward gear to the
WT transmission and provides for full-time, all-wheel
drive.
The transfer case is mounted to the adapter housing and
is under-slung below the main transmission to provide
for forward and rear drive yokes in line with the
transmission.
The transmission output shaft adapter splines to the P3
carrier hub.

WTEC Electronics
Electronic management of the WT transmission is
similar to the CEC, with some refinements.
There is an increased ability to interact with other onboard electronic systems and better programmability to
suit specific vehicle applications.
The system is networked to the chassis data bus by a
J1939 connection.
The latest generation of WTEC has the ability to
broadcast range inhibit, check transmission light data,
and send range status to the data bus for display onto
the appropriate dash displays.

Input Circuit Components

Shift selector(s)
Throttle position sensor
Engine speed sensor
Turbine speed sensor
Output speed sensor
C3 pressure switch
Sump temperature sensor
Coolant temperature
Vehicle interface module (VIM)

Input Signals
The following is a partial list of the input
signals the WT ECU may be programmed to
process:
Secondary shift schedule
PTO enable
Shift selector transition
Engine brake and pre-select request
Fire truck pump mode

WT Output Circuit Components

The following are WT ECU switched output
circuit components:
AE clutch solenoids
Lockup clutch solenoid F
Forward latch solenoid G
Vehicle interface module (VIM)
PTO functions

Output Signals
The following is a partial list of the output signals that WT
electronics may be programmed with to supply other chassis
electronic management systems.
Engine brake enable
Sump/retarder temperature indicator
Range indicator
Output speed indicator
PTO enable
Engine overspeed indicator
Two-speed axle enable
Lockup indicator
Service indicator
Shift-in-progress indicator
Retarder indicator
Neutral indicator for PTO

Input Circuit
Input from the operator is sent to the ECU by means of the shift
selector.
Other input signals come from sensors located in the
transmission itself and from the vehicle interface module (VIM).
The VIM handshakes data exchange (both ways) between WT
electronics and other vehicle electronic management systems
using SAE J1939 communication protocols and hardware.
Temperature sensors, shaft speed sensors, and pressure
switches all monitor conditions within the transmission that are
required to compute an outcome.
Command input signals are usually operator-generated and
often require the ECU to make a change in outcome.

Shift Selectors

A lever and two types of pushbutton shift selector are available.

The full function non-strip type
push-button selector allows the
operator to select any range
programmed to WTEC.
Using these buttons does not
override the automatic shifting
function of the transmission.
The operator cannot select a shift
schedule that could result in
damage to either the transmission
or drivetrain.
When the D range position is
selected, WTEC will manage shift
schedules using all the ranges
programmed to WTEC.
Selection of any of the numeric
ranges will confine shifting within
the ranges below the selected
range.

Vehicle Interface Module (VIM)

The VIM contains two 10-amp
fuses and between two and
six relays.
WT electronics will operate on
either 12- or 24-volt.
One of the 10-amp fuses
protects the main power
connection to the ECU. The
other protects the feed from
the ECU to ignition circuit.
One relay is used to output a
signal to the reverse warning
circuit and another is used for
the neutral start circuit.
As many as four other relays
may be used for special
function outputs.

Throttle Position Sensor (TPS)

A dedicated TPS is only
required when a WT
transmission is used with a
hydromechanical engine.
In cases in which an
electronically managed engine
is used, WT electronics simply
shares the TPS signal with the
engine by means of the data
bus.
The TPS should be of the
potentiometer type.
The potentiometer is a threewire variable resistor that
converts position to a voltage
value by sliding contacts
across a resistive strip.
The TPS used with WT and
CEC transmissions is a
common component.

Output Circuit
The output circuit is
responsible for effecting the
outcomes of the processing
cycle of the ECM.
In the Allison WT, the results
of ECM processing are
converted into actions by an
electro-hydraulic control
module.
This is mounted at the base of
the transmission, and the
channel plate forms its bottom
enclosure.
Solenoids are used to convert
electrical signals into the
hydromechanical outcomes
required to enable shifting.

Solenoids
Two types of solenoids are used in the WT
electrohydraulic control module.
Both are somewhat similar in construction but
differ in their switching characteristics.
Both types receive control main pressure
from a supply port and may either route that
pressure to exit through the solenoid
regulator valve or to an exhaust port,
depending on the switch status.

