What Allison Transmission Is In The Duramax Diesel?

Allison Transmissions initially developed the Allison 1000 in 1999. The Allison was matched to GM’s new 6.6L Duramax in 2001. The Allison 1000 is one of the most popular automatic transmissions in its class. Its popularity and stellar reputation can be due to its durability, dependability, and transmission technology. The Allison 1000 was upgraded from a 5-speed to a 6-speed automatic in 2006, resulting in a double overdrive variant. The Allison is not without flaws: the C3 clutch receives insufficient lubrication, while the C1 and C2 clutches are applied off center, resulting in uneven wear and early failure. Regardless, the Allison is a true medium-duty transmission with a plethora of appealing design features.

What Allison Transmission is in the 2020 Duramax?

The all-new Allison 10-speed 10L1000 automatic transmission (RPO MGM, MGU) offered on 2020 Silverado HD and Sierra HD models with the 6.6L Duramax diesel engine offers improved performance, fuel economy, and operational flexibility while maintaining an industry-leading reputation for reliability. The new 10-speed transmission (Fig. 14) — the first in the heavy-duty pickup segment — has been tested and validated in collaboration with Allison Transmission and, when combined with the proven Duramax 6.6L diesel engine, provides a powertrain combination that provides superior power delivery and productivity.

The standard axle ratio of the Duramax/Allison powertrain has been decreased to 3.42:1, lowering engine speed, improving refinement, and increasing efficiency. On 2WD and 4WD versions, the powertrain combination is offered.

Four simple planetary gear sets, two braking clutches, and four rotating clutches are used to provide the transmission’s ten speed ratios. A flattened torque converter, an off-axis pump, and four close-coupled gear sets make up the on-axis transmission architecture. To reduce the length of oil feeds and improve shift reaction, the four spinning clutches are situated forward of the gear sets. The transmission comes in a variety of configurations, all of which are dependent on torque capacity. The architecture of the versions is similar, and component variances are mostly related to size.

For improved powertrain stiffness, the gearbox architecture includes a case with an incorporated bell housing. (See Figure 15) Off-axis packaging may be done very low in the transmission thanks to a unique pump drive design. The pump is a variable vane type, which means it can fit two pumps into a single package. With the pump placed in the valve body, this design and packaging strategy allows for excellent oil routing to the controls system.

A pump, a turbine, a pressure plate splined to the turbine, and a stator assembly make up the 4-element torque converter. (See Figure 16) The torque converter works as a fluid coupling, transferring power from the engine to the transmission smoothly. When necessary, it also offers additional torque multiplication via hydraulics. When the pressure plate is pressed against the engine, it creates a mechanical direct drive coupling between the engine and the transmission.

The hydraulic system consists of two control valve body assemblies and an off-axis gear-driven variable vane-type pump next to the valve body. The clutch pistons, which are made up of six multiple disc clutches, are stroked by the pump, which maintains the working pressures required to apply or release the friction components. Through the gear sets, the various disc clutches give 11 different gear ratios, 10 forward and one reverse.

The externally mounted Transmission Control Module (TCM) uses three speed sensor signals to improve shift response and accuracy.

The TCM receives and monitors a variety of electrical sensor inputs, then uses that data to shift the transmission to the best possible time.

The 10-speed gearbox could have up to nine solenoids installed in various bore locations on the lower control valve body assembly and internal transmission case, depending on RPO. The pressure regulation and direction of transmission fluid are controlled by eight of the nine solenoid valves. The solenoid valve with one on/off position is only used to direct transmission fluid. These solenoid valves have a usual operating current range of 0–1.2 amps. The TCM will cut off the high-side driver to that solenoid and set a DTC if it detects an electrical circuit fault or excessive current flow.

Pressure regulating solenoid valves 1–8 are found in transmission control solenoid valves. After assembly, each solenoid valve is tested to determine the output fluid pressure at various electrical values supplied to the coil winding. These data points are referred to as solenoid current/pressure data points. The current versus pressure data points are stored and given a file number, which is displayed on the solenoid valve housing end or on the valve body. The solenoid performance data file is stored on the Techline Information System (TIS) website as well as in the vehicle’s TCM. Replacement of any of the following components necessitates programming the TCM with either new or existing solenoid valve performance data, depending on the component.

  • For all pressure regulating solenoid valves in the transmission assembly, program the TCM with the new data file posted on the TIS web site.
  • Lower control valve body assembly with solenoid valves – for all pressure regulating solenoid valves, configure the TCM with the new data file provided on the TIS web site.
  • For all pressure regulating solenoid valves, program the Transmission Control Module with the existing data file saved on the TIS web site.
  • One or more solenoids – for all pressure regulating solenoid valves that were replaced, configure the TCM with the updated data file provided on the TIS web site.

There’s no need for an aftermarket Power Take-Off (PTO) with the all-new factory-integrated, engine-driven Power Take-Off (PTO) available. It’s the first completely integrated PTO system in the HD truck market, with the PTO’s drive gear driven by chain to direct engine power. It’s only available with the 10-speed gearbox (RPO MGU) on select diesel models. (See Figure 17) The PTO can also be used while the vehicle is idling because it is engine-driven rather than turbine-driven. The PTO is activated by a button within the cab, and the load and torque output can be adjusted using a mode selection.

Do all Duramax diesel trucks have an Allison Transmission?

Registered. They all came with Allison 5spd 01-05 models and Allison 6 spd on the newer modes (late 05-08), but only a few had a zf6 manual.