Normally Closed (NC) Solenoids

Closed until energized: An
NC solenoid remains closed
until energized by an ECM
electrical signal.
Pressure is exhausted: When
the solenoid is not energized,
main pressure fluid is blocked
by the seated check ball,
routing it directly to the
exhaust passage.
Pressure is applied: When
energized, the check ball
unseats, blocking the exhaust
port and permitting main
pressure fluid to exit to the
solenoid regulator valve.

Normally Open (NO) Solenoids

Open until energized: An NO
solenoid remains open until
energized by an ECU
electrical signal.
Pressure is applied: When the
solenoid is not energized, the
check ball is unseated,
allowing main pressure fluid to
flow into the solenoid through
the supply passage and be
routed to the solenoid
regulator valve.
Pressure is exhausted: When
the normally open solenoid is
energized, the check ball is
forced onto its seat. This
blocks the passage to the
regulator valve and routes
main pressure to the exhaust.

Pulse-Width Modulation (PWM)

WT solenoids are controlled
by pulse width modulated
(PWM) signals.
Primary modulation controls
the amount of on time.
The primary modulation signal
to WT solenoids is delivered at
a frequency of 63 Hz.
The percentage of on time
during each 163 second is
referred to as the solenoid
duty cycle.
A 100% duty cycle would
represent the maximum
signal.
A 0% duty cycle would
indicate no signal.

The WTEC Diagnostic Tools

The Allison electronic service tools (EST)
required to read and reprogram WTEC
electronics
MPSI ProLink digital diagnostic reader (DDR)
The Allison digital optimized connection
(DOC) software used with a personal digital
assistant (PDA)

The WT Hydraulic Circuit

The primary components of
the hydraulic system
Transmission fluid
Charging pump
Three integral filters
Electrohydraulic control
module
Breather
C3 pressure switch

There are seven sub-circuits

that make up the hydraulic
circuit.
Main pressure circuit
Control main circuit
Torque converter circuit
Cooler/lubrication circuit
Clutch apply circuit
Exhaust circuit
Exhaust backfill circuit

Hydraulic Circuit Operation

During an Electrical Failure
An interruption of electrical power will result in the solenoid
regulator valves locking in their NO or NC states.
To minimize the impact of an electrical failure, the WT
transmission defaults to totally hydraulic operation.
The C1 and C2 latch valves are used to accomplish this default
mode of operation.
When an electrical failure occurs, the latch valves engage
specific clutches based on the range the transmission was in
when the failure occurred.
In case of an electrical failure, the latch valves and the two NO
solenoids, A and B, default to limp home mode by reverting to
total hydraulic operation.

Torque Paths and

Range Management
In each range, the gearing is staged through the
transmission.
The stages are sequenced numerically, but the
stages of gearing do not necessarily correlate with
the numbering of the planetary gearsets.
For instance, first range gearing is single stage and
takes place in the P3 planetary gearset.
As many as three stages of gearing may be used,
depending on the range selected.

Shop Talk
Learning hydraulic circuit and torque power
flows helps visualize transmission operation
so they are a key to achieving a proper
understanding of Allison transmission
operation.
For the Allison specialist tech, knowing the
hydraulic circuit factors and torque power
flows are essential to diagnose performance
problems.

Clutch Application Chart

See Table 21-1 on page 622 of the textbook.

Throttle Position
Sensor Initial Adjustment

Neutral Operation
Both the CI and C2 clutches are released.
The C5 clutch is applied, but no output occurs because a driving
clutch is not applied to move the planetary gears. The result is
that no output torque occurs.
If the output shaft is rotating while in neutral, the stationary clutch
applied will depend on the shaft rotational speed.
This varying application corresponds to the neutral ranges
identified as N1, N2, N3, and N4.
These ranges are dependent on the application of the clutches
C5, C4, C3, and C2 respectively.
The application of a specific clutch during neutral operation
means that one of the two clutches required to ensure a range
selection when the transmission is shifted to D is already
engaged.

Neutral Power Flow

Only the C5 clutch is applied
Torque from the turbine shaft is not
transmitted beyond the rotating clutch
module and the P1 sun gear.
If the vehicle is rolling when in neutral,
different clutches may be applied. This
controls the speed of rotating components.

First Range Operation

Clutches C1 and C5 are applied.
C1 applies torque to the P3 sun gear. Because the C1 is applied,
the rotating clutch assembly acts to lock the turbine shaft and
mainshaft, causing them to rotate as a unit.
P3 sun gear is the input. Torque is transmitted through the
mainshaft to the P3 sun gear, which is splined to the mainshaft.
C5 holds the P3 ring gear. The C5 clutch being engaged
prevents the P3 ring gear from being rotated.
P3 carrier is the output. The P3 sun gear acts to rotate the P3
pinion carrier, which is splined to the output shaft.
Torque route is as follows: converter turbine shaft, mainshaft,
P3 sun gear, P3 pinion carrier, output shaft.

First Range Power Flow

In first range, the C1 and C5 clutches are
applied.
C1 locks the turbine shaft and main shaft
together. The P3 sun gear is part of the main
shaft module, so it becomes input for the P3
planetary gearset.
C5 holds the P3 ring gear. The P3 carrier is
splined directly to the output shaft. The P3
sun gear is input and the P3 ring gear is held,
so the P3 carrier becomes the output.

First Range Operation

WT with Dropbox
Clutches C3 and C6 are applied.
The C6 clutch holds the mainshaft stationary. A WT
transmission with a transfer case has a mainshaft
that extends from the main housing through the P3
planetary gear assembly and output adapter to the
C6 clutch.
When the C3 clutch is applied, the P1 ring gear is
held.
Torque route is as follows:
turbine shaft, P1 sun gear, P1 planetary carrier, P2
ring gear, P2 pinion carrier, P3 ring gear, P3 pinion
carrier, output shaft adapter, transfer drive gear, P4
pinion carrier, P4 sun gear, output shafts

Second Range Operation

Clutches C1 and C4 are applied.
The applied C1 clutch locks the turbine shaft
and mainshaft so they rotate as a unit.
The applied C4 clutch holds the C2 ring gear.
Torque route is as follows:
turbine shaft, mainshaft, P2 sun gear, P2
pinion carrier, P3 ring gear/mainshaft,P3 sun
gear,P3 pinion carrier, output shaft.

Second Range Power Flow

In second range, the C1 and C4 clutches are applied, making the
P2 and P3 planetary gearsets work together to provide the
output.
The C1 clutch locks the turbine shaft and mainshaft together and
this drives the P2 sun gear.
The C4 clutch holds the P2 ring gear. The P2 sun gear is input
and the P2 ring gear is held, making the P2 carrier the output.
The P3 sun gear is splined to the mainshaft so it rotates.
The P3 ring gear is splined to the P2 carrier, but it rotates at a
slower speed than the P3 sun gear.
The P3 ring gear acts like a held member and the P3 sun gear
becomes input. This makes the P3 carrier the output, and it is
splined to the output shaft. The C1 and C3 clutches are applied,
and all three planetary gearsets work together to provide the
appropriate output.

Third Range Operation

Clutches C1 and C3 are applied.
The C1 clutch locks the turbine shaft and
mainshaft.
The C3 clutch holds the P1 ring gear.
Torque route is as follows:
Converter turbine shaft, mainshaft, P1 ring
gear/ P1 sun gear, P1 pinion carrier, P2 sun
gear and P2 pinion carrier, P3 ring gear and
P3 sun gear, P3 pinion carrier, output shaft.

Third Range Power Flow

The C1 and C3 clutches are applied, and all three planetary
gearsets work together to provide the appropriate output.
C1 clutch locks the mainshaft to the turbine shaft and the rotating
clutch module rotates the P1 sun gear.
The C3 clutch holds the P1 ring gear. Because the P1 sun gear
is input and the P1 ring gear is held, the P1 carrier becomes the
output.
The P2 sun gear rotates with the mainshaft.
The P2 ring gear is splined to the P1 carrier, so it rotates.
Because the P2 ring gear rotates more slowly than the P2 sun
gear, it acts like a held member. This makes the P2 sun gear the
input, the P2 ring gear held, and the P2 carrier the output.
The P3 sun gear rotates with the mainshaft.
The P3 ring gear is splined to the P2 carrier, so it rotates with the
P2 carrier at a speed slower than the P3 sun gear. This makes
the P3 sun gear input, the P3 ring gear held, and the P3 carrier
the output. The P3 carrier is splined to the output shaft.