What is the difference between Allison 1000 and 2000?

It was more obvious in the beginning that the 1000 Series had a Close Ratio spread and the 2000 Series had a Wide Ratio spread (the difference being in the P3 planetary gear ratio).

How do I identify an Allison 1000 transmission?

The Allison transmission’s serial number can be found on the transmission data plate. This can be found on the transmission’s side. This data panel is normally located on the rear housing’s lower rear face. An Allison transmission’s serial number normally consists of ten digits and is located right beneath the model number. An Allison transmission’s data plate offers a wealth of information. The serial number, on the other hand, is usually found on the bottom left of the transmission data plate.

Is Allison Transmission the best?

The automatic system in an Allison transmission provides a smooth driving experience while also taking advantage of your engine’s high horsepower and torque, resulting in more energy efficiency. This amazing technique allows haul truck drivers to drive quicker and hence have a more productive workday. Allison transmissions are the preferable choice for drivers because to their proven performance and excellent upgrades.

Does GM own Allison transmissions?

On June 28, GM announced that it would sell its Allison Transmission commercial and military division to The Carlyle Group and Onex Corp. for $5.6 billion.

The transaction includes the company’s international distribution network and sales offices, as well as seven manufacturing sites in Indianapolis, Indiana. The production facility in Baltimore, Maryland, that produces conventional and hybrid 2MODE gearboxes for GM’s retail pick-up trucks and SUVs, will remain with GM.

Allison Transmission is a company that develops and manufactures automatic gearboxes for medium and heavy-duty trucks. Its goods are utilized in vehicles, on-highways, and off-highways. Allison Transmission is headquartered in Indianapolis, Indiana, and employs around 3,400 people. The corporation has a revenue of more than $2 billion every year.

“This is another critical step in strengthening our liquidity and providing resources to support our significant investments in new vehicles and technologies,” said GM Chairman and CEO Rick Wagoner. “At the same time, this sale will position Allison for growth with strong partners in Carlyle and Onex, both of which have a long history of working effectively with their management teams, unions, and employees,” Wagoner noted.

With $58.5 billion in assets under management, The Carlyle Group is a global private equity business. Carlyle focuses on aerospace & defense, automotive & transportation, consumer & retail, energy & power, healthcare, industrial, infrastructure, technology & business services, and telecommunications & media in Asia, Europe, and North America, where it invests in buyouts, venture & growth capital, real estate, and leveraged finance. Onex Corp. of Canada employs 184,000 people worldwide and generates C$30 billion in annual revenue. Through its Onex Partners and ONCAP family of funds, it invests in private equity.

What transmission is in 2021 Duramax?

The drivetrain on the Silverado 2500 HD has been updated for 2021, with a smooth 10-speed Allison automatic transmission. The new transmission is a welcome upgrade over the previous year’s 6.6-liter V-8 Duramax turbocharged diesel engine ($9,890).

Does LB7 Duramax have Allison transmission?

2001 was a watershed moment in the history of General Motors in the United States. Not only did the Duramax engine debut in 2001, but so did the Allison 1000 transmission. The LB7 Duramax was the first Duramax engine to be paired with a GM truck. While all Duramax trucks now come with an Allison powertrain, LB7 Duramax vehicles also came with a ZF 6-speed manual transmission. The LB7 Duramax was a beast, producing 235-300 horsepower and 500-520 lb/ft of torque. It was a major success, prompting the development of subsequent Duramax engines such as the LBZ, LMM, LML, and L5P. To assist those of you who possess or wish to buy an LB7, we’ve produced a comprehensive list of LB7 Duramax specifications. The 6.6L LB7 Duramax Specifications chart may be found below.

LB7 Emissions

The LB7 Duramax diesel engine, introduced in 2001, was the first in its class to use common rail technology. The 3.0L Cummins in Ram trucks and the 6.4L Powerstroke in Ford vehicles were the first to adopt Common Rail technology. There are no DEF, DPF, or SCR on LB7 Duramax trucks because they were built before diesel emissions. You could simply throw on a straight-pipe exhaust and be done with it! There’s no need to adjust anything!

LB7 Fuel System Issues

Although the lack of emissions improved the trucks’ durability significantly, the old injectors had serious problems. There were so many concerns that GM decided to recall the trucks, replace the original injectors, and extend the injector warranty to 200,000 miles. Many of the problems can be traced back to the Fuel Filtration design. The fuel that made it to the injectors had not been thoroughly filtered. Aftermarket fuel systems like the Fass or Air Dog can help alleviate frequent LB7 Duramax issues and increase reliability.

Aluminum Heads

GM employed Aluminum heads on its Duramax engine, unlike Ford’s Powerstroke or the Cummins engine in Ram pickups. Many people questioned their dependability at first because both Ford and Dodge employed cast iron heads. GM, on the other hand, continues to employ Cast Aluminum heads in its L5P duramax. GM demonstrated that cast aluminum could deliver a lighter and equally reliable head design.

LB7 Duramax Steering & Suspension

The LB7 Duramax, like previous Duramax trucks, has an independent front suspension (IFS). The IFS system gives a very comfortable ride, but it is far more expensive to alter and less durable than Ford or Ram’s basic straight-axle design. If you use OEM suspension, wheels, and tires, the design will hold up fairly well. Aftermarket suspensions, larger tires, and larger wheels can reduce the lifespan of front-end components. If you have an LB7 or plan to buy one, the Kryptonite or Cognito suspension and steering systems are highly recommended.