Fourth Range Operation

Clutches C1 and C2 are applied.
The C1 and C2 clutches rotate with the turbine shaft.
The C1 drive hub is splined to the mainshaft so that
when it is actuated, the mainshaft will rotate at turbine
shaft (input) speed.
The C2 drive hub is splined to the P3 ring gear
(through the P2 pinion carrier), which results in the P3
ring gear rotating at turbine speed.
Torque route is as follows:
Converter turbine shaft, mainshaft, P3 sun gear and
P3 ring gear, P3 pinion carrier, output shaft.

Fourth Range Power Flow

In fourth range, both rotating clutches C1 and C2 are
applied
The C1 clutch locks the turbine shaft to the mainshaft.
The C2 clutch locks the turbine shaft to the P2 carrier.
Because no stationary clutches are applied, all three
planetary sun gears, carriers, and ring gear rotate at
the same speed and in the same direction as the input
from the turbine shaft.
This results in a direct drive or 1:1 ratio.

Fifth Range Operation

Clutches C2 and C5 are applied.
The C5 clutch holds the P3 ring gear.
The application of the C2 clutch locks the
turbine shaft and the P2 pinion carrier so they
rotate together.
Torque route is as follows:
Converter turbine shaft, P1 sun gear, P1
pinion carrier, P2 ring gear and P2 planetary
carrier, P2 sun gear, mainshaft, P3 ring gear,
P3 sun gear, P3 pinion carrier, output shaft.

Fifth Range Power Flow

In fifth range, the C2 and C3 clutches are applied and all three planetary
gearsets work together to provide the appropriate output. The P1 sun gear
is rotating with the rotating clutch module.
The C3 clutch is holding the P1 ring gear stationary, making the P1 carrier
the output.
The P2 carrier is rotating at turbine speed because the C2 clutch locks the
turbine to the P2 carrier.
The P2 ring gear is splined to and rotating with the P1 carrier. The P2
carrier is rotating faster than the P2 ring gear, so it is the input. The ring
gear acts like a held member. This makes the P2 sun gear the output.
The P2 sun gear rotates the mainshaft and the P3 sun gear.
The P3 ring gear is splined to and rotating with the P2 carrier. However, the
P3 sun gear rotates faster than the P3 ring gear, so the sun gear is input
and the ring gear acts as a held member. This makes the P3 carrier the
output, and it is splined to the output shaft.
This gear range produces an overdrive.

Sixth Range Operation

Clutches C2 and C4 are applied.
The C2 clutch locks the turbine shaft and the
P2 pinion carrier, causing them to rotate as a
unit.
The C4 clutch holds the P2 ring gear.
Torque route is as follows:
Turbine shaft, P2 pinion carrier, P2 sun gear,
mainshaft, P3 ring gear/mainshaft, C3 sun
gear, C3 pinion carrier, output shaft.

Sixth Range Power Flow

The C2 and C4 clutches are applied, and the P2 and P3
planetary gearsets work together to produce the appropriate
output.
The C2 clutch locks the P2 carrier to the turbine shaft.
The C4 clutch holds the P2 ring gear. The P2 carrier is the input
(from the turbine shaft) and the P2 ring gear is held so the P2
sun gear becomes the output.
The P2 sun gear rotates the mainshaft and the P3 sun gear. The
P3 sun gear is input and the P3 ring gear acts like a held
member. This makes the P3 carrier the output, and it is splined
to the output shaft.
This gearing produces an overdrive.

Reverse Operation

Clutches C3 and C5 are applied.

The C3 clutch holds the P1 ring gear.
The C5 clutch holds the P3 ring gear.
Torque route is as follows:
Turbine shaft, P1 sun gear, P1 pinion carrier,
P2 ring gear, P2 pinions (carrier held,
reversing direction), P2 sun gear/mainshaft,
P3 sun gear, P3 pinion carrier, output shaft.

Reverse Range Power Flow

The C3 and C5 clutches are applied, and all three planetary gearsets work
together to produce the appropriate output.
The P1 sun gear rotates with the rotating clutch module.
The P1 ring gear is held by the C3 clutch, making the P1 carrier the output.
The P1 carrier is splined to the P2 ring gear. The P2 ring gear becomes the
input for the P2 planetary set.
The C5 clutch holds the P3 ring gear, which is splined to the P2 carrier.
Because the P2 ring gear is the input and the P2 carrier is held, the P2 sun
gear becomes the output. Because the carrier is the held member, the P2
sun gear rotates in an opposite direction (counterclockwise) to the input
direction of rotation.
The P2 sun gear rotates the mainshaft in an opposite direction. Because
the P3 sun gear rotates with the mainshaft, it also turns in an opposite
direction.
The P3 sun gear becomes reverse input for the P3 planetary gearset.
The P3 ring gear is held by the C5 clutch. The P3 carrier becomes reverse
output, and it is splined to the output shaft.

Lubrication
Allison recommends the use of TranSynd synthetic
oil in all of their transmissions.
TranSynd is formulated jointly by Allison and
Castrol.
If this oil is used, the oil drain intervals can be
extended by three times depending on the specific
application.
Dexron is also approved.
Make a practice of referencing either Allison or
chassis OEM service literature when servicing
automatic transmissions.

Range Verification
WT verifies the transmission range continually
whether or not a shift is in progress.
The test involves checking the current gear ratio by
comparing the turbine and output shaft speeds.
This ratio is then compared with the ratio logged in
the ECU memory for the commanded range.
If the two ratios do not match, a diagnostic code is
logged.

Off-Going Ratio Test

The off-going ratio test is performed when a shift is in progress.
Within a set time after the ECU has commanded a range shift,
the ECU calculates the ratio between input and output speed,
comparing this ratio with that of the previous range. For instance,
if the speed ratio of the previous range is still present after the
range shift has been commanded, the ECU will deduce that the
off-going clutch failed to release.
The shift commanded will be repeated twice to verify the fail to
shift condition. If this does not result in the shift being effected, a
diagnostic code is logged and the ECU commands the
transmission in the previous range.
The off-going ratio test is applied during the interval between the
turbine speed shift initiation point and the pull-down detected
point.

Oncoming Ratio Test

The oncoming ratio test is performed by WT
electronics near the end of a shift in progress
sequence.
The oncoming ratio test checks turbine speed
and output shaft speed to determine whether
the transmission is in the new range
commanded by the ECU.
When the ratios fail to match, the ECU
assumes the oncoming clutch did not actuate
and will log a code.

Shop Talk
The off-going and oncoming ratio test can detect
clutch slippage almost immediately. This provides a
considerable advantage to the technician when
troubleshooting WT transmissions.
WT electronics can command a hold in the previous
range to protect the transmission when severe
clutch slippage warrants this failure strategy. By the
time the driver complained of a slippage problem,
significant transmission damage had already
occurred, which was a major problem in Allison
CEC transmissions.

C3 Pressure Switch Tests

The C3 pressure switch is an important diagnostic
indicator.
The C3 pressure switch signals the ECU as to whether
pressure is present or not in the C3 clutch.
For instance, when C3 pressure is not present and
should be, a diagnostic code is logged and a DNS
condition is immediately put into effect, with the result
that the transmission remains in the current range.
If the opposite occurs, that is, C3 pressure is signaled
in a range when it should not be, the result is the
same. A diagnostic code is logged and a DNS
condition results.

DNS Light
Whenever WT electronics sense a condition that could damage
the transmission, transmission electronics, or the vehicle
drivetrain, shifting is restricted and the DNS light is illuminated.
The ECU should be checked for fault codes whenever there is a
transmission-related problem.
If the DNS light fails to illuminate at startup, the system should
be checked immediately. Continuous illumination of the DNS
light indicates the ECU has logged a diagnostic code.
When the DNS light is first illuminated, eight seconds of short
beeps are emitted from the shift selector.
The beeps are an audible alert to the operator that shifts are
being restricted.
Additionally, the SHIFT digit on the shift selector display will
remain blank and the ECU may not respond to shift selector
requests.

Shop Talk
The DNS light is not necessarily illuminated
every time a diagnostic code is logged.
The DNS light should illuminate every time
the engine is started. It will remain lit for a
few seconds only.

Limp Home Mode

When the DNS light is illuminated, the intent is to
inform the driver that the transmission is not
operating properly and requires repair.
However, the transmission can usually be operated
for a short time in the selected range in limp home
mode, provided the ignition key is not switched off.
When the DNS light illuminates when the ignition
key is cycled from off to on, the transmission will
remain in neutral until the fault code responsible for
the DNS condition is cleared.
The converter lockup clutch is always disengaged
whenever transmission shifting is restricted or
during any critical transmission malfunction.

Accessing Diagnostic Codes

The diagnostic data reader or DOC is used to access the
diagnostic codes logged in the WT ECU.
WT diagnostic codes are numeric and consist of a two-digit main
code and a two-digit sub-code.
The WT ECU logs these codes and produces them for readout
by sequencing either the most severe code or the most recent
code first, followed by the order in which they were logged,
beginning with the most recent and working backward.
A maximum of five codes may be logged. As codes are added,
the oldest inactive code is dropped from the list first. Should all
the logged codes be active, the codes are listed in order of
severity. When the number exceeds five, the first logged code in
the sequence is dropped.

Summary (1 of 8)
Allison CEC Transmission is a partial authority
electronic management system that adapts a
hydromechanical Allison transmission to computerized
monitoring and management.
Primary input signals to CEC electronics are the shift
signal, TPS signal, and road speed data.
Three types of ECU are used to manage the CEC
electronics: Splashproof, Sealed Standard, and Sealed
Plus II.
An electrohydraulic valve body is used to convert the
results of logic processing into hydromechanical
outcomes.

Summary (2 of 8)
The WT transmission uses a modular design and full
authority management electronics to effect shifting and
communicate with other vehicle electronic systems.
The WT modules may be removed from the
transmission and serviced as separate units.
WT modules may be grouped into input, gearbox, and
output categories.
The WT input modules are the torque converter
module, the converter housing module, and the front
support/charging pump module.

Summary (3 of 8)
The WT gearbox modules are the rotating clutch
module, the main housing module, the P1 planetary
module, the P2 planetary module, and the mainshaft
module.
The WT output modules are the rear cover module,
output retarder module, or the transfer gear/drop box
module (depending on the model).
The electronic control module is a computer that
masters the operation of the transmission.
The WT transmission uses interconnected planetary
gearsets to provide multiple stages of gearing,
depending on the range selected.

Summary (4 of 8)
The WT transmission may have an integral driveline
retarder that can enhance the vehicle service brake
applications, especially those that require 10% or
less of the peak service application pressure.
The driveline retarder consists of a stator, rotor,
housing, and control valve assembly and functions
similarly to a torque converter driven in reverse.
One WT model is available with a dropbox or
transfer gear for four-wheel-drive vehicles.

Summary (5 of 8)
The electrohydraulic control module houses
the solenoids, sensors, valves, and
regulators required to effect the results of
ECU processing into outcomes.
SAE J1939-compatible hardware and
software give WT transmissions full
multiplexing capability.
WT has an EEPROM chip that permits
programming to tailor transmission
performance to operating requirements.

Summary (6 of 8)
Codes are usually displayed in the order in
which they are logged with the most recent
displayed first. In cases in which one code
can produce more severe consequences, it is
displayed first.
A maximum of five codes can be logged into
the WT ECU at one time. As codes are
added, the oldest inactive code is dropped
from the list. If all codes are active, that with
the lowest priority is dropped first.

Summary (7 of 8)
WT transmissions have similar integral
hardware and potential for ratio ranges.
Programming determines the actual number
of ranges available in a chassis.
Clutches are controlled by solenoids
switched by the ECM.
WT solenoids are switched by pulse width
modulated (PWM) signals.
PWM is the controlling of output signals by
varying the percentage of on and off time.

Summary (8 of 8)
The term primary modulation is used to
describe the amount of time a solenoid is
energized. Secondary modulation describes
the current flow through a solenoid.
Understanding the power-flows through the
WT transmission can be a useful diagnostic
tool.
Codes logged into the WT ECU can be
classified as active or historic (inactive).